EP3911591A1 - Système d'ascenseur comprenant deux cabines dans une cage commune - Google Patents

Système d'ascenseur comprenant deux cabines dans une cage commune

Info

Publication number
EP3911591A1
EP3911591A1 EP20700458.1A EP20700458A EP3911591A1 EP 3911591 A1 EP3911591 A1 EP 3911591A1 EP 20700458 A EP20700458 A EP 20700458A EP 3911591 A1 EP3911591 A1 EP 3911591A1
Authority
EP
European Patent Office
Prior art keywords
suspension
car
suspension element
element section
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.)
Withdrawn
Application number
EP20700458.1A
Other languages
German (de)
English (en)
Inventor
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 EP3911591A1 publication Critical patent/EP3911591A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • B66B11/0065—Roping
    • B66B11/008—Roping with hoisting rope or cable operated by frictional engagement with a winding drum or sheave
    • B66B11/0095—Roping with hoisting rope or cable operated by frictional engagement with a winding drum or sheave where multiple cars drive in the same hoist way
    • 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
    • B66B11/0065—Roping
    • B66B11/008—Roping with hoisting rope or cable operated by frictional engagement with a winding drum or sheave
    • B66B11/009—Roping with hoisting rope or cable operated by frictional engagement with a winding drum or sheave with separate traction and suspension ropes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B11/00—Main component parts of lifts in, or associated with, buildings or other structures
    • B66B11/04—Driving gear ; Details thereof, e.g. seals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B7/00—Other common features of elevators
    • B66B7/06—Arrangements of ropes or cables
    • 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 invention relates to an elevator system which has a car which is arranged in a shaft and which is connected to a counterweight.
  • the connection comprises a first suspension which has a first suspension element section.
  • Exemplary embodiments show an alternative 1: 1 suspension from a car in an elevator system.
  • Elevator systems that take up a lot of space therefore cost the owner of the house a lot of money because the space that the elevator system occupies cannot be rented.
  • a traction sheave or drum In the case of rope-operated elevator systems, there is a design requirement for a traction sheave or drum to be arranged at the (upper) end of the elevator shaft, via which the rope is guided to move the elevator car. Often the rope is also used with a
  • the lift system and the drive machine can quickly occupy several floors. This applies in particular, but not only, to multi-cabin elevator systems. Furthermore, the ratio between electrical and mechanical power of the drive unit can be varied by means of a suitable choice of the suspension. Thus, when choosing a suitable suspension, the drive unit can, for example, have the same electrical
  • Power consumption in particular in the area of the drive shaft, can be made smaller, which in turn saves space.
  • the object of the present invention is therefore to create an improved concept for the suspension of an elevator system.
  • Exemplary embodiments show an elevator installation with a car arranged in a shaft, which is connected to a counterweight.
  • the connection between the car and the counterweight comprises a first suspension, in particular a 1: 1 suspension, which has a first suspension element section.
  • the connection between the car and the counterweight further comprises a second suspension, in particular a 1: 1
  • Suspension which has a second suspension element section.
  • first suspension is also described as a first 1: 1 suspension, analogously the second suspension as a second 1: 1 suspension.
  • both the first and the second suspension are designed as 1: 1 suspension.
  • the advantages of a 1: 1 suspension and a 2: 1 suspension can be combined.
  • the advantages of the 1: 1 suspension are, in particular, the fact that, in a small installation space, the suspension means are guided from the car to the counterweight with as little as possible, in particular none.
  • One advantage of the 2: 1 suspension is that, with the same electrical power consumption, a mechanical design of the drive unit, in particular the drive shaft, can be reduced. This means that the drive unit of an identical elevator system can be (spatially) smaller when using a 2: 1 suspension than when a 1: 1 suspension is used. As a result, the use of two 1: 1 suspensions between the car and the counterweight enables both a lower overall height for the suspension and a smaller dimensioning of the drive unit from a mechanical point of view.
  • Gear ratios is changed. According to this disclosure, a 2: 1 suspension has a larger gear ratio than a 1: 1 suspension. Other possible gear ratios are 3: 1, 4: 1 or other larger ones
  • Gear ratios A larger transmission ratio is also described in the context of this disclosure as a higher-quality suspension.
  • Exemplary embodiments show that the second suspension has no drive. In other words, only the first suspension is driven by the drive unit. The car is experienced along the second suspension due to its
  • the elevator installation has a further drive unit which is designed to drive the second suspension and the elevator car in
  • the drive unit can thus be dimensioned even smaller, with the further drive unit also naturally taking up space.
  • the interaction of the two drive units should be understood to mean that they are operated synchronously. For example, unnecessary tensions in the suspension element sections are avoided by the two drive units.
  • first suspension element section is coupled to the second suspension element section by means of a compensating element.
  • first suspension element section and / or the second suspension element section can be by means of a
  • first suspension element section is coupled to the second suspension element section is also intended to connect at least one of the two suspension element sections by means of the
  • the compensating element comprises, for example, one or more deflection rollers, a rocker, a spring, a rubber element or a (third)
