EP1894876A1 - Dispositif d'élévation doté d'une cabine et d'un contrepoids et procédé destiné à la disposition d'une installation d'élévation - Google Patents

Dispositif d'élévation doté d'une cabine et d'un contrepoids et procédé destiné à la disposition d'une installation d'élévation Download PDF

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Publication number
EP1894876A1
EP1894876A1 EP07115234A EP07115234A EP1894876A1 EP 1894876 A1 EP1894876 A1 EP 1894876A1 EP 07115234 A EP07115234 A EP 07115234A EP 07115234 A EP07115234 A EP 07115234A EP 1894876 A1 EP1894876 A1 EP 1894876A1
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EP
European Patent Office
Prior art keywords
counterweight
cabin
car
guide
elevator installation
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.)
Withdrawn
Application number
EP07115234A
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German (de)
English (en)
Inventor
Nicolas Gremaud
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.)
Inventio AG
Original Assignee
Inventio AG
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 Inventio AG filed Critical Inventio AG
Priority to EP07115234A priority Critical patent/EP1894876A1/fr
Publication of EP1894876A1 publication Critical patent/EP1894876A1/fr
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B7/00—Other common features of elevators
    • B66B7/02—Guideways; Guides
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B11/00—Main component parts of lifts in, or associated with, buildings or other structures
    • B66B11/0065—Roping
    • B66B11/008—Roping with hoisting rope or cable operated by frictional engagement with a winding drum or sheave
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B19/00—Mining-hoist operation
    • B66B19/007—Mining-hoist operation method for modernisation of elevators

