EP2421785B1 - Operational state monitoring of load-bearing devices in a lift assembly - Google Patents

Description

The present invention relates to an elevator installation, in which at least one monitoring device or device for operating state monitoring of the suspension element or the suspension element for the elevator cage or for the counterweight is provided in an elevator installation.

An elevator installation generally comprises an elevator cage and at least one counterweight, which are moved in opposite directions in an elevator shaft. The elevator car and the at least one counterweight in this case run in or along guide rails, supported by at least one suspension element, which is guided via a driving traction sheave. The suspension means usually consists of one or more sheathed steel cables, one or more synthetic fiber ropes, one or more flat or profiled belts (V-ribbed belts) or a parallel composite of the respective embodiments mentioned, in which each individual suspension element is guided over its own traction sheave can.

With such modern suspension means, such high traction on the driving traction sheave is achievable that, for example, the elevator car is further raised, although the counterweight could be prevented from moving downwardly due to unforeseen jamming in the elevator shaft or due to unforeseen seating on the shaft floor buffers. The same problem can occur with the counterweight if the elevator car should rest on the shaft bottom buffers. This is a rising of a load - be it the elevator car or the counterweight - on one side of the traction sheave, without running along the intended counter load freely descending on the other side of the traction sheave is unauthorized and may lead to dangerous conditions (falling back of the elevator car or counterweight).

As a result, monitoring devices have been developed for the detection of a relieved, floppy suspension element. They are based, as for example in the European publication EP-A1-1 953 108 disclosed on a spring-mounted mounting of the entire drive and a deflection unit with at least two other rollers for the support means.

From the document WO 2006/082460 is a fall arrest device known which prevents a crash in a suspension element crash the counterweight. The fall stop device is attached to the counterweight and triggers the setting of the counterweight as soon as a force threshold is exceeded. If it after solution WO 2006/082460 comes to a cracking or loosening of the suspension element, then a spring-mounted axle is moved, which triggers the fall arrest device.

From the document DE 10 2006 027989 A1 a sensor device is known, the individual suspension means, in this case especially chains monitored. The corresponding sensor device is independent of the drive elements, pulleys and other supporting parts of the lifting system described.

The document FR 2 618 420 discloses a device for monitoring a single support means on its guide roller, wherein when slack of the support means, a switch is actuated, which shuts off the drive. The device after FR 2 618 420 So monitors the slackness of a single rope and not the slackness of the entire suspension element strand. When a flaccid suspension means occurs over a electrical contact intervened in the control of the elevator car.

The international publication WO-A1-2007 / 144456 however, discloses a direct, spring-mounted attachment of the support means itself. Thus, occurring at the fixed attachment point of the support means by its relief relaxation of the spring triggers a switch that shuts off the drive. A disadvantage of this solution is that it is only suitable for elevator systems with low head and that is not detected at the directly affected suspension element sections between traction sheave and idler roller of the elevator car or between traction sheave and idler roller of the counterweight.

The disadvantages of these two solutions according to the prior art are on the one hand the design effort and on the other hand the difficulty to detect a reliable trigger value. Especially at high heights and thus long support means sections, the high weight of the support means expresses unfavorable insofar as that a difference between the loaded operating state of the support means and slack state of the support means is difficult to detect.

The object of the present invention is to propose a monitoring device for the operating state of the suspension or the suspension means of an elevator system, which is characterized by a simpler, low-setting and low-maintenance and thus more cost-effective structure and avoids the disadvantages of the prior art, in particular improved detection of a due to a failure slackened suspension to ensure.

The solution to the problem is initially in the design and arrangement of a monitoring device which is arranged neither at the fixed attachment points of the support means, nor on the storage of the entire drive unit, but on a deflection roller for the support means. As a result, according to the invention, the disadvantage is avoided that the dead weight of the suspension element-which can be considerable, especially in the case of large delivery heights-is relevant in the detection measurement of the monitoring device.

