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EP0712803A1 - Système d'évacuation pour ascenseurs - Google Patents

Système d'évacuation pour ascenseurs Download PDF

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Publication number
EP0712803A1
EP0712803A1 EP95116854A EP95116854A EP0712803A1 EP 0712803 A1 EP0712803 A1 EP 0712803A1 EP 95116854 A EP95116854 A EP 95116854A EP 95116854 A EP95116854 A EP 95116854A EP 0712803 A1 EP0712803 A1 EP 0712803A1
Authority
EP
European Patent Office
Prior art keywords
evacuation
brake
pawl
evacuation device
designed
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Withdrawn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
EP95116854A
Other languages
German (de)
English (en)
Inventor
Edmund El. Ing. Htl Sager
Patrick Dr. El. Ing. Chenais
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Inventio AG
Original Assignee
Inventio AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Inventio AG filed Critical Inventio AG
Publication of EP0712803A1 publication Critical patent/EP0712803A1/fr
Withdrawn legal-status Critical Current

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Classifications

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

Definitions

  • Evacuation system for an elevator car that runs in a shaft in guides and has an automatic door system, which is moved in an up and down direction by a motor with a brake and transmission and by a drive and command control for the purpose of operating passenger commands, with an evacuation drive at Malfunctions an automatic evacuation trip to the next cold stop with subsequent exemption from trapped passengers is made possible.
  • the Swiss patent specification CH-207 119 shows a simple self-releasing system, which is shown for a conventional rope elevator.
  • the blocked elevator car is uncoupled from the support yoke and lowered by means of a winch with centrifugal brake in the support yoke at a uniform, low speed until a "protective exit”.
  • a manually operated revolving door can then be pushed open and the cabin exited. Only the potential energy of the cabin mass is used as the driving force for the evacuation trip.
  • This self-releasing system has no control and no shaft information. Furthermore, this elevator does not have an automatic shaft and car door. An application for elevators of today's type is not possible, in particular because the relevant regulations require at least one cabin closure that is automatically closed during travel. Furthermore, the illustration and description also do not show how stopping at the "protective output" is to take place.
  • Stopping the cabin after an evacuation trip poses a special problem, especially if you do not want to use the available shaft information or can.
  • separate solutions are known in which mechanical means inevitably stop on one floor.
  • US 4,015,689 discloses a safety blocking device active in the shaft. A dangerous overspeed is detected by means of light barriers and, if this is the case, hydraulic locking bolts are pushed into the shaft on both sides, onto which the cabin approaching at overspeed impacts and is stopped. In order to dampen the impact, the locking pin devices are mounted damped and can thus cause a short braking distance, which somewhat reduces the deceleration values.
  • EP 0 578 238 describes and shows extendable pawls on the cabin, which rest on projections in the shaft and prevent the gradual sinking of a cabin of a hydraulic elevator standing on an upper floor for a long time.
  • a combination of "mechanical" shaft information and evacuation device is disclosed in EP 0 065 501.
  • This facility is a hydraulic / mechanical system that is not electrical. Energy needed.
  • a hydraulic pressure accumulator is provided as the energy store, which feeds a hydraulic motor, but also a clutch with energy supplied and hydraulic brake ventilation.
  • a folded-out roll serves as shaft information, which runs onto a ramp attached to the shaft wall in the floor area and then actuates the control valves, which bring about a stop, via a mechanical connection to the machine room.
  • the hydraulic system to be installed is extensive and very expensive in terms of the quality required for a safety device. Furthermore, a device for loading the hydraulic accumulator and its pressure monitoring is missing. There is also no solution for opening the door.
  • the present invention has set itself the task of creating an evacuation system for elevators, which eliminates the shortcomings of the known systems and inexpensively and enables simple and automatic means for an automatic and safe release of trapped passengers.
  • a first advantage can be seen in the fact that no other person has to intervene from outside for an evacuation and therefore no special means of communication such as telephone or remote monitoring have to be provided.
  • system can be designed flexibly in some areas and can thus be adapted, for example, to various elevator and door systems and special personal needs.
