EP2585395B1 - Elevator system - Google Patents

Description

The invention relates to an elevator installation with the features of the preamble of claim 1.

The use of at least two cars, which are arranged one above the other in a shaft and can be moved vertically upwards and downwards separately from one another, makes it possible to increase the transport capacity of an elevator installation. By means of such elevator systems people and loads can be moved. Each car is associated with a drive means for moving the car vertically upwards and vertically downwards. The drive device comprises a drive motor and a drive brake. In order to avoid an unchecked collision of two cars in the event of a malfunction, the elevator systems have a safety device with which the driving behavior of the cars monitored and, if necessary, an emergency stop can be triggered. In an emergency stop, the drive motor of the car is switched off and the drive brake is activated. In addition, a braking device is arranged on each car, such as a safety gear, with which the car can be mechanically braked when falling below a safety distance to an adjacent car. In addition, a track limiting device is usually used for the lowest car with at least one stop element which is arranged on the lowest car, and with a holding element arranged at the lower end of the shaft in the so-called shaft pit. By means of the track limiting device, the travel path of the lowermost car can be limited and a collision of the lowermost car with underlying parts of the elevator system or the pit can be damped. The holding element is in this case usually designed in the form of a buffer element, which is arranged within the vertical projection of the lowermost car in the shaft pit.

As already mentioned, the brake device arranged on the car, in particular a safety gear, is usually triggered in the event that the car falls below a predetermined safety distance to a second car arranged in front of the car in the direction of travel. The safety distance is selected such that the car can be braked safely after triggering the braking device without colliding with the arranged in front of him second car. A collision can be reliably prevented. However, the required safety distance between two adjacent cars is often greater than the distance between two immediately adjacent floors of a building in which the elevator system is installed. This has the consequence that two cars can not be positioned simultaneously in immediately adjacent stops and limits the transport capacity of the elevator system.

From the Japanese publications JP 2004 018178 A and JP 2001 226050 A elevator installations are known with the features of the preamble of claim 1. In these elevator systems, a first car and a second car are arranged one above the other in a shaft and can be moved separately from one another. The first car is arranged above the second car and has two stop elements, which protrude laterally in a stop position from the vertical projection of the first car and each interact with an associated holding element, which is arranged outside the vertical projection of the two cars and unhindered by the second car is passable. The stop and support elements are provided for emergencies and ensure that the two cars can not collide with each other even in an emergency. During normal operation of the elevator system, the two cars must have a sufficient safety distance from each other to avoid a collision.

Object of the present invention is to develop an elevator system of the generic type such that their transport capacity can be increased.

This object is achieved in an elevator system of the type mentioned in the present invention that the respective car arranged on the brake device or its braking effect can be deactivated when the car falls below a predetermined limit speed, the car at speeds up to the maximum limit speed by means of the stop and the Retaining element can be braked to a stop.

In the present case, a vertical projection of a car is understood to mean a projection of a car in the vertical direction onto a horizontal plane, for example onto the shaft bottom.

In the elevator system according to the invention, in which at least two superimposed and separately movable cars are used, a stop element is arranged on at least one car, which can assume a stop position in which it protrudes laterally from the vertical projection of the first car. The stop member cooperates to limit the travel of this car with a particular holding element, which is arranged in the shaft outside the vertical projection of all cars. Approaches the car at a low speed, ie at a speed which is less than the predetermined limit speed, the associated holding element, the arranged on the car brake device or its braking effect can be disabled and the boundary of the travel can in case of malfunction by the stop element and the associated holding element take place. The stop and the holding element are for this purpose designed such that they can decelerate the car to a stop by the stopper member impinges on the associated holding element. For this purpose, the stop element projects laterally out of the vertical projection of the car so that it can contact the associated holding element. The associated retaining element limits this only the track of this one car, whereas the remaining cars from this holding element in their ride not be affected. The function of the brake device arranged on the car can thus be taken over at low speeds, ie at speeds less than the limit speed, from the stop and the associated holding element. If a second car is arranged in the region of the holding element assigned to a first car, then the first car can approach the second car very closely at low speed. The safety distance, which is decisive for the triggering of the braking device, can be undershot, without the braking device is active. This or their braking effect can be deactivated and in the event of a fault, the car can be brought to a halt by means of the stop and the retaining element. The limit speed below which the braking device is deactivated, for example, may be smaller than the achievable in conventional deceleration control devices known elevator systems reduced impact speed of the buffer elements of such elevator systems, this reduced impact speed may be dependent on the rated speed of the elevator systems.

Since the stop element of the first car associated holding element is not located within the vertical projection of the first car but outside the vertical projection of all cars and interacts only with the stop element of the first car, the travel of the first car by appropriate positioning of this car associated holding element be limited in the shaft at any point. For the other cars, this holding element is no harm.

