WO2017050539A1 - Élément de cabine d'ascenseur plat pour un système d'ascenseur - Google Patents

Élément de cabine d'ascenseur plat pour un système d'ascenseur Download PDF

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Publication number
WO2017050539A1
WO2017050539A1 PCT/EP2016/070693 EP2016070693W WO2017050539A1 WO 2017050539 A1 WO2017050539 A1 WO 2017050539A1 EP 2016070693 W EP2016070693 W EP 2016070693W WO 2017050539 A1 WO2017050539 A1 WO 2017050539A1
Authority
WO
WIPO (PCT)
Prior art keywords
cover layer
reinforcing
car element
layer
planar
Prior art date
Application number
PCT/EP2016/070693
Other languages
German (de)
English (en)
Inventor
Philippe Gainche
Michael Kirsch
Thomas Kuczera
Original Assignee
Thyssenkrupp Elevator Ag
Thyssenkrupp Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Thyssenkrupp Elevator Ag, Thyssenkrupp Ag filed Critical Thyssenkrupp Elevator Ag
Publication of WO2017050539A1 publication Critical patent/WO2017050539A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B13/00—Doors, gates, or other apparatus controlling access to, or exit from, cages or lift well landings
    • B66B13/30—Constructional features of doors or gates
    • B66B13/303—Details of door panels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B11/00—Main component parts of lifts in, or associated with, buildings or other structures
    • B66B11/02—Cages, i.e. cars
    • B66B11/0226—Constructional features, e.g. walls assembly, decorative panels, comfort equipment, thermal or sound insulation

Definitions

  • 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.
  • 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.
  • 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.
  • 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 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.
  • 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.
  • the first reinforcing structure need not be connected to the first cover layer by additional fasteners.
  • 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.
  • 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.
  • 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.
  • CFRP carbon fiber plastic
  • GRP glass fiber plastic
  • a FK aramid fiber plastic
  • 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.
  • the first and / or second cover layer may also be contained in the first and / or second cover layer.
  • 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.
  • the first reinforcing structure comprises a thickening of the first cover layer.
  • 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").
  • the first cover layer has a fiber-reinforced plastic with a first fiber direction.
  • the first reinforcing layer has a fiber-reinforced plastic with a second fiber direction.
  • 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 °.
  • 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.
  • 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 °.
  • the first fiber direction, the second fiber direction and the third fiber direction are all different from each other.
  • 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.
  • 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.
  • a material for the first reinforcing strut in particular a fiber-reinforced plastic is possible.
  • the first reinforcing strut may be made of a metal such as aluminum.
  • the first reinforcing strut is designed for mounting the planar car element.
  • 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.
  • the coupling means is designed as a press-in nut, clip, clip or expanding rivet. Other fasteners are also possible.
  • 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.
  • 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.
  • 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.
  • 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.
  • the second reinforcing structure is thus arranged along a visible outer side of the planar car element.
  • 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.
  • 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.
  • 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.
  • 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).
  • 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.
  • 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.
  • hatched areas are marked areas 21 in which the flat Car element is subjected to increased loads.
  • 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.
  • 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.
  • 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.
  • 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).
  • CFRP carbon fiber plastic
  • GRP glass fiber plastic
  • AFK aramid fiber plastic
  • 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.
  • a first reinforcing structure 29 is introduced between the first cover layer 23 and the second cover layer 25.
  • 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.
  • 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.
  • 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.
  • 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.
  • the first cover layer comprises a fiber-reinforced plastic with a first fiber direction 37.
  • the first reinforcement layer 33 has a fiber-reinforced plastic with a second fiber direction 39.
  • 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.
  • 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.
  • FIGS. 3 and 4 can also be combined.
  • 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.
  • 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.
  • 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.
  • the first reinforcing strut 41 is in contact with only the first cover layer 23.
  • 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.
  • a material for the first reinforcing strut in particular a fiber-reinforced plastic is possible.
  • 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.
  • 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.
  • 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.
  • the second reinforcing structure 17 is thus arranged along a visible outer side of the planar car element 19.
  • 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.
  • all the embodiments described with respect to the first reinforcing structure 29 are possible for the second reinforcing structure 17.
  • FIG. 7 shows a longitudinal section through a planar car element 19 with two different first reinforcing structures 29.
  • 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.
  • the first reinforcing strut 41 is designed for mounting the planar car element 19.
  • a mounting hole 47 at the end of the reinforcing strut 41 is introduced.
  • the reinforcing strut can be designed for mounting the planar car element by inserting corresponding bores or other coupling means into the reinforcing strut.
  • a first reinforcing structure 29 comprising a skeleton structure 49.
  • the skeleton structure 49 is formed by reinforcing layers as shown in FIG.
  • the skeleton structure 49 may also be formed by reinforcing struts, as explained with reference to the other figures.
  • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Civil Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Structural Engineering (AREA)
  • Cage And Drive Apparatuses For Elevators (AREA)

