Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B66—HOISTING; LIFTING; HAULING
  • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
  • B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures
  • B66B9/16—Mobile or transportable lifts specially adapted to be shifted from one part of a building or other structure to another part or to another building or structure
  • B66B9/187—Mobile or transportable lifts specially adapted to be shifted from one part of a building or other structure to another part or to another building or structure with a liftway specially adapted for temporary connection to a building or other structure

Definitions

• the present invention relates to a car for an elevator, in particular a construction or industrial elevator, according to the preamble of claim 1.
• the invention also relates to a construction or industrial elevator with a car according to the invention.
• the invention relates to a car for a lift, in particular a construction lift or an industrial lift, and to the lift itself.
• the lift is intended at least for the transport of materials. It has become increasingly common for people to also ride in the material lifts on construction sites.
• the lift according to the invention can also be used for transporting people.
• the hoists in question are preferably construction hoists or industrial hoists.
• the invention is suitable for any type of temporary or stationary hoist that serves, at least in part, the transport of materials.
• the elevators concerned are so-called rack and pinion elevators, i.e. elevators which have one or two racks on the elevator mast, wherein the elevator platform, which in the context of the present invention is usually referred to as the car, is movable via a pinion.
• Such a lift must be positioned at a certain distance from the scaffolding, typically about 50 cm, to prevent a collision between the lift car or any materials or equipment protruding from it.
• the problem then arises, when the lift stops before reaching the desired level of the scaffolding, how to bridge this gap between the lift car and the scaffolding platform. It would be too dangerous to open the lift car with the corresponding gap between the platform and the scaffolding platform and then step over or climb over the opening. or to lift the material over this distance - even falling material would be problematic.
• elevator platforms are not square but rectangular. When in operation, these rectangular platforms are usually positioned with their narrower side facing the elevator mast. After rotating 90°, the narrower side is then in front of the scaffolding. Consequently, the worker must either step onto the platform to remove materials and place them on the scaffolding, or bend far forward in an ergonomically poor, and especially back-damaging, position to reach everything transported by the scaffolding.
• the European patent specification EP 0 693 453 B1 The patent proposes an alternative approach.
• the elevator car In the construction hoist described therein, the elevator car is moved horizontally without being rotated 90° beforehand, using an electric adjustment device such as a spindle.
• Rack and pinion, hydraulic, or pneumatic drives are mentioned as alternatives to a spindle drive.
• the patent specification describes that after reaching a desired level of the scaffolding, a level limit switch is activated, thus enabling the horizontal movement of the elevator car. Then, by pressing a push button, the elevator car can be moved towards or away from the scaffolding or building. The horizontal travel is limited by another limit switch.
• the second end position of the elevator car is fixed, and the upward or downward movement of the carriage, and thus of the elevator car, is only enabled when the elevator car has again reached a sufficient distance from the scaffolding or building.
• the object of the present invention is therefore to improve a known construction or industrial lift with platform, here called car, in such a way that it is robust in design and easy to operate.
• a car for an elevator in particular for a construction or industrial elevator, as well as a construction or industrial elevator equipped with a car according to the invention, are provided.
• elevator car refers to any transport unit that is moved by an elevator.
• platform or elevator car other suitable terms include elevator platform, elevator basket, elevator cabin, stage, freight platform, or freight tray. These terms are used synonymously here.
• the elevator car serves at least for the transport of materials, but can also be used for transport They are used by people. It has become particularly common on large construction sites for construction workers and scaffolding erectors to frequently use the elevator, which is otherwise intended for transporting materials. Accordingly, many construction elevators and car elevators are now approved not only for transporting materials but also for transporting people. The same applies to industrial elevators.
• This elevator car can assume at least two end positions.
• the first end position is considered the so-called travel position, i.e., the position in which the car can be moved vertically within the elevator. This means that the car is in a position where it is ready to travel. It can then be moved up to the scaffolding or a specific scaffolding level, or down to ground level or another scaffolding level. Being ready to travel includes, for example, the requirement that the car door must be closed. Furthermore, the car must maintain the required clearance from the scaffolding.
• the direction in which the elevator car moves within the elevator when traveling from one scaffolding level to the next, or up or down from the ground, is called the direction of travel. This contrasts with the horizontal displacement direction. This is the direction in which the elevator car moves when it is shifted from its vertically traversable position towards or away from the scaffolding.
