EP2172411A1 - Lift system with position-dependant door lock - Google Patents

Abstract

The elevator system (101) has an elevator shaft (104) with a lower shaft door (103.0) and an upper shaft door (103.1), each with a shaft door base (120) and one or two shaft door wings (109.0,109.1). An elevator cabin (105) is provided for the transport of passengers, where a cabin door (106) and a cabin floor (112) are provided. The cabin door or the shaft door wings are blocked when the elevator cabin is located outside a normal stop position.

Description

The invention relates to an elevator installation, in particular with a trenchless elevator shaft, and technical safety measures against the crash of passengers in a shaft door or in the elevator shaft.

In the following, a normal stop position is understood to mean a position of the elevator car in which the level of its cabin floor substantially coincides with the level of the floor of a respective floor. However, in emergency situations or during power outages, the elevator cars will remain in positions that deviate from these normal stopping positions. In these unintentional standstill positions and in particular in those standstill positions in which the cabin floor offset above a floor opening comes to a halt, the passengers are exposed in a self-undertaken rescue attempt or rescue by rescue personnel from the cabin a high risk of falling into a hoistway door or the elevator shaft , To avoid this danger safety aprons are generally known from the prior art. These are usually made of a strong sheet metal, which is attached to the underside of the cabin floor, more precisely below the storey-side door sill edge of the cabin. There are safety aprons are known, which consist of elements that telescope telescopically or are designed as mechanical flaps. However, such technical solutions are disadvantageous in terms of noise, maintenance requirement and cost causation. To avoid these disadvantages, rigid, integrally molded safety aprons are preferred. With a cabin or landing door height of usually approx. 2 m, the safety apron must be at least 1 m long to avoid the danger of falling of passengers into the elevator shaft. This in turn means that in the case of a rigid Safety apron of the elevator shaft must have a pit below the lowest normal stop position of the cabin, which receives the safety apron. However, such a deep pit is not feasible in certain structural conditions or at least causes additional costs.

In the European publication EP1340707A1 an elevator system is disclosed, which discloses the following in the light of the same problem as in the present application: To avoid the risk of falling is still proposed a safety apron, but shortened to about 15-30 cm, because as an additional technical safety measure Ver Unlocking are provided to prevent or limit the opening of the cabin and / or shaft doors.

Out JP04080191A An elevator installation is known which also comprises a safety device. In this elevator installation, a coupling element is present on the car door leaf, which couples the car door leaf with an opposite shaft door leaf when the elevator car is at a shaft door or floor level. Between vertical adjacent shaft doors each have a vertical stop plate is attached to the door-side inner wall of the elevator shaft. This stopper plate limits an opening movement of a coupling element fixed to the hoistway door, and thus of the hoistway door itself, when the elevator car has stopped the normal stop position so far below a hoistway door that the horizontal projections of the coupling element and the stopper plate overlap.

In the elevator system according to JP04080191A is used to avoid opening the doors in unforeseen positions as described a stop plate "mounted between the entrances". The Fig. 1 however, shows a stop plate that does not cover the entire height between the shaft doors. Below the stop plate, a cover plate is drawn on the shaft wall, and the elevator car has a safety apron. This thus reveals a safety precaution for standstill positions of the car below the normal stop positions. However, the opening of the car door and the shaft door is apparently not prevented or limited if the elevator car is too far above the normal stop position. In this situation, however, there is a risk that a passenger crashes into the open elevator shaft through the manhole door opening located below the car door sill in an attempt to exit the cabin floor onto the floor of the floor. Such a fall in the elevator shaft could indeed be prevented by a sufficiently high safety apron, which is fixed to the car door sill of the elevator car and extends from there by at least one meter down. However, such a safety apron again requires a correspondingly deep shaft pit below the level of the bottom shaft door. The solution according to JP04080191A also requires relatively long stop plates in each space between the shaft doors, the stop plates must be attached and aligned with considerable effort on the shaft wall. Another disadvantage is that in elevator systems with different heights between the floors, the lengths of the stop plates must be adapted to these different heights between the floors.

The invention is therefore based on the object to propose an elevator system with a safety device, in which an increased safety of the passengers is ensured. Cabin doors and / or doors open particularly preferably Shaft door (s) only when the cab is in a regular normal stop position; On the other hand, the opening of the car door and / or the shaft door (s) outside the normal stop positions is hindered. It should be largely dispensed with a below the car door sill security apron for the reasons given above. In addition, the proposed solution should be feasible with less material and installation costs, with different floor heights should not make different components of the safety device required.

The solution to the problem consists in an elevator system according to the invention with technical means defining normal stop positions for the elevator car. Outside of these normal stop positions, locking devices according to the invention prevent the doors from being opened.

