[Technical Field]
[0001] In normal operation, elevator doors are automatically opened by a door drive usually
located on the elevator car. In case that the car stops between floors, e.g., due
to a power failure, passengers force the car doors manually to open. A car door locking
apparatus is therefore required to prevent this type of manual opening. The present
invention relates to an elevator car door locking apparatus to lock the door outside
a landing zone, independent of the door drive and with taking into account some possible
car inclination due to eccentric car loading.
[Background Art]
[0002] There are many car door locking apparatuses operated by the door drive or the door
coupling mechanism motion. There is such a disadvantage that these car door locking
apparatuses can not be applied to already existing door drives or door coupling mechanisms
without modification. Also, installation tolerances become stricter due to the combination
of a plurality of functions in one mechanism.
[0003] For example, a car door locking apparatus that is not dependent on the door drive
or door coupling mechanism is described in Patent
GB 2206331.
[0004] As shown in Fig. 14, the first conventional car door locking apparatus described
in Patent
GB 2206331 is composed of lever mechanisms 8 and 10, an electrically operated actuator 13, and
stationary guide surfaces 12 in the hoistway, which are combined to generate three
possible lock element positions.
[0005] As the actuator 13 pulls a lever 9 upward, a lock element 5 pivots clockwise about
a pivot point A to a first locked position where a latch 7 engages with a pin 4. This
disables opening operations of doors 1 and 2. Further, when the actuator 13 is not
activated, the lever 9 moves downward due to the force of gravity, causing the lock
element 5 to rotate counterclockwise about the pivot point A to a second locked position
where a latch 6 engages with a pin 3. This disables opening operations of the doors
1 and 2. Further, in the case where the guide surface 12 is present, the roller 11
comes into contact with the guide surface 12, and the linked lever mechanism of the
levers 8 and 10 causes the lock element 5 to be held in an unlocked position where
the latches 6 and 7 are spaced away from the pins 3 and 4 by the distance 1. This
enables opening operations of the doors 1 and 2.
[0006] For example, a similar car door locking apparatus is also described in Patent
US 4934488.
[0007] As shown in Fig. 15, the second conventional car door locking apparatus described
in Patent
US 4934488 is composed of a lever mechanism 17, an electrically operated actuator 18, and stationary
guide surfaces 19 in a hoistway, which are combined to generate three possible lock
element positions.
[0008] A lock element 16, which is equipped with a roller 17a and has a lever 17b linked
thereto, is rotated by the electrically operated actuator 18 away from the guide surface
19 to a first locked position C where an upper protrusion 16c restricts the movement
of a restriction element 15. When the actuator 18 is not activated, the lock element
16 rotates to a second locked position B where a lower protrusion 16d restricts the
movement of the restriction element 15. Then, when the roller 17a comes into contact
with the guide surface 19, the lock element 16 rotates from the second locked position
B to the unlocked position A. For control during car travel, the actuator 18 is caused
to remain energized from the start of car travel until immediately before the car
arrives at a predetermined designated floor, the actuator 18 being de-energized immediately
prior to the arrival at the designated floor.
[0009] In the first conventional car door locking apparatus, in case of a power failure
with the car positioned outside the landing zone, the lock element 5 rotates from
the first locked position to the second locked position via the unlocked position.
So, in case that the doors 1 and 2 are opened in between floors during a power failure,
there is always a short moment that the lock element 5 is unlocked before it reaches
the second locked position.
[0010] In the second conventional car door locking apparatus, in case of a power failure
with the car positioned outside the landing zone, the lock element 16 rotates from
the first locked position C to the second locked position B via the unlocked position
A. So in case that the doors are opened in between floors during a power failure,
there is always a short moment that the lock element 16 is unlocked before it reaches
the second locked position B.
[0011] Car inclination may occur due to eccentric car loading and the always present clearances
or flexibilities in the car guiding. For car door locking apparatuses using a mechanism
on the car including a roller that may contact guide surfaces in the hoistway, car
inclination in the direction towards the guide surfaces directly influences the amount
of motion of the roller. Also the installation tolerances of the guide surfaces directly
influence the possible roller motion. In the first and second conventional car door
locking apparatuses mentioned above, car inclination and installation tolerances will
result in a different lock element rotation. As a result, the lock element rotation
may vary and is related to the floor and the actual car load. This increases the level
of possible lock malfunctioning.
[Disclosure of the Invention]
[0012] An object of the present invention is to provide a car door locking apparatus in
which a lock element is adapted to assume two states of a locked position and an unlocked
position, the lock element being capable of retaining the locked position even in
case of a power failure with a car positioned outside a landing zone, and which takes
car inclination and installation into consideration and is independent of a door drive.
