EP3257798A1 - Installation de transport de personnes comprenant un premier et au moins un second module d'evaluation - Google Patents

Installation de transport de personnes comprenant un premier et au moins un second module d'evaluation Download PDF

Info

Publication number
EP3257798A1
EP3257798A1 EP16174936.1A EP16174936A EP3257798A1 EP 3257798 A1 EP3257798 A1 EP 3257798A1 EP 16174936 A EP16174936 A EP 16174936A EP 3257798 A1 EP3257798 A1 EP 3257798A1
Authority
EP
European Patent Office
Prior art keywords
evaluation module
evaluation
passenger transport
transport system
modules
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.)
Withdrawn
Application number
EP16174936.1A
Other languages
German (de)
English (en)
Inventor
Ivo LUSTENBERGER
Thomas Hartmann
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
Priority to EP16174936.1A priority Critical patent/EP3257798A1/fr
Publication of EP3257798A1 publication Critical patent/EP3257798A1/fr
Withdrawn legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/34—Details, e.g. call counting devices, data transmission from car to control system, devices giving information to the control system
    • B66B1/3415—Control system configuration and the data transmission or communication within the control system
    • B66B1/3423—Control system configuration, i.e. lay-out

Definitions

  • the invention relates to a passenger transport system according to the preamble of claim 1.
  • Passenger transport systems are usually used to carry people or objects in buildings or buildings.
  • a passenger transport system can be designed, for example, as an elevator system.
  • a passenger transport system can be designed as an escalator or moving walk.
  • the EP 2 022 742 B1 describes a passenger transport system in the form of an elevator system with a first and a second evaluation module in the form of a first and a second evaluation unit.
  • the first evaluation module is associated with an elevator car and the second evaluation module is associated with an elevator shaft of the elevator installation.
  • the two evaluation modules are in signal connection via a bus connection and can thus exchange signals with one another.
  • the elevator installation furthermore has spatially distributed field devices in the form of sensors and actuators, for example sensors for determining the position and speed of the elevator car, safety switches in the form of a locking switch of a car door or a monitoring switch for a roof of the elevator car, a braking device and a catching device ,
  • the field devices are in signal connection with at least one evaluation module.
  • the evaluation modules monitor the operation of the elevator installation and initiate a safety measure upon detection of an insecure condition of the elevator installation, for example if a high speed of the elevator car is detected by activating a field device designed as an actuator.
  • the safety measure may be, for example, that the braking device is controlled so that they The elevator car slows down.
  • the elevator system according to the EP 2 022 742 B1 is designed so that some field devices are connected directly to the evaluation modules and other field devices such as the aforementioned safety switches are signal-connected with the interposition of so-called safety modules with the evaluation modules.
  • the safety switches are connected directly to a respective safety module which receives the signals of the safety switches, processes them and then sends them via the said bus connection to the two evaluation modules.
  • the safety modules thus also send the signals of the safety switches via the bus to the evaluation modules.
  • the bus thus not only serves for the communication between the two evaluation modules, but also for the transmission of signals of the safety switch, which can be regarded as sensor signals.
  • the safety modules take no further tasks beyond the evaluation and forwarding of the signals of the safety switches, in particular they are not intended to initiate safety measures, such as the activation of the brake device or the safety device. Such safeguards are triggered exclusively by the two evaluation units.
  • the passenger transport system has a first evaluation module and a second evaluation module, which are spatially distributed within the passenger transport system and are in signal communication with each other, so can exchange signals and thus data. It is possible that the passenger transport system has more than two evaluation modules.
  • the passenger transport system also has field devices, which are arranged spatially distributed within the passenger transport system, each field device is in signal communication with at least one of the evaluation modules.
  • a field device can be directly or indirectly, for example, via a bus connection signal-connected to an evaluation.
  • each Evaluation module is intended to monitor based on measured signals of the field devices operation of the passenger transport system and to initiate a security measure upon detection of an unsafe condition of the passenger transport system by controlling at least one field device.
  • the evaluation modules are connected to each other via an exclusive communication link.
  • An exclusive communication connection is to be understood in this context that only the evaluation modules can exchange signals and thus data via the communication connection and, moreover, no signals can be transmitted from other devices, such as field devices or operating units via said communication connection or other devices can receive signals .
  • the communication connection as a field bus, that is, as an exclusive field bus
  • the exclusive communication connection enables particularly secure and stable communication and thus the transmission and reception of data between the two evaluation modules on just one data line.
  • Each communication user is in danger of causing interference in the communication, for example by incorrect transmission of signals or by a technical defect, such as a short circuit or incorrect termination of the signal lines.
  • a particularly fast communication can be made possible.
  • the safe, stable and fast communication between the two evaluation modules is particularly important, since the evaluation modules together form a safety control device whose functions and tasks are distributed over the two evaluation modules.
