WO2016091919A1 - Procédé de détermination d'une charge dans une cabine d'un système d'ascenseur - Google Patents

Procédé de détermination d'une charge dans une cabine d'un système d'ascenseur Download PDF

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Publication number
WO2016091919A1
WO2016091919A1 PCT/EP2015/079053 EP2015079053W WO2016091919A1 WO 2016091919 A1 WO2016091919 A1 WO 2016091919A1 EP 2015079053 W EP2015079053 W EP 2015079053W WO 2016091919 A1 WO2016091919 A1 WO 2016091919A1
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WO
WIPO (PCT)
Prior art keywords
determined
cabin
elevator system
load
car
Prior art date
Application number
PCT/EP2015/079053
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German (de)
English (en)
Inventor
Ingo Pletschen
Stephan Rohr
Original Assignee
Thyssenkrupp Elevator Ag
Thyssenkrupp Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Thyssenkrupp Elevator Ag, Thyssenkrupp Ag filed Critical Thyssenkrupp Elevator Ag
Publication of WO2016091919A1 publication Critical patent/WO2016091919A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/34—Details, e.g. call counting devices, data transmission from car to control system, devices giving information to the control system
    • B66B1/3476—Load weighing or car passenger counting devices

Definitions

  • the present invention relates to a method for determining a load in a car of an elevator system, wherein a car position of the car in an elevator shaft is determined by means of an absolute value encoder.
  • a cabin can be moved by means of a suitable drive in an elevator shaft.
  • a load or a load changes in the cabin must be able to be determined.
  • a load change takes place in the cabin, for example because passengers enter or leave the cabin.
  • the service brake is activated and disabled the drive of the cabin.
  • the drive is reactivated and the service brake released.
  • a drive torque In order to prevent a "jumping” or “jerking” of the cabin after a load change when releasing the service brake and the cabin unintentionally makes a set up or down, a drive torque must be precisely provided ("smooth start”). This drive torque depends on the current load in the cabin. In order to determine the load change or the load in the cabin, load measuring sensors are usually used.
  • the cabin can be stored within a chassis or a frame by means of cabin springs.
  • cabin springs are arranged between the cab and the chassis. For example, as the load in the cabin changes, as passengers enter or leave the cabin, the cabin makes a relative movement relative to the chassis. This relative movement corresponds to a travel or compression of the cabin springs.
  • This spring travel or this relative movement of the cabin can be used to determine the load in the cabin.
  • the load measuring sensor By means of the load measuring sensor, the relative movement of the cabin
  • the load in the cabin can be determined using the spring constants of the cabin springs.
  • this load measuring sensor may comprise a distance measuring sensor which is arranged in the chassis.
  • load measuring sensors usually have to be calibrated manually by employees. First of all, the employees must determine the spring constant of the cabin springs and enter them into the load measuring sensor. However, the spring constant of the cabin springs may change over time, for example due to wear and tear. Therefore, it is necessary at regular time intervals to manually calibrate the load measuring sensor again. As part of this, the elevator system must be taken out of service and the spring constant of the cabin springs must be determined again by an employee.
  • Such a determination of the load of the cabin is therefore associated with a very great effort, in particular with high cost and frequent recalibration.
  • the load measuring sensor is associated with material costs.
  • An elevator system with a cabin that can be moved in a lift shaft via a cable drive physically comprises a spring system consisting of individual spring elements.
  • This spring system has an overall spring constant, which is composed of individual spring constants of the individual spring elements.
  • Such individual spring elements may be formed, for example, as the said cabin springs.
  • the cabin can be stored within a chassis or a frame or car by means of these cabin springs.
  • Such cabin springs are arranged between the cab and the chassis.
  • a suspension cable to which the cabin is suspended also constitutes a spring element due to its elasticity.
  • a suspension cable spring constant of this suspension cable depends on its free length and thus on the cabin position of the car in the elevator shaft.
  • Further spring elements may be formed, for example, by a sprung suspension cable suspension.
  • a load in the cab of the elevator system is determined by first determining a car position of the car in the hoistway by means of an absolute encoder. A relative movement of the car due to a load change is also determined by means of the absolute encoder. From the determined car position, the determined relative movement and a spring constant of the elevator system, the load in the car is determined.
  • the car position x K ie the current position of the car in the elevator shaft is determined.
  • This cabin position x K corresponds in particular to a so-called cable position of a carrying cable on which the cabin is suspended.
