CN110785369B - Rail connection device for connecting rail sections of a rail of an elevator installation - Google Patents

Abstract

In a track connection device (1) for connecting a first track section (2) and a second track section (3) of a track (4) of an elevator installation, the first track section (2) and the second track section (3) are arranged adjacent to one another along a run (20) of the track (4) through an elevator shaft (85). At least one tensioning element (16, 17, 18) is provided, which is arranged in the assembled state in a transition region (15) of the first rail section (2) adjoining the second rail section (3) within the rail (4). The tensioning elements (16, 17, 18) mechanically load at least one head side (7) of the first rail section (2) and/or at least one head side (8) of the second rail section (3) from the inside in the transition region (15) in the assembled state. Furthermore, a rail (4) for an elevator installation and a method for connecting rail sections (2, 3) of a rail (4) for an elevator installation are proposed.

Description

Rail connection device for connecting rail sections of a rail of an elevator installation

Technical Field

The invention relates to a rail connection device for connecting rail sections of a rail of an elevator installation. The invention further relates to a rail for an elevator system, which rail can be fixed in an elevator shaft of the elevator system, wherein a plurality of rail sections are connected to one another by a rail connecting device. The invention further relates to a method for connecting rail sections of a rail of an elevator installation.

Background

When installing the elevator installation in a building, the rails can be fixed to the building wall, for example, by means of suitable fixing elements. Such rails are usually prepared for installation and are broken down into a plurality of rail sections.

When the elevator installation is being built, the individual track sections of the track are then arranged next to one another along the track by extending the elevator shaft, so that a track consisting of the individual track sections is obtained in the built-up state. The problem here is that in principle, deviations can occur in the transition region from one track section to the adjacent track section. The rail section can be designed as a hollow profile part. Centering bars can then be inserted, for example, into the mutually adjacent track sections, which improve the alignment in the transition region.

EP 0506216 a1 discloses a fastening device for fastening components of a guide rail for a conveyor system in alignment on a building body, which are designed as closed hollow profiles with a rectangular cross section and each have a slot on the rear side in the end region. The guide rail is held laterally on the outside in the connecting region by a centering bar fixed to the building body and is fixed in alignment on the inside by tensioning bodies provided with centering surfaces and supported on one another. The tensioning bodies are displaced relative to one another by means of clamping screws acting on the building body, so that a lateral correction force and a clamping force acting on the rear side of the hollow profile are generated. The wedge body has two planar centering surfaces which are correspondingly inclined to one another, wherein the inclination angle formed by the centering surfaces which are inclined to one another is greater than 90 ° and less than 180 °. The angle must be greater than 90 ° in order to minimize the pressure of the hollow profile on the building body on the one hand and not to make the correction force too great to avoid damaging the hollow profile on the other hand.

In the solution known from EP 0506216 a1, therefore, the problem arises that: a compromise must be sought between a sufficiently large fixing force and a sufficiently large but not too large correction force for the alignment, which are also linked to one another by the structural design, in particular the inclination angle. This results in considerable restrictions in the installation and also in a narrow range of applications.

Disclosure of Invention

The object of the invention is to provide a rail connection device for connecting rail sections of a rail of an elevator installation, a rail for an elevator installation and a method for connecting rail sections of a rail of an elevator installation, with an improved design. In particular, the task of: on the one hand, an improved fixing of the rail sections is achieved, and on the other hand, an improved alignment of the fixed rail sections relative to one another is achieved. In this case, in particular, the fastening of the track sections or the construction of the track in the elevator shaft can be carried out.

The invention relates to a rail connection device, a rail for an elevator installation and a method for connecting a first rail section and a second rail section of a rail for an elevator installation, and at least some parts of the proposed object are solved. Advantageous additional or alternative refinements and configurations are also given or described.

In one solution, a rail connection device for connecting a first rail section and a second rail section of a rail of an elevator installation can be proposed, wherein the first rail section and the second rail section are arranged adjacent to one another along the extent of the rail through an elevator shaft, and wherein at least one tensioning element is provided, which in the assembled state is arranged in the rail in a transition region in which the first rail section adjoins the second rail section, and wherein furthermore the tensioning element mechanically loads at least one head side of the first rail section and/or at least one head side of the second rail section from the inside in the transition region in the assembled state. Such an arrangement has the particular advantage that the fastening force for fastening or connecting the respectively adjacent track sections can be determined independently of a suitable pretensioning of the tensioning element. Thus, a high fastening force can be set in particular. In particular, by the design of the tensioning element and/or by a suitable pretensioning of the tensioning element during installation, the mechanical tension respectively induced in the track section can easily be set sufficiently large, but not too large, independently of the fixing, for optimum adjustment.

