EP0503972A2 - Aufzugsschienenquerschnittbewertung und Aufzugssteuerungsverfahren - Google Patents

Aufzugsschienenquerschnittbewertung und Aufzugssteuerungsverfahren Download PDF

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Publication number
EP0503972A2
EP0503972A2 EP92302211A EP92302211A EP0503972A2 EP 0503972 A2 EP0503972 A2 EP 0503972A2 EP 92302211 A EP92302211 A EP 92302211A EP 92302211 A EP92302211 A EP 92302211A EP 0503972 A2 EP0503972 A2 EP 0503972A2
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EP
European Patent Office
Prior art keywords
car
signal
rail
displacement
horizontal
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Granted
Application number
EP92302211A
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English (en)
French (fr)
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EP0503972A3 (en
EP0503972B1 (de
Inventor
Randall K. Roberts
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Otis Elevator Co
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Otis Elevator Co
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Publication date
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Publication of EP0503972A3 publication Critical patent/EP0503972A3/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B7/00—Other common features of elevators
    • B66B7/02—Guideways; Guides
    • B66B7/04—Riding means, e.g. Shoes, Rollers, between car and guiding means, e.g. rails, ropes
    • B66B7/046—Rollers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B7/00—Other common features of elevators
    • B66B7/02—Guideways; Guides
    • B66B7/04—Riding means, e.g. Shoes, Rollers, between car and guiding means, e.g. rails, ropes
    • B66B7/041—Riding means, e.g. Shoes, Rollers, between car and guiding means, e.g. rails, ropes including active attenuation system for shocks, vibrations
    • B66B7/042—Riding means, e.g. Shoes, Rollers, between car and guiding means, e.g. rails, ropes including active attenuation system for shocks, vibrations with rollers, shoes
    • B66B7/043—Riding means, e.g. Shoes, Rollers, between car and guiding means, e.g. rails, ropes including active attenuation system for shocks, vibrations with rollers, shoes using learning

