EP2639194B1 - Drive sheave elevator without machine room. - Google Patents

Description

The present invention relates to a traction sheave elevator with a car guided on at least two car guide rails in a vertical direction, a counterweight guided on at least two counterweight guide rails in the vertical direction, at least one support means coupling the car and the counterweight together ., And a traction sheave drive with a traction sheave over which the at least one support means is guided, and wherein the traction sheave drive is arranged on a traverse.

Such a traction sheave elevator is for example from the document EP 1 577 251 A1 known.

Traction sheave elevators represent one of the most commonly used elevator types for vertical elevator systems. In such elevator systems at least one suspension element is placed over a motor driven traction sheave. A power transmission from the traction sheave on the at least one support means is effected by frictional engagement. For this purpose, the support means is guided in specially shaped grooves of the traction sheave. At one end of the at least one support means of the car is suspended, at an opposite end of the suspension means the counterweight. Counterweight and car thus always move in opposite directions in an elevator shaft, i. when the car moves up, the counterweight moves down and vice versa.

Counterweight and car at half full payload have substantially the same masses, so that they are in equilibrium. Differences may, however, result from payloads loaded into the car or from differently acting masses of the suspension element, depending on the respective position of the car and the counterweight, provided that no compensation cable is provided.

In the provision of such traction sheave elevator systems, efforts are frequently made to construct the elevator system as completely as possible, in order to observe as little as possible building-specific boundary conditions. In this case, traction sheave lifts are designed, for example, without a special engine room. As a rule, the traction sheave drive is arranged in the shaft head. The traction sheave drive may then be in a position that is higher than a maximum position that can be taken up by the car and the counterweight.

Accordingly, the traction sheave drive must be stored in the shaft head. For this purpose, solutions are known in which the traction sheave drive is arranged in a niche in the shaft head or stored on carriers, which in turn are supported in niches of the elevator shaft. However, all of these solutions are based on the fact that the building or the walls of the elevator shaft must be modified in a certain way in order to install the elevator system can.

Furthermore, it should be noted that a support of elements of the elevator installation on a wall of the hoistway over the life of the elevator system is subject to certain relative movements due to a settlement of the building. As a guideline can be assumed that a building is set by about one thousandths of its height, the timing of the settlement process is often difficult to predict. For example, in a 100 m high building, it can be assumed that a relative movement between the elevator installation and the shaft wall of about 10 cm will occur.

Therefore, considerations were made to design a storage of the traction sheave drive in the shaft head possible building independent.

In the cited document EP 1 215 157 A1 and the publication EP 1 400 477 A2 It is therefore proposed, for example, to arrange the traction sheave drive on a traverse, which is supported on at least one counterweight guide rail.

In a traction sheave elevator, for guiding both the car and the counterweight in a vertical direction, i. a longitudinal direction of the elevator shaft, car guide rails or counterweight guide rails provided.

By the storage of the traction sheave drive on a traverse, which is connected to at least one of the counterweight guide rails, an at least partial decoupling of the storage of the traction sheave drive can be provided from the building in this way. However, such an arrangement is again subject to special adaptations for the particular application. Since it is generally endeavored that the most favorable relationship between the cross-sectional areas of car, counterweight and elevator shaft is provided, ie the car should use as large a proportion of the provided hoistway, positioning and arrangement of the counterweight guide rails relative to each other are often subject to changes. Furthermore, since one endeavors to that the counterweight exploits the full depth of a hoistway, which in turn is determined by the car to occupy as small a surface as possible in a cross section through the hoistway, the traverse supported on the at least one counterweight rail must be redesigned for each case of application with respect to the incoming load cases and be calculated. Cheaper here would be independent of the particular application or the dimensioning of the counterweight solution.

A critical load case in the use of such trusses is always acting around the drive axis of the traction sheave torque load of the traverse. Possible twisting of the traverse should be avoided as far as possible.

In the publication EP 1 215 157 It has therefore been proposed, in the case of a backpack lift, to support the traverse both on the counterweight guide rails and on the car guide rails, so that it is placed on four feet as it were. However, such a construction is not applicable if, for example, a central guidance of the car is desired.

The publication DE 10 2005 060 838 B3 shows a cable lift with an elevator car, which is movable on a pair of cabin guide rails, with a counterweight which is movable on a pair of counterweight guide rails, and with a shaft provided in the head drive, which has a traction sheave connected to a drive motor on a cross member, wherein the cross member attached to the upper end of the car guide rails. In order to simply move the cross member with the drive up to the upper end of the car guide rails and fasten there, the cross member at its opposite ends on guide elements, by means of which the cross member with the drive on the car guide rails is hochbewegbar. The publication WO 2010/065038 A1 shows an elevator system in which a portion of a machine storage projects into the elevator shaft.

It is therefore an object of the present invention to provide a traction sheave elevator with a possible independent of the dimensions of the hoistway storage of the traction sheave drive, which requires no modifications to the building and avoids problems associated with a building occupation.

