A passenger transport system sensor network has a master unit, a signal-transferring apparatus, and a plurality of sensor nodes each having at least one sensor sensing a physical measurement variable and transferring the sensed variable to the master unit via the signal-transferring apparatus. A sensor-identifying module in the master unit determines the identity of the sensors from information, stored in a database, of: a first information type about reference measurement results to be typically provided by a particular sensor under already known conditions; a second information type about the identity of a sensor node containing the particular sensor, the sensor node having a plurality of different sensors or a plurality of identical sensors in different configurations; and/or a third information type about a configuration of a sensor node holding the particular sensor, which configuration was defined in advance. Sensor identities and installation locations can be determined in an automated manner.

A ropeless elevator system 10 includes a lane 13, 15, 17. One or more cars 20 are arranged in the lane. At least one linear motor 38, 40 is arranged along one of the lane and the one or more cars, and a magnet 50, 60 is arranged along the other of the lane and the one or more cars. The at least one magnet is responsive to the at least one linear motor. A linear motor controller 70 is operatively connected to the at least one linear motor, and a lane controller 80 is operatively connected to the linear motor controller. A back electro-motive force (EMF) module 84 is operatively connected to at least one of the linear motor controller and the lane controller. The lane controller being configured and disposed to control stopping one of the one or more cars based on a back EMF signal from the at least one linear motor determined by the EMF module.

A ropeless elevator system 10 includes a lane 13, 15, 17. One or more cars 20 are arranged in the lane. At least one linear motor 38, 40 is arranged along one of the lane and the one or more cars, and a magnet 50, 60 is arranged along the other of the lane and the one or more cars. The at least one magnet is responsive to the at least one linear motor. A linear motor controller 70 is operatively connected to the at least one linear motor, and a lane controller 80 is operatively connected to the linear motor controller. A back electro-motive force (EMF) module 84 is operatively connected to at least one of the linear motor controller and the lane controller. The lane controller being configured and disposed to control stopping one of the one or more cars based on a back EMF signal from the at least one linear motor determined by the EMF module.

An elevator system is provided and includes at least one guide rail, safeties to respectively selectively impede or permit movement of an elevator car along a corresponding guide rail and first and second electronic safety actuators (ESAs) respectively coupled to a corresponding safety. The first ESA includes a first braking surface located a first distance from the corresponding guide rail, the second ESA includes a second braking surface located a second distance from the corresponding guide rail and the first and second braking surfaces are deployable across the first and second distances, respectively, to contact the corresponding guide rails. The elevator system further includes a sensing system to determine the first and second distances and a control system to deploy the first and second braking surfaces toward the corresponding guide rails in response to an over-speed or an over-acceleration condition with synchronization based on the first and second distances.

An elevator system is provided and includes at least one guide rail, safeties to respectively selectively impede or permit movement of an elevator car along a corresponding guide rail and first and second electronic safety actuators (ESAs) respectively coupled to a corresponding safety. The first ESA includes a first braking surface located a first distance from the corresponding guide rail, the second ESA includes a second braking surface located a second distance from the corresponding guide rail and the first and second braking surfaces are deployable across the first and second distances, respectively, to contact the corresponding guide rails. The elevator system further includes a sensing system to determine the first and second distances and a control system to deploy the first and second braking surfaces toward the corresponding guide rails in response to an over-speed or an over-acceleration condition with synchronization based on the first and second distances.

An elevator includes an elevator shaft defined by surrounding walls and top and bottom end terminals; an elevator car vertically movable in the elevator shaft; elevator hoisting ropes coupled to the elevator car; an elevator hoisting machine including a traction sheave engaged with the elevator hoisting ropes; a traction monitor configured to determine traction of the hoisting machine; an electromechanical brake; a measuring apparatus adapted to provide speed data and position data of the elevator car; and a safety processor associated with the traction monitor and the measuring apparatus. The safety processor includes an ETLS threshold configured to decrease towards the top and/or bottom end terminal in accordance with the position of the elevator car. The ETSL threshold is adjusted on the basis of the traction of the hoisting machine. The safety processor is configured to determine an elevator car slowdown failure if the speed data meets or exceeds the ETSL threshold.

An elevator includes an elevator shaft defined by surrounding walls and top and bottom end terminals; an elevator car vertically movable in the elevator shaft; elevator hoisting ropes coupled to the elevator car; an elevator hoisting machine including a traction sheave engaged with the elevator hoisting ropes; a traction monitor configured to determine traction of the hoisting machine; an electromechanical brake; a measuring apparatus adapted to provide speed data and position data of the elevator car; and a safety processor associated with the traction monitor and the measuring apparatus. The safety processor includes an ETLS threshold configured to decrease towards the top and/or bottom end terminal in accordance with the position of the elevator car. The ETSL threshold is adjusted on the basis of the traction of the hoisting machine. The safety processor is configured to determine an elevator car slowdown failure if the speed data meets or exceeds the ETSL threshold.

A method for operating a lift system includes a lift cage movably housed movably inside a lift shaft. A linear drive is configured to drive the lift cage, the linear drive includes a stator arrangement fixedly attached to the lift shaft with a plurality of stators and a rotor attached to the lift cage. The stator arrangement includes electromagnetic coils, each of the coils configured to be operated by one phase of a polyphase alternating current. The method includes providing the polyphase alternating current to operate the stator arrangement and thereby drive the lift cage to generate an upward force for the lift cage, monitoring a deceleration value of the lift system with sensors that are permanently installed in the lift shaft, and switching the linear drive into a safety operating state when the deceleration value above a predefined threshold value is determined by way of said monitoring.

This invention is concerning an elevator apparatus, in which a safety monitoring device corrects a detected car position using a signal from a car position detection device and monitors the presence or absence of car overspeed on the basis of an overspeed detection pattern that varies in accordance with car position. The car position detection device includes a first car position detection sensor and a second car position detection sensor which are arranged side by side in a vertical direction. The safety monitoring device performs, in parallel, first overspeed monitoring based on a car position corrected using a signal from the first car position detection sensor and second overspeed monitoring based on a car position corrected using a signal from the second car position detection sensor.

This invention is concerning an elevator apparatus, in which a safety monitoring device corrects a detected car position using a signal from a car position detection device and monitors the presence or absence of car overspeed on the basis of an overspeed detection pattern that varies in accordance with car position. The car position detection device includes a first car position detection sensor and a second car position detection sensor which are arranged side by side in a vertical direction. The safety monitoring device performs, in parallel, first overspeed monitoring based on a car position corrected using a signal from the first car position detection sensor and second overspeed monitoring based on a car position corrected using a signal from the second car position detection sensor.