EP2214999B1 - Kabinenhebevorrichtung - Google Patents

Kabinenhebevorrichtung Download PDF

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Publication number
EP2214999B1
EP2214999B1 EP08871978A EP08871978A EP2214999B1 EP 2214999 B1 EP2214999 B1 EP 2214999B1 EP 08871978 A EP08871978 A EP 08871978A EP 08871978 A EP08871978 A EP 08871978A EP 2214999 B1 EP2214999 B1 EP 2214999B1
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EP
European Patent Office
Prior art keywords
driving
cabin
pulley
cables
carriage
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EP08871978A
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English (en)
French (fr)
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EP2214999A2 (de
Inventor
Alain Mollet
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Poma SA
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Pomagalski SA
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/027—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions to permit passengers to leave an elevator car in case of failure, e.g. moving the car to a reference floor or unlocking the door

Definitions

  • Such installations are known in the field of lifts.
  • an elevator car travels in a vertical elevator shaft being driven by a motor and traction cables.
  • a counterweight also pulled by the traction cables is sometimes provided to balance the load formed by the cab.
  • the cabin is mounted on a chassis mounted in guide means of the elevator shaft.
  • braking means of the car are also provided.
  • the safety legislation relating to lifts requires a stopping of the car for excessive speed both in the direction of the ascent and in the direction of descent.
  • the object of the invention is to provide a cabin lift installation which eliminates the requirement of braking means on board the cabin and which, in parallel, allows the return of the cabin regardless of the cabin. malfunction of the installation.
  • the connecting means are constituted by two layers of carrying cables, each connecting the counterweight housed in the mast to two diametrically opposite attachment zones of the carriage, each sheet passing through a deflection pulley housed in the upper part of the mast.
  • each sheet is constituted by a closed loop segment formed by a drive cable.
  • each web is distinct and independent of the closed loops formed by the drive cables.
  • the doubling of the linkage kinematics between the counterweight and the cab (doubling obtained by the simultaneous use of two deflection pulleys and two layers of carrying cables) makes it possible to create an advantageous redundancy in terms of safety, allowing that the cabin can return to the ground even in case of rupture of one of the plies of carrying cables or one of the deflection pulleys.
  • the mass of the counterweight is substantially equal to the sum of the mass of the empty car and half of the maximum onboard weight corresponding to the overload threshold of the car.
  • the Figures 1 to 11 illustrate a first example of elevating installation of a cabin C ensuring the transport of passengers, according to the invention.
  • the lifting installation mainly comprises a support structure extending vertically from the ground 10, constituted by a vertical hollow mast 11 having a vertical axis of revolution X.
  • the cabin cabin C has the shape of a torus whose section is for example ovoid.
  • cabin C has a trolley central ring 12.
  • the annular carriage 12 is mounted on the mast 11 in a sliding connection along the support structure, in a vertical direction coinciding with the axis X.
  • the carriage 12 is fixed to the cockpit of the cabin by any fastening means (not shown), so that the entire cabin C, cockpit and carriage 12, is vertically movable along the structure.
  • guide means are provided on the outer surface of the mast 11.
  • These guide means comprise four rectilinear runways 13 arranged, each along a respective generating line. of the outer surface of the mast 11. More specifically, the four generating lines are angularly distributed around the axis X, so that two adjacent generatrices lines form between them a right angle.
