EP3356272B1 - Elevator system - Google Patents

Description

The invention relates to an elevator installation according to the preamble of claim 1.

Elevator systems contain cabins which are movable up and down by means of a suspension unit in a lift shaft via suspension means, for example in the form of suspension ropes or suspension belts. For certain situations, such as maintenance or inspection, it is necessary for people to be on the cabin roof. If the width of a gap between the cabin and the adjacent shaft wall is too large, it is necessary to protect the people on the car roof from falling. As a protective measure for securing persons staying on the car roof from falling, it is customary to arrange reinforcements on the car roof. For example, the European standard EN81-20: 2014 contains precise instructions as to where reinforcements are required as well as detailed specifications for the design and dimensioning of the canopy and the necessary protection.

As an alternative to protections, it is also known to provide securing elements on the cabin roof with which the gap between the elevator shaft and the cabin is reduced to such an extent that persons can no longer fall from the car roof into the shaft gap. Such elevator system with a security element for reducing the gap between elevator shaft and cabin is from the EP 1 849 732 A1 known. The safety element has an upper side, which connects approximately flush to the roof top of the cabin roof and can be used as a tread. At the outer edge of the securing element, a toe guard is arranged, which limits the accessible area laterally. This arrangement has certain advantages due to the enlargement of the walk-in area and the high utilization attained thereby, but the securing element must be designed to be stiff and to be connected to the cabin in a particularly stable manner. For certain applications, such as for so-called machine roomless elevator systems, the mentioned arrangement may not be suitable for increased safety requirements. In machine roomless elevators are elevator systems in which the drive units are no longer arranged in a separate machine room, but in the elevator shaft. The drive unit is usually at the top, ie in the region of the shaft head of the elevator shaft, positioned. If a person is standing too far out, it can happen that the person is injured when starting up the cab. For example, a risk of collision originates from parts of the shaft equipment protruding into the elevator shaft. Of particular note is the passing counterweight.

It is therefore an object of the present invention to avoid the disadvantages of the known and in particular to provide an elevator system, which ensures a safe and easy way a safe stay of maintenance personnel or other people on the canopy of the elevator system.

This object is achieved according to the invention with an elevator installation with the features of claim 1. The elevator installation comprises a cabin, which is preferably vertically movable in an elevator shaft, wherein the cabin has a car roof with an area that can be walked on for maintenance work. The elevator installation further comprises at least one securing element arranged in the region of a roof edge of the cabin roof for reducing the gap between the elevator shaft and the cabin for protecting persons from falling into the elevator shaft. Roof edges are the parts of the cabin body including cabin floor, side walls and car roof, which border the often substantially cuboid cabin body in the area of the cabin roof edge or horizontally outwards. The cabin side walls are connected vertically to the roof edges.

The securing element, which is used in particular for oversized gaps between the cabin and elevator shaft instead of a barrier, thereby projects beyond the roof edge to a horizontal projection. Characterized in that the securing element further comprises stop means for providing a toe guard and for laterally limiting the enterable area on the car roof, wherein the stop means are arranged offset from an outer edge of the securing element by a horizontal distance inwardly, there are a number of advantages. By inwardly displacing the stop means is achieved that the securing element can be easily and inexpensively manufactured and yet the person is sufficiently adequately secured against falling into the elevator shaft. Inwardly means directed toward the center of the cabin roof or opposite shaft wall in the direction of the respective shaft wall. The risk of accidents during maintenance trips in the Lift shaft projecting or emanating from other parts elsewhere in the shaft, so can be practically excluded. The arrangement described above is preferably suitable for machine room-less elevator systems and in particular when there is an overlap area between the drive unit and the car roof. The mentioned overlap area corresponds to the shadow or the vertical projection of the drive unit on the cabin roof. In this case, the stop means are arranged offset inwardly so that they are outside this overlap area on the cabin roof. In this way, the risk of injury for persons staying on the car roof when the car is being raised can be reduced to the area of the shaft head of the drive unit.

Preferably, the stop means can be arranged offset from the roof edge by a safety distance inwards. In addition to safety advantages, this arrangement of the stop means leads to a significantly reduced effort regarding the production of fuse elements and mounting the fuse elements on the cab roof. The security element need not necessarily be made highly rigid in order to maintain personal safety.

The stop means may define a transverse to the horizontal and preferably perpendicular to the horizontal extending or vertical stop surface for the feet or shoes of persons. The stop means may be formed by a baseboard section. The baseboard section may preferably be at least 10 cm high, with a maximum height of 30 cm should not usually be exceeded. The skirting section can be formed, for example, by a metal sheet or another planar element.

