CA2267428A1 - Operating system for lift doors - Google Patents
Operating system for lift doors Download PDFInfo
- Publication number
- CA2267428A1 CA2267428A1 CA002267428A CA2267428A CA2267428A1 CA 2267428 A1 CA2267428 A1 CA 2267428A1 CA 002267428 A CA002267428 A CA 002267428A CA 2267428 A CA2267428 A CA 2267428A CA 2267428 A1 CA2267428 A1 CA 2267428A1
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- CA
- Canada
- Prior art keywords
- operating system
- operating
- door
- magnet
- actuator
- 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.)
- Abandoned
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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
- B66B13/02—Door or gate operation
- B66B13/12—Arrangements for effecting simultaneous opening or closing of cage and landing doors
Landscapes
- Elevator Door Apparatuses (AREA)
- Power-Operated Mechanisms For Wings (AREA)
- Lift-Guide Devices, And Elevator Ropes And Cables (AREA)
Abstract
An operating system (1) placed on the cabin door (2) shown with a continuous line in rest position and with a dotted line in working position. An arrow marked with a (Y) indicates a horizontal movement undertaken by the operating system (1) in the Y-direction and an arrow marked by (X) indicates a horizontal movement undertaken by the operating system (1) in the Xdirection. The X/Y movement of the operating system (1) is produced by means of an actuator and motive mechanics. On a shaft door (3) is placed an operating cam (4) upon which the operating system (1) rests. Operating system (1) sensors measure the distance to the shaft door (3) and the operating cam (4). An electromagnet of the operating system (1) produces the necessary force for coupling of cabin door (2) to shaft door (3).
Description
la Description Operating System for Elevator Doors The invention relates to an operating system for elevator doors consisting of a magnet movably mounted on a car door, the magnetic field of the magnet acting on a magnetizable operating cam mounted on a hoistway door.
From patent specification US 5 487 449 an operating device has become known by means of which the car door is magnetically coupled with the hoistway door when the car door and hoistway door are opened and closed. The magnetic field of an electromagnet or :permanent magnet mounted on the car door acts on a coupler mounted on the hoistway door, as a result of which the doors are cou;~led b:y magnetic force, and opened and closed together by means of a door drive. To make the coupling smoother, rollers which can be swiveled are mounted on the magnet, the magnetic force acting against spring forces created by springs mountecj on the rollers.
From patent speci:Eication US 3 913 270 an operating device has become known which has an electromagnet mounted on the car door in a vertically movable manner. Two guides running in a vertical direction give the electromagnet a limited amount of freedom to move in the vertical direction, the electromagnet being held in the corrects position by means of springs. When the car door couples with the hoistway door, the electromagnet acts on an operating rail, which is mounted on the hoistway door in a swiveling manner, the operating rail thereby being drawn toward the eslectromagnet. When decoupling takes place, the electromagnet is switched off. When this happens, the operating rail, which is supported by swivel arms, is released from the electromagnet and swivels downwards.
AMENDED PAGE
lb A disadvantage of the known device is that the tolerances inherent in the elevator system cannot be sufficiently corrected by the operating device, and there is therefore a danger that the operating device collides with either the hoistway door sill, or parts of the hoistway door lock, while the elevator is in operation, which can cause faults in the elevator and damage to parts of the installation.
AMENDED PAGE
From patent specification US 5 487 449 an operating device has become known by means of which the car door is magnetically coupled with the hoistway door when the car door and hoistway door are opened and closed. The magnetic field of an electromagnet or :permanent magnet mounted on the car door acts on a coupler mounted on the hoistway door, as a result of which the doors are cou;~led b:y magnetic force, and opened and closed together by means of a door drive. To make the coupling smoother, rollers which can be swiveled are mounted on the magnet, the magnetic force acting against spring forces created by springs mountecj on the rollers.
From patent speci:Eication US 3 913 270 an operating device has become known which has an electromagnet mounted on the car door in a vertically movable manner. Two guides running in a vertical direction give the electromagnet a limited amount of freedom to move in the vertical direction, the electromagnet being held in the corrects position by means of springs. When the car door couples with the hoistway door, the electromagnet acts on an operating rail, which is mounted on the hoistway door in a swiveling manner, the operating rail thereby being drawn toward the eslectromagnet. When decoupling takes place, the electromagnet is switched off. When this happens, the operating rail, which is supported by swivel arms, is released from the electromagnet and swivels downwards.
AMENDED PAGE
lb A disadvantage of the known device is that the tolerances inherent in the elevator system cannot be sufficiently corrected by the operating device, and there is therefore a danger that the operating device collides with either the hoistway door sill, or parts of the hoistway door lock, while the elevator is in operation, which can cause faults in the elevator and damage to parts of the installation.
AMENDED PAGE
It is in this respect that the invention aims to provide a remedy. The objective of the invention as characterized in Claim 1 is to avoid the disadvantages of the known device, and to create an operating system which, while the doors are moving, automatically adjusts different positions occurring within the allowed tolerances of operating elements mounted on the car door, and of operating elements mounted on the hoistway door.
The advantages resulting from the invention relate mainly to the fact that the necessary distance between the car door sill and the hoistway door sill can be minimized, so that the gap between the sills can also be passed over by vehicles with small wheels. An additional advantage is that horizontal movement within allowed tolerances in the X/Y direction caused by loading and unloading the elevator car, and tolerances arising due to wear of 'the guides and settlement of the building, can be ,automatically detected and corrected. A
further advantage is that pre-opening of the elevator doors while the elevator car .is leveling-in to a stop, and traveling in either an upward or downward direction, is possible without certain of the operating elements being subject to especial wear. Advantageou;~ consequences of this are a long service life and freedom :from maintenance of the operating system according to the :invent:ion.
