EP1713712B9 - Device for actuating and locking elevator doors - Google Patents

Description

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 shaft doors, which are located at each breakpoint of the elevator, usually do not have their own door drive, but are carried along by entrainment devices of the car door. The driver device additionally has the task of performing the unlocking of the shaft doors.

Usually shaft door driving rollers are attached to a shaft door, which have a certain distance in the horizontal or vertical direction. The entrainment device, which is fastened to the door of the elevator car, has entrainment runners, which are oriented in the vertical direction and whose distance from one another is variable. The release of the unlocking of the shaft doors takes place in that the Mitnehmerkufen exert a force on the shaft door driving rollers. Basically, this force can compress the shaft door catches or press apart. In practice, such systems are called closing coupler or Spreizkuppler.

Once the unlocking of the shaft doors is done, the opening movement of the car door can take place, wherein the force is transmitted from the car doors on the Mitnehmerkufen and the shaft door driving rollers on the shaft doors, so that the car doors and the shaft doors open simultaneously. In this case, the shaft doors are connected to one another via a carrier device, e.g. a cable coupled together. The closing movement takes place in the reverse manner.

The car doors themselves are often not completely locked, that is, they are locked in the closed state only by the force of the door drive. Under certain conditions, however, it is necessary or required by law to provide a lock of the car doors, which reliably prevent the car door (s) outside the so-called holding zones, which are the intended stopping points of the elevator car, from opening. The lock must be there be designed so that even with a power failure, the locking function is maintained. On the other hand, however, it is necessary to release the locking in the holding zones, be it in the normal and intended opening of the car door, be it in emergencies, for example, in case of power failure after manual lowering of the cabin. From the
EP 0426057 A -.
, of the
EP 709334 A -.
or the
EP 164581 A -.
Locking devices have become known in which the lock is actuated by levers, which are connected to a cam follower and wherein the cam follower is deflected in the holding zones by fixed ramps from its rest position. In the rest position, the cabin doors are locked. A disadvantage of these solutions is that the adjustment effort for a plurality of ramps is relatively large.

From the
EP 744373 A -.
a solution is known in which the movement of the bolt of the landing door is transmitted to the bolt of the car door. The associated mechanism has many individual parts.

In order to avoid these disadvantages, solutions have been developed which couple the locking device for the car door with the movement of the Mitnehmerkufen, so that no additional ramps in the floors are required. Such solutions are for example in the
US 6173815 B -.
or the
EP 332841 A -.
described. The devices are constructed so that the car doors are always locked when the door drive pushes the doors in the closed position. However, the lock remains activated even if outside a floor of the door drive fails, for example due to power failure or accidentally activated by a fault and thus the Mitnehmerkufen be moved to a position corresponding to the unlocking of the shaft doors. Only in the area of the holding zone in the respective floors unlocking the car door can be done by the Mitnehmerkufen be activated, but against run up the shaft door drive rollers and can not perform their full theoretically possible movement. In the known solutions, this functionality is realized via a series of levers, which are connected on the one hand with the door drive and on the other hand with a Mitnehmerkufe. The known solutions are mechanically complex and correspondingly expensive to manufacture and maintain.

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

A very similar construction is from the
WO 2003089356 A -.
known. Here, the unlocking of the car door by means of a rope, which is then tensioned when the Mitnehmerkufen accrue against the shaft door-Mitnehmerrollen. Again, separate springs are provided for the actuating lever and the bolt for locking the car door (s).

A further education of
EP 332841 A -.
is from the
EP 1266860A -.
known. Again, a sensing rail is provided on one of the Mitnehmerkufen. Only when the Mitnehmerkufe presses against a shaft door-Mitnehmerrolle, the sensing rail is pressed against the Mitnehmerkufe and thereby unlocks the car door. Is according to the
EP 332841 A -.
still necessary to transfer the movement of the sensing rail via a control cam on a control role of the car door bolt, this is done according to the
EP 1266860A -.
over lever. Again, two springs are necessary, a spring for the Mitnehmerkufen and one for the second latch.

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, which is characterized by a simple effort 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 ensures that a spring ensures both the bias of the operating lever as well as that of the bolt and thus the locking of the car door (s).

Due to the features of claim 2, there is the advantage of a structurally very simple solution. In this case, it is easy to ensure a bias of the bolt and the operating lever.

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

The embodiment according to claim 4 is particularly favorable. As will be apparent from the description of the figures, it can be achieved that the doors are only unlocked when the car is in a holding area.

