EP3317218B1 - Überwachungsvorrichtung und überwachungsverfahren für eine aufzugsanlage - Google Patents

Überwachungsvorrichtung und überwachungsverfahren für eine aufzugsanlage Download PDF

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Publication number
EP3317218B1
EP3317218B1 EP16733535.5A EP16733535A EP3317218B1 EP 3317218 B1 EP3317218 B1 EP 3317218B1 EP 16733535 A EP16733535 A EP 16733535A EP 3317218 B1 EP3317218 B1 EP 3317218B1
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EP
European Patent Office
Prior art keywords
elevator car
variable
monitoring device
sensor
motion
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EP16733535.5A
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German (de)
English (en)
French (fr)
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EP3317218A1 (de
Inventor
Michael Geisshüsler
Simon ZINGG
Nicolas Gremaud
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Inventio AG
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Inventio AG
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    • 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
    • B66B1/34—Details, e.g. call counting devices, data transmission from car to control system, devices giving information to the control system
    • B66B1/3492—Position or motion detectors or driving means for the detector
    • 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
    • B66B5/04—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions for detecting excessive speed
    • B66B5/06—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions for detecting excessive speed electrical

Definitions

  • the invention relates to a monitoring device for an elevator installation, a method for monitoring a travel parameter of an elevator installation and an elevator installation with such a monitoring device.
  • Elevators are installed in a building.
  • the elevator system essentially consists of an elevator car, which is connected to a counterweight or to a second elevator car via suspension means.
  • a drive which acts either on the suspension means or directly on the elevator car or the counterweight, the elevator car and, in a direction opposite to this, the counterweight are moved along essentially vertical guide rails.
  • the elevator system is used to move people and goods within the building across single or multiple floors.
  • the elevator system includes devices to secure the elevator car in the event of failure of the drive or the suspension means. As a rule, braking devices are used for this purpose, which can brake the elevator car on the guide rails if necessary.
  • a safety device which monitors a movement of the elevator car and which, if necessary, can electrically control safety gears of the elevator car.
  • an acceleration and a travel speed or a travel path of the elevator car are recorded.
  • an instantaneous driving speed is derived from the acceleration, with data from driving speed or driving distance being used to start an integration cycle.
  • the invention now aims to improve the quality of the safety device, in particular the monitoring device for the safety device and a corresponding method.
  • the invention is defined by the combination of features of claim 1.
  • the electronic monitoring device includes a first sensor and a second sensor.
  • these sensors in each case detect a first measured variable and a second measured variable which are dependent on a movement of the elevator car, the first measured variable and the second measured variable corresponding to different movement variables of the elevator car.
  • These different movement parameters are related in a mathematically defined way. This makes it possible to compare the measured variables and thus to assess their function and quality.
  • the different movement variables inevitably require different sensors, which reduces the risk of a systematic measurement error.
  • the electronic monitoring device includes at least one tester who checks the two measured variables or the first measured variable and the second measured variable for plausibility. This enables a quick preliminary check of the function of the sensors. For example, plausibility can be checked based on the fact that a distance measurement cannot suddenly, i.e. in a short period of time, indicate a different location, that an acceleration cannot significantly exceed gravitational acceleration, or that a speed measurement cannot suddenly make a jump either . The plausibility check can be used to quickly and directly check the individual sensors.
  • plausibility can also be checked by checking the mathematical agreement of converted measurands of the two measurands.
  • the electronic monitoring device has a data memory. At least one limit value or at least one specification for determining the at least one limit value is stored in this data memory.
  • the actual limit values or at least one limit value can be calculated, for example on the basis of a learning trip, preferably using specifications.
  • limit values such as a critical speed limit, an acceleration limit value or travel limit marks at which a safety brake should be activated or a tolerance value at which a safety circuit of the elevator system should be activated or interrupted are fixed values in the data memory, for example in an EPROM burned in. This prevents accidental or willful reprogramming and the limit values cannot be manipulated because they are cannot be changed by conventional means.
  • Elevator systems or for elevator systems with different nominal data, in particular with different travel speeds, respectively matched data storage modules are provided.
  • the electronic monitoring device includes a calculation algorithm for calculating at least one actual travel parameter of the elevator car as a function of the first measured variable and the second measured variable. This means that different types of information can be extracted from the measured variables as required. Considered individually, the two measured variables only reflect a momentary state and they are subject to sensor-specific inaccuracies. Thus, conventional path sensors detect a path that has been covered in path intervals, or acceleration sensors usually have a drift, a noise, an offset or other inaccuracies. The calculation algorithm combines the at least two different movement variables into a resulting movement variable that best reflects the actual driving parameters.
  • the electronic monitoring device includes a comparator which compares at least one of the first measured variable, the second measured variable and the actual driving parameter to the at least one limit value, and the electronic monitoring device also includes a signal output which indicates that the limit value has been reached or exceeded or, if necessary, that plausibility has been violated.
  • the indication of this condition usually causes an electronic or electromechanical switch or relay to be actuated, which, depending on the configuration, interrupts an electrical safety circuit, initiates actuation of a brake or outputs a signal to another control group such as an elevator controller.
  • the status is displayed, for example, by means of a change in the voltage present at the signal output. This can ensure the safety of the elevator installation, since on the one hand sensors of different types are used, which reduces the risk of a component-related systematic error, and since a measure can be taken immediately as soon as operating states that are considered safe are exited.
  • Movements of the elevator car are thus recorded at least by means of a first sensor and a second sensor in order to monitor travel parameters of the elevator system, with the first measured variable recorded by the first sensor and the second measured variable recorded by the second sensor corresponding to different movement variables of the elevator car, which different movement variables in a mathematically defined relationship.
  • the first measured variable and the second measured variable are checked for plausibility by means of a checker and at least one actual travel parameter of the elevator car is determined as a function the first measured variable and the second measured variable is calculated using a calculation algorithm.
  • at least one of the first measured variable, the second measured variable or the actual driving parameter is compared with at least one limit value by means of a comparator, the limit value being retrieved from a data memory. If the limit value is reached or exceeded or if plausibility is violated, a signal output indicates this status.
  • the monitoring device works together with at least one electromechanical braking device of a braking system of the elevator installation.
  • the electromechanical braking device has a ready position in which the elevator car can be moved and it has a braking position in which the elevator car is braked.
