EP3774628A1 - Système d'ascenseur - Google Patents

Système d'ascenseur

Info

Publication number
EP3774628A1
EP3774628A1 EP19716340.5A EP19716340A EP3774628A1 EP 3774628 A1 EP3774628 A1 EP 3774628A1 EP 19716340 A EP19716340 A EP 19716340A EP 3774628 A1 EP3774628 A1 EP 3774628A1
Authority
EP
European Patent Office
Prior art keywords
brake
unit
car
elevator installation
strength
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Withdrawn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
EP19716340.5A
Other languages
German (de)
English (en)
Inventor
Richard Thum
Florian SCHOFFER
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.)
TK Elevator Innovation and Operations GmbH
Original Assignee
ThyssenKrupp Elevator Innovation and Operations GmbH
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 ThyssenKrupp Elevator Innovation and Operations GmbH filed Critical ThyssenKrupp Elevator Innovation and Operations GmbH
Publication of EP3774628A1 publication Critical patent/EP3774628A1/fr
Withdrawn legal-status Critical Current

Links

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
    • B66B1/32—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on braking devices, e.g. acting on electrically controlled brakes

Definitions

  • the disclosure relates to an elevator installation with a brake unit, which first builds up a first force for releasing the brake unit and later a second (lower) force in order to obtain braking readiness. Furthermore, the disclosure relates to an elevator installation with a control unit having a first and a second
  • Redundancy mode wherein the first redundancy mode allows increased availability of the elevator installation and the second redundancy mode allows an accelerated braking effect.
  • maximum possible reaction time (worst case reaction time) is shown.
  • Reaction times of the system can be improved in three areas, in the sensors, the actuators and the controller, so the processing of the sensor data and the control of the actuators.
  • the reaction times in the sensors and the control are already a few microseconds to a few milliseconds while the reaction times in the actuators are many times greater and are typically in the range of 100ms and above.
  • the object of the present invention is therefore to provide an improved concept for reducing reaction times for brake units in elevator systems.
  • Embodiments show an elevator system with a car that is movably received within a hoistway. It also has a drive, which is designed to move the car in the elevator shaft and a brake unit, which is designed to brake the car within the elevator shaft.
  • a drive which is designed to move the car in the elevator shaft
  • a brake unit which is designed to brake the car within the elevator shaft.
  • Control unit is further configured to control the brake unit.
  • Further embodiments show the elevator system with the car, which is movably received within the elevator shaft.
  • the elevator installation has the drive (for example a linear drive), which is designed to move the car in the elevator shaft.
  • the brake unit is configured to decelerate the car within the elevator shaft, wherein the brake unit is a brake element and a so
  • the elevator installation comprises the control unit, which is designed to control a force action of the brake unit, wherein the control unit is designed to control the force action with a first strength in order to release the brake element from the brake partner and after the brake element has released from the brake partner has to control the force action with a second strength, wherein in particular the first strength is greater than the second strength.
  • the brake unit In the de-energized state (idle state), the brake unit is configured to brake, i. the brake element is pressed onto the brake partner.
  • a brake partner As a brake partner is called a rigid part of the brake unit, whereas the
  • Brake element denotes a part of the brake unit which is movable to the brake partner, and e.g. may have a brake pad.
  • the pressing is done for example by means of a (pressure) spring.
  • a (pressure) spring For releasing the brake, therefore, it is first necessary to essentially overcome a spring force, but also to force further forces, e.g. Adhesive forces, the release of the
  • Brake elements counteract the brake partner. After releasing the brake, it is sufficient to overcome the spring force to open the brake, i. the brake element spaced from the brake partner to hold.
  • the release of the brake is usually by means of an electromagnetic actuator, e.g. a current-carrying coil causes.
  • an electromagnetic actuator e.g. a current-carrying coil causes.
  • interrupted electromagnetic actuator builds up a self-induction voltage, which initially drops the current flow through the electromagnetic actuator only slowly.
  • the elevator installation has a detection unit which
  • control unit is designed to detect a dangerous condition in which the elevator system requires increased braking readiness.
  • the control unit is then designed, the