According to the invention, it is therefore proposed that the traverse is fastened to at least one of the car guide rails and further comprises at least one wall attachment for attaching the crossbar to a wall of a hoistway, the at least one wall attachment in each case in a horizontal vertical to the vertical direction and to the wall Direction is positively formed and allowed in the vertical direction, a relative movement between the traverse and the wall, the traction sheave elevator having a plurality of support means, wherein the support means are guided centrally in the counterweight and divided into two suspension strands are deflected around the counterweight and counterweight ends of the support means each attached to the crossbar.

It is thus proposed to support the traverse on at least one of the car guide rails and to support the other by means of at least one wall attachment to the wall of the elevator shaft.

In this way it is possible to initiate forces acting in the vertical direction directly into the car guide rail. Horizontal forces are supported by the wall mounting. Therefore, the wall mount must be formed positively only in this horizontal direction to accommodate forces in this direction can. However, in the vertical direction, the wall attachment is designed to allow relative movement between the crosshead and the wall. Forces in this direction need not accommodate the wall mounting, this is done by direct introduction into the car guide rail. In this way, a setting of the building is not critical. By allowing relative movement between the traverse and the wall caused by a setting of the building no tension or force in the wall mounting and thus in the traverse.

By absorbing the horizontal forces, the wall attachment also serves as a support for acting around a longitudinal axis of the traverse moments. In particular, it can be provided that the car guide rail is arranged centrally with respect to a longitudinal extension of the cross member on the crossbar. In this case, in particular two or four wall mountings can be provided, wherein in each case an equal number of wall mountings are arranged on each side in at least one car guide rail. The wall attachments may then extend perpendicular to a longitudinal extent of the crosshead on the counterweight to the elevator wall. Thus, the proposed arrangement may allow the crossbar not to span the entire width of the elevator shaft, i. must extend from a wall to the opposite wall, and thus always be the same or independent of an actual shaft width may be formed.

In the context of the present application, a "suspension element" is understood to be any flexible connection element with which weight forces can be transmitted. In particular, the suspension element may be a suspension cable. In a suspension cable can be a wire rope, for example. Of steel, or even to a Synthetic rope, for example. From a plastic act. Furthermore, the support means may also be a band, for example a steel band, a chain, a fiber rope, a belt or a belt.

The object initially posed is therefore completely solved.

In one embodiment of the invention, it can be provided that the at least one wall fastening each have at least two mutually vertically spaced mounting arrangements in a support spacing, wherein each of the mounting arrangements is positively formed in the horizontal direction and in the vertical direction, a relative movement between the traverse and the wall allowed.

By means of such an arrangement, the wall mounting can take up moments particularly well. Cheaper leverage results here, the greater the support distance between the mounting arrangements.

In particular, it can be provided that the support distance is equal to a diameter of the traction sheave.

It has been found that, in addition to a good torque absorption by a respective wall mounting the smallest possible dimensioning of the wall mounting can be achieved at the same time.

In a further embodiment of the invention it can be provided that the at least one wall attachment is designed as freewheel in the vertical direction, wherein a movement of the wall is free relative to the traverse down and an opposite movement is at least partially blocked.

By providing the wall attachment by means of a freewheel to allow a relative movement between the crossbar and the wall also a building occupation can be compensated. For example, the freewheel can be designed in the form of two saw tooth profiles which can be displaced relative to one another, wherein one of the profiles is biased in the horizontal direction by means of a spring arrangement. In this way, for example, a section-wise locking of the relative movement in the opposite direction can be provided. Alternatively, for example, a roller element can be provided which rolls on a plane and whose rotation is locked in one direction, so that the wall can move relative to the wall mounting only down.

In a further embodiment of the invention, it may be provided that the at least one wall attachment is non-positively formed in the vertical direction.

Such a non-positive connection can be provided for example by means of a screw connection, wherein the screw is tightened by means of a predetermined torque and / or a spring element. In such an arrangement, a force must first be provided at a certain height to overcome the static friction and to allow the relative movement between the wall and the wall mounting. In this way, the wall attachment in any case is able to absorb forces in the vertical direction at least up to the force necessary to overcome the static friction. By varying, for example, the torque with which the screw is tightened, the force limit or the force necessary to overcome the static friction can be adjusted.

In a further embodiment of the invention it can be provided that the traverse has a first cross member, on which the traction sheave drive is arranged, and a second cross member, which is connected to the at least one wall attachment, wherein the first cross member and the second cross member coupled to each other elastically are.

In this way, a quiet storage of the traction sheave drive can be provided on the first truss member. In addition, at the same time the introduction of induced by the traction sheave vibrations in the wall mounting and the car guide rail is attenuated by means of the elastic coupling.

In another embodiment of the invention, the traction sheave elevator may comprise two car guide rails located in a car guide rail plane, the traction sheave elevator having two counterweight guide rails lying in a counterweight guide rail plane, and the car guide rail plane being perpendicular to the counterweight guide rail plane.