  • An actuator is designed here to hold the electromechanical braking device in the ready position and, if necessary, to move the electromechanical braking device from the ready position to the braking position.
  • the monitoring device is thus essentially only connected to the braking device via the signal output, preferably a hold-open signal.
  • further signals can be transmitted between the monitoring device and the braking device on a case-by-case basis, for example for the purpose of diagnostics, status assessments or for resetting operations.
  • the electromechanical braking device preferably includes a signal input which is connected to the signal output of the electronic monitoring device and which activates or releases the actuator when the signal output switches or is displayed as a result of the limit value being exceeded, so that the actuator separates the electromechanical braking device from the Ready position can move into the braking position.
  • the electromechanical braking device advantageously also includes a position indicator that displays or outputs at least one operating state, such as the ready position or the braking position of the electromechanical braking device, or reports it back to the monitoring device via a signal input.
  • the electromechanical braking device or the braking system contains an energy store which is designed to bring the electromechanical braking device from the ready position to the braking position, if necessary, independently of an external energy supply.
  • a complete braking system includes a power failure device in the form of a backup power supply or an automatic reset device.
  • the emergency power supply includes a memory for storing electrical energy or a connection to an emergency power source that is independent of a normal power source.
  • the emergency power supply advantageously provides electrical energy without interruption for supplying the electromechanical braking device and the electronic monitoring device.
  • the power failure device of the brake system includes the automatic reset device.
  • This includes a decision algorithm for deciding on a reason for actuation if the electromechanical brake device is actuated, and it includes a resetting algorithm that is automatically initialized and executed if the decision algorithm determines a non-critical event as the reason for actuation.
  • a non-critical event occurs, for example, when the electromechanical braking device or the braking system is actuated as a result of a short-term or longer-lasting power failure.
  • Such an interruption can occur as a result of a fault in the power grid or it can occur as a result of the power grid being deliberately switched off. This occurs, for example, when a hotel is only operated during a certain season and is unused for the rest of the year.
  • a safe braking system can be provided with the proposed design and its variations, which improves ecological values, availability and safety.
  • the signal output of the electronic monitoring device now contains a first signal output and a second signal output.
  • the first signal output is designed, for example, to open a safety circuit of the elevator installation, as a result of which an emergency stop of the elevator car is initiated, and the second signal output is, for example designed to release the electromechanical braking device of the elevator car for braking.
  • At least one of the two sensors or preferably all sensors is preferably provided with a filter.
  • This or these filters reduce an interference noise of the measured quantity or quantities. This is particularly helpful when, for example, acceleration is detected. Acceleration sensors detect natural vibrations and high-frequency vibrations or vibration peaks that interfere with the evaluation of the signals. Such an interference noise can be eliminated or at least reduced by means of a corresponding filter.
  • the filter of the electronic monitoring device filters at least one of the first or second measured variable by means of a low-pass filter, so that high-frequency noise is reduced.
  • the filter preferably filters the second measured variable detected by the second sensor, in particular the detected vertical acceleration of the elevator car. High-frequency vibrations, which are excited by impacts, for example, can be weakened in this way.
  • the calculated or ascertained actual travel parameter corresponds to an actual movement variable of the elevator car.
  • This actual movement quantity is calculated by estimating a state of this movement quantity to be expected in a next time step based on the second movement quantity detected by the second sensor and the first movement quantity detected by the first sensor, starting from an instantaneous state of this actual movement quantity.
  • the estimate or the assessment of the state of the motion variable to be expected is carried out using a system model.
  • the mathematical relationships of the motion variables used are shown.
  • all of the relevant, related movement variables of interest such as a route, a speed, an acceleration, a jerk, or even an air pressure, are thus mapped at any time in the calculation algorithm.
  • these motion variables are always tracked to the expected state. Furthermore, the estimated expected state of the movement variable or movement variables is corrected by means of a correction factor or a set of correction factors, these correction factors taking into account a required accuracy of the result and a behavior of the sensors used is determined.
  • the system model and the correction factors are preferably defined according to the rules of a Kalman filter.
  • the Kalman filter is a set of mathematical equations named after its discoverer Rudolf E. Kálmán. By means of this filter, it is possible to draw conclusions about the status of many systems associated with technology, science or the economy in the event of erroneous observations. Put simply, the Kalman filter is used to remove the interference caused by the measuring devices. Both the mathematical structure of the underlying dynamic system and that of the measurement errors must be known. In the context of mathematical estimation theory, one also speaks of a Bayesian minimum variance estimator for linear stochastic systems in state space representation.
  • a special feature of the filter presented by Kálmán in 1960 is its special mathematical structure, which enables it to be used in real-time systems in various technical areas. This includes, among other things, the evaluation of radar signals for the position tracking of moving objects (tracking) but also the use in electronic control circuits of ubiquitous communication systems such as radio and computers. Applications of such systems for autonomously controlled systems and vehicles were developed in student research projects and publications headed by Professor Roland Siegwart. In these applications, it is a question of tracking the movement of a system with sufficient accuracy, where only stochastic fixed values - such as a position determination using GPS - are available. Investigations have now shown that this approach is excellently suited to reliably following or depicting the course of travel of an elevator car.
  • the system model with the mathematical relationships of the motion variables used i.e. the mathematical structure of the underlying dynamic system, as it is used to estimate or estimate the expected state of the motion variable or motion variables, together with measurement errors of the sensors used, is accordingly as they result, among other things, from inaccuracy of the sensors used, such as their attachment or arrangement.
  • the actual movement variable of the elevator car is calculated by starting from an instantaneous state of this movement variable and calculating a state of this movement variable to be expected in a next time step on the basis of the second movement variable detected by the second sensor and the first motion variable detected by the first sensor.
  • a movement variable expected according to the theoretical system model is corrected with a weighted proportion of the difference between and to the first and second movement variables recorded.
  • the weighting or the multiplication factor or the correction factor is predetermined by model simulation according to the rules of the Kalman filter.
  • the correction factors of the offset calculation and the movement calculation are predetermined by model simulation, taking into account a required accuracy of the result and an inaccuracy of the sensors used according to rules of the Kalman filter, and stored in the calculation algorithm.
  • the expected state of the movement variable calculated in this way is output as the actual movement variable of the driving parameter.