A more detailed description of the invention follows below by reference to drawings i:Llustrating only one embodiment. The drawings show:
Fig. 1 A plan viE~w of an elevator entrance/exit;
Fig. 2 A schematic plan view of an operating system according to the invention;
Fig. 2a A side view of a motive mechanism of the operating system:
Fig. 2b A plan view of the motive mechanism of the operating system;
Fig. 2c A side view of a drive of the motive mechanism;
Fig. 2d A plan view of the drive of the motive mechanism;
Fig. 2e An elevation A of the drive of the motive mechanism;
Fig. 3 Details of the operating system for mounting a magnet carrier;
Fig. 3a Details o:E the magnet carrier;
Fig. 3b An elevation of a slide mounted on the magnet carrier;
Fig. 3c A plan view of the slide mounted on the magnet carrier;
Fig. 3d A side viE~w of the slide mounted on the magnet carrier;
Fig. 4 A base plate fastened on the car door;
Fig. 4a Details oi: the fastening of the base plate;
Fig. 5 Alternative positions of the operating system on the car door; and Fig. 5a Alternative positions of the operating cam on the hoistway door.
Fig. 1 shows a plan view of an elevator entrance/exit with an elevator car AU standing at a landing. The elevator car AU has a car door 2, which is driven by a door drive (not shown), and which is shown in the drawing in the closed state. The car door 2 has mounted on it an operating system 1, which in its rest position is schown by a continuous line, and in its working position by a broken line. An arrow marked Y indicates the direction of horizontal movement of the operating system 1 in the Y direction, and an arrow marked X indicates the direction of horizontal movement of the operating system 1 in the X direction. An opening in a hoistway wall SW is closed by means of a door frame TR and a hoistway door 3. Mounted on the hoistway door 3, which is shown in its closed state, is an operating cam 4 having a section in the form of an 'L', for example, against which the operating system 1 rests. An arrow marked SL indicates the direction in which the car door 2 and the hoistway door 3 close, and an arrow marked OE symbolizes the direction in which 'the car door 2 and the hoistway door 3 open. The car door 2 and the hoistway door 3 are each constructed as a sliding door having at least one door panel.
The gap between a car door sill KS and a hoistway door sill SS
is marked 5.
Fig. 2 shows a schematic view of the operating system 1. Fig.
2a and Fig. 2b sh~~w the motive mechanism of the operating system illustrated schematically in Fig. 2. Fig. 2c, Fig. 2d, and Fig. 2e show 'the drive of the motive mechanism. The operating system :1 mounted on the car door 2 is movably connected to a linkage rail 1.1.3 at linkage points 10, 11, 12, 13, 14, 15. The linkage points 12, 15 can also be moved on sliding tracks 16 of a :Aiding-track support rail 1.1.2. The linkage points 10, 11 are movably joined by means of a first connecting rod 18; the :Linkage points 11, 12 are movably joined by means oj' a second connecting rod 19; the linkage points 13, 14 are movably joined by means of a third connecting rod 20;; and the linkage points 14, 15 are movably joined by means o7. a fourth connecting rod 21. Mounted on the linkage points 11,, 14 i:> a casing 1.1.1 of the operating system 1. A first actuator 23, consisting, for example, of an alternating current motor with a threaded spindle, engages with a lever 22, yohich is connected at right angles to the linkage/sliding point 15. The actuator 23 is fastened to the base plate 1.1 at fastening points 23.2, and drives a threaded spindle 23.1 which is connected to a threaded nut 22.1 mounted on the lever 22. The lever 22 carries out a horizontal WO 98/l4395 5 PCT/CH97/00342 movement HB. As a result, the operating system 1 is displaced by a first distance 30 in the X direction, and by a second distance 30.1 in i:he Y direction, as determined by the lever geometry. While the operating system 1 moves, it does so towards an end po:>ition 31, and a first measuring distance 32 from a contact surface 4.1 of the operating cam 4 is measured by means of an X sensor 34, which may be, for example, an infrared, laser, or ultrasonic sensor. If the predefined first measuring distance' 32 has been reached, the operating system 1 remains in the working position represented by a continuous line. If the first. measuring distance 32 has not been reached, or if a specified tolerance value is fallen below, the first actuator 23 is activated by means of an X sensor and an operating controller (not shown), as a result of which the operating system J. is adjusted until the specified first measuring distance' 32 is reached.
While the first ms:asuring distance 32 is being reached, and during any necessary correction by the X sensor 34, a Y sensor 33 measures a second measuring distance 32.1 from a sliding surface 4.2 of ths: operating cam 4. The operating controller checks whether the' prespecified second measuring distance 32.1 has been reached. If they prespecified second measuring distance 32.1 has been reached, no correction is made.
However, if measurement of the distance detects a deviation, the current value of the: second measuring distance 32.1 is stored in the memory of the operating system as the door-edge correction value, and used in the manner described later for positioning the car door edge and hoistway door edge.