  • the detection unit can therefore have a proximity sensor.
  • the detection unit can also recognize the dangerous condition from a driving profile and / or the current position of the car, in particular the position of the car relative to the end of the elevator shaft or the further car.
  • a combination of software (driving profile and position determination) and hardware sensors eg.
  • Proximity sensor is possible, for example, to obtain a redundancy or a fallback system (usually the hardware sensors).
  • Brake elements is only reduced if the elevator system i.
  • the brake unit control with the force of the second strength
  • the control unit operation in the second redundant mode
  • the increased braking readiness of the elevator installation can also be produced only for those cars (i.e., a selection of the several cars) which are in a dangerous situation.
  • the force effect can be further reduced (compared to a permanent reduction of the force effect), for example to the extent that there is only a minimal distance or even a slight contact between the brake unit and the brake partner, but without them leads to a noticeable deceleration of the car.
  • Control unit if the danger condition no longer exists, the force effect again with the first strength steer, so the brake completely (with maximum force) to solve.
  • control unit in embodiments, a position of
  • the control allows a precise positioning of the brake element with a minimum distance relative to the brake partner, so that the brake element and the brake partner even at an external
  • Controlled control unit explicitly such that the braking element exerts a partial force on the brake partner, which is less than a maximum force that can exert the brake element on the brake partner.
  • the reaction time, in which the braking effect begins is reduced to a minimum.
  • the distance between the brake element and the brake partner is already so low (or no longer available), so that such a distance does not need to be overcome if the braking effect is to start suddenly.
  • the self-inductance of the electromagnetic actuator e.g. the current-carrying coil
  • Brake element releases from the brake partner, reduced to a minimum, so that the
  • Magnetization of the electromagnetic actuator is degraded as quickly as possible.
  • Embodiments show the elevator system, comprising the car, which is movably received within the elevator shaft and the drive, which is designed to move the car in the elevator shaft. Furthermore, the elevator system has the
  • Brake unit which is designed to brake the car within the elevator shaft.
  • a detection unit is designed to detect a hazardous condition in which the elevator system requires increased braking readiness.
  • the elevator installation also comprises a redundant control unit, which is designed to control the brake unit and in the dangerous condition from a first redundancy mode to a second
  • This embodiment is advantageous for reducing the response times in the controller by switching between redundancy designed for availability of the elevator equipment (first redundancy mode) and redundancy designed for fast response time (second redundancy mode) becomes. Switching is initiated by detecting the hazardous condition.
  • the detection unit therefore does not differ in the various embodiments of the
  • the control unit has a multiplicity of arithmetic units (ie at least three arithmetic units).
  • any selection of at least two arithmetic units of the plurality of arithmetic units redundantly controls the braking unit
  • a predetermined selection of exactly two arithmetic units from the plurality of arithmetic units drives the braking unit.
  • the control unit has, for example, three (independent) computing units.
  • a failure can be a
  • Computing unit can not be compensated.
  • the predetermined selection can therefore be variable insofar as the one defective arithmetic unit, which is actually intended for the second redundancy mode, by the actually not provided
  • a change of the arithmetic units can also be cyclic, e.g. to load all computing units evenly.
  • Adopt redundancy mode As soon as the dangerous state no longer exists, the redundant control unit can switch back to the first redundancy mode.
  • Elevator system has, for example, the following features: the car, which is movably received within the elevator shaft; the drive, which is adapted to move the car in the elevator shaft; the brake unit configured to decelerate the car within the hoistway, the brake unit including the brake member and the brake partner; the detection unit that is formed, the danger state to detect, in which the elevator system requires increased braking readiness; the redundant control unit, which is designed to control the brake unit and switch over from a first redundancy mode to a second redundancy mode in the dangerous state, wherein the redundant control unit is designed to control the force action of the brake unit, wherein the redundant control unit is designed
  • the first strength is greater than the second strength.