  • This cable position corresponds in particular to the position in the elevator shaft at which one end of a carrying cable is connected to the car.
  • the cabin position x K is determined directly or shortly before a load change m in the cabin.
  • the relative movement x K of the car ie a change in the car position, is determined by means of the absolute encoder.
  • the car makes such a relative movement x K relative to a fixed reference point in the elevator system, for example relative to the elevator shaft.
  • This relative movement x K corresponds in particular to a spring travel or spring deflection of a spring system of the elevator system.
  • This spring constant C tot is in particular the total spring constant of the entire spring system, which is composed of individual spring constants of the individual spring elements.
  • this total spring constant is composed as follows: 1 1 1
  • Cseii is a suspension rope spring constant of the suspension rope and is composed as follows:
  • a s is the cross-sectional area of the supporting cable and E s is the modulus of elasticity of the supporting cable.
  • Ci is a cabin spring constant of spring elements mounted on the cab.
  • This cabin spring constant is composed in particular of spring constants of the spring element of the suspension cable suspension and spring constants of the cabin springs.
  • the cabin spring constant is in particular independent of the cabin position.
  • the total spring constant Ctotal is dependent for C Se of the car position x K:
  • C tot C tot (x K)
  • the Load change m in the cabin can be determined:
  • the load in the cabin is determined not by means of a load measuring sensor, but by means of the absolute value transmitter of the elevator system.
  • Lift systems usually have such an absolute value transmitter in order to determine the car position in the elevator shaft.
  • an absolute value encoder can have a measuring tape and a measuring unit.
  • a measuring tape for example a magnetic tape
  • the measuring unit can be arranged on the cabin itself or on a chassis or frame of the cabin.
  • No additional components are needed for the invention.
  • the already existing in a conventional elevator system components can be used for the invention.
  • components, such as the load measuring sensor, and the associated maintenance costs can be saved.
  • the total spring constant C ges can either be known, for example from a manufacturing process of the elevator system, or can also be determined or learned according to a preferred embodiment of the invention.
  • the spring constant of the elevator system is determined in the course of a calibration phase of the elevator system. Further preferably, the spring constant is estimated or learned in the course of the calibration phase by means of statistical methods. This calibration phase can be carried out in particular in the course of a (re) commissioning of the elevator system or before a (first) regular drive of the car. The spring constant learned during this calibration phase can be used during normal operation of the elevator system to determine the load.
  • the spring constant is determined automatically, for example by an elevator control. In particular, it is not necessary in the course of the calibration phase for an employee to carry out manual measurements in the elevator system. All measurements required for the determination of the spring constants can be carried out autonomously by the elevator system or by the elevator control. This determination of the spring constant is straightforward and requires little effort.
  • At least two reference measurements are carried out in the course of the calibration phase. These at least two reference measurements are preferably carried out in each case with a known load or in each case with a known load change.
  • the course of the at least two reference measurements respectively the cabin position by means of the absolute encoder, the relative movement due to a known load change by means of the absolute encoder and a cross flow i q or a proportional to the transverse flow variable, such as the drive or motor torque (see below), a drive of the elevator system.
  • the drive of the elevator system is designed in particular as a synchronous machine, more particularly as a permanent magnet synchronous machine (PSM).
  • the drive can also as Be formed asynchronous machine.
  • the drive is designed as a field-oriented controlled induction machine.
  • Such a field-oriented control is described by two characteristic currents, the longitudinal current i d and the transverse current i q .
  • the longitudinal current i d can be interpreted as a field-forming current, the cross-flow i d as a moment-forming current.
  • the longitudinal flow i d of such a rotating field machine is set in particular to zero.
  • the transverse flow i q is in particular proportional to the output by the drive Antriebspp. Engine torque M:
  • the drive or motor torque can be determined by means of simple and inexpensive current sensors.
  • phase currents of the drive are detected, from which the transverse current i q can be determined by a coordinate transformation.
  • the at least two reference measurements can be carried out, for example, each in the course of a stop of the car stop.
  • the cabin is in the course of such Walkerstopps each in a holding floor.