  • the safety control device can only ensure safe operation of the passenger transport system if the communication between the two evaluation modules functions properly. As soon as proper communication is not ensured, in particular immediate security measures, such as an immediate stop of an elevator car, are initiated. This leads to a failure of the passenger transport system and can also lead to an abrupt halt of the Lead elevator car.
  • a selected processing of signals ie the execution of selected functions from the first evaluation module, from the second evaluation module or from both evaluation modules can be carried out in parallel. It therefore does not matter which evaluation module performs which function. This function can be quickly and easily moved between the evaluation modules and adapted to the specific design of the passenger transport system.
  • the term "spatially distributed within the passenger transportation system” is to be understood here as meaning that the evaluation modules and the field devices are not concentrated in one place but are arranged at different locations of the passenger transport installation.
  • an evaluation module can be arranged on an elevator car and another evaluation module in a so-called shaft head.
  • the various field devices may, for example, be arranged partly on the elevator car and in or in the region of the elevator shaft.
  • a "field device” is to be understood here as a sensor or a controllable actuator. Sensors can acquire measurement data, such as a position of the elevator car, for example, and forward it.
  • An actuator converts received control data or drive signals into a mechanical motion or other physical quantity, such as pressure or temperature.
  • An actuator may for example be designed as a relay, by means of which a power supply of a drive machine of the elevator system can be interrupted.
  • An actuator may for example be designed as a braking or catching device.
  • An engine of the elevator system can also be regarded as an actuator.
  • the evaluation modules evaluate the signals measured by the field devices designed as sensors and thus monitor the passenger transport system. As soon as an unsafe condition, such as an excessively high speed of the elevator car or an open door of the elevator car while the elevator car is moving, is detected, an evaluation module initiates by controlling at least one as an actuator executed field device a backup measure.
  • An evaluation module can, for example, control the drive machine of the elevator installation as a safety measure in such a way that the elevator car is stopped as quickly as possible. It can, as another possible safety measure, for example by appropriate control of a relay, interrupt the power supply of the drive machine, which leads to an abrupt stop of the elevator car and at the same time to the activation of a braking device.
  • an evaluation module can activate a so-called catching device as another possible safety measure, which likewise leads to an abrupt stop of the elevator car and, moreover, to a coupling with a guide rail permanently installed in the elevator shaft.
  • the evaluation modules and / or the field devices designed as actuators are in particular designed as so-called safe units.
  • a safe unit is understood here to be an electronic device which at least meets the Safety Integrity Level SIL 3 of the DIN EN ISO 61508 standard.
  • the passenger transport system has in particular a control device for controlling the passenger transport system. This is in particular not designed as a secure unit. However, it is possible that the control device and one of the evaluation modules are arranged in a common housing or even executed with a common board, which then has a safe and an unsafe part.
  • the first evaluation module and the second evaluation module are connected to one another via a point-to-point connection.
  • a "point-to-point connection” is to be understood here as a communication connection which connects only the first and the second evaluation module in terms of communication, without any further device being connected to the communication connection. This enables undisturbed communication between the two evaluation modules, which can not be disturbed or influenced by any other communication partner. The minimal number of communication participants also minimizes the possible errors that occur in the communication participants and can disrupt the communication connection. This is a particularly robust communication between the evaluation modules and thus a particularly secure Operation of the passenger transport system allows.
  • the passenger transport system has a third evaluation module, then this is connected to a further exclusive communication connection in the form of a further point-to-point connection with the first or second evaluation module.
  • This evaluation module then forwards the signals of the third evaluation module to the other evaluation module. In this way, further evaluation modules can be connected.
  • the evaluation modules are provided for exchanging all measurement data which they receive from field devices in the form of sensors via the exclusive communication connection with one another. All evaluation data are thus available to all evaluation modules, so that all evaluation modules can perform the same functions or monitoring. This allows functions between the evaluation modules to be moved particularly easily and functions can be carried out in more than one evaluation module, which enables particularly effective mutual monitoring of the evaluation modules.
  • the field devices can in addition to the actual measurement data, such as a position of the elevator car also send other signals, such as state information. These further signals can, but do not necessarily have to be exchanged.
  • the evaluation modules are provided to exchange all control data which they output to actuators as field devices, via the exclusive communication link with each other. This enables a particularly effective mutual monitoring of the evaluation modules, since the respective other evaluation module can check the output control data.