  • both the processing of the sensor data and the control of the actuator system is improved.
  • the detection unit can in all embodiments, in particular in the direction of travel, a safety distance, in particular a distance between two cars, i. between the car and a neighboring car, and / or between the car
  • the limits can be fixed or
  • a hazardous condition may be more likely to occur during a fast ride of the car, i. occur at a greater distance to the object that has triggered the dangerous condition than when driving slowly.
  • a method for controlling an elevator installation is disclosed with the following steps: method of a car inside a hoistway; Controlling a brake unit to decelerate the car within the elevator shaft.
  • a method for controlling an elevator installation is disclosed with the following steps: method of a car inside a hoistway with a drive; Controlling a force effect of a brake unit, a brake element and a
  • Bremspartner has, with a first strength to the brake element of the
  • a method for controlling an elevator installation is disclosed with the following steps: method of a car inside a hoistway with a drive; Driving a brake unit to brake the car within the hoistway with a redundant control unit in a first redundancy mode; Detect a Hazardous condition in which the elevator system requires increased braking readiness; Switching the redundancy mode from the first redundancy mode to a second redundancy mode when the danger condition is detected.
  • Another method discloses the following steps: method of a car inside a hoistway with a drive; Controlling a force action of a brake unit having a brake element and a brake partner with a first magnitude to release the brake element from the brake partner, wherein the control is performed with a redundant control unit in a first redundancy mode; Controlling the force effect with a second strength after the brake member has released from the brake partner, in particular the first strength is greater than the second strength; Detecting a hazardous condition in which the elevator system requires increased braking readiness; Switching the redundancy mode of the redundant control unit of the first
  • Redundancy mode in a second redundancy mode when the dangerous condition is detected.
  • Fig. 1 a schematic representation of an elevator system according to a
  • FIG. 2 is a schematic circuit diagram of a circuit of the brake unit according to FIG.
  • FIG. 3 shows a schematic representation of the elevator installation of an embodiment with redundant control units that can be switched over in two redundancy modes.
  • the elevator installation 2 has a car 4, a drive 6, a brake unit 8 and a control unit 10.
  • the car 4 is movably received within a hoistway 12.
  • the drive 6 can move the car 4 in the hoistway 12.
  • the brake unit 8 can brake the car 4 within the hoistway 12. It has a brake element 14 and a brake rail 16 as a brake partner.
  • the brake unit 8 is designed as a mechanical, (friction) brake.
  • the exact design of the brake is not significant for this disclosure. In particular, in the figures, a simplified representation for ease of presentation was selected. Only it is advantageous if the
  • the brake element 14 can be pressed by means of a (pressure) spring element 18 against the brake rail.
  • a (pressure) spring element 18 against the brake rail.
  • To release the brake element of the brake rail can be a
  • the control unit 10 can control a force action of the brake unit 8, in particular on the brake element 14.
  • the force effect can be controlled with a first strength to release the brake member 14 of the brake rail 16.
  • the force action can be controlled with a second strength, wherein the first strength is greater than the second strength.
  • the release of the brake element 14 from the first strength force rail 16 may be accomplished by means of an electromagnetic actuator, e.g. a coil, done. Accordingly, the electromagnetic actuator can be acted upon by a first current which generates in the electromagnetic actuator a magnetic field which is sufficient to release the brake element 14 from the brake rail 16. After the brake member 14 has disengaged from the brake rail 16, i. the brake unit is open, the current through the electromagnetic actuator can be reduced, the resulting
  • FIG. 2 shows a schematic circuit diagram of a circuit 23 of the brake unit 8 according to exemplary embodiments.
  • the circuit 23 has a second switch 26, which can switch the force effect of the brake unit 8 from the first strength to the second strength (release of the brake unit). Switching is done by opening the second switch 26. The switching of the force of the second strength to the force of the first strength is done by closing the second switch 26. The switching can be done by the control unit 10, represented by the operating line 34. When opened the second switch 26 is a
  • Resistance element 28 at which a voltage drops e.g. a diode upstream of the brake unit 8, so that a portion of the energy which drops completely at the brake unit 8 when the second switch 26 is closed, already drops at the resistance element 28.