In terms of safety, it can also be advantageous if the area of the securing element which adjoins the stop means on the outside is configured so that it can not be walked on. The securing element is designed in this area such that persons are prevented from standing on the securing element. It is intended to make it impossible for persons to abuse the relevant area of the security element as a stand space. This can be achieved for example by a special shape of the fuse element. Additionally or at most even only alternatively may be on the fuse element in the outside of the stop means subsequent area a warning (eg access prohibition symbol) are placed.

Particularly preferably, the securing element may have an outwardly projecting downwardly projecting roof portion. The canopy section adjoins the outside of the skirting board section. With the sloped canopy section, people can be easily prevented from entering or standing on the canopy section. The canopy section can be beveled by an angle of at least 10 ° and more preferably at least 20 ° with respect to the horizontal.

The securing element can be shaped such that an advantageous cavity for receiving elevator components such as cabin electrics, elevator accessories or the like is created between securing element and roof top side of the cabin roof.

The securing element may be substantially integrally formed and made of a sheet metal blank. For sheet metal cutting steel sheets or other sheets of metallic materials come into question. The one-piece securing element may be, for example, a bent part created by forming processes. In view of the variability, however, it may be advantageous if the securing element is designed in several parts. With the multi-part fuse element there are greater customization options for different manhole environments.

To form the multipart securing element, it may be advantageous if the securing element has a foot profile part, preferably made of a metallic material, for forming a skirting board section and a canopy profile part fastened to the foot profile, preferably likewise made of a metallic material. Foot profile part and canopy profile part can be connected to each other for example by screws, rivets or other connecting means.

For a sufficient stability of the securing element with regard to the fall protection, it may be advantageous if the securing element has a holding part for supporting the canopy section. The holding member may be attached to a side wall or on one of the side wall associated side part, which has a vertically extending side surface on which the holding member rests flat.

If the elevator installation has a securing element facing a first shaft wall of the elevator shaft, it can be advantageous if this securing element has an extension for reducing the gap between the elevator shaft and the cabin in the region of a second shaft wall adjoining the first shaft wall. This extension is therefore facing the second shaft wall and can prevent a crash of people located on the canopy in the corner between the first and second shaft wall.

Per roof edge or cabin side, in which as a result of oversized gaps between the elevator car and the shaft wall fall protection is necessary, a single contiguous fuse element may be provided. For certain applications, however, it may be advantageous if a plurality of separate securing elements are provided along at least one roof edge on the car roof. For example, straps or ropes, guide rails and other components associated with the elevator shaft can contribute to fall protection. If this is true, for example, two separate separate fuse elements can be provided, wherein the fall protection can be ensured by the guide rails, suspension means or possibly further shaft equipment in the separation area between the two security elements.

The securing element can be designed open or at least half-open in a plan view or in a vertical viewing direction at least in relation to a region projecting beyond the roof edge, whereby a free space is created, so that components associated with the elevator shaft can be guided past the securing element through the free space during a cabin drive. The securing element may for example have a U-shaped bracket as a securing element for fall protection. The securing element could also be box-shaped, wherein the cavity of the box forms the above-mentioned free space. For the previously mentioned embodiment, the securing element in the plan view may have an L-shape for forming the free space.

Further individual features and advantages of the invention will become apparent from the following description of exemplary embodiments and from the drawings.

Fig. 1

eine stark vereinfachte Darstellung einer erfindungsgemässen Aufzugsanlage mit Sicherungselementen in einer Seitenansicht,

Fig. 2

eine vergrösserte Detailansicht auf ein Sicherungselement der Aufzugsanlage gemäss Fig. 1,

Fig. 3

ein zweites Ausführungsbeispiel eines Sicherungselements in der Seitenansicht,

Fig. 4

ein drittes Ausführungsbeispiel eines Sicherungselements,

Fig. 5

ein viertes Ausführungsbeispiel eines Sicherungselements,

Fig. 6

eine Variante des Sicherungselements gemäss Fig. 5 in einer nochmals vergrösserten seitlichen Detailansicht,

Fig. 7

eine perspektivische Darstellung auf ein Kabinendach mit einem Sicherungselement in der Art von Fig. 6, und

Fig. 8

eine Draufsicht auf eine Aufzugsanlage mit einer mit mehreren Sicherungselementen versehenen Kabine auf dem Kabinendach.

Show it:

Fig. 1

a greatly simplified representation of an elevator system according to the invention with securing elements in a side view,

Fig. 2

an enlarged detail view of a fuse element of the elevator installation according to Fig. 1 .