  • an evaluation module can respond to an action of another evaluation module, which allows a coordinated action. If, for example, an evaluation module activates the safety brake, another evaluation module can deactivate the power supply of the drive machine of the elevator installation. Without the deactivation of the power supply, it could happen in an unfavorable case that the prime mover wants to move the elevator car despite activated safety brake, which can lead to damage to the prime mover, the safety brake and / or the guide rail.
  • the evaluation modules are connected to one another via an exclusive field bus.
  • Fieldbuses ie serial buses, such as CAN buses, enable secure and fast communication.
  • sophisticated components for fieldbuses are available in large numbers and at relatively low prices on the market, which enables a robust and cost-effective implementation of the exclusive communication link.
  • the transmission rate of the fieldbus used can be for example 125 kBaud.
  • the exclusive communication connection can also be embodied in another way that appears appropriate to a person skilled in the art. It can also be designed, for example, as an Ethernet connection.
  • the exclusive fieldbus is designed as a secure fieldbus. This allows a particularly secure data transmission and thus a particularly safe operation of the passenger transport system.
  • a safe field bus is to be understood here as a field bus that at least meets the Safety Integrity Level SIL 3 of the DIN EN ISO 61508 standard.
  • the fieldbus can, for example, be designed as a so-called SafetyBUS p or operated with a CANopen safety protocol.
  • a first group of field devices is assigned to the first evaluation module and a second group of field devices is assigned to the second evaluation module.
  • the first group of field devices and the first evaluation module are in signal connection via a first, the second group of field devices and the second evaluation module via a second field bus.
  • the field devices of a group are arranged in particular spatially in the vicinity of the respective evaluation module.
  • the two fieldbuses, each associated with an evaluation module enable flexible, cost-effective, fast and secure communication between the evaluation module and the field devices assigned to it.
  • the exclusive communication connection between the evaluation modules also allows the above-described safe operation of the passenger transport system, which would not be guaranteed in a summary of the two field buses to a common, complex fieldbus.
  • the evaluation modules can also be provided so that they are connected directly and not via a fieldbus with one or more field devices.
  • the evaluation modules are provided to monitor a transmission of data packets between the evaluation modules and to initiate a security measure when a first time duration upper limit is exceeded after the receipt of a first data packet without the receipt of a second data packet.
  • the evaluation modules can in particular be provided for cyclically transmitting signals and thus data packets, that is to say at fixed intervals via the exclusive communication connection.
  • the distances mentioned can be, for example, 5 to 15 ms, in particular 10 ms. If after receiving a data packet not within the first time duration upper limit, which may for example be 10-30%, in particular 20% longer than the intended distance, the next data packet from the corresponding evaluation module, the evaluation module triggers a security measure.
  • a field device designed as an actuator has an actuator control device. This is intended to monitor a reception of control data and to initiate a security measure when a second time duration upper limit is exceeded after the receipt of first control data without the receipt of second control data. In this way, an interruption of a signal connection between the evaluation module activating the actuator and the actuator can be reliably detected and a corresponding safety measure initiated.
  • the safety measure consists in particular in that the actuator occupies a position that brings the passenger transport system in a safe as possible state. If the relevant actuator is provided, for example, for triggering the safety brake, the actuator control device activates the safety brake by means of the actuator.
  • the evaluation modules are in particular intended to transmit control data cyclically, that is to say at fixed intervals to the actuator control device.
  • control data does not change, the same control data is sent several times.
  • the distances mentioned can be, for example, 5 to 15 ms, in particular 10 ms. If, after the receipt of control data, the next control data is not received by the actuator control device within the second time duration upper limit, which may be, for example, 10 to 30%, in particular 20%, longer than the intended distance, then the actuator control device triggers a safety measure ,
  • At least one field device designed as an actuator can be controlled by more than one evaluation module.
  • functions between the evaluation modules can be exchanged particularly easily.
  • the control can take place, for example, via a direct connection between an evaluation module and the actuator.
  • an evaluation module sends a corresponding request to another evaluation module, which then implements the request or, in the simplest case, forwards the corresponding control data to the actuator.
  • all actuators are designed so that they can be controlled by more than one evaluation module.
  • the field device which can be controlled by more than one evaluation module and designed as an actuator is designed such that it assumes a predetermined status upon receipt of different, in particular contradictory, control signals from different evaluation modules.
  • the predetermined status brings the passenger transport system in particular in the safest status that can activate or set the actuator in question. This allows a particularly safe operation of the passenger transport system.
  • the actuator control device activates the safety brake by means of the actuator. If it receives control data from one evaluation module to leave the safety brake deactivated and control data from another evaluation module to activate the safety brake, then the actuator will activate the safety brake since the immediate stop of the elevator car is safer than permitting further movement of the elevator car.
