EP3564169A1 - Limiteur de vitesse dispositif de contrôle - Google Patents

Limiteur de vitesse dispositif de contrôle Download PDF

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Publication number
EP3564169A1
EP3564169A1 EP18170182.2A EP18170182A EP3564169A1 EP 3564169 A1 EP3564169 A1 EP 3564169A1 EP 18170182 A EP18170182 A EP 18170182A EP 3564169 A1 EP3564169 A1 EP 3564169A1
Authority
EP
European Patent Office
Prior art keywords
test device
guide
force
force application
test
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.)
Withdrawn
Application number
EP18170182.2A
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German (de)
English (en)
Inventor
Adrian Steiner
Andreas Egger
Daniel Meierhans
Marcus Junig
Michael THALMANN
Philipp Müller
Marvin HORN
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.)
Inventio AG
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Inventio 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
Application filed by Inventio AG filed Critical Inventio AG
Priority to EP18170182.2A priority Critical patent/EP3564169A1/fr
Publication of EP3564169A1 publication Critical patent/EP3564169A1/fr
Withdrawn legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/04—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions for detecting excessive speed
    • B66B5/048—Testing of overspeed governor

Definitions

  • the invention relates to a method for testing a speed limitation system of an elevator installation and to a checking device which serves for testing a speed limitation system of an elevator installation. In particular, it is a matter of proving that the pulling power generated at the speed limiter is sufficiently large.
  • the sufficiency of the pulling power is defined by the fact that the pulling force is greater by at least a predetermined factor than the required triggering force of the trigger mechanism of the safety brake.
  • WO2016091531A1 already a method is known. This ensures by means of a tear sheet, that a sufficient clamping force acts on the Beipporzugstoff.
  • the tear plate breaks when it reaches a predefined force.
  • the tear sheet is attached at a suitable location and a catch test is performed. If not only the catch was triggered during the catch test, but also the tear plate, which tears on the limiter pulling means only at a higher tension force, then the test is successful.
  • the disadvantages of this method are the complex assembly of the test device above the release mechanism next to the cabin and the only one-time usability of the tear sheet.
  • the WO2012119987A1 shows a pulley arrangement, which serves to check the pulling force on the speed limiter.
  • the Buchstoffitz which runs over the roller on the shaft and attached to the speed limiter.
  • the disadvantages of this method is that it involves a complex assembly of the test device and it also requires very long Switzerlandstoffschene.
  • An object of the invention is to provide a proof of sufficient pulling power of a speed limiter in an improved manner. Specifically, it is an object of the invention to reduce the effort and duration of proving sufficient stall force of the overspeed governor, and to keep the design requirements for performing the test on the elevator system low.
  • test method described here and / or the test device described here are used.
  • the invention serves to demonstrate sufficient pull-through force of the overspeed governor for both stall-mounted speed limiter systems and counterweight-mounted speed limiter systems.
  • the method according to the invention is used to test a speed limitation system of an elevator installation.
  • a speed limit system in the normal operation, when an invalid movement state of a vehicle is encountered, a vehicle body braking device is activated by decelerating a restrictor train means connected to a tripping mechanism of the vehicle body brake device by a speed limiter. As a result, the tripping mechanism is actuated against a tripping resistance force.
  • the method is characterized in that first a testing device is mounted. In a second step, the speed limiter is blocked and moved in a third step, the drive body in a direction of travel.
  • the test device causes that a greater tensile force in Beskyrzugstoff is required to overcome the tripping resistance force of the release mechanism, as without the action of the test device.
  • the test device acts exclusively on at least one of three force application areas directly.
  • the first force application area is located on the release mechanism.
  • the second force application area is located on the Beskyrzugstoff.
  • the third force application area is located on a drive body.
  • the speed limiter in the speed limiter system assumes the task of detecting the overspeed.
  • the Beipporzugstoff wrapped around a roller of the speed limiter, so that the movement of the cabin on the Speed limiter transmits.
  • the speed limiter has a mechanism that blocks the roller when a limit speed is exceeded.
  • the vehicle body braking device is designed as a wedge catching device, eccentric catching device or roller catching device.
  • the triggering mechanism is used to activate the vehicle body braking device. The activation of the vehicle body braking device is activated by the fact that the attachment point of the Beipporzugstoffs is pulled up to the trigger mechanism.
  • the tripping mechanism only moves when the tripping resistance force holding the tripping mechanism in its rest position is exceeded.
  • the actual activation of the safety brake in the case of the wedge catching device can be done by the tripping mechanism shifting the wedges of the safety gear into an active position via their lever mechanism.
  • the test procedure limits the engagement of the test device to one, two or three force application areas on the elevator system.
  • the first force application area is located on the release mechanism, preferably on that lever which is connected to the Beipporzugsch.
  • a force can attack here by engaging in the same way the limiter traction device is connected.
