EP3204322A1 - Method for operating a lift system - Google Patents
Method for operating a lift systemInfo
- Publication number
- EP3204322A1 EP3204322A1 EP15775471.4A EP15775471A EP3204322A1 EP 3204322 A1 EP3204322 A1 EP 3204322A1 EP 15775471 A EP15775471 A EP 15775471A EP 3204322 A1 EP3204322 A1 EP 3204322A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- car
- stop
- elevator
- determined
- driving parameters
- 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
Links
- 238000000034 method Methods 0.000 title claims abstract description 62
- 238000009434 installation Methods 0.000 claims description 21
- 230000001133 acceleration Effects 0.000 claims description 12
- 230000036461 convulsion Effects 0.000 claims description 6
- 238000011156 evaluation Methods 0.000 claims description 5
- 238000004590 computer program Methods 0.000 claims description 3
- 230000001419 dependent effect Effects 0.000 claims description 3
- 238000005265 energy consumption Methods 0.000 claims description 3
- 230000033001 locomotion Effects 0.000 description 3
- 230000010485 coping Effects 0.000 description 2
- 238000010972 statistical evaluation Methods 0.000 description 2
- 230000000007 visual effect Effects 0.000 description 2
- 230000036642 wellbeing Effects 0.000 description 2
- 230000006399 behavior Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000013213 extrapolation Methods 0.000 description 1
- 238000002955 isolation Methods 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
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
- B66B5/0006—Monitoring devices or performance analysers
- B66B5/0018—Devices monitoring the operating condition of the elevator system
- B66B5/0031—Devices monitoring the operating condition of the elevator system for safety reasons
-
- 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
- B66B1/2408—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration where the allocation of a call to an elevator car is of importance, i.e. by means of a supervisory or group controller
- B66B1/2433—For elevator systems with a single shaft and multiple cars
-
- 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
- B66B1/30—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on driving gear, e.g. acting on power electronics, on inverter or rectifier controlled motor
- B66B1/302—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on driving gear, e.g. acting on power electronics, on inverter or rectifier controlled motor for energy saving
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B2201/00—Aspects of control systems of elevators
- B66B2201/30—Details of the elevator system configuration
Definitions
- the present invention relates to a method for operating an elevator installation with at least two cabins which can be moved independently of one another in at least one elevator shaft and to an elevator installation with at least two cabins which can be moved independently of one another in at least one elevator shaft.
- such security measures relate to the case where a first car is to carry out a transport operation from a start stop to a destination stop.
- this transport process can be performed, for example, only if no other cabin of the elevator system in this area between the start stop and the destination stop is located.
- EP 1 565 396 B1 If necessary, it is maintained while waiting, ie the first cabin remains in the start stop until all other cabins are moved in the course of appropriate transport operations out of this area or even completely moved out of this area. This may lead to long waiting times for passengers of the first car in the start stop before the first car begins the transport process.
- Such long waiting times are usually perceived as very unpleasant for passengers. Furthermore, such long waiting times can also irritate and alarm the waiting passengers. In general, such waiting times worsen the ride comfort and affect the well-being of the passengers.
- the invention proposes a method for operating an elevator installation with at least two cabins which can be moved independently of one another in at least one common elevator shaft, wherein a first car of the at least two cars is determined by an elevator control to perform a transport operation from a start station to a destination station to be performed by the elevator control, a start time of the first car, to which the first car starts the transport process from the start station, and
- Driving parameters according to which the first car performs the transport process from the start stop to the destination stop.
- the start time and the driving parameters are calculated taking into account
- the invention further proposes a corresponding elevator installation with at least two cabins which can be moved independently of one another in at least one common lift shaft and which has an elevator control which is capable of carrying out such a method.
- At least two cabins are moved in a common elevator shaft or in several common elevator shafts, in particular independently of one another.
- each of the elevator shafts in particular at least two cabins are each independently movable.
- the invention is also suitable for shaft-changing multi-car systems in which cabs can switch between different elevator shafts. Therefore, such a configuration is also provided as a further aspect of the invention.
