EP2585395B1 - Installation d'élévateur - Google Patents

Installation d'élévateur Download PDF

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Publication number
EP2585395B1
EP2585395B1 EP11726448.1A EP11726448A EP2585395B1 EP 2585395 B1 EP2585395 B1 EP 2585395B1 EP 11726448 A EP11726448 A EP 11726448A EP 2585395 B1 EP2585395 B1 EP 2585395B1
Authority
EP
European Patent Office
Prior art keywords
car
stop
shaft
elevator installation
accordance
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.)
Active
Application number
EP11726448.1A
Other languages
German (de)
English (en)
Other versions
EP2585395A1 (fr
Inventor
Bernd Altenburger
Hans-Ferdinand Von Scholley
Holger Zerelles
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.)
TK Elevator GmbH
Original Assignee
ThyssenKrupp Elevator AG
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
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Publication of EP2585395A1 publication Critical patent/EP2585395A1/fr
Application granted granted Critical
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/28—Buffer-stops for cars, cages, or skips
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/0006—Monitoring devices or performance analysers
    • B66B5/0018—Devices monitoring the operating condition of the elevator system
    • B66B5/0031—Devices monitoring the operating condition of the elevator system for safety reasons
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/28—Buffer-stops for cars, cages, or skips
    • B66B5/284—Buffer-stops for cars, cages, or skips mounted on cars or counterweights
    • B66B5/286—Buffer-stops for cars, cages, or skips mounted on cars or counterweights between two cars or two counterweights

Definitions

  • the invention relates to an elevator installation with the features of the preamble of claim 1.
  • people and loads can be moved.
  • Each car is associated with a drive means for moving the car vertically upwards and vertically downwards.
  • the drive device comprises a drive motor and a drive brake.
  • the elevator systems In order to avoid an unchecked collision of two cars in the event of a malfunction, the elevator systems have a safety device with which the driving behavior of the cars monitored and, if necessary, an emergency stop can be triggered. In an emergency stop, the drive motor of the car is switched off and the drive brake is activated.
  • a braking device is arranged on each car, such as a safety gear, with which the car can be mechanically braked when falling below a safety distance to an adjacent car.
  • a track limiting device is usually used for the lowest car with at least one stop element which is arranged on the lowest car, and with a holding element arranged at the lower end of the shaft in the so-called shaft pit.
  • the holding element is in this case usually designed in the form of a buffer element, which is arranged within the vertical projection of the lowermost car in the shaft pit.
  • the brake device arranged on the car in particular a safety gear, is usually triggered in the event that the car falls below a predetermined safety distance to a second car arranged in front of the car in the direction of travel.
  • the safety distance is selected such that the car can be braked safely after triggering the braking device without colliding with the arranged in front of him second car. A collision can be reliably prevented.
  • the required safety distance between two adjacent cars is often greater than the distance between two immediately adjacent floors of a building in which the elevator system is installed. This has the consequence that two cars can not be positioned simultaneously in immediately adjacent stops and limits the transport capacity of the elevator system.
  • a first car and a second car are arranged one above the other in a shaft and can be moved separately from one another.
  • the first car is arranged above the second car and has two stop elements, which protrude laterally in a stop position from the vertical projection of the first car and each interact with an associated holding element, which is arranged outside the vertical projection of the two cars and unhindered by the second car is passable.
  • the stop and support elements are provided for emergencies and ensure that the two cars can not collide with each other even in an emergency.
  • the two cars must have a sufficient safety distance from each other to avoid a collision.
  • Object of the present invention is to develop an elevator system of the generic type such that their transport capacity can be increased.
  • a vertical projection of a car is understood to mean a projection of a car in the vertical direction onto a horizontal plane, for example onto the shaft bottom.
  • a stop element is arranged on at least one car, which can assume a stop position in which it protrudes laterally from the vertical projection of the first car.
  • the stop member cooperates to limit the travel of this car with a particular holding element, which is arranged in the shaft outside the vertical projection of all cars. Approaches the car at a low speed, ie at a speed which is less than the predetermined limit speed, the associated holding element, the arranged on the car brake device or its braking effect can be disabled and the boundary of the travel can in case of malfunction by the stop element and the associated holding element take place.
  • the stop and the holding element are for this purpose designed such that they can decelerate the car to a stop by the stopper member impinges on the associated holding element.
  • the stop element projects laterally out of the vertical projection of the car so that it can contact the associated holding element.
  • the associated retaining element limits this only the track of this one car, whereas the remaining cars from this holding element in their ride not be affected.
  • the function of the brake device arranged on the car can thus be taken over at low speeds, ie at speeds less than the limit speed, from the stop and the associated holding element. If a second car is arranged in the region of the holding element assigned to a first car, then the first car can approach the second car very closely at low speed.
  • the safety distance which is decisive for the triggering of the braking device, can be undershot, without the braking device is active.
  • This or their braking effect can be deactivated and in the event of a fault, the car can be brought to a halt by means of the stop and the retaining element.
  • the limit speed below which the braking device is deactivated may be smaller than the achievable in conventional deceleration control devices known elevator systems reduced impact speed of the buffer elements of such elevator systems, this reduced impact speed may be dependent on the rated speed of the elevator systems.