  • Each of the rolling tracks 13 is attached to the outer face of the mast 11 by any suitable means, and has a section in the form of a rectangle.
  • the carriage 12 consists mainly of a ring-shaped frame whose inner edge is provided with four axial arms 14 angularly distributed around the axis of revolution of the crown.
  • the term "axial" means that when the carriage 12 is attached to the mast 11, the axial arms 14 are parallel to the X axis and facing the outer surface of the mast 11 with the interposition of a gap.
  • Each axial arm 14, which has the general shape of an elongated beam, has at each of its ends a rolling roller facing the center of the carriage 12. The pair of rollers carried by each axial arm 14 cooperates with a running track 13 respectively, by rolling on the latter.
  • rotational locking means are provided on the outer face of the mast 11. These locking means are part integral of the guide means of the carriage, and are constituted by a pair of rectilinear brackets reported vertically on the outer face of the mast 11 on either side of one of the rolling tracks 13.
  • a counterweight 15, housed in the mast 11, can move freely inside the latter in the vertical direction.
  • the counterweight 15 is connected to the cabin C, more precisely to the carriage 12, by means of connecting means constituted by two plies 16a, 16b of four carrying ropes.
  • Each ply 16a, 16b connects the counterweight 15 to a respective attachment zone provided on the carriage 12, for example at an axial arm 14, passing through a respective deflection pulley 17a, 17b housed in the upper part of the mast 11.
  • Each deflection pulley 17a, 17b has a number of grooves (offset axially between them) sufficient to allow the engagement of the four cables carrying the associated web 16a, 16b.
  • the two axial arms 14 to which are attached the two plies 16a, 16b are diametrically opposite with respect to the axis X, so that the two attachment zones are diametrically opposed.
  • Such a configuration allows the counterweight 15 to move in the opposite direction to the cabin C when the latter is set in motion, so as to create a balance limiting the forces to provide for the displacement of the cabin C.
  • the deflection pulleys 17a, 17b rotate in the opposite direction.
  • the mass of the counterweight is substantially equal to the sum of the empty cabin C (without onboard passengers) and half of the maximum onboard weight corresponding to the overload threshold of the cabin C.
  • the installation further comprises means for moving the cab C relative to the support structure, completely separated from the linkage kinematics between the counterweight 15 and the cab C.
  • the displacement means comprise two drive cables 18c, 18d each arranged in an endless closed loop.
  • the elements associated with the drive cable 18c include references followed by the index "c" and the elements associated with the drive cable 18d comprise the references followed by the index "d”.
  • Each drive cable 18c, 18d is engaged in a respective drive pulley 19c, 19d.
  • the drive pulleys are arranged on the ground, in a position offset from the base of the mast 11.
  • the drive pulleys 19c, 19d are horizontal and vertical axis of rotation. By engagement in a driving pulley 19c, 19d respectively itself rotated as described below, each drive cable 18c, 18d is driven in a scrolling motion
  • each web 16a, 16b is distinct and independent of the closed loops formed by the drive cables 18c, 18d.
  • the loop formed by the drive cable 18c has a vertical strand 25c stretched between the first deflection pulley 20c and the second deflection pulley 21c.
  • the loop formed by the drive cable 18d has a vertical strand 25d stretched between the second pulley 21 d and the third pulley 22d.
  • Each vertical strand 25c, 25d is attached to a respective attachment zone provided on the carriage 12, for example at an axial arm 14.
  • the two axial arms 14 to which are hung the two vertical strands 25c, 25d are diametrically opposed relative to the axis X, so that the two attachment zones of the vertical strands 25c, 25d are diametrically opposed.
