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EP1870369A1 - Procédé destiné à la vérification d'un dispositif de frein de levage, un procédé destiné à la mise en service d'une installation de levage et un dispositif destiné à l'exécution d'une mise en service - Google Patents

Procédé destiné à la vérification d'un dispositif de frein de levage, un procédé destiné à la mise en service d'une installation de levage et un dispositif destiné à l'exécution d'une mise en service Download PDF

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Publication number
EP1870369A1
EP1870369A1 EP07109524A EP07109524A EP1870369A1 EP 1870369 A1 EP1870369 A1 EP 1870369A1 EP 07109524 A EP07109524 A EP 07109524A EP 07109524 A EP07109524 A EP 07109524A EP 1870369 A1 EP1870369 A1 EP 1870369A1
Authority
EP
European Patent Office
Prior art keywords
brake
elevator
braking
force
friction
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.)
Granted
Application number
EP07109524A
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German (de)
English (en)
Other versions
EP1870369B1 (fr
Inventor
Nicolas Gremaud
Steffen Grundmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Inventio AG
Original Assignee
Inventio AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Inventio AG filed Critical Inventio AG
Priority to PL07109524T priority Critical patent/PL1870369T3/pl
Priority to EP07109524.4A priority patent/EP1870369B1/fr
Priority to EP10183872.0A priority patent/EP2316776B1/fr
Publication of EP1870369A1 publication Critical patent/EP1870369A1/fr
Application granted granted Critical
Publication of EP1870369B1 publication Critical patent/EP1870369B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces

Definitions

  • the invention relates to a method for testing an elevator brake device, to a method for starting up an elevator installation and to a device for carrying out a startup according to the preamble of the independent claims.
  • An elevator system is installed in a shaft. It consists essentially of an elevator car, which is connected via suspension means with a counterweight. By means of a drive which acts selectively on the suspension means, directly on the cabin or directly on the counterweight, the cabin is moved along a substantially vertical cabin carriageway.
  • Such elevator systems have mechanical brake systems which enable the car to be kept at any location which can slow down the elevator system or its moving masses during normal operation or which can safely stop the elevator car in the event of an error. Holding at any location is, for example, holding the elevator car on one floor for unloading or loading or waiting for a next move command.
  • a brake in normal operation is, for example, stopping process when the car enters a floor and braking in case of failure is required when, for example, a controller, the drive or support means fail.
  • two braking systems have been used to meet these requirements, one of which was located on the drive itself and the other on the cab.
  • An examination of these systems is expensive, on the one hand because two systems must be tested, on the other hand because usually fully loaded cabins are required for the test. This is complicated because a payload for the cabin has to be transported. This load must often be transported in small load portions and the test is a risk of damage to cabin equipment by slipping this load.
  • a brake system which requires only a brake system instead of two brake systems.
  • This braking system must now be able to be tested particularly safely and efficiently.
  • the object of this invention is to design a test method which enables an efficient and reliable testing of such a brake device.
  • a commissioning of a corresponding elevator system should be easy to do.
  • possible errors should be detected early and important system data should be able to be verified.
  • the effective coefficient of friction of the brake unit ( ⁇ e) is determined by means of a brake force measuring device for measuring a braking force and by means of a normal force measuring device for measuring an acting brake application force. This is particularly advantageous because force measurements, for example can be carried out inexpensively using strain gauges. In addition, an effective resulting coefficient of friction of a brake unit can be very easily determined using these measures.
  • This is particularly advantageous since dirt and dust can accumulate on the brake track during assembly of an elevator installation. This influences a coefficient of friction and thus also a resulting braking force. With the method shown this dirt can be rubbed away and the success of the cleaning can be checked by checking the friction coefficient. At the same time, it can be checked whether the measured coefficient of friction corresponds to an empirical value. This allows a rough assessment of the material used, for example, whether the correct brake track material is used.
  • a very advantageous test variant provides that the determination of the effective coefficient of friction of the brake unit ( ⁇ e) is carried out on the unloaded elevator car. This is economically interesting, since for the purpose of testing a braking device no payload must be used. The time required to transport test weights is eliminated and there is no risk of damage to cabin equipment.
  • a helpful embodiment variant provides that a sufficient brake safety factor (SB) is detected on the basis of the effective coefficient of friction ( ⁇ e) and a maximum brake application force (FNm) determined by means of the normal force measuring device.
  • SB sufficient brake safety factor
  • ⁇ e effective coefficient of friction
  • FNm maximum brake application force
  • Such a test method is particularly advantageous for testing an elevator brake device according to the preceding statements for starting up an elevator installation with such an elevator brake device.
  • the elevator installation includes an elevator car for transporting a delivery load and a counterweight which is connected by means of suspension to the elevator car and a drive for driving the elevator car, counterweight and suspension means, wherein the counterweight and the car move in opposite directions in a substantially vertical shaft.
  • the evaluation of an elevator brake device is particularly difficult, since a complex mass system is involved.
  • the proposed test method offers an efficient and safe way to commission a lift system.
  • An elevator system is a complex mass system and an elevator brake device has to cope with this complex mass system.
  • the elevator brake device of an elevator system must bring the entire mass system or the total mass (MG) to be braked to a standstill.
  • the elevator brake device In a "worst case”, for example in the case of failure of suspension elements or support structures, however, the elevator brake device must be able to securely brake and hold the remaining mass (MV), essentially the mass of the empty elevator car including the payload. This latter requirement can not be checked real in an elevator system, since this would be such a "worst case”, in the areas of elevator construction also referred to as "free fall", brought about.
  • Another variant provides that the remaining mass (MV) of the elevator installation to be braked by the elevator brake device in the "worst case" is entered by entering the permissible weight (MF) of the conveyor load, an effective mass proportion of the drive (MA) and measuring an elevator acceleration (ak). wherein mass determinations on the elevator installation such as, an actual imbalance (MB) of the elevator installation, or an actual weight (MT) of the suspension means are performed using the braking force measuring device.
  • mass determinations on the elevator installation such as, an actual imbalance (MB) of the elevator installation, or an actual weight (MT) of the suspension means are performed using the braking force measuring device.
  • This variant is advantageous when it comes to customer-specific elevator systems, in which, for example, additional equipment, such as imaging devices, air conditioners or the like or equipment such as mirrors, decorative materials or custom flooring are installed. This method allows a safe determination of the braked masses.
  • the effective mass fractions of the drive (MA) are defined by the drive.
  • the actual imbalance (MB) is the mass difference between the counterweight and the empty cab. As a rule, this mass difference is designed for 50% of the permissible delivery load (MF). But there are also other interpretations of this imbalance known. This imbalance can be determined by first determining an actual weight (MT) of the suspension means.
  • Mass suspension ( MT ) holding force FB HT - holding force ( FB HT ) / 2 / G where g is the gravitational acceleration (9.81 m / s 2 ).
  • a weight (MZ) of a possible payload of the cabin (for example, an installer) must be taken into account in this determination.
  • the weight of the empty elevator car (MK) can now be determined by, for example, by means of an acceleration sensor, an intrinsic acceleration (ak) of the elevator car is measured.
  • the empty car is parked in the lowest stop (HB), then the braking device is opened whereby the empty elevator car accelerates automatically upwards.
