Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B66—HOISTING; LIFTING; HAULING
  • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
  • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
  • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
  • B66B5/021—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions the abnormal operating conditions being independent of the system
  • B66B5/025—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions the abnormal operating conditions being independent of the system where the abnormal operating condition is caused by human behaviour or misbehaviour, e.g. forcing the doors
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B66—HOISTING; LIFTING; HAULING
  • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
  • B66B1/00—Control systems of elevators in general
  • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
  • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
  • B66B1/285—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical with the use of a speed pattern generator

Definitions

• Elevator system that converts a car into a safety operating state depending on a closed state signal and a position of the car
• the invention relates to an elevator system which converts a car of the elevator system into a safety operating state when this is required by an evaluation of a closed state signal from an opening sensor and a position of the elevator car relative to a shaft door of the elevator system.
• a shaft door safety circuit for example a PESSRAL (Programmable Electronic System in Safe Related Applications, German: Programmable electronic system in safety-relevant applications) compliant system for single elevator and / or multi-car systems.
• the unintentional opening of a shaft door automatically leads to an emergency stop, at least in the case of the lift cars that are moving in a section of the shaft adjacent to the shaft door.
• this represents at least an uncomfortable, potentially even a dangerous situation for each passenger in the car.
• This is due to the fact that the car is braked with a maximum permitted delay, as a result of which large forces act on the passengers in the car. This can cause serious injuries to the passengers.
• the object of the present invention is therefore to create an improved concept for the operation of elevator systems with a smaller number of emergency stops.
• Exemplary embodiments show an elevator system with a car which is arranged to be movable in a shaft, the shaft having a shaft door which allows access to the shaft.
• the elevator system also has a drive unit which is designed to move the car in the shaft.
• An opening sensor monitors a closed state of the landing door and outputs a closed state signal in accordance with the closed state.
• the elevator installation comprises a control unit which is designed to transfer the elevator car into a safety operating state as a function of the closed state signal and a position of the elevator car relative to the shaft door.
• the closed state signal can contain information about whether the landing door is open or closed. The landing door can then be viewed as open when it is not closed.
• the shaft door is open when objects such as limbs, for example, are guided through the opened shaft door and can thus get into the elevator shaft. If an object gets through the shaft door into the elevator shaft, a shear can occur if at this moment a car drives past the shaft door and the object comes into contact with the upper or lower edge of the car or the car door.
• Such a design of the elevator system is advantageous in that when the shaft door is opened for the elevator car (in the case of a multi-car elevator system, each or at least the relevant elevator cars), an individual check is carried out to determine whether the car needs to be braked. The most important factor is the position of the car in relation to the landing door. If the car is at a different point in the elevator installation, ie in the shaft far away from the opened shaft door, direct intervention is not necessary. Furthermore, further parameters can be taken into account when assessing whether the travel route of the car should be intervened immediately. This can be, for example, a travel direction of the car or a travel speed of the car. For example, direct intervention in the route of the car is not necessary if the car moves away from the open shaft door.
• emergency braking of the car can be dispensed with if, in addition to the position, the speed and the direction of travel of the car are evaluated and the result is that the car can come to a standstill, for example by means of a service brake in front of the opened shaft door, or even the complete with an emergency brake Moving the car into the hazardous area behind the open landing door (shear area) cannot be avoided.
• These and potentially other parameters can be used in addition to the position of the car to check whether an emergency braking of the car is necessary or can be avoided.
• the reduction in the emergency braking reduces the risk for the people in the car to be injured by the emergency stop. If mechanical braking is carried out instead of motorized deceleration, the wear on the mechanical brake is increased.
• emergency stop and emergency braking are used synonymously in this disclosure.
• control unit is designed to determine the position and the speed of the car after the closed state signal contains information that the shaft door is open. Furthermore, the control unit can transfer the car to the safety operating state as a function of the closed state signal, the position and the speed. By means of the position relative to the irregularly opened shaft door and the current speed of the car, the control unit can determine the position at which the car comes to a standstill as a function of a braking deceleration of the car.
