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EP3990379A1 - Installation d'ascenseur comprenant un garde-pieds pouvant être appuyé sur des rails de guidage - Google Patents

Installation d'ascenseur comprenant un garde-pieds pouvant être appuyé sur des rails de guidage

Info

Publication number
EP3990379A1
EP3990379A1 EP20731506.0A EP20731506A EP3990379A1 EP 3990379 A1 EP3990379 A1 EP 3990379A1 EP 20731506 A EP20731506 A EP 20731506A EP 3990379 A1 EP3990379 A1 EP 3990379A1
Authority
EP
European Patent Office
Prior art keywords
apron
car
cabin
guide
guide rails
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP20731506.0A
Other languages
German (de)
English (en)
Inventor
Gilles Trottmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Inventio AG
Original Assignee
Inventio AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Inventio AG filed Critical Inventio AG
Publication of EP3990379A1 publication Critical patent/EP3990379A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B13/00—Doors, gates, or other apparatus controlling access to, or exit from, cages or lift well landings
    • B66B13/24—Safety devices in passenger lifts, not otherwise provided for, for preventing trapping of passengers
    • B66B13/28—Safety devices in passenger lifts, not otherwise provided for, for preventing trapping of passengers between car or cage and wells
    • B66B13/285—Toe guards or apron devices