  • the resistive element 28 may be connected in parallel with an adjustable resistive element 30, or the adjustable resistive element 30 may be substituted for (ie without) the resistive element 28 directly.
  • the electromagnetic actuator whereby when switching off the elevator system, e.g. by the first switch 24, the magnetic field of the electromagnetic actuator is degraded faster and the brake element thus dissolves faster from the electromagnetic actuator.
  • the first switch 24 may be implemented in hardware e.g. as an emergency stop switch or in software for initiating braking if it is detected by means of the control software executed. The latter is illustrated by the operating line 35.
  • the control unit 10 receives a feedback signal 36 from the brake unit 8.
  • the feedback signal 36 includes a position of the brake member to the brake rail.
  • the position of the braking element to the brake rail can be measured in various ways, for example by measuring the inductance of the electromagnetic actuator (which changes when the brake unit is moved, for example by means of an iron core guided through the coil) and / or a probe (eg, a proximity sensor) etc., for example, in combination with a measurement of a (changing) thickness of the brake pad.
  • the adjustable resistor 30 can be adjusted by the control unit 10, represented by the operating line 38, so that the position of the brake element to the brake rail remains unchanged, even if forces acting on the brake unit or the braking element or the brake element (eg by abrasion a brake pad) is changed in its extent, in particular reduced, is.
  • the opening of the second switch 26 (actuating line 34) as well as the regulation of the adjustable resistance element 30 can each be carried out or started after the release of the brake element from the brake rail.
  • the elevator installation can also have a detection unit 40, which detects a dangerous condition of the elevator installation.
  • the detection unit may be embodied in hardware, for example as a sensor, which transmits the presence of the hazardous condition via a connection to the sensor unit 10.
  • the detection unit can also be implemented in software and determine the dangerous condition, for example by determining the position of the car in the elevator shaft and / or relative to an adjacent car. A combination of hardware and software is possible.
  • the hazardous condition is a condition in which the elevator system is elevated
  • Brake standby is set to decelerate the car as a foreseeable event (e.g., reaching one end of the elevator shaft or approaching another car) may cause the car to brake soon.
  • a foreseeable event e.g., reaching one end of the elevator shaft or approaching another car
  • Switch 26 and / or adjustable resistive element 30 may now be switched or regulated depending on the presence of a hazardous condition.
  • the control 38 of the adjustable resistance element 30 can be designed such that the
  • the brake unit typically has a response time (i.e.
  • Delay time 290ms until 90% of the maximum force is exerted by the brake element on the brake rail, this time is reduced to 80ms when the
  • Braking is initiated, i. e.g. when the first switch 24 is opened.
  • FIG. 3 shows a schematic representation of the elevator installation 2 with a redundant control unit 10.
  • the redundant control unit 10 has three arithmetic units 10a, 10b, 10c. Above the double arrow 46 a first redundancy mode of the control unit 10 is shown, whereas below the double arrow 46 a second redundancy mode is shown.
  • the first switch 24 is driven by the arithmetic unit 10b, represented by the actuation line 35.
  • the first switch 24 opens or closes a circuit between a power source 48, e.g. a voltage source, and the brake unit 8, in particular the electromagnetic actuator 44 (see, e.g., Fig. 2).
  • the arithmetic unit 10b can also receive relevant process data, for example information about the hazardous condition from the detection unit 40 via a connection 42 (if the Detection unit is not executed in the arithmetic unit itself) and forwards them via the connection 50, 50 'to the other arithmetic units 10a and 10c on.
  • the process signals can also be distributed directly by the detection unit to all the arithmetic units 10a, 10b and 10c (not shown).
  • the exchange via the connections 50, 50 'can then be omitted.
  • the three computing units 10a, 10b, 10c each independently calculate whether the brake unit 8 is to be actuated. It suffices that two of the three computation units arrive at the same result. The failure of a computing unit can be compensated.
  • the control unit 10 can switch to a second redundancy mode.
  • An embodiment is shown in Fig. 3 below the double arrow.
  • One of the arithmetic units 10c is omitted as an example for a predetermined arithmetic unit, i. it is not needed for the second redundancy mode.