  • a force can also be applied by frictionally connecting an element to the release mechanism.
  • the frictional connection can be realized for example via terminals, looping, form-fit or magnetic forces.
  • the second force application area is located on the Beipporzugstoff, preferably it includes the complete Beipporzugstoff.
  • the Beipporzugstoff preferably it includes the complete Beipporzugstoff.
  • these are clamping devices, roller segments or hooks that transmit the forces on the rope.
  • the third force application area is located on a drive body.
  • this includes all components of the car or counterweight, with the exception of Tripping device, which form their own force application area.
  • these are preferably the balustrade, the catch frame or any other sufficiently stable connection possibility to the cabin.
  • these are preferably the frames or any other sufficiently stable connection possibility on the counterweight.
  • the designation of the force application regions in the first force application region, the second force application region and the third force application region does not justify an order, but merely serves to distinguish these three possible force application regions.
  • the engagement of the safety brake is rated as a positive test result.
  • the method is based on the fact that the pulling force which is applied to the Beipporzugstoff on the speed limiter, and which is normally transmitted unchanged by the Beipporzugstoff on the triggering mechanism is modified by the tester.
  • the test device acts on the force application areas in such a way that the tripping resistance force of the tripping mechanism is only exceeded if the minimum required traction force prevails at the speed limiter.
  • the drive is very slow, so that the forces that occur due to the speeds and accelerations occurring during the journey, are significantly smaller than the forces to be tested.
  • the test device is fastened by means of two guides on the second force application region and by means of a guying device on the third force application region such that the test device acts as a lever.
  • a first guide and a second guide of the test device act on the second force application area, so that the prevailing in the first guide clamping force is divided according to the law of leverage on the prevailing in the second guide clamping force and the tension prevailing at the guy tensioning.
  • the first guide is mounted on the testing device between the guying device and the second guide.
  • the testing device is mounted by first guiding the testing device in an assembly orientation to the limiting pulling means.
  • the rectilinear vertical Beegorzugstoff thereby passes through the room between the first guide and the second guide.
  • the test device is brought into an operational orientation.
  • the first guide and the second guide each touch the Beskyrzugstoff and bring the Beskyrzugstoff from the vertical in a doubly deflected shape.
  • the operational position is fixed by means of attaching the guying device to the vehicle.
  • these assembly steps are made from the cab roof.
  • the installation takes place on the cabin at a comfortable working height, so that the guying device can be hung on the balustrade.
  • the mounting on the counterweight also takes place from the car roof, however, the cabin is previously positioned in the shaft so that the tester can easily be easily mounted above the counterweight.
  • the rotation comprises an angle between 30 ° and 150 °. Preferably, it is about 90 °.
  • the slippage of the Beipporzugstoffs is prevented relative to the test device by a fastening device.
  • it is still verified after turning the test device and the suspension of the guying device, whether the test device is aligned to function. For example, if the tester was placed slightly too high on the restrictor traction means, the side with the guy is pulled too far down. In such a situation, it is advantageous if the Beipporzugstoff can still be moved through the two guides.
  • the Beegorzugstoff is fixed by means of a fastening device to the test device such that an unwanted slippage of the Beipporzugstoffs is prevented.
  • the guide could also be designed in such a way that the limiting traction means alone generates enough friction on the guide by virtue of its tension, so that slippage is prevented.
  • such a solution is realized by clamping rope grooves in the guides.
  • the test device is a pulley, wherein the pulley comprises a roller, a roller axle, a mounting body and a Switzerlandstoff Sea.
  • the roller shaft is fixed to the mounting body, and the mounting body is mounted so as to act on the second force application area. It is the role of the pulley the Buchstoff Sea looped so that one end of the Werstoff Seaes acts on the third force application area and the other end of the Werstoff Stahlens acts on the first force application area.
  • the Switzerlandstoffitz Swiss is realized as a rope, chain or wire.
  • the roller axle is in this case connected to the limiting mechanism running away from the triggering mechanism.
  • a mounting body serves for the connection between the roller axle and the Beipporzugstoff.
  • the piece of limiting tension means passing between the mounting plate and the triggering mechanism is relieved during the test and is never tensioned throughout the test. If the drive now moves downwards, this pulley halves the pulling power of the overspeed governor, which is conveyed as tension by the limiting traction means, and only diverts half of this tension to the tripping mechanism. If this half of the force is enough to trigger the release mechanism, then the test is passed. The other half of the clamping force acts directly on the drive body. This method is limited to detecting exactly one safety factor for the pulling power.
  • test device acts exclusively on the first force application area and on the third force application area.
  • a force-generating element is set between the tripping mechanism and the running body.
