WO2012134363A1 - Procédé et dispositif permettant une alimentation électrique pour des ascenseurs à crémaillère - Google Patents

Procédé et dispositif permettant une alimentation électrique pour des ascenseurs à crémaillère Download PDF

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Publication number
WO2012134363A1
WO2012134363A1 PCT/SE2011/050359 SE2011050359W WO2012134363A1 WO 2012134363 A1 WO2012134363 A1 WO 2012134363A1 SE 2011050359 W SE2011050359 W SE 2011050359W WO 2012134363 A1 WO2012134363 A1 WO 2012134363A1
Authority
WO
WIPO (PCT)
Prior art keywords
energy
load carrier
mast
power
electric motor
Prior art date
Application number
PCT/SE2011/050359
Other languages
English (en)
Inventor
Lars Cederblad
Jonny Eliasson
Original Assignee
Alimak Hek Ab
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 Alimak Hek Ab filed Critical Alimak Hek Ab
Priority to EP11862820.5A priority Critical patent/EP2691333B1/fr
Priority to PCT/SE2011/050359 priority patent/WO2012134363A1/fr
Priority to ES11862820T priority patent/ES2724748T3/es
Priority to CN201180069700.0A priority patent/CN103492303B/zh
Publication of WO2012134363A1 publication Critical patent/WO2012134363A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
    • B66B1/30—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on driving gear, e.g. acting on power electronics, on inverter or rectifier controlled motor
    • B66B1/302—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on driving gear, e.g. acting on power electronics, on inverter or rectifier controlled motor for energy saving
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B11/00—Main component parts of lifts in, or associated with, buildings or other structures
    • B66B11/0035—Arrangement of driving gear, e.g. location or support
    • B66B11/0045—Arrangement of driving gear, e.g. location or support in the hoistway
    • B66B11/005—Arrangement of driving gear, e.g. location or support in the hoistway on the car
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B11/00—Main component parts of lifts in, or associated with, buildings or other structures
    • B66B11/04—Driving gear ; Details thereof, e.g. seals
    • B66B11/043—Driving gear ; Details thereof, e.g. seals actuated by rotating motor; Details, e.g. ventilation
    • B66B11/0461—Driving gear ; Details thereof, e.g. seals actuated by rotating motor; Details, e.g. ventilation with rack and pinion gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures
    • B66B9/16—Mobile or transportable lifts specially adapted to be shifted from one part of a building or other structure to another part or to another building or structure

