EP2287104B1 - Door coupler and locking mechanism - Google Patents

Description

The invention relates to a door component provided as part of a door drive and preferably an elevator door drive door coupler according to the preamble of the main claim.

Such Türkuppler are known in their genus. In particular, it is from the already prior art occupying patent application WO 2005/077808 known the Mitnehmerkufen 14, 15 such Türkuppler on rotatable pivot levers 11, 13 to store and drive these pivot levers 11, 13 with the help of the door opening and closing toothed belt 106, which acts on a rotating in normal operation operating lever 1, which interposition of a likewise rotatable cam 18 in turn by means of an actuating or push rod 10, the pivot lever 11, 13, on which the Mitnehmerkufen 14 and 15 are rotatably mounted, rotatably drives and thereby forces the latter required for coupling and uncoupling movement. In addition, the rotating operating lever 1 acts at a given time by means of the rotatable cam 18 on the door lock so that it is unlocked.

The from the WO 2005/077808 Although known turkuppler works reliably, it is disadvantageous in certain cases because it consists of a considerable number of movable components due to its sophisticated facial expressions. their production and assembly causes corresponding costs. Another, in some cases rather secondary, but in other applications serious disadvantage of the previously known Türkupplers is the fact that he is not readily suitable for variant formation - especially in the field of modernization of existing systems a door coupler or a door coupler concept is needed with which can represent a large variety of variants, ie can be pictured door couplers whose Mitnehmerkufen in the coupled state, the most different skids distances from each other, so as to cope with the circumstances of each existing old plants. It is obvious without further ado that the previously known door coupler is of little suitability for this purpose because the complicated facial expression is not able to represent a different runner distance with the same or only minimally changed parts, but the door coupler has to be completely reworked each time to represent another skid distance.

From the U.S. Patent 5,435,415 For example, a door coupler is known that has entrainment skids that are forced apart by the wedging action that unfolds the push rod of a linear motor.

This object is achieved with the features of claim 1.

The door coupler according to the invention comprises entrainment skids fastened to a first, driven door, so it is a basic coupler in principle. The distance between the Mitnehmerkufen relative to each other is variable, such that the Mitnehmerkufen can be brought into a first position in which they can move in the direction of travel of the elevator to the drivers of the second, even no own drive having door without being in contact with them occur and that the Mitnehmerkufen are brought into a second position in which they invest in the driver, so that the second door now follows the opening movement of the first door, usually free of play. According to the invention the Mitnehmerkufen with them holding and leading or their current direction of movement determining slots provided. Here, at least two slots are provided per Mitnehmerkufe, but the number of slots per Mitnehmerkufe can also be larger. By means of these elongated holes the Mitnehmerkufen are held on pins (pins or the like.), Such that at least partially, the distance of the Mitnehmerkufen relative to each other changes when they move with their slots along the pins, relative to the pins.

For the sake of completeness, it should be noted with regard to possible avoidance attempts that it is expedient and therefore preferred to design the oblong holes in the entrainment runners, but that it is theoretically also possible to form the oblong holes at the corresponding location in the base plate (or general base) holding the entrainment runners , To fix the pins rigidly to the Mitnehmerkufen and then let the Mitnehmerkufen with their pins in the slots on the base plate to intervene.

It should also be noted that under pins that hold the Mitnehmerkufen, such organs are to be understood that hold the driver plates relatively movable to the base plate to this.

The door coupler according to the invention is distinguished by its simple structure, which comprises only a few moving parts. The door coupler preferably dispenses with the engagement of rotationally movable parts in the path that the power flow from the traction means / toothed belt takes up to the Mitnehmerkufen - it should be noted that the optionally provided pin retaining plates are not turned on in the above-mentioned sense in the power flow path, as they in turn only from driven the Mitnehmerkufen be and therefore not serve the drive of the Mitnehmerkufen.

The door coupler according to the invention is further distinguished by the fact that it allows its basic concept with minimal effort and extensive use of common parts various variants (ie a whole coupler series) to form, which differ essentially only by the distance that their Take along runner skids in operation against each other. It can therefore be easily made a coupler series, which is essentially identical but still can connect to a variety of shaft doors or copes with the most diverse bay door conditions. It is noteworthy that such a coupler series is of great interest not least for the business of modernizing old systems, not least because it provides a simple means of increasing safety and accessibility.

The oblong holes are designed so that their longitudinal axis extends at least in sections in a direction which (more than insignificantly, eg due to tolerances) both from the direction of the coupling surface of the respective Mitnehmerkufe and from the direction of the normal to the coupling surface of the respective Mitnehmerkufe deviates. Preferably, the slots are at least partially at an angle α of 30 ° to 60 °, preferably 40 ° to 50 ° to the coupling surface. In this way, an effective implementation of the movement of the drive member or the later to be explained link plate is ensured in a movement component of Mitnehmerkufen in the direction of the normal to their coupling surface.

The longitudinal axis of an oblong hole is understood to mean the axis which is substantially (ie apart from possible purely local, generally one-sided recesses, notches or the like) equidistant from the two longitudinal walls which delimit the oblong hole in its length.