In a further solution, a rail for an elevator installation can be provided, which rail can be fixed in an elevator shaft of the elevator installation, wherein a plurality of rail sections are provided, which can be arranged adjacent to one another in pairs along the extent of the rail through the elevator shaft, and wherein at least one pair of rail sections adjacent to one another is connectable by means of the rail connecting device proposed. Thus, the track consists of at least two track sections, but preferably of a plurality of track sections. Other elements for configuring the rails and/or for connecting the rail sections to one another and/or for fixing the rails in the elevator shaft can be used here. In the production of the rail, the rail sections that follow one another can be divided, for example, from at least one hollow profile comprising a plurality of rail sections. As an additional measure in the production of the track, it is advantageously possible to set a consecutive numbering and/or identification of the track sections and, if necessary, of the start or end of the track. This makes it possible to achieve an improved pairing when the individual track sections are docked with one another. In this way, the track sections are adapted in an improved manner, in particular in the transition region, so that jump points and the like in the transition region can be further reduced.

In particular, the individual track sections may be identified with consecutive numbers during production. In an exemplary production method, the hollow profile is produced from a steel strip in a continuous production by means of rolls and/or shaping blades to its desired profile shape. At the end of the production line, the individual track sections are separated or divided. In the division, for example, consecutive numbers of the separation points are set at the separation points. For example, at the end of a previous segment, En is printed or embossed, and at the beginning of a next segment, An is printed or embossed accordingly. Thus, the end of the nth separation region or transition region is denoted by En and the junction with the nth separation region or transition region is denoted by An. n is selected, for example, from the successive numbers 01, 02, 03, etc. Other identifiers such as production numbers and the like are also possible.

Furthermore, a method for connecting a first rail section and a second rail section of a rail of an elevator installation can be proposed, wherein the first rail section and the second rail section are arranged adjacent to one another along the extent of the rail through the elevator shaft, wherein at least one tensioning element is arranged inside the rail in a transition region in which the first rail section adjoins the second rail section, and wherein at least one head side of the first rail section and/or at least one head side of the second rail section is mechanically loaded from inside by the tensioning element in the transition region.

In this case, the method can also be used advantageously for connecting more than two track sections, wherein a corresponding number of tensioning elements are arranged on the transition regions produced in pairs on the track sections.

Advantageously, in the assembled state, the tensioning element mechanically loads at least the head side of the first track section and/or at least the head side of the second track section from the inside in the transition region, so that the head side of the first track section and the head side of the second track section abut one another in the transition region along the course of the track at least essentially step-free and preferably without play. If the rail is used, for example, as a guide rail on which the guide rollers of the elevator car or counterweight roll, the guide rails for the guide rollers also have at least to a large extent no jump points or no steps in the transition region. This also applies to the following cases: the rails are also used as usual as braking rails on which the braking device of the elevator car or counterweight can act. A transition region without jump points or steps is also advantageous here. It is also preferable here to avoid gaps along the run of the rail through the elevator shaft. This can be achieved by abutting the two rail sections against one another during installation, wherein the installation takes place simultaneously such that the head sides of the rail sections can still be aligned by the tensioning elements.

Advantageously, it is possible to ensure that the two head sides of the two track sections are aligned relative to one another, but also relative to the longitudinal sides of the track sections. Advantageously, the mechanical loads transmitted by the tensioning element are used both for alignment relative to the cephalad side and for alignment relative to the longitudinal side. In addition to the optimization of the required components, this also leads to an optimization of the installation. Furthermore, the mechanical forces required for aligning the cephalad and longitudinal sides or the cephalad and longitudinal sides can be set independently of the fastening forces and/or applied during installation. Thereby, an advantageous at least partial decoupling of the alignment force from the fixing force is possible.

Advantageously, the first rail section can be fixed on the foot side of the first rail section and the second rail section can be fixed on the foot side of the second rail section, so that the first rail section and the second rail section are arranged adjacent to one another and are connected to one another at least indirectly along the run of the rail through the elevator shaft. Such a connection of the first track section and the second track section is preferably formed by means of a fixing profile.

It is particularly advantageous to arrange a suitably designed fastening profile in the first track section and in the second track section and extending through the transition region, wherein the fastening profile connects at least one foot side of the first track section with one foot side of the second track section. The foot side of the first rail section can be connected to the fastening profile by at least one fastening device. The foot side of the second rail section can be connected to the fastening profile by at least one fastening device.

Advantageously, a first identification corresponding to the transition region is disposed on the first track section. Furthermore, advantageously, a further identifier corresponding to the transition region is attached to the second track section. The first and second markings can thereby define a certain continuous arrangement of the track sections in the elevator shaft. Advantageously, this relates to a track consisting of a plurality of track sections, wherein a respective identification is provided on the individual track sections during the production process. Thus, production fluctuations which can occur during the production of the rail and which can lead to profile changes along the rail have no effect on the direct transition between two adjacent rail sections. For example, the profile of the track may vary along the stretch of the track, so that large profile differences occur in the case of chaotic pairing of track sections.

