EP2485976A1 - Système de déplacement sur un seul rail des portes télescopiques d'une cabine d'ascenseur et des portes d'étage - Google Patents

Système de déplacement sur un seul rail des portes télescopiques d'une cabine d'ascenseur et des portes d'étage

Info

Publication number
EP2485976A1
EP2485976A1 EP09812446A EP09812446A EP2485976A1 EP 2485976 A1 EP2485976 A1 EP 2485976A1 EP 09812446 A EP09812446 A EP 09812446A EP 09812446 A EP09812446 A EP 09812446A EP 2485976 A1 EP2485976 A1 EP 2485976A1
Authority
EP
European Patent Office
Prior art keywords
rail
carriages
doors
wheels
carriage
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP09812446A
Other languages
German (de)
English (en)
Other versions
EP2485976B1 (fr
Inventor
Volpe Giuseppe
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
IGV Group SpA
Original Assignee
IGV Group SpA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by IGV Group SpA filed Critical IGV Group SpA
Publication of EP2485976A1 publication Critical patent/EP2485976A1/fr
Application granted granted Critical
Publication of EP2485976B1 publication Critical patent/EP2485976B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B13/00—Doors, gates, or other apparatus controlling access to, or exit from, cages or lift well landings
    • B66B13/02—Door or gate operation
    • B66B13/06—Door or gate operation of sliding doors
    • B66B13/08—Door or gate operation of sliding doors guided for horizontal movement
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05F17/00—Special devices for shifting a plurality of wings operated simultaneously
    • E05F17/004—Special devices for shifting a plurality of wings operated simultaneously for wings which abut when closed
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2800/00—Details, accessories and auxiliary operations not otherwise provided for
    • E05Y2800/10—Additional functions
    • E05Y2800/122—Telescopic action

