EP1288155A1 - Verfahren und Vorrichtung zur Ermittlung des Zustandes eines Schienenstranges - Google Patents
Verfahren und Vorrichtung zur Ermittlung des Zustandes eines Schienenstranges Download PDFInfo
- Publication number
- EP1288155A1 EP1288155A1 EP02018884A EP02018884A EP1288155A1 EP 1288155 A1 EP1288155 A1 EP 1288155A1 EP 02018884 A EP02018884 A EP 02018884A EP 02018884 A EP02018884 A EP 02018884A EP 1288155 A1 EP1288155 A1 EP 1288155A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- data
- rail track
- receiver
- transmitters
- distance
- 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
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B7/00—Other common features of elevators
- B66B7/12—Checking, lubricating, or cleaning means for ropes, cables or guides
- B66B7/1207—Checking means
- B66B7/1246—Checking means specially adapted for guides
Definitions
- the invention relates to a method and a device for determining the state a rail track according to the definition of the claims.
- Guide rails are used to guide objects such as guidance of elevator cars. As a rule, several guide rails become one Rail track connected. Elevator cabins are usually hanging on ropes promoted and guided along the rail track via guide wheels. Here comes the Straightness of the rail track means that the driving comfort depends on it. Deviations from the straightness of the rail track lead to vibrations in the Elevator car. Especially with a long track as well as fast ones Elevator cabs, for example in tall buildings, cause such vibrations highly noticeable and are perceived by passengers as disadvantageous.
- the object of the present invention is a simple, quick and precise method to determine the condition of a rail track. This procedure and the corresponding device should use proven techniques and standards of Mechanical engineering to be compatible.
- the present invention solves the problem with the aid of three or more transmitters and a receiver to adjust the position of the receiver with respect to a track determine.
- the transmitters become one in an elevator shaft Elevator system distributed and fixed in place.
- the transmitters are advantageously in The largest possible angular distances to the receiver in the elevator shaft for one Triangolation arranged.
- the receiver is in a constant Distance moved with respect to a guide surface of the rail track.
- a management area is the area along which the elevator car is located on the rail track is promoted.
- the receiver is built into the guide surface of the Rail line attached. Similar to a GPS (Global Positioning System) they send Transmitter radio signals to the receiver.
- GPS Global Positioning System
- additional sensors detect freely selectable locations such as rail fastenings, rail brackets, holdings or positions of the Landing doors as soon as the receiver passes their height in the elevator shaft.
- An acceleration sensor for the detection of Acceleration forces are provided in the elevator car. This is advantageously done further detection simultaneously with the determination of the position of the guide surface.
- the receiver detects as it moves along the guide surface of the Track is moved over the entire length of the track, preferably continuously the distances to the individual transmitters or respectively Position of rail fastenings, rail brackets and shaft doors with respect to the Displacement range of the receiver.
- the receiver preferably determines on the basis of the detected radio signals distance data, i.e. the current distance to the transmitters. This distance data becomes incremental per unit of length and time, for example determined.
- the resulting distance data are preferably forwarded to the evaluation unit.
- the evaluation unit compares the distance data with reference data from Distance between the receiver and the transmitters. Such reference data are, for example, in determined and stored in a calibration process. This comparison provides the result Deviations from the straightness of the rail track. This result can be represent graphically as a curvature in space, for example.
- An advantageous result The evaluation is a correction report, according to which the installer checks the individual Align guide rails of the rail track. Equipped with precise The fitter can make diagrams as well as alignment suggestions for the rail track news and thus quickly achieve optimal driving behavior of the elevator car or maintained.
- Fig. 1 shows schematically a first exemplary embodiment of a device for Determination of the state of a rail track SS in an elevator shaft with at least three transmitters S1, S2, S3 and a receiver E.
- the receiver E is movable with respect to the rail track SS, which is indicated by an elongated double arrow is pictured.
- the transmitters S1, S2, S3 are distributed and arbitrarily in the elevator shaft fixed in place. In order to increase the measuring accuracy, the transmitters are preferably like this to ensure that the largest possible angle to the receiver is created.
- Sensors S4, S5, S6 can optionally be provided, which are in addition to the receiver E Detect an important feature of the rail track SS.
- Such is advantageously carried out Detection by the sensors S4, S5, S6 simultaneously with the receiver Rail track SS are guided along and the positions of the rail fastenings SB resp. the connecting straps VL resp. of the ST shaft doors located in the elevator shaft become.
