EP1713712A2

EP1713712A2 - Device for actuating and locking elevator doors

Info

Publication number: EP1713712A2
Application number: EP05701577A
Authority: EP
Inventors: Franz Mittermayr
Original assignee: Wittur GmbH
Current assignee: Wittur Holding GmbH
Priority date: 2004-02-11
Filing date: 2005-01-20
Publication date: 2006-10-25
Anticipated expiration: 2025-01-20
Also published as: DE502005007782D1; EP1713712B1; CN100534888C; CN1922093A; ATE437836T1; RU2373133C2; EP1713712B9; ES2329913T3; RU2006132335A; WO2005077808A3; WO2005077808A2; ATA2062004A; AT413529B

Abstract

The invention relates to a device for actuating and locking elevator doors comprising runners (14, 15) that cooperate with shaft door driving rolls (109, 110). An actuator (100) is provided which is retained on a car door (104x, 104b) and encompasses a bolt (20) and an actuating lever (1) that is controlled by a door drive unit (105), the bolt (20) and the actuating lever (1) both being biased counter to a specific position. In order to allow for a structurally simple solution, a spring (7) is provided which is effectively connected to and biases the actuating lever (1) and the bolt (20).

Description

Description DEVICE FOR OPERATING AND LOCKING ELEVATOR DOORS Technical environment

The invention relates to a device for actuating and locking elevator doors according to the preamble of claim 1.

The doors of elevators are generally operated so that a door drive is provided on the elevator car, which performs the opening and closing movement of the car door. The landing doors, which are located at every stopping point of the elevator, usually do not have their own door drive, but are taken away from the car door by driver devices. The driver device also has the task of unlocking the shaft doors.

[003] Shaft door driver rollers are usually attached to a shaft door and have a certain distance in the horizontal or vertical direction. The driver device, which is attached to the door of the elevator car, has driver skids which are oriented in the vertical direction and whose distance from one another can be changed. The unlocking of the shaft doors takes place in that the driver skids exert a force on the shaft door driver rollers. Basically, this force can compress the shaft door driver rollers or push them apart. In practice, such systems are called locking couplers or expansion couplers.

As soon as the unlocking of the shaft doors has taken place, the opening movement of the cabin door can take place, the force being transmitted from the cabin doors via the driver runners and the shaft door driver rollers to the shaft doors, so that the cabin doors and the shaft doors open simultaneously. The shaft doors are connected to one another via a driver device, e.g. coupled a cable with each other. The closing movement takes place in reverse.

The cabin doors themselves are often not completely locked, that is, they are locked in the closed state only by the force of the door operator. Under certain conditions, however, it is necessary or required by law to provide a lock on the car doors that reliably prevents the car door (s) from opening outside the so-called stopping zones, i.e. the stopping points provided for the elevator car. The lock must be be designed so that the locking function is retained even in the event of a power failure. On the other hand, however, it is necessary to release the lock in the holding zones, be it in the normal and intended opening of the cabin door, or in emergencies, for example in the event of a power failure after the cabin has been lowered manually. From EP 0426057 A -. , EP 709334 A -. or EP 164581 A -. Locking devices have become known in which the locking is actuated via levers which are connected to a scanning roller and the scanning roller is deflected from its rest position by fixed ramps in the holding zones. The cabin doors are locked in the rest position. A disadvantage of these solutions is that the adjustment effort for a large number of ramps is relatively large.

From EP 744373 A ~. a solution is known in which the movement of the lock of the shaft door is transferred to the ¹ lock of the cabin door. The associated mechanics have many individual parts.

In order to avoid these disadvantages, solutions have been developed that couple the locking device for the cabin door with the movement of the driver skids, so that no additional ramps are required in the floors. Such solutions are for example in US 6173815 B -. or EP 332841 A -. described. The devices are designed so that the cabin doors are always locked when the door operator presses the doors into the closed position. However, the lock remains activated even if the door drive fails outside of a floor, for example due to a power failure or is inadvertently activated by a fault, and the driver skids are moved into a position that corresponds to the unlocking of the shaft doors. Only in the area of the holding zone on the respective floors can the car door be unlocked by activating the driver skids, but against the shaft door carrier rollers run up and cannot carry out their full theoretically possible movement. In the known solutions, this functionality is implemented via a series of levers, which are connected on the one hand to the door drive and on the other hand to a driver skid. The known solutions are mechanically complex and correspondingly expensive to manufacture and maintain.

