EP3246282B1 - Ascenseur pour cages de petites dimensions - Google Patents

Ascenseur pour cages de petites dimensions Download PDF

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Publication number
EP3246282B1
EP3246282B1 EP16192957.5A EP16192957A EP3246282B1 EP 3246282 B1 EP3246282 B1 EP 3246282B1 EP 16192957 A EP16192957 A EP 16192957A EP 3246282 B1 EP3246282 B1 EP 3246282B1
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EP
European Patent Office
Prior art keywords
car
elevator
deflection
guide rails
guided
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EP16192957.5A
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German (de)
English (en)
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EP3246282A1 (fr
Inventor
Thoss Volker
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Wittur Holding GmbH
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Wittur Holding GmbH
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    • 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
    • B66B11/0206—Car frames
    • 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
    • B66B11/0065—Roping
    • B66B11/008—Roping with hoisting rope or cable operated by frictional engagement with a winding drum or sheave

Definitions

  • the invention relates to an elevator according to the preamble of the respective claim 1.
  • car frame In the search for ever more space-saving constructions, the idea of optimizing the car itself has already been considered.
  • car frame Typically, car frames or "slings" are used, which encompass the elevator car on three or four sides.
  • the rail guide is fastened to the car frame, and the brake or brake safety gear and the suspension element strand are also fastened to the car frame.
  • the cabin sits cushioned on the car frame. Almost all the forces that occur when accelerating or catching are absorbed by the car frame and distributed to the cabin.
  • the U.S. 2005/0284705 A1 shows an elevator, preferably without a machine room, with the drive being arranged in the shaft.
  • the elevator includes a movable car.
  • the suspension element strand is guided over several deflection pulleys, which are attached to both the shaft and the car. This structure still takes up some space.
  • the US 6,488,124 B1 shows a machine room-less elevator with the drive unit installed on top of an elevator shaft over a counterweight. Traction sheaves engage ropes and are rotated by the drive unit. These traction sheaves are located near the wall surface of the elevator shaft, adjacent to the wall surface facing the counterweight. This structure, like the known forms of elevator set out above, takes up some space.
  • JP 2010 149968 A JP H09 328270 A and U.S. 2001/009211 A1 are relevant prior art.
  • the invention is based on the object of specifying an elevator with an even further reduced space requirement.
  • this object is achieved with an elevator that has the features of claim 1 .
  • an elevator is proposed with a car that can be moved up and down along guide rails in the vertical direction, which is characterized in that the car (1) is guided on two opposite sides on two guide rails (8), that on each of the two deflection rollers (10) for deflecting a suspension element strand (4) are mounted on opposite sides, that on each of the two opposite sides the two deflection rollers assigned to this side are attached in an area which, seen in the horizontal direction, is delimited by the two guide rails, so that the deflection rollers are positioned between the two guide rails assigned to one and the same side of the cabin.
  • suspension element strand does not cross the guide rails, at least not in its section holding the elevator car between its articulation at a fixed point fixed in the shaft and a traction sheave of an elevator drive.
  • the construction of the elevator according to the invention provides that the suspension element strand is guided in such a way that the suspension element strand does not cross under a car floor. This saves installation space and enables the shaft pit to be reduced in size or dispensed with altogether.
  • the drive according to the invention is characterized in that the support element strand is guided from its pivot point (anchor point) in a shaft head to a deflection roller on a car side wall, from there in a horizontal direction to another deflection roller along the same car side wall, and from there from is returned to the shaft head, guided there by means of at least one, better two deflection rollers in the area of the opposite second car side wall, guided there by a deflection roller in a horizontal direction to a further deflection roller on this car side wall and from there back into the shaft head to one Traction sheave is guided.
  • suspension element strand is then guided from the traction sheave located in the area of the shaft head to a deflection roller on the counterweight, from there to a deflection roller fastened in the area of the shaft head, from there again to a deflection roller fastened to the counterweight and from there out to a second pivot point in the shaft head.