  • the stop element of the first car associated holding element is not located within the vertical projection of the first car but outside the vertical projection of all cars and interacts only with the stop element of the first car, the travel of the first car by appropriate positioning of this car associated holding element be limited in the shaft at any point. For the other cars, this holding element is no harm.
  • the first car is arranged above a second car. If, for example, the second car occupies a position at the lowermost stop of the elevator installation, then the first car can enter the stop directly above it, even if the stops have only a relatively small vertical distance from one another. A collision of the first car with the second car can be reliably prevented in the event of malfunction of the elevator system by providing the projecting in the stop position laterally from the vertical projection of the first car stop element and its associated holding element without the braking device of the first car must be activated.
  • the second car may be assigned a buffer element arranged below the second car within the vertical projection of the second car, with the aid of which a collision of the second car with underlying parts of the elevator system or the pit may be damped.
  • the first car is arranged below a second car and has a projecting from the vertical projection of the first car stop element which cooperates with a particular, arranged in the shaft outside the vertical projection of all the car seat holding element to a To prevent collision of the first car with the arranged above the second car in case of malfunction of the elevator system.
  • This makes it possible, for example, to position the second car in an uppermost stop of the elevator installation, in which case the first car can enter the stop directly below it.
  • the limitation of the travel of at least one car is not limited to an area at the bottom or at the top of the shaft. It can also be provided that in the area between the shaft pit and the shaft head, a holding element outside the vertical projection of all Cars is arranged in the shaft, which cooperates to limit the travel of one of the cars with a particular stop element of a car that protrudes in a stop position outside the vertical projection of this car.
  • This gives, for example, the possibility of dividing the shaft into an upper and a lower shaft area, wherein an upper car can be moved in the upper shaft area and a lower car can be moved in the lower shaft area.
  • the two shaft areas can adjoin one another directly even at small distances of the stops provided in the individual floors.
  • the lower stop of the upper shaft area can be approached by the upper car and at the same time, the uppermost stop of the lower shaft area can be approached by the lower car.
  • a collision of the cars is reliably prevented by the provision of projecting laterally from the vertical projection of the respective car stop elements, each cooperating with a very specific, outside the vertical projection of all cars arranged in the shaft holding member, without the braking devices of the cars are used come.
  • the elevator installation according to the invention thus makes it possible to position two cars even at small storey intervals in directly adjacent stops, wherein a collision of the cars is reliably prevented in the case of a malfunction of the elevator system.
  • the possibility of positioning at immediately adjacent stops leads to an increase in the transport capacity of the elevator system.
  • the cars are usually connected via support means each with a counterweight.
  • a support means for example, carrying ropes or straps can be used.
  • the counterweights perform a movement opposite to the respective associated car as the car moves up or down. To limit the travel path of a car, the movement of its counterweight can be limited, without affecting the movement of the other counterweights becomes.
  • At least one stop element is arranged on at least one counterweight movable in the shaft, which protrudes laterally in a stop position from the vertical projection of the counterweight and which cooperates with a specific, this stop element associated retaining element, the outside of the vertical Projection of all counterweights arranged and passable from all other traversable in the shaft unhindered passable, and arranged on the respective car brake device is deactivated when the car falls below a predetermined limit speed, the car at speeds up to the maximum speed limit by means of the stop and holding element can be braked to a standstill.
  • the travel path of a particular car can be limited by means of the car-side stop element and the associated shaft-side holding element
  • the travel of a certain counterweight can be limited without thereby the infrastructure the remaining counterweights is impaired.
  • a stop element is arranged on this counterweight, which protrudes laterally in a stop position from the vertical projection of the counterweight and cooperates with a arranged outside the vertical projection of all counterweights in the shaft holding element. If the travel path of a counterweight is limited, this also prevents unimpeded travel of the associated car.
  • the first car which has a projecting in the stop position laterally from the vertical projection stop element, arranged above a second car.
  • the first car is arranged below a second car.
  • At least one retaining element limits an upward movement of the first car.
  • the holding element is arranged above the projecting in a stop position laterally from the vertical projection of the first car stop element.
  • At least one retaining element limits a downward travel of the first car.
  • the holding element is positioned beneath the stop element projecting laterally out of the vertical projection of the first car in a stop position.
  • stop elements are arranged on a first car and on a second car, which can be moved directly under the first car, which protrude laterally in a stop position from the vertical projection of the respective car and with a specific one to limit the travel movement of the respective car , cooperate in the shaft arranged holding element, which is freely passable from the other car.
  • the first car can be arranged, for example, above the second car and a downward travel of the first car can be limited by means of the projecting in a stop position laterally from the vertical projection of the first car stop element and this stop element associated holding element.
  • the upward movement of the second car can be limited.
  • At least one arranged on a car or on a counterweight stop element is held in an advantageous embodiment of the invention immovably on the car or on the counterweight. This allows a structurally particularly simple and inexpensive to produce embodiment of the elevator system.
  • At least one retaining element is held immovably in the shaft.