Short description of drawings

The invention will now be explained in more detail with reference to the drawing. Showing: Fig. 1 a general view of a device according to the invention in the position where the lock is released in the floor area to open the car door; Fig. 2 the device of Fig. 1 on an enlarged scale in a position in which the door drive keeps the car door closed; Fig. 3 a representation according to the Fig. 2 in a position of the device with de-energized (failed) door drive between floors while still locked cabin door; and Fig. 4 a representation, according to Fig. 2 in the position where the lock in the floor area is released to open the car door.

The best way to exploit the invention

In Fig. 1 is the inventive device having an actuator 100, shown in their installation situation. The actuator 100 is substantially supported on a support plate 200 which is connected to a car door 104a.

About the manhole of an elevator car, not shown, a door bracket 101 is provided in the form of a carrier. On the door bracket 101 guide rails 102 are fixed, on which run rollers 103, where car doors 104a, 104b are suspended. The actuation of the car doors 104a, 104b via a door drive 105, for example an electric motor which is fixed to the door bracket 101 and a drive belt 106 drives. The drive belt 106 is provided with an operating lever 1 (see FIG Fig. 2-4 ) of the actuator 100 (see Fig. 1 ) connected. Since the actuator 100 is directly connected to the first car door 104a, the first car door 104a is taken by the drive belt 106. The first cabin door 104a is further connected to a circulating cable 107, which is arranged substantially horizontally and is guided over deflecting rollers 108. The second car door 104b is also connected to the circulating cable 107, but with the other run, so that the opening and closing movement of the car doors 104a, 104b occur simultaneously and in opposite directions. Furthermore, in the Fig. 1 - Outside of Mitnehmerkufen 14, 15 of the actuator 100 - door door-Mitnehmerrollen 109, 110 shown, which are in communication with a here indicated by broken lines shaft door 111. This is expediently also formed in two parts, wherein the two parts of the shaft door 111 via a coupling device, such as a revolving rope, similar to the rope 107, are interconnected, so that these two parts are moved simultaneously and in opposite directions.

First, the basic structure and the basic function will be explained. In Fig. 2 is a situation with closed car doors 104a, 104b (only in Fig. 1 to see) and closed shaft doors 111 (also only in Fig. 1 to see). The Mitnehmerkufen together with two pivot levers 11, 13 a joint parallelogram. By rotating the pivot lever 11, 13, the distance between the Mitnehmerkufen 14, 15 is changed. According to Fig. 2 the Mitnehmerkufen 14, 15 of the actuator 100 are at a maximum approximated and therefore away from the shaft door-Mitnehmerrollen 109, 110, so that the cabin without affecting these shaft door-Mitnehmerrollen 109, 110 can be moved.

The opening movement of the car doors 104a, 104b (see Fig. 1 ) and the shaft doors 111 is initiated by actuating the door drive 105 and moving the drive belt 106 in the opposite direction of the arrow 4 (see FIG Fig. 2 ) drives. By the movement of the drive belt 106, the actuating lever 1 is first taken in the actuator 100 and moved with its lying above its pivot axis 3 pivot point 2 to the left. This has the consequence that an articulated on the operating lever 1 actuating rod 10, which is articulated with its lower end to the pivot lever 11, is pulled upwards and the Mitnehmerkufen 14, 15 are moved apart by pivoting the pivot lever 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 below.)

The Mitnehmerkufen 14, 15 exert a compressive force on the shaft door-Mitnehmerrollen 109, 110, whereby a lock, not shown, of the shaft doors 111 is released. Once the operating lever 1 of the actuator 100 has arrived at its stop, which is formed by the end of a slot 6, in which a roller 5 engages, the entire actuator 100 by the drive belt 106 (see Fig. 1 ) is pulled to the left, whereby the opening movement of the first car door 104a is initiated. Now the position of Fig. 1 and 4 reached. At the same time, the second car door 104b is moved in the opposite direction via the cable 107. About the shaft door entrainment rollers 109, 110 are the shaft doors 111, which - as already mentioned - are also coupled to each other via a revolving rope, taken and also opened.

