EP2671837A1 - Procédé d'évacuation pour ascenseur - Google Patents

Procédé d'évacuation pour ascenseur Download PDF

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Publication number
EP2671837A1
EP2671837A1 EP12171327.5A EP12171327A EP2671837A1 EP 2671837 A1 EP2671837 A1 EP 2671837A1 EP 12171327 A EP12171327 A EP 12171327A EP 2671837 A1 EP2671837 A1 EP 2671837A1
Authority
EP
European Patent Office
Prior art keywords
counterweight
car
weight
counterweights
elevator
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP12171327.5A
Other languages
German (de)
English (en)
Inventor
Gilles Trottmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Inventio AG
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
Priority to EP12171327.5A priority Critical patent/EP2671837A1/fr
Publication of EP2671837A1 publication Critical patent/EP2671837A1/fr
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/027—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions to permit passengers to leave an elevator car in case of failure, e.g. moving the car to a reference floor or unlocking the door
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B17/00—Hoistway equipment
    • B66B17/12—Counterpoises

Definitions

  • the invention relates to an evacuation method for an elevator and to an elevator for carrying out the evacuation method according to the subject-matter of the independent claims.
  • an elevator has a cabin, which is moved in a shaft between two end positions, namely a first upper end position in the region of a shaft ceiling and a second lower end position in the region of a shaft bottom.
  • the cabin is suspended by a traction means which runs over at least one traction disk.
  • a counterweight is suspended so much on the traction means that the weight of the car is at least partially balanced.
  • a drive is in operative contact with the traction sheave and moves the cabin to floors of the building.
  • the drive has a holding brake, which is activated when the cabin is stopped on the floor or during an emergency stop.
  • a power failure represents, for example, a cause for the activation of the holding brakes or for an emergency stop.
  • the elevator can not be operated at least during the duration of the failure. Nevertheless, the fastest possible evacuation of the passengers trapped in the cabin is desirable.
  • the counterweight comprises a counterweight frame in which a plurality of counterweights are grasped.
  • the individual counterweights are sized so that a single service technician is able to lift the individual counterweights out of the counterweight frame or back into the counterweight frame.
  • the mark represents a limit to the removal of the counterweights.
  • the mark is such that a service technician unambiguously recognizes how many counterweights are to be removed from the counterweight without inducing an unsafe condition of the elevator or unnecessarily removing counterweights from the counterweight.
  • the marker for example, represents a lower limit, in which the weight after removal of the several counterweights weights corresponds to the empty weight of the car. Under no circumstances should this mark be undershot, since otherwise the traction of the suspension element on the traction sheave may fall below a critical value below which the suspension element can slip over the traction sheave.
  • Such a marking is preferably designed so that a further removal of counterweights weights is impossible.
  • the marking is firmly connected as a sheet metal structure with the counterweight frame and covers at least partially underlying counterweights.
  • the sheet metal structure can be screwed directly to the frame, welded, riveted or the like.
  • the mark for example, represents a limit, in which the weight of the counterweight after removal of the several counterweight weights corresponds to the empty weight of the car plus a standard weight of one or more passengers.
  • a standard weight for example, 80 kg per passenger can be estimated.
  • Such a marking is preferably designed so that also underlying counterweights weights can be removed from the counterweight frame.
  • the mark is attached as a visual element on the counterweight frame. Adhesive tapes, color strokes, engravings and the like can be used as visual elements.
  • the service technician determines how many passengers are trapped inside the cabin. Depending on the number of trapped passengers, the service technician has to take more or less counterweights from the counterweight. Most counterweights are to be taken from only one trapped passenger.
  • the marking represents a limit, where the weight of the counterweight after removal of the several counterweights corresponds to the empty weight of the car plus 80 kg.
  • one or more further markings can be attached to the counterweight.
  • the first mark represents the lower limit, in which the counterweight corresponds to the empty weight of the car.
  • the one or more further markings represent further limits in which the counterweight corresponds to the empty weight of the car plus the standard weight of one or more passengers.
  • the one or more further markings are thus, for example, mounted at 80 kg intervals on the counterweight and provide assistance in order to be able to estimate the removal of the counterweights in dependence on the number of trapped passengers more quickly.
  • the elevator has a counterweight protection shield, which shields the counterweight in the region of the shaft bottom and thus prevents a service technician unintentionally penetrates into the trajectory of the counterweight.
