Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
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Description
Operating System for Elevator Doors
The invention relates to an operating system for elevator doors
consisting of a magnet movably mounted on a car door, the
magnetic field of the magnet acting on a magnetizable operating
cam mounted on a hoistway door.
From patent specification US 5 487 449 an operating device has
become known by means of which the car door is magnetically
coupled with the hoistway door when the car door and hoistway
door are opened and closed. The magnetic field of an
electromagnet or :permanent magnet mounted on the car door acts
on a coupler mounted on the hoistway door, as a result of which
the doors are cou;~led b:y magnetic force, and opened and closed
together by means of a door drive. To make the coupling
smoother, rollers which can be swiveled are mounted on the
magnet, the magnetic force acting against spring forces created
by springs mountecj on the rollers.
From patent speci:Eication US 3 913 270 an operating device has
become known which has an electromagnet mounted on the car door
in a vertically movable manner. Two guides running in a
vertical direction give the electromagnet a limited amount of
freedom to move in the vertical direction, the electromagnet
being held in the corrects position by means of springs. When
the car door couples with the hoistway door, the electromagnet
acts on an operating rail, which is mounted on the hoistway
door in a swiveling manner, the operating rail thereby being
drawn toward the eslectromagnet. When decoupling takes place,
the electromagnet is switched off. When this happens, the
operating rail, which is supported by swivel arms, is released
from the electromagnet and swivels downwards.
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A disadvantage of the known device is that the tolerances
inherent in the elevator system cannot be sufficiently
corrected by the operating device, and there is therefore a
danger that the operating device collides with either the
hoistway door sill, or parts of the hoistway door lock, while
the elevator is in operation, which can cause faults in the
elevator and damage to parts of the installation.
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It is in this respect that the invention aims to provide a
remedy. The objective of the invention as characterized in
Claim 1 is to avoid the disadvantages of the known device, and
to create an operating system which, while the doors are
moving, automatically adjusts different positions occurring
within the allowed tolerances of operating elements mounted on
the car door, and of operating elements mounted on the
hoistway door.
The advantages resulting from the invention relate mainly to
the fact that the necessary distance between the car door sill
and the hoistway door sill can be minimized, so that the gap
between the sills can also be passed over by vehicles with
small wheels. An additional advantage is that horizontal
movement within allowed tolerances in the X/Y direction caused
by loading and unloading the elevator car, and tolerances
arising due to wear of 'the guides and settlement of the
building, can be ,automatically detected and corrected. A
further advantage is that pre-opening of the elevator doors
while the elevator car .is leveling-in to a stop, and traveling
in either an upward or downward direction, is possible without
certain of the operating elements being subject to especial
wear. Advantageou;~ consequences of this are a long service
life and freedom :from maintenance of the operating system
according to the :invent:ion.
A more detailed description of the invention follows below by
reference to drawings i:Llustrating only one embodiment. The
drawings show:
Fig. 1 A plan viE~w of an elevator entrance/exit;
Fig. 2 A schematic plan view of an operating system
according to the invention;
Fig. 2a A side view of a motive mechanism of the operating
system:
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Fig. 2b A plan view of the motive mechanism of the operating
system;
Fig. 2c A side view of a drive of the motive mechanism;
Fig. 2d A plan view of the drive of the motive mechanism;
Fig. 2e An elevation A of the drive of the motive mechanism;
Fig. 3 Details of the operating system for mounting a magnet
carrier;
Fig. 3a Details o:E the magnet carrier;
Fig. 3b An elevation of a slide mounted on the magnet
carrier;
Fig. 3c A plan view of the slide mounted on the magnet
carrier;
Fig. 3d A side viE~w of the slide mounted on the magnet
carrier;
Fig. 4 A base plate fastened on the car door;
Fig. 4a Details oi: the fastening of the base plate;
Fig. 5 Alternative positions of the operating system on the
car door; and
Fig. 5a Alternative positions of the operating cam on the
hoistway door.