  • At least one arranged on a car or on a counterweight stop element relative to the associated holding element between a release position in which the associated shaft-side support member is not contacted, and a stop position in which the associated holding element is contacted can be moved back and forth, wherein the arranged on the car brake device or its braking effect in the stop position of the stop element can be deactivated.
  • the travel of the respective car by means of the stop and the associated holding element, without the braking device must be used.
  • the stop element assumes its stop position, in which it protrudes from the vertical projection of the car or the counterweight, then it can cooperate with the associated holding element to limit the travel by being able to impact the holding element in the event of a malfunction of the elevator system.
  • the stop element assumes its release position, the travel of the car or of the counterweight is not adversely affected by the stop element and in the event of a malfunction, the brake device can be used.
  • the travel of a particular car or a counterweight can be temporarily limited.
  • a movable mounting of the stop element on the car can be effected, for example, by the stop element being held pivotably or displaceably on the associated car or on the associated counterweight.
  • a movable mounting of the retaining element in the shaft can be achieved, for example, by a pivotable or displaceable mounting of the retaining element.
  • At least one retaining element is held in a preferred embodiment of the invention on a shaft wall, a guide rail of a car or a counterweight or on a shaft floor or a shaft ceiling. It can also be provided that at least one retaining element is held on a plurality of said components.
  • the braking device arranged on each car is preferably triggered as a function of the speed of the car and / or the distance that the car has to an obstacle.
  • the braking device can be triggered independently of a distance to an obstacle if the speed of the car exceeds a maximum speed.
  • a trip can be made when falling below a dependent preferably on the speed of the car safety distance.
  • each car braking device is conveniently designed as a safety gear.
  • At least one holding element and / or at least one stop element has a buffer element which damps an impact.
  • the buffer element dampens the impact by absorbing at least part of the impact energy.
  • the buffer element can be configured, for example, as a hydraulic buffer or as an elastomer buffer.
  • the buffer element is plastically and / or elastically deformable.
  • the buffer element is designed only for impact speeds less than the rated speed of the elevator car of the elevator system. This makes it possible to keep the size of the buffer element low.
  • a collision of two cars can be prevented, for example in the event that the cars retract into each other immediately adjacent stops of the elevator system by means of cooperating stop and support elements. In this state, the cars no longer have their rated speed, but a significantly reduced speed, otherwise the safety device of the elevator system would respond even when entering the stop. If the stop or holding elements have a buffer element, it is therefore not absolutely necessary to design the buffer element to the nominal speeds of the cars.
  • the buffer element is designed for impact speeds of less than 5 m / s, in particular for impact velocities of a maximum of 3 m / s or a maximum of 2 m / s.
  • the buffer element can be designed for impact speeds of 1 m / s.
  • the buffer element is designed for impact speeds which are smaller than those with conventional delay control devices known elevator systems achievable reduced impact speed of the buffer elements, said reduced impact speed may be dependent on the rated speed of the elevator systems.
  • the design of the buffer element determines the impact energy that can be absorbed by the buffer element. The impact energy is greater the higher the impact velocity. The absorption of a smaller impact energy also requires only a smaller space of the buffer element.
  • the buffer element is designed for impact speeds up to the maximum limit speed.
  • the brake device arranged on the car or its braking effect can be deactivated when the car falls below the limit speed. The function of the braking device can then be taken over by the buffer element.
  • FIGS. 1 and 2 schematically is a generally occupied by the reference numeral 10 elevator system shown with a shaft 12 in which a first car 14 and a second car 16 are arranged one above the other and vertically separated from each other vertically up and down.
  • the first car 14 is connected via suspension means in the form of a first support cable 18 with a first counterweight 20.
  • the first support cable 18 is guided over a first traction sheave 22, which can be set in rotation by a first drive device 23.
  • the first drive device 23 includes in a conventional manner a drive motor and a drive brake (not shown in the drawing). With the aid of the first traction sheave 22, the first car 14 in the shaft 12 can be moved vertically upwards and downwards along vertical guide rails 24, 26.
  • the second car 16 is connected via second support means in the form of a second support cable 28 with a second counterweight 30.
  • the second support cable 28 is guided over a second traction sheave 32, which can be rotated by a second drive means 33 in rotation.
  • the second drive device comprises a drive motor and a drive brake in a manner known per se. By means of the second traction sheave 32, the second car 16 can be moved separately from the first car 14 along the guide rails 24, 26 in the vertical direction in the shaft 12 upwards and downwards.
  • the two counterweights 20 and 30 are shown on opposite sides of the cars 14 and 16, respectively.
  • the counterweights 20 and 30, as in FIG. 2 represented by means of guide rails 34, 36 and 38, 40 held movable on a shaft rear wall 42 in the vertical direction.
  • the two counterweights 20, 30 are thus moved laterally side by side.
  • the counterweights 20 and 30 could also on different sides of the car 14th and 16, or both, on a manhole side wall. It is also possible to arrange the counterweights 20, 30 movable one above the other.
  • the guide rails 24, 26, along which the first car 14 and the second car 16 are movable, are fixed to opposite shaft side walls 44, 46. This is also out FIG. 2 clear. However, the guide rails 24, 26 can also be attached to the shaft rear wall 42.