According to a first basic variant of the monitoring device according to the invention, a deflection roller for the suspension element is provided on the suspension element section between the traction sheave and a first point of application of the suspension element on the elevator cage. Hereinafter, the term of an attack point of the suspension means on the elevator car or an attack point of the support means on the counterweight usually the support roller or idlers to be understood, through which the support means is guided to carry the elevator car and the counterweight. The elevator car can in principle be carried by a support means, which is guided only by a support roller. This one support roller is usually arranged approximately centrally or eccentrically on the upper side of the elevator car or the counterweight. This one support roller is thus wrapped approximately at 180 degrees of its circumference of the support means. Thus, the support means is not over-bent and stressed, the support roller must thus have a relatively large diameter. Thus, often support arrangements for the elevator car or the counterweight with smaller, at least two support rollers - or pairs thereof - realized as a so-called sub-looping. These support arrangements have the significant advantage that the support means is bent only by approximately 90 degrees of the circumference of a respective support roller. Such a looping of the elevator car or the counterweight can In turn, be realized by the support means the body of the elevator car or the counterweight actually unterschlingt, ie, the at least two support rollers are arranged on the underside of the elevator car or the counterweight. Analogously, there are also support arrangements in which at least two support rollers are arranged on the upper side of the elevator car or the counterweight. In any case, conceptually the first point of application of the suspension means on the elevator car or the first point of application of the suspension element on the counterweight represents the single carrier roller or in the case of last described under-slipping carrier arrangements (be it at the bottom or at the top of the elevator car or the counterweight). the first support roller, which is closest to the traction sheave, which relates to the unwound length of the suspension element. A second point of application of the suspension element on the elevator car or a second point of application of the suspension element on the counterweight can only be considered in the case of the underriding suspension arrangements and represents the support roller further away from the traction sheave.

Furthermore, the carrying rollers described represent deflection rollers at the same time because, like any other deflection roller, they deflect an original direction of the suspension element into a new one. The present invention describes a monitoring device which is arranged on a deflection roller, that is to say optionally on the carrying rollers and / or also on deflection rollers which do not carry a supporting function.

For further conceptual clarity, the present application generally defines two fixed fastening points for a suspension element, to which the suspension element is fixed in place, for example, in the upper region of the elevator shaft. The support means is, for example, a generally approximately midway between these stationary support means attachment points arranged traction sheave and thus forms two loops. In one of them, the elevator car is carried with at least one carrying roller, in the other with at least one carrying roller the counterweight. The support means thus forms a plurality of support means sections or support center pieces that vary in their respective length during operation of the elevator system. The support means sections lie between respective attack or force approach points. Thus, for example, a first suspension element section of the entire suspension element is formed between one of the stationary attachment points and a (first) support roller of the counterweight or a (first) engagement point of the suspension element on the counterweight. A second support means portion of the entire support means is between the (first) support roller of the counterweight and the (first) point of application of the support means on the counterweight (or, depending on the suspension type, between a second support roller of the counterweight and a second point of application of the support means the counterweight) and the traction sheave. This second suspension element section is also referred to below as the counterweight-side suspension element section. A third suspension element section of the entire suspension element is formed between the traction sheave and a (first) point of application of the suspension element on the elevator cage or a (first) carrier roller of the elevator cage. This third suspension element section is also referred to below as the cabin-side suspension element section. A fourth and as a rule last suspension element section of the entire suspension element is between the (first) carrying roller of the elevator car and the (first) point of application of the suspension element on the elevator car or - if the elevator car is enclosed or carried by at least two carrying rollers - a second support roller of the elevator car or a second point of application of the support means formed on the elevator car and the other stationary attachment point. The support means sections between the support rollers of the counterweight or between the support rollers of the elevator car - if at least two support rollers are arranged - were neglected in this list of possible Tragmittel sections. With "first" point of application of the suspension means to the elevator car or "first" point of the support means on the counterweight may be hereinafter both the support roller of the elevator car and the support roller of the counterweight meant if the counterweight or the elevator car carried by only one support roller is, as well as the traction sheave nearest, first support roller, if the counterweight or the elevator car is supported by at least two support rollers.

The previously mentioned at the beginning of paragraph [009] deflection roller - which deflects the support means between the traction sheave and the first point of the support means on the elevator car - is slidably mounted with a stored under defined prestressing force storage element, so that a sensor at a relief of the support means due to Displacement movement of the guide roller emits a signal in its storage. This signal is preferably used for stopping the drive and the traction sheave or even for a temporary reversal of its direction of rotation. The deflection roller is in the normal operating state, ie under the load of the tensioned suspension element, at a stop.