Definitions

  • the present invention concerns a method for the power supply for rack and pinion lifts according to the introduction to claim 1.
  • the invention concerns also an arrangement for the power supply for rack and pinion lifts according to claim 10.
  • a rack and pinion lift comprises in general a load carrier such as a lift car that can be driven along a track by means of electric motors and cogged wheels, which track is normally in the form of a mast provided with a cogged rod.
  • the electric motors that are selected are normally of three-phase type with a rated voltage of 380-500 V and a frequency of 50 or 60 Hz.
  • the motors offer soft starting and stopping of the lift car at the selected landing by the use of frequency control.
  • a rack and pinion lift not only the ele tric motor for driving the lift but also a control and monitoring unit for the control of the lift are supported by immediately by the lift car.
  • Rack and pinion lifts differ in a number of ways from conventional lifts such as cable- borne lifts and hydraulic lifts.
  • One difference is, for example, that the lift car supports its own drive unit as it does also an associated control and monitoring unit for the control of the electric motor.
  • the drive machinery is normally separated from the lift car in conventional lifts, for example arranged in a machine room and connected with the lift car in a manner that transfers motion through a cable or similar that runs from the machine room.
  • rack and pinion lifts normally lack a counterweight and thus they lack the possibility of balancing the deadweight of the lift car, and this makes the start and acceleration phase critical, and requiring particularly high amounts of energy.
  • the electrical power line must be extended and shortened as the lift car moves along the mast.
  • the length of the mast that is used in the currently used type of rack and pinion lift is formed from a number of sections that can be stacked and mounted on each other, in order to be able to vary the length of the mast.
  • the electrical power line is given a length that is adapted such that it can accompany the lift car along the complete height of the mast.
  • rack and pinion lifts are normally intended to be used for non-permanent use within the building industry, i.e. the lift is demounted when the building construction has been completed.
  • Lifts are, on the other hand, becoming evermore higher and it has proved to be the case that the weight of the electrical power line, for lift heights up to 500 m and higher, becomes so great that it influences the loading capacity of the lift.
  • the extension of the electrical power line as the lift car moves along the mast creates also difficulties with housing the complete cable length, in particular, when the power cable is to supply powerful motors with the current they require.
  • the length, stiffness and deadweight of the electrical power line constitute problems, whereby the relatively heavy-duty electrical power line that accompanies the lift car becomes difficult to control, heavy to carry and house.
  • Rack and pinion lifts normally lack this possibility and the potential energy must be continuously overcome by the power supply system, which, of course, places considerable demands on this system. Enormous amounts of energy are generated when a rack and pinion lift car moves downwards along the mast during braking (retardation). The potential energy that is in this way released by the lift car is normally converted to heat energy in separate resistances (braking resistances) or it is fed back into the mains power network by a process known as "regenerative braking". It should be realised that a rack and pinion lift produces a considerably greater amount of energy during its motion downwards than conventional lifts provided with counterweights produce, due to the absence of a counterweight. Previous attempts to equip rack and pinion lifts with counterweights have been less than successful, mainly as a result of complicated designs and the extra work that the counterweight arrangement introduces during the tasks of mounting and demounting the lift.
  • the power supply system and the associated electrical plant must be dimensioned to cope with the highest output power that is required during short periods, while the appearance of the standard load places considerably lower requirements for the capacity of the power plant, overload protection, the conductor system and other equipment in the consumer circuit will not be used fully with respect to the capacity of the equipment. As a part of this, the investment costs for the power supply system will be significantly higher and more extensive than necessary and they will be inefficient from the point of view of costs.
  • rack and pinion lifts are often used during the construction of buildings at locations that lack electrical power and the infrastructure of power stations, whereby alternative sources of energy are used as main power generator such as, for example, diesel-powered units, it should be understood that it would be desirable from a number of aspects to be able to reduce not only the size but also the cost of the external power- generating equipment and generator system that are required.
  • Figure 1 shows how a general mains power network 101 that is part of a main power generator 100 feeds a three-phase alternating current to a transformer 102 in order for it to be transformed down to a suitable level of voltage.
  • An AC bus 105 and a three-phase electrical power line 106 supplies a three-phase electric motor 109 supported by a lift car 107 with electrical energy.
  • the lift car 107 is a rack and pinion car and it can be driven along a mast 110 through the interaction between a cogged wheel 111 driven by the electric motor 109 and a cogged rod 112 arranged on the mast.
  • the selected speed during raising and lowering of the lift car 107 is controlled through appropriate frequency conversion of the electric motor 109,
  • an inverted or inverse flow of AC alternating current is generated in the electric motor 109.
  • the inverse flow of AC alternating current can, through what is known as "generative braking", be led back to the mains power network 101 (not shown in the drawings).
  • FIG 2 shows an example in which the main power generator 100 is part of a diesel-powered unit 113 intended to be used as a source of power.
  • the diesel-powered unit 113 is mechanically coupled to an AC power generator 114.
  • the power generator 114 supplies AC alternating current that supplies the electric motor 109 of the lift car 107 through an AC bus 105 and a three-phase electrical power line 106 (see Figure 1 ), The system from this point onwards is the same as that described in Figure 1.
  • an inverted or inverse flow of AC alternating current is generated in the electric motor.
  • the flow of inverse AC alternating current can be caused through generative braking to be dissipated as heat in a braking resistance, or it can be led back to the mains power network 101 (not shown in the drawings).
  • a first aim of the present invention is to achieve, based on the prior art technology, a method for the power supply of rack and pinion lifts that makes it possible to reduce the need for external power and in this way to reduce the cost of the power supply system of the lift as a whole.
  • a second aim is to achieve a method for the power supply that solves the problems with the three-phase electrical power line that extends from the unit at ground level to the lift car.
  • a third aim of the invention is to achieve an arrangement for the execution of the said method.
  • Figure 1 shows schematically a block diagram of a prior art power supply system, connected to the mains power network, for a rack and pinion lift that can be driven along a mast,
