EP2581334A1 - Fall Protection for Elevators - Google Patents

Abstract

The system has a housing (2) attached below a cabin door sill (1) and comprising a shaft-door side slot (11). A rollable material (4) is rolled and unrolled by a roll-up device (3). The rollable material is deflected by a deflection device (20) such that the rollable material is pointed in vertical direction after deflecting in an activated state. The roll-up device and the deflection device are arranged in a region of a canopy. The rollable material is held at a free end by a mounting frame (7).

Description

The invention relates to a roll-up fall protection for elevator systems, which is used instead of conventional cabin door aprons in the area of the car door sill or instead of a railing on the cab roof.

A cabin door apron in elevators is, according to European elevator standards, a vertical part with a length of 750mm, which is flush with the car door sill and pointing downwards to prevent persons from falling into the elevator shaft when the passenger is cleared.

So far, it is common that low pit depths can be realized from about 300mm. The trend is towards even lower shaft pit depths. The length of the apron required according to elevator standards hinders the realization of the shallow shaft pit depths, as it would inevitably lead to a collision between the skirt and the shaft pit floor.

To solve this problem, various solutions are known. There are both telescopic, swiveling and, if necessary, manually attachable aprons. Also rollable and foldable aprons are known. These inventions are described, for example, in EP 2 042 463 B1 . EP 1 524 234 B1 . EP 1 215 159 B1 . EP 1 118 576 B1 . DE 10 2008 038 409 A1 . DE 10 2008 038 408 A1 . DE 1 052 459 A1 . DE 20 313 911 U1 . EP 2 138 443 A1 ,

A disadvantage of the telescopic apron for a lift car after EP 2 042 463 B1 is that for reasons of stability, complexity, and space requirements, it can be at most four levels. Including the underpass and buffer stroke results in a minimum pit pit depth of 400mm. Telescopic aprons have the further disadvantage that they automatically when entering the lowest stop be brought together and thereby cause noise, or they are activated only in the event of personal exemption by the elevator attendant. This involves the risk that this crashes even in the elevator shaft, before the apron is extended. Furthermore, there is a risk of crushing during manual extension of the apron.

Swiveling aprons, as in EP 1 524 234 B1 . EP 1 215 159 B1 and EP 1 118 576 B1 described, have the disadvantage that they protrude in the folded (inactive) state in an area below the cabin floor. Below the cabin floor are the support arms of the catch frame and the Aufsetzpuffer. The apron projecting into this area is very cumbersome and not feasible in every case. With several cabin entrances to an elevator car, the inactive aprons collide. Over-corner accesses are therefore not feasible with this solution.

Manually fastened aprons, as in EP 1 118 576 B1 described, must be deposited near the elevator shaft and be available in case of personal exemption. Since it is conceivable to free people at any stop, this is a logistical problem. There is a risk that the apron will not be used, which would create a great danger.

Another problem is that with a skirt height of only 750 mm there is still a great residual risk of falling into the elevator shaft, namely when the elevator stops at a height at which trapped persons can barely leave the elevator, and at the same time below the extended skirt remains a gap of more than 300mm. Ideally, the active apron would have to be about as long as the shaft door height. This can not be achieved with the previously named solutions.

The cabin door aprons offer a solution to this problem DE 10 2008 038 409 A1 and DE 10 2008 038 408 A1 , However, these statements also contain significant deficiencies.

To avoid injury, the front of the apron must form an unbroken smooth surface, flush with the car door sill. at DE 10 2008 038 409 A1 a roll-up apron is rolled up directly vertically on a retractor. As a result, a threshold flush unbroken smooth apron surface is not feasible. When the flush-mounted apron is installed flush with the threshold, a larger gap between the skirt and the threshold unfavorably arises when the apron rolls off. The less rollable material is on the retractor, the larger the gap. The larger gap creates a risk of crushing when re-rolling.

If the roll-up apron is installed slightly offset to the rear of the cabin and before a fixed apron attached, it must have a chamfer because of the risk of crushing in the unlocking zone. The rollable material is then no longer flush with the front edge of the threshold.