The elevator installation has, for example, a plurality of shaft doors arranged one above the other, each with at least one horizontally displaceable shaft door leaf, and with an elevator car with a car door with at least one horizontally displaceable car door leaf, wherein a vertically extending barrier ruler is attached to the car door leaf as a stop means and in each case two vertically spaced, stationary stop cams are mounted on a height lying between the shaft door sashes so that each of the stop cams limits the horizontal opening movement of the ratchet and thus the car door leaf. The locking device just described formed of barrier ruler and stop means can also be arranged vice versa, ie the barrier ruler fixed to shaft door wall or on the one or more landing door panels and the one or more stop means on the elevator car. In any case, the obstruction should preferably take place only when the position the elevator car in the positive or negative vertical direction, ie in the upward or downward direction, deviates by a defined minimum distance from the normal stop position.

The invention substantially achieves the following advantages:

The elevator system according to the invention does not require an extended safety apron and thus also not necessarily an elevator shaft with a shaft pit. The height of the elevator shaft may correspond to the actual lift of the elevator car (called maximum elevator travel) plus the height of a normally overlying engine compartment.

In the event of an unscheduled hold of the elevator car outside the normal stop position, the passengers are prevented from falling into the space between the elevator car and the shaft wall not only when the elevator car is too low, but also when the elevator car is too high, ie from the risk of a fall on the floor in the area of the landing door threshold and from there into the open gap to the elevator shaft. Rather, the passengers are no longer exposed to a danger of falling due to a standstill position of the elevator car outside a normal stopping position.

The safety device can be realized with less material and installation effort, because in a specific embodiment only a single stop means, the barrier ruler on the cabin or shaft door, with a length of more than 1 m is required and the other stop means, the stop cam, only small Lengths, typically less than 50 mm. The stop cams are therefore easier to assemble, as essentially only to their correct position and not to accurate vertical alignment is to be respected.

Even at different heights between the floors or longer bay doorless shaft sections are always stop means (stop cam) of uniform length usable.

By the mechanical devices for blocking the doors (be it the cabin or the landing doors) outside the normal stop positions opening outside the normal stop positions is prevented.

Advantageous embodiments and further developments of the invention will become apparent from the dependent claims and are described below.

The stop cams are preferably arranged on the elevator car and the locking ruler on a shaft door leaf. However, the stop cams can also be arranged on the shaft door panels or on the shaft wall, ie stationary, and interact with a locking ruler on the car door. But also a reverse arrangement with a stationary barrier ruler on the shaft wall and stop cams on the cabin (eg in the form of a locking bolt on the car door) are conceivable. According to the invention, a definition of the normal stop positions which occurs through the stop cam locking ruler and an openability of the doors in these and outside are not decisive. This can be done in such a way that the doors in principle (apart from an emergency release) are not openable and only in the normal stop positions at all an opening mechanism (eg by unlocking a locking bar) comes to gripping. However, it can also be done in such a way that outside the normal stop positions actively engages a blocking mechanism, but not in the normal stop positions.

A further embodiment of the invention provides that at the hoistway door or on a landing door door a locking ruler is present, which interacts with serving as a stop cam locking bolt when the elevator car passes by the shaft door. The locking bar in this case preferably sits on the elevator car (e.g., on the car door sill) in the area of the car door. The locking bolt blocks the car door normally. Only when the elevator car reaches a normal stopping position (defined by the length of the locking ruler) will the car door be unlocked and be opened.

Another embodiment of the invention provides for obstructing the landing door leaves when the elevator car comes near the shaft door. By means of a locking ruler on the shaft door panels and a stop cam on the elevator car, for example on the threshold of the elevator car, the following can be achieved: The elevator car approaches, for example, from above a shaft door. Even before reaching the normal stop position, the measure of the displacement between shaft door ceiling and cabin floor top gives an (upper) gap height, which is then classified as critical, as soon as a person - with open doors - would go through. From this extent of the gap height (or the amount of displacement shaft door elevator car), the stop means on the elevator car with the locking ruler on the shaft door wings begins to overlap so that opening the shaft door leaves is blocked. On the further downward path of the elevator car, the overlap between the stop means and the barrier ruler continues until the elevator car has left the critical distance between the shaft door and the elevator car. This in turn is the case when the measure of the (lower) gap height between cabin floor bottom and shaft door floor has become so low that a person does not would go through more. Only then, in the further downward movement, the elevator car would reach its normal stop position. In an upward movement of the elevator car would happen in analogy to what has just been described the same thing.