  • This acceleration (ak) and any residual braking force (FB R ) is measured and then the brake is closed again.
  • MK ( MB - MT - MZ ) * G - ( MT + MZ + MA + MB ) * ak - FB R / ak
  • MV MK + MF
  • a maximum required brake application force takes into account the total mass (MV) to be braked in the worst case, the effective coefficient of friction of the brake unit ( ⁇ e), the number of brake units (N) used, a required minimum deceleration (ake) and a correction factor (KB1), whereby the correction factor (KB) takes into account characteristic empirical values such as brake speed, contamination or expected overload:
  • FNe KB ⁇ 1 * MG * ake + G / N * mE
  • a further embodiment provides that the brake unit is delivered with a maximum force and by means of the normal force measuring device the maximum achievable Bremszustellkraft (FNm) is measured and this maximum Bremszustellkraft (FNm) with the maximum required Bremszustellkraft (FNe) is compared and the proof sufficient Braking function is called satisfied when the maximum brake application force (FNm) by the safety factor (SB) is greater than the maximum required brake application force (FNe).
  • This design allows a statement about a really existing safety of the braking device. This results in a very safe braking device.
  • FBm maximum possible braking force
  • FBe maximum required braking force
  • MV "worst case” braked weight
  • a required minimum delay ake
  • KB2 ' a correction factor
  • FBe KB ⁇ 2 ⁇ ' * MV * ake + G
  • the correction factor (KB2 ') takes into account characteristic empirical values such as the expected overload.
  • the maximum possible braking force (FBm) is now compared with the maximum required braking force (FBe) and the proof sufficient braking function is called satisfied if the maximum possible braking force (FBm) to the safety factor (SB) greater than the maximum required braking force (FBe ).
  • the braking function is generally verified by the empty cabin controlled or uncontrolled, preferably accelerated in the upward direction until a Fahrkurven- or speed monitoring system activates the braking device and the braking device by means of associated brake unit (s) Brakes the car to a standstill and holds it at a standstill.
  • a Fahrkurven- or speed monitoring system activates the braking device and the braking device by means of associated brake unit (s) Brakes the car to a standstill and holds it at a standstill.
  • the brake application forces and braking forces are measured and a coefficient of friction of the brake unit ( ⁇ b) determined from these measurements is compared with the previously determined effective coefficient of friction of the brake unit ( ⁇ e).
  • the commissioning of the braking device is referred to as satisfied if the determined coefficient of friction ( ⁇ b) substantially coincides with the effective coefficient of friction ( ⁇ e), possibly taking into account the correction factor (KB1, KB2).
  • the advantage of this embodiment is the fact that the overall function of the safety system of the elevator installation can be carried out by simple means
  • a further advantageous embodiment of the commissioning method provides that a correct balance of an elevator system using the Brake force measuring device is made or verified. This is economical because no separate measuring instruments are required.
  • the balancing of the elevator system is performed by entering a required balancing factor in an evaluation unit.
  • the actual imbalance (MB) may be determined using the brake force measurement device as previously described.
  • a true balance factor (Bw) is determined by setting the actual imbalance (MB) in relation to the allowable payload (MF) of the elevator car.
  • MF allowable payload
  • a possibly required additional weight can be determined as the difference between the required balancing factor (Bg) minus the actual balancing factor (Bw) and multiplication by the permissible load, and the counterweight can be weighted with this additional weight or relieved accordingly if the result is negative.
  • the advantage of this design is that balancing can be easily and safely controlled and / or corrected.
  • the number of brake units used is 2 or a multiple of 2. This is advantageous because usually two brake tracks are present and thus the brake units can be distributed symmetrically on the brake tracks. It is also possible to use several small brake units instead of large brake units. This is inexpensive because modular braking devices can be interconnected into a system.
  • parameters of the brake unit acquired during commissioning are checked for conformity with default values.
  • these commissioning values or parameters determined during commissioning are stored, and a running status check evaluates the characteristic values during normal brake application of each brake application.
  • the condition check compares continuously determined characteristic values with the commissioning values and in case of unexpected deviations a recalibration, a service message or a fault message is generated. This allows the function of the braking device to be ensured for a long time, and allows targeted maintenance.
  • the determined effective coefficient of friction ( ⁇ e) is used as the parameter.
  • a determined normal force characteristic curve is used as the parameter, which is stored as a function of a delivery measuring device or a delivery path.
  • a correct function of the brake force measuring device is checked by comparing a measured braking force (FB) with a required driving force for moving the elevator car (FA), for which purpose a static braking force (FBST) is measured with the elevator car stationary and a dynamic braking force (FBdyn) is measured at a constant driving speed and a small-acting brake application force (FBw) and the difference between these two measurements (FBdyn-Fbstat) is compared with the required driving force (FA), for example an engine torque (TA).
  • FBST static braking force
  • FBdyn dynamic braking force
  • FA engine torque
  • a device is used to carry out the start-up method, which device can be connected to the brake device and controls the sequence of startup.
  • This is particularly advantageous, since by means of this device, for example, instructions can be given to the person performing, calculations can be performed automatically and the results of commissioning can be stored, or output in a report. This is safe and efficient.
  • the elevator installation 1 comprises an elevator cage 2 which is connected by means of suspension 4 to a counterweight 3.
  • the elevator car 2 is driven by a drive 5 by means of suspension 4.
  • the elevator car 2 is guided by guide rails 6 essentially in the vertical direction in an elevator shaft 7 by means of guide shoes 23. Elevator car 2 and counterweight 3 move in the same way in the elevator shaft 7.
  • the elevator car 2 is used to transport the delivery load 10.
  • the elevator system 1 is controlled by an elevator control 8.
  • the elevator car is provided with a braking device 11, which can hold the elevator car 2 at a standstill and which, if necessary, can brake the elevator car 2 from a driving state to a standstill.
  • the brake device 11 comprises at least one brake unit 12 which can be brought into engagement with a brake track 6. In the example shown in FIG. 1, the guide rail 6 and the brake track 6 one and the same element.
  • the brake device 11 further comprises a brake control unit 13 which controls the brake unit 12.