In this case, the slots preferably each have at least one end portion in which its longitudinal axis substantially parallel to the coupling surface of the respective Mitnehmerkufe or in a direction that ensures a self-locking, such that the Mitnehmerkufen by from outside on their coupling surfaces in a direction perpendicular Forces acting on the clutch surface can not be compressed and / or pressed apart.

Furthermore, the oblong holes preferably have at least one region in which their longitudinal axis is continuously curved and has no kink.

As part of a preferred embodiment, it is provided that at least in a Mitnehmerkufe the slots are formed so that the Mitnehmerkufe can be installed turned so that their coupling surface is either on one side or the one side opposite. This makes it possible that one and the same Mitnehmerkufe can be used either as Mitnehmerkufe whose coupling surface with its associated driver intentionally interacts when the Mitnehmerkufen move apart or as Mitnehmerkufe, the coupling surface with its associated driver enters the intended interaction when the Mitnehmerkufen to move towards each other.

Preferably, the pins are in turn attached in pairs to a respective pivotally mounted pin retaining plate, wherein preferably one of the pivotable pin retaining plates is part of a car door bolt. In this way it is possible to operate the car door latch directly by the Mitnehmerkufen. A complex mechanism, which must separately ensure that the car door latch bolt is released as soon as the Mitnehmerkufen have created the driver, can be omitted.

Preferably, the guide and the drive of the Mitnehmerkufen are designed so that the Mitnehmerkufen move the pins along without their pen retaining plates to pivot as long as they move freely, d. H. unhindered move apart or can move toward each other and that the Mitnehmerkufen pivot the pin retaining plates as soon as they have created with their coupling surfaces on the driver and thus can not perform any free movement in the aforementioned sense more.

Preferably, the two pin retaining plates are connected by a first pivotally hinged on both pin retaining plates handlebars, which forces a synchronous rotation of the two pin retaining plates.

In another, preferential variant is provided that the two Mitnehmerkufen are connected to each other by a second, diagonally extending, pivotable on both Mitnehmerkufen handlebars, which transmits the movement of a Mitnehmerkufe to the other. In this embodiment, only one of the two Mitnehmerkufen must be driven directly (through the link plate), while the second Mitnehmerkufe is dragged by said handlebar from the other Mitnehmerkufe.

It is preferred that at least one Mitnehmerkufe, preferably both Mitnehmerkufen is driven by a cam plate / which is forced by the / the door leaves opening and closing, preferably realized in the form of a toothed belt as a whole a purely translational motion /, wherein the link plate has at least one, preferably two obliquely to the direction of motion imposed by the drive oblong holes in or the (each) a driver engages a Mitnehmerkufe, by means of which the Mitnehmerkufe a movement is imposed as soon as the link plate moves. As a gate plate in the local sense is generally understood a not primarily plate-like gate device, even if the plate-like configuration is preferred because it requires little space.

Preferably, the device comprises a carrier or a base plate for fastening the device to a carriage supporting a door leaf, wherein the link plate is mounted on a first side of the carrier, while the Mitnehmerkufen are mounted on the opposite side of the first side of the carrier. This results in a very compact design mechanism, although the Mitnehmerkufen and the link plate, since arranged on different sides, each claim some freedom of movement, which increases the available for these elements constructive freedom.

According to the invention, therefore, a device with features according to claim 1, that is preferably proposed with the additional features according to the preamble of claim 1, which has a transmission by means of which a movement of the drive member is transmitted to the Mitnehmerkufen, wherein the transmission is a sliding gear, namely a gearbox which a under the influence of the traction means, usually in the form of a drive belt purely translationally moving converter which converts its own translation movement in a different, purely translational movement of the Mitnehmerkufen. It is such that the transfer takes place without the interposition of a rotatable transfer member in the drive chain between the converter and the Mitnehmerkufen or two rotatable members are provided, but not the actual transmission of the movement from the converter to the Mitnehmerkufen serve, but only the from the converter already modulate the Mitnehmerkufen transmitted movement. Preferably, the converter is also designed here in the form of a link plate in the above-explained sense. The device can also be further developed with features from the remaining subclaims.

In the context of a further preferred embodiment, it is provided that at least one Mitnehmerkufe is driven by the traction means and that this drives a Mitnehmerkufe turn the car door latch, so that the traction device drives the car door latch only indirectly with the Mitnehmerkufe, which is usually such that the power flow exerted by the traction means on the car door latch does not divide into a portion of power flow acting on the cam followers and another parallel path force flow that lifts the car door latch, but such that the power flow completely aired through the Mitnehmerkufen the car door latch.

Further advantages, modes of operation and design possibilities, also in the sense of further subclaims, can be taken from the following description of the exemplary embodiments with reference to the figures.

