EP3204323A1 - Concept d'évacuation de systèmes d'ascenseur - Google Patents

Concept d'évacuation de systèmes d'ascenseur

Info

Publication number
EP3204323A1
EP3204323A1 EP15774934.2A EP15774934A EP3204323A1 EP 3204323 A1 EP3204323 A1 EP 3204323A1 EP 15774934 A EP15774934 A EP 15774934A EP 3204323 A1 EP3204323 A1 EP 3204323A1
Authority
EP
European Patent Office
Prior art keywords
cabin
elevator system
evacuated
cabins
evacuation
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Withdrawn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
EP15774934.2A
Other languages
German (de)
English (en)
Inventor
Günter REUTER
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.)
ThyssenKrupp AG
TK Elevator GmbH
Original Assignee
ThyssenKrupp AG
ThyssenKrupp Elevator 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 AG, ThyssenKrupp Elevator AG filed Critical ThyssenKrupp AG
Publication of EP3204323A1 publication Critical patent/EP3204323A1/fr
Withdrawn legal-status Critical Current

Links

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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B2201/00—Aspects of control systems of elevators
    • B66B2201/30—Details of the elevator system configuration

Definitions

  • the present invention relates to an elevator system in which a plurality of vertically stacked cars or cabins are moved independently of each other in a common shaft.
  • the invention further describes an evacuation method for such an elevator system.
  • Elevator systems in which a plurality of vertically stacked cabins are independently movable in a common shaft, are known. Each cabin has its own drive. Typically, in this case, a lower cabin of supporting ropes, which run laterally past the upper cabin, worn. By providing a corresponding elevator control, which maintains a certain minimum distance between the cabins, a safe operation of such an elevator system can be ensured, in particular collisions between the cabins can be excluded.
  • Such elevator systems can also comprise more than two cabins arranged one above the other and movable independently of each other in an elevator shaft.
  • Each elevator system is to be equipped with an evacuation device, which ensures that passengers in an elevator car, which comes to a halt after an accidental halt caused by an inadvertent hold between two floors, can be brought to a suitable, in particular, nearest floor.
  • a possible reason for such a stand-still can be, for example, a failure of a corresponding drive.
  • EN 81-1 / 2 and EN 81-20 / 50 provide for persons evacuation of lifts with large distances between stops different possibilities, if a car between two floors comes to an unintentional standstill or is blocked:
  • First is a Evacuation possible via emergency doors provided in the shaft wall. This must be provided in vertical intervals of maximum limn emergency doors over which trapped persons can be evacuated.
  • evacuation is possible via emergency juncred doors provided in the side walls of the cabs from a blocked or stuck cab to a functional cab moved laterally thereon.
  • the North American standard ASME provides for evacuation via the car roof to the car roof of such an adjacent elevator. For this purpose, appropriate hatches are provided in the cabin ceiling.
  • a climb over cabin roofs horizontally juxtaposed cabins is associated with various disadvantages.
  • the passengers must first be brought to the roof of the blocked cabin.
  • the "abyss" to a neighboring car roof must then also be exceeded.
  • the space available on a car roof is very limited due to the arrangement of different elevator components.
  • An evacuation device for elevators with horizontal side by side movable in a common shaft elevator cars is known from EP 0 212 147 El.
  • multicar systems in which at least two cabins arranged vertically one above the other can be moved independently of one another in a common shaft, the above-described concepts for evacuation can not be reasonably realized.
  • such systems due to the operation of several cars vertically one above the other in the same shaft (ie the same lane), have a considerably higher capacity than conventional elevator systems. If a cabin is stuck in such a shaft, initially the capacity of this road is blocked. If, in such a case, the adjacent roadway is also blocked for evacuation into a laterally offset cabin, the conveying capacity of the elevator system as a whole collapses massively.
  • elevator systems have a complicated cable guide with respect to carrying and sub-cables.
  • two sections of the suspension elements eg suspension ropes
  • two sections of the sub-ropes conventionally run next to the upper cabin.
  • laterally of the cab also run guide rails.
  • guide rails In the case of an evacuation in a horizontally adjacent cabin positioned such ropes and guide rails for passengers are difficult to overcome obstacles.
  • the present invention therefore aims at providing an evacuation concept which can be realized in a simple manner for elevator systems in which several cabins arranged vertically one above the other can be moved independently of one another in a common shaft.
  • the plurality of vertically stacked cabins are independently movable in a common shaft by means of an elevator control, wherein the elevator control is arranged such that in a first operating mode, a first minimum distance between the respective cabins is maintained, and in one second operating mode, a second minimum distance, which is smaller than the first minimum distance is maintained.
  • the first operating mode corresponds to the normal operation of the elevator system.
  • the first minimum distance is in this case selected such that a safe operation of the elevator system under normal operating conditions is possible.
  • the second operating mode corresponds to an emergency or evacuation operating mode in which passengers have to be evacuated from a blocked car, and for this purpose a further car located vertically above or below the car to be evacuated is brought to the car to be evacuated.
