EP3398899A1 - Installation d'ascenseur à communication bidirectionnelle entre la cabine et l'étage - Google Patents

Installation d'ascenseur à communication bidirectionnelle entre la cabine et l'étage Download PDF

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Publication number
EP3398899A1
EP3398899A1 EP18169569.3A EP18169569A EP3398899A1 EP 3398899 A1 EP3398899 A1 EP 3398899A1 EP 18169569 A EP18169569 A EP 18169569A EP 3398899 A1 EP3398899 A1 EP 3398899A1
Authority
EP
European Patent Office
Prior art keywords
door
station
cabin
holding station
communication unit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP18169569.3A
Other languages
German (de)
English (en)
Other versions
EP3398899B1 (fr
Inventor
Alexander Möstel
Alexander Glas
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Franz Xaver Meiller Fahrzeug und Maschinenfabbrik GmbH and Co KG
Original Assignee
Franz Xaver Meiller Fahrzeug und Maschinenfabbrik GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Franz Xaver Meiller Fahrzeug und Maschinenfabbrik GmbH and Co KG filed Critical Franz Xaver Meiller Fahrzeug und Maschinenfabbrik GmbH and Co KG
Priority to PL18169569T priority Critical patent/PL3398899T3/pl
Publication of EP3398899A1 publication Critical patent/EP3398899A1/fr
Application granted granted Critical
Publication of EP3398899B1 publication Critical patent/EP3398899B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B13/00—Doors, gates, or other apparatus controlling access to, or exit from, cages or lift well landings
    • B66B13/02—Door or gate operation
    • B66B13/14—Control systems or devices
    • B66B13/143—Control systems or devices electrical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B13/00—Doors, gates, or other apparatus controlling access to, or exit from, cages or lift well landings
    • B66B13/02—Door or gate operation
    • B66B13/14—Control systems or devices
    • B66B13/16—Door or gate locking devices controlled or primarily controlled by condition of cage, e.g. movement or position
    • B66B13/165—Door or gate locking devices controlled or primarily controlled by condition of cage, e.g. movement or position electrical