  • the calculation algorithm enables the most probable current state of motion to be specified quickly and precisely, since it can optimally combine the diversity of the detected motion variables and since it can use all the variables defined in the system model for a safety and plausibility assessment.
  • an elevator installation is a simple system, as it only moves in one dimension.
  • the elevator system moves, or the elevator car and the counterweight move, only upwards or downwards in fixed guides.
  • the predetermination of the correction factors by means of the Kalman filter and the calculation of the expected state of the movement quantity of the elevator car are based on the same system model. This can thus the movement of the elevator car with the help of Measured variables, some of which are only available stochastically in variable time steps - such as from a travel increment sensor - are mapped so precisely that safety-relevant information is generated. This is a prerequisite for replacing a safety system that works exclusively mechanically today, at least in terms of its control, with electronic components.
  • the calculated or ascertained actual movement variable is preferably a speed of the elevator car.
  • the calculated or determined actual travel parameter is an actual speed of the elevator car.
  • the second movement variable is a vertical acceleration of the elevator car and the first movement variable is a path length unit recorded in a time sequence.
  • the first sensor of the electronic monitoring device is therefore designed as a path increment sensor and the first measured variable is accordingly a path covered by the elevator car.
  • the distance increment sensor records the distance covered in constant distance units.
  • a typical acquisition length unit is, for example, in the range of 2 to 100 millimeters.
  • the second sensor of the electronic monitoring device is preferably designed as an acceleration sensor and the second measured variable is accordingly a vertical acceleration acting on the elevator car.
  • the acceleration sensor continuously detects the vertical acceleration of the elevator car with a preferably high detection clock rate.
  • a typical acquisition clock rate is, for example, in a range from 20 Hz to 1000 Hz.
  • the first sensor of the electronic monitoring device can also be designed as an absolute distance measuring system.
  • Absolute displacement encoders are known in elevator construction. A distance covered by the elevator car also results as a correspondingly first measured variable in these distance measuring systems.
  • the tester of the electronic monitoring device checks the first measured variable and the second measured variable for plausibility. In one embodiment, it checks the first and the second measured variable for plausibility essentially independently of one another by checking the measured variables for their physical meaning. For example, a very high acceleration value indicates a plausibility problem. In one of the embodiments according to the invention, the tester compares the first measured variable with the second measured variable and outputs a status signal "OK" if the two measured variables match. If there is no match, it outputs a "NOT_OK" status signal. When a distance increment is received or registered, the tester advantageously checks to what extent the distance covered corresponds to the acceleration recorded over this period of time, taking into account the associated time interval.
  • the tester continuously checks the extent to which the accelerations recorded over a period of time match a corresponding recording of path increments.
  • a function can always be checked continuously.
  • the speed measuring sensor for example a tachometer
  • the plausibility can be checked by looking at a change over time or by using maximum application limits.
  • the electronic monitoring device also contains at least one third sensor for independently detecting a third measured variable that is dependent on the movement of the elevator car.
  • this third sensor is preferably an acceleration sensor, and the third measured variable is accordingly the vertical acceleration acting on the elevator car.
  • This acceleration sensor also detects the vertical acceleration of the elevator car continuously and parallel to the second sensor with a preferably equally high detection clock rate. This means that the detection clock rates of the second and third sensors preferably run synchronously or, to put it another way, clocked at the same time. Exact synchronous monitoring of the two sensors can thus take place.
  • the quality of the monitoring can thus be optimized and the monitoring device or the tester can also make a qualitative statement about the individual sensors in addition to the status "OK” or "NOT _OK".
  • the second and third measured variable - the two vertical accelerations - match, but the first measured variable - the distance covered by the elevator car - is not plausible in relation to the second and third measured variable, then there is a fault in the first sensor or the associated ones Evaluation before and a trip of the elevator car is accordingly immediately interrupted.
  • the second and third measured variable - the two vertical accelerations - do not match, but one of the two second and third measured variables is plausible in relation to the first measured variable - the distance covered by the elevator car - then there is an error in the correspondingly deviating second or third sensor. Then, for example, an initiated journey could be completed and a new journey of the elevator car could be prevented. Corresponding failure patterns and the resulting instructions on how to behave are usually evaluated using risk and availability analysis and defined accordingly.
  • the at least one signal output of the electronic monitoring device is switched with a time delay or the signal output indicates with a time delay when the tester outputs the status signal “NOT_OK”.
  • the time delay delays the switching or the display of the signal output until the elevator car has reached a next stop.
  • the at least one signal output transmits the status signal “NOT_OK” to an elevator controller, for example via a status signal output of the electronic monitoring device.
  • the elevator controller can then steer the elevator car to a main stop, for example, and it can shut down the elevator system there.
  • this time delay is preferably only activated if the safety of the elevator installation is still guaranteed. This can be the case, for example, if the tester recognizes that the measured variables tested result in different values, but that both values taken individually are within a permissible range.
  • an acceleration limit value is stored in the data memory of the electronic monitoring device, which determines an acceleration limit value for the vertical acceleration detected by the second sensor.
  • a first Stored speed limit which determines a first speed limit for the calculated actual speed and it is stored a second speed limit, which determines a second speed limit for the calculated actual speed.
  • a first period of time is stored in the data memory, which determines an initial reaction time.
  • these values are stored in the data memory in a fixed or unchangeable manner.
  • the data memory is then manufactured for a specific elevator configuration in a manufacturing plant and the data memory or a corresponding data memory module or if the data memory is assembled integrally with a corresponding processor, the corresponding processor is then labeled accordingly.
  • the designation can be a nominal speed to which the values are matched, or it can be a system identification number or something similar.
  • At least one of the values stored in the data memory is calculated when required or when the electronic monitoring device is initialized.
  • a typical value for the acceleration limit could be an acceleration of 3.5m/s 2 to 6.0m/s 2 .
  • the first speed limit could be 1.1 to 1.25 times the nominal speed and the second speed limit could be 1.25 to 1.5 times the nominal speed. With a nominal speed of 2.5m/s, the first speed limit is below 3,125m/s and the second speed limit is at least 3,125m/s.
  • the initial response time is typically set at around 12ms (milliseconds).
  • the first signal output for opening the safety circuit now indicates when the actual speed of the elevator car exceeds or has exceeded the first speed limit value. This will create an opening or an interruption of the safety circuit.