Solutions from the prior art, such as in the international publication WO-A1-2007 / 144456 discloses also provide a stop for the normal operating condition with loaded suspension means. The relief of the suspension element leads due to the spring biasing force to a movement of a transmission element away from the stop to a limit switch. The deflecting roller monitoring device according to the invention, however, provides a sensor which is switched on in the normal operating state. However, as soon as the deflection roller is pushed away from the stop by the force storage element, the signal changes. Because so eliminating the need to cover a path to a limit switch, the detection accuracy increases and makes the monitoring device for wider load ranges used. The load range fluctuates between the empty elevator car in the highest position, ie at maximum wound suspension and full or even overloaded elevator car in the lowest position, so at maximum unwound suspension.

A first further embodiment variant of the described basic variant sees on both sides of the traction sheave, i. both on the support means section between the traction sheave and the first point of the support means on the elevator car, as well as on the support means section between the traction sheave and the first point of the support means on the counterweight, in each case an inventive guide roller before. As a result, the further upward movement of the respective counterweight (elevator car or counterweight) can be avoided not only when placing the counterweight on the shaft floor buffers or jamming the counterweight during its downward movement, but also when placing the elevator car on corresponding shaft floor buffers.

A further embodiment variant relates to an elevator installation, in which the elevator car is guided by the suspension element, ie, the elevator car stands on deflection rollers supporting it in a loop formed by the suspension element. In the case of support elements running parallel, preferably two deflecting rollers according to the invention, each with a force storage element and a sensor, are arranged at the lower edges of the elevator car. In this way, it is achieved that a relief or slackening in the suspension means is detectable and a signal for stopping the drive and the traction sheave or for reversing the direction of the traction sheave can be output. In particular, in this embodiment variant is advantageous that the Monitoring device works independently of the weight of the suspension strap loop.

A further embodiment variant of a monitoring device by means of two deflection rollers according to the invention is suitable for any type of suspension. It does not matter whether the elevator car and / or the counterweight suspended from a carrying role or unterschlungen with two supporting pulleys or carried in a so-called "backpack suspension", because in the described accident always a voltage difference between the car-side support means and the counterweight side Supporting means occurs, in particular in the respective support means section, which is closer to the traction sheave. The terms "cabin side" and "counterweight side" support means section in turn stand for the respective support means sections between the traction sheave and the first point of the support means on the elevator car or on the counterweight. The fact that different stresses occur between these suspension element sections in the event of a fault utilizes this embodiment variant in that - preferably below the traction sheave - a strut with two deflection rollers at the ends of the strut is preferably fixed and preferably between the cabin-side suspension element section and the counterweight side Suspension element section is arranged. The pulleys at the ends of the strut are, as in the previous design variants, according to the invention under a defined bias of a force storage element, so at relaxation of one of the two support means sections, the guide roller yields the bias, ie, moves outward and a sensor this movement used for the generation of the stop or reverse signal.

Thus, the sensors on the strut a maximum settlement of a suspension element section and thereby do not interpret occurring discharge as a fault, the strut is preferably disposed between the traction sheave and another, fixedly arranged counter-roller for the support means or between two other, fixedly arranged counter-rollers for the support means. These additional, fixed counter-rollers are preferably smooth and produce little contact friction with the suspension element.

The last-described embodiment variant with a strut between the support means sections is characterized by cost-efficiency, because with only two guide rollers according to the invention, incidents, be it in the elevator car or in the counterweight, can be detected.

However, the cost efficiency of the last-described embodiment variant can still be improved by providing the strut with a deflection roller according to the invention on only one side. Preferably, however, so that still incidents on both the elevator car side, as well as on the counterweight side can be detected, the strut is arranged freely displaceable in its longitudinal direction. The latter can be realized by a rack and pinion or even by a slot guide.

The strut can optionally be equipped at its ends with normal, fixed pulleys, without biasing a force storage element presses the deflection roller against the support means, because the support means itself provides a bias voltage. The strut, which is braced against the resistance of the two support means sections, then will inevitably shift from a central position when relieving a suspension element section. Here, only a single sensor, which occurs in a fault occurring longitudinal displacement of the strut or the rotation of a pinion the rack detected in the rack gear.