  • this element which has a similar effect as the anyway existing retaining spring of the release mechanism, increases the necessary tensile force on Beipporzugstoff.
  • the test device preferably has a tear plate, a tear clutch, a calibrated wire wrap, a slip clutch or a spring.
  • such a force element can be designed as a tear plate.
  • a tear plate is designed as a piece of sheet metal, which has two areas where a force can be introduced. The mechanical properties of the sheet cause the sheet to crack when applying a predetermined force.
  • Such a tear plate increases the power requirement during the release of the safety brake.
  • the Force that is necessary for tearing the tear sheet is to be set so that once the triggering of the brake must be just reached the pulling force to be tested. It should be noted that depending on the size of the game that has the fastening of this tear plate between the cabin and release mechanism, the tearing takes place at a certain position of the trigger mechanism and the trigger mechanism is retained by the retaining spring of the trigger mechanism at this point with a certain force. This force adds up with the force that is necessary to tear the tear sheet, then gives the pulling force to be checked.
  • such a force element can be configured as a travel clutch.
  • a zipper consists of two parts that can be joined together, and which can be loosened again by applying a defined force. The assembly and release can be repeated several times.
  • Such a clutch increases the power requirement during the release of the safety brake.
  • the force that is necessary to release the clutch it is to be adjusted so that once the triggering of the brake must be just reached the pulling force to be tested. It should be noted that, depending on the size of the game that has the attachment of this clutch between the trip unit and release mechanism, the release takes place at a certain position of the trigger mechanism and the trigger mechanism is retained by the retaining spring of the trigger mechanism at this point with a certain force. This force and the force that is necessary to release the clutch then determine the pulling force to be tested.
  • such a force element can be configured as a calibrated wire coil.
  • a calibrated wire coil can be made by looping a certain wire one or more times around the tripping mechanism and an adjacent structure of the trolley and twisting its ends so that the wire of the wire reel tears under load rather than tearing the twist opens.
  • Such a calibrated wire wrap increases the power requirement during the release of the catch brake.
  • the force required to rupture the calibrated wire coil must be set so that the triggering force to be tested must be reached during the release of the safety brake. It should be noted that depending on the size of the game that the calibrated wire coil still allows the tearing at a certain position of the trigger mechanism takes place and the trigger mechanism is retained by the retaining spring of the trigger mechanism at this point with a certain force. This force adds up with the force necessary to rupture the calibrated wire coil, then gives the pulling force to be tested.
  • such a force element can be designed as a sliding element.
  • a sliding element permanently causes an additional force during the entire triggering process, which force is generated as a friction force in the sliding element.
  • Such a sliding element increases the power requirement during the release of the safety brake.
  • the force of the slip element is to be set so that once the triggering brake to be tested has just reached the triggering of the safety brake. Since the additional slip force is permanently present, the slip force is chosen so that the sum of the slip force and the force at which the trigger mechanism triggers result in exactly the pulling force to be tested.
  • such a force element can be designed as a spring element.
  • a spring element causes a permanently increasing additional force during the entire triggering process.
  • Such a spring element increases the power requirement during the release of the safety brake to an ever-increasing part.
  • the force curve of the spring element is to be set so that once the triggering of the brake must be just reached the pulling force to be tested. Since the additional spring force when triggering the safety brake is added to the original, the spring force curve is chosen so that the sum of the spring force and the retaining spring of the safety brake at the position at which tripping mechanism triggers exactly give the pulling force to be tested.
  • the test device is designed as a mass such that its gravitational force acts only on the first force application region and / or on the third force application region.
  • a force element is designed as a tension weight.
  • Such a tension weight is attached only to the release mechanism or only on Beipporzugstoff.
  • a tension weight permanently increases the power requirement during release of the safety brake by a constant part. It should be noted, however, that the additional force due to the tension weight depends on the accelerations occurring. Therefore, it is important in this embodiment with small Accelerations work.
  • Another aspect of the invention includes a testing device having a carrier, a guying device, a first guide, and a second guide.
  • the first guide is located between the second guide and the attachment point of the guying device.
  • the design of the carrier depends on the fact that the two guides and the attachment point of the guying device can be seen as three function points. These three points thus span a plane. Therefore, the carrier is preferably configured in the form of a flat plate. The contour of the plate can be configured as desired.
  • the two guides have a shape that is configured in the coarse pitch circle. Due to the predominantly pitch-shaped guide curve kinking of Beipporzugstoffs is prevented.