  • the first suspension cable 18 is coupled to the first elevator car 14 by means of a central guide pulley 48 freely rotatably supported on the roof of the first car 14, and the second suspension cable 28 is coupled to the second elevator car 16 by means of two Roof of the second car 16 on sides facing away from each other arranged lateral deflection rollers 50, 52.
  • the first car 14 is arranged above the second car 16.
  • the coupling of the first support cable 18 with the first car 14 could also be effected by means of a cable end attachment to the roof of the first car 14.
  • Seilendbefest Trenten are known in the art.
  • the elevator installation 10 has an electronic safety device 53 which is coupled to the drive devices 23 and 33 as well as to distance and speed sensors known per se and therefore not shown in the drawing.
  • the distance and speed sensors are arranged on the cars 14, 16 and / or on other movable elevator components and / or in the shaft 12. If the driving behavior of a car 14, 16 deviates from a permissible driving behavior, an emergency stop of the corresponding car can be triggered by means of the safety device. For this purpose, the drive motor of the car 14, 16 is turned off and the drive brake is activated.
  • Each car 14, 16 carries a braking device 55 and 57, which is designed as a safety gear in the illustrated embodiment.
  • the braking device 55 or 57 By means of the braking device 55 or 57, the respective car 14, 16 can be braked mechanically within a very short time, if the speed of the car 14, 16 exceeds a predetermined maximum speed or the distance of the car 14, 16 to an obstacle, especially an adjacent car , falls below a predetermined safety distance.
  • first car 14 On opposite sides of the first car 14 each carries a shaft side wall 44 and 46 associated with a first stop element 54 and a second stop element 56.
  • the first stop element 54 is immovably fixed to the first car 14 and projects laterally toward the shaft side wall 44 from the vertical Projection of the first car 14 forth.
  • the second stop element 56 is movably held on the first car 14, in the illustrated embodiment it is pivotable about a first pivot axis 58 between an in FIG. 1 illustrated, obliquely upward-facing release position and a in FIG. 2 illustrated, horizontally aligned stop position.
  • first holding element 60 which is arranged in the shaft 12 outside the vertical projection of both cars 14, 16 and which is fastened to the shaft side wall 44 in the exemplary embodiment shown.
  • the second stop element 56 is associated with a shaft 12 outside the vertical projection of all the cars 14, 16 arranged second support member 64 which is fixed in the illustrated embodiment, the shaft bottom 68 of the shaft 12.
  • the first holding element 60 has, just like the second holding element 64, a buffer element 70 which is fastened outside the projection of all the cars 14, 16 in the shaft 12.
  • the buffer element 70 may, for example, in Form of a hydraulic buffer or be designed in the form of an elastomeric buffer.
  • the first stop element 54 When traveling downwards, the first stop element 54 hits the first holding element 60 when a lower end position of the first car 14 is reached, thereby limiting the travel path of the first car 14 vertically downwards.
  • the second stop element 56 insofar as it assumes its horizontally oriented stop position, hits the second holding element 64 when the first car 14 reaches a lower end position when the first car 14 reaches a lower end position and thus also limits the travel path of the first car 14 vertically below.
  • the second car 16 is associated with a third stop element 72 which is fixed immovably on the second car 16 and protrudes laterally from the vertical projection of the second car 16.
  • the third stop element 72 faces the shaft side wall 44. This is especially true FIG. 2 clear.
  • a fourth stop element 74 is movably held on the second car 16. In the illustrated embodiment, the fourth stop member 74 about a second pivot axis 76 between an obliquely upwardly directed, in FIG. 1 shown release position and a horizontally oriented, in FIG. 2 shown stop position movable back and forth.
  • the third stop element 72 is associated with a third holding element 78, which is arranged in the shaft 12 outside the vertical projection of all the cars 14, 16.
  • the third retaining element 78 is fixed to the shaft side wall 44.
  • the fourth stop element 74 is associated with a fourth holding element 82 arranged in the shaft 12 outside the vertical projection of all the cars 14, 16 and held on the shaft ceiling 86 of the shaft 12.
  • the third stop element 72 strikes upon reaching an upper end position of the second car 16 on the third holding element 78. As a result, the travel of the second car 16 is limited vertically upwards.
  • the fourth stop element 74 if this assumes its horizontally oriented stop position, reaches the fourth holding element 82 when an upper end position of the second car 16 is reached, as a result of which the travel path of the second car 16 is also vertically upwards is limited.
  • the third holding element 78 has, just like the fourth holding element 82, a buffer element 70 which absorbs at least part of the impact energy when the stop elements 72, 74 strike the holding elements 78, 82 and thereby dampens the impact.
  • the holding elements 60, 64, 78 and 82 are arranged outside the vertical projection of the cars 14 and 16 and of course also outside the vertical projection of the counterweights 20 and 30.
  • the holding elements 60, 64, 78 and 82 each act only with a very specific stop element of the cars 14 and 16 together, if this stop element assumes its stop position. The interaction takes place in such a way that in each case a specific stop element can impinge on a particular holding element, provided that the stop element assumes its stop position in which it protrudes laterally from the vertical projection of the respective car 14 and 16 respectively. This makes it possible to selectively limit the travel path of a particular car 14 or 16 with the aid of at least one stop element and a holding element associated with this stop element.
