WO2017050539A1

WO2017050539A1 - Planar elevator car element for an elevator installation

Info

Publication number: WO2017050539A1
Application number: PCT/EP2016/070693
Authority: WO
Inventors: Philippe Gainche; Michael Kirsch; Thomas Kuczera
Original assignee: Thyssenkrupp Elevator Ag; Thyssenkrupp Ag
Priority date: 2015-09-24
Filing date: 2016-09-02
Publication date: 2017-03-30
Also published as: DE102015218407A1

Abstract

The invention relates to a planar elevator car element (19) for an elevator installation, comprising a first cover layer (23), a second cover layer (25), and an intermediate layer (27), which is arranged between the first cover layer (23) and the second cover layer (25), wherein the intermediate layer (27) has a lesser density than the first cover layer (23). Furthermore, a first reinforcing structure (29) is inserted between the first cover layer (23) and the second cover layer (25), the course of which reinforcing structure is adapted to the forces that act on the planar car element (19).

Description

Flat car element for an elevator installation

Elevators are used to carry passengers between different floors of a building. For this purpose, a car is moved within a hoistway between the floors. Classically, the car is connected thereto via a rope with a counterweight, the rope passes over a driven traction sheave. By contrast, alternative elevator systems no longer use counterweights and are driven, for example, by linear motors. In these elevator systems, therefore, the weight of the car can not be compensated by the counterweight. As a result, it is advantageous to reduce the weight of all car components. For example, the weight of the door panel and wall panels is reduced by using new materials such as carbon composites or sandwich panels

The use of sandwich panels in elevator construction is known, for example, from CN 102745580. An overview of sandwich constructions is provided by the W02005 / 113230.

Based on this prior art, it is the object of the invention to provide a planar car element available that on the one hand is very light, but on the other hand also withstands the loads in elevator construction.

This object is achieved by a planar car element for an elevator installation comprising a first cover layer, a second cover layer and an intermediate layer, which is arranged between the first cover layer and the second cover layer, wherein the intermediate layer has a lower density than the first cover layer. Here, a first reinforcing structure is arranged between the first cover layer and the second cover layer, the course of which is adapted to the forces acting on the planar car element. The known sandwich construction of two outer layers and an intermediate intermediate layer lying between them leads to a flat car element which is both light and has good stability. For safety reasons, however, it is necessary in elevator construction to design the stability of the car even for extreme situations. For example, during emergency braking with a fully occupied car, locally high loads on the car components may occur. Under local load, the resulting force is understood perpendicular to the surface of the corresponding component at this location. Due to these resulting forces, there would be impermissible bending of the components. This is prevented by the reinforcing structure. The course of the burdens is determined computer-assisted in different situations when designing the car. Based on the result of these calculations, a course of the first reinforcing structure is determined, which is adapted to the load distribution. It must be ensured that in all situations the bending of the components is within the permissible tolerance.

The arrangement of the first reinforced structure between the first cover layer and the second cover layer has the additional advantage that the reinforcing structure can be integrated directly into the car element in the manufacture of the planar car element in a simple manner. In one possible manufacturing method, the first cover layer, the second cover layer and the intermediate layer are arranged together with the first reinforcing structure in a stack. This stack is then heated under pressure so that the first cover layer, the second cover layer, the intermediate layer and the first reinforcing structure combine to form a component. Thus, the first reinforcing structure need not be connected to the first cover layer by additional fasteners. By heating under pressure, the first cover layer fuses with the first reinforcing structure, resulting in a stable connection of the first reinforcing structure and the first cover layer.

Another advantage of disposing the first reinforcing structure between the first cover layer and the second cover layer is that the first reinforcing structure is not visible to a passenger in the car. The passenger sees only a uniform surface which is formed by the first and second cover layer.

Under a planar car element is understood in the context of this application, a plate-shaped component that comes in the construction of cars for an elevator system used. These may in particular be wall panels from which the cabin space is formed. Furthermore, this may also be a door leaf for a car door. In particular, the first cover layer and / or the second cover layer has a fiber-reinforced plastic. This may be carbon fiber plastic (CFRP), glass fiber plastic (GRP) or aramid fiber plastic (A FK). Fiber-reinforced plastics with natural fibers are also possible. The plastic is typically polyurethane, epoxy, polyester, vinyl ester or a hybrid resin. The plastics can also be treated with additives such as flame retardants (eg aluminum trihydrate, alumina hydrate or phosphorus), Carbon nanotubes to improve conductivity, core-shell particles for curing or reactive diluents be added.