Definitions

  • the present invention relates to elevators and, in particular, to a system for moving on single rail the telescopic doors of an elevator cabin and the floor doors.
  • Figure 1 exemplifies a known system for moving the two 'telescopic' doors 1 and 2.
  • the doors are shown when access to the cabin is closed; the arrows indicate the. direction of aperture; the double arrow associated to door 1 means that it is the faster one (covering a distance double that of door 2 in the same time).
  • an empty space 3 can be seen to receive the doors when they slide open.
  • the upper side of the faster door 1 is joined to a main carriage 4 constrained to the two sides of a horizontal rail 5 that extends into the space 3.
  • rail 5 On the roof of the cabin, rail 5 is rigidly joined to the load- bearing frame of the cabin.
  • Carriage 4 is constrained to the rail 5 by four wheels 6a, 6b and 7a, 7b.
  • Wheels 6a and 6b roll along the upper edge of rail 5 and in so doing support the weight of door 1.
  • Wheels 7a and 7b are counter- wheels in contact with the opposite edge of rail 5 to keep the load-bearing wheels 6a and 6b in their seat.
  • a second rail 11 Opposite rail 5 a second rail 11 , outwards in relation to the cabin, is also rigidly joined at roof level to the load-bearing frame of the cabin. To simplify the description, rail 11 is shown above rail 5 while in actual fact it is below.
  • the carriage 8 slides along the rail 11 on four wheels 9a, 9b, and 10a, 10b. Wheels 9a and 9b roll along the upper edge of the rail and in so doing support the weight of the door 2.
  • Wheels 10a and 10b are counter-wheels in contact with the opposite edge of rail 8 to keep the load- bearing wheels 9a and 9b in their seat.
  • Figure 2 shows the crosswise double-T profile of rail 5, identical to the crosswise profile of rail 11, with two longitudinal edges, 5a and 5b, at each side of the double T one at the top and one at the bottom.
  • Figure 3 shows a side view of the system in Figure 1.
  • Figure 3 shows the rail 5 and the opposite rail 11, on which wheels 9a and 10a move perpendicular to the sheet.
  • Rails 5 and 11 are connected to the load-bearing frame of the elevator cabin (or to the wall at floor level) on the outside of the cabin in proximity to the roof, by means of couples of fixing elements, 12 and 13, placed so as to avoid interference with the movement of carriages 4 and 8.
  • a groove that couples with the T-shaped profile of the corresponding edge of the respective rail. Rotation takes place on ball bearings fixed by pins to the carriage.
  • Figure 3 clearly shows the crosswise bulk of the telescopic doors. Summary of the invention
  • Purpose of the present invention is to overcome the drawback due to crosswise bulk of the telescopic doors moving along two distinct rails.
  • Subject of the invention is therefore a system for moving the door of an elevator cabin, comprising:
  • a motor-driven device fixed to the external frame of the cabin or to the car sling to control the sliding movement of the carriages both in the same direction with strokes of different lengths and therefore at a different speed, as described in claim 1.
  • the rail consists of a longitudinal wall substantially flat, its longitudinal edges, one upper and one lower, being bent to form together with said wall a concavity, the crosswise profile of each bent edge being curved to form a guide track for the wheels of a carriage on each face.
  • the crosswise concave or convex profile of the wheels guided along a track is complementary to the crosswise profile of said longitudinal bent and curved edge relative to the face that forms said track so as to keep the wheels constrained to the rail while the carriage is translating.
  • each carriage is so shaped to avoid covering one or more parts of the rail and to avoid interference with the means for fixing the rail to the external frame of the cabin.
  • the means for fixing the rail are placed at the ends of said rail.
  • a suitable combination of the positions of the carriages and of their respective wheels ensures that the means for fixing the rail can be placed at its end and in an intermediate position, to reduce bending when the doors are moving.
  • the carriages are placed on opposite sides of the rail.
  • the carriages are placed on the same side of the rail.
  • the wheels of the faster moving carriage are in contact with the longitudinal edges of the rail outside it, while the wheels of the slower moving carriage are in contact with the longitudinal edges of the rail inside the space enclosed by the wall of said rail.
  • the wheels of the slower moving carriage are in contact with the longitudinal edges of the rail external to it, while the wheels of the faster moving carriage are in contact with the longitudinal edges of the rail inside the concavity in the rail.
  • At least one wheel of a carriage is in contact with a longitudinal edge of the rail outside it, while at least another wheel of the same carriage is in contact with the other longitudinal edge of the rail inside the concavity in the rail.
  • each carriage is equipped with more than two wheels to increase the transportable load.
  • each wheel in each carriage is associated to a counteracting wheel, also called a counter-wheel, guided against the longitudinal bent and curved edge of the rail opposite to the edge on which said wheel is guided, so eliminating clearances between carriage and rail to improve stability of movement.
  • a counteracting wheel also called a counter-wheel
  • the rail extends on both sides and said faster moving carriage belonging to the first pair of carriages, is moved along the rail but not beyond the centre, the other part of the rail being travelled in the opposite direction by two additional carriages moved in the same direction to transport respective additional doors, the additional faster carriage being operated by means for transmission of the movement of said faster carriage belonging to the first pair of carriages.
  • the rail extends on both sides and said faster carriage of the first pair of carriages moves along the rail without exceeding the overall width of the two first doors, the other part of the rail being travelled in the opposite direction by two additional carriages moving in the same direction to carry the respective two second doors, the additional faster carriage being operated by means for transmission of movement of said faster carriage belonging to the first pair pf carriages, and the means for transmission of movement between the carriages causing the carriage, whose movement is transmitted, to translate along a stroke of different length.