  • the evaluation modules are provided to monitor each other and to initiate a security measure in detecting malfunctions of an evaluation module. This allows a particularly safe operation of the passenger transport system.
  • the evaluation modules perform at least some functions in parallel and compare the results, for example in the form of control data to actuators. If the tax data deviate from one another, there is at least a suspicion that an error might have occurred. In this case, the evaluation module determining the deviation immediately initiates a safety measure.
  • the passenger transport system on a third evaluation module which is connected via the exclusive communication connection with the first evaluation module and the second evaluation module.
  • the passenger transport system is designed as an elevator installation and the first evaluation module in a shaft head, the second evaluation module on an elevator car and the third evaluation module in a shaft pit. This means that all field devices can be connected to an evaluation module with connections that are as short as possible and therefore less error-prone. This allows a particularly safe operation of the passenger transport system.
  • the exclusive communication connection is implemented as a fieldbus, the three evaluation modules are bus subscribers.
  • Fig. 1 has a passenger transport system in the form of an elevator system 10 via an elevator shaft 11, in which an elevator car 12 can be moved up and down by a drive machine 13.
  • the drive machine 13 is arranged in the upper region of the elevator shaft 11 in the so-called shaft head 16 and acts on a suspension element 14, which connects the elevator car 12 with a counterweight 15.
  • the so-called shaft pit 17, a first buffer 18 for the elevator car 12 and a second buffer 19 for the counterweight 15 arranged.
  • a ladder 20 is stored in the pit 17, by means of which an unillustrated installer or service staff can descend from a lower floor 21 via a lower shaft opening 22 in the pit 17.
  • an upper floor 23 is arranged with an upper shaft opening 24.
  • the two shaft doors 25, 26 can be opened and closed together with a car door 27 arranged on the elevator car 12 and thus allow or obstruct access to the elevator car 12 from a corresponding floor.
  • the elevator system 10 is controlled by a control device 31 arranged in the shaft head 16.
  • the control device 31 controls in particular the drive machine 13 and a door drive, not shown, for opening and closing the car door 27 and the corresponding landing door 25, 26.
  • a first evaluation module 32 is arranged in the shaft head 16, which together with a arranged on the elevator car 12, second evaluation module 33 forms a safety control device.
  • the evaluation modules 32, 33 are thus spatially distributed within the elevator system 10. Both evaluation modules 32, 33 each monitor a safe operation of the elevator installation 10 and initiate a safety measure when an insecure condition of the elevator installation 10 is detected.
  • the two evaluation modules 32, 33 are designed as so-called secure units.
  • field devices designed as sensors are arranged spatially within the elevator installation 10.
  • a ladder switch 34 is arranged, which detects whether the ladder 20 is securely fastened.
  • a lower shaft door switch 35 is arranged, by means of which it can be determined whether the lower shaft door 25 is securely closed.
  • a corresponding upper shaft door switch 36 is disposed on the upper shaft door 26.
  • a car door switch 37 is arranged, by means of which it can be determined whether the car door 27 is securely closed.
  • a position sensor 29 is arranged on the elevator car 12 which, by means of a magnetic belt 30 extending from the bottom upwards in the elevator shaft 11, is an absolute position of the elevator car 12 within the elevator shaft 11 can determine.
  • the position of the elevator car within the hoistway can also be determined in another way.
  • the elevator system may additionally have additional sensors, such as limit switches and / or sensors for monitoring the buffers 18, 19.
  • field devices designed as actuators are arranged spatially within the elevator installation 10.
  • a per se known catching device 28 is arranged in the lower region, which cooperates with a guide rail, not shown, and firmly anchored in the hoistway 16 and thus can fix the elevator car 12 within the hoistway 11.
  • a known drive brake 38 is arranged, which acts at least on a component of the drive machine 13 and the drive machine 13 can decelerate and stop.
  • the prime mover 13 may also be regarded as an actuator because the prime mover 13 can be driven so that the elevator car 12 can be braked and stopped. The activation of the drive machine 13 will not be considered further below.
  • control device 31, the evaluation modules 32, 33 and the field devices mentioned are in signal communication with one another. These signal connections are for clarity in the Fig. 1 not shown and used in conjunction with the Fig. 2 explained.
  • the first evaluation module 32 is connected to the second evaluation module 33 via an exclusive communication link 39.
  • the exclusive communication link 39 is implemented as a field bus, in particular as a CAN bus, which is operated using the secure protocol CANopen safety protocol. It is a safe fieldbus.
  • the exclusive communication connection can also be operated with a different, even non-secure protocol, as another fieldbus or in another way.
  • the evaluation modules 32, 33 send and receive cyclically, that is to say in a fixed cycle of, for example, 10 ms data in the form of data packets over the exclusive Communication link 39. They monitor the transmission of the data packets and initiate a security measure when a first time limit is exceeded after receiving a first data packet without receiving a second data packet by activating the capture device 28.
  • the one exclusive communication link 39 connects the two evaluation modules 32, 33 with a point-to-point connection, so that no other devices are connected to the exclusive CAN bus.
  • the first evaluation module 32 is also connected via a first field bus 40 to the conductor switch 34, the lower shaft door switch 35, the upper shaft door switch 36 and an actuator control device 41 of the drive brake 38, which together form a first group 42 of field devices.