In particular, it may be provided that the car guide rail plane intersects the counterweight guide rail plane in the middle between the counterweight guides. The car guide rails are all arranged on one side of the counterweight guide rail plane.

By this arrangement, it is possible to support the crosshead centered on one of the counterweight guide rail plane facing car guide rail. The car can then be guided in the middle. The counterweight may extend over an entire depth of the hoistway and need only have a small width to provide the desired counterweight mass. In this way, a particularly favorable ratio of the areas of car and counterweight results compared to the surface of the elevator shaft.

In a further embodiment of the invention can be provided that the traction sheave drive is arranged such that a drive axis of the traction sheave drive is parallel to the counterweight guide rail plane.

A longitudinal extension of the traverse then also runs parallel to the counterweight guide rail plane. In this way, a particularly simple and inexpensive cable guide is achieved. Furthermore, the counter moments caused by the traction sheave drive about the drive axle can be supported particularly well by the wall fasteners.

According to a further embodiment of the invention can be provided that the traction sheave drive and the counterweight are arranged such that a center of the counterweight lie in a pulley plane in the car guide rail plane.

In this way, the support means of the traction sheave can be guided directly down in the middle counterweight. Furthermore, the support means on the opposite side of the traction sheave can be led down directly to the car in order to carry or wrap it around at the top or the underside of the driving cab. In this way, no torque loads are caused perpendicular to the car guide rail plane or pulley plane.

According to one embodiment of the invention can be provided that the traction sheave elevator has a plurality of support means, wherein a number of the support means is an even number. In principle, of course, an odd number of support means can be provided.

For example, it can be provided that the traction sheave elevator 4, 6 or 8 has support means. According to the invention it is provided that the traction sheave elevator has a plurality of support means, wherein the support means are guided centrally in the counterweight and divided into two suspension element strands are deflected around the counterweight and counterweight ends of the support means are respectively attached to the cross member.

Particularly advantageous may thus be provided in the case of an even number of support means that they are guided centrally in the counterweight, are guided by the counterweight and deflected separately at a lower end of the counterweight in two suspension strands. The two suspension element strands can each again be guided upwards through the counterweight on opposite outer ends of the counterweight and finally fastened to the cross member with the counterweight ends of the suspension elements. In this way, a 2: 1 suspension of the counterweight is realized. Furthermore, no suspension or support of the support means on the building or in the shaft is required. The explained deflection of the suspension element strands also makes a load on the crossmember symmetrical to its center or the car guide rail level ready. As a result of the suspension of the counterweight on the traverse, no asymmetrical moments are introduced into the traverse.

In a further embodiment of the invention can be provided that the counterweight ends of the support means are elastically coupled to the crossbar.

In this way, it can be provided, in particular, that a uniform loading of the suspension elements is ensured via the elastic coupling. Each of the suspension means thus carries an equally high load.

As already stated above, it can be provided, in particular, that the counterweight is surrounded by the suspension elements symmetrically with respect to the car guide rail.

In this way, an asymmetrical load on the traverse is avoided.

In a further embodiment of the invention can be provided that the traction sheave drive projects into a projection surface of the car.

In this way, a reduction of the support means from the traction sheave to the car can be simplified. Furthermore, a more compact design of the entire traction sheave elevator is provided.

In a further embodiment of the invention it can be provided that a diameter of the traction sheave is 250 mm to 520 mm.

The typical diameter of the traction sheave may be 250 mm, 360 mm, 440 mm or 520 mm. In principle, the diameter of the traction sheave should be made as small as possible. In one arrangement, a pulley plane perpendicular to a longitudinal extension of the traverse of the pulley diameter determines the lever acting in the support means forces to initiate moments in the crosshead, a small pulley diameter can minimize these moments.

In a further embodiment of the invention can be provided that the traction sheave elevator at least two wall mountings, in particular exactly two or exactly four wall mountings, which are arranged symmetrically to the car guide rail plane.

The number of wall fasteners may vary depending on the speed and maximum load capacity of the elevator installation. The symmetrical arrangement relative to the car guide rail plane in turn allows the symmetrical absorption of forces and can avoid any further support of the crossbar on a wall of the vehicle shaft.

In one embodiment of the invention, it can be provided that the at least one fastening arrangement has a slot extending in the vertical direction with a guide element, for example a screw, extending through the slot.

In this way, the required wall mounting can be provided particularly easily by the screw is guided in the slot in the vertical direction. At the same time, such a connection is able to absorb forces perpendicular to the longitudinal extent of the slot. Depending on the torque with which the screw is tightened, a frictional connection between the screw head or nut and the edge of the oblong hole can also be provided, so that a connection of positive locking at the desired height can be provided.

In a further embodiment of the invention can be provided that the traction sheave elevator has a Tragmittelendenträger for receiving a respective car-side end of the at least one support means, wherein the Carrier end support is mounted in at least one of the car guide rails and by means of at least one support mounting arrangement on the wall of the elevator shaft, wherein the support mounting arrangement is positively formed in the horizontal direction and in the vertical direction allows a relative movement between the Tragmittelendenträger and the wall.

