EP4655236A1 - Système de levage sans salle de machine comprenant un entraînement sur la cabine d'ascenseur - Google Patents

Système de levage sans salle de machine comprenant un entraînement sur la cabine d'ascenseur

Info

Publication number
EP4655236A1
EP4655236A1 EP24705044.6A EP24705044A EP4655236A1 EP 4655236 A1 EP4655236 A1 EP 4655236A1 EP 24705044 A EP24705044 A EP 24705044A EP 4655236 A1 EP4655236 A1 EP 4655236A1
Authority
EP
European Patent Office
Prior art keywords
drive
elevator car
elevator
machine room
counterweight
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP24705044.6A
Other languages
German (de)
English (en)
Inventor
Meik Schröder
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP4655236A1 publication Critical patent/EP4655236A1/fr
Pending legal-status Critical Current

Links

Classifications

    • 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
    • B66B11/0035—Arrangement of driving gear, e.g. location or support
    • B66B11/0045—Arrangement of driving gear, e.g. location or support in the hoistway
    • B66B11/005—Arrangement of driving gear, e.g. location or support in the hoistway on the car

Definitions

  • the present invention relates to a machine room-less elevator system with a drive on the elevator car.
  • Fig. 7 An embodiment of such a machine room-less elevator system, which is very commonly used according to the state of the art, is shown in Fig. 7 (not part of the invention).
  • the elevator car is suspended in 2:1 pulleys, with the pulleys being arranged as centrally as possible in order to reduce the forces acting in the guide rails and to achieve better driving behavior.
  • the 2:1 suspension of the car and the counterweight reduces the torque requirements of the drive by a factor of 2.
  • the car guide rails are also usually arranged as centrally as possible on two sides of the car.
  • Figures 16-20 show a machine room-less elevator system with a drive that is stationary in the elevator shaft, in which the elevator car and the counterweight are suspended 1:1 and support means are arranged at both ends of the drive. Due to the 1:1 suspension of the elevator car and the counterweight, the torque requirements of the drive are very high and a large drive is required. In addition, with this arrangement of the support means at both ends of the drive, it is very complex and expensive to integrate the required brake and the required absolute encoder into the drive. In most drives, the support means are arranged at one end and the brake and the absolute encoder at the other end, which reduces the effort and costs.
  • a disadvantage of elevator systems with a drive that is stationary in the elevator shaft is that the elevator control system must be installed near the elevator shaft and the space required for this must be planned.
  • the complete control system can be installed on the elevator car. Outside the elevator shaft, very few parts are required for the service personnel to operate the elevator system. required. This simplifies planning. In addition, there is less noise in the rooms next to the elevator shaft during operation, as the drive is located on the elevator car and not directly next to a shaft wall. An additional advantage is that time is saved during electrical installation, as all components are located on the elevator car, which means that installation routes are shorter. Components such as the load scale and a moving speed limiter can also be attached to the elevator car.
  • the publication EP 1 305 249 Bl describes a machine room-less elevator system with a drive attached to the elevator car.
  • Various solutions are described regarding the arrangement of the guide rails and the counterweight.
  • the elevator car and the counterweight are suspended 2:1, just like in two previously mentioned elevator systems with a stationary drive in the elevator shaft.
  • the 2:1 suspension does not reduce the torque requirements of the drive, which is a disadvantage in terms of the size and weight of the drive.
  • the publication DE 600 31 313 T2 describes a machine room-less elevator system with a drive attached to the elevator car, in which the axis of rotation is aligned vertically.
  • the elevator car and the counterweight are suspended 2:1 and the torque requirements for the drive are very high.
  • the guidance of the elevator car on two sides and the arrangement of the counterweight on the rear wall of the car have an unfavorable effect on the shaft utilization.
  • the aim of the invention is to develop an elevator system that is as compact as possible and that requires as little space as possible in the elevator shaft in horizontal and vertical directions in order to achieve the most efficient use of the shaft space possible.
  • a suspension should be achieved that offers very good driving behavior.
  • the object is achieved by a machine room-less elevator system according to the features of claim 1.
  • Advantageous embodiments of the method are specified in the subclaims.
  • the machine room-less elevator system with drive on the elevator car consists of an elevator car guided on one side in guide rails. At least one counterweight is also arranged on the same side of the car guide rails. One or more support elements connect the elevator car and the counterweight and are moved by transmitting a force from the drive system.
  • the drive system has a traction mechanism (e.g. belt drive or chain drive) and is formed at least from: at least one drive motor with drive body (e.g. drive pulley or drive shaft), at least one output shaft not integrated in the drive motor and at least one transmission means (e.g. toothed belt, V-belt, V-ribbed belt, flat belt, round belt, chain), whereby these components are mounted under the elevator car.
  • the transmission means is preferably designed to be closed and connects the drive body on the drive and the output shaft.
  • the drive motor and the transmission means work together and drive the output shaft by transmitting a force
  • support means that connect the elevator car and the counterweight on the side of the elevator car on which the counterweight is located are guided in two support means strands coming from above under the elevator car and over the output shaft, and the distance between the two support means strands running from above towards the car on the side of the counterweight corresponds at least to the width of the counterweight, with no support means between the elevator car and the counterweight, and the two sections of the two support means strands running under the elevator car are not connected to each other (not connected to each other does not refer to the lateral distance between the support means strands, but rather that the support means of the two strands are not axially connected to each other).