Another serious disadvantage of this solution mentioned is that no locking device is provided for keeping the roll-up material in a tight position. When a person falls against the retractable car door apron, the flexible, rollable material bulges in the elevator shaft, whereby the risk for this person to fall through the resulting side openings in the elevator shaft.

Another disadvantage of in DE 10 2008 038 409 A1 described solution is that the rollable apron must always be located below the car door sill. Thus, the height of the inactive apron depends on the diameter of the retractor and the threshold height.

DE 10 2006 045 499 A1 describes a car apron with safety function. It describes a car-mounted protection device that can be moved from an active to an inactive position. In order to avoid accidental movement into the inactive position, the protective device can be locked in the active position. The protection device arranged under the car can have a car apron element on at least one access side of the car.

Foldable cabin door aprons are off DE 10 2008 038 408 A1 . DE 10 052 459 A1 . DE 20 313 911 U1 and EP 2 138 443 A1 known. In order to prevent the escape of the rollable material in the direction elevator shaft, be at DE 10 052 459 A1 . DE 20 313 911 U1 and EP 2 138 443 A1 Used slat cross profiles, which are guided between extendable supports. These slat cross profiles can not be rolled up as they are attached to the columns. Rather, they are strung in the active state in the vertical direction one after the other. This results in an overall height depending on the thickness and the number of transverse profiles. The inactive apron thus has a minimum space requirement (installation height) below the cabin door apron, which corresponds to this total height. In DE 10 2008 038 408 A1 neither cross profiles nor a locking device are provided for keeping the roll-up material, thereby resulting in the same disadvantages as in DE 10 2008 038 409 A1 result.

In the foldable aprons, the elastic material in the inactive state is stacked one behind the other. This layering inevitably takes place directly below the car door sill. It can not be ruled out in this arrangement that the individual layers fold in the direction of the shaft door. This is unfavorable because the elastic material stuck in the elevator ride on the shaft doors and can be damaged.

Another disadvantage of all known solutions is that the aprons are activated only when a shaft door is opened with a Entriegelungsdreikant. For manual systems, activation can only be done manually by the lift attendant. In none of the known systems, when the car is unintentionally moved out of the station, the inactive aprons are activated. Inadvertent movement of the car from the stop is a movement of the car with the door open away from the stop, not initiated by the controller within the unlocking zone. With inactive aprons, there is a risk that the remaining apron length is too short and persons who get rid of themselves in this situation can fall into the elevator shaft.

According to European standards, a railing must be installed on the cabin roof if the distance between the shaft wall and the cabin wall is more than 300mm. The railing must be at least 700mm long and should prevent fitters from falling into the elevator shaft. The trend is towards ever smaller shaft heights. The required according to elevator standards length of the railing is hindering in the realization of low shaft heights, as it would inevitably come to a collision of the railing with the pit head.

Also to solve this problem are known as in the cabin door aprons telescopic and swivel versions. Activation of these systems is always done manually by the installer. The fitter enters the cabin roof and at the same time must put the railing in the active state. There is a risk that he falls into the elevator shaft.

The object of the invention is to provide a fall protection for elevator systems with low shaft pit depths and / or low shaft head heights, which solves the problems mentioned and thus a much greater level of security offers. The fall protection should avoid the listed risk of falling and injury and manage with a much smaller installation height. At the same time, the scope of fall protection should be as large as possible so that it can be used universally for a wide variety of elevator types. It should be so flexibly designed that it can be used instead of conventional cabin door aprons in the area of the car door sill as well as in place of a railing on the cab roof.

The object is achieved by the features of claim 1. Ausgestaltende features are described in the subclaims 2 to 12.

The fall protection according to the invention for elevator installations with a movable elevator car, in which rollable material can be rolled up and down by at least one retractor, is characterized in that the loose end of the rollable material is fastened in the area of the elevator car and the retractor with the rollable material of the Elevator car is arranged away movable.

The present invention solves the aforementioned problems by realizing a very compact fall protection installed as a replacement for conventional cabin door aprons in the area of the car door sill or in place of a railing on the cabin roof.