  • the brake control unit 13 gives the brake unit 12 braking values which the brake unit 12 adjusts.
  • an acceleration sensor 22 is mounted on the car 2, which detects a current acceleration state of the car 2 and at least passes it on to the brake control unit 13 and / or the elevator control 8.
  • a device 9 is further connected to the elevator control 8, which controls a startup procedure of the elevator installation 1.
  • this device 9 is a mobile computer, such as a laptop, PDA, or the like.
  • This device 9 contains the necessary evaluation and control routines to carry out the commissioning of the elevator system 1, and the braking device 11 easily.
  • FIG. 1a shows the elevator installation shown in FIG. 1 in a schematic plan view of the elevator cage 2.
  • the elevator cage 2 is guided by two guide rails or brake tracks 6.
  • the counterweight 3 is located in the same shaft 7 and is guided along its own guide rails (not labeled).
  • the braking device 11 is mounted on the elevator car 2, wherein in the example two brake units 12.1, 12.2 are used, which can each act on a brake track 6.
  • FIGS. 2 and 3 show an exemplary brake unit 12.
  • the brake unit 12 comprises a brake housing 16 with a fixed brake plate 14 and a feed device 15 which has a second brake plate 14.
  • the brake unit 12 comprises the brake track 6 and by means of the feed device 15, the brake plates 14 can be delivered, whereby a braking or holding force can be generated.
  • the delivery is controlled and regulated by means of a control device 17.
  • the guide shoe 23 serves to guide the brake unit 12 and / or the elevator car 2.
  • a normal force FN generated by the brake unit 12 is measured.
  • the normal force FN generates the braking force FB defined by a coefficient of friction ⁇ .
  • a single braking force FB per braking unit is measured and from this a coefficient of friction ⁇ is determined which corresponds to the value FN divided by FB, that is to say a braking unit related coefficient of friction.
  • an attachment housing 18 leads the braking force FB from the brake plates 14 via a carrier pin 19 to the elevator cage 2.
  • the braking force can be measured by a brake force measuring device 20.
  • the measured values of normal force FN, braking force FB or a delivery path, which can be measured for example in the delivery device 15, are detected by the control device 17 and forwarded directly or possibly via the brake control unit 13 and / or elevator control 8 to the commissioning device 9.
  • these measured values are also used by the control device 17, the brake control unit 13 and / or the elevator control 8 for their own tasks.
  • the brake unit 12 slides at a speed v of the brake track 6, while holding this speed v is equal to zero.
  • This embodiment allows an efficient control of the braking device 11 in the event of an operation, since the brake control unit 13 can specify a desired normal force FN to each brake unit 12 and the brake unit 12 adjusts this value independently.
  • these values can simply be used to calculate an effective brake safety SB.
  • the drive 5 is provided with a device for detecting the drive torque TA.
  • the drive provides this measurement signal to the drive controller 8.
  • the elevator car 2 is equipped with the acceleration sensor 22.
  • the signal of the acceleration sensor 22 is likewise made available to the elevator control 8 via the car.
  • the car 2 contains the braking device 11, which consists of a plurality of brake units 12.
  • Each of the brake units 12 has normal force measurement 21, brake force measurement 20 and in the illustrated example further on the measurement of the effective feed travel of the feed device 15.
  • the measured values are
  • the elevator control 8 is also made available via the brake unit, or the measurement signals are made available via the elevator control 8 to the device 9 for controlling the startup procedure.
  • the device 9 is connected to the elevator control 8 in the example shown. This allows operation of the device from one floor. Of course, the device could be connected to other data points such as the brake control unit 13 or to the braking device 11.
  • the device 9 for controlling the commissioning process controls the removal process and gives necessary instructions to operating personnel.
  • Fig. 5 gives an overview of the main masses of a lift installation.
  • the car 2 with the empty mass MK is connected to a suspension element 4 which has the mass MT to the counterweight 3.
  • the counterweight 3 has the mass MC.
  • the drive 5, which drives the car 2 and the counterweight 3 via the suspension element 4, has a mass equivalent MA which corresponds to the rotational mass of the drive components 5.
  • the car 2 is loaded with a maximum allowable delivery load 10 which corresponds to the mass MF.
  • the cabin 2 is provided with a braking device 11.
  • FIGS. 6a to 6c show a representation of possible measuring points for starting up the braking device 11 or the elevator installation 1.
  • the cabin is unloaded, that is to say the current mass MF is zero.
  • FIGS. 6a to 6c are to be considered in conjunction with FIG. In Fig. 6a, the measuring point is shown in the lowest stop HB.
  • the mass fraction MT of the suspension element 4 is substantially on the side of the car 2.
  • the measurement FB corresponds to the preponderance of counterweight 2 to empty cabin 2 and suspension means 4th
  • FIG. 6b shows a measuring point in the middle stop HM.
  • Cabin 2 and counterweight 3 are at the same height and the mass fraction MT of the suspension element 4 is divided substantially evenly on the side of the car 2 and the counterweight 3.
  • the measurement FB corresponds to the sole preponderance of counterweight 2 to empty cabin 2.
  • Fig. 6c the measuring point in the uppermost stop HT is shown.
  • the mass fraction MT of the suspension element 4 is substantially on the side of the counterweight 3.
  • the measurement FB corresponds to the preponderance of counterweight 2 and suspension means 4 to the empty cabin 2.
  • the measuring point according to FIG. 6b can of course also be calculated as an average value between the measured value Fig. 6a and 6c determine.
  • the elevator expert can arbitrarily change the set shapes and arrangements.
  • the illustrated arrangement of a drive in the shaft head can be replaced by a drive on the car or on the counterweight or the braking device can be arranged at the upper end of the cabin or below and above the cabin or laterally of the cabin.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Elevator Control (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)
  • Cage And Drive Apparatuses For Elevators (AREA)
EP07109524.4A 2006-06-19 2007-06-04 Procédé destiné à la vérification d'un dispositif de frein de levage, un procédé destiné à la mise en service d'une installation de levage et un dispositif destiné à l'exécution d'une mise en service Active EP1870369B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
PL07109524T PL1870369T3 (pl) 2006-06-19 2007-06-04 Sposób sprawdzania urządzenia hamującego dźwigu, sposób uruchamiania instalacji dźwigowej i urządzenie do przeprowadzania uruchomienia
EP07109524.4A EP1870369B1 (fr) 2006-06-19 2007-06-04 Procédé destiné à la vérification d'un dispositif de frein de levage, un procédé destiné à la mise en service d'une installation de levage et un dispositif destiné à l'exécution d'une mise en service
EP10183872.0A EP2316776B1 (fr) 2006-06-19 2007-06-04 Procédé pour la mise en service d'un système d'ascenseur