• the horizontal displacement direction and the direction of travel are typically approximately perpendicular to each other.
• the second end position is called the unloading position.
• the car In this position, the car is positioned so close to the scaffold that it can be loaded or unloaded from the scaffold.
• the unloading position is therefore typically an end position at scaffold height, not on the ground.
• the car is at the level of a scaffold level so that it can be loaded or unloaded. It is called the unloading position even though the car can also be loaded in this position.
• the elevator car also needs to be loaded and unloaded at ground level.
• This position can be considered a further end position, the third end position. Here, it is referred to as the rest position.
• the elevator car There is another state of the elevator car, the travel position. In this position, the elevator car is movable between the unloading position and the travel position, i.e., it is movable. It is also called the transition position.
• a change between the first and second end positions is achieved by shifting the elevator car transversely to its direction of travel.
• the elevator car is shifted essentially horizontally.
• this shift need not be exactly horizontal, but can occur at an angle of a few degrees, for example, from 0.5° to 5°. Even a deviation of a few degrees from the horizontal is referred to, within the meaning of this invention, as a shift transverse to the direction of travel. In other words, the shift can also be slightly tilted or inclined.
• the relocation is preferably achieved by moving or transporting the elevator car, whereby this moving or transporting, i.e., the relocation, is done manually.
• the present elevator car can be moved transversely to the direction of travel without propulsion; in this context, "without propulsion" or “manually” means that the operator grasps the elevator car by hand and pulls it towards them or pushes it away from them, without propulsion.
• the elevator car has at least two types of movement - firstly, the movement in the direction of travel, i.e. up and down the mast, and secondly, the movement perpendicular to the direction of travel, i.e. towards the scaffold and away from the scaffold.
• the elevator car has a frame comprising at least two frame sections that are movable relative to each other and transversely to the direction of travel of the elevator car in the elevator or transversely to the mast.
• a first of the two frame sections is rigidly connected to the elevator car, and a second of the two frame sections is rigidly connectable to the elevator, in particular to a carriage.
• the transverse movement of the elevator car is therefore achieved by moving these two frame sections relative to each other.
• Roller and sled systems are particularly preferred, as experience has shown them to be easy to use and less prone to malfunctions.
• the frame has a guide with a so-called guide lever and a sliding piece guided by this guide lever.
• the guide lever has a slot, also referred to as a recess, in which the sliding piece, which can be, for example, a cam follower or a cam actuator, is held and guided along this slot.
• the guide lever is attached to the first frame part, i.e., the car, and the sliding piece is located on the second frame part, i.e., the stationary part, the elevator itself. After the car has stopped in front of the unloading point, the person standing on the platform pulls the car towards them, whereby the sliding piece slides in the guide lever until the final position, i.e., the unloading position of the car, is reached.
• the guide releases a door of the elevator car.
• This is the door located on the side of the car facing the platform and is to be opened when the car is to be loaded or unloaded from the platform.
• This door referred to here as the first door or loading door, is blocked in the travel position, meaning it cannot be opened.
• this door is released for opening.
• the guide releases this door in the unloading position; that is, the guide not only has a function during the movement of the elevator car, but also in securing and unlocking the loading door.
• a so-called locking lever is provided.
• This locking lever ensures that the car must remain in the unloading position and is therefore locked in the unloading position as long as the loading door is open.
• the locking lever engages the guide lever. The sliding piece can then no longer be moved, which is equivalent to the fact that the car can no longer be moved. The car remains fixed in the unloading position as long as the trap lever has engaged the guide lever.
• the latch lever has at least two extensions, referred to as latch extensions, which are related to the locking function of the latch lever.
• a first latch extension engages in a latch recess in the first door.
• the first door has, for example, a slot or other type of recess, referred to as a latch recess.
• a second latch extension can then engage in a latch recess in the first frame section, specifically in the guide lever.
• the latch lever can then pivot or fall from the latch recess in the first door to the latch recess in the first frame section.
• the purpose of the latch lever is to lock the guide lever when and as long as the first door is open, and this only occurs in the unloading position.
• the latch recess in the first frame section and the second latch extension are not aligned.
• the first latch extension then remains in the latch recess in the first door. As long as the latch lever cannot be moved, the first door cannot be opened. Only when the latch lever can pivot, thereby disengaging the first latch extension and engaging the second latch extension, is it possible to open the door.