In other words, a cross-member may also be provided on a car-side end of the suspension element, in which the car-side end of the at least one suspension element is fastened. This truss is then also supported on a car guide rail and a wall of the hoistway. The attachment of the traverse on the wall of the elevator shaft is then carried out in the same manner as that of the traverse on which the traction sheave drive is arranged. In this way it becomes possible to arrange both the counterweight and the car in a 2: 1 suspension. Here, a building setting can cause any tension in both the car side and in the counterweight attachment of the support means.

In a further embodiment of the invention, it can be provided that the at least one wall attachment has exactly two mutually spaced mounting arrangements which form a moment support, wherein tensile forces are introduced into the wall by means of one of the fastening arrangements and introduced pressure forces into the wall by means of the other of the fastening arrangements become.

By means of such an arrangement, the wall mounting can take up moments particularly well. The structural design is easy to install and maintain with little effort.

It is understood that the features mentioned above and those yet to be explained below can be used not only in the particular combination given, but also in other combinations or in isolation, without departing from the scope of the present invention.

Fig. 1

eine erläuternde Darstellung für die Begriffe "kraftschlüssig" und "formschlüssig",

Fig. 2

eine isometrische Ansicht einer Ausführungsform eines Treibscheibenaufzugs,

Fig. 3

eine Detailansicht A der Fig. 2,

Fig. 4

eine schematische Draufsicht auf einen Treibscheibenaufzug,

Fig. 5

eine schematische Seitenansicht einer Umschlingung eines Gegengewichts eines Treibscheibenaufzugs,

Fig. 6

eine Frontalansicht auf eine Traverse,

Fig. 7

eine Seitenansicht der Traverse in Fig. 6,

Fig. 8

eine schematische Darstellung einer Möglichkeit zur Bereitstellung eines Freilaufs, und

Fig. 9

eine isometrische Darstellung eines Tragmittelendenträgers.

Embodiments of the invention are illustrated in the drawings and will be explained in more detail in the following description. Show it:

Fig. 1

an explanatory representation for the terms "non-positive" and "form-fitting",

Fig. 2

an isometric view of an embodiment of a traction sheave elevator,

Fig. 3

a detailed view A of Fig. 2 .

Fig. 4

a schematic plan view of a traction sheave elevator,

Fig. 5

a schematic side view of a wrap of a counterweight of a traction sheave elevator,

Fig. 6

a frontal view of a traverse,

Fig. 7

a side view of the crossbar in Fig. 6 .

Fig. 8

a schematic representation of a way to provide a freewheel, and

Fig. 9

an isometric view of a Tragmittelendenträgers.

Fig. 1 shows a schematic representation for explaining the terms "positive fit" and "non-positively", as understood in the present application. Shown are a first element 1 and a second element 2. The first element 1 has a first surface 3. The second element 2 has a second surface 4. The surfaces 3 and 4 are parallel to each other and should be supported on each other. The support of the surfaces 3 and 4 to each other then positive fit when the surfaces 3 and 4 are perpendicular to the direction of a force to be supported 5. This means that an angle 6 between the vector of the force 5 and the course of the surfaces 3 and 4 supported on each other is exactly 90 °. In this case, the connection of the surfaces 3 and 4 with respect to the force 5 is form-fitting. No matter how big the force 5, there is no relative movement between the surfaces 3 and 4 instead.

In contrast, a connection between the surfaces 3 and 4 can then be non-positive, if the angle 6 is smaller than 90 °. Depending on a static coefficient of friction between the surfaces 3 and 4, a relative movement between the surfaces 3 and 4 would then be possible with a sufficiently large force F, if the force F becomes large enough and is transferred from the adhesive into the sliding friction. Accordingly, the connection between the surfaces 3 and 4 would be frictional up to this limit for the transition between static and sliding friction.

Correspondingly oblique, ie at an angle 6 of less than 90 ° attacking forces can thus always disassemble by means of a vector decomposition into two forces, one of which like in the Fig. 1 shown force 5 is perpendicular to the surfaces 3 and 4 and one parallel to the surfaces 3 and 4 extends. Perpendicular to the surfaces 3 and 4 then always a positive connection is provided. The greater this force component acting perpendicularly to the surfaces 3 and 4, the greater, however, is the static friction limit. A smaller angle 6 of the attacking force 5 thus always causes the faster transition from static friction to sliding friction.

Consequently, a "positive locking" is understood to mean that the surfaces supported on each other are perpendicular to the direction of the force to be supported. By a "frictional connection" is meant a connection in which the abutted surfaces are not vertical, i. at an angle of less than 90 °, in the direction of the force to be supported.

Fig. 2 shows an isometric view of a traction sheave elevator 10.

