EP3428103A1 - Système d'ascenseur - Google Patents

Système d'ascenseur Download PDF

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Publication number
EP3428103A1
EP3428103A1 EP18185709.5A EP18185709A EP3428103A1 EP 3428103 A1 EP3428103 A1 EP 3428103A1 EP 18185709 A EP18185709 A EP 18185709A EP 3428103 A1 EP3428103 A1 EP 3428103A1
Authority
EP
European Patent Office
Prior art keywords
car
elevator
rail
rotated
segment
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.)
Pending
Application number
EP18185709.5A
Other languages
German (de)
English (en)
Inventor
Eduard STEINHAUER
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.)
TK Elevator Innovation and Operations GmbH
Original Assignee
ThyssenKrupp Elevator AG
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
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=52737103&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP3428103(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by ThyssenKrupp Elevator AG filed Critical ThyssenKrupp Elevator AG
Publication of EP3428103A1 publication Critical patent/EP3428103A1/fr
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures
    • B66B9/003—Kinds or types of lifts in, or associated with, buildings or other structures for lateral transfer of car or frame, e.g. between vertical hoistways or to/from a parking position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B11/00—Main component parts of lifts in, or associated with, buildings or other structures
    • B66B11/02—Cages, i.e. cars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/02—Control systems without regulation, i.e. without retroactive action
    • B66B1/06—Control systems without regulation, i.e. without retroactive action electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/34—Details, e.g. call counting devices, data transmission from car to control system, devices giving information to the control system
    • B66B1/36—Means for stopping the cars, cages, or skips at predetermined levels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B11/00—Main component parts of lifts in, or associated with, buildings or other structures
    • B66B11/04—Driving gear ; Details thereof, e.g. seals
    • B66B11/0407—Driving gear ; Details thereof, e.g. seals actuated by an electrical linear motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B7/00—Other common features of elevators
    • B66B7/02—Guideways; Guides
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B2201/00—Aspects of control systems of elevators