  • the reference measurements can be carried out in each case in the same holding floor, that is to say in the case of at least substantially identical cabin positions, or in different holding floors, that is, in different cabin positions.
  • a first cross-flow of the drive and the cabin position x K (directly) are determined in each case before a load change m in the cabin.
  • the car is loaded in each case with the known load.
  • the load change m results in the cabin.
  • a second transverse current of the drive and the relative movement x K are determined on the basis of the load change. From this first and second cross-flow, a change of the cross current i q is determined on the basis of the load change m.
  • a value triplet (x K , ⁇ , i q ) from cabin position x Kj relative movement x K due to a load change m and change of the cross current i q due to the load change m is determined in particular.
  • at least two such value triplets (x K , ⁇ , i q ) are determined in the course of the calibration phase. From these at least two value triplets (x Kj x K , i q ), the spring constant of the spring system can be determined as follows.
  • the change of the cross current i q is proportional to the load change m, further proportional to the corresponding force change F and further proportional to the relative movement of the cabin x K :
  • the total spring constant C ges is composed of the suspension cable spring constant Cs e and the cabin spring constant Ci as follows:
  • Relative movement of the car x K is thus a linear function of the car position
  • the total spring constant C can be determined on the basis of these relationships ges.
  • the at least two value triples (x K , x K , i q ) each give a point in a diagram of the relative movement of the cabin x K plotted against the car position x K. These points can be used to lay a straight line or equalization line. A slope of this line can be as or as
  • the cabin spring constant Ci and the suspension cable spring constant Cse can be determined. From these, the total spring constant C ges of the elevator system can be determined.
  • At least three reference measurements are carried out in the course of the calibration phase.
  • a first reference measurement is performed with an empty cabin without load, m ⁇ Okg.
  • a second and third reference measurement are each performed with different known non-zero loads m 2 and m 3 in the cabin.
  • the spring constant C ges is determined from the cabin positions x K , relative movements x K and transverse currents i q determined in the at least two reference measurements by means of an error minimization method, in particular by means of a method of least squares (least-square method).
  • the cabin spring constant Ci and the caster spring constant C may be determined from the straight line by means of such an error minimization method.
  • first and / or second context is preferably determined in the course of the calibration phase.
  • the spring constant Cges is determined from this first and / or second context, in particular by means of the error minimization method or by means of the least squares method.
  • the load in the cabin is determined during regular operation of the elevator system during a stop of the car.
  • a stop is understood to mean that, during regular operation of the elevator system, the cabin enters a holding floor and performs an operational stop there. If a load change takes place during the stop, this is determined and from this the load in the cabin is calculated.
  • the load in the cabin at the end of the stop is known, ie before the car leaves the holding floor again.
  • the drive of the car is in particular deactivated and a holding brake is activated.
  • a drive or motor torque is provided depending on the current load in the cabin. If the holding brake is released, it does not come to a "jumping" of the cabin or a noticeable, jerky movement of the cabin.
  • a precontrol value is determined for a control of the drive of the elevator system.
  • the drive or engine torque can be provided as a function of the current load in the cabin as described above.
  • a pilot control value for the cross current i q of the drive is determined.
  • Such a precontrol value can be determined in particular by means of the first relationship and / or by means of the second relationship.
  • a corresponding value for the change of the transverse flow i q is determined for the corresponding load change m.
  • This change of the cross current i q is in particular added to a last determined precontrol value ⁇ ⁇ 0 ⁇ : 0 , which was determined in the course of the last stop of the stop, in order to reduce the precontrol value i q! To determine before the current stop: q, before q, before, 0 q
  • the precontrol value can also be determined by means of an error minimization method, in particular by means of a method of least squares.
  • an error minimization method in particular by means of a method of least squares.
  • EP 2 522 612 A1 describes a method for setting a control loop for a drive of an elevator installation, in particular for an electric motor drive.
  • the control loop has a drive control loop and a pilot control, which predefines a feedforward setpoint for the drive control loop.
  • the pre-control target value is a function of at least one measurable variable of the elevator installation and of at least one adjustable pre-control parameter.