• shear describes the process when the object that has entered the elevator shaft crosses an (upper or lower) edge of the car. In other words, the object can be clamped between the car and the shaft door floor or the shaft door ceiling.
• an impact describes the process in which the object hits the car, for example the car door, head-on. This is less dangerous than a shear.
• both the shear and the impact represent an accident to be avoided if possible. If the potential accident (ie the accident cannot be avoided by braking the car but only depends on whether an object actually gets into the elevator shaft) is unavoidable However, a shock is the lesser evil.
• the closed state signal can have information that indicates whether the shaft door is open or closed. Accordingly, for example, a binary signal, ie a 1-bit signal, can be used as the closed state signal. This means that it can be transmitted whether the landing door is open or closed.
• a longer one Signal used in order to be able to recognize or even correct an error in signal transmission by means of suitable algorithms, for example.
• Embodiments show that the control unit is designed to brake the car by means of service braking or to brake it by means of emergency braking or to continue to move the car without braking or to carry out any sequence of service braking and emergency braking in order to transfer the car to the safety operating state.
• the transfer of the car to the safety operating state can include the typical emergency braking if the emergency braking cannot be prevented.
• the control unit will brake the car by means of the service braking.
• the elevator system has a braking system which can brake the elevator car during operation.
• the brake system typically comprises the drive unit, which is switched (by means of the control unit) from a motor operating state to a generator operating state.
• a corresponding opposing magnetic field can be generated by means of the drive coils, so that the car is braked more quickly.
• the drive coils can also be short-circuited.
• the braking system can in this case have the absence of a mechanical brake.
• the brake system can also have a mechanical brake. If the transfer of the car to the safety operating state includes the braking of the car, the control unit can activate the brake system in order to transfer the car to the safety operating state.
• the car can be braked by means of service braking or emergency braking.
• service braking the Car braked by means of a first deceleration effect and braked in emergency braking with a second deceleration effect, the first deceleration effect being smaller than the second deceleration effect.
• emergency braking can be carried out by means of a separate control, a safety control.
• the safety control allows the car to be stopped in a safety-related manner.
• the control unit can determine, based on the position and the speed in combination with a minimally assumed system delay, whether the elevator car can be brought to a standstill in good time before it reaches the shaft door in the event of braking.
• the control unit controls the braking system in such a way that the car is braked in order to come to a standstill.
• the position and speed can be determined directly within a few milliseconds, e.g. in less than 1 ms, less than 20 ms or less than in less than 50 ms, after the control unit has received the information that the landing door is open.
• the determination can be made on the basis of an emergency braking. This means that it is checked whether the car can be stopped by emergency braking before reaching the opened landing door. If the expected stopping point is at a sufficient distance from the opened shaft door, an attempt can also (initially) be made to brake the car by means of the service braking. It can only be initiated when emergency braking is necessary. However, if the distance between the expected stopping position of the car and the opened shaft door does not allow braking by means of the service braking, so that the car will not come to a standstill in time, the emergency braking is triggered directly. Emergency braking can thus be avoided by predicting the expected stopping position of the car if the distance between the expected stopping position and the open shaft door is sufficient.
• control unit is designed to carry out the detection cyclically and, as soon as the control unit detects that the car can only be brought to a standstill by means of emergency braking in front of the shaft door, to control the braking unit in such a way that the braking unit is released from service braking an emergency braking overrides in order to brake the car, in particular to a standstill.
• the control unit detects that the car can only be brought to a standstill by means of emergency braking in front of the shaft door, to control the braking unit in such a way that the braking unit is released from service braking an emergency braking overrides in order to brake the car, in particular to a standstill.
• the control unit is designed to carry out the detection cyclically and, as soon as the control unit detects that the car can only be brought to a standstill by means of emergency braking in front of the shaft door, to control the braking unit in such a way that the braking unit is released from service braking an emergency braking overrides in order to brake the car, in
• the position and the speed of the car should be determined cyclically in order to determine whether an emergency stop has become necessary. This is the case when the expected stop position no longer has a sufficient distance from the landing door.
• Such a procedure is advantageous because a prediction of the expected stopping position of the car is avoided in certain cases, i.e. when there is a large distance from the open shaft door, or at least the negative effects of the emergency stop (discomfort or even injuries). can be reduced to the passengers, since the emergency stop is only triggered at a lower speed of the car.