  • the area serving to receive the restrictor means should be configured to prevent the restrictor puller from slipping off the guides.
  • this recording of the Beipporzugstoffs is designed in the form of a groove.
  • the carrier can also be designed simply as a tube or rod.
  • the guides may be configured as hooks, in which the Beegorzugstoff is simply inserted.
  • the first guide is slightly offset next to the connecting line between the second guide and the attachment point of the guying device.
  • the rather centrally mounted second guide, in the installed state is located higher than the attachment point of the guying device and the first guide. This will ensure that the test fixture remains as mounted in the upright orientation.
  • the first guide and / or the second guide and / or the attachment of the guying device are designed to be displaceable relative to the test device or fastened to the test device at a plurality of positions
  • the testing device includes a holding device which is adapted to fix the Beipporzugstoff.
  • the test device consists of an elongate carrier. At one end of the carrier a guying device is rotatably mounted. At the other end of the carrier, a first guide is mounted, in which the Beipporzugstoff can be mounted. Somewhere in between, preferably near the middle of the carrier is a second guide. About the exact position of this second guide the force ratio can be adjusted.
  • the two guides are designed so that a slipping of the traction means can be prevented or alternatively, the test device with a clamping or holding device, here called fastening device, equipped, which prevents the slipping of the Beipporzugstoffs.
  • the guides serve with correct installation of the test device to deflect the Beipporzugstoff.
  • the Beipporzugstoff is thus brought from the original straight and vertical state by means of the guides in a deflected state.
  • the guides can be configured in a roughly circular or quarter-circle shape to prevent buckling of the Beskyrzugstoffs.
  • the first guide at the end of the carrier or the point of the guying device on the carrier can be made displaceable or adjustable in order to achieve adjustability of the force ratio.
  • the testing device is characterized in that the guying device has a hook at its end.
  • the bracing device of the test device is preferably designed such that it consists of a hook at one end and a connecting element, the hook connection.
  • the hook connection is preferably a chain. But it can also be a rod, a tube or other one-piece or multi-part fastener can be used.
  • Fig. 1 shows the prior art in which a driving body 1 is protected by a speed limiter system 4.
  • the speed limiter system 4 comprises a speed limiter 5, a Beipporzugstoff 7, a tension weight 6, a trigger mechanism 8 and a safety brake 9.
  • the goal of the speed limiter system 4 is when reaching a maximum speed to activate the safety brake 9, and the driving body 1 thereby safely to a standstill bring to.
  • Exceeding the maximum permissible speed is detected in the speed limiter 5.
  • the speed limiter 5 blocks. Since the drive body 1 but continues to move down the Beipporzugstoff 7 is pulled over the blocked speed limiter 5. The voltage in Beipporzugstoff 7 thereby increases and the trigger mechanism 8, after reaching the tripping resistance force, pulled up.
  • the trigger mechanism 8 then actuates the safety brake 9. Under the drive body 1, both a car 2, and a counterweight 3 are understood.
  • the new method is based on this state of the art.
  • the speed limiter 5 is blocked, thereby simulating a situation that corresponds to that after the release of the speed limiter.
  • the cabin is moved by a drive system not shown here in a conventional manner down.
  • a drive system consists of a support means, a traction sheave, and a motor.
  • a tensile stress on the traction means which is equal to the pulling power of the speed limiter 5, builds up in the speed limiter 5.
  • the voltage modified by the test device acts. If the modified tension can set the triggering mechanism 8 against the triggering resistance, then, thanks to the knowledge of the manner of modifying the force, it can be concluded that the pulling-through force exceeds a minimum pulling-through force.
  • the Fig. 2 schematically shows a preferred embodiment of the test device 10.
  • the test device 10 includes a carrier 17 which serves to connect the individual parts of the test device 10.
  • Both guides 18 and 19 are able to redirect the Beegorzugstoff targeted, and lead through the test device 10, this can be realized via a notch on the circumference of the guide 18 and 19 or alternatively by limiting a bead or hooks.
  • the first guide 18 is designed adjustable. Depending on which holes 25, the first guide 18 is attached, there is another balance of power. The displacement of the guide 18 makes it possible to set different force ratios, and thereby adapt the test device 10 to different combinations of speed limitation systems and safety brakes.
  • a fastening device 21 is designed to Prevent limiter pulling agents from slipping after installation. In the form shown here, it is a feed mechanism, which delivers a brake pad against the second guide 19 by turning a screw, and thereby can hold the Beipporzugungsstoff. Opposite the second guide 19, the guying device 20 is attached.
  • the guy device 20 comprises a hook 23 and an optionally also variable-length hook connection 22. In the, in FIG. 2 shown version, the hook connection 22 is a rod or a pipe. Therefore, the guying device 20 is rotatably mounted on the carrier 17.
  • the hook connection 23 also consist of a chain or a rope, at the end of a hook 23 is attached.
  • the test device 10 shown is advantageous because the bending of the Beegorzugstoffs is prevented by the used in coarse circular or pitch-shaped guides 18 and 19.
  • the terms first guide and second guide do not constitute an order, but merely serve to describe their position, wherein the first guide 18 is arranged rather centrally, and the second guide 19 is mounted on the edge.