  • the two axial arms 14 to which are hung the two vertical strands 25c, 25d are distinct from the two axial arms 14 to which are hung the two sheets 16a, 16b.
  • the line passing through the attachment zones of the vertical strands 25c, 25d of the loops formed by the drive cables 18c, 18d is perpendicular to the line passing through the attachment zones of the cable plies 16a, 16b. carrier of the counterweight 15.
  • the free ends (before shaping) of the drive cable 18c, 18d can be interconnected by a splice.
  • the attachment of the carriage 12 to the drive cable 18c, 18d can be performed by mordache ensuring the displacement of the carriage 12, and thus of the cabin C, by adhesion.
  • Another possibility for forming a given drive cable 18c, 18d in a closed loop is to fix a base at each free end (before shaping) of the drive cable 18c, 18d.
  • the two caps equipping said cable 18c, 18d are fixed on a complementary piece integral with the corresponding axial arm 14 of the carriage 12.
  • the driving pulleys 19c, 19d are rotated by a drive device disposed on the ground 10 and shown on the Figures 9 to 11 .
  • the drive device comprises two identical and symmetrical kinematic chains.
  • the axis 26c, 26d of the driving pulley 19c, 19d is constituted by the low speed shaft of a speed reducer 27c, 27d respective whose high speed shaft 28c, 28d is constituted by the output shaft of a main electric motor 29c, 29d.
  • the drive device therefore comprises two main electric motors 29c, 29d, each being connected to a respective driving pulley 19c, 19d by respective first transmission means.
  • the first transmission means comprise the high speed shaft 28c, 28d of the gear 27c, 27d, the gear 27c, 27d itself, and the axis 26c, 26d.
  • each main electric motor 29c, 29d is DC type.
  • each drive pulley 19c, 19d is mechanically connected to a respective emergency engine 30c, 30d.
  • the axis 26c, 26d carries an upper pulley 31c, 31d connected by a belt transmission to the output shaft of the emergency engine 30c, 30d.
  • the upper pulley 31c, 31d, the axis 26c, 26d and the belt transmission constitute second transmission means.
  • each backup motor 30c, 30d is of electrical type, preferably asynchronous, which can be powered by a generator.
  • each emergency motor 30c, 30d is of hydraulic type, connected to a supply of oil under pressure.
  • Each driving pulley 19c, 19d is clamped by a brake caliper 32c, 32d, but the brakes can, of course, be of a different type and cooperate with other parts of the first transmission means.
  • the drive device further comprises a differential system (not shown) providing synchronous scrolling of the drive cables 18c, 18d during the simultaneous operation of the two main motors 29c, 29d.
  • the differential system is of the electric type acting on the control of the main motors 29c, 29d.
  • Such an electrical differential system is intended to provide control of the motors 29c, 29d to achieve servocontrol of each of the rotational speeds of the drive pulleys 19c, 19d.
  • the main motors 29c, 29d are of the DC type
  • the electrical differential system is intended to ensure a permanent balance of the power supplied to the drive cables 18c, 18d. It is nevertheless clear that the differential system can be achieved by any suitable mechanical means.
  • the driving pulley device 19c, 19d is provided with a disengageable mechanical coupling system for coupling the high speed shafts 28c 28d of the two gear units 29c, 29d.
  • the coupling system In the disengaged position, the coupling system has no influence on the rotational speeds of the drive pulleys 19c, 19d in order to leave the system differential play its role.
  • the coupling system On the other hand in the engaged position, the coupling system imposes a synchronous rotation of the drive pulleys 19c, 19d.
  • the engaged position is activated in case of failure of one of the main engines 29c, 29d.
  • the disengageable coupling system is constituted by a mechanical differential 33 with external locking control, interposed between two connecting gimbals 34c, 34d respectively connected to the high speed shafts 28c, 28d of the reducers 27c, 27d.