Definitions

  • the present invention relates to an elevator installation, comprising a cabin movable between holding stations with a car door opening and a car door adjustable for opening and closing the car door opening, a controllable car door drive which is adapted to adjust the car door, at least one in the installed state of the elevator installation a holding station door operator arranged to open and close a holding station door opening, a controllable holding station door drive adapted to displace the holding station door, a cabin side communication unit and a holding station side communication unit arranged for wireless communication with each other, a control device adapted thereto , Tuning an adjustment of the car door and an adjustment of the holding station door to each other, wherein the control device with a cab-side Ko Communication unit for communicating connected or connectable cabin-side control device, which is adapted to control and / or control of the car door drive, and having a connected to the station-side communication unit for data transmission or connectable haltestations workedem control unit, which is adapted to control or / and regulating the Garstationsg drive.
  • Such an elevator system is for example from the document EP 2 607 284 A1 known.
  • it is merely disclosed to provide either a cabin-side transmitting unit and a holding-station-side receiving unit or, conversely, a holding-station-side transmitting unit and a cabin-side receiving unit.
  • the cabin side and the Station-side communication unit are therefore set up only for unidirectional communication.
  • a synchronous movement of the car door and the station door is made possible, but disturbances in the door can be considered only insufficient.
  • mechanical couplings between the holding station door and the car door are known in the prior art, for example via mechanical door swords.
  • mechanical couplings can lead to problems due to low tolerances, especially at a relatively large or very small threshold gap between the car and holding station or in particularly large and heavy doors.
  • a trouble-free coupling engagement with a mechanical coupling can not always be guaranteed.
  • a mechanical coupling is not possible or unfavorable, such as in inclined lifts or horizontal lifts or combinations of horizontal and vertical elevators.
  • the object of the present invention is to further develop the above-mentioned elevator system so that the aforementioned problems are overcome.
  • the cabin-side communication unit and the holding station-side communication unit are set up for bidirectional communication with each other.
  • Each of the two aforementioned communication units is thus configured according to the invention to both transmit and receive.
  • the elevator installation furthermore comprises a detection device which is set up to detect whether the cabin is at the same height as the holding station.
  • the detection device is preferably an optoelectronic detection device, for example in the manner of a light barrier. As explained in more detail below, this can be particularly preferably formed by the communication units of the car and the holding station, whereby components can be saved.
  • the cabin-side communication unit then and preferably only in a receiving area of the stop station-side communication unit and / or the haltestations worne communication unit then and preferably only in a receiving area of the cabin side communication unit, when the car is at the same height located with the holding station.
  • the two doors can only communicate with each other when they face each other.
  • the "two doors" always mean the car door and the holding station door of the at least one holding station.
  • the communication units are preferably set up such that a transmission unit of the one communication unit lies exactly opposite the reception unit of the other communication unit when the car is at the same height as the holding station.
  • the communication can be easily and safely established by having the cabin side and the rest station side communication unit configured to receive and transmit signals in the visible or / and infrared range.
  • the communication between sender and receiver of the various communication units can in particular function according to the type of communication between sender and receiver in an IR remote control. But other types of communication should not be excluded, for example via an RFID system, in particular an NFC system. Also, the communication does not necessarily take place via electromagnetic waves, but it can, for example, an ultrasound system can be used.
  • the cabin-side communication unit For secure management of the communication resources, provision can be made for the cabin-side communication unit to be configured as master and the stand-station-side communication unit as slave for at least the normal operation of the elevator installation.
  • the haltestations worne communication unit sends so at least in normal operation, therefore, only data when prompted by the cabin side communication unit to do so.
  • the cabin-side and the station-side communication unit are designed, during normal operation and when the car is at the same height as the holding station, at least during an adjustment movement of the car door and / or the holding station door periodically exchange data with each other.
  • a time interval of about 500 ms has proven to be sufficient.
  • the exchanged data may relate in particular to the opening state of the car door and / or the holding station door.
  • the cabin-side communication unit of the stop station-side communication unit at regular intervals communicate data on the opening state and possibly the speed and / or acceleration of the car door or send derived control data, which are forwarded from the haltestations districten communication unit to the holding station-side control unit, which data or control data used to control or / and control the holding station door drive to tune the opening or closing movement of the holding station door to that of the car door.
  • the data exchange can therefore include both position data and control data. In this sense, a remote control of the holding station door by the control unit of the cabin take place.
  • the car door and the station door can thus behave as if they were mechanically coupled, but in fact are coupled together by bidirectional communication.
  • communication e.g. by visible light or IR radiation
  • the exchanged data relate to the presence or the absence of a door block, wherein each of the two control devices can be configured to stop the respective door when a blockage of even only one of the two doors is reported.
  • the cabin side communication unit may notify the standby side communication unit at regular intervals, that the cabin-side communication unit is present and functional, and it can request from the station-side communication unit a corresponding signal as a "sign of life".
  • the cabin-side and the stop-station-side control unit may be designed to tune an adjusting movement of the car door and the holding station door so that both doors move synchronously.
  • the two doors can move particularly preferably with an offset of 10 to 50 mm, preferably of about 20 mm.