• the latch lever can be actuated by the first door, such that both opening and closing the first door, or at least closing the first door, allows or causes the latch lever to move between its two engagement states.
• a further extension referred to as an actuating extension, is provided on the latch lever for this purpose. When the loading door actuates the actuating extension, the latch lever flips from one engagement state to the other.
• the first door is a swing door, also known as a hinged door, which can be opened via a horizontally arranged axis of rotation.
• the worker on the scaffold therefore swings or folds the first door from an open to a closed position and from a closed to an open position. Consequently, the door preferably does not move laterally as a sliding door, but is pivoted via a hinge mechanism, for example, a single pivot hinge, also known as a swivel joint.
• This pivot hinge is preferably located at the lower end of the car, opposite the sliding and locking mechanism, i.e., the frame, the guide lever and the trap lever.
• the guide lever can be a straight, elongated guide lever, i.e., a plate-shaped element with a more or less centrally located slot for the sliding piece. However, it is particularly preferably angled. This angle, at least of the guide slot, and more preferably of the entire guide lever including the guide slot, is located at the end of the guide lever opposite the first door. Thus, as the unloading position approaches, the sliding piece no longer runs in a straight line within the guide lever, but is deflected according to the angled path.
• the guide lever is mounted in such a way that its position is changed by this deflection. In the selected embodiment, it is lifted because the angle is designed accordingly.
• the guide lever preferably has a kind of projection or sleeve, i.e., a component attached to the end of the guide lever.
• this projection tilts, more precisely, tilts away from the car. This tilting movement releases the trap lever, which in turn unlocks the first door.
• the loading door can be locked via the latch extension on the latch lever, so that it can only be opened in the unloading position, i.e., in the position where the car is released for horizontal travel.
• the aforementioned projection has a locking lug, i.e., a type of extension that only disengages from a corresponding recess on the first door in the unloading position. Until the car is in the unloading position, the locking lug remains engaged with the door. Consequently, the locking lug must first be disengaged before the door can be opened, and this only occurs when the car has reached and fully entered the unloading position.
• the projection has an opening, for example in the form of a slot or a similar type of recess, into which the second latch extension of the latch lever engages when the first door is open. This blocks the guide, which in turn prevents the car from being moved. Only when the door is closed and the latch lever, More precisely, if the second trap extension of the trap lever is disengaged from the opening in the cantilever, the guide can be re-actuated and thus the car can be pushed back into the driving position.
• the aforementioned locking and guiding elements serve to move, also called propulsion, the elevator car and to ensure that the elevator car must be in the unloading position so that the door can be opened, and to ensure that the elevator car can only be pushed back into the driving position when the door is also closed again.
• a double lever is particularly preferred as an actuating element of the elevator car, wherein the double lever is composed of a first and a second lever.
• This double lever is arranged on the first, i.e., the movable frame part, i.e., the frame part on the elevator car.
• the levers engage in corresponding openings on the second frame part, i.e., the stationary frame part. They can be actuated independently of each other.
• the double lever also engages in a further opening on the second frame section in the unloading position. This secures the car in the unloading position in addition to the locking mechanism provided by the guide lever and the trap lever.
• the motor limit switch is actuated by at least one of the two levers of the double lever and the motor cannot be started. This prevents accidental activation of the motor and any resulting vertical movement, i.e., travel movement, of the car.
• the double lever has an engagement element that can engage in the openings on the second frame part.
• This engagement element has a means, for example a stop, that prevents the engagement element from being inserted beyond the stop into the smaller of the two openings. As explained above, this prevents both levers from falling in or engaging, thus ensuring the actuation of the limit switch for the motor.
• the double lever preferably features a so-called locking hook.
• This locking hook is an engagement element or means that engages in the larger of the two openings, thereby locking the first frame section.
• the first frame section, and thus the car, can only be moved when this locking hook, and therefore the double lever, is disengaged from the second frame section.
• the engagement element is arranged on the first lever and the locking hook on the second lever.
• each individual lever is assigned its own function.
• the elevator car has a projecting sill on the side facing the scaffolding. This sill extends beyond the elevator car and, when extended, closes any remaining gap between the elevator car and the scaffolding. This eliminates the need to unfold ramps or similar structures.