  • the elevator car advantageously has a self-supporting floor platform and no separate elevator car frame.
  • the elevator car therefore advantageously dispenses with a frame which is constructed on the floor side and extends over the side walls and the elevator car roof and on a support frame which surrounds the elevator car on the outside. Instead, it has a self-supporting floor platform, which usually carries all loads and derives them into the guide rails, which arise when braking or catching due to the mass inertia of the car load (payload and car dead weight), and which also all applied to or through the suspension element strand endures loads.
  • the car side walls and the car roof only form a mostly single-shell "hood" with a walkable roof, which is placed on the self-supporting floor platform - which, however, does not contribute, or at least only marginally, to stabilizing the self-supporting platform and giving it greater rigidity to rent.
  • each guide rail is preferably assigned its own safety brake or safety gear or brake safety gear on both sides.
  • all braking, safety gear or safety brake devices are always or at least Target decelerations above 0.3 g synchronously and actuated with the same intensity.
  • a particularly preferred solution provides that the two car guide rails run along each of the two opposite sides directly in the area of the vertical corners of the car and preferably no further than 1/4, better no further than 1/5 of the width of the relevant car side length away from the vertical corner of the car.
  • a vertical corner is the edge or curve formed by the joint or meeting of two adjacent side walls.
  • the elevator car carries near its bottom side, but still in the area of the respective side wall, on the two opposite sides the at least two deflection rollers rotating about different axes of rotation, which serve to deflect the suspension element strand.
  • the elevator according to the invention is preferably designed in such a way that the deflection rollers each mounted on one side of the car have an axis of rotation that runs perpendicular to the plane that spans the side wall of the car on this side.
  • the elevator car "hangs" on two diametrically opposite sides in a tilt-resistant manner in a loop of the suspension element strand - quasi suspended below - without the suspension element strand having to run under the elevator cabin floor, which requires valuable space in the shaft and thus the efforts would thwart the smallest possible shaft dimensions.
  • each deflection roller attached to the two diametrically opposite car sides are preferably positioned in such a way that each deflection roller is opposite a corresponding deflection roller which is attached to the other side of the car and which rotates about the same imaginary axis of rotation.
  • each pair of such pulleys also physically shares a common axle bearing tube which ideally also forms a supporting part of a self-supporting floor platform.
  • each deflection roller consists of a tubular deflection roller base body, on which a seat ring for deflecting a suspension element is integrally formed, and onto which further loose seat rings are pushed according to the necessary number of suspension elements and can be held captive with the help of a clamping element so that they can be held together with the deflection roller base body form a unitary deflection pulley which can be mounted at its intended installation location in the elevator system, the loose seat rings being rotatable relative to each other and relative to the integrally formed seat ring, and that - often from clamping screws and/or a Clamping element composed of a clamping ring is designed in such a way that it is possible, if necessary, to tighten the clamping element only after all suspension elements of the suspension element strand have been completely positioned and tensioned, and in this way to immobilize all seat rings relative to one another by being braced against the integral seat ring, without one the seat rings must be twisted relative to other seat rings or relative to the def
  • the supporting grooves can also be kept movable if a balancing of the suspension means relative to one another during driving is desired, which is preferred.
  • the use of such deflection rollers enables a practicable construction of an elevator with an increased number of deflection rollers fixed to the car or a complex guidance of the suspension element strand.
  • At least one roller bearing or at least one bearing bush for a slide bearing is preferably arranged in the hollow-cylindrical section of the deflection roller base body.
  • the contact surface with which the loose seat rings of the deflection roller bear against the deflection roller base body is preferably lubricated or it contacts the deflection roller base body via a layer of solid sliding material (e.g. bearing bronze, PTFE). This ensures that the seat rings can be rotated smoothly and permanently in relation to the deflection roller base body.
  • a layer of solid sliding material e.g. bearing bronze, PTFE.
