WO2024068247A1 - Réduction d'espace de porte d'un système d'ascenseur - Google Patents

Réduction d'espace de porte d'un système d'ascenseur Download PDF

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Publication number
WO2024068247A1
WO2024068247A1 PCT/EP2023/074848 EP2023074848W WO2024068247A1 WO 2024068247 A1 WO2024068247 A1 WO 2024068247A1 EP 2023074848 W EP2023074848 W EP 2023074848W WO 2024068247 A1 WO2024068247 A1 WO 2024068247A1
Authority
WO
WIPO (PCT)
Prior art keywords
door
ready
shaft
gap reduction
car
Prior art date
Application number
PCT/EP2023/074848
Other languages
German (de)
English (en)
Inventor
Marcel Ackermann
Original Assignee
Inventio 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 Inventio Ag filed Critical Inventio Ag
Publication of WO2024068247A1 publication Critical patent/WO2024068247A1/fr

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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
    • B66B13/301—Details of door sills
    • 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
    • B66B13/02—Door or gate operation
    • B66B13/12—Arrangements for effecting simultaneous opening or closing of cage and landing doors

Definitions

  • the present invention relates to an elevator system and a method for operating the elevator system.
  • a car In an elevator system, a car is typically moved vertically along a travel path between different floors or levels within a building. In order to be able to load and unload the car or to enter and exit it, the car has doors.
  • the doors include car doors that close the car off from the shaft and shaft doors that close a floor off from the shaft. The car doors and the shaft doors are opened simultaneously if the car is on the same floor, thus allowing access to the interior of the car.
  • the coupling mechanism couples the car door to the shaft door.
  • the car door is usually the one that is driven by a motor, and the shaft door is moved by the coupling mechanism.
  • the coupling mechanism usually includes a shaft door coupling on the shaft door and a car door coupling on the car door.
  • the cabin door threshold and the shaft door threshold are spaced apart by a door gap.
  • This door gap remains when loading or climbing into the cabin. This can cause sharp shoe heels to get caught in the door gap or break off. For example, hospital beds are also shaken when the cabin passes over the door gap, which can cause pain to patients.
  • US 8 540 058 B2 shows a car door threshold that has passage areas.
  • the otherwise narrow door gap becomes wider at these passage areas in order to be able to pass the shaft door couplings.
  • the passage area is closed by a folding body.
  • This solution is complex to implement because it includes many components.
  • the folding body is moved in the same direction as it is loaded when stepped on. This means that a drive for the folding movement must be able to generate large forces in order to move the foldable body. Such a solution is therefore expensive.
  • an elevator system solves the problem.
  • the elevator system comprises a car and a car door arranged on the car with a car door leaf and a car door sill.
  • the car door sill guides the car door leaf linearly between a closed position and an open position.
  • the elevator system further comprises a shaft door with a shaft door leaf, and the shaft door has a shaft door sill that guides the shaft door leaf linearly between a closed position and an open position.
  • the elevator system further comprises a coupling mechanism that has a car door coupling that is connected to the car door leaf and a shaft door coupling that is connected to the shaft door leaf.
  • the car door coupling and the shaft door coupling can be coupled to one another in order to move the shaft door leaf and the car door leaf together.
  • the elevator system further comprises a first door gap reduction that bridges the door gap between the car door sill and the shaft door sill.
  • the first door gap reduction device can be moved in a direction that is parallel to the direction of movement of the car door leaf between the closed position and the open position. This allows the first door gap reduction device to be moved between a ready-to-pass position and a ready-to-drive position.
  • a second door gap reduction device is arranged on the shaft door threshold or on the car door threshold so that it can be moved linearly.
  • a door gap reduction stop is firmly attached to the car between the first door gap reduction device and the second door gap reduction device.
  • a method for operating an elevator system according to the first aspect of the invention solves the problem.
  • the method comprises the following steps:
  • the coupling mechanism has a car door coupling and a shaft door coupling.
  • the car door coupling is connected to the car door leaf.
  • the shaft door coupling is connected to the shaft door leaf.
  • the car door coupling typically has a pair of runners that are arranged to be spread on the car door leaf.
  • the shaft door coupling typically has a pair of rollers. To couple the shaft door coupling to the car door coupling, the runners move between the rollers and spread there so that the rollers are touched by the runners. As a result, the shaft door coupling and the car door coupling are now coupled to one another. This means that the shaft door leaf and the car door leaf move together.
  • the car door coupling and the shaft door coupling In order for the car door coupling and the shaft door coupling to engage with each other during coupling, they are mounted in such a way that they can engage with each other in an engagement area.