Definitions

  • This invention relates to elevators and, more particularly, to ride quality.
  • Maintaining or improving the ride quality of elevators will require implementation of new technologies, especially as the elevator speeds are increased. Reducing lateral motion of the car platform is important for improving ride quality. Such motion can be caused by rail-induced forces which are transmitted to the car through the rail guides due to rail irregularities.
  • the various parameters of the elevator car's suspension system are so affected by unrepeatable direct-car forces that the underlying acceleration measurements, without more, would not be meaningful.
  • the underlying accelerations are a nonlinear function of the car load, its distribution, the movement of passengers, and a myriad of other direct car forces. Something more is needed to interpret the sensed acceleration signals in a meaningful context in order to be enabled to compile a displacement table that truly reflects the rail profile.
  • a method for measuring horizontal deviations from vertical of an elevator car rail comprising the step of relating a vertical position signal to a sensed car horizontal acceleration signal and a sensed signal indicative of the horizontal displacement of the car from the rail.
  • a method for estimating an elevator hoistway rail profile comprising the steps of: summing a relative horizontal displacement signal indicative of an elevator car's relative position with respect to said rail and a doubly integrated acceleration signal indicative of said car's horizontal displacement from a vertical inertial referent and providing a summed signal; and storing said summed signal according to the magnitude of a vertical position signal indicative of said car's vertical position in said hoistway.
  • apparatus for estimating an elevator hoistway rail profile comprising: means responsive to a sensed acceleration signal having a magnitude indicative of horizontal acceleration of an elevator car, for doubly integrating said acceleration signal for providing an integrated signal having a magnitude indicative of horizontal displacement of said car from an inertial reference frame; means for providing a relative displacement signal having a magnitude indicative of relative horizontal displacement between an elevator car and an elevator rail; and signal processing means responsive to a vertical position signal having a magnitude indicative of said car's position in said hoistway and responsive to said displacement signals for storing horizontal position information derived from said displacement signals according to the magnitude of said vertical position signal.
  • the invention further provides a method of controlling rail-induced horizontal vibrations of an elevator car, comprising, on a learning run of the car, sensing car horizontal acceleration and providing a doubly integrated displacement signal indicative of the car's horizontal displacement from a vertical inertial referent, sensing the relative position of the car with respect to the rail and providing a horizontal displacement signal indicative thereof, and storing position information derived from said displacement signals in accordance with the vertical position of the elevator car; and on a subsequent controlled run of the car controlling an actuator in accordance with said stored position information.
  • a signal indicative of an elevator car's horizontal displacement from a vertical inertial referent while the car is in vertical motion is compared to a signal indicative of the displacement between the car and rail and the resultant signal is related to another signal indicative of the vertical position of the car.
  • the comparing and relating steps may be carried out as a number of samples throughout the vertical hoistway span in order to establish a rail profile which may be electronically stored in a lookup table or might even conceivably be done more or less continuously in an analog implementation.
  • the signal indicative of the car's horizontal displacement may be a doubly integrated acceleration signal from an accelerometer. Its sensing axis may be perpendicular to vertical and parallel to the side-to-side or front-to-back directions. The difference between such a signal and a signal indicative of the displacement between the car and rail is an actual indication of the rail profile, i.e., its bumpiness or "deviations" from vertical.
  • the guide rail profile estimation invention disclosed in this patent is unique in that it provides a way for generating rail profiles with instrumentation that can be located only in or on the car, eliminating the need for plumb-lines or expensive optical equipment.
  • the measurement instrumentation may consist of, e.g., three single axis accelerometers, four relative displacement transducers, and a vertical position measurement of the car in the hoistway. These signals are provided and may be stored in computer memory during a full vertical span run of the elevator car.
  • a series of rail estimation steps may then be executed to process the data to synthesize rail profiles in the form of rail displacements (from plumb-line) as a function of the vertical position.
  • This system permits rapid characterization of hoistway rail irregularities. Or the whole process could be done "on-the-fly", i.e. the profile calculated during the vertical span run of the elevator car.
  • the disclosed "rail profile estimation”approach can actually be used to generate a profile of guide rails, that is, a graph, database, lookup table or the like, of rail displacement versus elevator vertical position. Whether used as part of an active suspension system to minimize car motion during elevator operation or for purposes of rail installation, re-alignment, etc., the disclosed rail profile estimation methods may be used on new elevators or may be used at existing installations.
  • This disclosure shows an embodiment utilizing a wheel guide as the hardware used in part of the information gathering process but other types of guides, such as shown by Otala or in our European application 0467673, may be used as well.
  • the disclosed method provides a rail profile that may be used in an active system to reduce lateral car vibration levels by up to approximately 90%. Such compensation may be employed on new equipment or retrofitted to existing installations.
  • the disclosed method has been validated as being highly robust and repeatable across a wide spectrum of speeds, directions, suspension stiffnesses, suspension preloads and car payloads.
  • Fig. 1 illustrates a central teaching of the present rail estimation invention as carried out on an elevator using conventional wheel guides. It should be understood, however, that the teachings hereof are applicable to other types of guides as well and are not restricted to merely roller-guide types of installations.
  • An elevator car 10 for travelling up and down vertically as indicated by a vertical distance y in a hoistway is shown having a wheel guide 12 with a wheel 14 for riding on a rail 16 attached to a hoistway wall 11 and a spring 18 attached at one end to the wheel and the other to the car.
  • this teaching is illustrated for side to side horizontal translations, it will be realized that the same basic principle is applicable to front to back translations as well.