[0013] This invention relates to an elevator car door locking apparatus for locking a sliding
door of an elevator car when the car is not in a landing zone, the elevator car door
locking apparatus including: a guide surface mounted in a hoistway at each landing;
and a lock mechanism portion mounted to the car. The lock mechanism portion includes:
a support fixedly mounted to the car; a lock element mounted to the support and adapted
to move between a locked position where the lock element is positioned inside a motion
path of the door to restrict an opening operation of the door and an unlocked position
where the lock element is positioned outside the motion path of the door to enable
the opening operation of the door; and an actuation portion mounted to the support
and adapted to be movable toward and away from the guide surface, the actuation portion
being, during travel of the car, in a retracted position away from the guide surface
to keep the lock element in the locked position and being, upon arrival of the car
at a landing, in an actuation position in engagement with the guide surface and moving
away from the guide surface to move the lock element from the locked position to the
unlocked position. Further, the actuation portion is constructed such that when the
actuation portion is in the actuation position, motion of the actuation portion away
from the guide surface by a prescribed quantity complete motion of the lock element
to the unlocked position, and motion of the actuation portion beyond the prescribed
quantity causes the unlocked position of the lock element to be maintained.
[0014] According to this invention, the lock element assumes the locked position during
car operation and assumes the unlocked position upon car arrival at a landing. The
locked position is thus retained even in the event of a power failure during car operation.
Further, the unlocked position of the lock element is maintained during motion of
the actuation portion beyond a prescribed quantity. Accordingly, by setting the prescribed
quantity as the motion of the actuation portion corresponding to the worst condition
of car inclination and installation tolerances, the car inclination and installation
tolerances do not have any effect on the unlocked position of the lock element.
[Brief Description of the Drawings]
[0015]
Fig. 1 is a perspective view, as seen from the landing side, of an elevator car door
locking apparatus according to an embodiment of the present invention.
Fig. 2 is a perspective view, as seen from the car side, of an elevator car door locking
apparatus according to an embodiment of the present invention.
Fig. 3 is a side view showing an unlocked position inside a landing zone of an elevator
car door locking apparatus according to an embodiment of the present invention.
Fig. 4 is a view for explaining an activated state of an actuator inside a landing
zone in an elevator car door locking apparatus according to an embodiment of the present
invention;
Fig. 5 is a view for explaining a non-activated state of an actuator inside a landing
zone in an elevator car door locking apparatus according to an embodiment of the present
invention;
Fig. 6 is a view for explaining an activated state of a cam inside a landing zone
in an elevator car door locking apparatus according to an embodiment of the present
invention;
Fig. 7 is a view for explaining a non-activated state of an actuator outside a landing
zone in an elevator car door locking apparatus according to an embodiment of the present
invention;
Fig. 8 is a front view showing an unlocked state inside a landing zone of an elevator
car door locking apparatus according to an embodiment of the present invention;
Fig. 9 is a side view, as seen from the bracket side, showing an unlocked state inside
a landing zone of an elevator car door locking apparatus according to an embodiment
of the present invention;
Fig. 10 is a rear view showing an unlocked state inside a landing zone of an elevator
car door locking apparatus according to an embodiment of the present invention;
Fig. 11 is a side view, as seen from the support board side, showing an unlocked state
inside a landing zone of an elevator car door locking apparatus according to an embodiment
of the present invention;
Fig. 12 is an enlarged side view of the vicinity of a cam, for explaining a locked
state inside a landing zone of an elevator car door locking apparatus according to
an embodiment of the present invention;
Fig. 13 is an enlarged side view of the vicinity of a cam, for explaining an unlocked
state inside a landing zone of an elevator car door locking apparatus according to
an embodiment of the present invention;
Fig. 14 is a structural view schematically showing an example of a conventional elevator
car door locking apparatus; and
Fig. 15 is a structural view schematically showing another example of a conventional
elevator car door locking apparatus.
[Best Mode for carrying out the Invention]
[0016] Hereinbelow, the basic concept and operation of the present invention are described
by way of an embodiment of the invention with reference to the drawings.
[0017] Figs. 1 and 2 show an embodiment of an elevator car door locking apparatus of the
present invention from two different view points. A car door locking apparatus 22
is composed of a locking mechanism portion 23 attached to the car, and guide surfaces
24 which are mounted in a hoistway at each landing position. Although the locking
mechanism portion 23 is positioned underneath the car sill 20 in this embodiment,
the present invention is not limited only to this position. Further, the guide surfaces
24 are static mounted in the hoistway at each landing. The car locking apparatus 22
prevents a sliding door 21 from opening unless the locking mechanism portion 23 is
positioned opposite the guide surface 24 and an electromagnetically operated actuator
38 of the locking mechanism portion 23 is not activated or powered.
[0018] Next, the locking mechanism portion 23 will be explained in more detail with reference
to Fig. 3.
[0019] A support 27 includes a long support arm 27A and a support board 27B formed integrally
with the other end side of the support arm 27A. The upper end of the support arm 27A
extends above the car sill 20 and the lower end side thereof is suspended below the
car sill 20, the support arm 27A being static mounted to a car frame (not shown).
Further, the support board 27B extends from one side of the support arm 27A, with
the direction of its plane being vertical.