  • the travel path of the respective car 14 or 16 can be temporarily reduced by the respective stop element 56 and 74 is pivoted into its stop position, in which there is a particular holding element 64 and 82 for limiting the driveway can interact. If the route is not limited, then the respective stop element 56 and 74 in his in FIG. 1 shown release position to be pivoted, in which it can not cooperate with any of the arranged in the shaft holding elements.
  • the holding elements could be movably mounted so that they can temporarily limit the travel of a car in a holding position in cooperation with the respective associated stop element, whereas they do not limit the travel in a release position.
  • the braking device 55 or 57 arranged on the respective car 14, 16 or its braking effect is deactivated.
  • the provision of the first stop element 54 and the second stop element 56 and the stop elements respectively associated holding elements 60 and 64 are in combination with the speed-dependent deactivation of the braking devices 55, 57 the ability to position the first car 14 at a stop, which is a lowermost Stop of the elevator system 10 is immediately adjacent, wherein in the lowest station, the second car 16 is positioned and wherein the distance between the cars 14 and 16 is smaller than the safety distance.
  • the first car 14 can approach the second car 16 very strongly at a speed that is less than the predetermined limit speed without the brake device 55 being released when the safety distance is undershot.
  • the provision of the stop and retaining elements 54, 56 and 60, 64 rather ensures that the first car 14 can not collide with the second car 16 arranged thereunder. Before a collision occurs, the stop members 54 and 56 hit the holding members 60 and 64 and thereby block a further downward movement of the first car 14th
  • the stop elements 72 and 74 arranged on the second car 16 ensure, in combination with the holding elements 78 and 82 assigned to these stop elements, that the second car 16 can assume a position in a stop which directly follows an uppermost stop of the elevator installation 10 is adjacent, wherein in the uppermost stop of the first car 14 is arranged.
  • the second car 16 can approach the first car 14 at a speed that is less than the predetermined limit speed without causing the brake device 57 to fall below the safety distance. A collision of the second car 16 with the first car 14 is reliably prevented by the stop elements 72, 74 in combination with the holding elements 78 and 82.
  • Buffer 70 of the holding elements 60, 64, 78, 82 designed for a maximum impact speed, which corresponds to the predetermined limit speed. This may for example be 3 m / s or 2 m / s or only 1 m / s.
  • the required buffer path can thus be kept relatively low. If the speed of a car 14, 16 falls below the limit speed when approaching the associated holding elements, then the braking device 55 or 57 can be deactivated and the car 14, 16 reliably stopped in the event of a malfunction by means of the buffer elements 70.
  • FIG. 3 shows a second embodiment of a total occupied by the reference numeral 100 according to the invention elevator system.
  • This is largely identical designed as the above with reference to the FIGS. 1 and 2 explained elevator installation 10.
  • FIG. 3 the same reference numerals as in the FIGS. 1 and 2 used and with respect to these components, reference is made to the foregoing explanations to avoid repetition.
  • the elevator system 100 differs from the elevator system 10 in that the buffer elements 70 are not arranged on the holding elements 60, 64, 78 and 82, but the buffer elements 70 are in the in FIG. 3 illustrated elevator system 100 to the stop elements 54, 56 and 72, 74 held. Again, by means of the buffer elements 70 upon impact of the stop members 54, 56 on the support members 60 and 64 and the impact of the stop members 72 and 74 on the support members 78 and 82, the impact energy can be absorbed after the braking devices 55, 57 at a slow approach to the retaining elements 60, 64, 78, 82 have been deactivated.
  • the travel path of the cars 14 and 16 can be temporarily reduced by the use of only the movable stop elements 56 and 74 by these stop elements 56, 74 are pivoted in their horizontally oriented stop position. If a temporary reduction of the travel path is not required, the stop elements 56, 74 can be pivoted into their release position.
  • FIGS. 4 and 5 a third embodiment of an elevator system 110 according to the invention is shown, which is formed substantially identical to the above-described elevator systems 10 and 100.
  • elevator system 130 uses identical reference numerals as in the FIGS. 1 . 2 and 3 and with respect to these components, reference is made to the foregoing explanations to avoid repetition.
  • the elevator systems 110 and 130 are in the FIGS. 4 and 6 shown in sectional views which are perpendicular to the shaft rear wall 42 and thereby the arrangement of the counterweights 20, 30 laterally side by side and the area between the counterweights 20, 30 and the shaft rear wall 42 make clearer.
  • stop elements are not arranged on the cars 14, 16 but on the respective counterweights 20 and 30. These stop elements also each act with a specific holding element arranged in the shaft 12 together to limit the travel of the respective counterweight 20 and 30 and thus also the travel of the respective associated car 14 and 16 respectively.
  • a fifth stop member 114 is held on the rear wall 112 of the first counterweight 20 facing the shaft rear wall 42, which projects laterally from the vertical projection of the first counterweight 20 and that during a downward travel of the first car 14, that is, during a movement of the first Counterweight 20 vertically upward, upon reaching a lower end position of the first car 14 cooperates with a fixed to the shaft rear wall 42 fifth support member 116 having a buffer member 70, as described above with reference to the FIGS. 1 . 2 and 3 was explained.
