EP3898484B1 - Elevator system with derail protection - Google Patents
Elevator system with derail protection Download PDFInfo
- Publication number
- EP3898484B1 EP3898484B1 EP19824306.5A EP19824306A EP3898484B1 EP 3898484 B1 EP3898484 B1 EP 3898484B1 EP 19824306 A EP19824306 A EP 19824306A EP 3898484 B1 EP3898484 B1 EP 3898484B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- guide rail
- derailment protection
- derailment
- elevator car
- protection device
- 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.)
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- 206010012411 Derailment Diseases 0.000 description 117
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Images
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B7/00—Other common features of elevators
- B66B7/02—Guideways; Guides
- B66B7/022—Guideways; Guides with a special shape
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- 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
- B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B7/00—Other common features of elevators
- B66B7/02—Guideways; Guides
- B66B7/04—Riding means, e.g. Shoes, Rollers, between car and guiding means, e.g. rails, ropes
- B66B7/046—Rollers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B7/00—Other common features of elevators
- B66B7/02—Guideways; Guides
- B66B7/04—Riding means, e.g. Shoes, Rollers, between car and guiding means, e.g. rails, ropes
- B66B7/047—Shoes, sliders
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B7/00—Other common features of elevators
- B66B7/02—Guideways; Guides
- B66B7/04—Riding means, e.g. Shoes, Rollers, between car and guiding means, e.g. rails, ropes
Definitions
- the present invention relates to an elevator system with derailment protection.
- an elevator car In an elevator installation, an elevator car is typically displaced vertically along a guide rail laid between different floors or levels within a structure. At least in tall buildings, a type of elevator is usually used in which the elevator car is held by rope-like or belt-like suspension means and is displaced within an elevator shaft by moving the suspension means by means of a drive device. In order to at least partially compensate for the load of the elevator car to be moved by the drive device, a counterweight is usually attached to an opposite end of the suspension means. This counterweight has at least the same mass as the elevator car. As a rule, the mass of the counterweight exceeds that of the elevator car by half the payload that is permissible to be transported by the elevator car. Depending on the elevator type, multiple counterweights and/or multiple elevator cars can also be provided in an elevator installation.
- CN108408536A shows a symmetrical guide rail formed from sheet metal and adapted to be completely enclosed by a guide means.
- the neck of the guide rail is designed to be flexible, so that any deviations in the distance between the two guide rails can be accommodated without damage.
- a guide means can transmit not only compressive forces but also tensile forces. The distribution of the loads on the guide rail is therefore more even.
- a disadvantage of this guide rail is that even during normal journeys, when there are hardly any forces acting between the guide rail and the guide means, considerable forces can occur due to the deviations in the distance between the two guide rails. As a result, driving comfort can be greatly reduced.
- US2011036670 discloses a special guide rail according to the preamble of claim 1.
- an elevator installation that is suitable for both normal operating situations and emergency situations.
- the elevator system has a drive device, an elevator car, a guide means, protection against derailment and a guide rail.
- the elevator car can be displaced directly or indirectly within an elevator shaft by the drive device.
- the guide means is connected to the elevator car.
- the derailment protection is connected to the elevator car.
- the guide rail has a first portion which interacts with the guide means and is used to guide the elevator car along the guide rail, and the guide rail has a second portion which can interact with the derailment protection.
- a play between the derailment protection and the second section of the guide rail is so great that during the normal operating situation the derailment protection and the second section of the guide rail remain at a distance from one another.
- the emergency situation is characterized in that the guide means transfer relatively large horizontal forces to the guide rails.
- An emergency situation is, for example, a situation in which an immediate termination of a journey is required due to external or internal influences on the elevator system. If the elevator car is not evenly loaded, these loads cause large moments on the elevator car that have to be absorbed by the guide means. This creates large forces on the guide means.
- Typical emergency situations are, for example, the activation of a safety gear that brakes the elevator car on the guide rail, or an emergency stop in which the brake on the drive device brakes a moving elevator car.
- a normal operating situation is understood to be a situation in which the elevator car is accelerating, traveling, decelerating or waiting at a stop for the purpose of transporting loads or people.
- the elevator car is typically moved by a drive.
- the purpose of transporting loads or people also includes empty runs, which serve to move the empty car to a floor in order to pick up loads or people there. For example, the elevator car is waiting at a stop because no call has been received or the elevator car is being loaded or unloaded.
- the drive device of the elevator system typically causes the elevator car to be displaced indirectly by using a means of traction, for example a rope, a belt, a chain, or another means suitable for transmitting tensile forces, to transmit the movement of the drive device to the elevator car.
- a means of traction for example a rope, a belt, a chain, or another means suitable for transmitting tensile forces
- the drive device can also be attached directly to the elevator car or to a counterweight.
- the elevator car is used to accommodate the loads to be transported. This can be people and/or goods.
- the guide means is attached to the elevator car.
- the guide means is often also referred to as a guide shoe.
- Guide means are usually designed as sliding guide shoes or roller guide shoes.
- the guide rail is an elongate, substantially vertical installation in the elevator shaft, for example fixed to a shaft wall.
- Guide rails are typically manufactured according to the DIN ISO 7465 standard. But there are also known guide rails that are formed from sheet metal or cast from concrete.
- the guide means interacts with the guide rail. This interaction ensures that the elevator car essentially does not deviate from a vertical orientation, essentially does not rotate about a vertical axis and essentially does not deviate from a horizontal target position.
- the guide rail has a first part area which interacts with the guide means. It is essentially those parts of the guide rail that are Touched or swept over by a guide during normal operation or can be.
- the guide rail has a second row of parts.
- the second partial area is shaped in such a way that it does not interact with the guide means, in particular the second partial area is not touched by any guide means. It is designed to form a stop for derailment protection in an emergency situation.
- the first partial area and the second partial area do not overlap.
- the first partial area can be viewed in particular as that area of the surface of the guide rail which could ever be swept over by a guide means during normal operation.
- the second sub-area can be viewed in particular as that area of the surface of the guide rail that could ever be swept over by an anti-derail device in all intended emergency situations.
- the derailment protection and the guide rail are designed in such a way that there is play, which can also be referred to as a distance, between the second partial area of the guide rail and the derailment protection.
- the play is selected to be large enough to ensure that the derailment protection and the second partial area of the guide rail do not touch or remain at a distance while the elevator is being driven.
- the play is selected large enough that neither the tolerances during the installation of the guide rail, nor the vibrations of the elevator car while driving, nor the sum of these effects are sufficient to bring the derailment protection into contact with the second section of the guide rail.
- the advantages of the invention include the fact that the guide means can be prevented from derailing.
- a derailment is disadvantageous on the one hand because the elevator car is no longer guided in the elevator shaft and could therefore collide with installations in the shaft, such as shaft doors or brackets, among other things.
- a derailment in an emergency situation with activation of the safety gear would be particularly disadvantageous.
- a derailment during an emergency situation or, to put it another way, during a catch would not only lead to the guide means derailing, but the safety gear could also derail and the braking effect would thus be lost. Preventing derailments is therefore very important.
- a further advantage of the invention is that, thanks to the anti-derailment protection, the guide rail can be designed more cost-effectively than if the guide rail had to ensure through its strength alone that the guide means are guided safely.
- the guide rail In a classic arrangement, the guide rail must be designed to be very rigid in order to ensure that the distance between the two guide rails of an elevator system does not widen by more than a permissible distance. With the derailment protection, this distance between the two guide rails of an elevator system only widens until the derailment protection prevents further widening.
- the derailment protection is at a distance of at least 1 mm from the second partial area of the guide rail during the normal operating situation.
- the distance between the derailment protection and the second section of the guide rail is defined as the minimum possible length of a straight line connecting a point of the derailment protection and a point of the second section of the guide rail. Since this distance is reduced by shifting in the derailing direction, this distance extends essentially parallel to the derailing direction.
- the two surfaces, that of the derailment protection and that of the second partial area of the guide rail, which touch one another as protection against derailing are preferably oriented substantially perpendicularly to the direction of the derailment. The distance can therefore be measured in such a way that its extent in Is substantially parallel to that direction of movement, which has a derailment of the guide means result.
- the distance can also be measured such that its extent is essentially perpendicular to the two surfaces, that of the anti-derail device and that of the second portion of the guide rail.
- the minimum distance of 1 mm ensures that the derailment protection does not yet touch the second section, even if the elevator car is deflected significantly, for example when driving over large bumps. This has the advantage that no scratching noises or impacts can occur due to the contact between the derailment protection and the second partial area of the guide rail during the operating situation.
- the derailment protection is advantageously at a distance of at least 5 mm from the second partial area of the guide rail during the normal operating situation.
- the derailment protection is at a distance of at least 1 mm from the entire guide rail during the normal operating situation.
- the distance can thus be understood not only in the direction of the derailing movement, but also omnidirectionally.
- the distance between the derailment protection and the entire guide rail is defined as the minimum possible length of a straight line connecting a point on the derailment protection and a point on the guide rail. This now also ensures that deflections in directions other than the derailing direction do not lead to contact between the derailment protection and the guide rail.
- the derailment protection is at a distance of at least 5 mm from the guide rail during the normal operating situation.
- the play between the derailment protection and the second section of the guide rail is eliminated in the emergency situation and the second section and the derailment protection work together.
- the distance between the derailment protection and the second section of the guide rail is reduced by moving it in the direction of the derailment, as is shown in a emergency situation can occur. As soon as the distance approaches zero, i.e. is eliminated, the derailment protection and the second section of the guide rail touch. The forces transmitted by this contact stop movement in the direction of the derailment. This effectively prevents derailment.