[0020] A latch 25 serving as a lock element is mounted to the upper end of the support arm
27A so as to be rotatable about a hinge point 26. In the horizontal position (locked
position) shown, the latch 25 is positioned in the door 21 motion path so that the
door 21 can not be opened. Further, in the maximum rotated position (unlocked position),
the latch 25 is moved out of the door 21 motion path and the door 21 can be opened.
Note that the center of mass of the latch 25 is to be always positioned between the
car door 21 and the hinge point 26.
[0021] A vertically extending slotted hole 30 is bored in the support board 27B in proximity
to the support arm 27A. Further, a shaft element 29 is fitted in and guided inside
the slotted groove 30 so as to be vertically movable.
[0022] One end of a wire or rod 28 is connected to the latch 25 eccentrically from the hinge
point 26 and the other end thereof is connected to the shaft element 29. Downward
movement of the shaft element 29 as it is guided inside the slotted hole 30 pulls
the wire or rod 28 downward. This causes the latch 25 to rotate counterclockwise about
the hinge point 26 shown in Fig. 3 to move out of the door 21 motion path, thus releasing
the lock on the door 21. Note that other than the above-described example, other vertical
guides may be applied instead of the shaft element 29 inside the slotted hole 30.
[0023] A bracket 37 is mounted to the support 27 so as to be horizontally movable. In the
shown example, a guide rail 36 is mounted to the support board 27B, with the longitudinal
direction of the guide rail 36 being horizontal. Further, three rollers 35 are mounted
to the bracket 37 so as to be rotatable about the horizontal axis. The bracket 37
is mounted to the support board 27B with two rollers 35 put on the guide rail 36 from
above and the remaining one roller 35 applied onto the guide rail 36 from below. This
construction enables the bracket 37 to move toward and away from the guide surface
24. While the horizontal guide here is composed of the guide rail 36 mounted to the
support board 27B and the three rollers 35 mounted to the bracket 37, other guide
systems can be applied instead as well.
[0024] A cam 32 is mounted to and moved along with the bracket 37. As will be described
below, the cam 32 includes an inclined part 32a in sloping downward toward the guide
surface 24, with the inclined part 32a contacting the shaft element 29. Here, if the
cam 32 moves away from the guide surface 24 along with the motion of the bracket 37,
it results in a downward motion of the shaft element 29. This downward motion of the
shaft element 29 results in a pulling force to the wire or rod 28.
[0025] Next, the driving mechanism of the bracket 37 will be described.
[0026] An electromagnetically operated actuator 38 is mounted to bracket 37. Further, the
lever 33 is fixed to a driving shaft 38a of the actuator 38. Further, a roller 31
is rotatably mounted to the free end of a lever 33.
[0027] The actuator 38 is able to rotate the lever 33 from the horizontal position over
a certain angle when activated. Rotation of the lever 33 results in a certain gap
between the roller 31 and the guide surface 24. By this gap no contact between the
roller 31 and the guide surfaces 24 occurs during car travel. A return spring (not
shown) makes sure that in case that the actuator is not activated or powered, the
lever 33 returns to and is kept in the horizontal position. In this case there will
be some overlap in position of the guide surface 24, if present, and the roller 31.
If the car is not in the landing zone, the lever 33 with the linked roller 31 can
rotate freely to the horizontal position. The bracket 37 remains in the default position.
However, in case that the car is in the landing zone, the roller 31 contacts the guide
surface 24 before the lever 33 reaches the horizontal position. The only way that
the lever 33 can continue to rotate to the horizontal position is when the bracket
37 moves away from the guide surface 24.
[0028] A spring 39 is installed in order to urge the bracket 37 in the direction of the
guide surface 24 and applied between the bracket 37 and the support board 27B to ensure
that the bracket 37 returns to the default position after the actuator 38 rotates
the lever 33 along with the roller 31 away from the guide surface 24.
[0029] A rubber stopper 34, which serves to determine the default position of the bracket
37, is mounted to the bracket 37. As the bracket 37 moves toward the guide surface
24 due to the urging force of the spring 39, the stopper 34 comes into contact with
the support board 27B, stopping the movement of the bracket 37. The bracket 37 is
thus retained in the default position.
[0030] Here, the rope or rod 28, the shaft element 29, the roller 31, the cam 32, the bracket
37, the actuator 38, etc. constitute an actuation portion of the lock mechanism portion
23.
[0031] Operation of the actuator 38 is described next with reference to Figs. 4 through
7.
[0032] Fig. 4 shows the actuator 38 in the activated state. When the actuator 38 is activated,
the lever 33 is rotated away from the guide surface 24 together with the roller 31
linked to the lever 33. This rotation of the lever 33 causes the roller 31 to be positioned
at a retracted position with a certain gap between the roller 31 and the guide surface
24. This prevents generation of noise and vibration resulting from the roller 31 coming
into contact with the guide surface 24 as the car passes landings during car travel.
[0033] In Fig. 5, the car is in the landing zone and the actuator 38 is shown in a non-activated
state. The lever 33 will rotate to the horizontal position by gravity force and return
spring force. However, due to the presence of the guide surface 24, the roller 31
will contact the guide surface 24 before the lever 33 reaches the horizontal position.