  • An elevator car which can be moved in up and down direction with guide rollers 2 in guides 6 within a shaft 7 is designated by 1.
  • the elevator car 1 is connected to a counterweight 5 by means of a support member 3 via a traction sheave 4.
  • Below and above the elevator car 1 is on top of each other on the opposite side, that is to say bottom left and top right, one brake control device 8 each.
  • the traction sheave 4 is mechanically connected to an elevator drive 9 and this is electrically connected to the elevator control 11.
  • a door system controlled by the elevator control 11 is designated by 12 and the evacuation drive electrically connected to the elevator control 11 and mechanically to the elevator drive 9 is designated by 10.
  • the elevator drive 9 consists of a gear 13 connected to the traction sheave, a brake 14 and a motor 15.
  • the door system 12 consists of a door drive 23 which, in addition to the door leaves not yet shown in this figure, acts on a driver and locking system 24 and on a door motor brake 25.
  • a driver and locking system 24 In the case of door drives 23 with the door motor brake 25, the door is kept closed and locked while the elevator is moving with the door motor switched off and the door motor brake 25 applied.
  • the driver and locking system 24 is used for the mechanical coupling of the cabin and shaft doors at the stops and for the mechanical separation and locking in the closed state while driving.
  • a clutch 16 is connected to the motor 15 on the left side and to a transmission 17 on the right side.
  • the clutch 16 is preferably actuated electromagnetically and receives the appropriate commands from an evacuation trip controller 21.
  • the mechanical connection between motor 15 and transmission 17 is interrupted.
  • the clutch 16 is activated, the transmission 17 transmits the rotational movement of the motor 15 to a brake generator 18.
  • the transmission 17 has a transmission ratio which is preferably greater than 1: 1 and can be used as a flat belt, Toothed belt, belt, or gear transmission can be carried out in one or more stages.
  • the brake generator 18 can be designed as a simple permanent pole direct current machine.
  • the electrical connection to a battery 20 can be established with a matching polarity via a pair of contactors 19 dependent on the evacuation control 21.
  • the electrical connection between the brake generator 18 and the evacuation control 21 is used to detect the movement and direction of rotation of the brake generator 18 and the electrical connection between the battery 20 and the elevator control 11 keeps the former constantly at a full charge.
  • the lines with arrows and numbers which go outwards at the evacuation control 21 indicate connections to corresponding elements in the brake control apparatus described below.
  • a brake control device 8 is preferably installed on at least one side below the elevator car 1 via damping elements 30.
  • the brake control device 8 consists of a support bracket 40 in which a brake pawl 26 is pivotally mounted in a bearing support 31 directed downward.
  • the brake pawl 26 is of an angular design with a horizontal arm 33 and a vertical arm 32.
  • the horizontal arm 33 extends to the right and is at its outer end on the upper side by a return element 34 fastened to the support bracket 40 against the force of a spring acting downward on the horizontal arm 33 35 held in the position shown.
  • the reset element 34 is designed, for example, as an electromagnet.
  • the brake pawl 26 is rotatably supported in the bearing support 31 in the angular corner.
  • a release element 38 which can pull a ratchet lever 36 back against the force of a ratchet spring 39 via a draw bolt 37.
  • the trigger element 38 is designed, for example, as an electromagnet.
  • the pawl lever 36 lies with the force of the pawl spring 39 its vertical top stop lug 41 at the front end of the horizontal arm 18 because at the moment the trigger element 21 is not active.
  • a stop surface 42 running at right angles to the nose 41 is not touched by the brake pawl 26 in the position shown.
  • a roller 27 is installed above and to the left, rising tangentially to the right into an arcuate shifting gate 28, which continues to the right via a switching edge 29 into a remainder 28 'with a smaller radius.
  • switching opening 45 with a switching opening present in the guide 6 is shown with an upper leading edge 44 and a lower, force-absorbing stop edge 46.
  • the specific contour of the switching opening 45 can be seen in FIG. 7 described later.
  • Fig. 7 shows the possible design of the guide 6 using a cut-out section.
  • the guide 6 shown is designed, preferably using a folding technique, as a so-called hat profile.
  • the side legs are used for attachment to a shaft wall or to a support.
  • the surfaces running at right angles to the side legs each have a track 48 for the guide rollers 2.