- At least two derailment protection devices are attached to the elevator car per guide rail.
- the elevator system has more than one guide rail.
- two guide rails are usually used. If forces act on the elevator car that essentially lead to a shift in the derailing direction, the use of several derailment protectors on the same guide rail will hold the elevator car on the guide rail in such a way that the elevator car remains aligned parallel to the guide rail.
- the derailment protectors are attached to the elevator car as far away from one another as possible. If three or more derailment gates are installed, it is advantageous to distribute them evenly over the height of the elevator car.
- a first derailment device is attached to an upper end of the elevator car and a second derailment device is attached to a lower end of the elevator car.
- a first protection against derailment is attached to an upper end of the elevator car.
- the first derailment protection is attached to the elevator car in the vicinity of the upper guide means, for example less than 20 cm from the guide means.
- the derailment protection can be attached at the height of the cabin body, above the cabin body or overlapping the end of the cabin body. In particular, any attachment in an upper third, based on car height, or higher may be considered attachment at an upper end of the elevator car.
- Another second derailment protection is attached to a lower end of the elevator car.
- the second derailment protection is near the lower one Guide means, so for example less than 20 cm away from the guide means, attached to the elevator car.
- the derailment protection can be attached at the height of the cabin body, underneath the cabin body or overlapping the end of the cabin body. In particular, any attachment in a lower third, based on car height, or further down may be considered attachment at a lower end of the elevator car.
- the distribution of the derailment gates at an upper end of the car and a lower end of the car allows the distance between the two derailment gates to be kept very large.
- the elevator car is initially optimally aligned parallel to the guide rail.
- the absorption of a certain moment, which acts on the elevator car due to the unequally distributed load is possible thanks to the large distance between the derailment gates by means of relatively small forces on the two derailment gates.
- the points of application of the forces on the guide rail are relatively far apart, as a result of which the guide rail is less stressed and deforms less than if these two forces introduced by the derailer are introduced closer together.
- the second partial area of the guide rail also serves as a braking area for a safety gear.
- a lift system typically has a safety gear.
- This safety gear is usually attached to the elevator car and acts on a section of the guide rail. This is usually the first section of the guide rail.
- the embodiment in which the second partial area of the guide rail also serves as a braking area for a safety gear allows the safety gear to act on the second partial area
- the safety gear does not act on the first section of the guide rail.
- the first portion of the guide rail can be designed as a hollow rail, since the first portion of the guide rail does not have to absorb large contact forces, such as would be caused by a safety gear.
- the derailment protection is formed as a component of the safety gear, in particular as a housing of the safety gear.
- the safety gear should not touch the guide rail during normal operation. Contact with the guide rail is only permitted in an emergency situation. Since the housing of the safety device according to the previous embodiment also encompasses the second section of the guide rail, an advantageous choice of the geometry of the guide rail and safety device can ensure that the safety device or the housing of the safety device also assumes the function of derailment protection.
- one of the two derailment protections that are attached to each guide rail is designed as a safety device, while the other derailment protection is not designed as a safety device but as a separate component.
- the anti-derailment device has a sliding or rolling element that interacts with the second section of the guide rail.
- the derailment protection whether as a separate component or as a safety device, has an element that allows low-friction movement between the second section of the guide rail and the derailment protection.
- Such an element is advantageously designed as a sliding coating.
- an embodiment in the form of rollers is also possible.
- the advantage is that the guide rail and the derailment protection are protected from abrasion.
- the frictional force between the second partial area of the guide rail and the derailment protection is also reduced. Too great such a frictional force could result in undesired effects, such as an undesired increase in the torque on the elevator car.
- the sliding coating or the roller insert are designed to be exchangeable.
- the derailment protection has a first Section intended for attachment to the elevator car and having a second section adapted to cooperate with the second section of the guide rail during an emergency situation.
- the derailment protection has a third area, which connects the first area and the second area to one another in such a way that the first area and the second area are aligned essentially parallel to one another.
- the derailment protection has different areas that serve different functions.
- the first area is used for attachment to the cabin.
- the first area is flat and has one or more holes, advantageously elongated holes, to be attached to the elevator car.
- a contact surface to the elevator car is essentially provided, which is designed parallel to the car wall after the installation of the derailment protection. The contact surface of the derailment protection and the cabin wall surface abut each other due to the contact.
- the second area serves to interact with the second partial area of the guide rail.
- the second area is itself designed in such a way that it is suitable for contact with the second partial area of the elevator rail.
- the design of the second area could include, for example, a slightly curved shape or a flat metallic surface.
- the second area can also have an adapter or some other fastening option for the roller or sliding elements.
- the second partial area is aligned in such a way that it can optimally counteract a derailment of the guide means by being aligned perpendicular to the direction of the derailment.
- the third area serves to connect the first and the second area to one another in such a way that the first and the third area are aligned in parallel. This ensures that the second partial area is aligned parallel to the cabin wall. This is advantageous because the derailing direction is usually perpendicular to the cabin wall.
- the derailment protection essentially comprises a section of metal profile or a deformed metal blank.
- the basic form consisting of a first, second and possibly third part, as a rolled sheet metal profile or as an extruded aluminum profile. These profiles can then be cut into short pieces and completed by further operations such as drilling holes.
- An alternative manufacturing method is to bend a flat profile or deep-draw sheet metal parts into a corresponding tool shape. The advantage of all these methods is that they are extremely inexpensive.
- the guide rail essentially consists of one or more metal sheets.
- the configuration of the first and the second partial area of the guide rail is easy to implement.
- the guide rail is formed asymmetrically, and in particular the second partial area of the guide rail is formed asymmetrically with respect to the guide rail.
- the arrangement is asymmetrical.
- the arrangement can be formed symmetrically, but for this one of the two partial areas would have to be formed twice, so that it can be formed on both sides of the other partial area.
- it is more advantageous to dispense with this symmetry and thus be able to produce the rail more cost-effectively.
- the guide rail is asymmetrical.
- the guide rail has no plane of symmetry or axis of reflection.
- the second partial area of the guide rail is shaped as a fold of the metal sheet.
- a fold is to be understood in such a way that there are two layers of sheet metal that essentially touch. This has the advantage that the fold is suitable for being used as a braking area by a safety gear, since the two metal sheets that are essentially in contact do not yield even under very high normal forces of the safety gear. A profile which would be hollow on the second partial area of the guide rail clamped by the safety device could yield under the load.
- the rolled profile of the guide rail can be welded together at the top of the fold.
- FIG 1 shows schematically an elevator system 1 with an elevator car 5, which is guided between two guide rails 11 in this exemplary embodiment.
- the guide means which are used to guide the elevator car 5, are not shown here.
- Two derailment gates 9 are mounted so that they are on the left of the two Guide rails work.
- One of these two derailment gates 9 is attached to an upper end 17 of the elevator car 5 .
- This derailment protection 9 essentially only serves its function, ie preventing the guide means from derailing from the guide rail 11 1 does not represent the guide means.
- One for the guide rail 11 from FIG 1 suitable guide means is in the Figures 2 to 4 shown.
- the other derailment protection 9 shown is also designed as a housing for a safety gear 21 and is attached to a lower end 19 of the elevator car 5 . If in the 1 a single person in the vicinity of the right guide rail, for example in the descending elevator car 5m, a moment will act on the elevator car 5 during this operating situation, because the center of gravity of the complete elevator car including the load is not directly in an extension lies on the line of action of the forces of the suspension. This creates a moment at the elevator car. As a result, the elevator car initially tilts slightly to the side and is then supported by the guide means, or further tilting is prevented. The forces acting on the guide means thus compensate for the moment.
- the upper end 17 of the elevator car 5 would primarily be pressed in the direction of the right-hand guide rail 11 . Nevertheless, the upper derailment protection 9 on the left side will not yet touch the guide rail 11. Only when, for example due to an emergency situation, the moment increases sharply will the upper derailment protection 9 prevent the guide means from derailing in the upper derailment protection. The same applies to the diagonally opposite derailment protection at the bottom right of the elevator car (not shown).
- the Figures 2 to 4 show, among other things, a possible embodiment of a guide rail 11.
- the guide rail 11 has a first partial area 13 which is used to guide the elevator car 5 via a guide means 7.
- Such a guide is characterized in that a displacement of the elevator car 1, as in the Figures 2 to 4 shown, to the right, to the left and down is prevented.
- the guide rail 11 has a second section 15 on which a derailment protection 9 can act.
- the guide rail 11 is formed from metal sheets 37 .
- the second partial area 15 is shaped as a fold 35 . This means that the two layers of the metal sheet 37 that forms this fold 35 are essentially not spaced apart from one another. At its end, the fold 35 can have a small bending radius. Alternatively, it would also be possible to provide the weld seam for closing the profile there.
- the Figures 2 to 4 and 6 illustrate that the first portion 13 and the second portion 15 of the guide rail 11 do not touch or overlap. These are two separate areas.
- the guide rail 11 is designed asymmetrically. None of the guide rails 11 shown in these images has a mirror plane or axis of symmetry.
- the game s in the Figures 2 to 4 and 6 is chosen to be large enough that the vibrations and deflections occurring during the normal operating situation do not yet lead to the derailment protection 9 being touched. Such contact would cause noise, which would be detrimental to passenger comfort.
- the clearance s makes it possible to compensate for possible positional errors in the guide rail 11 without additional forces acting on the elevator car 5 as a result.
- the derailment protection 9 and the guide means 7 are attached to the elevator car 5.
- the derailment protection 9 has a sliding element 23.
- the derailment protection has a first area 31 which is fastened to the elevator car via the screws 201. In this case, the first region 31 is aligned parallel to the wall of the elevator car 5 .