• a rack and pinion elevator is particularly preferred for the construction or industrial elevator provided according to the invention.
• the construction or industrial elevator according to the invention comprises an elevator mast, a vertically movable carriage with a geared motor driving it, and a car connected to the carriage.
• the car is the car described above according to the invention.
• a limit switch is provided which prevents the motor from being switched on.
• a double lever on the car actuates this limit switch as long as the car is in the unloading position or in the travel position. The limit switch is only released in the travel position.
• the Figure 1 and 2 Figure 1 shows a section of a scaffold with a scaffold 100. It has two adjacent scaffold bays 101 and 101I .
• the scaffold 100 itself, as is known in the prior art, is constructed from vertical frames 102 that are connected to each other (not shown in detail). Guardrails 104 and intermediate rails 105 are provided for fall protection at the front. Workers move on the scaffold using the platform 103.
• the term "level" 106 is used when referring to adjacent scaffold bays 101 and 101I – in a similar sense to the floors of a building.
• the elevator 1 is used to access individual levels 106 within the scaffold 100.
• a hoist 1 is erected in front of the scaffolding at a distance A as required by law.
• the present illustration depicts a construction hoist, more precisely a rack and pinion hoist, as is frequently used on construction sites.
• other types of hoists can also be equipped with a car 10 according to the invention.
• the elevator 1 has an elevator mast 2, which consists of individual elements that are assembled one above the other to form the mast (not shown).
• the car 10 is coupled to the elevator mast 2 via a carriage 5.
• the car is driven by a corresponding geared motor 3.
• the elevator control unit 4 is also shown. Since the drive system of the elevator is not the subject of the invention, it will not be discussed in detail here.
• FIGS. 1 and 2 They show car 10, which is standing in front of a loading point 107 on floor 106.
• car 10 has already reached floor 106 and is in front of loading point 107, it is still in travel position.
• car 10 has already been moved horizontally (see arrow H in the Figures 1B and 2C
• the elevator car 10 is in the unloading position and the first door 13, the loading door, has already been opened (see in particular Figures 2A and 2C ).
• the car 10 overcomes the structurally and/or standard-prescribed distance A between the scaffold side 21 of the car 10 and the side 108 of the scaffold 100 facing the car by means of the horizontal displacement (see arrow H).
• the side of the car 10 facing the scaffold, here designated as scaffold side 21 comes so close to the scaffold 100 by the displacement of the car 10 transversely to the direction of travel F of the car 10 in the elevator that at most a slight gap S (entered in Figure 2C ) remains.
• the car 10 has a sill 20, i.e., a type of board or cantilever.
• the sill 20 projects beyond the car 10 and ends just before or above the scaffold platform 103 ( Figure 2C ).
• the car 10 is moved exclusively by hand.
• the car 10 stops in front of the loading point 107 at the corresponding floor 106.
• the worker standing there unlocks the car 10, as will be described in detail below, and pulls the car 10 towards him.
• the car 10 is moved from the travel position ( Figure 1 ) into the unloading position ( Figure 2 ).
• the unloading position the car 10 is locked again and the loading door, here referred to as the first door 13, can be opened, as will be described in detail later.
• the worker now has free access to car 10.
• the rectangular car 10 is positioned ergonomically in front of the scaffold 100, because the short side of the car 10 (here: third side panel 17; elevator side 22) faces the elevator mast 2 and the long side (here: fourth side panel 18; scaffold side 21) faces the scaffold 100.
• the short side of the car 10 here: third side panel 17; elevator side 22
• the long side here: fourth side panel 18; scaffold side 21
• a worker does not need to climb from the scaffold 10 into the car 10, but can remove all materials from the car or load it from the scaffold. Of course, they can also climb in. This is easily done because the loading door is fully open.
• a scaffold stop safety barrier 110 is provided on scaffold 100.
• the scaffold stop safety barrier 110 replaces the guardrail post 104.
• an intermediate rail 105 is not required.
• the scaffold bay 101 is very easily accessible thanks to the use of the scaffold stop safety barrier 110.
• the scaffold stop safety barrier 110 can also be used as The barrier is designated as a scaffold loading point safety barrier because it is intended for installation in a scaffold 100, in particular in a working or protective scaffold, at a stop, in particular at loading point 107, for the elevator 1, in particular a construction elevator. At loading point 107, it replaces the guardrail or part of the guardrail of the scaffold 100. At loading point 107, the barrier serves as fall protection.