Definitions

  • the invention relates to an elevator installation according to the preamble of claim 1.
  • Elevator systems for the transport of people and goods contain cabins that can be moved up and down in an elevator shaft.
  • the cabins can be moved via suspension means, for example in the form of suspension ropes or belts, by means of a drive unit.
  • suspension means for example in the form of suspension ropes or belts
  • the car can get stuck between floors.
  • the trapped people must be evacuated from the cabin to the next stop.
  • a gap could arise between the underside of the cabin and the floor through which the person could fall into the shaft during the evacuation.
  • the cabins are equipped with cabin aprons.
  • For the elevator industry there are various sets of rules with precise specifications for the design of car aprons. Rigid cabin aprons have been known and used for a long time.
  • the European standard EN81-20: 2014 writes in Zifif. 5.4.5 suggests that the vertical catch of the apron must be at least 750 mm and that the apron must be designed to be so stable that it practically does not give way when a force of 300 N is applied at points.
  • the cabins are designed to be movable or movable.
  • telescopic cabin aprons are known, such as those shown in EP 2 042 463 A1.
  • the cabin aprons can also be designed to be foldable.
  • Such a cabin apron is known from CH 431 864 A, for example.
  • Pivoting and foldable cabin aprons are also known from EP 1 118 576 A2. In practice it has been shown that the high requirements in terms of stability with the known cabin skirts are difficult or can only be achieved with great effort.
  • the cabin apron used for this should meet high stability requirements.
  • the elevator system comprises an elevator shaft and a car that can be moved up and down along guide rails in the elevator shaft.
  • the cabin also has a cabin apron.
  • the fact that the car apron is supported or can be supported on the guide rails results in several advantages.
  • the cabin apron is characterized by high stability. Thanks to the support, it is ensured that the floor-side effect on the car apron, for example if the person presses against the apron as a result of a fall when people are evacuated from the car, can simply prevent unwanted yielding into the shaft interior.
  • the arrangement enables, in a reliable manner, that even strict standard requirements can be easily met. Elaborate, complex and costly structural measures for the stable and rigid attachment of the cabin apron to the cabin can be dispensed with.
  • Two guide rails for guiding the car can be provided in the elevator shaft.
  • the guide rails can preferably be arranged opposite one another on ent speaking shaft walls of the elevator shaft.
  • the guide rail can be a conventional car guide rail. Often T-shaped metal profiles are used for such car guide rails.
  • the car guide rails can have guide surfaces on which a cabin guide shoe for guiding the elevator car can be moved along.
  • the car apron is advantageously supported on the guide rails in such a way that the car apron makes contact with at least one of the guide surfaces of the car guide rail.
  • the guide surfaces can be assigned to a rail web of the T-shaped guide rail.
  • T-shaped metal profiles instead of T-shaped metal profiles, however, other guide rails are also conceivable for the elevator system with the car apron that is operatively connected to the guide rails.
  • the present elevator system is characterized, among other things, by the fact that the car apron is already mounted in the elevator shaft to support the car apron Guide rails can be used, which guide rails extend essentially union over the entire height of the elevator shaft. No complex additional support devices are necessary.
  • the guide rails can also be positioned differently in the shaft.
  • the guide rails could be attached to the shaft wall opposite the shaft wall on the shaft door side.
  • the arrangement with the car apron could thus also be used in elevator systems with cars in a backpack design. It is also conceivable that the guide rails are attached to the shaft wall on the shaft door side.
  • the guide rail can for example also be designed as a hollow profile.
  • the guide rail could, for example, be a guide arrangement made of a rolled profile with locally separated braking and guide sections in the manner of WO 2016/078726.
  • the guide rail can then also be designed in such a way that it can serve to guide both the car and a counterweight that is connected to the car via support means and can be moved in opposite directions to the car.
  • the cabin can have a cabin door.
  • the cabin can have a front side, a rear side opposite the front side and a parallel side of the cabin connecting the front side and rear side.
  • the car door and thus also the car apron are net angeord in the area of the front.
  • the guide rails for guiding the car can be attached to shaft walls which are adjacent to the aforementioned two parallel car sides.
  • the guide rails can be positioned in the shaft in such a way that, in a top view, they are approximately in the center of these cabin sides.
  • the cabin apron can be designed statically.
  • a rigid car apron is comparatively simple and inexpensive to manufacture and is particularly suitable for elevator systems with sufficiently deep shaft pits.
  • the cabin apron is designed to be movable or movable.
  • the cabin apron is designed to be movable in such a way that a gap between the cabin and a floor can be blocked by moving the cabin skirt towards the shaft pit.
  • the car apron can be moved down from a rest position close to the car floor or on the underside of the car into a locking pitch for locking the gap between the car and the floor.
  • the car apron which is preferably movable between a rest position and a blocking division, is particularly suitable for elevator systems with shaft pits with shallow pit depths or for elevator systems without a pit.
  • the car apron can be supported on the guide rails both in the rest position and in the locking division. Instead of a permanent operative connection between the car apron and guide rails, it would also be conceivable to design the car apron in such a way that the car apron is only temporarily supported on the guide rails in special operating phases and that the car apron does not act on the guide rails during normal operation.
  • the rest position corresponds to a position for normal operation, in which position the cabin apron is positioned close to a cabin underside. In this rest position, there would be a gap between the car and the floor if the car were to get stuck between the floors. This gap must be closed in order to safely evacuate the trapped people from the cabin. To do this, the cabin apron is moved down into the barrier division.