  • the second signal output for releasing the electromechanical braking device of the elevator car indicates when the actual speed of the elevator car exceeds the second speed limit. This ensures that the electromechanical braking device is released for braking.
  • the second signal output also indicates when the actual speed of the elevator car exceeds the first speed limit and at the same time the detected vertical acceleration of the elevator car exceeds the acceleration limit for a period longer than the first reaction time, which then also causes the electromechanical braking device to braking is released.
  • limit values for the pre-disconnection of an elevator and for triggering a safety gear as defined for a speed limiter in the European elevator standard EN81-1, Chapter 9.9, are adhered to on the one hand and, on the other hand, in the event of a failure of suspension elements, there is no waiting until a excessive second speed is reached, but it is already responding to exceeding the first speed limit and excessive acceleration.
  • the suggested value ranges are just guidelines. The values are usually determined based on local regulations and taking into account the designs of the manufacturer of the elevator system.
  • the electronic monitoring device preferably calculates a first actual driving parameter based on the signals from the first and second sensors, preferably using the Kalman filter, and it calculates a second actual driving parameter based on the signals from the first and third sensors, preferably using the Kalman filter. filters.
  • the corresponding calculation routines are preferably carried out after the signals from the sensors in the tester have been successfully checked and provided with the status signal "OK".
  • the associated two calculation routines take place in two parallel processors, preferably in processors clocked at the same time, so that the respective results can be compared with one another and a failure of a calculation routine can thus be quickly recognized.
  • the two calculation routines take place in the same processor.
  • a second period of time is also stored in the data memory, which determines a second reaction time.
  • This second response time is approximately 100 ms to 500 ms, for example.
  • the electronic monitoring device now causes the electromechanical braking device of the elevator car to be released via the second signal output in addition to the previous switching criteria, if the actual speed of the elevator car exceeds the first speed limit value for a period longer than the second reaction time, e.g. 120 ms.
  • the electromechanical braking device is thus also activated if, despite the safety circuit being interrupted - which should result in the elevator drive being switched off and a drive brake being actuated - the actual speed has not been reduced back below the first speed limit value within the second reaction time.
  • This design further improves the safety of the elevator system. A prolonged slipping of the elevator car is prevented.
  • the second reaction time is determined considering the overall speed level.
  • a version identification of the electronic monitoring device is stored in the data memory of the electronic monitoring device. This version identification enables the product to be traced back via the manufacturer of the device and the corresponding specifications and, accordingly, a correct assignment can be checked at any time. Also, any experiences made with certain versions can simply be assigned to other systems of the same version. An overall improvement in the reliability of the product can thus be achieved.
  • the electronic monitoring device comprises a first assembly, which contains at least the second sensor designed as an acceleration sensor, the filter assigned to the second sensor, the tester, the data memory, the calculation algorithm and the comparator, and the electronic monitoring device further comprises a second assembly, which at least includes the first sensor designed as a travel increment sensor.
  • the first subassembly thus includes components that do not require any further external interface, except that they are connected to a supply voltage, to a connection to the safety circuit of the elevator system and, if necessary, to a communication interface to the elevator system. If the communication interface also includes the connection of the safety circuit, a separate connection of the safety circuit can of course be dispensed with.
  • the second assembly includes components that interact mechanically or at least physically with the elevator system. This can be a path increment sensor that is driven by the movement of the elevator car, or it can be a position system, for example be an absolute distance measuring system, which is based on magnetic, optical, radar technology or other types. This second assembly can thus be arranged in an optimal orientation or arrangement and it is then connected to the first assembly, preferably by means of a wire connection. Of course, a wireless connection is also conceivable.
  • first and the second subassembly can also be assembled into a single subassembly. This depends on a selection of the sensors used, as well as on the arrangement options for the components in the elevator system.
  • routines and algorithms used for checking, comparing and calculating are preferably implemented in processors. Multiple processors can be used for the different functions. This means that selected functions can be processed in parallel, for example, which means that the processors can monitor each other. However, several or all of the functions or routines can also be integrated into a single processor, resulting in a particularly cost-effective and energy-saving solution.
  • the complete braking system contains the electromechanical braking device.
  • This advantageously includes a braking element and this braking element has a self-energizing structure.
  • the actuator of the electromechanical braking device is designed in such a way that, if necessary, it can move the braking element from the ready position into a braking start position.
  • the braking element automatically tensions the electromechanical braking device from the braking start position to a braking end position. This braking end position then determines the braking position of the braking device.
  • the electromechanical braking device can thus be built small and operated with little energy.
  • the actuator includes an electromagnet or an electrically controllable driver. This can keep the electromechanical braking device or its actuator in its ready position when energized. When de-energized, this electromagnet or the electrically controllable driver is the electromechanical braking device or whose actuator is free, so that the electromechanical braking device can be moved into the braking position or at least into the braking start position.
  • This embodiment makes it possible to provide a fail-safe braking system, since the braking device is always brought into a braking position in the event of a power failure or defect. Fail-safe criteria are easy to fulfill.
  • the actuator or the electromagnet or driver contained in the actuator is designed in such a way that the actuator can hold the electromechanical braking device in its ready position when it is de-energized and the actuator can move the electromechanical braking device into the braking position or at least into the braking start position when it is energized.
  • This design makes it possible to provide a braking system with low energy consumption, since energy is only required for the actual actuation. However, complex measures are required to be able to ensure safety even in the event of a power failure or line break.
  • the actuator contains at least one lever system, a ratchet system and/or a spindle system and the energy store of the electromechanical braking device contains at least one spring, a compression spring, a pneumatic or hydraulic pressure store or a pyrotechnical gas generator.
  • the energy content of the energy store is dimensioned in such a way that in any case sufficient energy is available to move the electromechanical braking device at least into the braking start position independently of an external supply of electrical energy.
  • the brake system works in such a way that when an unwanted travel condition is detected, which requires intervention of the braking device of the elevator car, the electronic monitoring device detects this condition, which is correspondingly displayed via the second signal output. Via corresponding switching units, this causes an electromagnet of the braking device to be deactivated, for example, that is to say de-energized. The actuator is thus released and the corresponding energy store of the braking device brings the braking element into engagement, or into the braking start position, with the counterpart, usually the guide rail of the elevator car.