In one embodiment, the rollable material is deflected by the retractor by means of a deflection device so that the rollable material after the deflection in the activated state in the vertical direction. The space requirement under the car door sill can thereby be further reduced by only a relatively small pulley is provided instead of a relatively large retractor. The retractor can be located behind or above the deepest exit point where it does not bother.

By this arrangement it is achieved that the rollable material always flush with the car door sill edge or the cabin roof outer edge. At the free end of the rollable material, a receiving profile may be attached, which allows a quick and easy attachment in the cabin door. The result is a flush finish without protrusions or slots. An injury risk can be avoided.

In another embodiment, the fall protection can be performed in an open design without housing. The deflection of the rollable material by means of a horizontally arranged pulley, which is held on both sides.

Furthermore, at least one monitoring switch or a monitoring sensor is used, which detects the position of the fall protection (active or inactive). The controller used evaluates this information and prevents the elevator can go into normal operation with extended (active) fall protection. This prevents that the elevator moves the extended and arrested fall protection against the pit floor or against the shaft ceiling. The control may be the elevator control or a separate (self-sufficient) control unit.

The rollable material consists of textiles, plastics, strip, leather, rubber or metal mesh or other full-surface or net-like materials that can be easily rolled up and unrolled and at the same time are flame retardant. During normal operation of the elevator, the rollable material is rolled up on the retractor and the locking device blocks the rolling of the fall protection in the inactive position. The elevator can drive unhindered the entire elevator shaft, a collision between fall protection and pit floor or shaft head ceiling is excluded.

The fall protection can be held both electrically and purely mechanically in the inactive state (locked). The electrical variant provides that a magnetic coil, which must be kept under tension during normal operation, is used. As soon as the voltage drops, the fall protection is activated. The mechanical design essentially comprises mechanical components, such as e.g. one or more unlocking locks, locking rods, locking bolts and compression springs. The unlocking is done by using a triangular key on one of the unlocking locks.

The fall protection can be unlocked (activated) both automatically (electrically) and manually (purely mechanically). In the case of automatic activation, when the shaft door is unlocked, an electrical signal is simultaneously sent to the control by means of the unlocking triangulation. Depending on the locking variant, the controller then either drops the voltage at the solenoid coil or briefly attracts a lifting magnet in the fall protection, and then the fall protection switches to the active state. With manual activation, unlocking takes place with a release triangular on the front of the fall protection. In the event of a person being released, the elevator attendant only has to open the shaft door a few inches to reach a release lock.

In a preferred embodiment, the locking device is designed as a combination of mechanical means and electrical means, wherein the electrical locking is always active during the regular opening of the car door (in normal operation). The mechanical interlock is always active when the car door is closed. If the car door is not opened normally (in the event of emergency release outside the unlocking zone), neither the electrical nor the mechanical interlock is active. Thus, in this solution, the fall protection is activated only when the car door outside the unlocking, ie unscheduled, is opened. Goal of this Variant is to save electricity and avoid interference. In an unintentional movement of the car from the stop a solenoid is used, which causes the mechanical lock is released.

In the event of an unintentional movement of the car from the stop, the car moves out of the stop when the landing door is open. There may be a larger gap between the floor of the floor and the car door sill, which may cause people to fall into the elevator shaft. To close this opening, the fall protection is activated upon detection of unintentional movement. This is triggered by the control, which is able to detect an unintentional movement of the car from the stop and respond to it.

Previous solutions consisted in the fact that constantly holding current magnets held the fall protection. In case of power failure, the fall protection fell down and a service technician had to reset the fall protection to the inactive position on site.

Optionally, the fall protection is provided with guide posts which, in combination with the locking device, keep the rollable material taut in both the active and inactive states and prevent the roll-up material from dodging into the elevator shaft. The guide supports are extendable as far as the locking device allows.

The guide supports cause in combination with the retractor by its own weight lowering the fall protection in the active state after unlocking. They work against the spring force of the retractor. The fall protection can be equipped to support the lowering process with compression springs. This may be advantageous if the force of the retractor is greater than the weight of the guide posts and the retractor or when the fall protection is used on the cab roof and the guide posts have to move upwards.