- the second area 32 is also aligned parallel to the wall of the elevator car and thus also to the first area 31 . These areas are connected via a third area 33.
- the derailment protection 9 and the guide means 13 are attached to the elevator car 5.
- the derailment protection 9 can be attached by means of adhesive 301 .
- the derailment protection 9 has a roller element 305.
- the derailment protection has a first area 31 which is attached to the elevator car 1 by means of adhesive 301. In this case, the first region 31 is aligned parallel to the wall of the elevator car 5 .
- the second portion 32 includes an axle 302 that allows the roller 305 to roll on the second portion 15 in an emergency situation.
- the roller 305 is secured by a locking ring 304.
- the second partial area 32 is aligned parallel to the wall of the elevator car 5 and thus also to the first area 31 . These areas are connected via a third area 33 .
- the connection between the second area 32 and the third area 33 is ensured by the nut 303 .
- the derailment protection 9 is designed as a safety catch 21.
- the safety device 21 can clamp the fold 35 and thus the second partial area 15 of the guide rail 11 with the braking means 401 .
- the derailment protection 9, ie the safety gear 21, and the guide means 13 are attached to the elevator car 5.
- the derailment protection 9 is optimally fastened by means of a form fit, which is secured, for example, by screws.
- the contact that occurs in the emergency situation between the second portion 15 of the guide rail 11 and the safety gear 21 can either be generated directly by a brake pad on the safety gear 21, or a sliding element or a rolling element is provided on the housing especially for this purpose. It is also possible that the contact elements provided for the second partial area 15 of the guide rail 11, ie a sliding or rolling element and/or the brake lining of a safety gear, individually or jointly perform the task of protecting against derailment. In particular, initially only one of the contact elements provided can act, so that as the force increases, further contact elements interact with the second partial area 15 of the guide rail 11 .
- the attachment methods for attaching the derailment protection 9 to the elevator car 5, such as screws 201, adhesive 301 or by positive locking, are not tied to a specific embodiment and can be used in all embodiments of Figures 2 to 4 and 6 be used.
- the configurations of the contact with the second portion 15 of the guide rail 11 such as, for example, the sliding elements 23, the roller elements 25 or the brake pad 401 are not bound to a specific embodiment and can be used in all the exemplary embodiments Figures 2 to 4 and 6 be used.
- figure 5 shows a metal profile 29 and a section 27 separated from it, which after further processing steps can be assembled together with other components to form a derailment protection 9, as is shown in particular in 2 is shown.
- the metallic profile 29 can be an extruded profile. Extruded profiles are often made of aluminium. Alternatively, such a metallic profile 29 can be produced from sheet metal by roll forming.
- the section 27 severed from the metallic profile 29 is reworked in order to obtain a derailment protection as shown in 2 is shown.
- a bore 501 in a second area 32 allows the section 27 to accommodate a sliding element 23 .
- elongated holes 502 can be punched, which are used for attachment to the elevator car 5.
- the embodiment includes an elevator car 5, which is guided on two guide rails 11, each with a guide means 7.
- the guide rail 11 knows this a first partial area 13 which interacts with the guide means 7 attached to the elevator car.
- a second partial area 15 of the guide rail 11 is designed separately from this and can interact with the anti-derailment device 9 .
- This second partial area 15 is designed as a fold 35 in the profile produced, for example, by roll profiling.
- this elevator rail 11 has two guides 603, which serve to guide the counterweights 601. The two guides 603 thus correspond to a third partial area of the guide rail 11.
- the clamps 602 allow the elevator rail to be fastened to the shaft wall.
- the elevator system 6 allows an optimized utilization of the cross-sectional area of the elevator shaft.
- the figure 6 shows a different embodiment of the derailment protection 9 in the upper part than in the lower part.
- the situation is shown as it is typically provided at an upper end of the elevator car 5 .
- a derailment protection 9 is attached to the elevator car 5 .
- the lower part of the figure shows the situation typically provided at a lower end of the elevator car 5 .
- the derailment protection 9 is advantageously integrated into a safety gear 21 and attached to the elevator car 5 . See also the figure 1 , which shows a typical arrangement of the different design variants of the derailment protection.
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Description
Die vorliegende Erfindung betrifft eine Aufzugsanlage mit einem Entgleiseschutz.The present invention relates to an elevator system with derailment protection.
In einer Aufzuganlage wird typischerweise eine Aufzugkabine vertikal entlang einer zwischen verschiedenen Stockwerken bzw. Niveaus innerhalb eines Bauwerks verlegten Führungsschiene verlagert. Zumindest in hohen Gebäuden wird dabei meist ein Aufzugtyp eingesetzt, bei dem die Aufzugkabine von seil- oder riemenartigen Tragmitteln gehalten wird und durch Bewegen der Tragmittel mittels einer Antriebseinrichtung innerhalb eines Aufzugschachts verlagert wird. Um die von der Antriebseinrichtung zu bewegende Last der Aufzugkabine zumindest teilweise zu kompensieren, ist an einem entgegengesetzten Ende der Tragmittel meist ein Gegengewicht befestigt. Dieses Gegengewicht weist zumindest die gleiche Masse wie die Aufzugkabine auf. Im Regelfall übersteigt die Masse des Gegengewichts diejenige der Aufzugkabine um die Hälfte der von der Aufzugkabine zulässigerweise zu befördernden Nutzlast. Je nach Aufzugtyp können in einer Aufzuganlage auch mehrere Gegengewichte und/oder mehrere Aufzugkabinen vorgesehen sein.In an elevator installation, an elevator car is typically displaced vertically along a guide rail laid between different floors or levels within a structure. At least in tall buildings, a type of elevator is usually used in which the elevator car is held by rope-like or belt-like suspension means and is displaced within an elevator shaft by moving the suspension means by means of a drive device. In order to at least partially compensate for the load of the elevator car to be moved by the drive device, a counterweight is usually attached to an opposite end of the suspension means. This counterweight has at least the same mass as the elevator car. As a rule, the mass of the counterweight exceeds that of the elevator car by half the payload that is permissible to be transported by the elevator car. Depending on the elevator type, multiple counterweights and/or multiple elevator cars can also be provided in an elevator installation.
In der Anmeldung
Eine Aufgabe könnte es also sein die Nachteile des Standes der Technik zu vermeiden. Es kann also ein Bedarf an einer Aufzugsanlage gesehen werden, die sowohl eine gleichmässige Verteilung der Lasten auf die Führungsschiene als auch einen optimalen Fahrkomfort erreicht.It could therefore be an object to avoid the disadvantages of the prior art. A need can therefore be seen for an elevator system that achieves both an even distribution of the loads on the guide rails and optimum ride comfort.
Die Aufgabe wird gelöst durch den Gegenstand des unabhängigen Patentanspruches 1. Vorteilhafte Ausführungsformen sind in den abhängigen Ansprüchen sowie in der nachfolgenden Beschreibung definiert.The object is achieved by the subject matter of independent patent claim 1. Advantageous embodiments are defined in the dependent claims and in the following description.
Gemäss einem Aspekt der Erfindung wird eine Aufzuganlage, die sowohl für normale Betriebssituationen als auch für Notfallsituationen geeignet ist, beansprucht. Dabei weist die Aufzugsanlage eine Antriebseinrichtung, eine Aufzugkabine, ein Führungsmittel, einen Entgleiseschutz und eine Führungsschiene auf. Die Aufzugkabine ist durch die Antriebseinrichtung mittelbar oder unmittelbar innerhalb eines Aufzugschachts verlagerbar. Das Führungsmittel ist mit der Aufzugkabine verbunden. Der Entgleiseschutz ist mit der Aufzugkabine verbunden. Die Führungsschiene weist einen ersten Teilbereich auf, der mit den Führungsmitteln zusammenwirkt und der Führung der Aufzugkabine entlang der Führungsschiene dient, und die Führungsschiene weist einen zweiten Teilbereich auf, der mit dem Entgleiseschutz zusammenwirken kann. Ein Spiel zwischen dem Entgleiseschutz und dem zweiten Teilbereich der Führungsschiene ist so gross, dass während der normalen Betriebssituation der Entgleiseschutz und der zweite Teilbereich der Führungsschiene voneinander beabstandet bleiben.According to one aspect of the invention, an elevator installation that is suitable for both normal operating situations and emergency situations is claimed. In this case, the elevator system has a drive device, an elevator car, a guide means, protection against derailment and a guide rail. The elevator car can be displaced directly or indirectly within an elevator shaft by the drive device. The guide means is connected to the elevator car. The derailment protection is connected to the elevator car. The guide rail has a first portion which interacts with the guide means and is used to guide the elevator car along the guide rail, and the guide rail has a second portion which can interact with the derailment protection. A play between the derailment protection and the second section of the guide rail is so great that during the normal operating situation the derailment protection and the second section of the guide rail remain at a distance from one another.
Die Notfallsituation ist dadurch charakterisiert, dass die Führungsmittel verhältnismässig grosse horizontalen Kräfte auf die Führungsschienen übertragen.The emergency situation is characterized in that the guide means transfer relatively large horizontal forces to the guide rails.