  • Figure 1a shows a view from the front and in greater detail of the power supply that is a component of a rack and pinion lift of the type shown in Figure 1 ,
  • FIG 2 shows schematically a block diagram of the power supply system according to Figure 1 but now in a design with a generator unit powered by a diesel engine, known as a "generator system",
  • Figure 3 shows schematically a block diagram of an arrangement according to the invention that has, for the power supply to a rack and pinion lift, an energy storage system that includes a supercondensor, and which system is connected to an AC alternating voltage supplied by the mains power network,
  • Figure 3a shows schematically and in more detail a block diagram of the supercondensor shown in Figure 3 and its associated electrical circuits
  • Figure 3b shows schematically in a cross-sectional view a charging arrangement in an alternative design and that is part of the invention, including a current withdrawal trolley with current withdrawers, and with which arrangement a power receiver arranged at the lift car can be in continuous electrical connection with the principal power network,
  • Figure 4 shows schematically a block diagram of an arrangement for the power supply of a rack and pinion lift according to Figure 3, but in a design with an energy storage system that includes a flywheel,
  • Figure 5 shows schematically a block diagram of an arrangement according to Figure 3, but with an energy storage system that includes a battery pack,
  • FIG. 5a shows schematically a block diagram in more detail of the battery pack and its associated electrical circuits shown in Figure 5,
  • Figure 6 shows schematically in the form of a graph the energy requirement of a prior art rack and pinion lift at various stages A-F of a transport cycle
  • Figure 7 shows schematically in the form of a graph corresponding to Figure 6 the energy requirement during the use of an arrangement for power supply according to the present invention.
  • a lift system with a rack and pinion lift for the transport of passengers or goods comprises a load carrier in the form of a lift car 107 that can be driven by means of a drive unit, comprising an electric motor 109 and a transmission that has a rotatable shaft that interacts with a cogged wheel 111 , along a track in the form of a mast equipped with a cogged rod 112 (see Figure 1a).
  • the said electric motor 109 is of three-phase type, having, for example, a rated voltage of 380-500 V and a frequency of 50 or 60 Hz.
  • the present arrangement for power supply is shown in Figures 3-5 incorporated as a part of the two prior art designs that are shown in Figures 1 and 2, to which reference is also made.
  • An energy storage system is part of the present power supply arrangement generally denoted by reference number 10 and supported by the lift car 107, which energy storage system is designed to receive energy, store energy, and to supply the stored energy to the electric motor 109 of the lift car 107 through a first bus, a DC bus 11.
  • the DC bus 11 has a positive side 13 and a negative side 14.
  • a principal power network 100 that produces power supplies three-phase AC alternating voltage.
  • the said principal power network 100 may be constituted by a mains power network, or by a generator system that comprises a diesel-powered unit with its associated power generator of the types shown in Figures 1 and 2.
  • the energy storage system 10 that is supported by the lift car 107 is designed to store energy of the type that is produced during regenerative operation of the electric motor 109 of the lift car, i.e. the energy that is released when the lift car 107 is retarded during its movement downwards along the mast 110. Furthermore, the energy storage system 10 is designed for the storage of energy that has been collected directly from the principal power network 100, either when the lift car 107 is located at a ground level or when it is located at a predetermined location along the pathway of the lift car 107 along the mast 110.
  • a second bus, an AC bus 20 extends from a ground level and it includes a three-phase electrical power line from the principal power network 100 and onwards vertically upwards along the mast 110.
  • AC bus AC bus
  • DC bus DC bus
  • bus bus
  • the reference number 24 generally denotes a power transfer means that allows electrical energy to be transferred between the principal power network 100 and the energy storage system 10 that is supported by the lift car 107. It will be made clear below that the power transfer means 24 may be designed in a number of different ways.
  • the power transfer means 24 is divided in the following into a number (n) charging stations 24:1 -24:n located at suitable distances from each other along the mast 110.
  • a charging arrangement 25 is present in each charging station that is in electrical connection with the principal power network 100 through a branch cable 26 and the said AC bus 20.
  • the charging arrangement 25 comprises a power deliverer 30 supported by the mast 110 and designed to interact with a power receiver 31 arranged at the lift car 107 in order to allow electrical energy to, by means of contacts 32 that are part of the charging arrangement 25, be transferred as is shown by the arrows 17 from the principal power network 100 to the energy storage system 10 when the lift car 107 is located in such a position along its track along the mast that the contacts 32 are in current-transferring contact with each other.
  • the charging arrangement 25 comprises a direct current converter 35 supported by the lift car 107 to convert the AC alternating current of the principal power network to a DC direct current, which can be transferred to the energy store 10 as a charging current.
  • the interacting contacts 32 are supported by the mast 110 and by the lift car 107, respectively.
  • Figure 3b shows the power deliverer 30 and power receiver 31 of the power transfer means 24 in an alternative design, shown in a cross-section through the mast.
  • the charging stations 24:1-24:n described above and the AC bus has been replaced in the design shown by a rail bar 50 with electrically conducting current rails that extend along the mast 110.
  • Current supply takes place in this way by means of a current withdrawal trolley 51 with its associated current withdrawers that accompanies the lift car 107 and runs on insulating guides along the rail bar 50.
  • the current withdrawal trolley 51 runs along and is supported by bearings through wheels 52 along a guide rail 53 in the form of a T-beam attached along the mast.
  • This design has the advantage that the power receiver 31 of the lift car 107 can be placed in electrical connection with the principal power network 100 through the contacts 32 at any freely chosen place along the track, i.e. charging can take place anywhere along the mast independently of the level at which the lift car is located. It is appropriate that connection and disconnection take place by means of a switch 55 of three- phase contact type, arranged at the location and in the manner that is suggested by the dash-dot line in Figure 4.
  • the lift car 107 moves upwards along the mast 110 under the influence of the power supply and the AC alternating current electric motor 109 supported by the lift car 107, the electric motor is driven principally by energy that is stored in the energy storage system 10.
  • the lift car increases its potential energy during the motion of the lift car 107 upwards along the mast through energy that is obtained from the energy storage system 10.