Further, as shown in Fig. 6, the lever 33 continuously rotates until reaching the
horizontal position, causing a reaction force from the guide surface 24 to the roller
31. The reaction force is transferred to the bracket 37, moving the bracket 37 away
from the guide surface 24. A requirement is that the force to move the bracket 37
away from the guide surface 24 is smaller than the force to rotate the lever 33 to
the horizontal position. As described above, the roller 31 is positioned at an actuation
position in engagement with the guide surface 24, and the cam 32 linked to the bracket
37 is moved along with the bracket 37 and away from the guide surface 24. The door
21 is then unlocked.
[0034] Fig. 7 shows what happens if the actuator 38 is not active in case that the car is
not in the landing zone. In that case, the lever 33 can rotate freely to the horizontal
position without the roller 31 contacting the guide surface 24. Therefore, since the
guide surface 24 does not generate a reaction force, the bracket 37 is not forced
to move and remains in the default position. The door 21 will remain locked.
[0035] Figs 8 through 11 show examples of the locking apparatus 22 in the unlocked position
when the car is in the landing zone. In this case, the actuator 38 is not activated.
Here, the lever 33 with the linked roller 31 is rotated to the horizontal position
and the guide surface 24 generates a reaction force against the roller 31, causing
the bracket 37 with the linked cam 32 to move away from the guide surface 24. The
bracket 37 is horizontally guided by the support 27 (support board 27b). Here, the
spring 39 positioned between the bracket 37 and the support 27 is compressed by the
motion of the bracket 37. The force of the spring 39 is sufficient to return the bracket
37 to the default position as soon as the roller 31 comes out of contact with the
guide surface 24. The force of the spring 39 is less than the force to keep the lever
33 in the horizontal position, so at least less than the force of the return spring
of the actuator 38. By the motion of the cam 32 which is gradually distanced from
the guide surface 24, the shaft element 29 is guided down inside the slotted hole
30. The displacement of the shaft element 29 pulls the wire or rod 28 down and rotates
the latch 25 around hinge point 26. As a result, the latch 25 is rotated out of the
motion path of the door 21, and the door 21 is no longer locked. In other words, in
the case that the car is in the landing area, the latch 25 is held at the unlocked
position and the door 21 can be opened.
[0036] Note that other vertical guide systems may also be applied instead of the slotted
hole 30.
[0037] The rotation of the latch 25 has two extreme positions; A) a rotation angle (locked
position) to lock the door 21 and B) a rotation angle (unlocked position) to unlock
the door 21. The maximum rotation angle for unlocking the door 21 shall be limited
for several reasons. The first reason is that the latch 25 is protruding too much
from the car sill line in case it rotates over a too big angle. Thus there is a fear
that infringement with parts of the landing door equipment may occur. The second reason
is that the center of mass of the latch 25 shall always be positioned between the
car door 21 and the hinge point 26 to ensure that the latch 25 is always locked by
gravity in case the wire or rod 28 is broken. To limit the maximum rotation angle
of the latch 25, the shaft element 29 motion shall be limited as well. Again, the
shaft element 29 motion depends on the shape of the cam 32.
[0038] Now, the relationship between the cam 32 and the shaft element 29 is described in
more detail based on Figs. 12 and 13.
[0039] The cam 32 is composed of the inclined part 32a and the horizontal part 32b. As shown
in Figs. 12 and 13, the lower surface of the inclined part 32a is formed as an inclined
surface sloping downward toward the guide surface 24. Further, the lower surface of
the horizontal part 32b is formed as a horizontal surface extending horizontally from
the lower end of the lower surface of the inclined part 32a toward the guide surface
24. When the shaft element 29 is in contact with the inclined part 32a, the shaft
element 29 slides on the lower surface of the inclined part 32a while being guided
inside the slotted groove 30 and changing its vertical position as the cam 32 moves.
A drive force for moving the latch 25 from the locked position to the unlocked position
is generated at this time. Further, when the shaft element 29 is in contact with the
horizontal part 32b, the shaft element 29 slides on the lower surface of the horizontal
part 32b as the cam 32 moves, without the shaft element 29 changing its vertical position.
At this time, the drive force for moving the latch 25 from the locked position to
the unlocked position is maintained.
[0040] This shape is chosen because the motion of the bracket 37 varies within a certain
range dependent on the car inclination and installation tolerances. Car inclination
and installation tolerances directly influence the overlap distance between the roller
31 and the guide surface 24 and therefore the possible displacement of the bracket
37 for keeping the lever 33 horizontal. During contact of the shaft element 29 with
the lower surface of the inclined part 32a of the cam 32, the latch 25 is rotated
to a specified maximum rotation angle. The shape of the cam 32 is designed such that
the length and angle of the lower surface of the inclined part 32a is sufficient to
rotate the latch 25 to the maximum rotation angle in the worst case condition of car
inclination and installation tolerances. In that case the cam 32 will move over the
smallest distance (prescribed quantity). On the other hand, the cam 32 will move over
bigger distances in all conditions other than this worst case combination of car inclination
and installation tolerances. During this continued motion of the cam 32, the shaft
element 29 will follow the lower surface of the horizontal portion 32b of the cam
32, so that the latch 25 will be held in the maximum rotated position.
