EP3722242B1 - Aufzug für besonders kleine aufzugsschächte - Google Patents

Aufzug für besonders kleine aufzugsschächte Download PDF

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Publication number
EP3722242B1
EP3722242B1 EP20164681.7A EP20164681A EP3722242B1 EP 3722242 B1 EP3722242 B1 EP 3722242B1 EP 20164681 A EP20164681 A EP 20164681A EP 3722242 B1 EP3722242 B1 EP 3722242B1
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EP
European Patent Office
Prior art keywords
car
counterweight
elevator
shaft
plane
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP20164681.7A
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English (en)
French (fr)
Other versions
EP3722242A2 (de
EP3722242A3 (de
Inventor
Oguzhan Yildiz
Baris ERGEN
Mesut SELEK
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Wittur Holding GmbH
Original Assignee
Wittur Holding GmbH
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Filing date
Publication date
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Publication of EP3722242A2 publication Critical patent/EP3722242A2/de
Publication of EP3722242A3 publication Critical patent/EP3722242A3/de
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Publication of EP3722242B1 publication Critical patent/EP3722242B1/de
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B11/00—Main component parts of lifts in, or associated with, buildings or other structures
    • B66B11/02—Cages, i.e. cars
    • B66B11/0206—Car frames
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/34—Details, e.g. call counting devices, data transmission from car to control system, devices giving information to the control system
    • B66B1/3492—Position or motion detectors or driving means for the detector
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B11/00—Main component parts of lifts in, or associated with, buildings or other structures
    • B66B11/0065—Roping
    • B66B11/008—Roping with hoisting rope or cable operated by frictional engagement with a winding drum or sheave
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B11/00—Main component parts of lifts in, or associated with, buildings or other structures
    • B66B11/0065—Roping
    • B66B11/008—Roping with hoisting rope or cable operated by frictional engagement with a winding drum or sheave
    • B66B11/0085—Roping with hoisting rope or cable operated by frictional engagement with a winding drum or sheave of rucksack elevators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/0043—Devices enhancing safety during maintenance
    • B66B5/005—Safety of maintenance personnel
    • B66B5/0056—Safety of maintenance personnel by preventing crushing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/28—Buffer-stops for cars, cages, or skips
    • B66B5/288—Buffer-stops for cars, cages, or skips with maintenance features
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B7/00—Other common features of elevators
    • B66B7/02—Guideways; Guides
    • B66B7/021—Guideways; Guides with a particular position in the shaft

Definitions

  • the invention concerns a machine room-less elevator for the transport of persons or goods along a vertical elevator shaft, which is designed according to the generic term of the corresponding patent claim.
  • CN 105 314 495 A and US 2008/302612 A1 show elevators from the state of the art where it has been tried design the elevator in relation to the shaft more compact and, for example, to store the maintenance supports at the bottom of the elevator car.
  • an elevator with a car which consists of a car frame suspended from a suspension device.
  • the means of suspension may be at least one belt, i.e. a structure which is less elongated in the direction in which it is bent over the deflection pulleys and/or the driving pulley than in the direction perpendicular thereto and/or whose main supporting structure is not made of steel.
  • at least one classic steel rope which is usually essentially round, is preferably used as a suspension device.
  • the supporting frame carries an elevator car or - in the rare cases of an elevator open towards the shaft - a platform, which is not discussed separately in the following.
  • the elevator has at least one counterweight suspended from a suspension device.
  • the elevator has guide rails along which the car and the counterweight can move up and down in an elevator shaft.
  • the inventive elevator has at least one, preferably two folding maintenance supports.
  • Each of the maintenance supports can be brought into a vertical working position, where it defines a protective space between the car and the shaft floor.
  • each of the maintenance supports can be brought into a horizontal rest position, where it releases the car's path until the car lands on the buffer or buffers in the shaft floor.
  • the elevator according to the invention is characterized by the fact that the car frame has at least one lower, horizontally running cross member, which has at least one first recess on its lower flank, which forms a free space.
  • the at least one maintenance support can be inserted into this free space if it is in its horizontal rest position.
  • a recess in the sense of the invention means that the cross member has no constant extension along its longitudinal axis perpendicular to it. Instead, it rejuvenates itself at at least one point. This position corresponds to the position of a maintenance support in the rest position. This gives the cross member more distance to the bottom of the shaft - "more” means if one advances (in thought) from the front ends of the cross beam to its centre when looking at it.