  • This counterbalance shield will be removed beforehand to release access to the counterweight.
  • the counterweight protection shield is preferably by means of a detachable in a few simple steps Connection to a firmly connected to the shaft structure connectable. Compared with conventional screw fasteners, the counterweight protection shield is easy and quick to remove.
  • the connection comprises at least one of the following elements: hook, plug-in element, snap element, magnetic element, Velcro element, clamping element or the like.
  • the counterweight shield is connected to at least one of the latter elements with, for example, a fixed frame in the shaft or on the counterweight guide rails or the like.
  • the counterweights and, if present, the counterweight protection shield must be stored outside of the shaft before the holding brake is released. This ensures safety distances between the shaft bottom and the bottom of the cab.
  • the invention relates to a lift for carrying out the evacuation method.
  • the FIG. 1 shows an elevator 10 with a car 1 suspended from a traction means 3 and balanced by means of a counterweight 2.
  • the cabin 1 is suspended in a suspension ratio of 1: 1. It is fundamentally open to the person skilled in the art to realize other suspension ratios of 2: 1 or more.
  • the traction means 1 is here from the car 1 up to a deflecting roller 5, then horizontally to a traction sheave 4 and from this finally led to the counterweight 2 down.
  • the traction means 3 is in operative contact with the traction sheave 4, which is drivable by a drive, not shown. In this case, a torque of the drive is converted into a linear movement of the traction means 3 or a vertical movement of the car 1 and the counterweight 2. Dermassen is the cabin 1 in a shaft 6 on different floors 20.1 to 20.4 movable.
  • the drive has a holding brake, which exerts a braking force on a drive shaft of the drive in an unventilated state.
  • the car 1 can be held at a certain position at a floor 20.1 to 20.4 or an emergency stop of the car 1 can be carried out when an insecure condition of the elevator 10 occurs. In a released condition, the holding brake does not act on the drive shaft.
  • the shaft 6 is bounded laterally by four shaft walls 13, at the top by a shaft ceiling 11 and at the bottom by a shaft bottom 7.
  • the holding brake executes an emergency stop.
  • the cabin 1 typically remains in a position between two floors.
  • the cabin 1 trapped passengers it is necessary to evacuate as quickly as possible.
  • the car 1 is moved to a floor on which the passengers can leave the car 1.
  • a special starting situation is for example in a building with a penthouse or penthouse on the top floor 20.4, in which the cabin 1 serves the attic apartment directly. Immediately behind a shaft door there is usually an entrance door to the attic apartment. This apartment door is normally only unlockable by the owner. If the car 1 gets stuck in a power failure between the two upper floors 20.3 and 20.4 and if the counterweight 2 is heavier than the car 1, an evacuation on the higher floor 20.4 may not be possible. Since the attic apartment is not accessible at all times. The same is true in the case of a floor fire on the top floor 20.4, where access to the floor is denied.
  • the cabin 1 should preferably be moved to an evacuation position, which lies on one of the lower floors 20.1 to 20.3.
  • the following evacuation method allows even with heavier counterweight 2, the procedure of the car 1 to an evacuation position in lower floors 20.1 to 20.3.
  • a main switch of the elevator 10 is turned off and secured, for example with a padlock. This ensures that when the power source is available again during the evacuation process by the drive no unintentional travel of the car 1 is performed. This increases the safety of a service technician who performs manipulations on the elevator 10, in particular within the shaft 6 during the evacuation process.
  • the main switch is preferably located at a location easily accessible from the outside on the elevator 10, usually in the area of a switching panel of the elevator control.
  • the service technician In a second step, the service technician must locate the position of the car 1.
  • the number of trapped passengers must be determined.
  • About the number of trapped passengers can be at least approximately closed to the weight of the car 1. This can be done for example by contacting the trapped passengers.
  • the car 1 In a fourth step, the car 1 must be moved by means of Notevakuation or ventilation of the holding brake in an upper position in the shaft 6 until the counterweight 2 preferably rests on a buffer which is arranged in the region of the shaft bottom 7.
  • the service technician enters the shaft 6 in the area of the shaft bottom 7 and removes the counterweight protection shield 9. This gives the service technician immediate access to the counterweight 2 itself.
  • FIGS. 2a and 2b are shown in a side view and front view of a variant of the counterweight protection shield 9 and its arrangement on the elevator 10.
  • the FIG. 2b shows a snapshot, in which the counterweight shield 9 is removed.
  • the counterweight protection shield 9 shields the counterweight 2 in the region of the shaft bottom 7 with respect to the shaft space.
  • the counterweight protection shield 9 is arranged on a structure 8 connected to a shaft wall 13 and / or shaft bottom 7.
  • the structure 8 and the counterweight shield 9 form a cage around the counterweight 2.
  • the connection between the counterweight shield 9 and the structure 8 is designed so that the counterweight shield can be removed in a few steps from the structure 8.