It can be provided, for example, that the first car is arranged above a second car. If, for example, the second car occupies a position at the lowermost stop of the elevator installation, then the first car can enter the stop directly above it, even if the stops have only a relatively small vertical distance from one another. A collision of the first car with the second car can be reliably prevented in the event of malfunction of the elevator system by providing the projecting in the stop position laterally from the vertical projection of the first car stop element and its associated holding element without the braking device of the first car must be activated.

In the above-mentioned embodiment, the second car may be assigned a buffer element arranged below the second car within the vertical projection of the second car, with the aid of which a collision of the second car with underlying parts of the elevator system or the pit may be damped.

In a corresponding manner it can be provided that the first car is arranged below a second car and has a projecting from the vertical projection of the first car stop element which cooperates with a particular, arranged in the shaft outside the vertical projection of all the car seat holding element to a To prevent collision of the first car with the arranged above the second car in case of malfunction of the elevator system. This makes it possible, for example, to position the second car in an uppermost stop of the elevator installation, in which case the first car can enter the stop directly below it. In the event of a malfunction of the elevator installation, a collision of the first car with the second car arranged above it is avoided by an impact of the stop element arranged on the first car on the holding element arranged outside the vertical projection of all the cars in the shaft, without the safety gear of the first Car must be activated.

The limitation of the travel of at least one car is not limited to an area at the bottom or at the top of the shaft. It can also be provided that in the area between the shaft pit and the shaft head, a holding element outside the vertical projection of all Cars is arranged in the shaft, which cooperates to limit the travel of one of the cars with a particular stop element of a car that protrudes in a stop position outside the vertical projection of this car. This gives, for example, the possibility of dividing the shaft into an upper and a lower shaft area, wherein an upper car can be moved in the upper shaft area and a lower car can be moved in the lower shaft area. The two shaft areas can adjoin one another directly even at small distances of the stops provided in the individual floors. The lower stop of the upper shaft area can be approached by the upper car and at the same time, the uppermost stop of the lower shaft area can be approached by the lower car. A collision of the cars is reliably prevented by the provision of projecting laterally from the vertical projection of the respective car stop elements, each cooperating with a very specific, outside the vertical projection of all cars arranged in the shaft holding member, without the braking devices of the cars are used come.

The elevator installation according to the invention thus makes it possible to position two cars even at small storey intervals in directly adjacent stops, wherein a collision of the cars is reliably prevented in the case of a malfunction of the elevator system. The possibility of positioning at immediately adjacent stops leads to an increase in the transport capacity of the elevator system.

The cars are usually connected via support means each with a counterweight. As a support means, for example, carrying ropes or straps can be used. The counterweights perform a movement opposite to the respective associated car as the car moves up or down. To limit the travel path of a car, the movement of its counterweight can be limited, without affecting the movement of the other counterweights becomes. For this purpose, in an alternative or additional embodiment of the invention, at least one stop element is arranged on at least one counterweight movable in the shaft, which protrudes laterally in a stop position from the vertical projection of the counterweight and which cooperates with a specific, this stop element associated retaining element, the outside of the vertical Projection of all counterweights arranged and passable from all other traversable in the shaft unhindered passable, and arranged on the respective car brake device is deactivated when the car falls below a predetermined limit speed, the car at speeds up to the maximum speed limit by means of the stop and holding element can be braked to a standstill. While in the above-described embodiment of the elevator installation according to the invention, the travel path of a particular car can be limited by means of the car-side stop element and the associated shaft-side holding element, in the alternative or additional embodiment of the elevator system according to the invention, the travel of a certain counterweight can be limited without thereby the infrastructure the remaining counterweights is impaired. For this purpose, a stop element is arranged on this counterweight, which protrudes laterally in a stop position from the vertical projection of the counterweight and cooperates with a arranged outside the vertical projection of all counterweights in the shaft holding element. If the travel path of a counterweight is limited, this also prevents unimpeded travel of the associated car.

As already explained, in an advantageous embodiment of the invention, the first car, which has a projecting in the stop position laterally from the vertical projection stop element, arranged above a second car.

In a further advantageous embodiment of the invention, the first car is arranged below a second car.

It can be provided that at least one retaining element limits an upward movement of the first car. For this purpose, the holding element is arranged above the projecting in a stop position laterally from the vertical projection of the first car stop element.

It can also be provided that at least one retaining element limits a downward travel of the first car. For this purpose, the holding element is positioned beneath the stop element projecting laterally out of the vertical projection of the first car in a stop position.

It is particularly advantageous if stop elements are arranged on a first car and on a second car, which can be moved directly under the first car, which protrude laterally in a stop position from the vertical projection of the respective car and with a specific one to limit the travel movement of the respective car , cooperate in the shaft arranged holding element, which is freely passable from the other car.