In elevator installations in which at least two parallel carrying means carry the elevator car or the counterweight, the strut according to the invention described above with deflection rollers can be arranged between these two suspension elements. As a result, whether it is in the parallel running cabin-side support means sections or in the parallel counterweight side support means, the relaxation of one of the two support means against the voltage of the intact, ready-to-use support means are detected. This, however, not in the case of placing the elevator car or the counterweight on the shaft floor buffer - this would be relieved both support means, but with progressive elongation, with progressive error accumulation or break only one support means.

In the latter type of suspension of the elevator car or the counterweight with two parallel support means four deflection rollers are preferably arranged on the underside of the elevator car or the counterweight in a deflection roller profile carrier. This deflection roller profile carrier can be attached to the underside or else at the top of the elevator car and is preferably formed from two longitudinal profiles with a connecting web, so H-shaped, but preferably the two side members are not only connected to one, but with two connecting webs , At least two of the four deflection rollers, preferably the two on the shaft inner side of the elevator car or of the counterweight, are in this case designed as monitoring devices with a deflection roller, a force storage element and a sensor.

The deflection roller profile carrier is further equipped to supplement the monitoring of the operating state of the support means according to the invention with at least one load torque sensor, which is arranged in each of the two longitudinal profiles approximately in the middle. On the one hand, the load torque sensors, for example bending sensors, are able to measure synchronously whether the elevator car is ready for operation in the parallel carrying suspension loops or has jammed in the elevator shaft during the downward travel or is seated on the shaft bottom buffers. On the other hand, however, results in a different measurement signal of the two load torque sensors, for example, a Traganteil ratio of preferably 60 to 40%, infer conclusion that a creeping stretch or Fehlerkumulations-adjustment of one support means has set against the other, parallel support means or the elevator car has jammed on one side so that one support means is still loaded, the other, however, is relieved or broken. For example, from a measurement ratio of 61 to 39, the load torque sensors thus output a corresponding control signal that is used to stop or reverse the upward movement of the counter load.

Supplementing the monitoring of the operating state of suspension means by means of the previously described deflection roller monitoring devices with the load torque sensors, which measure in principle the distortion of the profile support, is particularly useful in those cases where the sole monitoring with the pulley monitoring devices would not detect the incident , Such a case can occur, for example, when the suspension means itself jammed and the deflection roller is thus still under a tension that is greater than its own bias. The sensor of the pulley-monitoring device would thus be able to output no accident signal, the pair of the two load torque sensors, however, would be the uneven load detect.

A further advantage of the combination of the deflection roller monitoring device according to the invention with the load torque sensor monitoring device according to the invention is, in addition to the fact that more types of fault than previously detectable, the fact that the load sensors usually arranged in the shaft bottom buffers can be omitted.

In the case of the arrangement on the lower edges of the elevator car or of the counterweight or in the deflecting roller profile carrier described above, the deflecting roller monitoring device according to the invention is preferably designed such that the displacement of the deflecting roller or the compression and expansion of the force storing element takes place in one direction which is at a 45-degree angle to the lower edge and the side wall of the elevator car or to the lower edge and the side wall of the counterweight.

The deflecting roller monitoring device according to the invention can equally be arranged on the upper edges of the elevator car, with or without previously described deflecting roller profile carrier. There are, with appropriately designed force storage elements, also arrangements can be realized in which the elevator car or the counterweight is suspended on a single roll. Furthermore, an arrangement of one or more deflecting roller monitoring devices according to the invention on a deflection roller is possible, which is arranged in a suspension element fixing point in the elevator shaft.

In a further possible embodiment variant, the deflection roller is mounted in a hinge housing, which is defined spring-resistant.

The force storage element may be a conventional compression spring, which is guided in a housing or on a bolt. However, there are also gas springs or leaf or disc springs into consideration, in which a contact sensor detects the displacement of a single sheet or plate.

The sensor measurement is preferably carried out in an adjustable time interval. This avoids that the sensor or sensors already detect individual load torque peaks and subsequent reliefs due to the inherent elasticity as a fault, although none is present. Such short-term loading or unloading peaks can occur, for example, because there is only a brief jamming or breakaway, or a heavy load in the elevator car falls from a pile or, for example, passengers or children jump synchronously in the elevator car.

Further or advantageous embodiments of an inventive elevator system form the subject of the dependent claims.

The invention will be explained symbolically and by way of example with reference to figures. The figures are described coherently and comprehensively. The same reference symbols denote the same components, reference symbols with different indices indicate functionally identical or similar components.