- the distance data AD of the receiver E to the transmitters S1, S2, S3 can be used Prepare additional distance data ZAD.
- Such additional sensors S4, S5, S6 determine additional distance data ZAD.
- a first sensor S4 determines the position of the Rail fastenings SB to rail track SS
- a second sensor S5 detects the Position of the connecting strap or its screws in the rail track SS
- third sensor S6 determines the distance and position of shaft doors ST to Rail track SS.
- These additional distance data are preferably ZAD determined incrementally per unit of length and time.
- the sensors S4, S5, S6 are concerned are, for example, commercially available distance meters mechanical, electronic and / or optical type.
- Fig. 4 shows a schematic block diagram of the acquisition, forwarding and Evaluation of distance data AD, or additional distance data ZAD, respectively lifting height data HD, respectively acceleration data BD.
- From the recipient E Distance data AD and lifting height data HD determined are sent to the Evaluation unit AE forwarded. Additional determined by sensors S4, S5, S6 Distance data ZAD are forwarded to the evaluation unit AE. from Acceleration sensor S7 determined acceleration data BD are sent to the Evaluation unit AE forwarded.
- the distance data AD, respectively additional distance data ZAD, respectively lifting height data HD, respectively Acceleration data BD as signals, preferably as digital signals, for example via an electrical signal line or wirelessly to the evaluation unit AE transmitted.
- the evaluation unit AE is advantageously a commercially available computer with central processing unit and at least one memory, communication interfaces, etc..
- the optional added additional Distance data ZAD thus serve to prepare the distance data AD or the Correction data in the evaluation unit AE.
- the distance between the landing door ST is one Correction of the rail track is important insofar as in this area the Distance is defined and must not be adjusted arbitrarily. Corrections can be made to the Fastening tabs BL and the rail fastenings SB are made there However, the distance to the ST shaft doors must not be outside the tolerance range be moved.
- reference curves R of the third type c For example Slope of the reference curve R calculated.
- the slope of the reference curve R becomes one horizontal lateral acceleration calculated, which from the track SS to the Elevator cabin AK is induced. It is intended to have a maximum allowable Acceleration range or a freely adjustable permissible acceleration interval to specify and to calculate the course of the reference curve R so that this moved within this acceleration interval.
- the Reference curve R exceed the acceleration range, the track SS aligned. This ensures that, on the one hand, the rail track SS is only as accurate as must be aligned and expensive assembly time can be saved, on the other hand however, no vibrations from the SS rail track impairing driving comfort be transferred to the elevator car AK.
- the reference curve R and the Reference data RD can be saved and can be called up. It is possible that Reference data RD in a central database, for example in an archive save and the fitter, for example on demand as signals, preferably as digital signals, for example via an electrical signal line or wirelessly via Radio to deliver. It is of course also possible to have the reference data RD in a decentralized manner To save evaluation unit AE. With knowledge of the present invention Specialist diverse possibilities of variation when saving and available set of reference curves or reference data.
- a fifth process step localized oddities of the rail track are identified SS from the fitter, for example, based on a correction report based on a Reference curve R aligned with reference data RD.
- the reference data allow precise Diagrams as well as specific alignment suggestions so that the fitter can assemble the rail track SS can report precisely and quickly.
- the monitor M is part of a mobile one Computers, for example a handheld, which, for example, via signal cables or receives wireless reference data RD wirelessly.
- Evaluation unit AE and the monitor M in a mobile computer, for example in a handheld. Overall, the quality of the alignment work significantly increased.
Landscapes
- Length Measuring Devices With Unspecified Measuring Means (AREA)
- Lift-Guide Devices, And Elevator Ropes And Cables (AREA)
- Machines For Laying And Maintaining Railways (AREA)
- Indicating And Signalling Devices For Elevators (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
Description
- Fig. 1
- eine schematische Darstellung einen Teils einer ersten Ausführungsform einer Aufzugsanlage mit drei Sendern und einem Empfänger,
- Fig. 2
- eine schematische Darstellung einen Teils einer zweiten Ausführungsform einer Aufzugsanlage mit Sensoren an Schienenbefestigungen, Schienenlaschen und Schachttüren,
- Fig. 3
- eine schematische Darstellung einen Teils einer dritten Ausführungsform einer Aufzugsanlage mit einem Beschleunigungssensor in der Aufzugskabine, und
- Fig. 4
- ein Blockdiagramm der Erfassung, Weiterleitung und Auswertung von Abstandsdaten respektive Hubhöhendaten respektive zusätzliche Abstandsdaten respektive Beschleunigungsdaten.