  • a solution is particularly preferred in which the lower cross beam - viewed in the direction along its longitudinal axis - has a second recess on both sides between its at least one first recess and the respective front end to accommodate a load sensor.
  • the second recess is usually oriented in the opposite direction to the first recess.
  • the second recess creates a local distance between the underside of the car floor and the cross member in which it is formed. This local distance can be used to accommodate a load sensor with which the car floor is supported on the cross member.
  • the car carries a telescopic car apron.
  • an elevator with a car is proposed.
  • the latter consists of a car frame suspended from a suspension means. It has a counterweight suspended from the suspension means.
  • guide rails belong to the elevator, along which the car and the counterweight can be moved up and down in an elevator shaft.
  • an overspeed governor for detecting an impermissible driving condition of the elevator car.
  • the invention-based elevator is characterised by the fact that the overspeed governor comprises an overspeed monitoring device, i.e. a displacement, velocity and/or acceleration sensor which normally operates incrementally.
  • the overpeed monitoring device travels with the car. It evaluates the movement of the car relative to a belt tensioned along the route through the shaft along which it (i. e. the overspeed monitoring device) rolls.
  • the belt is pre-tensioned by at least one belt tensioner. This generates a pre-tensioning force which acts in the horizontal direction at the end of the belt.
  • the belt tensioner has a deflecting element. The belt then leaves the belt tensioner (seen in relation to the belt's longitudinal axis) in a vertical direction into the elevator shaft.
  • the car can be moved up to a distance of 15 cm to 40 cm from the shaft ceiling and/or the bottom of the shaft. Problems with insufficient space for the belt tensioner(s) at both ends of the belt do not occur. Because the belt tensioners, which are quite long in themselves, extend mainly in a horizontal direction, although they act in a forceful vertical direction.
  • a traction sheave elevator with a car is proposed.
  • the latter consists of a car frame suspended from a suspension device. It has a counterweight suspended from the suspension device.
  • guide rails belong to the elevator, along which the car and the counterweight can be moved up and down in an elevator shaft.
  • the car frame surrounds the car cabin or car platform on four sides, usually in the form of a sling.
  • the parallel rails of the car span a first plane.
  • This first plane runs outside the car's centre of gravity.
  • a design is chosen which is such that between 1/3 and 1/5 of the car is on one side of said first plane and between 2/3 and 4/5 of the car is on the other side of said first plane.
  • the parallel rails of the counterweight span a second plane.
  • the latter is arranged at an angle of - essentially - 90° to the first plane. In this way, the load of the car is well absorbed even when loaded, although the car hangs asymmetrically in the sling formed by the car frame and is arranged more asymmetrically, sometimes essentially rucksack-like, relative to its pair of guide rails.
  • the car should be suspended in the bottom block and tackle arrangement (in German: "Schflasche") and the suspension ropes underneath the car should not intersect the perpendicular of the car centre of gravity.
  • the traction sheave elevator described above is ideally designed such, that the car and the counterweight are hanging in a "block and tackle arrangement" (i. e. in German "in Unterflasche"), so that a 2:1 effect is realized.
  • the axis of rotation of the traction sheave is parallel to that of the shaft wall closest to the traction sheave.
  • the rotation axes of all deflection pulleys are arranged parallel to the rotation axis of the traction sheave.
  • the suspension means consists of a rope strand of several steel round ropes which are not connected to each other and run parallel to each other.
  • the counterweight is guided in the shaft in such a way that the first section of the rope strand leading from the deflection pulley of the counterweight to the shaft end of the rope strand extends through the shaft at an angle A to the vertical.
  • the first section of the rope strand which extends from the end of the rope strand to the deflection pulleys of the counterweight, runs regionally between the second section of the rope strand and a third section of the rope strand. The latter extends from the traction sheave to the deflection pulleys of the car.
  • the car and the counterweight can be positioned particularly close to each other in an elevator car suspended in a loop-like manner in the car frame - despite the special position of the rotary axes of the driving wheels and the deflection pulleys. This saves a great deal of installation space in the shaft.
  • the inventive measure or package of measures thus benefits the size of the maximum possible car base area.
  • a particularly preferred solution which can be used as an alternative to the rail arrangement described above, looks as follows - whereby protection is also sought for such a solution with or without reference to another requirement, i.e. also in a unique position.
  • the latter also consists of a car frame suspended from a suspension means.