In the illustrated view, three spatial directions X, Y, and Z are shown. The direction X corresponds to a vertical direction. Perpendicular to the vertical direction, a horizontal plane is spanned by the spatial directions Y and Z.

In the traction sheave elevator 10, there is provided a car 12 to be moved in the vertical direction X. In addition to the car 12, the traction sheave elevator 10 has a counterweight 14 which is connected to the car 12 via one or more suspension means (in the Fig. 2 not shown) is coupled. The counterweight 14 may be connected to the car 12, for example, by means of a 1: 1 suspension or 2: 1 suspension known per se to those skilled in the art.

The car 12 is guided by means of a first car guide rail 16 and a second car guide rail 18 in its vertical movement. The counterweight 14 is similarly guided by a first counterweight guide rail 20 and a second counterweight guide rail 22 in its vertical movement. The counterweight 14 and the car 12 thus move in opposite directions in the vertical direction X.

The traction sheave elevator 10 has a plurality of first holding elements 24, which have the cross-sectional shape of U-shaped brackets. The support members 24 connect the counterweight guide rails 20, 22 and the first car guide rail 16 to a wall (in FIG Fig. 2 not shown). The counterweight 14 thus runs within the U-shaped first holding elements 24.

Similarly, a plurality of second holding members 26 are provided, the second car guide rail 18 on the wall (in the Fig. 2 not shown).

To drive the car 12 and the counterweight 14 and the at least one the car 12 and the counterweight 14 coupling support means a traction sheave 28 is provided.

As in the detailed presentation in the Fig. 3 is shown, the traction sheave drive 28 on a traction sheave 30 over which the at least one support means of the drive pulley elevator 10 is guided. In principle, the traction sheave 30 may be mounted centrally in the traction sheave drive 28, but it may also be cantilevered.

In this way, by means of the traction sheave drive 28, the car 12 can be moved in the vertical direction X and reciprocated between doors 32 of several floors. Schematically illustrated is an opening mechanism 34 of each door 32, which may cooperate with, for example, a door drive 36 provided on the car 12 to open and close a corresponding door 32.

In the in Fig. 2 shown view of the car 12 is equipped with a top plate assembly 38 through which the at least one support means is guided. In principle, a bottle arrangement can be provided, which wraps the car 12 on its underside.

Again, looking at the Fig. 3 the traction sheave elevator 10 has a traverse 40 on which the traction sheave drive 28 is arranged. The crossbar 40 has a first cross member 42 and a second cross member 44. The first truss member 42 and the second truss member 44 are elastically coupled together. The traction sheave drive 28 is arranged on the first cross member 42. For example, elastic dampers may be provided between the first traverse element 42 and the second traverse element 44, which may possibly damp vibrations induced by the traction sheave drive 28.

The second truss member 44 is centrally supported on the first car guide rail 16. There, an upper end of the car guide rail 16 is connected to the second truss member 44. Furthermore, the traction sheave elevator 10 has a first wall mounting 46 and a second wall mounting 48, the second truss member 44 and one in the Fig. 3 connect wall not shown. The first wall mount 46 and the second wall mount 48 extend over the counterweight 14 and the counterweight guide rails 20 and 22, respectively. The counterweight guide rails 20, 22 thus terminate below the first wall fixture 46 and the second wall fixture 48. In this way, it is possible to design the crossmember 40 independently of the actual dimensions of a manhole and a constant width (Z-camming). Also, the wall mounts 46, 48 can be kept equal regardless of the actual dimensions of the hoistway by keeping a depth (extension Y direction) of the counterweight constant. In this way, there is always an equal distance of the first car guide rail 16 from the wall. A corresponding mass of the counterweight 14 may then be provided by optimally utilizing the width (extension Z direction) of the duct below a corresponding length (extension X direction) of the counterweight 14.

At the same time it can be seen that all forces in the X direction or in the vertical direction can be introduced directly into the first car guide rail 16 via the middle of the truss. Moments about the Y-axis or twisting of the crossbar 40 about the Z-axis are supported by means of the first wall mount 46 and the second wall mount 48, each of which is equidistant from the first car guide rail 16. The first wall attachment 46 and the second wall attachment 48 thus serve as torque support for the crosspiece 40.

At the same time, as will be explained in greater detail below, the wall mounts 46, 48 are configured to receive the forces in the Y direction but allow relative movement between the respective wall mounts 46, 48 and the wall of the chute in the X direction , In this way, a building set can be compensated at this point.

Thus, a building-independent storage of the traction sheave drive 28 of the traction sheave elevator 10 can be provided, which allows a compact structure and at the same time avoids problems caused by a building setting problems.

Furthermore, the traction sheave elevator 10 has a carrier means carrier 49. In the Tragmittelendenträger 49 are car-side ends (in the Fig. 3 not shown) of the support means attached. The support means end support 49 is connected to the wall and the second car guide rail 18 in the same manner as the first wall attachment 46 and the second wall attachment 48 such that forces in the X direction are introduced directly into the second car guide rail 18 and forces in the Y direction and in the Y direction Moments can be supported on the wall. At the same time a relative movement of the attachment of the Tragmittelendenträgers 49 on the wall in the X direction relative to the wall is possible.