Abstract

L'invention concerne un élément de cabine d'ascenseur (19) plat pour un système d'ascenseur, comprenant une première couche de recouvrement (23), une deuxième couche de recouvrement (25) et une couche intermédiaire (27) agencée entre la première couche de recouvrement (23) et la deuxième couche de recouvrement (25), la couche intermédiaire (27) présentant une masse volumique inférieure à la première couche de recouvrement (23). Entre la première couche de recouvrement (23) et la deuxième couche de recouvrement (25) est placée une première structure de renforcement (29) qui s'étend de façon à être adaptée aux forces agissant sur l'élément de cabine d'ascenseur (19) plat.
PCT/EP2016/070693 2015-09-24 2016-09-02 Élément de cabine d'ascenseur plat pour un système d'ascenseur WO2017050539A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015218407.2A DE102015218407A1 (de) 2015-09-24 2015-09-24 Flächiges Fahrkorbelement für eine Aufzugsanlage
DE102015218407.2 2015-09-24

Publications (1)

Publication Number Publication Date
WO2017050539A1 true WO2017050539A1 (fr) 2017-03-30

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Application Number Title Priority Date Filing Date
PCT/EP2016/070693 WO2017050539A1 (fr) 2015-09-24 2016-09-02 Élément de cabine d'ascenseur plat pour un système d'ascenseur

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DE (1) DE102015218407A1 (fr)
WO (1) WO2017050539A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3626670A1 (fr) * 2018-09-18 2020-03-25 Hailo Wind Systems GmbH & Co. KG Cabine d'ascenseur et procédé de fabrication d'une cabine d'ascenseur

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1262438A1 (fr) * 2001-06-01 2002-12-04 Thyssen Aufzugswerke GmbH Cabine d'ascenseur
US20040093828A1 (en) * 2002-11-20 2004-05-20 Smith Rory Stephen Elevator cab door assembly with honeycomb core
WO2005113230A1 (fr) * 2004-05-19 2005-12-01 Schaepers Michael Élément de type sandwich
WO2007014340A2 (fr) * 2005-07-27 2007-02-01 Milwaukee Composites, Inc. Panneau ignifuge, son procede de fabrication et d'utilisation

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH11343083A (ja) 1998-03-30 1999-12-14 Toray Ind Inc エレベ―タ―用かご
ES2586278T3 (es) 2011-04-06 2016-10-13 Inventio Ag Ascensor
CN102745580A (zh) 2012-07-02 2012-10-24 埃克森塞弗(苏州)电梯部件科技有限公司 一种电梯自动门用夹芯门板及其加工方法

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1262438A1 (fr) * 2001-06-01 2002-12-04 Thyssen Aufzugswerke GmbH Cabine d'ascenseur
US20040093828A1 (en) * 2002-11-20 2004-05-20 Smith Rory Stephen Elevator cab door assembly with honeycomb core
WO2005113230A1 (fr) * 2004-05-19 2005-12-01 Schaepers Michael Élément de type sandwich
WO2007014340A2 (fr) * 2005-07-27 2007-02-01 Milwaukee Composites, Inc. Panneau ignifuge, son procede de fabrication et d'utilisation

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3626670A1 (fr) * 2018-09-18 2020-03-25 Hailo Wind Systems GmbH & Co. KG Cabine d'ascenseur et procédé de fabrication d'une cabine d'ascenseur
EP3805140A1 (fr) * 2018-09-18 2021-04-14 Hailo Wind Systems GmbH & Co. KG Cabine d'ascenseur et procédé de fabrication d'une cabine d'ascenseur

Also Published As

Publication number Publication date
DE102015218407A1 (de) 2017-03-30

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