  • the compensating element is guasistatic. This means that the compensating element does not move under ideal conditions, ie in particular with exactly the same condition of the first and second suspension element sections, the same temperature of both suspension element sections etc., and would therefore be superfluous.
  • the compensating element does not move under ideal conditions, ie in particular with exactly the same condition of the first and second suspension element sections, the same temperature of both suspension element sections etc., and would therefore be superfluous.
  • there are conditions over the life of the elevator system that there are fluctuations in the length of the suspension element sections, for example caused by the loading of the suspension element or by temperature differences, the fluctuation in the length of the first suspension element section typically differing from the fluctuations in the length of the second suspension element section. In this case, it is advantageous that this fluctuation in the length of the suspension element sections is compensated for by the compensating element. Tensions in the suspension element sections can thus be reduced.
  • first suspension element section and the second suspension element section are each realized by means of a separate suspension element.
  • the first suspension element section and the second suspension element section are realized by means of a common suspension element.
  • the first suspension element section and the second suspension element section are then (mechanically) connected to one another in particular in the region of the compensating element in order to form the common suspension element.
  • the common suspension element can be a rope, a chain or a belt, which is arranged on one or more deflection rollers as a compensating element, and is thus connected to the car via the at least one deflection roller.
  • Such an arrangement of the suspension element is inexpensive and easy to implement.
  • the elevator system also has a further (i.e. second) car in the shaft, which can be moved independently of the (first) car by means of a second drive unit.
  • the elevator system is on
  • the other car can therefore use the same route as the (first) car.
  • the other car can be the same
  • the (first) car is arranged below the further (second) car.
  • the first suspension element section and the second suspension element section can then be guided on the elevator car in such a way that the first and the second suspension element section run outside a travel path of the further elevator car.
  • both suspension element sections should be complete, i. H. run over their entire length, outside the route of the other car. This means that there can be no collision between the other car and the suspension elements that hold the (first) car.
  • Exemplary embodiments also show the further car with a suspension which differs from the suspension of the (first) car, in particular the suspension of the further car is of a different type of suspension than the suspension of the car.
  • the car can be connected to the counterweight by means of the suspension according to the invention with two suspension element sections, while the other car is connected to the counterweight with a typical 1: 1 suspension.
  • the two suspensions differ from one another, since the suspension of the two cars can thus be arranged offset to one another. This is a feature that allows the suspension of the elevator system to be compact, i. H. with a small design.
  • the first and / or the second suspension have a first and a second deflecting roller which are arranged in a common plane in order to deflect the second suspension element section from the car to the counterweight.
  • deflecting roller refers to any means that allows the suspension element section to be deflected from a first, in particular vertical, direction into a second, for example horizontal, direction. This is advantageous over arrangements of
  • Elevator systems in which, for example, a suspension element section is first brought together with another suspension element section via deflection rollers and then both
  • the second drive unit of the further car and the drive unit of the car are on a common level, in particular one
  • the two drive units are also arranged on the same level as the first and the second deflection roller of the first and / or second 1: 1 suspension. It is also possible to arrange the drive unit (or the second drive unit) together with the first and the second deflection roller of the first and the second 1: 1 suspension on a first common level and to arrange the second drive unit on a second level.
  • the drive units can also be interchanged.
  • all deflection rollers that are required to deflect the first and second suspension element sections, as well as the (first) drive unit of the (first) car and the second drive unit of the other car can be on one level, in particular on a common floor of the building in which the elevator system is installed, be arranged.
  • deflection rollers for deflecting the first suspension element section from the car via the drive unit to the counterweight and for deflecting the second suspension element section from the elevator car to the counterweight can be arranged in a common plane, the common plane being in particular the same plane in which the drive unit of the car and / or the second drive unit of the other car is also arranged.
  • the term deflection rollers refer both to the one or more deflection rollers of the first 1: 1 suspension and the one or more deflection rollers of the second 1: 1 suspension.
  • At least the first and / or the second suspension has a first and a second deflection roller.
  • the first and the second deflection roller are at a (horizontal) distance from one another which is greater than a distance between the car and the counterweight. This enables the suspension element of one of the two suspension element sections to be guided on a side of the elevator car and the other elevator car facing away from the counterweight outside the travel path of the further elevator car and the guidance this suspension element section via the first and the second deflection roller to the counterweight.
  • the further car below the car can thus be moved independently of the car. This enables the creation of a multi-cabin elevator system that is driven by suspension means.
  • Reverse bending change is understood to mean a change from the bent state to the straight state and back to an oppositely bent state of a suspension element.
