EP4038005A1

EP4038005A1 - Lift installation

Info

Publication number: EP4038005A1
Application number: EP20761606.1A
Authority: EP
Inventors: Romeo LO JACONO
Original assignee: Inventio AG
Current assignee: Inventio AG
Priority date: 2019-09-30
Filing date: 2020-09-01
Publication date: 2022-08-10
Also published as: BR112022005601A2; WO2021063608A1; CN114531871A; US20220332546A1; US11702320B2; CN114531871B

Abstract

The invention relates to a lift installation comprising a lift shaft (2) provided with shaft doors (4) and a cabin (3) which can move up and down therein. The cabin (3) has a cabin apron (5) which can move between a horizontal rest position and a vertical locked position. The cabin apron (5) is mounted pivotably over a guide way (10) and displaceably on the cabin (3). The cabin apron (5) in the locked position can be supported on one of the shaft doors (4).

Description

Aufzuesanlaee

The invention relates to an elevator installation according to the preamble of claim 1.

Elevator systems for transporting people and goods contain cabins that can be moved up and down in an elevator shaft. The cabins can be moved by means of suspension means, for example in the form of suspension ropes or suspension belts, by means of a drive unit. As a result of malfunctions or emergency stops, the car can get stuck between the floors. In such incidents, the trapped people must be evacuated from the cabin to the next stop. In this case, there could be a gap between the underside of the cabin and the floor through which the person could fall during the evacuation into the shaft. To avoid such incidents, 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 stipulates 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 in the event of a punctual force of 300 N.

For some time now, elevator systems with reduced shaft pit depths have become increasingly popular. In order to enable the shaft pit depth to be reduced, the cabin aprons are designed to be movable. From EP 1 118 576 A2 pivotable and foldable cabin aprons are known. In practice it has been shown that the high requirements in terms of stability with the known cabin aprons can only be achieved with great effort.

It is therefore an object of the present invention to avoid the disadvantages of the known and in particular to create an elevator system with which the evacuation of people from the car can be ensured in a safe manner. In particular, the cabin apron used for this purpose should be simple and inexpensive and at the same time meet high requirements in terms of stability. According to the invention, this object is achieved with an elevator installation with the features of claim 1. The elevator installation comprises an elevator shaft and a car that can be moved up and down in the elevator shaft, preferably along guide rails. The cabin has a movable cabin apron, wherein the cabin can be moved between a horizontal rest position and a vertical locking division. The cabin apron is, when it is in the barrier division, can be supported on one of the shaft doors. Movable car aprons are particularly advantageous for elevator systems with low pit depths or for pitless elevators. For the access of passengers and goods to the cabin, landing doors can be provided on each floor.

The fact that the cabin apron is designed in such a way that, when it is in the blocking position, when horizontal forces are exerted from the outside by people exiting the cabin interior can be supported at one of the shaft doors for evacuation, there are several advantages. The cabin apron is characterized by a high level of 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 during an evacuation of people from the car, can simply prevent undesired yielding into the shaft interior. Furthermore, the arrangement makes it possible in a reliable manner that even strict standard requirements can be easily met. Complex and costly structural measures for the stable and rigid attachment of the cabin apron to the cabin can be dispensed with. In particular, it is not necessary to provide additional or special locking means to secure the barrier division of the cabin apron.

In the rest position, the cabin apron can be positioned in a substantially horizontal position below the cabin, close to a cabin underside; In the Sperrstei development, the car apron to block the gap between the car and the floor can preferably be directed in a vertical position downwards towards the shaft pit, the car apron preferably running parallel to the shaft wall on the shaft door side.

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. For safe evacuation of the trapped This gap must be closed for 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.

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 cabin can also have a cabin door. The cabin can have a front side, a rear side opposite the front side and parallel cabin sides connecting the front and rear sides. As a rule, the cabin door and thus also the cabin apron are arranged in the area of the front.

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 plan view, they are approximately in the center of these cabin sides.

Controllable or manually operable securing means can be provided on the cabin, with the aid of which the cabin apron is held securely in the horizontal position close to the cabin underside in the rest position on the cabin. The cabin apron can also 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 to the blocking position.

The cabin apron can preferably be designed to be movable about a horizontal pivot axis. The car apron can also have a downwardly protruding blocking segment to block the gap between the floor and the underside of the car and a support segment that adjoins the blocking segment at the pivot axis and protrudes upward in the blocking division to secure the vertical position of the cabin apron. The support segment is the element of the cabin apron which, when exposed to horizontal forces from the outside, for example through the The cabin interior supports people alighting at the shaft doors during an evacuation. When the force is exerted, the free upper end of the support segment abuts the respective shaft door and thus prevents the undesired further backward pivoting movement.