  • the engagement area is spaced away from the car door threshold so that the shaft door coupling does not touch the car door threshold during travel.
  • the engagement area is also spaced away from the shaft door threshold so that the car door coupling can Shaft threshold is not touched during a journey.
  • the thickness of the intervention area therefore influences the distance between the car door threshold and the shaft door threshold and thus the width of the door gap.
  • the first door gap reduction device is arranged on the cabin or on the shaft.
  • the first door gap reduction device is attached to the cabin door or the cabin door threshold or to the shaft door or the shaft door threshold.
  • it can be attached to another support structure, for example below the cabin door threshold on the cabin.
  • it can be attached to another support structure, for example directly on the shaft wall on the shaft.
  • the car door threshold or the shaft door threshold refers to the fixed part of the car door or the shaft door that serves to guide the car door leaf or the shaft door leaf.
  • the first door gap reduction is arranged on the car door sill or the shaft door sill.
  • the cabin door threshold is kept at a distance from the shaft door threshold so that the cabin can move without touching objects in the shaft.
  • objects can be, for example, the shaft door coupling or the shaft door threshold.
  • the shaft door threshold is kept at a distance from the cabin door threshold so that the cabin can move without objects in the shaft touching the cabin.
  • Car door thresholds and shaft door thresholds are preferably designed to be straight. This creates a continuous door gap, the minimum width of which is determined by the space required for the car door coupling and the shaft door coupling. A door gap can therefore be bridged using the first door gap reduction.
  • the first door gap reduction is designed to be movable sideways, i.e. parallel to the direction of movement of the sliding doors, in order to be able to reduce the entire width of the door gap using the first door gap reduction when the car is stopped on the floor and in the position ready to pass. When the car is moved, i.e. in the position ready to travel, the intervention area can be passed through.
  • the door gap is reduced by attaching a first door gap reduction device, preferably to the cabin door threshold or to the shaft door threshold.
  • the first door gap reduction device extends at least over a portion of the width or preferably over the entire width of the open door.
  • the door gap is therefore reduced in the portion of the open door.
  • the door gap is preferably reduced across the entire width of the door, in particular without gaps. This means that the doorway is ready for passage.
  • the door gap which has been significantly reduced by the first door gap reduction device, can be driven over with little vibration and entered safely.
  • the first door gap reduction can be moved to the side along a linear guide, so that the entire door gap distance of the door gap, i.e. from the cabin door threshold to the shaft door threshold, is released for a portion of the width of the opened door.
  • the cabin can be moved so that the first door gap reduction on the cabin door and the cabin door threshold can safely pass the shaft door coupling during a journey or that the first door gap reduction on the shaft door and the shaft door threshold can be safely passed by the cabin door coupling.
  • the first door gap reducer is preferably mounted on a linear guide so that it can be moved linearly.
  • This can preferably be a rail on which the first door gap reducer is mounted via preferably several linear guides.
  • These can be ball bearings, roller bearings or plain bearings.
  • Several linear guides can also guide the first door gap reducer so that a moment on the first door gap reducer caused by the load when driving over or stepping on it can be absorbed as a force couple on the several linear guides.
  • the first door gap reduction device can be moved horizontally.
  • the first door gap reduction device is loaded essentially in a vertical direction by stepping on or driving over the first door gap reduction device. These forces are essentially absorbed by the bearing of the first door gap reduction device. In particular, these forces act perpendicular to the direction of the displacement. Exercise of the first door gap reduction.
  • the second door gap reduction means is arranged on the same component as the first door gap reduction means, for example also on the cabin, the cabin door sill, the shaft or the shaft door sill.
  • first and the second door gap reducers are guided on the same linear guide or on the same linear guides.
  • first door gap reducer and the second door gap reducer can each be guided via a separate linear guide or several separate linear guides.
  • the door gap reduction stop fills an area between the first door gap reduction and the second door gap reduction that is not required as a passage area. This reduces the distance by which the first or second door gap reduction device is moved in order to move from the ready-to-pass position to the ready-to-drive position.
  • the first door gap reduction contacts the door gap reduction stop on one side
  • the second door gap reduction touches the door gap reduction stop on the opposite side.
  • the door gap reduction stop can be used to open up two separate passage areas on a car door threshold or on a landing door threshold.
  • a continuous door gap reduction preferably extends over the entire width of the opened door.