  • This elevator also has a counterweight suspended from the suspension means.
  • guide rails belong to the elevator, along which the car and the counterweight can be moved up and down in an elevator shaft.
  • the inventive elevator is designed as a backpack elevator.
  • the car frame preferably has an L-shaped layout or design.
  • the car usually sits on its short L-beams. With all this, the parallel guide rails of the car are arranged so that they span one car guide rail plane. At the same time, the parallel guide rails of the counterweight are arranged so that they span a counterweight guide rail plane.
  • the inventive solution is characterised by the fact that the car guide rail plane and the counterweight guide rail plane are parallel to each other and spaced apart from each other.
  • the distance between the parallel guide rails of the car is greater than the distance between the parallel guide rails of the counterweight.
  • the drive seen in its projection along the travel direction of the car in the shaft, is arranged between the guide rails of the car - preferably asymmetrically.
  • the majority of the plane spanned by the guide rails of the counterweight is located within said projection of the drive.
  • this variant of the inventive elevator is designed so that the car and the counterweight hang "inarray” or with other words in “block and tackle arrangement", so that a 2:1 effect is realized.
  • the design is such that the axis of rotation of the traction sheave is parallel to plane spanned by the shaft wall closest to the traction sheave.
  • the rotation axes of all deflection pulleys are arranged parallel to the rotation axis of the traction sheave.
  • the suspension means consists of a rope strand of several steel round ropes which are not connected to each other and run parallel to each other.
  • the counterweight is guided in the shaft in such a way that the second section of the rope strand, which leads from the traction sheave to the deflection pulleys of the counterweight, extends through the shaft at an angle B relative to the vertical.
  • the first section of the rope strand which extends from the end of the rope strand to the deflection pulleys of the counterweight, extends regionally between said second section of the rope strand and a third section of the rope strand. The latter extends from the traction sheave to the deflection pulleys of the car.
  • the car and the counterweight can be positioned very close to each other for rucksack elevators - despite the special position of the rotary axes of the traction wheels and the deflection pulleys. This saves a great deal of installation space in the shaft.
  • the inventive measure or package of measures thus benefits the size of the maximum possible car base area.
  • Figure 1 provides a good overview of a first embodiment.
  • the inventive elevator 1 is shown here in an elevator shaft 2.
  • the guide rails 3 of the car and the guide rails 4 of the counterweight 5 are clearly visible.
  • the car frame is here provided with the reference number 6.
  • the car frame 6 is designed to accommodate an elevator cabin (itself not shown here) in a sling-like holding configuration.
  • Sling-like here means that the car frame surrounds the elevator cabin on four different sides when assembled and usually forms a closed ring.
  • the car frame 6 consists of several vertical beams 7. These are connected to each other on their upper side by several or a pair of horizontal beams 8.
  • several horizontal beams 9 are also provided on the underside of the car frame, which in turn connect the pairs of vertical beams 7.
  • vertical cross beams 10 are provided on the underside, which are supported here by the lower horizontal beams 9.
  • the lower horizontal beams 9 are preferably not designed symmetrically in pairs. Instead, the lower horizontal beams 9 form preferably an uneven pair. This pair is formed on one side by several horizontal beams 9, in this case three beams running parallel to each other, which together form one beam of the pair. In contrast, the other beam of the pair thus formed on the opposite side is only a single horizontal beam 9.
  • the several horizontal beams 9 running parallel to each other form a particularly solid base for fixing the deflection pulleys, which are attached under the car here.
  • the drive can be clearly seen in Figure 1 . It's in the head of the shaft.
  • a horizontal support 12 is provided between the bracket 11 and the shaft wall. It prevents the drive from moving inwards towards the shaft centre or from being prone to tilt in that direction under the influence of the rope forces.
  • overspeed governor used here can also be seen quite clearly. This consists of an overspeed governor rope 13 running vertically through the shaft. Another component of the overspeed governor is the overspeed monitoring device 15. This moves along with the car, see also Fig. 3 . It rolls along the stationary overspeed governor rope 13. This drives its encoder or incremental encoder. If an overspeed governor belt is used instead, the same applies mutatis mutandis, which is not emphasized separately below.
  • the overspeed governor rope 13 is fixed directly to the shaft floor or shaft ceiling, both in the shaft bottom and in the shaft head, using a rope tensioner 14.
  • Each of these rope tensioners 14 consists, among other things, of a spring element.