- a first car of these at least two cars is determined by an elevator controller to carry out a transport operation from a start stop to a destination stop, in particular in a specific elevator shaft.
- the elevator control determines a start time at which the first car begins this transport operation from the start stop, and driving parameters according to which the first car should carry out this transport operation from the start stop to the destination stop. This determination is made taking into account state parameters of at least one second car of the at least two cars. In particular, this at least one second car is also arranged in the same specific hoistway.
- start time and driving parameters are determined such that the first car in particular the transport process from the start station as fast can start as possible and continue to perform in particular as soon as possible.
- state parameters of those cars are taken into account which are located in the area between the start stop and the destination stop in the specific elevator shaft at the time of the determination.
- these state parameters describe where the corresponding cabin is currently located in the specific hoistway and / or where the corresponding cabin is currently moving in the specific hoistway or is about to move in the near future.
- the elevator control determines from the state parameters in each case a travel curve of the respective car, in particular a speed-of-travel curve.
- a travel curve is in particular a function of the position of the respective car in the hoistway over time or a function of the speed of the respective car in the hoistway over time or over the position of the car.
- the position of the respective cabin can be extrapolated in particular.
- the elevator control determines, in particular, a travel curve for the first car, according to which the first car performs the transportation process. Accordingly, based on the state parameters, the elevator control determines the driving parameters of the first car and, in turn, of these, in particular, the start time and the driving curve of the first car.
- the inventive method is particularly intended for use in a two-cabin system in which two cabins in the common elevator shaft are independently movable.
- Such two-cabin systems are marketed by the applicant under the name "TWIN".
- the invention is not limited to two-cabin systems and is particularly suitable for multi-cabin systems with an appropriate number of cabins.
- the following description is directed to "a second car” and “the second car”, respectively. Without limiting the generality, the following statements apply analogously to "several second cabins" or more cabins.
- the elevator control can advantageously be designed as a central control unit.
- the elevator control can in particular be linked or networked with individual cabin controls of the individual cars. These individual car controls may communicate data (e.g., position data and speed data of the respective car) to the elevator controller, which are taken into account in determining start time and / or driving parameters.
- data e.g., position data and speed data of the respective car
- the driving parameters for carrying out the transport process are determined such that an earliest possible start time can be determined, ie, that the first car begins the transport process as possible without waiting for the user.
- the invention makes it possible that between a boarding time, at which a passenger enters the first car in the start station, and the start time is the shortest possible time interval. For a passenger, the lowest possible waiting time between entry time and start time can be guaranteed. Unpleasant, irritating, worrying, long waiting times are avoided by the invention. Driving comfort and the well-being of the passengers are increased. With the invention, it is not necessary for the first car to have to wait so long to start the transport operation, and lead in the start stop until the second car moves out of the area between the start stop and the destination stop becomes or became.
- the first car can be able to start the transport operation while the second car is still in the area between the start stop and the destination stop. Since the condition parameters advantageously provide information about where the second car is located in the hoistway and where the second car is moving, the first car can safely perform the transport without a collision between the first and the second car.
- the first car can carry out the transport process with optimized driving parameters compared to conventional transport processes. Transport operations of the individual cabins of the elevator system are optimally matched to one another by the method according to the invention. The energy requirement of the elevator installation is optimized by the method according to the invention and reduced compared to known elevator installations.
- the start time and the driving parameters of the first car are determined taking into account the state parameters of the at least one second car when the at least one second car is in an area between the start stop and the destination stop.
- the at least one second car is at least when registering a destination call between the start stop and the destination stop.
- the first cabin starts by means of the invention Process the transport process, taking into account state parameters of at least one second car even if the at least one second car has not yet left the area between start and finish.
- the start time and the driving parameters are determined such that a minimum distance or a speed-dependent safety distance between the first car and the at least one second car is not undershot.
- safety regulations are observed and prevents two cabins come too close.
- an acceleration, a deceleration, a speed, a maximum speed and / or a jerk (as a derivative of the acceleration and / or deceleration) of the first car are determined as driving parameters.
- driving parameters result in flexible combination options to carry out the transport process.