  • the field devices designed as sensors transmit measurement data via the first fieldbus 40 to the first evaluation module 32.
  • the conductor switch 34 sends as measurement data the information as to whether the conductor 20 is securely fastened in the elevator shaft 11.
  • the two shaft door switches 35, 36 send as measured data the information as to whether the shaft door 25, 26 assigned to them is securely closed.
  • the first evaluation module 32 sends to the actuator control device 41 of the drive brake 38 control data in the form of a desired state of the drive brake 38, which is set accordingly.
  • the first evaluation module 32 transmits cyclically, that is to say in a fixed cycle of, for example, 10 ms control data to the actuator control device 41 of the drive brake 38.
  • the actuator control device 41 monitors the reception of the control data and, after exceeding a second time duration upper limit, after the reception of first control data without the receipt of second control data a security measure by activating the drive brake 38.
  • the first evaluation module 32 is connected to the control device 31 and exchanges data with this. This data exchange is of no further interest here and is therefore not described in detail.
  • the second evaluation module 33 is connected via a second field bus 43 to an actuator control device 44 of the catch brake 28, the position sensor 29 and the car door switch 37, which together form a second group of field devices 45 form.
  • the position sensor 29 transmits the detected position of the elevator car 12 as measurement data.
  • the car door switch 37 transmits as measurement data the information as to whether the car door 27 is securely closed.
  • the second evaluation module 33 sends to the actuator control device 44 of the safety brake 28 control data in the form of a desired state of the safety brake 28, which is adjusted accordingly.
  • the actuator control device 44 of the catch brake 28 monitors analogous to the actuator control device 41 of the drive brake 38, the reception of the control data and activated in the absence of control data, the safety brake 28th
  • the evaluation modules 32, 33 can also control field devices designed as actuators with which they are not directly connected. In the illustrated case, therefore, the first evaluation module 32 and the catch brake 28 and the second evaluation module 33 and the drive brake 38 control.
  • the respective evaluation module 32, 33 send corresponding control data via the exclusive communication link 39 and the other evaluation module to the actuator, wherein the other evaluation module only passes the control data.
  • the respective evaluation module 32, 33 sends a corresponding request via the exclusive communication link 39 and the other evaluation module, which then converts this into corresponding control data to the actuator.
  • the actuators in the form of the drive brake 38 and the catch brake 28 and in particular their associated actuator control devices 41, 44 are designed so that they each assume a predetermined status when receiving different control data. In the case described, both the drive brake 38 and the catch brake 28 go into the activated state and thus stops the elevator car 12 immediately.
  • the evaluation modules 32, 33 exchange over the exclusive communication connection 39 all the aforementioned measurement data of the field devices and also the control data output to the field devices and monitor each other. As soon as one of the two evaluation modules 32, 33 detects a malfunction of the respective other evaluation module, it initiates a safety measure.
  • the first evaluation module 32 is primarily responsible for the fact that the elevator car 12 is moved only when the car door 27 and the shaft doors 25, 26 are securely closed. If an open door is detected while the elevator car 12 is moving, the first evaluation module 32 immediately activates the drive brake 38. Since, as described, all the measurement data are likewise available to the second evaluation module 33, it can also perform the same check. If it detects an error without the first evaluation module 32 reacting to it, it evaluates this as a malfunction of the first evaluation module 32 and initiates a safety measure itself. The second evaluation module 33 controls the drive brake 38 via the exclusive communication link 39. If the drive brake 38 does not respond appropriately, it activates the catch brake 28.
  • Fig. 3 is a schematic block diagram of signal-connected evaluation modules and field devices of an elevator system according to a second embodiment shown. Same or equivalent parts are compared with the Fig. 1 and 2 characterized by 100 increased reference numerals. Since the structure and the operation over the embodiment according to Fig. 1 and 2 only slightly different, will be discussed below only the differences. The remarks on the individual parts of the elevator system in connection with the Fig. 1 and 2 apply, unless otherwise stated, also for the parts according to Fig. 3 ,
  • a third evaluation module 146 is provided, which is arranged in the shaft pit of the elevator shaft.
  • the third evaluation module 146 is connected via the exclusive communication connection 139 in the form of a CAN bus to the other two evaluation modules 132, 133. Via the exclusive communication connection 139, the three evaluation modules 132, 133, 146 exchange all measurement data and control data.
  • the conductor switch 134 is in contrast to the embodiment according to Fig. 2 not connected to the second evaluation module 133, but to the third, closer evaluation module 146.
  • the actuator controller 141 of the drive brake 138 is direct and not connected to the first evaluation module 132 via the first fieldbus 140.
  • the position sensor 129 is connected directly to the second evaluation module 133 and not via the second field bus 143.
  • the third evaluation module 146 can also initiate a safety measure, such as the activation of the safety brake 128 or the drive brake, and monitors the other two evaluation modules 132, 133 as described above.
  • the third evaluation module 146 activates the drive brake 138, for example, if the ladder is not securely fixed in the shaft pit.