  • Two of the three conventional outputs of the mechanical differential being formed by the connecting gimbals 34c, 34d, the third output is equipped with a disk placed outside the differential housing 33 and enclosed by a brake caliper 35 with external control of braking.
  • the external brake control of the brake caliper 35 corresponds, in practice, to the external blocking control, the mechanical differential 33: when the brake control is not activated, the disk equipping the third output of the differential 33 is free rotation and the connecting gimbals 34c, 34d can rotate at different speeds (the differential 33 is in the unlocked position), while at the moment when the brake control is activated, the disc is locked in rotation and the speeds of rotation of the universal joints 34c, 34d are equal (the differential 33 is in the locked position).
  • the mechanical differential 33 therefore varies between an unlocked position where the rotational speed differences of the connecting gimbals 34c, 34d are absorbed by the differential 33 and a locked position where the rotational speeds of the connecting gimbals 34c, 34d are equal.
  • the external blocking control can be electric, mechanical, or hydraulic.
  • the coupling system consists of a clutch interposed between the two connecting gimbals 34c, 34d, which are always respectively connected to the high speed shafts 28c, 28d of the reducers 27c, 27d.
  • the clutch can be of the electric type or any other suitable type.
  • each driving pulley 19c, 19d comprises two grooves axially offset.
  • Each groove of a driving pulley 19c, 19d once receives the drive cable 18c, 18d associated with said drive pulley 19c, 19d.
  • the passage from one groove to the other is done by forming a 180 ° loop by engaging the drive cable 18c, 18d in an auxiliary return pulley 24c, 24d associated with the drive pulley 19c, 19d.
  • Such an arrangement makes it possible to double the force transmissible by a driving pulley 19c, 19d to the associated drive cable 18c, 18d.
  • each adjustment mechanism of the tension of the drive cable with which it is associated comprises a base 36c, 36d, movable by actuation of at least one hydraulic cylinder 37c, 37d.
  • the tension pulley 23c, 23d is rotatably mounted on the base 36c, 36d mobile.
  • any other means of adjusting the tension can be used, by counterweight or any equivalent system.
  • the differential system ensures back the reduction of the speed of the driving pulley 19c, 19d concerned to ensure, continuously, a synchronous scrolling of the drive cables 18c, 18d, and that as the two main engines 29c, 29d operate simultaneously.
  • the external brake control is transmitted to the brake caliper and the mechanical differential is in locked position.
  • This external brake control corresponds to the activation of the coupling system to the engaged position.
  • the rotational speeds of the connecting gimbals 34c, 34d between them, and thus high speed trees 28c, 28d between them, are kept equal.
  • the main motor 29c, 29d still operating alone ensures the synchronized drive of the two drive pulleys 19c, 19d to ensure the return to the ground of the cabin C.
  • each main motor 29c, 29d may be composed of a normal power supply and a back-up power supply directly used in case of failure of the normal power supply. In the latter case, activation of the coupling system to the engaged position is transmitted only in the event of simultaneous failure of the normal and emergency power supply.
  • At least one of the emergency motors 30c, 30d is activated, preferably both, to ensure the return from cabin C to the ground.
  • the management automaton provides for the activation of a single emergency engine 30c, 30d, it is clear that the activation of this emergency engine 30c, 30d must be accompanied by the activation of the position engaged with the coupling system, to ensure the synchronous drive of the drive pulleys 19c, 19d by the single emergency engine 30c, 30d operating.