  • second rails similar to the rail on the cabin, are disposed horizontally, the second rails being fixed to the brick wall of the hoistway to support the respective carriages for operating the floor doors, the second carriages being translated in the same direction, one at double the speed of the other synchronized with the carriages on the cabin, by means of a known non-motor- driven device that couples with said motor-driven device transmitting its movement when the two devices are in a correct vertical alignment.
  • the longitudinal bent and curved edges of the rail both present an outward- facing convexity, the wheels in contact with the upper longitudinal edge, external to it, present a groove that couples with the convexity on the upper edge, the wheels in contact with the lower longitudinal edge of the rail, inside the concavity in the rail, being tapered to couple with the inward-facing concavity in the lower edge.
  • the longitudinal bent and curved edges of the rail both present a convexity facing towards the inside of the concavity in the rail, the wheels in contact with the upper longitudinal edge, external to it, being tapered to couple with the concavity on the upper edge facing outward, the wheels in contact with the lower longitudinal edge, inside the concavity in the rail, presenting a groove that couples with the convexity on the lower edge.
  • the upper longitudinal bent and curved edge of the rail presents an outward- facing convexity
  • the lower longitudinal bent and curved edge of the rail presenting a convexity facing towards the inside of the concavity in the rail
  • the wheels in contact with the upper longitudinal edge, external to it, presenting a groove that couples with the convexity on the upper edge
  • the wheels in contact with the lower longitudinal edge inside the concavity in the rail presenting a groove that couples with the convexity on the lower edge.
  • the upper longitudinal bent and curved edge of the rail presents a convexity facing towards the inside of the concavity on the rail, the lower longitudinal bent and curved edge presenting an outward-facing convexity, the wheels in contact with the upper longitudinal edge, external to it, being tapered to couple with the concavity in the upper outward-facing edge, the wheels in contact with the lower longitudinal edge inside the concavity in the rail being tapered to couple with the inward-facing in the lower edge.
  • the advantage of the system for operating the so-called telescopic doors, subject of the present invention lies in its considerable reduction of the crosswise bulk of the sliding mechanism. This makes for greater space inside the cabin, a reduction in weight and the saving of one rail no longer used. Doors can also be thinner than the usual ones although the system is in any case perfectly suited to moving doors of great height and considerable weight.
  • Figure 1 is a front view of an elevator cabin, access to which is obstructed by two telescopic doors, movement of which is obtained in the conventional manner (the second rail is shown vertically offset);
  • Figure 2 is . a side view of a rail seen in Figure 1 ;
  • Figure 3 is a side view of the mechanism for sliding the doors in Figure 1 ;
  • Figure 4 is a front view of an elevator cabin, access to which is obstructed by two telescopic doors moved along the same rail according to the present invention;
  • Figure 5 is a side view of the rail in Figure 4.
  • Figure 6 is a side view of the mechanism for sliding the doors in Figure 4;
  • Figure 7 is a front view of an elevator cabin, access to which is obstructed by two pairs of four panel center opening doors moved along the same rail, according to the present invention;
  • Figure 8 differs from the preceding figure in that the doors have made a partial stroke towards the open position
  • Figure 9 is a plan view schematizing the four panel center opening doors of the doors in Figure 7, with their corresponding floor doors;
  • Figure 10 is a schematization that differs from the preceding figure in being asymmetric.
  • Figure 4 exemplifies a system for moving two 'telescopic' doors 20, 21 shown when shut against access to the cabin.
  • the arrows indicate the direction of movement for opening them; the double arrow on door 20 signifies that it is the faster one since it executes the full opening / closing stroke equal to the space for access to the cabin.
  • the single arrow on door 21 signifies that it is the slower one since its stroke is only half that executed by the faster door 20.
  • an empty space 22 can be seen that serves to house the sliding movement of both doors when they open.
  • the faster door 20 is fixed to a first carriage 23 (marked with oblique lines), hereinafter called the main carriage which can translate along a horizontal rail 25 that extends horizontally across the width of about three doors; this dimension is not however limited to the width of the cabin.
  • Rail 25 is rigidly joined at the roof to the load-bearing frame of the cabin, but can also be fixed elsewhere, for example to the car sling.
  • the upper end of the slower door 21 is fixed to a second carriage 24, hereinafter called the secondary carriage that translates along the rail 25 at half speed and covering a half stroke.
  • the main carriage 23 is constrained to the rail 25 by two wheels 26a, 26b and by two counter-wheels 27a, 27b.
  • the secondary carriage 24 is also constrained to the rail 25 by two wheels 28a, 28b, and by two counter-wheels 29a, 29b.
  • a limit- stop 30 arrests the carriage 23 at its closed position.
  • the conformation in Figure 4 is not binding since the rail 25 can be laid under the doors 20 and 21.
  • the main carriage 23 is worked directly by the motor-driven device for moving the doors; the secondary carriage 24 is drawn along by the main carriage. Though not seen in the figure, the carriages 23 and 24 are joined by a cord that, by means of a pulley system, gears down movement of the two carriages. In practice, for one unit of stroke of the secondary carriage 24, the double is obtained for that of the main carriage 23.
  • Such a ratio may be defined as 2:1 tackle type.
  • Figure 5 shows the substantially C-shaped profile of the rail 25, comprising a section of rectilinear wall 35 joined at a right angle at each end to two respective sections of wall 36 and 37 corresponding to the longitudinal edges of the rail 25, said edges being bent and possessing a varyingly curved equal profile.