  • the two support strands run from the counterweight side to the side of the cabin facing away from the counterweight, parallel to each other under the cabin, and run upwards again on the side of the cabin facing away from the counterweight.
  • the advantage of this design of the drive system is that two support strands are used to suspend the elevator cabin, and the distance between the two support strands can be influenced over the length of the output shaft, whereby the drive motor can be designed very simply.
  • the at least one output shaft is arranged and designed in such a way that the guidance of the two support means strands under the elevator car allows a distance between the support means strands running on the side of the counterweight from above towards the elevator car that corresponds at least to the width of the at least one counterweight, and no support means run between the car and the counterweight. This reduces the space required in the width of the shaft because there are no pulleys between the elevator car and the counterweight and no support means run.
  • a further advantage of this design of the drive system is that the weight forces of the elevator car and the counterweight are only absorbed by the output shaft driven by the drive motor. Since only very small forces act in the drive shaft of the motor (which can also be used as a drive body at the same time) and in the transmission means, the dimensions can be reduced, which also reduces the torque requirements of the drive.
  • this drive system makes it possible to reduce the torque requirements of the drive motor via the size ratio of the drive body and the driven output shaft.
  • the output shaft can also be designed offset.
  • the gear ratio can be designed very flexibly depending on requirements, which means that the ratio of the drive speed to the car speed can be influenced.
  • ratios of the drive speed to the car speed of 1:1, 1.5:1, 2:1, 2.5:1, 3:1 or even higher can be achieved.
  • the arrangement of the drive motor and the output shaft under the elevator car has the advantage that they can be easily integrated into the L-shaped support frame of one-sided elevator cars and therefore does not result in any disadvantages in terms of the space required.
  • the output shaft driven by the drive motor can have a small diameter. Mounting the drive motor and the output shaft above the car would entail additional costs due to a more complex design of the support frame and would also be less favorable in terms of space requirements. Since there is no drive at the top of the elevator shaft, the space required above the top floor can be reduced to a minimum. The pulleys required in the elevator shaft are smaller, so that the elevator car can pass even if the shaft is narrow.
  • the elevator car is located between the suspension elements, which are guided under the elevator car by the output shaft and pulleys.
  • the ends of the suspension elements are directly or indirectly attached to two sides of the building structure.
  • Several pulleys are arranged in the elevator shaft to guide the suspension elements. Due to the central suspension of the elevator car, the forces in the guide rails during travel are very low.
  • the two support means strands each have a section that runs upwards on the side of the elevator car facing away from the guide rails, with these sections being arranged at a distance from one another that corresponds to at least 40% of a width that the elevator car has on the side facing away from the guide rails.
  • These sections can in particular come from the at least one output shaft and lead to a receptacle on the shaft ceiling or, after prior deflection on the shaft ceiling, also to the shaft floor.
  • the guide on the side facing away from the guide rails results in a particularly centric suspension.
  • the relatively wide distance between the support means strands on the side facing away from the guide rails offers a lot of free space.
  • the elevator car can have a door between the two sections.
  • the two support means strands are guided over the at least one output shaft at a distance from one another that corresponds at least to the length of the at least one drive motor. This enables the at least one drive motor to be arranged at the same height as the at least one output shaft, which means that less space is required under the elevator car.
  • the two suspension elements run parallel to each other under the elevator car, which enables a simple design of the components for accommodating the deflection pulleys and the drive system.
  • the counterweight is also guided in guide rails.
  • the car guide rails and the counterweight guide rails are attached to the adjacent shaft wall with rail holders, with one car guide rail and one adjacent counterweight guide rail being aligned with each other in such a way that the Guide surfaces point in opposite directions and the rail holders are located between the guide rails.
  • This arrangement of the guide rails requires less space in the shaft width, as all guide rails can be attached at the same distance from the adjacent shaft wall.
  • the adjacent guide rails are attached to each other and to the shaft wall using the rail holders. This means that fewer rail holders are required and the installation time for the guide rails is reduced.
  • the rail holders are made of two or more parts to make it easier to adjust the guide rails.
  • the elevator car is connected to an L-shaped support frame, which has a horizontal and a vertical support, wherein at least the horizontal support has a tubular design and deflection rollers are inserted into the tubular support and a support element strand runs through this tubular support.
  • deflection rollers and the at least one shaft are integrated into the support structure in such a way that no additional space is required.
  • the length of the horizontal support and/or the vertical support of the support frame is adjustable. This design is achieved, for example, by using tubes that slide into one another to form a tubular frame, or by using other support elements that can be screwed together in different positions. By changing the support lengths, different cabin widths and cabin heights can be covered.
  • the at least one drive motor and the at least one output shaft have a horizontally arranged axis of rotation.
  • the axis of rotation is therefore located in a plane that is perpendicular to the direction of movement of the elevator.