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP06115686 2006-06-19
EP07109524.4A EP1870369B1 (fr) 2006-06-19 2007-06-04 Procédé destiné à la vérification d'un dispositif de frein de levage, un procédé destiné à la mise en service d'une installation de levage et un dispositif destiné à l'exécution d'une mise en service

Related Child Applications (2)

Application Number Title Priority Date Filing Date
EP10183872.0A Division-Into EP2316776B1 (fr) 2006-06-19 2007-06-04 Procédé pour la mise en service d'un système d'ascenseur
EP10183872.0A Division EP2316776B1 (fr) 2006-06-19 2007-06-04 Procédé pour la mise en service d'un système d'ascenseur

Publications (2)

Publication Number Publication Date
EP1870369A1 true EP1870369A1 (fr) 2007-12-26
EP1870369B1 EP1870369B1 (fr) 2018-01-10

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EP07109524.4A Active EP1870369B1 (fr) 2006-06-19 2007-06-04 Procédé destiné à la vérification d'un dispositif de frein de levage, un procédé destiné à la mise en service d'une installation de levage et un dispositif destiné à l'exécution d'une mise en service
EP10183872.0A Active EP2316776B1 (fr) 2006-06-19 2007-06-04 Procédé pour la mise en service d'un système d'ascenseur