  • the braking element Due to the movement of the elevator car and the associated relative movement of the braking device to the guide rail, the braking element is moved further into the braking end position, thereby causing the Braking device further biases so that the corresponding braking force can be built up and provided.
  • this emergency power supply has a rechargeable battery, such as a capacitor or accumulator. This is designed to ensure the energy supply of the electronic monitoring device and the electromechanical braking device for a predetermined time.
  • the predetermined time advantageously corresponds to at least a period of time that an authorized person needs to manually move the elevator car to a floor after a power failure in the elevator installation.
  • the rechargeable battery of the emergency power supply is designed to supply energy to other consumers, such as a cabin light, cabin ventilation, information display and/or an emergency call system, in addition to the electronic monitoring device and the electromechanical braking device.
  • other consumers such as a cabin light, cabin ventilation, information display and/or an emergency call system, in addition to the electronic monitoring device and the electromechanical braking device.
  • the rechargeable battery of the emergency power supply is arranged in the area of the elevator car, preferably as part of the electronic monitoring device.
  • the rechargeable battery of the emergency power supply is arranged in a control module of an elevator control.
  • the electronic monitoring device is advantageously designed in such a way that it recognizes when the emergency power supply or the voltage supply falls below a critical voltage limit. Furthermore, when the voltage falls below the critical limit, the electronic monitoring device controls the actuator of the electromechanical braking device in such a way that the electromechanical braking device is moved into the braking position or at least into the braking start position. At the same time, information that the braking device has been actuated because the voltage has fallen below the critical limit is stored in the data memory of the electronic monitoring device.
  • the automatic resetting device of the braking system preferably has an analysis routine which carries out a status analysis when the voltage supply of the electronic monitoring device is switched on and which starts an automatic resetting routine when the information in the data memory is determined, according to which the braking device has been actuated because the voltage has fallen below the critical limit.
  • the reset routine initializes an information display or information announcement that informs any passengers in the elevator car.
  • the braking system contains two electromechanical braking devices which are arranged on the elevator car and each contain an electromagnet or driver. These can hold the electromechanical braking devices in their ready position and activation of these electromagnets or drivers connects the two electromagnets or drivers in series. These two electromechanical braking devices are advantageously each connected to the electronic monitoring device via a connecting cable. In addition to cores which connect the electromagnets or drivers, this connecting cable has connecting cores which transmit information from the position indicators of the electromechanical braking devices to the electronic monitoring device.
  • the braking system contains two electromechanical braking devices arranged on the elevator car, each of which contains an electromagnet or driver that can release the electromechanical braking devices if necessary, so that the electromechanical braking devices can be brought into their braking position.
  • the actuation of these electromagnets or drivers controls the two electromagnets or drivers in parallel, with these two electromechanical braking devices each being connected to the electronic monitoring device via a connecting cable.
  • this connecting cable also has connecting wires which transmit information from the position indicators of the electromechanical braking devices to the electronic monitoring device.
  • the electronic monitoring device also releases the other of the two electromechanical braking devices when it detects that one of the two electromechanical braking devices has been activated.
  • the electronic monitoring device is arranged in the area of the elevator car.
  • the second assembly with the first sensor designed as a travel increment sensor is arranged in the area of a deflection roller of the elevator car, which deflection roller deflects a suspension element of the elevator car.
  • the second module of the electronic monitoring device is connected to the first module by means of a further connecting cable electronic monitoring device connected, which is preferably located at an easily accessible point of the elevator car.
  • the electronic monitoring device is connected to an electrical power supply of the elevator installation and the electronic monitoring device is connected to the safety circuit of the elevator installation by means of a first connection point and to the elevator control system of the elevator installation by means of a second connection point.
  • FIG 1 shows an elevator system 1 in an overall view.
  • the elevator system 1 is installed in a building and is used to transport people or goods within the building.
  • the elevator installation 1 is installed in a shaft 6 of the building and contains an elevator car 2 and a counterweight 3 which can be moved up and down along guide rails 10 .
  • the elevator car 2 opens up several stops 11 of the building.
  • a drive 5 serves to drive and hold the elevator car 2.
  • the drive 5 is arranged, for example, in the upper region of the shaft 6 and the elevator car 2 is connected to the drive 5 via suspension means 4, for example suspension ropes or suspension belts.
  • the drive 5 is connected to a reduction gear to the elevator car 2 and to the counterweight 3 .
  • support rollers 9 are attached to the elevator car 2 and to the counterweight 3 and the support means 4 are guided over these support rollers 9 .
  • the counterweight compensates for a proportion of the mass of the elevator car 2 so that the drive 5 essentially only has to compensate for a mass difference between the elevator car 2 and the counterweight 3 .
  • the drive 5 could of course also at another location in the building, in the area Elevator car 2 or the counterweight 3 can be arranged.
  • the drive 5 is controlled by an elevator controller 7 .
  • the elevator car 2 is equipped with a braking system 15, which is suitable for securing and/or decelerating the elevator car 2 in the event of an unexpected movement or in the event of overspeed.
  • the braking system 15 consists of several components.
  • An electromechanical braking device 20 is arranged below the elevator car 2 in the example.
  • the electromechanical braking device 20 is electrically connected to and controlled by an electronic monitoring device 30 .
  • a power failure device 50 which is assembled with the electronic monitoring device 30 in the example, controls the braking system 15 in the event of an interruption in the voltage supply to the elevator system 1.
  • the elevator car 2 is connected to the elevator control 7 via a traveling cable 8.
  • the traveling cable 8 includes signal and power supply lines.
  • the electronic monitoring device 30 is connected to the elevator control 7 via these signal lines.
  • the signal lines can be implemented using a bus system.
  • the person skilled in the art is also free to implement wireless signal transmission.
  • FIG 2 shows the elevator installation 1 from figure 1 in a schematic plan view.
  • the braking system 15 contains two elevator braking devices 20, 20.1.
  • the two elevator braking devices 20, 20.1 are preferably designed to be identical or mirror-symmetrical and, if necessary, they act on the guide rails 10 arranged on both sides of the elevator car 2.
  • the guide rails 10 contain suitable braking surfaces which, in cooperation with the elevator braking devices 20, 20.1, can bring about a braking of the elevator car 2.
  • the electronic monitoring device 30 is arranged on the roof of the elevator car 2 so that it is easily accessible for service purposes.