Fig. 3 and Fig. 3a~ show a magnet carrier 5.1, which is mounted in the casing 1.1.1 of t:he operating system 1, and which has mounted on it a slide 43.1 which can be moved in guides 41, 42. After the second measuring distance 32.1 has been reached, the magnet carrier 5.1 is moved by means of a second actuator in the Y direction in the guides 41, 42 of the casing 1.1.l until the slide 43.1 rests against a surface 43 on the sliding surface 4.2 of the: operating cam 4, the slide 43.l being elastically supported relative to the magnet carrier 5.1 by means of spring elements 46, 47, and the spring elements 46, 47 being pressed together in such a way that a magnet taking the form, for example, of an electromagnet 45, has reached a prespecified first distance 44. By means of the Y sensor 33, the operating system monitors this increase in proximity, and switches off the second actuator 40 as soon as the prespecified first distance 44 is reached. The operating system then switches on the electromagnet 45, which consists of a magnet body 45.1 and a magnetizing coil 5.5, and which links the operating system 1 to the sliding surface 4.2 of the operating cam 4 by means of an adhesive force which is regulated by the operating controller. The sensors 33, 34 are mounted in the slide 43.1 mentioned above.
Fig. 3b, Fig. 3c and Fig. 3d respectively show an elevation, a plan view, and a side view of the slide 43.1, on which there is a recess 43.1.1 for the magnet carrier 5.1, and centering holes 43.1.2 for the springs 46, 47. Fig. 3c shows the respective positions of the Y sensor 33 and the X sensor 34 which are, for example, cast in the slide 43.1.
Following the magnetic coupling of the car door 2 with the hoistway door 3, the door drive is activated and the doors are moved in the direction of opening OE. During the opening movement of the car door 2 and the hoistway door 3, the operating controller checks whether, while the operating system 1 was moving towards the operating cam 4, a second measurement distance 32.1 was stored in the memory of the operating controller as a door-edge correction value, as described earlier. If no door-edge correction value has been stored, the door edges of the car door 2 and the hoistway door 3 correspond, and their respective edges are parallel and abreast. If deviations within allowed tolerances, caused for example by uneven loading of the elevator car AU, have caused a second measuring distance 32.1 to be stored, the second actuator 40 adjusts the magnet carrier 5.1 until the door edges of the car door 2 and the hoistway door 3 are again parallel and abreast. This correction of deviations within allowed tolerances is necessary so that the respective leading edges of both the door panel of the car door 2 and of the hoistway door 3 a:re abreast and move parallel to each other.
During the entire opening process, and while the open doors 2, 3 are parked in the open position, and during the closing process, the electromagnet 45 is switched on, and the doors 2, 3 are coupled by means of magnetic adhesion force. The magnetic force of the electromagnet 45 is designed to be of such an intensity that, even at maximum acceleration of both doors 2, 3 in the direction of opening OE, the adhesive force of the electromagnet 45 is in a11 cases sufficient to move the hoistway door 3 b!t mean s of the door drive.
In Fig. 3 and Fig.. 3a, 40.5 indicates the stroke of the second actuator 40, and ~~4.1 indicates the compression stroke of the slide 43.1, which is es:>entially determined by the spring elements 46, 47. ~~ threaded spindle 40.0 of the second actuator 40 engagE~s in a spindle nut 40.1 mounted on the magnet carrier 5.7!, the rotational motion of the threaded spindle being thereby converted into a linear movement of the magnet carrier 5.7_. The spindle nut 40.1 is held movably in place on the magnet carrier 5.1 by means of compression springs 5.3.
Fig. 4 and Fig. 4a show a base plate 1.1 which is mounted on the car door 2 anct whicra carries the operating system 1. To prevent jamming between the movable elevator car AU and car door 2, and the hoistway door 3 and operating system 1, which are fixed in the e~levatar hoistway, the base plate 1.1 is movably fastened t:o the car door 2 by means of elastic elements 1.2. These elastic elements are designed in such a way that they can withstand transverse forces in the Y
direction without the operating system 1 moving in the X
direction by an e~t:cessive amount. Futhermore, in the door-open position of the car door 2 and hoistway door 3, the operating controller causes the magnetic force between the electromagnet and the operating cam. 4 to be reduced in such a way that only the minimum holding force is produced which prevents the hoistway door 3 from being closed by the closing force specified by regu_Lations. As a result of this reduction in adhesive force, ii, then becomes easily possible for the operating system :l, or the surface 43 of the slide 43.1, to move to correspond with the necessary upward or downward movement of the operating cam 4 on the sliding surface 4.2 under different loading conditions, for example.
The base plate l..l which may, for example, be rectangularly shaped, rests at gas corners on the elastic elements 1.2. As shown in Fig. 4a, an elastic element 1.2 is fastened to the car door 2 by means of a bolt 1.2.4 and a nut 1.2.1. A
distance sleeve 1,.2.2 which passes through the elastic elementl.2 serves as a spacer, and a lock washer 1.2.3 serves as a bearing surface and lock for the screw 1.2.4.
The door drive in~_tiate:~ the closing procedure of the car door 2 and the hoistway door 3. During the closing movement, the door-edge correct~_on, which was caused by the presence of deviations within allowable tolerances, is returned by the second actuator 40 to the specified value of the second measuring distances 32.1.. As a result of the travel curve characteristic of the door drive, the closing speed toward the end of the travel of the doors 2, 3 is reduced toward 0 m/s, so that the doors 2, 3 come to rest in exactly the predefined position. If no deviations between the car door edge and the hoistway door edge' have been caused by the loading conditions, the electromagnet 45 is switched off when the door reaches the closed position. F3oth doors 2, 3 are closed.
