EP3621909B1 - Systeme d'ascenseure avec deux puits - Google Patents

Systeme d'ascenseure avec deux puits Download PDF

Info

Publication number
EP3621909B1
EP3621909B1 EP18721802.9A EP18721802A EP3621909B1 EP 3621909 B1 EP3621909 B1 EP 3621909B1 EP 18721802 A EP18721802 A EP 18721802A EP 3621909 B1 EP3621909 B1 EP 3621909B1
Authority
EP
European Patent Office
Prior art keywords
car
shaft
shuttle
level
elevator system
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.)
Active
Application number
EP18721802.9A
Other languages
German (de)
English (en)
Other versions
EP3621909A1 (fr
Inventor
Bernd Altenburger
Tobias WENZELBURGER
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
TK Elevator Innovation and Operations GmbH
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 TK Elevator Innovation and Operations GmbH filed Critical TK Elevator Innovation and Operations GmbH
Publication of EP3621909A1 publication Critical patent/EP3621909A1/fr
Application granted granted Critical
Publication of EP3621909B1 publication Critical patent/EP3621909B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

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
    • 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
    • B66B5/0006—Monitoring devices or performance analysers
    • B66B5/0018—Devices monitoring the operating condition of the elevator system
    • B66B5/0031—Devices monitoring the operating condition of the elevator system for safety reasons
    • 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
    • B66B11/0005—Constructional features of hoistways
    • 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
    • B66B5/28—Buffer-stops for cars, cages, or skips
    • 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
    • B66B5/28—Buffer-stops for cars, cages, or skips
    • B66B5/284—Buffer-stops for cars, cages, or skips mounted on cars or counterweights
    • B66B5/286—Buffer-stops for cars, cages, or skips mounted on cars or counterweights between two cars or two counterweights
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B2201/00—Aspects of control systems of elevators
    • B66B2201/30—Details of the elevator system configuration
    • B66B2201/301—Shafts divided into zones
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B2201/00—Aspects of control systems of elevators
    • B66B2201/30—Details of the elevator system configuration
    • B66B2201/306—Multi-deck elevator cars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B2201/00—Aspects of control systems of elevators
    • B66B2201/30—Details of the elevator system configuration
    • B66B2201/307—Tandem operation of multiple elevator cars in the same shaft

