EP3280668A2

EP3280668A2 - Guide rail for an elevator system

Info

Publication number: EP3280668A2
Application number: EP16714943.4A
Authority: EP
Inventors: Michael Kirsch; Walter Hoffmann; Thomas Kuczera; Philippe Gainche; Mike Obert; Markan Lovric; Martin MADERA; Martin Krieg
Original assignee: ThyssenKrupp AG; ThyssenKrupp Elevator AG
Current assignee: TK Elevator Innovation and Operations GmbH
Priority date: 2015-04-09
Filing date: 2016-04-08
Publication date: 2018-02-14
Anticipated expiration: 2036-04-08
Also published as: WO2016113434A2; BR112017021406B1; DE102015206345A1; CN107438576A; EP3280668B1; CA2980401C; WO2016113434A3; BR112017021406A2; KR20190126464A; KR102229042B1; KR20170131619A; CN107438576B; CA2980401A1; US10723591B2; US20180079624A1

Abstract

The invention relates to a guide rail for an elevator system, comprising at least two rail elements (11a, 11b) which jointly form a guide rail section having a functional raceway (31a, 31b, 31c) in a direction of travel. Each of the rail elements (11a, 11b) is connected to the shaft wall. Furthermore, adjoining rail elements (11a, 11b) are located at a distance from one another so that the rail elements (11a, 11b) can freely undergo thermal expansion in the direction of travel. In addition, at least two of the adjoining rail elements (11a, 11b) have edges which face one another in the region of the functional raceway (31a, 31b, 31c) and which have a complementary shape such that any cross-section of the guide rail section that runs perpendicular to the direction of travel in the region of the functional raceway (31a, 31b, 31c) extends through at least one of the two adjoining rail elements (11a, 11b).

Description

Guide rail for an elevator system

Guide rails are used in elevator systems to guide elevator cars along a hoistway. Lift shafts traditionally extend vertically in a building. Occasionally, however, already proposed horizontal manholes. Due to the large shaft lengths, the guide rails are typically assembled from individual rail elements during assembly. When mounting the rail elements in vertical elevator shafts, it has become common to stack the rail elements to each other and to fix only in the horizontal direction on the shaft wall. This has the advantage that the rail elements along the vertical direction of travel are in abutment with each other and at the same time an expansion of the guide rail in the vertical direction is made possible with temperature fluctuations. The composite guide rail thus behaves like a continuous guide rail.

A new type of elevator installation, as described, for example, in WO2012 / 045606, uses a linear motor for driving the elevator cars inside the elevator shaft. In this case, a primary part of the linear motor is attached to the rail elements and a secondary part of the linear motor on the elevator car to be moved. This drive mode makes it possible to simultaneously move several elevator cars in the same shaft independently.

However, there are also significant technical problems for the guide rails from this. On the one hand, guide rails are equipped with the primary part of the linear motor. This additional weight must be absorbed by guide rails. On the other hand, there are no ropes in this type of elevator, so that all vertical forces acting on the cabin (weight of the cabin, driving force of the cabin, braking forces) must be absorbed by the guide rails. In addition, since a large number of cabins operate in the same shaft, this proportion also multiplies.

Due to this increased load, the concept of stacked rail elements is no longer practicable because the lowermost rail elements can not absorb the load of the overlying rail elements. The rail elements must therefore be connected individually to the shaft wall. However, the drive concept of the linear motor still leads to another problem. As with other electric motors, among other things, the primary part heats up during operation. Since the primary part is attached to the rail elements, the heat is dissipated to the rail elements, resulting in a much higher thermal expansion. In order to take this into account, adjacent rail elements must be at a distance from each other (so-called expansion joint).

Furthermore, there are also building settlements in new buildings. Therefore, mounted on the wall rail elements must have a distance from each other, which hold this setting. By settling, the gap width between the adjacent rail elements decreases.

During operation of the elevator installation, however, the individual components of the cabin roll or slide along the guide rail. For example, an elevator car typically has a plurality of guide rollers that roll along a track of the guide rail. In addition, a jaw brake may be provided in which the elevator car is braked by one or more brake shoes acting on the guide rail from the elevator car. As soon as such components change between two adjacent rail elements, it comes to shaking and noise due to the distance.

Object of the present invention is to reduce such shocks and noise.

This object is achieved by a guide rail for an elevator installation comprising at least two rail elements, which together form a guide rail section with a functional track in a direction of travel. Here, each of the rail elements is connected to the shaft wall, wherein adjacent rail elements have a distance from one another, so that the rail elements can expand thermally in the direction of travel freely. Furthermore, at least two of the adjacent rail elements in the region of the functional raceway have mutually opposite boundaries which have such a complementary profile that any desired, perpendicular to the direction of travel, cross section of the guide rail section extends in the region of the functional raceway through at least one of the two adjacent rail elements. This has the advantage that the adjacent rail elements in the area of the functional track are adapted to one another in order to ensure a uniform, continuous transition of rolling or sliding components.

For the purposes of this application, the functional track is understood to be the area of the guide rail on which the corresponding components slide along, grind along or roll off during operation of the elevator installation.

In a preferred variant of the invention, the functional track is a rolling track for a guide roller of an elevator car. In a leadership role, the invention ensures in particular that the guide roller remains permanently in contact with the guide rail. There are no jumps at the transitions of rail elements, which could cause vibrations or noises. In this case, the arbitrary, perpendicular to the direction of travel, cross section in the region of the rolling track preferably has an extent which corresponds to at least 20% of the extent of the rolling track perpendicular to the direction of travel. This has the advantage that there is always enough contact between guide roller and guide rail. A rolling guide roller is in contact with the guide rail along a line corresponding to a cross section perpendicular to the direction of travel. A cross section of more than 20% of the extent of the rolling track thus leads to at least 20% of the possible contact surface of the guide roller is in contact with the guide rail.