The cabin apron can be a flat apron element, the flat apron element comprising the aforementioned locking segment and the support segment adjoining it and preferably lying on the same plane. When the car apron is in the blocking division, the support segment forms a stop to prevent the car apron from pivoting back in the direction of the underside of the car under the action of horizon tal forces from the outside by people getting out of the car interior.

To a certain extent, the support segment forms a protruding part of the cabin apron. To reliably ensure a stable barrier division of the cabin apron, it is advantageous if the support segment has a length of at least 10 cm. The length he mentioned is measured starting from the pivot axis to the free end or to the upper edge of the cabin apron.

In a preferred embodiment, the cabin apron is mounted on the cabin such that it can be pivoted and displaced via a guide track. Thanks to the swiveling and sliding movement, it is easy to move the car apron from the rest position, in which the car apron is positioned below the car in a horizontal position close to the underside of the car, and to the barrier division, in which the car apron is parallel to the shaft door-side wall in a vertical position runs and close to the landing door.

The guideway can be formed, for example, by a groove or a rail. The cabin preferably has two mutually opposite guide grooves or guide rails, the guide grooves or guide rails being arranged in the region of the cabin floor on the opposite parallel cabin sides.

The guide track can have a guide section. With the help of the guide section, the car apron can be easily moved and the horizontal distance to the shaft door can be easily bridged. The guide section can be linear or have a curved course.

The guide track can have an inclined, preferably linear guide section. The inclined guide section is inclined relative to the Horizon tal. The inclined course ensures that the car apron can be moved into the barrier division due to the force of gravity. After releasing or releasing by appropriate control or operation of the securing means, the cabin apron can automatically be brought into the barrier division under the action of gravity.

Furthermore, the guide track can have a vertically extending end section adjoining the guide section. The end section ensures that the cabin apron cannot easily be pushed back by applying a horizontal force. To restore the initial position, the apron must first be lifted, i.e. moved slightly upwards in a vertical direction until a curve point is reached from which the apron can be moved further backwards around the guide section, with the apron moving backwards during or after the second-mentioned sliding movement is pivoted up.

The end section, which is preferably short in comparison, can have a linear or curved course.

The end section can have a front end for specifying the locking pitch. This front end corresponds to an end point of the guideway. The front end forms a lowermost point of the guideway, so that the pivot axis of the cabin apron is temporarily fixed. The front end of the end section is positioned in such a way that in the barrier division the vertical car apron runs close to and almost parallel to the shaft door. Temporarily fixed here means that the cabin apron can only be swiveled when horizontal forces are exerted. However, since the front end of the end section is preferably arranged so close to the shaft wall on the shaft door side, the pivoting movement is essentially prevented or only a slight pivoting movement is possible, since the shaft door abuts the shaft door.

The car apron can have a pair of articulated cams for specifying the pivot axis have which engage in a pair of parallel guide grooves on the cabin which form the guide tracks. Of course, other structural configurations are also conceivable. For example, the car apron can be a continuous axle shaft for specifying the pivot axis, which engages in guide grooves on the car.

The cabin apron can have a central, preferably approximately rectangular cutout in the region of the support segment. Such a design can help that the support segment has a sufficient length, but, thanks to the cutout, there is no disruptive obstacle at the door sill. In this way, even with extra-long support segments, it is ensured that the car opening is completely free when the car doors are open.

Further individual features and advantages of the invention emerge from the following description of exemplary embodiments and from the drawings. Show it:

1 shows a greatly simplified representation of an elevator system according to the invention with a car which can be moved up and down in an elevator shaft and which is equipped with a movable car apron, the car apron being in a rest position.

FIG. 2 of the elevator system from FIG. 1, the car apron of the car being in a blocking division,

3 shows an enlarged representation of a car apron for the elevator system according to the invention,

4 shows a variant of the cabin apron according to FIG. 3, and

5 shows a front view of a cabin with a cabin apron in a barrier division according to an exemplary embodiment.

Fig. 1 shows an elevator system for a multi-storey building, marked with 1. The building has an elevator shaft 2 or several as required Elevator shafts. The elevator system 1 shown here contains a car 3 that can be moved vertically up and down in the elevator shaft 2 for transporting people or goods to individual floors. The cabin 3 has a cabin floor 9, a cabin roof, a front 21, a rear opposite the front and parallel cabin sides 22 connecting the front and rear. A car door 23 is arranged in the area of the front side 21.