  • the pre-control parameter is automatically set upon start-up of the elevator installation and / or during operation of the elevator installation by means of an error minimization method which minimizes an error between the pre-control setpoint and a drive setpoint applied by the pre-control setpoint occurring during a start-up run and / or during a drive run.
  • the precontrol value according to this preferred embodiment of the invention can be determined by means of the error minimization method analogously to the pilot desired values described in EP 2 522 612 A1.
  • the load in the cabin is determined according to a preferred embodiment of the method according to the invention.
  • the load in the cabin during normal operation of the elevator system is determined during a trip of the car.
  • the cross-flow of the drive is determined while driving.
  • the load in the cabin is determined in particular from this cross-flow and the first connection.
  • the load is estimated or determined by statistical methods.
  • the load can be determined by means of one of the error minimization methods or by means of the least squares method.
  • This determination of the load by means of the lateral flow i q during the travel of the car can be carried out in addition to the determination of the load from the determined car position, the determined relative movement and the spring constant of the elevator system. Furthermore, this determination of the load while driving may be performed in addition to the determination of the load in the car during the stop of stopping.
  • the load determined during the stopping stop and the load determined during the journey can be compared with one another and checked for consistency. In particular, if these two distinct loads differ, this indicates that an incorrect overall spring rate is used, for example, because the actual overall spring rate has changed due to wear. If these two specific loads deviate from one another, in particular a corresponding corrective measure can be carried out, for example, the total spring constant can be redetermined by means of reference measurements.
  • the spring constant of the elevator system is determined in the regular operation of the elevator system. This determination of the spring constant takes place in particular in addition to the determination in the course of the calibration phase.
  • the spring constant can thus in regular operation of the elevator system can be corrected or recalibrated.
  • the spring constant is determined during a drive of the cabin.
  • the transverse flow is determined while driving and the spring constant is determined from this particular cross-flow and from the first context and / or from the second context.
  • the determination of the spring constant C ges from this first and / or second context can be carried out analogously to the calibration phase, in particular by means of the error minimization method or by means of the least squares method.
  • This automatic recalibration can be performed, for example, at fixed intervals, for example at fixed time intervals, after a certain number of car trips or after a fixed number of operating hours of the elevator system.
  • the automatic recalibration can be carried out after every 20th drive of the car.
  • the invention further relates to an elevator system with a movable in a hoistway cabin.
  • Embodiments of this elevator system according to the invention will become apparent from the above description of the method according to the invention in an analogous manner.
  • the elevator system according to the invention comprises a control unit, for example an elevator control, which, in particular in terms of programming, is set up to carry out a preferred embodiment of the method according to the invention.
  • the implementation of the method in the form of software is also advantageous, since this causes particularly low costs, in particular if an executing control unit is still used for further tasks and therefore exists anyway.
  • Suitable data carriers for providing the computer program are, in particular, floppy disks, hard disks, flash memories, EEPROMs, CD-ROMs, DVDs and the like .m.
  • Figure 1 shows schematically a preferred embodiment of an inventive
  • Figure 2 shows schematically a preferred embodiment of an inventive
  • the elevator system 100 comprises a car 102 which can be moved in an elevator shaft 101.
  • the cab 102 is mounted in a chassis 103.
  • a support cable 104 is attached on the chassis 103.
  • This support cable 104 is connected via a traction sheave 105 and a deflection roller 106 with a counterweight 107.
  • the elevator system 100 comprises a drive 110, which in this example is designed as a traction sheave drive.
  • This traction sheave drive 110 comprises the traction sheave 105 and an electric machine 109.
  • the traction sheave 105 is connected to the electric machine 109 via a shaft 108.
  • the electric machine 109 is formed in this example as a synchronous machine, in particular as a permanent-magnet synchronous machine (PSM).
  • PSM permanent-magnet synchronous machine
  • the cab 102 is supported in the chassis 103 by means of cabin springs 111.
  • the support member 104 is disposed on the chassis 103 on a sprung suspension cable suspension 112.
  • the cab springs 111 and the suspension suspension suspension 112 each have an individual spring rate.