In a further development of the invention, the two adjacent rail elements in the region of the rolling track on meshing comb-shaped formations. On the one hand, this embodiment makes it possible to thermally expand adjacent rail elements by sliding the comb-shaped formations of the two adjacent rail elements into one another when thermally expanded. On the other hand, good contact with the leadership role is ensured. Thus, the leadership role in unrolling at any time contact with all comb-shaped formations of at least one rail element. Thus, the contact areas between the guide roller and the elevator rail are always distributed over the entire width of the guide roller. The leading role is not just left or right. This leads to a particularly uniform rolling of the leadership role. In a special embodiment, a first rail element of the at least two adjacent rail elements has a first bolt on which a first plurality of strung on the first plates, which form the comb-shaped formations of the first rail element. Furthermore, a second rail element of the at least two adjacent rail elements has a second bolt, on which a second plurality of second plates is strung, which form the comb-shaped formations of the second rail element. This structure has the advantage that the individual components, such as the first and second plates, can be manufactured separately at low cost. Thus, the rail element itself can be made relatively simple. The more complex comb-shaped formations can be manufactured separately and retrofitted. The first and second bolts are typically aligned parallel to each other.

In a further developed variant, the first plurality of first plates each have a slot through which the second bolt extends and the second plurality of plates each have a slot through which the first bolt extends. Thus, the comb-shaped formations not only engage with each other, but it is also a positive connection between the rail elements produced. For this purpose, the first rail element is connected via the first bolt with the first plates and the second plates. Furthermore, the first plates and second plates are additionally connected via the second bolt to the second rail element. In particular, both first and second plates are alternately lined up on both bolts. As a result, the contact areas between the guide roller and the elevator rail are distributed uniformly over the entire width of the guide roller at each cross section.

Furthermore, in particular, the first plates are rotatably mounted on the first and second bolts and the second plates are rotatably mounted on the first and second bolts. As a result, inaccuracies in the assembly of the rail elements can be compensated. During assembly, it may happen that adjacent rail elements are not 100% aligned with each other, but have a minimum offset from each other. This can for example mean that the rolling track on the first rail element has a slightly greater distance from the elevator car than the rolling track on the second rail element. Along the rolling track so there would be a staircase-like offset, resulting in unwanted noise when rolling the guide roller. This can be compensated by the rotatable arrangement of the plates on the bolt. If there is an assembly offset described above, then the stack of first and automatically inclined and thus compensates for the offset along the rolling track. This results in a steady Abrolllaufbahn, which favors a low-noise rolling.

In a specific embodiment, the first and second plates are oriented and arranged such that the narrow sides of the first and second plates together form part of the functional raceway of the guide rail section. This allows a particularly simple and compact design and at the same time a particularly uniform distribution of the contact areas between the guide roller and the elevator rail at each cross section over the entire width of the guide roller.

In alternative embodiments of the invention, the opposing edges have a step-shaped course or run the opposite boundaries at an angle of less than 70 ° to the direction of travel. This also has the advantage that there is always a sufficiently large contact between the guide roller and one of the rail elements of the guide rail. At the same time, these embodiments have the additional advantage that the two rail elements can be pivoted against each other. A pivoting of rail elements to each other is helpful if the direction of travel of an elevator car is to be changed from vertical travel to horizontal travel. In certain variants for realizing such a change in direction, this can be made possible for example by pivoting rail elements. An example of this can be found in JPH0648672.

In a further developed variant, the opposing edges have a chamfer and / or curvature in the area of the functional raceway. This results in a funnel-shaped course along the functional career. This has the advantage that the butt edges are reduced in a non-ideal adjustment of the rail elements after a pivoting operation. For example, there may be some misalignment between the adjacent rail elements or an inclination between adjacent rail elements.

In a further alternative embodiment of the invention, the functional track is a brake raceway for a shoe brake of an elevator car. A braking track is understood to be the area of the guide rail on which a brake shoe of a shoe brake, which acts between the elevator car and the guide rail, grinds along during the braking process. In this variant, one of the at least two adjacent rail elements may have a pin which engages in an associated blind hole of the other rail element of the at least two adjacent rail elements. The two rail elements are connected in a sense in the field of braking career.

During a braking operation of the elevator car, a shoe brake acts on the guide rail in the region of the braking track. This leads to a certain deformation of the guide rail in this area. In many cases, the braking distance of the elevator car extends over several consecutive rail elements. As long as the jaw brake acts only on a rail element and not on the adjacent rail element, it would therefore come without the pins to a deformation of the former rail element but not to a deformation of the adjacent rail element. Consequently, no uniform braking process would be guaranteed, since an offset of the rail elements in the region of the brake track is created by the braking effect. The pins, which engage in the blind holes, cause the deformation is also transferred to the adjacent rail element, even if the jaw brake is not yet acting directly on the adjacent rail element. It is thus ensured a uniform steady course of the brake track. To further enhance this, adjacent to the braking track, a recess may be provided in the adjacent rail members to reduce the rigidity of the two rail members in the region of the braking track. Thus, an even smoother transition between the rail elements in the area of the braking track is achieved. In a further alternative embodiment for achieving the object, the guide rail comprises at least two rail elements, which together form a guide rail section with a functional track in a direction of travel. Here, each of the rail elements is connected to the shaft wall and adjacent rail elements are at a distance from each other, so that the rail elements can expand thermally in the direction of travel freely. Furthermore, a wedge-shaped transition piece is arranged between the two adjacent rail elements, which is mounted movably perpendicular to the direction of travel.