- Anhand der Beschleunigungsdaten BD können Bereiche des Schienenstranges SS lokalisiert werden, in welchen der Schienenstrang SS in unzulässiger Weise ungenau montiert ist. Die Beschleunigungsdaten BD dienen dann als Lokalisierungshilfe von unzulässigen Abweichungen. Der Monteur muss den Schienenstrang SS dann nur in solchen lokalisierten "auffälligen Bereichen" ausrichten, was die Montagezeiten respektive die Korrekturzeiten merklich reduziert.
- Durch die Abstandsdaten AD des Schienenstranges SS einerseits und durch das Beschleunigungsdaten BD andererseits ist es möglich, ein für die Aufzugsanlage charakteristisches Übertragungsverhalten in Abhängigkeit des Weges zu bestimmen. Das Übertragungsverhalten kann dann beispielsweise für eine aktive Ausreglung der Schienenungenauigkeiten "Active Ride" verwendet werden. Nachdem die "kritischen Bereiche" in oben beschriebener Weise in Form des Korrekturprotokolls bekannt sind, kann mit Hilfe der Einrichtung zur Messung der Geradheit des Schienenstranges SS, insbesondere mit Hilfe des Empfängers E, die jeweilige Stelle einfach und schnell wiedergefunden werden. Dazu bewegt der Monteur den Empfänger E wiederum entlang des Schienenstranges SS und verfolgt dabei beispielsweise in Echtzeit das Ergebnis der Triangolation, aus dem er die momentane Position des Empfängers E ablesen kann. Auf diese Weise bewegt er den Empfänger E bis an die "kritische Stelle", die er dann entsprechend dem Korrekturprotokoll ausrichten kann.
- Der Schienenstrang wird mit Hilfe von ortsfest angeordneten Sendern im Aufzugsschacht erfasst. Dies erfolgt in inkrementalen Schritten und liefert AbsolutPositionen des Schienenstranges. Ungeradheiten des Schienenstranges lassen sich so sehr exakt lokalisieren.
- Gegenüber bisher bekannten Laserjustiereinrichtungen entfällt das Ausrichten des Laserstrahles, treten keine Verfälschungen auf, welche durch optische Effekte bzw. durch Ablenkung, mangels unzureichender Strahlbündelung oder aber Hindernisse im Aufzugsschacht bedingt sind.
- Bestimmung/Ermittlung des Übertragungsverhaltens zwischen Schienenstrang und Aufzugskabine bei Ausführungsformen mit Beschleunigungsmessung in der Aufzugskabine.
- Ausrichtung des Schienenstranges ohne Aufzugskabine möglich, z.B. durch Absenken/Hochziehen des Empfängers entlang des Schienenstranges.
- Kontinuierliche Erfassung der Ungeradheit des Schienenstranges.
- Sensoren detektieren die Schienenbefestigungen und Schienenlaschen. Damit werden Störstellen und gleichzeitig Stellen, wo der Schienenstrang korrigiert werden kann, sehr exakt lokalisiert.
- Exaktes Ausrichten des Schienenstranges dank konkreter Angaben in Millimetern wo und wieviel korrigiert werden muss.
Claims (10)
- Verfahren zur Ermittlung des Zustandes eines Schienenstranges (SS) eines Aufzugs, dadurch gekennzeichnet, dass ein Empfänger (E) entlang des Schienenstranges (SS) bewegt wird, dass von mindestens drei, vorzugsweise ortsfesten Sendern (S1, S2, S3) Funksignale gesendet werden, dass diese Funksignale vom Empfänger (E) empfangen werden, dass aus diesen Funksignalen Abstandsdaten (AD) vom Abstand des Empfängers (E) zu den Sendern (S1, S2, S3), vorzugsweise inkremental pro Längen- und Zeiteinheit, ermittelt werden, dass diese Abstandsdaten (AD) von einer Auswerteeinheit (AE) mit Referenzdaten (RD) vom Abstand des Empfängers (E) zu den Sendern (S1, S2, S3) verglichen werden und dass daraus ein Ergebnis über den Zustand des Schienenstranges (SS) ausgegeben wird.