  • the electronic monitoring device 30 works with a first sensor 31 connected to the idler roller 9 of the elevator car 2 and a second sensor 32 integrated into the monitoring device 30 , which detect movement variables of the elevator car 2 .
  • FIG 3 shows a possible known embodiment of an electromechanical braking device 20 as from the publication WO2005044709 is known.
  • the electromechanical braking device 20 includes a brake housing 29 and a braking element 25 in the form of a brake wedge.
  • the brake housing 29 is attached to the elevator car 2 .
  • the braking element 25 is designed to be self-reinforcing in cooperation with the brake housing 29 .
  • the braking element 25 is held in a ready position by an actuator 21 .
  • an electromagnet 26 of the actuator 21 keeps an energy store 22 in the form of a compression spring under tension and the braking element 25 rests on the energy store 22 . This corresponds to the figure 3 shown position.
  • the electromechanical braking device 20 shown is symmetrical in itself. This means that two braking elements 25 are arranged on both sides of the guide rail 10 and can clamp them if necessary.
  • a position of the braking element 25 can be determined by means of a position indicator 24 and can be transmitted to the electronic monitoring device 30 by means of a corresponding connecting cable 27 .
  • a signal input 23 of the electromagnet 26 is also connected to the electronic monitoring device 30 via a connecting cable 27 .
  • the energy store 22 relaxes and the brake elements 25 are forced into the narrowing gap specified by the brake housing 29 .
  • the energy store 22 transports the braking elements 25 at least far enough for the braking elements 25 to clamp the guide rail 10 .
  • the actuator 21 also contains a restoring unit 28.
  • This restoring unit 28 contains a spindle unit which can move the electromagnet 26 in such a way that the energy store 22 can be tensioned again. In the event of a subsequent return movement of the elevator car 2, the electromechanical braking device 20 is finally reset again completely. Accordingly, the reset unit 28 can be controlled by a reset algorithm 52 .
  • Other electromechanical braking devices 20 work with eccentric brake shoes, which are also released by means of an electromagnet if necessary and are reset by means of spindle motors or are reset by an engaging movement of the brake shoes, such as in FIG EP1733992 executed.
  • the braking system 15 includes in the embodiment of figure 4 the electronic monitoring device 30, the power failure device 50 and two electromechanical braking devices 20, 20.1.
  • the electromechanical braking devices 20, 20.1 are constructed essentially as previously explained.
  • the electronic monitoring device 30 essentially comprises two assemblies.
  • a first module 42 is built on a circuit board 42.1.
  • this includes a second and a third sensor 32, 33.
  • Both sensors 32, 33 are one-dimensional acceleration sensors, which each detect a measured variable 32m, 33m in the form of an acceleration a.
  • An installation position of the electronic monitoring device 30 in the elevator system 1 is identified by means of an installation arrow 45 on the circuit board 42.1 or a surrounding housing. This ensures that the two sensors 32, 33 detect the vertical acceleration in the specific case.
  • the two sensors 32, 33 are each connected via an associated optional filter 34 with an evaluation unit 46, which in the figures 5 and 6 is explained in more detail.
  • the optional filter or filters 34 are implemented by means of a circuit of resistors and capacitors, which filter high-frequency oscillations of the acceleration sensors.
  • a second assembly 43 essentially includes a first sensor 31, which detects a measured variable 31m in the form of path increments s.
  • the first sensor 31 is connected, for example, to the support roller 9 of the elevator car 2 (see figure 2 ) connected or driven by it.
  • the measured variable 31m of the first sensor 31 is also transmitted to the evaluation unit 46 .
  • the electronic monitoring device 30 also has the necessary interfaces, connection points and connections 39, 24, 24.1, 41 to send signals, information and energy to the elevator control 7, to the safety circuit SK for the electromechanical braking devices 20 and, depending on the version, to a voltage supply UN or a corresponding power failure device 50 to transfer.
  • the power failure device 50 is shown in the example figure 4 assembled with the electronic monitor 30.
  • the power failure device 50 includes an emergency power supply 51. This is supplied with electrical energy from a conventional energy source UN in the elevator system 1 and stores the energy in rechargeable batteries or capacitors. These are dimensioned in such a way that the braking system 15 can be kept in its ready position during brief power cuts. A shorter power shutdown is, for example, a building supply shutdown during one night, i.e. for around 12 hours. In this way, a part of the building that is not needed for half a day can be switched off.
  • the emergency power supply 51 keeps the braking system 15 active during this time and the elevator system 1 is ready for operation again immediately after the power is switched on.
  • the electronic monitoring device 30 detects by means of voltage monitoring falling below the predetermined level and it releases the electromechanical braking devices 20 for braking. At the same time, it writes associated information IU that the voltage has fallen below the corresponding critical voltage limit and that the electromechanical braking device 20, 20.1 has been actuated in a data memory 36 of the electronic monitoring device 30.
  • the power failure device 50 preferably includes an automatic reset device 52.
  • a decision algorithm 54 of the automatic reset device 52 starts automatically when the voltage supply UN of the electronic monitoring device 30 is switched on and performs a status analysis. If it is determined that the data memory 36 of the electronic monitoring device 30 contains the information IU that the voltage has fallen below the critical voltage limit and that the electromechanical braking device 20, 20.1 has been actuated as a result, the automatic resetting device 52 initializes the automatic resetting algorithm 55. This now controls the electromechanical Braking device 20, 20.1 or its actuator 21, 21.1 by means of the return unit 28, 28.1 back to its ready position. In this case, the information IU in the data memory 36 is reset.
  • this control takes place directly from the reset algorithm 55 or the control takes place via the elevator control 7 of the elevator system 1.
  • the power failure device 50 is assembled with the electronic monitoring device 30 in the example. However, it can also be part of the elevator control 7, at least in part.
  • the evaluation unit 46 of the electronic monitoring device 30 comprises, as in figure 5 a tester 35 can be seen.
  • the tester 35 compares the first measured variable 31m transmitted by the first sensor 31 with the second measured variable 32m transmitted by the second sensor 32.
  • the first measured variable 31m is a displacement increment signal s
  • the second measured variable 32m is an acceleration signal a.
  • the tester 35 checks the acceleration signal a for compliance with plausible limit values. For example, in normal operation, accelerations above a value of the acceleration due to gravity g are not plausible. As soon as the tester 35 consequently registers an acceleration signal a which is significantly higher than the gravitational acceleration g, the acceleration signal a is not plausible, which leads to the output of a status signal 40 "NOT_OK".