If the door edge of the hoistway door 3 lags behind the door edge of the car door 2, then when the electromagnet 45 is turned off, the hoistway door 3 continues to travel further by the amount of the deviation present, and closes. If there is a deviation of the door edges in the opposite direction, so that the hoistway door 3 reaches its end position before the car door 2, the increasing compressive force on the slide 43.1 is absorbed by the compression springs 5.3.
If the magnetically coupled doors 2, 3 are closed again, the electromagnet is switched off again, as a result of which the magnetic force fades. The second actuator 40 pulls the magnet carrier 5.1 into a specified parking position, and the first actuator 23 moves the operating system 1 into a parking position also. In the parking position, the operating system 1 is pulled back against the car door 2, so that the gap 5 between the car door sill and the hoistway door sill is largely free. While the elevator car AU is travelling along the elevator hoistway, contact of the operating system 1 with the hoistway door sill is completely ruled out, even in the presence of dynamic travel movement of the elevator car AU.
The parking position of the operating system 1 is secured by means of a retaining spring 6, so that the operating system 1 cannot leave its ;parking position even if there is a power failure in the elevator system.
The parking position of the operating system 1, and the operating cam 4 tlhat projects into the gap 5, are adapted to each other in such a way that in an emergency, with the elevator car AU standing in the unlocking zone, the hoistway door 3 can be opened using the emergency interlock release, without the car door 2 also being opened by the operating cam 4. The operating :system 1 and the operating cam 4 can be caused to travel 1?ast each other without contact occurring.
This characteristic has the consequence that, at a landing with the hoistway door :3 open, the operating system 1 can be easily accessed and maintained without the need to move the elevator car AU to decouple the doors 2, 3 in the manner necessary with conventional operating systems having parallelogram couplers.
Depending on the length of the operating cam 4, pre-opening of the doors 2, 3 can be initiated at any point within the allowable unlocking zone. As described above, the operating system 1 is moved to the measuring distances 32, 32.1 by the actuators 23, 40, the operating system 1 comes to rest against the operating cam 4, the electromagnet 45 is switched on, and the magnetic forces acts on, and magnetically couples, the operating system 7. and the operating cam 4. While this process takes place in they unlocking zone approximately 12 to 15 cm in advance of the landing position, the elevator car AU moves in the elevator hoist=way wp.th decreasing speed. Supported by the force of the spring elements 46, 47, the slide 43.1 rests with its sliding surface 43 against the sliding surface 4.2 of the operating cam 4. ~3y suitably selecting the material of the slide 43.1, for example polyethylene, a noise-free, practically frictlonless, non-abrading movement of the operating system .l on the operating cam 4 is assured.
During leveling at. a landing, within the allowable door unlocking zone, the magnetic force of the electromagnet 45 can also be slowly adjusted to increase, so that during this phase of upward oz- downward movement optimal sliding of the slide 43.1 on the sliding surface 4.1 of the operating cam 4 is possible.
Fig. 5 and Fig. 5a show alternative ways of arranging the operating system J., and the operating cam 4, on the car door 2, and the hoistway door 3, respectively. The doors 2, 3 are, for example, constructed as two-panel doors opening from the center. In arrangement a, the operating system 1 and the operating cam 4 are mounted in the area of the upper carrier LW. In arrangement: b, the operating system 1 and the operating cam 4 are fastened on the door panels at the height of the center of gravity S, so as to avoid unnecessary momentary stresses on the door guides. In arrangement c, the operating system 1 and the operating cam 4 are mounted in the area of the door sills KS and SS respectively.
The advantages resulting from the invention relate mainly to the fact that the necessary distance between the car door sill and the hoistway door sill can be minimized, so that the gap between the sills can also be passed over by vehicles with small wheels. An additional advantage is that horizontal movement within allowed tolerances in the X/Y direction caused by loading and unloading the elevator car, and tolerances arising due to wear of 'the guides and settlement of the building, can be ,automatically detected and corrected. A
further advantage is that pre-opening of the elevator doors while the elevator car .is leveling-in to a stop, and traveling in either an upward or downward direction, is possible without certain of the operating elements being subject to especial wear. Advantageou;~ consequences of this are a long service life and freedom :from maintenance of the operating system according to the :invent:ion.
A more detailed description of the invention follows below by reference to drawings i:Llustrating only one embodiment. The drawings show:
Fig. 1 A plan viE~w of an elevator entrance/exit;
Fig. 2 A schematic plan view of an operating system according to the invention;
Fig. 2a A side view of a motive mechanism of the operating system:
Fig. 2b A plan view of the motive mechanism of the operating system;
Fig. 2c A side view of a drive of the motive mechanism;
Fig. 2d A plan view of the drive of the motive mechanism;
Fig. 2e An elevation A of the drive of the motive mechanism;
Fig. 3 Details of the operating system for mounting a magnet carrier;
Fig. 3a Details o:E the magnet carrier;
Fig. 3b An elevation of a slide mounted on the magnet carrier;
Fig. 3c A plan view of the slide mounted on the magnet carrier;
Fig. 3d A side viE~w of the slide mounted on the magnet carrier;
Fig. 4 A base plate fastened on the car door;
Fig. 4a Details oi: the fastening of the base plate;
Fig. 5 Alternative positions of the operating system on the car door; and Fig. 5a Alternative positions of the operating cam on the hoistway door.