  • a cabin spring constant Ci is a cabin spring constant of spring elements disposed on the cab. This cabin spring constant is composed of these spring constants of the cabin springs 111 and the sprung suspension cable suspension 112.
  • the support cable 104 is also a spring element with a suspension cable spring constant C.
  • a total spring constant C tot of the elevator system 100 is composed of a series connection of this suspension cable spring constant C and the cabin spring constant Ci.
  • the suspension cable spring constant C is dependent on the free length of the support cable 104 and thus on the car position of the car 102 relative to the elevator shaft 101. Accordingly, the total spring constant C tot is dependent on the car position.
  • the elevator system 100 further includes an absolute encoder 120 for determining a car position of the car 102 relative to the hoistway 101.
  • the absolute value encoder 120 comprises a measuring tape 122 in the form of a magnetic tape and a measuring unit 121.
  • the measuring tape 122 is arranged in the elevator shaft, the measuring unit 121 on the cabin 102.
  • the elevator system 100 does not include a load sensing sensor to determine a load in the cab 102. Instead, the elevator system 100 is configured to perform a preferred embodiment of a method of the invention to determine a load in the cab 102.
  • the elevator system 100 comprises a control unit 130, for example an elevator control.
  • This control unit 130 is, in particular programmatically, configured to perform this preferred embodiment of the method according to the invention, which is shown schematically in Figure 2 as a block diagram.
  • a calibration phase 210 of the elevator system 100 is performed.
  • the car-position-dependent total spring constant C is determined ges of the elevator system 100th
  • two reference measurements are performed.
  • a first car position x kl of the car 102 in the hoistway 101 is determined by means of the absolute value transmitter 120. Furthermore, a first transverse flow is determined, with which the synchronous machine 109 is energized, so that the car can hold x kl when starting the current first cabin position.
  • the car position in the hoistway 101 is determined again by means of the absolute value transmitter 120.
  • a first relative movement x K1 is determined on the basis of the first load change rr.
  • a second cross-flow is determined, with which the synchronous machine 109 is energized so that the car can hold the current cabin position.
  • a first change of the transverse current i q i is determined on the basis of the first load change rru.
  • a first value triplet (x K1 , x K1 , i q1 ) is thus determined.
  • the cabin 102 is loaded with a second known load, for example 100 kg.
  • a second car position x kl of the car 102 in the hoistway 101 is determined by means of the absolute value transmitter 120. Furthermore, a first cross flow is determined again. After the second load change m 2 , the car position and a second relative movement x K2 are again determined by means of the absolute value transmitter 120 on the basis of the second load change m 2 . Furthermore, a second transverse flow and a second change of the transverse flow i q2 due to the second load change m 2 are again determined. In the course of the second reference measurements 212, a second value triplet (x K2 , x K2 , i q2 ) is thus obtained.
  • the total spring constant C ges of the elevator system 100 is determined from the two value tetrals (x K i, X K i, i q i) and (X K2 , X K 2 > i q2 ).
  • the two Wertetnpple be plotted on a graph of the relative movement of the cabin x K registered against the car position x K. A balance line is laid through the points.
  • the cabin spring constant Ci and the suspension cable spring constant Cse are determined from the two value triplets. From these, the cabin position dependent total spring constant C is calculated ges of the elevator system 100th In particular, the determination of the cabin spring constant Ci and the suspension cable spring constant C Se ii is carried out by means of an error minimization method, in particular by means of a least-squares method.
  • the cabin position dependent total spring constant Cges of the elevator system 100 determined during the calibration phase 210 may be used in the regular operation 220 of the elevator system 100 to determine the load in the cabin. In particular, the load in regular operation 220 is determined in the course of stopping the car 102. In step 221, the cab retracts into a holding floor during regular stop in the course of a stop.
  • a current car position x K - 22 i is determined by means of the absolute encoder 120.
  • a load change m 22 i occurs in the cabin 102 in step 222, for example because persons leave and / or enter the cabin 102.
  • a relative movement x K _ 221 of the cabin 102 relative to the elevator shaft 101 is determined in step 223 by means of the absolute encoder 120.
  • this cabin position becomes x K. 22 i and the cabin position-dependent total spring constant C ges determined in the course of calibration phase 210 Spring constant C ges x K _ 22l ) at the cabin position x K. 22 i determined, indicated by reference numeral 225.
  • step 226 the cabin position ⁇ ⁇ . 22 ⁇ , the relative movement x K. 22 i and the total spring constant C ges x K _ 22l ) at the cabin position x K. 22 i determines the load change m 22 i, in particular by means of the relationship:

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Elevator Control (AREA)

Abstract

La présente invention concerne un procédé de détermination d'une charge dans une cabine (102) d'un système d'ascenseur (100). La position de la cabine (102) dans une cage d'ascenseur (101) est déterminée au moyen d'un transmetteur de valeur absolue (120), un mouvement relatif de la cabine (102) est déterminé sur la base d'une variation de charge au moyen du transmetteur de valeur absolue (120) et la charge dans la cabine est déterminée à partir de la position déterminée de la cabine, du mouvement relatif déterminé et d'une constante de ressort du système d'ascenseur (100).
PCT/EP2015/079053 2014-12-11 2015-12-09 Procédé de détermination d'une charge dans une cabine d'un système d'ascenseur WO2016091919A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014225551.1 2014-12-11
DE102014225551.1A DE102014225551A1 (de) 2014-12-11 2014-12-11 Verfahren zum Bestimmen einer Last in einer Kabine eines Aufzugsystems

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WO2016091919A1 true WO2016091919A1 (fr) 2016-06-16

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3848314A1 (fr) * 2020-01-10 2021-07-14 Inventio AG Système de mesure de la charge dans un système d'ascenseur ainsi que procédé de détermination de la charge d'une cabine d'ascenseur
CN115196448A (zh) * 2021-04-13 2022-10-18 阿帕纳工业有限责任公司 确定电梯负载的系统和方法

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114162752B (zh) * 2021-11-25 2023-10-13 北京动力机械研究所 一种高速大负载升降平台应急保护方法

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5852264A (en) * 1995-07-26 1998-12-22 Inventio Ag Method and appartus for the measurement of the load in an elevator
EP0953537A2 (fr) * 1998-04-28 1999-11-03 Kabushiki Kaisha Toshiba Capteur de charge pour une cabine d'ascenseur
WO2009087266A1 (fr) * 2008-01-09 2009-07-16 Kone Corporation Commande de mouvement d'un système d'ascenseur

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010062154A1 (de) * 2010-11-29 2012-05-31 Thyssenkrupp Aufzugswerke Gmbh Sicherheitseinrichtung für einen Aufzug
DE102011101860A1 (de) * 2011-05-12 2012-11-15 Thyssenkrupp Aufzugswerke Gmbh Verfahren und Vorrichtung zum Steuern einer Aufzugsanlage

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5852264A (en) * 1995-07-26 1998-12-22 Inventio Ag Method and appartus for the measurement of the load in an elevator
EP0953537A2 (fr) * 1998-04-28 1999-11-03 Kabushiki Kaisha Toshiba Capteur de charge pour une cabine d'ascenseur
WO2009087266A1 (fr) * 2008-01-09 2009-07-16 Kone Corporation Commande de mouvement d'un système d'ascenseur

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3848314A1 (fr) * 2020-01-10 2021-07-14 Inventio AG Système de mesure de la charge dans un système d'ascenseur ainsi que procédé de détermination de la charge d'une cabine d'ascenseur
CN115196448A (zh) * 2021-04-13 2022-10-18 阿帕纳工业有限责任公司 确定电梯负载的系统和方法
EP4074640A1 (fr) * 2021-04-13 2022-10-19 Appana Industries LLC Systèmes et procédés permettant de déterminer des charges d'ascenseur

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