  • the spring element is usually a coil spring extending along the horizontal and located within the housing of the rope tensioner shown in Figure 1 .
  • the end of the overspeed governor rope 13 is attached to this coil spring.
  • the respective rope tensioner 14 releases the overspeed governor rope 13 held by it into the shaft after deflection via a pulley provided for this purpose in the vertical direction.
  • the traction sheave diameter D is extremely small. It is preferably less than 230 mm and is ideally in the range of 180 mm.
  • the deflection pulleys which are not shown here, are also equipped with a remarkably small diameter. Their diameter is preferably less than 160 mm. In the ideal case given here, the diameter of the deflection pulleys is in the range of 135 mm.
  • a round or essentially round steel cable not shown here is used. Its diameter d is preferably less than 7.5 mm, ideally in the range of 6.5 mm. Typically, several such steel cables are arranged side by side without being directly connected to each other in any way, as would be the case, for example, with a belt with reinforcements in the form of usually thinner steel cores.
  • the quotient of the traction sheave diameter D and the rope diameter d is normally less than 26.5.
  • the quotient D/d is in the range of 24.6.
  • Figure 3 shows a schematic view from above into the shaft, in which the drive and the car guided on one pair of rails as well as the counterweight guided on another pair of rails are located.
  • Figure 3 illustrates how effectively the installation space in the shaft is used by this inventive embodiment.
  • plane E1 does not intersect the car's centre of gravity S but runs outside the car's centre of gravity S.
  • the plane E1 does not intersect the car's centre of gravity S but runs outside the car centre of gravity S.
  • Plane E1 is strongly eccentrically positioned in relation to the car's centre of gravity S.
  • the Plane E1 is positioned in relation to the car's centre of gravity S. It is such that the dimension M1 is between 1/3 and 1/6 of the sum of the dimensions M1 and M2.
  • the car is suspended in block and tackle arrangememt, 2: 1.
  • the suspension cable underneath the car does not cut the imaginary vertical line of the car's centre of gravity S either. Instead, the suspension cable strand underneath the car lies completely in the space between the plane stretched by the rails 3 of the car and the parallel plane running vertically through the car centre of gravity.
  • planes E1 and E2 are perpendicular to each other and the extension of plane E1 intersects plane E2 preferably in an area between the two guide rails 4 of the counterweight.
  • the majority of the drive is located in the area between the opposing guide rails 4 of the counterweight.
  • the rotation axes of the traction sheave 16 and the deflection pulleys 17 on the car and of at least one deflection pulley 18 on the counterweight are all aligned parallel to each other and to the plane spanned by the wall of the car or shaft wall closest to the traction sheave - the latter assuming a rectangular shaft cross-section.
  • the car guide rails and the suspension means are designed so that the car can be moved in its uppermost position up to the horizontal plane or even a little beyond it, which defines the underside of the traction sheave.
  • the free end of the suspension means strand on the car side is not fixed to the shaft ceiling but to the shaft (side)wall, preferably in a position below the top edge of the car, which occupies this in the highest travel position of the car.
  • the first section of the rope strand which runs from the deflection pulley of the counterweight to the shaft end of the rope strand above the counterweight, runs through the shaft at an angle A to the vertical.
  • the angle A is typically less than 10°.
  • the free end of the rope strand can be located above the counterweight, called the first section of the rope strand, in the following range: In the area between the second section of the rope extending from the at least one deflection pulley of the counterweight to the traction sheave and the third section of the rope train extending from the traction sheave to the deflection pulley of the car. There the end of the rope line can be attached to the console of the drive.
  • FIGS 8 and 9 provide a good overview of a second embodiment.
  • the car frame 6 here is designed as an L-shaped car frame for a backpack lift / Rucksackaufzug.
  • a backpack lift is characterised by the fact that both car guide rails are located directly in front of one and the same side wall of the car.
  • the car frame 6 consists of several vertical beams 7, the latter usually forming the long leg of the L-shaped car frame.
  • the short leg of the L-shaped car frame is formed by the lower horizontal beams 9. These are connected with each other by several, here for example two horizontal cross beams 10.
  • the elevator cabin - blanked out in Fig. 8 and 9 - sits on the car frame 6 via load sensors 20.
  • Load sensors 20 can be used to determine the current load in the car.
  • the two vertical beams 7 of the L-shaped car frame are connected to each other by a yoke 21.