This has the advantage that there is always a smooth, steady transition for rolling or sliding components. As soon as the adjacent rail elements thermally expand, so that reduces the distance between the two rail elements to each other, a force is exerted on the wedge-shaped transition piece, which causes the wedge-shaped transition piece is disengaged against the wedge direction. As a wedge direction in the context of this application, the direction is referred to the pointed end of the wedge-shaped transition piece, which extends along the bisector of the wedge angle of the wedge-shaped transition piece.

By disengaging the wedge-shaped transition piece ensures that the two adjacent rail elements can thermally expand in the direction of travel. At the same time, the three elements arranged one behind the other in the direction of travel (rail element, transition piece, rail element) are always in contact with each other, so that there is a continuous transition without a gap. Preferably, at least two of the adjacent rail elements in the region of the functional raceway have opposite boundaries which are rectilinear and at an angle to one another, which corresponds to the wedge angle of the wedge-shaped transition piece. In this way, a smooth transition between the adjacent rail elements and the transition piece is achieved because the wedge-shaped transition piece is fitted exactly in the space between the adjacent rail elements.

Particularly preferably, the functional track extends over the wedge-shaped transition piece. In particular, the full width functional race on the wedge-shaped transition piece is independent of whether the wedge-shaped transition piece is engaged or disengaged.

In a further developed variant, the wedge direction extends at an angle to the direction of travel, which is between 70 ° and 110 °. In particular, the angle to the direction of travel is 90 °. The wedge angle is preferably in the range of 50 ° to 70 °. The wedge-shaped transition piece can be oriented symmetrically, so that both sides, which adjoin the adjacent rail elements, have the same, in particular acute, angle to the direction of travel. Alternatively, the wedge-shaped transition piece may also be oriented asymmetrically. For example, one of the two surfaces at an angle of 90 ° to the direction of travel and the other side at an angle to the direction of travel. It is only important that a glide across the direction of travel is made possible. The angle ranges have the advantage that the wedge-shaped Transition piece is acted upon expansion of the adjacent rail elements with a sufficient force to cause the disengagement against the wedge direction.

In a special embodiment, the wedge-shaped transition piece is biased against the wedge direction. This has the advantage that the wedge-shaped transition piece is automatically engaged by the bias in a thermal contraction. Upon thermal contraction, the gap between the adjacent rail elements increases, allowing the wedge-shaped transition piece to be more strongly engaged. The bias ensures that this engagement happens automatically.

Preferably, the guide rail comprises a compression spring which extends between the blunt end of the wedge-shaped transition piece and a holding device. The compression spring allows in a simple manner, the aforementioned bias of the wedge-shaped transition piece against the wedge direction. For this purpose, the compression spring exerts a spring force on the wedge-shaped transition piece. The spring force has at least one force component in the wedge direction. In this way, the bias of the wedge-shaped transition piece results against the wedge direction.

In a further developed embodiment, a guide is provided between at least one of the at least two rail elements and the wedge-shaped transition piece. Along this guide, the wedge-shaped transition piece is movably mounted. The guide ensures that the wedge-shaped transition piece performs a well-defined translational movement with a thermal change in length of the rail elements. Furthermore, the guide ensures that no offset occurs between the one of the at least two rail elements and the wedge-shaped transition piece. In each position of the wedge-shaped transition piece therefore a uniform and continuous functional career is also present in the region of the transition between the at least one of the at least two rail elements and the wedge-shaped transition piece. In particular, in each case a guide is provided between the two adjacent rail elements and the wedge-shaped transition piece arranged therebetween. As a result, the above-mentioned advantages are achieved at both transitions between rail element and wedge-shaped transition piece.

In a particular embodiment, the guide is designed as a tongue and groove connection. This is easy to manufacture and allows reliable leadership. Alternatively, for example, a dovetail guide or a guide with a T shaped cross-section can be used. Such guides have the advantage that not only compressive forces can be transmitted to the wedge-shaped transition piece, but also tensile forces.

As soon as the adjacent rail elements contract thermally so that the distance between the two rail elements increases, a tensile force is exerted on the wedge-shaped transition piece via the dovetail guide, which results in the wedge-shaped transition piece being engaged with the wedge direction. Thus, in this variant can be dispensed with a bias against the wedge direction. The specially designed guide leads to an automatic disengagement and engagement.

In the following the invention will be explained in more detail with reference to drawings. 1 shows a detail of an elevator installation in a schematic illustration, FIG. 2 shows a rail element in a 3D representation, and FIG. 3 shows two adjacent rail elements

4 shows a detailed representation of two adjacent rail elements in two different states

Fig. 5 shows a detailed representation of the transition element 39 in the uninstalled state Fig. 6 shows schematically two further developments of the invention

7 shows a development of the embodiment according to the left region of FIG. 6

8 shows a three-dimensional view of a further embodiment, FIGS. 9, 10 show a partial enlargement of the central region of FIG. 8.

FIG. 1 shows a schematic representation of an elevator installation 1. This comprises the shaft 3, which is bounded by the shaft walls, wherein in the drawing to achieve a better overview, only a single shaft wall 5 is shown. In the shaft 3, an elevator car 7 along a guide rail 9 in a direction of travel 2 is movable. The elevator car 7 has at least one guide roller 24, which rolls on the guide rail 9 while driving. Furthermore, a jaw brake 26 is arranged between the elevator car 7 and the guide rail 9. This brakes the elevator car 7 in that one or more brake shoes act on the guide rail 9.