  • the energy stored in the energy storage system 10 is insufficient to drive the lift car 107 up to a predetermined level of the mast 110, further or supplementary energy can be retrieved from the principal power network 100.
  • energy is retrieved from the principal power network 100 by the lift car 107 being temporarily stopped in association with any one of the charging stations 24:1-24:n arranged along the mast 110, whereby the energy store 10 is filled, with the contacts 32 being in a mutual current-transfer position.
  • charging can take place at an arbitrary position along the mast 110 through the use of the technology described above that includes the supply of power by means of the current withdrawal trolley 51 and its associated current withdrawers 55a-55d.
  • the time that is required to fill the energy storage system 10 i.e. the stop time or the charging time, may vary, depending of the energy storage technology chosen. This will, however, be described in more detail below.
  • the stored energy of the lift car 107 constitutes a significant addition during the acceleration phase of the lift car, which means that the requirement for external power supplied from the mains power network can be reduced in comparison with prior art technology, and thus also the capacity requirement placed on the external power supply system of the lift.
  • the power to and from the relevant units that are connected to the DC bus 11 are controlled and monitored by means of a control system 40, for example a programmable logic controller (PLC), or computer supported by the lift car 107.
  • a control system 40 for example a programmable logic controller (PLC), or computer supported by the lift car 107.
  • PLC programmable logic controller
  • the energy storage system 10 may be designed in a number of different ways whereby the time required for charging of the store is not the least of the factors that are influenced to a great degree by the selected energy storage technology, With reference to also Figures 3a and 5a, a number of energy storage systems of differing designs will be described in more detail below.
  • FIG. 3 shows in a first embodiment of an arrangement according to the invention whereby an energy storage system 10 that includes an energy store 60 with a supercondensor 27 is used for the power supply to a rack and pinion lift car 107.
  • the lift car 107 is braked regeneratively during its motion downwards along the mast 110 whereby the potential energy retrieved during the braking is led to the supercondensor 27 that is a component of the energy store 60 for storage.
  • a DC/AC converter 12 is connected through the DC bus 11 to the AC electric motor 109 of the lift car for conversion of the DC direct current that is delivered by the supercondensor 27 into an AC alternating current adapted for driving the electric motor 109.
  • FIG. 3 shows schematically in a block diagram how the supercondensor 27 that is a component of the energy store functions.
  • a diode 27a and a charging switch 27b are arranged in a first branch whereby the branch is connected in parallel across the positive side 13 and the negative side 14 of the DC bus 11.
  • a second branch is present with a switch 27c that, when closed, causes the supercondensor 27 to be discharged.
  • the diode 27a allows current to pass only in a direction that leads to charging of the supercondensor 27, whereby discharge cannot take place through the said first branch, which contains the diode 27a.
  • FIG. 4 shows a second embodiment of an arrangement according to the invention whereby an energy storage system 10 that includes an energy store 60 with a flywheel 23 is used for the power supply to a rack and pinion lift car 107.
  • the lift car 107 is braked regeneratively during its motion downwards along the mast 110 whereby the potential energy retrieved during the braking is led to the flywheel 23 for storage.
  • a DC/AC converter 12 is connected to the AC drive motor 109 of the lift car 107 through a DC bus 11 with a positive side 13 and a negative side 14.
  • the energy storage system 10 comprises a DC/AC converter 21 , a three-phase AC induction motor 22 and the said flywheel 23.
  • the induction motor 22 may be constituted by, for example, a traction motor, i.e. a three-phase synchronous motor with permanent magnets.
  • FIG. 5 shows a third embodiment of an arrangement according to the invention whereby an energy storage system 10 that includes an energy store 60 with a battery pack 70 is used for the power supply to a rack and pinion lift car 107.
  • the lift car 107 is braked regeneratively during its motion downwards along the mast 110 whereby the potential energy retrieved during the braking is led to the battery pack for storage.
  • a DC/AC converter is connected to the AC drive motor 109 of the lift car 107 through a DC bus 11 with a positive side 13 and a negative side 14.
  • FIG. 5a shows schematically in a block diagram how the energy store 60 with the battery pack 70 functions.
  • the energy storage system 10 comprises in this case a battery pack that is controlled by means of a switch 71 , for the storage of energy and the supply of the said energy in the form of a DC direct current.
  • Block A corresponds to the electricity consumed during acceleration of the lift car 107 to a predetermined speed in a direction of motion upwards along the mast 5.
  • Block B corresponds to the power consumption when the lift car 107 increases its potential energy through moving at a constant speed upwards along the mast.
  • Block C corresponds to the energy consumption during retardation and stop of the lift car 107.
  • Block D represents the inverse power or the return of potential energy for storage during acceleration downwards of the lift car 107.
  • Block E represents inverse energy consumption during motion at constant speed downwards and block F represents the inverse energy during retardation and stop of the lift car 1, 2 during downwards motion.
  • Figure 7 shows graphically the power consumption that can be achieved according to the principles of the present invention whereby the power consumption is illustrated as constant with time in the hatched block and is obtained through stored potential energy from regenerative motor operation being recycled as power that is superimposed on the power that is consumed in Figure 6.
  • the graph is intended to give an example of how residual power that is recycled and stored in the energy storage system 10 that has been obtained during braking of the lift car 107 during its motion downwards and that is stored as transferred potential energy in, for example, the energy storage system 10, can be returned at times during the transport cycle of the lift when the power that is required is at its greatest, for example, at the instant of starting when the lift car 107 is accelerated.
  • the collected energy in the power supply system can be regarded as constant, as is stated by the general laws of thermodynamics, whereby the only energy that is consumed in a lift is the energy that is lost due to the appearance of mechanical and electrical losses.
  • the present invention has the major advantage that the levels of potential energy of the lift car 107 can be balanced during the acceleration phase and motion upwards along the mast 110 by the potential energy that is recycled through regenerative operation and braking of the lift car during its motion downwards along the mast and stored in an energy storage system that is supported by the lift car being returned to the electric motor 109 of the lift car to be used as driving power.
  • the said recirculation i.e. the recycling of potential energy and the supply of recycled potential energy that has been stored in the energy store 60 to the electric motor 109 thus takes place in immediately in association with the lift car.