Optionally, the controller monitors and ensures that the fall protection can only be reset to its inactive position in a defined position in the lowest station. It is thus prevented that the elevator attendant can fall from a dangerous height level in the elevator shaft when rolling up the fall protection. In the lowest station is a crash into a lift shaft with shortened pit pit uncritical. Resetting the fall protection is therefore also not critical in this area. The cabin is driven into this area with return control and active fall protection.

There may be booths in which the extendable guide posts are undesirable (e.g., in glass elevators) or the guide posts may not be accommodated for space. In these applications, the fall protection without the guide posts can be carried out so that the retractor is mounted in the hoistway door or the shaft door sill. In order to keep the rollable material taut, the retractor is locked in the active and inactive state of fall protection.

As an alternative to the guide supports, the rollable material is held taut by a self-folding and locking rod when activated.

With the described fall protection ensures that its length in the extended (active) state can be much longer than is the case with all previously known cabin door aprons, whereby a maximum of security is achieved. This is due to the fact that the extendable length of the fall protection is not dependent on the shaft pit depth, but in the variant with guide supports of the cabin door height, as the extendable guide supports drive into the Kabinentüreinzüge. A cabin door is at least 2.0m high, the guide posts can also be about 2.0m long.

In the variant without guide posts in the elevator shaft, the length of the active fall protection depends on the length of the linkage.

When the fall protection is installed only below the car door sill, no space is occupied in the projection of the cabin surface, neither in the rolled-up (inactive) nor in the unrolled (active) state. The cabin doors can be arranged independently of the fall protection in this variant, without there being points of contact between several fall protection devices on the cabin.

In principle, a long roll-up material can be rolled up on a relatively small retractor, whereby a very low height is achieved. The fall protection is equipped with one or more retractors. When using a retractor, the overall diameter, including rolled-up material, is greater than when multiple small retractors are used. Two juxtaposed retractors require greater manufacturing effort, but have a smaller installation height, as a single retractor. Depending on the shaft pit depth, one or the other variant is more advantageous.

By deflecting the rollable material, the retractor can be arranged in a freely selectable area either below the car door sill, the feeder or the cabin floor. It can even be embedded in the cabin floor. As a result, an even lower installation height is achieved than in all previously known solutions. Pit pits with a depth of less than 150mm can be operated. When using the fall protection as a substitute for a railing on the cab roof, the same effect is achieved. By arranging the fall protection in the canopy The installation height is also minimal. Low shaft head heights can be operated.

According to elevator standards, the length of the inactive apron must at least correspond to the unlocking zone, ie the area in which the elevator doors are opened in the normal operating state. Otherwise it may come to shearing the toes in the entry area of the cabin door. With small aprons, there can only be a small unlocking zone. Since this is undesirable, the fall protection is depending on the shaft pit depth in the inactive state only rolled up as far as it is possible in the existing pit without it comes to the pit lift during normal elevator ride. It does not, as usual, for each elevator, depending on the shaft pit depth, a separate apron length be made. It is always the same fall protection used. A series production is possible. Only the locking position in the inactive state needs to be adjusted, i. The hole in the guide posts, in which the locking pin engages, must be adapted to the circumstances.

A significant improvement in safety is achieved by activating the fall protection in the event of unintentional movement of the car from the landing. Only with this option is it possible to realize small pits and to maintain the required safety level. The background to this is that the unintentional movement is detected only after leaving the unlocking zone (after about 200 mm) and the car is then braked. All the components involved have delay times, causing the car to come to a stop very far from the stop. The gap between floor level and inactive fall protection would be so great that people can fall into the elevator shaft. Activating the fall protection closes the gap safely.

A significant increase in safety is achieved by the automatic activation when opening the shaft doors with unlocking triangular. Safety is instantly and automatically produced both in the cabin door sill area and on the cabin roof. Activation can therefore not be forgotten by the elevator attendant.

Despite the very compact design is achieved that in any operating condition, a fall protection with a smooth surface flush with the car door threshold, when installed in this area, is realized. The opening under the car door is always safely covered. By the locking unit, the rollable material is always taut and a belly in the elevator shaft impossible.