• Fig. 1 eine schematische Darstellung einer Aufzugsanlage mit je einer Überwachungseinrichtung an den ortsfesten Befestigungspunkten des Tragmittels gemäss Stand der Technik;
• Fig. 2 eine schematische Darstellung einer erfindungsgemässen Aufzugsanlage mit einer erfindungsgemässen Überwachungseinrichtung an tragenden Umlenkrollen der Aufzugskabine;
• Fig. 3 eine schematische Detaildarstellung einer erfindungsgemässen Umlenkrollen-Überwachungseinrichtung;
• Fig. 4 eine schematische Darstellung eines erfindungsgemässen Umlenkrollen-Profilträgers an der Unterseite einer Aufzugskabine;
• Fig. 5 eine weitere Ausgestaltungsvariante einer erfindungsgemässen Aufzugsanlage mit einer erfindungsgemässen Überwachungseinrichtung mit zwei Umlenkrollen an einer Strebe
• und
• Fig. 6 eine weitere Ausgestaltungsvariante einer erfindungsgemässen Überwachungseinrichtung mit zwei Umlenkrollen an einer Strebe.

It show here

• Fig. 1 a schematic representation of an elevator system, each with a monitoring device at the fixed attachment points of the support means according to the prior art;
• Fig. 2 a schematic representation of an inventive elevator system with an inventive monitoring device on supporting pulleys of the elevator car;
• Fig. 3 a schematic detail of a deflection roller monitoring device according to the invention;
• Fig. 4 a schematic representation of an inventive Umlenkrollen profile carrier on the underside of an elevator car;
• Fig. 5 a further embodiment variant of an inventive elevator system with a novel monitoring device with two pulleys on a strut
• and
• Fig. 6 a further embodiment variant of an inventive monitoring device with two pulleys on a strut.

Fig. 1 shows an elevator installation 100, as known from the prior art. In an elevator shaft 1, an elevator car 2 is movably arranged, which is connected via a support means 3 with a movable counterweight 4. The support means 3 is driven during operation with a traction sheave 5 of a drive unit 6, which are arranged in the uppermost region of the elevator shaft 1, for example in the shaft head 12 or in the engine room 12. The elevator car 2 and the counterweight 4 are guided by extending over the shaft height guide rails 7a and 7b and 7c.

The elevator car 2 can serve a top floor door 8, further floor doors 9 and 10 and a lowest floor door 11 at a delivery height h. The elevator shaft 1 is formed by shaft side walls 15a and 15b, a shaft ceiling 13 and a shaft bottom 14 on which a shaft bottom buffer 22a for the counterweight 4 and two shaft bottom buffers 22b and 22c for the elevator car 2 are arranged.

The support means 3 is at a fixed attachment point or support means fixed point 18 a at the Shaft cover 13 attached and guided parallel to the shaft side wall 15a to a support roller 17a for the counterweight 4. From here, in turn, back via the traction sheave 5, to a carrying roller 17b for the elevator car 2 and to a second stationary attachment point or suspension point 18b on the shaft ceiling 13.

Depending monitoring device 16a and 16b is formed on the support means fixed point 18a and 18b, respectively, by a spring 19 is arranged, which receives the load of the support means 3. In the case of a downward movement and the placement of the counterweight 4 on the shaft bottom buffer 22 a, the traction sheave 5 continues its counterclockwise rotation and raises the elevator car 2 further, without the elevator car 2 would be compensated by the counterweight of the counterweight 4. The detection of the relief of the support means 3 thus takes place on a shaft wall side support means section 303a between the attachment point 18a and the support roller 17a and a (first) point 40 of the support means 3 on the counterweight 4 instead. Although this support means section 303a relieves itself, but due to the rotation of the traction sheave 5 finds an earlier detectable relief of a counterweight side suspension element portion 303b between the traction sheave 5 and the support roller 17a and the (first) point 40 of the support means 3 on the counterweight instead of. This latter counterweight-side suspension element section 303b will fall down on the right, shaft inner side of the counterweight 4 and the support roller 17a thus constitutes an obstacle to the detection of the slackening of the suspension element 3. This represents a disadvantage of the solution of the prior art, the Solution according to the invention eliminated.