  • the coupling system can remain in the disengaged position, but the activation of the coupling system to the disengaged position will be controlled when one of the backup engines 30c, 30d will also fail.
  • main motors 29c, 29d comprise a backup power supply in addition to their normal power supply, it is possible to provide that this backup power is the same as the power supply of the emergency engines 30c, 30d if the latter are of the electric type.
  • This first example of installation makes it possible, contrary to the prior art, to dissociate the linkage kinematics between the counterweight and the cab and the driving kinematics of the cab: in the event of a problem on one of these two kinematics, the other remains operative. Furthermore, the doubling of the linkage kinematics between the counterweight and the cab (doubling obtained by the simultaneous use of two deflection pulleys and two layers of carrier cables) makes it possible to create a first advantageous redundancy in terms of safety, allowing the cabin to return to the ground even in case of breakage of one of the carrier cable plies or one of the deflection pulleys.
  • the doubling of the drive kinematics of the cab makes it possible to create a second advantageous redundancy in terms of safety: in the event of failure of one of the main engines (failure of the engine itself or of its power supply), the coupling system is controlled to the engaged position and the main engine still operating alone ensures the synchronized drive of the two drive pulleys to guarantee the return of the cab to the ground.
  • the first and second redundancies described above also make it possible to dispense with the necessity of equipping the cabin with braking means, for a gain in simplicity and in manufacturing and maintenance costs.
  • each sheet 16a, 16b is no longer independent and distinct from the closed loops formed by the drive cables 18c, 18d, but consists of a closed loop segment formed by a cable of 18c, 18d training.
  • Each drive cable 18c, 18d forms a closed loop and has a vertical strand 25c, 25d fixed to the carriage 12.
  • the two vertical strands 25c, 25d are attached to two diametrically opposite attachment regions of the carriage 12.
  • the cables are respectively shown in broken lines and in solid lines.
  • the closed loop formed by each drive cable 18c, 18d is subdivided into a first segment in the lower part of the installation and a second segment in the upper part.
  • the first segment of a drive cable 18c, 18d is constituted by a traction cable 38c, 38d connecting the carriage 12 to the counterweight 15 through the driving pulley 19c, 19d associated with the drive cable 18c, 18d.
  • the second segment of the drive cable 18c, 18d is formed by a layer of carrying cables 39c, 39d ensuring the connection between the carriage 12 and the counterweight 15 via a deflection pulley 40c, 40d housed in the upper part of the mast.
  • the connecting means consist of two layers of carrying cables 39c, 39d, each connecting the counterweight 15 housed in the mast 11 to two diametrically opposite attachment zones of the carriage 12, each sheet 39c, 39d being constituted by a closed loop segment formed by a drive cable 18c, 18d.
  • the attachment point of the traction cable 38c, 38d (first segment) to the counterweight 15 is diametrically opposed to the attachment point of the web 39c, 39d (second segment) to the counterweight 15
  • the attachment zone of the vertical run 25c, 25d to the carriage 12 is, in practice, constituted by the combination of the attachment zone of the traction cable 38c, 38d corresponding to the trolley 12 and the attachment area of the carrier cable web 39c, 39d to the carriage 12.
  • the line passing through the attachment areas of the tractive cables 38c, 38d to carriage 12 is parallel to the line passing through the attachment zones of the carrier cable plies 39c, 39d to the carriage 12.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Structural Engineering (AREA)
  • Forklifts And Lifting Vehicles (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)
  • Lift-Guide Devices, And Elevator Ropes And Cables (AREA)