  • the deflection pulleys according to the invention are used for the step-by-step (one after the other) winding up of the individual suspension means, in particular in an elevator according to the invention, as described in more detail in the context of the exemplary embodiments. Both dependent and independent protection is also claimed for this, also as procedural protection.
  • the figure 1 shows a car according to the state of the art.
  • the car frame 2 which surrounds the car 1 on all sides and encloses it like a ring, can be seen clearly here.
  • the elevator car or the actual cabin is placed on the lower, horizontal part of the elevator car frame 2 with the help of buffers 3 in a noise-insulated manner.
  • the elevator car is often also connected in its upper part to the car frame via additional buffers 3 in a noise-insulating manner.
  • the rail guides are fastened to the car frame 2, as are the brake or brake safety gears.
  • the car frame 2 here for example at the top horizontally oriented girders, which fasten the suspension means, so that all loads are carried over the car frame.
  • the elevator according to the invention preferably has a so-called self-supporting floor platform 5.
  • a self-supporting floor platform 5 if the structure of the floor platform is capable of preferably absorbing all or at least all of the significant vertical forces occurring during operation without impermissible deformations occurring.
  • the side walls 6 of the car then only have the task of holding the roof 6a of the car and guiding the car vertically by forming a base on which the rail guides of the car are optionally mounted.
  • the roof can be accessed by at least two fitters in order to work on the elevator system from the roof, for example work on the drive, which is housed in the shaft head without a machine room. In this respect, too, the side walls provide the necessary strength.
  • the side walls 6 of the car still have the function of supporting passengers who lean against the side walls or their possible handrail from the inside, and of course generally form a cabin that is essentially closed off from the outside when the car door is closed, which prevents the Passengers can come into contact with the shaft wall moving past the moving cabin or with shaft installations found there.
  • the self-supporting floor platform 5 can be designed in different ways.
  • Floor platforms can be considered here, which consist of at least one horizontally oriented top surface designed as a walkable surface, which is reinforced on the underside by vertically oriented metal sheets and/or a frame construction.
  • sandwich floors also come into consideration, the horizontally oriented top surfaces of which are connected by vertically oriented metal sheets and are kept at a distance from one another.
  • a particularly favorable type of execution of a self-supporting floor platform 5 illustrate the Figures 5 and 6 .
  • This quadrilateral frame forms a chassis that becomes an integral part of the self-supporting floor platform.
  • the deflection roller axle profiles 15 and the connecting profiles 16 are preferably connected by node elements 17 .
  • both of these profiles are circumferentially closed, i. H. designed as box profiles or tubes.
  • the deflection roller axle profiles 15 will preferably be continuous round profiles or round tubes which each have a seat at their ends for fastening a rotatable deflection roller.
  • the connecting profiles 16 can simply be square or cylindrical rods or corresponding tubes; ideally, round profiles are also used.
  • the deflection roller axle profiles 15 and the connecting profiles 16 are connected to one another by means of node elements 17 .
  • the node elements 17 are characterized in that both the deflection roller axle profiles 15 and the connecting profiles 16 can be pushed through them.
  • the node elements 17 are preferably designed in such a way that they can be clamped in such a way that they clamp the profiles inserted into them. In this way, it is particularly easy to achieve modularity or an easily manageable production of cabins for the renovation of old buildings with a cabin floor area that is precisely made to measure.
  • the profiles 15 and 16 are each inserted so deeply into the node elements 17 that a base area of the required size is created between the node elements. Then the node elements are tightened so that they hold the profiles.
  • the profiles protruding outwards are then cut off, which can also be done on site using a cut-off grinder.
  • each node element 17 has a buffer or isolator 3, which provides a structure-borne noise-insulating support point for the floor platform of the elevator car. How to be good at using the figure 6 sees, the floor platform is placed on top of this and thereby stiffened, since the quadrilateral frame becomes an integral part of the floor platform, which is now to be referred to as a self-supporting floor platform.
  • the elevator car is not made of steel, but of lightweight materials such as aluminum or aluminum sheets, or of a fiber composite material - whereby a very special advantage arises if the suspension element guide to be described is used immediately and/or the special rail arrangement and the associated arrangement of the braking, safety gear or safety brake devices.