  • each of the remaining arithmetic units 10a, 10b respectively drives a first switch 24, 24 ', represented by the actuation lines 35, 35'.
  • the first switches 24, 24 ' open or close the circuit between the power source 48 and the brake unit 8, in particular the electromagnetic actuator 44 (see, e.g., Fig. 2).
  • the arithmetic units 10a, 10b may each separate the relevant process data, e.g.
  • the two arithmetic units 10a, 10b each calculate independently
  • Computing unit reaches the conclusion that the brake unit 8 is to be actuated or as soon as one of the two computing units fails, the circuit is interrupted and the brake unit is actuated. A failure of a computing unit is thus not compensated.
  • This functionality shown in Fig. 3 may e.g. through three separate functions
  • PLC Programmable logic controllers
  • the invention is applicable to elevator systems with different drives, such as a cable drive.
  • a linear drive comprises fixed stator units installed in the elevator shaft and at least one fixedly installed on the elevator car Rotor unit.
  • the invention is applicable to an elevator installation which has a car and such a linear drive for driving the car.
  • Elevator systems with a linear motor drive wherein the primary part of the linear motor is provided by appropriately designed guide rails of the elevator system and the secondary part of the linear motor is provided by a carriage of a car, which includes the rotor of the linear motor, are for example from DE 10 2010 042 144 A1 A1 or DE 10 2014 017 357 A1.
  • the invention is applicable to elevator systems (elevator systems) with at least one elevator car (car), in particular a plurality of cars, which can be moved in a shaft via guide rails.
  • At least one fixed first guide rail is fixedly arranged in the shaft and is aligned in a first, in particular vertical, direction.
  • At least one fixed second guide rail is aligned in a second, in particular horizontal, direction in the shaft.
  • the elevator car can be transferred via a transfer unit between two separate elevator shafts.
  • Such a conversion unit can at least one with respect to the shaft rotatable third
  • Represent method so that a block or a component of a device is to be understood as a corresponding method step or as a feature of a method step.
  • aspects described in connection with or as a method step also represent a description of a corresponding block or detail or feature of a corresponding device.
  • embodiments of the invention may be implemented in hardware or in software.
  • the implementation may be performed using a digital storage medium, such as a floppy disk, a DVD, a Blu-ray Disc, a CD, a ROM, a PROM, an EPROM, an EEPROM or FLASH memory, a hard disk, or other magnetic disk or optical memory are stored on the electronically readable control signals, which can cooperate with a programmable computer system or cooperate, that the respective method is performed. That's why it can digital storage medium be computer readable.
  • some embodiments according to the invention include a data carrier having electronically readable control signals capable of being coupled to a programmable computer system
  • Computer program product with a program code implemented the program code is effective. perform one of the procedures when the computer program product runs on a computer.
  • the program code can also be stored, for example, on a machine-readable carrier.
  • Embodiments include the computer program for performing any of the methods described herein, wherein the computer program is stored on a machine-readable medium.
  • an embodiment of the method according to the invention is thus a computer program which has a program code for performing one of the methods described herein when the computer program runs on a computer.
  • a further embodiment of the inventive method is thus a data carrier (or a digital storage medium or a computer-readable medium) on which the computer program is recorded for carrying out one of the methods described herein.
  • a data stream or the sequence of signals can be configured, for example, to be transferred via a data communication connection, for example via the Internet.
  • Another embodiment includes a processing device, such as a computer or a programmable logic device, that is configured or adapted to perform one of the methods described herein.
  • a processing device such as a computer or a programmable logic device, that is configured or adapted to perform one of the methods described herein.
  • Another embodiment includes a computer on which the computer program is installed to perform one of the methods described herein.
  • a programmable logic device eg, a field programmable gate array, an FPGA
  • a field programmable gate array may cooperate with a microprocessor to perform one of the methods described herein.
  • the methods are performed by any hardware device. This may be a universal hardware such as a computer processor (CPU) or hardware specific to the process, such as an ASIC.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Elevator Control (AREA)