Fig. 1 shows a plan view of an elevator entrance/exit with an elevator car AU standing at a landing. The elevator car AU has a car door 2, which is driven by a door drive (not shown), and which is shown in the drawing in the closed state. The car door 2 has mounted on it an operating system 1, which in its rest position is schown by a continuous line, and in its working position by a broken line. An arrow marked Y indicates the direction of horizontal movement of the operating system 1 in the Y direction, and an arrow marked X indicates the direction of horizontal movement of the operating system 1 in the X direction. An opening in a hoistway wall SW is closed by means of a door frame TR and a hoistway door 3. Mounted on the hoistway door 3, which is shown in its closed state, is an operating cam 4 having a section in the form of an 'L', for example, against which the operating system 1 rests. An arrow marked SL indicates the direction in which the car door 2 and the hoistway door 3 close, and an arrow marked OE symbolizes the direction in which 'the car door 2 and the hoistway door 3 open. The car door 2 and the hoistway door 3 are each constructed as a sliding door having at least one door panel.
The gap between a car door sill KS and a hoistway door sill SS
is marked 5.
Fig. 2 shows a schematic view of the operating system 1. Fig.
2a and Fig. 2b sh~~w the motive mechanism of the operating system illustrated schematically in Fig. 2. Fig. 2c, Fig. 2d, and Fig. 2e show 'the drive of the motive mechanism. The operating system :1 mounted on the car door 2 is movably connected to a linkage rail 1.1.3 at linkage points 10, 11, 12, 13, 14, 15. The linkage points 12, 15 can also be moved on sliding tracks 16 of a :Aiding-track support rail 1.1.2. The linkage points 10, 11 are movably joined by means of a first connecting rod 18; the :Linkage points 11, 12 are movably joined by means oj' a second connecting rod 19; the linkage points 13, 14 are movably joined by means of a third connecting rod 20;; and the linkage points 14, 15 are movably joined by means o7. a fourth connecting rod 21. Mounted on the linkage points 11,, 14 i:> a casing 1.1.1 of the operating system 1. A first actuator 23, consisting, for example, of an alternating current motor with a threaded spindle, engages with a lever 22, yohich is connected at right angles to the linkage/sliding point 15. The actuator 23 is fastened to the base plate 1.1 at fastening points 23.2, and drives a threaded spindle 23.1 which is connected to a threaded nut 22.1 mounted on the lever 22. The lever 22 carries out a horizontal WO 98/l4395 5 PCT/CH97/00342 movement HB. As a result, the operating system 1 is displaced by a first distance 30 in the X direction, and by a second distance 30.1 in i:he Y direction, as determined by the lever geometry. While the operating system 1 moves, it does so towards an end po:>ition 31, and a first measuring distance 32 from a contact surface 4.1 of the operating cam 4 is measured by means of an X sensor 34, which may be, for example, an infrared, laser, or ultrasonic sensor. If the predefined first measuring distance' 32 has been reached, the operating system 1 remains in the working position represented by a continuous line. If the first. measuring distance 32 has not been reached, or if a specified tolerance value is fallen below, the first actuator 23 is activated by means of an X sensor and an operating controller (not shown), as a result of which the operating system J. is adjusted until the specified first measuring distance' 32 is reached.
While the first ms:asuring distance 32 is being reached, and during any necessary correction by the X sensor 34, a Y sensor 33 measures a second measuring distance 32.1 from a sliding surface 4.2 of ths: operating cam 4. The operating controller checks whether the' prespecified second measuring distance 32.1 has been reached. If they prespecified second measuring distance 32.1 has been reached, no correction is made.
However, if measurement of the distance detects a deviation, the current value of the: second measuring distance 32.1 is stored in the memory of the operating system as the door-edge correction value, and used in the manner described later for positioning the car door edge and hoistway door edge.
Fig. 3 and Fig. 3a~ show a magnet carrier 5.1, which is mounted in the casing 1.1.1 of t:he operating system 1, and which has mounted on it a slide 43.1 which can be moved in guides 41, 42. After the second measuring distance 32.1 has been reached, the magnet carrier 5.1 is moved by means of a second actuator in the Y direction in the guides 41, 42 of the casing 1.1.l until the slide 43.1 rests against a surface 43 on the sliding surface 4.2 of the: operating cam 4, the slide 43.l being elastically supported relative to the magnet carrier 5.1 by means of spring elements 46, 47, and the spring elements 46, 47 being pressed together in such a way that a magnet taking the form, for example, of an electromagnet 45, has reached a prespecified first distance 44. By means of the Y sensor 33, the operating system monitors this increase in proximity, and switches off the second actuator 40 as soon as the prespecified first distance 44 is reached. The operating system then switches on the electromagnet 45, which consists of a magnet body 45.1 and a magnetizing coil 5.5, and which links the operating system 1 to the sliding surface 4.2 of the operating cam 4 by means of an adhesive force which is regulated by the operating controller. The sensors 33, 34 are mounted in the slide 43.1 mentioned above.
Fig. 3b, Fig. 3c and Fig. 3d respectively show an elevation, a plan view, and a side view of the slide 43.1, on which there is a recess 43.1.1 for the magnet carrier 5.1, and centering holes 43.1.2 for the springs 46, 47. Fig. 3c shows the respective positions of the Y sensor 33 and the X sensor 34 which are, for example, cast in the slide 43.1.