The first car can be arranged, for example, above the second car and a downward travel of the first car can be limited by means of the projecting in a stop position laterally from the vertical projection of the first car stop element and this stop element associated holding element. By means of the projecting laterally from the vertical projection of the second car stop element and this stop element associated retaining element, the upward movement of the second car can be limited.

At least one arranged on a car or on a counterweight stop element is held in an advantageous embodiment of the invention immovably on the car or on the counterweight. This allows a structurally particularly simple and inexpensive to produce embodiment of the elevator system.

It can also be provided that at least one retaining element is held immovably in the shaft.

In a particularly preferred embodiment of the invention, at least one arranged on a car or on a counterweight stop element relative to the associated holding element between a release position in which the associated shaft-side support member is not contacted, and a stop position in which the associated holding element is contacted, can be moved back and forth, wherein the arranged on the car brake device or its braking effect in the stop position of the stop element can be deactivated. Depending on the position of the stop element can be limited in such an embodiment of the invention, the travel of the respective car by means of the stop and the associated holding element, without the braking device must be used. If the stop element assumes its stop position, in which it protrudes from the vertical projection of the car or the counterweight, then it can cooperate with the associated holding element to limit the travel by being able to impact the holding element in the event of a malfunction of the elevator system. However, if the stop element assumes its release position, the travel of the car or of the counterweight is not adversely affected by the stop element and in the event of a malfunction, the brake device can be used.

The possibility of at least one stop element between a stop position and a release position back and forth, there is the possibility to temporarily limit the travel of a particular car. For this purpose, it is only necessary to move the stop element in its stop position. If the temporary track boundary is to be terminated, the stop element can be moved back into its release position for this purpose.

Alternatively or additionally, it can be provided that at least one retaining element in the shaft between a holding position, in which it with a certain stop element of a car or a counterweight can cooperate, and a release position in which the associated stop member can pass the holding element unhindered, is movable back and forth, wherein the car arranged on the brake device or its braking effect in the holding position of the holding element can be deactivated. Depending on which position occupies the holding element arranged in the shaft, thus, the travel of a particular car or a counterweight can be temporarily limited.

A movable mounting of the stop element on the car can be effected, for example, by the stop element being held pivotably or displaceably on the associated car or on the associated counterweight.

A movable mounting of the retaining element in the shaft can be achieved, for example, by a pivotable or displaceable mounting of the retaining element.

At least one retaining element is held in a preferred embodiment of the invention on a shaft wall, a guide rail of a car or a counterweight or on a shaft floor or a shaft ceiling. It can also be provided that at least one retaining element is held on a plurality of said components.

The braking device arranged on each car is preferably triggered as a function of the speed of the car and / or the distance that the car has to an obstacle. For example, it can be provided that the braking device can be triggered independently of a distance to an obstacle if the speed of the car exceeds a maximum speed. In addition, a trip can be made when falling below a dependent preferably on the speed of the car safety distance.

The arranged on each car braking device is conveniently designed as a safety gear.

It is advantageous if at least one holding element and / or at least one stop element has a buffer element which damps an impact. The buffer element dampens the impact by absorbing at least part of the impact energy.

The buffer element can be configured, for example, as a hydraulic buffer or as an elastomer buffer.

Conveniently, the buffer element is plastically and / or elastically deformable.

It may be provided that the buffer element is designed only for impact speeds less than the rated speed of the elevator car of the elevator system. This makes it possible to keep the size of the buffer element low. As already explained, a collision of two cars can be prevented, for example in the event that the cars retract into each other immediately adjacent stops of the elevator system by means of cooperating stop and support elements. In this state, the cars no longer have their rated speed, but a significantly reduced speed, otherwise the safety device of the elevator system would respond even when entering the stop. If the stop or holding elements have a buffer element, it is therefore not absolutely necessary to design the buffer element to the nominal speeds of the cars.

It can be provided, for example, that the buffer element is designed for impact speeds of less than 5 m / s, in particular for impact velocities of a maximum of 3 m / s or a maximum of 2 m / s. For example, the buffer element can be designed for impact speeds of 1 m / s. It can be provided that the buffer element is designed for impact speeds which are smaller than those with conventional delay control devices known elevator systems achievable reduced impact speed of the buffer elements, said reduced impact speed may be dependent on the rated speed of the elevator systems. The design of the buffer element determines the impact energy that can be absorbed by the buffer element. The impact energy is greater the higher the impact velocity. The absorption of a smaller impact energy also requires only a smaller space of the buffer element.

Preferably, the buffer element is designed for impact speeds up to the maximum limit speed. As already explained, the brake device arranged on the car or its braking effect can be deactivated when the car falls below the limit speed. The function of the braking device can then be taken over by the buffer element.