Definitions

  • the present invention relates to an elevator system and a method for operating an elevator system with at least two vertical elevator shafts and at least one car, wherein in each elevator shaft at least one vertically extending rail is arranged, along which the car is movable.
  • an elevator shaft for example drives, suspension cables or guide rails. If a car is to be transferred from a first elevator shaft into a second elevator shaft, the car is first separated from all such elements in the first elevator shaft, is transported from the first elevator shaft into the second elevator shaft and connected to corresponding elements in the second elevator shaft. A transport of the car between elevator shafts is usually possible only by means of expensive mechanisms.
  • the JP H 06 048 672 discloses an elevator installation with several cabins and elevator shafts.
  • the cabins are mounted on a backpack storage and can be moved by means of a transfer between the elevator shafts. To safely move the cab from one bay to the other bay, passengers must leave the cab.
  • FIG. 4 The US Pat. No. 3,896,736 revealed in FIG. 4 an elevator system with several cabins and several shafts.
  • a rail switch is provided to convert the car within a manhole from a first rail to a second rail.
  • On the first rail a first car can be brought to a stop at a floor stop, while a run on the second rail second car overtakes the first car in the same shaft.
  • An elevator system comprises at least two vertical elevator shafts and at least one car.
  • each elevator shaft at least one rail is arranged, along which the car is movable.
  • Each of the rails has at least one rotatable segment. These rotatable segments are aligned with each other so that the car along the segments between the elevator shafts movable. The car can thus be moved along rotated segments of two rails in adjacent elevator shafts between the elevator shafts.
  • the segments are for this purpose rotated about a horizontal axis, that they are aligned with each other and together form a horizontally extending rail.
  • the car is moved between two adjacent elevator shafts.
  • a segment of the two rails is rotated in the two adjacent elevator shafts, between which the car is moved.
  • These two rotated segments in the rotated state form a (substantially) closed rail (essentially) with no clearance along which the car is moved between these two elevator shafts.
  • the segments are rotated by 90 °.
  • a horizontal rail is formed, along which the car is moved horizontally.
  • the segments can in particular also be rotated by a suitable angle.
  • an oblique rail is formed, that is a rail which is inclined relative to the elevator shaft by the appropriate angle. Along this inclined rail of the car is moved obliquely relative to the elevator shafts. So it is possible, for example, that a car is not only moved to another elevator shaft, but also at the same time in another floor.
  • the process of the car between two elevator shafts along the rotated segments will be referred to in the following description as the "horizontal process" of the car. This is not to be understood as meaning that the car is necessarily traversed exactly in the horizontal direction, but that the movement of the car has at least one component in the horizontal direction.
  • the car must be separated from any elements before moving to another hoistway. Furthermore, the car must be connected with no elements after the transfer in the other elevator shaft. The conversion of the car according to the invention can be carried out without great expenditure of time.
  • the reaction according to the invention can be carried out during the regular operation of the elevator system. It is not necessary to take the lift system out of service for transfer.
  • the transfer of the car according to the invention takes place in particular automatically or fully automatically. The transfer can also take place when passengers are in the car. In particular, the transfer of the car can be carried out in the course of a transport process by passengers.
  • the car is initially in a first elevator shaft with a first rail.
  • the car can be moved vertically in this first elevator shaft in the course of the regular operation of the elevator system along the first rail.
  • the car is transferred from the first elevator shaft into a second elevator shaft.
  • the car is first to a first rotatable segment of the first rail in the first elevator shaft. This first segment of the first rail is rotated from its original vertical orientation.
  • a second segment of a second rail in the second elevator shaft is rotated from its original vertical orientation. This rotated first and the rotated second segment form the rail along which the horizontal movement of the car is performed.
  • the car is thus moved along the first and the second rotated segment from the first elevator shaft into the second elevator shaft.
  • the first and second segments are rotated back to their original vertical orientation.
  • the car is now located in the second elevator shaft and can then be moved vertically in the course of the regular operation of the elevator system along the second rail in the second elevator shaft.
  • the first and the second segment can each be arranged in the same floor.
  • the first and the second segment are each rotated in particular by 90 ° and the car is implemented in the corresponding floor between the first and the second elevator shaft.
  • the first segment is arranged on a first floor and the second segment on a second floor. The segments are rotated by a certain angle and the car is moved from the first floor to the second floor.