  • a special suspension of the elevator car is advantageously provided, which reduces those bending loads that act on the car when it is caught or braked heavily.
  • the elevator is guided on two mutually parallel guide rails in the shaft on the side of two opposite side walls of the elevator car.
  • lower rail guides are provided directly above the safety gear 9.
  • the guides 7a and 7b are fastened directly to the car wall in the ceiling and floor areas. Alternatively, they may be attached to reinforcement members forming part of the wall.
  • Each of the guide rails 8 is preferably assigned its own brake, safety gear or brake safety gear 9 . At least when larger decelerations are to be expected, these braking, safety gears or safety gears 9 are operated synchronously, so that the same resultant braking forces occur between each of the at least four guide rails and the elevator car—at least essentially.
  • the guide rails 8 are not positioned in the center area of the side of the car facing them. Instead, the guide rails are aligned in such a way that the at least two guide rails, which are arranged on one side of the elevator car, each run directly in the area of the vertical corners of the elevator car, such as the Figure 2b with the reference numerals 8 shows.
  • the guide rails or the guide arrangements assigned to them on the car side are no further away from the vertical corner of the car than an amount which is a maximum of 1/4, better still a maximum of 1/8 and ideally a maximum of 1/10 of the relevant side length is the side of the car facing the relevant guide rail.
  • Such an arrangement of the guide rails helps, preferably in conjunction with the special suspension arrangement to be explained in more detail below, to reduce the bending moments that act on the floor platform 5 of the elevator car when it is caught or braked:
  • usually only one guide rail is provided per side, which runs approximately in the region of the center of the car side wall facing it. If a catch is carried out with such a construction, then large deceleration forces act in the area of the middle of the car, which means that the car floor has a tendency to bend downwards in the area of its outer edges, especially when it is fully loaded. In this way, the elevator car undergoes severe deformation. This is different with the guidance of the car according to the invention.
  • a special type of suspension of the elevator car on the suspension means is usually selected in the elevators according to the invention.
  • two deflection rollers 10 are fastened to the car side wall in the area near the car floor on two opposite sides of the car, preferably in such a way that the deflection rollers 10 do not extend downward beyond the lower limit/contour of the protrude from floor platform 5. This is important in order to keep the space required in the pit area as small as possible.
  • the deflection rollers thus lie in one of the planes spanned by the car rails located on the same side of the car (when using four rails), preferably completely.
  • the deflection rollers 10 are arranged in the area of the side wall of the car which lies between the two guide rails which are assigned to this side wall of the car, cf. Figure 2b . Ideally, each of the deflection rollers 10 is positioned immediately next to or at most 200 mm from a lower rail guide 7a in the horizontal direction, as is also the case Figure 2b shows.
  • Each of the pulleys rotates according to the Figure 2b about an axis perpendicular to the surface of the car side wall on which the respective deflection pulley is mounted.
  • the deflection rollers 10 are generally attached to the self-supporting floor platform 5 or directly to structural elements that are part of the floor platform 5 Impart flexural rigidity or to a self-supporting chassis forming part of the floor platform, cf. figure 5 .
  • this special deflection roller arrangement is accompanied by a special guidance of the suspension element strand - such as that shown in the Figures 3 and 4 visualize.
  • the suspension element strand 4 runs from its upper articulation point A fixed at the top of the shaft down to a deflection roller 10 on the side wall of the car. This deflects the suspension element strand 4 in a horizontal direction and guides it to a second deflection roller 10, which is also attached to the side wall of the car. From there, the suspension element strand 4 runs upwards again, where it is in the shaft head via at least one, usually two, upper, shaft-fixed deflection rollers 11 into the area above the other car side wall.
  • deflection rollers 11 are preferably held on one of preferably two crossbeams Q, which are each attached to two guide rails, ideally in such a way that they rest on the upper end face of the guide rails. If a second cross member Q is present, this will preferably be designed without deflection rollers.