  • a suspension element guide is provided which can be designed particularly flexibly to minimize the twisting of the two suspension elements.
  • the axes of rotation are aligned parallel to a plane in which the counterweight moves, in addition to the horizontal alignment. This enables the two suspension elements to be guided easily with as few deflections as possible.
  • deflection rollers are arranged above the guide rails and inserted into a support structure which is attached to the car guide rails and/or the counterweight guide rails, or a combination of a car guide rail and a counterweight guide rail. This means that no measures have to be taken on the shaft walls to attach the roller supports, which reduces costs.
  • the two suspension elements are band-shaped.
  • the drive systems have sufficiently small dimensions that they can be integrated under the elevator car.
  • the two suspension elements each have two or more suspension elements that are deflected separately.
  • the suspension elements can be, for example, individual (steel) cables. Multiple suspension elements increase safety and enable compliance with regulatory requirements while limiting the space required. The separate deflection ensures optimal guidance of each suspension element, which is particularly important for band-shaped suspension elements.
  • the two non-parallel deflection axes can in particular be aligned orthogonally to one another and/or both arranged horizontally.
  • the fact that the two deflection pulleys follow one another means that the relevant suspension element strand is not deflected again between the two deflection pulleys, in particular that there is no further deflection pulley along the course of the suspension element strand between the two deflection pulleys.
  • the suspension element strand can twist between the two deflection pulleys, particularly in conjunction with band-shaped suspension elements.
  • a large distance between the deflection pulleys is required. This sufficient distance means that the twisting of the suspension element is spread over a larger area, which has a positive effect on the service life of the suspension element.
  • the said distance can be realized in particular by arranging the two deflection rollers one above the other, in particular with a first deflection roller at the lower end of the elevator car and a second deflection roller at the upper end in the elevator shaft.
  • a section of the relevant suspension element strand running between the two deflection rollers is arranged orthogonally to both deflection axes. This type of design has a positive effect on the load on the suspension element strand and its service life.
  • the diameter of the drive body is smaller than the diameter of the at least one output shaft in the sections of the drive system to which the at least one transmission means is guided and the power transmission takes place, which reduces the torque requirements of the drive. Consequently, the transmission ratio is greater than 1.
  • the at least one output shaft is offset and the sections over which the support means are guided have a smaller Diameter than the section over which the at least one transmission medium is guided. This reduces the torque requirements for the drive.
  • two transmission means are used, which increases security.
  • two output shafts and two transmission means are used, which makes it easier to install and replace the transmission means.
  • the two support strands are guided over drive surfaces of the at least one output shaft in such a way that they wrap around the at least one output shaft by more than 90°.
  • they can wrap around the at least one output shaft by more than 135° or even by at least 180°. This can be achieved, for example, by additional deflection rollers arranged in front of and behind the output shaft and has the advantage that traction is increased and greater forces can be transmitted.
  • the at least one output shaft is made from one part, which has the advantage that few work steps are required during manufacture and assembly.
  • the at least one output shaft is manufactured and assembled from several parts, which means that less material is required, for example in stepped designs.
  • the at least one transmission means is designed to be closed, which simplifies the design of the drive system.
  • the invention is explained in more detail below with reference to figures. They show:
  • Fig.1 a simplified plan view of an elevator system
  • Fig.1 a a simplified sectional view of Fig. la
  • Fig. 2 a simplified plan view of a similar design as in Fig. 1, with modified number and arrangement of the cabin pulleys, as well as modified arrangement of the drive system and a one-piece offset output shaft;
  • Fig.2a a simplified sectional view of Fig. 2
  • Fig. 3 a simplified plan view of a similar embodiment as in Fig. 1, using two output shafts and two toothed belts as transmission means;
  • Fig. 4 a simplified plan view of a similar design as in Fig. 1, with a different arrangement of the suspension element strand ends, a stepped output shaft composed of several parts and a drive pulley connected to the drive shaft as a drive body;
  • Fig. 4a a simplified sectional view of Fig. 4;
  • Fig. 5 a simplified plan view of a similar embodiment as in Fig. 1 , with an additional deflection pulley in the elevator shaft and the use of connected suspension elements;
  • Fig. 5a a simplified sectional view of Fig. 5
  • Fig. 6 a simplified plan view of a similar design as in Fig. 1, with separately deflected support means.
  • Fig. 7 a simplified plan view of a frequently used elevator system according to the prior art (not part of the invention).
  • the components are shown offset in the drawings to provide a better overview.
  • the guide rails, the at least one counterweight and the deflection rollers in the elevator shaft are preferably arranged in alignment.
  • the at least one drive motor and the at least one output shaft are preferably arranged at the same height.
  • Fig. 1 shows a simplified plan view of a machine room-less hoist system with drive on the elevator car with an elevator car 1, under which two deflection rollers 9 and a drive system 16 are mounted.
  • the drive system 16 is designed with a drive motor 6, a drive shaft integrated in the drive motor 6 which is also used as a drive body 7, an output shaft 14 not integrated in the drive motor 6 and a toothed belt as a transmission means 15.
  • the output shaft 14 is designed at both ends with drive surfaces for receiving the support means strands 8.
  • the closed toothed belt 15 is guided over the output shaft 14 and the drive body 7.