  • a horizontal distance x a between a vertical reference line 20, e.g., a vertical inertial reference or "plumb line" down the center of the hoistway, and a vertical centerline 22 of the car can be defined to zero.
  • a vertical reference line 20 e.g., a vertical inertial reference or "plumb line” down the center of the hoistway
  • a vertical centerline 22 of the car can be defined to zero.
  • the magnitude of x a may be measured, e.g., using an accelerometer 24 and doubly integrating its output signal (a).
  • an actual rail deviation table may be compiled.
  • the table will be indicative of rail displacement from a true vertical reference line.
  • Fig. 2 illustrates a way to make such a rail deviation table.
  • a horizontal position signal on a line 30 from a position sensor such as sensor 26 is summed in a summing junction 32 with another position signal on a line 34 from a signal conditioner 36 which double integrates an acceleration signal on a line 38 from an accelerometer such as the accelerometer 24.
  • a vertical position signal on a line 40 indicative of the car's vertical position in the hoistway is provided, along with the summation signal from the summing junction 32 on a line 42, to be paired therewith to form a table of positional data indicative of the magnitude of horizontal rail deviation from true vertical along the hoistway.
  • An analog representation of such a table is shown in a box 44 by way of a graph on a Cartesian coordinate system although it should be realized that the table will typically be stored by way of samples in a digital memory for access by a digital signal processor.
  • a car may be instrumented to measure the side to side displacement x b depending on the type of guide.
  • Fig. 3 shows a ten inch (25.4 cm) Otis roller guide 48 which may be found installed on numerous high speed elevators throughout the world.
  • the guide is fixedly mounted on a car and front and back rollers 50, 52 roll on opposite faces 54, 56, respectively, of the hoistway rail 16, as shown in Figs. 1 & 4 adjacent the car.
  • the side to side roller 14 rolls on a distal face 58 of the rail.
  • the front to back roller 50 has its axle fixedly attached at a point 60 to an arm 62 which rotates about a point 64.
  • An adjustable spring 66 preloads the roller 50 to exert a selected force against rail face 54.
  • Rollers 52 and 14 are set up similarly to roll on faces 56, 58, respectively.
  • a side-to-side dashpot 70 is shown connected between an arm 72 and a bracket 74.
  • the original design of the roller guide as shown in Fig. 3 made similar provision for front-to-back dashpot for the arm 62 and an arm 76 but the dashpots, at least for some cases, were apparently later found to be unnecessary. Consequently, at least some later versions were manufactured without openings and holes for such dashpots as well as without the openings 70, 80 and the holes 82, 84.
  • US patent 3,099,334 of 30 July 1963 See US patent 3,099,334 of 30 July 1963.
  • Fig. 5 shows a sectional view of the wheel guide of Fig. 3 from the rear.
  • the underside of arm 76 (without a through hole 84 or slot 80) is machined down to a planar surface 90 for sliding contact with a plunger 92 of a displacement transducer 94 mounted on a bracket 96 affixed to the body of the guide. If a line 98 in the plane 90 were extended as shown it would intersect a pivot point 100 for wheel 52 similar to pivot point 64 already described with respect to wheel 50.
  • a line 98 in the plane 90 were extended as shown it would intersect a pivot point 100 for wheel 52 similar to pivot point 64 already described with respect to wheel 50.
  • a shim of a certain thickness inserted between the wheel 52 and the rail face 56, temporarily disconnecting spring 60 might result in a displacement of the plunger 92 by a measurable factor of that thickness, for example, approximately twice. Any inaccuracy introduced by the sliding action of the tip of the plunger 92 against the surface 90 may be neglected.
  • a signal on a line 102 from the sensor 92, 94 is provided.
  • Fig. 6 is a side sectional view as shown in Fig. 5 from the left of the guide of Fig 3, instrumented for measuring side-to-side displacement of the car relative to the rail.
  • a displacement sensor 104 is mounted in a way similar to that described above for sensor 92, 94 on a bracket 106 attached to the guide body for providing a signal on a line 108 indicative of the displacement of the car from the rail surface 58.
  • Fig. 5 provides for measuring the front to back displacement only of the deviation of rail surface 56 and not that of its opposite 54. This assumes uniform thickness of the rail which is an acceptable assumption.
  • Fig. 7 is an illustration of rail estimation hardware which may be used for carrying out the rail estimation method, according to the present invention.
  • the hardware shown in Fig. 7 includes a signal processor 109 which is provided in order to carry out four basic steps as illustrated in Fig. 8:
  • accelerometers With regard to the number and positioning of accelerometers, it should be understood that the number and positioning shown is a matter of choice since the acceleration of any point on a plane in the car may theoretically be inferred from merely three accelerometers in that plane. Three accelerometers are shown, one in the center and two on either side near the guides as a matter of computational choice, in this particular case dictated by the decision to treat the left and right front-to-back translations independently of each other. That decision dictated further that they should be placed relatively close to the guides. It should be understood, however, that one could use two such accelerometers together, even placed differently, as manifestations of a single, rotational acceleration (yaw) about a vertical axis. A rotational sensor could even be used.
  • yaw rotational acceleration
  • a gap sensor may be used to detect the variations in the gap as the elevator moves vertically. In this way, a similar positional indication of the displacement between the car and rail is obtained.
  • data is gathered for one or more runs of the elevator car which may, but need not, span its full operational range.
  • the run may be at full, "contract” speed but need not be.
  • This data may be processed as shown in Fig. 8 to generate one or more rail profiles.
  • Fig. 9 is a more detailed illustration of the processing method shown in Fig. 2 for rail profile estimation in a single axis. This method of estimation may accomplished, for example, by executing a series of steps which are as follows and which may be set up to run in a flow chart for execution on the signal processor 109 in a manner similar to that shown in Fig.
  • steps 150 & 152 integrate and detrend (subtract mean and first moment) the accelerometer output signal on line 117b twice;
  • step 154 high pass filter (third order Butterworth with 0.5 Hz breakpoint) the resultant signal, reversing time after the filtering operation to allow additional processing which will minimize phase shift or skew in data;
  • step 156 detrending the result of the filtering and reversal operation of step 154;
  • step 158 again high pass filter the resultant signal from step 156, again reversing time after the filtering operation to allow additional processing which will minimize phase shift or skew in data;