• the scaffold stop safety barrier 110 is in Figure 1 Closed; the car 10 has not yet been moved to the loading point 107; the distance A has not yet been bridged. In the unloading position of the car 10, Figure 2 The barrier may be opened. Car 10 brings the necessary key 95 (see below). Figure 11 ) with. A corresponding key slot 37 is provided on the frame 30. The worker on the scaffold can remove the key 95 and unlock a locking device 103. As an alternative to the scaffold stop safety barrier 110 shown, a conventional floor safety door can also be used. To unlock this, the key is also usually brought up via the lift platform to ensure that the platform stops correctly in front of the scaffold floor 106 to be served.
• the barrier 110 has at least one movable barrier element 112, also called a barrier arm or barrier boom, e.g., in the form of a rod.
• This barrier element 112 is pivotally mounted on a rotation axis located at one end, in particular a horizontal or slightly inclined axis. In other words, it can be pivoted upwards after unlocking, thereby opening the loading point 107 – cf. Fig. 1A and Fig. 2A .
• a fixed counter-element 114 is provided in addition to the barrier element 112.
• One end of the counter-element 114 can be connected to the frame 100, and the other end can be aligned towards the barrier element 112.
• it has a receptacle 111 for receiving the end of the barrier element 112 opposite the axis of rotation in the closed, i.e., lowered, position.
• the scaffold stop safety barrier 110 is particularly preferably constructed from a counter element 114, a barrier element 112, a locking device 113 and a detent 115.
• the locking device 115 and the counter element 114 are attached to the scaffold 100, here to the vertical frame 102, using appropriate brackets.
• the locking device 115 carries the locking device 113 and the movable barrier element 112.
• the starting rail 120 is hooked between the two mast stiles 6, 6', each of which has a rack attached (not shown), and wedged between the two mast stiles 6, 6 ' .
• a lug 121 serves as a limit switch actuator.
• the car 10 or its limit switch (not shown) reaches the lug 121 of the starting rail 120, the geared motor 3 stops automatically and the car 10 comes to a standstill.
• the starting rail 120 can therefore also be referred to as a stop element. With such a starting rail 120, which can be inserted at any point along the mast, the car 10 stops at the same defined point on the mast 2 without the need to communicate the stop to an operator below.
• the approach rail 120 comprises a limit switch actuator that can actuate a limit switch of the drive motor 3, causing the motor to switch off. It has a first end and a second end, the first end having a first jaw that can be inserted between two successive teeth of a first rack of the rack elevator, and the second end having a second jaw for enclosing a second rack of the rack elevator.
• the first jaw and the second jaw are offset from each other, so that they engage at points on the rack that are at different distances from one end of the rack. This causes the approach rail to wedge itself between the first and second racks during insertion, thus securing it in its inserted position.
• a tab is provided as the limit switch actuator, located in a region between the first and second ends of the approach rail.
• the car 10 can assume several states or positions. Firstly (not shown), it can be on the ground and loaded there. For the loading process itself, there is a loading door, and the second door 14 (see(7) Figure 12E ), provided, which can be completely folded down and can also be driven on with transport equipment, for example sack trucks or wheelbarrows or forklifts, depending on the size of the car 10.
• transport equipment for example sack trucks or wheelbarrows or forklifts, depending on the size of the car 10.
• the car 10 In the loading position, viewed from a drive mode perspective, the car 10 is in the travel position, i.e., it is basically ready to travel. In this position, the car 10 is raised to the corresponding elevator floor 106 and stops there in front of the loading point 107. Even then, car 10 remains in the travel position. It is also locked in this travel position. The lock must be released before car 10 can be moved.
• the car 10 is not locked and can therefore be moved along predetermined sliding elements and means.
• Figure 1 shows Figure 1 the elevator car 10 in driving position and Figure 2 the elevator car 10 in unloading position.
• Figures 3 to 6 Details of the different positions in relation to the car 10 with its platform 9 and its frame 11, consisting of the first frame part 30 and the second frame part 50, can be taken from this.
• Figure 3 again shows the car 10 in driving position and Figure 6 in unloading position.
• FIGs 4 and 5 show intermediate states, where in Figure 4 A partially displaced car 10 is shown.