[0041] In Fig. 12, the cam 32 is still in the default position. The shaft element 29 is
in the upper position and contacts the lower surface of the inclined part 32a of the
cam 32. The wire or rod 28 is not pulled, so the latch 25 is still in the locked position.
In Fig. 13, the cam 32 moves away from the guide surface 24 over the smallest possible
distance (prescribed quantity) due to the worst case combination of car inclination
and installation tolerances. In this case, the shaft element 29 is moved down along
the lower surface of the inclined part 32a of the cam 32 until it reaches the lower
surface of the horizontal part 32b of the cam 32, causing the latch 25 to complete
its movement to the maximum rotated position. The cam 32 will move away from the guide
surface 24 over bigger distances in all conditions other than this worst case combination
of car inclination and installation tolerances. During continued motion of the cam
32 over the smallest possible distance, the shaft element 29 will follow the lower
surface of the horizontal part 32b of the cam 32. However, the wire or rod 28 is not
pulled down any further, so the latch 25 is kept in the maximum rotated position as
it is.
[0042] While in the described example the shaft element 29 directly slides on the lower
surface of the inclined part 32a and the horizontal part 32b of the cam 32, it is
also possible to fit rollers on the shaft element 29, the shaft element 29 moving
along the lower surface of the inclined part 32a and the horizontal part 32b of the
cam 32 while rotating the rollers. In this case, the frictional force and contact
wear, which result from movement of the shaft element 29 in conjunction with movement
of the cam 32, can be reduced.
[0043] With the locking apparatus 22 constructed as described above, the actuator 38 remains
energized from the start of car travel until immediately before the car arrives at
a predetermined designated floor, and is de-energized at a time immediately before
the car arrival at the floor. As shown in Fig. 4, a gap is produced between the roller
31 and the guide surface 24 during the car travel, thereby preventing noise and vibration
from being generated due to contact between the roller 31 and the guide surface 24.
At this time the latch 25 is retained at the locked position, disabling opening operation
of the door 21. Further, when, as shown in Fig. 6, the car arrives at the floor, the
cam 32 moves away from the guide surface 24 together with the bracket 37, causing
the latch 25 to move from the locked position to the unlocked position. This effects
the opening/closing operation of the door 21. Further, as shown in Fig. 7, in the
event of a power failure with the car positioned outside the landing zone, the lever
33 rotates to the horizontal position. Since the guiding surface 24 is not present
in this case, the latch 25 is retained at the unlocked position without the cam 32
moving away from the guide surface 24 together with the bracket 37. This prevents
the door 21 from being manually opened during a power failure.
[0044] Further, the locking apparatus 22 is independent of the door drive, making it applicable
to existing elevators without modifications to existing door drives or door coupling
mechanisms.
[0045] Further, the cam 32 is composed of the inclined part 32a and the horizontal part
32b. The length and angle of the lower surface of the inclined part 32a are designed
such that the shaft element 29 is positioned at the lower end of the lower surface
of the inclined part 32a when, under the worst case condition of car inclination and
installation tolerances, the cam 32 is moved together with the bracket 37 to rotate
the latch 25 from the locked position to the unlocked position (maximum rotated position).
The latch 25 can thus be rotated to the maximum rotated position even in the worst
case condition of car inclination and installation tolerances. The maximum cam 32
motion in all conditions other than this worst case combination of car inclination
and installation tolerances is greater than the maximum cam 32 motion in the worst
case combination of car inclination and installation tolerances. However, the increased
maximum cam 32 motion results in the movement of the shaft element 29 from the inclined
part 32a to the horizontal part 32b, after which the shaft element 29 moves along
the horizontal part 32b, thus maintaining the maximum rotated position of the latch
25. Accordingly, car inclination and installation tolerances do not influence the
maximum rotated position of the latch 25, thereby preventing the latch 25 from protruding
too much from the car sill line which may cause infringement with parts of landing
door equipment.
[0046] Further, the center of mass of the latch 25 is to be always positioned between the
car door 21 and the hinge point 26. This allows the latch 25 to always rotate to the
locked position by gravity to ensure the locked state in case the wire or rod 28 is
broken. Note that there may be added a spring for urging the latch 25 from the unlocked
position to the locked position.
[0047] In the locking apparatus constructed as described above, with the exception of the
guide surfaces 24, the whole locking apparatus 22 can be assembled in a factory. The
locking apparatus 22 can be simply installed to the car through connection with a
few bolts at the job-site while standing in the pit. The guide surfaces 24 can be
mounted at each landing by means of a guide surface bracket including slots for adjustability.
These brackets can be installed already to the landing door support frame in a factory.