By rolling up the rollable material this is led away from the car door sill. It does not remain in the area of the shaft doors, as with the foldable aprons DE 10 2008 038 408 A1 and DE 10 052 459 A1 , The rollable material therefore does not come into contact with the shaft doors. By rolling up the rollable material outside the car door sill, the installation height is much lower than with the foldable car door sills.

Fig. 1

Absturzschutz im aktiven Zustand mit Führungsstützen und mit einer Kombination aus mechanischen und elektrischen Mitteln zur Arretierung; die Entriegelung erfolgt mittels Hubmagnet oder Auslöseplatte;

Fig. 2

Absturzschutz im aktiven Zustand mit Führungsstützen und mit einer Kombination aus mechanischen und elektrischen Mitteln zur Arretierung; die Entriegelung erfolgt mittels Hubmagnet oder Entriegelungsschloss;

Fig. 3

Absturzschutz mit einer Kombination aus mechanischen und elektrischen Mitteln zur Arretierung - Kabinentür ist auf;

Fig. 4

Absturzschutz mit einer Kombination aus mechanischen und elektrischen Mitteln zur Arretierung - Kabinentür ist zu;

Fig. 5

im Kabinenboden angeordneter Absturzschutz im aktiven Zustand mit Gestänge;

Fig. 6

Absturzschutz im inaktiven Zustand mit einem teleskopierbaren Gestänge;

Fig. 7

Absturzschutz ohne Führungsstützen im aktiven Zustand, bei dem die Aufrollvorrichtung in eine Schachttür eingehängt ist;

Fig. 8

Absturzschutz im aktiven Zustand auf dem Kabinendach mit teleskopierbaren Führungsstützen.

The invention will be explained in more detail below with reference to several exemplary embodiments and the figures listed below. Show it:

Fig. 1

Fall protection in the active state with guide posts and with a combination of mechanical and electrical means for locking; the release takes place by means of solenoid or trip plate;

Fig. 2

Fall protection in the active state with guide posts and with a combination of mechanical and electrical means for locking; the release takes place by means of lifting magnet or unlocking lock;

Fig. 3

Crash protection with a combination of mechanical and electrical means for locking - cabin door is open;

Fig. 4

Fall protection with a combination of mechanical and electrical locking means - Cab door is closed;

Fig. 5

in the cabin floor arranged fall protection in the active state with linkage;

Fig. 6

Fall protection in inactive condition with a telescopic boom;

Fig. 7

Fall protection without guide posts in the active state, in which the retractor is mounted in a shaft door;

Fig. 8

Fall protection in active condition on the cabin roof with telescopic guide posts.

A first embodiment is in Fig. 1 and 2 shown. The detail A shows the locking device in detail. It discloses a fall protection for elevator systems, which is designed with guide posts 5. The guide supports 5 have transverse stabilizing struts 14 to support the rollable material 4. The mechanical locking is done by locking bolts 6.3 in the active and in the inactive position.

The fall protection consists of a mounted below the car door sill 1 housing 2, in which a locking device 6 is integrated. The loose end of the rollable material 4 is attached to the housing 2 of the elevator car. The retractor 3 with the rollable material 4 is movably disposed away from the elevator car at the lower end of the guide posts 5. The rollable material 4 is deflected by the retractor 3 by means of a designed as a continuous cross bar deflection device 20 so that the rollable material 4 shows after the deflection in the vertical direction.

As a rollable material 4, a suitable textile tape is used. In a 900mm wide door, the textile tape is about 950mm wide, so that the door opening width is adequately covered if necessary. The textile tape is received at the free, abutting on the car end of a receiving profile 7 and clamped to the housing 2 of the fall protection. On the retractor 3 are left and right guide posts 5, which are guided in the housing 2. The guide posts 5 can slide between an upper and a lower position and take with it the rollable material 4, with this on the retractor 3 up and unrolled.