Alternatively, aluminum may also be contained in the first and / or second cover layer. Such materials have already been tested for sandwich structures and have the required longevity for cars an elevator system. By contrast, the intermediate layer typically comprises rigid foams, high-performance foams (PET, PVC), Balsa end grain, polyethylene foams, metal foam or a honeycomb material. Honeycombs can consist of both metallic and non-metallic materials. In particular, folding honeycomb of paper or cardboard as well as cork can be used.

In a further developed embodiment, the first reinforcing structure comprises a thickening of the first cover layer. This has the advantage that no further additional components have to be introduced and the reinforcement can be taken into account directly during the production of the first cover layer.

In another variant, the first reinforcing structure comprises a first reinforcing layer which is arranged between the first cover layer and the second cover layer and which is in contact with the first cover layer. This embodiment with one or more additional layers makes it possible to flexibly introduce the reinforcement in the manufacture of the planar car element. Due to the adaptation of the reinforced structure to the forces acting on the planar car element forces typically differ the areal car elements of the same car at least by their reinforcing structure. In order not to have to individualize the prepared first cover layers during production, it is advantageous to carry out the individualization only when assembling the planar car element. The first reinforcing layer may, for example, be in the form of self-adhesive strips ("tapes").

In a further developed variant, the first cover layer has a fiber-reinforced plastic with a first fiber direction. At the same time, the first reinforcing layer has a fiber-reinforced plastic with a second fiber direction. Here, the first fiber direction and the second fiber direction to each other at an angle which is in the range of 40 ° to 140 °, in particular at 45 ° or 90 °. As a result, a gain is achieved with respect to different directions of force. Since fiber-reinforced plastic is not isotropic but due to the fiber direction has a preferred direction, in this way an isotropic behavior can be achieved on loads. Adjacent to the first reinforcing layer may also be provided a second reinforcing layer, which in particular likewise comprises a fiber-reinforced plastic with a third fiber direction. Here, the second fiber direction and the third fiber direction to each other at an angle which is in the range of 40 ° to 140 °, in particular at 45 ° or 90 °. This leads to an additional reinforcement and even better homogenization of the behavior on loads. Particularly preferably, the first fiber direction, the second fiber direction and the third fiber direction are all different from each other. Alternatively or additionally, the first reinforcing structure may comprise one or more first reinforcing struts. Reinforcing struts are particularly easy to handle and can be connected, for example, by gluing or riveting in a simple way with the first cover layer.

Such sandwich components are typically made by stacking the components of the first cover layer, intermediate layer, and second cover layer to subsequently pressurize that stack so that the components combine to form a component. In this case, the first reinforcing strut can already be arranged in the stack during manufacture, so that the first cover layer and the first reinforcing strut connect to one another by the heating under pressure.

The first reinforcing strut may be in contact only with the first cover layer, or alternatively, it is also possible that the first reinforcing strut extends over the entire cross section and is in contact with both the first cover layer and the second cover layer. The first reinforcing strut can be designed as a hollow strut or as a strut. As a material for the first reinforcing strut in particular a fiber-reinforced plastic is possible. Alternatively, the first reinforcing strut may be made of a metal such as aluminum.

In a further developed variant, the first reinforcing strut is designed for mounting the planar car element. In this way, two functions are directly integrated into the reinforcement strut. On the one hand it serves to reinforce the planar car element and on the other hand, the reinforcing strut provides points of attack for mounting the planar car element ready. For this purpose, the reinforcing strut is provided with coupling means for connecting the planar car element via the reinforcing strut with other components of the car. The coupling agent may in particular to drill holes. Alternatively, the coupling means is designed as a press-in nut, clip, clip or expanding rivet. Other fasteners are also possible.

In a specific embodiment, the first reinforcing strut extends beyond a border of the first cover layer and the second cover layer. At least one end of the first reinforcing strut is thus beyond the basic shape of the planar car element. This end can then be used particularly preferably for mounting the planar car element. In a further development of the planar car element, the first reinforcing structure comprises a skeleton structure. A skeleton structure is understood to mean a spatial progression which is characterized by elongated interconnected elements, resulting in free areas which are surrounded by the elongate elements. A truss structure would be an example of a skeletal structure. With the help of a skeleton structure a high stability with low material use can be achieved. Consequently, the corresponding planar car element would be particularly lightweight. It has been found that in the present two-dimensional arrangement it is particularly advantageous if the skeletal structure is at least locally honeycomb-shaped. Under honeycomb is meant a course that is based on a hexagonal lattice. Such a course produces a particularly good stability.