  • a further car located vertically above or below the car to be evacuated is brought to the car to be evacuated.
  • only a smaller minimum distance must be maintained, for example 1 m, 1.50 m or 2 m.
  • the collision safety can be ensured inter alia by the fact that the other car is brought to the cabin to be evacuated only with a reduced speed compared to the normal operation.
  • the evacuation device expediently has an openable floor hatch for a topmost cabin, and an openable roof hatch for a lowermost cabin.
  • the evacuation means of the cabins located between the uppermost cabin and the lowermost cabin suitably comprise a roof hatch and a floor hatch, so that evacuation can take place both in the car a lower and in an upper adjacent cabin is possible.
  • passengers to be evacuated do not have to leave the projection area of the cars.
  • the psychological burden of passengers who are exposed to evacuation, compared to conventional solutions greatly reduced.
  • a security and guidance of passengers is in this case much easier possible than was the case in conventional systems with horizon- 1er exceeding an abyss.
  • the evacuation devices of the cabins each have at least one openable door in at least one of its side walls. These are in particular special evacuation doors, which are arranged on the cabs in addition to ordinary cabin doors. The evacuation doors are thus offset from the shaft doors of the elevator system and can not be used for entering and exiting in normal operation.
  • the evacuation devices of at least some of the cabins have at least one transfer device. In this case, it is to be thought in particular of telescopically extendable transfer devices, whereby different distances between two adjacent cars can be bridged in the case of evacuation. It is conceivable to automatically provide or put into operation in the evacuation case such Kochsiere wornen.
  • each of the cabins with one train such override.
  • one or two of such overhead devices could be maintained in the wellhead and / or pit, which are moved vertically within the well as needed.
  • the passengers to be evacuated from such a door on an over-climbing device which is provided laterally outside of the cabin, step up and over the transfer device to a zoomed, vertically spaced cabin or descend , wherein in the approached cabin a corresponding openable door is provided.
  • the transfer devices are designed as ladders.
  • Such ladders preferably have lateral protective elements, so that passengers to be evacuated have a lateral securing device when ascending or descending via such a ladder.
  • Such lateral protection elements, as well as the actual ladder itself may be formed with rungs. It is also conceivable to use here lateral grid elements or wall elements.
  • the cabs are formed with suspension elements and weight compensation means, in particular suspension cables or sub-cables, which are guided past the cabs at least partially laterally.
  • suspension means can be operated in a particularly favorable manner by means of a traction sheave drive, whereby a total of a very robust and reliable elevator system is provided.
  • the concept according to the invention of evacuation from a cab to be evacuated into a further cabin located above or below this cabin without exceeding the cabin projection surface proves to be particularly favorable in such elevator systems, since during the evacuation Do not interfere with a running to be evacuated cabin suspension or sub-cables.
  • the cabs can be moved along vertically extending guide rails.
  • Such guide rails also extend laterally of the respective cabins. These guide rails are no obstacle in the evacuation according to the invention.
  • the side walls of the cabin can be designed in a very simple manner.
  • the respective steps optionally either automatically, for example, caused by the elevator control, or can be performed on each occasion by a rescue force.
  • corresponding sensors or recognition devices are provided, which are connected to the elevator control.
  • Switching from a first operating mode to a second operating mode may also be automatic. However, it is also conceivable that a rescue force or another suitable person enters a corresponding control command in the elevator control. The same applies to the approach of a car to the cabin to be evacuated. This can be done either automatically or by manual control.
  • FIG. 1 shows a schematic side view of an elevator system with two stacked, independently movable cabs according to the prior art
  • FIG. 2 shows a schematic cross section along the line A'A in FIG. 1
  • 3 shows a schematic longitudinal section of an elevator system with three cabs arranged one above the other and movable independently of one another according to a first preferred embodiment of the invention
  • FIG. 4 shows a schematic longitudinal section of an elevator system with three cabs arranged one above the other and movable independently of one another according to a second preferred embodiment of the invention
  • FIG. 5 shows a schematically simplified perspective drawing of the embodiment according to FIG. 4, and FIG.
  • Figure 6 is a schematic simplified cross section of a car usable for the second embodiment, in which possible positions of doors in side walls are shown.
  • an elevator system according to the prior art with two independently movable in a shaft 20, one above the other arranged cars 10, 14 is shown to illustrate the invention.
  • the upper basket 10 is movable by means of a first drive, not shown, and the lower car 14 by means of a second drive, not shown. It was assumed that both drives are a traction sheave drive.
  • the first car 10 is moved by means of a support means 30.
  • the suspension element 30 is guided over a traction sheave (not shown) of the first drive and connected to a first counterweight likewise not shown in FIG.