  • Fig. 3 shows the testing device 10 from the Fig. 2 when used in an elevator system.
  • Figure 3 shows a further aspect of the advantage that results from the fact that the guides 18 and 19 are predominantly circular or part-circle-shaped. Therefore, the test device 10 can be guided in a position rotated to the operational position via the limiter pulling means 7 which extends upwards from the car tripping mechanism 8. By a rotational movement, the test device 10 can now be brought into the horizontal or almost horizontal position. During rotation, the Beipporzugstoff 7 rolls on the guides 18 and 19, and is not damaged thereby.
  • Fig. 4 shows the test device 10 installed on a car 2.
  • the test device 10 is aligned horizontally or nearly horizontally.
  • the bracing device 20 is mounted on the driving body 1, that is to say the car 2, and thereby stabilizes the horizontal position of the testing device 10.
  • the bracing device 20 is hooked here on a balustrade 24 as an example.
  • the anchoring device 20 can also be hooked to an upper yoke, eyelets or other protrusions or depressions specially attached for this purpose, which allow the hook 23 to be suspended.
  • the guy device 20 can also be designed to construct features of the drive body 1, such as, for example, the balustrade 24 or an upper yoke (not shown), be looped.
  • the hook 23 can be hung around the flexible hook connection 22 or in a chain link.
  • the Beipporzugstoff can still be moved over the guides 18 and 19. If the test device 10 is sufficiently aligned horizontally, the Beipporzugsch can be fixed by means of the fastening device 21, so that further slippage of the Beegorzugstoffs can be prevented by the test device 10.
  • the Beipporzugstoff 7 runs in the first guide 18 which in the FIG. 2 in the middle of the testing device, from the top one. From there the Beskyrzugstoffs to the second guide 19, through which the Beipporzugstoff continues to run down.
  • An advantage of this test device 10 is that the Beipporzugstoff can be performed on the guides 18 and 19, without the Beipporzugstoff must be dismantled.
  • the first guide 18, when viewed in the installed position, is mounted slightly higher than the second guide and the fixture of the guying device, thereby ensuring the upright position with respect to an axis between the second guide and the fixture of the guying device.
  • a variant with a chain as a hook connection 22 would make it possible to loop the chain around a structure on the carriage, and then hook the hook 23 in that optimal position in the chain, which causes the test device 10 is aligned horizontally.
  • test device 10 can also be attached to counterweights 3.
  • the personnel mounting the inspection device 10 is located on the cabin roof. But here the test device 10 is mounted on the Beipporzugstoff 7, which goes away from the release mechanism 8 of the counterweight 3 upwards, and of course the guying device 20 is attached to a suitable mounting option on the counterweight.
  • Fig. 5 shows a simpler embodiment of the claimed test device 10.
  • the carrier 17 is formed here by a simple construction, the three attachment points of the first guide 18, the second guide 19 and the guying device 20 very simply connects.
  • the carrier 17 can be welded, for example, from hollow profiles.
  • the fastening device 21 can be realized via a bridge to the construction.
  • the guides 18 and 19 are realized via simple hooks, which has the effect that the Beipporzugstoff kinked, and thereby could possibly be damaged.
  • the force ratio can be done in this embodiment via an adjustment of the attachment point on the guy device 20.
  • the hook connection 22 is realized here as a chain.
  • the hook 27 should advantageously be designed so that it can be hooked into the chain links of the chain.
  • Figure 6 shows a possible arrangement for carrying out the test method with the aid of an additional force element 11 as a test device 10 on the drive body.
  • the FIG. 6 shows a driving body 1, this includes both cabins 2 and counterweights 3.
  • the power element is mounted between the tripping mechanism 8 and a point on the driving body.
  • the force of the force element 11 is adapted to achieve exactly the desired increase in the release force.
  • the force element includes a tear plate, a tear clutch, a calibrated wire coil, a slip clutch or a spring.
  • FIG. 7 shows a possible arrangement for carrying out the test method with the aid of a test mass 12 as a test device 10.
  • Die FIG. 7 shows a driving body 1, this includes both cabins 2 and counterweights 3.
  • the test mass 12 is mounted on the trigger mechanism 8. It should be noted that depending on the position at which the test mass 12 acts on the trigger mechanism 8, the weight of the test mass 12 is to be adjusted, so that exactly the desired increase in the release force is achieved. Alternatively, it would also be possible to mount the test mass below the release mechanism 8 on Beipporzugstoff 7. In this embodiment, it is very important to keep the accelerations occurring low. Therefore, this method is preferably performed at a very slow traveling speed.
  • Fig. 8 shows a possible arrangement for carrying out the test method with the aid of a pulley as a test device 10.
  • the pulley comprises a roller 13 on a mounting body 15 and a piece of rope, chain or other traction means, referred to here as Glasstoff Georgia 16.
  • the roller 14 is doing at the of the Release mechanism 8 fastened upwardly Beipporzugstoff 7 by means of a fastening device on the mounting body 15.
  • a fastener may clamp the restrictor draw means, for example.
  • the thus attached roller 13 the Switzerlandstoffitz
  • the one end of the Switzerlandstoff Stahls is attached to the car 2.
  • Under cabin 2 can be understood anything that moves with the cabin, so for example parts of the cabin structure such as wall elements, parts of the floor construction, catch frame, roller guide shoes or fixed parts of the safety brake. 9