In the present case, the elevator car can be moved in the vertical direction. However, the invention is not limited to this direction. The arrangement can also be horizontal or oblique. In addition, the invention is not limited to that only one elevator car 7 along the guide rail 9 is movable. It can also be provided that a plurality of elevator cars can be moved independently of one another in the same shaft.

The guide rail 9 is composed of rail elements IIa, I Ib, 11c, l ld, l le. In this case, two adjacent rail elements I Ia, IIb, 11c, l ld, together form a guide rail section 13a, 13b, 13c. Rail elements IIa, IIb, 11c, l ld, l le are each attached to the shaft wall 5. For this purpose, each rail element IIa, IIb, 11c, lld, ll a fixed bearing 15 and a floating bearing 17. While the rail elements IIa, I Ib, 11c, Lld, Ile is connected by the fixed bearing 15 at least in the direction of travel 2 fixed to the shaft wall 5, the floating bearing 17 leaves a movement of the rail elements I Ia, I Ib, 11c, l ld, ll in Driving direction 2 too. Thus, the rail elements I Ia, IIb, 11c, lld, llle free thermally expand in the direction of travel 2, without resulting in a bracing by mounting on the shaft wall 5. In addition, have two adjacent rail elements I Ia, IIb, 11c, lld, l le each have a distance, so that the rail elements can extend freely in the direction of travel 2 thermally. Details of the fixed bearing 15 and the floating bearing 17 are shown in FIG.

The elevator car 7 is driven by means of a linear motor. In this case, the linear motor 19 comprises primary parts 21, which are arranged on the rail elements IIa, IIb, 11c, lld, l le and a secondary part 23 which is connected to the car. The rail elements IIa, Ib, 11c, lld, lle thus simultaneously form drive modules.

FIG. 2 shows a rail element 11 with a fixed bearing 15 and a movable bearing 17. In the right-hand area of FIG. 2, a cross section through the rail element 11 in the region of the fixed bearing 15 (lower illustration) or in the region of the movable bearing 17 (upper illustration). The fixed bearing 15 comprises a first holder 25, which is on the one hand firmly connected to the rail element 11 and on the other hand fixed to the shaft wall 5 is connectable (screwed, for example). The movable bearing 17 comprises a second holder 27 which is fixedly connected to the rail element 11. The second holder 27 is positively received by a socket 29, in which the second holder 27 is movable only in one direction (perpendicular to the plane). This direction corresponds to the mounting of the direction in which the rail member 11 can expand thermally freely. The version 29 is in turn firmly connected to the shaft wall 5.

Figure 3 shows an embodiment of a guide rail with two different forms of the invention. Shown are a section of a guide rail section 13. Shown are two rail elements I Ia, I Ib, which together form the guide rail section 13. The rail elements I Ia and I Ib have a distance to each other, so that the rail elements I Ia and I Ib can expand thermally in the direction of travel 2 free. The guide rail section 13 has a plurality of functional raceways 31a, 31b and 31c. The functional raceways 31a and 31b are each a rolling raceway 31a, 31b for a guide roller of an elevator car 7. The functional raceway 31c is a brake raceway 31c for a jaw brake of an elevator car 7. It is typical in elevator cars with linear drive To arrange brake between the elevator car 7 and guide rail 9 and to generate the braking force by a jaw brake of the elevator car 7 acts on the guide rail 9.

The distance between the adjacent rail elements I Ia and I Ib normally leads to an interruption of the functional raceways 31a, 31b and 31c. In order to compensate for this, the rail elements I Ia and I Ib in the region of the functional raceways 31a, 31b and 31c are designed to be suitable. Thus, the rail elements I Ia and I Ib in the region of the functional raceways 31a, 31b and 31c on opposite boundaries, which have such a complementary course, that any, perpendicular to the direction of travel 2, cross section of the guide rail section in the functional career at least one of the two adjacent rail elements I Ia and I Ib runs.

In the embodiment in the region of the brake raceway 31c, the rail element 11a has two pins 33 which engage in associated blind holes 35 of the rail element 11b. The boundaries of the two rail elements I Ia and I Ib thus have a complementary Course. In a thermal expansion of the rail element I Ia in the direction of the adjacent rail element I Ib, the pins 33 push deeper into the blind holes 35. An arbitrary, perpendicular to the direction of travel 2 cross section of the guide rail portion in the functional career 31c extends either through the rail element I Ia that also includes the pins 33, or by the rail member I Ib. The two rail elements I Ia and I Ib are in a sense connected in the region of the brake raceway 31c. During a braking operation of the elevator car 7, a jaw brake acts in the region of the braking track 31c on the guide rail 9. This leads to a certain deformation of the guide rail 9 in this area. In many cases, the braking distance of the elevator car 7 extends over a plurality of rail elements I Ia, I Ib. For example, the braking distance of a descending elevator car 7 could begin in the region of the rail element Ib and end in the region of the rail element 11a. As long as the jaw brake acts only on the rail element I Ib and not on the rail element I Ia it would therefore come without the pins 33 to a deformation of the rail element I Ib but not of the rail element I Ia. Consequently, a uniform braking process would not be ensured, since an offset of the rail elements I Ia and I Ib in the region of the brake raceway 31 is created by the braking effect. The pins 33, which engage in the blind holes 35, cause the deformation is also transferred to the rail member I Ia, although the jaw brake acts only on the rail member I Ib. It is thus ensured a uniform steady course of the brake track. To reinforce this further, a notch 37 is provided adjacent to the brake track 31c in the adjacent rail elements 11a, 11b to reduce the rigidity of the two rail elements 11a, 11b in the region of the brake raceway 31c. Thus, an even more uniform transition between the rail elements I Ia, I Ib in the region of the brake raceway 31c is achieved.