Decisive for the measure of the still permitted upper gap height, for the duration of the obstruction of the shaft doors and for the measure of the still permitted lower gap height is the length of the barrier ruler. In other words, the dimension of the upper and lower gap height, which is still permissible because a person desirably does not fit, defines a critical area when passing the elevator car past the shaft door. This critical area can be generally defined as Δ _K, as a difference between y and x, wherein y is the dimension of the shaft-door height minus the top gap height x and the lower gap height plus the thickness of the cabin floor. The lower and upper gap heights may be the same, but they do not have to, depending on whether one notes, for example, that a lower gap has a higher potential for danger. A gap height through which a person, even a child, just can not fit through, for example, be 150 mm.

The arrangement and length of the critical area Δ _K in turn thus defined is decisive for the arrangement and length of the locking ruler. In the case of the arrangement of a stop cam on the lower edge of the cabin floor, the length of the locking ruler calculated to correspond to the critical range Δ _K, of the general formula shaft door height minus upper gap height minus lower gap height minus the thickness of the car door floor minus the thickness of the stop means ,
The described embodiment of the invention provides over design variants in which the cabin or landing door leaves are generally locked outside the normal stop positions, insofar as a limited sub-variant is, as that only at the (shaft) door a safety precaution is taken, in which the elevator car is currently located. All other shaft doors would be unlocked and thus pose a risk for crashes from the shaft doors in the elevator shaft on the floor or on the elevator car. However, to meet this safety aspect, the elevator system can be designed so that when opening the landing door leaves a Resistance must be overcome. This resistance could preferably be designed mechanically-hydraulically or mechanically-pneumatically (eg gas-spring-proof) and designed so high that a person can not apply the force to open the doors from the shaft door, but the mechanically operated carriers at the opening cabin door Door wings very well.

A further embodiment of the invention provides that no locking rulers, but both on the shaft wall, and on the cabin wall stop cams are used.

A sub-variant of both the design variant with locking ruler and stop cam, as well as the design variant only with stop cam in turn can be configured so that one (or more) stop cams located (located) both at the bottom and at the top of the elevator car. At the same time stop cams can be arranged on the top and bottom of the shaft doors. This arrangement of stop cams allows detection of the normal stop positions, for example by the fact that only then the Öffenbarkeit of the doors occurs when the respective upper and the respective lower stop cam correspond. This correspondence can be done in many different ways, such as by means of a mechanical form fit, electrical or electrical or permanent magnetic switch or by means of light barriers or by optical detection of the cabin. According to the invention it is crucial that the corresponding example of a lower stop cam on the cabin with an upper stop cam on the shaft door still leads to a no-circuit. Only the subsequent correspondence of the lower car stop cam with a lower shaft door stop cam leads to a yes-circuit. In this case, switching can generally be understood to mean a switching command to a central control of the elevator installation or a direct intervention in the door mechanism. Apart from electrically, magnetically, electronically, optically assisted detections of the normal stop positions or combinations thereof, a purely mechanical solution can be made insofar as the stop cams themselves allow three switching positions. For example, if you consider alone the lower stop cam on the cabin, it may eg in the uppermost normal stop position of the car, corresponding to the lower stop cam on the lower edge of the upper shaft door, a first shift position "YES" in the sense of Öfforenbarkeit the doors taking. If the cab now moves downhill, the stop cam leaves the (at this time now mechanical) influence of the lower stop cam of the uppermost shaft door and thereby switches, eg designed as a spring-loaded ratchet mechanism, to a second, namely a shift position "NO" for the Openability of the cabin doors. The third shift position (which still blocks the doors) occurs because the lower stop cam on the underside of the cabin on its downhill route passes a shaft door stop cam, but not yet the right one. The lower stop cam on the underside of the cab (or / and also stop cams on the top of the cab) thus describe cyclical sequences of NO door-to-door (but door-to-door) door (door open).

Another embodiment of the invention provides that an emergency release of all shaft doors can take place except those in the vicinity of the elevator car stops unpredictably. This is designed so that the shaft doors are basically always to, but can be opened with a key from the floor or centrally from a place elsewhere placed. According to the invention, however, this should not be the case for that shaft door in front of which the elevator car has stopped in a position deviating from the normal stopping position. Technically this can be done in the following manner in the case of an embodiment with a barrier ruler and stop cam: The car door and the shaft doors have corresponding drivers, provided that the elevator car is in a normal stop position. However, if this is not the case, then the locking ruler and the stop cam block. The car or landing door can not be opened. However, the closed barrier ruler can also be in this position itself lock for a shaft wall stop cam, which describes an opposite direction to the car door opening movement in the emergency release. This would block the emergency release on the "critical" shaft door, but not on all others.