  • the first car 10 further comprises a sub-cable 32, which is guided over pulleys 33, 34 and the driving basket 10 downwardly extending (shown in phantom) via a provided in the pit of the shaft 20, not shown Deflection means is also connected to the first counterweight.
  • the lower cable 32 in this case runs past opposite side walls of the first car, wherein the respective cable sections guided past opposite walls are denoted by 32a or 32b.
  • the lower cabin 14 is movable by means of a support means 40, which is guided outside the travel path of the upper cabin 10.
  • the second support means 40 is guided over rollers 43, 44 formed on the lower cabin 14 outside the upper cabin 10 and the lower cable 32, respectively.
  • the support means 40 is thus also on the two opposite sides of the upper cabin 10, on which the lower cable 32 is guided past.
  • the corresponding areas of the support means 40 are designated 40a, 40b.
  • a sub-cable of the cabin 14 is also partially shown and designated 37. Overall, this cable guide allows independent mobility of the cabins 10, 14 in the shaft 20.
  • FIG. 3 can be seen three vertically stacked, independently movable cabins 10, 12, 14.
  • the cabins are moved by means of a common elevator control 22.
  • no drives or suspension elements or sub-cables are shown here. It is also possible to provide a control for each cabin.
  • the upper cabin 10 is formed with a floor hatch 24.
  • the middle cabin 12 is formed with a floor hatch 24 and a roof hatch 26. Furthermore, a ladder 28 is provided on the roof of the cabin 12 as a step-over device for the evacuation fall.
  • the lower cabin 14 has a roof hatch 26 and a ladder 28.
  • the cabins 10, 12, 14 can be moved independently of one another in the shaft 20.
  • the second mode of operation e.g. the upper cabin 10 in a special drive mode, for example, at slower speed than in normal operation, brought to the central, to be evacuated cabin 12.
  • a reduced minimum distance is maintained in the second mode, for example a minimum distance of 1.5 m or 2 m.
  • the rescue force opens a floor hatch 24 provided in the cabin floor of the upper cabin 10.
  • a first hovering means which can be provided, for example, in the cabin 10 or at another suitable location, the rescue force descends to the roof of the cabin 12 to be evacuated.
  • a lighting that illuminates the space between the upper cabin 10 and the cabin 12 to be evacuated.
  • the light is expediently bundled in such a way that no view into the unlit shaft (ie outside the projection surface of the cabins) is possible.
  • the rescue worker or other suitable person informs the passengers to be evacuated that the roof hatch 26 of the cabin 12 to be evacuated is opened.
  • the rescue force After opening the roof hatch 26, the rescue force positions a second override means 28, which is for example kept on the roof of the cabin 12, and goes down into the blocked cabin.
  • the passengers to be evacuated After appropriate instruction of the passengers to be evacuated, they are successively evacuated to the roof of the car 12 via the second hover means 28 and then into the upper car 10 via the first hover means. Appropriately, the passengers are hereby secured by the rescue force or rescue workers.
  • the first crossing means is dismantled and closed the bottom hatch 24 of the upper cabin.
  • the passengers can now be driven in a special drive mode to the next evacuation stop in the upper cabin 10.
  • FIGS. 4 to 6 illustrate a second embodiment of the invention in which an evacuation via doors provided in the side walls of the cars is explained.
  • FIG. 4 essentially corresponds to FIG. 3, wherein each cabin 10, 12, 14 is formed with a lateral door which can be opened for evacuation.
  • Schematically illustrated for the car 14 is a ladder formed as a step-up device 28.
  • each of the cabins 10, 12, 14 may be formed with such a boarding device 28.
  • the positioning of this transfer device (s) 28 during normal operation of the elevator system can be done appropriately. For example, it is possible to provide the boarding device 28 on the outer wall or inner wall of the corresponding side wall of the car in which the door 52 is formed. It would also be conceivable to hold the boarding device 28 on the roof or the floor of the cabin.
  • FIG. 5 shows, in a simplified perspective view, two in accordance with a minimum distance, which is provided for an evacuation situation (referred to in the claims as the second minimum distance) vertically stacked and approached cabins.
  • Each of the cabins 10, 12 is formed with a ladder 28 formed as a ladder. It should be noted that, for reasons of clarity, only individual ladder rungs 28a are shown.
  • the overflow elements 28 preferably have lateral protective elements 28b, which may likewise be designed as rungs or grid elements.
  • lateral protective elements 28b which may likewise be designed as rungs or grid elements.
  • a car door shown schematically 19 is designated.
  • a landing door is not shown here in detail.
  • the doors (seen from the car door 14) may be formed either in front of or behind the guide rails 60.
  • the arranged in front of the guide rails 60 doors 52 are 52 a, which are behind the guide rails 52 b. It is also possible to arrange such a door in the back 10c of the cab.
  • a corresponding door is designated 52c.
  • Overhead devices associated with the respective doors 52a, 52b, 52c are each designated at 28.
  • such an arrangement of side doors 52a, 52b, 52c requires e.g. B. a corresponding positioning of the support means and counterweights. It is conceivable, for example, to provide the counterweights 53, 54, as shown in FIG. 2, correspondingly narrower and longer when providing a door 52c, so that the door 52c or the associated transfer device 28 can be arranged between these counterweights ,