  • a third track 47 for the guide rollers 2 is provided on the end face of the guide 6.
  • the switching openings 45 are arranged on the same end face at the floor distance.
  • the shift openings 45 are designed as broken-out vertical rectangular openings and are dimensioned such that the released brake pawl 26 can pivot partially into the shift opening 45.
  • the stop edge 46 serves as a safety stop and, if the mechanical braking is too weak, can finally shut down the cabin 1 and absorb the load of the abutting cabin mass.
  • a raised switching link 52 is provided with a ramp 60 at the upper end and a notched stop 53 at the lower end.
  • the flat part of the shifting link 52 which runs parallel to the guide 6, has a vertical length in the direction of travel which is greater than the braking distance of the cabin 1 in the case of mechanical final braking after an evacuation trip.
  • the shift gate 52 is active for brake control in downward travel.
  • the stop stop 53 serves as a safety stop and, if the mechanical braking is too weak, can finally shut down the cabin 1 and absorb the load of the abutting cabin mass.
  • FIG. 9 shows an adapted form of the brake pawl 26 when shifting gates 52 are used.
  • the difference from the form of the brake pawl 26 shown in FIG. 3 is that the roller 27 is provided with a smaller diameter, so that it does not have in an emergency the stop notch 53 runs.
  • FIG. 10 shows, as a classic door system 12, a center door arrangement with a door drive 23 which has a door motor 54 with a holding brake 54, a belt transmission 58, a crank disk 61, horizontal lever 57 and pivot lever 56.
  • the swivel levers 56 engage via small intermediate levers on door leaves 50 and, at the start of an opening process, actuate a driver and locking device 24, which in turn consists of the driver parallelogram 24.1 and the door lock 24.2.
  • Door drives of this type usually have a small compression spring 59 between the crank disk and a door drive bracket 51 in order to push the horizontal lever 57 back when the door drive 23 is switched off via the dead center of the crank disk 61.
  • this compression spring 59 is not sufficient to open a sliding door of this type, for example ten to fifteen cm, when it arrives on the floor after an evacuation trip. Therefore, a further spring 49 is provided, which is arranged between the door drive bracket 51 and the left horizontal lever 57. The force and travel of this spring 49 are dimensioned such that both horizontal levers 57 are pushed at least into the position indicated by dashed lines when the door drive 23 is switched off on one floor. This results in a door opening that corresponds twice to the distance x and which can then be so large that a person can slip through it or at least open the door even further with very little effort.
  • crank pins of the crank disk 61 are at least 45 ° above the dead center for a hand opening, because otherwise the effort required, in particular for older passengers, could be too great for a hand opening.
  • the cause of the triggering of an evacuation trip is, for example, a defect in the drive and command control 2 or a power failure during a normal trip with passengers.
  • the cause is the latter, the voltage failure during a journey with passengers is assumed, the elevator car 1 being stopped by the switched-off motor 14 and the applied brake 15. It is also assumed that the elevator car is almost fully loaded by enclosed passengers, which results in a driving load in the downward direction. If the elevator car 1 happens to stop on one floor, the passengers can get out easily and are exempt. However, it is much more likely that the elevator car 1 will stop somewhere between two floors and the passengers will be trapped.
  • the conditions for triggering an evacuation trip, emergency stop outside a door zone and elevator car 1 are thus fulfilled for the evacuation control 21 if the elevator does not resume normal operation before a short waiting period has expired.
  • an emergency light not shown
  • a text display also not shown, programmed in the evacuation control for the information of the enclosed passengers can appear.
  • the now automatically starting evacuation travel sequence by the evacuation control 21 causes the triggering pawl 36 to be pulled back by activating the triggering element 38, whereby the brake pawl 26 swings out to the left until the roller 27 touches the guide 6 (FIG. 4).
  • the pivoting of the brake pawl 15 became possible because after the control or voltage failure the reset element 34 was also de-energized and then the spring 35 could press the brake pawl 26 into the position according to FIG. 4.
  • the driver parallelogram 24.1 goes into an open position that is wider than when it is coupled to the shaft door, so that the door cannot be opened.