The Fig. 4 shows a schematic plan view of the traction sheave elevator 10, from which the geometric arrangement of the individual elements of the traction sheave elevator 10 is relative to each other.

The same elements are identified by the same reference numerals and will not be explained again.

The illustrated traction sheave elevator 10 is shown with the possibility of a through-loading. That there are two opposing doors 32 are provided on each floor. Of course, this is only to be understood as an example. In principle, only one door 32 can be provided.

In the Fig. 4 is a shaft in which the traction sheave 10 is arranged is designated by a reference numeral 50. The shaft is bounded by a wall 52.

Furthermore, in the Fig. 4 the course of the at least one support means shown schematically. The course is illustrated by the example of two suspension elements. With a reference numeral 54, the location is marked, at which the support means are guided by the traction sheave 30 down in the direction of the car 12. The support means are then guided, for example, through the upper bottle 38 and run back up, where their car-side end 58 is fixed to the Tragmittelendenträger 49.

From the opposite side of the traction sheave 30, the support means are guided at a location 56 down into the counterweight 14. They wrap around the counterweight 14 and are then guided back up and fixed with their counterweight-side ends 60 to the crossbar 40 and in the second cross member 44.

In the Fig. 4 a counterweight guide rail level 62 is shown. This runs through the first counterweight guide rail 20 and the second counterweight guide rail 22.

A drive shaft 63 of the traction sheave drive 28 extends parallel to the counterweight guide rail plane 62 and denotes the axis about which the traction sheave 30 rotates.

Perpendicular to both the counterguide rail 62 and the drive axle 63 is a car guide rail 64 which extends between the first car guide rail 16 and the second car guide rail 18.

The car guide rails 16 and 18 guide the car 12 in the middle. The traction sheave 30 rotates about the drive shaft 63. Perpendicular to the drive shaft 63 extends through the center of the traction sheave 30 a pulley plane 66. The pulley plane 66 extends in the car guide rail plane 64th

The symmetrically designed in this way arrangement of the entire traction sheave elevator 10 substantially reduces the introduced into the Traverse 40 moments. A diameter D of the traction sheave 30 is also chosen to be as small as possible in order to keep a distance of the down-driven ropes 54, 56 to the drive axle 63 as low as possible. In this way, moment loads in the crosshead 40 about the Z axis are kept low. The symmetrical arrangement of the traction sheave elevator 10 also provides symmetrical loading of the traverse about the Y axis. The load cases occurring in this way can be integrated directly into the first car guide rail 16 and the two wall mountings 46, 48, which are arranged symmetrically to the car guide rail plane 64, are received. In particular, it may be provided that the drive axle 63 and the car guide rail plane 64 intersect over the first car guide rail 16.

In order to provide the most compact design possible of the entire traction sheave elevator 10, it can be provided that the traction sheave drive 28 or the traction sheave 30 projects into a projected area 70 of the car 12. The projected area 70 is thus in the in Fig. 4 illustrated cross-sectional view visible cross-sectional area of the car 12, which is projected onto the height of the traction sheave drive 28.

Fig. 5 shows in a plan view schematically a guide of a first support means 72 and a second support means 74 to the counterweight 14. The same elements are in the Fig. 5 denoted by the same reference numerals and will not be explained again.

The support means 72, 74 are guided by the traction sheave 30 down through the counterweight 14 and share after passing through the counterweight 14 in a first suspension element strand 76 and a second suspension element strand 78. In the illustrated embodiment with only two support means 72, 74 has correspondingly each support means strand 76, 78 on a support means. Of course, embodiments with four, six or eight support means are also conceivable, so that then each suspension element strand 76, 78 has two, three or four suspension elements.

Corresponding deflection rollers 80 may be provided on an underside or also on an upper side of the counterweight 14 in order to guide the suspension element strands 76, 78 away from the car guide rail plane 64 to the outside. The suspension element strands 76, 78 are thus deflected symmetrically outwards from the car guide rail plane 64 and pass through the latter at opposite ends of the counterweight 14. The counterweight-side ends 60 of the suspension element strands 76, 78 are then on the second truss element 44 of Traverse 40 attached. In this way, a load of the crosshead 40 symmetrical with respect to the car guide rail plane 64 is provided. A moment loading around the Y-axis of the crossbar 40 by the counterweight suspension can be kept so small and symmetrical.

Fig. 6 shows a top view of the crossbar 40. The same elements are again identified by the same reference numerals and will not be explained again. Schematically, the traction sheave drive 28 is shown, which is arranged on the second cross member 44. The second truss element is coupled to the second truss element 44 by means of a first damper 82 and a second damper 83. In this way, for example, a vibration damping between the first and the second truss member 42, 44 can be achieved.