  • the car guide rails 3 are arranged on one side of the elevator car 1.
  • the counterweight guide rails 5, a counterweight 2 to which two deflection rollers 4 are attached and two deflection rollers 10 which are fixedly attached directly or indirectly to the building structure at the top of the elevator shaft, are also arranged on the side of the cabin guide rails 3.
  • the elevator cabin 1 is suspended in two strands of support means 8.
  • Each support means strand 8 consists of one or more support means, which are shown schematically as a support means strand 8.
  • the first support means strand ends 11 are fixedly attached directly or indirectly to the building structure. From there, the two support means strands 8 run over the output shaft 14 and the deflection rollers 9 under the elevator cabin 1, then run upwards again and wrap around the deflection rollers 10 which are fixedly attached directly or indirectly to the building structure. From there, they run downwards and then over the counterweight deflection rollers 4. From the counterweight deflection rollers 4, they run back to above, where the second support strand ends 12 are directly or indirectly attached to the building structure.
  • the second support strand ends 12
  • the ratio of the effective diameters of the drive body 7 and the output shaft 14 is 1:2 (80mm: 160mm), which reduces the torque requirements of the drive by a factor of 2.
  • the output shaft is one-piece and has the same diameter in all sections.
  • Fig. la a simplified sectional view of Fig. 1
  • Fig. 2 shows a simplified top view of a similar design to that in Fig. 1, with the difference that three deflection rollers 9 are attached to the elevator car 1 on each side in order to increase the wrap angle of the support means strands 8 on the output shaft 14 and thereby improve the traction behavior.
  • the output shaft 14 is formed from a single part, with the sections on which the support means strands 8 are guided having a smaller diameter than the section on which the transmission means 15 is guided.
  • Fig.2a a simplified sectional view of Fig. 2
  • Fig. 3 shows a simplified plan view of a similar embodiment as in Fig. 1, with the difference that the drive system 16 is designed with a drive motor 6, two output shafts 14 and two toothed belts as transmission means 15.
  • Fig. 4 shows a simplified top view of a similar design to Fig. 1, with the difference that all the ends of the suspension element strands 11 are on the guide rail side.
  • the output shaft 14 is stepped and composed of several parts.
  • the drive body 7 is a drive pulley connected to the drive shaft.
  • the first ends of the suspension element strands 11 are directly or indirectly fixed to the building structure. From there, the two suspension element strands 8 run over the deflection rollers 9 on the elevator car 1, then they travel over the output shaft 14 of the drive system 16 and are then guided back up by further deflection rollers 9 on the elevator car 1.
  • the support means strands 8 are guided back down by the deflection rollers 10, which are directly or indirectly fixed to the building structure, to the counterweight deflection rollers 4, from which they are guided back up, where the second support means strand ends 12 are directly or indirectly fixed to the building structure.
  • Fig. 4a shows a simplified sectional view of Fig. 4.
  • Fig. 5 shows a simplified plan view of a similar design to that in Fig. 1, with the difference that the two support strands 8 are connected at the ends and an additional deflection pulley 17 is attached above the counterweight 2 in the elevator shaft.
  • the first support strand ends 11 are directly or indirectly firmly attached to the building structure.
  • the connected support strands 8 run over the output shaft 14 and the deflection pulley 9.1 under the elevator car 1, then upwards to the deflection pulley 10.1 which is directly or indirectly firmly attached to the building structure, from there again downwards over the counterweight deflection pulley 4.1 and then again up and over the deflection pulley 17, from the deflection pulley 17 the connected support strands 8 lead back down to the counterweight deflection pulley 4.2 and then back up to the deflection pulley 10.2, from which they are led back down to the elevator car 1.
  • the connected suspension elements strands 8 lead over the deflection roller 9.2 and the output shaft 14 to the opposite side, then lead upwards again, where the second suspension element strand ends 12 are directly or indirectly attached to the building structure.
  • the deflection roller 17 does not move during operation. It enables the use of combined suspension element strands 8 and thus replaces two suspension element end fastenings.
  • Fig. 5a shows a simplified sectional view of Fig. 5.
  • Fig. 6 shows a simplified plan view of a similar design to Fig. 1, in which four flat belts are used as suspension elements.
  • Each suspension element 8.1, 8.2 of a suspension element strand 8 is deflected upwards from the elevator car 1 by its own deflection roller 25.1, 25.2.
  • each suspension element 8.1, 8.2 is again deflected to the side by its own deflection roller 26.1, 26.2.
  • the deflection rollers 25.1, 26.1 and 25.2, 26.2 are arranged one above the other.
  • the suspension elements 8.1, 8.2 are then guided downwards by the deflection rollers 10 in the elevator shaft to the counterweight 2. From the counterweight 2, they lead back up via the deflection rollers 4, where the second ends of the suspension element 12 are directly or indirectly attached to the building structure.
  • the deflection rollers 25.1 and 25.2 on the elevator car 1, as well as the deflection rollers 26.1 and 26.2 in the elevator shaft have separate axes.
  • Fig. 7 shows a simplified plan view of a frequently used prior art elevator system (not part of the invention), with an elevator car 21, under which two deflection rollers 29 are mounted and which is guided in car guide rails 31, the car guide rails 31 being arranged on two sides of the elevator car 21, and a drive system 48 which is arranged in the elevator shaft above the counterweight 22.
  • the counterweight 22 is guided in counterweight guide rails 51 and provided with a deflection roller 41.
  • a suspension element strand 28 runs from the fixed point 61 downwards to the elevator car 21 and is guided via the deflection rollers 29 to the opposite side, then back up over the drive pulley 35 and then back down to the counterweight 22, from where it is guided back up to the fixed point 71 by the deflection roller 41.