Fig. 1 shows a plan view of an elevator entrance/exit with an
elevator car AU standing at a landing. The elevator car AU has
a car door 2, which is driven by a door drive (not shown), and
which is shown in the drawing in the closed state. The car
door 2 has mounted on it an operating system 1, which in its
rest position is schown by a continuous line, and in its
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working position by a broken line. An arrow marked Y indicates
the direction of horizontal movement of the operating system 1
in the Y direction, and an arrow marked X indicates the
direction of horizontal movement of the operating system 1 in
the X direction. An opening in a hoistway wall SW is closed by
means of a door frame TR and a hoistway door 3. Mounted on the
hoistway door 3, which is shown in its closed state, is an
operating cam 4 having a section in the form of an 'L', for
example, against which the operating system 1 rests. An arrow
marked SL indicates the direction in which the car door 2 and
the hoistway door 3 close, and an arrow marked OE symbolizes
the direction in which 'the car door 2 and the hoistway door 3
open. The car door 2 and the hoistway door 3 are each
constructed as a sliding door having at least one door panel.
The gap between a car door sill KS and a hoistway door sill SS
is marked 5.
Fig. 2 shows a schematic view of the operating system 1. Fig.
2a and Fig. 2b sh~~w the motive mechanism of the operating
system illustrated schematically in Fig. 2. Fig. 2c, Fig. 2d,
and Fig. 2e show 'the drive of the motive mechanism. The
operating system :1 mounted on the car door 2 is movably
connected to a linkage rail 1.1.3 at linkage points 10, 11,
12, 13, 14, 15. The linkage points 12, 15 can also be moved on
sliding tracks 16 of a :Aiding-track support rail 1.1.2. The
linkage points 10, 11 are movably joined by means of a first
connecting rod 18; the :Linkage points 11, 12 are movably
joined by means oj' a second connecting rod 19; the linkage
points 13, 14 are movably joined by means of a third
connecting rod 20;; and the linkage points 14, 15 are movably
joined by means o7. a fourth connecting rod 21. Mounted on the
linkage points 11,, 14 i:> a casing 1.1.1 of the operating
system 1. A first actuator 23, consisting, for example, of an
alternating current motor with a threaded spindle, engages
with a lever 22, yohich is connected at right angles to the
linkage/sliding point 15. The actuator 23 is fastened to the
base plate 1.1 at fastening points 23.2, and drives a threaded
spindle 23.1 which is connected to a threaded nut 22.1 mounted
on the lever 22. The lever 22 carries out a horizontal
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movement HB. As a result, the operating system 1 is displaced
by a first distance 30 in the X direction, and by a second
distance 30.1 in i:he Y direction, as determined by the lever
geometry. While the operating system 1 moves, it does so
towards an end po:>ition 31, and a first measuring distance 32
from a contact surface 4.1 of the operating cam 4 is measured
by means of an X sensor 34, which may be, for example, an
infrared, laser, or ultrasonic sensor. If the predefined first
measuring distance' 32 has been reached, the operating system 1
remains in the working position represented by a continuous
line. If the first. measuring distance 32 has not been reached,
or if a specified tolerance value is fallen below, the first
actuator 23 is activated by means of an X sensor and an
operating controller (not shown), as a result of which the
operating system J. is adjusted until the specified first
measuring distance' 32 is reached.
While the first ms:asuring distance 32 is being reached, and
during any necessary correction by the X sensor 34, a Y sensor
33 measures a second measuring distance 32.1 from a sliding
surface 4.2 of ths: operating cam 4. The operating controller
checks whether the' prespecified second measuring distance 32.1
has been reached. If they prespecified second measuring
distance 32.1 has been reached, no correction is made.
However, if measurement of the distance detects a deviation,
the current value of the: second measuring distance 32.1 is
stored in the memory of the operating system as the door-edge
correction value, and used in the manner described later for
positioning the car door edge and hoistway door edge.
Fig. 3 and Fig. 3a~ show a magnet carrier 5.1, which is mounted
in the casing 1.1.1 of t:he operating system 1, and which has
mounted on it a slide 43.1 which can be moved in guides 41,
42. After the second measuring distance 32.1 has been reached,
the magnet carrier 5.1 is moved by means of a second actuator
in the Y direction in the guides 41, 42 of the casing 1.1.l
until the slide 43.1 rests against a surface 43 on the sliding
surface 4.2 of the: operating cam 4, the slide 43.l being
elastically supported relative to the magnet carrier 5.1 by
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means of spring elements 46, 47, and the spring elements 46,
47 being pressed together in such a way that a magnet taking
the form, for example, of an electromagnet 45, has reached a
prespecified first distance 44. By means of the Y sensor 33,
the operating system monitors this increase in proximity, and
switches off the second actuator 40 as soon as the
prespecified first distance 44 is reached. The operating
system then switches on the electromagnet 45, which consists
of a magnet body 45.1 and a magnetizing coil 5.5, and which
links the operating system 1 to the sliding surface 4.2 of the
operating cam 4 by means of an adhesive force which is
regulated by the operating controller. The sensors 33, 34 are
mounted in the slide 43.1 mentioned above.