It is also advantageous to provide a marking representing the end on a track section which is arranged at the end of the track according to a defined continuous arrangement of the track sections. It is also possible here for the installation to identify the end of the rail as the installation starting point of the rail, starting therefrom during the construction of the rail, and/or as the lower or upper end of the rail for the arrangement in the elevator shaft. By this measure, the installation on site can be significantly simplified with regard to the height of the elevator installation to be built, in particular the elevator shaft, and the length of the rails determined therefrom. Furthermore, even in the case of manufacturing tolerances which have an effect, for example, in profile variations, a matching profile can be provided at the transition from one track section to the next. The alignment of the track sections with respect to one another can thereby be further improved.

Advantageously, the first track section has, on its head side, a chamfer extending at least partially through the transition region from an end face of the first track section adjoining the second track section, and/or the second track section has, on its head side, a chamfer extending at least partially through the transition region from an end face of the second track section adjoining the first track section. In this way, sharp-edged transitions between the track sections can be avoided in particular. Such a chamfer can be designed in the form of a chamfer. Preferably, a slight bevel is provided in the end region.

It is also advantageous if the at least one tensioning element can be applied at least indirectly via the at least one tensioning element on at least the head side of the first rail section and/or on at least the head side of the second rail section. Thus, the action can be exerted on the head side of the first track section and here also on at least one longitudinal side of the first track section, and/or the action can be exerted on the head side of the second track section and here also on at least one longitudinal side of the second track section. The tensioning element can be directly engaged in the tensioning element. However, it can advantageously be achieved that the tensioning element is exerted by the indirect action of the tensioning element. Preferably, a plurality of tensioning elements, in particular two tensioning elements, can be acted upon by the tensioning element via the tensioning wedge. The tensioning element can then be fitted directly to the tensioning wedge. For example, one or more bores can be provided in such a tensioning wedge, into which bores the tensioning elements designed as screw elements engage.

It is therefore also advantageous to provide a first tensioning element and a second tensioning element which can be loaded by means of the tensioning wedge via a tensioning element associated with the first rail section and/or a tensioning element associated with the second rail section toward the head side of the first rail section and respectively toward one longitudinal side and/or toward the head side of the second rail section and respectively toward one longitudinal side. Thereby, an advantageous alignment of the two track sections with respect to one another is possible, wherein the alignment advantageously relates to the area of the two head sides of the track sections. In contrast, the fastening of the rails in the elevator shaft takes place on the foot side. If the rail is used as a guide rail, in which guide rollers run along the head side of the rail section during operation, it is possible to design a guide rail on the rail that is uniform and at least largely free of jumps or steps.

Advantageously, the set wedge angle on the tensioning wedge can be set to not more than 90 °. Thereby, a high stability of the rail consisting of the rail sections is ensured even when a load is applied on at least one longitudinal side. In particular, it is thereby possible to achieve that the track section does not bend or twist laterally relative to the adjacent track section along the course of the track, which would lead to jump points at least on the longitudinal sides due to misaligned contours. In addition, this leads overall to an improvement in the strength of the rail, in particular an increase in the torsional rigidity in the composite of the mutually adjacent rail sections of the rail.

In a modified configuration, the tensioning element can advantageously be designed as a tensioning spring which is arranged in the rail under prestress. In this case, it is possible to adapt the respective application situation by selecting the tensioning spring, in particular by prestressing the tensioning spring provided in the assembled state. In this case, the tensioning spring can be designed such that it acts not only on at least one head side of the first rail section or the second rail section, but also on the longitudinal side of the rail section. It is particularly advantageous here if the length of the cross section of the tensioning spring extending along the rail is greater in the assembled state than the width of the cross section of the tensioning spring, viewed perpendicular to the length. The width of the cross section of the tension spring can then preferably be set smaller than the width of the accommodation space present in the rail.

It is also advantageous if a positioning hook is provided on the tensioning spring, by means of which positioning hook the tensioning spring is positioned in the transition region. It is also advantageous here to provide a fixing profile which is arranged in the first rail section and in the second rail section and which extends through the transition region, and to hook the positioning hook into a recess provided on the fixing profile. This ensures a reliable positioning of the tensioning spring over the entire service life. In addition, an advantageous installation can be achieved, wherein the fixing profile can be used both for fixing the rail section in the elevator shaft and for further increasing the rail stability.