  • the yoke 21 can be mounted at variable height along the vertical beams 7 where it is needed.
  • the yoke 21 carries the deflection pulleys of the car, which are not shown here, and which also hangs in 2:1 block and tackle arrangement in this embodiment.
  • This variant of the inventive elevator also has at least one, preferably two, folding maintenance supports 22.
  • each of the maintenance supports can be brought into a vertical working position in which it defines a protective space (or "Schutzraum") between the elevator car and the shaft floor.
  • each of the maintenance supports 22 can be brought into the horizontal rest position shown in particular in Figure 9 , in which it releases the car's path until it lands on the buffer or buffers 23 in the shaft bottom.
  • the drive 19 can be clearly seen in figure 8 . It is also positioned here in the shaft head.
  • a console 11 is provided for this purpose.
  • console 11 in this embodiment will rest on the guide rails 3 of the car.
  • it can also rest on the guide rails 4 of the counterweight, but this is not absolutely necessary.
  • a horizontal support is also provided, as a rule a pair of horizontal supports 12 is installed.
  • Figure 6 illustrates how effectively the installation space in the shaft is used by this inventive embodiment.
  • Figure 6 clearly shows that the plane E1 spanned by the parallel guide rails 3 of the car is arranged parallel to the plane E2 spanned by the guide rails 4 of the counterweight 5.
  • the parallel guide rails 4 of the counterweight are arranged at a smaller distance from each other than the parallel guide rails 3 of the car. In this way, the guide rails 4 for the counterweight can move closer to the guide rails 3 for the car. This is because the counterweight 5 protruding horizontally over the guide rails can also use the space between the parallel guide rails 3 for the car.
  • the rotation axes of the traction sheave 16 and the deflection pulleys 17 on the car as well as of the at least one deflection pulley 18 on the counterweight are all parallel to each other. They are arranged parallel to the wall of the car or shaft wall closest to the traction sheave - the latter requiring a rectangular shaft cross-section.
  • the free end of the suspension rope (strand) is not fastened to the shaft ceiling on the car side, but to the shaft wall.
  • the attachment is also positioned below the upper edge of the car, which occupies it in the highest position.
  • the first section of the rope strand which runs from the deflection pulley of the counterweight to the shaft end of the rope strand above the counterweight, usually runs vertically through the shaft.
  • the second section of the rope strand which extends from the deflection pulley of the counterweight to the traction sheave, is generally inclined at an angle B to the vertical.
  • the angle B is regularly less than 10°.
  • Figures 10 and 11 show a particularly space-saving way of designing the car frame. Such a designing is shown here using the example of the L-shaped car frame for the second embodiment in the form of the backpack elevator.
  • the invention is not limited to this.
  • the same measure can also be applied to a car frame which holds the car in a sling-like fashion according to what has been explained for the first embodiment.
  • the figures 10 and 11 clearly show the lower horizontal beams 9 of the car frame already explained. These are connected with each other by horizontal cross beams 10, here two pieces.
  • the lower horizontal cross beams 10 of the car frame have at least a first recess 24 at their lower flank facing the shaft bottom.
  • this recess 24 creates a sufficient safety distance SI to the maintenance supports 22, which are horizontally aligned on the shaft floor.
  • the recess 24 is arranged in the middle area of each horizontal cross beam 10. It is framed here by the free ends 25 of the cross beam 24, which are not recessed in the same sense.
  • a pair of two separately arranged individual recesses 24, each of which accommodates a single maintenance support 22, can also be provided, for example.
  • the cross beam 10 each carry a second recess 26 at their free ends 25.
  • This recess 25 is made in the upper flank of the free end 25, which faces the floor of the elevator car.
  • cross-beams 10 are provided, then at least two of these cross-beams 10 will carry such a second recess.
  • the second recess 26 is used as installation space for a load sensor 20.
  • the load of the car can be determined with the help of the load sensor 20, or from the interaction of all load sensors 20.
  • the second recess 26 gives the respective load sensor 20 space without the car having to build noticeably higher in the vertical direction.

