EP4085018A1 - Procédé permettant de déplacer une cabine d'ascenseur d'un ascenseur pour évacuer des passagers et dispositif d'ouverture de frein permettant de déplacer une cabine d'ascenseur d'un ascenseur - Google Patents

Procédé permettant de déplacer une cabine d'ascenseur d'un ascenseur pour évacuer des passagers et dispositif d'ouverture de frein permettant de déplacer une cabine d'ascenseur d'un ascenseur

Info

Publication number
EP4085018A1
EP4085018A1 EP20838100.4A EP20838100A EP4085018A1 EP 4085018 A1 EP4085018 A1 EP 4085018A1 EP 20838100 A EP20838100 A EP 20838100A EP 4085018 A1 EP4085018 A1 EP 4085018A1
Authority
EP
European Patent Office
Prior art keywords
brake
elevator
elevator car
speed
pulse
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.)
Pending
Application number
EP20838100.4A
Other languages
German (de)
English (en)
Inventor
Steffen BEWERSDORF
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Inventio AG
Original Assignee
Inventio AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Inventio AG filed Critical Inventio AG
Publication of EP4085018A1 publication Critical patent/EP4085018A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/027—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions to permit passengers to leave an elevator car in case of failure, e.g. moving the car to a reference floor or unlocking the door