The guide posts 5 are locked by a locking device 6 in the upper and lower positions. In the upper and lower positions 5 holes are introduced in the guide supports that locking pin 6.3 can engage. By snapping the guide posts 5 are locked. In Fig. 1 the unlocking is done by a trigger plate 11, which acts on the release lever 17 and 18. In Fig. 2 a variant is shown, in which the locking device 6 instead of the release lever 17 and 18 and the release plate 11 consists of at least one release lock 6.1, for example, a triangular lock cylinder and a locking linkage 6.2. In addition, a solenoid 12 is installed for automatic unlocking. If necessary, can be manually operated with a triangular key serving as a release lock 6.1 lock cylinder on the front of the fall protection. About the locking linkage 6.2, the movement is guided to the locking pin 6.3, they are withdrawn and the guide posts 5 unlocked.

By gravity, the guide supports 5 slide with the retractor 3 in the lower position, taking with the fabric tape. This is so stretched that the fall area is covered over the entire area. In the lower position, the locking bolts 6.3 snap into the space provided Holes and the guide posts 5 are locked again.

So that an elevator attendant does not have to activate the fall protection manually in the event of a person being released, an additional contact is installed in the shaft doors, which registers when a shaft door is opened with an unlocking triangular. This contact gives a signal to the controller 10, which can then tighten the additionally integrated in the fall protection solenoid 12. This pulls on the locking linkage 6.2 and the guide posts 5 can slide down, where they are locked again.

The fall protection has a monitoring switch 8 or sensor that checks whether the fall protection is in the upper (inactive) position. As soon as the retractor 3 moves down a few millimeters, the circuit is interrupted. The controller 10 registers that normal driving may no longer be initiated. The elevator can now only be moved to a defined position in the lowest stop with return control. The position of the car registers the controller 10 via an absolute encoder or via an additional switch in the elevator shaft. The speed of the return control is very low and the control is accessible only to a lift attendant. Thus, the elevator can be moved with activated fall protection only by trained personnel. These measures ensure that the extended and arrested fall protection does not touch the pit floor, which would damage it.

In the lower (active) position, not only the locking bolts 6.3 engage in the guide supports 5, but also at least one locking magnet 9. This locking magnet 9 prevents the fall protection in one of the upper stops can be set back to the inactive state. Only in the defined position in the lower stop, the controller releases the locking magnet 9. With a Entriegelungsdreikant then a triangular lock cylinder operated, the locking pin 6.3 release the guide posts 5 and the fall protection can be reset to the inactive position. The textile tape is rolled up by the retractor 3 automatically.

The two 3 and 4 show a lock with a combination of mechanical and electrical means. In Fig. 3 are the guide posts 5 mechanically released when the car door 24 is open. The trip plate is outside the range of the trip levers 17 and 18. When it is a regular opening of the car door 24 (in normal operation), the solenoid 13 is under tension, the fall protection remains inactive. When the car door 24 is opened outside the unlocking zone (when the person is being liberated), the solenoid is de-energized and the fall protection active.

In Fig. 4 the car door 24 is closed. The trigger plate 11 on the cab door 24 is in contact with the trigger lever 18 and the guide posts 5 are mechanically held by the locking pins 6.3. The solenoid 13 is de-energized, no external energy is needed for the retractor. In case of power failure, the fall protection remains inactive, unless the car door 23 is opened.

An in Fig. 5 illustrated embodiment discloses a solution that manages without guide posts. A fixed to the cabin floor 15 linkage 19, which is locked in the active state of the retractor 3, keeps the retractor 3 down and at the same time prevents its escape into the elevator shaft. The rollable material 4 is guided via a deflection roller 21 to the desired position.

This in Fig. 6 illustrated embodiment discloses a fall protection with fold-out and telescopic linkage 19, wherein the retractor 3 is attached to the lower part of the linkage 19. The retractor 3 is thereby for further space savings in a recess 25 in Cabin floor 15 recessed. Telescoping ensures that the fall protection in the inactive state is short so as not to collide with another fall protection. The attached at the bottom retractor 3 supported by its own weight, the extension of the linkage 19th

Another embodiment is in Fig. 7 shown. The fall protection is carried out without guide supports. A roller blind serves as a retractor 3, on which as a roll-up material 4, a textile tape is rolled up. In a 900mm wide door, the textile tape is also about 900mm wide, so that the door opening width is adequately covered if necessary. The textile tape is received at the upper end of a receiving profile 7, which is fixed to the housing 2 below the car door sill 1. The locking and unlocking is purely mechanical.