Another technical solution for an emergency release, which is disabled in the "critical" shaft door, is to equip the landing door leaves with a stop ruler which impacts a fixed stop on the elevator car (e.g., on the car door sill).

In the case of an embodiment of the elevator system without barrier ruler (only with stop cam) and the shaft door stop cam can have a circuit that the opening of the Shaft doors free or not. A landing door stop cam on which two cabin stop cams have passed blocks the shaft door, but not the emergency release mechanism. On the other hand, if only one car stop cam (lower or upper) has passed a hoistway door stop cam, then the hoistway door is also closed, but in addition, the emergency unlocking mechanism will remain ineffective.

A further embodiment of the invention provides an emergency release of the car doors placed at a location other than in the cabin. For example, it could be radio-controlled. In addition, a condenser operation that ensures a procedure of the cabin to the next normal stop position even in case of power failure and independent of an emergency generator.

Advantages in evacuating passengers from elevator cars that are too far away from a normal stop position, brings an embodiment of the invention in which the stop cams are offset relative to the locking ruler in the opening direction of the car door leaf so far that a limitation of the opening movement takes place only if a cabin door gap of at least 30 mm is present. As a result, in the mentioned situation, the car door leaf and the maintenance personnel can also open the associated shaft door leaf except for a still sufficient door gap width so that the maintenance personnel can inform the trapped passengers about the course of the intended evacuation and, for example, provide them with food ,

According to one embodiment of the invention, the stationary stop cams are fixed to stationary elements of the shaft doors, for example on the shaft door sills, on the door fenders or on trim elements. Thereby is achieved that the slings must not be attached during assembly to the shaft wall, the position of which can vary greatly with respect to the shaft doors and the car door. Elaborate drilling and alignment during assembly can be avoided.

The stop cams may be placed so that a shaft door, in front of which the elevator car assumes a position in which a stop cam prevents the complete opening movement of the ruler and the car door leaf, can be fully opened by maintenance personnel. This under the condition that the elevator car is so far away from the normal stop position that the entrainment between the car door leaf and landing door leaves is no longer engaged. With the elevator door completely open, the maintenance personnel, for example, have access to the car door drive, to the car roof or to lift components present underneath the elevator car, with the elevator car blocked and the car door door blocked. Under the mentioned driver device is a coupling device to understand the unlocked at a floor stop of the elevator car of the landing door door leaf from the car door leaf and opened or closed. However, the function of the driver device is given only within a limited zone in the normal stop position.

Particularly great advantages in terms of manufacturing costs and assembly costs arise in the elevator system according to the invention from the fact that all stop cams and locking rulers always have the same dimensions even at different floor levels or door heights.

Advantageously, the height of the stationary stop cam is at most 50 mm. This will be alignment work minimized during assembly as well as material costs and transport weight.

Basically, the length of the barrier rule can be easily determined in the elevator system according to the invention. It corresponds to the height of the shaft door, reduced by the sum of the upward and downward permitted deviations of the actual position of the elevator car from its normal stop position. A barrier rule determined according to this rule has the minimum length at which the functions of the safety devices described can be realized.

In order to avoid major damage to the elevator installation, if the elevator car due to a control gap in not completely closed cabin door perform a vertical movement and the locking ruler should collide with one of the stop cam, the stationary stop cams are fixed so - for example, on stationary elements of the shaft door - that they are vertically displaceable. In addition, the locking rulers or stop cams may be designed to be tapered towards their ends, so that a collision is avoided because of smaller possible collision surfaces.

Significant savings in assembly and alignment work can be achieved by the fact that the barrier ruler and / or the stop cams are already mounted on the car door leaf or on elements of the shaft doors upon delivery of the elevator installation.

In elevator systems in which over a relatively large height - for example, over several storeys heights - no shaft door is present in the corresponding bay door-free zones instead of a continuous stop plate, as required in the prior art, a Number of stop cams fixed in the length of the ruler at appropriate intervals along the door-side shaft wall. Even so, significant costs can be saved.

Advantageous embodiments of the elevator installation according to the invention, or the suitably designed elevator cage, form the subject-matter of the dependent claims. The described design variants are considered to be combinable with each other.

Further advantages achieved by the invention can be found in the description.