Definitions

  • the present invention relates to an elevator system with two shafts, with several elevator cars being movably arranged in each of the shafts and with travel ranges of the elevator cars being able to be limited at least temporarily.
  • a system can be advantageous which has several elevator shafts in order to transport people who want to get to a floor high up first by means of a feeder over a large number of floors, in particular without intermediate stops, and then to transport these people in one In the lobby, it is possible to change to one of several distribution elevators, which transport people to the desired, higher destination floors.
  • feeders several driving cabins can be arranged vertically one above the other in a shaft, which, for example, are firmly coupled to one another as so-called double-decker driving cabins and/or are firmly connected to each other and can only be moved together.
  • distribution elevators several distribution cars can also be arranged vertically one above the other in a shaft.
  • Each car is assigned a drive device for moving the car vertically up and vertically down.
  • the drive device can include a drive motor and a drive brake.
  • the elevator systems often have a safety device with which the driving behavior of the cars can be monitored and, if necessary, an emergency stop can be triggered.
  • a braking device can be arranged on each car, for example a safety gear, with which the car can be braked mechanically if the safety distance to an adjacent car is not reached.
  • a travel path limiting device is usually used for the lowest car. By means of the travel path limiting device, the travel path of the lowest car can be limited and a collision of the lowest car with underlying parts of the elevator system or the shaft pit can be dampened.
  • the holding element is usually designed in the form of a buffer element which is arranged within the vertical projection of the lowest car in the shaft pit.
  • EP 2 585 395 B1 discloses an elevator system which has several separately movable cabins in a shaft.
  • An elevator system according to the preamble of claim 1 is from the WO 2004/071923 A1 known.
  • the invention in a first aspect, relates to an elevator system with a first shaft, in which at least one upper feeder car and at least one lower feeder car are arranged one above the other and are at least temporarily firmly coupled to one another and can be moved together vertically upwards and vertically downwards. Furthermore, the elevator system has a second shaft in which at least one upper distribution car and at least one lower distribution car are arranged one above the other and can be moved vertically upwards and vertically downwards separately from one another.
  • the elevator system is designed in such a way that the upper feeder car and the upper distribution car each have a stop on an upper feeder level and the lower feeder car and the lower distribution car each have a stop on a lower feeder level.
  • the second shaft has at least a first stop element, which is set up to at least temporarily limit a travel range of the upper distribution car to the upper feeder level and an area vertically above the upper feeder level, and a second stop element, which is set up to limit a travel range of the lower distribution car at least temporarily to the lower feeder level and an area vertically below the lower feeder level.
  • the first stop element and the second stop element are designed to be movable, so that the first stop element and the second stop element cannot be moved between a release position in which the travel range of the upper distribution car or the lower distribution car is not affected by the respective stop element is limited, and a stop position in which the travel range of the upper distribution car or the lower distribution car is limited by the respective stop element can be moved.
  • the invention offers the advantage that at least two distribution cars can be provided in a shaft, which have separate, separate travel areas.
  • the travel range of the upper distribution car can extend vertically upwards from the upper feeder level, while the travel range of the lower distribution car extends vertically downwards from the lower feeder level.
  • the upper distribution car and the lower distribution car can be operated in one shaft at the same time without them interfering with each other.
  • the lower distribution car does not have to wait until the upper distribution car has started moving before starting its journey and vice versa. This means that unnecessary waiting times for the distribution cars can be avoided, which can increase the efficiency of the elevator system.
  • the invention offers the advantage that it is not absolutely necessary to provide a separate collision prevention device, which monitors the travel movements of the upper distribution car and the lower distribution car in order to identify, if necessary, a risk of collision between the two distribution cars at an early stage and to brake and/or stop the distribution cars if necessary .
  • the elevator system is designed in such a way that the upper distribution car and the lower distribution car have separate or non-overlapping travel areas, a risk of collision between the two distribution cars can be eliminated, even though they move towards each other in the same shaft, since the travel areas of the upper distribution car and of the lower distribution car do not overlap each other and therefore there is no risk of collision.
  • the invention therefore offers the advantage that the elevator system can be simplified and/or is more cost-effective to produce, since If necessary, a complex collision prevention device can be dispensed with.
  • the invention also offers the advantage that a floor distance between two stops arranged one above the other, in particular the floor distance between the upper feeder level and the lower feeder level, can be reduced compared to conventional elevator systems in which two distribution cars can be moved separately from one another in the same shaft.
  • the minimum floor distance is due to the safety distances that must be maintained between two cars moving towards each other in the same shaft, in order to reduce the risk of collisions between the distribution cars and/or to reduce the forces acting in the event of a collision.
  • the minimum safety distance to be maintained between two cars moving towards one another is determined by a reaction time of a safety control or a collision prevention unit, which therefore also requires a minimum floor distance.
  • the lower distribution car cannot penetrate into the travel area of the upper distribution car and vice versa, the required safety distance between between the two driving areas and thus between the upper feeder level and the lower feeder level.
  • the floor distance between the lower feeder level and the upper feeder level can also be reduced.
  • the smaller floor spacing can result in cost savings, since no unnecessary high room heights have to be provided in the area of the lower feeder level and/or the upper feeder level, in which, for example, a lobby can be formed, and thus the building for which the elevator system is intended can have a lower height, or the space saved can be planned or used for other purposes.
  • the reduced one can Floor spacing also offers an architectural advantage, as the lower minimum floor spacing can create architectural freedom, which in turn can offer freedom in the design of the building. For example, a lobby area around the upper and lower access levels with a lower ceiling height and/or a smaller floor spacing may be perceived as more aesthetic than lobby areas with a conventional, higher floor spacing.
  • a shuttle car is referred to as a shuttle car that is movably arranged in the first shaft, regardless of whether the shuttle elevator car is actually set up or used to serve as a shuttle.