  • the method for operating an elevator system includes a first step in which the first door gap reduction is moved from the ready-to-pass position to the ready-to-drive position. This step preferably takes place during the closing process of the doors. This is preferably started as late as possible so that the first door gap reduction remains in the passable position as long as a passenger is in the cabin can enter or leave through the closing doors.
  • the shifting may be completed when the car starts moving, or it may continue beyond the car starting to move or accelerating.
  • the shifting is preferably completed before the first door gap reduction passes a car door coupling or a shaft door coupling for the first time.
  • the first door gap reduction device must be in the ready-to-drive position so that the first door gap reduction device does not collide with the car door coupling or the landing door coupling.
  • the first door gap reduction is already in the ready-to-drive position at the start of the journey, i.e. when the cabin begins to accelerate.
  • the car of the elevator system is moved into the ready-to-use position with the first door gap reduction.
  • a first door gap reduction device attached to the car door threshold can pass one or more shaft door couplings.
  • a car door coupling can pass one or more first door gap reduction devices attached to the shaft door thresholds.
  • the first door gap reduction is moved from the ready-to-drive position to the ready-to-pass position.
  • the first door gap reduction is completely in the ready-to-pass position as soon as the door begins to open. If the door gap reductions are attached to the shaft door sills, preferably only the door gap reduction that is on the floor where the car has stopped is moved to the ready-to-pass position.
  • the cabin is loaded and/or unloaded with the first door gap reduction in the ready-to-pass position. This means that people get into or leave the cabin. Alternatively, goods can also be loaded into or removed from the cabin.
  • a first step preferably follows again to initiate the next journey of the cabin.
  • the method comprises the step: Start of moving the first door gap reduction from the ready-to-drive position to the ready-to-pass position after the first door gap reduction of the moving car has passed the last of the landing door couplings or cabin door couplings to be passed.
  • the time at which the last of the landing door couplings or car door couplings to be passed is passed is the earliest possible time to move the first door gap reduction back towards the ready-to-pass position. Moving earlier would result in collisions. As a result, the first door gap reduction can be moved at a lower displacement speed and/or the first door gap reduction is in the ready-to-pass position earlier.
  • the method comprises the step of completing the displacement of the first door gap reduction from the ready-to-drive position to the ready-to-pass position before or at the time at which the cabin door reaches the open position.
  • the time at which the cabin door reaches the open position corresponds to the latest possible time at which the ready-to-pass position should ideally be reached. This means that the first door gap reduction can be moved more slowly. Alternatively, the movement of the first door gap reduction from the ready-to-drive position to the ready-to-pass position can also be completed before the cabin door begins to be opened.
  • the first door gap reduction in the ready-to-pass position at least partially bridges a door gap between a tread on the car door sill and a tread on the shaft door sill.
  • the shaft door threshold, the cabin door threshold and the first door gap reduction are accessible. They therefore have a step surface that can be stepped on. If the cabin is on the same floor, the step surfaces are preferably on the same level.
  • the step surface is preferably anti-slip, i.e. structured or with an anti-slip coating.
  • the door threshold can be used to guide the Door leaves have grooves. The grooves can be located at the top, bottom or on the front of the respective door threshold.
  • the first door gap reduction in the ready-to-drive position releases a passage area through which the shaft door coupling or the car door coupling is moved when the car is moving.
  • the passage area is therefore released in the direction in which the car door or the shaft door moves next to the first door gap reducer.
  • the passage area is released by moving the first door gap reducer away from an area in which the passage area is formed by moving it away.
  • the passage area creates space in the door gap to be able to pass through the shaft door coupling if the first door gap reducer is arranged on the car, or it creates space in the door gap to be able to pass through the car door coupling if the first door gap reducer is arranged on the shaft door.
  • Several door couplings can also travel through the passage area of a door gap reducer attached to the shaft door if the elevator has several cars.
  • Several shaft door couplings travel through the passage area of a door gap reducer attached to the car door if more than two floors are reached by the car.
  • the second door gap reduction moves in the opposite direction to the first door gap reduction.
  • the two door gap reducers move away from each other when moving from the ready-to-pass position to the ready-to-drive position and towards each other when moving from the ready-to-pass position to the ready-to-pass position.
  • the first door gap reducer can touch the second door gap reducer.