• control unit is designed to determine, based on the position and the speed, whether the car can be brought to a standstill in good time before it reaches the shaft door in the event of braking and, in the event of a negative determination, to continue moving the car without braking (if the The car is decelerated according to the current travel curve) or by means of service braking (if the current travel curve provides for the car to be braked).
• the journey is continued according to the current travel curve. If the travel curve provides for the car to be braked, the car will continue to be braked according to this travel curve. If the travel curve provides for the car to move unbraked, the car will continue to move without brakes.
• the control unit determines, based on the position and the speed, whether the car can be brought to a standstill in good time before it reaches the shaft door in the event of braking.
• a negative determination ie that the car does not brake in time before reaching the Shaft door can be brought to a standstill
• emergency braking suspend the car and in particular to brake the car by means of the service brake.
• the entry of the car in the areas of the open landing door cannot be prevented by emergency braking. Rather, the car is either so fast or it is already in such a position that the car has already left the area behind the opened shaft door within a predetermined time after the shaft door has been opened.
• the predetermined time is advantageously chosen so that it is unlikely that the object will be inserted into the shaft through the opened shaft door during this time. Such an assumption is permissible since both hands and a great deal of force are typically required to open the landing door to open the landing door.
• the object, in particular the arm can therefore only be pushed through a certain time after the shaft door has been opened. For example, 1 second, 2 seconds or 3 seconds can be selected as the specified time. In this case, too, an emergency stop can be prevented by a shaft door that is briefly recognized as open.
• control unit is designed to determine, based on the position, the speed (in combination with the maximum system deceleration to be assumed in the event of emergency braking), whether the car will have passed the landing door in the event of an emergency braking before the car comes to a standstill and in the event of a positive determination to suspend braking of the car. In this case, even an emergency stop of the car does not lead to a stop of the Car in front of the open landing door. Thus, as described in the previous exemplary embodiments, the car can pass behind the shaft door without initiating the emergency stop in order to keep the period in which an accident can occur as short as possible.
• Exemplary embodiments show that the transition to the safety operating state is suspended when the shaft door is opened in accordance with an operating sequence of the elevator installation.
• the operating sequence of the elevator system includes, for example, the regular opening of the landing door when the car stops behind the landing door to allow people to get on / off. It can also be part of the operating sequence of the elevator system if, for example, maintenance personnel, preferably in compliance with the applicable safety regulations, manually open the shaft door. Other scenarios in which the shaft door is opened without the elevator system being transferred to the safety operating state are also conceivable.
• exemplary embodiments show a multi-car elevator system comprising the elevator installation according to one of the previous exemplary embodiments.
• the multi-car elevator system has at least one further elevator car in the shaft of the elevator installation, which is arranged movably in the shaft.
• the drive unit or a further drive unit is designed to move the further car in the shaft.
• a drive unit can drive two, a plurality or all of the cars of the multi-car elevator system, or each car has its own drive unit.
• the control unit is designed, depending on the closed state signal and a position of the further car relative to the landing door, to transfer the further car to a safety operating state.
• the additional car and any additional cars are treated in exactly the same way as the car of the elevator system. A separate test is therefore carried out for each of the cars in accordance with the aforementioned exemplary embodiments.
• This disclosure further comprises a method for operating an elevator system with the following steps: arranging a car so that it can be moved in a shaft, the shaft having a shaft door which grants access to the shaft; Procedure of the Car in the shaft; Monitoring a closed state of the landing door and outputting a closed state signal corresponding to the closed state; and transferring the car to a safety operating state as a function of the closed state signal (as well as the speed and the expected system delay) and a position of the car relative to the shaft door.
• the elevator system of the method is designed according to one or more of the aforementioned features of the elevator system.
• the method can be implemented in a program code of a computer program for performing the method when the computer program runs on a computer.
• FIG. 2 a schematic representation of the elevator system with a representation of various possible scenarios in the event of an unauthorized opening of the shaft door, FIG. 2a the downward travel of the car and FIG. 2b the upward travel of the car;
• the elevator system 100 has an elevator car 110, a drive unit 20, an opening sensor 22 and a control unit 24.
• the car 110 is arranged to be movable in a shaft 120.
• Shaft 120 has a shaft door 26 that provides access to the shaft 120.