  • a feeder car is preferably used to transport people and/or loads from a starting floor to a feeder level.
  • the elevator system is set up in such a way that the shuttle cars stop at no or only a few stops between the starting floor and the destination floor, which is preferably on the upper or lower shuttle level.
  • the elevator system can be set up so that the largest possible number of people and/or loads can be transported from the starting floor to the upper and/or lower feeder level in as short a time as possible, and vice versa.
  • the upper feeder car and the lower feeder car can be coupled to one another at least temporarily and / or mechanically connected to one another in order to increase the transport capacity in the first shaft, whereby, when the upper and lower feeder cars are firmly coupled to one another, the plurality of lifts prevent each other from interfering Feeder cars in the first shaft can be reduced and/or avoided.
  • the starting floor can be arranged vertically above or below the feeder level.
  • the upper feeder level and/or the lower feeder level is preferably a level on which both at least one of the feeder cars in the first shaft and at least one of the Distribution cars have a stop in the second shaft. This enables transported people to change from a feeder car to a distribution car and/or vice versa and/or allows loads to be reloaded from a feeder car to a distribution car and/or vice versa.
  • a feeder plane does not necessarily have to be designed as a plane in the geometric sense.
  • a stop of one of the distribution cars and a stop of one of the feeder cars can be referred to as being arranged on the upper or lower feeder level, although these are each arranged at a, preferably slightly, different vertical height and, for example, a change in height is covered by means of steps and / or ramps in order to get from one of the feeder cars to one of the distribution cars, or vice versa.
  • a distribution car is a car that is movably arranged in the second shaft, although this car does not necessarily have the function of distributing.
  • a distribution car is preferably used to transport people and/or loads from the upper feeder level and/or the lower feeder level in the second shaft to a desired destination floor.
  • the target floor can be arranged vertically above or below the upper or lower feeder level.
  • the second shaft has an upper section and a lower section, the upper section having the upper feeder level and the area vertically above the upper feeder level and the lower section having the lower feeder level and the area vertically below the lower feeder level.
  • the upper section and the lower section are of the same size, with the upper feeder level and/or the lower feeder level being arranged in the vertical direction essentially in the middle of the second shaft.
  • the stop elements can be designed to be movable in such a way that they limit the respective driving ranges in a first position or in a first state or in a first orientation, but do not limit the respective driving ranges in a different position or in a different state.
  • the first stop element and the second stop element are designed to be movable, so that the first stop element and the second stop element are between a release position in which the travel range of the upper distribution car or the lower distribution car is not limited by the respective stop element, and a stop position in which the travel range of the upper distribution car or the lower distribution car is limited by the respective stop element, can be moved.
  • the driving ranges can also be expanded and/or limited. For example, floors and/or areas can be excluded from the travel area of one of the distribution cars or both distribution cars and enclosed again by means of a movable stop element.
  • the elevator system is set up so that the stop on the upper feeder level can be approached by the upper distribution car and at the same time the stop on the lower feeder level can be approached by the lower distribution car when the travel area of the upper distribution car is on the upper feeder level and the area vertically above the upper feeder level is limited and the travel range of the lower distribution car is limited to the lower feeder level and the area vertically below the lower feeder level.
  • the travel range of the upper distribution car can end at its lower end at the upper feeder level, while the travel range of the lower distribution car ends at its upper end at the lower feeder level. The result of this is that the lower distribution car cannot move to the upper feeder level and the area above the upper feeder level and the upper distribution car cannot move to the lower feeder level and the area below the lower feeder level.
  • the travel areas of the upper and lower distribution car are limited and separated from one another in such a way that the separation or boundary runs between the upper and lower feeder levels.
  • the lower distribution car can serve the area of the lower feeder level and below it, while the upper distribution car can serve the area of the upper feeder level and above it without the upper and lower distribution cars interfering with each other.
  • This has the advantage that the risk of collision between the upper and lower distribution car can be reduced or avoided in a particularly efficient and/or safe manner.
  • this offers the advantage that the upper and lower distribution cars can be used independently of one another, thereby avoiding unnecessary waiting times for moving the distribution cars.
  • the top stop is preferably arranged in the first shaft on the upper feeder level.
  • the bus stop is particularly preferred Located immediately below the top stop in the first shaft on the lower feeder level.
  • the two top stops of the shuttle cars are arranged in the first shaft on the upper and lower shuttle levels.
  • the first shaft extends upwards in the vertical direction such that the top stop is on the upper feeder level. This offers the advantage that the maximum height of the first shaft can be used by the shuttle cars to transport people and/or loads from a lower starting floor to the upper and lower shuttle levels.
  • the first stop element is set up to limit the travel range of the upper distribution car by means of mechanical contact with the upper distribution car and/or by means of mechanical contact with a counterweight of the upper distribution car and/or preferably the second stop element is set up to limit the travel range of the lower distribution car by means of a mechanical contact with the lower distribution car and / or by means of a mechanical contact with a counterweight of the lower distribution car.
  • This offers the advantage that the travel range of the upper and/or lower distribution car can be reliably limited, since a travel movement of the upper and/or lower distribution car beyond the travel range limitation is prevented by mechanical means.
  • a driving range limitation by means of mechanical contact can also provide a particularly reliable driving range limitation, which is not or only slightly susceptible to disturbances. Limiting the driving range using mechanical means does not require a reaction time and therefore does not require a higher distance between floors.
  • Limiting the travel range of the upper and/or lower distribution car by means of mechanical contact with the counterweight of the respective distribution car offers the advantage that the stop element does not necessarily have to be arranged in the vicinity of the travel range limit, but can be arranged far away from the travel range limit of the respective distribution car, for example near the shaft pit or near the shaft ceiling, where, for example, the counterweight is located when the respective distribution car reaches the travel range limit.
  • Blocking the counterweight by means of a stop element can essentially be equivalent to directly blocking the distribution car by means of a stop element, since blocking the counterweight does not result in any further movement of the car.