• the car 10 with the first frame section 30 fixed to it, is already partially displaced relative to the second frame section 50, which is connected to the carriage 5 (cf. Figure 1 and 2 ) is firmly connected, shifted.
• the elevator car 10 is, so to speak, on its way to the scaffold 100, more precisely to the loading point of the scaffold.
• Figure 5 Figure 10 shows the car 10 just before it is fully extended, meaning that the car 10 has almost reached its destination, loading point 107 on the scaffold 100, in terms of overcoming the distance A.
• door 13 cannot yet be opened.
• Door 13 is still locked.
• the car 10 is still in the sliding position and can, for example, be pushed back towards mast 2 at any time.
• FIG. 6 shows the car 10 in the unloading position. The entire distance A has been covered, or the maximum surmountable distance. In addition, the first door 13 is unlocked and can be opened (see figure). Figure 8 ) and on the other hand the car 10 is blocked again, the double lever 80 is engaged (cf. Figure 14B The two frame parts 30 and 50 are shifted as far as possible from each other.
• Figure 8 Shows two different views of the car 10 in unloading position and with the loading dock door open, first door 13.
• the first door 13 is opened via the Swivel joint 25 pivoted, entered and indicated in Figure 8B through the arrow D - axis of rotation R (see below).
• Figures 3-6 Shows two different views of the car 10 in unloading position and with the loading dock door open, first door 13.
• the first door 13 is opened via the Swivel joint 25 pivoted, entered and indicated in Figure 8B through the arrow D - axis of rotation R (see below).
• Figures 3-6 Shows two different views of the car 10 in unloading position and with the loading dock door open, first door 13.
• the first door 13 is opened via the Swivel joint 25 pivoted, entered and indicated in Figure 8B through the arrow D - axis of rotation R (see below).
• Figures 3-6 Shows two different views of the car 10 in unloading position and with the loading dock door open, first door 13.
• the first door 13 is opened
• FIG. 7 and 9 Each shows similar detailed views and sections from a car 10 in travel position ( Figure 7 ) and in unloading position with the first door open 13 ( Figure 9 ).
• the car 10 has a frame 11 consisting of a first frame part 30 and a second frame part 50.
• the first frame part 30 is fixedly connected to the car 10
• the frame part 50 can be connected to the carriage via corresponding fastening lugs – indicated by 51', 51", 51 III and 51 IV .
• the two frame parts 30, 50 are slidable relative to each other.
• the frame 11 has a guide 12 - in this case a cam guide, also called a slide guide, consisting of a cam in the form of the guide lever 40 and a cam block in the form of the sliding piece 60.
• a cam guide also called a slide guide
• the guide lever 40 and the sliding piece 60 are provided on different frame parts.
• the first frame part 30 includes, among other things, a guide lever 40, which is angled at its rear end 44 (angle 48) but extends longitudinally overall.
• a slot 41 is provided in the center, in which a sliding piece 60 runs, the sliding piece 60 being attached to the second frame part 50.
• the guide lever 40 has a locking element 46. This is a sheath-like projection of the guide lever.
• the locking element 46 essentially surrounds the front support frame 35 of the first frame part 30.
• a so-called guide plate 65 attached to the first frame part 30.
• the locking lug 47 engages in a slot 64 of this guide plate 65, as shown, for example, in Figure 7A .
• FIG. 9 It can also be seen how the trap lever 70 (shown in detail in Figure 16 ) with the guide lever 40, more precisely with the locking element 46.
• the latch lever 70 is mounted in the front support frame 35.
• the second latch extension 72 of the latch lever 70 engages with the locking element 46 by passing through the latch recess 42 when the door 13 is open.
• Figure 10 shows only the second frame part 50, which together with the first frame part 30 (cf. Figure 11 ) forms the frame 11, which together with the platform 9 is part of the elevator car 10 according to the invention.
• the second frame section 50 is attached to the elevator 1 itself and is therefore referred to here as the fixed frame section. It is typically attached to the carriage 5. Corresponding mounting brackets 51', 51 II , 51 III , and 51 IV are provided. An upper frame element 58 is provided on the top; opposite it is the lower frame element 59; both are supported by the front frame element 57 and the rear frame element. 56.
• a number of first running rollers 53 are provided on the upper frame element 58, which are in a corresponding counterpart, the first running rail 31 (see Figure 11 ).