Figur 1:

eine Ansicht eines ersten Ausführungsbeispiels von der Seite der Schachttür her gesehen;

Figur 2:

einen vergrößerten Ausschnitt aus der Figur 1, der die Einzelheiten der Mitnehmerkufen zeigt;

Figur 3:

eine Abbildung, die das Zusammenwirken der Kulissen- platte und der Mitnehmerkufen zeigt;

Figur 4:

eine Detailansicht der Kulissenplatte;

Figur 5:

eine Ansicht des ersten Ausführungsbeispiels von der Seite des Fahrkorbinneren her gesehen;

Figur 6:

eine weitere Detailansicht der Kulissenplatte;

Figur 7:

ein zweites Ausführungsbeispiel in völlig geschlosse- ner und von den Schachttüren abgekuppelter Position;

Figur 8:

ein zweites Ausführungsbeispiel während des Ankup- pelns an die Schachttüren;

Figur 9:

ein zweites Ausführungsbeispiel während des Lüftens des Hakenriegels;

Figur 10:

ein Detail des Langlochs in einer Mitnehmerkufe.

Show it:

FIG. 1:

a view of a first embodiment seen from the side of the shaft door;

FIG. 2:

an enlarged section of the FIG. 1 showing the details of the Mitnehmerkufen;

FIG. 3:

a figure showing the interaction of the cam plate and the Mitnehmerkufen;

FIG. 4:

a detailed view of the link plate;

FIG. 5:

a view of the first embodiment seen from the side of the car inside;

FIG. 6:

another detail view of the gate plate;

FIG. 7:

a second embodiment in fully closed and uncoupled from the shaft doors position;

FIG. 8:

a second embodiment during the coupling to the shaft doors;

FIG. 9:

a second embodiment during the release of the hook bolt;

FIG. 10:

a detail of the slot in a Mitnehmerkufe.

First embodiment (without car door lock)

The FIG. 1 shows a view of a first embodiment of the invention seen from the outside of the car, which faces a landing door. This first embodiment does not have a car door lock operated by the door operator itself.

The device according to the invention for the synchronous actuation of the car and shaft doors (called door coupler for short) has a guide rail 1. This is installed as intended in the lintel area of the car door opening. The guide rail 1 has guide members 2 on which carriages 3 and 4 are guided displaceably. At each of these two carriages 3 and 4 each a not shown here door leaf is mounted. On the guide rail 1, the motor 6 is mounted for the door drive by means of a holding member, which is optionally made of several parts. The motor drives a circulating traction means, which is in operative connection with the door coupler 8 and drives over it the carriage 3, on which the door coupler 8 is mounted. For the sake of completeness, it should also be noted that the two carriages 3 and 4 are coupled to one another via a synchronization cable, which is only hinted at here and runs in an endless loop, so that every movement of the left carriage 3 is transmitted immediately to the right carriage 4.

The ensemble described in the forms of Fig. 1 shown embodiment, a motor-driven, centrally opening door, each with a left and a right-opening door leaf.

Main component of said door coupler 8 are those in FIG. 1 well-recognizable Mitnehmerkufen 9 and 10. Another component of the door coupler 8, the in FIG. 1 can be seen well, its base plate 11 which is connected to the carriage 3, preferably screwed. Also part of the door coupler 8 is the link plate 12, to the later is still to be entered and of the in the FIG. 1 only the laterally projecting beyond the base plate 11 part can be seen, which forms part of the guide of the cam plate 12.

Furthermore, in the FIG. 1 Suggestively detect the drivers 13 and 14, which are attached to a landing door leaf, not shown here and by means of which this landing door leaf with the Mitnehmerkufen 9 and 10 of the car interacts and is taken by the latter in the two symbolized by the double arrow OP directions. Since said shaft door leaf is connected directly or with the aid of its carriage to the other landing door leaf via a comparable synchronization, as it connects the two car door leaves, in this way both shaft door leaves are set in motion.

How to use the FIG. 1 also easily seen, the Mitnehmerkufen 9 and 10 are equipped with slots 16 and 17, by means of which they run on pins 18 (or bolts or pins) which are fixed to the base plate 11. In the simplest case, the pins can have a smooth cylindrical shaft which is fixed and on which the driving skids 9, 10 slide. Demanding constructions, which have the goal that the cam plate 12 is able to drive the Mitnehmerkufen 9 and 10 as smoothly and evenly, put pins, which each carry a rotatable sleeve which rolls against the contacting surfaces of the Mitnehmerkufen.

The relevant details of Mitnehmerkufen 9 and 10 can be better based on FIG. 2 as based on the FIG. 1 detect. The FIG. 2 shows an enlarged section of the upper area of in FIG. 1 illustrated Mitnehmerkufen 9 and 10th

In FIG. 2 are first the coupling surfaces 19 and 20 can be seen, which are here on the outwardly facing side of the Mitnehmerkufen 9 and 10. The coupling surfaces are intended to interact with the drivers 13 and 14, cf. again FIG. 1 ,

Furthermore, based on the FIG. 2 to recognize the slots 16 and 17 in close-up.