  • the car may continue the upward movement for a short distance due to the remaining kinetic energy and then fall back again. and so, if necessary, “jumps” beyond the set travel range limitation. This may need to be taken into account when determining the required safety distances between the travel areas of the various distribution cars.
  • a travel range limitation by means of a stop element for blocking the counterweight can also offer the advantage that the minimum distance, and preferably the minimum floor distance, between the two distribution cars can be reduced, since there may be no space for a stop element to provide direct mechanical contact with the Distribution car must be provided.
  • the upper distribution car and/or the lower distribution car each have a holding element which is set up in such a way that that a mechanical contact between the holding element and the first stop element or the second stop element limits the travel range of the upper distribution car or the travel range of the lower distribution car.
  • the holding element can be designed in such a way that in a vertical projection it does not overlap with the remaining components of the distribution car, but rather only overlaps with a holding element arranged on the distribution car. In this way, by means of a suitable arrangement of the stop element and/or the holding element, it can be achieved that a stop element only comes into mechanical contact with a specific distribution car or with its holding element and thus only limits the travel range of this distribution car.
  • the holding element is designed to be movable, so that the holding element can be moved between a release position in which the travel range of the respective distribution car is not limited by the holding element, and a stop position in which the travel range of the respective distribution car is limited by the holding element.
  • a movable stop element may not have to be provided for a dynamic or variable travel range limitation, but rather the dynamic travel range limitation can be achieved by means of the holding element.
  • first shaft and the second shaft are designed parallel to one another and are preferably arranged adjacent to one another and/or the first shaft and the second shaft at least partially overlap in the vertical direction.
  • first shaft and the second shaft do not necessarily have to run or be designed directly next to one another.
  • the first and second shafts can also be formed in different parts of the building.
  • the elevator system is designed in such a way that the upper shuttle car and the lower shuttle car are permanently coupled to one another and/or permanently mechanically connected to one another.
  • This makes it possible, for example, to permanently prevent the upper and lower shuttle cars from interfering with each other.
  • additional technical devices which can serve to avoid mutual interference between the lower and upper feeder cars, do not necessarily have to be provided, since the upper and lower feeder cars can only be moved together in the shaft anyway. are movable.
  • the elevator system is designed in such a way that the feeder cars are operated as a double-decker elevator system or the upper feeder car and the lower feeder car are designed as double-decker cars that are permanently coupled to one another.
  • FIG. 1 shows a schematic representation of an elevator system 10 according to a first preferred embodiment.
  • the elevator system 10 has a first shaft 12 and a second shaft 14, which are arranged next to one another and run parallel to one another in the vertical direction 100.
  • the first shaft 12 extends vertically further downwards than the second shaft 14, with the second shaft extending vertically further upwards than the first shaft 12.
  • the first shaft 12 and the second shaft 14 overlap, ie they run parallel next to each other over a vertical section.
  • both the first shaft 12 and the second shaft 14 extend to a lower feeder level 16a and an upper feeder level 16b or beyond.
  • a lower feeder car 18a and an upper feeder car 18b are provided, which can be moved vertically up and down in the first shaft 12, as shown by arrow 102.
  • the lower feeder car 18a and the upper feeder car 18b are at least temporarily firmly coupled to one another, for example by being mechanically firmly connected to one another.
  • the lower feeder car 18a and the upper feeder car 18b provided they are firmly coupled to one another, can only be moved together, but not separately from one another, i.e. can be operated as double-decker cars.
  • the lower feeder car 18a and the upper feeder car 18b each have a stop both at the lower end of the first shaft 12, ie in the shaft pit, and at the upper end of the first shaft 12, ie on the shaft ceiling.
  • the stop of the upper shuttle car 18b is always arranged vertically above the corresponding stop of the lower shuttle car 18a.
  • the two feeder cars 18a and 18b only have a stop at the lower end and at the upper end of the first shaft 12, but not in the intermediate area of the first shaft 12.
  • first shaft 12 and the two Feeder cars 18a and 18b are particularly suitable as feeders, which in particular have the function of transporting people and / or loads from a lower starting floor at the lower end of the first shaft 12 to the lower feeder level 16a and / or the upper feeder level 16b and vice versa.
  • two lower feeder cars 18a and upper feeder cars 18b are shown in the first shaft 12, they are in the first Shaft 12 only has a lower feeder car 18a and an upper feeder car 18b arranged, the other examples shown only being intended to illustrate the mobility of the two feeder cars 18a and 18b.
  • a lower distribution car 20a and an upper distribution car 20b are arranged, which are not coupled to one another and in particular are not mechanically firmly connected to one another, so that the lower distribution car 20a and the upper distribution car 20b can be moved separately from one another.
  • the travel range 22a of the lower distribution car 20a and the upper travel range 22b of the upper distribution car 20b are limited, so that neither the lower distribution car 20a nor the upper distribution car 20b can be moved over the entire height or length of the second shaft 14.
  • these driving range limitations of the driving ranges 22a and 22b are permanently set up, so that the driving range limitations exist at all times.
  • the upper travel area 22b includes the upper feeder level 16b and extends vertically upwards from the upper feeder level 16b to the upper end of the second shaft 14, as shown by arrow 104b.
  • the lower travel area 22a includes the lower feeder level 16a and extends vertically downwards from the lower feeder level 16a to the lower end of the second shaft 14, as shown by arrow 104a.
  • the driving areas 22a and 22b are therefore separated from one another and do not overlap one another. In this way, a risk of a collision between the upper distribution car 20b and the lower distribution car 20a can be reduced and/or avoided in a reliable and efficient manner, without necessarily having to provide a complex collision prevention device, which would cause considerable additional costs.
  • the elevator system 10 offers the advantage that the upper distribution car 20b and the lower distribution car 20a can be moved independently of each other, thereby avoiding unnecessary waiting times.
  • FIG. 2 shows a schematic representation of a second preferred embodiment of an elevator system 10, in which the travel range limitations are explained in more detail.
  • the lower distribution car 20a is mechanically connected to a counterweight 26 by means of support elements 24.
  • the support elements 24 can be designed, for example, as support cables and/or as support straps.