Also shown in FIG. 3 is a second embodiment of the invention. Both in the area of the rolling track 31a and in the area of the rolling track 31b, a transition element 39 is arranged. The transition element 39 simultaneously allows thermal expansion of the rail element I Ia in the direction of the adjacent rail element Ib as well as trouble-free rolling of guide rollers of an elevator car 7 along the rolling tracks 31a and 31b. The exact structure of the transition element 39 is explained below with reference to Figures 4 and 5.

FIG. 4 shows a detailed representation of the transition element in a built-in state. In the left area of Figure 4, a configuration is shown, in which still a significant distance is present between a first rail element I Ia and a second rail element I Ib. On the other hand, in the right-hand area of FIG. 4, a thermal expansion of the first rail element 11a has already taken place in the direction of the adjacent second rail element 1b. The distance between the rail elements I Ia and I Ib is reduced. In the region of the rolling raceway 31a, the first rail element I Ia and the second rail element I Ib have opposing boundaries which have a complementary course to one another. The first rail element 11a has comb-shaped formations 41a in the area of the rolling raceway 31a. On the opposite side, the second rail element Ib also has comb-shaped formations 41b. The two comb-shaped formations 41a and 41b are offset from each other and engage each other, so that there is the complementary course of the boundaries. When thermally expanded, the comb-shaped formations 41a and 41b slide into one another until the configuration shown in the right-hand area of FIG. 4 results. Regardless of whether the rail elements I Ia and I Ib are in the configuration according to the left portion of Figure 4 or according to the right part of Figure 4 or in an intermediate state, runs any, perpendicular to the direction of travel 2, cross section of the guide rail portion in the area the rolling raceway 31a through at least one of the two adjacent rail elements I Ia, I Ib. The two rail elements I Ia and I Ib are connected to a certain extent in the region of the rolling track 31a, without resulting in a gap in which the rolling guide roller could lose contact with the rail elements I Ia and I Ib. In particular, the boundary is shaped such that the arbitrary, perpendicular to the direction of travel 2, cross section in the region of the rolling track 31a has an extension which corresponds to at least 20% of the extent of the rolling track 31a perpendicular to the direction of travel 2. In the embodiment shown, the expansion is nearly 50% for each cross section. By way of example, the cross section along the line 43 intersects the first rail element 11a in the region of the comb-shaped formations 41a. Taken together, the comb-shaped formations in this cross-section have an extent which corresponds to about 50% of the width of the rolling track. Due to the required gap dimensions between the comb-shaped formations 41a and 41b, the value is actually slightly less than 50%. A rolling guide roller is in contact with the guide rail along a line corresponding to a cross section perpendicular to the direction of travel 2. Consequently, the guide roller is in contact with the guide rail at any one time via an area corresponding to about 50% of the width of the guide roller (and thus the rolling raceway 31a). FIG. 5 shows a detailed representation of the transition element 39 in the uninstalled state. The transition element 39 comprises a first bolt 45, on which a plurality of first plates 47 are lined up. For this purpose, the first plates 47 have a bore 49 through which the first bolt 45 extends. The first plates 47 are rotatable about the first pin 45. When installed, the first bolt 45 and the first plates 47 are components of the first rail element 11a (see FIG. 4). In this case, the first plates 47 form the comb-shaped formations 41a of the first rail element I Ia. Furthermore, the transition element 39 comprises a second pin 51, on which a plurality of second plates 53 are lined up. For this purpose, the second plates 53 have a bore 55 through which the second pin 51 extends. The second plates 53 are rotatable about the second pin 51. When installed, the second bolt 51 and the second plates 53 are components of the second rail element Ib (see FIG. 4). In this case, the second plates 53 form the comb-shaped formations 41b of the second rail element Ib.

Opposite the bore 49, the first plates 47 have a slot 57 through which the second pin 51 extends. Accordingly, the second plates 53 a slot 59 opposite to the bore 55, through which the first bolt 45 extends. Accordingly, in each case alternately first plates 47 and second plates 53 are lined up on both bolts 45, 51, with a respective bore 49, 55 and a slot 57, 59 alternating. This structure allows the distance between the first bolts 45 and the second bolt 51 to be variable. In the illustration shown, the two bolts 45, 51 have their minimum distance. Increasing the distance between the two bolts 45, 51, so the first pin 45 shifts within the slots 59 while the second pin 51 shifts within the slots 57. The distance between the two bolts 45,51 can therefore be increased so far until the bolts 45,51 each at the end of the slots 57, 59 are located.

As can be seen from Figure 4, the first plates 47 and the second plates 53 in the installed state are oriented and arranged so that the narrow sides 61 of the first plates 47 and the narrow sides 63 of the second plates 53 extend along the functional track 31 and a Form part of the functional career 31a. Thus, the narrow sides 61 and 63 are substantially flush with the remaining functional raceway 31a, so that there is a flat running surface for the guide rollers of the elevator car 7. In the assembly of the rail elements I Ia and I Ib, however, there may also be inaccuracies that cause the rail elements I Ia and I Ib are not one hundred percent aligned, but have a minimum offset from each other. This may result, for example, in that the rolling raceway 31a on the first rail element has a slightly greater distance to the elevator car than the rolling raceway 31a on the second rail element. Along the rolling track 31a so there would be a step-like offset, resulting in unwanted noise when rolling the guide roller. To avoid this, the first plates 47 are rotatably mounted on the first pin 45 and on the second pin 51. Accordingly, the second plates 53 are rotatably mounted on the first pin 45 and on the second pin 51. If there is an assembly offset described above, the transition element 39 is automatically inclined and thus compensates for the offset along the rolling track 31a. This results in a steady Abrolllaufbahn 31a, which favors a low-noise rolling. For ease of assembly, the transition element 39 is provided with a encompassing reinforcing element 65.