The slots are here incorporated directly into the plastic of Mitnehmerkufen, d. H. are bounded by plastic walls that have excellent leadership. Alternatively, the skids may also be made of light metal die-cast or a sheet metal, which is preferably deep-drawn so that in the region of the slots results in an enlarged guide surface (slots bounded by inside inverted metal collar). Higher loaded embodiments make use of metallic inlays which overlie the elongated holes and are overmoulded with the plastic of the carrier skids.

In these slots, as they are executed, engages in each case a pin 18 having a thickened head portion, preferably in the form of a screwed with the interposition of a disc in the end face of the pin screw. Hereby, the pin overlaps the edges of the slots and thus prevents the Mitnehmerkufen 9 and 10 can be deducted from the pins 18, thus ensuring that they remain in position.

This in FIG. 2 to be recognized slot 16 has only partwise straight and otherwise curved longitudinal axis L1. This longitudinal axis L1 is in the in FIG. 2 Below illustrated area B1 oriented so that it extends approximately at an angle α of 45 ° to the surface of the coupling surface 19, see. because of the angle α too Fig. 9 , Above, following the region B1, the longitudinal axis L1 of the oblong hole 16 curves, so that the oblong hole 16 finally merges into the region B2, in which its longitudinal axis L1 is at least substantially parallel to the coupling surface 19.

The side walls bordering the slot follow the course of the longitudinal axis L1.

The area B1 marks a movement phase in which the Mitnehmerkufe 9 executes a motion during movement of the driving cam plate 12, which performs both a movement component in the direction along or parallel to the coupling surface 19 and a movement component perpendicular thereto, so that the Mitnehmerkufen 9 and 10 move apart or on each other. The region B2 marks a movement phase in which the driving skid moves essentially along or parallel to the coupling surface 19.

The slot 17 is in principle similar to the slot 16. However, the slot 17 has three areas, namely a first area B3, in which its longitudinal axis parallel to the coupling surface 20, a second area B4, in which its longitudinal axis in approximately at an angle α of 45 ° to the coupling surface 20, and then a further region B5, in which the longitudinal axis of the elongated hole 17 again extends at least substantially parallel to the coupling surface 20.

The area B4 marks a movement phase in which the Mitnehmerkufe 10 executes a movement during movement of the driving cam plate 12, which performs both a movement component in the direction along or parallel to the coupling surface 20 and a movement component perpendicular thereto, so that the Mitnehmerkufen 9 and 10 move apart or on each other. The areas B3 and B5 mark movement phases in which the driving skid moves substantially along or parallel to the coupling surface 20.

The slots are preferably designed as the Fig. 10 shows. Ie. they then point to both open sides of the slot towards a depression of the slot, which can accommodate the head of the guide pin of the slot.

This design of the slot 17 serves the purpose of the Mitnehmerkufe 10 to be able to be used turned over - so that it is also in relation to the Mitnehmerkufe 10 so that one and the same Mitnehmerkufe 10 can be used either as Mitnehmerkufe whose coupling surface 20th with the driver associated with 14 intentionally interacts when the Mitnehmerkufen 9 and 10 move apart, or as Mitnehmerkufe, the coupling surface 20 with its associated driver 14 intended interaction occurs when the Mitnehmerkufen 9 and 10 to move towards each other, respectively in and against the direction of the in FIG. 1 arrow marked with the letter OP.

There is still a need to explain why the elongated holes 16 and 17 have sections in which their longitudinal axis is parallel to the coupling surfaces 19 and 20 - this is because the Mitnehmerkufen 9 and 10 at the moment in which the pins 18 in this Areas (B2 or B3 or B5) are, no longer by the outside in the normal direction on the coupling surfaces 19 and 20 acting forces together or can be pressed apart, since each of the Mitnehmerkufen 9, 10 then firmly clamped between its associated driver 13 and 14 on the one hand and the two pins 18 on the other hand clamped / spread. Because the latter press laterally against a region of the elongated hole wall which extends parallel to the relevant coupling surface 19 or 20, cf. also Fig. 1 , which graphically shows what is verbally described here.

This allows the Mitnehmerkufen 9 and 10 to exert large forces on the driver of the shaft doors and thus to drive a very dynamic movement, without the Mitnehmerkufen temporarily under the influence of not insignificant drive and inertial forces at least a little way together or be pressed apart (So give way resiliently) and in this way a disturbing rattling or hitting arises because the shaft doors are at least temporarily coupled with considerable play on the car doors.

Based on FIG. 2 It is readily apparent that the entrainment runners 9 and 10, as soon as they are forced to move in the direction of the arrows OP, move apart or move together and at the same time raise or lower themselves. This is because the pins 18 are stationary in this embodiment.

The Mitnehmerkufen 9, 10 are preferably made of plastic, preferably preferably made of POM (polyoxymethylane) or PA (polyamide). Fiber-reinforced materials for producing the coupler skids are avoided as far as possible in order to avoid the formation of abrasive abrasion due to the unavoidable mixing of the fibers.

Neither on the basis of FIG. 1 still based on the FIG. 2 has hitherto been recognized as the Mitnehmerkufen 9 and 10 are driven by the rotating traction means 7. This should now be based on the FIG. 3 be explained.