The spring 19 of the known monitoring device 16a then presses a transmission element 20 due to the elimination of tensile load by the support means 3 to a limit switch 21, which turns off the drive 6.

The monitoring device 16b on the elevator car side works analogously, in order to avoid further pulling up of the counterweight 4 in the case of placing the elevator car 2. In this monitoring device 16b on the elevator car side, a further disadvantage of the prior art solution becomes obvious on the basis of an example of calculation: The force of the spring 19 must be designed so that it is at a load of empty elevator car 2 (for example 300 kg). plus the load of the suspension element between the monitoring device 16b and the carrier roller 17b (for example 100 kg) plus the load of the suspension element between the carrier roller 17b and the traction sheave 5 (100 kg), that is not yet triggered at an assumed 500 kg. Only in this way can, for example, jamming of the empty elevator car 2 be ensured in a highest shaft position, ie at the lowest possible weight of the suspension element. One would thus select in favor of a not too sensitive triggering a spring force of about 400 kp. However, if the weight of the two support means in the top floor position 8 is already 200 kg and can increase almost tenfold due to an assumed head h of only 10 floors, the 400 kp of the spring is not sufficient to lift an approximately five times the load. It thus does not matter whether the elevator car 2 is operatively suspended in the suspension means loop or is on the shaft floor buffers, the monitoring device 16b will not be able to detect the relief of the suspension element 3.

Monitoring devices according to the prior art, which work on the entire tensile load in the support means 3, thus are not eligible for elevator systems 100 with large heights h and are also modern elevator cab lightweight construction in the way.

The Fig. 2 schematically shows an elevator system 100a according to the invention, in which monitoring devices 16c and 16d are no longer combined with the attachment points 18c and 18d but with deflection rollers 23a and 23b. If the elevator car 2 should be placed on the shaft floor buffers 22b and 22c with its lower course in its downward movement, the deflection roller monitoring devices 16c and 16d detect the slackening of the suspension strap which carries the elevator cage 2.

In Fig. 3 is the inventive deflection pulley monitoring device 16c off Fig. 2 shown schematically. The deflection roller 23a is in the support means 3 and in normal operating condition with an axle bracket 24 to a stop 25 at. At a fixed to the elevator car 2 frame 29, a guide housing 27 for a force storage element 26 and a sensor 28 is arranged. The sensor 28 is in the normal operating position with the stopper 25 in contact. When a relief of the support means 3 occurs, the force storage element 26 pushes the guide roller 23 a and the stop 25 of the sensor 28 away. The triggering of the sensor 28 thus takes place even at first irregularities and not only after a description of a path of the stopper 25 to a limit switch.

The biasing force of the force storage element 26, which is exerted against the guide roller 23a via the stop 25 and via the axle holder 24, is less than the load of the empty elevator car 2 and advantageously unaffected by the weight of the suspension element 3.

The Fig. 4 schematically shows a supplement according to the invention of two parallel Umlenkrollen-monitoring devices 16e and 16f with a pulley profile carrier 30 in a parallel guided under loop of Elevator car 2 with a first support means 3a via pulleys 23c and 23d and a second support means 3b via pulleys 23e and 23f. The deflection roller profile carrier 30 is arranged on the underside of the elevator car 2 and consists of two longitudinal profiles 31a and 31b, which are connected to each other with two connecting webs 32a and 32b. Approximately in their half, at least one respective load torque sensor 33a or 33b is arranged in each of the two longitudinal profiles 31a and 31b.

On the one hand, the load torque sensors 33a and 33b are able to measure a placement of the elevator car 2 by eliminating their load. This may be the monitoring devices 16e and 16f as well. On the other hand, however, the load torque sensors 33a and 33b provide a measurement signal when distortion occurs due to unequal stresses in the support means 3a and 3b in the pulley profile carrier 30. The output of a control signal for stopping the elevator installation is preferably triggered as soon as the measurement of a load torque sensor 33a or 33b begins to exceed 60% of the cabin load and the measurement of the other load torque sensor 33b or 33a begins to fall below 40%.