  • the tester 35 When a displacement increment signal s arrives, the tester 35 also checks the extent to which the time span between two displacement increment signals s correlates with the accelerations registered in this span of time, and it checks in narrow time steps the extent to which the registered accelerations a correspond to the arrival of the displacement increment signals s. So shows the second sensor 32 does not indicate any relevant acceleration a for a certain period of time, but the first sensor 31 indicates a relevant or large path increment s, so there is an error and the status signal 40 is output by the tester 35 as "NOT OK".
  • the evaluation unit 46 of the electronic monitoring device 30 also includes a calculation algorithm 37.
  • the calculation algorithm 37 calculates an actual driving parameter P, in the exemplary embodiment the actual speed VC. Starting from a momentary state of this actual speed V t-1 , the calculation algorithm 37 estimates a state of this actual speed V t to be expected in a next time step on the basis of the second movement quantity 32m, a detected by the second sensor 32 and that detected by the first sensor 31 first movement variable 31m, see.
  • the estimated state of the actual speed VC to be expected is made using a system model 44, which describes the mathematically defined relationship between the movement variables, taking correction factors K n into account. In the system model 44, the mathematical and temporal relationships of all motion variables used a, s, v are mapped.
  • the movement variables a, s, v used in the system model 44 are provided with an associated correction factor K n and the tracking in the system model 44 therefore always includes the integrated correction of the individual system movement variables.
  • the correspondingly corrected system model 44 thus contains the estimated, expected movement variables.
  • These corrected, estimated, expected movement variables represent the system in the best possible way and accordingly they are output as actual movement variables.
  • the calculated expected state of this actual speed V t is output as the actual driving speed VC or as the actual driving parameter P.
  • the correction factors K n are predetermined taking into account a required accuracy of the result and an inaccuracy of the sensors used, as well as the calculation process. In some cases, the correction factors K n also contain portions for converting physical units.
  • the correction factors K n , K n1 , K n2 used to calculate the actual driving parameter P are determined according to the rules of a Kalman filter.
  • the calculation is shown based on the calculation of the speed v.
  • the calculation can be carried out for all mathematically related movement variables, in which case the mathematical dependencies then have to be adjusted accordingly.
  • the system model 44 is integrated into the calculation algorithm 37 .
  • the evaluation unit 46 of the electronic monitoring device 30 includes the comparator 38.
  • the comparator 38 takes into account the status signal 40, which is output by the tester 35, in one stage. As soon as the status signal 40 is output as "NOT_OK", the embodiment according to FIG figure 5 the comparator 38 opens the safety circuit SK via a first signal output 39.1. As a result, the elevator system 1 is shut down. Alternatively, it is also possible to release the electromechanical braking device 20 directly via a second signal output 39.2 and thus to bring about a rapid stop by means of the electromechanical braking device 20. However, this is usually not required because a simultaneous occurrence of overspeed and a failure of one of the sensors 31, 32 is unlikely. At most, an opening of the safety circuit SK can even be delayed in this case in order to allow the elevator car 2 to stop normally on a next landing 11 .
  • the comparator 38 checks compliance with relevant limit values in the movement sequence of the elevator car 2 .
  • the relevant limit values W are stored in the data memory 36 . If the comparator 38 determines that a limit value has been exceeded, the first signal output 39.1 is output or displayed to the safety circuit SK or the second signal output 39.2 is output or displayed to the electromechanical braking device 20 in order to release it for braking.
  • the checking functions of the checker 35, the calculation algorithm 37 and the comparison functions of the comparator 38 can take place in separate processors. However, the functions are preferably combined in one processor.
  • the acceleration limit value AG determines a limit value for the vertical acceleration a detected by the second sensor 32 .
  • the first speed limit VCG1 determines a first limit for the calculated actual speed VC
  • the second speed limit VCG2 determines a second limit for the calculated actual speed VC.
  • the calculated actual speed VC corresponds to the value previously output as the actual driving speed or as the actual driving parameter P.
  • a first reaction time T1 defines a period of time during which, for example, excessive accelerations, such as those that occur during vibration processes, can occur.
  • a second reaction time T2 defines a period of time within which an emergency braking device, such as a drive brake, should bring about a deceleration of the elevator car 2 .
  • the comparator 38 now checks to what extent the actual speed VC of the elevator car 2 exceeds the first speed limit value VCG1. As long as this is not the case, the comparison output is set to 0, which means that the first signal output 39.1 to the safety circuit SK is also set to 0. The safety circuit SK thus remains closed. Should the actual speed VC of the elevator car 2 exceed the first speed limit value VCG1 exceed VC>VCG1, the comparison output is set to 1, which means that the first signal output 39.1 to the safety circuit SK is set to 1. This causes the safety circuit SK to open and the elevator system 1 to be shut down immediately via the drive system.
  • the comparator 38 also checks the extent to which the actual speed VC of the elevator car 2 exceeds the second speed limit value VCG2. As soon as VC > VCG2 occurs, the corresponding comparison output is set to 1. This means that the second signal output 39.2 to the electromechanical braking device 20 is set to 1. The elevator system 1 is thus stopped immediately via the corresponding release of the electromechanical braking device 20 . If the actual speed VC of the elevator car 2 has not exceeded the second speed limit value VCG2, a check is carried out to determine whether the detected vertical acceleration a of the elevator car 2 exceeds the acceleration limit value AG a>AG.
  • the second signal output 39.2 to the electromechanical braking device 20 is also set to 1. Accordingly, the elevator system 1 is also shut down via the electromechanical braking device 20 . Thus, when the first speed limit value VCG1 is exceeded and a critical acceleration value AG is continuously exceeded, the electromechanical braking device 20 is actuated.
  • an additional check takes place in which the comparator 38 checks to what extent, after the first speed limit value VCG1 has been exceeded, the actual speed VC of the elevator car 2 returns the first speed limit value VCG1 within a second reaction time T2 defined in the data memory falls below A typical magnitude of this second reaction time T2 is 100 to 200 ms (milliseconds). If the actual speed VC remains above the first speed limit value VCG1 for longer than the second reaction time T2, the second signal output 39.2 to the electromechanical braking device 20 is also set to 1. Accordingly, the elevator installation 1 is also immediately stopped via the electromechanical braking device 20 .