Definitions

  • the invention relates to a lift installation with cabin and counterweight and a method for disposition of a lift installation according to the preamble of the independent claims.
  • the elevator system is installed in a shaft. It consists essentially of a cabin, which is connected via suspension means with a counterweight. By means of a drive which acts selectively on the suspension means, directly on the car or the counterweight, the car is moved along a substantially vertical car carriageway and the counterweight is moved along a substantially vertical counterweight carriageway.
  • the invention is based on the object to maximize a cross-sectional area of the cabin and thus to optimize a cross-sectional utilization in the building.
  • possibilities for an overall optimal space utilization of an elevator system in the building will be shown.
  • the elevator system should be optimally arranged or arranged.
  • the elevator system comprises a car and a counterweight in an elevator shaft, as well as two guide rails to the common Lead cabin and counterweight.
  • the elevator shaft is limited by shaft walls or shaft doors.
  • the shaft walls and the at least one shaft door define a cross-section which is available for the elevator installation.
  • the cross-sectional area of the elevator car is maximized by using the entire cross-section of the elevator system as the cross-sectional area required for the counterweight and safety surfaces between the car and the wall or shaft door, between the counterweight and the wall and between the counterweight and the car as the cross-sectional area of the car.
  • the advantage of this invention is that the cross-sectional area for the cabin is maximized and a cabin area available for the transport of goods or persons can be made as large as possible.
  • the DE4423412 known joint pairs of guide rails for guiding cabin and counterweight eliminates a cross-sectional need for more individual guide rails and in addition, no further cross-sectional areas for suspension elements, shaft information devices or speed limiter cables are available in particular.
  • the guide rails used to guide counterweight and cabin are arranged substantially in the cross section, which is required anyway as a safety cross section between the car and counterweight.
  • a cost elevator system since little material is used and installation costs can be kept low.
  • safety standards such as the elevator standard EN81 define minimum distances. Other standards define distances to reduce trapping risks. Furthermore, these distances take account of construction-related tolerances and unevenness. Depending on the chosen construction method, these distances are selected. Safety surfaces result from multiplying these distances by the corresponding width or length dimension.
  • a required safety area between counterweight and cabin advantageously corresponds to a safety distance (SKG) of about 50 mm.
  • SKG safety distance
  • This distance is recommended for the reduction of a pinching effect, for example when a service representative drives along for the purpose of servicing the cabin.
  • this distance could also be reduced if, for example, other safety measures were provided which prevent pinching when counterweight and cabin intersect in the elevator shaft.
  • the guide rail or each of the guide rails, a T-shaped guide rail with two guide webs and a fastening web, wherein a height of the guide rail, or a height of the fastening web corresponds approximately to the thickness of the counterweight.
  • a first guide web serves to guide the cabin and a second guide web serves to guide the counterweight.
  • the fastening web is used for fastening the guide rail to a wall.
  • the guide webs of the car and counterweight are arranged in one plane. This level also forms the management level of counterweight and cabin.
  • Such a running rail is compact and it takes up little space. It can be arranged in the area of the safety area or the distance (SKG).
  • the guide web used to guide the car has a higher strength compared to the guide web used to guide the counterweight. This is advantageous in that the cabin-side guide bar can experience a comparatively higher load.
  • the guide rail can thus be optimally adapted to the expected loads.
  • a guide plane defined by the guide webs of the counterweight is arranged laterally offset from a center of gravity line of the counterweight.
  • the counterweight-side guide bar can be arranged close to the cabin. This allows the execution of a rigid guide rail, since the mounting bar can be made correspondingly high and stiff.
  • the elevator car is equipped with cabin brakes, which are controlled by means of electrical means and their control requires no additional cross-section in the elevator shaft. A cross-sectional requirement for the arrangement of avatibe bayseiles can therefore be omitted.
  • an electrically controlled cabin brake can be used to improve the space utilization of the elevator installation in the building as a whole.
  • this cabin brake can be used to set up a shelter below or above the cabin, if this is necessary for the purpose of maintenance. Since this cabin brake can generate large braking forces in case of need also in the upward direction, their use for the establishment of a temporary shelter is also possible in the upward direction.
  • a shaft-end-side buffer can be almost completely eliminated, since by means of the electrical control and associated state sensors a faulty behavior of the elevator installation can be detected early, before reaching an end stop.
  • the control of the car brakes via a speed monitoring, which detects a traversing speed of the car with respect to a guide rail or the elevator shaft, or a wall of the elevator shaft, and monitored.
  • a speed monitoring which detects a traversing speed of the car with respect to a guide rail or the elevator shaft, or a wall of the elevator shaft, and monitored.
  • a tachometer which runs along the guide rail
  • a magnetically coded tape can be used which is applied to the guide rail or optical systems can be used to determine the speed.