  • the support elements can preferably run at the upper end of the second shaft 14 over one or more swivel rollers and / or over one or more traction sheaves (not shown) in order to set the lower distribution car 20a and the counterweight 26 in motion.
  • the upper distribution car 20b and/or the feeder cars 18a and 18b can also be mechanically connected to support elements and/or a counterweight, although these are not shown for the sake of clarity.
  • the upper distribution car 20b has at least one holding element 28 and the second shaft 14 has at least one, preferably at least two, stop element 30 or stop elements 30.
  • the at least one holding element 28 can be designed to be rigid or permanently mounted, for example to realize a permanent travel range limitation of the upper distribution car 20b.
  • the stop element 30 and the at least one holding element 28 can be designed to be movable, such as pivotable and/or rotatable, and/or displaceable, for example to implement a dynamic or changeable travel range limitation.
  • the holding element 28 and the stop elements 30 are preferably set up in such a way that they come into mechanical contact with one another when the upper distribution car 20b reaches the end of the upper travel area 22b defined by the stop elements 30 and thereby prevents a continuation of a travel movement of the upper distribution car 20b and a departure from the upper travel area 22b.
  • the stop elements 30 are preferably arranged in the second shaft 14 in such a way that they do not come into contact with other cars which are not to be influenced by the stop elements, such as the lower distribution car 20a, when the respective cars approach the stop elements 30 or . drive past them if their driving areas allow this.
  • the stop elements 30 in the second shaft 14 and the holding element 28 on the upper distribution car 20b are arranged in such a way that the upper distribution car 20b cannot move further vertically downward than to the upper feeder level 16b.
  • the travel range of the upper distribution car 20b is limited downwards in an efficient and reliable manner, so that a collision of the upper distribution car 20b with the lower distribution car 20a can be avoided, the travel range of which already begins immediately below the upper feeder level 16b.
  • the at least one holding element 28 and/or at least one of the stop elements 30 have a buffer element which is designed to dampen an impact of the holding element 28 or the respective car on the stop element.
  • the buffer element can, for example, dampen the impact by absorbing and/or dissipating at least part of the impact energy.
  • the buffer element can be designed, for example, as a hydraulic buffer and/or as an elastomer buffer.
  • the buffer element is plastically and/or elastically deformable.
  • a further stop element 32 is formed in the second shaft 14, which serves to communicate with the counterweight 26 of the lower distribution car 20a to come into mechanical contact in order to limit the travel range of the lower distribution car 20a.
  • the stop element 32 is set up in such a way that it prevents the counterweight 26 from moving further vertically downwards towards the shaft pit, which at the same time prevents the lower distribution car 20a from moving vertically upwards.
  • the lower travel area 22a of the lower distribution car 20a is limited upwards, so that the lower distribution car 20a cannot move beyond the lower feeder level 16a and in particular cannot penetrate into the upper travel area 22b of the upper distribution car 20b above.
  • Figure 3 shows a schematic representation of an elevator system 10 according to a third preferred embodiment.
  • the stop elements are designed as movable stop elements 34.
  • the movable stop elements 34 are designed to come into mechanical contact with the holding element 28 of the upper distribution car 20b in order to temporarily limit the upper travel range 22b of the upper distribution car 20b.
  • the movable stop elements 34 can be moved into a stop position and a release position. When the stop elements 34 are brought into the stop position, they are positioned and/or oriented in such a way as to come into mechanical contact with the holding element 28 and to limit the upper travel range 22b of the upper distribution car 20b downwards.
  • the stop elements 34 are brought into the release position, they are positioned and/or oriented so as not to come into mechanical contact with the holding element 28 when the upper distribution car 20b moves past the position of the movable stop elements 34 and accordingly the upper travel area 22b of the upper distribution car 20b does not have to be limited downwards.
  • This embodiment offers the advantage that both distribution cars 20a and 20b can serve almost the entire shaft if necessary and are not permanently restricted to a limited travel area.
  • the movable stop elements 34 can be brought into the stop position in order to take the necessary measures to avoid collisions.
  • the holding element 28 and the movable stop elements 34 can also be designed in another embodiment to limit the travel range of the lower distribution car 20a, instead of the travel range of the upper distribution car 20b. In this case, it would be possible to retract the lower distribution car 20a into the lower feeder level 16a, but not the corresponding retraction of the upper distribution car 20b into the upper feeder level 16b.
  • Figure 4 shows a schematic representation of an elevator system 10 according to a fourth preferred embodiment, in which, as in the third preferred embodiment, movable stop elements 34 are designed to limit the travel range of the upper distribution car 20b downwards, and a movable stop element 36 is also formed in order to come into mechanical contact with the counterweight 26 of the lower distribution car 20a and thereby limit the travel range of the lower distribution car 20a upwards.
  • both the movable stop elements 34 and the movable stop element 36 are brought into the stop position, the travel ranges of the two distribution cars 20a and 20b are limited and separated from one another, so that the upper distribution car 20b can move into the upper feeder level 16b and / or stay there can while the lower distribution car 20a can enter the lower feeder level 16a and / or can stay there without there being a risk of collision. If the two distribution cars 20a and 20b are moved at a large distance from one another, the movable stop elements 34 and the movable stop element 36 can be brought into the release position, so that the travel range limitations are lifted and both distribution cars 20a and 20b can serve almost the entire shaft.
  • corresponding movable stop elements 34 and movable stop elements 36 can be provided in the second shaft 14 at several vertical positions in order to limit the travel ranges of the two distribution cars 20a and 20b at several vertical positions, for example the two distribution cars 20a and 20b at different vertical positions to be able to enter simultaneously in adjacent stops with reduced floor spacing.
  • FIG. 5 shows a schematic representation of a fifth preferred embodiment of an elevator system 10.
  • This essentially corresponds an elevator system 10 according to the fourth preferred embodiment and differs from that in Figure 4 shown preferred embodiment, that the travel range limitation of the lower distribution car 20a upwards is not effected by a movable stop element 36 for limiting the movement of the counterweight 26, but by a holding element 28 formed on the lower distribution car 20a and additionally movable in the second shaft 14 Stop elements 34, which are designed to come into mechanical contact with the holding element 28 of the lower distribution car 20a.
  • a corresponding holding element 28 and stop elements 30 or 34 provided for this can be provided on the respective distribution car, as well as a stop element 32 or 36 for limiting the movement of the respective counterweight 26 of the distribution car.