FIG. 6 schematically shows two further developments of the invention. In the left and right regions of Figure 6, two rail elements I Ia and I Ib are shown with a functional track 31a in a direction of travel 2. Between the two adjacent rail elements I Ia and I Ib is a distance, so that the rail elements I Ia and I Ib can freely expand in the direction of travel 2. The adjacent rail elements I Ia and I Ib have opposite boundaries in the area of the functional raceway 31, which have such a complementary course that any cross-section of the guide rail section perpendicular to the travel direction 2 in the region of the functional raceway 31 passes through at least one of the two adjacent rail elements I Ia and I Ib runs. The two rail elements I Ia and I Ib are so to speak shaped in the functional raceway so that no continuous gap perpendicular to the direction of travel 2 results. In the case of a rolling track as a functional track 31, the guide roller can thus not lose contact with the rail elements I Ia and I Ib due to a gap. In particular, the boundary is shaped such that the arbitrary, perpendicular to the direction of travel 2, cross-section in the region of the functional track has an extension which corresponds to at least 20% of the extent of the functional track perpendicular to the direction of travel 2. In the left-hand illustration, the opposing boundaries have a stepped course, while in the right-hand representation, a straight course is present with an angle 67 to the direction of travel. In the embodiment shown on the left, the expansion is almost 75% for each cross section. For example, the cross-section along the line 43 intersects the first rail member 11a and the second rail member 1b so that approximately half the width of the functional raceway 31 is formed by the first rail member and approximately one-fourth of the functional raceway width by the second rail member rail element. Overall, this results in an expansion of about 75% of the total width of the functional career.

In the embodiment variant shown on the right, the angle 67, which is less than 70 °, ensures that any cross-section perpendicular to the direction of travel 2 has an extent in the region of the functional track 31 that is at least 20% of the extent of the functional track 31 perpendicular to the direction of travel 2 corresponds.

Both embodiments shown have the additional advantage that the two rail elements I Ia and I Ib can be pivoted against each other. For example, the first rail element I Ia can be pivoted about an axis of rotation 69 in a direction 71 relative to the second rail element I Ib. A pivoting of rail elements to each other, for example, is helpful if the direction of travel of an elevator car is to be changed from vertical travel in a horizontal travel. In certain variants for realizing such a change in direction, this can be made possible for example by pivoting rail elements. An example of this can be found in JPH0648672.

Figure 7 shows a development of the embodiment, which is shown in the left portion of Figure 6. In this case, only the area of the functional track is shown in three-dimensional representation. A distance is present between the two adjacent rail elements I Ia and I Ib so that the rail elements I Ia and I Ib can freely expand in the direction of travel 2. In addition, the opposite boundaries have a step-shaped course. In the area of the functional career, the opposing boundaries also have a chamfer 73. Alternatively or in addition to the chamfer, a corresponding curvature can also be provided. It is only important that a funnel-shaped course results along the functional track. This has the advantage that the butt edges are reduced in a non-ideal adjustment of the rail elements after a pivoting operation. For example, there may be some misalignment between the adjacent rail elements or an inclination between rail elements.

FIGS. 8, 9 and 10 show a further embodiment of a guide rail according to the invention. FIG. 8 shows a three-dimensional representation of a guide rail section 13. Shown are two rail elements 11a, 11b, which together form the guide rail section 13. The rail elements I Ia and I Ib have a distance from each other, so that the rail elements I Ia and I Ib can expand thermally in the direction of travel 2 free.

The guide rail section 13 has a functional raceway 31a. The functional raceway 31a is a rolling raceway for a guide roller of an elevator car. In the present case, the same track is also used as a brake track.

The guide rail in the present case has a T-shaped cross-section

Without appropriate measures, the distance between the adjacent rail elements I Ia and I Ib leads to an interruption of the functional track 31a. To compensate for this, a wedge-shaped transition piece 75 is arranged between the two adjacent rail elements 11a and 11b.

Figures 9 and 10 respectively show enlarged views of the area with the wedge-shaped transition piece 75 in two different states. In the right-hand part of FIGS. 9 and 10, a three-dimensional view of this area is shown, while in the left-hand area of FIGS. 9 and 10 a lateral frontal view is shown.

FIG. 9 shows the guide rail section 13 in a first state with a first temperature. FIG. 10 shows the same guide rail section 13 in a second state, for example after a temperature increase. Alternatively, this state can also be achieved by a building setting, by the adjacent rail elements to move towards each other. In the following, the operation of this embodiment will be explained with reference to FIGS. 8, 9 and 10. In the area of the functional track 35, the two adjacent rail elements I Ia and I Ib have opposite edges which are rectilinear and at an angle to each other. This angle corresponds to the wedge angle 79 of the wedge-shaped transition piece 75. Thus, the wedge-shaped transition piece 75 in the region of the functional raceway 31 fits exactly into the intermediate space between the adjacent rail elements I Ia and I Ib. Along the functional track 31a and 31b thus results in a continuous continuous area without a gap. The functional race 31a extends over the wedge-shaped transition piece 75.