- Verfahren gemäss Anspruch 1, dadurch gekennzeichnet, dass mehrere Gruppen von Sendern (S1, S2, S3) angeordnet werden und/oder dass die Sender (S1, S2, S3) einer Gruppe in einem Winkelabstand zueinander angeordnet werden und/oder dass einen Übergang von einer Gruppe von Sendern (S1, S2, S3) auf eine angrenzende Gruppe von Sendern (S1, S2, S3) durch Hubhöhendaten (HD) markiert wird und dass diese Hubhöhendaten (HD) an eine Auswerteeinheit (AE) weitergeleitet werden.
- Verfahren gemäss einem der Ansprüche 1 oder 2, dadurch gekennzeichnet, dass der Empfänger (E) über ein Führungssystem, beispielsweise eine Rollenführung oder eine Gleitführung entlang einer Führungsfläche (FF) bewegt wird und/oder dass der Empfänger (E) von mindestens einem Magneten im konstanten Abstand zum Schienenstrang (SS) gehalten wird.
- Verfahren gemäss einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass durch einen ersten Sensor (S4) die Position von Schienenbefestigungen (SB) im Schienenstrang (SS) ermittelt wird und/oder dass von einem zweiten Sensor (S5) die Position von Verbindungslaschen (VL) zum Schienenstrang (SS) ermittelt wird und/oder dass von einem dritten Sensor (S6) die Position von Schachttüren (ST) zum Schienenstrang (SS) ermittelt wird.
- Verfahren gemäss einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass über mindestens einen Beschleunigungssensor (S7) eine Querbeschleunigung in einer Aufzugskabine (AK), insbesondere inkremental pro Längen- und Zeiteinheit ermittelt wird, und in Form von Beschleunigungsdaten (BD) ausgegeben wird, und/oder dass diese Beschleunigungsdaten (BD) an eine Auswerteeinheit (AE) weitergeleitet werden.
- Verfahren gemäss einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass in der Auswerteeinheit (AE), ausgehend von zuvor ermittelten Abstandsdaten (AD), respektive zusätzlichen Abstandsdaten (ZAD), respektive Hubhöhendaten (HD), respektive Beschleunigungsdaten (BD), eine Referenzkurve (R) mit Referenzdaten (RD) berechnet wird.
- Verfahren gemäss Anspruch 6, dadurch gekennzeichnet, dass aus Abstandsdaten (AD) ein unterster Punkt der Referenzkurve (R) und ein oberster Punkt der Referenzkurve (R) berechnet wird und dass zwischen diesem untersten- und obersten Punkt der Referenzkurve (R) die gesamte Referenzkurve (R) mit Referenzdaten (RD) berechnet wird, wobei eine Gerade durch den untersten- und den obersten Punkt der Referenzkurve (R) gelegt wird und/oder eine Gerade durch den untersten- und den obersten Punkt der Referenzkurve (R) durch zusätzliche Abstandsdaten (ZAD) angepasst wird und/oder eine Gerade durch den untersten- und den obersten Punkt der Referenzkurve (R) durch Beschleunigungsdaten (BD) angepasst wird.
- Verfahren gemäss Anspruch 7, dadurch gekennzeichnet, dass ein maximal zulässiger Beschleunigungsbereich vorgegeben wird und dass der Schienenstrang (SS) ausgerichtet wird, sobald der Beschleunigungsbereich überschritten wird.
- Vorrichtung zur Ermittlung des Zustandes eines Schienenstranges (SS) eines Aufzugs, dadurch gekennzeichnet, dass ein Empfänger (E) entlang des Schienenstranges (SS) beweglich angeordnet ist, dass mindestens drei Funksignale sendende Sender (S1, S2, S3) vorgesehen sind, dass der Empfänger (E) diese Funksignale empfängt, dass aus diesen Funksignalen Abstandsdaten (AD) vom Empfänger (E) zu den Sendern (S1, S2, S3) ermittelbar sind, dass eine Auswerteeinheit (AE) diese Abstandsdaten (AD) mit Referenzdaten (RD) vom Abstand des Empfängers (E) zu den Sendern (S1, S2, S3) vergleicht und daraus ein Ergebnis über den Zustand des Schienenstranges (SS) ausgibt.