The position of the guide surface 24 at the lowest landing can be adjusted at the
job-site while standing in the pit. The position of the guide surface 24 is used as
the reference for the guide surface 24 positions of the other landings, e.g., by use
of a piano wire. The guide surface 24 position accuracy in door motion direction is
less high due to the sufficient width of the guide surface 24.
[0048] Consequently, the advantages achievable by this invention include the following:
- Independent of the door drive;
- Independent of the car height;
- Independent of the type of door panel;
- Proper lock functioning even in case of a power failure or in case of car inclination;
and
- Easy to install at the job-site.
1. An elevator car door locking apparatus for locking a sliding door of an elevator car
when the car is not in a landing zone, comprising:
a guide surface (24) mounted in a hoistway at each landing; and
a lock mechanism portion (23) mounted to the car,
the elevator car door locking apparatus being characterized in that:
the lock mechanism portion (23) comprises:
a support (27, 27A, 27B) fixedly mounted to the car;
a lock element (25) mounted to the support (27) and adapted to move between a locked
position where the lock element (25) is positioned inside a motion path of the door
(21) to restrict an opening operation of the door and an unlocked position where the
lock element (25) is positioned outside the motion path of the door to enable the
opening operation of the door; and
an actuation portion (28, 29, 31, 32, 37, 38) mounted to the support (27) and adapted
to be movable toward and away from the guide surface (24), the actuation portion (28,
29, 31, 32, 37, 38) being, during travel of the car, in a retracted position away
from the guide surface (24) to keep the lock element (25) in the locked position and
being, upon arrival of the car at a landing, in an actuation position in engagement
with the guide surface (24) and moving away from the guide surface (24) to move the
lock element (25) from the locked position to the unlocked position;
wherein the actuation portion is constructed such that when the actuation portion
is in the actuation position, motion of the actuation portion away from the guide
surface (24) by a prescribed quantity completes motion of the lock element (25) to
the unlocked position, and motion of the actuation portion beyond the prescribed quantity
causes the unlocked position of the lock element (25) to be maintained.
2. An elevator car door locking apparatus according to Claim 1, characterized in that the actuation portion comprises a bracket (37) mounted to the support (27) and adapted
to be movable toward and away from the guide surface (24), and a roller (31) disposed
on the bracket (37) and adapted to move the bracket (37) away from the guide surface
(24) while in contact with the guide surface (24).
3. An elevator car door locking apparatus according to Claim 2, characterized in that the actuation portion comprises an electromagnetically operated actuator (38) which,
when energized, moves the roller (31) from the actuation position to the retracted
position.
4. An elevator car door locking apparatus according to Claim 2,
characterized in that:
the actuation portion comprises a part (29) mechanically coupled to the lock element
(25), and a cam (32) which is mounted to the bracket (37) so as to contact the part
(29) and which, upon arrival of the car at a landing, moves together with the bracket
(37) to generate in the part (29) a drive force for moving the lock element (25) from
the locked position to the unlocked position;
wherein the cam (32) is formed in a shape which allows the drive force to be generated
in the part during motion of the cam (32) by the prescribed quantity and which allows
the drive force to be maintained during motion of the cam (32) beyond the prescribed
quantity.
5. An elevator car door locking apparatus according to Claim 4, characterized in that the lock element (25) is coupled to the part (29) by a wire (28).
6. An elevator car door locking apparatus according to Claim 4, characterized in that the lock element (25) is coupled to the part (29) by a rod (28).
7. An elevator car door locking apparatus according to Claim 4, characterized in that the cam (32) comprises an inclined part (32a) and a horizontal part (32b),
wherein during motion of the cam (32) by the prescribed quantity, the part (29) follows
the inclined part (32a) to generate the drive force, moving the lock element (25)
from the locked position to the unlocked position, and during subsequent motion of
the cam (32) beyond the prescribed quantity, the part (29) follows the horizontal
part (32b) to maintain the drive force, maintaining the lock member (25) in the unlocked
position.