In particular, it is thus possible to install rails, in particular guide rails, in the form of hollow profiles, at least on the head side, which are trapezoidal, in particular rectangular, wherein the rail sections are formed by the profile sections. The fixing in the elevator shaft can take place in the foot region of the hollow rail. Even when the dimensions of the hollow profile have large tolerances, it is possible to prevent an offset transition in the region of the rail head of the rail by implementing one or more of the proposed measures. Especially in the case of guide rail applications, the guide rail head can be used for guiding a counterweight or an elevator car. By avoiding the offset transition, the noise associated with the drive-through is avoided. Furthermore, measures such as grinding at the butt transition between the track sections are no longer necessary. This also has a favourable effect on the properties of the track. For example, the track section can be provided with a corrosion protection layer, in particular a zinc layer. In contrast to measures such as grinding of the transition, the proposed measures allow a favorable transition without damaging the corrosion protection layer. In addition, the installation is improved, since the grinding of the transition involves a considerable work expenditure.

Drawings

In the following description preferred embodiments of the invention are explained in more detail with reference to the drawings.

Fig. 1 shows a schematic spatial view of a rail connection device according to a first embodiment of the invention for connecting rail sections of a rail of an elevator installation.

Fig. 2 shows a schematic sectional view of the rail connection device shown in fig. 1 according to the first exemplary embodiment of the invention in the transition region.

Fig. 2A shows a partial schematic sectional view of a rail connection according to a first exemplary embodiment of the present invention in a transition region in a schematic sectional view.

Fig. 3 shows a partial schematic sectional view through a rail running along it, wherein the rail sections are connected to one another by a rail connecting device according to a second embodiment of the invention.

Fig. 4 shows a schematic view of a tensioning element of the rail connection shown in fig. 3 according to a second exemplary embodiment of the invention.

Fig. 5 shows a detail of the rail connection according to a possible variant in a partial sectional view.

Fig. 6 shows a partial schematic view of a track 4 according to a possible configuration of the invention.

Detailed Description

Fig. 1 shows a schematic spatial illustration of a rail connection device 1 according to a first exemplary embodiment for connecting rail sections 2, 3 (fig. 3), here a first rail section 2 and a second rail section 3, of a rail 4 of an elevator installation. With regard to elements not shown in fig. 1, in particular the second track section 3, reference is made in particular to fig. 3 in a corresponding manner.

The first track section 2 has a foot side 5. Furthermore, the second track section 3 has a foot side 6. Furthermore, the first track section 2 has a head side 7 facing away from the foot side 5. The second track section 3 has a head side 8. In the assembled state, for example, a guide rail 9 is formed on the rail 4, said guide rail extending on the head sides 7, 8 of the rail sections 2, 3 and generally on the further head sides of the further rail sections. The guide rails 9 of the track 4 arranged in the elevator shaft 85 are then e.g. guide rollers which can be used in connection with a counterweight or an elevator car.

An inner space 10 is formed in the track sections 2, 3 arranged adjacently in the assembled state. The rail connection 1 has in this embodiment a fixing profile 11, which is arranged in the interior 10. In this case, a receiving space 12 is left between the head sides 7, 8 of the track sections 2, 3 and the fastening profile 11.

In the transition region 15, in which the first track section 2 adjoins the second track section 3, at least one tensioning element 16, 17 (fig. 1) or 18 (fig. 3) is arranged in the receiving space 12.

The fixing profile 11 extends through the elevator shaft 85 along a stretch 20 of the rail 4, which stretch 20 is indicated by the axis 20, clearly on both sides on the transition region 15. The rail sections 2, 3 are connected to the fastening profile 11 on their foot sides 5, 6 by means of the fastening devices 21 to 24 and a further fastening device 22' (fig. 2). In this case, the other fastening devices are covered in fig. 1 to 3 due to the selected view.

The individual rail sections 2, 3 of the rail 4 can therefore be reliably connected to one another at their foot sides 5, 6. In this way, in particular a track 4 can be built in the elevator shaft 85 (fig. 6), which consists of a plurality of such track sections including the track sections 2, 3. Suitable fixing on the retaining structure, shaft wall or the like is also possible here. For fixing the rail 4 in the elevator shaft 85, for example, a suitable rail clip can be used which holds the rail 4 by means of a holding volume 25 defined between the upper side 26 of the rail foot 27 and the foot side 5.

In this case, the fastening in the elevator shaft can also be effected outside the region of the fastening profile 11 on the rail sections 2, 3, as viewed along the run 20. Furthermore, it is not necessary to provide at least one such fastening on each track section 2, 3.

The fastening of the rail 4 in the elevator shaft 85 can thus be effected independently of the design of the rail connecting device 1, which fastening can be carried out on the foot side 5 of the first rail section 2 and/or on the foot side 6 of the second rail section 3.

The rail connecting device 1 according to the first embodiment is further described below with reference to fig. 1 and 2. Fig. 2 shows a schematic sectional view of the rail connection device 1 shown in fig. 1 according to the first exemplary embodiment of the invention in the transition region 15, the axis 30 of the tensioning element 31 lying in the sectional plane. In this embodiment, a tensioning wedge 32 with a threaded hole 33 is provided. In this exemplary embodiment, the tensioning element 31 is designed as a tensioning screw, which engages in the threaded bore 33. During installation, the tensioning screw 31 is tightened so that the tensioning wedge 32 is subjected to a force 35 in the direction 34 along the axis 30 from the inside in the direction of the head side 7. The tensioning wedge 32 has a wedge angle 36 which is produced between the abutment sides 37, 38 of the tensioning wedge 32. The wedge angle 36 is preferably set to not more than 90 °.