  • the barrier division is the position for closing the gap between the floor and the underside of the car and thus preventing people from falling from the floor into the elevator shaft via an open shaft door.
  • the movement of the car apron from the rest position into the locking division can be a pivoting movement, for example.
  • Other types of movement are of course also conceivable through appropriate mechanical design.
  • the cabin apron can be designed to be telescopic.
  • the cabin apron could also be designed to be extendable as a whole in the vertical direction.
  • the movement of the cabin apron to create the barrier division would be vertical in this case Extension movement. It would also be conceivable to design the cabin apron so that it can be rolled out.
  • the cabin apron is a foldable or collapsible cabin apron with preferably at least one flat apron element.
  • the cabin apron or the at least one flat skirt element of the cabin apron can be aligned approximately horizontally in the rest position and rest against the cabin underside or be attached close to it.
  • the car apron or its apron elements can be aligned vertically or run parallel to the shaft wall on the shaft door side.
  • the foldable cabin apron can have two flat apron elements articulated to one another via a horizontal fold line.
  • the car apron can have at least one flat upper apron element which is articulated to the car at an upper end about a horizontal pivot axis.
  • the second apron element connects to the upper apron element via the fold line.
  • the fold line can be formed by a hinge or another joint that can rotate about a horizontal axis.
  • locking means can be provided. Such locking means could also be used for other movable cabin aprons.
  • the locking means can comprise at least one pivotable locking part which, when the cabin apron is completely unfolded, engages in a locking receiving part.
  • the locking means can comprise at least one pivotable locking part which, when the cabin apron is completely unfolded, engages in a locking receiving part.
  • two or more pivotable locking parts can also be provided, which can engage in the associated locking receiving parts.
  • the car apron can comprise at least one guide element which can be guided along one of the guide rails.
  • the guide element can be guided along the guide rail in a sliding manner or by means of rollers.
  • the guide element must, however, in a Do not continuously contact the guide rail when traveling in the cabin. It can be sufficient if there is actual contact only in an emergency, for example when a person presses against the apron during an evacuation.
  • the cabin apron can have two opposing guide elements, each guide element being assigned to a guide rail and being in operative connection therewith.
  • the respective guide element has a cutout that surrounds a web-like guide section of the associated guide rail.
  • the web-like guide section can be, for example, the rail web of a T-shaped profile for the guide rail.
  • the guide element accordingly has a guide cutout for forming a female guide means which surrounds the web-like guide section which forms a male guide which is complementary to the female guide means.
  • a reverse arrangement would also be conceivable, in which the female and male guide means are interchanged in the cabin apron and guide rail.
  • the at least one guide element can be part of a support structure for creating the support arrangement for supporting the cabin apron on the guide rails.
  • the support structure can connect to a lower end of a flat apron element and form the bottom-side closures of the cabin apron. If the cabin apron, as mentioned above, has two flat apron elements articulated to one another via a horizontal fold line, the support structure can connect to the lower end of the lower apron element.
  • the support structure with at least one guide element that cooperates with one of the guide rails results in a particularly stable arrangement.
  • the support structure can further alswei sen a preferably horizontal support frame.
  • the preferably rectangular support frame can comprise front, rear and side frame parts which form a closed frame.
  • a flat skirt element can be attached at least to the front frame part.
  • the car apron can include controllable or manually operable securing means, with the help of which the car apron is docked to the car in the rest position. In the rest position, the support frame can be attached directly to the cabin floor.
  • the cabin apron can furthermore be designed in such a way that after it has been released or released by appropriate control or operation of the securing means, the cabin apron can be transferred into the barrier division by gravity.
  • Another aspect of the invention relates to a car apron for a car of the elevator system described above that can be moved along guide rails.
  • the cab apron has a support arrangement via which the cab apron can be supported on the guide rails.
  • FIG. 1 shows a greatly simplified and schematic representation of an elevator system according to the invention with a car that can be moved up and down in an elevator shaft and is equipped with a car apron
  • FIG. 2 shows an enlarged representation of the elevator system according to FIG. 1 with an elevator car stuck between floors, the cabin skirt being in a rest position,
  • FIG. 3 shows the cabin with the cabin apron from FIG. 2, but in a blocking division
  • Fig. 4 is a simplified perspective view of a car for an alterna tive elevator system, the car having a rigid car apron, which is supported on guide rails,
  • FIG. 5 shows a perspective illustration of a car apron for a further elevator system, the car apron being in the rest position
  • FIG. 6 shows the cabin apron from FIG. 5 in an intermediate position
  • Fig. 1 shows an elevator system designated by 1 for a multi-storey building.
  • the building has one elevator shaft 2 or several elevator shafts as required.
  • the elevator installation 1 shown here contains a car 3 that can be moved vertically up and down in the elevator shaft 2 for the transport of people or goods to individual floors.
  • a shaft door 12 is assigned to each floor.
  • the cabin has a cabin door 11 that is adapted to the shaft doors 12.
  • the elevator system has, in addition to the car 3, a counterweight 26 and support means 27 and a drive on.
  • the drive e.g. a traction sheave drive
  • drives the support means 27 e.g. belts, steel cables
  • the cabin which generally includes a cuboid-shaped cabin body, has a front side 8, a rear side 9 opposite the front side, and parallel cabin sides 13 connecting the front and rear sides. With a cabin floor 33 is designated.