- the jerk describes a change in acceleration or deceleration.
- a derivative of the jerk so a change in the jerk, can be determined as driving parameters.
- the transport process can be carried out, for example, only at 50% of the maximum speed or only 50% of the acceleration of a normal drive.
- the transport process can be carried out, for example, only with 25% of the acceleration of a normal drive and / or with 40% of the maximum speed of a normal drive. Under normal driving is to understand how the transport process is performed, if no cabins are in the area between the start stop and the destination stop.
- the invention is based on the finding that a slow ride of the elevator car is better accepted by a user and perceived as more pleasant than a longer waiting time between entry time and start time and a subsequent faster ride the elevator car, even if the arrival time in both Cases would be the same.
- the driving parameters are thus determined in particular such that the waiting time between entry point in time and start time is as low as possible. Long waiting times in a stop with the doors open are generally perceived by passengers as more unpleasant than the time during the transport process.
- a ride at half speed compared to the normal ride (especially for short distances over comparatively few floors) can be felt in particular as less uncomfortable than a twice as long waiting time in the start stop before the transport process is started.
- the driving parameters of the first car are displayed within the first car, for example via visual and / or acoustic display means.
- the driving parameters, in particular the current driving parameters, of the first car can be displayed as absolute values or as a percentage compared with corresponding driving parameters of a corresponding normal driving.
- a waiting time until the start time and / or an arrival time of the first car within the first car may be displayed.
- a current position and / or a direction of travel of the (at least one) second car, in particular in the specific hoistway, are considered as a condition parameter.
- These will be particular detected by appropriate position sensors in the elevator shafts or provided by the corresponding cabin control.
- a future position of the second car as a condition parameter can also be taken into account. This future position is especially extrapolated or calculated in advance.
- a travel time, driving parameters of the at least one second car and / or a transport process to be carried out by the (at least one) second car are preferably taken into account as the state parameter. These driving parameters are in particular acceleration, deceleration, jerk, speed and / or maximum speed of the second car.
- the travel time is in particular an extrapolated travel time, which requires the second car to carry out the corresponding transport process.
- the driving parameters of the transport process of the first car can thus be optimized so that the first car can start the transport process as early as possible and safely perform, in particular without causing a collision with the second car and without the safety distance is exceeded.
- the safety distance may in particular vary depending on the speed of the cars, preferably such that the safety distance is greater at higher speeds than at low speeds.
- stop times in which the second car stops at stops are taken into account as state parameters.
- stop times are taken into account at stops that occur between the start stop and the destination stop of the one to be carried out by the first car Transport process lie. Due to the extrapolated travel times it is known when the second car arrives at these stops.
- stop times In contrast to travel times such stop times are usually not determined deterministically. Travel times can be determined deterministically, in particular as a function of the current driving parameters. During the stop times, passengers can leave or enter the second car. However, the behavior of passengers is deterministically indefinable. Therefore, the stop times are preferably determined by a stochastic evaluation. For example, the stop times may be determined by empirical values, for example as an average of all stop times. Furthermore, driving profiles or utilization profiles can be used for the stochastic evaluation. Furthermore, based on calls, it can be deduced how many passengers are leaving or entering the second car. For this purpose, preferably information of a destination call control can be evaluated.
- the driving parameters of the first car can advantageously be changed while the first car is performing the transporting operation.
- the elevator controller judges, under consideration of the state parameters of the second car, whether driving parameters of the first car are changed while the first car is performing the transportation.
- the driving parameters are adapted accordingly in order to prevent a collision between the first and the second car.
- a forced stop of the first car may be necessary. Such a forced stop is carried out in particular in a stop.
- the doors of the first cabin are opened so as not to disturb the passengers and to avoid a confining, uncomfortable feeling. If the forced stop between two stops, the passengers can be informed by visual and / or audible indication means.
- the driving parameters can also be adapted in such a way that the transport process can be carried out more quickly. This may be the case, for example, if stop times of the second car were predetermined too large, ie if the actual stop time is less than the predetermined stop time.