  • rail 25 is of a constant thickness it can be made by extrusion of the crosswise profile for its whole length. Otherwise rail 25 can be made by bending or moulding a sheet of suitably rigid metal.
  • the longitudinal flat wall corresponding to the extension of the rectilinear section 35, lies horizontally in the direction of length and vertically in the direction of the width so that the longitudinal edge 36 is uppermost in relation to the lower longitudinal edge 37.
  • the above convexities on, and concavities in, the longitudinal bent edges 36 and 37 serve as tracks for guiding the wheels of the carriages, as will shortly be explained.
  • Figure 6 shows the lateral conformation of carriages 23 and 24 and of the wheels visible in figure 4 on the left of the sheet.
  • the figure shows that there is a single rail 25 and that its longitudinal wall 35 is fixed to the outer infrastructure (not illustrated) by fixing means 45 connected at points that do not interfere with translation of the carriages 23 and 24.
  • Carriages 23 and 24 are disposed parallel to the rail 25 one on each side without any limitation; the main carriage 23 is the outermost of the two.
  • the next description concerns positioning of the only wheels seen in the figure, but also concerns the companion wheels aligned in the same horizontal direction. Having stated this, wheel 26a and counter-wheel 27a turn on bearings or bushings held in place by respective pins 41 and 42 fixed to the main carriage 23.
  • wheel 28a and counter- wheel 29a turn on bearings or bushings held by respective pins 43 and 44 fixed to the secondary carriage 24.
  • a peripheral groove 28c that adapts to the convexity 36a on the upper edge of rail 25 on which it rests discharging the weight of the door 21 and of the carriage 24 on the pin 43.
  • Wheel 28a is therefore weight-carrying and as such has a diameter greater than that of the lower wheel 29a, which is not weight-carrying; there is no reason, however, why the diameters should not be the same.
  • a groove 29c that adapts to the convexity 37a on the lower edge of rail 25 with which it is in contact, to eliminate clearances between the carriage 24 and the rail 25 so improving stability of movement.
  • the circular edge 26c of the lower wheel 26a of the main carriage 23 is tapered to adapt to the concavity 37b on the lower edge of the rail 25 on which it rests discharging the weight of the door 20 and of the carriage 23 on the pin 41.
  • Wheel 26a is therefore weight-carrying and as such has a larger diameter than the upper wheel 27a, which is not weight-carrying, though there is no reason why the diameters should not be equal.
  • the circular edge 27c of this latter is tapered adapting to the concavity 36b in the upper edge of the rail 25 with which it is in contact to eliminate clearances between the carriage 23 and the rail 25 so improving stability of movement.
  • Figure 7 shows a system for moving four telescopic doors, two by two, on a single rail 56.
  • the closed position seen in the figure, is achieved by doubling the conformation of two doors, shown in Figure 4, symmetrically in relation to the centre of the opening for access to the cabin.
  • the figure shows a first pair of doors, 50 and 51, in the left half of the figure, and a second pair, 52 and 53, in the right half of the figure.
  • Arrows indicate the direction, stroke and speed of opening movement of the various doors. In particular they indicate that the two pairs of doors translate in the opposite direction and that, in each pair, the doors translate in the same direction.
  • the central doors 50 and 52 execute a stroke covering half the opening for access to the cabin at double the speed compared with doors 51 and 53 whose stroke covers a quarter of the opening for access.
  • Two lateral spaces, 54 and 55 accommodate the respective pairs of doors 50, 51 and 52, 53 in their fully open position.
  • the horizontal rail 56 situated at the roof of the cabin sustains a first pair of carriages, 57 and 58, and a second pair, 59 and 60, permitting their translation.
  • rail 56 can be placed under the doors of the cabin.
  • Carriages 57 and 58 are fixed to the respective doors 50 and 51.
  • Carriages 59 and 60 are fixed respectively to doors 52 and 53.
  • Carriages 57 and 59 are the main faster carriages that draw the respective secondary carriages 58 and 60.
  • a central limit stop 61 arrests translation of the main carriages 57 and 59, preventing them from going more than halfway across the space for access to the cabin.
  • the motor-driven device for door movement sets one of the main carriages in motion after which movement is transmitted, by special means, to the second main carriage.
  • Figure 8 shows more clearly the movement of opening the doors in the four panel center opening doors system in Figure 7.
  • FIG 9 shows a completed view of the four panel center opening doors conformation in Figure 4, in which the floor doors are also shown.
  • the four doors in Figure 7 will be noted, separated into telescopic pairs 50, 51 and 52, 53 in the position where access to the cabin 65 is closed.
  • Hoistway for the cabin 65 is delimited by a brick wall 66 which, in proximity to the floors, presents respective openings for entry and exit of passengers into and out of cabin 65.
  • the brickwork apertures are closed by floor doors that open only when the cabin 65 is aligned with the floor.
  • a second rail (not shown) is laid horizontally and identical to the one already described. This second rail permits sliding of the four carriages that carry the door 68, 69 and 70, 71 synchronised with the opposite cabin doors 50, 51 and 52, 53. Movement of the floor doors is operated by a known device without motor, called suspension, placed on each floor at the position of the second rail. This device is only worked by the motor-driven device mounted on the roof of the cabin 65, when the device is vertically coupled at the correct level.
  • Figure 10 shows a conformation of four asymmetric doors, of the cabin and at a floor, differing from that of four symmetric doors in Figure 9 because the cabin doors 81, 82 and floor doors 88, 89 of a first pair are of a width different from that of the cabin doors 83, 84 and floor doors 90, 91 of the other pair.
  • the width of the empty spaces 85, 86 at the side of the cabin 80 are such that they can accommodate the respective doors in their open position.
  • the motor-driven device for moving the doors sets in motion one of the two main carriages after which the movement is transmitted, by special means, to the second main carriage.
  • the means for transmission of movement are so configured as to obtain different strokes.