In the known solutions, separate springs are provided for the actuating lever and the bolt for locking the cabin door (s). This requires a corresponding design and manufacturing effort.

A very similar construction is from WO 2003089356 A -. known. Here, the cabin door is unlocked with the help of a rope that is tensioned when the driver skids run against the shaft door driver rollers. Here, too, separate springs are provided for the actuating lever and the bolt for locking the cabin door (s).

A development of EP 332841 A -. is from EP 1266860 A -. known. Here, too, a touch rail is provided on one of the driver skids. Only when the driver skid presses against a shaft door driver roller, the push bar is pressed against the driver skid and thereby unlocks the cabin door. Is according to EP 332841 A -. still necessary to transfer the movement of the touch rail via a control curve to a control roller of the car door latch, this is done according to EP 1266860 A -. over lever. Here, too, two springs are necessary, one for the driving runners and one for the second bolt. Disclosure of the Invention Technical Problem

The aim of the invention is to avoid the disadvantages mentioned and to propose a device of the type mentioned at the outset, which is distinguished by a simple outlay and in which the number of springs can be reduced. Technical solution

According to the invention this is achieved in a device of the type mentioned by the characterizing features of claim 1.

The proposed measures ensure that the one spring ensures both the pretension of the actuating lever and that of the bolt and thus the locking of the cabin door (s).

The features of claim 2 result in the advantage of a very simple solution in terms of construction. Preloading of the bolt and the actuating lever can be ensured in a simple manner.

Due to the features of claim 3, three pivotally mounted parts can be biased by a spring against a certain position. This results in a very simple construction, in which the sufficiency can be found with a minimum of parts.

The configuration according to claim 4 is particularly favorable. As will become clear from the description of the figures, it can be achieved in that the doors are only unlocked when the cabin is in a holding area. Brief description of drawings

The invention will now be explained in more detail with reference to the drawing. 1 shows a 'general view of a device according to the invention in the position where it is released in the locking in the floor area in order to open the car door; FIG. 2 shows the device from FIG. 1 on an enlarged scale in a position in which the door drive keeps the cabin door closed; 3 shows a representation corresponding to FIG. 2 in a position of the device when the door drive between floors is de-energized (failed) and the cabin door is still locked; and FIG. 4 is an illustration, according to FIG. 2, in the position where the locking in the floor area is released in order to open the car door. The best way to take advantage of the invention

1 shows the device according to the invention, which has an actuating device 100, in its installation situation. The actuating device 100 is essentially held on a support plate 200 which is connected to a cabin door 104a.

[019] A door holder 101 in the form of a carrier is provided above the entry opening of an elevator car (not shown in more detail). Guide rails 102 are fastened to the door holder 101, on which rollers 103 run, on which bin doors 104a, 104b are suspended. The cabin doors 104a, 104b are actuated via a door drive 105, for example an electric motor, which is fastened to the door holder 101 and drives a drive belt 106. The drive belt 106 is connected to an operating lever 1 (see FIGS. 2-4) of the operating device 100 (see FIG. 1). Since the actuating device 100 is connected directly to the first car door 104a, the first car door 104a is carried by the drive belt 106. The first cabin door 104a is also connected to a peripheral rope 107, which is arranged essentially horizontally and is guided over deflection rollers 108. The second cabin door 104b is also connected to the peripheral rope 107, but to the other strand, so that the opening and closing movement of the cabin doors 104a, 104b takes place simultaneously and in opposite directions. Also shown in FIG. 1 - outside of driver skids 14, 15 of the actuating device 100 - shaft door driver rollers 109, 110, which are connected to a shaft door 111 indicated here by broken lines. This is expediently likewise formed in two parts, the two parts of the shaft door 111 being connected to one another via a coupling device, for example a circulating rope, similar to the rope 107, so that these two parts are also moved simultaneously and in opposite directions.