Figur 1:

eine schematische Darstellung einer ersten Ausführungsform einer erfindungsgemäßen Aufzuganlage;

Figur 2:

eine Schnittansicht längs der Linie 2-2 in Figur 1;

Figur 3:

eine schematische Darstellung einer zweiten Ausführungsform einer erfindungsgemäßen Aufzuganlage;

Figur 4:

eine schematische Darstellung einer dritten Ausführungsform einer erfindungsgemäßen Aufzuganlage;

Figur 5:

eine Schnittansicht längs der Linie 5-5 in Figur 4 und

Figur 6:

eine schematische Darstellung einer vierten Ausführungsform einer erfindungsgemäßen Aufzuganlage.

The following description of preferred embodiments of the invention is used in conjunction with the drawings for further explanation. Show it:

FIG. 1:

a schematic representation of a first embodiment of an elevator system according to the invention;

FIG. 2:

a sectional view taken along the line 2-2 in FIG. 1 ;

FIG. 3:

a schematic representation of a second embodiment of an elevator system according to the invention;

FIG. 4:

a schematic representation of a third embodiment of an elevator system according to the invention;

FIG. 5:

a sectional view taken along the line 5-5 in FIG. 4 and

FIG. 6:

a schematic representation of a fourth embodiment of an elevator system according to the invention.

In the FIGS. 1 and 2 schematically is a generally occupied by the reference numeral 10 elevator system shown with a shaft 12 in which a first car 14 and a second car 16 are arranged one above the other and vertically separated from each other vertically up and down. The first car 14 is connected via suspension means in the form of a first support cable 18 with a first counterweight 20. The first support cable 18 is guided over a first traction sheave 22, which can be set in rotation by a first drive device 23. The first drive device 23 includes in a conventional manner a drive motor and a drive brake (not shown in the drawing). With the aid of the first traction sheave 22, the first car 14 in the shaft 12 can be moved vertically upwards and downwards along vertical guide rails 24, 26.

The second car 16 is connected via second support means in the form of a second support cable 28 with a second counterweight 30. The second support cable 28 is guided over a second traction sheave 32, which can be rotated by a second drive means 33 in rotation. The second drive device comprises a drive motor and a drive brake in a manner known per se. By means of the second traction sheave 32, the second car 16 can be moved separately from the first car 14 along the guide rails 24, 26 in the vertical direction in the shaft 12 upwards and downwards.

In FIG. 1 For convenience and ease of understanding, the two counterweights 20 and 30 are shown on opposite sides of the cars 14 and 16, respectively. This is only for ease of understanding, in fact, in the elevator system 10, the counterweights 20 and 30, as in FIG. 2 represented by means of guide rails 34, 36 and 38, 40 held movable on a shaft rear wall 42 in the vertical direction. The two counterweights 20, 30 are thus moved laterally side by side. Such an arrangement is not absolutely necessary. The counterweights 20 and 30 could also on different sides of the car 14th and 16, or both, on a manhole side wall. It is also possible to arrange the counterweights 20, 30 movable one above the other.

The guide rails 24, 26, along which the first car 14 and the second car 16 are movable, are fixed to opposite shaft side walls 44, 46. This is also out FIG. 2 clear. However, the guide rails 24, 26 can also be attached to the shaft rear wall 42.

In the illustrated elevator installation 10, the first suspension cable 18 is coupled to the first elevator car 14 by means of a central guide pulley 48 freely rotatably supported on the roof of the first car 14, and the second suspension cable 28 is coupled to the second elevator car 16 by means of two Roof of the second car 16 on sides facing away from each other arranged lateral deflection rollers 50, 52. This is in particular from FIG. 2 clear. The first car 14 is arranged above the second car 16. Alternatively, the coupling of the first support cable 18 with the first car 14 could also be effected by means of a cable end attachment to the roof of the first car 14. Such Seilendbefestigungen are known in the art.

To monitor the driving behavior of the two cars, the elevator installation 10 has an electronic safety device 53 which is coupled to the drive devices 23 and 33 as well as to distance and speed sensors known per se and therefore not shown in the drawing. The distance and speed sensors are arranged on the cars 14, 16 and / or on other movable elevator components and / or in the shaft 12. If the driving behavior of a car 14, 16 deviates from a permissible driving behavior, an emergency stop of the corresponding car can be triggered by means of the safety device. For this purpose, the drive motor of the car 14, 16 is turned off and the drive brake is activated.

Each car 14, 16 carries a braking device 55 and 57, which is designed as a safety gear in the illustrated embodiment. By means of the braking device 55 or 57, the respective car 14, 16 can be braked mechanically within a very short time, if the speed of the car 14, 16 exceeds a predetermined maximum speed or the distance of the car 14, 16 to an obstacle, especially an adjacent car , falls below a predetermined safety distance.