While FIG. 9 shows the guide rail section 13 in a cold state, the same guide rail section 13 after heating is shown in FIG. (Respectively before the building setting and after the building setting) The two adjacent rail elements I Ia and I Ib have each thermally expanded in the direction of travel, so that the distance between the two rail elements I Ia and I Ib has reduced (transition from Figure 9 to Figure 10th ). In the thermal expansion both rail elements I Ia and I Ib each have a force parallel to the direction of travel on the wedge-shaped transition piece 75 exerted. This force has meant that the wedge-shaped transition piece 75 in the heated state (Figure 10) is disengaged against the wedge direction 77. The wedge direction 77 is the direction toward the pointed end of the wedge-shaped transition piece 75, which extends along the bisector of the wedge angle 79 of the wedge-shaped transition piece 75.

It can be seen from FIG. 10 that even in the heated state along the functional raceway 31a there is a continuous, continuous surface without a gap. The exact dimensions of the wedge-shaped transition piece 75 are thus chosen so that the functional track lies with its full width on the wedge-shaped transition piece 75, regardless of whether the wedge-shaped transition piece is engaged (Figure 9) or disengaged (Figure 10). The wedge angle 79 is presently 60 °. Other wedge angles are also conceivable and possible. Furthermore, the wedge-shaped transition piece 75 is oriented so that the wedge direction 77 extends at an angle of 90 ° to the direction of travel. Upon cooling of the adjacent rail elements I Ia, I Ib, these each thermally retract in the direction of travel, so that the distance between the two rail elements I Ia and I Ib increases again (transition from Figure 10 to Figure 9). In order for the wedge-shaped transition piece 75 to move back again during this cooling, the wedge-shaped transition piece 75 is mounted biased against the wedge direction 77. The wedge-shaped transition piece 75 is biased against the wedge direction 77 by means of two compression springs 81a and 81b.

The compression springs 81a and 81b extend between the blunt end of the wedge-shaped transition pieces 75 and a holding device 83. In the thermal expansion (transition from Figure 9 to Figure 10), the wedge-shaped transition piece 75 is disengaged against the spring force of the compression springs 81a, 81b. Upon thermal contraction (transition from FIG. 10 to FIG. 9), the transition piece 75 is then re-engaged by means of the spring force of the compression springs 81a, 81b. In the present case, the compression springs 81a and 81b are configured and oriented such that the spring force runs parallel to the wedge direction 77.

Between the transition piece 77 and the rail element I Ia a guide 85 a is provided. The guide 85a comprises a groove 87a on the rail element 11a, into which a spring 89a engages. In this case, the spring 89a is arranged on the wedge-shaped transition piece 75. Accordingly, a guide 85b is provided between the transition piece 77a and the rail element Ib. The guide 85b comprises a groove 87b on the rail element Ib, into which a spring 89b engages. In this case, the spring 89b is arranged on the transition piece 77.

The two guides 85a, 85b ensure that the wedge-shaped transition piece 75 performs a well-defined translational movement. In each position of the wedge-shaped transition piece 75 thus a uniform and continuous functional track 31a is ensured. This is especially true in the region of the transition between the rail elements I Ia and I Ib and the wedge-shaped transition element 75th LIST OF REFERENCE NUMBERS

Elevator installation 1

Direction of travel 2

Shaft 3

Shaft wall 5

Elevator cab 7

Guide rail 9

Rail elements I Ia, b, c, d, e

Guide rail section 13 a, b, c

Fixed storage 15

Floating bearing 17

Linear motor 19

Primary part 21

Secondary part 23

Guide roller 24 first holder 25

Jaw brake 26 second holder 27th

Version 29 functional raceways 31a, b, c

Pins 33

Blind holes 35

Incision 37

Transition element 39 comb-shaped formations 41

Line 43 first bolt 45 first plates 47

Bore (first plates) 49 second bolt 51 second plates 53rd

Bore (second plates) 55

Slot (first plates) 57 Slot (second plates) 59

Narrow side (first plates) 61

Narrow side (second plates) 63

Reinforcement element 65

Angle 67

Rotation axis 69

Direction 71

Chamfer 73

Wedge-shaped transition piece 75

Wedge direction 77

Wedge angle 79

Compression spring 81a, b

Holding device 83

Leadership 85a, b

Groove 87a, b

Spring 89a, b

Claims

claims

1. guide rail (9) for an elevator installation (1) comprising at least two

Rail elements (I Ia, I Ib, 11c, l ld, l le), which together a

Guide rail section (13a, 13b, 13c) with a functional track (31a, 31b, 31c) in a direction of travel,

wherein each of the rail elements (I Ia, I Ib, 11c, l ld, l le) is connected to the shaft wall (5),

wherein adjacent rail elements (I Ia, I Ib, 11c, l ld, l le) have a distance from one another, so that the rail elements (I Ia, I Ib, 11c, ld, l le) can expand thermally freely in the direction of travel

characterized in that

at least two of the adjacent rail elements (I Ia, I Ib, 11c, l ld, l le) in the region of the functional track (31a, 31b, 31c) are opposite

Boundaries having such a complementary course that any, perpendicular to the direction of travel, cross section of the guide rail portion (13a, 13b, 13c) in the region of the functional track (31a, 31b, 31c) by at least one of the two adjacent rail elements (I Ia , Ib, 11c, l ld, l le) runs.

2. Guide rail according to claim 1,

characterized in that

the at least two adjacent rail elements (I Ia, I Ib, 11c, l ld, l le) each have at least one fixed bearing (15) and at least one floating bearing (17) with the

Shaft wall (5) are connected so that the at least two adjacent rail elements (I Ia, I Ib, 11c, ld, l le) can thermally expand in the direction of travel.