Landscapes

  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)
  • Indicating And Signalling Devices For Elevators (AREA)
EP16174936.1A 2016-06-17 2016-06-17 Installation de transport de personnes comprenant un premier et au moins un second module d'evaluation Withdrawn EP3257798A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP16174936.1A EP3257798A1 (fr) 2016-06-17 2016-06-17 Installation de transport de personnes comprenant un premier et au moins un second module d'evaluation

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP16174936.1A EP3257798A1 (fr) 2016-06-17 2016-06-17 Installation de transport de personnes comprenant un premier et au moins un second module d'evaluation

Publications (1)

Publication Number Publication Date
EP3257798A1 true EP3257798A1 (fr) 2017-12-20

Family

ID=56134231

Family Applications (1)

Application Number Title Priority Date Filing Date
EP16174936.1A Withdrawn EP3257798A1 (fr) 2016-06-17 2016-06-17 Installation de transport de personnes comprenant un premier et au moins un second module d'evaluation

Country Status (1)

Country Link
EP (1) EP3257798A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113939467A (zh) * 2019-06-21 2022-01-14 因温特奥股份公司 用于连接人员运送设备的控制装置的装置
CN115515878A (zh) * 2020-05-08 2022-12-23 因温特奥股份公司 通过可靠地配置电子安全装置来运行人员运送设备的方法
US12012307B2 (en) 2018-07-27 2024-06-18 Otis Elevator Company Elevator safety system