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

The operating lever 1 for the actuating device 100 according to the invention is at the articulation point 2 (see Fig. 2-4 ) connected to the drive belt 106. The actuating lever 1 is pivotally mounted about the fixedly connected to the car door 104 a pivot axis 3. In the in Fig. 2 illustrated position (the car door is held in the closed position) pulls the drive belt 106, the actuating lever 1 in the direction of arrow 4, so that the roller 5 on the actuating lever 1 at a fixed to the car door 104 a connected stop (upper end of the slot 6) pending. By the pulling force of the drive belt 106, the car door 104a is simultaneously kept in the closed position. A compression spring 7 is seated on a guide rod 8 and exerts on the actuating lever 1 and a pressure plate 22, a pressure force and thus biases the operating lever 1 via a pivot point 9 of the spring 7 in a direction corresponding to a pivoting movement counterclockwise direction.

On the actuating lever 1, the cam 18 is rotatably mounted on an axle 19. The cam 18 is coupled to the actuating rod 10, which - as already mentioned - on the other hand connected 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 be screwed.) This bearing pin 33 passes through the cam 18 in a corresponding hole, and its head is movable in a slot 34 in the actuating lever 1.

On the cam 18 thus the actuating rod 10 is pivotally held, which couples the pivotal movement of the actuating lever 1 with the pivotal movement of the first pivot lever 11. The first pivot lever 11 is rotatably mounted about an axis 12 and forms with the identically formed second, about the pivot axis 16 pivotable pivot lever 13 and the two Mitnehmerkufen 14, 15, which are connected at articulation points 28 with the pivot levers 11, 13, a Gelenkparallelogramm. The pivot levers 11, 13 are usually made of metal, but they can also be made of plastic.

Furthermore, it should be noted that the actuating rod 10 is formed so that this driver unit (articulated parallelogram) can be attached in any horizontal and vertical direction: there are several connection options with the pivot lever 11 at a distance from each other.

It can be seen that in the in Fig. 2 illustrated position the Mitnehmerkufen 14, 15 have the minimum distance d0, so that the shaft door catch rollers 109, 110 are not touched.

It is further a pawl 17 is provided. The pawl 17 is pivotally supported about an axis 30 on the support plate 200. In the case of closed and locked cabin doors 104a, 104b (only in Fig. 1 represented) the pawl 17 accumulated with its control roller 32 on a ramp 31 which is arranged on the cabin. 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 when closing the car door 104a (only in Fig. 1 shown) runs on the ramp 31.

A latch 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 bolt 20 is a locking bolt 23 which in the in Fig. 2 and 3 shown positions in a fixed latch catch 24 engages and thus the car door 104a (only in Fig. 1 shown) mechanically locked.

The latch 20 further acts on a switching contact 25, which is adapted to the locking of the car doors 104a, 104b (only in Fig. 1 shown) and to check. This makes it possible to comply with a possibly existing safety regulation which stipulates that an unlocking of the car doors 104a, 104b (only in FIG Fig. 1 shown) an immediate stop of the cabin ride must effect.

In Fig. 3 is shown a situation in which the door drive is de-energized (failed) or by an error, the car doors 104a, 104b (only in Fig. 1 shown) outside a designated holding zone to open. The actuating lever 1 is here pivoted maximum in the counterclockwise direction. When de-energized (failed) door drive this position is achieved by the force of the compression spring 7, which biases the operating lever 1 and the bolt 20 via the pressure plate 22 in the position shown. The pivot levers 11, 13 are also pivoted maximum in the clockwise direction and cause the Mitnehmerkufen 14, 15 occupy a position of maximum distance in which their distance is d1. It should be noted that the free end of the bearing pin 33 both in Fig. 2 as well as in Fig. 3 located at the top of the slot. As a result, the cam 18 performs only the pivoting movement of the operating lever 1 (together with this), but no relative movement relative to this. Since now the cam surface 35 is a circular arc, in the center of which the pivot axis 3 of the actuating lever 1 is located on the bolt 20 at the point 27 by the movement of the in Fig. 2 position shown in the in Fig. 3 shown position applied no significant compressive force, so that the latch 20 remains in the locking position in which it is biased by the spring 7. This means that the car doors 104a, 104b remain locked even in the event of a power failure or an unintentional opening attempt.

The position of the device in Fig. 4 is shown corresponds to an intended opening of the car doors 104a, 104b. The operating lever 1 is by the drive belt 106 as in Fig. 3 turned maximum counterclockwise.

When pivoting the actuating lever 1 in the counterclockwise direction, this slides under the raised pawl 17 through. If the car door 104a subsequently starts 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 vehicle door 104 moves into the position shown in FIG Fig. 4 shown position: the actuating lever 1 is fixed in the counterclockwise rotated position by the pawl 17.