In a further development of the planar car element according to the invention, the first and / or second cover layer is connected to a second reinforcing structure, which is arranged on the side facing away from the other cover layer. In contrast to the first reinforcing structure which extends inside the planar car element, the second reinforcing structure is thus arranged along a visible outer side of the planar car element. By this arrangement, individual areas can also be additionally reinforced later. The second reinforcing structure may be constructed as explained above with respect to the first reinforcing structure. This does not mean that in the case of a planar car element, the first reinforcing structure and the second reinforcing structure must have the same structure. For example, the first reinforcing structure may be in the form of a first reinforcing layer, the spatial course of which forms a skeleton structure, whereas the second reinforcing layer is formed by external reinforcing struts is formed. Any other combination of different designs for reinforcing structures is also possible.

The invention will be explained in more detail with reference to the figures. Show here

Figure 1 is a three-dimensional schematic representation of a car;

Figure 2 shows a planar car element with a load distribution; 3 shows a cross section through a planar car element with a thickening as a reinforcing structure.

Figure 4 shows a cross section through a planar car element with reinforcing layer as a reinforcing structure;

Figure 5 shows a cross section through a planar car element with a reinforcing strut as a reinforcing structure;

FIG. 6 shows a cross section through a planar car element with a second reinforcing structure;

Figure 7 is a longitudinal section through a planar car element with zei different reinforcing structures;

FIG. 1 shows a three-dimensional representation of a car 1 for an elevator installation. The car 1 comprises a plurality of wall panels 3, as well as a car floor 5 and a car ceiling. In the front area of the car 1 is equipped with a car door 7, the car door 7 is designed as a double-sided telescopic door and includes four door leaves 9 (two inner door leaves 11 and two outer door leaves 13). In the lower part of the car door 7 a car apron 15 is brought. Both the door leaves 9 and the wall panels 3 are designed as an inventive planar car element, which is described in more detail with reference to the following drawings. Along the side wall extends a second reinforcing structure 17, which will be explained in more detail with reference to FIG.

Figure 2 shows a planar car element 19 with a spatial load distribution. By hatched areas are marked areas 21 in which the flat Car element is subjected to increased loads. Here, the density of the hatching lines is a qualitative measure of the strength of the load. The expected loads of the planar car elements 19 of the car 1 can be determined in advance, for example by finite element calculations, computerized. In this case, typical load situations of the car 19 are assumed (for example, loading with a certain number of passengers in conjunction with emergency braking). This results in the individual areas of the planar car elements 19 being exposed to greater loads. This may be due to the fact that the flat car elements 19 are connected in these areas by means of connecting means with a support frame or other outer components, so that forces are introduced into the planar car elements 19 via the connecting means. On the other hand, passengers tend to lean against the car wall when they are in the car, so that local loads on the areal car elements 19 are also created.

FIG. 3 shows a cross section through a planar car element 19. The planar car element 19 comprises a first cover layer 23, a second cover layer 25 and an intermediate layer 27, which is arranged between the first cover layer 23 and the second cover layer 25. In this case, the intermediate layer 27 has a lower density than the first cover layer 23 and as the second cover layer 25. It is therefore a so-called sandwich construction, in which an intermediate layer 27 of lower density of two more stable layers of higher density is included. This structure has the advantage that results in a very light but stable planar car element 19. For this purpose, the first cover layer and / or the second cover layer contain a fiber-reinforced plastic. In particular, this may be carbon fiber plastic (CFRP), glass fiber plastic (GRP) or aramid fiber plastic (AFK). Alternatively, fiber-reinforced plastics with natural fibers can also be used. The plastic is typically polyurethane. Other plastics are also possible. As a further variant, the first cover layer and / or the second cover layer may contain aluminum or another light metal. The intermediate layer 27 with lower density preferably has a plastic foam. Between the first cover layer 23 and the second cover layer 25, a first reinforcing structure 29 is introduced. In this case, the first reinforcing structure 29 is a thickening 31 of the first cover layer 23. The first cover layer 23 thus has a varying layer thickness along the planar car element 29. The course of the layer thickness of the first cover layer is adapted to the forces acting on the planar car element 19. Concretely, the first cover layer 23 in the illustrated embodiment provided with a thickening 31 only in a limited area. This case can occur, for example, if mounting elements are provided in this limited area in order to fasten the flat car element 19. Figure 4 shows a cross section through a planar car element 19 in an alternative embodiment. Between the first cover layer 23 and the second cover layer 25, a first reinforcing structure 29 is attached, the course of which is adapted to the forces acting on the planar car element 19. The first reinforcing structure comprises a first reinforcing layer 33, which is arranged between the first cover layer 23 and the second cover layer 25 and is in contact with the first cover layer 23. Furthermore, the first reinforcing structure comprises a second reinforcing layer 35, which is arranged between the first reinforcing layer 33 of the second covering layer 25 and is in contact with the first reinforcing layer 33. The construction with a first reinforcement layer 33 and a second reinforcement layer 35 is to be understood as merely an example at this point. Depending on the specific application, only one reinforcing layer can be used, or more than two reinforcing layers can be arranged one above the other. The number of reinforcing layers does not have to be the same at every point of the planar car element. Thus, it is possible to add only one reinforcing layer in areas of lesser force and a plurality of reinforcing layers in areas of higher force.