A shaft door 4 is assigned to each floor. In addition to the car 3, the elevator system generally has a counterweight, suspension means and a drive, which are not shown here for the sake of simplicity and for reasons of clarity. The drive (e.g. a traction sheave drive) drives the suspension element (s) (e.g. belts, steel cables) and thus moves the car 3 and the counterweight in opposite directions. To guide the car 3 (also not shown here) guide rails are arranged in the elevator shaft 2.

Below the cabin 3, a special cabin skirt 5, described in detail below, is arranged. In Fig. 1, the car apron is in a rest position close to the car 3, in which position the car apron is normally det. In the rest position, the cabin apron is clearly positioned in a horizontal window below cabin 3 close to a cabin underside 20. Only in special len situations, for example for emergency evacuations of people from the cabin 3, the cabin apron 5 is brought into a barrier division. Fig. 1 shows the car 3 in a position between the floors in which such an emergency evacuation may be necessary. So that people can safely get out of the cabin 3 to the next floor, the cabin apron 5 must be transferred from the rest position shown in Fig. 1 to a locking pitch. This transfer takes place after first Sicherheitsmit tel 15 were triggered to hold the car apron 5 in the rest position. The cabin apron 5 is then moved in two phases and brought into the Sperrstei development shown in FIG. 3. The barrier division is the position in which the car apron 5 blocks or covers the gap between the car and the floor. In the barrier division, the cabin skirt 5 is obviously directed vertically downwards. The cabin apron 5 runs in the barrier division parallel to the shaft wall on the shaft door side.

The aforementioned securing means 15 can, for example, be one or at most several Include pawls, with the help of which the car apron 5 can be held in the rest position on the Ka bine 3 in the horizontal position on the underside 20 of the car. The securing means 15 can be designed to be controllable or can be operated manually to cancel the rest position.

As can be seen from FIG. 2, the cabin apron 5 is mounted on the cabin 3 in a pivotable and displaceable manner via a guide track 10. The sequence of movements of the cabin apron 5 is indicated with dashed lines. First, the car apron 5, after it has been released by the securing means 15, falls down, where it experiences a pivoting movement. This position of the cabin apron is indicated with 5 ’. Then the car apron 5 is moved in the direction of the shaft wall on the shaft door side until it finally reaches the end position shown with 5 ’’.

The guide track 10 can be formed, for example, by a groove. The pivot axis for the pivoting movement is denoted by S. The guide track 10 comprises a linear guide section 11 (see FIG. 4). In the end position, the horizontal pivot axis S is positioned slightly below in relation to the guide section 11. For the end position, the horizontal guide section 11 is adjoined by a downwardly directed, comparatively short vertical end section 13. In this position, the cabin apron 5 "cannot easily be pushed back in the horizontal direction, so that the cabin apron 5 '' is mounted on the cabin 3 so that it can be swiveled in a more or less stable manner.

If a horizontal force acts on the car apron 5 '’from the outside, for example by people getting out of the cabin interior, the pivot axis S cannot retreat in the horizontal direction; the pivot axis S is thus fixed at least temporarily. When horizontal forces are exerted from the outside, there is a slight pivoting movement, but further pivoting movement is prevented because the upper free end 19 hits the shaft door 4. The force mentioned here is shown in Fig.

4 indicated by an arrow F.

Since the car apron 5, when it is in the locking division (5 "), can be supported on the shaft doors 4 from the outside when horizontal forces are exerted, it is not necessary to provide additional or special locking means to secure the locking division of the car apron. The shaft doors 4 are usually designed as sliding doors. This ensures that the cabin apron 5 even with a for the Evacuation open shaft door 4 can be supported on the shaft door 4.

So that the car apron 5 can be brought back from the locking division into the starting position, that is to say into the aforementioned rest position, the car apron 5 must be raised. After the car apron 5 has been moved slightly upwards in the vertical direction, it can be pushed back along the linear horizontal guide section 11 of the guide track 10 back into the horizontal intermediate position (5 ') at the beginning of the guide track 10. Finally, the cabin apron has to be

5 can only be closed or folded back. If the securing means 15 have corresponding pawls, for example, for a latching connection, the car apron 5 engages on the pawl, whereby the car apron 5 is held securely in the rest position again.