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  • Engineering & Computer Science (AREA)
  • Structural Engineering (AREA)
  • Civil Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Elevator Control (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

L'invention concerne un procédé et un arrangement permettant l'alimentation électrique d'un ascenseur du type dans lequel du matériel d'entraînement (109) est supporté par un porteur de charge (107) et peut entraîner le porteur de charge dans une première direction et dans une seconde direction le long d'une voie le long d'un mât sensiblement vertical (110) au moyen de l'interaction entre une roue dentée (111) et une tige dentée (112). Afin de réduire l'exigence en alimentation électrique externe et pour ainsi réduire les coûts du système d'alimentation électrique de l'ascenseur dans son ensemble, l'invention concerne un procédé selon lequel : un porteur de charge (107) est mis en œuvre ; le porteur de charge (107) est mis en œuvre pour supporter un moteur électrique à commande électrique (109) qui est un composant du matériel d'entraînement, moteur électrique qui est sélectionné de sorte qu'il génère un flux d'énergie au cours d'une opération de régénération ; le moteur électrique (109) est arrangé de sorte qu'il puisse entraîner le porteur de charge (107) dans la première direction le long de la voie et qu'il puisse entraîner le porteur de charge au cours de l'opération de régénération inverse pour générer un flux d'énergie au cours du freinage et du mouvement dans la seconde direction le long de la voie ; le porteur de charge (107) est arrangé pour supporter un système de stockage d'énergie (10) qui comprend un accumulateur d'énergie (60) conçu pour stocker, recevoir et libérer de l'énergie électrique ; le porteur de charge (107) comporte un premier bus de transfert de courant (11) qui permet au flux d'énergie qui est émis en provenance du moteur électrique (109) au cours de l'opération de freinage et de régénération d'être transféré en provenance du moteur électrique jusqu'à l'accumulateur d'énergie (60) qui fait partie du système de stockage d'énergie (10) et, quand ceci est nécessaire, d'être transféré dans le sens inverse depuis l'accumulateur d'énergie jusqu'au moteur d'entraînement ; et le porteur de charge (107) est arrangé pour accroître son énergie potentielle lors de l'accélération et du mouvement vers le haut le long du mât sous l'influence de l'énergie qui a été obtenue à partir de l'accumulateur d'énergie (60).
PCT/SE2011/050359 2011-03-29 2011-03-29 Procédé et dispositif permettant une alimentation électrique pour des ascenseurs à crémaillère WO2012134363A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP11862820.5A EP2691333B1 (fr) 2011-03-29 2011-03-29 Procédé et dispositif permettant une alimentation électrique pour des ascenseurs à crémaillère
PCT/SE2011/050359 WO2012134363A1 (fr) 2011-03-29 2011-03-29 Procédé et dispositif permettant une alimentation électrique pour des ascenseurs à crémaillère
ES11862820T ES2724748T3 (es) 2011-03-29 2011-03-29 Método y dispositivo para el suministro de alimentación para ascensores de piñón y cremallera
CN201180069700.0A CN103492303B (zh) 2011-03-29 2011-03-29 用于齿轮齿条式升降机的电力供应的方法及装置