3. Guide rail according to one of claims 1 or 2,

characterized in that

the functional track (31a, 31b, 31c) is a rolling track for a guide roller (24) of an elevator car (7).

4. Guide rail according to claim 3,

characterized in that

the arbitrary, perpendicular to the direction of travel, cross section in the region of the rolling track has an extent that corresponds to at least 20% of the extent of the rolling track perpendicular to the direction of travel.

5. Guide rail according to one of claims 3 or 4,

characterized in that

the two adjacent rail elements (I Ia, I Ib, 11c, l ld, l le) in the region of the rolling track meshing comb-shaped formations (41).

6. Guide rail according to claim 5,

characterized in that

a first rail element of the at least two adjacent rail elements (IIa, IIb, 11c, 11d, 11e) has a first bolt (45) on which a first plurality of first plates (47) are strung, which form the comb-shaped formations (41) of the first one Rail element (I Ia, IIb, 11c, l ld, l le) form,

and that a second rail element (11a, 11b, 11c, 11d, 11e) of the at least two adjacent rail elements (IIa, 11b, 11c, 11d, 11e) has a second bolt (51) on which a second plurality of is lined with second plates (53), which form the comb-shaped formations of the second rail element (I Ia, I Ib, 11c, l ld, l le).

7. Guide rail according to claim 6,

characterized in that

the first plurality of first plates (47) each have a slot (57) through which the second pin (51) extends

and the second plurality of second plates (53) each have a slot (59) through which the first pin (45) extends.

8. Guide rail according to claim 7,

characterized in that

on both bolts (45, 51) each alternating first plates (47) and second plates (51) are lined up.

9. Guide rail according to one of claims 7 to 8,

characterized in that

the first plates (47) are rotatably mounted on the first and second bolts (45, 51) and the second plates (53) are rotatably mounted on the first and second bolts (45, 51).

10. Guide rail according to one of claims 6 to 9,

characterized in that

the first and second plates (47, 53) are oriented and arranged such that the narrow sides (61, 63) of the first and second plates (47, 53) together form part of the functional raceway (31a, 31b, 31c) of the guide rail section ,

11. Guide rail according to claim 1 to 3,

characterized in that

the opposite boundaries have a step-shaped course.

12. Guide rail according to claim 1 to 3,

characterized in that

the opposite edges at an angle of less than 70 ° to the direction of travel.

13. Guide rail according to one of claims 11 or 12,

characterized in that

the opposing edges in the area of the functional raceway (31a, 31b, 31c) have a chamfer (73) and / or curvature.

14. Guide rail according to claim 1 or 2,

characterized in that

the functional raceway (31a, 31b, 31c) is a brake raceway for a shoe brake of an elevator car.

15. Guide rail according to claim 14,

characterized in that

one of the at least two adjacent rail elements (IIa, Ib, 11c, l ld, l le) has a pin (33) in an associated blind hole (35) of the other

Rail element (I Ia, IIb, 11c, l ld, l le) of the at least two adjacent rail elements (IIa, I Ib, 11c, lld, lle) attacks.

16. Guide rail according to claim 15,

characterized in that

adjacent to the brake track, an incision (37) in the adjacent

Rail elements (IIa, Ib, 11c, l ld, l le) is provided to the rigidity of the at least two rail elements (IIa, I Ib, 11c, ld, lle) in the region of the functional track (31a, 31b, 31c) to reduce.

17. Guide rail (9) for an elevator installation (1) comprising at least two

Rail elements (IIa, I Ib, 11c, lld, ll), which together a

wherein each of the rail elements (IIa, Ib, 11c, ld, ll) is connected to the shaft wall (5),

wherein adjacent rail elements (IIa, IIb, 11c, lld, l le) have a distance from each other, so that the rail elements (IIa, Ib, 11c, l ld, l le) can expand thermally freely in the direction of travel

characterized in that

between the two adjacent rail elements (IIa, IIb, 11c, ld, ll) a wedge-shaped transition piece (75) is arranged, which is mounted perpendicular to the direction of travel (2) movable.

18. Guide rail according to claim 17,

characterized in that

at least two of the adjacent rail elements (IIa, Ib, 11c, l ld, lle) in the region of the functional track (31a, 31b, 31c) are opposite

Have boundaries that are straight and have an angle to each other, which corresponds to the wedge angle (79) of the wedge-shaped transition piece (75).

19. Guide rail according to one of claims 17 or 18

characterized in that

the functional raceway (31a) extends over the transition piece (75).

20. Guide rail according to one of claims 17-19,

characterized in that the wedge-shaped transition piece (75) is biased against the wedge direction (77a, 77b).

21. Guide rail according to one of claims 17-20,

comprising a compression spring (81a, 81b) extending between the blunt end of the wedge-shaped transition piece (75) and a retaining means (83).

22. Guide rail according to one of claims 17-21,

characterized in that

the at least two adjacent rail elements (IIa, IIb, 11c, l ld, l le) in each case via at least one fixed bearing (15) and at least one movable bearing (17) with the

Shaft wall (5) are connected, so that the at least two adjacent rail elements (IIa, Ib, 11c, lld, llle) can thermally expand in the direction of travel.

23. Guide rail according to one of claims 17-22,

characterized in that

the functional track (31a, 31b, 31c) is a rolling track for a guide roller (24) of an elevator car (7) or a brake track for a shoe brake of a

Elevator car (7) is.