Landscapes

  • Power-Operated Mechanisms For Wings (AREA)
  • Elevator Door Apparatuses (AREA)
  • Lift-Guide Devices, And Elevator Ropes And Cables (AREA)

Abstract

Le système destiné à déplacer les portes de cabine d'ascenseur et/ou les portes d'étage peut être utilisé par deux portes télescopiques et quatre portes d'actionnement asymétriques ou portes d'actionnement centrales de panneaux. Chacune des deux (ou quatre) portes de la cabine est fixée à un chariot respectif par deux roues, ou plus, coulissant le long d'un seul rail horizontal monté sur le cadre externe de la cabine sur le toit. Le système est également utilisable pour les portes d'étage. Le rail se compose d'une paroi plate longitudinale disposée horizontalement dans le sens de sa longueur et verticalement dans le sens de la largeur. Les bords longitudinaux de la paroi sont courbés sensiblement à angle droit, s'étendant sur une courte longueur selon un profil transversal à courbure variable approprié pour créer des deux côtés une voie de guidage pour les roues des chariots. A chaque roue porteuse guidée extérieurement vers le rail sur son bord supérieur est associée une contre-roue respective guidée extérieurement vers le rail contre la paroi du bord inférieur. La même approche est utilisée pour les paires de roues et de contre-roues guidées à l'intérieur du rail.
EP09812446.4A 2009-10-09 2009-12-29 Système de déplacement sur un seul rail des portes télescopiques d'une cabine d'ascenseur et des portes d'étage Active EP2485976B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ITMI2009A001732A IT1395855B1 (it) 2009-10-09 2009-10-09 Sistema di movimentazione su singolo binario delle ante telescopiche di cabina degli ascensori e di sbarco ai piani
PCT/IT2009/000590 WO2011042924A1 (fr) 2009-10-09 2009-12-29 Système de déplacement sur un seul rail des portes télescopiques d'une cabine d'ascenseur et des portes d'étage

Publications (2)

Publication Number Publication Date
EP2485976A1 true EP2485976A1 (fr) 2012-08-15
EP2485976B1 EP2485976B1 (fr) 2013-06-05

Family

ID=42174511

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09812446.4A Active EP2485976B1 (fr) 2009-10-09 2009-12-29 Système de déplacement sur un seul rail des portes télescopiques d'une cabine d'ascenseur et des portes d'étage

Country Status (3)

Country Link
EP (1) EP2485976B1 (fr)
IT (1) IT1395855B1 (fr)
WO (1) WO2011042924A1 (fr)

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FI97800C (fi) * 1994-10-31 1997-02-25 Kone Oy Hissin oven yläkannatinpalkki ja ovikoneistojärjestely
FI98453C (fi) * 1994-10-31 1997-06-25 Kone Oy Laitteisto hissin teleskooppioven ovilehtien liikkeiden synkronoimiseksi
ES2163335B1 (es) * 1997-03-13 2003-04-01 Iglesias Emilia Yustas Dispositivo de corredera para puertas automaticas, telescopicas y de apertura central de especial aplicacion en las puertas del ascensor.
ES2172414A1 (es) * 2000-07-27 2002-09-16 Selcom Aragon S A Placa soporte con guia unica para puertas de ascensor.
FI20041157A (fi) * 2004-09-07 2005-09-08 Kone Corp Hissijärjestely

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2011042924A1 *

Also Published As

Publication number Publication date
EP2485976B1 (fr) 2013-06-05
IT1395855B1 (it) 2012-10-26
ITMI20091732A1 (it) 2011-04-10
WO2011042924A1 (fr) 2011-04-14

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