  • the suspension element strand is guided downwards again until it hits the deflection roller 10 attached to the other side wall of the car. From there it is guided in a horizontal direction to another deflection roller 10 mounted on the same side of the elevator car. From there, the suspension element strand is led back into the area of the shaft head.
  • the system is designed as a traction sheave elevator, it is driven there by the traction sheave of the drive, which is preferably positioned in the elevator shaft, usually at the upper end of the guide rails diverted.
  • the drive is preferably held on a drive carrier AT, which is fastened to at least two guide rails of the car and possibly also to the counterweight guide rails, ideally in such a way that it rests on the upper end face of the guide rails.
  • the suspension element strand runs back down into the area of the counterweight, up to a first counterweight deflection roller 13.
  • the suspension element strand runs in a horizontal direction to a second counterweight deflection roller 13 and from there, preferably in an upwards direction to another one fixed in the shaft Deflection roller 11.
  • the shaft-fixed deflection roller 11 is preferably held by the drive carrier AT.
  • each of the two opposite sides are assigned two deflection rollers 10, the forces originating from the suspension element strand 4 are also distributed; they are transferred to the two opposite sides of the car at two different points in the car 1 or its self-supporting floor platform 5 initiated.
  • This helps keep the bending moment smaller that occurs when catching or when hard braking on the floor platform.
  • this can be made less massive, which usually allows a reduction in the dimensions of the shaft pit or its complete saving and at the same time allows a reduction in the mass of the elevator car to be moved and thus also the counterweight - which again reduces the shaft dimensions permitted.
  • the 4:1 suspension of the car also has the advantage that a relatively small, comparatively high-speed traction drive can be used. This reduces the space required for the drive in the shaft, since the space required by the traction sheave drive, including the corresponding safety distances, is smaller.
  • the at least two guide rails provided on each of the two guided sides of the car delimit a space between them that is used for guiding the cables of the car.
  • the at least two deflection rollers, which are provided on each side of the cabin are attached between the two guide rails, there is no need for the suspension element strand to cross the guide rails, in the sense that it somehow crosses the guide rails from one side to the other Page must be performed, which would cost space. Rather, it is the case that at least part of the suspension elements of the suspension element strand lies in the same plane as the guide rails.
  • the suspension element strand can therefore be accommodated completely in the narrow free space between the car side wall and the shaft wall, precisely that free space which is required by the guide rails in any case. This also results in the possibility of the guide rails closer to the to position the car side wall, which significantly reduces the shaft cross-section with the same usable car floor area.
  • ropes are used, it is not usually a single rope that is used, but a suspension element strand made up of several ropes running in parallel.
  • the ropes can be steel ropes or textile ropes, or combinations of these. Such are particularly preferred because they allow a much larger radius of curvature than pure steel cables, thus enabling smaller deflection pulleys and traction sheave diameters than steel cables and therefore promote space-saving efforts.
  • steel cables preference is given to using steel cables with a small outside diameter of between (in each case) 4 mm and 6.5 mm. Such cables also have only a low bending resistance and can therefore also be guided over deflection pulleys with a relatively small outside diameter.
  • the steel cables used are preferably sheathed, usually with a plastic. With these measures, sufficient traction can be ensured despite the reduced weight of the elevator car and the counterweight, because there is greater friction between the suspension element strand and the traction sheave than the friction partners "steel on steel" allow.
  • a non-steel material is preferably used for the casing, with which a coefficient of friction ⁇ ⁇ 2 can be achieved on the surface of the traction sheave. This also supports the striving for a car that is as small and light as possible.
  • a belt can be used as the suspension means.
  • it can be sufficient in some cases to realize the suspension element strand by at least two belts running in parallel, preferably those in whose interior several cables forming the belt reinforcement are embedded in parallel.
  • the cords forming the belt reinforcement can be steel cords, but preferably consist of textile fibers.
  • a traction sheave drive is predominantly used for the elevators according to the invention.