  • the car is movable by means of a linear drive or by means of several linear drives along the rails in the elevator shafts.
  • the elevator system is thus designed as a machine room-less elevator system.
  • the car is in particular ropes, so in particular without ropes, proceed. Thus, no support cables are present in the elevator shafts, which would complicate a transfer of the car between the elevator shafts.
  • a linear drive By using a linear drive, the car can be moved in particular without counterweight.
  • a first element of the linear drive is formed by the rails of the elevator shafts.
  • a second element of the linear drive is arranged on the car. This first and this second element of the linear drive interact with each other, whereby the car can be moved.
  • the linear drive is designed in particular as a long-stator linear motor.
  • the first element is designed as a stator or primary part.
  • current-carrying coils are arranged as a stator.
  • the arranged on the car second element is formed as a reaction part or secondary part.
  • at least one permanent magnet and / or at least one electromagnet are arranged as a reaction part on the car.
  • the linear drive can also be designed as a short-stator linear motor.
  • the arranged on the car second element is designed as a stator and the first element as a reaction part.
  • an embodiment of the linear drive as an asynchronous linear drive is conceivable.
  • An asynchronous linear drive is designed without permanent or electromagnets.
  • the second element of the linear drive is rotatably mounted on the car.
  • the second element can be rotated with the segments of the rails.
  • the second element of the linear drive can thus be rotated analogously to the first element of the linear drive and used for the horizontal process of the car.
  • the first and the second element of the linear drive which are used for the vertical movement of the car in the course of the regular operation of the elevator system, also for the conversion of the car used between two elevator shafts. For the conversion of the car thus no additional drive is needed.
  • the car further comprises a cab and a chassis device.
  • the second element of the linear drive is arranged on this chassis device of the car.
  • the chassis device is rotatably mounted on the cabin of the car.
  • the chassis device is in particular connected to the cabin via a suspension axle and mounted rotatably on this suspension axle.
  • the chassis device acts in particular as a car suspension of the car.
  • the car is manufactured especially in lightweight construction. Thus, the loads that act on the car suspension of the car to be kept as low as possible.
  • the chassis device further acts in particular as a holder for the drive or as a holder for the second element of the linear drive.
  • a safety device or safety device for preventing fall of the car is arranged on the chassis device in particular.
  • This safety device is triggered, for example, by a speed limiter when a speed of the car exceeds a limit.
  • a speed limiter is designed in particular as an electronic system.
  • the speed limiter evaluates sensor data in order to determine the speed of the car. If the speed of the car exceeds the limit value, the speed limiter actuates actuators to trigger the safety device or the safety gear.
  • the car suspension of the car is designed as a backpack suspension.
  • the car suspension is thus arranged on only one side of the car.
  • the chassis device is arranged on the same side of the car.
  • all elements for moving the car are arranged on one side of the car.
  • the rails are designed as guide rails.
  • corresponding guide rollers are arranged on the car.
  • these guide rollers are arranged on the chassis device.
  • the rails thus act both as a drive and as a guide for the car. With the segments of the rails and thus this guide of the car is rotated. For the implementation of the car, no additional guides or no additional guide elements are needed.
  • the car comprises a locking device, which is adapted to lock the cab of the car relative to the elevator shaft or on the chassis device.
  • the car is decoupled from the chassis device.
  • the chassis device can be rotated independently of the cabin or relative to the cabin.
  • the cabin is decoupled from the chassis device only in one direction of rotation along which the car is rotated.
  • the cabin is thereby locked relative to the first elevator shaft, while the segments or the first segment are rotated.
  • the cab thus does not rotate with the chassis device. This is particularly important when passengers are inside the cabin during the transfer.
  • the cabin of the car is locked to the chassis device after the segments have been rotated and are in their horizontal orientation, for example.
  • the cabin of the car is locked in particular relative to the rotated segments or to the rotated first segment.
  • the cabin is thereby locked to the chassis device. This ensures that the cabin remains constantly aligned in the horizontal process and is not rotated, for example due to inertial forces.
  • the cab of the car is slightly pivoted relative to the elevator shafts about a horizontal axis as the car is moved along the rotated segments of the two rails between the two elevator shafts.
  • swivels around e.g. 1, 2, 3, 4, 5 or 6 ° conceivable.
  • a corresponding pivoting can also at any acceleration of the car in the course of the horizontal process of the car acts a corresponding acceleration force on the cabin, hereinafter referred to as horizontal acceleration force.