• Fig. 1 eine schematische Darstellung einer bekannten Aufzugsanlage;
• Fig. 2 eine schematische Darstellung einer erfindungsgemässen Aufzugsanlage;
• Fig. 3 eine schematische Darstellung einer weiteren erfindungsgemässen Aufzugsanlage mit den Merkmalen der Aufzugsanlage aus Fig. 2 und einer Sicherheitsvorrichtung mit einem Sperrlineal und Anschlagnocken;
• Fig. 3a zwei Positionen einer Aufzugskabine gegenüber einer Schachttüre von einer weiteren erfindungsgemässen Aufzugsanlage;
• Fig. 4 eine schematische Darstellung einer weiteren erfindungsgemässen Aufzugsanlage mit den Merkmalen der Aufzugsanlage aus Fig. 2 und einer Sicherheitsvorrichtung nur mit Anschlagnocken;
• Fig. 5 eine Schnittdarstellung gemäss der Schnittachse III-III aus Fig. 3;
• Fig. 6 eine schematische Darstellung eines erfindungsgemässen Anschlagnockens und
• Fig. 7 eine Schnittdarstellung des erfindungsgemässen Anschlagnockens gemäss der Schnittachse V-V aus Fig. 6.

The invention and variants thereof are explained in more detail below with reference to examples and with reference to the drawings. The figures are described in a cohesive and comprehensive manner, so that elements from the preceding figures will not be repeated in the following, and an embodiment of the invention claimed in a claim is not necessarily only apparent from a single figure. The same reference symbols denote the same components, reference symbols with different indices indicate functionally identical or similar components. It show here

• Fig. 1 a schematic representation of a known elevator installation;
• Fig. 2 a schematic representation of an inventive elevator system;
• Fig. 3 a schematic representation of another elevator system according to the invention with the features of the elevator system Fig. 2 and a safety device with a locking ruler and stop cam;
• Fig. 3a two positions of an elevator car opposite a shaft door of another elevator installation according to the invention;
• Fig. 4 a schematic representation of another inventive elevator system with the features of the elevator system Fig. 2 and a safety device only with stop cams;
• Fig. 5 a sectional view according to the cutting axis III-III Fig. 3 ;
• Fig. 6 a schematic representation of an inventive stop cam and
• Fig. 7 a sectional view of the inventive stop cam according to the cutting axis VV Fig. 6 ,

In the context of the present description, terms are used which are also used in relevant standards. It should be noted, however, that the use of these terms is for the convenience of understanding only. The inventive idea and the scope of the claims should not be limited by the specific choice of the terms in the interpretation. The invention can be readily applied to other conceptual systems and / or fields. In other fields the terms are to be applied analogously.

Fig. 1 shows an elevator installation 101, as known from the prior art. The FIG. 1 shows a foundation 123 of a building in which the elevator installation 101 is located with a lift shaft 104. It also shows the upper floor 102.0 above, which usually corresponds to a basement or a ground floor of the building. This floor 102.0 has a shaft door 103.0 with a landing door floor 120.0 and with a corresponding landing door leaf 109.0. The building walls have stop plates 110 on their inner side facing the elevator shaft 104. Furthermore, an elevator car 105 is shown, which runs along the elevator shaft 104. The elevator car 105 has a car floor 112 with a car floor top 113 and a cabin floor door sill 116. A car door 106 is shown in FIG Usually designed as a car door door leaf 107, for example in the form of a sliding door.

The shaft door 103.0 opposite, in such a way that the landing door floor 120.0 with the cabin floor top 113 is aligned (ie, at the same height), is the lowest normal stop position of the elevator car 105, indicated by dashed lines as position A. Shown However, a position B of the elevator car 105, which is above this normal stop position and eg is the result of a power failure or an emergency. In this position, when the car door 106 is open (and under certain circumstances simultaneously open shaft door 109.0) there is a possibility of falling P of a passenger from the elevator car 105 in the elevator shaft 104. To avoid this, a fuse 117 is provided, known in the form of a safety apron projecting over the underside of the cabin floor 112 so that the opening to the elevator shaft 104 is covered. However, the consequence of this safety measure is, however, that the elevator shaft 104 must have a shaft pit 124 beyond the lowest normal stop position of the elevator cage 105. This well mine 124 must be at least as deep, or a floor 122 of the elevator shaft 104 so far away from the lower edge of the elevator car 105 in its lowest normal stop position that the safety apron 117 fits into it.

Furthermore, an engagement element 108 is known from the prior art which, in conjunction with the stop plates 110, blocks the car door 106.