The FIG. 3 schematically shows a view of the FIG. 1 shown Türkupplers, but seen from the back and omitting the base plate 11 (base plate 11 disassembled). You can see that in the FIG. 3 but now unhindered the link plate 12th

Only schematically shown, but recognizable, is based on the FIG. 3 in that the link plate 12 is guided by means of corresponding link plate pins 25 in its first slot 21 into which one of the link plate pins 25 engages, and secondly on its two link plate guide surfaces 24 against which a link plate pin 25 rests above and below. Due to this, the link plate 12 is exclusively translationally displaceable in both directions, which are indicated by the double arrow T.

This link plate is coupled by means of its second slot 22 and its third slot 23 with the Mitnehmerkufen 9 and 10. For from the Mitnehmerkufen each a guide pin 26 projects into the second slot 22 and into the third slot 23 of the link plate. It will be appreciated that upon movement of the cam plate 12 in one of the directions of the double arrow T, the cam skids 9 and 10 are forced to move via the cam pins 26, which interact with the slot walls of the slots 22 and 23. Here, the exact course of this movement depends on the design of the elongated holes 16 and 17 of the Mitnehmerkufen 9 and 10.

Based on FIG. 3 It is also noticeable that the second slot 22 and the third slot 23 of the cam plate have different longitudinal axes and also have a different length. This is due to the fact that one of the two Mitnehmerkufen, here the Mitnehmerkufe 9, must be able to perform a longer path of movement than the other Mitnehmerkufe. This is required to unlock the landing door lock. The unlocking of the landing door lock runs off so that one of the Mitnehmerkufen starts as the first against its associated rigid driver and thereby in the direction of the arrow OP (see. FIG. 1 ) is brought to a standstill, while the other Mitnehmerkufe can still move a good distance in the direction of the arrow OP and has to push aside the associated movable driver a bit to the side and thereby ventilate the landing door lock.

The FIG. 4 ties in with the presentation of the FIG. 3 but here shows the link plate 12 in its properly mounted on the base plate 11 state.

Very nice is here again to recognize how the cam plate 12 is held with its first slot 21 and its link plate guide surfaces 24 between the link plate pins 2 (could also be designed as gate plate rollers) or runs. By means of its attachment member 31, the link plate is attached to the traction means.

To recognize are then again the second slot 22 and the third slot 23, by means of which the Mitnehmerkufen 9 and 10 via the guide pins 26 which protrude through corresponding openings in the base plate 11, are driven.

For the first time on the basis of FIG. 4 Now you can see how the gate lock is configured, which ensures that the gate plate 12 can not move, as long as the doors are not in their closed position. This locking is formed by a in the direction of its locking position by means of a spring element (here in the form of a helical spring) biased locking lever 27 which is pivotally mounted in a bearing eye 28.

The locking lever engages in a locking notch 30 of the cam plate 12 and rests there until the lock is released again.

The lock is released by the contact member 29, which is designed here in the form of a roll on a in Fig. 4 not shown ramp runs, which is attached to the guide rail 1 and its associated holding plate 34 and which is described as effective immediately.

In contrast to the prior art, the Fahrkortürhakenriegel K is operated directly in the context of the present invention by the skids, without intermediate facial expressions.

The FIG. 5 shows a view of the in FIG. 1 shown first embodiment of the invention from behind, ie seen from the inside of the car.

Very well to recognize are again the already discussed components, which are also marked here with the same reference numerals, as before.

The FIGS. 1 and 5 show the two carriages 3 and 4 in a position in which the central opening and closing

Car door is not fully closed, because their door leaves are still a good distance apart, so there is still a gap between them. However, the car door is still about to close. Therefore, the front strand 32 of the traction means 7 moves in the direction indicated by the arrow TV and the rear run 33 of the traction means 7 in the direction indicated by the arrow TH. Due to this, the base plate 11 also moves along with the components attached to it in the direction of the arrow TV.

As a result of this movement comes shortly before (usually about 10 mm), the door leaves meet in the middle and are about to close completely, the contact member 29 with a fixed to the support plate 34 ramp (also in Fig. 5 hidden and therefore not shown) in contact and runs on this ramp. As a result, the locking lever 27 is rotated clockwise so that it comes with the locking notch 30 disengaged. Thus, in time at the moment of the meeting of the two door leaves the locking of the cam plate 12 relative to the base plate 11 is repealed.

In the case of a side-opening door, the same applies mutatis mutandis, just before (i.d.R. about 10 mm), the fastest-running door leaf has reached the fully closed position.

The base plate 11, which is yes fixed to the carriage 3, now remains together with the carriage 3, while the link plate now moves along with the traction means 7 along the direction of the arrow TV. The link plate 12 is thus displaced relative to the base plate 11 and thereby performs a pure translational motion.

In the course of this translational movement, the link plate acts by means of the walls of its first and second oblong holes 21, 22 on the plug-in runners 9 and 10 inserted link pins 26 and thus drives the Mitnehmerkufen 9 and 10 at.