Claims (15)

  1. Hebevorrichtung für eine Kabine (C) zum Transport von Fahrgästen, die umfasst:
    - eine Tragkonstruktion, die sich vertikal vom Boden (10) aus erstreckt,
    - eine Kabine (C) zum Transport von Fahrgästen, die entlang der Konstruktion vertikal beweglich ist,
    - ein Ausgleichsgewicht (15), das sich in entgegengesetzter Richtung zur Kabine (C) bewegt, wobei es mit der Kabine (C) über Verbindungsmittel verbunden ist,
    - Mittel zum Bewegen der Kabine (C) bezüglich der Tragkonstruktion,
    dadurch gekennzeichnet, dass die Tragkonstruktion aus einem vertikalen Hohlmast (11) besteht, an den ein ringförmiger zentraler Wagen (12) der Kabine (C) montiert ist, und zwar gleitend entlang der vertikalen Tragkonstruktion, mittels Führungsmitteln (13), die an der Außenseite des Masts (11) vorgesehen sind und mit Rollmitteln des Wagens (12) zusammenwirken,
    dass die Mittel zum Bewegen zwei Antriebsseile (18c, 18d) umfassen, die eingeführt in eine jeweilige Antriebsrolle (19c, 19d) bewegt werden und jeweils als Endlosschleife mit einem vertikalen Strang (25c, 25d) angeordnet sind, wobei die beiden vertikalen Stränge (25c, 25d) an zwei diametral zum Wagen (12) entgegengesetzten Befestigungsbereichen befestigt sind,
    und dadurch, dass die Antriebsrollen (19c, 19d) mittels einer am Boden (10) angeordneten Antriebsvorrichtung in Drehung versetzt werden und umfassen:
    - zwei Hauptelektromotoren (29c, 29d), die mittels jeweiliger erster Obersetzungsmittel, die ein Reduktionsgetriebe (27c, 27d) umfassen, jeweils mit einer Antriebsrolle (19c, 19d) verbunden sind,
    - ein Differenzialsystem, das einen Synchronlauf der Antriebsseile (18c, 18d) während des gleichzeitigen Betriebs der beiden Hauptmotoren (29c, 29d) sicherstellt,
    - ein ausrückbares mechanisches Ankupplungssystem (33) zum Ankuppeln der Hochleistungswellen (28c, 28d) der beiden Reduktionsgetriebe (27c, 27d) und zur Sicherstellung einer synchronen Drehung der Antriebsrollen (19c, 19d) in eingerückter Stellung des Kupplungssystems (33), wobei die eingerückte Stellung im Falle eines Versagens eines der beiden Hauptmotoren (29c, 29d) aktiviert wird.
  2. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die Verbindungsmittel aus zwei Bündeln (16a, 16b, 39c, 39d) von Tragseilen bestehen, von denen jedes das in dem Mast (11) angeordnete Ausgleichsgewicht (15) mit zwei dem Wagen (12) diametral entgegengesetzten Befestigungsbereichen verbindet, wobei jedes Bündel (16a, 16b, 39c, 39d) in eine Umlenkrolle (17a, 17b, 40c, 40d) geführt ist, die sich im oberen Teil des Masts (11) befindet.
  3. Vorrichtung nach Anspruch 2, dadurch gekennzeichnet, dass jedes Bündel (39c, 39d) von einem Abschnitt einer in sich geschlossenen, von einem Antriebsseil (18c, 18d) gebildeten Schleife besteht.
  4. Vorrichtung nach Anspruch 2, dadurch gekennzeichnet, dass jedes Bündel (16a, 16b) verschieden und unabhängig von den in sich geschlossenen, von den Antriebsseilen (18c, 18d) gebildeten Schleifen ist.
  5. Vorrichtung nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass die Masse des Ausgleichsgewichts (15) im Wesentlichen gleich der Summe der Masse der unbelasteten Kabine (C) und der Hälfte der aufgenommenen maximalen Masse ist, die dem Überlastungsschwellenwert der Kabine (C) entspricht.
  6. Vorrichtung nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass jede Antriebsrolle (19c, 19d) mechanisch verbunden ist mit einem entsprechenden Hilfsmotor (30c, 30d), und zwar mittels zweiter Übersetzungsmittel, wobei mindestens einer der genannten Hilfsmotoren (30c, 30d) bei einem gleichzeitigen Ausfall beider Hauptmotoren (29c, 29d) anspringt.
  7. Vorrichtung nach Anspruch 6, dadurch gekennzeichnet, dass jeder Hilfsmotor (30c, 30d) ein Elektromotor ist.
  8. Vorrichtung nach Anspruch 6, dadurch gekennzeichnet, dass jeder Hilfsmotor (30c, 30d) ein Hydraulikmotor ist, der an eine Druckölversorgung angeschlossen ist.