  • Over the entire adjustment, except for a beginning and an end portion of the adjustment, which may be required to produce the desired offset between the front and the trailing door and to close the trailing door completely, are preferably the speeds of before and the trailing door are substantially the same, and the offset is preferably substantially constant.
  • the adjustment of an offset between the two doors has the advantage that the emergence of the leading door to an obstacle less total force to stop both doors spend as in the case of a simultaneous emergence of both doors, since the trailing door already from the detection of a blockage of leading door can be counteracted, so that it stops before hitting the obstacle. This is especially useful if the blockade is caused by a person.
  • the closing force can thus be optimized.
  • an electrically actuated and manually unlockable additional lock can be provided on the holding station door, which is configured so that it can only be unlocked by the holding station-side control unit when the car is at the same level with the holding station.
  • the holding station-side control device may be adapted to open the holding station door by a predetermined amount, for example from 0 to 10 cm, preferably by an adjustment of 2 to 10 cm, particularly preferably 5 cm, in the case of manual unlocking of the additional locking, then a Apply torque in the opening direction below the breakaway torque of the holding station door to this so that it can be easily opened by hand, and to try after a subsequent standstill of the holding station door from 3 to 15 s, preferably of about 5 s, the holding station door again shut down.
  • a predetermined amount for example from 0 to 10 cm, preferably by an adjustment of 2 to 10 cm, particularly preferably 5 cm, in the case of manual unlocking of the additional locking, then a Apply torque in the opening direction below the breakaway torque of the holding station door to this so that it can be easily opened by hand, and to try after a subsequent standstill of the holding station door from 3 to 15 s, preferably of about 5 s, the holding station door again shut down.
  • the waiting time 3 to 15 seconds is required so that the person who wants to manually open the holding station door of the Actuator can reach the opened by the predetermined adjustment station door to continue to open by hand.
  • the holding station-side control device can be configured to attempt to establish a communication connection to the cabin-side communication unit even before the holding station door is opened, by means of the holding station-side communication unit. If it is possible to establish this communication link, a data exchange can take place, which results in the car door following the opening and closing movement of the station door.
  • the stop-station-side control device is set up to apply a torque in the opening direction below the breakaway torque of the holding station door in the event of manual unlocking of the additional locking without previously opening the holding station door as described above, so that This can be easily opened by hand. If the holding station door is not opened manually after a period of, for example, 3 to 15 seconds, preferably of about 5 seconds, it may optionally be provided that the holding station-side control unit changes back to a normal door-closed mode, ie, the holding station door closes, a holding torque in the end position, door-to-door is created and the holding station door is locked if necessary.
  • the elevator system according to the invention makes possible an exchange between independent drive systems for the car door and the holding station door, which is independent of the actual elevator control (ie of the control of the movement of the car between the holding stations).
  • the station door In the case of an emergency release or maintenance, such as an inspection trip, the station door must be open without a communication link with the cabin, in particular, even if the cabin is not at the same level with the holding station.
  • the holding station door drive When closed, the holding station door drive generates a holding torque in the door-closed end position. Now, when trying to open the door by hand, this increases the power the motor needs to keep the door-to-door position. From a given force, which is smaller than 300N, the station door operator switches into the so-called "servo mode": The haltestations worne controller then tries to solve the additional lock the Garstationsg. This is configured so that it can only be released by the stop-side control unit when the cabin is level with the holding station.
  • the holding station-side controller (slave controller) then attempts to establish a communication link to the cabin-side controller (master controller).
  • the holding station side as well as the cabin side communication unit are always ready to receive.
  • the master and slave roles are reversed in this case.
  • the holding station-side controller applies a torque in the opening direction, without the Garstationst is moved, ie a torque below the breakaway torque of the holding station door.
  • This supportive torque makes the station door easy to open by hand. After a standstill of, for example, 3 to 15 seconds, preferably about 5 seconds, attempts the stop-side control unit to close the door.
  • the holding station-side control unit again attempts to set up a communication connection to the cabin-side control unit (the associated master control unit).
  • the holding station door is first opened by the holding station-side controller by a predetermined amount, for example from 0 to 10 cm, in particular from 2 to 10 cm, preferably from about 5 cm. Then, the haltestations workede controller applies a torque in the opening direction below the breakaway torque of the holding station door. This supporting torque makes it easy to open the holding station door by hand. After a standstill of the holding station door, for example, 3 to 15 seconds, preferably about 5 seconds, the haltestations workede control unit tries to close the door.
  • the master control unit also follows the slave control unit in both directions.
  • the cabin door In the event of an emergency release, the cabin door must also be open without a communication connection with the holding station door (shaft door). When closed, the car door drive generates a holding torque in the door-closed end position. Now, when trying to open the door by hand, this increases the current that the motor needs to keep the door-to-door position. From a given force, which is smaller than 300N, the car door drive switches into the so-called "servo mode": The cabin-side controller then tries to release the additional lock the car door. This is configured so that it can only be released by the cabin-side control unit when the cabin is at the same height as the holding station.
  • the cabin-side controller (master controller) attempts to establish a communication link to the holding-station-side controller (slave controller).
  • the cabin-side control device applies a torque in the opening direction below the breakaway torque of the car door.
  • This supporting torque makes it easy to open the cabin door by hand.
  • the cabin-side control unit After a standstill of, for example, 3 to 15 s, preferably of about 5 s, the cabin-side control unit tries to close the car door.
  • the slave control unit follows the master control unit in both directions.
  • the cabin-side control unit again tries to establish a communication connection to the stop-station-side control unit