- the state parameter taken into account is whether the second car leaves the area between the start stop and the destination stop within the course of a transport process to be carried out by the second car within a certain time interval. If this is not the case, the second car blocks the area unnecessarily and the first car can not start its transport.
- the elevator control preferably moves the second car to an avoidance stop outside the area between the start stop and the destination stop. Bus stop.
- the elevator control issues an appropriate command to the second car.
- the alternative stop is selected in relation to the destination stop location of the first car such that the safety distance between the first and the second car is not undershot when the first car is in the destination stop.
- the driving parameters of the first car are determined taking into account an energy management of the elevator installation.
- the first cabin can be synchronized with another, in particular opposite, cabin.
- the driving parameters of the first car and this further car can be determined in dependence on each other.
- opposing moving cabins can in particular be matched to one another such that the opposing moving cabins set in motion substantially simultaneously.
- a connection value of the elevator system can be optimized.
- An energy balance of the elevator system can thus be optimized. Energy demand and energy supply can be optimally balanced and an optimal energy balance can be achieved.
- the driving parameters of the first car can preferably be determined taking into account energy consumption and / or wear of components of the elevator installation.
- the energy consumption of the lift system can be optimized or the wear of individual components can be reduced.
- the acceleration and / or deceleration of the first car may be reduced rather than reducing the speed or the maximum speed.
- the elevator control evaluates, in consideration of the energy management, whether driving parameters of the first car are changed while the first car is performing the transportation. This may be the case in particular if there is a failure of the power supply of the elevator system or to a power failure.
- Figure 1 shows schematically a preferred embodiment of an elevator system according to the invention, which is adapted to, according to a preferred embodiment of an inventive
- Figure 2 shows schematically driving curves of cabins of a preferred embodiment
- FIG. 3 shows schematically driving curves which can be determined in the course of a further preferred embodiment of a method according to the invention.
- Embodiment (s) of the invention in FIG. 1, a preferred embodiment of an elevator installation according to the invention is shown schematically and designated by 100.
- the elevator system 100 extends in this particular example over nine floors, which are designated by the reference numerals Hl to H9.
- Each of the cars 110 and 120 has an individual cabin controller 111 and 121, respectively.
- the elevator installation 100 furthermore has an elevator control 130.
- the elevator control 130 and the cabin controllers 111 and 121 communicate with each other, in particular via a suitable communication bus, for example a fieldbus.
- the elevator control 130 is further configured to perform a preferred embodiment of a method according to the invention.
- a preferred embodiment of a computer program according to the invention is executed in the elevator control 130.
- a passenger wants to be transported from the third floor H3 to the seventh floor H7.
- the passenger operates in this start stop H3 a corresponding destination selection control.
- the passenger informs the elevator controller 130 of the destination floor H7 in this way.
- the elevator controller 130 determines the car 110 as the first car to perform this transportation.
- the elevator controller 130 issues a command to the car controller 111 of the first car 110.
- the car controller 111 controls the first car 110 accordingly, and the first car 110 is moved to the start stop H3.
- the passenger enters the first car 110 at the start stop H3.
- the elevator controller 130 now determines a start time and driving parameters for the transport process from the start stop H3 to the destination stop H7. This determination is made taking into account state parameters of the second car 120.
- the second car 120 is at the boarding time on the fifth floor H5.
- the second car 120 is to carry out a transport operation from the fifth floor H5 to the sixth floor H6, and then another transportation from the sixth floor H6 to the ninth floor H9.
- These two transport processes, corresponding travel parameters of the second car 120 and stop times of the second car 120 in the fifth floor H5 and in the sixth floor H6 are taken into account as state parameters by the elevator control 130 for determining the transportation operation of the first car 110.
- the elevator controller 130 determines an average stop time of the second car 120 by a statistical evaluation of driving profiles. This statistically determined stop time is used as a predetermined stop time for the fifth and sixth floors H5 and H6.
- the cabin controller 121 of the second car 120 transmits acceleration, speed and deceleration as driving parameters to the elevator controller 130. According to these driving parameters, the second car 120 performs the two transportation operations.