• the shaft door 26 is designed with a stop behind the shaft door Car 110 to enable entry / exit in the car 110.
• the opening sensor 22 monitors a closed state of the shaft door 26.
• the line of action 34 shows a corresponding connection between the opening sensor 22 and the shaft door 26, so that the opening sensor can determine the closed state, for example the shaft door is open or closed.
• the opening sensor 22 transmits the closed state to the control unit 24 in a closed state signal 28.
• the control unit 24 can transfer the car 110 to a safety operating state. This takes place at least as a function of the closed state signal and the position of the car 110 relative to the landing door 26. Furthermore, the speed of the car and the system delay to be expected can be taken into account.
• the control unit 24 is electrically connected to the drive unit 20 by means of the connection 36. Control signals for the drive unit can be transferred via the connection 36, so that the drive unit moves the car 110 in the shaft 120.
• the drive unit 20 can thus accelerate but also brake the car.
• the braking of the car 110 by means of the drive unit 20 is referred to as motorized braking.
• the elevator system 100 also has a braking system 30.
• the brake system 30 typically includes the drive unit 20 in generator mode for braking the car.
• the brake system 30 has a brake unit 32 which can brake the elevator car.
• the car can be braked both for service braking and for emergency braking by means of the drive unit 20 or by means of the braking unit 32.
• the car is decelerated by a motor by means of the drive unit 20, for example in order to avoid wear on the mechanical brake.
• lines of action 34 ′, 34 ′′ point to the connection between the drive unit 20 or the brake unit 32 and the elevator car 110.
• FIG. 2 shows the elevator system 100 in a schematic representation, a path-speed diagram 42 being plotted on the right-hand side, on the basis of which it is shown in which situations emergency braking of the elevator car 110 can be avoided.
• a downward travel of the car 110 is shown and in Fig. 2b an upward travel.
• the arrow 40 indicates the shaft door 26 that has been opened (unauthorized).
• Fig. 2a four areas (A, B, C, D) are drawn in the path-speed diagram 42.
• the areas are separated from one another by a limit curve 44.
• the aim of this classification is to identify states of the elevator system in which, despite an irregularly opened shaft door, no emergency stop of the car is initiated.
• the triggering of an emergency stop in the event of an irregularly opened shaft door is to be avoided if there is no risk of an accident, in particular a shearing.
• This has the advantage that people inside the moving car are not unnecessarily exposed to an emergency stop.
• the drive unit or the brake unit is not unnecessarily stressed.
• the decision can be edge-triggered at the beginning of the error, i. H. the detection that a landing door has been opened unauthorized, can be made in the landing door safety circuit.
• the triggering edge can be the change in the closed state or the corresponding information that the shaft door is open (unauthorized) in the closed state signal.
• the trigger curve 44a shows the position over the speed of the car 110 with a minimal deceleration of the car due to the emergency braking.
• emergency braking must be initiated at the latest in order to prevent the car from entering the shear area of the (irregularly) opened shaft door. If the car is at a point on the travel curve 44a or above at the point in time at which the shaft door is opened irregularly, the car can be prevented from entering the shear area of the irregularly opened shaft door.
• the dashed line 44a 'below shows the corresponding course of the driving curve, taking into account a time delay when the emergency braking is triggered by the triggering curve 44a.
• the release curve 44a limits the area A. An accident can be avoided in area A.
• the car can be prevented from entering the shear area of the irregularly opened shaft door, ie an area behind the opened shaft door (also known as the shear area). This means that the distance to the open landing door is sufficiently large at the current speed.
• a signal can then be sent to the elevator control 24.
• the signal to the elevator control can be used to try to ideally go to a stop or at least another position (above) the open shaft door, so that the open shaft door cannot be reached by the car. Since such braking by means of service braking is not safety-oriented, it should also be checked (cyclically) whether the car is nevertheless unsuitably approaching the shaft door that has been activated as being open. If it is determined during such a check that emergency braking has become necessary, this can be triggered, for example, by the safety controller, thereby avoiding an accident.
• the signal to the elevator control can be reset when the corresponding car is at a standstill.
• the partial elevator car dimension can include the raw cabin height and, depending on the direction of travel, the height of the substructure or the superstructure of the raw cabin. This height is typically between 300 cm and 400 cm, for example around 350 cm.
• the distance x refers to the distance between the landing door threshold and the car threshold.
• the area B begins below the release curve 44a. At its lower end, the area B is delimited by the monitor curve 44b.
• the monitor curve 44b describes the position as a function of the speed of a car when the car is decelerated as much as possible by emergency braking.
• the underlying dashed line 44b ' shows again the corresponding course of the driving curve, taking into account a time delay when the emergency braking is triggered by the monitor curve 44b.