  • the fifth stop member 114 is movably supported on the first counterweight 20 and can be moved between an in FIG. 4 shown, obliquely upwardly directed release position and a in FIG. 5 shown, horizontally oriented and the shaft rear wall 42 facing stop position to be moved back and forth.
  • the fifth stop member 114 is pivotally mounted about a third pivot axis 118 on the first counterweight 20.
  • the fifth stop element 114 can be pivoted into its stop position. If the travel path of the first counterweight 20 and thus also the travel path of the first car 14 are not limited, then the fifth stop element 114 can assume its release position.
  • the braking device 55 can be deactivated. If the speed of the first car 14 is less than the limit speed, then the braking device 55 can be deactivated. If the second car 16 is in the lowermost stop of the elevator installation 110, then the first car 14 can move at a low speed, i. a speed that is less than the limit speed, the second car approach without the braking device 55 is triggered. In the case of a malfunction of the elevator installation 110, the first car 14 is braked by the fifth stop element 114 impacting the buffer 70 of the fifth retaining element 116. This limits the travel path of the counterweight 20 and thus also the travel path of the first car 14.
  • the second counterweight 30 of in FIG. 4 illustrated elevator system 110 carries on its rear wall 120 of the rear wall 120 facing a sixth stop element 122, which in an upward travel of the second car 16, that is, upon movement of the second counterweight 30 vertically downward, upon reaching an upper end position of the second car 16 with a sixth holding element 124 cooperates, which is fixed to the shaft bottom 68 of the elevator installation 110 and has a buffer element 70.
  • the sixth stop element 122 strikes the buffer element 70 of the sixth retaining element 124 upon reaching an end position predetermined by the positioning of the sixth retaining element 124 and thereby limits the travel path of the second counterweight 30 and thus also the travel path of the second car 16 ,
  • the braking device 57 can be deactivated. If the speed of the second car 16 is less than the limit speed, then the braking device 57 can be deactivated. If the first car 14 is located in the uppermost stop of the elevator installation 110, the second car 16 can approach the first car 14 at a speed which is less than the limit speed without the braking device 57 being triggered. In the event of a malfunction of the elevator system 110, the second car 16 is braked by the sixth Stop element 122 impacts the buffer 70 of the sixth support member 124. This limits the travel path of the counterweight 30 and thus also the travel path of the second car 16.
  • the sixth stop element 122 interacts only with the sixth holding element 124, so that the travel path of the second counterweight 30 and thus also the travel path of the second car 16 can be specifically limited by means of these two components.
  • the fifth stop element 114 cooperates only with the fifth holding element 116, so that only the travel path of the first counterweight 20 and thus also the travel path of the first car 14 can be limited by means of these two components.
  • elevator system 130 is formed largely identical to those in FIG. 4
  • the elevator installation 110 differs from the elevator installation 110 only in that the buffer elements 70 are not arranged on the fifth and sixth holding elements 116 and 124, respectively, but on the respectively assigned stop elements 114 and 122 Routes of the counterweights and cars are limited by means arranged on the counterweights stop elements and their respective associated holding elements.
  • the stop elements protrude laterally from the vertical projection of the counterweights and the holding elements are positioned outside the vertical projection of all counterweights in the shaft 12.

Claims (19)

  1. Installation d'ascenseur ou de monte-charge comprenant
    une gaine ou cage d'ascenseur dans laquelle au moins deux cabines d'ascenseur ou cabines mobiles (14, 16) sont agencées l'une au-dessus de l'autre et peuvent se déplacer séparément l'une de l'autre, verticalement vers le haut et vers le bas, un dispositif d'entraînement (23, 33) étant associé à chaque cabine d'ascenseur (14, 16) pour assurer le déplacement de la cabine d'ascenseur (14, 16) et un dispositif de freinage (55, 57) étant agencé sur chaque cabine d'ascenseur (14, 16), et
    un dispositif de sécurité (53) pour surveiller le comportement de marche de déplacement des cabines d'ascenseur (14, 16), et
    au moins un dispositif de limitation de course de déplacement, qui comprend au moins un élément de butée (54, 56) agencé sur une cabine d'ascenseur (14, 16) et un élément d'arrêt (60, 64) interagissant avec lui et agencé dans la gaine ou cage d'ascenseur (12), pour limiter la course de déplacement de la cabine d'ascenseur (14, 16),
    installation dans laquelle sur au moins une première cabine d'ascenseur (14) est agencé au moins un élément de butée (54, 56), qui, dans une position de butée, fait saillie latéralement de la projection verticale de la première cabine d'ascenseur (14), et qui interagit avec un élément d'arrêt (60, 64) déterminé, associé à cet élément de butée (54, 56), agencé en-dehors de la projection verticale de l'ensemble des cabines d'ascenseur (14, 16) et permettant le passage sans entraves de toutes les autres cabines d'ascenseur (16) susceptibles de se déplacer dans la gaine ou cage d'ascenseur (12),
    caractérisée en ce que le dispositif de freinage (55, 57) agencé sur la cabine d'ascenseur (14, 16) respective, ou son effet de freinage, peut être désactivé lorsque la cabine d'ascenseur (14, 16) passe en-dessous d'une vitesse limite prescrite, la cabine d'ascenseur (14, 16) pouvant, pour des vitesses allant au maximum jusqu'à ladite vitesse limite, être freinée jusqu'à l'arrêt au moyen de l'élément de butée et d'arrêt (54, 56, 60, 64).