Eine Notfallsituation ist zum Beispiel eine Situation, bei der aufgrund äusserer oder innerer Einflüsse der Aufzugsanlage eine sofortige Beendigung einer Fahrt erforderlich ist. Falls die Aufzugkabine nicht gleichmässig beladen ist, bewirken diese Lasten an der Aufzugkabine grosse Momente, die durch die Führungsmittel aufgenommen werden müssen. Dadurch entstehen an den Führungsmitteln grosse Kräfte. Typische Notfallsituationen sind zum Beispiel die Aktivierung einer Fangvorrichtung, die die Aufzugkabine an der Führungsschiene bremst, oder ein Notstopp, bei dem die Bremse an der Antriebseinrichtung eine fahrende Aufzugkabine bremst.An emergency situation is, for example, a situation in which an immediate termination of a journey is required due to external or internal influences on the elevator system. If the elevator car is not evenly loaded, these loads cause large moments on the elevator car that have to be absorbed by the guide means. This creates large forces on the guide means. Typical emergency situations are, for example, the activation of a safety gear that brakes the elevator car on the guide rail, or an emergency stop in which the brake on the drive device brakes a moving elevator car.
Weiterhin können auch Ereignisse wie Erdbeben oder Vandalismus in der Kabine, also starkes Hüpfen oder an die Wände springen, dazu führen, dass die Führungsmittel sehr grosse Kräfte auf die Führungsschiene übertragen, und sind daher als Notfallsituation anzusehen.Furthermore, events such as earthquakes or vandalism in the cabin, i.e. heavy bouncing or jumping against the walls, can also lead to the guide means transmitting very large forces to the guide rail and are therefore considered an emergency situation to watch.
Unter einer normalen Betriebssituation ist eine Situation zu verstehen, in der die Aufzugkabine zum Zweck der Beförderung von Lasten oder Personen beschleunigt, fährt, verzögert oder auf einem Halt wartet. Die Bewegung der Aufzugkabine wird typischerweise durch einen Antrieb bewirkt. Zum Zweck der Beförderung von Lasten oder Personen gehören auch Leerfahrten, die dazu dienen die leere Kabine auf ein Stockwerk zu verfahren, um dort Lasten oder Personen aufzunehmen. Die Aufzugkabine wartet zum Beispiel auf einem Halt, weil kein Ruf eingegangen ist, oder die Aufzugkabine gerade be- oder entladen wird.A normal operating situation is understood to be a situation in which the elevator car is accelerating, traveling, decelerating or waiting at a stop for the purpose of transporting loads or people. The elevator car is typically moved by a drive. The purpose of transporting loads or people also includes empty runs, which serve to move the empty car to a floor in order to pick up loads or people there. For example, the elevator car is waiting at a stop because no call has been received or the elevator car is being loaded or unloaded.
Die Antriebseinrichtung der Aufzugsanlage bewirkt das Verlagern der Aufzugkabine typischerweise indirekt, indem ein Traktionsmittel, also zum Beispiel ein Seil, ein Riemen, eine Kette, oder ein anderes zur Übertragung von Zugkräften geeignetes Mittel, zur Übertragung der Bewegung der Antriebseinrichtung auf die Aufzugkabine verwendet wird. Die Antriebseinrichtung kann aber auch direkt an der Aufzugkabine oder an einem Gegengewicht befestigt sein.The drive device of the elevator system typically causes the elevator car to be displaced indirectly by using a means of traction, for example a rope, a belt, a chain, or another means suitable for transmitting tensile forces, to transmit the movement of the drive device to the elevator car. However, the drive device can also be attached directly to the elevator car or to a counterweight.
Die Aufzugkabine dient der Aufnahme der zu befördernden Lasten. Dies können Personen und/oder Güter sein. Das Führungsmittel ist an der Aufzugkabine befestigt. Oft wird das Führungsmittel auch als Führungsschuh bezeichnet. Meist sind Führungsmittel als Gleitführungsschuhe oder Rollenführungsschuhe ausgestaltet.The elevator car is used to accommodate the loads to be transported. This can be people and/or goods. The guide means is attached to the elevator car. The guide means is often also referred to as a guide shoe. Guide means are usually designed as sliding guide shoes or roller guide shoes.
Die Führungsschiene ist eine längliche im Wesentlichen vertikale Installation im Aufzugschacht, die zum Beispiel an einer Schachtwand befestigt ist. Führungsschienen sind typischerweise entsprechend der Norm DIN ISO 7465 gefertigt. Es sind aber auch Führungsschienen bekannt, die aus Blechen geformt oder aus Beton gegossen sind.The guide rail is an elongate, substantially vertical installation in the elevator shaft, for example fixed to a shaft wall. Guide rails are typically manufactured according to the DIN ISO 7465 standard. But there are also known guide rails that are formed from sheet metal or cast from concrete.
Das Führungsmittel wirkt mit der Führungsschiene zusammen. Dabei stellt dieses Zusammenwirken sicher, dass sich die Aufzugkabine im Wesentlichen nicht von einer vertikalen Ausrichtung abweicht, sich im Wesentlichen nicht um eine vertikale Achse dreht und im Wesentlichen nicht von einer horizontalen Sollage abweicht.The guide means interacts with the guide rail. This interaction ensures that the elevator car essentially does not deviate from a vertical orientation, essentially does not rotate about a vertical axis and essentially does not deviate from a horizontal target position.
Die Führungsschiene weist einen ersten Teilereich auf, der mit den Führungsmitteln zusammenwirkt. Es sind also im Wesentlichen jene Teile der Führungsschiene, die im Normalbetrieb durch ein Führungsmittel berührt respektive überstrichen werden oder werden können.The guide rail has a first part area which interacts with the guide means. It is essentially those parts of the guide rail that are Touched or swept over by a guide during normal operation or can be.
Die Führungsschiene weist einen zweiten Teilereich auf. Der zweite Teilbereich ist so ausgeformt, dass er nicht mit den Führungsmitteln zusammenwirkt, insbesondere wird der zweite Teilbereich von keinem Führungsmittel berührt. Er ist so ausgestaltet, dass er in einer Notfallsituation für den Entgleiseschutz einen Anschlag bildet.The guide rail has a second row of parts. The second partial area is shaped in such a way that it does not interact with the guide means, in particular the second partial area is not touched by any guide means. It is designed to form a stop for derailment protection in an emergency situation.
Der erste Teilbereich und der zweite Teilbereich überlappen sich nicht. Der erste Teilbereich kann insbesondere als jener Bereich der Oberfläche der Führungsschiene angesehen werden, der im Normalbetrieb jemals von einem Führungsmittel überstrichen werden könnte. Und der zweite Teilbereich kann insbesondere als jener Bereich der Oberfläche der Führungsschiene angesehen werden, der in allen vorgesehenen Notfallsituationen jemals von einem Entgleiseschutz überstrichen werden könnte. Der erste Teilbereich und der zweite Teilbereich, jeweils als Teilbereiche der Oberfläche der Führungsschiene betrachtet, weisen also keine Schnittmenge auf.The first partial area and the second partial area do not overlap. The first partial area can be viewed in particular as that area of the surface of the guide rail which could ever be swept over by a guide means during normal operation. And the second sub-area can be viewed in particular as that area of the surface of the guide rail that could ever be swept over by an anti-derail device in all intended emergency situations. The first sub-area and the second sub-area, each viewed as sub-areas of the surface of the guide rail, therefore have no intersection.
Der Entgleiseschutz und die Führungsschiene sind derart ausgestaltet, dass sich zwischen dem zweiten Teilbereich der Führungsschiene und dem Entgleiseschutz ein Spiel, das auch als Abstand bezeichnet werden kann, existiert. Das Spiel ist dabei so gross gewählt, dass sichergestellt ist, dass während einer Fahrt mit dem Aufzug der Entgleiseschutz und der zweite Teilbereich der Führungsschiene sich nicht berühren, respektive beabstandet bleiben. Das Spiel ist dabei gross genug gewählt, dass weder die Toleranzen bei der Installation der Führungsschiene, noch die Vibrationen der Aufzugkabine während der Fahrt, noch die Summe dieser Effekte ausreichen, um den Entgleiseschutz mit dem zweiten Teilbereich der Führungsschiene in Kontakt zu bringen.The derailment protection and the guide rail are designed in such a way that there is play, which can also be referred to as a distance, between the second partial area of the guide rail and the derailment protection. The play is selected to be large enough to ensure that the derailment protection and the second partial area of the guide rail do not touch or remain at a distance while the elevator is being driven. The play is selected large enough that neither the tolerances during the installation of the guide rail, nor the vibrations of the elevator car while driving, nor the sum of these effects are sufficient to bring the derailment protection into contact with the second section of the guide rail.
Erst die sehr grossen Beschleunigungen, die während einer Notfallsituation auftreten, lassen so grosse Kräfte entstehen, dass die Verschiebung des Führungsmittels gegenüber dem zweiten Teilbereich der Führungsschiene so gross werden, dass das Spiel aufgehoben wird, und sich der Entgleiseschutz und der zweite Teilbereich der Führungsschiene berühren. Dadurch wird verhindert, dass sich das Führungsmittel noch weiter gegenüber der Führungsschiene verschiebt. Dadurch wird sichergestellt, dass das Führungsmittel sicher an der Führungsschiene geführt bleibt. Insbesondere kann das Führungsmittel nicht entgleisen.It is only the very large accelerations that occur during an emergency situation that cause such large forces to arise that the displacement of the guide means relative to the second section of the guide rail becomes so great that the play is eliminated and the derailment protection and the second section of the guide rail touch . This prevents the guide means from being displaced further relative to the guide rail. This ensures that the guide means remains securely guided on the guide rail. In particular, the guiding means cannot derail.