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

In contrast to Fig. 3 However, the movement of the Mitnehmerkufen 14, 15 is limited to the outside by the shaft door-Mitnehmerrollen 109, 110, so that a distance d2 between the Mitnehmerkufen 14, 15 sets, for the following applies:

d0 <d2 <d1

When moving from the position in Fig. 2 in the position according to Fig. 4 prevent the Mitnehmerrollen 109, 110, the Mitnehmerkufen 14, 15 at a further movement. They therefore exert a reaction force on the Mitnehmerkufen 14, 15, which counteracts the force of the actuating lever 1, which tries to push apart the Mitnehmerkufen. As a result, the operating rod 10 experiences a tensile force. By this tensile force of the bearing pin 33 is moved by the actuating rod 10 in the slot 34 down, causing the cam 18 is rotated counterclockwise. By this force, the cam 18 pivots at a defined angle relative to the actuating lever 1 about the axis 19 and further actuates the latch 20 at point 27 (against the force of the spring 7), which is thereby pivoted counterclockwise about the axis 21. By this movement, the locking bolt 23 is disengaged from the locking latch 24 and the car door 104a released. Furthermore, the switching contact 25 is opened and thus interrupted the locking signal. The special shape of the cam 18 makes it possible to allow this unlocking movement only when the distance between the Mitnehmerkufen 14, 15 according to the distance between the shaft door-Mitnehmerrollen 109, 110 sets.

When closing the car doors 104a, 104b, the car door 104a and thus the support plate 200 is moved to the right, wherein 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 car doors 104a, 104b are almost closed, the pawl 17 runs on the ramp 31, whereby subsequently the door drive 105 (only in Fig. 1 shown), the actuating lever 1 can pivot clockwise, whereby the cam 18 in the in the Fig. 2 shown position is pivoted and the spring 7 pivots the latch 20 in its locked position and the car doors 104a, 104b are locked.

It should be noted that the position of Fig. 4 both in the operationally provided Way by pressing the door drive from the position of Fig. 2 can be reached in the holding zone, but also in an emergency from the position of Fig. 3 if, for example, the cabin is mechanically deflected into the holding zone in the event of a power failure. In the latter case, the Mitnehmerkufen 14, 15 of the shaft door-Mitnehmerrollen 109, 110 are compressed. This leads to a displacement of the actuating rod 10 downwards, which leads to a pivoting of the cam 18 in the counterclockwise direction and thus to an unlocking of the car doors 104a, 104b, in order to be able to free persons trapped in the cabin.

The present invention makes it possible, with a minimum number of individual components, to realize a safe cabin door lock for elevators which corresponds to the given regulations.

Claims (4)

1. Device for actuating and locking elevator doors comprising drive skids (14, 15) cooperating with shaft door drive rollers (109, 110), wherein an actuating apparatus (100) retained on a cabin elevator door (1 04a, 104b) is provided which, together with the shaft door drive rollers (109, 110), controls the distance between the drive skids (14, 15) and comprises an actuating lever (1) connected with a cabin door drive (105, 106) and biased against a position that brings the drive skids (14, 15) into abutment against the shaft door drive rollers (109, 110), wherein a lock (20) biased by a spring (7) is provided, said lock cooperating with a fixed lock catch (24) and enabling a locking of the cabin doors (104a, 104b), characterised in that the spring (7) is in an operative connection with the actuating lever (1) and the lock (20) and biases them both.
2. Device according to claim 1, characterised in that the spring (7) is configured as a compression spring and is supported on the actuating lever (1) and acts on the lock (20).
3. Apparatus according to claim 2, characterised in that the spring (7) is supported on one end via a pressure plate (22) which engages the lock (20) and a pawl (17), wherein the pawl (17) cooperates with the actuating lever (1) and is biased against a position in which the pawl (17) serves as a stop for the actuating lever (1).
4. Apparatus according to claim 3, characterised in that a cam (18) is hinged on the actuating lever (1) on an axis (19), the cam surface (35) of which approximately corresponds to a circular arc, the centre of which corresponds to the pivot axis (3) of the actuating lever (1), that the cam (18) actuates the lock (20) with the cam surface (35), and that an actuating rod (10) is hinged on the cam (18) which is connected with the drive skids (14, 15) on the other side.

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