  • a sensor is used which at the same time contains information about the position of the car in the shaft. Thereby a position-dependent braking can take place and as a result rapid braking can be carried out in the area of the shaft ends or a temporary shelter can be erected.
  • Cab and counterweight are interconnected by means of suspension, wherein the support means are each mounted on top of the cabin and the top of the counterweight. Vertical portions of the support means are disposed within the projections of cabs and counterweight cross-sectional areas. This is advantageous because the suspension means require no further cross-sectional area in the elevator shaft. In addition, a space requirement below the cabin can be minimized. This allows a good utilization of the building space.
  • the support means is advantageously fixed by means of deflection roller to the car or to the counterweight, wherein the deflection roller is disposed within the cross-sectional area of the car or within the cross-sectional area of the counterweight.
  • the support means is further arranged such that the car and preferably also the counterweight are suspended substantially centrally. This is advantageous because it allows small, space-saving drives can be used. Furthermore, due to the central suspension, the guide rail in the normal operation of bending forces largely relieved, thereby a good ride comfort is possible. Furthermore, by using a controlled cabin brake, a load on the rails can be kept small, even during emergency braking. This allows the use of inexpensive guide rails.
  • the support means is connected at its cabin-side end directly to a ceiling of the shaft or to a support beam.
  • the use of a support beam allows the use of convenient fasteners and makes low demands on the execution of the shaft.
  • a direct connection to the ceiling of the shaft requires fewer components.
  • the cabin-side deflection rollers are integrated in an edge region of a cabin ceiling and the suspension means traverses along a cabin ceiling lower surface the cabin ceiling.
  • a stand area can be provided, which is arranged in the middle area of the cabin ceiling, and edge areas of the ceiling also serve as a limiting base.
  • An upper shelter is not affected by the pulleys.
  • the cab has a cabin space and at least one cabin access area, and the guide rails and the counterweight are disposed in an area laterally of the car access area, the counterweight together with the guide rails having a width substantially equal to a side dimension (TKR) of the cabin space corresponds and the counterweight has a thickness (TG) which essentially corresponds to a required to open the Kabinenzuganges lateral projection (UT) of the cabin access room with deduction of the safety distance (SKG) between the car and counterweight.
  • TTR side dimension
  • TG thickness
  • the guide rails and the counterweight are disposed in an area opposite to the car access area, the counterweight having, together with the guide rails, a width substantially equal to a width dimension (BK) of the cabin space, or the guide rails and the counterweight are in an area laterally of the cabin Cabin access room arranged, wherein the counterweight together with the guide rails has a width which substantially corresponds to a side dimension (TK) of the cabin.
  • BK width dimension
  • TK side dimension
  • further shaft devices such as shaft lighting, shaft information parts, manhole cabling are arranged such that safety distances (SW, SKG) between cabin and wall, counterweight and wall and counterweight and cabin are not affected and a hanging cable for supplying the cabin with electrical energy and / or Signals is in the ranges the cabin access room arranged.
  • safety distances SW, SKG
  • a hanging cable for supplying the cabin with electrical energy and / or Signals is in the ranges the cabin access room arranged.
  • Particularly advantageous is an arrangement of these parts, if necessary in corner zones of the shaft, since in this case such a corner area can be used without influencing the safety distance or an arrangement of these parts is executed in the field of a shaft door, as a shaft door post areas or frame areas which for arrangement of lighting, cables or sensors are usable.
  • the counterweight has a maximum thickness of 100 mm. This allows the arrangement of a typical counterweight deflection roller above the counterweight
  • the illustrated invention allows optimal utilization of the building space, since it is shown how assemblies of an elevator system optimally arranged, or can be arranged.
  • Fig. 1 shows a cross section of an elevator installation 1 with a car 2 and with a counterweight 3 in a hoistway 4, and two guide rails 5 for guiding the car 2 and counterweight 3.
  • Each of the two guide rails 5 forms a guide area for guiding the car 2 and a further guide region for guiding the counterweight 3.
  • the counterweight 3 occupies a corresponding cross-sectional area, which corresponds to the cross-section, or a vertical projection of the counterweight 3.
  • the cabin 2 occupies an associated cross-sectional area.
  • the cross-sectional area of the cabin 2 corresponds to a vertical projection surface of this cabin.
  • the cross-sectional area of the cabin 2 here includes in particular a cabin space area 35, which is essentially defined by a transport area for receiving persons or goods and surrounding cabin walls, as well as support structures 31 and at least one car access area 36.
  • the car 2 and counterweight 3 are from an elevator shaft 4 enclosed.
  • the elevator shaft 4 is bounded here by shaft walls 6 or shaft doors 7, which at the same time define a cross-section of the elevator installation 1.
  • the car 2 moves along the walls 6 or the shaft door 7 at a safety distance (SW).
  • SWKG safety distance
  • SW safe distance
  • Safety distances are required to enable a collision-free movement of the car 2 to accommodate tolerances of elevator material or in the elevator shaft 4 or at best to prevent jamming of hands, such as service personnel.
  • These safety distances (SW, SKG) together with corresponding lateral dimensions define safety surfaces 11.