  • a passage area is opened up between the first door gap reducer and the second door gap reducer. This can advantageously be twice as large if the door gap reducers move at the same speed.
  • the speed of the two door gap reducers can be halved to open up a passage area of the same width.
  • a door gap reduction stop is permanently attached to the car next to the first door gap reduction. The only passage area opens between the first door gap reduction and the door gap reduction stop.
  • the door gap reduction stop can be made as an integral part of the car door sill or the landing door sill.
  • the first door gap reduction, the second door gap reduction and the door gap reduction stop are preferably made from a Profd.
  • the profd can be a rolled or extruded metal profd. Cut pieces of the Profd can be firmly connected to the cabin or the shaft door or, in particular, to the cabin door sill or the shaft door sill, as a door gap reduction stop.
  • Other cut pieces of the Profd can be arranged as a first or second door gap reduction via linear guides on the cabin or on the shaft door or, in particular on the cabin door sill or on the shaft door sill.
  • the first door gap reduction device has a drive that moves the first and/or the second door gap reduction device along the car door threshold or the shaft door threshold between the ready-to-pass position and the ready-to-drive position.
  • the drive can, for example, drive a traction device via a driven first roller, which rotates over the first roller and a second roller.
  • the traction device moves the first door gap reduction and optionally the second door gap reduction.
  • a spindle drive can drive the first and second door gap reduction.
  • the spindle drive for the two sides preferably has an opposite pitch of the spindle, so that the driven door gap reduction devices move in opposite directions.
  • the first door gap reduction can be blocked in the ready-to-pass position by a retaining element.
  • the retaining element can be a latch or a latch. Such a latch or latch can preferably be unlocked by an actuator.
  • the holding element can also be designed as a brake, which is released when the door gap is reduced and otherwise preferably always brakes.
  • the spindle drive can also take on the function of the holding element.
  • this can preferably be designed to be self-locking. This means that the door gap reducer can be moved by turning the spindle, but a force in the direction of the linear guides on the first or second door gap reducer leads to so much friction on the spindle that the movement is blocked.
  • the spindle or the drive of the spindle can also have a brake, a latch or a latch that blocks the door gap reduction in the ready-to-pass position.
  • a first sensor reports to a control unit that the first door gap reduction is in the ready-to-pass position and/or a second sensor reports to the control unit that the first door gap reduction is in the ready-to-travel position.
  • a third sensor reports to the control unit that the second door gap reduction is in the ready-to-pass position and/or a fourth sensor reports to the control unit that the second door gap reduction is in the ready-to-drive position.
  • the first door gap reduction on the car is arranged to be linearly displaceable between a ready-to-pass and a ready-to-drive position.
  • the first door gap reduction reduces the door gap distance between the car door threshold and the shaft door threshold to a residual distance and the residual distance is a maximum of half the door gap distance.
  • the door gap distance is therefore the distance between the cabin door threshold, which is preferably immovably attached to the cabin, and the shaft door threshold attached to the shaft door or shaft.
  • the door gap is then reduced by the first door gap reduction device arranged in the door gap.
  • the remaining gap is therefore less than half the gap between the doors. This means that vibrations can be greatly reduced, for example when driving over hospital beds. The risk of getting stuck, for example with walking sticks or pointed shoe heels, can also be prevented.
  • Fig. 1 a preferred embodiment with centrally closing telescopic door leaves in the ready-to-drive position with closed doors
  • FIG. 2 the embodiment of Fig. 1 in ready-to-pass position, but still with closed doors
  • FIG. 3 shows the embodiment from FIG. 1 in a ready-to-pass position with the doors open
  • Fig. 4 the embodiment and configuration as in Fig. 1 in an isometric view of the cabin door
  • Fig. 5 the embodiment and configuration as in Fig. 3 in a isometric view of the cabin door
  • FIG. 6 shows an embodiment with only one car door leaf and one shaft door leaf in a ready-to-pass position with the door open
  • FIG. 7 shows the embodiment from FIG. 4 in the ready-to-drive position with the door closed
  • Fig. 8 the embodiment of Fig. 4 in a side view
  • Fig. 9 An alternative embodiment with the first door gap reduction at the shaft doors.
  • Fig. 1 shows a horizontal section of an elevator system 1 with a car 2 that has stopped on a floor.
  • the car walls 3 close off the car 2 from the shaft.
  • the floor floor 50 and the floor of the car are at the same height.
  • the elevator system 1 has a centrally closing car door with the car door leaves 31a, 31b, 32a and 32b.
  • the car door leaves 31a, 31b, 32a and 32b are guided along the car door sill 21.
  • the elevator system 1 has a centrally closing shaft door symmetrical to the car door with the shaft door leaves 41a, 41b, 42a and 42b.
  • the shaft door leaves 41a, 41b, 42a and 42b are guided along the shaft door sill 22.
  • the car door leaves 31a and 31b driven by a door drive, move twice as fast as the slower car door leaves 32a and 32b.