First, the basic structure and the basic function will be explained. FIG. 2 shows a situation with closed car doors 104a, 104b (only visible in FIG. 1) and closed shaft doors 111 (likewise only shown in FIG. 1). The driver skids together with two pivot levers 11, 13 form a joint parallelogram. By turning the pivot levers 11, 13, the distance between the driver skids 14, 15 is changed. According to FIG. 2, the driver skids 14, 15 of the actuating device 100 are maximally approximated to one another and therefore removed from the shaft door driver rollers 109, 110, so that the cabin can be moved without influencing these shaft door driver rollers 109, 110.

The opening movement of the cabin doors 104a, 104b (see FIG. 1) and the shaft doors 111 is initiated in that the door drive 105 is actuated and drives the drive belt 106 against the direction of the arrow 4 (see FIG. 2). Due to the movement of the drive belt 106, the actuating lever 1 is first carried along in the actuating device 100 and moved to the left with its articulation point 2 above its pivot axis 3. This has the consequence that an actuating rod 10 which is articulated on the actuating lever 1 and which is articulated with its lower end on the pivoting lever 11 is pulled upwards and the Driving skids 14, 15 can be moved apart by pivoting the pivot levers 11 and 13. (Strictly speaking, the actuating rod 10 is articulated on a cam 18, which in turn is articulated on the actuating lever 1. This will be explained further below.)

The driver runners 14, 15 exert a compressive force on the shaft door driver rollers 109, 110, as a result of which a shaft lock 111, not shown, is released. As soon as the actuating lever 1 of the actuating device 100 has reached its stop, which is formed by the end of an elongated hole 6 into which a roller 5 engages, the entire actuating device 100 is pulled to the left by the drive belt 106 (see FIG. 1), whereby the opening movement of the first car door 104a is initiated. The position of FIGS. 1 and 4 has now been reached. At the same time, the second car door 104b is moved in the opposite direction via the cable 107. The shaft doors 111, which - as already mentioned - are also coupled to one another via a circumferential rope, are taken along and also opened via the shaft door driver rollers 109, 110.

So much for the basic principle of this mechanism. In detail, it is structured as follows or works as follows:

The actuating lever 1 for the actuating device 100- according to the invention is connected to the drive belt 106 at the pivot point 2 (see FIGS. 2-4). The actuating lever 1 is pivotally mounted about the pivot axis 3 which is fixedly connected to the cabin door 104a. In the position shown in FIG. 2 (the cabin door is held in the closed position), the drive belt 106 pulls the actuating lever 1 in the direction of the arrow 4, so that the roller 5 on the actuating lever 1 at a stop which is fixedly connected to the cabin door 104a ( the upper end of the elongated hole 6). The cabin door 104a is simultaneously held in the closed position by the tensile force of the drive belt 106. A compression spring 7 sits on a guide rod 8 and exerts a compressive force on the actuating lever 1 and a pressure plate 22 and thus biases the actuating lever 1 via a pivot point 9 of the spring 7 in a direction which corresponds to a pivoting movement in the counterclockwise direction.

On the actuating lever 1, the cam 18 is rotatably mounted on an axis 19. The cam 18 is coupled to the actuating rod 10 which, as already mentioned, is connected on the other hand to the first pivot lever 11. This coupling takes place in that a short bearing pin 33 is inserted into the actuating rod. (Alternatively, a short Allen screw could also be screwed in.) This bearing bolt 33 penetrates the cam 18 in a corresponding hole, and its head can be moved in an elongated hole 34 in the actuating lever 1.

[026] The actuating rod 10 is thus pivotally held on the cam 18 and couples the pivoting movement of the actuating lever 1 to the pivoting movement of the first pivot lever 11. The first pivot lever 11 is rotatably mounted about an axis 12 and forms a joint parallelogram with the similarly designed second pivot lever 13 pivotable about the pivot axis 16 and the two driving runners 14, 15, which are connected to the pivot levers 11, 13 at articulation points 28. The pivot levers 11, 13 are usually made of metal, but they can also consist of plastic.