On opposite sides of the first car 14 each carries a shaft side wall 44 and 46 associated with a first stop element 54 and a second stop element 56. The first stop element 54 is immovably fixed to the first car 14 and projects laterally toward the shaft side wall 44 from the vertical Projection of the first car 14 forth. The second stop element 56 is movably held on the first car 14, in the illustrated embodiment it is pivotable about a first pivot axis 58 between an in FIG. 1 illustrated, obliquely upward-facing release position and a in FIG. 2 illustrated, horizontally aligned stop position.

Associated with the first stop element 54 is a first holding element 60 which is arranged in the shaft 12 outside the vertical projection of both cars 14, 16 and which is fastened to the shaft side wall 44 in the exemplary embodiment shown.

The second stop element 56 is associated with a shaft 12 outside the vertical projection of all the cars 14, 16 arranged second support member 64 which is fixed in the illustrated embodiment, the shaft bottom 68 of the shaft 12.

The first holding element 60 has, just like the second holding element 64, a buffer element 70 which is fastened outside the projection of all the cars 14, 16 in the shaft 12. The buffer element 70 may, for example, in Form of a hydraulic buffer or be designed in the form of an elastomeric buffer.

When traveling downwards, the first stop element 54 hits the first holding element 60 when a lower end position of the first car 14 is reached, thereby limiting the travel path of the first car 14 vertically downwards.

In a corresponding manner, the second stop element 56, insofar as it assumes its horizontally oriented stop position, hits the second holding element 64 when the first car 14 reaches a lower end position when the first car 14 reaches a lower end position and thus also limits the travel path of the first car 14 vertically below.

The second car 16 is associated with a third stop element 72 which is fixed immovably on the second car 16 and protrudes laterally from the vertical projection of the second car 16. The third stop element 72 faces the shaft side wall 44. This is especially true FIG. 2 clear. In addition, a fourth stop element 74 is movably held on the second car 16. In the illustrated embodiment, the fourth stop member 74 about a second pivot axis 76 between an obliquely upwardly directed, in FIG. 1 shown release position and a horizontally oriented, in FIG. 2 shown stop position movable back and forth.

The third stop element 72 is associated with a third holding element 78, which is arranged in the shaft 12 outside the vertical projection of all the cars 14, 16. In the illustrated embodiment, the third retaining element 78 is fixed to the shaft side wall 44.

The fourth stop element 74 is associated with a fourth holding element 82 arranged in the shaft 12 outside the vertical projection of all the cars 14, 16 and held on the shaft ceiling 86 of the shaft 12. During an upward movement of the second car 16, the third stop element 72 strikes upon reaching an upper end position of the second car 16 on the third holding element 78. As a result, the travel of the second car 16 is limited vertically upwards.

In a corresponding manner, when the second car 16 ascends, the fourth stop element 74, if this assumes its horizontally oriented stop position, reaches the fourth holding element 82 when an upper end position of the second car 16 is reached, as a result of which the travel path of the second car 16 is also vertically upwards is limited.

The third holding element 78 has, just like the fourth holding element 82, a buffer element 70 which absorbs at least part of the impact energy when the stop elements 72, 74 strike the holding elements 78, 82 and thereby dampens the impact.

As already explained, the holding elements 60, 64, 78 and 82 are arranged outside the vertical projection of the cars 14 and 16 and of course also outside the vertical projection of the counterweights 20 and 30. The holding elements 60, 64, 78 and 82 each act only with a very specific stop element of the cars 14 and 16 together, if this stop element assumes its stop position. The interaction takes place in such a way that in each case a specific stop element can impinge on a particular holding element, provided that the stop element assumes its stop position in which it protrudes laterally from the vertical projection of the respective car 14 and 16 respectively. This makes it possible to selectively limit the travel path of a particular car 14 or 16 with the aid of at least one stop element and a holding element associated with this stop element.

Only moving stop elements come used, as in the illustrated embodiment with reference to the second stop element 56 and of the fourth stop element 74 are illustrated, the travel path of the respective car 14 or 16 can be temporarily reduced by the respective stop element 56 and 74 is pivoted into its stop position, in which there is a particular holding element 64 and 82 for limiting the driveway can interact. If the route is not limited, then the respective stop element 56 and 74 in his in FIG. 1 shown release position to be pivoted, in which it can not cooperate with any of the arranged in the shaft holding elements. Alternatively or additionally, the holding elements could be movably mounted so that they can temporarily limit the travel of a car in a holding position in cooperation with the respective associated stop element, whereas they do not limit the travel in a release position.