In Fig. 2 is an inventive elevator system schematically and exemplified with two floors or two shaft doors 103.0 and 103.1 shown. With solid lines is a lowest normal stop position 114.0 and with broken lines a second normal stop position 114.1 of the elevator car 105 shown. Here, the cabin floor top 113 is aligned with the respective shaft door bottoms 120.0 and 120.1. In addition, the elevator installation 101 is designed such that a cabin height h _K corresponds to the height of the shaft doors 103.0 or 103.1, ie the distance between the respective landing door floor 120.0 or 120.1 and a respective shaft door ceiling 121.0 or 121.1. It can also be seen that the elevator shaft 104 is configured without a pit or with a pit reduced in its depth. The elevator car 105 describes a maximum elevator travel h _A. Above this, an engine 118 is disposed in an engine room 115 having an engine room height h _M. The engine room 115 houses a controller 126, which is connected to control lines 127 to the shaft doors 103.0 and 103.1.

An overall height H of the hoistway 104 corresponds to the sum of the maximum hoistway h _A plus the engine room height H _M.

The elevator installation 101 has a vertical 111, which corresponds to the body longitudinal axis of the elevator shaft 104 or the extension of a cable 119.

In Fig. 3 is a floor 102.1 shown schematically. It has a floor height h _St and consists of the shaft door 103.1 with a shaft _door height h _Scht and a shaft _{door Plafondstück} 125 with a height h _P.

By way of example, the elevator installation 101 has, as a blocking device 130, a blocking ruler 208 on the car door 106 or on the car door leaf 107. Furthermore, stop cams 210.10, 210.11 and 210.20, which are arranged fixedly on a shaft inner wall 201. Here, at the lower edge of a shaft door sill 214.1 at the shaft door floor 120.1 of the shaft door 103.1, a lower stop cam 210.10 and in the vicinity of the upper edge of the shaft door ceiling 121.1 of the shaft door 103.1, an upper stop cam 210.11 arranged.

Furthermore, two positions C and D of the elevator car 105 are shown. In the lower position C it is too high. In this case, the upper stop cam 210.11 blocks a horizontal opening movement of the locking ruler and thus of the car door 106. Horizontal means an axis which is perpendicular to the vertical 111. In the upper position D, the elevator car is too deep. In this case, the lower stop cam 210.20 of the shaft door 103.2 blocks the barrier ruler 208. It can be seen that the length of the barrier ruler 208 in conjunction with the respective stop cam 210 for the definition of the normal stop positions 114.0 to 114.n of the floors 102.0 to 102. n is suitable.

und
L2 = h_uSp + s ist, wobei wiederum s die Dicke des Anschlagnockens 210a ist.
Setzt man dieses in die Formel L = L1-L2 ein, so ergibt das $$\mathrm{L}\mathrm{=}\left({\mathrm{h}}_{\mathrm{Scht}}\mathrm{-}{\mathrm{h}}_{\mathrm{oSp}}\mathrm{-}\mathrm{b}\right)\mathrm{-}\left({\mathrm{h}}_{\mathrm{uSp}}\mathrm{+}\mathrm{s}\right)\mathrm{=}{\mathrm{h}}_{\mathrm{Scht}}\mathrm{-}{\mathrm{h}}_{\mathrm{oSp}}\mathrm{-}\mathrm{b}\mathrm{-}{\mathrm{h}}_{\mathrm{uSp}}\mathrm{-}\mathrm{s}\mathrm{.}$$

Sind die untere Spalthöhe h_uSp und die obere Spalthöhe h_oSp eine identische Spalthöhe h_Sp, dann lautet die Formel $$\mathrm{L}\mathrm{=}{\mathrm{h}}_{\mathrm{Scht}}\mathrm{-}2{\mathrm{h}}_{\mathrm{Sp}}\mathrm{-}\mathrm{b}-\mathrm{s}\mathrm{.}$$

At the in Fig. 3a As shown embodiment variant of an inventive elevator system 101, the locking device 130 consists of the locking bar 208, which is attached to the shaft door leaf 109.1 and cooperates with the stop cam 210a, which is arranged on the lower edge of the cabin floor 112. In Fig. 3a By way of example, the elevator car 105 is shown in a position E (clearly too high relative to the shaft door 103.1) and in a position F (a little too high relative to the shaft door 103.1). These two positions E and F are shown side by side in order to _relate the following height and length ratios: The shaft door 103.1 has a shaft _door height h _Scht . The projection distance between the landing door ceiling 121.1 and the cabin floor upper edge 113 represents the upper gap with an upper gap height h _oSp . The lower gap, seen in position F, is determined by the projection _dimension between the Shaft door bottom 120.1 and a bottom 128 of the cabin floor 112 determines and has a lower gap height h _uSp on. Relative to the top edge 113 of the cabin floor 112, thus a critical range Δ _K is defined that allows only such gap heights at its lower and upper boundary, indicated by the fit any person. The upper limit of the critical range Δ _K is y, where y is equal to the shaft door height h minus the _Shh upper gap height h _OSP. The lower limit of the critical range Δ _K is x, where x is equal to the sum of the lower gap height h _USP and the thickness b of the cabin floor 112th The critical range Δ _K is defined as equal to the difference yx. At exactly this critical area Δ _K to "serve" (interaction between locking ruler 208 and stop cams 210a) is obtained for the calculation of the length of the locking ruler 208 following formula: The length L of the locking ruler 208, the difference L = L1-L2, wherein $$\mathrm{L}\mathrm{1}\mathrm{=}{\mathrm{H}}_{\mathrm{deleted}}\mathrm{-}{\mathrm{H}}_{\mathrm{OSP}}\mathrm{-}\mathrm{b}$$