• area B area A has already been crossed at the time the irregularly opened door occurs, i.e. the car can no longer be safely prevented from entering the shear area and area C has not yet been reached, ie the car moves at the time of the irregular opened door at a correspondingly high speed, which in relation to the current distance to the shaft door leads or could lead to driving over the possible shear area. In this case, an accident can no longer be prevented.
• a temporary debouncing can take place in order to prevent the emergency stop. Time debouncing is understood to mean that the car moves so fast at the time of the irregular opening of the landing door that the car is opening the landing door within a predetermined time, within which no accident, in particular no shearing, is to be expected after opening the landing door happened.
• the car can also at least completely cover the opening area within the predetermined time or it can be moved beyond this position in the direction of travel. In this case, at least the risk of shear is minimized, but an impact is still possible.
• This is based on an already motorized decelerating car (service braking), the deceleration being caused by the regular travel curve of the car, which brakes the car because of an approaching target floor.
• a typical driving curve can, for example, have a deceleration of approx. 1 m / s 2 .
• Area C begins below the monitor curve 44b. If the car is in this area, an accident cannot be avoided, but the car will leave the shear area in any case, even if the car has a maximum (braking) deceleration with a minimum time delay at the same time would perform emergency braking.
• the area D lies below the shear area in the direction of travel, so that the car moves away from the irregularly opened shaft door. This means that the car cannot have an accident and the emergency braking is not triggered; it is sufficient, for example, to stop the car only after it has come to a standstill at a stop. All distances between the car and the opened landing door can be determined as the distance between the landing door sill and the car sill.
• FIG. 2b shows the elevator system 100 as in FIG. 2, but when traveling upwards. What has been said about FIG. 2b can also be applied to upward travel. For this reason, some exemplary travel curves 46, 48, 50 are described below for the purpose of illustration.
• the travel curves 46 and 48 show two exemplary travel curves in which the landing door 26 (which is identified by arrow 40) has been opened irregularly when the car is in area A of the path-speed diagram 42.
• the car can initially continue its original journey or move to a floor in front of, ie in this case below, the irregularly opened shaft door. As long as the car does not exceed the triggering curve 44a during its travel, no emergency stop is triggered.
• the travel curve 50 further scenarios are described below with the aid of various triggering times.
• the triggering time 52a ie the irregular opening of the shaft door, is still in area A and initially no emergency stop is triggered.
• the elevator control does not initiate a suitable delay, for example because the original journey is being continued, so that the emergency stop triggering curve 44a is exceeded.
• Emergency braking is then initiated for the car. This results in the travel curve 50a.
• the real deceleration due to the emergency braking assumed for the car is greater than the minimum (permissible) deceleration in the case of emergency braking, so that the travel curve 50a very soon falls below the worst case trigger curve 44a again and the car comes to a standstill before an irregular accident occurs open door threatens.
• the common triggering time 52b is already in area B, so that an emergency stop for the car is triggered here as well.
• the car decelerates more strongly due to the emergency braking than in the case of the travel curve 50c.
• both delays are within the permissible range and can be influenced by various factors such as a different payload etc. and justify the difference.
• the car with the travel curve 50b comes to a standstill before it enters the door area of the irregularly opened shaft door, so that an accident can be avoided while the car with the travel curve 50c only comes to a standstill in the area of the irregularly opened shaft door shear or shock can occur.
• the travel curve 50d has the same parameters as the travel curve 50c, but the landing door is only opened irregularly at a later point in time 52c, so that the upper edge of the car has already left the area behind the irregularly opened landing door when the car comes to a standstill.
• the control unit can also determine whether the car has already left the area behind the irregularly opened shaft door within the specified time (temporal debouncing). In this case, the initiation of the emergency stop would have been suspended so that the car would have driven out of the area behind the irregularly opened shaft door as quickly as possible. If the landing door is opened irregularly at time 52d or later, the car is in area C or D. Even in the event of an immediate emergency stop in combination with a short stopping distance, i.e.
• the elevator installation 100 comprises a plurality of running rails 102, along which a plurality of cars 110 can be guided, for example by means of a rucksack storage system.
• a vertical running rail 102V is oriented vertically in a first direction and enables the guided car 110 to be moved between different floors.
• a plurality of vertical running rails 102V are arranged in adjacent shafts 120 in this vertical direction.
• the running rails can also be referred to as guide rails.
• the elevator system 100 can be used as a multi-car elevator system, i.e. it is possible to move not just one car but a plurality of cars on the guide rails. One of the plurality of cars can then be moved individually, i.e. independently of the remaining cars of the plurality of cars.