1. Verriegelungsvorrichtung für eine Aufzugskabinentür zum Verriegeln einer Schiebetür
einer Aufzugskabine, wenn sich die Kabine nicht in einer Haltestellenzone befindet,
aufweisend:
eine Führungsfläche (24), die in einem Aufzugsschacht an jeder Haltestelle angebracht
ist; und
einen Verriegelungsmechanismusabschnitt (23), der an der Kabine angebracht ist, wobei
die Verriegelungsvorrichtung für eine Aufzugskabinentür dadurch gekennzeichnet ist, dass der Verriegelungsmechanismusabschnitt (23) aufweist:
eine Halterung (27, 27A, 27B), die fest an der Kabine angebracht ist;
ein Verriegelungselement (25), das an der Halterung (27) angebracht ist, und eingerichtet
ist, um sich zwischen einer verriegelten Stellung, in der das Verrieglungselement
(25) innerhalb einer Bewegungsbahn der Tür (21) positioniert ist, um einen Öffnungsvorgang
der Tür zu begrenzen und einer entriegelten Stellung, in der das Verriegelungselement
(25) außerhalb der Bewegungsbahn der Tür positioniert ist, um den Öffnungsvorgang
der Tür zu ermöglichen, zu bewegen; und
einen Betätigungsabschnitt (28, 29, 31, 32, 37, 38), der an der Halterung (27) angebracht
ist und eingerichtet ist, um zu/von der Führungsfläche (24) hin und weg bewegbar zu
sein, wobei sich der Betätigungsabschnitt (28, 29, 31, 32, 37, 38), während der Bewegung
der Kabine, in einer rückgezogenen Stellung, entfernt von der Führungsfläche (24)
befindet, um das Verriegelungselement (25) in der verriegelten Stellung zu belassen,
und sich, beim Eintreffen der Kabine an der Haltestelle, in einer Betätigungsstellung,
in Eingriff mit der Führungsfläche (24) befindet und sich von der Führungsfläche (24)
weg bewegt, um das Verriegelungselement (25) von der verriegelten Stellung in die
entriegelte Stellung zu bewegen;
wobei der Betätigungsabschnitt so konstruiert ist, dass, wenn sich der Betätigungsabschnitt
in der Betätigungsstellung befindet, eine Bewegung des Betätigungsabschnitts weg von
der Führungsfläche (24) um einen vorgegebenen Betrag, die Bewegung des Verriegelungselement
(25) in die entriegelte Stellung abschließt, und eine Bewegung des Betätigungsabschnitts
über den vorgegebenen Betrag hinaus, die Aufrechterhaltung der entriegelten Stellung
des Verriegelungselements (25) bewirkt.
2. Verriegelungsvorrichtung für eine Aufzugskabinentür nach Anspruch 1, dadurch gekennzeichnet, dass
der Betätigungsabschnitt einen Träger (37), der an der Halterung (27) angebracht ist
und eingerichtet ist, um zu/von der Führungsfläche (24) hin und weg beweglich zu sein,
und eine Rolle (31), die an dem Träger (37) angeordnet ist und eingerichtet ist, um,
während sie sie in Kontakt mit der Führungsfläche (24) steht, den Träger (37) von
der Führungsfläche (24) weg zu bewegen.
3. Verriegelungsvorrichtung für eine Aufzugskabinentür nach Anspruch 2, dadurch gekennzeichnet, dass der
Betätigungsabschnitt einen elektromagnetisch arbeitenden Aktuator (38) aufweist, der,
wenn er erregt ist, die Rolle (31) von der Betätigungsstellung zu der rückgezogenen
Stellung bewegt.
4. Verriegelungsvorrichtung für eine Aufzugskabinentür nach Anspruch 2, dadurch gekennzeichnet, dass
der Betätigungsabschnitt ein Teil (29), dass mit dem Verriegelungselement (25) mechanisch
verbunden ist, und einen Mitnehmer (32), der derart an dem Träger (37) angebracht
ist, dass er mit dem Teil (29) in Kontakt steht, und der sich, beim Eintreffen der
Kabine an der Haltestelle, zusammen mit dem Träger (37) bewegt, um in dem Teil (29)
eine Antriebskraft zum Bewegen des Verriegelungselements (25) von der verriegelten
Stellung in die entriegelte Stellung, zu erzeugen, aufweist;
wobei der Mitnehmer (32) in einer Form ausgebildet ist, welche es der Antriebskraft
ermöglicht, während der Bewegung des Mitnehmers (32) um den vorgegebenen Betrag, in
dem Teil erzeugt zu werden, und welche es der Antriebskraft ermöglicht während der
Bewegung des Mitnehmers (32) über den vorgegebenen Betrag hinaus, aufrechterhalten
zu werden.
5. Verriegelungsvorrichtung für eine Aufzugskabinentür nach Anspruch 4, dadurch gekennzeichnet, dass
das Verriegelungselement (25) durch einen Draht (28) mit dem Teil (29) verbunden ist.
6. Verriegelungsvorrichtung für eine Aufzugskabinentür nach Anspruch 4, dadurch gekennzeichnet, dass
das Verrieglungselement (25) durch eine Stange (28) mit dem Teil (29) verbunden ist.
7. Verriegelungsvorrichtung für eine Aufzugskabinentür nach Anspruch 4, dadurch gekennzeichnet, dass
der Mitnehmer (32) einen geneigten Teil (32a) und einen horizontalen Teil (32b) aufweist,
wobei
das Teil (29) während der Bewegung des Mitnehmers (32) um den vorgegebenen Betrag,
dem geneigten Teil (32a) folgt, um die Antriebskraft, die das Verriegelungselement
(25) von der verriegelten Stellung in die entriegelte Stellung bewegt, zu erzeugen
und
das Teil (29) während einer nachfolgenden Bewegung des Mitnehmers (32) über den vorgegebenen
Betrag hinaus, dem horizontalen Teil (32b) folgt, um die Antriebskraft aufrechtzuerhalten,
die das Verriegelungselement (25) in der entriegelten Stellung hält.