  • the traction sheave drive is usually designed "gearless”.
  • the engine usually has an elongated cylindrical shape, i. H. the motor housing is cylindrical. Its extension in the direction of the engine axis of rotation will usually be at least a factor of 1.8, preferably at least a factor of 2.5, greater than its maximum diameter.
  • the traction sheave preferably also has a diameter similar to that of the motor housing.
  • the traction sheave particularly preferably has a diameter which is at most a factor of 1.3 larger than the diameter of the motor housing.
  • the motor housing can stand on feet.
  • the traction sheave drive is preferably housed in the area of the shaft head.
  • several guide rails usually attached to the same shaft wall, carry a yoke connecting them - approximately Shape of a horizontal beam - which serves as a drive beam.
  • the axis of rotation of the traction sheave will be aligned completely or substantially parallel to the side walls of the car, which carry the deflection rollers 10 .
  • the concept according to the invention allows the use of linear motors in the corner areas, which raise and lower the elevator car.
  • the linear motors can act directly on the rails, which electromagnetically become a part or runner of the respective linear motor.
  • a solution is preferred which has a linear drive directly next to the respective guide rail and the rail guide 7a; 7b placed, preferably at a maximum distance of 200 mm from the respective rail guide 7a, 7b.
  • a drive that encompasses the connecting edge or corner of two abutting car side walls.
  • a separate runner rail is used in these design variants, which does not correspond to the guide rail.
  • This concept also benefits greatly from the advantageous guidance of the car on four guide rails in the area of the car basin.
  • more and therefore smaller linear motors can be used, which can be attached to the elevator car at locations far apart from one another, namely in the area of the elevator car basin, where sufficient installation space is available.
  • the For example, during the upward acceleration occurring motor forces the elevator car or the advantageous floor platform more evenly, which also allows a more compact and thus space-saving design.
  • the 8 shows an alternative embodiment. This differs from the previously described embodiment by its different guide rail arrangement. Otherwise, what has been said for the exemplary embodiment described so far applies accordingly, so that the corresponding technical explanations for this exemplary embodiment do not have to be repeated again.
  • the classic rail arrangement is implemented—a guide rail is provided on two diametrically opposite sides of the car, usually in the region of the center of the relevant side of the car.
  • This construction saves material, especially for elevators in high-rise buildings, because it only requires two instead of four guide rail strands for the elevator car.
  • FIGS 9 and 10 show an embodiment of the special deflection rollers that can be used particularly useful in the context of the invention.
  • the advantageous special deflection rollers consist of a deflection roller base body 50.
  • the deflection roller base body 50 preferably has the shape of a cylindrical tube, which can optionally be shortened into a tube stub, cf. 11 .
  • a seat ring 51 is preferably formed integrally or in one piece on it, which provides a surface, here in the form of a semi-circular groove 52, over which one of the suspension elements of the suspension element strand 4 is deflected.
  • the deflection roller base body 50 has two seating surfaces 53, which preferably accommodate two roller bearings 54 that are spaced apart from one another.
  • the deflection roller base body 50 has a further seat surface 55 onto which further loose seat rings 56 can be pushed.
  • the loose seat rings 56 are preferably provided with a grease lubrication in the region of that surface with which they rest against the further seat surface 55 .
  • the seat rings carry a contact seal, for example a cord seal 57, also known as an O-ring, or an X-ring on their flanks with which they come into contact with one another. This contact seal prevents that when the seat rings 56, as explained in more detail below, are pressed together, grease up to the Area of the surfaces passes (for example, the semi-circular grooves 52) with which the loose seat rings deflect their associated support means.
  • a tensioning body 58 belongs to the respective deflection roller.
  • This tensioning body 58 preferably has through holes through which tensioning screws 59 are inserted, which can be screwed into the deflection roller base body 50 . Tightening these screws has the effect that the clamping body 58 exerts a pressure in the direction of the longitudinal axis L of the deflection roller and thereby presses the loose bearing seat rings 56 together and clamps them together against the integral seat ring 51 .