Following the magnetic coupling of the car door 2 with the hoistway door 3, the door drive is activated and the doors are moved in the direction of opening OE. During the opening movement of the car door 2 and the hoistway door 3, the operating controller checks whether, while the operating system 1 was moving towards the operating cam 4, a second measurement distance 32.1 was stored in the memory of the operating controller as a door-edge correction value, as described earlier. If no door-edge correction value has been stored, the door edges of the car door 2 and the hoistway door 3 correspond, and their respective edges are parallel and abreast. If deviations within allowed tolerances, caused for example by uneven loading of the elevator car AU, have caused a second measuring distance 32.1 to be stored, the second actuator 40 adjusts the magnet carrier 5.1 until the door edges of the car door 2 and the hoistway door 3 are again parallel and abreast. This correction of deviations within allowed tolerances is necessary so that the respective leading edges of both the door panel of the car door 2 and of the hoistway door 3 a:re abreast and move parallel to each other.
During the entire opening process, and while the open doors 2, 3 are parked in the open position, and during the closing process, the electromagnet 45 is switched on, and the doors 2, 3 are coupled by means of magnetic adhesion force. The magnetic force of the electromagnet 45 is designed to be of such an intensity that, even at maximum acceleration of both doors 2, 3 in the direction of opening OE, the adhesive force of the electromagnet 45 is in a11 cases sufficient to move the hoistway door 3 b!t mean s of the door drive.
In Fig. 3 and Fig.. 3a, 40.5 indicates the stroke of the second actuator 40, and ~~4.1 indicates the compression stroke of the slide 43.1, which is es:>entially determined by the spring elements 46, 47. ~~ threaded spindle 40.0 of the second actuator 40 engagE~s in a spindle nut 40.1 mounted on the magnet carrier 5.7!, the rotational motion of the threaded spindle being thereby converted into a linear movement of the magnet carrier 5.7_. The spindle nut 40.1 is held movably in place on the magnet carrier 5.1 by means of compression springs 5.3.
Fig. 4 and Fig. 4a show a base plate 1.1 which is mounted on the car door 2 anct whicra carries the operating system 1. To prevent jamming between the movable elevator car AU and car door 2, and the hoistway door 3 and operating system 1, which are fixed in the e~levatar hoistway, the base plate 1.1 is movably fastened t:o the car door 2 by means of elastic elements 1.2. These elastic elements are designed in such a way that they can withstand transverse forces in the Y
direction without the operating system 1 moving in the X
direction by an e~t:cessive amount. Futhermore, in the door-open position of the car door 2 and hoistway door 3, the operating controller causes the magnetic force between the electromagnet and the operating cam. 4 to be reduced in such a way that only the minimum holding force is produced which prevents the hoistway door 3 from being closed by the closing force specified by regu_Lations. As a result of this reduction in adhesive force, ii, then becomes easily possible for the operating system :l, or the surface 43 of the slide 43.1, to move to correspond with the necessary upward or downward movement of the operating cam 4 on the sliding surface 4.2 under different loading conditions, for example.
The base plate l..l which may, for example, be rectangularly shaped, rests at gas corners on the elastic elements 1.2. As shown in Fig. 4a, an elastic element 1.2 is fastened to the car door 2 by means of a bolt 1.2.4 and a nut 1.2.1. A
distance sleeve 1,.2.2 which passes through the elastic elementl.2 serves as a spacer, and a lock washer 1.2.3 serves as a bearing surface and lock for the screw 1.2.4.
The door drive in~_tiate:~ the closing procedure of the car door 2 and the hoistway door 3. During the closing movement, the door-edge correct~_on, which was caused by the presence of deviations within allowable tolerances, is returned by the second actuator 40 to the specified value of the second measuring distances 32.1.. As a result of the travel curve characteristic of the door drive, the closing speed toward the end of the travel of the doors 2, 3 is reduced toward 0 m/s, so that the doors 2, 3 come to rest in exactly the predefined position. If no deviations between the car door edge and the hoistway door edge' have been caused by the loading conditions, the electromagnet 45 is switched off when the door reaches the closed position. F3oth doors 2, 3 are closed.
If the door edge of the hoistway door 3 lags behind the door edge of the car door 2, then when the electromagnet 45 is turned off, the hoistway door 3 continues to travel further by the amount of the deviation present, and closes. If there is a deviation of the door edges in the opposite direction, so that the hoistway door 3 reaches its end position before the car door 2, the increasing compressive force on the slide 43.1 is absorbed by the compression springs 5.3.
If the magnetically coupled doors 2, 3 are closed again, the electromagnet is switched off again, as a result of which the magnetic force fades. The second actuator 40 pulls the magnet carrier 5.1 into a specified parking position, and the first actuator 23 moves the operating system 1 into a parking position also. In the parking position, the operating system 1 is pulled back against the car door 2, so that the gap 5 between the car door sill and the hoistway door sill is largely free. While the elevator car AU is travelling along the elevator hoistway, contact of the operating system 1 with the hoistway door sill is completely ruled out, even in the presence of dynamic travel movement of the elevator car AU.
The parking position of the operating system 1 is secured by means of a retaining spring 6, so that the operating system 1 cannot leave its ;parking position even if there is a power failure in the elevator system.
The parking position of the operating system 1, and the operating cam 4 tlhat projects into the gap 5, are adapted to each other in such a way that in an emergency, with the elevator car AU standing in the unlocking zone, the hoistway door 3 can be opened using the emergency interlock release, without the car door 2 also being opened by the operating cam 4. The operating :system 1 and the operating cam 4 can be caused to travel 1?ast each other without contact occurring.