1. Dispositif de verrouillage de porte de cabine d'ascenseur pour verrouiller une porte
coulissante d'une cabine d'ascenseur lorsque la cabine n'est pas dans une zone de
palier, comprenant :
une surface de guidage (24) montée dans une cage d'ascenseur au niveau de chaque palier
; et
une portion formant mécanisme de verrouillage (23) montée sur la cabine,
le dispositif de verrouillage de porte de cabine d'ascenseur étant caractérisé en ce que :
la portion formant mécanisme de verrouillage (23) comprend :
un support (27, 27A, 27B) monté de manière fixe sur la cabine ;
un élément formant verrou (25) monté sur le support (27) et conçu pour se déplacer
entre une position verrouillée où l'élément formant verrou (25) est positionné à l'intérieur
d'un chemin de mouvement de la porte (21) pour restreindre une opération d'ouverture
de la porte et une position déverrouillée où l'élément formant verrou (25) est positionné
à l'extérieur du chemin de mouvement de la porte pour permettre l'opération d'ouverture
de la porte ; et
une portion de mise en action (28, 29, 31, 32, 37, 38) montée sur le support (27)
et conçue pour être déplaçable en se rapprochant et en s'éloignant de la surface de
guidage (24), la portion de mise en action (28, 29, 31, 32, 37, 38) étant, pendant
le déplacement de la cabine, dans une position rétractée éloignée de la surface de
guidage (24) pour maintenir l'élément formant verrou (25) dans la position verrouillée
et étant, lors de l'arrivée de la cabine au niveau d'un palier, dans une position
de mise en action en prise avec la surface de guidage (24) et s'éloignant de la surface
de guidage (24) pour déplacer l'élément formant verrou (25) de la position verrouillée
à la position déverrouillée ;
dans lequel la portion de mise en action est construite de sorte que lorsque la portion
de mise en action est dans la position de mise en action, le mouvement de la portion
de mise en action en s'éloignant de la surface de guidage (24) d'une quantité prescrite
achève le mouvement de l'élément formant verrou (25) jusqu'à la position déverrouillée,
et le mouvement de la portion de mise en action au-delà de la quantité prescrite amène
la position déverrouillée de l'élément formant verrou (25) à être maintenue.
2. Dispositif de verrouillage de porte de cabine d'ascenseur selon la revendication 1,
caractérisé en ce que la portion de mise en action comprend une patte d'attache (37) montée sur le support
(27) et conçue pour être déplaçable en se rapprochant et en s'écartant de la surface
de guidage (24), et un rouleau (31) disposé sur la patte d'attache (37) et conçu pour
déplacer la patte d'attache (37) en s'éloignant de la surface de guidage (24) tout
en étant en contact avec la surface de guidage (24).
3. Dispositif de verrouillage de porte de cabine d'ascenseur selon la revendication 2,
caractérisé en ce que la portion de mise en action comprend un dispositif d'actionnement (38) mis en oeuvre
électromagnétiquement qui, lorsqu'excité, déplace le rouleau (31) de la position de
mise en action à la position rétractée.
4. Dispositif de verrouillage de porte de cabine d'ascenseur selon la revendication 2,
caractérisé en ce que :
la portion de mise en action comprend une partie (29) mécaniquement couplée à l'élément
formant verrou (25), et une came (32) qui est montée sur la patte d'attache (37) de
façon à entrer en contact avec la partie (29) et qui, lors de l'arrivée de la cabine
au niveau d'un palier, se déplace en même temps que la patte d'attache (37) pour générer
dans la partie (29) une force d'entraînement pour déplacer l'élément formant verrou
(25) de la position verrouillée à la position déverrouillée ;
dans lequel la came (32) est formée en une forme qui permet à la force d'entraînement
d'être générée dans la partie pendant le mouvement de la came (32) de la quantité
prescrite et qui permet à la force d'entraînement d'être maintenue pendant le mouvement
de la came (32) au-delà de la quantité prescrite.
5. Dispositif de verrouillage de porte de cabine d'ascenseur selon la revendication 4,
caractérisé en ce que l'élément formant verrou (25) est relié à la partie (29) par un câble (28).
6. Dispositif de verrouillage de porte de cabine d'ascenseur selon la revendication 4,
caractérisé en ce que l'élément formant verrou (25) est relié à la partie (29) par une tige (28).
7. Dispositif de verrouillage de porte de cabine d'ascenseur selon la revendication 4,
caractérisé en ce que la came (32) comprend une partie inclinée (32a) et une partie horizontale (32b),
dans lequel, pendant le mouvement de la came (32) de la quantité prescrite, la partie
(29) suit la partie inclinée (32a) pour générer la force d'entraînement, déplaçant
l'élément formant verrou (25) de la position verrouillée à la position déverrouillée,
et pendant le mouvement suivant de la came (32) au-delà de la quantité prescrite,
la partie (29) suit la partie horizontale (32b) pour maintenir la force d'entraînement,
maintenant l'élément formant verrou (25) dans la position déverrouillée.