- Vorrichtung gemäss Anspruch 9, dadurch gekennzeichnet, dass sie Merkmale einer der Ansprüche 2 bis 8 aufweist.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP02018884A EP1288155B1 (de) | 2001-08-27 | 2002-08-24 | Verfahren und Vorrichtung zur Ermittlung des Zustandes eines Schienenstranges |
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP01120386 | 2001-08-27 | ||
EP01120386 | 2001-08-27 | ||
EP02018884A EP1288155B1 (de) | 2001-08-27 | 2002-08-24 | Verfahren und Vorrichtung zur Ermittlung des Zustandes eines Schienenstranges |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1288155A1 true EP1288155A1 (de) | 2003-03-05 |
EP1288155B1 EP1288155B1 (de) | 2005-11-09 |
Family
ID=8178419
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP02018884A Expired - Lifetime EP1288155B1 (de) | 2001-08-27 | 2002-08-24 | Verfahren und Vorrichtung zur Ermittlung des Zustandes eines Schienenstranges |
Country Status (13)
Country | Link |
---|---|
US (1) | US6809650B2 (de) |
EP (1) | EP1288155B1 (de) |
JP (1) | JP4372397B2 (de) |
CN (1) | CN1204370C (de) |
AT (1) | ATE309169T1 (de) |
AU (1) | AU2002300743B2 (de) |
BR (1) | BR0203407B1 (de) |
CA (1) | CA2399664C (de) |
DE (1) | DE50204835D1 (de) |
HK (1) | HK1054731A1 (de) |
MY (1) | MY136509A (de) |
SG (1) | SG98067A1 (de) |
ZA (1) | ZA200206800B (de) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102007057323A1 (de) * | 2007-11-29 | 2009-06-04 | Jürgen Dipl.-Ing. Pesch | Hubspeicherkraftwerk als besondere Form eines Speicherkraftwerkes, welches der Speicherung von elektrischer Energie durch Umwandlung in potentielle Energie einer Hubmasse dient |
EP3653555A1 (de) * | 2018-11-16 | 2020-05-20 | KONE Corporation | Aufzugsanordnung und verfahren |
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CA2341089C (en) | 2001-03-16 | 2002-07-02 | Paul F. Brodie | Ship ballast water sterilization method and system |
EP2562123A1 (de) * | 2011-08-24 | 2013-02-27 | Inventio AG | Aufzug mit Fahrstreckenüberwachung |
EP2955145B1 (de) * | 2014-06-13 | 2016-12-21 | KONE Corporation | Vorrichtung und Verfahren zur Ausrichtung von Aufzugsführungsschienen |
WO2018001823A1 (de) | 2016-06-30 | 2018-01-04 | Inventio Ag | Aufzugsanlage und verfahren zur überwachung einer aufzugsanlage |
WO2018060542A1 (en) * | 2016-09-29 | 2018-04-05 | Kone Corporation | Electronic information plate of an elevator component |
KR101857449B1 (ko) * | 2017-11-22 | 2018-05-15 | 한국건설기술연구원 | 피난용 승강기의 안전점검 시스템 및 그 방법 |
US11434104B2 (en) | 2017-12-08 | 2022-09-06 | Otis Elevator Company | Continuous monitoring of rail and ride quality of elevator system |
CN110143497B (zh) * | 2018-06-19 | 2020-08-11 | 浙江大学山东工业技术研究院 | 一种罐笼门和防护栏的检测方法 |
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WO1991000531A1 (en) * | 1989-06-30 | 1991-01-10 | Kabushiki Kaisha Komatsu Seisakusho | Position measuring device of underground excavator |
JPH0597349A (ja) * | 1991-10-08 | 1993-04-20 | Hitachi Building Syst Eng & Service Co Ltd | エレベーターガイドレールの据付精度測定装置 |
JPH05193865A (ja) * | 1992-01-17 | 1993-08-03 | Hitachi Building Syst Eng & Service Co Ltd | ガイドレールの据付位置測定装置 |
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DE69633220T2 (de) * | 1995-01-31 | 2005-01-13 | Kone Corp. | Steuerungsverfahren und -vorrichtung für aufzughebemotor |
US5644111A (en) * | 1995-05-08 | 1997-07-01 | New York City Housing Authority | Elevator hatch door monitoring system |
EP0751088B1 (de) * | 1995-06-30 | 2001-02-28 | Inventio Ag | Einrichtung zur Erzeugung von Schachtinformation |