Definitions

  • Elevator The present invention relates to a method for moving an elevator car of an elevator for evacuating passengers and a brake release device for moving an elevator car of an elevator for evacuating passengers.
  • EP 3 216735 A1 describes a method in which the brake of an elevator car is released gradually after a power failure in order to move the elevator car to a floor.
  • the electrical impulses for releasing the brake always have the same size or length of time, for example a duration of 270 ms at intervals of 1000 ms.
  • the disadvantage here is that since the elevator car moves very slowly or not at all depending on the weight ratios between the counterweight and the elevator car with people, a large number of electrical impulses are necessary to move the elevator car appreciably. It can therefore take a very long time until the elevator car has been moved to a height at which the passengers can leave the elevator car. It is also disadvantageous that with such a method, if there are large differences in weight, the elevator system can reach a high speed within the time period and must be braked and brought to a standstill at the end of the time period. This leads to jerky movements which unsettle the passengers and possibly even endanger them.
  • a method for moving an elevator car of an elevator for evacuating passengers from the elevator car of the elevator in the event of a power failure by a brake blocking a height movement of the elevator car comprising the following steps: transmitting an electrical Power to the brake of the elevator for releasing the brake and releasing the vertical movement of the elevator car, wherein the brake can be moved and retained in a plurality of positions, which are between a fully closed position and a fully open position, depending on the transmitted electrical power;
  • the advantage here is that the electrical power which is transmitted to the brake depends on an actual speed and a target speed.
  • the power that is transmitted to the brake determines the state, i.e. the position of the brake shoe and thus the braking force that the brake exerts on an object to be braked. If enough electrical power is transmitted to the brake, it opens from a closed position to an open position. On the way from the closed position to the open position, a large number of intermediate positions are passed through, i.e. the brake shoes are located in different positions in which they touch the brake disc or the shaft to different degrees and thus brake differently. In the closed position, the brake shoes press so hard against the object to be braked that the elevator does not move in height even when it is loaded with a nominal load.
  • the brake shoes are completely released from the object to be braked, so that even a small difference in weight between the elevator car and the counterweight causes the elevator to move under the action of gravitational force.
  • the positions can be used to regulate the speed of the elevator during evacuation. If the speed falls below a setpoint, the brake can be moved to an intermediate position, which is closer to the fully open position, and held there, as a result of which the braking effect decreases and the speed increases. If a target speed is exceeded, the brake can be moved from the current position in the opposite direction to the aforementioned and held in an intermediate position, which is closer to the fully closed state, whereby the braking effect is increased and the speed of the elevator system is reduced .
  • the braking effect is strongest in the fully closed position.
  • the braking effect decreases with every position which is closer to the fully open position (no grinding effect). If the power which is supplied to the brake is controlled as a function of the speed, then the speed can be set independently (at least within a certain weight spectrum) of the weight difference in the elevator system.
  • an evacuation of the elevator car can be achieved in which the elevator car is moved essentially at a constant speed and thus a feeling of comfort and safety can be created for the passengers in the elevator car in contrast to the evacuation processes, in which abrupt Braking processes take place at short intervals.
  • the elevator car can be evacuated without long waiting times, i.e. in a short time, without exposing passengers to a high risk, since the service technician starts the process by pressing a button and can then be sure that the car is being controlled, in particular is not moved at too high a speed.
  • the large number of acceleration / braking processes as are customary in the known methods, are bypassed without the safety of the passengers being endangered.
  • a brake release device for moving an elevator car of an elevator for evacuating passengers from the elevator car of the elevator in the event of a power failure in which a brake blocks vertical movement of the elevator car
  • the brake release device comprising: an electrical energy source for supply the brake with energy, a semiconductor switch, in particular an IGBT for connecting the brake to the energy source, and a control device for controlling the switch.
  • an elevator for passengers comprising an elevator car for accommodating the passengers and a brake opening device as described above and below.
  • the elevator car In the event of a power failure, the elevator car is usually braked or blocked by brakes, which are closed when there is no current, so that vertical movement along the elevator shaft is not possible as long as the brake is closed.
  • the brake To move the elevator car, the brake is released in the known method by applying an electrical pulse to the brake once or several times, which completely opens the brake.
  • the brake typically remains in the fully open state, so that the elevator car can move freely, that is, without the action of the brake.
  • the lengths of the electrical pulses are the same, that is, each electrical pulse has the same length.
  • the elevator car begins to move and then moves under certain circumstances very slowly, so that the movement in height or the distance covered in height per electrical impulse is only very small.
  • the car can move at a very high speed and must then be braked sharply at the end of the electrical impulse in order to be brought to a standstill.
  • the elevator car experiences this an abrupt slowdown. Whether the car moves very slowly or quickly depends exclusively on the weight ratios between the elevator car and the counterweight. The possibly abrupt braking can put a heavy strain on the passengers in the elevator car.
  • the electrical power which is applied to the brake is set in such a way that the elevator car continues to travel at this setpoint speed after a setpoint speed has been reached. An evacuation is thus achieved in which the speed of the elevator car is essentially constant after a setpoint speed has been reached.