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PL (1) PL1870369T3 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090057067A1 (en) * 2007-08-31 2009-03-05 Boyd John W Hydraulic elevating platform assembly
EP2319792A1 (fr) * 2009-11-05 2011-05-11 DB Services West GmbH Procédé et dispositif destinés au contrôle du système de freinage d'une installation d'ascenseur
WO2017093050A1 (fr) 2015-12-02 2017-06-08 Inventio Ag Procédé de commande d'un dispositif de freinage d'une installation d'ascenseur
EP3126276B1 (fr) 2014-04-03 2018-06-27 ThyssenKrupp Elevator AG Ascenseur équipé d'un dispositif de freinage
DE102012109969B4 (de) 2011-10-18 2019-12-19 Alfons Wahl Bremseinrichtung für einen Aufzug
CN113247731A (zh) * 2021-06-30 2021-08-13 洛阳智超机电科技有限公司 一种多绳提升机系统负荷检测及安全制动控制方法

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Publication number Priority date Publication date Assignee Title
CN103226351B (zh) * 2013-03-18 2015-08-19 康力电梯股份有限公司 一种扶梯附加制动器测试系统
DE102014213404A1 (de) * 2014-07-10 2016-01-14 Thyssenkrupp Ag Aufzugsanlage mit Bremseinrichtung am Fahrkorb und Verfahren zum Betrieb der Selbigen

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EP0640552A1 (fr) * 1993-08-24 1995-03-01 Garaventa Holding Ag Dispositif de blocage et d'accrochage pour le chariot guidé sur rails d'un ascenseur oblique ou vertical
EP1167269A1 (fr) * 2000-01-11 2002-01-02 Kabushiki Kaisha Toshiba Dispositif d'arret d'urgence d'ascenseur
WO2005068337A1 (fr) * 2003-12-31 2005-07-28 Otis Elevator Company Dispositif de securite d'ascenseur

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DE10306375B3 (de) * 2003-02-15 2004-10-14 Henning Gmbh Verfahren zur Überprüfung von Fangvorrichtungen
MY192706A (en) * 2004-12-17 2022-09-02 Inventio Ag Lift installation with a braking device, and method for braking and holding a lift installation

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0640552A1 (fr) * 1993-08-24 1995-03-01 Garaventa Holding Ag Dispositif de blocage et d'accrochage pour le chariot guidé sur rails d'un ascenseur oblique ou vertical
EP1167269A1 (fr) * 2000-01-11 2002-01-02 Kabushiki Kaisha Toshiba Dispositif d'arret d'urgence d'ascenseur
WO2005068337A1 (fr) * 2003-12-31 2005-07-28 Otis Elevator Company Dispositif de securite d'ascenseur

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090057067A1 (en) * 2007-08-31 2009-03-05 Boyd John W Hydraulic elevating platform assembly
US8210319B2 (en) * 2007-08-31 2012-07-03 John W. Boyd Hydraulic elevating platform assembly
EP2319792A1 (fr) * 2009-11-05 2011-05-11 DB Services West GmbH Procédé et dispositif destinés au contrôle du système de freinage d'une installation d'ascenseur
DE102012109969B4 (de) 2011-10-18 2019-12-19 Alfons Wahl Bremseinrichtung für einen Aufzug
EP3126276B1 (fr) 2014-04-03 2018-06-27 ThyssenKrupp Elevator AG Ascenseur équipé d'un dispositif de freinage
WO2017093050A1 (fr) 2015-12-02 2017-06-08 Inventio Ag Procédé de commande d'un dispositif de freinage d'une installation d'ascenseur
US10723586B2 (en) 2015-12-02 2020-07-28 Inventio Ag Method for driving a brake device of an elevator system
CN113247731A (zh) * 2021-06-30 2021-08-13 洛阳智超机电科技有限公司 一种多绳提升机系统负荷检测及安全制动控制方法

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Publication number Publication date
EP1870369B1 (fr) 2018-01-10
EP2316776A1 (fr) 2011-05-04
EP2316776B1 (fr) 2019-10-09
PL1870369T3 (pl) 2018-06-29

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