The Fig. 5 schematically shows an elevator system 100b, are arranged at the deflection roller monitoring devices 16g and 16h on a strut 34a with pulleys 23g and 23 h. The strut 34a is arranged stationarily in the elevator shaft 1, and thus the deflection roller 23g constitutes a suspension element fixing point 42a for the suspension element 3 on a suspension element section 303c or the deflection roller 23h forms a suspension suspension point 42b for the suspension element 3 on a suspension element section 303d. The suspension element section 303c extends from the traction sheave 5 to a (first) point of application 40 of the suspension element 3 on the counterweight 4, which in turn in this case is nothing but the support roller 17a. The support means section 303d, however, extends from the traction sheave 5 to a first point 41a of the Supporting means 3 on the elevator car 2, which is in this case the supporting guide roller 23a. The supporting deflection pulley 23b constitutes a second point 41b of the suspension element 3 on the elevator car 2. In addition to the monitoring devices 16g and 16h, the carrying pulley 23a and / or the carrying pulley 23b may also comprise a monitoring device which separates the monitoring devices from the Figures 2-4 equivalent.

The strut 34a with the deflection rollers 23g and 23h is disposed between the support means section 303c and the support means section 303d. Although the strut 34a is fixedly arranged in the elevator shaft 1 by means of fasteners 36, it can yield horizontally by means of an oblong hole 35 which, in the event of a fault, would exert an intact suspension element section 303c or 303d reciprocally on the other suspension element section 303d or 303c.

The deflection roller monitoring devices 16g and 16h can be designed as before. Optionally, however, the sensor can also be arranged on the fasteners 36.

In order for the sensor on the mounts 36 and the sensors of the pulley monitors 16g and 16h, respectively, to detect the differences in tension in the suspension means sections 303c and 303d during normal operation during normal travel. the increasing or maximum processing with simultaneous increasing or maximum winding of the other support means portion 303d or 303c is not detected or detect as a fault, the strut 34a as shown between counter rollers 37a-37d arranged.

The Fig. 6 schematically shows the elevator car 2 in a parallel sling suspension as in Fig. 4 , with a first support means 3c and a second support means 3d, the are driven synchronously by traction sheaves 5a and 5b and by a common drive unit 6a. By means of a strut 34b, the guide rollers 23i and 23j presses against the support means 3c and 3d, or by means of - as previously disclosed - pulley monitoring devices 16i and 16j, is such a monitoring of the individual support means 3c and 3d of a parallel suspension means suspension realized. The deflection roller 23i thus constitutes a suspension center point 42c for the suspension element 3c on a suspension element section 303e and the deflection roller 23j constitutes a suspension center point 42d for the suspension element 3d on a suspension element section 303f.

The suspension element section 303e extends from the traction sheave 5a to a supporting deflection roller which, in the illustrated lateral plan view of the elevator cage 2, is covered by a supporting deflection roller 23k. This concealed supporting pulley thus represents a first point of application of the support means 3c on the elevator car 2 and the visible supporting pulley 23k a second point 41d of the support means 3c on the elevator car 2. The same applies analogously to the support means 3d, which has a support means section 303f from the traction sheave 5b to a supporting pulley, which is covered by a supporting pulley 231. Thus, also on this side of the elevator car 2 can be spoken by a first point 41e of the support means 3d to the elevator car 2 and a second point 41f of the support means 3d on the elevator car 2. Optionally, in addition to the monitoring devices 16i and 16j, the non-visible supporting deflecting rollers and / or the supporting deflecting rollers 23k and 231 may comprise monitoring devices which correspond to the monitoring devices 16c-16f Figures 2-4 correspond.

As in Fig. 5 Also, to prevent detection of the maximum development of the suspension means 3c and 3d as a Disturbance relaxation Counter rolls 37e-37h arranged as shown.

In the case of using a flat belt or a tread belt (for example, a V-ribbed belt) as the support means 3c and 3d, the narrow or profiled sides of the support means 3c and 3d, respectively, an unfavorable guide surface for the counter-rollers 37e-37h and the guide rollers 23i and 23j represent , However, in order to achieve a stable guidance in the counter-rollers 37e-37h and the guide rollers 23i and 23j, on the one hand according to the invention ropes with a round cross-section as support means 3c and 3d are used or a flat belt with approximately square cross-section, preferably at least with a side surface, the one provides enough wide guide surface, so that the support means 3c or 3d is not twisted. On the other hand, according to the invention, the counter-rollers 37e-37h can be arranged simultaneously as alignment rollers or alignment-roller pairs which rotate the cross-section of a flat belt above the deflection roller 23i or 23j, for example by 90 degrees, and turn it back again below the deflection roller 23i or 23j. For a V-ribbed belt, a twist of, for example, approximately 60 degrees can be sufficient.