  • the reason for this is as follows:
  • the advantageous special deflection rollers make the installation of the elevator system much easier. This is especially the case when a suspension element strand is used, the individual suspension elements of which are not pure steel cables, but rather suspension elements that develop higher friction on the surface of the deflection pulley than the pairing of steel on steel. This is always the case when either sheathed or coated steel ropes are used or textile ropes or belts or belts sheathed with polyurethane or similar materials are used.
  • the advantageous special deflection rollers make it possible to be installed completely at the place where they are used, for example in the area of the shaft head or on the car.
  • the tensioning body 58 is not tightened or not fully tightened, but at most slightly applied against the loose seat rings 56 . In this way, the various components of the idler pulley are prevented from falling apart, but at the same time the floating seat rings 56 are all rotatable relative to one another and relative to the integral seat ring 51 .
  • the advantageous special deflection pulleys are used to make it much easier to pull up the individual suspension elements (preferably in the form of suspension ropes) when setting up the elevator system, as follows:
  • the suspension element line consisting of several suspension elements running in parallel, is placed on suspension element by suspension element and pulled over the deflection rollers.
  • a suspension element is pulled onto the seat ring 51, which is integrally connected to the deflection roller base body. The point here is that even after the first suspension element strand has been placed, the deflection rollers are not yet completely fixed, as would be the case if the deflection rollers consisted of a single body with no components that could move relative to one another.
  • the second and each additional suspension element can also be pulled unhindered over the deflection rollers, because the seat ring 56 that accommodates this additional suspension element is freely movable, so that the respective loose seat ring 56 can rotate despite the rotational blockade of the deflection roller as a whole. so that the suspension element can easily be pulled over all deflection rollers 10, 11 and 13 one after the other and the suspension element can always be almost freely pulled over the deflection rollers, the further the installation of the currently handled suspension element progresses.
  • the individual suspension elements that form the suspension element strand 4 must be evenly tensioned so that they carry even weight.
  • the deflection rollers of the type just described are particularly advantageous.
  • the Even tensioning takes place at one end of the suspension element strand.
  • the cable locks, which are usually available for each individual suspension element, are tightened in such a way that the same tension or load is measured on each individual suspension element of the suspension element strand.
  • the deflection roller is divided into nothing but individual seat rings, which can also be rotated independently of one another at this stage, and it is therefore ensured that the deflection rollers cannot exert any frictional influences that would affect the measurement of the tension or load on the individual Falsify carrying means.
  • the tensioning body 58 which presses the seat rings against one another and against the integral seat ring 51, is only tightened after the individual suspension elements of the suspension element strand have been evenly tensioned. to press the seat rings 51, 56 against each other and thereby immobilize them relative to each other.

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  • Engineering & Computer Science (AREA)
  • Civil Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Structural Engineering (AREA)
  • Lift-Guide Devices, And Elevator Ropes And Cables (AREA)
  • Types And Forms Of Lifts (AREA)
  • Cage And Drive Apparatuses For Elevators (AREA)

Claims (6)

  1. Ascenseur ayant une cabine d'ascenseur (1) qui peut monter et descendre dans la direction verticale le long de rails de guidage (8), la cabine d'ascenseur (1) étant guidée, sur deux de ses côtés diamétralement opposés, sur deux rails de guidage (8) par côté, caractérisé en ce que la cabine d'ascenseur porte, du côté du sol sur chacun des deux côtés opposés, au moins deux poulies de renvoi (10) tournant autour d'axes de rotation différents pour dévier un câble porteur (4), et que, sur chacun des deux côtés opposés, les deux poulies de renvoi (10) attribués à ce côté sont fixées dans une zone qui est délimitée par les deux rails de guidage (8) de sorte que les poulies de renvoi (10) sont positionnés entre les deux rails de guidage (8) attribués à un seul et même côté de la cabine.