  • This horizontal acceleration force is liable to cause passengers in the cabin to lose their balance and lose their grip.
  • the pivot angle is adjusted so that the resulting force of gravity and horizontal acceleration force is perpendicular to the car floor. For typical horizontal accelerations, it is possible to use a displacement angle of up to 6 °.
  • the pivoting angle does not necessarily have to be constant, but can also be designed to be variable in time according to the horizontal acceleration process.
  • the described pivoting method can be performed not only along the rotated segments but also along fixed horizontal segments.
  • the rotation of the car takes place, as mentioned, only by a comparatively small angle.
  • the cabin is locked neither relative to the elevator shaft nor to the chassis device.
  • the locking device is in particular taken out of service.
  • a compensation rail element between rotated segments of two rails of two elevator shafts is arranged.
  • a compensation rail element By means of such a compensation rail element, a free space between rotated segments is bridged.
  • the compensating rail element is designed analogously to the rails and in particular forms the first part of the linear drive and guide rails for the car.
  • the rotated segments and the balancing rail element form a (substantially) closed rail (essentially) with no clearance along which the car is moved horizontally
  • the invention further relates to a method for operating an elevator system. Embodiments of this inventive method will become apparent from the above description of the elevator system according to the invention in an analogous manner.
  • An expedient arithmetic unit in particular a control unit of an elevator system, is, in particular programmatically, configured to carry out a method according to the invention.
  • FIGS. 1 to 4 a preferred embodiment of an elevator system according to the invention is shown schematically and designated 100.
  • the elevator system 100 includes two elevator shafts 101a and 101b. Between the elevator shafts 101a and 101b, at least partially, a physical barrier 102 may be formed, for example a partition wall or wall. However, it is also possible to dispense with a physical barrier 102 between the elevator shafts 101a and 101b.
  • a first rail 110a is arranged, in a second elevator shaft 101b a second rail 110b.
  • a car 200 is moved, which is located in the elevator shaft 101a and 101b.
  • the car 200 includes a cab 210 and a chassis 220.
  • the chassis 220 acts as a suspension for the cab 210.
  • the chassis 220 is connected to the cab 210 via a suspension axle 221.
  • the chassis device 220 is rotatably mounted about this suspension axis 221.
  • a locking device 230 By means of a locking device 230, the car 210 can be locked to the chassis device 220, wherein locked in this State no rotation of the chassis device 220 can take place about the suspension axis 221.
  • the car 200 is movable by means of a linear drive 300 along the rails 110a and 110b.
  • the rails 110a and 110b thereby form a first element 310 of this linear drive 300.
  • This first element 310 is formed in particular as a primary part or as a stator 310 of the linear drive 300, more particularly as a long stator.
  • a second element 320 of the linear drive 300 is arranged on the chassis device 220 of the elevator car 200.
  • This second element 320 is designed in particular as a secondary part or reaction part 310 of the linear drive 300.
  • the second element 320 is formed, for example, as a permanent magnet.
  • the rails 110a and 110b are not only formed as a first element 310 of the linear drive 300, but at the same time as guide rails for the car 200.
  • the rails 110a and 110b have for this purpose in particular a suitable guide element 410.
  • At this guide element 410 engage guide rollers 420, which are formed on the chassis device 220 of the car 200.
  • the car 200 has a backpack suspension. Chassis device 220 and rails 110a and 110b are arranged in particular on a rear side of car 200. This rear side lies opposite an entry side of the car 200. The entry side of the car 200 has a door 211 on. Since the rails 110a and 110b function both as guide rails and as part of the linear drive 300, essentially no additional elements in the elevator shafts 110a or 110b are required to move the car 200.
  • the car 200 according to the invention is not limited to being moved only within one of the elevator shafts 110a or 110b, but can be moved between the two elevator shafts 110a and 110b.
  • a control unit 600 which is shown purely diagrammatically in the figures, is in particular configured by programming technology to carry out a preferred embodiment of a method according to the invention for operating the elevator system 100.
  • the control unit 600 in particular controls the linear drive 300 and moves the car 200.
  • control unit 600 controls a change or process of the car 200 between the elevator shafts 110a and 110b.
  • a change between the elevator shafts 101a and 101b takes place in particular in a conversion plane 500.
  • the barrier 102 has an opening 103. Through this opening 103, the car 200 can be moved between the elevator shafts 101a and 101b.
  • the first rail 110a has a first rotatable segment 120a and the second rail 110b has a second rotatable segment 120b.
  • the first segment 120a or the second segment 120b is rotatably mounted about a first axis of rotation 121a and about a second axis of rotation 121b.