  • the one at first Brake generator 18, which is not yet connected to battery 20, acts as a tachodynamo and supplies a voltage which is polarized as a function of the direction of rotation to evacuation control 21, which, after this detection phase, connects brake generator 18 with battery 20 in the correct polarity via the corresponding contactor 19.
  • the speed of the brake generator 18, which is preferably permanently excited, is now accelerated by the driving load until its output voltage reaches that of the battery 20 and exceeds a maximum of about 10%.
  • the battery 20 with its known small internal resistance now acts as a speed-stabilizing load for the brake generator 18 and the elevator car 1 now sinks down at a low constant speed.
  • a very low speed is preferably provided for the evacuation trip by appropriate selection of the translation in the transmission 17, because this enables the type output of the brake generator 18 to be kept correspondingly low and the safety is improved.
  • the roller 27 of the brake pawl 26 rolls on the surface of the guide 6 to the location of the next lower switching opening 45.
  • the door zone is reached, which occurs when the driving device 24 is retracted between the driving rollers of a shaft door Unlocking from the shaft and cabin door effected.
  • the spring 49 and the opening spring 59 push open the cabin and shaft doors to such an extent that the floor reached is visible through the large door gap and the final phase of the evacuation trip can be perceived.
  • the additional opening spring 59 it is possible with the additional opening spring 59 to open the doors to such an extent that the doors can subsequently be opened very easily by hand.
  • the existing spring 49 is only dimensioned so strong that the crank mechanism is pushed back just past the dead center in order to meet the corresponding regulation. With this opening spring 59, an otherwise customary special supply and control of the door motor by the evacuation control 21 is no longer necessary.
  • the Opening spring 59 can also be arranged at any other location within the mechanical force transmission elements of a door drive.
  • the elevator car 1 is now stopped by the brake 15 which has been applied.
  • the stopping of cabin 1 takes place with a very short braking distance thanks to the low speed during the evacuation trip.
  • the speed for the evacuation run and the vertical length of the switching openings 45 are designed such that the brake pawl 26 does not just touch the stop edge 46 after the elevator car 1 has come to a standstill. If the brake 15 were set too weakly, the brake pawl 26 would be in contact with this stop edge 46 and the elevator car 1 would be shut down safely within the door zone. A slight impact would then be felt for the passengers, softened by the damping elements 30. Thanks to the already large opening width, the unlocked cabin and shaft door can be pushed open completely with minimal effort, if the opening width is not already large enough for a person to slip through, so that the release can take place.
  • the evacuation control 21 issues a corresponding command to the drive and command control 11, whereupon an upward travel is started at a pre-programmed revision travel speed after the cabin and shaft doors have been closed and locked beforehand.
  • the revision speed is a prescribed, especially low speed and should not exceed 0.2 m / sec in our case, for example.
  • the brake pawl 26 leaves the switching opening 45, as a result of which the brake pawl 26 is pushed to the right to such an extent that the brake control contact 43 is brought into its original position by means of the switching link 28.
  • the release pawl 36 lies with a slight spring force on the end face of the horizontal arm 33. Because, furthermore, the reset element 34 is again energized via the safety circuit in the drive and command control 11 and by that after leaving of the shift opening 45 on the right pawl 26 the air gap between the top of the horizontal arm 33 and the energized restoring element 34 has become smaller, the pawl 26 can be pulled into the original position according to FIG. 3 by the electromagnetic force of the restoring element 34 and will be in this position also through the latched release pawl 36 additionally mechanically secured.
  • the re-actuation of the brake control contact 43 has also had the effect that the drive and command control 11 switches the motor 14 to the nominal speed and the elevator car 1 continues normally up to the next upper floor and stops there at regular intervals. When elevator car 1 arrives at this floor, it is then available again for normal operation.
  • the load conditions can be such that there is no driving load that drives the brake generator 18.
  • An electrical connection to the battery 20 in both polarities is then established twice in short time intervals via the contactors 19 and both times the necessary current for driving the brake generator and thus the elevator car is measured, and the connection polarity or direction of rotation which is more favorable for the energy expenditure is selected .