[027] It should also be noted that the actuating rod 10 is designed in such a way that this driver unit (joint parallelogram) can be attached as desired in the horizontal and vertical directions: there are several connection options with the pivoting lever 11 at a distance from one another.

It can be seen that in the position shown in FIG. 2, the driver skids 14, 15 have the minimum distance d0, so that the shaft door driver rollers 109, 110 are not touched.

[029] A pawl 17 is also provided. The pawl 17 is held on the support plate 200 so as to be pivotable about an axis 30. When the car doors 104a, 104b (only shown in FIG. 1) are closed and locked, the pawl 17 with its control roller 32 runs onto a ramp 31 which is arranged on the car. The pawl 17 does not affect the operating lever 1 in this position. The ramp 31 is attached to the cabin, so that the pawl 17 always runs onto the ramp 31 when the cabin door 104a is closed (only shown in FIG. 1).

A bolt 20 is pivotally mounted about an axis 21 and is biased by the compression spring 7 via the pressure plate 22 in the clockwise direction. At the front end of the lock 20 there is a locking bolt 23 which engages in a fixed locking catch 24 in the positions shown in FIGS. 2 and 3 and thus mechanically locks the cabin door 104a (only shown in FIG. 1).

The bolt 20 also acts on a switch contact 25, which is designed to detect and check the locking of the car doors 104a, 104b (only shown in FIG. 1). This makes it possible to comply with any safety regulation that may exist, which stipulates that unlocking the cabin doors 104a, 104b (only shown in FIG. 1) immediately stops the cabin journey must effect.

3 shows a situation in which the door drive has been de-energized (failed) or is trying to open the car doors 104a, 104b (only shown in FIG. 1) outside of an intended holding zone by an error. The actuating lever 1 is pivoted here maximally in the counterclockwise direction. When the door drive is de-energized (failed), this position is achieved by the force of the compression spring 7, which prestresses the actuating lever 1 and the latch 20 via the pressure plate 22 into the position shown. The pivot levers 11, 13 are also pivoted to the maximum in the clockwise direction and cause the driver skids 14, 15 to assume a position of maximum distance in which their distance is d1. It should be noted that the free end of the bearing pin 33 is located at the upper end of the elongated hole both in FIG. 2 and in FIG. 3. As a result, the cam 18 only executes the pivoting movement of the actuating lever 1 (together with this), but no relative movement with respect to the latter. Since the cam surface 35 is now a circular arc, in the center of which is the pivot axis 3 of the actuating lever 1, no significant compressive force is exerted on the bolt 20 at point 27 by the movement from the position shown in FIG. 2 to the position shown in FIG. 3 applied so that the latch 20 remains in the locking position in which it is biased by the spring 7. This means that the cabin doors 104a, 104b remain locked even in the event of a power failure or an unintentional attempt to open the door.

The position of the device shown in Fig. 4 corresponds to an intended opening of the car doors 104a, 104b. The actuating lever 1 is rotated by the drive belt 106 at most as counterclockwise as in FIG. 3.

When pivoting the operating lever 1 counterclockwise, it slides under the raised pawl 17. If the cabin door 104a subsequently begins to move to the left due to the door drive 105, as a result of which the pawl 17 runs down from the ramp 31, the situation shown in FIG. 4 occurs: the actuating lever 1 is through in the counterclockwise position the pawl 17 fixed.

In this position, the pawl 17 locks the actuating lever 1 at point 26 and thus defines the position of the actuating lever 1, that is to say that it remains rotated in the maximum counterclockwise direction even when the drive belt 106 closes the doors. Only at the end of the closing movement when the pawl 17 is back on the Ramp 31 runs up, the actuating lever 1 can turn clockwise again. This ensures that the driver runners 14, 15 are pressed apart during the closing movement.