• the second rollers 54 and the third rollers 55 are arranged, each in multiple numbers. These run in corresponding guide rails 32 and 33 on the first frame part 30 (see figure). Figure 11 ).
• the second frame part 50 also has a sliding piece 60 attached to a sliding piece carrier 52, which is designed, for example, as a tab.
• the sliding piece 60 can also be referred to as a cam follower or cam actuator. It runs in the slot 41 of the guide lever 40, which can consequently also be referred to as a cam lever or cam follower.
• a double lever 80 is provided on the upper side, i.e., on the upper frame element 58. This is a lever with a dual function: operating lever and locking lever.
• the double lever 80 is composed of the first lever 81 and the second lever 82, which are connected to each other to form the double lever 80.
• both levers 81 and 82 must be actuated simultaneously, i.e., lifted via the lever pivot axis 88, cf. arrow K in Figure 10A
• the first frame part 30 is disengaged, so that the two frame parts 30 and 50 can be moved against each other, or the first frame part 30 can be moved along the second frame part 50.
• Figure 11 shows the first frame section 30 in two different perspective views.
• Several guide rails 31-33 are arranged between a rear support frame 34 and a front support frame 35. The components already shown above run in all these guide rails.
• Figure 10 The described rollers 53-55 of the second frame part 50. Accordingly, the guide rails 31-33 of the first frame part 30 are arranged pointing in different directions.
• the first rollers 53 are mounted in the first guide rail 31 at the upper end of the first frame part 30.
• the third guide rail 33 accommodates the third rollers 55.
• the first guide rail 31 and the third guide rail 33 face each other.
• the second guide rail 32 which accommodates the second rollers 54, is offset by 90°.
• the provision of three guide rails 31, 32, 33 ensures smooth movement and precise guidance.
• the guide lever 40 is part of, or attached to, the first frame part 30.
• the guide lever 40 is attached to the front support frame 35. It is rotatably mounted and supported, in particular, via the pivot joint 43. Furthermore, the inlet plate 65 is also present, likewise attached to the front support frame 35.
• the trap lever 70 is also in Figure 11 Clearly visible, more precisely its first trap extension 71 and its actuator extension 73, as well as the shaft 75 of the swivel joint 74.
• the front support frame 35 accordingly has a trap lever receptacle 67.
• the trap lever 70 is predominantly located and mounted inside the front support frame 35.
• the front support frame 35 accordingly has the trap lever receptacle 67 on one side and a further opening (not shown) on the opposite side, from which the second trap extension 72 can emerge and which, in the unloaded position, aligns with the trap recess 42 of the guide lever 40.
• the platform 9 itself also referred to as the stage, is firmly connected and mounted to the first frame part 30 via the lower support frame 36.
• FIG 12 Figure 1 shows platform 9 in various views and states.
• Platform 9 is part of the car 10, which in this case consists of platform 9 and frame 11, i.e., the first frame section 30 and the second frame section 50.
• Platform 9 itself has a floor 19, which is bounded on all sides by various side panels.
• One of these is the first side panel 15 with the second door 14 – also called the loading door. It can be folded down, as shown in Figure 1.
• Figure 12E Then, for example, it can be accessed with a wheelbarrow.
• the second side panel 16 is, so to speak, the rear wall.
• the platform extension 29, which is attached there and to the third side panel 17, serves for the safe transport of even tall material components.
• the first door 13, also called the loading door is mounted on the fourth side panel 18.
• the opening on the fourth side panel 18 is provided for loading and unloading from scaffolding.
• the platform 9 is rectangular with two longer side sections 16 and 18 and two shorter side sections 15 and 17.
• one shorter side in this case the third side section 17, is connected to the carriage 5. The longer side then rests against the frame 100. This is advantageous for a worker, as they do not have to lean or reach so far into the car 10. This avoids a known disadvantage of elevators with a rotating platform.
• the floor 19 is preferably slightly lower than the threshold 20 and, depending on exactly where and how the car 10 stops at the loading point 107 of scaffold 100, also lower than the scaffold deck 103.
• FIGs 13A and 13B The diagram shows the interaction between the first frame part 30 and the second frame part 50, as previously described. Details in this context are entered accordingly and included in the diagram.
• Figure 14 and 15 Shown enlarged.