JP3572153B2 (ja) * | 1996-10-09 | 2004-09-29 | 株式会社日立ビルシステム | 移送体の走行特性測定装置 |
US5889239A (en) * | 1996-11-04 | 1999-03-30 | Otis Elevator Company | Method for monitoring elevator leveling performance with improved accuracy |
JPH10139308A (ja) * | 1996-11-12 | 1998-05-26 | Toshiba Elevator Technos Kk | エレベータの安全装置 |
US5783784A (en) * | 1996-11-19 | 1998-07-21 | Otis Elevator Company | Differential reflectometery for position reference in an elevator system |
DE19717661A1 (de) * | 1997-04-25 | 1998-10-29 | Krupp Foerdertechnik Gmbh | Verfahren und Einrichtung zur kontinuierlichen Erkennung wesentlicher Merkmale eines Schienenfahrzeugs |
US5931264A (en) | 1997-09-25 | 1999-08-03 | Otis Elevator Company | Rail survey unit |
US6554107B2 (en) * | 2001-09-27 | 2003-04-29 | Mitsubishi Denki Kabushiki Kaisha | Elevator system |
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2002
- 2002-08-09 JP JP2002232669A patent/JP4372397B2/ja not_active Expired - Fee Related
- 2002-08-12 SG SG200204867A patent/SG98067A1/en unknown
- 2002-08-14 MY MYPI20023009A patent/MY136509A/en unknown
- 2002-08-23 CN CNB021301379A patent/CN1204370C/zh not_active Expired - Fee Related
- 2002-08-23 CA CA002399664A patent/CA2399664C/en not_active Expired - Fee Related
- 2002-08-24 EP EP02018884A patent/EP1288155B1/de not_active Expired - Lifetime
- 2002-08-24 DE DE50204835T patent/DE50204835D1/de not_active Expired - Lifetime
- 2002-08-24 AT AT02018884T patent/ATE309169T1/de not_active IP Right Cessation
- 2002-08-26 AU AU2002300743A patent/AU2002300743B2/en not_active Ceased
- 2002-08-26 US US10/227,959 patent/US6809650B2/en not_active Expired - Fee Related
- 2002-08-26 ZA ZA200206800A patent/ZA200206800B/xx unknown
- 2002-08-27 BR BRPI0203407-7A patent/BR0203407B1/pt not_active IP Right Cessation
-
2003
- 2003-09-02 HK HK03106266A patent/HK1054731A1/xx not_active IP Right Cessation
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WO1991000531A1 (en) * | 1989-06-30 | 1991-01-10 | Kabushiki Kaisha Komatsu Seisakusho | Position measuring device of underground excavator |
JPH0597349A (ja) * | 1991-10-08 | 1993-04-20 | Hitachi Building Syst Eng & Service Co Ltd | エレベーターガイドレールの据付精度測定装置 |
JPH05193865A (ja) * | 1992-01-17 | 1993-08-03 | Hitachi Building Syst Eng & Service Co Ltd | ガイドレールの据付位置測定装置 |
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PATENT ABSTRACTS OF JAPAN vol. 017, no. 628 (M - 1512) 19 November 1993 (1993-11-19) * |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102007057323A1 (de) * | 2007-11-29 | 2009-06-04 | Jürgen Dipl.-Ing. Pesch | Hubspeicherkraftwerk als besondere Form eines Speicherkraftwerkes, welches der Speicherung von elektrischer Energie durch Umwandlung in potentielle Energie einer Hubmasse dient |
EP3653555A1 (de) * | 2018-11-16 | 2020-05-20 | KONE Corporation | Aufzugsanordnung und verfahren |
Also Published As
Publication number | Publication date |
---|---|
CA2399664C (en) | 2009-08-18 |
HK1054731A1 (en) | 2003-12-12 |
BR0203407A (pt) | 2003-05-20 |
JP2003104654A (ja) | 2003-04-09 |
JP4372397B2 (ja) | 2009-11-25 |
SG98067A1 (en) | 2003-08-20 |
CN1401969A (zh) | 2003-03-12 |
ATE309169T1 (de) | 2005-11-15 |
MY136509A (en) | 2008-10-31 |
US20030058120A1 (en) | 2003-03-27 |
CN1204370C (zh) | 2005-06-01 |
EP1288155B1 (de) | 2005-11-09 |
US6809650B2 (en) | 2004-10-26 |
BR0203407B1 (pt) | 2010-10-19 |
CA2399664A1 (en) | 2003-02-27 |
ZA200206800B (en) | 2003-04-25 |
DE50204835D1 (de) | 2005-12-15 |
AU2002300743B2 (en) | 2006-11-02 |
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