The tensioning element 16 bears against the abutment side 37 of the tensioning wedge 32. The tensioning element 17 bears against the abutment side 38 of the tensioning wedge 32. Due to the force 35, the tensioning elements 16, 17 are pressed against the inner side 39 of the first rail section 2, so that the head side 7 of the first rail section 2 is mechanically loaded from the inside. Since this is correspondingly also effected for the second track section 3, a mutual alignment between the two head sides 7, 8 of the track sections 2, 3 results. In this case, a tensioning element 31 '(fig. 2A) corresponding to the tensioning element 31 engages in a further threaded bore 33' of the tensioning wedge 32. The situation shown in fig. 2 can therefore be used correspondingly for the second track section 3.

Thus resulting in the desired assembled state shown in fig. 2A.

Fig. 2A shows a schematic cross-sectional view of the rail connection device 1 shown in fig. 1 according to the first exemplary embodiment of the invention in the transition region 15, wherein the axes 20 and 30 are each located in a section plane. In this case, the tensioning element 31 ', which in this embodiment is designed as a tensioning screw 31 ', exerts a force 35 ' on the tensioning wedge 32, which in turn presses the tensioning elements 16, 17 from the inside in the direction 34 ' against the inside 39 ' of the second track section 3. In the segment marked V, a jump-free point or a step-free transition then occurs from the head side 7 of the first track section 2 to the head side 8 of the second track section 3. This also achieves the guide rail 9 without jump points or steps in the transition region 15.

The force 35 acting along the axis 30 of the tensioning element 31 and the force 35 ' acting along the axis 30 ' of the tensioning element 31 ' are preferably, but not necessarily, approximately as great. Preferably, the directions 34, 34 'or axes 30, 31' are oriented parallel and respectively perpendicular to the guide rails 9 produced in the assembled state. The upper sides 40, 40 'of the tensioning elements 31, 31' are preferably planar in this case in the head sides 7, 8 and can be inserted in the guide rails 9. However, the upper sides 40, 40 'of the tensioning elements 31, 31' are usually slightly recessed in the head sides 7, 8, so that they do not project in any way into the guide rail 9.

The first track section 2 also has longitudinal sides 42, 43. Due to the wedge angle 36, the tensioning element 16 is also pressed from the inside against the longitudinal side 43 by the force 35. Accordingly, the tensioning element 17 is pressed from the inside towards the longitudinal side 42. This also occurs for the second track section 3, wherein the tensioning element 17 is pressed in particular against the longitudinal side 42' (fig. 6) of the track section 3. This also results in the alignment of the rail sections 2, 3 in the region of the head sides 7, 8 or in the region of the receiving spaces 12 formed in the rail sections 2, 3 in and against the direction 44, which direction 44 is perpendicular both to the extent 20 of the rail 4 through the elevator shaft 85 and to the axis 30 of the tensioning element 31. A high stability is thus produced in the transition region 15 between the track sections 2, 3. Lateral and/or torsional-force-induced deviations between the head sides 7, 8 of the track sections 2, 3 are thereby prevented.

In the embodiment according to fig. 2A, the tensioning wedge 32 and the tensioning elements 16, 17 are connected to each other by a flexible pin 41, such as an elastic plastic sleeve. The three parts tension wedge 32 and tension elements 16, 17 can thus be assembled and inserted as a composite into the receiving space 12 and then fixed by the tension elements 31, 31'. In this case, the flexpin 41 can be broken if necessary, which only facilitates the installation of the tensioning wedge 32 and the tensioning elements 16, 17.

As shown in fig. 1 and 3, the fastening means 21 to 24, 22' are arranged outside the transition region 15 and spaced apart from the transition region 15 on the first rail section 2 or the second rail section 3, as viewed along the extension 20, in order to achieve a fastening on the fastening profile 11. As described with reference to the holding amount (fig. 1), in combination with suitable holding clips, a positionally fixed fixing of the first rail section 2 and the second rail section 3 on their foot sides 5, 6 to the fixing profile 11 and thus a positionally fixed fixing in the elevator shaft is produced in the assembled state, wherein the rail sections 2, 3 are arranged next to one another along the run 20. In this embodiment, the track sections 2, 3 also adjoin one another without play.

As shown in fig. 2A, the end face 45 of the first track section 2 and the end face 46 of the second track section 3 rest against one another without play. A correspondingly play-free design of the guide rail 9 is thus produced. Similarly, the end faces of the longitudinal sides 42, 43 of the first track section 2 and the corresponding longitudinal side of the second track section 3 also bear against one another without gaps and offset.