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  • Engineering & Computer Science (AREA)
  • Civil Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Structural Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Lift-Guide Devices, And Elevator Ropes And Cables (AREA)
  • Cage And Drive Apparatuses For Elevators (AREA)

Claims (11)

  1. Aufzug mit einem Fahrkorb (27) bestehend aus einem Fahrkorbrahmen (6), der an einem Tragmittel aufgehängt ist und eine Plattform oder eine Aufzugskabine trägt, mit einem an dem Tragmittel aufgehängten Gegengewicht und mit Führungsschienen (3), entlang derer der Fahrkorb (27) und das Gegengewicht (5) in einem Aufzugsschacht (2) auf und ab verfahrbar sind,
    sowie aus mindestens einer klappbaren Wartungsstütze (22),
    die in eine vertikale Arbeitsposition gebracht werden kann, in der sie einen Schutzraum zwischen dem Fahrkorb (27) und dem Schachtgrund (2) definiert,
    und die in eine horizontale Ruheposition gebracht werden kann, in der sie den Weg des Fahrkorbs bis zu dessen Aufsetzen auf den oder die Puffer (23) im Schachtgrund freigibt,
    dadurch gekennzeichnet, dass
    der Fahrkorbrahmen (6) mindestens einen unteren, horizontal verlaufenden Querträger (10) aufweist, der an seiner unteren Flanke mindestens einen ersten Rücksprung (24) aufweist, der einen Freiraum bildet, in den sich die mindestens eine, in ihrer horizontalen Ruheposition befindliche Wartungsstütze (22) einlegen kann.
  2. Aufzug nach Anspruch 1, dadurch gekennzeichnet, dass der untere Querträger (10) beidseitig neben seinem ersten Rücksprung (24) an seiner oberen Flanke jeweils einen zweiten Rücksprung (26) zur Aufnahme eines Lastsensors aufweist.
  3. Aufzug nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Fahrkorb (27) eine teleskopierbare Fahrkorbschürze trägt.
  4. Aufzug vorzugsweise nach einem der vorhergehenden Ansprüche, mit einem Geschwindigkeitsbegrenzer zum Detektieren eines unzulässigen Fahrzustandes des Fahrkorbs (27), dadurch gekennzeichnet, dass der Geschwindigkeitsbegrenzer aus einem Geschwindigkeitsüberwachungsorgan besteht, das mit dem Fahrkorb (27) mitfährt und die Geschwindigkeit des Fahrkorbs (27) relativ zu einem die Fahrstrecke entlang durch den Schacht (2) gespannten Riemen auswertet, entlang dessen es abrollt, wobei der Riemen von mindestens einem Riemenspanner vorgespannt wird, der eine Vorspannkraft erzeugt, die in horizontaler Richtung am Riemenende wirkt, und der ein Umlenkorgan aufweist, über das der Riemen den Riemenspanner in vertikaler Richtung in den Aufzugschacht (2) verlässt.
  5. Aufzug nach einem der vorhergehenden Ansprüche, wobei der Aufzug ein Treibscheibenaufzug ist mit einem Fahrkorbrahmen (6), der die Fahrkorbkabine oder Fahrkorbplattform vierseitig umgibt, dadurch gekennzeichnet, dass die parallelen Schienen des Fahrkorbs (27) eine erste Ebene aufspannen, die außerhalb des Fahrkorbschwerpunkts verläuft, derart, dass zwischen 1/3 und 1/5 des Fahrkorbs (27) auf der einen Seite dieser ersten Ebene liegen und zwischen 2/3 und 4/5 des Fahrkorbs (27) auf der anderen Seite dieser ersten Ebene liegen, und die parallelen Schienen des Gegengewichts (5) eine zweite Ebene aufspannen, die in einem Winkel von im Wesentlichen 90° zu der zweiten Ebene angeordnet ist.
  6. Aufzug nach Anspruch 5, dadurch gekennzeichnet, dass die Verlängerung der ersten Ebene in Richtung hin zu den Schienen (4) des Gegengewichts (5) die zweite Ebene im Bereich zwischen den sich gegenüberliegenden Schienen (4) des Gegengewichts (5) schneidet.
  7. Aufzug nach Anspruch 5 oder 6, dadurch gekennzeichnet, dass der Fahrkorb (27) in einer Flaschenzuganordnung von 2:1 aufgehängt ist und der Tragseilstrang unterhalb des Fahrkorbes (27) das imaginäre Lot des Fahrkorbschwerpunkts nicht schneidet.