  • An oppositely bent state also exists if the suspension element is bent on one level into the next level.
  • each bend or deflection of the suspension element by at least 40 °, at least 60 °, or at least 80 ° is also referred to. Since counter-bending changes have a negative impact on the service life of the suspension element, it is advantageous to reduce the counter-bending changes as much as possible.
  • Embodiments it is possible to reduce the number of counter-bending changes in the first and the second suspension element section to a maximum of two or even only one, the maximum of two counter-bending changes being limited to one suspension element section and the other suspension element section being free of counter-bending changes.
  • a method for operating an elevator system is shown with the following steps: arranging a car in a shaft, the car being connected to a counterweight, the connection being a first suspension and a first
  • Has suspension element section comprises; and method of the car by means of a
  • 3 a schematic representation of the elevator system in a side view with the compensating element in a second embodiment
  • 4 a schematic representation of the elevator system in a side view with the compensating element in a third embodiment
  • FIG. 6 shows a schematic illustration of the elevator installation from a side view with a known suspension of a lower elevator car of a multi-cabin elevator system
  • FIG. 7 shows a schematic illustration of the elevator system in a side view with the compensating element in a fifth embodiment, which can be used, for example, for the lower car of a multi-cabin elevator system;
  • FIG. 8 shows a schematic illustration of a known multi-cabin elevator system in a side view
  • Fig. 9 a schematic representation of the elevator system in a side view in an embodiment as a multi-cabin elevator system, the lower elevator car
  • FIG. 10 a schematic representation of the elevator installation from FIG. 9 in a top view.
  • the elevator installation 20 has a shaft 22, a car 24 arranged therein and a counterweight 26 likewise arranged in the shaft 22.
  • the car 24 is (mechanically) connected to the counterweight 26.
  • the connection between the car 24 and the counterweight 26 is realized via two suspensions, two 1: 1 suspensions taking up the least space. In this respect, there is always a 1: 1 suspension in the figures shown, but it is also possible to replace it with a higher quality suspension.
  • the first 1: 1 suspension 30 has a first suspension element section 32. The first
  • the suspension element section 32 is guided over a traction sheave 50 ′ and a diverting roller 50c in order to connect the car 24 to the counterweight 26 (mechanically).
  • the second 1: 1 suspension 34 has a second suspension element section 36. The second
  • the suspension element section 36 is guided over deflection rollers 50a, 50b in order to connect the car 24 to the counterweight 26 (mechanically).
  • the arrangement of the traction sheave 50 ' is, however, not limited to the position shown in FIG. 1. Rather, the traction sheave can also be arranged at another position, for example at one of the locations at which the deflection rollers 50a, 50b and 50c are shown.
  • the diverting roller 50c can be positioned differently in relation to the traction sheave 50 ', for example by the friction between the traction sheave 50c and the
  • the deflection roller 50c can be arranged, for example, a traction sheave 50 'offset downward, and / or the suspension element section 32 can loop both the deflection roller 50c and traction sheave 50' together once or several times.
  • the elevator installation 20 optionally has a compensating element in order to couple the first 1: 1 suspension 32 to the second 1: 1 suspension 36.
  • the compensating element can on the car 24, d. H. for example in a (first) position 40a or on the counterweight 26, i. H. for example in a (second) position 40b. Examples of different compensating elements are shown in the following figures.
  • the elevator system also has a lower guide 38 (e.g. a lower rope or a lower chain) with which the undersides of the car 24 and the counterweight 26 are connected to one another.
  • the lower cable 38 can be guided by means of the deflection rollers 50d, 50e and optionally tensioned.
  • FIG. 2 shows the elevator installation 20 according to an exemplary embodiment.
  • the elevator installation 20 has a further deflection roller 50d as a compensating element in the position 40a.
  • Suspension element section 32, 36 advantageously realized from a single suspension element.
  • the common suspension element can be guided around the deflection roller 50d, so that when the first suspension element section 32 extends differently from the second suspension element section 36, the deflection roller 50d moves, in particular rotates, around the to compensate for different expansion.
  • the first and the second suspension element sections 32, 36 can also be fastened to the deflection roller 50d in other ways than by moving the suspension element around, so that it is also possible to implement this arrangement with two suspension element sections 32, 36 which are separate from one another.
  • FIG. 3 shows the elevator installation 20 in a further exemplary embodiment.
  • the further deflecting roller 50d is not in position 40a but in position 40b, i. H. arranged on the counterweight 26. Otherwise, the explanations from FIG. 2 can also be applied to the exemplary embodiment from FIG. 3.
  • FIG. 4 shows the elevator installation 20, which differs in comparison to the exemplary embodiment from FIG. 2 in the type of compensating element.
  • a rocker 52 is arranged at position 40a.
  • the rocker 52 serves the same purpose as the deflection roller 50d from FIG. 2. This applies in particular to the exemplary embodiment from FIG. 2, in which two separate suspension elements are used to form the first suspension element section 32 and the second suspension element section 36.
  • the rocker 52 can also be arranged at position 40b, i. H. be arranged on the counterweight 26.
  • FIG. 5 shows the elevator installation 20 in an exemplary embodiment with a spring 54 and optionally a further spring 54 'as a compensating element.
  • the exemplary embodiment from FIG. 5 differs from the exemplary embodiments from FIGS. 1 to 4 only in the selection of the compensating element.