Landscapes

  • Engineering & Computer Science (AREA)
  • Structural Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Civil Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Elevator Control (AREA)
  • Types And Forms Of Lifts (AREA)

Claims (10)

  1. Système d'ascenseur (10) comprenant
    - une première cage (12), dans laquelle au moins une cabine de navette supérieure (18b) et au moins une cabine de navette inférieure (18a) sont disposées l'une au-dessus de l'autre et sont au moins temporairement couplées solidairement l'une à l'autre et peuvent être déplacées ensemble verticalement vers le haut et verticalement vers le bas ;
    - une deuxième cage (14), dans laquelle au moins une cabine de distribution supérieure (20b) et au moins une cabine de distribution inférieure (20a) sont disposées l'une au-dessus de l'autre et peuvent être déplacées séparément verticalement vers le haut et verticalement vers le bas ;
    dans lequel
    le système d'ascenseur (10) est conçu de telle sorte que la cabine de navette supérieure (18b) et la cabine de distribution supérieure (20b) présentent chacune une station d'arrêt à un niveau de navette supérieur (16b) et que la cabine de navette inférieure (18a) et la cabine de distribution inférieure (20a) présentent chacune une station d'arrêt à un niveau de navette inférieur (16a) ;
    la deuxième cage (14) comprend au moins un premier élément de butée (30, 32, 34, 36) qui est conçu pour limiter au moins temporairement une zone de déplacement de la cabine de distribution supérieure (20b) au niveau de navette supérieur (16b) et à une zone verticalement au-dessus du niveau de navette supérieur (16b) ; et
    la deuxième cage (14) comprend au moins un deuxième élément de butée (30, 32, 34, 36) qui est conçu pour limiter au moins temporairement une zone de déplacement de la cabine de distribution inférieure (20a) au niveau de navette inférieur (16a) et à une zone située verticalement au-dessous du niveau de navette inférieur (16a),
    caractérisé en ce que
    le premier élément de butée (30, 32, 34, 36) et le deuxième élément de butée (30, 32, 34, 36) sont réalisés mobiles, de sorte que le premier élément de butée (30, 32, 34, 36) et le deuxième élément de butée (30, 32, 34, 36) peuvent être déplacés entre une position de libération, dans laquelle la zone de déplacement de la cabine de distribution supérieure (20b) ou de la cabine de distribution inférieure (20a) n'est pas limitée par l'élément de butée respectif (30, 32, 34, 36), et une position de butée dans laquelle la zone de déplacement de la cabine de distribution supérieure (20b) ou de la cabine de distribution inférieure (20a) est limitée par l'élément de butée respectif (30, 32, 34, 36).
  2. Système d'ascenseur (10) selon la revendication 1,
    dans lequel le système d'ascenseur (10) est conçu pour que la station d'arrêt située au niveau de navette supérieur (16b) puisse être desservie par la cabine de distribution supérieure (20b) et pour que, simultanément, la station d'arrêt située au niveau de navette inférieur (16a) puisse être desservie par la cabine de distribution inférieure (20a), lorsque la zone de déplacement de la cabine de distribution supérieure (20b) est limitée au niveau de navette supérieur (16b) et à la zone située verticalement au-dessus du niveau de navette supérieur (16b) et que la zone de déplacement de la cabine de distribution inférieure (20a) est limitée au niveau de navette inférieur (16a) et à la zone située verticalement au-dessous du niveau de navette inférieur (16a).
  3. Système d'ascenseur (10) selon la revendication 1 ou 2,
    dans lequel la station d'arrêt la plus haute dans la première cage (12) est disposée au niveau de navette supérieur (16b), et
    de préférence, la station d'arrêt située directement au-dessous de la station d'arrêt la plus haute dans la première cage (12) est disposée au niveau de navette inférieur (16a).
  4. Système d'ascenseur (10) selon l'une des revendications précédentes, dans lequel le premier élément de butée (30, 32, 34, 36) est conçu pour limiter la zone de déplacement de la cabine de distribution supérieure (20b) au moyen d'un contact mécanique avec la cabine de distribution supérieure (20b) et/ou au moyen d'un contact mécanique avec un contrepoids (26) de la cabine de distribution supérieure (20b) ;
    et/ou
    le deuxième élément de butée (30, 32, 34, 36) est conçu pour limiter la zone de déplacement de la cabine de distribution inférieure (20a) au moyen d'un contact mécanique avec la cabine de distribution inférieure (20a) et/ou au moyen d'un contact mécanique avec un contrepoids (26) de la cabine de distribution inférieure (20a).
  5. Système d'ascenseur (10) selon l'une des revendications précédentes, dans lequel la cabine de distribution supérieure (20b) et/ou la cabine de distribution inférieure (20a) comportent chacune un élément de retenue (28) qui est conçu de telle sorte qu'un contact mécanique entre l'élément de retenue (28) et le premier élément de butée (30, 32, 34, 36) ou le deuxième élément de butée (30, 32, 34, 36), respectivement, limite la zone de déplacement de la cabine de distribution supérieure (20b) ou la zone de déplacement de la cabine de distribution inférieure (20a).
  6. Système d'ascenseur (10) selon la revendication 5,
    dans lequel l'élément de retenue (28) est réalisé mobile, de sorte que l'élément de retenue (28) peut être déplacé entre une position de libération, dans laquelle la zone de déplacement de la cabine de distribution respective (20a, 20b) n'est pas limitée par l'élément de retenue (28), et une position de butée, dans laquelle la zone de déplacement de la cabine de distribution respective (20a, 20b) est limitée par l'élément de retenue (28).
  7. Système d'ascenseur (10) selon l'une des revendications précédentes, dans lequel la première cage (12) et la deuxième cage (14) sont réalisées parallèlement l'une à l'autre et sont de préférence disposées de manière adjacente l'une à l'autre, et/ou
    la première cage (12) et la deuxième cage (14) se chevauchent au moins partiellement dans la direction verticale (100).
  8. Système d'ascenseur (10) selon l'une des revendications précédentes, dans lequel la deuxième cage (14) comprend une section supérieure et une section inférieure, la section supérieure comprenant le niveau de navette supérieur (16b) et la zone située verticalement au-dessus du niveau de navette supérieur (16b), et la section inférieure comprenant le niveau de navette inférieur (16a) et la zone située verticalement au-dessous du niveau de navette inférieur (16a).
  9. Système d'ascenseur (10) selon la revendication 8,
    dans lequel la section supérieure et la section inférieure sont de même taille, et/ou
    le niveau de navette supérieur (16b) et/ou le niveau de navette inférieur (16a) sont disposés sensiblement au milieu de la deuxième cage (14) dans la direction verticale (100).
  10. Système d'ascenseur (10) selon l'une des revendications précédentes, dans lequel la cabine de navette supérieure (18b) et la cabine de navette inférieure (18a) sont couplées solidairement l'une à l'autre de manière permanente.
EP18721802.9A 2017-05-11 2018-05-04 Systeme d'ascenseure avec deux puits Active EP3621909B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017110275.2A DE102017110275A1 (de) 2017-05-11 2017-05-11 Aufzugssystem mit zwei Schächten
PCT/EP2018/061447 WO2018206413A1 (fr) 2017-05-11 2018-05-04 Système d'ascenseur à deux cages