Landscapes

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

Abstract

L'invention concerne un système d'ascenseur, dans lequel une pluralité de cabines (10, 12, 14), disposées verticalement les unes au-dessus des autres, sont déplaçables indépendamment dans une cage commune. L'invention est caractérisée en ce que les cabines sont équipées de dispositifs d'évacuation qui permettent à des passagers d'une cabine à évacuer de passer dans une cabine adjacente verticalement au-dessus ou au-dessous de la cabine à évacuer.
EP15774934.2A 2014-10-10 2015-10-07 Concept d'évacuation de systèmes d'ascenseur Withdrawn EP3204323A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014220633.2A DE102014220633A1 (de) 2014-10-10 2014-10-10 Evakuierungskonzept für Aufzugsysteme
PCT/EP2015/073110 WO2016055507A1 (fr) 2014-10-10 2015-10-07 Concept d'évacuation de systèmes d'ascenseur

Publications (1)

Publication Number Publication Date
EP3204323A1 true EP3204323A1 (fr) 2017-08-16

Family

ID=54251524

Family Applications (1)

Application Number Title Priority Date Filing Date
EP15774934.2A Withdrawn EP3204323A1 (fr) 2014-10-10 2015-10-07 Concept d'évacuation de systèmes d'ascenseur

Country Status (5)

Country Link
US (1) US20170240380A1 (fr)
EP (1) EP3204323A1 (fr)
CN (1) CN107148393A (fr)
DE (1) DE102014220633A1 (fr)
WO (1) WO2016055507A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU2016312902B2 (en) * 2015-08-27 2019-07-11 Inventio Ag Elevator car with ladder removable from the interior
US10011460B2 (en) * 2016-09-27 2018-07-03 Otis Elevator Company Elevator dynamic displays for messaging and communication
CN107804767A (zh) * 2017-12-13 2018-03-16 康力电梯股份有限公司 一种乘客电梯用电梯曳引驱动结构
EP3782947B1 (fr) * 2019-08-21 2023-02-22 KONE Corporation Cabine d'ascenseur changeable entre les etats de simple et double pont

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0212147B1 (fr) 1985-08-19 1989-03-29 Inventio Ag Dispositif d'évacuation pour ascenseur
JPH0796428B2 (ja) * 1989-09-14 1995-10-18 三菱電機株式会社 エレベータ非常時救出装置
JP2825370B2 (ja) * 1991-07-23 1998-11-18 株式会社東芝 ダブルデッキエレベータの救出装置
JPH05132257A (ja) * 1991-11-13 1993-05-28 Mitsubishi Electric Corp エレベーターの制御装置
JPH08245135A (ja) * 1995-03-13 1996-09-24 Toshiba Elevator Eng Kk ダブルデッキエレベータ
JPH1017228A (ja) * 1996-07-03 1998-01-20 Toshiba Corp ダブルデッキエレベータ
JP2006027808A (ja) * 2004-07-15 2006-02-02 Toshiba Elevator Co Ltd エレベータ装置
EP2072445A1 (fr) * 2007-12-21 2009-06-24 Inventio Ag Procédé de fonctionnement pour un ascenseur doté de deux cabines et d'un contrepoids
JP2012035922A (ja) * 2010-08-03 2012-02-23 Toshiba Elevator Co Ltd ダブルデッキエレベータおよびその災害時の運転方法

Also Published As

Publication number Publication date
CN107148393A (zh) 2017-09-08
DE102014220633A1 (de) 2016-04-14
US20170240380A1 (en) 2017-08-24
WO2016055507A1 (fr) 2016-04-14

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