As shown in fig. 2, the fixing device 22 may have, for example, a fixing screw 47, a fixing nut 48, a washer 49, and optionally other elements. In this exemplary embodiment, the further fastening devices 21, 23, 24, 22' are designed to correspond to the fastening device 21.

In this embodiment, the first track section 2 is at least substantially closed on its foot side 5. The hollow profile for forming the first guide rail section 2 is designed in such a way that a floor plate 50 is formed which is as free of play as possible. A longitudinal gap 51, which may result from production, is preferably placed in the center of the base plate 50, which can in principle be closed by welding, soldering or the like.

However, a modified design is also conceivable. In particular, the closed base plate 50 is not necessarily required for aligning the head sides 7, 8 of the track sections 2, 3.

A second embodiment of the rail connecting device 1 is described in more detail below with reference to fig. 3 and 4. Fig. 3 shows a partial schematic sectional view through a rail 4 along its extent 20, wherein a first rail section 2 and a second rail section 3 are connected to each other by a rail connection device 1 according to a second exemplary embodiment of the present invention. Fig. 4 furthermore shows a schematic illustration of the tensioning element 18 of the rail connecting device 1 of the second exemplary embodiment shown in fig. 3, wherein the tensioning element 18 is shown in the viewing direction indicated by IV in fig. 3.

The tensioning element 18 is designed in this embodiment as a tensioning spring 18 which is arranged or tensioned in the assembled state under prestress in the receiving space 12 in the rail 4. The tensioning element 18 can have a plurality of coils 60, 61. Here, in the assembled state, the outer side 62 of the coiled section 60, 61 is preferably located within the circumferential surface 63 of an elliptical cylinder 64 having a cross section 65.

The cross section 65 of the tension spring 18 has a length 66 and a width 67 in the assembled state. Here, the length 66 extends along the extension 20 of the rail 4 when mounted. Width 67 is disposed about direction 44, which direction 44 is perpendicular to stretch 20 and perpendicular to direction 34. The direction 34 is perpendicular to the guide rail 9. The tensioning element 18 exerts a force 35 on the inner side 39 of the first track section 2 and/or on the inner side 39' of the second track section 3 in the assembled state along the axis 30 or in the direction 34. By setting the width 67 of the cross section 65 in the assembled state, a pretensioning is carried out with respect to the direction 44, which leads to a mechanical loading of the track sections 2, 3 on their longitudinal sides 42, 43, 42 ', 43'. For this purpose, the width 67 'of the cross section 65' in the relaxed state before the tensioning element 18 is installed in the receiving space 12 is selected to be greater than the width 73 (fig. 2) of the receiving space 12, which sets the width of the cross section 65 of the tensioning element 18 in the assembled state and thus in the pretensioned state.

Preferably, the cross-section 65 ' of the tension element 18 is circular in the relaxed state such that the width 67 ' is approximately equal to the length 66 of the cross-section 65 '. By setting the height of the relaxed tensioning element 18 relative to its height 74' (fig. 3) in the assembled state, which is set by the height 74 of the receiving space 12, it is possible to adapt to the respective application. In particular, in combination with the coil cross section 68, the spring constant or force 35 of the tensioning element 18 can be influenced. In other words, by pressing the tensioning element 18 into the receiving space 12, the tensioning element 18 is pretensioned into an oval shape corresponding to the width 73 of the receiving space 12, as a result of which the outer side 62 of the tensioning element 18, the longitudinal side 42, 42 'of the rail 4 and the inner side of the opposite longitudinal side 43, 43' are aligned with one another.

In this exemplary embodiment, a latching hook 69 is also formed on the tensioning element 18, which latching hook engages in a recess 70 provided on the fastening profile 11. In this way, a secure positioning of the tensioning element 18 in the receiving space 12 is ensured in the assembled state. In particular, undesired displacements of the tensioning element 18 along the stretch 20 of the rail 4 during the entire life of the rail 4 are prevented.

By means of the force 34 of the tensioning element 18, the head sides 7, 8 and/or the regions of the longitudinal sides 42, 42 ', 43' of the rail sections 2, 3 adjoining the head sides 7, 8 are aligned with one another at least largely without jumps or steps. The result is an at least largely planar guide rail 9.

In a possible installation, the tensioning element 18 can be arranged on the fixing profile 11 and fixed with its positioning hooks 69. The fastening profile 11 can then, for example, be initially inserted into the first track section 2, which takes place along the axis 20. On the circumferential surface 63 of the oval cylinder 64, the application of the tensioning element 18 in the direction 44 and counter to the direction 44 is advantageously produced during the insertion. The initially preferably circular cross section 65 'of the tensioning element 18 of width 67' is thereby compressed into an oval cross section 65 of width 67 upon insertion. In this case, the fixing profile 11 is pushed into the first rail section 2 until the tensioning element 18 is located halfway inside the first rail section 2. In this position, the fixing profile 11 can be fixed on the foot side by means of the fixing devices 21, 22. The fixing profile 11 can then be inserted into the second rail section 3 and fixed by the fixing devices 23, 24, or the second rail section 3 can be pushed onto the fixing profile 11, likewise along the axis 20.