  • the first rotation axis 121a is in FIG. 1 purely exemplarily shown congruent with the suspension axis 221, but need not necessarily be congruent with the suspension axis 221.
  • the rotatable segments 120a and 120b are also controlled by the controller 600.
  • the rotatable segments 120a and 120b are shown in the figures purely by way of example with a rectangular shape.
  • the segments 120a and 120b may be formed at their ends, to which they are adjacent to the remaining parts rails 110a and 110b, also curved in a circular arc. Accordingly, the rails 110a or 110b at the points at which they adjoin the segments 120a and 120b, respectively, be curved in the same opposite circular arc. This ensures that the segments 120a and 120b do not strike or become wedged on the remaining parts of the rails 110a or 110b during the rotation.
  • the segments 120a and 120b are of a vertical orientation as shown in FIG. 1 shown is rotated in a horizontal orientation, as in FIG. 2 is shown and explained in detail below.
  • a compensation rail element 125 is arranged in the region of the transfer plane 500 between the rails 110a and 110b.
  • This balance rail member 125 serves to bridge a clearance between the segments 120a and 120b rotated in the horizontal orientation.
  • the balancing rail element 125 acts analogously to the rails 110a and 110b as the first element 310 of the linear drive 300 and has guide elements 410 in order to simultaneously serve as a horizontal guide rail for the car 200.
  • the compensating rail element 125 can also be curved in a circular arc at its ends, in particular curved in the opposite direction to the corresponding ends of the segments 120a or 120b.
  • the car 200 is first moved along the first rail 110a in the conversion level 500.
  • FIG. 1 is shown that car 200 is already in this conversion level 500.
  • the car 210 of the car 200 is now locked by means of the locking device 230 relative to the first hoistway 101 a.
  • the cabin 210 can be fastened, for example, to a suitable shaft element of the hoistway 101a.
  • the chassis 220 is locked to the first segment 120a, and the cabin 210 is decoupled from the chassis 220.
  • the chassis device 220 can now be rotated without the cab 210 also rotating.
  • the first segment 120a of the first rail 110a is rotated by 90 ° about the first axis of rotation 121a. Furthermore, the second segment 120b of the second rail 110b is rotated 90 ° about the second rotation axis 121b. With the rotation of the first segment 120a, the chassis device 220 of the car 200 is rotated about the suspension axis 221 by 90 °. As the cab 210 is locked relative to the first hoistway 101a, the cab 210 remains in alignment with the hoistway 101a.
  • FIG. 2 the elevator system 100 is analogous to FIG. 1 schematically illustrated, wherein the first segment 120a and the second segment 120b are each rotated by 90 ° in the horizontal orientation.
  • the horizontal rail 115 is a (substantially) closed rail and (essentially) without Freiraum trained.
  • the car 210 of the car 200 is released from the locking or attachment relative to the elevator shaft and locked by means of the locking device 230 again to the chassis device 220.
  • the car 200 is now moved along the horizontal rail 115.
  • the second element 320 of the linear drive 300 on the car 200 interacts with the first element 310 of the linear drive, in this case the horizontal rail 115.
  • the car 200 is thus moved from the first hoistway 101a into the second hoistway 101b and thus changes between the hoistways 101a and 101b.
  • FIG. 3 the elevator system 100 is analogous to FIG. 2 schematically illustrated, wherein the car 200 has been moved to the rotated second segment 120b of the second rail 110b of the second hoistway 101b.
  • the car 210 of the car 200 is now locked by means of the locking device 230 relative to the second hoistway 101b, for example on a corresponding shaft element of the hoistway 101b.
  • the chassis device 220 is simultaneously uncoupled from the cab 210 and locked to the rotated second segment 120b.
  • first and second segments 120a and 120b are rotated 90 degrees about their respective axes of rotation 121a and 121b, respectively, into vertical alignment.
  • the chassis device 220 is also rotated about the suspension axis 221 by 90 °.
  • the second rotation axis 121b is in FIG. 3 purely by way of example congruent with the suspension axis 221 shown.
  • the cab 210 remains in alignment with the hoistway 101b.
  • FIG. 4 the elevator system 100 is analogous to FIG. 1 schematically illustrated, wherein the first segment 120a and the second segment 120b are vertically aligned again.
  • the car 200 is now arranged in the second hoistway 101b and can be moved by means of the linear drive 300 along the second rail 110b in the second hoistway 101b.
  • the second element 320 of the linear drive 300 on the car 200 interacts with the first element 310 of the second rail 110b.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Structural Engineering (AREA)
  • Civil Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Lift-Guide Devices, And Elevator Ropes And Cables (AREA)
  • Types And Forms Of Lifts (AREA)
  • Elevator Control (AREA)
  • Forklifts And Lifting Vehicles (AREA)
EP18185709.5A 2014-03-28 2015-03-25 Système d'ascenseur Pending EP3428103A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102014104458.4A DE102014104458A1 (de) 2014-03-28 2014-03-28 Aufzugsystem
PCT/EP2015/056451 WO2015144781A1 (fr) 2014-03-28 2015-03-25 Système d'ascenseur
EP15712135.1A EP3122680B1 (fr) 2014-03-28 2015-03-25 Système d'ascenseur