In a passenger exemption the elevator attendant opens the shaft door 23 completely. Then he unlocks the fall protection and pulls the lower receiving profile 7 with the textile tape to the shaft door 23 and hangs it in this. The roller blind is locked again and the person can be exempted. After the person relief, the fall protection is unlocked with the triangular key, the retractor 3 is released from the shaft door 23 and set back to the inactive state.

At the fall protection is a monitoring switch 8, which registers whether the fall protection is in the upper (inactive) position. As soon as the retractor 3 moves down by a few millimeters, the circuit is interrupted. The controller 10 registers that no more driving may be initiated. A ride with a mounted in the landing door 23 fall protection would result in its destruction.

A final embodiment is in Fig. 8 shown. The fall protection is arranged in the region of the cabin roof 22. The retractor 3 is extended away from the cabin roof 22 toward the shaft ceiling 16. The triggering and locking take place as in Fig. 4 with unlocking key. The extendable guide supports 5 are pressed when activated by means of gas springs upwards.

By attaching the loose end of the rollable material 4 to the cabin always creates a continuous surface, which prevents a risk of injury at this point against previous solutions. The mass of the retractor 3 supports the rollable material 4 to unwind quickly and also helps with tightening. The accessibility of the retractor 3 from the pit or from the shaft door 23 is substantially improved over known solutions.

LIST OF REFERENCE NUMBERS

1

Car door sill

2

casing

3

retractor

4

Roll-up material

5

guide posts

6

locking device

6.1

Release lock

6.2

locking linkage

6.3

Indexing plungers

6.4

compression spring

7

Up profile

8th

monitoring switch

9

locking magnet

10

control

11

release plate

12

solenoid

13

solenoid

14

stabilizing struts

15

cabin floor

16

shaft ceiling

17

Release lever 1

18

Release lever 2

19

linkage

20

deflecting

21

idler pulley

22

canopy

23

shaft door

24

cabin door

25

recess

Claims (12)

Fall protection for elevator installations with a movable elevator car, in which rollable material (4) can be rolled up and down by at least one retractor (3), characterized in that the loose end of the rollable material (4) is fastened in the area of the elevator car and the retractor (3) is arranged with the roll-up material (4) movable away from the elevator car. Fall protection according to claim 1, characterized in that the rollable material (4) of the retractor (3) by means of a deflection device (20) is deflected so that the rollable material (4) after the deflection in the activated state in the vertical direction. Crash protection according to claim 1 or 2, characterized in that the fall protection in the region of the cabin roof (22) is arranged and the rollable material (4) with the retractor (3) is directed upwards. Fall protection according to one of claims 1 to 3, characterized in that there is a receiving profile (7) at the loose end of the rollable material (4). Crash protection according to one of claims 1 to 4, characterized in that at least one locking device (6) locks the rollable material (4) in the rolled up (inactive) and / or unrolled (active) state. Crash protection according to claim 5, characterized in that the locking device (6) is designed as a combination of mechanical means and electrical means. Crash protection according to one of claims 1 to 6, characterized in that the fall protection is equipped with a monitoring switch (8) or sensor and a controller (10) which monitor and ensure that the elevator can only drive at nominal speed when the fall protection in the rolled-up (inactive) state. Crash protection according to one of claims 1 to 7, characterized in that the rollable material (4) over the entire surface, lamellar or net-like and is made of textiles, plastics, leather, rubber, metal mesh or band plate. Crash protection according to one of claims 1 to 8, characterized in that the rollable material (4) by extendable guide supports (5) can be guided, tightened and held in position. Crash protection according to one of claims 1 to 8, characterized in that the rollable material (4) by a fold-out linkage (18) is taut and durable in its position. Crash protection according to one of claims 1 to 10, characterized in that the fall protection is equipped with a switch or sensor and a controller (10) which cause the fall protection is activated when the elevator car in an unintentional car movement away from the stop , Crash protection according to one of claims 1 to 11, characterized in that the fall protection is equipped with a switch or sensor and a controller (10), which cause the locking device (6) releases the rollable material (4) only for rolling, when the elevator car is in a defined area in the lowest station.

Images