  2. Installation d'ascenseur ou de monte-charge comprenant
    une gaine ou cage d'ascenseur dans laquelle au moins deux cabines d'ascenseur ou cabines mobiles (14, 16) sont agencées l'une au-dessus de l'autre et peuvent se déplacer séparément l'une de l'autre, verticalement vers le haut et vers le bas, un dispositif d'entraînement (23, 33) étant associé à chaque cabine d'ascenseur (14, 16) pour assurer le déplacement de la cabine d'ascenseur (14, 16), et un dispositif de freinage (55, 57) étant agencé sur chaque cabine d'ascenseur (14, 16), et
    un dispositif de sécurité (53) pour surveiller le comportement de marche de déplacement des cabines d'ascenseur (14, 16), et
    au moins un dispositif de limitation de course de déplacement, qui comprend au moins un élément de butée (54, 56) agencé sur une cabine d'ascenseur (14, 16) et un élément d'arrêt (60, 64) interagissant avec lui et agencé dans la gaine ou cage d'ascenseur (12), pour limiter la course de déplacement de la cabine d'ascenseur (14, 16), notamment selon la revendication 1,
    installation dans laquelle chaque cabine d'ascenseur (14, 16) est reliée, par l'intermédiaire de moyens porteurs (18, 28), à un contrepoids (20, 30) pouvant se déplacer dans la gaine ou cage d'ascenseur, caractérisée en ce que sur au moins un contrepoids (20) est agencé au moins un élément de butée (14), qui, dans une position de butée, fait saillie latéralement de la projection verticale du contrepoids (20), et qui interagit avec un élément d'arrêt (116) déterminé, associé à cet élément de butée (114), agencé en-dehors de la projection verticale de l'ensemble des contrepoids (20, 30) et permettant le passage sans entraves de tous les autres contrepoids (30) susceptibles de se déplacer dans la gaine ou cage d'ascenseur, et en ce que le dispositif de freinage (55, 57) agencé sur la cabine d'ascenseur (14, 16) respective peut être désactivé lorsque la cabine d'ascenseur (14, 16) passe en-dessous d'une vitesse limite prescrite, la cabine d'ascenseur pouvant, pour des vitesses allant au maximum jusqu'à ladite vitesse limite, être freinée jusqu"à l'arrêt au moyen de l'élément de butée et d'arrêt (114, 116).
  3. Installation d'ascenseur selon la revendication 1 ou la revendication 2, caractérisée en ce que la première cabine d'ascenseur (14) est agencée au-dessus d'une deuxième cabine d'ascenseur (16).
  4. Installation d'ascenseur selon la revendication 1 ou la revendication 2, caractérisée en ce que la première cabine d'ascenseur (14) est agencée en-dessous d'une deuxième cabine d'ascenseur (16).
  5. Installation d'ascenseur selon la revendication 1, 2 ou la revendication 3, caractérisée en ce qu'au moins un élément d'arrêt (60, 116) limite un déplacement de descente de la première cabine d'ascenseur (14).
  6. Installation d'ascenseur selon la revendication 1, 2 ou la revendication 4, caractérisée en ce qu'au moins un élément d'arrêt (78, 82) limite un déplacement de montée de la première cabine d'ascenseur.
  7. Installation d'ascenseur selon l'une des revendications précédentes, caractérisée en ce que sur la première cabine d'ascenseur (14) et sur une deuxième cabine d'ascenseur (16) pouvant se déplacer directement en-dessous de la première cabine d'ascenseur (14), sont agencés des éléments de butée (54, 56, 72, 74) qui, dans une position de butée, font saillie latéralement de la projection verticale de la cabine d'ascenseur respective (14, 16), et qui, pour limiter le mouvement de déplacement de la cabine d'ascenseur respective (14, 16), interagissent avec un élément d'arrêt déterminé (60, 64, 78, 82) agencé dans la gaine ou cage d'ascenseur (12) et permettant le passage sans entraves de l'autre cabine d'ascenseur respective (14, 16).
  8. Installation d'ascenseur selon l'une des revendications précédentes, caractérisée en ce qu'au moins un élément de butée (54, 114) agencé sur la cabine d'ascenseur (14, 16) ou sur le contrepoids (20, 30), est maintenu non mobile
  9. Installation d'ascenseur selon l'une des revendications précédentes, caractérisée en ce qu'au moins un élément d'arrêt (60, 64, 78, 82, 116, 124) est maintenu non mobile dans la gaine ou cage d'ascenseur (12).