  • the data memory 36 of the electronic monitoring device 30 contains, in addition to the limit values W already explained, as in connection with figure 4 explained, a memory address for storing the information IU. Furthermore, a version identification of the electronic monitoring device 30 is generally also stored in the data memory 36 .
  • Additional limit values are stored on a case-by-case basis. These can be limit values that are tailored to a reduced driving speed, service speeds, test speeds or the like.
  • FIG 6 is a further development of the electronic monitoring device 30 from figure 5 shown.
  • the monitoring device 30 includes a third sensor 33.
  • This third sensor which is designed analogously to the second sensor 32, is used to run the electronic monitoring device 30 essentially redundantly.
  • the plausibility and correlation of the measured variables 31m, 32m, 33m are checked in two checkers 35, the actual speed VC of the elevator car 2 is calculated in two calculation algorithms 37 and the comparison with limit values is carried out redundantly in two comparators 38 . Since both comparators 38, as explained above, can bring about the opening of the safety circuit SK or the release of the electromechanical braking device 20 for braking redundantly according to predetermined criteria, overall safety is increased.
  • the comparison of the two sensors 32, 33 of the same type enables a direct diagnosis of a faulty sensor.
  • the elevator car 2 can continue to travel to a limited extent, even if, for example, one of the two sensors 32, 33 fails.
  • a source of error i.e. the defective sensor or the defective evaluation group, can be displayed.
  • the comparison of the actual speed VC of the elevator car 2 determined by the redundantly designed calculation algorithms 37 in a tester 35.1 enables a verification of the function of the complete evaluation chain.
  • the arrangements shown can be varied by those skilled in the art.
  • the electromechanical braking devices 20 can be attached above or below the elevator car 2 . Several pairs of brakes can also be used on an elevator car 2 . If necessary, the braking system 15 can also be attached to the counterweight 3 .
  • the monitoring device 30 can be integrated in the elevator control 7 or in a car computer.
  • the car computer is a unit arranged in the area of the car, which contains, for example, a control of a car door or a position determination of the elevator car 2 or the like.
  • an embodiment of the monitoring device 30 that is separate from other devices has proven to be advantageous since it can be tested on its own and, if need be, type-tested.
  • a corresponding housing of the monitoring device 30 preferably has a geometric design that allows an unambiguous arrangement on the elevator car 2, so that incorrect assembly can be practically ruled out.
  • the first and the second subassembly 42, 43 can also be assembled on a printed circuit board, as explained in the description at the outset.
  • the resulting common assembly can then be arranged, for example, directly on a support roller 9 of the elevator car 2 or on a guide roller of the elevator car 2, so that the travel increment sensor 31 can be driven directly.
  • the guide roller is, for example, a guide roller that is used to guide the elevator car 2 along the guide rails 10 .
  • the present explanations are essentially based on sensors 31, 32, 33, which detect accelerations a and distances s or distance intervals ds, and speed v is used as the evaluation variable.
  • further or other movement variables can be used that are mathematically related.
  • an air pressure that is mathematically related to movement parameters could also be used, or limit values can be defined depending on the distances covered.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)
  • Indicating And Signalling Devices For Elevators (AREA)
EP16733535.5A 2015-06-30 2016-06-29 Überwachungsvorrichtung und überwachungsverfahren für eine aufzugsanlage Active EP3317218B1 (de)

Applications Claiming Priority (2)

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EP15174458 2015-06-30
PCT/EP2016/065226 WO2017001531A1 (de) 2015-06-30 2016-06-29 Überwachungseinrichtung für eine aufzugsanlage

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EP3587323A1 (en) * 2018-06-22 2020-01-01 Otis Elevator Company Elevator system
WO2020079839A1 (ja) * 2018-10-19 2020-04-23 三菱電機株式会社 エレベーターのブレーキ装置劣化予測システム
EP3650387A1 (en) * 2018-11-06 2020-05-13 Otis Elevator Company System and method for displaying safety related data
US11795032B2 (en) * 2018-11-13 2023-10-24 Otis Elevator Company Monitoring system
CN109506822A (zh) * 2018-12-06 2019-03-22 苏州德里克智能技术有限公司 一种电梯限速器动态提拉力检测装置
EP3754837B1 (de) * 2019-06-17 2024-01-17 Schneider Electric Industries SAS Verfahren zur überwachung einer maschine
DE102019007735B3 (de) * 2019-11-07 2021-01-28 Vonovia Engineering GmbH Vorrichtung und Verfahren zur Bestimmung eines Zustands eines Aufzugs
CN115362114A (zh) * 2020-04-06 2022-11-18 因温特奥股份公司 检查电梯设备的制动器的当前的功能状态的方法和相应配备的电梯设备
CN112141843B (zh) * 2020-09-07 2022-07-19 嘉兴市特种设备检验检测院 用于检测电梯制动器制动性能的动态检测***及方法
CN114655807A (zh) * 2021-01-29 2022-06-24 广东卓梅尼技术股份有限公司 一种电梯振动故障诊断设备
CN114538234B (zh) * 2022-02-14 2023-06-30 深圳市爱丰达盛科技有限公司 一种物联网大数据电梯安全运行标准ai自建***及方法
CN115303912A (zh) * 2022-07-19 2022-11-08 三菱电机上海机电电梯有限公司 一种电梯安全钳辅助安全装置及其调整方法

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BRPI0601926B1 (pt) 2005-06-17 2018-06-12 Inventio Aktiengesellschaft Dispositivo de pára-quedas do freio
US20150014098A1 (en) * 2012-01-25 2015-01-15 Inventio Ag Method and control device for monitoring travel movements of an elevator car
DK2909122T3 (da) * 2012-10-18 2018-08-20 Inventio Ag Sikkerhedsindretning til en elevator
US9771240B2 (en) * 2012-11-05 2017-09-26 Otis Elevator Company Inertial measurement unit assisted elevator position calibration

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WO2017001531A1 (de) 2017-01-05
AU2016286288B2 (en) 2019-08-15
AU2016286288A1 (en) 2018-01-18
BR112017025853B1 (pt) 2022-12-20
BR112017025853A2 (pt) 2018-08-14
CN107810159B (zh) 2020-03-06
EP3317218A1 (de) 2018-05-09

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