  • the electrical power that is transmitted to the brake is essentially regulated in such a way that the actual speed corresponds to a setpoint speed.
  • the brake is moved in the direction of the fully closed position by reducing the electrical power and, under the action of the springs, which completely closes the brake in the de-energized state, so that the brake shoes are more attached grind the object to be braked. This results in an increased braking effect.
  • the actual speed of the elevator system decreases and therefore approaches the target speed. If the actual speed is lower than the target speed, the electrical power which is transmitted to the brake is increased so that the brake opens further, i.e. moves in the direction of the fully open position, so that the grinding effect of the brake shoes decreases on the object to be braked and the elevator system can move faster with a low braking resistance.
  • the transmitted electrical power is also set by opening or closing a switch which connects the brake to an electrical energy source.
  • the electric power can be controlled by continuously turning the switch on and off. If the switch is switched on, the brake, in particular the electromechanical actuator of the brake, is electrically connected to the energy source, so that a current is established from the energy source to the brake. By turning the switch on and off, this current and thus also the electrical power that is transmitted to the brake is modulated.
  • the brake can assume any number of intermediate positions between the two end positions (completely closed and completely open). In these intermediate positions, the grinding force of the brake linings changes, so that a smaller or greater braking effect arises depending on the granted intermediate position. With a corresponding control of the switch it can thus be achieved that the elevator car moves at a constant speed, namely the setpoint speed.
  • the electrical power is also transmitted to the brake in the form of an electrical pulse, the transmitted electrical power being adjusted by increasing or decreasing a pulse width and / or pulse amplitude and / or pulse frequency of the electrical pulse.
  • the opening state of the brake can thus be set by a combination of one or more of the parameters mentioned above. If the pulse width and / or pulse amplitude and / or pulse frequency are controlled, this results in a simple way of adjusting the power transmitted to the brake.
  • the pulse width here is the length of a pulse, i.e. the period of time in which a certain voltage is applied to the brake. In the case of a voltage pulse, the pulse amplitude is the voltage value (in volts).
  • the pulse frequency is the reciprocal of the period in which a pulse is repeated.
  • the electrical pulse is a voltage pulse, in particular a DC voltage pulse.
  • a DC voltage is applied to the brake while the pulse is switched on. After the pulse duration, the voltage is reduced to zero, i.e. no more voltage is applied to the brake.
  • the voltage that the brake sees changes between a zero level and a fixed direct current value. This enables the method to be carried out in a particularly simple manner. It is possible to switch back and forth between two voltage levels with just one switch.
  • the electrical pulse is a square pulse.
  • the method starts when a switch is actuated.
  • the evacuation can thus be started by a service technician who operates a switch. This enables the service technician to start the evacuation process only when the system is in a safe state that allows evacuation.
  • the method steps are repeated while a switch is actuated.
  • a switch To carry out the method, a switch must therefore be pressed constantly. This has the advantage that the evacuation can only be carried out under the supervision of a service technician. The technician must operate the switch during the entire on-site procedure. A safety element is built into the evacuation and thus a safe evacuation is made possible.
  • the method is ended as soon as the car reaches a floor. It has been found to be advantageous that the method is automatically stopped when a floor is reached on which the passengers can be evacuated. It is thus made impossible that the evacuation operation can be continued after reaching the floor. This makes it impossible to miss the floor in the evacuation operation. This simplifies the evacuation process.
  • the transmission of the electrical power to the brake is stopped when a speed limit is exceeded, so that the brake is closed.
  • Such a method has an additional safety function in that the method is automatically terminated if too high a speed is detected. Since the actual speed has to be measured at regular intervals for the process, the implementation of such a safety function is possible without great additional effort. In this way, a safe method is achieved that is easy to implement.
  • the transmission of the electrical power to the brake is stopped when a speed limit is undershot, so that the brake is closed.
  • the brake release device comprises an electrical energy source for supplying the brake with energy, a semiconductor switch, in particular an IGBT, for connecting the brake to the electrical energy source, and a control device for controlling the switch.
  • a semiconductor switch in particular an IGBT
  • the inertia present with electromechanical or mechanical switches does not exist with semiconductor switches, so that the modulation of the energy supply by a semiconductor switch is essentially continuously adjustable.
  • electromechanical or mechanical switches due to the mechanical and electrical inertia and the resulting limitation of the number of switching cycles per unit of time, only a gradual regulation of the energy supply is possible due to the structure.
  • the use of an IGBT enables the position of the brake shoes to be regulated essentially continuously and the brake to be held in these positions.
  • setting a constant speed during evacuation is more precise, that is, without the comparatively large oscillations around the setpoint speed, which are necessarily present in electromechanical or mechanical switches due to inertia.
  • this reduces the wear on the brake and the other components involved in setting the braking position.
  • the brake opening device in this embodiment can connect / disconnect the brake to / from the energy source at a high frequency by the presence of a semiconductor switch and a control device for controlling this semiconductor switch.
  • the flow of energy into the brake can thus be modulated by the switch-on behavior.
  • This allows the holding position of the brake to be set precisely by the brake release device according to the invention.