• Figure 14 This shows a detail, in particular, of the locking part 46 in the driving position ( Figure 14A ) and in unloading position ( Figure 15A ).
• Figure 14B shows the double lever 80 in driving position as well as Figure 15B the double lever 80 in the unloading position of the car 10.
• FIG 14A A section of the front frame element 57 of the second frame part 50 can still be seen (cf. Figure 13A ). From the sectional view of the Figures 14A and 15A It can be seen that the locking lug 47 of the locking part 46 engages through the inlet plate 65 into the corresponding locking lug recess 66 (not shown here, cf. Figure 7 The inlet plate 65 is attached to the front support frame 35. The locking part 46 surrounds the front support frame 35.
• the guide lever 40 In the unloading position, the guide lever 40, in particular its front end 45, i.e. the locking part 46, is tilted forward, thereby disengaging the locking lug 47.
• the double lever 80 consists of two levers, the first lever 81 and the second lever 82, which are mounted together. They can be pivoted via the lever pivot axis 88, tilting movement K.
• Each lever 81, 82 has engagement means - the locking hook 85 is arranged on the first lever 81 and the engagement element 83 is arranged on the second lever 82, which terminates in a tapered end 86 separated by a stop 84 and has a wide end 87 opposite it. exhibits.
• both engagement means, locking hook 85 and engagement element 83 engage through the first opening 38, the larger of the two openings 38, 39 in the first frame part 30.
• the engagement element 83 Unlike in the unloading position ( Figure 15B
• the engagement element 83 more precisely its tapered end 86, engages in the second opening 39 of the first frame part 30.
• a larger portion, the upper, wide end 87 of the engagement element 83 remains outside, as does the locking hook 85.
• the second opening 39 is so small that, due to the stop 84 of the engagement element 83, the double lever 80 cannot fall completely into this opening 39, but remains predominantly outside of it. Consequently, the double lever 80 is positioned comparatively further upwards, thus keeping the correspondingly positioned limit switch actuated.
• the motor limit switch of the geared motor 3 is also activated as soon as the double lever 80 or one of the two levers 81, 82 is raised to move the car. This immediately switches off the motor 3.
• the double lever 80 is a locking element, as it locks both in the driving position ( Figure 14B ) as well as in the unloading position ( Figure 15B ), the car, more precisely the platform 9 together with the first frame section 30 mounted to it, so that it cannot be moved relative to the second frame section 50 and thus relative to the carriage 5.
• the double lever In the sliding position, the double lever is disengaged, so that the platform 9 together with the first frame section 30 can be moved relative to the second frame section 50.
• the double lever 80 is also an actuating element, because in order to move the car 10 transversely to the direction of travel F of the car in the elevator 1, the double lever 80, namely both levers 81, 82, must be actuated.
• FIG 16 Finally, the function and details of the latch lever 70 are shown. It is mounted in the front support frame 35 of the first frame section 30.
• the latch lever 70 has a locking function, similar to a latch in a door lock.
• the driving position Figure 16B
• the latch recess 42 on the guide lever 40 is released.
• the second latch extension 72 does not engage there. Instead, the first latch extension 71 engages in the door latch recess 23 of the first door, more precisely in its frame 26.
• the latch recess 42 aligns with a corresponding opening in the front support frame 35, so that the latch lever 70 can rotate via the pivot joint 74, arrow F.
• the latch lever 70 folds in the illustration of the Figure 16B to the left and reaches through the trap opening 42, as shown in Figure 16A This disengages the first latch extension 71 from the door 13, which can then be opened.
• the door 13 cannot be opened as long as the latch recess 42 is not aligned with the corresponding opening in the front support frame 35.
• the door 13 is opened by a pivoting movement D (see figure).
• Figure 8 i.e., door 13 is shown in the enlarged view of the Figure 16 moved upwards.
• the first latch extension 71 is thereby carried along and folds over.

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• Engineering & Computer Science (AREA)
• Structural Engineering (AREA)
• Civil Engineering (AREA)
• Transportation (AREA)
• Automation & Control Theory (AREA)
• Cage And Drive Apparatuses For Elevators (AREA)

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Citations (6)

• 2024
  • 2024-05-03 EP EP24174155.2A patent/EP4644308A1/fr active Pending

Patent Citations (6)

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