Fig. 3

A second embodiment of a securing element in the side view,

Fig. 4

A third embodiment of a securing element,

Fig. 5

A fourth embodiment of a securing element,

Fig. 6

a variant of the fuse element according to Fig. 5 in a further enlarged side view,

Fig. 7

a perspective view of a cabin roof with a securing element in the manner of Fig. 6 , and

Fig. 8

a plan view of an elevator system with a provided with several security elements cabin on the cab roof.

Fig. 1 shows a generally designated 1 elevator system for a building. The building has an elevator shaft 2 or, depending on requirements, several elevator shafts. The elevator installation 1 contains a cabin 3, which can be moved vertically up and down by means of a drive unit in the elevator shaft 2, for the transport of persons or goods. The cabin 3 comprises a cabin floor 27, side walls 4 and a car roof 5. The movement of the car 3 is carried out, for example, by means of suspension means 7, which carry the car 3 in the form of a loop in a 2: 1 suspension. Supporting means 7 may be, for example, one or more carrying cables or carrying straps. The support means 7 are guided over pulleys 9 to the car 3. Of course, other suspension configurations would be conceivable. The drive unit (not shown) for moving the car 3 is, for example, for forming a machine room less Elevator attached to the designated 6 shaft wall. The drive unit may have a drive pulley which can be rotated by means of an electric motor. In a representation of other components of the elevator system, such as a counterweight connected to the car, guide rails for guiding the counterweight and the car, control means for controlling or regulating the elevator system has been omitted for reasons of clarity.

For performing maintenance or for inspection trips the canopy 5 is designed walkable. If the gap between car 3 and elevator shaft 2 exceeds a certain gap width G, the persons on the roof must be secured against falling into the elevator shaft. In this case, the gap width G corresponds to the horizontal free distance between the side wall 4 and the shaft wall 6. For example, the standard EN81-20: 2014 requires the use of baffles for slit widths of 30 cm or more. Consequently, a gap between car 3 and elevator shaft 2 with a gap width G of 30 cm and larger can also be referred to as an "oversized" gap. As long as the required fall protection can be ensured, other solutions instead of barriers are conceivable. Such an alternative solution for fall protection is in Fig. 1 shown. A securing element 10, 10 "for reducing the gap between the elevator shaft 2 and the car 3 for protecting persons from falling into the elevator shaft is arranged on each side of the cabin roof 5. Obviously, the securing element 12 projects beyond a roof edge 8 of the car 3 so far at least one gap with a smaller gap width G 'remains at least locally, for example, the gap width G' may be less than 30 cm, which would meet the standard EN81-20: 2014.

The fuse element 10, which is in Fig. 1 simplified designed as a plate-like, surface on the top of the roof of the canopy 5 fitting structure is configured, further has approximately perpendicularly projecting from the car roof away stop means 12 for creating a toe guard. Since in the present case on the opposite side of the cabin roof 5, which is the shaft wall 6 "facing a second, similar ausgestaltetes securing element 10" is arranged, which set the walk-in area on the cabin roof, the person can in the area between the stop means 12th and 12 "move more or less freely.

Further details on the design of the fuse element 10 and its arrangement on the cabin roof 5 of the car 3 are made Fig. 2 seen. The securing element 10 is presently formed by way of example by a T-shaped profile. The T-profile may be comparatively thin, the wall thickness of the profile being designed to be such that the exposed part of the securing element 10 fixed to the roof edge 8 by the distance D can catch the weight of a person, for example following a fall due to stumbling , so that the person does not fall between the shaft wall 6 and side wall 4 of the cab 3 down into the pit. For the distance D, the term "supernatant" is used in this application. For the design and dimensioning of the securing element 10, the person skilled in the art can assume that the securing element must be able to withstand a vertically acting force of 500 N on the relevant area, ie the area adjoining the stop means 12 on the outside. For increased security requirements, however, values of 1000 N and higher can also be assumed. For securing the securing element 10 on the cabin roof fastening means 14, 15, for example in the form of screws, are provided.

The gap remaining with the gap width G 'through the extension by means of the securing element 10 is so small that persons can not fall through the gap. The gap width G 'is doing, as FIG. 2 shows measured between the outer edge 11 of the securing element 10 and the shaft wall 6. If further parts such as support means or guide rails in the shaft sufficiently close (eg closer than 30 cm to the cabin), and so can prevent a crash, the distance G 'would not to the shaft wall itself, but locally in relation to the guide rail, the next Suspension means or possibly other parts measured.