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/SE2011/050359 WO2012134363A1 (fr) 2011-03-29 2011-03-29 Procédé et dispositif permettant une alimentation électrique pour des ascenseurs à crémaillère

Publications (1)

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WO2012134363A1 true WO2012134363A1 (fr) 2012-10-04

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PCT/SE2011/050359 WO2012134363A1 (fr) 2011-03-29 2011-03-29 Procédé et dispositif permettant une alimentation électrique pour des ascenseurs à crémaillère

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Country Link
EP (1) EP2691333B1 (fr)
CN (1) CN103492303B (fr)
ES (1) ES2724748T3 (fr)
WO (1) WO2012134363A1 (fr)

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GB2510810A (en) * 2012-12-14 2014-08-20 Stannah Stairlifts Ltd Improvements in or relating to stairlifts
WO2016027120A1 (fr) * 2014-08-18 2016-02-25 Otis Elevator Company Stockage d'énergie intégré pour entraîner une cabine et des systèmes auxiliaires
CN110710078A (zh) * 2017-05-25 2020-01-17 西门子股份公司 供电***和方法
EP4332037A1 (fr) * 2022-09-02 2024-03-06 OTIS Elevator Company Système d'entraînement multiple pour la gestion de l'énergie régénérative dans une installation d'ascenseur

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AU2016231585B2 (en) * 2015-09-25 2018-08-09 Otis Elevator Company Elevator component separation assurance system and method of operation
EP3223420B1 (fr) * 2016-03-22 2020-05-06 Siemens Aktiengesellschaft Système de convertisseur de courant destiné au freinage fiable d'un système d'entrainement
GB201719483D0 (en) * 2017-11-23 2018-01-10 Deciwatt Ltd Portable apparatus for generating electricity
CN108657913B (zh) * 2018-07-19 2023-08-15 长春工业大学 一种小型货物载运装置
GB201817623D0 (en) * 2018-10-29 2018-12-12 Stiltz Ltd An elevator safety system

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GB2510810B (en) * 2012-12-14 2017-03-22 Stannah Stairlifts Ltd Improvements in or relating to stairlifts
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CN110710078A (zh) * 2017-05-25 2020-01-17 西门子股份公司 供电***和方法
CN110710078B (zh) * 2017-05-25 2024-02-02 西门子能源有限责任公司 供电***和方法
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EP2691333B1 (fr) 2018-12-12
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ES2724748T3 (es) 2019-09-13
EP2691333A1 (fr) 2014-02-05
CN103492303A (zh) 2014-01-01

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