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  • Maintenance And Inspection Apparatuses For Elevators (AREA)
EP18170182.2A 2018-04-30 2018-04-30 Limiteur de vitesse dispositif de contrôle Withdrawn EP3564169A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP18170182.2A EP3564169A1 (fr) 2018-04-30 2018-04-30 Limiteur de vitesse dispositif de contrôle

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Application Number Priority Date Filing Date Title
EP18170182.2A EP3564169A1 (fr) 2018-04-30 2018-04-30 Limiteur de vitesse dispositif de contrôle

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EP3564169A1 true EP3564169A1 (fr) 2019-11-06

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112985666A (zh) * 2021-02-19 2021-06-18 深圳市德同兴电子有限公司 一种限速拉力检测装置
CN113998556A (zh) * 2021-11-24 2022-02-01 河南大亘计量检测研究院有限公司 限速器校验方法和装置及该装置校准设备和方法

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012119987A1 (fr) 2011-03-09 2012-09-13 Inventio Ag Procédé et dispositif de vérification pour vérifier un système de limitation de vitesse d'une installation d'ascenseur
US20130220739A1 (en) * 2010-11-01 2013-08-29 Mitsubishi Electric Corporation Elevator apparatus
WO2016091531A1 (fr) 2014-12-10 2016-06-16 Inventio Ag Système de vérification de limiteur de vitesse

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20130220739A1 (en) * 2010-11-01 2013-08-29 Mitsubishi Electric Corporation Elevator apparatus
WO2012119987A1 (fr) 2011-03-09 2012-09-13 Inventio Ag Procédé et dispositif de vérification pour vérifier un système de limitation de vitesse d'une installation d'ascenseur
WO2016091531A1 (fr) 2014-12-10 2016-06-16 Inventio Ag Système de vérification de limiteur de vitesse

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112985666A (zh) * 2021-02-19 2021-06-18 深圳市德同兴电子有限公司 一种限速拉力检测装置
CN112985666B (zh) * 2021-02-19 2023-01-06 深圳市德同兴电子有限公司 一种限速拉力检测装置
CN113998556A (zh) * 2021-11-24 2022-02-01 河南大亘计量检测研究院有限公司 限速器校验方法和装置及该装置校准设备和方法

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