Out Fig. 2 shows that the stop means for lateral limiting of the accessible area are formed by a baseboard section 12, which is integrally formed on the horizontal, plate-shaped base portion and projects approximately at right angles from this base portion. The baseboard section 12 is offset by a safety distance S relative to the roof edge 8 inwardly. The distance D + S of the securing element to the outer edge 11 should preferably not exceed 15 cm. The height H of the Fußleistenabschnitts 12 is for example about 10 cm.

Further embodiments of securing elements 10 are shown in the following Fig. 3 to 5 shown, the total mass compared to the embodiment according to Fig. 1 and Fig. 2 have remained the same, which is why in these figures an identification of the gap widths (G, G ') and height (H) of the securing element has been omitted.

Fig. 3 shows a fuse element 12 which is formed as a bent part with four folds similar to a hat profile. Due to the special profile shape forms between the fuse element 12 and roof top of the cabin roof 5, a rectangular cavity 24. The safety distance S is determined by the horizontal central profile section 27. On the profile section 27 connects inside the vertical skirting 12 section. The parallel to the skirting 12 section extending portion of the securing element 10 abuts against the cabin side wall 4. The designated 14 and 15 and symbolically indicated screws for attaching the fuse element to the car 3 are obviously associated with two different attachment levels. The securing element is fastened on one side with the screw 14 directly to the car roof and fastened on the other side by screws 15 on the side wall 4. The roof edge 8 to the supernatant D superior area is formed by the canopy portion designated 13. Compared to the previous embodiment, in which the area D + S forms a common surface, the variant has Fig. 3 with the separated surfaces D, S the advantage that even with larger columns - thanks to the comparatively short canopy section 13 with D as a canopy length - a possible unwanted entry of the securing element 10 behind the stop means can be made particularly easy impossible.

As Fig. 4 shows, the baseboard section 12 and the canopy section 13 can be made oblique in cross section. The wedge-shaped contiguously tapered portions 12 and 13 form an upper edge 32. To stabilize the securing element 10 optionally indicated by dashed lines holding part 17 can be used, which supports the securing element down in the region of the edge 32. The holding part 17 may be fastened by means of screws 15 in the region of the side wall 4 to the cab 3.

Fig. 5 shows a further securing element 10 with an inclined canopy section 13. The sloping canopy section 13 closes at the right angle to the roof top of the Canopy 5 extending skirting 12 section. The canopy section is tilted obliquely downward relative to the horizontal by an inclination angle α. The inclination angle α may be 10 ° or more, for example. On the inside of the foot strip section 12, the fastening section 22 adjoins, via which the securing element 10 is fastened to the cabin roof 5. In the embodiment according to Fig. 5 the fuse element is designed as a one-piece bent part made of a steel sheet. However, it is also conceivable to manufacture the profile part for the securing element 10 made of aluminum. The sloping canopy section 13 is designed freestanding in the present case. Of course, it is also conceivable to support the canopy section by means of additional holding parts and thus to create an even more stable securing element 10.

The fuse element 10 according to the embodiment of Fig. 6 is similar in terms of shaping and dimensioning of the fuse element 10 Fig. 5 , The canopy section 13 is arranged approximately the same obliquely with respect to the car roof 5. The baseboard section 12, however, no longer runs perpendicularly, but is slightly oblique (in cross-section). The most significant difference from the previous embodiment, however, is that the securing element 10 according to Fig. 6 is executed in several parts. A flat canopy profile part 21 forms the canopy section 13. The skirting board section 12 is formed by a cross-sectionally approximately Z-shaped foot profile part 20. This foot profile part can be easily manufactured by bending processes or other forming processes from a sheet metal blank. The foot profile part 20 comprises the skirting board section 12, to each of which the fastening section 22 for fastening to the roof top side and a connecting section 23 for connection to the canopy profile part 21 are connected laterally. The canopy profile part 21 lies flat on the connecting portion 23 of the foot part 20; Via a screw 18 foot profile 20 and canopy section 21 are interconnected. The holding part 17 is fastened by means of screws 15 in the region of the side wall 4 to the car 3. At the upper end, the holding part 17 is angled such that the canopy profile part 21 rests flat on the angled part of the holding part 17 and is supported by this.