and
L2 = h _uSp + s, where again s is the thickness of the stop cam 210a.
Substituting this in the formula L = L1-L2, this gives $$\mathrm{L}\mathrm{=}\left({\mathrm{H}}_{\mathrm{deleted}}\mathrm{-}{\mathrm{H}}_{\mathrm{OSP}}\mathrm{-}\mathrm{b}\right)\mathrm{-}\left({\mathrm{H}}_{\mathrm{USP}}\mathrm{+}\mathrm{s}\right)\mathrm{=}{\mathrm{H}}_{\mathrm{deleted}}\mathrm{-}{\mathrm{H}}_{\mathrm{OSP}}\mathrm{-}\mathrm{b}\mathrm{-}{\mathrm{H}}_{\mathrm{USP}}\mathrm{-}\mathrm{s}\mathrm{,}$$

If the lower gap height h _uSp and the upper gap height h _{oSp are} an identical gap height h _Sp , then the formula is $$\mathrm{L}\mathrm{=}{\mathrm{H}}_{\mathrm{deleted}}\mathrm{-}2{\mathrm{H}}_{\mathrm{sp}}\mathrm{-}\mathrm{b}-\mathrm{s}\mathrm{,}$$

Fig. 4 schematically shows a further inventive embodiment variant with an exemplary arrangement of stop cam 210 on the shaft door 103.1. At the lower edge of the shaft door 103.1, the lower stop cam 210.10 and at the upper edge of the shaft door 103.1, the upper stop cam 210.11 is arranged. These two stop cams 210.10 and 210.11, which are arranged stationarily on the shaft inner wall 201, are provided, as shown, the elevator car 105 is in the normal stop position 114.1, a lower stop cam 210a at the lower edge of the elevator car 105 and an upper stop cam 210b at the upper edge of the elevator car 105 opposite. The locking device 130 is thus formed in this embodiment variant exclusively of stop cam 210.

Fig. 5 shows a sectional view showing the section axis III-III in Fig. 3 results. In this illustration, it can be seen that both the door of the shaft door 103.2 and the car door 106 consist of sliding door wings 109.2a and 109.2b or 107a and 107b along a horizontal 222. Stop cams 210a, 210b and locking rulers 208a, 208b form two locking devices 130a and 130b and are arranged on both sides and offset. The measure z of the displacement is generally the same and is decisive for the (emergency) opening dimension of the landing door wings 109.2a and 109.2b in the case of a blocked state due to a cabin position outside a normal stop position. The car door leaves 107a and 107b are in fact motor-driven and open the landing door leaves 109.2a and 109.2b by means of two entrainment devices 218a and 218b. However, these driving devices 218a and 218b can not overcome the pressure of two gas springs 129a and 129b, a person who wants to push apart the landing door doors 109.2a and 109.2b out of the shaft door 103.2.

In the 6 and 7 (Sectional view according to cutting axis VV off Fig. 6 ) An advantageous embodiment of the attachment of a cuboid stop cam 210 is shown on a shaft door sill 214. This shaft door sill 214, on the one hand, has a guide for the shaft door leaf 109 and, on the other hand, a vertical groove 220 in the front wall of the shaft door sill 214, which is approximately 1 mm deep for the stop cam 210. The stop cam 210 is provided with an in Vertical direction continuous, T-shaped groove 221 provided. In this groove 221 a special screw 226 is inserted with a T-groove adapted screw head of the lowest possible height. By means of a self-locking nut 224 and a leaf spring 225, the special screw 226 and with it the stop cam 210 is fixed to the shaft door sill 214. In the attachment shown, the stop cam 210 is due to the guide in the vertical groove 220 in the horizontal direction 222, ie in the direction in which the locking bar 208 acts on him, strong loads. However, under the action of a vertical force, the stop cam 210 can be pressed out of its fixation along the vertical groove 220, the required vertical force being dependent on the biasing force of the leaf spring 225. This type of attachment of the stop cams can be of great advantage when one or both locking rulers 208a and 208b collide with one or both stop cams 210a and 210b due to a malfunction of the elevator control 126 with the elevator car 105 moved vertically and the car door panels 107a and 107b at least partially open. Thanks to the fastening type of the stop cams 210 shown, greater damage to the elevator installation 101 can be avoided.