• a horizontal runway 102H is arranged between the two vertical runways 102V, along which the car 110 can be guided using a rucksack storage system.
• This horizontal running rail 102H is oriented horizontally in a second direction and enables the car 110 to be moved within a floor.
• the horizontal running rail 102H connects the two vertical running rails 102V to one another.
• the second running rail 102H thus also serves to transfer the car 110 between the two vertical running rails, for example in order to carry out a modern paternoster operation.
• There can be several not shown in the elevator system such horizontal running rails 102H can be provided which connect the two vertical running rails to one another.
• the car 110 can be transferred between a vertical running rail 102V and a horizontal running rail 102H via a transfer unit, for example with a movable, in particular rotatable, running rail 103. All running rails 102, 103 are installed at least indirectly on a shaft wall 120. Furthermore, a plurality of cars can also be moved individually in this elevator system.
• Such elevator systems are basically described in WO 2015/144781 A1 and in DE10 2016 211 997A1 and DE 10 2015 218025 A1.
• the application of the teaching according to the invention in multi-car elevator systems, in particular the elevator system shown in FIG. 3 with several interconnected shafts, is advantageous since only the elevator cars that are affected by the emergency fail for a short time.
• the other cars can proceed according to their original route and optionally take a different route in order to avoid the point in the shaft at which the opened box is located.
• the other route can, for example, lead over one of the horizontal running rails in order to bypass an irregularly opened shaft door on a vertical running rail.
• the elevator system is thus fully functional, at least in a partial area.
• the cars that are not affected by the emergency stop can continue to be used in the elevator system. Since the situations in which emergency braking is necessary are reduced by the teaching according to the invention, the probability that all cars will continue to be available in the elevator system also increases.
• the implementation can be carried out using a digital storage medium such as a floppy disk, a DVD, a Blu-ray disk, a CD, a ROM, a PROM, an EPROM, an EEPROM or a FLASH memory, a hard disk or other magnetic memory or optical memory, on which electronically readable control signals are stored, which can interact with a programmable computer system or cooperate in such a way that the respective method is carried out. Therefore, the digital storage medium can be computer readable.
• Some exemplary embodiments according to the invention thus include a data carrier which has electronically readable control signals which are capable of interacting with a programmable computer system in such a way that one of the methods described herein is carried out.
• exemplary embodiments of the present invention can be implemented as a computer program product with a program code, the program code being effective to that effect. perform one of the methods when the computer program product runs on a computer.
• the program code can, for example, also be stored on a machine-readable carrier.
• Other exemplary embodiments include the computer program for performing one of the methods described herein, the computer program being stored on a machine-readable carrier.
• an exemplary embodiment of the method according to the invention is thus a computer program which has a program code for performing one of the methods described herein when the computer program runs on a computer.
• a further exemplary embodiment of the method according to the invention is thus a data carrier (or a digital storage medium or a computer-readable medium) on which the computer program for performing one of the methods described herein is recorded.
• a further exemplary embodiment of the method according to the invention is thus a data stream or a sequence of signals which represents or represents the computer program for performing one of the methods described herein.
• the data stream or the sequence of signals can, for example, be configured to be transferred via a data communication connection, for example via the Internet.
• Another exemplary embodiment comprises a processing device, for example a computer or a programmable logic component, which is configured or adapted to carry out one of the methods described herein.
• a processing device for example a computer or a programmable logic component, which is configured or adapted to carry out one of the methods described herein.
• Another exemplary embodiment comprises a computer on which the computer program for performing one of the methods described herein is installed.
• a programmable logic component for example a field-programmable gate array, an FPGA
• a field-programmable gate array can interact with a microprocessor in order to carry out one of the methods described herein.
• the methods are performed by any hardware device. This can be hardware that can be used universally, such as a computer processor (CPU), or hardware specific to the method, such as an ASIC, for example.

Landscapes

• Engineering & Computer Science (AREA)
• Automation & Control Theory (AREA)
• Maintenance And Inspection Apparatuses For Elevators (AREA)
• Elevator Control (AREA)

Priority Applications (2)

Applications Claiming Priority (2)

Publications (1)

Family

ID=72243144

Family Applications (1)

Country Status (4)

Citations (7)

Family Cites Families (6)

• 2019
  • 2019-08-26 DE DE102019212726.6A patent/DE102019212726A1/de not_active Ceased
• 2020
  • 2020-08-26 CN CN202080061298.0A patent/CN114341040B/zh active Active
  • 2020-08-26 WO PCT/EP2020/073853 patent/WO2021037912A1/de unknown
  • 2020-08-26 EP EP20761832.3A patent/EP4021837A1/de active Pending

Patent Citations (7)

Also Published As

Similar Documents

Legal Events