  • a semiconductor switch enables higher switching frequencies, which only enables the transmitted power to be modulated to achieve a large number of different braking positions in which the brake exerts different braking effects on the object to be braked, as described above.
  • abrupt braking of the elevator car also leads to a reduction in the comfort of the passengers in the elevator car.
  • Another advantage of this embodiment of the brake release device is that the brakes for braking the elevator car are usually spared, since the forces that occur when braking the elevator car can be kept particularly low.
  • the brake release device further comprises a speed determination device for determining a speed of an elevator car.
  • the presence of a speed determining device enables the brake release device to regulate the speed in a closed control loop.
  • the brake release device can thus keep the speed of the elevator car essentially constant during the evacuation process.
  • the speed determination device comprises a magnetic reading device on the elevator car and a magnetic tape in the shaft.
  • the speed is determined by the
  • Speed determination device that is, determined by the magnetic reader, which reads out a magnetic field pattern along a magnetic tape.
  • the brake release device can thus determine the speed of the elevator car without a separate one Speed determination device is required exclusively for the brake release device. This leads to a cost-effective design of the brake release device.
  • the speed determination device comprises an encoder on the machine of the elevator.
  • the speed of the elevator car can be deduced from the speed of rotation of the shaft of the machine.
  • an elevator for passengers comprising an elevator car for accommodating the passengers and a braking device, as described above and below.
  • the advantages, as described above and below, are also achieved through the use of a semiconductor switch for modulating a voltage which is applied to an elevator brake so that an elevator car moves at an essentially constant speed.
  • FIG. 1 shows a schematic representation of a typical elevator installation
  • Fig. 2 shows a schematic of the main components of the electromechanical brake of Fig. 1;
  • FIG. 3 shows a schematic representation of a control device for controlling the brake from FIGS. 1 and 2, which comprises a brake release device known from the prior art;
  • Fig. 4 shows a schematic representation of output pulses of the Bremsöff ungsvortechnisch from Fig. 3;
  • FIG. 5 shows a schematic representation of jerk movements in the elevator car during the opening process of the brake opening device, as shown in FIG. 4; 6 shows schematically a brake release device according to the invention according to an exemplary embodiment of the invention;
  • FIG. 7 shows a flow chart of a method according to the invention for moving an elevator car of an elevator for evacuating passengers from the elevator car in the event of a power failure.
  • FIG. 8 shows a speed profile of an evacuation process which is carried out according to the method according to the invention.
  • the elevator 1 moves in a shaft and comprises a counterweight 2 and an elevator car 4, which move in opposite directions along guide rails.
  • the support means 6 are connected at one end to the counterweight 2, run over a traction sheave 8, which is located in the upper area of the shaft and are at the other end connected to the elevator car 4.
  • the drive pulley 8 is driven by the motor 12 via a shaft and is braked by the brakes 14, 16.
  • the use of at least two brakes is mandatory (e.g. by EN81-1: 1998).
  • the exemplary embodiment has two independent electromechanical brakes 14 and 16, which act on the shaft of the motor 12 via a brake disk.
  • the brakes could act on a brake drum, as described in WO-A2 -2007/094777.
  • the frequency converter FC has a rectifier 20 which converts the AC voltage of the main power supply into a DC voltage in the DC link 22.
  • the direct voltage in the DC link 22 serves as an input for the converter 24, which converts the direct voltage into an alternating voltage for feeding the motor 12.
  • the inverter 24 comprises a multiplicity of power semiconductors, such as IGBTs, for example, which are controlled by a PWM signal from the motor controller MC.
  • the functioning of the elevator 1 is controlled by an elevator controller EC.
  • the elevator control EC receives calls from the passengers, who enter them via the call panels on the respective floors.
  • a brake control device 40 which in this exemplary embodiment is embodied as part of the frequency converter FC, generates a current signal I for releasing the brakes 14, 16.
  • the movement of the motor 12 is monitored by an encoder 22.
  • the encoder 22 is mounted on the traction disk 8 or directly on the motor shaft.
  • a speed signal V from the encoder 22 is fed back to the controller MC in the frequency converter FC.
  • the unit MC can thus determine parameters such as the position, speed and acceleration of the elevator car 4.
  • a magnetic tape 70 can be installed in the shaft and a magnetic reader 68 can be installed on the elevator car 4.
  • the magnetic reader 68 on the elevator car 4 runs in a vertical movement along the magnetic tape 70.
  • the magnetic reader can determine the movement of the elevator car 4 in the shaft and can determine parameters such as speed and acceleration be derived.
  • the brake control 40 is shown in FIG. 1 as part of the frequency converter FC, it is clear to a person skilled in the art that the brake control 40 can also be designed in a separate housing outside the frequency converter FC or as part of the elevator control EC.
  • FIG. 2 shows a schematic illustration of the main components of the electromechanical brake 14 and 16 from FIG. 1.
  • Each of the brakes 14, 16 is connected to a cable to a brake controller 40 and comprises an actuator 30 and a fitting 36 to which a brake lining 38 is attached is mounted.
  • the actuator 30 comprises one or more springs 32 which are arranged such that they press the armature 36 in a direction C in a braking state.
  • the armature 36 is pretensioned in a direction C towards the brake disk 24.
  • the brake comprises a brake coil 34 which is mounted in the actuator 30.
  • the coil 34 exerts an electromagnetic force on the armature 36 in the brake opening direction O against the spring force of the spring 32 when the coil is energized and thus moves the armature 36 away from the brake disc 24 and thus opens the brake.
  • FIG. 3 is a schematic illustration of a brake control device 40 from FIGS. 1 and 2 in combination with a pulse generator (PEBO) known from the prior art.
  • PEBO pulse generator
  • a direct voltage is supplied from the main energy supply selectively to the coil 34 through the brake contact or the brake relay BR, as shown schematically.