  • the cross-section of the elevator installation 1 essentially corresponds to a sum of the cross-sectional area of the elevator car 2, the cross-sectional area of the counterweight 3 and the safety surfaces 11, 12 between the car 2 and the wall 6, the safety surface 11, 13 between counterweight 3 and wall 6 and the safety surfaces 11, 14th between counterweight 3 and cabin 2.
  • the cross section of the elevator installation 1 is optimally used.
  • a safety distance (SW) in the region of the walls 4 is selected to be about 40 mm. This standard building tolerances and bumps of the shaft walls can be compensated. Depending on the design of the walls, the safety distance (SW) can be reduced to up to 15 mm. This safety distance is selected in the present example in the areas of the shaft door 7, since this shaft door 7 can be accurately aligned. It is conceivable that the safety distance in the area of the shaft door could even be reduced to approximately 8 mm if, for example, very rigid guidance systems are used.
  • a safety distance (SKG) between car 2 and counterweight 3 is selected at about 50 mm.
  • This distance is proposed in standards, it prevents, for example, a pinching of hands when a service technician is in the service area on the cabin.
  • additional safety measures such as a safety barrier in the area of the cabin or the cabin ceiling, the safety distance (SKG) could also be reduced.
  • a barrier 48 (as can be seen in FIG. 3) is arranged between the car and the counterweight.
  • the safety distance (SKG) has to take this into account. To reduce this safety margin would require electronic barriers 48, or a barrier 48, which is placed only in the presence of a service person in the shaft.
  • the guide rail 5 is in the embodiment as shown in FIG. 2, a T-shaped guide rail with two guide webs 16, 17 and a fastening web 18, and the height of the guide rail 5, or a height of the mounting web 18 corresponds approximately to the thickness (TG) of the counterweight 3.
  • a guide plane 22 of the counterweight 3 is advantageously arranged laterally offset from a center of gravity line 21 of the counterweight 3. This has the advantage that the fastening web 18 can be selected high, resulting in increased strength and rigidity of the guide rail 5 results.
  • the cabin structure 31 may include the guide bar 16 clearly, which enables the provision of the structure 31 with high strength.
  • a coding can additionally be attached which enables a sensor 24, which is attached to the cabin 2 or the cabin structure 31, to determine a driving speed and / or a driving position in the shaft.
  • This can dispense with the arrangement of a conventional speed limiter with an associated speed governor rope.
  • the guide rail 5 is fastened in this example by means of mounting bracket 19 at the same portion of the shaft wall 6.
  • a first guide web 16 of the guide rail 5 is used to guide the car 2 and a second guide web 17 of the guide rail 5 is used to guide the counterweight 3.
  • the first and second guide webs 16, 17 are arranged substantially in one plane, the guide plane 22.
  • the cabin-side guide web 16 is stronger, that is to say designed with a higher strength, than the counterweight-side guide web 17.
  • the guide webs 16, 17 may also be arranged on different levels. This allows in particular an efficient coordination of cabin structure 31 and guide 5 to each other.
  • the two guide rails 5 are fixed to the same shaft wall. This reduces the number of interface areas to the building.
  • the cabin 2 is connected to the counterweight 3 by means of suspension means 25.
  • the support means 25 are mounted on top of the car 2 and on top of the counterweight 3, and vertical portions of the support means 25 extend within the projections of cabin and counterweight cross-sectional areas.
  • car 2 and counterweight 3, 2: 1 are suspended.
  • the support means 25 is attached with its cabin-side end to a ceiling 8 of the elevator shaft.
  • 8 supporting beams 28 are arranged in the areas of the shaft ceiling, which allow attachment of the support means 25.
  • the support means 25 extends from the shaft ceiling 8, or the support beam 28 to the car 2, or to a cabin ceiling 32.
  • the support means 25 is deflected by means of cabin-side pulleys 26 and continues further back into the area of the shaft ceiling 8, where it is via a traction sheave 37 out and continues to a counterweight side pulley 27 and is guided from there again to the shaft ceiling 8.
  • the traction sheave 37 drives and carries the support means 25 and thus the car 2 and counterweight 3.
  • the traction sheave 37 is driven by a drive 38.
  • Drive 38 and traction sheave 37 are arranged by means of a drive support 39 near the shaft ceiling 8.
  • the drive support 39 is used in the example as a connection point of the counterweight end of the support means 25.
  • the two support means 25 are arranged at a distance from each other. The distance is chosen such that an upper shelter 45 can be arranged between the support means 25. An upper shelter 45 is required so that a service engineer always has a minimum space available for his work in the areas of the canopy.
  • the drive 38 for driving the traction sheaves 37 is arranged between the traction sheaves 37 in this example.
  • the support beams 28 are also arranged corresponding to the distance of the support means 25.
  • the cabin-side end of the support means 25 can be deflected in the support beam 28 in a horizontal position and a support means lock 29 and required fasteners 30 can be arranged in the support beam 28.
  • the shelter 45 can now also between the support beam 28 and between the support means 25, which traverse the cabin ceiling 32 along a cabin bottom surface 34, are arranged.
  • the arrangement shown allows exploiting the shaft cross-section in an optimal manner, since no cross-section for the arrangement of support means 25 is required and this arrangement takes up little space above the cabin because the shelter 45 is disposed between the support means 25 and their attachment structures.
  • the deflection rollers 26 are arranged in an edge region 33 of the cabin ceiling 32.