  • step 160 detrend the LVDT or potentiometer signal on the line 108;
  • steps 162, 164 low pass filter third order Butterworth with 20.0 Hz breakpoint
  • Table I summarizes the various functions that may be carried out in the above described steps as shown in Fig. 9:
  • the multi-pass filtering technique described is one method of smoothing data and is discussed in some detail in Applied Optimal Estimation , Chapter 5, "Optimal Linear Smoothing", Gelb, A., editor, MIT Press 1974. Other methods of data smoothing also exist, as discussed for example in Optimal Filtering , Chapter 7, “Smoothing of Discrete-Time Signals", Anderson, B.D.O., and J.B. Moore, Prentice-Hall, 1979, which could also be utilized.
  • the selection of filter break points in the smoothing algorithms of the rail estimation system logic is driven by the signal-to-noise characteristics of the sensors and the requirements of the rail estimate for enhancing ride quality.
  • the lateral accelerometer measurements can be corrupted by two types of noise: (1) low frequency noise due to thermally induced electronic drifts and gravity vector misalignments and (2) high frequency electronic noise.
  • Displacement transducers such as the LVDTs or PPT, are subject to high frequency electronic noise. These parasitic noise effects, however, can be mitigated by filtering to result in rail estimates that are valid within a band of mid-range frequencies, such as the 0.5 to 20 Hz range.
  • the acceleration signals are filtered to remove the low frequency noise below 0.5 Hz. Double integration effectively removes the high frequency noise of those signals.
  • the displacement signals are filtered to remove the high frequency noise above 20 Hz.
  • the resultant rail estimate captures rail anomalies which are present in the frequency range to which humans are most susceptible.
  • Figs. 10, 11 and 12 are plots of several of selected signals of Fig. 9, for a high-speed elevator installation (Hoistway No. 4 in the Otis Elevator Company's Bristol, Connecticut Test Tower) for loads of 228 kg at the center of the cab, 228 kg at 94 cm to the left of center and 228 kg at 94 cm to the right of center, respectively, each Figure containing:
  • Fig. 13(a) shows a top view of a roller guide, such as the passive roller guide of Fig. 3 modified into an active roller guide. It will be observed, especially by viewing Fig. 13(b) and (c), which are respectively side and back views of the roller guide of Fig. 13(a), that the three vertical springs, e.g., spring 66 of Fig. 3, have all been removed and replaced by actuators 180, 182, and a tie rod 184 attached by means of vertical rods 186, 188 in lieu of rocker arms 62, 76, respectively.
  • the tie rod assembly obviates the need for two separate front-to-back actuators.
  • the actuator 180 is connected to rod 188 through a spring 190 and, similarly, actuator 182 is connected to rocker arm 72 by a spring 192.
  • Open-loop control signals on lines 194, 196 are provided to actuators 180, 182, respectively, to control the front-to-back and side-to-side vibrations on one side of the car.
  • a similar actuator is situated on the other side of the car for the other rail as shown in Fig. 15.
  • a tie rod 198 Otis Part No. 96BY1
  • a tie rod 198 could be connected to the bottom of the rocker arm 62, 76 by means of a pair of sleeves 200, 202, Otis Part No. 130HLI, with a 3/8 inch (0.95 cm) nut 204, 206 at each end.
  • the sleeves could be attached by means of a bolt 208 and C-clamp 209 combination, Otis Part Nos. 172DRA and 177JP8.
  • the three vertical springs e.g., spring 66
  • the actuator 180 and spring 190 would be attached, e.g., to the rocker arm 76 instead of putting in a special rod 188.
  • an elevator car 210 is shown in plan view (viewed from the bottom of the car) situated between opposite hoistway walls 212, 214, having rails 216, 218 attached thereto, respectively.
  • a pair of roller guides 220, 222 are shown mounted on the bottom of the car, but may be mounted on the top as well. Passive guides may be mounted on top and active guides on the bottom as an alternative method.
  • roller guides 220, 222 are shown in schematic form, each having similar parts which numerals for only one of them identified in conformance with the same numbers used for Fig. 3 and Fig. 13 (the guide 220 on the left, except if the actuator 180, spring 190 combination swapped from wheel 52 to wheel 50 for convenience of illustration).
  • a signal processor 230 which may be a general purpose signal processor similar to that shown in Fig. 7, provides the control signals on the lines 194, 196 to the actuators 180, 182, respectively. Similar control signals 232, 234 are provided to a similar pair of actuators 236, 238 connected by way of springs 240, 242 to a tie rod 244 and a rocker arm (not shown) for a wheel 246. Wheels 248, 250 are connected to the tie rod 244 by means of rods similar to those shown previously in connection with Fig. 13(c).
  • the signal processor 230 is responsive to an elevator vertical position signal on a line 252 for retrieving for each of the actuators, a signal indicative of rail deviation at that particular height for that particular axis of control.
  • the signal processor 230 provides four separate actuation signals on lines 194, 196, 232, 234 to the respective actuators 180, 182, 236, 238 for providing a counteracting force acting on the car due to the rail irregularity previously learned to be at that particular vertical position.
  • this process is a repetitive process which may be utilized while the car is in vertical motion by entering at a step 260 and executing the previously described steps of obtaining vertical position, as shown in a step 262, retrieving rail deviation data is shown in a step 264, and providing an actuation signal (for each axis controlled) to the particular actuator to counteract the expected rail-induced force to be acting on the car due to a rail irregularity at that particular vertical position, as shown in the step 266.
  • a step 268 determines whether or not the car is still in vertical motion and, if so, continues repeating steps 262, 264, 266 to keep the car stabilized as long as the car is in motion. If not, return is made via a step 270 to a main program. The whole process may be re-entered at step 260 upon detecting the car starting up again.
  • the active rail compensation system can be made to prevent excessive car/wheel deflections during imbalances in the elevator car payload by sensing this deflection with, e.g., a sensor 286 that provides a signal on a line 288, as shown in phantom in Fig. 13(b), for each positioning actuator, and adjusting the command to the positioning actuators.
  • This leveling action could be initiated as a low frequency adjustment to the actuators.
  • a snapshot could be taken of the rail to wheel deflections and a signal correction signal could be sent to all actuators to center the car for the indicated loading condition. This would have the net effect of mitigating the car imbalance and thereby extend the allowable travel in each of the car suspension points.
  • the relative displacement sensor disclosed herein for measuring the distance between the car and rail could be replaced by another type of sensor such as an accelerometer which could be conditioned later to obtain the equivalent displacement information.