  • An evacuation trip in the upward direction will thus take place in the case of a lightly loaded cabin.
  • a second brake control device 8 is activated for an upward evacuation trip.
  • This second brake control device 8 is preferably rotated by 180 ° about the horizontal axis on the top of a cabin 1 and on the opposite side, as shown in FIG. 11.
  • the switching openings 45 are arranged in the opposite guide 6 in the same way as already described, with the difference that this is by the vertical distance between the two braking devices 8 are shifted upwards and that the upper edge of these switching openings must be referred to as stop edge 46.
  • the brake pawl 26 then functions in exactly the same way, in that it pivots in the same way, but into the next upper switching opening 45.
  • the return trip and the subsequent return trip are also carried out in the same way as already described, but in the opposite direction.
  • the battery 20 is dimensioned in accordance with the energy requirement for the movement of the elevator car 1 when the load is balanced.
  • the evacuation drive 10 still does not have to lift a load, but only has to overcome the friction of the elevator drive 9.
  • the corresponding contour can be solid and the entire brake pawl 26 can be made in one piece. Due to the relatively light contact pressure on the guide 6 after the triggering, no lubrication is even necessary and at most a slight grinding noise will be audible. The function itself is not affected.
  • switching curves 52 can also be used for actuating a switching pawl 26.
  • the stop notch 53 is provided so that the switching curve 52 also ensures a safe stopping of the cabin 1 on the floor when the mechanical braking is weak.
  • the latter preferably has a smaller diameter.
  • the switching gate 28 then also has a contour adapted to this operating mode in order to actuate the brake contact 43 in the correct sense, and the evacuation control 21 has a corresponding logic so that the effects on the switching curve 52 when approaching are the same as when swiveling into a switching opening 45.
  • switching curves 52 instead of switching openings 45 can be that they can also be placed elsewhere, for example on a shaft wall and below Use of conventional T-shaped guide profiles. With corresponding effort, it is also possible to place the switch openings 45 elsewhere than in the guides 6 according to FIG. 7. Separate constructions with a switch opening 45 can then likewise be arranged at almost any location in the shaft, regardless of the guide rail type.
  • the evacuation device described can also be used for rope-less elevators. Elevators of this type can be designed without a counterweight and have their own drive. The cabin masses are then relatively large, which must then be taken into account when dimensioning the brake generator 18 or in one of the alternative braking devices mentioned below. On the other hand, the course of an evacuation trip will always take place in the same direction of travel, i.e. downwards, which makes the decision logic in the evacuation control 21 for the direction of travel to be switched on superfluous, and also simplifies the entire evacuation device, since only one braking device 8 is used below the cabin 1 can. If necessary, two braking devices 8 can also be arranged below the cabin 1, which then operate in parallel operation and can intercept the cabin mass on two sides in the event of poor braking.
  • the speed for the evacuation trip can alternatively be regulated via a controllable brake 14, the braking force regulation and thus the speed regulation in the event of an evacuation, of course, being taken over by the evacuation control 21 got to.
  • a liquid brake driven by the transmission 17 is provided, of the type of a torque converter in an automatic car transmission. Due to the typical, steep Torque characteristics of such a liquid brake also ensure great stability for the evacuation speed. With a correspondingly large dimensioning of a fluid brake, it is possible to mechanically connect it to the motor 15 directly without transmission 17 via the clutch 16.
  • the transmission 17 can be implemented in various ways. Belt transmissions (flat, V-belts, toothed belts), friction gear or toothed gear are possible.
  • the translation factor depends on the factors installed braking / drive power, evacuation driving speed, functional safety and permissible evacuation time.
  • An eddy current brake can be designed as a separate machine instead of the brake generator 18 and flanged directly to the motor 15.
  • two phases of the motor 15 can be excited by the battery with direct current during the evacuation trip, which has the same effect, that is to say brings about reliable braking.
  • DC braking of the motor 15 the elements of clutch 16, transmission 17 and brake generator 18 are eliminated.
  • the contactors 19 are then used for this circuit.