This causes the Mitnehmerkufen initially begin to move in a direction parallel to their coupling surfaces 19 and 20, until the pins 18 have each leave the area of their associated slot 16, 17, in which the slot parallel to the coupling surfaces 19 and 20 extends. As a result, the locking of the Mitnehmerkufen 9 and 10 against movements in one of the directions of the double arrow OP is first canceled.

As soon as the carrier skids 9 and 10 have their associated pins 18 slid so far along that the pins 18 have reached the obliquely extending portions of the slots, the Mitnehmerkufen 9 and 10 begin to move toward each other and thus come finally out of engagement with the drivers 13th and 14. This locks the car door (if, unlike the presently described first embodiment, a car door lock is provided at all), at the same time the coupling between the car door and the landing door is terminated so that the car can continue its journey next, because the Mitnehmerkufen unhindered from the space between the drivers 13 and 14 can be moved out.

It requires no further explanation that the coupling of the Mitnehmerkufen 9 and 10 to the driver 13 and 14 of the shaft door of the next stop and the reopening of the doors in the same way but the other way round is done. A schematic snapshot shortly before the end of the door closing operation with already closed doors and currently located in the disengaging motion Mitnehmerkufen 9 and 10 shows the FIG. 6 ,

As you can see clearly, here has the slide plate 12 opposite to in FIG. 4 shown position clearly to the left, ie in the in FIG. 5 shifted with the arrow TV direction and the guide pins 26 and thus also the Mitnehmerkufen 9 and 10 already pressed into a clearly different position in which the Mitnehmerkufen already have significantly less distance from each other. This can be seen quite well, even if the Mitnehmerkufen are not shown, if you look at the relative position of the guide pins 26 to each other.

Based on FIG. 6 It can also be seen how the locking lever 27 has been brought out of engagement with the locking notch 30 (as described above) and with its drawing inward role, the Entriegelungschräge 35 is rolled up.

• Erfindungsgemäß kommt ein ausschließlich translatorisch bewegter Wandler in Gestalt der Kulissenplatte 12 zum Einsatz, der die ihm aufgezwungene Translationsbewegung in eine andersartige aber ebenfalls rein translatorische Bewegung der Mitnehmerkufen 9 und 10 umsetzt.

What has been described so far makes it obvious that one of the crucial aspects of the invention can also be described differently:

• According to the invention, an exclusively translationally moving transducer in the form of the guide plate 12 is used, which converts the translational movement imposed on it into a different but likewise purely translational movement of the carrier skids 9 and 10.

The embodiment described above describes a Spreizkuppler, the above applies mutatis mutandis to a lock coupler.

Second embodiment (with car door lock)

The FIGS. 7 . 8th and 9 show a second embodiment.

This second embodiment is a modification of the first embodiment and functions the same as the first embodiment except for the deviations described below. The comments on the first embodiment apply in the context of this (mutatis mutandis) for the second embodiment. For the same reason, the previously presented components of the first embodiment and the corresponding components of the second embodiment are denoted by the same reference numerals.

In particular, the slide mechanism already described in detail with its cam plate in this second embodiment is exactly the same as in the first embodiment - unless changes result from the fact that in an alternative variant of the second embodiment, a second link 39 is used, one of the guide pins 26th replaced.

The only serious difference between the first and the second embodiment is that the pins 18 in the second embodiment are not fixedly anchored to the base plate 11 but are fixed to pin holding plates 36, 37, which in turn are rotatably mounted on the base plate.

Moreover, the first and second embodiments differ only in that the second embodiment is additionally provided with a first link 38 and optionally with a second link 39 as a result of this different attachment of the pins 18.

The functional effects of this modification compared to the first embodiment will now be explained.

The FIG. 7 shows the door coupler with the car door completely closed. The two Mitnehmerkufen 9 and 10 are in fully retracted position and therefore not in engagement with the drivers 13 and 14, which belong to the shaft door, before the car has just landed (shaft door not shown in the drawing).

Already in this figure it can be seen that the pins 18, which engage in the slots 16 and 17 and thereby guide the Mitnehmerkufen 9 and 10 and determine their position, are not rigidly secured to the base plate 11 but on a pin holding plate 36 and a pin retaining plate 37 which continues in a door lock with a mouth-like notch which locks the car door as long as it is engaged with the corresponding counterpart.

The FIG. 8 shows a snapshot, which connects temporally to the snapshot, which the FIG. 7 shows. At the time of FIG. 8 shown snapshot of the door drive has been activated for some time, so that the motor 6 has already moved the traction means 7 a good deal, namely so far that the link plate 12 just the two door couplers 9 and 10 applied to the driver 13 and 14 Has.

Quite well recognized by the hand Fig. 8 are the pivot axes 40 and 41 of the pin holding plates 36 and 37th

Until this in FIG. 8 shown time, the continuous movement of the cam plate 12 has only led to the fact that the two Mitnehmerkufen 9 and 10 in the direction of the arrow OPP moved away from each other and have also raised something, both due to the guide through the slots 16 and 17 on the pins 18th The pins 18 and the pin holding plates 36 and 37, on which the pins 18 are mounted, have not moved relative to the base plate 11 up to this time.