Die Vorteile der Erfindung liegen unter anderem darin, dass ein Entgleisen der Führungsmittel verhindert werden kann. Ein Entgleisen ist zum einen nachteilig, weil die Aufzugkabine im Aufzugsschacht nicht mehr geführt ist, und somit unter anderem mit Installationen im Schacht wie zum Beispiel Schachttüren oder Brackets kollidieren könnte. Ganz speziell nachteilig wäre ein Entgleisen bei einer Notfallsituation mit Aktivierung der Fangvorrichtung. Ein Entgleisen während einer Notfallsituation oder, anders ausgedrückt, während einem Fang würde nicht nur zum Entgleisen der Führungsmittel führen, sondern auch die Fangvorrichtung könnte entgleisen, und die Bremswirkung würde somit ausbleiben. Das Verhindern von Entgleisungen ist also sehr wichtig.The advantages of the invention include the fact that the guide means can be prevented from derailing. A derailment is disadvantageous on the one hand because the elevator car is no longer guided in the elevator shaft and could therefore collide with installations in the shaft, such as shaft doors or brackets, among other things. A derailment in an emergency situation with activation of the safety gear would be particularly disadvantageous. A derailment during an emergency situation or, to put it another way, during a catch would not only lead to the guide means derailing, but the safety gear could also derail and the braking effect would thus be lost. Preventing derailments is therefore very important.
Ein weiterer Vorteil der Erfindung ist es, dass die Führungsschiene dank dem Entgleiseschutz kostengünstiger ausgeführt werden kann, als wenn die Führungsschiene allein durch ihre Festigkeit sicherstellen muss, dass die Führungsmittel sicher geführt werden. Bei einer klassischen Anordnung muss die Führungsschiene sehr steif ausgelegt sein, um sicherzustellen, dass der Abstand zwischen den beiden Führungsschienen einer Aufzugsanlage sich weniger als eine zulässige Distanz weitet. Mit dem Entgleiseschutz weitet sich diese Distanz zwischen den beiden Führungsschienen einer Aufzugsanlage nur, bis der Entgleiseschutz ein weiteres Weiten verhindert.A further advantage of the invention is that, thanks to the anti-derailment protection, the guide rail can be designed more cost-effectively than if the guide rail had to ensure through its strength alone that the guide means are guided safely. In a classic arrangement, the guide rail must be designed to be very rigid in order to ensure that the distance between the two guide rails of an elevator system does not widen by more than a permissible distance. With the derailment protection, this distance between the two guide rails of an elevator system only widens until the derailment protection prevents further widening.
In einer bevorzugten Ausführungsform weist der Entgleiseschutz zum zweiten Teilbereich der Führungsschiene während der normalen Betriebssituation mindestens einen Abstand von 1mm auf.In a preferred embodiment, the derailment protection is at a distance of at least 1 mm from the second partial area of the guide rail during the normal operating situation.
Der Abstand zwischen dem Entgleiseschutz und dem zweiten Teilbereich der Führungsschiene ist definiert als die minimal mögliche Länge, einer geradlinigen Verbindungslinie, die einen Punkt des Entgleiseschutzes und einen Punkt des zweiten Teilbereichs der Führungsschiene miteinander verbindet. Da dieser Abstand durch ein Verschieben in Entgleiserichtung reduziert wird, erstreckt sich dieser Abstand im Wesentlichen parallel zur Entgleiserichtung. Die beiden Oberflächen, diejenige des Entgleiseschutzes und diejenige des zweiten Teilbereichs der Führungsschiene, die sich als Schutz gegen das Entgleisen gegenseitig berühren sind vorzugsweise im Wesentlichen senkrecht zur Entgleiserichtung orientiert. Der Abstand kann daher so gemessen werden, dass seine Erstreckung im Wesentlichen parallel zu jener Bewegungsrichtung ist, die ein Entgleisen des Führungsmittels zur Folge hat. Alternativ kann der Abstand auch als so gemessen werden, dass seine Erstreckung im Wesentlichen senkrecht zu den beiden Oberflächen, derjenigen des Entgleiseschutzes und derjenigen des zweiten Teilbereichs der Führungsschiene ist. Der minimale Abstand von 1 mm stellt sicher, dass auch bei grösseren Auslenkungen der Aufzugkabine, also zum Beispiel beim Überfahren von grösseren Unebenheiten, der Entgleiseschutz den zweiten Teilbereich noch nicht berührt. Dies hat den Vorteil, dass keinerlei Kratzgeräusche oder Stösse aufgrund des Kontaktes zwischen dem Entgleiseschutz und dem zweiten Teilbereich der Führungsschiene während der Betriebssituation auftreten können. Vorteilhafterweise weist der Entgleiseschutz zum zweiten Teilbereich der Führungsschiene während der normalen Betriebssituation mindestens einen Abstand von 5mm auf.The distance between the derailment protection and the second section of the guide rail is defined as the minimum possible length of a straight line connecting a point of the derailment protection and a point of the second section of the guide rail. Since this distance is reduced by shifting in the derailing direction, this distance extends essentially parallel to the derailing direction. The two surfaces, that of the derailment protection and that of the second partial area of the guide rail, which touch one another as protection against derailing are preferably oriented substantially perpendicularly to the direction of the derailment. The distance can therefore be measured in such a way that its extent in Is substantially parallel to that direction of movement, which has a derailment of the guide means result. Alternatively, the distance can also be measured such that its extent is essentially perpendicular to the two surfaces, that of the anti-derail device and that of the second portion of the guide rail. The minimum distance of 1 mm ensures that the derailment protection does not yet touch the second section, even if the elevator car is deflected significantly, for example when driving over large bumps. This has the advantage that no scratching noises or impacts can occur due to the contact between the derailment protection and the second partial area of the guide rail during the operating situation. The derailment protection is advantageously at a distance of at least 5 mm from the second partial area of the guide rail during the normal operating situation.
In einer bevorzugten Ausführungsform weist der Entgleiseschutz zur ganzen Führungsschiene während der normalen Betriebssituation mindestens einen Abstand von 1mm aufweist.In a preferred embodiment, the derailment protection is at a distance of at least 1 mm from the entire guide rail during the normal operating situation.
Der Abstand kann also nicht nur in Richtung der Entgleise-Bewegung verstanden werden, sondern auch omnidirektional. Der Abstand zwischen dem Entgleiseschutz zur ganzen Führungsschiene ist definiert als die minimal mögliche Länge, einer geradlinigen Verbindungslinie, die einen Punkt des Entgleiseschutzes und einen Punkt der Führungsschiene miteinander verbindet. Dadurch ist nun auch sichergestellt, dass Auslenkungen in andere Richtungen als in der Entgleiserichtung nicht zu einem Kontakt zwischen dem Entgleiseschutz und der Führungsschiene führen.The distance can thus be understood not only in the direction of the derailing movement, but also omnidirectionally. The distance between the derailment protection and the entire guide rail is defined as the minimum possible length of a straight line connecting a point on the derailment protection and a point on the guide rail. This now also ensures that deflections in directions other than the derailing direction do not lead to contact between the derailment protection and the guide rail.
Vorteilhafterweise weist der Entgleiseschutz zur Führungsschiene während der normalen Betriebssituation mindestens einen Abstand von 5mm auf.Advantageously, the derailment protection is at a distance of at least 5 mm from the guide rail during the normal operating situation.
In einer bevorzugten Ausführungsform ist in der Notfallsituation das Spiel zwischen dem Entgleiseschutz und dem zweiten Teilbereich der Führungsschiene aufgehoben und der zweite Teilbereich und der Entgleiseschutz wirken zusammen.In a preferred embodiment, the play between the derailment protection and the second section of the guide rail is eliminated in the emergency situation and the second section and the derailment protection work together.
Der Abstand zwischen dem Entgleiseschutz und dem zweiten Teilbereich der Führungsschiene reduziert sich durch ein Verschieben in Entgleiserichtung, wie es in einer Notfallsituation auftreten kann. Sobald der Abstand gegen Null geht, also aufgehoben ist, berühren sich der Entgleiseschutz und der zweite Teilbereich der Führungsschiene. Durch die Kräfte, die durch diese Berührung übertragen werden, wird die Bewegung in Entgleiserichtung gestoppt. Dadurch wird das Entgleisen wirksam verhindert.The distance between the derailment protection and the second section of the guide rail is reduced by moving it in the direction of the derailment, as is shown in a emergency situation can occur. As soon as the distance approaches zero, i.e. is eliminated, the derailment protection and the second section of the guide rail touch. The forces transmitted by this contact stop movement in the direction of the derailment. This effectively prevents derailment.
In einer bevorzugten Ausführungsform sind pro Führungsschiene mindestens zwei Entgleiseschütze an der Aufzugkabine angebracht.In a preferred embodiment, at least two derailment protection devices are attached to the elevator car per guide rail.
Typischerweise verfügt die Aufzugsanlage über mehr als eine Führungsschiene. Insbesondere werden meistens zwei Führungsschienen eingesetzt. Falls Kräfte auf die Aufzugskabine einwirken, die im Wesentlichen zu einer Verschiebung in Entgleiserichtung führen, so wird durch den Einsatz mehrerer Entgleiseschütze an derselben Führungsschiene die Aufzugkabine so an der Führungsschiene gehalten, dass die Aufzugkabine parallel zur Führungsschiene ausgerichtet bleibt.Typically, the elevator system has more than one guide rail. In particular, two guide rails are usually used. If forces act on the elevator car that essentially lead to a shift in the derailing direction, the use of several derailment protectors on the same guide rail will hold the elevator car on the guide rail in such a way that the elevator car remains aligned parallel to the guide rail.
Weiterhin ist es besonders vorteilhaft, wenn die Entgleiseschütze möglichst weit voneinander entfernt an der Aufzugskabine angebracht sind. Falls drei oder noch mehr Entgleiseschütze angebracht werden, ist es vorteilhaft diese gleichmässig über die Höhe der Aufzugkabine zu verteilen.Furthermore, it is particularly advantageous if the derailment protectors are attached to the elevator car as far away from one another as possible. If three or more derailment gates are installed, it is advantageous to distribute them evenly over the height of the elevator car.