If the speed of the car 14, 16 is less than a predetermined limit speed, the braking device 55 or 57 arranged on the respective car 14, 16 or its braking effect is deactivated. The provision of the first stop element 54 and the second stop element 56 and the stop elements respectively associated holding elements 60 and 64 are in combination with the speed-dependent deactivation of the braking devices 55, 57 the ability to position the first car 14 at a stop, which is a lowermost Stop of the elevator system 10 is immediately adjacent, wherein in the lowest station, the second car 16 is positioned and wherein the distance between the cars 14 and 16 is smaller than the safety distance. The first car 14 can approach the second car 16 very strongly at a speed that is less than the predetermined limit speed without the brake device 55 being released when the safety distance is undershot. In the event of a malfunction of the elevator installation 10, the provision of the stop and retaining elements 54, 56 and 60, 64 rather ensures that the first car 14 can not collide with the second car 16 arranged thereunder. Before a collision occurs, the stop members 54 and 56 hit the holding members 60 and 64 and thereby block a further downward movement of the first car 14th

In a corresponding manner, the stop elements 72 and 74 arranged on the second car 16 ensure, in combination with the holding elements 78 and 82 assigned to these stop elements, that the second car 16 can assume a position in a stop which directly follows an uppermost stop of the elevator installation 10 is adjacent, wherein in the uppermost stop of the first car 14 is arranged. The second car 16 can approach the first car 14 at a speed that is less than the predetermined limit speed without causing the brake device 57 to fall below the safety distance. A collision of the second car 16 with the first car 14 is reliably prevented by the stop elements 72, 74 in combination with the holding elements 78 and 82.

In order to absorb the kinetic energy of the cars 14, 16 in the event of impact of the stop elements 54, 56, 72, 74 on the associated holding elements 60, 64 and 78, 82 and to be able to decelerate the cars 14, 16 to a standstill, they are Buffer 70 of the holding elements 60, 64, 78, 82 designed for a maximum impact speed, which corresponds to the predetermined limit speed. This may for example be 3 m / s or 2 m / s or only 1 m / s. The required buffer path can thus be kept relatively low. If the speed of a car 14, 16 falls below the limit speed when approaching the associated holding elements, then the braking device 55 or 57 can be deactivated and the car 14, 16 reliably stopped in the event of a malfunction by means of the buffer elements 70.

In FIG. 3 shows a second embodiment of a total occupied by the reference numeral 100 according to the invention elevator system. This is largely identical designed as the above with reference to the FIGS. 1 and 2 explained elevator installation 10. For identical components are therefore in FIG. 3 the same reference numerals as in the FIGS. 1 and 2 used and with respect to these components, reference is made to the foregoing explanations to avoid repetition.

The elevator system 100 differs from the elevator system 10 in that the buffer elements 70 are not arranged on the holding elements 60, 64, 78 and 82, but the buffer elements 70 are in the in FIG. 3 illustrated elevator system 100 to the stop elements 54, 56 and 72, 74 held. Again, by means of the buffer elements 70 upon impact of the stop members 54, 56 on the support members 60 and 64 and the impact of the stop members 72 and 74 on the support members 78 and 82, the impact energy can be absorbed after the braking devices 55, 57 at a slow approach to the retaining elements 60, 64, 78, 82 have been deactivated.

Even with the elevator system 100, the travel path of the cars 14 and 16 can be temporarily reduced by the use of only the movable stop elements 56 and 74 by these stop elements 56, 74 are pivoted in their horizontally oriented stop position. If a temporary reduction of the travel path is not required, the stop elements 56, 74 can be pivoted into their release position.

In the FIGS. 4 and 5 a third embodiment of an elevator system 110 according to the invention is shown, which is formed substantially identical to the above-described elevator systems 10 and 100. For identical components are therefore in the in the FIGS. 4 and 5 illustrated elevator installation 110 as well as in the following explained, in FIG. 6 shown elevator system 130 uses identical reference numerals as in the FIGS. 1 . 2 and 3 and with respect to these components, reference is made to the foregoing explanations to avoid repetition.

The elevator systems 110 and 130 are in the FIGS. 4 and 6 shown in sectional views which are perpendicular to the shaft rear wall 42 and thereby the arrangement of the counterweights 20, 30 laterally side by side and the area between the counterweights 20, 30 and the shaft rear wall 42 make clearer. In the elevator systems 110 and 130, in contrast to the elevator systems 10 and 100 described above, stop elements are not arranged on the cars 14, 16 but on the respective counterweights 20 and 30. These stop elements also each act with a specific holding element arranged in the shaft 12 together to limit the travel of the respective counterweight 20 and 30 and thus also the travel of the respective associated car 14 and 16 respectively.

How out FIG. 4 becomes clear, a fifth stop member 114 is held on the rear wall 112 of the first counterweight 20 facing the shaft rear wall 42, which projects laterally from the vertical projection of the first counterweight 20 and that during a downward travel of the first car 14, that is, during a movement of the first Counterweight 20 vertically upward, upon reaching a lower end position of the first car 14 cooperates with a fixed to the shaft rear wall 42 fifth support member 116 having a buffer member 70, as described above with reference to the FIGS. 1 . 2 and 3 was explained.