The reinforcement layers may have the same material as the first cover layer or else be made of different materials. In a particularly preferred variant, the first cover layer comprises a fiber-reinforced plastic with a first fiber direction 37. At the same time, the first reinforcement layer 33 has a fiber-reinforced plastic with a second fiber direction 39. In FIG. 4, the second fiber direction points into the plane of the drawing and is perpendicular to the plane of the drawing The first fiber direction 37 and the second fiber direction 39 thus run at an angle of 90 ° to each other. As a result, a gain is achieved with respect to different directions of force. Since fiber-reinforced plastic is not isotropic but due to the fiber direction has a preferred direction, in this way an isotropic behavior can be achieved on loads.

The variants shown in FIGS. 3 and 4 can also be combined. Thus, it is possible, a first cover layer 23 with a thickening 31 additionally with one or more To provide reinforcing layers. Furthermore, the two variants can also be combined in the sense that one or more of the reinforcing layers themselves have a thickening. Figure 5 shows a cross section through a planar car element 19 in a further embodiment. Between the first cover layer 23 and the second cover layer 25, a first reinforcing structure 29 is introduced, the course of which is adapted to the forces acting on the planar car element 19. The first reinforcing structure 19 comprises a first reinforcing strut 41. The first reinforcing strut 41 is in contact with the first covering layer 23. The first reinforcing strut 41 may be connected to the first cover layer 23 by bonding, for example. Such sandwich components are typically made by stacking the components of the first cover layer, intermediate layer, and second cover layer to subsequently pressurize that stack so that the components combine to form a component. In this case, the first reinforcing strut 41 can also already be arranged in the stack during production so that l. Cover layer and 1. reinforcing strut by heating under pressure. In the illustrated embodiment, the first reinforcing strut 41 is in contact with only the first cover layer 23. Alternatively, it is also possible that the first reinforcing strut 41 extends over the entire cross section and is in contact with the first cover layer 23 and the second cover layer 25. The first reinforcing strut 41 can be designed as a hollow strut, as shown, or else as a strut. As a material for the first reinforcing strut in particular a fiber-reinforced plastic is possible. Alternatively, the first reinforcing strut 41 may be made of a metal such as aluminum.

Figure 6 shows a cross section through a planar car element 19 in a further developed embodiment. Between the first cover layer 23 and the second cover layer 25, a first reinforcing structure 29 is arranged, wherein the structure of the first reinforcing structure 29 is designed according to the embodiment of Figure 4. In addition, the first cover layer 23 is connected to a second reinforcing structure 17, which is arranged on the side of the first cover layer 23, which faces away from the second cover layer 25. In contrast to the first reinforcing structure 29, which extends inside the planar car element, the second reinforcing structure 17 is thus arranged along a visible outer side of the planar car element 19. By way of example, in FIG. 6, the second reinforcing structure 17 is shown as a second reinforcing strut 45. Such Reinforcing strut 45 may be joined to first cover layer 23, for example by gluing or riveting. In principle, all the embodiments described with respect to the first reinforcing structure 29 are possible for the second reinforcing structure 17.