Publications (2)

Publication Number Publication Date
EP3621909A1 EP3621909A1 (fr) 2020-03-18
EP3621909B1 true EP3621909B1 (fr) 2023-11-08

Family

ID=62104313

Family Applications (1)

Application Number Title Priority Date Filing Date
EP18721802.9A Active EP3621909B1 (fr) 2017-05-11 2018-05-04 Systeme d'ascenseure avec deux puits

Country Status (6)

Country Link
US (1) US20210139282A1 (fr)
EP (1) EP3621909B1 (fr)
CN (1) CN110612266B (fr)
DE (1) DE102017110275A1 (fr)
FI (1) FI3621909T3 (fr)
WO (1) WO2018206413A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017110275A1 (de) * 2017-05-11 2018-11-15 Thyssenkrupp Ag Aufzugssystem mit zwei Schächten

Family Cites Families (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5651426A (en) * 1995-11-29 1997-07-29 Otis Elevator Company Synchronous elevator shuttle system
US5924524A (en) * 1996-07-25 1999-07-20 Otis Elevator Company Integrated, multi-level elevator shuttle
GB2320013A (en) * 1996-12-03 1998-06-10 Otis Elevator Co Elevator shuttle system
JP4284810B2 (ja) * 2000-02-17 2009-06-24 三菱電機株式会社 エレベータシステム
FI112350B (fi) * 2001-10-29 2003-11-28 Kone Corp Hissijärjestelmä
JP2004018178A (ja) * 2002-06-17 2004-01-22 Mitsubishi Electric Corp エレベーター装置
FI118125B (fi) * 2003-02-17 2007-07-13 Kone Corp Hissijärjestelmä
US7198136B2 (en) * 2003-09-11 2007-04-03 Otis Elevator Company Elevator device for a multi-sky-lobby system
KR100898916B1 (ko) * 2007-04-02 2009-05-26 최성식 엘리베이터 시스템 및 그 제어방법
CN201343338Y (zh) * 2009-01-08 2009-11-11 蒂森克虏伯家用电梯(上海)有限公司 一种用于家用电梯的导轨塔
KR101108095B1 (ko) * 2009-01-21 2012-01-31 조항민 초고층 건물용 승강장치
CN201560031U (zh) * 2009-06-16 2010-08-25 蒂森克虏伯家用电梯(上海)有限公司 供家用电梯使用的铰链层门装置
BR112012005404B1 (pt) * 2009-09-11 2021-02-09 Inventio Aktiengesellschaft processo para operação de um sistema de elevador e sistema de elevador para execução do processo
WO2011138984A1 (fr) * 2010-05-06 2011-11-10 Cho Hang Min Ascenseur pour un gratte-ciel
DE102010030436A1 (de) * 2010-06-23 2011-12-29 Thyssenkrupp Elevator Ag Aufzuganlage
CN102556805B (zh) * 2011-11-09 2014-09-17 日立电梯（中国）有限公司 提高井道使用效率的电梯装置
CN203428696U (zh) * 2013-07-31 2014-02-12 馨宝显机械有限公司 组合式电梯井道
DE102017110275A1 (de) * 2017-05-11 2018-11-15 Thyssenkrupp Ag Aufzugssystem mit zwei Schächten