  • the counterweight protection shield 9 has, for example, hooks 9.1, which can be suspended in openings 9.2 of the structure 8.
  • the openings 9.2 are arranged here on side parts 8.1 of the structure 8.
  • the connection can also be realized as described above, deviating from a hook / opening design.
  • a connection between the counterweight protection shield 9 and the structure 8 is monitored by means of a safety switch.
  • the safety switch is integrated in a safety circuit. When loosening the connection, the safety circuit is opened and a method of counterweight is impossible. In this embodiment, step 1 can be dispensed with.
  • the safety switch may alternatively or additionally be part of an electronic safety system.
  • only an upper portion of the counterweight protection shield can be designed to be removable.
  • the previously described embodiments of the connection are also suitable for this embodiment.
  • the upper portion of the counterweight shield can also be designed hinged.
  • the upper portion of the counterweight shield is hingedly disposed at the lower portion of the counterweight shield and also has a previously described connection with the structure 8. The compound holds the upper portion of the counterweight shield in a closed position on the structure eighth
  • the upper portion of the counterweight protection shield is dimensioned at least so high that when removing or folding down a maximum possible removal of counterweights on the counterweight 2 vorappelbar. What is meant by a maximum possible counterweight take is defined below.
  • a stop angle or the like which prevents removal of counterweights from the counterweight 2 is to be removed.
  • a seventh step so many counterweight stones are removed from the counterweight 2 until the weight of the counterweight 2 is lighter than that of the car 1.
  • the removal of the counterweight stones is largely dependent on the number of passengers included. However, only a maximum of so many counterweight stones are removed from the counterweight 2 until the counterweight is the same weight as the empty weight of the car 1. This ensures that the traction of the traction means 3 is sufficient on the traction sheave 4 to slipping of the traction means 4 at to prevent the traction sheave 4. An uncontrolled ride of the cabin, even with unventilated holding brake can be prevented.
  • the FIG. 3 shows a first embodiment of the counterweight 2.
  • the counterweight 2 has, for example, a counterweight frame 12.
  • counterweights 2.1 to 2.n can be used.
  • the counterweight 2 is designed so that a removal of counterweights 2.1 to 2.n only up to the maximum removable number of counterweights 2.1 to 2.8 is possible.
  • a mark is provided, which is realized here from two stop angle 22.
  • the stop angle 22 are fixed (for example, screwed) are connected to the counterweight frame 12.
  • a snapshot is recorded in which the counterweights 2.1 to 2.8 have been removed up to the stop angles 22.
  • the location of the remote counterweights 2.1 to 2.8 in the counterweight frame 12 is indicated by dashed lines.
  • the counterweights 2.1 to 2.n are here, for example, 40 kg heavy. Of course, the counterweights 2.1 to 2.n can be differently dimensioned in terms of their weight.
  • the FIG. 4 shows a further embodiment of the counterweight 2.
  • the counterweight 2 also has more markings 32.1, 32.2, 32.n. These markings 32.1, 32.2, 32.n are arranged on the counterweight frame 12 such that a removal of counterweights 2.1 to 2.8 between the first mark 22 and a further mark 32.1 and between the further markings 32.2, 32.n corresponds to a standard weight of a passenger. Such a standard weight is for example 80 kg.
  • the further markings 32.1, 32.2, 32.n form for the service technician with a known number of trapped passengers a clue as to how many counterweights 2.1 to 2.8 can be taken from the counterweight frame 12 in order to bring about the desired downward travel of the car 1.
  • the further markings 32.1, 32.2, 32.n are glued to the counterweight frame 12 as an adhesive tape, for example. Further design variants of the further markings 32.1, 32.2, 32.n are mentioned above.
  • FIG. 4 holds a snapshot, in which the counterweights 2.1 to 2.4 to the second further mark 32.2 are removed from the counterweight frame 12.
  • the counterweights 2.1 to 2.4 to the second further mark 32.2 are removed from the counterweight frame 12.
  • the specific classification and number of marks 32.1, 32.2, 32.n on the counterweight frame 12 depends largely on the dimensioning of the car 1, in particular for how many passengers the car 1 is designed. It is therefore up to the skilled person to make a suitable for the respective cabin 1 marking the counterweight 2.
  • the removed counterweights 2.1 to 2.8 and the counterweight protection shield 9 are to be brought out of the shaft 6 and stored outside the shaft 6 between. This guarantees that the shelter below the car 1 between the shaft bottom 7 and the bottom of the car 1 is guaranteed at all times.
  • the folded-down part is preferably dimensioned so that the shelter below the car 1 remains free. Accordingly, the counterweight protection shield 9 can remain in the shaft.
  • a ninth step the service technician leaves the shaft space 6 and releases the holding brake.
  • the trapped passengers can finally be released from the cabin 1 in the evacuation position.
  • the counterweight weights 2.1 to 2.5 removed are to be reinserted into the counterweight frame 12 and the counterweight protection shield 9 brought into the intended position on the structure 8.