  • the edge area is thereby increased and this increase at the same time forms a base which prevents a trespassing of the cabin roof edge.
  • the suspension elements 25 are essentially arranged centrally (apart from loading, asymmetrical cabin equipment and cabin access influences). That is, a vertical center of gravity axis 49 of the cabin is approximately in a resultant load-bearing capacity line which is defined by the suspension element 25 acting on the car 2.
  • the guide rails 5 and guide shoes 23 which guide the cabin along the guide rails 5 are only insignificantly loaded during normal operation. This allows the use of light guide rails 5 and easier guide shoes 23rd
  • the elevator car is equipped as shown in Fig. 3 with a car brake 22 or a corresponding blocking device.
  • the cabin brake 22 is arranged in the upper area of the cabin structure 31 and is able to hold and / or brake the cabin in any operating position.
  • the cabin structure 31 with the cabin brake 22 mounted is located in the projection outside the projection of the drive support 39 and the drive 38. Parts of the cabin structure 31 with the cabin brake 22 can thus drive over the drive 38 at least partially.
  • the cabin brake is controlled by electrical means and, for example, in the case of service operation by means of sensor 24 (FIG. 2) or other safety devices, it can be controlled such that the upper shelter 45, corresponding to an upper safety distance (HSO), and also a lower shelter 46 , is safely ensured according to a lower safety distance (HSU).
  • This cabin brake 22 makes it possible that no further cross-sectional area, for example for the arrangement of a speed limiter cable, is required.
  • the cross-section of the elevator installation 1 is optimally utilized, or a cross-sectional
  • the elevator installation shown in FIG. 3 is in a service setting, that is to say an upper and lower shelter 45, 46 is provided by the cabin brake 22 ensured by the brake control using the data of the sensor 24 prevents retraction into the shelters 45, 46.
  • Fig. 5 shows the same plant in a normal operating state.
  • Safety means prevent a person below or above the cab in the normal operating condition.
  • the car 2 can now take advantage of the entire infrastructure. Only operating distances (HO, HU) are to be taken into account, which prevents a collision of parts. It is conceivable that a car 2 could approach the manhole cover 8 up to a distance (HO) of about 200 mm.
  • Fig. 6 shows an alternative embodiment of a suspension.
  • the support means 25 are guided close to each other and their resulting capacity line is approximately on the vertical gravity line 49 of the car 2.
  • a shelter 45 is arranged in the illustrated example in the rear of the car 2.
  • the supporting beam 28 runs parallel and in the vicinity of a shaft wall 6.
  • the elevator installation according to FIG. 7 with cabin 2 and cabin space 35 has a single cabin access area 36.
  • the guide rails 5 and the counterweight 3 are in an area laterally of this car access area 36 arranged.
  • Fig. 8 shows an elevator system as described above, wherein two opposing cabin access areas 36, 36 'are used.
  • Fig. 9 shows a further arrangement possibility of the car access area 36 by the guide rails 5 and the counterweight 3 are arranged in a region opposite the car access area 36, wherein the counterweight 3 together with the guide rails 5 has a width which is substantially a width dimension BK of the cabin space 35 corresponds.
  • the guide rails 5 and the counterweight 3 may be disposed in an area laterally of the cabin space, and the counterweight may have, together with the guide rails 5, a width which substantially corresponds to a side dimension (TK) of the car. This is useful if the car access area 36 is equal to the width (BK) of the car.
  • the elevator installation contains further shaft units which usually require an enlargement of the cross section of the elevator installation 1. These are, for example, a shaft lighting 41, shaft information parts 42, shaft cabling 43 or suspension cables 44.
  • FIG. 10 shows such shaft devices 41, 42, 43, 44 in an elevator installation according to the invention without their cross-sectional area having to be increased.
  • pit devices 41, 42, 43, 44 are arranged such that safety distances between cabin and Wall (SW), counterweight and wall (SW) and counterweight and cabin (SKG) are not affected.
  • the hanging cable 44 for supplying the cabin with electrical energy and / or signals, in the example shown, in the areas of the cabin / manhole access room 36, 7 are arranged.
  • Shaft lighting 41 is accommodated in the region of the shaft-side access, for example in the closing-side door jamb, and shaft cables 43 or information transmitters 42 are arranged in a corner region of the shaft.
  • the areas for arranging these devices are basically interchangeable. It is self-explanatory that wireless transmission means may also be used to transmit power or signals, or devices may occasionally be integrated into the area of the track or within itself.
  • a drive control unit or drive parts such as a converter or an emergency control device is advantageously arranged in a region above an uppermost opening area of the car access area, or it is arranged in a regions of a floor access to the car, or, belonging to this floor-side access door frame area.
  • the elevator expert can arbitrarily change and combine the set shapes and arrangements.
  • an elevator system with three cabin access areas can also be created by combining the arrangement shown in FIG. 8, with the arrangement according to FIG. 9, or a control for setting up a protective room 46, as explained in connection with FIG. 3, can be used simultaneously are to set up a temporary barrier 48 in the areas of the lower shaft end.
  • the shaft wall is usually a solid masonry. It goes without saying that the shaft wall or parts thereof can be made of glass or open.
  • the invention is equally suitable for the optimization of new elevator systems as well as for the modernization of elevator systems, wherein especially in the case of modernizations, a transport capacity can be increased by maximizing the cross-sectional area of the car.