Also Published As

Publication number Publication date
FI3621909T3 (fi) 2024-02-05
WO2018206413A1 (fr) 2018-11-15
CN110612266B (zh) 2022-07-08
US20210139282A1 (en) 2021-05-13
CN110612266A (zh) 2019-12-24
DE102017110275A1 (de) 2018-11-15
EP3621909A1 (fr) 2020-03-18

Similar Documents

Publication Publication Date Title
EP3691985B1 (fr) Procédé de construction d'un ascenseur à hauteur de levage croissante
EP1619157B2 (fr) Système d'ascenseurs avec cabines indépendantes et méthode pour contrôler leur déplacement
EP2398729B1 (fr) Installation d'ascenseur présentant un mobile à plusieurs étages
AT501415B1 (de) Brems- bzw. fangeinrichtung für eine aufzugskabine
EP2585395B1 (fr) Installation d'élévateur
WO2010022907A1 (fr) Dispositif support pour le déplacement d’une cabine d’ascenseur
EP3668810B1 (fr) Système élévateur
EP2512969B1 (fr) Installation d'ascenseur à double cabine
EP1367018B1 (fr) Ascenseur comprenant plusiers cabines auto-motrice et au moins trois gaines d'ascenseur disposé côte à côte
WO2018002243A1 (fr) Procédé pour construire une installation d'ascenseur présentant une hauteur de levage utile adaptable
EP1693331A1 (fr) Ascenseur muni de plusieurs gaines et avec cabines pouvant être couplées et découplées à l'entraînement selectionné.
DE102012016336A1 (de) Geschwindigkeitsbegrenzer für ein Aufzugsystem
DE112015005891T5 (de) Aufzugsvorrichtung
EP3621909B1 (fr) Systeme d'ascenseure avec deux puits
EP3227216B1 (fr) Ascenseur
EP2582606A1 (fr) Frein d'arrêt à dispositif de blocage
EP3037375A1 (fr) Installation d'ascenseur dotée d'un dispositif d'arrêt et de réglage pour un système de cabine d'ascenseur
EP2468674A1 (fr) Installation d'ascenseur à biplan
EP3924284B1 (fr) Système d'ascenseur
EP3129315B1 (fr) Système d'ascenseur
EP3645443B1 (fr) Système d'ascenseur
EP1479636A1 (fr) Amortisseur qui peut créer une zone d' inspection sûre pour ascenseur
EP3924285B1 (fr) Système d'ascenseur
EP2857340A1 (fr) Procédé et dispositif de contrôle du mouvement d'une cabine d'ascenseur et ascenseur doté d'un tel dispositif
WO2016020394A1 (fr) Installation d'ascenseur

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20191211

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: THYSSENKRUPP ELEVATOR INNOVATION AND OPERATIONS AG

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

17Q First examination report despatched

Effective date: 20211122

RAP3 Party data changed (applicant data changed or rights of an application transferred)

Owner name: TK ELEVATOR INNOVATION AND OPERATIONS GMBH

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

RIC1 Information provided on ipc code assigned before grant

Ipc: B66B 9/00 20060101ALI20230421BHEP

Ipc: B66B 5/28 20060101ALI20230421BHEP

Ipc: B66B 5/00 20060101AFI20230421BHEP

INTG Intention to grant announced

Effective date: 20230526

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

P01 Opt-out of the competence of the unified patent court (upc) registered

Effective date: 20230928

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502018013607

Country of ref document: DE

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG9D

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20231108

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20240209

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20240308

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20231108

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20231108

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20231108

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20231108

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20231108

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20240308

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20240209

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20231108

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20240208

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20240308

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20231108

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20231108

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20231108

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20240208

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20231108

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20231108

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20240521

Year of fee payment: 7

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20231108

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: CH

Payment date: 20240602

Year of fee payment: 7

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20231108

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20231108

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20231108

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20231108

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20231108

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20231108

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20231108

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20231108

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20231108

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20240527

Year of fee payment: 7

Ref country code: FI

Payment date: 20240527

Year of fee payment: 7

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502018013607

Country of ref document: DE

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20240809