In einer bevorzugten Ausführungsform ist ein erster Entgleiseschutz an einem oberen Ende der Aufzugkabine angebracht, und ein zweiter Entgleiseschutz an einem unteren Ende der Aufzugkabine angebracht.In a preferred embodiment, a first derailment device is attached to an upper end of the elevator car and a second derailment device is attached to a lower end of the elevator car.
Ein erster Entgleiseschutz ist dabei an einem oberen Ende der Aufzugkabine angebracht. Typischerweise ist der erste Entgleiseschutz in der Nähe des oberen Führungsmittels, also zum Beispiel weniger als 20 cm vom Führungsmittel entfernt, an der Aufzugkabine angebracht. Der Entgleiseschutz kann dabei auf der Höhe des Kabinenkörpers, oberhalb des Kabinenkörpers oder das Ende des Kabinenkörpers überlappend angebracht sein. Insbesondere kann jede Anbringung in einem oberen Drittel, auf Basis der Kabinenhöhe, oder weiter oben als Anbringung an einem oberen Ende der Aufzugkabine angesehen werden.A first protection against derailment is attached to an upper end of the elevator car. Typically, the first derailment protection is attached to the elevator car in the vicinity of the upper guide means, for example less than 20 cm from the guide means. The derailment protection can be attached at the height of the cabin body, above the cabin body or overlapping the end of the cabin body. In particular, any attachment in an upper third, based on car height, or higher may be considered attachment at an upper end of the elevator car.
Ein weiterer zweiter Entgleiseschutz ist dabei an einem unteren Ende der Aufzugkabine angebracht. Typischerweise ist der zweite Entgleiseschutz in der Nähe des unteren Führungsmittels, also zum Beispiel weniger als 20 cm vom Führungsmittel entfernt, an der Aufzugkabine angebracht. Der Entgleiseschutz kann dabei auf der Höhe es Kabinenkörpers, unterhalb des Kabinenkörpers oder das Ende des Kabinenkörpers überlappend angebracht sein. Insbesondere kann jede Anbringung in einem unteren Drittel, auf Basis der Kabinenhöhe, oder weiter unten als Anbringung an einem unteren Ende der Aufzugkabine angesehen werden.Another second derailment protection is attached to a lower end of the elevator car. Typically, the second derailment protection is near the lower one Guide means, so for example less than 20 cm away from the guide means, attached to the elevator car. The derailment protection can be attached at the height of the cabin body, underneath the cabin body or overlapping the end of the cabin body. In particular, any attachment in a lower third, based on car height, or further down may be considered attachment at a lower end of the elevator car.
Die Verteilung der Entgleiseschütze an ein oberes Kabinenende und ein unteres Kabinenende erlaubt es den Abstand zwischen den beiden Entgleiseschützen sehr gross zu halten. Dadurch wird zunächst die Aufzugkabine optimal parallel zur Führungsschiene ausgerichtet. Des Weiteren ist die Aufnahme eines gewissen Moments, das durch die ungleich verteilte Last an der Aufzugkabine wirkt, dank des grossen Abstandes zwischen den Entgleiseschützen durch relativ kleine Kräfte an den beiden Entgleiseschützen möglich. Zudem sind die Einleitpunkte der Kräfte an der Führungsschiene relativ weit voneinander entfernt, wodurch die Führungsschiene weniger belastet ist und sich weniger deformiert, als wenn diese beiden durch die Entgleiseschütze eingeleiteten Kräfte näher beieinander eingeleitet werden.The distribution of the derailment gates at an upper end of the car and a lower end of the car allows the distance between the two derailment gates to be kept very large. As a result, the elevator car is initially optimally aligned parallel to the guide rail. Furthermore, the absorption of a certain moment, which acts on the elevator car due to the unequally distributed load, is possible thanks to the large distance between the derailment gates by means of relatively small forces on the two derailment gates. In addition, the points of application of the forces on the guide rail are relatively far apart, as a result of which the guide rail is less stressed and deforms less than if these two forces introduced by the derailer are introduced closer together.
In einer bevorzugten Ausführungsform dient der zweite Teilbereich der Führungsschiene zusätzlich als Bremsbereich für eine Fangvorrichtung.In a preferred embodiment, the second partial area of the guide rail also serves as a braking area for a safety gear.
Eine Aufzuganlage verfügt typischerweise über eine Fangvorrichtung. Meist ist diese Fangvorrichtung an der Aufzugkabine angebracht und wirkt auf einen Teilbereich der Führungsschiene. Üblicherweise ist dies der erste Teilbereich der Führungsschiene. Die Ausführungsform in der der zweite Teilbereich der Führungsschiene zusätzlich als Bremsbereich für eine Fangvorrichtung dient, erlaubt es der Fangvorrichtung auf den zweiten Teilbereich einzuwirkenA lift system typically has a safety gear. This safety gear is usually attached to the elevator car and acts on a section of the guide rail. This is usually the first section of the guide rail. The embodiment in which the second partial area of the guide rail also serves as a braking area for a safety gear allows the safety gear to act on the second partial area
Dies hat den Vorteil, dass die Fangvorrichtung nicht auf dem ersten Teilbereich der Führungsschiene wirkt. Dadurch kann sie bei einer Aktivierung keine störenden Riefen, Marken oder sonstige Unebenheiten auf dem ersten Teilbereich der Führungsschiene hinterlassen. Solche Unebenheiten würden sich bei einem Weiterbetrieb der Aufzuganlage negativ auf den Fahrkomfort auswirken. Zudem kann der erste Teilbereich der Führungsschiene als Hohlschiene ausgeführt sein, da der erste Teilbereich der Führungsschiene keine grossen Anpresskräfte aufnehmen muss, wie sie durch eine Fangvorrichtung bewirkt würden.This has the advantage that the safety gear does not act on the first section of the guide rail. As a result, when it is activated, it cannot leave any disturbing grooves, marks or other unevenness on the first section of the guide rail. Such unevenness would have a negative effect on ride comfort if the elevator system continued to operate. In addition, the first portion of the guide rail can be designed as a hollow rail, since the first portion of the guide rail does not have to absorb large contact forces, such as would be caused by a safety gear.
In einer weiteren Ausführungsform ist der Entgleiseschutz als ein Bauteil der Fangvorrichtung, insbesondere als ein Gehäuse der Fangvorrichtung, ausgeformt.In a further embodiment, the derailment protection is formed as a component of the safety gear, in particular as a housing of the safety gear.
Wie der Entgleiseschutz soll auch die Fangvorrichtung im Normalbetrieb die Führungsschiene nicht berühren. Erst in der Notfallsituation ist eine Berührung durch die Führungsschiene zulässig. Da das Gehäuse der Fangvorrichtung gemäss der vorherigen Ausführungsform den zweiten Teilbereich der Führungsschiene auch umgreift, kann durch eine vorteilhafte Wahl der Geometrie von Führungsschiene und Fangvorrichtung erreicht werden, dass die Fangvorrichtung, respektive das Gehäuse der Fangvorrichtung, ebenfalls die Funktion des Entgleiseschutzes übernimmt.Like the derailment protection, the safety gear should not touch the guide rail during normal operation. Contact with the guide rail is only permitted in an emergency situation. Since the housing of the safety device according to the previous embodiment also encompasses the second section of the guide rail, an advantageous choice of the geometry of the guide rail and safety device can ensure that the safety device or the housing of the safety device also assumes the function of derailment protection.
Vorteilhafterweise ist jeweils einer der beiden Entgleiseschütze, die pro Führungsschiene angebracht sind, als Fangvorrichtung ausgeformt, während der andere Entgleiseschutz nicht als Fangvorrichtung, sondern als separates Bauteil ausgeformt ist.Advantageously, one of the two derailment protections that are attached to each guide rail is designed as a safety device, while the other derailment protection is not designed as a safety device but as a separate component.
In einer bevorzugten Ausführungsform verfügt der Entgleiseschutz über ein Gleit- oder ein Rollelement, das mit dem zweiten Teilbereich der Führungsschiene zusammenwirkt.In a preferred embodiment, the anti-derailment device has a sliding or rolling element that interacts with the second section of the guide rail.
Der Entgleiseschutz, egal ob als separates Bauteil oder als Fangvorrichtung, verfügt über ein Element, das ein reibungsarmes Verschieben zwischen dem zweiten Teilbereich der Führungsschiene und dem Entgleiseschutz zulässt. Ein solches Element ist vorteilhafterweise als Gleitbelag ausgestaltet. Es ist aber auch eine Ausgestaltung in Form von Rollen möglich. Der Vorteil liegt einerseits darin, dass die Führungsschiene und auch der Entgleiseschutz vor Abrieb geschützt sind. Andererseits wird aber auch die Reibkraft zwischen dem zweiten Teilbereich der Führungsschiene und dem Entgleiseschutz reduziert. Eine zu grosse solche Reibkraft könnte ungewünschte Effekte, wie zum Beispiel eine ungewollte Vergrösserung des Momentes an der Aufzugkabine zur Folge haben.The derailment protection, whether as a separate component or as a safety device, has an element that allows low-friction movement between the second section of the guide rail and the derailment protection. Such an element is advantageously designed as a sliding coating. However, an embodiment in the form of rollers is also possible. On the one hand, the advantage is that the guide rail and the derailment protection are protected from abrasion. On the other hand, however, the frictional force between the second partial area of the guide rail and the derailment protection is also reduced. Too great such a frictional force could result in undesired effects, such as an undesired increase in the torque on the elevator car.