Fig. 3b, Fig. 3c and Fig. 3d respectively show an elevation, a
plan view, and a side view of the slide 43.1, on which there
is a recess 43.1.1 for the magnet carrier 5.1, and centering
holes 43.1.2 for the springs 46, 47. Fig. 3c shows the
respective positions of the Y sensor 33 and the X sensor 34
which are, for example, cast in the slide 43.1.
Following the magnetic coupling of the car door 2 with the
hoistway door 3, the door drive is activated and the doors are
moved in the direction of opening OE. During the opening
movement of the car door 2 and the hoistway door 3, the
operating controller checks whether, while the operating
system 1 was moving towards the operating cam 4, a second
measurement distance 32.1 was stored in the memory of the
operating controller as a door-edge correction value, as
described earlier. If no door-edge correction value has been
stored, the door edges of the car door 2 and the hoistway door
3 correspond, and their respective edges are parallel and
abreast. If deviations within allowed tolerances, caused for
example by uneven loading of the elevator car AU, have caused
a second measuring distance 32.1 to be stored, the second
actuator 40 adjusts the magnet carrier 5.1 until the door
edges of the car door 2 and the hoistway door 3 are again
parallel and abreast. This correction of deviations within
allowed tolerances is necessary so that the respective leading
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edges of both the door panel of the car door 2 and of the
hoistway door 3 a:re abreast and move parallel to each other.
During the entire opening process, and while the open doors 2,
3 are parked in the open position, and during the closing
process, the electromagnet 45 is switched on, and the doors 2,
3 are coupled by means of magnetic adhesion force. The
magnetic force of the electromagnet 45 is designed to be of
such an intensity that, even at maximum acceleration of both
doors 2, 3 in the direction of opening OE, the adhesive force
of the electromagnet 45 is in a11 cases sufficient to move the
hoistway door 3 b!t mean s of the door drive.
In Fig. 3 and Fig.. 3a, 40.5 indicates the stroke of the second
actuator 40, and ~~4.1 indicates the compression stroke of the
slide 43.1, which is es:>entially determined by the spring
elements 46, 47. ~~ threaded spindle 40.0 of the second
actuator 40 engagE~s in a spindle nut 40.1 mounted on the
magnet carrier 5.7!, the rotational motion of the threaded
spindle being thereby converted into a linear movement of the
magnet carrier 5.7_. The spindle nut 40.1 is held movably in
place on the magnet carrier 5.1 by means of compression
springs 5.3.
Fig. 4 and Fig. 4a show a base plate 1.1 which is mounted on
the car door 2 anct whicra carries the operating system 1. To
prevent jamming between the movable elevator car AU and car
door 2, and the hoistway door 3 and operating system 1, which
are fixed in the e~levatar hoistway, the base plate 1.1 is
movably fastened t:o the car door 2 by means of elastic
elements 1.2. These elastic elements are designed in such a
way that they can withstand transverse forces in the Y
direction without the operating system 1 moving in the X
direction by an e~t:cessive amount. Futhermore, in the door-open
position of the car door 2 and hoistway door 3, the operating
controller causes the magnetic force between the electromagnet
and the operating cam. 4 to be reduced in such a way that
only the minimum holding force is produced which prevents the
hoistway door 3 from being closed by the closing force
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specified by regu_Lations. As a result of this reduction in
adhesive force, ii, then becomes easily possible for the
operating system :l, or the surface 43 of the slide 43.1, to
move to correspond with the necessary upward or downward
movement of the operating cam 4 on the sliding surface 4.2
under different loading conditions, for example.
The base plate l..l which may, for example, be rectangularly
shaped, rests at gas corners on the elastic elements 1.2. As
shown in Fig. 4a, an elastic element 1.2 is fastened to the
car door 2 by means of a bolt 1.2.4 and a nut 1.2.1. A
distance sleeve 1,.2.2 which passes through the elastic
elementl.2 serves as a spacer, and a lock washer 1.2.3 serves
as a bearing surface and lock for the screw 1.2.4.