Landscapes

  • Cage And Drive Apparatuses For Elevators (AREA)
EP12171327.5A 2012-06-08 2012-06-08 Procédé d'évacuation pour ascenseur Withdrawn EP2671837A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP12171327.5A EP2671837A1 (fr) 2012-06-08 2012-06-08 Procédé d'évacuation pour ascenseur

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP12171327.5A EP2671837A1 (fr) 2012-06-08 2012-06-08 Procédé d'évacuation pour ascenseur

Publications (1)

Publication Number Publication Date
EP2671837A1 true EP2671837A1 (fr) 2013-12-11

Family

ID=46245906

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12171327.5A Withdrawn EP2671837A1 (fr) 2012-06-08 2012-06-08 Procédé d'évacuation pour ascenseur

Country Status (1)

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EP (1) EP2671837A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6085567U (ja) * 1983-11-15 1985-06-12 三菱電機株式会社 エレベ−タの釣合おもり装置
JP2000255941A (ja) * 1999-03-11 2000-09-19 Hitachi Building Systems Co Ltd エレベータの釣合おもり
JP2001192190A (ja) * 2000-01-12 2001-07-17 Mitsubishi Electric Corp エレベーター装置
EP1332999A1 (fr) 2000-10-20 2003-08-06 Kabushiki Kaisha Toshiba Ascenseur sans local de machinerie

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6085567U (ja) * 1983-11-15 1985-06-12 三菱電機株式会社 エレベ−タの釣合おもり装置
JP2000255941A (ja) * 1999-03-11 2000-09-19 Hitachi Building Systems Co Ltd エレベータの釣合おもり
JP2001192190A (ja) * 2000-01-12 2001-07-17 Mitsubishi Electric Corp エレベーター装置
EP1332999A1 (fr) 2000-10-20 2003-08-06 Kabushiki Kaisha Toshiba Ascenseur sans local de machinerie

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