Fig. 7 shows constructive details of a car 3 with a securing element 10 attached thereto in a further variant. As can be clearly seen here, the canopy profile part 21 is fastened by means of screws 18 to the foot profile part 12. To support the canopy section 13 is a separate holding part 17 on one side and on the other side Holding section 26 is provided. The holding part 17 securely holds the canopy profile part 13 via a plug connection 33. For the connector 17 two pins are formed on the holding part, which are received in corresponding openings. The holding part 17 can be fastened to the cab 3 by means of screws (not shown). For this purpose, the holding part at the lower end two slots 34, via which the screws can be screwed to the cab roof 5. The roof edge 8 is formed by an angle profile. Furthermore, a holding section 26 created by folding on the canopy section 13 is formed, which is fixed by means of screw 15 on the cab roof 3.

How out Fig. 7 further shows, the shaft wall facing the outer edge 11 of the securing element 10 does not have to be straight over the entire length. Approximately in the middle, a rectangular, open against the adjacent shaft wall recess 25 is provided, whereby the edge 11 is set back locally. This recess 25 allows a safe passage past components that are associated with the elevator shaft.

From the representation of the elevator installation 1 according to Fig. 8 a possible Sicherheitspospositiv for a car 3 is shown. On one side of the cab 3 is the cabin door 30, which is shown only symbolically. The reference numeral 31 relates to a shaft door of the elevator shaft 2 Fig. 8 For example, the suspension elements 7 are formed by carrying straps. Visible are also the guide rails 28 for guiding the car 3 and guide rails 29 for the (not shown) counterweight. As can be seen from the top view of the car roof 5 of the elevator car 3, this elevator installation 1 has a car 3 with several securing elements 10, 10 ', 10 ", 10"', 10 ^iv . Two securing elements at the roof edge 8 'arranged on the opposite side are at the roof edge 8 "three securing elements 10", 10 "' 10 and 10 and arranged 10 ^iv. Since the strap 7 and the car guide rails zoom range 28 sufficiently close to the cabin These parts may prevent a person from falling on the cabin roof Fig. 8 shown, no securing elements are provided on the cab roof 5 at this point. Since on the fuse ^element 10 ^iv opposite side of the roof edge 8, the designated 29 counterweight guide rail, no fuse element must be provided in this area.

Claims (13)

1. Lift system (1) comprising a car (3) which can move in a lift shaft (2) and a car roof (5) with a walkable region, and with at least one safety element (10) arranged in the region of a roof edge of the car roof (5) for reducing the gap between the lift shaft (2) and the car (3) to protect people from falling into the lift shaft, wherein the safety element (10) protrudes over the roof edge (8) by a horizontal supernatant (D) toward the outside, characterized in that the safety element (10) comprises stop means for creating toe protection and for laterally limiting the walkable region, whereby the stop means are arranged in such a way that they are inwardly offset by a distance (D+S) in relation to an outer edge (11) of the safety element (10).
2. Lift system according to claim 1, characterized in that stop means are arranged in such a way that they are inwardly offset by a safety distance (S) in relation to the roof edge (8).
3. Lift system according to claim 1 or 2, characterized in that the safety element (10) comprises a toe board section (12) for forming the stop means.
4. Lift system according to any of claims 1 to 3, characterized in that the region of the safety element (10) adjacent to the outside of the stop means is configured in a non-walkable manner.
5. Lift system according to any of claims 1 through 4, characterized in that the outside of the safety element (10) comprises a downward inclined canopy section (13).
6. Lift system according to any of claims 1 to 5, characterized in that the safety element (10) is formed in such a way that a cavity (24) is created between the safety element (10) and the top of the car roof (5).
7. Lift system according to any of claims 1 to 6, characterized in that the safety element (10) comprises a holding part (17) to support a canopy section (22).
8. The lift system according to any of claims 1 to 7, characterized in that the safety element (10) is constructed from several parts.
9. Lift system according to claim 8, characterized in that the safety element (10) comprises a foot profile part (20) and a canopy profile part (21) attached to the foot profile part (20) to form a multi-part safety element.
10. Lift system according to any of claims 1 to 9, characterized in that the safety element (10) of a first shaft wall (6) facing the lift shaft (2) comprises a continuation (19) to reduce the gap between the lift shaft (2) and the car (3) in the region of a second shaft wall (6') adjoining the first shaft wall (6).
11. Lift system according to any of claims 1 to 10, characterized in that a plurality of separate safety elements (10, 10', 10", 10"', 10^IV) are provided along at least one roof edge (8).
12. Lift system according to any of claims 1 to 11, characterized in that the safety element (10) in a top view or respectively in a vertical view is configured at least in relation to a region protruding the roof edge (8) in an open or semi-open manner, whereby free space is created so that the components attributable to the lift shaft can, during a lift run, be guided through the free space past the safety element (10).
13. Lift system according to any of claims 1 to 12, characterized in that the safety element (10) forms an L shape in a top view.

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