Landscapes

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

Abstract

L'invention concerne un système de levage sans salle de machine comprenant un entraînement sur la cabine d'ascenseur, et comprenant : • une cabine d'ascenseur qui est guidée dans des rails de guidage de cabine, les rails de guidage de cabine étant situés sur un côté de la cabine d'ascenseur ; • au moins un contrepoids qui est situé sur le même côté de la cabine d'ascenseur que les rails de guidage de cabine ; • un système d'entraînement qui comprend un entraînement flexible et qui est formé au moins à partir : d'au moins un moteur d'entraînement ayant un élément d'entraînement, d'au moins un arbre de sortie qui n'est pas intégré dans le moteur d'entraînement, et d'au moins un moyen de transmission, lesdits composants étant montés sous la cabine d'ascenseur et l'arbre de sortie étant entraîné par le moteur d'entraînement ; et • un ou plusieurs moyens de suspension qui relient la cabine d'ascenseur au contrepoids, les moyens de suspension sur le côté de la cabine d'ascenseur sur lequel le contrepoids est situé étant exécutés dans deux brins de moyen de suspension, provenant du dessus, sous la cabine d'ascenseur et par l'intermédiaire de l'arbre de sortie, et • la distance entre les brins de moyen de suspension qui s'étendent depuis le dessus jusqu'à la cabine d'ascenseur correspond au moins à la largeur de l'au moins un contrepoids.
EP24705044.6A 2023-01-26 2024-01-23 Système de levage sans salle de machine comprenant un entraînement sur la cabine d'ascenseur Pending EP4655236A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102023000227.5A DE102023000227A1 (de) 2023-01-26 2023-01-26 Maschinenraumloses Aufzugssystem mit Antrieb an der Aufzugskabine
PCT/EP2024/000003 WO2024156467A1 (fr) 2023-01-26 2024-01-23 Système de levage sans salle de machine comprenant un entraînement sur la cabine d'ascenseur

