EP2485976B1 - 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 Download PDF

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Publication number
EP2485976B1
EP2485976B1 EP09812446.4A EP09812446A EP2485976B1 EP 2485976 B1 EP2485976 B1 EP 2485976B1 EP 09812446 A EP09812446 A EP 09812446A EP 2485976 B1 EP2485976 B1 EP 2485976B1
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Prior art keywords
rail
carriages
carriage
doors
edge
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EP09812446.4A
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German (de)
English (en)
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EP2485976A1 (fr
Inventor
Volpe Giuseppe
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IGV Group SpA
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IGV Group SpA
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    • 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.
  • One rail systems are also known, for example EP 1 176 113 A1 and EP 0 709 337 A2 .
  • EP 1 176 113 A1 describes support plate with a single guide plate for elevator doors, being of the type of support plates that mount the operating mechanisms of elevator doors, the leaves being fastened to the corresponding carriage, carriages that are conveyed and guided by the respective guide of the support plate, characterized in that the support plate defines a single guide in order to convey and guide the corresponding rapid carriage and slow carriage, the rapid carriage being defined by a broken line type plate that has an inclined plane, the leaf being fastened to the plate, in a vertical plane different from the plane of the guide, whereas the slow carriage is defined by a profile positioned longitudinally to the support plate itself and in whose ends there are preferably U section shorter respective profiles, in orthogonal position, including a pair of wheels in order to be assembled in the guide, the slow leaf being fastened to the carriage by means of some strips fastened to the profile, the slow leaf being with respect to the same vertical plane as the guide.
  • EP 0 709 337 A2 describes an overhead supporting beam for an elevator door, said beam being provided with roller races for the rollers of the door panels, characterized in that the roller races for the rollers of the door panels are formed from one piece with the overhead supporting beam.
  • 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:
  • the door drawn by the faster carriage completes a translation equal to the width of the entire space for entry to the cabin, while the slower carriage is drawn by the faster carriage by means for transmission of the movement, halving the stroke and therefore the speed.
  • 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 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.
  • 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.
  • 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)

Claims (17)