  • the car door is first opened by the cabin-side control unit by a predetermined amount, for example from 0 to 10 cm, preferably between 2 and 10 cm, in particular approximately 5 cm. Then, the cabin side controller applies a torque in the opening direction below the breakaway torque of the car door. This supporting torque makes it easy to open the cabin door by hand. After a standstill of the car door, for example, 3 to 15 seconds, preferably about 5 seconds, the cabin-side control unit tries to close the door. It should also not be excluded that the car door is not opened by the cabin control unit, but that only the above-mentioned supporting torque is applied, preferably at least for 3 to 15 seconds, more preferably for about 5 seconds. If the car door is not opened by hand within this time, it can be provided that the cabin-side control unit again changes into a door-to-door mode, thus applying a holding torque in the door-closed end position and possibly locking the car door again.
  • a predetermined amount for example from 0 to 10 cm, preferably between 2 and 10 cm, in
  • the slave control unit follows the master control unit in both directions.
  • FIG. 1 shows in a schematic and greatly simplified manner, a first embodiment of an elevator system 1 according to the invention, which is installed in a building 2 only indicated here.
  • the building 2 has a floor floor 6 and a building wall 3, in which a door opening 4 is located, which allows access to a lift shaft 7 from the floor floor 6 from.
  • a cabin 20 is movably arranged between different holding stations 10, in the present example vertically movable, that is, using the coordinate system in the x-direction shown in the figure. Only one holding station 10 is shown here.
  • the cabin 20 includes a car door opening 21 and a car door 22 which is adjustable in a conventional manner for opening and closing the car door opening 21 between an open position and a closed position.
  • the cabin door 22 shown here is a single-leaf sliding door which is displaceably mounted in a guide 27 in the z-direction (perpendicular to the drawing plane), any other types of cabin doors are possible, such as multi-leaf sliding doors, folding doors, swing doors or for example also vertically movable doors.
  • a cabin door drive 23, shown here only schematically, is designed to adjust the car door 22 between its open position and its closed position, wherein the control and / or regulation of the adjustment movement takes place via a control unit 26 on the cabin side. This is, indicated by a dotted line, connected to a cabin-side communication unit 24 for data transmission.
  • the holding station 10 At the door opening 4 is the holding station 10 with a holding station door 12 which is provided for opening and closing a holding station door opening 11 between an open position and a closed position adjustable. Also in the holding station door 12 is a single-leaf, sliding in the z-direction sliding door with a guide 17, in which case any other types of doors are possible.
  • a stop station door drive 13 shown here only schematically, is designed to adjust the holding station door 12 between its open position and its closed position, wherein the control and / or regulation of the adjustment movement is effected by a stop-state-side control unit 16. This is, indicated by a dot-dash line, connected to the data transmission with a station-side communication unit 14.
  • such a holding station 10 is provided on each floor, which can be approached with the car 20.
  • an electrically actuated, but in an emergency but also manually releasable additional locking can be provided on the car door 22 and on the station door 12 yet, which is not shown in the figures. It can be provided that the additional locking of the holding station door 12 or the cabin door 22 is configured such that it can only be unlocked by the holding station-side control unit 16 or cabin-side control unit 26 when the cabin 20 is at the same height as the holding station 10 , Otherwise, only a manual emergency unlocking is possible.
  • a control device 5 which includes the cabin-side control unit 26 and the station-side control unit 16 and the stop-station-side control units of the various holding stations.
  • the cabin-side communication unit 24 and the holding-station-side communication unit 14 are set up for a wireless bidirectional communication with each other, which in FIG. 1 is indicated by a double arrow K.
  • FIG. 2 11 shows a perspective view of essential parts of the cabin-side communication unit 24, namely a cabin-side transmitter 24t and a cabin-side receiver 24r, which in the present embodiment may both be mounted on a common mounting bracket 25, which in turn may be configured by means of screws 28 or other suitable means Fixing means to be attached directly to the cabin 20 or, for example, via an additional mounting structure 25a.
  • a glare shield 24b may be provided against extraneous light.
  • the transmitter 24t and the receiver 24r of the cabin-side communication unit 24 may be connected to the cabin-side controller 26 via data lines 29, but a wireless connection is also conceivable.
  • FIG. 3 11 shows a top view of the cabin-side communication unit 24 and the stand-station-side communication unit 14 in a state in which the cabin 20 is at the same height as the holding station 10.
  • the view of the cabin side communication unit 24 in FIG. 3 corresponds to a view of the object of FIG. 2 in the direction of the arrow P in FIG. 2 ,
  • the holding station-side communication unit 14 corresponds in the present embodiment in the construction of the cabin-side communication unit 24, ie includes a transmitter 14t, a receiver 14r, data lines 19 to haltestations departmenten control unit 16 and a mounting bracket 15 and screws 18 so that reference is made to the above description of the cabin side communication unit 24 can be.
  • An illustration of the additional mounting structure 25a and the anti-glare shield 24b has been presented in FIG FIG. 3 waived.
  • corresponding elements may be provided on both the cabin-side communication unit 24 and the stand-station-side communication unit 14.
  • the assembly is to be realized such that the cabin-side communication unit 24 and the station-side communication unit 14 face each other when the car 20 is at the same height as the holding station 10, in which case the cabin-side transmitter 24t is opposite to the station-side receiver 14r and the cabin-side receiver 24r is arranged opposite the stop station-side transmitter 14t.
  • the rays emitted by the transmitters 14t, 24t are in FIG. 3 indicated by dash-dotted lines.
  • a certain maximum lateral beam offset from the zero position of the respective receiver (sensor) may be permissible, which depends on the circumstances of the individual case (in FIG. 3 indicated by a double arrow V).
  • the cabin-side communication unit 24 may preferably be configured as a master, the stop-station-side communication unit 14 as a slave, at least during normal operation of the elevator installation.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Elevator Door Apparatuses (AREA)
EP18169569.3A 2017-05-05 2018-04-26 Installation d'ascenseur à communication bi-directionnelle entre la cabine et l'étage Active EP3398899B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL18169569T PL3398899T3 (pl) 2017-05-05 2018-04-26 Instalacja dźwigowa z dwukierunkową komunikacją między kabiną a przystankiem