  • a first car door coupling 33a attached to it takes the opposite shaft door coupling 43a and 43b with it.
  • Fig. 3 shows the doors in the open position.
  • the car door coupling 33a touches the shaft door coupling 43a and 43b in such a way that the shaft door 41a is held in the open position together with the coupled shaft door 42a.
  • a door closing device not shown, counteracts this and presses the shaft door leaves 41a, 41b, 42a and 42b towards the closed position.
  • the car door coupling 33b touches the landing door coupling 43c and 43d so that the landing door 41b is held in the open position together with the coupled landing door 42b.
  • the first door gap reduction 11, the second door gap reduction 12 and the door gap reduction stop 13 are attached in the door gap between the car door sill 21 and the shaft door sill 22. In doing so, both door gap reducers reduce rungs 11, 12 and the door gap reduction stop 13 reduce the door gap distance A to a remaining distance a. In the ready-to-pass position of the two door gap reductions as shown in FIGS. 2 and 3, the user only has to exceed or drive over the remaining distance a.
  • Fig. 1 shows how moving the two door gap reductions 11 and 12 opens a passage area 14. Between the door gap reduction stop 13 and the first door gap reduction 11, a passage area 14 is released for the first shaft door coupling 43a and 43b.
  • FIG. 1 shows a state in which the cabin 2 has just reached the floor.
  • the door gap reductions 11 and 12 have already been moved into the ready-to-pass position, but the door leaves 3 la, 31b, 31c, 3 Id, 41a, 41b, 41c and 41d are not yet opened. Continuing travel with the door gap reductions 11 and 12 in this position could destroy the shaft door couplings 43a, 43b, 43c and 43d.
  • 1, 2 and 3 is a preferred embodiment that is preferably used in hospitals to drive patients in bed into an elevator with as little vibration as possible.
  • the door gap reduction devices 11 and 12 and the door gap reduction stop 13 extend seamlessly across the entire width of the open door in the ready-to-pass position.
  • FIG. 4 and 5 show the cabin door of the embodiment of FIG. 1, FIG. 2 and FIG. 3 in an isometric view.
  • Fig. 4 shows the door leaves 3 la, 31b, 31c and 3 Id in the closed position and the door gap reductions 11 and 12 in the ready-to-drive position.
  • Fig. 5 shows the door leaves 3 la, 31b, 31c and 3 Id in the open position and the door gap reductions 11 and 12 in the ready-to-pass position.
  • the cabin door threshold 21 forms a tread surface at the top and forms a fastening option for the linear guide 60 at the bottom.
  • the linear guide 60 includes a linear guide rail 61.
  • the movable door gap reductions 11 and 12 are shown transparently so that the guide bodies 62 can be seen.
  • the first door gap reduction 11 and the second door gap reduction 12 are each mounted on the linear guide rail 61 via two guide bodies 62.
  • the drive 70 rotates a spindle via a shaft 71.
  • the spindle includes a first Spindle area 72 which cooperates with a first spindle nut 74 and moves the first door gap reduction 11 when the spindle rotates.
  • the spindle also includes a second spindle area 73 which interacts with a second spindle nut 75 and moves the second door gap reduction 12 when the spindle rotates.
  • the thread orientation of the spindle regions 72 and 73 is opposite, so that a rotation of the spindle in one direction leads to movements of the first door gap reduction 11 and the second door gap reduction 12, which run in the opposite direction to one another.
  • the slope of the spindle areas 71 and 72 is so small that the door gap reductions 11 and 12 can only be moved by rotating the spindles, but not by forces on the door gap reductions 11 and 12, even if these forces are applied in the direction of displacement.
  • the spindle is therefore self-locking and thereby blocks the first door gap reduction 11 and the second door gap reduction 12 in the ready-to-pass position.
  • Figures 6 and 7 show a minimal embodiment of the invention.
  • the first door gap reduction 11 can be moved in the door gap between the shaft door threshold 22 and the cabin door threshold 21 in such a way that a passage area is created, as in FIG. 5.
  • the car door has only one car door leaf 31 and the shaft door only has one shaft door leaf 41.
  • the passage area 14, which is released by the first door gap reduction 11 attached to the cabin 2 allows the shaft door couplings 43a and 43b to be passed on all floors without touching them.
  • Fig. 6 shows the first door gap reduction 11 in the ready-to-pass position with the doors open.
  • the door gap reduction 11 extends over the entire width of the open door.
  • Fig. 7 shows the ready-to-drive position with the doors closed.
  • Fig. 8 shows a side view of the embodiment from Figs. 6 and 7.
  • the cabin 2 can travel in the direction of the double arrow shown.
  • the first door threshold 11 is arranged on the cabin door threshold 21 of the cabin 2. This has the advantage that only the cabin 2 has a door gap reduction.
  • Figure 9 shows a side view of an alternative embodiment similar to the embodiment of Figures 6, 7 and 8.
  • the door gap reductions 11 are attached to the shaft door sills 22, instead of to the car door sill 21. This reduces the load on the car door sill 21.
  • Fig. 8 and Fig. 9 both show that the car door coupling 33 on the first car door leaf 31, and that the Shaft door coupling 43a and 43b is attached to the respective shaft door leaf 41 on all floors. The shaft door leaf 41 is guided on the shaft door threshold 22.