  • guide rails 7 indicated by a dashed line are arranged in the elevator shaft 2.
  • the counterweight guide rails and other components of the elevator system 1 have not been shown for reasons of clarity.
  • a special cabin skirt 10 described in detail below, is arranged below the cabin 3.
  • the car apron is in a rest position close to the car 3, in which position the car apron is normally is located. Only in special situations, for example for emergency evacuations of people from cabin 3, is the cabin apron brought into a barrier division.
  • Fig. 2 shows the car 3 in a position between the floors in which such an emergency evacuation may be necessary. So that the people can safely get out of the cabin 3 to the next floor, the cabin apron 10 must be transferred from the rest position shown in Fig. 2 to the blocking division. For this purpose, the cabin apron 10 is moved down. The car 3 after the car apron 10 has been moved down into the barrier division is shown in FIG.
  • the car apron 10 is obviously supported on the guide rails 7 via a support arrangement.
  • This support arrangement is formed by a support structure, the support structure comprising a support frame 17 which is slidably connected to the guide rail 7 via a guide element 16.
  • Each of the guide rails 7 is assigned a guide element 16 for a sliding guide.
  • the cabin apron 10 could be supported on only one guide rail instead of the two guide elements 16.
  • the cabin apron 10 is designed as a telescopic apron.
  • the apron elements which are connected to one another in a telescopic manner are designated by 29.
  • the vertical length of the cabin apron 10 is at least 750 mm when the telescopic apron is fully extended.
  • a guide 34 for guiding the cabin apron 10 from the rear is attached to the rear 9 of the cabin. Thanks to the rear guide 34 it can be reliably ensured that the support frame 17 remains in the horizontal position.
  • the support structure with the support frame 17, which is in operative connection with the guide rails, ensures that the telescopic apron or its apron elements 29 hardly give in when a force of 300 N is applied at points and that the stability requirements stipulated in the European standard EN81-20: 2014, for example can meet.
  • design variants of cabin aprons are also conceivable in which the cabin aprons are not movable or rigid are designed.
  • 4 shows such a cabin apron 10 with a rigid cabin apron 10 which has a flat apron element 14 which is rigid and is firmly connected to the cabin 3.
  • the apron element 14 can be made of sheet metal, for example.
  • the cabin apron 10 is connected to the guide rails for support via a support arrangement with one roller per guide rail 7.
  • FIG. 4 shows by way of example that the guide rails 7 are designed as T-shaped profiles.
  • the guide rails 7 are, for example, positioned in the pull-out shaft in such a way that they lie approximately in the center of the cabin sides 13 when viewed from above.
  • the car apron 10 has a horizontal support frame 17 with a front frame part 20 and a rear frame part 19 and side frame parts 18.
  • the frame parts 18, 19, 20 define a rectangular, closed frame.
  • a support frame 28 for supporting the cabin apron 10 is provided.
  • the support frame 28 can be fixed to the underside of the cabin 3 (not shown here).
  • the support frame 28 could also be integrated in the cabin floor.
  • the support frame 17 is held securely on the support frame 28 and, as FIG. 5 shows, ver with almost no distance to the support frame 28 related.
  • This position corresponds to the rest position assigned to normal operation.
  • Safety means for holding the cabin apron 10 in the rest position can be solved, for example, with a triangular key (not shown) if necessary.
  • the car apron 10 can be transferred into the barrier division by gravity.
  • the car apron 10 in the barrier division is shown in FIG. Fig. 6 shows the cabin apron 10 in an intermediate position between the rest position and locking division. 6 it can be clearly seen that the car apron 10 according to this exemplary embodiment is a collapsible car apron.
  • the foldable cabin apron 10 has two flat apron elements 14, 15 articulated to one another via a horizontal fold line 22 on each side.
  • the respective upper skirt element 14 is at its upper end around a horizontal one
  • the pivot axis is articulated on the support frame 28 and thus on the cabin.
  • the support construction with the support frame 17 adjoins the respective lower end of the lower apron element 15.
  • the support frame 17 thus forms, to a certain extent, the lower end of the cabin apron 10.
  • the present cabin apron 10 has on two opposite sides collapsible partial cabin aprons. These partial cabin aprons are labeled 21 and 21 '.
  • the partial cabin aprons 21, 21 ' are mechanically coupled to one another via the common support frame 17, which results in a simultaneous unfolding.
  • the partial cabin aprons 21, 21 ' are assigned to the cabin front and the opposite cabin rear.
  • the car can thus have two car doors.
  • the cabin apron 10 shown here could, however, also be used for a cabin with only one cabin door. Furthermore, it would be conceivable for such cabins to dispense with the second partial cabin apron 2G.
  • a simple folding mechanism composed for example of rods or lever elements could also be used.
  • the cabin apron has 10 two mutually opposite guide elements 16 formed on the side frame parts 18.
  • Each guide element 16 is assigned to a guide rail 7.
  • the respective guide element 16 has a cutout 25 which surrounds a web-like guide section of the associated guide rail 7. From FIG. 7 it can be seen that the guide rail 7 is a T-profile.
  • the guide cutout 25 of the guide element 16 could also engage in a web-like guide section of a guide arrangement in the manner of WO 2016/078726.
  • FIG. 7 To secure the fully unfolded car apron 10 (Fig. 7) Verriege are provided. These locking means comprise two pivotable locking parts 23 per side or per part of the cabin apron, which engage in associated bolt receiving parts 24 and thus prevent the unfolded cabin apron 10 from being inadvertently folded.
  • the pivoting movement of the locking parts 23 is indicated in FIG. 6 by means of arrows.
  • the pivot axes for the locking parts 23 are designated by 32.
  • Locking means with the bolt parts and bolt receiving parts conceivable.
  • sliding bolt parts could also be provided, and bolt receiving parts complementary to these could be provided.
  • the locking means could furthermore also comprise a locking mechanism.
  • the car apron 10 described above is also suitable for retrofitting or upgrading existing elevator systems.