Claims (15)

Elevator installation (101) having an elevator shaft (104) with at least one lowermost (103.0) and one uppermost (103.1) shaft door (103) each having a shaft door floor (120) and one or two shaft door panels (109), with an elevator cage (105) for carrying passengers, with a car door (106) and with a car floor (112) with a cabin floor top (113),
wherein the elevator car (105) in the elevator shaft (104) describes a maximum elevator travel (h _A ) with normal stop positions (114),
wherein in the normal stop positions (114), the cabin floor top (113) is substantially flush with the respective landing door floor (120) and
wherein the elevator installation (101) has a safety device which prevents a passenger from falling into the elevator shaft (104) if the elevator car (105) stops outside a normal stop position (114). Elevator installation (101) according to claim 1,
characterized in that the car door (106) and / or the landing door door (109) are lockable when the elevator car (105) is outside a normal stop position (114). Elevator installation (101) according to claim 1 or 2, characterized in that the normal stopping positions (114) have a tolerance of at least ± 100 mm, wherein the car door (106) and / or the shaft door leaf (109) are not blocked, when the elevator car (105) is within an area defined thereby . Elevator installation (101) according to one of the preceding claims, characterized in that the maximum elevator path (h _A ) at each shaft door (103) has a critical area (Δ _K ) which is defined in height in a vertical (111) by the difference yx, where y is the difference of an upper gap height (h _oSp ) from a shaft _door height ( ₁₀₃ ) hScht) of the shaft door (103) and x represents the sum of a lower gap height (h _uSp ) and the thickness (b) of the cabin floor (112). Elevator installation (101) according to claim 4, characterized in that the lower gap height (h _uSp ) and the upper gap height (h _oSp ) amount to at least 150 mm. Elevator installation (101) according to claim 4 or 5, characterized in that it has a locking device (130) in the respective region of a shaft door (103), comprising at least one locking ruler (208) and at least one stop cam (210),
the barrier ruler (208) being disposed on the landing door door (s) (109) and
wherein the one or more stop cams (210) is arranged opposite to the elevator car (105) / are. Elevator installation (101) according to claim 6, characterized in that the critical area (Δ _K ) defines a length (L) of the barrier ruler (208) such that - the length (L) of the barrier ruler (208) equal to the shaft door height (hScht) minus the upper gap height (h _oSp ) minus the lower gap height (h _uSp ) minus the thickness (b) of the cabin floor (112) minus a thickness ( s) of the stop cam (210) - and in that the shaft-door door leaf (109) (Δ _K) can be blocked by the blocking device (130) in this critical area. Elevator installation (101) according to claim 6, characterized in that in that the blocking ruler (208) is fixedly arranged on the shaft door wings (109) or on the shaft inner wall (201) and the stop cam (210) on a lower edge of the cabin floor (112) of the elevator cage (105). Elevator installation (101) according to any one of claims 6-8, characterized in that a second stop cam (210.2) is arranged on the upper edge of the elevator car (105). Elevator installation (101) according to any one of claims 6-9, characterized in that the vertical length of the stop cam (210) is in a range of 10-50 mm, but preferably is 30 mm. Elevator installation (101) according to any one of claims 6-10, characterized in that a floor height (h _St ) in each case from a height (h _Scht ) of the shaft _door (103) and a height (h _SchtP ) of a shaft _{door Plafondstücks} (125) is and at different floor heights (h _St ) equal length rulers (208) and the same length stop cam (210) are arranged. Elevator installation (101) according to one of claims 6-11, characterized in that blocking rulers (208) and stop cams (210) are arranged on the entire maximum elevator path (h _A ) such that all normal stop positions (114) are defined thereby . Lift installation (101) according to one of the preceding claims, characterized in that the shaft door leaves (109) and the car door (106) are always blocked and only in the normal stop positions (114), or in a small tolerance range upper and below, are unblockable. Elevator installation (101) according to one of the preceding claims, characterized in that the shaft door wings (109) and the car door (106) are in the normal stop positions (114). can be opened and outside the normal stop positions (114) are blocked by the locking device (130). Elevator installation (101) according to any one of the preceding claims, characterized in that in the elevator car (105) an emergency release for the blocked cabin door (106) is provided and for the shaft door leaf (109) independent of the car door emergency unlocking shaft door emergency release is provided.

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