The second truss member 44 has the first and second wall mount 46, 48 and is connected thereto by a plurality of wall anchors 86 to the wall 52. The attachment of the first wall attachment 46 with the second wall attachment 48 in the wall 52 can be done, for example, with the aid of dowels.

An attachment of the first suspension element strand 76 on the second cross member 44 is partially cut free. To recognize this is a third elastic element 84, which elastically couples the first suspension element strand 76 with the second cross member 44. In principle, it can be provided that the entire first suspension element strand 76 is elastically coupled to the second transverse element 44. However, in principle it can also be provided that each cable of the first suspension element strand is elastically coupled to the second transverse element 44 in order to provide a uniform load distribution on all suspension elements.

In the Fig. 7 is a side view of the crossbar 40 from Fig. 6 shown.

From the illustration in Fig. 7 In particular, the embodiment of a first fastening arrangement 88 and a second fastening arrangement 90 of the first wall fastening 46 is apparent. Each of the fastening arrangements 88, 90 is designed such that it is configured in a form-locking manner in a horizontal direction (Y) and is frictionally configured in a vertical direction (X). For this purpose, each fastening arrangement 88, 90 has a slot 92 or 94 through which a guide element, for example a screw 96 or 98, is guided. The screw thus connects a wall element 102 connected to the wall by means of the wall anchor 86 and a support element 104 connected to the second cross member 44.

Depending on the torque with which a respective guide element, for example the screw 96, 98, is tightened, a force can be set which is sufficient to overcome a frictional connection between a respective guide element or a respective screw 96, 98 and the wall element 102. Then, a relative movement between the wall 52 connected to the wall member 102 and the support member 104 connected to the second cross member 44 is possible, so that a building setting can be done without forces or stresses in the cross member 40 occur.

In the Y direction, the shank of a respective guide element or a respective screw 96, 98 is perpendicular to the edge of the respective slot 92, 94, so that a positive connection is provided. Forces in the Y direction can thus be accommodated by both the first attachment assembly 88 and the second attachment assembly 90. Furthermore, the first wall mount 46 can thus serve as a torque arm for moments about the Z axis, which are introduced from the crossbar 40 in the first wall mount 46. In order to bring about leverage ratios which are as favorable as possible, a support distance 100 between the first fastening arrangement 88 and the second fastening arrangement 90 or between the guide elements or screws 96, 98 should be as large as possible. In order not to let the overall dimensions of the first wall attachment 46 become too large, it has been found that for good leverage ratios the support distance 100 should correspond approximately to the diameter D of the traction sheave 30.

In principle, it is not mandatory for a respective fastening arrangement 88, 90 to provide a force fit in the X direction or the vertical direction. In this direction, a freewheel can be provided.

One possibility for this is schematically in the Fig. 8 shown. For example, it may be provided that a first freewheeling element and a second freewheeling element are arranged relative to one another in such a way that they provide positive locking in the Y direction but have two sawtooth profiles in the Z direction which shift relative to one another in the X direction or vertical direction can. For example, it may be provided that the first freewheeling element 106 is tensioned toward the second freewheeling element 108 by means of a spring element 109. In the case of a building setting, for example, then the first freewheeling element 106, which is fixedly connected to the wall 52, could move downwards (U) to the second freewheeling element 104, which is connected to the second crossbar element 44. Due to the sawtooth profiles and the spring element 109, after a certain amount of relative movement of the elements 106, 108 relative to each other, the first freewheeling element 106 would again be pressed onto the second freewheeling element 108 and could not move back in the opposite direction. Thus, a partial locking would be provided.

In the Fig. 9 For example, in a schematic isometric view, a cable retention assembly 110 for attaching a far end 58 of the support means 72, 74 is shown. Each support means 72, 74 is held in an opening 111 of the Tragmittelendenträgers 49. The support means end support 49 is further connected to the second car guide rail 18 (in FIGS Fig. 9 not shown) so that forces acting in the X direction can be introduced directly into the second color basket guide rail 18.

An attachment of the Tragmittelendenträgers 49 with the wall 52 in a similar manner as the attachment of the second truss member 44 on the wall 52. For this purpose, a plurality of wall supports 117, 118 are provided, which are connected via wall anchors (not shown) with the wall 52. These wall elements 117, 118 in turn have elongated holes 113, 114, with which the Tragmittelendenträger 49th by means of guide elements, for example. Screw 115, 116, is connected. Such a connection is again positive fit in the Y direction, but allows in the X direction relative movement between the wall supports 117, 118 and the Tragmittelendenträger 49. For this purpose 49 angle plates 120 are provided on the Tragmittelendenträger, which, for example, with the wall bracket 118 partially overlap. The relative movement between the wall 52 and the Tragmittelendenträger 49 can then be performed vertically in the X-direction by the movement of, for example, the screw 115 in the slot 113.