- the elevator control 130 determines a travel curve of the second car 120. This travel curve corresponds to an extrapolation of the position of the second car 120 in the hoistway 101.
- the elevator controller 130 determines a travel curve of the first car 110.
- the start timing and driving parameters of the first car 110 are determined so that the first car 110 can start its transportation as quickly as possible (that Thus, the lowest possible time interval lies between the start time and the start time) and that the first car 110 and the second car 120 do not fall below a predetermined minimum distance or a speed-dependent safety distance from one another.
- the elevator controller 130 determines acceleration, speed and deceleration of the first car 110 as driving parameters.
- the elevator controller 130 transmits these driving parameters and the start time to the car controller 111.
- the car controller 111 controls the first car 110 accordingly so that the transportation operation from the start stop H3 to the destination stop H7 at the start timing with the corresponding one Driving parameters is performed.
- these travel curves determined by the elevator control 130 are plotted against the time t in a diagram of the car position x in the elevator shaft 101.
- t 0 the entry point is marked at which the passenger enters the first car 110 in the start stop H3.
- the travel curve for the second car 120 is characterized, which is extrapolated by the elevator control 130.
- Statistical evaluation extrapolates the time ti at which the second car leaves the fifth floor.
- the times t 3 and t 4 characterize the statistically determined stop time for the stop of the second car 120 in the sixth floor H6.
- the elevator controller 130 further extrapolates that the second car reaches the ninth floor H9 at the time t 6 .
- the elevator control 130 determines the travel curve 210 of the first car 110.
- T 2 designates the start timing determined by the elevator control at which the first car 110 starts the transportation.
- t 5 denotes the extrapolated arrival time at which the first car 110 reaches the destination stop H7.
- FIG. 3 shows further travel curves analogous to FIG. FIG. 3 shows by way of example that the actual stop time of the second car 120 on the sixth floor is longer than the stop time extrapolated by the elevator control.
- the actual travel curve of the second car 120 is shown at 221.
- the extrapolated travel curve 220 according to FIG. 2 is shown in dashed lines in FIG. 3 in the region in which the extrapolated travel curve 220 differs from the actual travel curve 221.
- a passenger enters the second car 120 on the sixth floor while the doors are already closing.
- the doors must therefore be opened again and the stop is extended.
- the stop Thus, it does not end at time t 4 , as extrapolated from the elevator control, but at time t 7 .
- the driving parameters of the first car 110 are adapted by the elevator control 130 at time t 7 . In this example, the speed of the first car 110 is reduced.
- the actual travel curve of the first cabin 110 is designated 211.
- the extrapolated travel curve 210 according to FIG. 2 is shown in dashed lines in FIG. 3 in the region in which the extrapolated travel curve 210 differs from the actual travel curve 211.
- the arrival time of the first car 110 moves in the destination floor H7 from the time t 5 to the time t. 8
Landscapes
- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Elevator Control (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102014220629.4A DE102014220629A1 (en) | 2014-10-10 | 2014-10-10 | Method for operating an elevator installation |
PCT/EP2015/073436 WO2016055630A1 (en) | 2014-10-10 | 2015-10-09 | Method for operating a lift system |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3204322A1 true EP3204322A1 (en) | 2017-08-16 |
EP3204322B1 EP3204322B1 (en) | 2023-06-07 |
Family
ID=54256768
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP15775471.4A Active EP3204322B1 (en) | 2014-10-10 | 2015-10-09 | Method for operating a lift system |
Country Status (6)