Fig. 5 shows a detail, designated by V in fig. 2A, of the rail connecting device 1 according to a possible variant in a partially schematic sectional view. This variant can accordingly also be used in the second embodiment described with reference to fig. 3. The first track section 2 has a bevel 71 on its head side 7, which bevel extends at least partially from the end face 45 of the first track section 2 adjoining the second track section 3 through the transition region 15. Furthermore, the second track section 3 has a bevel 72 on its head side 8, which bevel extends at least partially from the end face 46 of the second track section 3 adjoining the first track section 2 through the transition region 15. In this embodiment, the bevels 71, 72 are designed as slight bevels 71, 72 in the form of chamfers 71, 72. Sharp edge transitions from the cephalad side 7 to the cephalad side 8 can be avoided by the bevels 71, 72. Such bevels may also be provided on the longitudinal sides 42, 42 ', 43'. This may improve the guidance of the rollers running on the guide rails 9, or may protect the braking device that can be engaged with the rail 4.

Fig. 6 shows a partial schematic view of a track 4 with track sections 2, 3 according to a possible configuration. In this embodiment, an end 83 of the rail 4 is provided on the first rail section 2. The first track section 2 and the second track section 3 are connected to each other in a transition region 15 by means of a track connection device 1. In this case, a marking 80 is attached to the first track section 2, which marking corresponds to the transition region 15. Furthermore, a marking 81 is provided on the second track section 3, which marking likewise corresponds to the transition region 15. Thereby, a continuous arrangement of track sections 2, 3 is determined. Furthermore, a marking 82 is attached to the first track section 2, which marking corresponds to an end 83 of the track 4. When building the rail 4 in the elevator shaft 85, the rail 4 can be built, for example, starting from the end 83.

According to this principle, a large number of track sections, including track sections 2, 3, can thus be arranged and mounted according to a specific continuous arrangement.

The tensioning elements 16, 17, 18 can thus be configured in a suitable manner. For example, the tensioning elements 16, 17 can be designed in the form of a correction strip which is pressed into the head- side corner regions 75, 76 of the track sections 2, 3 designed as hollow profiles by means of the tensioning wedges 32. Thereby, alignment is possible both with respect to the cranial sides 7, 8 and with respect to the longitudinal sides 42, 43, as described with particular reference to fig. 1, 2A.

Furthermore, the tensioning element 18 can be designed as a spring tensioning element 18. In particular, the tensioning element 18 can be designed as a tensioning spring with a plurality of coils 60, 61, as described with particular reference to fig. 3 and 4.

It is understood, however, that the tensioning elements 16, 17 may have other geometries and are not necessarily designed as strips. Furthermore, instead of the tensioning wedge 32, another tensioning element 32 can also be used. Furthermore, the tensioning elements 16, 17 can also be acted upon directly by the tensioning elements 31, 31', if appropriate.

Furthermore, the tensioning element 18 designed as a tensioning spring 18 need not be designed as a helical spring 18 with a coil 60, 61. In particular, the tensioning spring 18 can also be formed in other ways from an elastically deformable material.

The invention is not limited to the described configuration.

Claims (14)

1. A rail connection device (1) for connecting a first rail section (2) and a second rail section (3) of a rail (4) of an elevator installation, wherein the first rail section (2) and the second rail section (3) are arranged adjacent to one another along the rail (4) through a stretch region (20) of an elevator shaft (85), and wherein at least one tensioning element (16, 17, 18) is provided which, in the assembled state, is arranged inside the rail (4) in a transition region (15) of the first rail section (2) adjoining the second rail section (3),

wherein the tensioning elements (16, 17, 18) mechanically load at least one head side (7) of the first rail section (2) and/or at least one head side (8) of the second rail section (3) from the inside in the transition region (15) in the assembled state,

characterized in that a fastening profile (11) is provided, which is arranged in the first track section (2) and in the second track section (3) and extends through the transition region (15), wherein the fastening profile (11) connects at least one foot side (5) of the first track section (2) to one foot side (6) of the second track section (3),

the foot side (5) of the first track section (2) is connected to the fastening profile (11) by means of at least one fastening device (21, 22, 22 '), and the fastening device (21, 22, 22') is arranged at a distance from the second track section (3) and outside the transition region (15), and/or

The foot side (6) of the second track section (3) is connected to the fastening profile (11) by means of at least one fastening device (23, 24), and the fastening device (23, 24) is arranged at a distance from the first track section (2) and outside the transition region (15).