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  • Lift-Guide Devices, And Elevator Ropes And Cables (AREA)
EP92302211A 1991-03-13 1992-03-13 Aufzugsschienenquerschnittbewertung und Aufzugssteuerungsverfahren Expired - Lifetime EP0503972B1 (de)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US66854691A 1991-03-13 1991-03-13
US66854491A 1991-03-13 1991-03-13
US668546 1991-03-13
US668544 1991-03-13

Publications (3)

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EP0503972A2 true EP0503972A2 (de) 1992-09-16
EP0503972A3 EP0503972A3 (en) 1992-12-23
EP0503972B1 EP0503972B1 (de) 1996-05-29

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HK (1) HK206296A (de)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2262166A (en) * 1991-12-05 1993-06-09 Hitachi Ltd Elevator cage travel guide system
EP0701960A1 (de) 1994-08-18 1996-03-20 Otis Elevator Company Aktives Führungssystem eines Aufzuges
EP0675066A3 (de) * 1994-03-31 1996-05-08 Otis Elevator Co Steuereinrichtung für aktive Schwingungssteuerung.
US5535853A (en) * 1994-11-14 1996-07-16 Otis Elevator Company Actuator having a two ended actuator rod movable longitudinally and transversely
EP0731051A1 (de) * 1995-03-10 1996-09-11 Inventio Ag Einrichtung und Verfahren zur Schwingungsdämpfung an einer Aufzugskabine
EP3786098A1 (de) * 2019-08-29 2021-03-03 KONE Corporation Verfahren zur bestimmung eines verschlechterten führungsschienenzustands in einem aufzugssystem, computerprogrammprodukt und aufzugssystem
CN112693985A (zh) * 2020-12-10 2021-04-23 太原理工大学 一种融合传感器数据的非侵入式电梯状态监测方法
CN114074882A (zh) * 2020-08-17 2022-02-22 奥的斯电梯公司 配置用于自学习间隔控制的自主电梯轿厢移动器