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102017207641.0A DE102017207641A1 (de) 2017-05-05 2017-05-05 Aufzuganlage mit bidirektionaler Kommunikation zwischen Kabine und Haltestation

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EP3398899A1 true EP3398899A1 (fr) 2018-11-07
EP3398899B1 EP3398899B1 (fr) 2020-05-27

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EP18169569.3A Active EP3398899B1 (fr) 2017-05-05 2018-04-26 Installation d'ascenseur à communication bi-directionnelle entre la cabine et l'étage

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EP (1) EP3398899B1 (fr)
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Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019081639A1 (fr) * 2017-10-27 2019-05-02 Thyssenkrupp Elevator Ag Synchronisation de mouvements de portes dans un système d'ascenseur
CN111091263A (zh) * 2019-10-24 2020-05-01 北京云迹科技有限公司 一种故障检测方法、手持装置以及移动终端
WO2020126865A1 (fr) * 2018-12-18 2020-06-25 Inventio Ag Commande de porte et système de commande de porte pour la commande de mouvements de déplacement d'au moins un vantail de porte d'une porte d'ascenseur
WO2021083889A1 (fr) * 2019-10-31 2021-05-06 Inventio Ag Système d'ascenseur à alimentation électrique simplifiée pour ensembles porte palière
CN114206765A (zh) * 2019-08-09 2022-03-18 蒂森克虏伯电梯创新与运营有限公司 用于在垂直和水平运行的电梯设备中解锁电梯门的装置
WO2022207768A1 (fr) * 2021-03-31 2022-10-06 Inventio Ag Système d'ascenseur et procédé de commande de porte d'ascenseur
WO2022228959A1 (fr) * 2021-04-30 2022-11-03 Inventio Ag Système d'ascenseur