In contrast to FIG. 3, however, the movement of the driver skids 14, 15 to the outside is limited by the shaft door driver rollers 109, 110, so that there is a distance d2 between the driver skids 14, 15, for which:

[037] d0 <d2 <dl

When moving from the position in FIG. 2 into the position according to FIG. 4, the driver rollers 109, 110 prevent the driver skids 14, 15 from moving further. They therefore exert a reaction force on the driver skids 14, 15, which counteracts the force of the actuating lever 1, which tries to push the driver skids apart. As a result, the actuating rod 10 experiences a tensile force. Due to this tensile force, the bearing pin 33 is moved downward by the actuating rod 10 in the elongated hole 34, as a result of which the cam 18 is rotated counterclockwise. As a result of this force, the cam 18 pivots at a defined angle relative to the actuating lever 1 about the axis 19 and further actuates the bolt 20 at point 27 (counter to the force of the spring 7), which is thereby pivoted counterclockwise about the axis 21. As a result of this movement, the locking bolt 23 is disengaged from the locking catch 24 and the cabin door 104a is released. Furthermore, the switch contact 25 is also opened, thus interrupting the locking signal. The special shape of the cam 18 makes it possible to allow this unlocking movement only when the distance between the driver skids 14, 15 is set in accordance with the distance between the shaft door driver rollers 109, 110.

When the car doors 104a, 104b are closed, the car door 104a and thus the support plate 200 are shifted to the right, whereby the blocking by the pawl 17 prevents a pivoting movement of the actuating lever 1 in the clockwise direction. As a result, the latch 20 is held in its unlocked position. Only when the cabin doors 104a, 104b are almost closed, does the pawl 17 run onto the ramp 31, as a result of which the door drive 105 (only shown in FIG. 1) can pivot the actuating lever 1 clockwise, as a result of which the cam 18 into the 2 pivoted position and the spring 7 pivots the bolt 20 in its locked position and the cabin doors 104a, 104b are locked.

[040] It should be noted that the position of FIG. 4 both in the operationally seen manner can be achieved by actuating the door drive from the position of FIG. 2 in the holding zone, but also in an emergency from the position of FIG. 3, if, for example, the cabin is lowered mechanically into the holding zone in the event of a power failure. In the latter case, the driver skids 14, 15 are pressed together by the shaft door driver rollers 109, 110. This leads to a displacement of the actuating rod 10 downward, which leads to a pivoting of the cam 18 counterclockwise and thus to an unlocking of the cabin doors 104a, 104b, in order to be able to free people trapped in the cabin. The present invention enables a minimum number of individuals

Components to implement a safe car door lock for lifts that complies with the given regulations.

Claims

Expectations

Device for actuating and locking elevator doors with driver skids (14, 15), which interact with shaft door driver rollers (109, 110), an actuating device (100) held on a cabin elevator door (104a, 104b) being provided, which controls the distance between the driver skids (14, 15) in connection with the shaft door driver channels (109, 110) and one connected to a cabin door drive (105, 106) against one of the driver skids (14, 15) has the actuating lever (1) which prestresses the shaft door driver rollers (109, 110), a bolt (20) preloaded by a spring (7) being provided, which interacts with a fixed latching catch (24) and locks the cabin doors (104a , 104b), characterized in that the spring (7) is in operative connection with the actuating lever (1) and the bolt (20) and prestresses both.

Device according to claim 1, characterized in that the spring (7) is designed as a compression spring and is supported on the actuating lever (1) and engages on the bolt (20).

Device according to claim 2, characterized in that the spring (7) is supported at one end by a pressure plate (22) which engages in the bolt (20) and a pawl (17), the pawl (17) cooperates with the operating lever (1) and is biased against a position in which the pawl (17) serves as a stop for the operating lever (1).

Device according to claim 3, characterized in that on the actuating lever (1) a cam (18) is articulated on an axis (19) whose cam surface (35) corresponds approximately to a circular arc, the center of which is the pivot axis (3) of the Actuating lever (1) corresponds to the fact that the cam (18) with the cam surface (35) actuates the bolt (20) and that an actuating rod (10) is articulated on the cam (18), which on the other hand is connected to the driver skids (14, 15) connected is.