This characteristic has the consequence that, at a landing with the hoistway door :3 open, the operating system 1 can be easily accessed and maintained without the need to move the elevator car AU to decouple the doors 2, 3 in the manner necessary with conventional operating systems having parallelogram couplers.
Depending on the length of the operating cam 4, pre-opening of the doors 2, 3 can be initiated at any point within the allowable unlocking zone. As described above, the operating system 1 is moved to the measuring distances 32, 32.1 by the actuators 23, 40, the operating system 1 comes to rest against the operating cam 4, the electromagnet 45 is switched on, and the magnetic forces acts on, and magnetically couples, the operating system 7. and the operating cam 4. While this process takes place in they unlocking zone approximately 12 to 15 cm in advance of the landing position, the elevator car AU moves in the elevator hoist=way wp.th decreasing speed. Supported by the force of the spring elements 46, 47, the slide 43.1 rests with its sliding surface 43 against the sliding surface 4.2 of the operating cam 4. ~3y suitably selecting the material of the slide 43.1, for example polyethylene, a noise-free, practically frictlonless, non-abrading movement of the operating system .l on the operating cam 4 is assured.
During leveling at. a landing, within the allowable door unlocking zone, the magnetic force of the electromagnet 45 can also be slowly adjusted to increase, so that during this phase of upward oz- downward movement optimal sliding of the slide 43.1 on the sliding surface 4.1 of the operating cam 4 is possible.
Fig. 5 and Fig. 5a show alternative ways of arranging the operating system J., and the operating cam 4, on the car door 2, and the hoistway door 3, respectively. The doors 2, 3 are, for example, constructed as two-panel doors opening from the center. In arrangement a, the operating system 1 and the operating cam 4 are mounted in the area of the upper carrier LW. In arrangement: b, the operating system 1 and the operating cam 4 are fastened on the door panels at the height of the center of gravity S, so as to avoid unnecessary momentary stresses on the door guides. In arrangement c, the operating system 1 and the operating cam 4 are mounted in the area of the door sills KS and SS respectively.
Claims (10)
1. Operating system (1) for elevator doors consisting of a magnet (45) which is movably mounted on a car door (2) and which acts with its magnetic field on a magnetizable operating cam (4) mounted on a hoistway door (3), characterized in that the magnet (45) is mounted on the car door (2) in such a manner as to be horizontally movable.
2. Operating system according to Claim 1, characterized in that the magnet (45) can be moved horizontally in the X/Y
direction by means of a drivable motive mechanism (1.1.1, 16, 18, 19, 20, 21, 5.1, 43.1).
direction by means of a drivable motive mechanism (1.1.1, 16, 18, 19, 20, 21, 5.1, 43.1).
3. Operating system according to Claim 2, characterized in that sensors (34, 33) are provided which measure the distance (32) of the macmet (45) in the X direction from the operating cam (4) and the distance (32.1) in the Y direction from the operating cam respectively.
4. Operating system according to one of the foregoing claims, characterized in that pairs of connecting rods (18, 19, 20, 21) are provided which can be driven by a first actuator (23), there being a casing (1.1.1) mounted at a linkage point (11, 14) of the connecting rod pair (18, 19, 20, 21) which carries out a movement in the X/Y direction and that the connecting rod pairs (18, 19, 20, 21) are mounted by means of a linkage rail (1.1.3) and a sliding-track support rail (1.1.2) on a base plate (1.1) which is connected in an elastically isolated manner with the car door (2).
5. Operating system according to Claim 4, characterized in that in the casing (1.1.1) there is a magnet carrier (5.1) which has a magnet (45) and which can be moved by means of a second actuator (40).
6. Operating system according to Claims 4 and 5, characterized in that the actuators (23, 40) are motors having threaded spindles, a threaded spindle (23.1) of the first actuator (23) being connected by means of a threaded nut (22.1) to a lever (22) mounted on a linkage point (15), and a threaded spindle (40.0) of the second actuator (40) being connected to a threaded nut (40.1) mounted on the magnet carrier (5.1).
7. Operating system according to Claim 5, characterized in that the magnet carrier (5.1) has movably mounted on it a slide (43.1), such that when the doors (2, 3) are in the coupled state, a surface (43) of the slide (43.1) rests against a sliding surface (4.2) of the operating cam (4), and in that the sensors (33, 34) are mounted on the slide (43.1).
8. Operating system according to one of the foregoing claims, characterized in that there is an operating controller which, by means of signals from the sensors (33, 34), controls the actuators (23, 40), and moves the magnet carrier (5.1) with the magnet (45) to a predefined first measuring distance (32) in the X direction, and a predefined second measuring distance (32.1) in the Y direction.
9. Operating system according to Claim 8, characterized in that the operating system, in the case of deviations, corrects the second measuring distance (32.1) by means of the second actuator (40) to the predefined second measuring distance (32.1), thereby bringing the door edges of the doors (2, 3) abreast.