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2634129A2 (fr) * 2012-03-01 2013-09-04 Mitsubishi Electric Corporation Système élévateur
EP2022742B1 (fr) 2007-08-07 2014-06-25 ThyssenKrupp Elevator AG Système d'ascenseur

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2022742B1 (fr) 2007-08-07 2014-06-25 ThyssenKrupp Elevator AG Système d'ascenseur
EP2634129A2 (fr) * 2012-03-01 2013-09-04 Mitsubishi Electric Corporation Système élévateur

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US12012307B2 (en) 2018-07-27 2024-06-18 Otis Elevator Company Elevator safety system
CN113939467A (zh) * 2019-06-21 2022-01-14 因温特奥股份公司 用于连接人员运送设备的控制装置的装置
CN113939467B (zh) * 2019-06-21 2024-03-15 因温特奥股份公司 用于连接人员运送设备的控制装置的装置
CN115515878A (zh) * 2020-05-08 2022-12-23 因温特奥股份公司 通过可靠地配置电子安全装置来运行人员运送设备的方法

Similar Documents

Publication Publication Date Title
EP2022742B1 (fr) Système d'ascenseur
EP3599208B1 (fr) Installation d'ascenseur comprenant une pluralité de cabines d'ascenseur ainsi qu'un système de sécurité décentralisé
EP1423326B1 (fr) Reaction, en fonction de la situation, en cas de derangement au niveau d'une porte d'un systeme d'ascenseur
EP2284110B1 (fr) Système de sécurité électronique pour un ascenseur
EP3452397B1 (fr) Installation de transport de passagers comprenant une unite de commande centrale et plusieurs appareils de terrain comprenant un procede de reconnaissance de dysfonctionnement optimise
EP2956366B1 (fr) Surveillance de circuit de sécurité avec tension alternative
WO2013020934A1 (fr) Surveillance du fonctionnement d'un élément de sécurité
EP3468905B1 (fr) Installation de transport de personnes comprenant une unite de commande centrale et plusieurs appareils de terrain communiquant avec des telegrammes de donnees prioritaires par des periodes d'attente
WO2022136504A1 (fr) Ascenseur, procédé de commande d'un ascenseur
EP2457860A2 (fr) Dispositif de sécurité pour ascenseur
WO2016096828A1 (fr) Procédé pour faire fonctionner un système de sécurité électronique comprenant des abonnés temporaires
WO2021197811A1 (fr) Dispositif de surveillance de sécurité, et procédé de surveillance de sécurité d'un système d'ascenseur
EP3257798A1 (fr) Installation de transport de personnes comprenant un premier et au moins un second module d'evaluation
EP3368462B1 (fr) Procédé pour faire fonctionner au moins deux appareils de levage en groupe, et ensemble comportant au moins deux appareils de levage
DE10233873A1 (de) Krananlage, insbesondere Containerkran
EP3233696B1 (fr) Procédé de fonctionnement d'un système de sécurité électronique ayant des participants temporaires
DE102004050647B4 (de) Überwachungsverfahren für eine Antriebseinrichtung auf Stillstand, hiermit korrespondierende Überwachungseinrichtung und hiermit korrespondierendes Antriebssystem
DE202016101183U1 (de) Aufzug mit einem Sicherheitscontroller zum unmittelbaren Beeinflussen der Bremskraft
EP3893174A1 (fr) Procédé de commande et de surveillance des participants au procédé d'un système intralogistique et système intralogistique
DE102021109462A1 (de) Vorrichtung zur Überwachung einer Aufzugsanlage sowie Verfahren
AT520189B1 (de) Aufzugssicherheitseinrichtung
EP2836453B1 (fr) Dispositif de surveillance d'une installation d'élévation
DE102012012047A1 (de) Antriebsregler und Verfahren zur Stillsetzung einer Achse
WO2026082316A1 (fr) Procédé pour faire fonctionner un système d'ascenseur avec des dispositifs de freinage d'urgence
EP2390217B1 (fr) Installation d'ascenseur

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN WITHDRAWN

18W Application withdrawn

Effective date: 20171221