Abstract

L'invention concerne un système d'ascenseur comprenant une cabine qui est logée de manière à pouvoir se déplacer à l'intérieur d'une cage d'ascenseur. Ce système d'ascenseur présente en outre un entraînement qui est conçu pour déplacer la cabine dans la cage d'ascenseur, ainsi qu'une unité de freinage qui est conçue pour freiner la cabine à l'intérieur de la cage d'ascenseur. Une unité de commande est en outre conçue pour commander l'unité de freinage.
EP19716340.5A 2018-04-13 2019-04-03 Système d'ascenseur Withdrawn EP3774628A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018205633.1A DE102018205633A1 (de) 2018-04-13 2018-04-13 Aufzugsanlage
PCT/EP2019/058336 WO2019197226A1 (fr) 2018-04-13 2019-04-03 Système d'ascenseur

Publications (1)

Publication Number Publication Date
EP3774628A1 true EP3774628A1 (fr) 2021-02-17

Family

ID=66102060

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19716340.5A Withdrawn EP3774628A1 (fr) 2018-04-13 2019-04-03 Système d'ascenseur

Country Status (4)

Country Link
EP (1) EP3774628A1 (fr)
CN (1) CN112004768A (fr)
DE (1) DE102018205633A1 (fr)
WO (1) WO2019197226A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102019133376A1 (de) * 2019-12-06 2021-06-10 Chr. Mayr Gmbh + Co Kg Bremse, Schaltungsanordnung und Verfahren zum Ansteuern einer Bremse
EP3892580B1 (fr) * 2020-04-06 2024-10-09 Otis Elevator Company Actionneur de securite electronique pour un frein de securite d'ascenseur et procede de detection de la position d'un actionneur de securite electronique
CN116835404A (zh) * 2023-07-04 2023-10-03 杭州西奥电梯有限公司 一种双子电梯防碰撞控制方法及装置

Family Cites Families (17)

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Publication number Priority date Publication date Assignee Title
JP2003212450A (ja) * 2002-01-18 2003-07-30 Toshiba Elevator Co Ltd トラクション式エレベータ
EP1400476B1 (fr) * 2002-09-23 2009-10-21 Inventio Ag Parachute pour ascenseurs
WO2004028945A1 (fr) * 2002-09-27 2004-04-08 Mitsubishi Denki Kabushiki Kaisha Commande de frein d'ascenseur
EP1698580B1 (fr) * 2005-03-05 2007-05-09 ThyssenKrupp Aufzugswerke GmbH Système s'ascenseur
JP2008120521A (ja) * 2006-11-13 2008-05-29 Mitsubishi Electric Corp 昇降機のブレーキ装置
KR100892622B1 (ko) * 2007-10-23 2009-04-09 두원공과대학산학협력단 엘리베이터용 비상 제동장치
FI121065B (fi) * 2009-03-05 2010-06-30 Kone Corp Hissijärjestelmä
WO2010150341A1 (fr) * 2009-06-22 2010-12-29 三菱電機株式会社 Dispositif d'ascenseur
DE102010042144A1 (de) 2010-10-07 2012-04-12 Thyssenkrupp Transrapid Gmbh Aufzuganlage
RU2590799C2 (ru) * 2011-10-07 2016-07-10 Отис Элевэйтор Компани Система торможения лифта
DE102014104458A1 (de) 2014-03-28 2015-10-01 Thyssenkrupp Elevator Ag Aufzugsystem
DE102014206461A1 (de) * 2014-04-03 2015-10-08 Thyssen Krupp Elevator Ag Aufzug mit einer Bremsvorrichtung
US10214381B2 (en) * 2014-08-07 2019-02-26 Inventio Ag Elevator system, brake system for an elevator system and method for controlling a brake system of an elevator system
DE102014017357A1 (de) 2014-11-25 2016-05-25 Thyssenkrupp Ag Aufzuganlage
WO2016096320A1 (fr) * 2014-12-17 2016-06-23 Inventio Ag Système d'ascenseur pourvu d'un système de freinage
DE102015218025B4 (de) 2015-09-18 2019-12-12 Thyssenkrupp Ag Aufzugsystem
DE102016211997A1 (de) 2016-07-01 2018-01-04 Thyssenkrupp Ag Aufzugsanlage

Also Published As

Publication number Publication date
WO2019197226A1 (fr) 2019-10-17
DE102018205633A1 (de) 2019-10-17
CN112004768A (zh) 2020-11-27

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