  10. Installation d'ascenseur selon l'une des revendications précédentes, caractérisée en ce qu'au moins un élément de butée (56, 74, 114) agencé sur la cabine d'ascenseur (14, 16) ou sur le contrepoids (20, 30) peut être déplacé en va et vient par rapport à l'élément d'arrêt (64, 82, 116) associé, entre une position de dégagement dans laquelle l'élément d'arrêt (64, 82, 116) respectivement associé ne peut être contacté, et une position de butée dans laquelle l'élément d'arrêt (64, 82, 116) respectivement associé peut être contacté, le dispositif de freinage (55, 57) agencé sur la cabine d'ascenseur (14, 16), ou son effet de freinage, pouvant être désactivé dans la position de butée de l'élément de butée (56, 74, 114).
  11. Installation d'ascenseur selon l'une des revendications précédentes, caractérisée en ce qu'au moins un élément d'arrêt dans la gaine ou cage d'ascenseur peut être déplacé en va-et-vient entre une position d'arrêt dans laquelle il peut interagir avec un élément de butée déterminé d'une cabine d'ascenseur ou d'un contrepoids, et une position de dégagement dans laquelle l'élément d'arrêt permet le passage sans entraves de l'élément de butée associé, le dispositif de freinage (55, 57) agencé sur la cabine d'ascenseur (14, 16), ou son effet de freinage, pouvant être désactivé dans la position d'arrêt de l'élément d'arrêt.
  12. Installation d'ascenseur selon l'une des revendications précédentes, caractérisée en ce qu'au moins un élément d'arrêt (60, 64, 78, 82, 116, 124) est maintenu sur une paroi de gaine ou cage d'ascenseur (44, 46, 42), une glissière de guidage, un fond ou plancher de gaine ou cage d'ascenseur (68), un plafond de gaine ou cage d'ascenseur (86) ou sur plusieurs de ces parties.
  13. Installation d'ascenseur selon l'une des revendications précédentes, caractérisée en ce qu'au moins un élément d'arrêt et/ou au moins un élément de butée comporte un élément tampon (70), qui amortit un choc d'impact.
  14. Installation d'ascenseur selon la revendication 13, caractérisée en ce que l'élément tampon (70) est réalisé sous forme de tampon hydraulique ou de tampon élastomère.
  15. Installation d'ascenseur selon la revendication 13, caractérisée en ce que l'élément tampon (70) peut subir une déformation plastique et/ou élastique.
  16. Installation d'ascenseur selon l'une des revendications 13 à 15, caractérisée en ce que l'élément tampon (70) est dimensionné pour des vitesses d'impact inférieures à la vitesse nominale des cabines d'ascenseur (14, 16) de l'installation d'ascenseur (10).
  17. Installation d'ascenseur selon l'une des revendications 13 à 16, caractérisée en ce que l'élément tampon (70) est dimensionné pour des vitesses d'impact allant jusqu'au maximum à la vitesse limite.
  18. Installation d'ascenseur selon l'une des revendications précédentes, caractérisée en ce que le dispositif de freinage (55, 57) agencé sur chaque cabine d'ascenseur (14, 16) peut être déclenché en fonction de la vitesse de la cabine d'ascenseur (14, 16) et/ou en fonction de la distance que présente la cabine d'ascenseur (14, 16) à un obstacle.
  19. Installation d'ascenseur selon l'une des revendications précédentes, caractérisée en ce que le dispositif de freinage (55, 57) agencé sur chaque cabine d'ascenseur (14, 16), est réalisé sous forme de dispositif d'interception ou de retenue.
EP11726448.1A 2010-06-23 2011-06-21 Installation d'élévateur Active EP2585395B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010030436A DE102010030436A1 (de) 2010-06-23 2010-06-23 Aufzuganlage
PCT/EP2011/060347 WO2011161104A1 (fr) 2010-06-23 2011-06-21 Installation d'élévateur

Publications (2)

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EP2585395A1 EP2585395A1 (fr) 2013-05-01
EP2585395B1 true EP2585395B1 (fr) 2016-03-23

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US (1) US20130118837A1 (fr)
EP (1) EP2585395B1 (fr)
JP (1) JP2013529585A (fr)
KR (1) KR101419752B1 (fr)
CN (1) CN102947209B (fr)
BR (1) BR112012032805A2 (fr)
DE (1) DE102010030436A1 (fr)
MX (1) MX2012015216A (fr)
RU (1) RU2552387C2 (fr)
SG (1) SG186340A1 (fr)
WO (1) WO2011161104A1 (fr)

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KR20130031281A (ko) 2013-03-28
EP2585395A1 (fr) 2013-05-01
BR112012032805A2 (pt) 2016-11-08
SG186340A1 (en) 2013-01-30
RU2552387C2 (ru) 2015-06-10
WO2011161104A1 (fr) 2011-12-29
JP2013529585A (ja) 2013-07-22
DE102010030436A1 (de) 2011-12-29
CN102947209A (zh) 2013-02-27
RU2013102751A (ru) 2014-07-27
DE102010030436A8 (de) 2012-03-08
US20130118837A1 (en) 2013-05-16
MX2012015216A (es) 2013-01-24
KR101419752B1 (ko) 2014-07-15
CN102947209B (zh) 2017-02-15

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