  2. L'ascenseur selon la revendication 1, caractérisé en ce que le câble porteur (4) ne croise pas les rails de guidage (8), du moins il ne les croise pas dans sa section maintenant la cabine d'ascenseur (1) entre son point d'articulation en un point fixé dans la cage d'ascenseur et une poulie motrice (20) d'un entraînement d'ascenseur.
  3. L'ascenseur selon l'une des revendications précédentes, caractérisé en ce que le câble porteur (4) est guidé de telle manière que le câble porteur (4) ne passe pas sous le plancher d'une cabine d'ascenseur.
  4. L'ascenseur selon la revendication 3, caractérisé en ce que la cabine d'ascenseur (1) est suspendue 4:1.
  5. L'ascenseur selon la revendication 3 ou 4, caractérisé en ce que le câble porteur (4) est guidé depuis son point d'articulation dans la tête d'une cage d'ascenseur jusqu'à une poulie de renvoi (10) sur une paroi latérale de la cabine d'ascenseur (6), de là il est guidé dans la direction horizontale vers une autre poulie de renvoi (10) sur la même paroi latérale de la cabine d'ascenseur (6), de là il est ramené à la tête de la cage d'ascenseur, là il est guidé à l'aide d'au moins une, mieux deux poulies de renvoi (10 ) dans la zone de la deuxième paroi latérale opposée de la cabine d'ascenseur (6), là il est guidé d'une poulie de renvoi (10) dans la direction horizontale vers une autre poulie de renvoi (10) sur cette paroi latérale de la cabine d'ascenseur (6) et de là il est ramené à la tête de la cage d'ascenseur vers une poulie motrice (20).
  6. L'ascenseur selon la revendication 5, caractérisé en ce que le câble porteur (4) est guidé depuis la poulie motrice (20) située dans la zone de la tête de la cage d'ascenseur vers une poulie de renvoi (13) fixée au contrepoids, de là vers une poulie de renvoi (11) fixée dans la zone de la tête de la cage d'ascenseur, de là à nouveau vers une poulie de renvoi (11) fixée au contrepoids et de là à un point d'articulation dans la tête de la cage d'ascenseur.
EP16192957.5A 2015-10-09 2016-10-07 Ascenseur pour cages de petites dimensions Active EP3246282B1 (fr)

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Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BR112018007300B1 (pt) * 2015-10-12 2022-04-19 Inventio Ag Cabine para um elevador em um poço de elevador
DE102022001560A1 (de) 2022-05-04 2023-11-09 Meik Schröder Maschinenraumloses Aufzugssystem
DE102023000227A1 (de) 2023-01-26 2024-08-01 Meik Schröder Maschinenraumloses Aufzugssystem mit Antrieb an der Aufzugskabine

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09328270A (ja) * 1996-06-11 1997-12-22 Hitachi Building Syst Co Ltd エレベータ装置
JP2010149968A (ja) * 2008-12-24 2010-07-08 Hitachi Ltd エレベーター装置

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FI119237B (fi) * 2003-01-31 2008-09-15 Kone Corp Hissi, menetelmä hissin muodostamiseksi ja tasauslaitteiston käyttö
US6488124B1 (en) * 1997-09-26 2002-12-03 Kabushiki Kaisha Toshiba Elevator
US6247557B1 (en) * 1998-04-28 2001-06-19 Kabushiki Kaisha Toshiba Traction type elevator apparatus
ES2325970T3 (es) 2007-03-07 2009-09-25 Wittur Holding Gmbh Cabina movil autoportante.
EP2421785B1 (fr) * 2009-04-20 2013-09-18 Inventio AG Surveillance de l'état de fonctionnement de matériaux de support dans une installation d'ascenseur

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09328270A (ja) * 1996-06-11 1997-12-22 Hitachi Building Syst Co Ltd エレベータ装置
JP2010149968A (ja) * 2008-12-24 2010-07-08 Hitachi Ltd エレベーター装置

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EP3246282A1 (fr) 2017-11-22
ES2953859T3 (es) 2023-11-16

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