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WO2001096226A1 (fr) * 2000-06-13 2001-12-20 Cedes Ag Dispositif de securite pour portes d'ascenseur
EP1418149A1 (fr) * 2002-11-08 2004-05-12 Daniel Schürmann Dispositif de sécurité pour porte d'ascenseur
US20080091278A1 (en) * 2006-10-11 2008-04-17 The Peelle Company Ltd. Freight elevator door control utilizing serial communication
EP2298684A2 (fr) * 2009-09-21 2011-03-23 The Peelle Company Ltd Contrôleur sans fil de porte d'ascenseur
EP2607284A1 (fr) 2011-12-21 2013-06-26 Inventio AG Installation d'ascenseur dotée d'un système de porte

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Publication number Priority date Publication date Assignee Title
WO2001096226A1 (fr) * 2000-06-13 2001-12-20 Cedes Ag Dispositif de securite pour portes d'ascenseur
EP1418149A1 (fr) * 2002-11-08 2004-05-12 Daniel Schürmann Dispositif de sécurité pour porte d'ascenseur
US20080091278A1 (en) * 2006-10-11 2008-04-17 The Peelle Company Ltd. Freight elevator door control utilizing serial communication
EP2298684A2 (fr) * 2009-09-21 2011-03-23 The Peelle Company Ltd Contrôleur sans fil de porte d'ascenseur
EP2607284A1 (fr) 2011-12-21 2013-06-26 Inventio AG Installation d'ascenseur dotée d'un système de porte

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019081639A1 (fr) * 2017-10-27 2019-05-02 Thyssenkrupp Elevator Ag Synchronisation de mouvements de portes dans un système d'ascenseur
US11339028B2 (en) 2017-10-27 2022-05-24 Tk Elevator Innovation And Operations Gmbh Synchronisation of door movements in a lift system
WO2020126865A1 (fr) * 2018-12-18 2020-06-25 Inventio Ag Commande de porte et système de commande de porte pour la commande de mouvements de déplacement d'au moins un vantail de porte d'une porte d'ascenseur
CN113165844A (zh) * 2018-12-18 2021-07-23 因温特奥股份公司 用于控制电梯门的至少一个门扇的移位运动的门控制器和门控制系统
CN114206765A (zh) * 2019-08-09 2022-03-18 蒂森克虏伯电梯创新与运营有限公司 用于在垂直和水平运行的电梯设备中解锁电梯门的装置
CN114206765B (zh) * 2019-08-09 2024-03-12 蒂森克虏伯电梯创新与运营有限公司 用于在垂直和水平运行的电梯设备中解锁电梯门的装置
CN111091263A (zh) * 2019-10-24 2020-05-01 北京云迹科技有限公司 一种故障检测方法、手持装置以及移动终端
WO2021083889A1 (fr) * 2019-10-31 2021-05-06 Inventio Ag Système d'ascenseur à alimentation électrique simplifiée pour ensembles porte palière
CN114630800A (zh) * 2019-10-31 2022-06-14 因温特奥股份公司 带有用于竖井门组件的简化电源的电梯设备
CN114630800B (zh) * 2019-10-31 2023-09-29 因温特奥股份公司 带有用于竖井门组件的简化电源的电梯设备
WO2022207768A1 (fr) * 2021-03-31 2022-10-06 Inventio Ag Système d'ascenseur et procédé de commande de porte d'ascenseur
WO2022228959A1 (fr) * 2021-04-30 2022-11-03 Inventio Ag Système d'ascenseur

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EP3398899B1 (fr) 2020-05-27
PL3398899T3 (pl) 2020-09-21
DE102017207641A1 (de) 2018-11-08

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