Landscapes

  • Elevator Door Apparatuses (AREA)
  • Cage And Drive Apparatuses For Elevators (AREA)

Abstract

Installation d'ascenseur (1) présentant une cabine (3) comprenant un garde-pieds (10), déplaçable le long de rails de guidage (7) dans une cage d'ascenseur (2). Le garde-pieds (10) est appuyé sur les rails de guidage (7). Le garde-pieds (10) est un garde-pieds repliable comprenant deux éléments de garde-pieds (14, 15) plats connectés entre eux de manière articulée à travers une ligne de pliure (22) horizontale. Le garde-pieds (10) comprend, pour l'appui, une structure de support comprenant des éléments de guidage (16), laquelle est raccordée à une extrémité inférieure de l'élément de garde-pieds (15) plat.
EP20731506.0A 2019-06-28 2020-06-15 Installation d'ascenseur comprenant un garde-pieds pouvant être appuyé sur des rails de guidage Pending EP3990379A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP19183373 2019-06-28
PCT/EP2020/066441 WO2020260046A1 (fr) 2019-06-28 2020-06-15 Installation d'ascenseur comprenant un garde-pieds pouvant être appuyé sur des rails de guidage

Publications (1)

Publication Number Publication Date
EP3990379A1 true EP3990379A1 (fr) 2022-05-04

Family

ID=67137705

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20731506.0A Pending EP3990379A1 (fr) 2019-06-28 2020-06-15 Installation d'ascenseur comprenant un garde-pieds pouvant être appuyé sur des rails de guidage

Country Status (6)

Country Link
US (1) US11919744B2 (fr)
EP (1) EP3990379A1 (fr)
CN (1) CN114080366B (fr)
AU (1) AU2020307853B2 (fr)
BR (1) BR112021026050A2 (fr)
WO (1) WO2020260046A1 (fr)

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3599210A1 (fr) * 2018-07-26 2020-01-29 Otis Elevator Company Tablier de cabine d'ascenseur

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EP0118576B1 (fr) 1983-03-11 1987-12-02 Hitachi, Ltd. Procédé pour l'obtention de films minces
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EP3599210A1 (fr) * 2018-07-26 2020-01-29 Otis Elevator Company Tablier de cabine d'ascenseur

Also Published As

Publication number Publication date
US11919744B2 (en) 2024-03-05
CN114080366B (zh) 2024-04-23
CN114080366A (zh) 2022-02-22
AU2020307853A1 (en) 2022-02-03
WO2020260046A1 (fr) 2020-12-30
US20220315388A1 (en) 2022-10-06
BR112021026050A2 (pt) 2022-02-08
AU2020307853B2 (en) 2023-12-14

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