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  • Elevator Door Apparatuses (AREA)

Abstract

La présente invention concerne un système d'ascenseur et un procédé de fonctionnement du système d'ascenseur. Le système d'ascenseur comprend une cabine et une porte de cabine disposée sur la cabine, ayant un battant de porte de cabine et un seuil de porte de cabine. Le système d'ascenseur comprend en outre une porte de gaine ayant un battant de porte de gaine, et la porte de gaine a un seuil de porte de gaine. Le système d'ascenseur comprend en outre un mécanisme de couplage, qui comprend un couplage de porte de cabine relié au battant de porte de cabine, et un couplage de porte de gaine relié au battant de porte de gaine. Le couplage de porte de cabine et le couplage de porte de gaine peuvent être couplés l'un à l'autre afin de déplacer ensemble le battant de porte de gaine et le battant de porte de cabine. Le système d'ascenseur comprend en outre un premier élément de réduction d'espace de porte, qui relie l'espace de porte entre le seuil de porte de cabine et le seuil de porte de gaine. Le premier élément de réduction d'espace de porte peut être déplacé dans une direction de déplacement, qui est parallèle à la direction de déplacement du battant de porte de cabine entre la position fermée et la position ouverte. Par conséquent, le premier élément de réduction d'espace de porte peut être déplacé entre une position prête à se croiser et une position prête à se déplacer.
PCT/EP2023/074848 2022-09-30 2023-09-11 Réduction d'espace de porte d'un système d'ascenseur WO2024068247A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP22198910 2022-09-30
EP22198910.6 2022-09-30

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WO2024068247A1 true WO2024068247A1 (fr) 2024-04-04

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013180861A (ja) * 2012-03-01 2013-09-12 Mitsubishi Electric Corp エレベータ装置
US8540058B2 (en) 2006-06-21 2013-09-24 Kone Corporation Elevator with a closable opening in a car sill
WO2017021796A1 (fr) * 2015-07-31 2017-02-09 Wittur Holding Gmbh Porte de cabine pour un ascenseur
US20180105398A1 (en) * 2015-03-19 2018-04-19 Wittur Holding Gmbh Elevator door and method for opening an elevator door having two sliding door panels
EP3418243A1 (fr) * 2017-06-23 2018-12-26 Toshiba Elevator Kabushiki Kaisha Appareil ascenseur

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8540058B2 (en) 2006-06-21 2013-09-24 Kone Corporation Elevator with a closable opening in a car sill
JP2013180861A (ja) * 2012-03-01 2013-09-12 Mitsubishi Electric Corp エレベータ装置
US20180105398A1 (en) * 2015-03-19 2018-04-19 Wittur Holding Gmbh Elevator door and method for opening an elevator door having two sliding door panels
WO2017021796A1 (fr) * 2015-07-31 2017-02-09 Wittur Holding Gmbh Porte de cabine pour un ascenseur
EP3418243A1 (fr) * 2017-06-23 2018-12-26 Toshiba Elevator Kabushiki Kaisha Appareil ascenseur

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