Starting from the of FIG. 8 As shown, a Mitnehmerkufe (10) in the further progress is still something in the lateral direction, ie move in the direction of the arrow OPP while the movable carrier (13) push aside, so that the shaft door lock is unlocked as described above in the context of the first embodiment (only partially recognizable on the basis of the figures).

In the moment in which the Mitnehmerkufen 9 and 10 finally come to rest on the drivers 13 and 14, namely so that they can not move further in the lateral direction (arrow OPP), the kinematic conditions change, however. The movement is now taking place whose final stage in FIG. 9 is shown.

Although the link plate 12 moves under the continued influence of the movement of the traction means 7 on and they also drives the Mitnehmerkufen 9 and 10 on. However, the Mitnehmerkufen 9 and 10, since they are prevented by their application to the drivers 13 and 14, not move in the direction of the arrow OPP but only vertically for this purpose, namely in the case of the present embodiment upwards.

This also do the driver plates, because the pins 18 now run into the region of the slots 16 and 17, which runs parallel to the coupling surfaces 19 and 20 of the Mitnehmerkufen 9 and 10. Due to their corresponding shape while the elongated holes 16 and 17 force the pins 18 to zoom their distance in the direction of the arrow OPP or in the opposite direction, whereby on the pins 18 produces a clockwise torque. As a result, both the pin holding plate 36 and the further pin holding plate 37 are rotated (clockwise). As a result, integrally, the entire car door latch bar 37 rotates clockwise and is released.

To ensure that the pin retaining plates 36 and 37 move synchronously, the handlebar 38 is provided. He connects the two pin retaining plates 36 and 37 together and thus synchronizes the rotational movement of the two pin retaining plates 36 and 37th

The second link 39 is formed as a wishbone, runs diagonally and connects the upper portion of the Mitnehmerkufe 10 with the lower portion of the other Mitnehmerkufe 9. This wishbone is not primarily the already provided by the handlebar 38 in conjunction with the pin retaining plates 36 and 37 synchronization , Rather, he upgraded the one Mitnehmerkufe to mitzuschleppen the other Mitnehmerkufe, so that in this alternative solution only one of the two Mitnehmerkufen is equipped with a guide pin 26 by means of which it is driven by the cam plate 12. The other Mitnehmerkufe is no longer in direct engagement with the link plate, but by means of the second Handlebar driven by the other Mitnehmerkufe and therefore has itself no guide pin 26th

However, the second link 39 can be omitted without replacement, if instead a second link pin 26 is provided, d. H. exactly the same slotted guide is realized as described in the context of the first embodiment.

For completeness, it should be noted that the Mitnehmerkufen in the case of both embodiments can also be operated in kinematic reverse direction, d. H. so that they do not invest from the inside but from the outside to the now captured between them driver (not shown in the drawing).

It should also be noted that protection is also claimed for the individual subclaims in the sense that, even without the additional features arising from the reliance on previous claims, they claim protection only for the features contained in themselves in a sole position.

Finally, it should be noted that the drawings, on the basis of which the exemplary embodiments are explained, are real design drawings, so that all the details to be taken from these drawings are claimed to be essential to the invention.

This door coupler, which is very simple in design, lends itself to a lift whose upper, less frequented landing door is a different, cheaper one than its heavily frequented ground-floor shaft door. This is because the spreading movement of pivot lever-mounted door couplers is structurally limited, while the guide skids invention can be performed almost arbitrarily long, so that one and the same door coupler can operate different shaft doors with different pitches.

It is also well suited for realizing a leading door opening, in which the car doors and landing doors already open, even before the car has landed completely. You just have to make sure that the Mitnehmerkufen in the shaft longitudinal direction are correspondingly long.

LIST OF REFERENCE NUMBERS

1

guide rail

2

governing bodies

3

left carriage

4

right carriage

5

-

6

engine

7

traction means

8th

door coupler

9

operating bar

10

operating bar

11

baseplate

12

link plate

13

Carrier in the form of a Schachttürmitnehmerrolle

14

Carrier in the form of a Schachttürmitnehmerrolle

15

guide rail

16

Long hole

17

Long hole

18

pencils

19

coupling surface

20

coupling surface

21

first slot

22

second slot

23

third slot

24

Link plate guide surfaces

25

Link plate pins

26

link pin

27

Locking lever for link plate

28

bearing eye

29

Contact organ i.d.R. in the form of a roller for unlocking the link plate

30

Locking notch for link plate

31

fixture

32

Vordertrum

33

Hintertrum

34

Retaining plate

35

Entriegelungsschräge

36

upper pin retaining plate

37

Lower pin retaining plate in the shape of the car door hinge

38

first handlebar

39

second handlebar

40

Pivot axis pin holding plate 36

41

Pivot axis pin holding plate 37

L1

longitudinal axis

B1

Area

B2

Area

B3

Area

B4

Area

B5

Area

T

Direction of the transverse movement of the cam plate 12

TV

Direction of movement fore strand (when shooting)