The fifth stop member 114 is movably supported on the first counterweight 20 and can be moved between an in FIG. 4 shown, obliquely upwardly directed release position and a in FIG. 5 shown, horizontally oriented and the shaft rear wall 42 facing stop position to be moved back and forth. In the illustrated embodiment, the fifth stop member 114 is pivotally mounted about a third pivot axis 118 on the first counterweight 20. For temporary limitation of the travel path of the first counterweight 20 and thus also for the temporary limitation of the travel path of the first car 14, the fifth stop element 114 can be pivoted into its stop position. If the travel path of the first counterweight 20 and thus also the travel path of the first car 14 are not limited, then the fifth stop element 114 can assume its release position.

If the speed of the first car 14 is less than the limit speed, then the braking device 55 can be deactivated. If the second car 16 is in the lowermost stop of the elevator installation 110, then the first car 14 can move at a low speed, i. a speed that is less than the limit speed, the second car approach without the braking device 55 is triggered. In the case of a malfunction of the elevator installation 110, the first car 14 is braked by the fifth stop element 114 impacting the buffer 70 of the fifth retaining element 116. This limits the travel path of the counterweight 20 and thus also the travel path of the first car 14.

The second counterweight 30 of in FIG. 4 illustrated elevator system 110 carries on its rear wall 120 of the rear wall 120 facing a sixth stop element 122, which in an upward travel of the second car 16, that is, upon movement of the second counterweight 30 vertically downward, upon reaching an upper end position of the second car 16 with a sixth holding element 124 cooperates, which is fixed to the shaft bottom 68 of the elevator installation 110 and has a buffer element 70. During an upward movement of the second car 16, the sixth stop element 122 strikes the buffer element 70 of the sixth retaining element 124 upon reaching an end position predetermined by the positioning of the sixth retaining element 124 and thereby limits the travel path of the second counterweight 30 and thus also the travel path of the second car 16 ,

If the speed of the second car 16 is less than the limit speed, then the braking device 57 can be deactivated. If the first car 14 is located in the uppermost stop of the elevator installation 110, the second car 16 can approach the first car 14 at a speed which is less than the limit speed without the braking device 57 being triggered. In the event of a malfunction of the elevator system 110, the second car 16 is braked by the sixth Stop element 122 impacts the buffer 70 of the sixth support member 124. This limits the travel path of the counterweight 30 and thus also the travel path of the second car 16.

The sixth stop element 122 interacts only with the sixth holding element 124, so that the travel path of the second counterweight 30 and thus also the travel path of the second car 16 can be specifically limited by means of these two components. In a corresponding manner, the fifth stop element 114 cooperates only with the fifth holding element 116, so that only the travel path of the first counterweight 20 and thus also the travel path of the first car 14 can be limited by means of these two components.

In the FIG. 6 shown elevator system 130 is formed largely identical to those in FIG. 4 The elevator installation 110 differs from the elevator installation 110 only in that the buffer elements 70 are not arranged on the fifth and sixth holding elements 116 and 124, respectively, but on the respectively assigned stop elements 114 and 122 Routes of the counterweights and cars are limited by means arranged on the counterweights stop elements and their respective associated holding elements. The stop elements protrude laterally from the vertical projection of the counterweights and the holding elements are positioned outside the vertical projection of all counterweights in the shaft 12.

Claims (19)