Country | Link |
---|---|
US (1) | US10676317B2 (en) |
EP (1) | EP3204322B1 (en) |
CN (2) | CN114620565A (en) |
DE (1) | DE102014220629A1 (en) |
FI (1) | FI3204322T3 (en) |
WO (1) | WO2016055630A1 (en) |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN107487688B (en) * | 2016-06-13 | 2021-03-23 | 奥的斯电梯公司 | Sensor and drive motor learn operation for elevator systems |
DE102018205151A1 (en) * | 2018-04-05 | 2019-10-10 | Thyssenkrupp Ag | Method for operating an elevator installation |
DE102018213575B4 (en) * | 2018-08-13 | 2020-03-19 | Thyssenkrupp Ag | Method for operating an elevator system with specification of a predetermined route as well as elevator system and elevator control for executing such a method |
KR102194964B1 (en) * | 2018-12-20 | 2020-12-24 | 현대엘리베이터주식회사 | Variable Speed Elevator System |
US20220048728A1 (en) * | 2020-08-12 | 2022-02-17 | Otis Elevator Company | Intercar coordination in multicar hoistways |
JP7004055B1 (en) * | 2020-12-17 | 2022-01-21 | 三菱電機株式会社 | Elevator system |
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US20120118672A1 (en) * | 2010-11-17 | 2012-05-17 | Matthew Brand | Motion Planning for Elevator Cars Moving Independently in One Elevator Shaft |
JP5224737B2 (en) * | 2007-07-02 | 2013-07-03 | 三菱電機株式会社 | Multi-cage elevator control device |
WO2017005864A1 (en) * | 2015-07-09 | 2017-01-12 | Thyssenkrupp Elevator Ag | Method for operating a lift system, control system, and lift system |
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JP4326618B2 (en) * | 1999-02-03 | 2009-09-09 | 三菱電機株式会社 | Elevator group management device |
JP4131456B2 (en) * | 2001-11-26 | 2008-08-13 | 三菱電機株式会社 | Elevator group management control device |
SG108324A1 (en) * | 2002-11-06 | 2005-01-28 | Inventio Ag | Control device and control method for a lift installation with multiple cage |
ES2281559T3 (en) | 2002-11-26 | 2007-10-01 | Thyssenkrupp Elevator Ag | PROCEDURE FOR THE CONTROL OF AN ELEVATOR INSTALLATION, AS WELL AS THE ELEVATOR INSTALLATION TO PERFORM THE PROCEDURE. |
EP1489033B2 (en) * | 2003-06-18 | 2015-05-27 | Inventio AG | Elevator with two cars arranged one above the other in the same hoistway |
JP2005008414A (en) | 2003-06-18 | 2005-01-13 | Inventio Ag | Lift installation, method for operating lift installation, and method for realizing modernizing lift installation |
WO2006088456A1 (en) | 2005-02-17 | 2006-08-24 | Otis Elevator Company | Collision prevention in hoistway with two elevator cars |
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KR101115482B1 (en) * | 2006-12-22 | 2012-03-05 | 오티스 엘리베이터 컴파니 | Elevator system with multiple cars in a single hoistway |
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2014
- 2014-10-10 DE DE102014220629.4A patent/DE102014220629A1/en not_active Ceased
-
2015
- 2015-10-09 US US15/517,996 patent/US10676317B2/en active Active
- 2015-10-09 WO PCT/EP2015/073436 patent/WO2016055630A1/en active Application Filing
- 2015-10-09 CN CN202210237315.2A patent/CN114620565A/en active Pending
- 2015-10-09 EP EP15775471.4A patent/EP3204322B1/en active Active
- 2015-10-09 CN CN201580054033.7A patent/CN106794959A/en active Pending
- 2015-10-09 FI FIEP15775471.4T patent/FI3204322T3/en active
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US20120118672A1 (en) * | 2010-11-17 | 2012-05-17 | Matthew Brand | Motion Planning for Elevator Cars Moving Independently in One Elevator Shaft |
WO2017005864A1 (en) * | 2015-07-09 | 2017-01-12 | Thyssenkrupp Elevator Ag | Method for operating a lift system, control system, and lift system |
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Title |
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Also Published As
Publication number | Publication date |
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DE102014220629A1 (en) | 2016-04-14 |
US10676317B2 (en) | 2020-06-09 |
CN114620565A (en) | 2022-06-14 |
US20170297858A1 (en) | 2017-10-19 |
EP3204322B1 (en) | 2023-06-07 |
CN106794959A (en) | 2017-05-31 |
WO2016055630A1 (en) | 2016-04-14 |
FI3204322T3 (en) | 2023-09-11 |
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