For a reliable and safe support of the car apron 5 when it is in the locking division, the car apron 5 has a part that protrudes upward in relation to the pivot axis S. This protruding part is formed by a segment of the car apron 5 called a support segment 8. The cabin apron 5 be essentially consists of a flat apron element 6, which is composed of a locking segment 7 and the aforementioned support segment 8. The blocking segment 7 has the task of blocking the gap between the floor and the underside of the cabin 20. The locking segment 7 and the support segment 8, which are preferably flush with one another and thus lie on the same plane, form a common flat element.

On the flat apron element 6, an extension for forming the pivot axis S is attached as an example. The extension can be monolithic with the flat apron element

6 be connected. The extension can be equipped with a hinge cam, for example. In this case, the car apron 5 can preferably have a pair of articulated cams which engage in a pair of parallel guide grooves to form the guide track 10 on the car 3.

A preferred variant of a guide track 10 for the pivotable and displaceable mounting of the cabin apron 5 is shown in FIG. 4. The apron element 6 of the cabin apron 5 is essentially the same as in the first exemplary embodiment. The guide track 10 has an inclined linear guide section 11 and a comparatively short, vertically ver running linear end section 13 adjoining the guide section 11. In the present case, the guide section 11 is inclined by an angle of 30 ° with respect to the horizontal, for example. The angle of inclination of the guide section 11 with respect to the horizontal can preferably be between 10 ° and 45 °.

As already mentioned, the car apron 5 has a locking segment 7, which adjoins the pivot axis S and protrudes downward in the locking pitch, for locking the gap between the floor and the underside of the cabin 20, and a support segment 8 which adjoins the pivot axis S and protrudes upward in the locking pitch to secure the vertical position of the cabin apron. The support segment 8 preferably has a length L, measured from the pivot axis S to the free upper end 19, of at least 10 cm.

The end section 13 has a front end for specifying the locking pitch, the front end corresponding to an end point of the guide track 10. The front end forms the lowest point of the guideway 10.

In Fig. 4 it can be clearly seen that the pivot axis S is temporarily fixed in the locking division. When the force acts, the cabin apron 5 could only be pivoted. However, since the vertical cabin apron 5, which runs almost parallel to the shaft door 4, is practically immediately next to the shaft door 4, the pivoting movement is essentially prevented or only a slight pivoting movement is possible because the cabin apron 5 hits the shaft door 4.

From the front view of the cabin 3 according to FIG. 5 it can be seen that the cabin apron 5 can have a central, preferably approximately rectangular cutout 14 in the region of the support segment 8. If a particularly large length is chosen for the Stützseg element 8, the cutout 14 can ensure that no disruptive obstacle arises at the door sill and so people can be evacuated from the cabin unhindered.

Claims

1. Elevator system (1) with an elevator shaft (2) which can be moved up and down in an elevator shaft (2), the car (3) having a cabin apron (5) that can be moved between a horizontal rest position and a vertical locking division ), characterized in that the car apron (5), when it is in the barrier division, is supportable on one of the shaft doors (4).

2. Elevator system according to claim 1, characterized in that the car apron (5) is designed to be movable about a horizontal pivot axis (S) and that the car apron (5) has a locking segment which adjoins the pivot axis (S) and projects downward in the locking pitch (7) for blocking the gap between the floor and the underside of the cabin and a support segment (8) which is connected to the pivot axis (S) and protrudes upward in the barrier division to secure the vertical position of the cabin apron.

3. Elevator installation according to claim 2, characterized in that the support segment (8) has a length (L) of at least 10 cm.

4. Elevator installation according to one of claims 1 to 3, characterized in that the car apron (5) is mounted on the car (3) so as to be pivotable and displaceable via a guide track (10).

5. Elevator installation according to claim 4, characterized in that the guide track (10) has a guide section (11) for moving the car apron and for bridging the horizontal distance to the shaft door.

6. Elevator system according to claim 4 or 5, characterized in that the Füh approximately track (10) has an inclined guide section (11).

7. Elevator installation according to claim 5 or 6, characterized in that the guide track (10) has a vertically ver running end section (13) adjoining the guide section (11).

8. Elevator system according to claim 7, characterized in that the end section (13) has a front end for specifying the locking pitch, the front end forming a lowermost point of the guideway (10) so that the pivot axis (S) of the car apron (5 ) is temporarily fixed.

9. Elevator installation according to one of claims 1 to 8, characterized in that the car apron (5) in the region of the support segment (8) has a central, preferably approximately rectangular cutout (14).