1. Elevator installation with a shaft in which at least two cars (14, 16) are arranged one above the other and are movable vertically up and down separately from each other, each car (14, 16) having a drive device (23, 33) associated therewith for moving the car (14, 16), and each car (14, 16) having a brake device (55, 57) arranged thereon, and with a safety device (53) for monitoring the operating behavior of the cars (14, 16), and with at least one travel path limiting device, which comprises at least one stop element (54, 56) arranged on a car (14, 16) and a retaining element (60, 64) arranged in the shaft (12) and interacting with the stop element (54, 56), for limiting the travel path of the car (14, 16), at least one stop element (54, 56) being arranged on at least a first car (14), the at least one stop element (54, 56), in a stop position, protruding laterally from the vertical projection of the first car (14) and interacting with a certain retaining element (60, 64) associated with this stop element (54, 56) and arranged outside of the vertical projection of all of the cars (14, 16), it being possible for all other cars (16) movable in the shaft (12) to pass the retaining element (60, 64) unobstructed, characterized in that the brake device (55, 57) arranged on the respective car (14, 16) or its braking action is deactivatable if the car (14, 16) falls below a prescribed limit speed, it being possible for the car (14, 16) to be braked to a standstill at speeds up to at most the limit speed by the stop and retaining elements (54, 56, 60, 64).
2. Elevator installation with a shaft in which at least two cars (14, 16) are arranged one above the other and are movable vertically up and down separately from each other, each car (14, 16) having a drive device (23, 33) associated therewith for moving the car (14, 16), and each car (14, 16) having a brake device (55, 57) arranged thereon, and with a safety device (53) for monitoring the operating behavior of the cars (14, 16), and with at least one travel path limiting device, which comprises at least one stop element (54, 56) arranged on a car (14, 16) and a retaining element (60, 64) arranged in the shaft (12) and interacting with the stop element (54, 56), for limiting the travel path of the car (14, 16), in particular, in accordance with claim 1, wherein each car (14, 16) is connected by suspension means (18, 28) to a counterweight (20, 30) movable in the shaft, characterized in that at least one stop element (114) is arranged on at least one counterweight (20), the at least one stop element (114), in a stop position, protruding laterally from the vertical projection of the counterweight (20) and interacting with a certain retaining element (116) associated with this stop element (114) and arranged outside of the vertical projection of all of the counterweights (20, 30), it being possible for all other counterweights (30) movable in the shaft to pass the retaining element (116) unobstructed, and in that the brake device (55, 57) arranged on the respective car (14, 16) is deactivatable if the car (14, 16) falls below a prescribed limit speed, it being possible for the car to be braked to a standstill at speeds up to at most the limit speed by the stop and retaining elements (114, 116).
3. Elevator installation in accordance with claim 1 or 2, characterized in that the first car (14) is arranged above a second car (16).
4. Elevator installation in accordance with claim 1 or 2, characterized in that the first car (14) is arranged below a second car (16).
5. Elevator installation in accordance with claim 1, 2 or 3, characterized in that at least one retaining element (60, 116) limits downward travel of the first car (14).
6. Elevator installation in accordance with claim 1, 2 or 4, characterized in that at least one retaining element (78, 82) limits upward travel of the first car.
7. Elevator installation in accordance with any one of the preceding claims, characterized in that stop elements (54, 56, 72, 74) are arranged on the first car (14) and on a second car (16) movable directly below the first car (14), the stop elements, in a stop position, protruding laterally from the vertical projection of the respective car (14, 16) and interacting, in order to limit the travel of the respective car (14, 16), with a certain retaining element (60, 64, 78, 82) arranged in the shaft (12), it being possible for the respective other car (14, 16) to pass the retaining element (60, 64, 78, 82) unobstructed.
8. Elevator installation in accordance with any one of the preceding claims, characterized in that at least one stop element (54, 114) arranged on the car (14, 16) or on the counterweight (20, 30) is held immovably.
9. Elevator installation in accordance with any one of the preceding claims, characterized in that at least one retaining element (60, 64, 78, 82, 116, 124) is held immovably in the shaft (12).
10. Elevator installation in accordance with any one of the preceding claims, characterized in that at least one stop element (56, 74, 114) arranged on the car (14, 16) or on the counterweight (20, 30) is movable back and forth relative to the associated retaining element (64, 82, 116) between a release position in which the respectively associated retaining element (64, 82, 116) is not contactable, and a stop position in which the respectively associated retaining element (64, 82, 116) is contactable, the brake device (55, 57) arranged on the car (14, 16) or its braking action being deactivatable when the stop element (56, 74, 114) is in the stop position.
11. Elevator installation in accordance with any one of the preceding claims, characterized in that at least one retaining element is movable back and forth in the shaft between a retaining position in which it can interact with a certain stop element of a car or of a counterweight, and a release position in which the associated stop element can pass the retaining element unobstructed, the brake device (55, 57) arranged on the car (14, 16) or its braking action being deactivatable when the retaining element is in the retaining position.
12. Elevator installation in accordance with any one of the preceding claims, characterized in that at least one retaining element (60, 64, 78, 82, 116, 124) is held on a shaft wall (44, 46, 42), a guide rail, a shaft floor (68), a shaft ceiling (86) or on several of these components.
13. Elevator installation in accordance with any one of the preceding claims, characterized in that at least one retaining element and/or at least one stop element comprises a buffer element (70) which dampens an impact.
14. Elevator installation in accordance with claim 13, characterized in that the buffer element (70) is configured as a hydraulic buffer or an elastomer buffer.
15. Elevator installation in accordance with claim 13, characterized in that the buffer element (70) is plastically and/or elastically deformable.
16. Elevator installation in accordance with any one of claims 13 to 15, characterized in that the buffer element (70) is designed for impact speeds lower than the nominal speed of the cars (14, 16) of the elevator installation (10).
17. Elevator installation in accordance with any one of claims 13 to 16, characterized in that the buffer element (70) is designed for impact speeds up to at most the limit speed.
18. Elevator installation in accordance with any one of the preceding claims, characterized in that the brake device (55, 57) arranged on each car (14, 16) can be triggered in dependence upon the speed of the car (14, 16) and/or in dependence upon the distance of the car (14, 16) from an obstacle.
19. Elevator installation in accordance with any one of the preceding claims, characterized in that the brake device (55, 57) arranged on each car (14, 16) is configured as a safety gear.

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