  • the spring 54 is arranged between the second suspension means 36 and the car 24. Since the first suspension element 32 is also arranged in the car, the spring 54 is also arranged between the first suspension element 32 and the second suspension element 36, so that the first suspension element 32 is coupled to the second suspension element 36 by means of the spring 54. Additionally or alternatively, the first suspension element section 32 can also be connected to the car 24 by means of a spring.
  • the further spring 54 ' can be arranged analogously to the spring 54 between the first suspension element 36 and the car 24. Further possible compensating means are shown in the published patent application WO 2006 097 138 A1.
  • the compensating element at position 40a has two
  • the deflection rollers 50d and 50e are arranged in a car 24 such that (vertical) guidance of the suspension means 36 takes place outside a travel path of the car 24.
  • the suspension element 36 ' is in one Roller block 60 divided into two strands, one (first) strand being guided to the elevator car 24 via the deflection roller 50c and the other (second) strand being led to the elevator car 24 via the deflection roller 50f.
  • the roller block 60 takes up an entire level, for example an entire floor, and accordingly requires a lot of space. This arrangement is shown in the published patent application WO 2006 097 140 A1.
  • the elevator system 20 is in particular a multi-cabin elevator system with the
  • the exemplary embodiment from FIG. 7 shows the absence of the roller block 60.
  • the arrangement of the deflection rollers 50d and 50e is not changed in comparison to FIG. 6.
  • the roller block 60 can also be omitted, in which the strands would otherwise have to be brought together so that they could be guided together via the drive unit.
  • the deflection rollers 50a, 50b and 50c and the traction sheave 50 ' can also be arranged in a single plane.
  • Roller block from Fig. 6 can be omitted.
  • FIG. 7 has compared to the embodiment of FIG. 7
  • Has suspension element sections 32 and 36, does not undergo a counter-bending change.
  • the suspension element from FIG. 6 is subjected to a reverse bending between the deflection rollers 50f and 50b or 50c and 50a. Furthermore, starting from the deflection rollers 50a and 50b to the traction sheave 50 ', the suspension means undergoes at least one further counter-bending change if as much space as possible is to be saved.
  • the suspension means 36 ' is therefore more stressed by the larger number of counter-bending cycles than the suspension element from FIG. 7 with the suspension element sections 32 and 36.
  • the drive unit (mechanically) can be made smaller, and nevertheless (with the same power consumption) move the same car, ie in particular a car with the same weight.
  • the exemplary embodiment from FIG. 7 further shows that the second suspension element section 36 is guided over two deflection rollers 50a, 50b in order to form the second 1: 1 suspension.
  • the two deflection rollers 50a and 50b are at a distance from one another which is greater than a distance between the car 24 and the counterweight 26. It is thus possible to guide the suspension element section 36 from the car 24 to the counterweight 26, and thereby the to bridge the first 1: 1 suspension, for example to cross.
  • FIG. 8 shows the multi-cabin elevator system from FIG. 6, the upper car 24 ′ additionally being shown here. While the lower car 24 is driven by means of the traction sheave 50 ′′, the upper car 24 ′′ is driven by means of the traction sheave 50 ′′. The lower car 24 is suspended from the suspension element 36 'at one end. At its other end, the suspension element 36 'is connected to the counterweight 26.
  • the upper car 24 is suspended from the suspension element 36 'at one end. At its other end, the suspension element 36 'is connected to the counterweight 26.
  • Car 24 ' is connected to the further counterweight 26' by means of the further suspension means 58. It is clear here that three levels are required for the arrangement of the suspension for both cars 24, 24 '.
  • Fig. 9 shows an embodiment of a multi-cabin elevator system with the
  • an (upper) car 24 ' is also shown, which is arranged above the lower car 24 and in particular can be moved independently of the lower car 24.
  • the upper car 24 ' is connected to a further counterweight 26' by means of the further suspension means 58.
  • the upper car 24 ′′ is driven via the further traction sheave 50 ′′.
  • the type of suspension of the upper car 24 'of the exemplary embodiment from FIG. 9 may be the same as the type of suspension of the upper car 24' of the exemplary embodiment from FIG. 8.
  • the spatial arrangement of the deflection rollers and the guidance of the suspension element 58 may change in depth, d. H. perpendicular to the plane of the drawing, differ from the multi-cabin elevator system from FIG. 8. An exemplary arrangement is described below in FIG. 10.
  • FIG. 10 shows a top view of the multi-cabin elevator system from FIG. 9, which shows a possible spatial arrangement of the deflection rollers 50 and drive units 56 and the guidance of the suspension element 58 and the suspension element sections 32, 36. So it can Suspension means 36 above the drive unit 56a, which drives the further traction sheave 50 "and thus moves the upper (second) car 24 ', are guided. Offset, for example parallel, to the drive unit 56a, the drive unit 56b can be arranged, which drives the traction sheave 50 ', and can thus move the lower (first) car 24.
  • the drive unit 56a is also referred to as the second drive unit.
  • the first traction sheave 50 ′ and the deflection roller 50 a can be arranged in such a way that the first suspension element section 32 and the second suspension element section 36 are passed on opposite sides next to the upper car 24 ′ in order to reach the lower car 24.
  • Traction sheave 50 can be arranged centrally above the upper car 24".
  • the suspension element 58 can be guided perpendicular to the center, for example a center of gravity, of the car 24 ′.
  • Such a spatial arrangement of the deflection rollers and the associated spatial guidance of the suspension means allows both drive units 56a and 56b, the suspension for the upper car 44 'and the first and the second 1: 1