The strut 34b stands in contrast to Fig. 5 with preferably two pinions 39a and 39b on a fixedly arranged in the elevator shaft 1 rack 38. A taking place due to an imbalance in the support means 3c and 3d horizontal displacement of the strut 34b thus manifests itself in a rotation of the pinion 39a and 39b. The deflection roller monitoring devices 16i and 16j may, as usual, have their own sensors, but optionally a single sensor which detects the rotation of one of the pinions 39a or 39b is also sufficient.

This is the combination of the illustrated embodiments of inventive Monitoring devices disclosed. So are those in the Figures 2-4 shown monitoring devices 16c-16f in a single elevator system 100 with the monitoring devices 16g and 16h Fig. 5 and / or the monitoring devices 16i and 16j Fig. 6 combinable with each other. Furthermore, the monitoring devices 16g and 16h are off Fig. 5 and the monitoring devices 16i and 16j Fig. 6 in a single elevator system 100 combined with each other.

Claims (7)

1. Lift installation (100) having at least one lift car (2) and having at least one counterweight (4), the two of which can be displaced in opposite directions, by supporting means (3) guided over a traction sheave (5) of a drive (6), on at least one guide rail (7) in a lift shaft (1), and having at least one monitoring device (16) for detecting slackening of the supporting means (3), wherein the traction sheave (5) is arranged between two fixed-location supporting-means fastening points, and the supporting means (3) are guided over the traction sheave (5) and form two loops, and wherein the lift car (2) has at least one roller (17a, 17b, 23a, 23b, 23c, 23d, 23e, 23f), serving as a supporting roller or deflecting roller, supported in one of the two loops and the counterweight (4) is supported in the other of the two loops, characterized in that the monitoring device (16) is arranged on one of the rollers (17a, 17b, 23a, 23b, 23c, 23d, 23e, 23f),
   in that the roller (17a, 17b, 23a, 23b, 23c, 23d, 23e, 23f) is arranged on the lift car (2) and/or the counterweight (4),
   in that the monitoring device (16) has a sensor (28), which, in the normal operating state, is switched on, and
   in that the roller (17a, 17b, 23a, 23b, 23c, 23d, 23e, 23f) is mounted for displacement by way of an energy-store element (26) which is subjected to a defined level of prestressing, and therefore the sensor (28) emits a signal in the case of the supporting means (3) being relieved of loading on account of the roller (17a, 17b, 23a, 23b, 23c, 23d, 23e, 23f) being displaced in a bearing means.
2. Lift installation (100) according to Claim 1, characterized in that the roller (17a, 17b, 23a, 23b, 23c, 23d, 23e, 23f) can be pushed onto the supporting means (3) by a defined prestressing force of the energy-store element (26) which is smaller than the stressing of the supporting means (3) in the operating state and, in the case of the supporting means (3) being relieved of loading in the event of disruption, the deflecting roller (23) is arranged for displacement by the prestressing force of the energy-store element (26) such that the signal can be emitted by the sensor (28).
3. Lift installation (100) according to Claim 1, characterized in that, in the case of the supporting means (3) being relieved of loading, the energy-store element (26) pushes the roller (17a, 17b, 23a, 23b, 23c, 23d, 23e, 23f) and a stop (25) away from the sensor (28).
4. Lift installation (100) according to either of preceding Claims 1 and 2, characterized in that the lift car (2) and the counterweight (4) are supported by a first supporting means (3a) and a second supporting means (3b), and at least four deflecting rollers (23c-23f) are arranged on a deflecting-roller profile support (30) made up of two longitudinal profiles (31a, 31b) and at least one connecting crosspiece (32).
5. Lift installation (100) according to Claim 4, characterized in that at least one load-moment sensor (33a, 33b) is arranged in each of the longitudinal profiles (31 a, 31b).
6. Lift installation (100) according to Claim 5, characterized in that a signal can be emitted by the load-moment sensors (33a, 33b) as soon as a load-moment sensor (33) measures more than 60% of the supporting load of the lift car (2) or of the counterweight (4).
7. Lift installation (100) according to one of the preceding Claims 2 and 4-6, characterized in that sensor measurement takes place at adjustable time intervals.

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