  • the brakes 14, 16 are open when the brake relay BR is closed and a current I thus flows from the positive output plus V through the coil 34 to the brakes 14, 16 to the 0 V earth connection.
  • the brake relay BR is open, the brake coils 34 are simultaneously disconnected from the energy supply and the springs 32 move the armature 36 in direction C so that the brake linings 38 come into contact with the brake disc 34 and the brakes block movement of the elevator system.
  • the device PEBO includes an independent energy supply, in this case a battery 52, which provides the electrical power for the pulse generator 56.
  • a converter 54 can be present, which the voltage level the battery 52 adapts to the required voltage level of the generator 56.
  • the pulse generator 56 can thus supply suitable pulses to the coils 34 of the brakes 14, 16.
  • the relevant personnel In order to carry out a manual evacuation of the elevator car 4 in the event of a power failure, the relevant personnel must first switch off the main power supply switch JH (see Figure 1) on arrival at the control device in order to ensure that the evacuation procedure is not interrupted even when the main power supply works again.
  • the manual evacuation switch JEM of the device PEBO can then be switched on and thus an electrical connection between the generator 56 and the brake coils 34 can be established.
  • Another manual evacuation switch DEM is then actuated so that the pulse generator 56 and the battery 52 are connected to one another. The generator 56 will then deliver a series of electrical pulses to the brake coils 34 as shown in FIG.
  • the brake opens for each of the braking pulses and the elevator car 4 can move under the influence of the gravitational force in the presence of an imbalance between the mass of the elevator car 4 and the counterweight 2 in accordance with the imbalance.
  • the manual evacuation switch DEM can be pressed repeatedly until the elevator car 4 arrives on a floor. In this prior art method, it takes several pulses to move the car and thus several actuations of the switch DEM.
  • the duration of a pulse that is to say from time to to time ti, is always the same length and is, for example, 72 ms.
  • the jerky movements that are triggered by these pulses can be measured with a sensor in the elevator car 4 and are shown schematically in FIG. 5.
  • the brake release device 60 comprises two switches 62 which, in this exemplary embodiment, are designed as semiconductor switches, namely as IGBTs.
  • the semiconductor switches are arranged in the electrical path from the battery 52 to the brakes 14 and 16 at the positive pole of the battery, which is led to the coils 34 via two lines.
  • switches 62 enable so the interruption of the energy supply from the battery to the brakes 14, 16.
  • the energy flow from the battery 52 to the brakes 14 and 16 can be modulated via the switches 62.
  • the semiconductor switches can be switched on and off at a high frequency, with the actually transmitted power from the battery to the brakes 14, 16, in particular to the coils 34 of the brakes, being able to be set via the on and off duration. Due to the presence of a switch 62 for each of the brakes 14 and 16, each of the brakes can be controlled individually.
  • the control makes it possible to regulate the brake in such a way that it brakes the elevator system in such a way that, given a given imbalance between the elevator car and the counterweight, an essentially constant speed is established in the elevator system.
  • the brake opening device thus enables an evacuation in which the elevator car is moved at an essentially constant speed.
  • the jerky movements from FIG. 5 can be at least partially eliminated with.
  • the movement takes place continuously.
  • the movement comprises an acceleration phase in which the speed is zero to the specified target speed, followed by a movement phase in which the elevator car moves at constant speed and finally a braking phase in which the elevator car comes to a standstill at target speed is braked.
  • FIG. 7 shows a flow chart of a method according to the invention for evacuating passengers from an elevator car who are stuck in the elevator car in the event of a power failure. Typically, such a method is carried out with an apparatus from FIG. 6.
  • step S 1 If the main power supply fails in step S 1, the brake contact or the brake relay BR is automatically opened and the brakes 14, 16 close immediately and thus prevent the elevator car 4 from moving further. If passengers are stuck in the elevator car 4, they can be activated by pressing an emergency switch order the evacuation.
  • the service technician Upon arrival, the service technician will gain access to the control unit and switch off the main power switch JH in step 2 to ensure that the Evacuation procedure is not interrupted even when the main energy supply is restored.
  • step S3 the method is prepared by the brake release device. It is ensured that the speed information from the
  • step S3 the manual evacuation switch DEM is pressed by the service technician in order to connect the brake opening device 60 to the battery 52.
  • the brake opening device 60 will then control the brake coils 34 with a certain electrical power in step S4 so that the elevator car 4 moves under the influence of gravitational force and depending on the imbalance between the mass of the car 4 and the counterweight 2. In this step, the brake is therefore moved from a closed position to an at least partially open position.
  • an actual speed of the elevator car is determined in step S5. This can be done by the encoder 22 and / or the magnetic tape 70 and the magnetic reader 68.
  • a step S6 the measured actual speed is compared with a predefined setpoint speed. This takes place in the brake release device 60. In other exemplary embodiments, this can also take place in another control device, for example in the elevator control device or in the motor control device.
  • the electrical power which is transmitted to the brake is set as a function of a deviation of the actual speed from a predetermined target speed, that is to say reduced or increased, so that the actual speed essentially corresponds to the target speed.
  • Speed corresponds.
  • step S8 If it is determined in step S8 that the car has reached a floor, the method continues to step S9. If no floor has yet been recognized, the method jumps back to step S5 and runs through steps S5 to S7 again until the floor is reached at a point in time. If it is determined that the floor has been reached, the service technician can go to the corresponding floor in step S9 and manually open the elevator car doors there in order to evacuate the passengers. In step S 10, the elevator can then be prepared for normal operation again. The evacuation process is then completed in step S8.