10. Operating system according to Claims 8 and 9, characterized in that while the elevator car (AU) is leveling-in to a landing, and within the allowable unlocking zone, the magnetic force of tree electromagnet (45) can be adjusted by means of the operating controller so that during this phase of upward or downward movement it is possible for the slide (43.1) to slide an the sliding surface (4.1) of the operating cam.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| EP96810661 | 1996-10-03 | ||
| EP96810661.7 | 1996-10-03 | ||
| PCT/CH1997/000342 WO1998014395A1 (en) | 1996-10-03 | 1997-09-16 | Operating system for lift doors |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2267428A1 true CA2267428A1 (en) | 1998-04-09 |
Family
ID=8225712
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002267428A Abandoned CA2267428A1 (en) | 1996-10-03 | 1997-09-16 | Operating system for lift doors |
Country Status (14)
| Country | Link |
|---|---|
| EP (1) | EP0929495B1 (en) |
| JP (1) | JP2001504072A (en) |
| CN (1) | CN1076709C (en) |
| AT (1) | ATE209157T1 (en) |
| AU (1) | AU734591B2 (en) |
| CA (1) | CA2267428A1 (en) |
| DE (1) | DE59706067D1 (en) |
| DK (1) | DK0929495T3 (en) |
| ES (1) | ES2167015T3 (en) |
| HK (1) | HK1020711A1 (en) |
| NO (1) | NO991597D0 (en) |
| PT (1) | PT929495E (en) |
| TR (1) | TR199900743T2 (en) |
| WO (1) | WO1998014395A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US10392229B2 (en) | 2014-08-25 | 2019-08-27 | Michael SALVENMOSER | Device for actuating a car or shaft door of an elevator system |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7190337B2 (en) * | 2003-07-02 | 2007-03-13 | Kent Displays Incorporated | Multi-configuration display driver |
| CN100593505C (en) * | 2005-03-15 | 2010-03-10 | 三菱电机株式会社 | Interlock device for car door of elevator |
| WO2010070378A1 (en) | 2008-12-19 | 2010-06-24 | Otis Elevator Company | Elevator door frame with electronics housing |
| ES2684136T3 (en) * | 2009-03-13 | 2018-10-01 | Otis Elevator Company | Door frame of elevator system that supports guides |
| CN104144870B (en) * | 2011-12-21 | 2016-07-06 | 因温特奥股份公司 | Car door-shaft door connector |
| CN109319643B (en) * | 2018-10-12 | 2024-04-09 | 佛山市高明区安承升降装备研究院 | Elevator with typhoon prevention function |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB712722A (en) * | 1952-06-03 | 1954-07-28 | Wm Wadsworth & Sons Ltd | Improvements relating to the doors of lifts |
| US3033317A (en) * | 1956-10-25 | 1962-05-08 | Montgomery Elevator | Mechanism for operating an elevator hatch door and interlock |
| US2996152A (en) * | 1960-04-06 | 1961-08-15 | Olexson George | Magnetic retractable door roller for automatic elevators |
| JPS538973B2 (en) * | 1972-07-25 | 1978-04-03 | ||
| JPH05162956A (en) * | 1991-12-12 | 1993-06-29 | Toshiba Corp | Elevator door device |
-
1997
- 1997-09-16 ES ES97938730T patent/ES2167015T3/en not_active Expired - Lifetime
- 1997-09-16 CA CA002267428A patent/CA2267428A1/en not_active Abandoned
- 1997-09-16 DK DK97938730T patent/DK0929495T3/en active
- 1997-09-16 WO PCT/CH1997/000342 patent/WO1998014395A1/en active IP Right Grant
- 1997-09-16 EP EP97938730A patent/EP0929495B1/en not_active Expired - Lifetime
- 1997-09-16 JP JP51607898A patent/JP2001504072A/en active Pending
- 1997-09-16 AU AU41094/97A patent/AU734591B2/en not_active Ceased
- 1997-09-16 TR TR1999/00743T patent/TR199900743T2/en unknown
- 1997-09-16 DE DE59706067T patent/DE59706067D1/en not_active Expired - Fee Related
- 1997-09-16 AT AT97938730T patent/ATE209157T1/en not_active IP Right Cessation
- 1997-09-16 PT PT97938730T patent/PT929495E/en unknown
- 1997-09-16 CN CN97198320A patent/CN1076709C/en not_active Expired - Fee Related
-
1999
- 1999-03-31 NO NO991597A patent/NO991597D0/en not_active Application Discontinuation
- 1999-12-21 HK HK99106003A patent/HK1020711A1/en not_active IP Right Cessation
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US10392229B2 (en) | 2014-08-25 | 2019-08-27 | Michael SALVENMOSER | Device for actuating a car or shaft door of an elevator system |
| US11192755B2 (en) | 2014-08-25 | 2021-12-07 | Michael SALVENMOSER | Device for actuating a car or shaft door of an elevator system |
Also Published As
| Publication number | Publication date |
|---|---|
| AU734591B2 (en) | 2001-06-21 |
| EP0929495B1 (en) | 2001-11-21 |
| HK1020711A1 (en) | 2000-05-19 |
| EP0929495A1 (en) | 1999-07-21 |
| DK0929495T3 (en) | 2002-05-13 |
| WO1998014395A1 (en) | 1998-04-09 |
| CN1076709C (en) | 2001-12-26 |
| PT929495E (en) | 2002-05-31 |
| ATE209157T1 (en) | 2001-12-15 |
| TR199900743T2 (en) | 1999-09-21 |
| JP2001504072A (en) | 2001-03-27 |
| NO991597L (en) | 1999-03-31 |
| CN1231648A (en) | 1999-10-13 |
| ES2167015T3 (en) | 2002-05-01 |
| NO991597D0 (en) | 1999-03-31 |
| AU4109497A (en) | 1998-04-24 |
| DE59706067D1 (en) | 2002-02-21 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Discontinued |