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  • Maintenance And Inspection Apparatuses For Elevators (AREA)
  • Types And Forms Of Lifts (AREA)
EP95116854A 1994-11-15 1995-10-26 Système d'évacuation pour ascenseurs Withdrawn EP0712803A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH3414/94 1994-11-15
CH341494 1994-11-15

Publications (1)

Publication Number Publication Date
EP0712803A1 true EP0712803A1 (fr) 1996-05-22

Family

ID=4255475

Family Applications (1)

Application Number Title Priority Date Filing Date
EP95116854A Withdrawn EP0712803A1 (fr) 1994-11-15 1995-10-26 Système d'évacuation pour ascenseurs

Country Status (5)

Country Link
US (1) US5693919A (fr)
EP (1) EP0712803A1 (fr)
CN (1) CN1047765C (fr)
SG (1) SG47361A1 (fr)
TW (1) TW348169B (fr)

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CN107444997A (zh) * 2016-04-06 2017-12-08 奥的斯电梯公司 使用目的地键入固定装置对乘坐者疏散操作进行的统筹安排
DE102023101780A1 (de) * 2023-01-25 2024-01-04 Tk Elevator Innovation And Operations Gmbh Selbstevakuation von Passagieren aus einer defekten Aufzugskabine oder Aufzugsanlage

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US6425461B1 (en) * 2001-07-17 2002-07-30 Chiu Nan Wang Double backup power for elevator
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ES2543412T3 (es) 2006-03-16 2015-08-19 Thyssenkrupp Aufzugswerke Gmbh Accionamiento de ascensor con un motor eléctrico
FI122425B (fi) * 2010-11-18 2012-01-31 Kone Corp Sähkönsyötön varmennuspiiri, hissijärjestelmä sekä menetelmä
CN102795524B (zh) * 2012-07-27 2014-07-23 石家庄五龙制动器股份有限公司 电梯制动系统的abs制动控制电路
EP3084266A4 (fr) * 2013-12-18 2017-10-18 Inventio AG Poulie pour système d'ascenseur, système d'ascenseur à poulies et procédé de surveillance d'un système d'ascenseur
EP3102522B1 (fr) * 2014-02-06 2019-11-13 Otis Elevator Company Gestion d'opération de freinage dans des ascenseurs
DE112014006686B4 (de) * 2014-05-21 2020-04-16 Mitsubishi Electric Corp. Aufzugspositions-Erfassungsvorrichtung
JP2015224116A (ja) * 2014-05-29 2015-12-14 株式会社日立ビルシステム エレベータの救出運転装置
JP6210164B2 (ja) * 2014-09-24 2017-10-11 三菱電機株式会社 エレベータ装置
TWI549896B (zh) * 2014-09-30 2016-09-21 Fong Hwang Entpr Co Ltd Lifting equipment for power failure Safe decoupling escape switch
US9975733B2 (en) * 2015-01-26 2018-05-22 Kevin Cunningham Elevator safety device
DE102015202700A1 (de) * 2015-02-13 2016-08-18 Thyssenkrupp Ag Verfahren zum Betreiben eines Aufzugsystems
US11643302B2 (en) * 2017-11-22 2023-05-09 Otis Elevator Company Sensing and notifying device for elevator emergencies
CN109573791B (zh) * 2018-12-19 2023-05-30 宁波力隆机电股份有限公司 一种结构简单的电梯及其控制方法
EP3845480A1 (fr) * 2019-12-31 2021-07-07 Inventio AG Procédé de déplacement d'une cabine d'un ascenseur pour évacuer des passagers et dispositif d'ouverture de frein pour déplacer une cabine d'ascenseur

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107444997A (zh) * 2016-04-06 2017-12-08 奥的斯电梯公司 使用目的地键入固定装置对乘坐者疏散操作进行的统筹安排
CN107444997B (zh) * 2016-04-06 2021-07-23 奥的斯电梯公司 使用目的地键入固定装置对乘坐者疏散操作进行的统筹安排
DE102023101780A1 (de) * 2023-01-25 2024-01-04 Tk Elevator Innovation And Operations Gmbh Selbstevakuation von Passagieren aus einer defekten Aufzugskabine oder Aufzugsanlage

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TW348169B (en) 1998-12-21
SG47361A1 (en) 1998-04-17
CN1123246A (zh) 1996-05-29
US5693919A (en) 1997-12-02

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