Landscapes

  • Maintenance And Inspection Apparatuses For Elevators (AREA)
  • Elevator Control (AREA)

Abstract

L'invention concerne un procédé permettant de déplacer une cabine d'ascenseur d'un ascenseur pour évacuer des passagers hors de la cabine de l'ascenseur en cas de panne de courant. En cas de panne de courant, un frein bloque un déplacement vertical de la cabine d'ascenseur. Ce procédé comprend les étapes suivantes : Transmettre une puissance électrique au frein de l'ascenseur pour desserrer le frein et libérer le déplacement vertical de la cabine d'ascenseur. En fonction de la puissance électrique transmise, le frein se trouve dans une pluralité de positions qui peuvent être déplacées et maintenues entre une position entièrement fermée et une position entièrement ouverte. Déterminer une vitesse réelle à laquelle la cabine d'ascenseur se déplace. Comparer la vitesse réelle à une vitesse de consigne. Ajuster, en particulier augmenter ou réduire la puissance électrique qui est transmise au frein en fonction d'un écart de la vitesse réelle par rapport à la vitesse de consigne, de sorte que la vitesse réelle correspond sensiblement à la vitesse de consigne.
EP20838100.4A 2019-12-31 2020-12-23 Procédé permettant de déplacer une cabine d'ascenseur d'un ascenseur pour évacuer des passagers et dispositif d'ouverture de frein permettant de déplacer une cabine d'ascenseur d'un ascenseur Pending EP4085018A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP19220186.1A EP3845480A1 (fr) 2019-12-31 2019-12-31 Procédé de déplacement d'une cabine d'un ascenseur pour évacuer des passagers et dispositif d'ouverture de frein pour déplacer une cabine d'ascenseur
PCT/EP2020/087819 WO2021136738A1 (fr) 2019-12-31 2020-12-23 Procédé permettant de déplacer une cabine d'ascenseur d'un ascenseur pour évacuer des passagers et dispositif d'ouverture de frein permettant de déplacer une cabine d'ascenseur d'un ascenseur