Landscapes

  • Engineering & Computer Science (AREA)
  • Civil Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Structural Engineering (AREA)
  • Lift-Guide Devices, And Elevator Ropes And Cables (AREA)

Abstract

L'invention concerne un système d'ascenseur comprenant une cabine (24) disposée dans une cage et reliée à un contrepoids (26). La liaison entre la cabine et le contrepoids comprend une première suspension, qui possède une première portion de moyen porteur. La liaison entre la cabine et le contrepoids comprend également une deuxième suspension, qui possède une deuxième portion de moyen porteur. Une unité d'entraînement (50') est configurée pour déplacer la cabine au moyen de la première suspension. Une autre cabine (24') est en outre disposée dans la cage, laquelle peut être déplacée indépendamment de la cabine au moyen d'une deuxième unité d'entraînement (50'').
EP20700458.1A 2019-01-15 2020-01-09 Système d'ascenseur comprenant deux cabines dans une cage commune Withdrawn EP3911591A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019200375.3A DE102019200375A1 (de) 2019-01-15 2019-01-15 Aufzugsanlage mit einer ersten Aufhängung und einer zweiten Aufhängung an einem Fahrkorb
PCT/EP2020/050359 WO2020148139A1 (fr) 2019-01-15 2020-01-09 Système d'ascenseur comprenant deux cabines dans une cage commune