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  • Engineering & Computer Science (AREA)
  • Civil Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Structural Engineering (AREA)
  • Lift-Guide Devices, And Elevator Ropes And Cables (AREA)
  • Cage And Drive Apparatuses For Elevators (AREA)
EP07115234A 2006-08-31 2007-08-29 Dispositif d'élévation doté d'une cabine et d'un contrepoids et procédé destiné à la disposition d'une installation d'élévation Withdrawn EP1894876A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP07115234A EP1894876A1 (fr) 2006-08-31 2007-08-29 Dispositif d'élévation doté d'une cabine et d'un contrepoids et procédé destiné à la disposition d'une installation d'élévation

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP06119918 2006-08-31
EP07115234A EP1894876A1 (fr) 2006-08-31 2007-08-29 Dispositif d'élévation doté d'une cabine et d'un contrepoids et procédé destiné à la disposition d'une installation d'élévation

Publications (1)

Publication Number Publication Date
EP1894876A1 true EP1894876A1 (fr) 2008-03-05

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EP07115234A Withdrawn EP1894876A1 (fr) 2006-08-31 2007-08-29 Dispositif d'élévation doté d'une cabine et d'un contrepoids et procédé destiné à la disposition d'une installation d'élévation

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EP (1) EP1894876A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2746209A1 (fr) * 2012-12-21 2014-06-25 Kone Corporation Montage de guides pour des rails de guidage sur une cabine d'ascenseur.
CN108394797A (zh) * 2018-05-08 2018-08-14 中山天达电梯科技有限公司 一种电梯
WO2020127303A1 (fr) 2018-12-20 2020-06-25 Inventio Ag Contrepoids asymétrique pour une installation d'ascenseur et installation d'ascenseur équipée de celui-ci
CN114787066A (zh) * 2019-12-05 2022-07-22 因温特奥股份公司 升降机部件在竖井壁上的固定

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1702783A (en) * 1928-03-09 1929-02-19 Le Roy H Kiesling Elevator guide means
DE6927418U (de) * 1969-07-09 1969-11-20 Hans A Bunse Schachtgeruest fuer rucksackaufzug.
BE777242A (fr) * 1970-12-29 1972-06-26 Rompa Jozef J T
DE9302119U1 (de) * 1993-02-15 1993-04-01 C. Haushahn GmbH & Co, 7000 Stuttgart Führungsvorrichtung für Aufzüge
WO1999064338A1 (fr) * 1998-06-10 1999-12-16 Zünd Ag Dispositif de guidage destine a un ascenseur
US20020023805A1 (en) * 2000-08-30 2002-02-28 Barry Blackaby Elevator guide rail mounting assembly
WO2003043926A1 (fr) * 2001-11-23 2003-05-30 Inventio Ag Systeme d'ascenseur

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1702783A (en) * 1928-03-09 1929-02-19 Le Roy H Kiesling Elevator guide means
DE6927418U (de) * 1969-07-09 1969-11-20 Hans A Bunse Schachtgeruest fuer rucksackaufzug.
BE777242A (fr) * 1970-12-29 1972-06-26 Rompa Jozef J T
DE9302119U1 (de) * 1993-02-15 1993-04-01 C. Haushahn GmbH & Co, 7000 Stuttgart Führungsvorrichtung für Aufzüge
WO1999064338A1 (fr) * 1998-06-10 1999-12-16 Zünd Ag Dispositif de guidage destine a un ascenseur
US20020023805A1 (en) * 2000-08-30 2002-02-28 Barry Blackaby Elevator guide rail mounting assembly
WO2003043926A1 (fr) * 2001-11-23 2003-05-30 Inventio Ag Systeme d'ascenseur
EP1446350B1 (fr) * 2001-11-23 2006-02-01 Inventio Ag Systeme d'ascenseur

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2746209A1 (fr) * 2012-12-21 2014-06-25 Kone Corporation Montage de guides pour des rails de guidage sur une cabine d'ascenseur.
CN108394797A (zh) * 2018-05-08 2018-08-14 中山天达电梯科技有限公司 一种电梯
WO2020127303A1 (fr) 2018-12-20 2020-06-25 Inventio Ag Contrepoids asymétrique pour une installation d'ascenseur et installation d'ascenseur équipée de celui-ci
US11814263B2 (en) 2018-12-20 2023-11-14 Inventio Ag Counterweight for an elevator system and elevator system equipped with the counterweight
CN114787066A (zh) * 2019-12-05 2022-07-22 因温特奥股份公司 升降机部件在竖井壁上的固定

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