Figure 7 shows a longitudinal section through a planar car element 19 with two different first reinforcing structures 29. In the upper part of the planar car element, a first reinforcing strut 41 is shown, which with the underlying l. Cover layer is in contact. The first reinforcing strut 41 extends beyond a border of the first cover layer 23. Accordingly, the first reinforcing strut 41 also extends beyond a border of the second cover layer (not shown in FIG. 7). The planar car element 19 in this case thus has a rectangular basic shape over which the two ends of the reinforcing strut 41 are also located. These protruding ends can be particularly preferably used for mounting the planar car element 19. In this case, the first reinforcing strut 41 is designed for mounting the planar car element 19. For example, by, as shown in Figure 7, a mounting hole 47 at the end of the reinforcing strut 41 is introduced. Even if the first reinforcing strut 41 does not extend beyond the border of the cover layers, the reinforcing strut can be designed for mounting the planar car element by inserting corresponding bores or other coupling means into the reinforcing strut.

In the lower area of FIG. 7, a first reinforcing structure 29 is shown comprising a skeleton structure 49. In this case, the skeleton structure 49 is formed by reinforcing layers as shown in FIG. Alternatively, the skeleton structure 49 may also be formed by reinforcing struts, as explained with reference to the other figures. In a central area skeleton structure 49 is formed locally honeycomb. The course of the first reinforcing structure is thus oriented on a hexagonal lattice. LIST OF REFERENCE NUMBERS

Car 1 Wall panel 3 Car floor 5 Car door 7 Door leaf 9

Inner door leaf 11

Outer door leaf 13 car apron 15

2. reinforcing structure 17

Flat car element 19

Areas 21 l. Cover layer 23 2. Cover layer 25

Intermediate layer 27 l. reinforcing structure 29

Thickening 31

1. Reinforcing Layer 33 2. Reinforcing Layer 35 1. Fiber Direction 37 Second Fiber Direction 39

1. reinforcing strut 41

2. reinforcing strut 45 mounting hole 47th

Skeletal structure 49

Claims

claims

A planar car element for an elevator installation comprising a first cover layer (23), a second cover layer (25) and an intermediate layer (27) arranged between the first cover layer (23) and the second cover layer (25),

wherein the intermediate layer (27) has a lower density than the first cover layer (23), characterized in that

between the first cover layer (23) and the second cover layer (25) a first reinforcing structure (29) is introduced, the course of which is adapted to the forces acting on the planar car element (19).

2. Flat car element according to claim 1,

characterized in that

the first reinforcing structure (29) comprises a thickening (31) of the first covering layer (23).

3. Flat car element according to one of claims 1-2,

characterized in that

the first reinforcing structure (29) comprises a first reinforcing layer (33) disposed between the first cover layer (23) and the second cover layer (25) and in contact with the first cover layer (23).

4. Flat car element according to claim 3,

characterized in that

the first cover layer (23) comprises a fiber-reinforced plastic having a first fiber direction (37),

the first reinforcing layer (33) comprises a fiber-reinforced plastic having a second fiber direction (39)

and wherein the first fiber direction (37) and the second fiber direction (39) are at an angle to each other which is in the range of 40 ° to 140 °.

5. Flat car element according to one of claims 1-4,

characterized in that

the first reinforcing structure (29) comprises a first reinforcing strut (41).

6. Flat car element according to claim 5, characterized in that

the first reinforcing strut (41) extends beyond a border of the first cover layer (23) and the second cover layer (25).

7. Flat car element according to one of claims 5-6,

characterized in that

the first reinforcing strut (41) is designed for mounting the planar car element (19).

8. Flat car element according to one of claims 1-7,

characterized in that

the first reinforcing structure (29) comprises a skeleton structure (49).

9. Flat car element according to claim 8,

characterized in that

the skeleton structure (49) is at least locally honeycomb-shaped.

10. Flat car element according to one of claims 1-9,

characterized in that

the first cover layer (23) and / or the second cover layer (25) contain a fiber-reinforced plastic.

11. A planar car element according to any one of claims 1-10,

characterized in that

the first cover layer (23) and / or the second cover layer (25) contain aluminum.

12. Flat car element according to one of claims 1-11,

characterized in that

the intermediate layer (27) has a plastic foam.

13. The planar car element according to any one of claims 1-12,

characterized in that

the first cover layer (23) and / or second cover layer (25) is connected to a second reinforcing structure (43) which is arranged on the side facing away from the other cover layer (23, 25).