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DE10150284A1 (de) * 2001-10-12 2003-04-30 Henning Gmbh Diagnoseeinrichtung und Verfahren zur Diagnose von Aufzugsanlagen

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FI72947C (fi) * 1985-09-27 1987-08-10 Kone Oy Foerfarande och anordning foer kontinuerlig kompensering av en hisskorgs horisontala kast.
JPS6387482A (ja) * 1986-09-29 1988-04-18 三菱電機株式会社 エレベ−タ−のかごの案内装置
JPH01321285A (ja) * 1988-06-22 1989-12-27 Mitsubishi Electric Corp エレベータガイドレールの据付精度測定装置
FI884380L (fi) * 1988-09-23 1990-03-24 Kone Oy Foerfarande och anordning foer daempandet av vibrationer i en hisskorg.

Cited By (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2262166B (en) * 1991-12-05 1995-09-06 Hitachi Ltd Elevator cage travel guide method and apparatus
GB2262166A (en) * 1991-12-05 1993-06-09 Hitachi Ltd Elevator cage travel guide system
SG89231A1 (en) * 1994-03-31 2002-06-18 Otis Elevator Co Control system for elevator active vibration control
EP0675066A3 (de) * 1994-03-31 1996-05-08 Otis Elevator Co Steuereinrichtung für aktive Schwingungssteuerung.
US5597988A (en) * 1994-03-31 1997-01-28 Otis Elevator Company Control system for elevator active vibration control using spatial filtering
CN1040636C (zh) * 1994-03-31 1998-11-11 奥蒂斯电梯公司 振动控制系统及具有该控制系统的电梯系统
EP0701960A1 (de) 1994-08-18 1996-03-20 Otis Elevator Company Aktives Führungssystem eines Aufzuges
US5535853A (en) * 1994-11-14 1996-07-16 Otis Elevator Company Actuator having a two ended actuator rod movable longitudinally and transversely
EP0731051A1 (de) * 1995-03-10 1996-09-11 Inventio Ag Einrichtung und Verfahren zur Schwingungsdämpfung an einer Aufzugskabine
CN1050580C (zh) * 1995-03-10 2000-03-22 英万蒂奥股份公司 抑制电梯厢振动的设备和方法
US5896949A (en) * 1995-03-10 1999-04-27 Inventio Ag Apparatus and method for the damping of oscillations in an elevator car
EP3786098A1 (de) * 2019-08-29 2021-03-03 KONE Corporation Verfahren zur bestimmung eines verschlechterten führungsschienenzustands in einem aufzugssystem, computerprogrammprodukt und aufzugssystem
CN112441495A (zh) * 2019-08-29 2021-03-05 通力股份公司 确定退化的导轨状况的方法，计算机程序产品和电梯系统
CN112441495B (zh) * 2019-08-29 2024-04-19 通力股份公司 确定退化的导轨状况的方法，计算机程序产品和电梯系统
US12275620B2 (en) 2019-08-29 2025-04-15 Kone Corporation Method for determining a degraded guide rail condition in an elevator system, computer program product, and elevator system
CN114074882A (zh) * 2020-08-17 2022-02-22 奥的斯电梯公司 配置用于自学习间隔控制的自主电梯轿厢移动器
EP3957585A1 (de) * 2020-08-17 2022-02-23 Otis Elevator Company Autonomer aufzugskabinenbeweger mit konfiguration für selbstlernende lückensteuerung
CN114074882B (zh) * 2020-08-17 2023-10-10 奥的斯电梯公司 配置用于自学习间隔控制的自主电梯轿厢移动器
US12528667B2 (en) 2020-08-17 2026-01-20 Otis Elevator Company Autonomous elevator car mover configured for self-learning lateral clearance control
CN112693985A (zh) * 2020-12-10 2021-04-23 太原理工大学 一种融合传感器数据的非侵入式电梯状态监测方法

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HK206296A (en) 1996-11-22
DE69211040D1 (de) 1996-07-04
EP0503972A3 (en) 1992-12-23
DE69211040T2 (de) 1996-12-12
EP0503972B1 (de) 1996-05-29

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