Publications (1)

Publication Number Publication Date
EP4085018A1 true EP4085018A1 (fr) 2022-11-09

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Family Applications (2)

Application Number Title Priority Date Filing Date
EP19220186.1A Withdrawn EP3845480A1 (fr) 2019-12-31 2019-12-31 Procédé de déplacement d'une cabine d'un ascenseur pour évacuer des passagers et dispositif d'ouverture de frein pour déplacer une cabine d'ascenseur
EP20838100.4A Pending EP4085018A1 (fr) 2019-12-31 2020-12-23 Procédé permettant de déplacer une cabine d'ascenseur d'un ascenseur pour évacuer des passagers et dispositif d'ouverture de frein permettant de déplacer une cabine d'ascenseur d'un ascenseur

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EP19220186.1A Withdrawn EP3845480A1 (fr) 2019-12-31 2019-12-31 Procédé de déplacement d'une cabine d'un ascenseur pour évacuer des passagers et dispositif d'ouverture de frein pour déplacer une cabine d'ascenseur

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US (1) US20230022982A1 (fr)
EP (2) EP3845480A1 (fr)
CN (1) CN114945530A (fr)
AU (1) AU2020418450A1 (fr)
WO (1) WO2021136738A1 (fr)

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Publication number Priority date Publication date Assignee Title
MX2021007348A (es) * 2018-12-20 2021-09-21 Inventio Ag Metodo para mover una cabina de ascensor de un ascensor para la evacuacion de los pasajeros y dispositivo de liberacion de freno para mover una cabina de ascensor de un ascensor para la evacuacion de los pasajeros.
EP3845480A1 (fr) * 2019-12-31 2021-07-07 Inventio AG Procédé de déplacement d'une cabine d'un ascenseur pour évacuer des passagers et dispositif d'ouverture de frein pour déplacer une cabine d'ascenseur

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CN106232514B (zh) * 2013-12-17 2018-07-17 株式会社日立制作所 电梯的控制装置及其控制方法
JP6237474B2 (ja) * 2014-05-30 2017-11-29 株式会社明電舎 エレベータのかご移動制御装置およびかご移動制御方法
EP3072842B1 (fr) * 2015-03-23 2019-09-25 Kone Corporation Système de secours d'ascenseur
EP3216735A1 (fr) 2016-03-10 2017-09-13 Inventio AG Ouverture pulsé de frein d'ascenseur permettant l'évacuation de passagers
EP3464146A1 (fr) * 2016-05-31 2019-04-10 Inventio AG Commande d'entraînement d'ascenseur pendant une interruption de courant
MX2021007348A (es) * 2018-12-20 2021-09-21 Inventio Ag Metodo para mover una cabina de ascensor de un ascensor para la evacuacion de los pasajeros y dispositivo de liberacion de freno para mover una cabina de ascensor de un ascensor para la evacuacion de los pasajeros.
JP7280709B2 (ja) * 2019-02-20 2023-05-24 株式会社日立製作所 エレベーター及びエレベーターの制御方法
EP3845480A1 (fr) * 2019-12-31 2021-07-07 Inventio AG Procédé de déplacement d'une cabine d'un ascenseur pour évacuer des passagers et dispositif d'ouverture de frein pour déplacer une cabine d'ascenseur

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EP3845480A1 (fr) 2021-07-07
US20230022982A1 (en) 2023-01-26
CN114945530A (zh) 2022-08-26
WO2021136738A1 (fr) 2021-07-08

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