Publications (1)

Publication Number Publication Date
EP4655236A1 true EP4655236A1 (fr) 2025-12-03

Family

ID=89941209

Family Applications (1)

Application Number Title Priority Date Filing Date
EP24705044.6A Pending EP4655236A1 (fr) 2023-01-26 2024-01-23 Système de levage sans salle de machine comprenant un entraînement sur la cabine d'ascenseur

Country Status (4)

Country Link
EP (1) EP4655236A1 (fr)
CN (1) CN120513212A (fr)
DE (1) DE102023000227A1 (fr)
WO (1) WO2024156467A1 (fr)

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FR2640604B1 (fr) * 1988-12-15 1991-03-08 Otis Elevator Co Ascenseur avec machine d'entrainement a adherence embarquee
DE29711716U1 (de) 1997-07-04 1997-10-30 Wolf, Michael, 25474 Ellerbek Schwerlasthebel- und Transportkarre
US6488124B1 (en) 1997-09-26 2002-12-03 Kabushiki Kaisha Toshiba Elevator
ES2196781T3 (es) 1998-02-26 2003-12-16 Otis Elevator Co Sistema de ascensor sin cuarto de maquinas con una maquina elevadora montada sobre una cabina.
DE29823710U1 (de) 1998-05-08 1999-09-23 Schwiers, Willi, 57234 Wilnsdorf Anbaugerät für Flurförderfahrzeuge, wie Stapler o.dgl.
US6202793B1 (en) 1998-12-22 2001-03-20 Richard N. Fargo Elevator machine with counter-rotating rotors
JP4190641B2 (ja) 1999-02-10 2008-12-03 三菱電機株式会社 エレベーター装置
US6892862B2 (en) 2000-07-29 2005-05-17 Alpha Getriebebau Gmbh Elevator car with a driving pulley driving machine integrated therein
FI118732B (fi) 2000-12-08 2008-02-29 Kone Corp Hissi
ATE305896T1 (de) 2001-01-04 2005-10-15 Wittur Ag Getriebeloser seilaufzug mit doppelt umschlungenen treibscheibenantrieb
ITMI20031887A1 (it) 2003-10-02 2005-04-03 L A Consulting S A S Di Sara Faletto & C Sa Ascensore con fossa e testata ridotta, anche senza locale del macchinario.
DE102006005948A1 (de) 2006-02-09 2007-10-18 Aufzugteile Bt Gmbh Maschinenraumloser Treibkörperaufzug
DE102006052387B4 (de) 2006-11-07 2009-09-24 Thomas Krumpen Vorrichtung zum Transportieren und Montieren von plattenförmigen Bauelementen, insbesondere Tür-, Tor- oder Fensterelementen
FR2930535A1 (fr) * 2008-04-23 2009-10-30 Emile Kadoche Machinerie mobile pour ascenseur dans une cabine du type transformer.
DE102011052497A1 (de) 2010-10-13 2012-04-19 Detlef Henry Friedrich Schienentransportsystem für die Beladung und Entladung der Kombüse eines Flugzeuges
DE202016105627U1 (de) 2015-10-09 2017-06-13 Wittur Holding Gmbh Aufzug für kleine Schachtabmessungen
CN210505160U (zh) 2019-08-09 2020-05-12 成卫群 一种便于调整的背包式电梯桥架
DE102020135143B4 (de) 2020-12-30 2023-02-16 Gerhard Finkbeiner Hebevorrichtung sowie Hebebühne zum Heben und Senken von Fahrzeugen oder Lasten

Also Published As

Publication number Publication date
DE102023000227A1 (de) 2024-08-01
WO2024156467A1 (fr) 2024-08-02
CN120513212A (zh) 2025-08-19

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