TH

Direction of movement Hintertrum (when closing)

operating room

Opening and closing direction of the doors

OPP

Direction of movement of the Mitnehmerkufen 9, 10 perpendicular to the coupling surfaces 19, 20th

H

Direction of the unlocking movement of the locking lever of the cam plate 27th

K

Car door hook bolt

Claims (13)

1. A device for the synchronous actuation and locking of elevator doors that are substantially disposed one behind the other in the passage direction - such as a cage door and a shaft door - wherein the device comprises drive skids (9, 10) attached to a first door whose distance relative to each other is variable, and the movement of the drive skids (9, 10) is determined by elongated holes (16, 17), in which pins (18) holding the drive skids run, in such a way that the distance of the drive skids relative to each other changes at least in some regions when the elongated holes move along the pins, characterised in that the longitudinal axis of the elongated holes (16, 17) extends, at least in some sections, in a direction that deviates both from the direction of the coupling surface (19, 20) of the respective drive skid (9, 10) and from the direction of the normal onto the coupling surface (19, 20) of the respective drive skid.
2. The device according to claim 1, characterised in that the elongated holes each comprise at least one end portion (B2, B3, B5) in which their longitudinal axes extend substantially parallel to the coupling surface (19, 20) of the respective drive skid or in a direction that ensures a self-locking action.
3. The device according to any one of the preceding claims, characterised in that at least in one drive skid (9, 10) the elongated holes (16, 17) are formed in such a way that the drive skid can be installed in a reversed manner in such a way that its coupling surface (19, 20) lies either on the one or on the other side opposing that one side.
4. The device according to any one of the preceding claims, characterised in that the pins (18) are themselves attached in pairs to one pivotably mounted pin holding plate (36, 37), respectively, wherein preferably one of the pivotable pin holding plates is a component of a cabin door locking bar (K).
5. The device according to claim 4, characterised in that the guide mechanism and the drive system of the drive skids (9, 10) is designed in such a way that the drive skids move along the pins (18) without pivoting their pin holding plates (36, 37) as long as they can move freely, and that the drive skids pivot the pin holding plates once they rest with their coupling surfaces (19, 20) against the drivers (13, 14).
6. The device according to claim 4 or 5, characterised in that the two pin holding plates (36, 37) are interconnected via a first steering rod (38) that enforces a synchronous movement of the two pin holding plates (36, 37).
7. The device according to any one of the claims 4 to 6, characterised in that the two drive skids (9, 10) are interconnected via a second diagonally extending steering rod (38).
8. The device according to any one of the preceding claims, characterised in that at least one drive skid (9, 10), preferably both drive skids, is/are driven by a gate plate (12) on which, as a whole, a purely translational movement is forced by the traction means (7) that opens and closes the door leaves, wherein the gate plate comprises at least one, preferably two, elongated holes (16, 17) which extend oblique to the direction of movement forced upon it by the drive system and which one gate pin (26) (respectively) of a drive skid engages, by means of which a movement is forced upon the respective drive skid once the gate plate (12) moves.
9. The device according to any one of the preceding claims, characterised in that the elongated holes (16, 17) in the gate plate each have a portion orientated in such a way that, when the gate plate (12) is driven, it forces upon the drive skids substantially exclusively a movement in a direction parallel to their coupling surface.
10. The device according to claim 9, characterised in that the device comprises a base plate (11) for attaching the device to a carriage carrying the door leaf, wherein the gate plate (12) is supported on a first side of the base plate (11), while the drive skids (9, 10) are supported on the side of the base plate (11) opposite the first side.
11. The device according to claim 9 or 10 for the synchronous actuation and locking of elevator doors that are substantially disposed one behind the other in the passage direction, wherein the device comprises a gear unit by means of which a movement of the driving organ is transmitted onto the drive skids (9, 10), characterised in that the gear unit is a gate-type gear unit comprising a converter, which moves in a purely translational manner under the influence of the driving organ and which converts its own translational movement into a purely translational movement of another type of the drive skids (9, 10).
12. An elevator system comprising a cage, which is guided within the travel path on rails and which is secured by cage doors, and a shaft door system and optionally a counterweight as well as an elevator drive lifting and lowering the cage, characterised in that the cage door is equipped with a device according to any one of the preceding claims and opens and closes the shaft doors in operation by means of correspondingly positioned drivers on the shaft doors.
13. The device according to claim 1, characterized in that the movement of the drive skids within the context of the phases of movement causes, in the event of a change of the distance of the drive skids, a direct actuation of the cabin door locking bar (K) via at least one steering bar by the drive skids cooperating with pins 18, which are themselves attached in pairs to one pivotably mounted pin holding plate (36, 37), respectively, wherein one of the pin holding plates is a component of a cabin door locking bar (K) and wherein the two pin holding plates (36, 37) are interconnected by a steering rod (38) enforcing a synchronous movement of the two pin holding plates (36, 37), and thus, the actuation of the cabin door locking bar (K) at the same time.

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