  1. Système pour déplacer les portes d'une cabine d'ascenseur, comprenant:
    - un single rail (25) rejoint horizontalement au cadre extérieur de la cabine, ou à la fronde de la voiture ;
    - au moins deux chariots (23, 24) sur des côtés opposés en relation avec le rail (25) pour glisser le long du single rail (25) pour déplacer les deux respectives portes (20, 21) ;
    - un dispositif actionné à moteur fixé au cadre extérieur de la cabine, ou à la fronde de la voiture, pour contrôler le mouvement de glissement des chariots toutes les deux avec des courses de longueurs différentes et par conséquent avec des vitesses différentes ;
    caractérisé en ce, que :
    - le rail (25) est formé par une paroi (35) longitudinale substantiellement plane, ses bords longitudinaux (36, 37) respectivement supérieur et inférieur étant pliés pour former, avec ladite paroi, une concavité, le profil transversal de chaque bord plié étant courbé en sorte qu'un rail de guidage (36a, 36b ; 37a, 37b) est formé sur chaque face pour les roues (26a, 26b ; 28a, 28b) d'un chariot (23, 24) ;
    - les roues (26a, 26b ; 28a, 28b) étant guidés le long d'un rail avec un profil transversal concave ou convexe complémentaire au profil transversal dudit bord longitudinal plié et courbé (36, 37) en relation avec la face qui forme ledit rail, pour maintenir les roues poussées contre le rail pendent la translation du chariot (23, 24).
  2. Système selon la revendication 1, caractérisé en ce que, dans un modèle avec seulement deux chariots (23, 24), la porte (20) tirée par le chariot (21) plus rapide complète une translation équivalente à la largeur de l'espace entier pour l'entrée dans la cabine, tandis que le chariot (24) plus lent est tiré par le chariot (23) plus rapide par des moyens pour une transmission du mouvement, en divisant par deux la course et donc la vitesse.
  3. Système selon la revendication 1, caractérisé en ce que la forme de chaque chariot (23, 24) est telle qu'elle ne couvre pas one ou plusieurs parties du rail (25) pour éviter toute interférence avec les moyens (45) pour fixer le rail au cadre externe de la cabine.
  4. Système selon la revendication 1, caractérisé en ce que les moyens (45) pour fixer le rail (25) sont situés aux extrémités dudit rail.
  5. Système selon la revendication 1, caractérisé en ce que les moyens (45) pour fixer le rail (25) sont situés soit aux extrémités dudit rail soit dans une position intermédiaire lorsque les portes se déplacent.
  6. Système selon la revendication 1, caractérisé en ce que les roues (26a, 26b) du chariot (23) qui se déplace plus rapidement sont en contact avec les bords longitudinaux pliés et courbés du rail (25) à l'extérieur de celui-ci, et les roues (28a, 28b) du chariot (24) qui se déplace plus lentement sont en contact avec lesdits bord à l'intérieur de ladite concavité.
  7. Système selon la revendication 1, caractérisé en ce que les roues (28a, 28b) du chariot (24) qui se déplace plus lentement sont en contact avec les bords longitudinaux pliés et courbés du rail (25) à l'extérieur de celui-ci, tandis que les roues (26a, 26b) du chariot (23) qui se déplace plus rapidement sont en contact avec lesdits bords à l'intérieur de ladite concavité.
  8. Système selon la revendication 1, caractérisé en ce qu'au moins une roue d'une voiture est en contact avec un bord longitudinal plié et courbé du rail (25) à l'extérieur de celui-ci, tandis qu'au moins une autre roue de la même voiture est en contact avec l'autre bord longitudinal plié et courbé du rail à l'intérieur de ladite concavité.
  9. Système selon la revendication 1, caractérisé en ce que chaque voiture (23, 24) est pourvue de plus que deux roues pour augmenter le poids transportable.
  10. Système selon la revendication 1, caractérisé en ce que dans chaque chariot (23, 24) chaque roue est associée avec une roue opposée (27a, 27b ; 29a, 29b), aussi appelée roue opposée, qui est conduite le long du rail (25) contre le bord longitudinal plié et courbé (36, 37) opposé au rail sur lequel ladite roue (26a, 26b ; 28a, 28b) est conduite.
  11. Système selon la revendication 1, caractérisé en ce qu'il comprend un deuxième couple de chariots (59, 60) pour déplacer un deuxième couple de portes (52, 53) avec la même largeur et avec une largeur égale à celle du premier couple de portes (50, 51) ; le deuxième couple de chariots (59, 60) étant contraint contre le single rail (56) du premier couple de chariots (57, 58), les moyens pour guider les chariots étant formés pour guider le deuxième couple de chariots dans la direction opposée au mouvement du premier couple de chariots, en partant du centre du rail (56) et incluant des moyens pour transmettre le mouvement du chariot plus rapide (57) faisant partie du premier couple de chariots, au chariot plus rapide (59) faisant partie du deuxième couple de chariots.
  12. Système selon la revendication 1, caractérisé en ce qu'il comprend un deuxième couple de chariots pour actionner un deuxième couple de portes (83, 84) avec la même largeur et avec une largeur différente de celle du premier couple (81, 82), le deuxième couple de chariots étant poussé contre le single rail du premier couple de chariots, les moyens pour guider les chariots étant formés pour guider le deuxième couple de chariots dans une direction opposée au mouvement du premier couple de chariots partant d'une position correspondante à la larguer globale du premier couple de portes, et comprenant des moyens pour une transmission du mouvement du chariot plus rapide faisant partie du premier couple de chariots, au chariot plus rapide faisant partie du deuxième couple de chariots, en sorte que le chariot dont le mouvement a été transmis complète sa translation avec une course d'une longueur différente.
  13. Système selon la revendication 1, caractérisé en ce qu'il comprend des deuxièmes rails similaires au rail sur la cabine, disposés en horizontal près des points d'accès à partir d'un étage, lesdits deuxièmes rails maintenant des respectifs chariots pour actionner les portes de l'étage, les deuxièmes chariots étant déplacés dans la même direction, un avec une vitesse double par rapport à l'autre, synchronisées avec les chariots sur la cabine par des dispositifs connus, sans un moteur, couplés au dit dispositif actionné à moteur qui transmet un mouvement quand les deux dispositifs se trouvent dans un alignement correct.
  14. Système selon la revendication 1, caractérisé en ce que les bords longitudinaux pliés et courbés (36, 37) du rail (25) présentent les deux une convexité (36a, 37a vers l'extérieur, les roues (28a) en contact avec le bord longitudinal supérieur (36a) présentant, à l'extérieur de celui-ci, une rainure (28c) qui correspond à la convexité (36a) sur le bord supérieur, les roues (26a) en contact avec le bord longitudinal inférieur (37b) du rail (25) à l'intérieur de la concavité du rail étant coniques (26c) pour coupler avec la concavité (37b) sur le bord inférieur vers l'intérieur.
  15. Système selon la revendication 1, caractérisé en ce que les bords longitudinaux pliés et courbés (36, 37) du rail (25) présentent les deux une concavité vers l'intérieur de la concavité dans le rail ; les roues en contact avec le bord longitudinal supérieur, à l'extérieur dudit rail, étant coniques pour correspondre à la concavité dans le bord supérieur vers l'extérieur, les roues en contact avec le bord longitudinal inférieur, à l'intérieur de la concavité dans le rail, présentant une rainure pour coupler avec la convexité sur le bord inférieur.
  16. Système selon la revendication 1, caractérisé en ce que le bord longitudinal supérieur plié et courbé (36) du rail (25) présente une convexité vers l'extérieur et le bord longitudinal inférieur plié et courbé (37) du rail (25) présente une convexité vers l'intérieur de la concavité dans le rail, les roues en contact avec le bord longitudinal supérieur présentant, à l'extérieur de celui-ci, une rainure pour coupler avec la convexité du bord supérieur, les roues en contact avec le bord longitudinal inférieur à l'intérieur de la concavité dans le rail (25) présentant une rainure qui correspond à la convexité sur le bord inférieur.
  17. Système selon la revendication 1, caractérisé en ce que le bord longitudinal supérieur plié et courbé (36) du rail (25) présente une convexité vers l'intérieur de la concavité dans le rail, et le bord longitudinal inférieur plié et courbé (37) du rail (25) présente une convexité vers l'extérieur, les roues en contact avec le bord longitudinal supérieur et à l'extérieur de celui-ci, étant coniques pour coupler avec la concavité dans le bord supérieur vers l'extérieur, les roues en contact avec le bord longitudinal inférieur, à l'intérieur de la concavité dans le rail (25), étant coniques pour coupler avec la concavité dans le bord inférieur vers l'intérieur.
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 EP2485976A1 (fr) 2012-08-15
EP2485976B1 true EP2485976B1 (fr) 2013-06-05

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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

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

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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

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EP2485976A1 (fr) 2012-08-15
IT1395855B1 (it) 2012-10-26
ITMI20091732A1 (it) 2011-04-10

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