Abstract: In case of both circuit-switched and a packet-switched connection handover from a source (200) to a target (510) radio access network or base station subsystem a new target ID indication message (415.1; 415.2) is sent to a core network node (422) either from a core network element (215) or from the target radio access network or base station subsystem, depending on whether there is an interface (Gs) between the core network element and the core network node. In one embodiment, in contrast to the prior art, the new target ID indication message is mandated to only identify one target base station or target radio access network.

Abstract: A communication terminal (MT) is equipped with a first communication unit (KOM1) for communicating with radio network base stations (DECTS) via a first radio interface (RI1), and with a second communication unit (KOM2) for communicating with a mobile radio network (MN) via a second radio interface (RI2). The terminal (MT) determines whether it has moved into the range covered by the radio network base stations. If it has moved into the range (RADECT) covered by a selected radio network base station (DECTS), it initiates a switch-over of the network-side routing of connection requests which are directed to the terminal (MT), and routes them via the selected radio network base station (DECTS). The initiation of the switch-over takes place by signalling the mobile radio network (MN).

Abstract: An elevator safety brake is provided comprising two cantilevers, a pivot, a spring, and a hold-off-engagement linkage. In one embodiment, the hold-off-engagement linkage is comprised of two upper struts, and two lower struts. When it is desired to slow or stop the elevator via the safety brake, the lower struts move from a first position in which the lower struts are substantially in alignment with one another and the cantilevers are in an open position, to a second position in which the lower struts are not substantially in alignment with one another and the cantilevers are in a closed position. When the cantilevers are in the closed position, the spring exerts a force via the cantilevers on the guide rail in order to decelerate the elevator.

Abstract: The invention provides an elevator system for controlling movement of an elevator car with respect to guide rails in an elevator hoistway, having a force-estimation or position-scheduled current command controller and a magnet driver circuit without the need for a flux sensor. The force-estimation or position-scheduled current command controller responds to a force command signal, and further responds to a sensed gap signal, for providing a force-estimation or position-scheduled current command controller signal as a current command to the magnet driver circuit. The magnet driver circuit responds to the force-estimation or position-scheduled current command controller signal, for providing a magnet driver circuit signal to control said horizontal movement of the elevator car with respect to the guide rail in the elevator hoistway, whereby the horizontal movement of the elevator car is controlled without sensing magnetic flux.

Abstract: The present invention provides a roller guide assembly for controlling the position of an elevator car in relation to guide rails of an elevator hoistway in an elevator system. The roller guide assembly includes at least one electromagnet means and at least one solenoid means. The at least one electromagnet means responds to an elevator car control signal from an elevator car controller, for providing at least one electromagnet force to adjust the position of the elevator car in relation to the guide rails of the elevator hoistway. The at least one solenoid means responds to the elevator car control signal, for providing at least one solenoid force that counterbalances said at least one electromagnet force for adjusting the position of the elevator car in relation to the guide rails of the elevator hoistway.

Abstract: A system for position loss recovery for an elevator car includes a plurality of pairs of encoded floor magnets that uniquely identify each floor. Upon restoration of power, the encoded floor magnets are sensed by an encoded floor sensor and the precise floor location of the elevator car is determined.

Abstract: A contactless position sensor uses at least a first magnetic flux source on one side of an object, wherein a sensor is responsive to the flux, for providing a sensed signal indicative of varying positions (x) of the first magnetic flux source and the object relative to each other, including a null position (g), wherein the sensed signal is related to the null position and the varying positions according to a relation (1/(g+x))-(1/(g-x)). An additional magnetic flux source can be provided on the other side of the object for providing additional flux sensed by the sensing means, wherein the first and second magnetic flux sources can be arranged to move in unison with respect to the object, or can be stationary while the object moves between them. The second flux source can be made stationary and its flux directed to either the object or to a second object with a fixed distance therebetween. Or, the second flux source can be dispensed with entirely and simulated by a bias signal.

Abstract: An interface between a host and a bus includes label generator and a memory. The label generator responds to bus label signals from the bus, for providing label signals. The memory responds to bus signals from the bus, for providing memory host signals to the bus. The memory further reponds to the label signals from the label generator for storing the label signals as label memory signals. The memory further responds to host signals from the host, either for providing memory bus signals to the host when the host reads memory bus information from the memory, or for providing said label memory signals to the host when the host reads label memory information from the memory.

Abstract: Static pressure sensing and free airstream temperature sensing is obviated in a method for determining aircraft velocity relative to an airmass by utilizing a static pressure and temperature component present in pressure variations sensed by a total pressure sensor located on a rotating arm mounted on the fuselage of an aircraft. A harmonic analysis of a quasi-sinusoidal total pressure variation includes a determination of steady state and both first and second harmonic components. These harmonic components are used to determine the static pressure, the free airstream temperature and the aircraft airspeed without separately sensing these parameters.

Abstract: A control system for compensating for horizontal vibrations in a travelling elevator includes at least one horizontal vibration sensor disposed in a plane wherein high frequency vibrations are spatially filtered. Each sensor is provided with a control circuit that provides control signals to actuators associated with roller guide wheels for applying force against a rail as needed to reduce vibrations.