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
EP15712135.1A Division EP3122680B1 (fr) 2014-03-28 2015-03-25 Système d'ascenseur

Publications (1)

Publication Number Publication Date
EP3428103A1 true EP3428103A1 (fr) 2019-01-16

Family

ID=52737103

Family Applications (2)

Application Number Title Priority Date Filing Date
EP18185709.5A Pending EP3428103A1 (fr) 2014-03-28 2015-03-25 Système d'ascenseur
EP15712135.1A Active EP3122680B1 (fr) 2014-03-28 2015-03-25 Système d'ascenseur

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP15712135.1A Active EP3122680B1 (fr) 2014-03-28 2015-03-25 Système d'ascenseur

Country Status (10)

Country Link
US (1) US10370221B2 (fr)
EP (2) EP3428103A1 (fr)
JP (1) JP6517233B2 (fr)
KR (1) KR102094579B1 (fr)
CN (2) CN116395534A (fr)
BR (1) BR112016022203B1 (fr)
CA (1) CA2942748C (fr)
DE (1) DE102014104458A1 (fr)
ES (1) ES2696349T3 (fr)
WO (1) WO2015144781A1 (fr)

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DE102014104458A1 (de) * 2014-03-28 2015-10-01 Thyssenkrupp Elevator Ag Aufzugsystem
DE102015103012A1 (de) 2015-03-03 2016-09-08 Thyssenkrupp Ag Bremsvorrichtung für einen Fahrkorb einer Aufzugsanlage
US10017354B2 (en) * 2015-07-10 2018-07-10 Otis Elevator Company Control system for multicar elevator system
US10370222B2 (en) * 2015-07-16 2019-08-06 Otis Elevator Company Ropeless elevator system and a transfer system for a ropeless elevator system
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US10005640B2 (en) * 2015-09-23 2018-06-26 C.E. Electronics Elevator alert status indicator
DE102015221653A1 (de) 2015-11-04 2017-05-04 Thyssenkrupp Ag Fangrahmen für eine Aufzugsanlage
DE102016200593A1 (de) 2016-01-19 2017-07-20 Thyssenkrupp Ag Bremseinrichtung für einen Fahrkorb eines Aufzugsystems
DE102016202364A1 (de) * 2016-02-16 2017-08-17 Thyssenkrupp Ag Verfahren zum Ermitteln einer absoluten Position einer beweglichen Fahreinheit einer feststehenden Transportanlage
DE102016203570A1 (de) * 2016-03-04 2017-09-07 Thyssenkrupp Ag Linearmotoranordnung für eine Aufzugsanlage
DE102016205794A1 (de) 2016-04-07 2017-10-12 Thyssenkrupp Ag Antriebseinheit für eine Aufzugsanlage
DE102016208857A1 (de) * 2016-05-23 2017-11-23 Thyssenkrupp Ag Schachtwechselanordnung für eine Aufzugsanlage
DE102016211997A1 (de) * 2016-07-01 2018-01-04 Thyssenkrupp Ag Aufzugsanlage
US10011460B2 (en) * 2016-09-27 2018-07-03 Otis Elevator Company Elevator dynamic displays for messaging and communication
CN108059062B (zh) 2016-11-07 2020-05-26 奥的斯电梯公司 模块化调转站
DE102016222837A1 (de) 2016-11-21 2018-05-24 Thyssenkrupp Ag Verfahren zum Betreiben einer Aufzugsanlage
DE102016223147A1 (de) 2016-11-23 2018-05-24 Thyssenkrupp Ag Aufzugsanlage
CN106586439B (zh) * 2017-01-23 2023-05-26 厦门赛摩积硕科技有限公司 一种智能空中轨道载物小车传输系统
CN106586438B (zh) * 2017-01-23 2023-05-26 厦门赛摩积硕科技有限公司 一种自动垂直翻轨换轨器
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ES2696349T3 (es) 2019-01-15
WO2015144781A1 (fr) 2015-10-01
EP3122680B1 (fr) 2018-08-15
DE102014104458A1 (de) 2015-10-01
EP3122680A1 (fr) 2017-02-01
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JP6517233B2 (ja) 2019-05-22

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