  8. Aufzug nach einem der Ansprüche 5 oder 6, dadurch gekennzeichnet, dass der Fahrkorb (27) und das Gegengewicht (5) in einer Flaschenzuganordnung von 2:1 hängen, dass die Rotationsachse der Treibscheibe (16) parallel zu der der Treibscheibe (16) am nächsten liegenden Schachtwand (2) liegt und die Rotationssachsen aller Umlenkrollen (17, 13) parallel zu der Rotationsachse der Treibscheibe (16) angeordnet sind, dass das Tragmittel aus einem Seilstrang mehrerer, nicht miteinander verbundener und parallel zueinander verlaufender stählerner Rundseile besteht und das Gegengewicht (5) derart im Schacht (2) geführt ist, dass sich der erste Abschnitt des Seilstrangs, der von der Umlenkrolle (18) des Gegengewichts (5) bis zum schachtfesten Ende des Seilstrangs führt, mit einem Winkel (A) gegenüber der Vertikalen durch den Schacht erstreckt, und dass der erste Abschnitt des Seilstrangs, der sich vom Ende des Seilstrangs bis zu den Umlenkrollen (18) des Gegengewichts (5) erstreckt, zwischen dem zweiten Abschnitt des Seilstrangs und einem dritten Abschnitt des Seilstrangs verläuft, der sich von der Treibscheibe bis zu den Umlenkrollen des Fahrkorbs (27) erstreckt.
  9. Aufzug nach einem der vorhergehenden Ansprüche 1 bis 4, wobei der Aufzug (27) als Rucksackaufzug ausgebildet ist und wobei die parallelen Führungsschienen (3) des Fahrkorbs (27) so angeordnet sind, dass sie eine Fahrkorbführungsschienenebene (3) aufspannen und die parallelen Führungsschienen (4) des Gegengewichts (5) so angeordnet sind, dass sie eine Gegengewichtsführungsschienenebene aufspannen, dadurch gekennzeichnet, dass die Führungsschienenebene (3) des Fahrkorbs (27) und die Führungsschienenebene (4) des Gegengewichts (5) parallel zueinander und beabstandet voneinander verlaufen und der Abstand der parallelen Führungsschienen (3) des Fahrkorbs (27) voneinander größer ist als der Abstand der parallelen Führungsschienen (4) des Gegengewichts (5) voneinander.
  10. Aufzug nach Anspruch 5 oder 9, dadurch gekennzeichnet, dass der Antrieb, in seiner Projektion entlang der Verfahrrichtung des Fahrkorbs (27) im Schacht gesehen, zwischen den Führungsschienen (3) des Fahrkorbs (27) angeordnet ist, und der überwiegende Teil der Ebene, die von den Führungsschienen (4) des Gegengewichts (5) aufgespannt wird, innerhalb der besagten Projektion des Antriebs angeordnet ist.
  11. Aufzug nach Anspruch 5, 6, 9 oder 10, dadurch gekennzeichnet, dass der Fahrkorb (27) und das Gegengewicht (5) in einer Flaschenzuganordnung hängen, dass die Rotationsachse der Treibscheibe (16) parallel zu der der Treibscheibe (16) am nächsten liegenden Schachtwand liegt und die Rotationssachsen aller Umlenkrollen (17, 18) parallel zu der Rotationsachse der Treibscheibe (16) angeordnet sind, dass das Tragmittel aus einem Seilstrang mehrerer, nicht miteinander verbundener und parallel zueinander verlaufender stählerner Rundseile besteht und das Gegengewicht (5) derart im Schacht geführt ist, dass sich der zweite Abschnitt des Seilstrangs, der von der Treibscheibe (16) bis zu den Umlenkrollen (18) des Gegengewichts (5) führt, mit einem Winkel B gegenüber der Vertikalen durch den Schacht erstreckt und dass der erste Abschnitt des Seilstrangs, der sich vom Ende des Seilstrangs bis zu den Umlenkrollen (18) des Gegengewichts (5) erstreckt, zwischen dem besagten zweiten Abschnitt des Seilstrangs und einem dritten Abschnitt des Seilstrangs verläuft, der sich von der Treibscheibe (16) bis zu den Umlenkrollen des Fahrkorbs (27) erstreckt.
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DE102021004070A1 (de) * 2021-08-06 2023-02-09 Meik Schröder Maschinenraumloses Aufzugssystem
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CN115289136B (zh) * 2022-10-09 2022-12-27 太原福莱瑞达物流设备科技有限公司 一种可调导向轮
WO2024141295A1 (de) * 2022-12-31 2024-07-04 Inventio Ag Vorrichtung zum tragen eines antriebsmotors einer aufzugsanlage

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