Abstract: Elevator horizontal vibrations are actively controlled by retrieving data stored in memory indicative of the out-of-straightness of the elevator car's guide rails. The stored data is compiled during a learning run by summing the car's relative displacement with respect to the rail with a doubly integrated acceleration signal indicative of the car's deviation from true vertical.

Abstract: An elevator hoistway rail profile is made by summing a doubly integrated car horizontal acceleration signal with a relative rail-car displacement signal and storing the summed signal according to the vertical position of the car in the hoistway.

Abstract: Three separate fuzzy rule sets are applied to three corresponding fuzzy sets developed from various input parameters for providing a pitch engagement/mode selection management system and method for requesting disablement of a blade lock, for disabling such lock when the torque available matches the torque required, and for selecting a motor or brake for creating a differential speed between a rotating pitch change mechanism and a fan shaft of a turbine engine. A fuzzeresis rule set is disclosed for stabilizing the motor/brake mode selection fuzzy logic output.

Abstract: An elevator car vertically guided along a hoistway rail has horizontal motions controlled by means of an actuator wherein horizontal acceleration of the elevator car and relative horizontal displacement between the car and the rail is sensed for controlling such horizontal motions by means of the actuator. Guiding means can be provided in the form of roller clusters at the corners of the car for engaging hoistway rails on opposite sides of the car wherein, for each roller cluster, plural actuators are included with accompanying springs wherein the roller cluster actuators are responsive to the controller for actuating the elevator car horizontally with respect to the hoistway rail. The roller cluster actuators can be electromagnets. Each wheel of the roller cluster can have stop means assocaiated therewith that is operable to limit the extent of movement of the guide wheel in a direction away from the guide rail.

Abstract: A method and apparatus for actively counteracting a disturbing force acting on a suspended elevator cab in a frame moving vertically in a hoistway is disclosed. A manifestation of the disturbing force such as acceleration is sensed and counteracted, for example, by effectively adding mass to the cab in proportion to the sensed acceleration. This may be accomplished by using an electromagnet actuator for actuating the suspended cab in response to a control signal from a control means which is in turn responsive to the sensed signal. Whatever type of actuator is used, it may be used as well to bring the suspended cab to rest with respect to a hoistway sill prior to transferring passengers. The control means may be analog or digital or a combination of both. A preferred analog-digital approach is disclosed in which the digital part is responsive to accelerometer signals, the analog part is responsive to a force command signal from the digital part and provides a position feedback signal in return.

Abstract: An electromagnet actuator has an E-shaped core for coupling magnetic flux between the core and a blade of a hoistway rail. A pair of coils wound on the core provide the flux in such a way as to produce both side-to-side and front-to-back forces that can be controlled by varying the current to the pair of coils in each actuator on opposite sides of the car.

Abstract: An improved centering control for an elevator horizontal suspension having at least one actuator and includes a circuit for disabling the control or braking the actuator in response to an error signal indicative of the difference between a reference signal and a sensed signal indicative of the degree of centering of the car. Of course, both braking and disabling may be carried out instead of just one. For those cases in which two actuators are acting in concert to center the car, where the control is responsive to the error signal for only selecting one of the opposed actuators at a time, a small centering window is set up about the centered condition and part of the window is used to disable or brake one of the actuators and another part to disable or brake the other of the actuators. Again, both disabling and braking operations may be carried out at the same time with respect to a given actuator.

Abstract: A method for controlling the dispatching of elevator cars, and apparatus for accomplishing the method. The method includes the steps of (a) receiving a hall call from a floor landing; (b) determining a current passenger load of an elevator car; (c) determining if a crowd signal is generated for the floor landing; and, if it is determined that a crowd signal is generated for the floor landing, (d) determining, from the current passenger load, if the elevator car is EMPTY. If it is determined that the elevator car is EMPTY, the method further includes the steps of (e) assigning an Empty Car Bonus to the elevator car; and (f) employing the Empty Car Bonus value in determining a Relative System Response for the elevator car. The Relative System Response is a function of a plurality of bonuses and penalties.

Abstract: Upon detection of a trapped passenger in an elevator car, a resident monitoring device initiates communication between the car and a telephone in the building and between the car and a remote monitoring center. Upon detection of the first responsive telephonic communication from either the remote monitoring center or the telephone in the building, voice communication is established therebetween. Upon detection of a second responsive telephonic communication from the second location to respond, voice communication is established between the car and the second location as well so that simultaneous communication may be conducted between the car, the remote monitoring center, and the telephone in the building. A building telephone has a keypad which can be used to select another car for voice communication with a trapped passenger by pressing a selected key. A telephone ring voltage source is provided for alerting building personnel of a trapped passenger.

Abstract: Rail learning is combined with feedback in a control for improving ride quality in an elevator. For example, a pre-stored signal indicative of a horizontal deviation of the rail's surface from a vertical reference is retrieved and used along with a sensed signal indicative of a horizontal position (or other parameter indicative of a disturbance of the elevator) relative to the rail's surface (or a reference) for controlling an actuable horizontal suspension for reducing horizontal disturbances of the elevator while guiding an elevator vertically in a hoistway along a rail. As another example, a sensed force signal is averaged over a plurality of trips under differing load conditions and the average is pre-stored for retrieval at various vertical points in the hoistway and may be used, in combination with a feedback loop, to predict horizontal forces about to act on the car.