2. The rail connection device as claimed in claim 1, characterized in that, in the assembled state, the tensioning element (16, 17, 18) mechanically loads at least the head side (7) of the first rail section (2) and/or at least the head side (8) of the second rail section (3) from the inside in the transition region (15) such that the head side (7) of the first rail section (2) and the head side (8) of the second rail section (3) adjoin one another in the transition region (15) along the run region (20) of the rail (4) at least substantially step-free and without play.

3. The rail connection according to claim 2, characterized in that a first identification (80) corresponding to the transition region (15) is provided on the first rail section (2), a further identification (81) corresponding to the transition region (15) is provided on the second rail section (3), and the first identification (80) and the second identification (81) define a defined continuous arrangement of the rail sections (2, 3) in the elevator shaft (85).

4. Rail connection device according to one of claims 1 to 3, characterized in that an identification (82) representing an end (83) is provided on the rail sections (2, 3) which are provided at the end (83) of the rail according to the determined continuous arrangement of the rail sections (2, 3).

5. The rail connection device according to one of claims 1 to 3, characterized in that the first rail section (2) has, on its head side (7), a ramp (71) which extends from an end face (45) of the first rail section (2) adjoining the second rail section (3) at least partially through the transition region (15), and/or the second rail section (3) has, on its head side (8), a ramp (72) which extends from an end face (46) of the second rail section (3) adjoining the first rail section (2) at least partially through the transition region (15).

6. Rail connection device according to one of claims 1 to 3, characterized in that the at least one tensioning element (16, 17) can be loaded at least indirectly via the at least one tensioning element (31, 31') at least on the head side (7) of the first rail section (2) and/or at least on the head side (8) of the second rail section (3).

7. Rail connection according to claim 6, characterized in that a first tensioning element (16) and a second tensioning element (17) are provided, which can be loaded by means of the tensioning wedge (32) towards the head side (7) of the first rail section (2) and respectively towards one longitudinal side (42, 43) and/or towards the head side (8) of the second rail section (3) and respectively towards one longitudinal side (42 ', 43 ') by means of the tensioning element (31) cooperating with the first rail section (2) and/or the tensioning element (31 ') cooperating with the second rail section (3).

8. Rail connection according to claim 7, characterized in that the set wedge angle (36) on the tensioning wedge is not more than 90 °.

9. Rail connection device according to one of claims 1 to 3, characterized in that at least one tensioning element (18) is designed as a tensioning spring (18) which is arranged under prestress inside the rail (4).

10. Rail connection according to claim 9, characterized in that the length (66) of the cross section (65) of the tension spring (18) along the stretch region (20) of the rail (4) is greater in the assembled state than the width (67') of the cross section (65) of the tension spring (18) viewed perpendicularly to the length (66).

11. Rail connection according to claim 9, characterized in that a positioning hook (69) is provided on the tensioning spring (18), by means of which positioning hook the tensioning spring (18) is positioned in the transition region (15).

12. The rail connection according to claim 11, characterized in that a fixing profile (11) is provided, which is arranged in the first rail section (2) and in the second rail section (3) and extends through the transition region (15), and in that the positioning hook (69) hooks into a recess (70) provided on the fixing profile (11).

13. A rail (4) for an elevator installation, which can be fixed in an elevator shaft of an elevator installation, having a plurality of rail sections (2, 3), which can be arranged adjacent to one another in pairs along the rail (4) across a run (20) of the elevator shaft (85), wherein at least one pair of rail sections (2, 3) adjacent to one another can be connected to one another by a rail connection device (1) according to one of claims 1 to 12.

14. Method for connecting a first track section (2) and a second track section (3) of a track (4) of an elevator installation, wherein the first track section (2) and the second track section (3) are arranged adjacent to one another along the track (4) through a stretch zone (20) of an elevator shaft, wherein in a transition zone (15) in which the first track section (2) adjoins the second track section (3), at least one tensioning element (16, 17, 18) is arranged inside the track (4), and at least one head side (7) of the first track section (2) and/or at least one head side (8) of the second track section (3) are mechanically loaded from inside by the tensioning element (16, 17, 18) in the transition zone (15),

characterized in that a fastening profile (11) is provided, which is arranged in the first track section (2) and in the second track section (3) and extends through the transition region (15), wherein the fastening profile (11) connects at least one foot side (5) of the first track section (2) to one foot side (6) of the second track section (3),

the foot side (5) of the first track section (2) is connected to the fastening profile (11) by means of at least one fastening device (21, 22, 22 '), and the fastening device (21, 22, 22') is arranged at a distance from the second track section (3) and outside the transition region (15), and/or

The foot side (6) of the second track section (3) is connected to the fastening profile (11) by means of at least one fastening device (23, 24), and the fastening device (23, 24) is arranged at a distance from the first track section (2) and outside the transition region (15).

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