Claims (14)

1. Traction-sheave lift (10) with a car (12) which is guided at least on two car guide rails in a vertical direction, with a counterweight (14) which is guided at least on two counterweight guide rails (20, 22) in the vertical direction (X), with at least one suspension means (72, 74) which couples the car (12) and the counterweight (14) to one another, and with a traction-sheave drive (28) having a traction sheave (30) over which the at least one suspension means (72, 74) is guided and wherein the traction-sheave drive (28) is arranged on a crossmember (40), wherein the crossmember (40) is fastened to at least one of the car guide rails (16, 18) and has, furthermore, at least one wall fastening (46, 48) for fastening the crossmember (40) to a wall (52) of a lift shaft (50), wherein the at least one wall fastening (46, 48) is in each case formed positively in a horizontal direction (Y) perpendicular to the vertical direction (X) and to the wall and allows a relative movement between the crossmember (40) and the wall (52) in the vertical direction (X), characterized in that the traction-sheave lift (10) has a plurality of suspension means (72, 74), wherein the suspension means (72, 74) are routed centrally into the counterweight (14) and are deflected about the counterweight (14) while being divided into two suspension-means strands (76, 78), and counterweight-side ends (60) of the suspension means (72, 74) are in each case mounted on the crossmember (40).
2. Traction-sheave lift according to Claim 1, characterized in that the at least one wall fastening (46, 48) has in each case at least two fastening arrangements (88, 90) spaced vertically apart at a support spacing (100), wherein each of the fastening arrangements (88, 90) is formed positively in the horizontal direction (Y) and allows a relative movement between the crossmember (40) and the wall (52) in the vertical direction (X).
3. Traction-sheave lift according to Claim 1 or 2, characterized in that the at least one wall fastening (46, 48) is formed as a freewheeling mechanism (106, 108) in the vertical direction (X), wherein a movement of the wall (52) relative to the crossmember (40) is free in the downward direction (U) and a movement in the opposite direction is at least partially blocked.
4. Traction-sheave lift according to one of Claims 1 to 3, characterized in that the at least one wall fastening (46, 48) is formed non-positively in the vertical direction (X).
5. Traction-sheave lift according to one of Claims 1 to 4, characterized in that the crossmember (40) has a first crossmember element (42) on which the traction-sheave drive (28) is arranged and a second crossmember element (44) which is connected to the at least one wall fastening (46, 48), wherein the first crossmember element (42) and the second crossmember element (44) are coupled elastically to one another.
6. Traction-sheave lift according to one of Claims 1 to 5, characterized in that the traction-shave lift (10) has two car guide rails (16, 18) which are situated in a car guide rail plane (64), wherein the traction-sheave lift has two counterweight guide rails (20, 22) which are situated in a counterweight guide rail plane (62), and wherein the car guide rail plane (64) is arranged perpendicular to the counterweight guide rail plane (62) .
7. Traction-sheave lift according to one of Claims 1 to 6, characterized in that the traction-sheave drive (28) is arranged in such a way that a drive axis (63) of the traction-sheave drive (28) extends parallel to the counterweight guide rail plane (62).
8. Traction-sheave lift according to one of Claims 1 to 7, characterized in that the traction-sheave drive (28) and the counterweight (14) are arranged in such a way that a centre (68) of the counterweight (14) and a traction-sheave plane (66) are situated in the car guide rail plane (64).
9. Traction-sheave lift according to Claim 1, characterized in that the counterweight-side ends (60) of the suspension means (72, 74) are coupled elastically to the crossmember (40).
10. Traction-sheave lift according to one of Claims 1 to 9, characterized in that the traction-sheave drive (28) protrudes into a projection surface (70) of the car (12).
11. Traction-sheave lift according to one of Claims 1 to 10, characterized in that the traction-shave lift (10) has at least two wall fastenings (46, 48) which are arranged asymmetrically to the car guide rail plane (64).
12. Traction-sheave lift according to one of Claims 1 to 11, characterized in that the at least one fastening arrangement (88, 90) has a slot (92, 94) extending in the vertical direction (X) and having a guide element (96, 98) extending through the slot (92, 94).
13. Traction-sheave lift according to one of Claims 1 to 12, characterized in that the traction-shave lift (10) has a suspension-means end carrier (49) for receiving a respective car-side end (58) of the at least one suspension means (72, 74), wherein the suspension-means end carrier (49) is mounted on at least one of the car guide rails (16, 18) and, by means of at least one carrier fastening arrangement (110), is mounted on the wall (52) of the lift shaft (50), wherein the carrier fastening arrangement (110) is formed positively in the horizontal direction (Y) and allows a relative movement between the suspension-means end carrier and the wall (52) in the vertical direction (X).
14. Traction-sheave lift according to one of Claims 1 to 13, characterized in that the at least one wall fastening (46, 48) has in each case precisely two spaced-apart fastening arrangements (88, 90) which form a torque support, wherein tensile forces are introduced into the wall (52) by means of one of the fastening arrangements (88) and compression forces are introduced into the wall (52) by means of the other of the fastening arrangements (90).

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