The door drive in~_tiate:~ the closing procedure of the car door
2 and the hoistway door 3. During the closing movement, the
door-edge correct~_on, which was caused by the presence of
deviations within allowable tolerances, is returned by the
second actuator 40 to the specified value of the second
measuring distances 32.1.. As a result of the travel curve
characteristic of the door drive, the closing speed toward the
end of the travel of the doors 2, 3 is reduced toward 0 m/s,
so that the doors 2, 3 come to rest in exactly the predefined
position. If no deviations between the car door edge and the
hoistway door edge' have been caused by the loading conditions,
the electromagnet 45 is switched off when the door reaches the
closed position. F3oth doors 2, 3 are closed.
If the door edge of the hoistway door 3 lags behind the door
edge of the car door 2, then when the electromagnet 45 is
turned off, the hoistway door 3 continues to travel further by
the amount of the deviation present, and closes. If there is a
deviation of the door edges in the opposite direction, so that
the hoistway door 3 reaches its end position before the car
door 2, the increasing compressive force on the slide 43.1 is
absorbed by the compression springs 5.3.
If the magnetically coupled doors 2, 3 are closed again, the
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electromagnet is switched off again, as a result of which the
magnetic force fades. The second actuator 40 pulls the magnet
carrier 5.1 into a specified parking position, and the first
actuator 23 moves the operating system 1 into a parking
position also. In the parking position, the operating system 1
is pulled back against the car door 2, so that the gap 5
between the car door sill and the hoistway door sill is
largely free. While the elevator car AU is travelling along
the elevator hoistway, contact of the operating system 1 with
the hoistway door sill is completely ruled out, even in the
presence of dynamic travel movement of the elevator car AU.
The parking position of the operating system 1 is secured by
means of a retaining spring 6, so that the operating system 1
cannot leave its ;parking position even if there is a power
failure in the elevator system.
The parking position of the operating system 1, and the
operating cam 4 tlhat projects into the gap 5, are adapted to
each other in such a way that in an emergency, with the
elevator car AU standing in the unlocking zone, the hoistway
door 3 can be opened using the emergency interlock release,
without the car door 2 also being opened by the operating cam
4. The operating :system 1 and the operating cam 4 can be
caused to travel 1?ast each other without contact occurring.
This characteristic has the consequence that, at a landing
with the hoistway door :3 open, the operating system 1 can be
easily accessed and maintained without the need to move the
elevator car AU to decouple the doors 2, 3 in the manner
necessary with conventional operating systems having
parallelogram couplers.
Depending on the length of the operating cam 4, pre-opening of
the doors 2, 3 can be initiated at any point within the
allowable unlocking zone. As described above, the operating
system 1 is moved to the measuring distances 32, 32.1 by the
actuators 23, 40, the operating system 1 comes to rest against
the operating cam 4, the electromagnet 45 is switched on, and
the magnetic forces acts on, and magnetically couples, the
operating system 7. and the operating cam 4. While this process
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takes place in they unlocking zone approximately 12 to 15 cm in
advance of the landing position, the elevator car AU moves in
the elevator hoist=way wp.th decreasing speed. Supported by the
force of the spring elements 46, 47, the slide 43.1 rests with
its sliding surface 43 against the sliding surface 4.2 of the
operating cam 4. ~3y suitably selecting the material of the
slide 43.1, for example polyethylene, a noise-free,
practically frictlonless, non-abrading movement of the
operating system .l on the operating cam 4 is assured.
During leveling at. a landing, within the allowable door
unlocking zone, the magnetic force of the electromagnet 45
can also be slowly adjusted to increase, so that during this
phase of upward oz- downward movement optimal sliding of the
slide 43.1 on the sliding surface 4.1 of the operating cam 4
is possible.
Fig. 5 and Fig. 5a show alternative ways of arranging the
operating system J., and the operating cam 4, on the car door
2, and the hoistway door 3, respectively. The doors 2, 3 are,
for example, constructed as two-panel doors opening from the
center. In arrangement a, the operating system 1 and the
operating cam 4 are mounted in the area of the upper carrier
LW. In arrangement: b, the operating system 1 and the operating
cam 4 are fastened on the door panels at the height of the
center of gravity S, so as to avoid unnecessary momentary
stresses on the door guides. In arrangement c, the operating
system 1 and the operating cam 4 are mounted in the area of
the door sills KS and SS respectively.