Vorteilhafterwiese sind der Gleitbelag oder der Rolleneinsatz austauschbar gestaltet.Advantageously, the sliding coating or the roller insert are designed to be exchangeable.
In einer vorzugsweisen Ausführungsform verfügt der Entgleiseschutz über einen ersten Bereich, der der Befestigung an der Aufzugkabine dient und über einen zweiten Bereich verfügt, der dazu ausgebildet ist, während der Notfallsituation mit dem zweiten Teilbereich der Führungsschiene zusammenzuwirken.In a preferred embodiment, the derailment protection has a first Section intended for attachment to the elevator car and having a second section adapted to cooperate with the second section of the guide rail during an emergency situation.
In einer vorzugsweisen Ausführungsform verfügt der Entgleiseschutz über einen dritten Bereich, der den ersten Bereich und den zweiten Bereich derart miteinander verbindet, dass der erste Bereich und der zweite Bereich im Wesentlichen parallel zueinander ausgerichtet sind.In a preferred embodiment, the derailment protection has a third area, which connects the first area and the second area to one another in such a way that the first area and the second area are aligned essentially parallel to one another.
Der Entgleiseschutz weist unterschiedliche Bereiche auf, die unterschiedlichen Funktionen dienen. Der erste Bereich dient der Befestigung an der Kabine. Vorteilhafterweise ist der erste Bereich flach ausgestaltet und verfügt über eines oder mehrere Löcher, vorteilhafterweise Langlöcher, um an der Aufzugkabine befestigt zu werden. Im Wesentlichen ist eine Kontaktfläche zur Aufzugkabine vorgesehen, die nach der Montage des Entgleiseschutzes parallel zur Kabinenwand ausgestaltet ist. Wobei die Kontaktfläche des Entgleiseschutzes und die Kabinenwandoberfläche aufgrund des Kontaktes aneinander anliegen.The derailment protection has different areas that serve different functions. The first area is used for attachment to the cabin. Advantageously, the first area is flat and has one or more holes, advantageously elongated holes, to be attached to the elevator car. A contact surface to the elevator car is essentially provided, which is designed parallel to the car wall after the installation of the derailment protection. The contact surface of the derailment protection and the cabin wall surface abut each other due to the contact.
Der zweite Bereich dient dem Zusammenwirken mit dem zweiten Teilbereich der Führungsschiene. Der zweite Bereich ist entweder selbst derart ausgestaltet, dass er für den Kontakt zum zweiten Teilbereich der Aufzugschiene geeignet ist. Die Ausgestaltung des zweiten Bereichs könnte zum Beispiel eine leicht gewölbte Form oder auch eine flache metallische Oberfläche umfassen. Der zweite Bereich, kann auch über einen Adapter oder eine sonstige Befestigungsmöglichkeit für die Rollen- oder Gleitelemente verfügen. Im Wesentlichen ist dabei der zweite Teilbereich so ausgerichtet, dass er einem Entgleisen der Führungsmittel optimal entgegenwirken kann, indem er senkrecht zur Entgleiserichtung ausgerichtet ist.The second area serves to interact with the second partial area of the guide rail. The second area is itself designed in such a way that it is suitable for contact with the second partial area of the elevator rail. The design of the second area could include, for example, a slightly curved shape or a flat metallic surface. The second area can also have an adapter or some other fastening option for the roller or sliding elements. Essentially, the second partial area is aligned in such a way that it can optimally counteract a derailment of the guide means by being aligned perpendicular to the direction of the derailment.
Der dritte Bereich dient dazu, den ersten und den zweiten Bereich so miteinander zu verbinden, dass dabei der erste und der dritte Bereich parallel ausgerichtet sind. Dadurch ist sichergestellt, dass der zweite Teilbereich parallel zur Kabinenwand ausgerichtet ist. Dies ist vorteilhaft, da die Entgleiserichtung meist senkrecht zur Kabinenwand steht.The third area serves to connect the first and the second area to one another in such a way that the first and the third area are aligned in parallel. This ensures that the second partial area is aligned parallel to the cabin wall. This is advantageous because the derailing direction is usually perpendicular to the cabin wall.
In einer bevorzugten Ausführungsform umfasst der Entgleiseschutz im Wesentlichen einen Abschnitt eines metallischen Profils oder einen deformierten metallischen Rohling.In a preferred embodiment, the derailment protection essentially comprises a section of metal profile or a deformed metal blank.
Als Herstellungsmethode bietet es sich, an die Grundform, bestehend aus erstem, zweitem und eventuell drittem Teil als ein gerolltes Blechprofil oder als stranggepresstes Aluminiumprofil herzustellen. Diese Profile können dann in kurze Stücke geschnitten werden, und durch weitere Arbeitsschritte, wie zum Beispiel das Bohren von Löchern, fertiggestellt werden. Eine alternative Herstellungsmethode ist es, ein Flachprofil zu Biegen oder Blechteile in eine entsprechende Werkzeug-Form tiefzuziehen. Der Vorteil all dieser Verfahren ist es äusserst kostengünstig zu sein.As a production method, it is advisable to produce the basic form, consisting of a first, second and possibly third part, as a rolled sheet metal profile or as an extruded aluminum profile. These profiles can then be cut into short pieces and completed by further operations such as drilling holes. An alternative manufacturing method is to bend a flat profile or deep-draw sheet metal parts into a corresponding tool shape. The advantage of all these methods is that they are extremely inexpensive.
In einer bevorzugten Ausführungsform besteht die Führungsschiene im Wesentlichen aus einem oder mehreren Blechen.In a preferred embodiment, the guide rail essentially consists of one or more metal sheets.
Bei der Verwendung einer Führungsschiene, die aus Blechen besteht, insbesondere bei der Verwendung einer Führungsschiene, die im Wesentlichen durch Walzprofilieren aus Blechen hergestellt ist, ist das Ausgestalten des ersten und des zweiten Teilbereichs der Führungsschiene einfach zu realisieren.When using a guide rail that consists of sheet metal, in particular when using a guide rail that is essentially produced from sheet metal by roll profiling, the configuration of the first and the second partial area of the guide rail is easy to implement.
In einer bevorzugten Ausführungsform ist die Führungsschiene asymmetrisch ausgeformt, und insbesondere ist der zweite Teilbereich der Führungsschiene asymmetrisch bezüglich der Führungsschiene ausgeformt.In a preferred embodiment, the guide rail is formed asymmetrically, and in particular the second partial area of the guide rail is formed asymmetrically with respect to the guide rail.
Es ist ausreichend den zweiten Teilbereich der Führungsschiene nur auf einer Seite neben dem ersten Teilbereich der Führungsschiene auszuformen. Da zwei Teilbereiche nebeneinander angeordnet sind, ist die Anordnung asymmetrisch. Die Anordnung kann symmetrisch ausgeformt werden, dazu müsste aber einer der beiden Teilbereiche zwei Mal ausgeformt werden, so dass er beidseitig des anderen Teilbereichs ausgeformt werden kann. Es ist aber vorteilhafter, auf diese Symmetrie zu verzichten, und so die Schiene kostengünstiger herstellen zu können. Dadurch ist die Führungsschiene asymmetrisch. Insbesondere weist die Führungsschiene keine Symmetrieebene oder Spiegelungsachse auf.It is sufficient to form the second partial area of the guide rail only on one side next to the first partial area of the guide rail. Since two sections are arranged side by side, the arrangement is asymmetrical. The arrangement can be formed symmetrically, but for this one of the two partial areas would have to be formed twice, so that it can be formed on both sides of the other partial area. However, it is more advantageous to dispense with this symmetry and thus be able to produce the rail more cost-effectively. As a result, the guide rail is asymmetrical. In particular, the guide rail has no plane of symmetry or axis of reflection.
In einer bevorzugten Ausführungsform ist der zweite Teilbereich der Führungsschiene als ein Falz des Bleches ausgeformt.In a preferred embodiment, the second partial area of the guide rail is shaped as a fold of the metal sheet.
Ein Falz ist dabei so zu verstehen, dass es sich um zwei Lagen des Bleches handelt, die sich im Wesentlichen berühren. Dies hat den Vorteil, dass der Falz dazu geeignet ist, auch von einer Fangvorrichtung als Bremsbereich verwendet zu werden, da die beiden sich im Wesentlichen berührenden Bleche auch unter sehr grossen Normalkräften der Fangvorrichtung nicht nachgeben. Ein Profil, welches an dem durch die Fangvorrichtung geklemmten zweiten Teilbereich der Führungsschiene hohl ausgestaltet wäre, könnte unter der Last nachgeben.A fold is to be understood in such a way that there are two layers of sheet metal that essentially touch. This has the advantage that the fold is suitable for being used as a braking area by a safety gear, since the two metal sheets that are essentially in contact do not yield even under very high normal forces of the safety gear. A profile which would be hollow on the second partial area of the guide rail clamped by the safety device could yield under the load.
Vorteilhafterweise kann das gewalzte Profil der Führungsschiene an der Spitze des Falzes zusammengeschweisst sein.Advantageously, the rolled profile of the guide rail can be welded together at the top of the fold.
Weitere Vorteile, Merkmale und Einzelheiten der Erfindung ergeben sich anhand der nachfolgenden Beschreibung von Ausführungsbeispielen sowie anhand der Figuren, in welchen gleiche oder funktionsgleiche Elemente mit identischen Bezugszeichen versehen sind. Die Figuren sind lediglich schematisch und nicht massstabsgetreu.Further advantages, features and details of the invention result from the following description of exemplary embodiments and from the figures, in which elements that are the same or have the same function are provided with identical reference symbols. The figures are merely schematic and not true to scale.