Publications (1)

Publication Number Publication Date
EP3911591A1 true EP3911591A1 (fr) 2021-11-24

Family

ID=69157850

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20700458.1A Withdrawn EP3911591A1 (fr) 2019-01-15 2020-01-09 Système d'ascenseur comprenant deux cabines dans une cage commune

Country Status (6)

Country Link
US (1) US20220144591A1 (fr)
EP (1) EP3911591A1 (fr)
KR (1) KR20210111302A (fr)
CN (1) CN113302143A (fr)
DE (1) DE102019200375A1 (fr)
WO (1) WO2020148139A1 (fr)

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SG123668A1 (en) * 2004-12-10 2006-07-26 Inventio Ag Pulley arrangement for elevators
ES2665497T3 (es) * 2004-12-16 2018-04-26 Otis Elevator Company Sistema de elevador con múltiples cabinas en un hueco de elevación
CN101107188A (zh) * 2005-03-01 2008-01-16 三菱电机株式会社 电梯装置
EP1700811B1 (fr) 2005-03-12 2013-01-09 ThyssenKrupp Elevator AG Ascenseur
DE502005009483D1 (de) 2005-03-12 2010-06-10 Thyssenkrupp Elevator Ag Aufzuganlage
KR101080601B1 (ko) * 2006-12-05 2011-11-04 미쓰비시덴키 가부시키가이샤 엘리베이터 장치
US7857103B2 (en) * 2006-12-14 2010-12-28 Inventio Ag Elevator system
WO2008125704A1 (fr) * 2007-04-17 2008-10-23 Dynatech, Dynamics & Technology, S.L. Système d'élévation pour ascenseurs avec séparation de traction et de suspension
CN103086231A (zh) * 2013-01-28 2013-05-08 舒马克电梯（张家港）有限公司 一种双井道四轿厢电梯
DE102013110778A1 (de) * 2013-09-30 2015-04-02 Thyssenkrupp Elevator Ag Aufzuganlage
JP2016166063A (ja) * 2015-03-09 2016-09-15 東芝エレベータ株式会社 エレベータ

Also Published As

Publication number Publication date
KR20210111302A (ko) 2021-09-10
WO2020148139A1 (fr) 2020-07-23
CN113302143A (zh) 2021-08-24
DE102019200375A1 (de) 2020-07-16
US20220144591A1 (en) 2022-05-12

Similar Documents

Publication Publication Date Title
EP1700809B1 (fr) Système d'ascenseur
EP1149795B1 (fr) Arrangement de l'unité d'entrainement pour un ascenseur
DE60007512T2 (de) Treibscheibenaufzug
DE69933199T2 (de) Aufzugssystem mit einem zwischen der aufzugskabine und der schachtwand angeordneten antriebsmotor
EP2082983B1 (fr) Installation d'ascenseur
EP3478621B1 (fr) Procédé pour l'implantation d'une installation d'ascenseur avec une hauteur de levage utile adaptable
EP1056678A2 (fr) Cage d'ascenseur premontee
EP3052420B1 (fr) Installation d'ascenseur
EP0410085B1 (fr) Mécanisme d'entraînement d'un ascenseur
EP3681835A1 (fr) Système d'ascenseur
WO2015043765A1 (fr) Système d'ascenseur
EP1489033B2 (fr) Ascenseur avec deux cabines superposées dans la même cage
WO2002068307A1 (fr) Agencement d'elements d'equilibrage de poids
WO2015140302A1 (fr) Ascenseur équipé d'un dispositif de tension de câble de compensation
EP3227216B1 (fr) Ascenseur
EP1918238B1 (fr) Ascenseur doté de deux cabines superposées dans une gaine
EP3911591A1 (fr) Système d'ascenseur comprenant deux cabines dans une cage commune
DE202014102110U1 (de) Aufzuganlage
AT410784B (de) Aufzug
EP1935826B1 (fr) Système d'élévation
EP1194359A1 (fr) Systeme d'ascenseur a cable
EP1437322A1 (fr) Ascenseur à poulie de traction
EP2712834A1 (fr) Configuration d'entraînement et de guide de câble

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: 20210816

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

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: 20220104

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
RAP3 Party data changed (applicant data changed or rights of an application transferred)

Owner name: TK ELEVATOR INNOVATION AND OPERATIONS GMBH

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

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20221105