  9. Anlage nach einem der Ansprüche 1 bis 8, dadurch gekennzeichnet, dass jedes Antriebsseil (18c, 18d) in eine Spannrolle (23c, 23d) eines Mechanismus zur Regulierung der Spannung des genannten Antriebsseils (18c, 18d) eingeführt ist.
  10. Vorrichtung nach Anspruch 9, dadurch gekennzeichnet, dass der Mechanismus zur Regulierung der Spannung eines Antriebsseils (18c, 18d) am Boden (10) in einer Position angeordnet ist, die entgegengesetzt zur entsprechenden Antriebsrolle (19c, 19d) bezüglich dem Mast (11) ist, und einen Sockel (36c, 36d) umfasst, der beweglich ist durch Betätigung mindestens eines Hydraulikventils (37c, 37d), und an den die Spannrolle (23c, 23d) drehbar montiert ist.
  11. Vorrichtung nach einem der Ansprüche 1 bis 10, dadurch gekennzeichnet, dass jede Antriebsrolle (19c, 19d) zwei axial versetzte Auskehlungen aufweist, die jeweils ein mit der Antriebsrolle (19c, 19d) zusammenhängendes Antriebsseil (18c, 18d) aufnehmen, und zwar durch Einführen des Antriebsseils (18c, 18d) in eine Hilfs-Umkehrrolle (24c, 24d), die mit der genannten Antriebsrolle (19c, 19d) verbunden ist.
  12. Vorrichtung nach einem der Ansprüche 1 bis 11, dadurch gekennzeichnet, dass das Differenzialsystem eines mit elektrischer Funktion ist, das auf die Steuerung der Hauptmotoren (29c, 29d) wirkt.
  13. Vorrichtung nach einem der Ansprüche 1 bis 12, dadurch gekennzeichnet, dass das Ankupplungssystem (33) von einer Kupplung gebildet wird, die zwischen zwei Verbindungskardanwellen (34c, 34d) vorgesehen bzw. jeweils mit den Hochleistungswellen (28c, 28d) der Reduktionsgetriebe (27c, 27d) verbunden ist.
  14. Vorrichtung nach einem der Ansprüche 1 bis 12, dadurch gekennzeichnet, dass das Ankupplungssystem (33) von einem mechanischen Differenzial (33) mit äußerer Blockiersteuerung gebildet wird, das zwischen zwei Verbindungskardanwellen (34c, 34d) vorgesehen bzw. mit den Hochleistungswellen (28c, 28d) der Reduktionsgetriebe (27c, 27d) verbunden ist und zwischen einer entriegelten Position, in der die Drehzahlunterschiede der Verbindungskardanwellen (34c, 34d) durch das Differenzial (33) ausgeglichen werden, und einer blockierten Position wechselt, in der die Drehzahlen der Verbindungskardanwellen (34c, 34d) gleich sind.
  15. Vorrichtung nach einem der Ansprüche 1 bis 14, dadurch gekennzeichnet, dass die Linie, die durch die Befestigungsbereiche der vertikalen Stränge (25c, 25d) der von den Antriebsseilen (18c, 18d) gebildeten Schleifen führt, lotrecht zu der Linie ist, die durch die Befestigungsbereiche der Bündel (16a, 16b) von Tragseilen führt, die das Ausgleichsgewicht (15) tragen.
EP08871978A 2007-11-29 2008-11-04 Kabinenhebevorrichtung Active EP2214999B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0708353A FR2924420B1 (fr) 2007-11-29 2007-11-29 Installation elevatrice d'une cabine
PCT/FR2008/001550 WO2009095552A2 (fr) 2007-11-29 2008-11-04 Installation elevatrice d'une cabine

Publications (2)

Publication Number Publication Date
EP2214999A2 EP2214999A2 (de) 2010-08-11
EP2214999B1 true EP2214999B1 (de) 2012-07-25

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EP08871978A Active EP2214999B1 (de) 2007-11-29 2008-11-04 Kabinenhebevorrichtung

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EP (1) EP2214999B1 (de)
FR (1) FR2924420B1 (de)
PT (1) PT2214999E (de)
WO (1) WO2009095552A2 (de)

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GB110955A (en) * 1916-11-16 1917-11-15 Ajax Engineering Company Birmi A New or Improved Device for Apparatus for Shaping or Expanding Pneumatic or Elastic Tyres Covers.
JPS5227571B2 (de) * 1972-04-14 1977-07-21
EP0195370A3 (de) * 1985-03-22 1989-03-29 Von Roll Ag Aufzug zum Transport von Personen und Gütern mit einer ringförmigen Fahrkabine

Also Published As

Publication number Publication date
EP2214999A2 (de) 2010-08-11
FR2924420A1 (fr) 2009-06-05
WO2009095552A2 (fr) 2009-08-06
FR2924420B1 (fr) 2009-11-20
PT2214999E (pt) 2012-10-31
WO2009095552A3 (fr) 2009-09-24

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