Dabei zeigen:
- Fig. 1
- Eine schematische Aufzuganlage mit Entgleiseschutz
- Fig. 2
- Ein Entgleiseschutz mit einem Gleitbelag
- Fig. 3
- Ein Entgleiseschutz mit einer Rolle
- Fig. 4
- Eine Fangvorrichtung die als Entgleiseschutz wirkt
- Fig. 5
- Ein gerolltes Profil und ein Abschnitt der als Entgleiseschutz dient
- Fig. 6
- Eine alternative Ausführungsform einer Aufzugsanlage mit Entgleiseschutz.
- 1
- A schematic elevator system with derailment protection
- 2
- A derailment protection with a sliding coating
- 3
- A derailment protection with a roller
- 4
- A safety device that acts as a protection against derailment
- figure 5
- A rolled profile and a section that serves as a protection against derailment
- 6
- An alternative embodiment of an elevator installation with anti-derailment protection.
Der andere abgebildete Entgleiseschutz 9, ist gleichzeitig als Gehäuse einer Fangvorrichtung 21 ausgestaltet und ist an einem unteren Ende 19 der Aufzugkabine 5 angebracht. Falls in der
Die
Um auch ein Verschieben in dieser Richtung zu verhindern, verfügt die Führungsschiene 11 über einen zweiten Teilbereich 15, an dem ein Entgleiseschutz 9 angreifen kann. Die Führungsschiene 11 ist aus Blechen 37 geformt. Der zweite Teilbereich 15 ist als Falz 35 ausgeformt. Das heisst die beiden Lagen des Bleches 37, das diesen Falz 35 bildet, sind im Wesentlichen nicht voneinander beabstandet. An seinem Ende kann der Falz 35 einen kleinen Biegeradius aufweisen. Alternativ wäre es auch möglich dort die Schweissnaht zum Schliessen des Profils zu vorzusehen.In order to also prevent displacement in this direction, the
Die
Das Spiel s in den
Die Befestigungsmethoden zur Befestigung des Entgleiseschutzes 9 an der Aufzugkabine 5 wie zum Beispiel Schrauben 201, Klebstoff 301 oder durch Formschluss sind nicht an eine spezifische Ausführungsform gebunden und können in allen Ausführungsbeispielen der
Zwischen dem Entgleiseschutz 9, und dem zweiten Teilbereich 15 der Führungsschiene besteht in der Betriebssituation ein minimaler Abstand s. Dieser Abstand s stellt sicher, dass die Verschiebungen, die während einer normalen Fahrt des Aufzuges 1, also in der Betriebssituation, auftreten noch nicht zu einer Berührung zwischen dem Entgleiseschutz 9 und dem zweiten Teilbereich 15 der Führungsschiene 11 führen. Erst in einer Notsituation die zu erhöhter vertikaler Beschleunigung führt und damit auch die Momente an der Aufzugkabine erhöht, wirkt der Entgleiseschutz 9 mit dem zweiten Teilbereich 15 der Führungsschiene 11 zusammen.In the operating situation, there is a minimum distance s between the
Der von dem metallischen Profil 29 abgetrennte Abschnitt 27 wird nachbearbeitet, um einen Entgleiseschutz zu erhalten, wie er in
Die
Claims (15)
- An elevator system (1) which is suitable both for normal operating situations and for emergency situations, having:- a drive device,- an elevator car (5) which can be displaced directly or indirectly within an elevator shaft by the drive device,- a guide means (7) which is connected to the elevator car (5),- a derailment protection device (9) which is connected to the elevator car (5), and- a guide rail (11) which has a first subregion (13) which works together with the guide means (7) and serves to guide the elevator car (5) along the guide rail (11), and which has a second subregion (15) which can interact with the derailment protection device (9),characterized in that,
a clearance (s) between the derailment protection device (9) and the second subregion (15) of the guide rail (11) is large enough that the derailment protection device (9) and the second subregion (15) of the guide rail (11) remain spaced apart from each other during normal operating situations. - The elevator system (1) according to claim 1, characterized in that the derailment protection device (9) is at least 1 mm away from the second subregion (15) of the guide rail (11) during normal operating situations.
- The elevator system (1) according to claim 1, characterized in that the derailment protection device (9) has a spacing of at least 1 mm from the entire guide rail (11) during normal operating situations.
- The elevator system (1) according to claim 1 or 2, characterized in that, in the emergency situation, the clearance (s) between the derailment protection device (9) and the second subregion (15) of the guide rail (11) is eliminated, and the second subregion and the derailment protection device (9) work together.
- The elevator system (1) according to claims 1 to 4, characterized in that at least two derailment protection devices (9) are fastened to the elevator car per guide rail.
- The elevator system (1) according to claim 5, characterized in that a first derailment protection device (9) is fastened to an upper end of the elevator car (17), and that a second derailment protection device (9) is fastened to a lower end of the elevator car (19).
- The elevator system (1) according to claims 1 to 6, characterized in that the second subregion (15) of the guide rail (11) also serves as a braking region for a gripping device (21).
- The elevator system (1) according to claim 7, characterized in that the derailment protection device (9) is formed as a component of the gripping device (21), in particular as a housing of the gripping device (21).
- The elevator system (1) according to claims 1 to 8, characterized in that the derailment protection device (9) has a sliding or rolling element (23, 305) which works together with the second subregion (15) of the guide rail (11).
- The elevator system (1) according to claims 1 to 9, characterized in that the derailment protection device (9) has a first region (31) which is used for fastening to the elevator car and a second region (32) which is designed to work with the second subregion (15) of the guide rail (11) during the emergency situation.
- The elevator system (1) according to claim 10, characterized in that the derailment protection device (9) has a third region (33) which connects the first region (31) and the second region (32) to each other in such a way that the first region (31) and the second region (32) are oriented substantially parallel to each other.
- The elevator system (1) according to claim 10 or 11, characterized in that the derailment protection device (9) substantially comprises a section (27) of a metallic profile (29) or a deformed metallic blank.
- The elevator system (1) according to claims 1 to 12, characterized in that the guide rail (11) consists substantially of one or more metal sheets (37).
- The elevator system (1) according to claim 13, characterized in that the guide rail (11) is shaped asymmetrically, and that in particular the second subregion (15) of the guide rail (11) is shaped asymmetrically with respect to the guide rail (11).
- The elevator system (1) according to claim 14, characterized in that the second subregion (15) of the guide rail (11) is shaped as a fold (35) of the metal sheet (37).
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PCT/EP2019/085725 WO2020127322A1 (en) | 2018-12-20 | 2019-12-17 | Lift system with derailing protection |
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EP3898484B1 true EP3898484B1 (en) | 2023-04-12 |
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WO2022268949A1 (en) * | 2021-06-25 | 2022-12-29 | Inventio Ag | Roller guide shoe for guiding an elevator cab of an elevator |
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WO2011146071A1 (en) * | 2010-05-21 | 2011-11-24 | Otis Elevator Company | Sheet metal guide rail for an elevator system |
DE102010042144A1 (en) * | 2010-10-07 | 2012-04-12 | Thyssenkrupp Transrapid Gmbh | elevator system |
WO2013140673A1 (en) * | 2012-03-19 | 2013-09-26 | 三菱電機株式会社 | Elevator |
WO2014092721A1 (en) * | 2012-12-14 | 2014-06-19 | Otis Elevator Company | Sheet metal guide rail for an elevator system |
CN203372954U (en) | 2013-06-24 | 2014-01-01 | 张家港市香山电梯导轨制造有限公司 | Elevator guide rail |
KR20150057062A (en) | 2013-11-18 | 2015-05-28 | 티센크루프엘리베이터코리아 주식회사 | Preventing apparatus for rail separation of balance weight or elevator car |
CN106477429B (en) * | 2015-08-25 | 2020-08-21 | 奥的斯电梯公司 | Elevator car guide mechanism |
CN107922152B (en) | 2015-08-28 | 2019-04-05 | 三菱电机株式会社 | Elevator derailedness detection device |
DE102016205463A1 (en) * | 2016-04-01 | 2017-10-05 | Thyssenkrupp Ag | Guide arrangement for an elevator installation |
US10336577B2 (en) * | 2016-05-18 | 2019-07-02 | Otis Elevator Company | Braking system for an elevator system |
CN108408536A (en) * | 2018-04-27 | 2018-08-17 | 吴江市通宇电梯轨道有限公司 | A kind of I-shaped hollow cage guide |
US20220055865A1 (en) * | 2020-08-21 | 2022-02-24 | Otis Elevator Company | Autonomous elevator car mover configured with guide wheels |
-
2019
- 2019-12-17 BR BR112021009759-7A patent/BR112021009759A2/en active Search and Examination
- 2019-12-17 US US17/309,483 patent/US11999592B2/en active Active
- 2019-12-17 CN CN201980084856.2A patent/CN113242837B/en active Active
- 2019-12-17 EP EP19824306.5A patent/EP3898484B1/en active Active
- 2019-12-17 WO PCT/EP2019/085725 patent/WO2020127322A1/en unknown
- 2019-12-17 AU AU2019409700A patent/AU2019409700B2/en active Active
Also Published As
Publication number | Publication date |
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EP3898484A1 (en) | 2021-10-27 |
WO2020127322A1 (en) | 2020-06-25 |
BR112021009759A2 (en) | 2021-08-17 |
AU2019409700A1 (en) | 2021-06-24 |
CN113242837B (en) | 2023-01-06 |
CN113242837A (en) | 2021-08-10 |
US20220041406A1 (en) | 2022-02-10 |
US11999592B2 (en) | 2024-06-04 |
AU2019409700B2 (en) | 2023-04-27 |
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