Elevator with belt traction means The invention relates to a ship with an elevator or with an elevator installation.
Elevators for ammunition are known, for example, from EP 3 214 399.
For ammunition, depending on the gun, the corresponding ammunition is thereby stored differently in the ship.
For provisions, different storages are also used.
Other goods, such as equipment, personal belongings of crew or passengers, cloth- ing, spare parts, tools, wear materials, such as oils, fuel, waste, etc., can also be transported by elevators and are stored accordingly on board of a ship.
Examples of this storage are transport containers, such as boxes, pallets, bags, barrels, crates, racks, shelves, etc.
The elevators inside the ship are suitable for transport- ing these and other transport containers.
In this regard, both, filled transport con- tainers are transported, e.g. to the guns and galley, and emptied containers are transported back, e.g. from the guns and galley.
In conventional elevators, chains are usually used to transfer the forces generated by the drive unit to the load carrier.
However, this has some disadvantages.
Chains are high-maintenance and must be treated with lubricants to reduce wear.
These lubricants can cause soiling, both on the elevator in general and on the chain in particular.
In addition to that, chains are in general susceptible to contamination.
Chains are also noisy, especially because a chain consists of moving parts.
Addi- tional noise has a particularly negative effect on ships, as it makes them easier to locate.
Furthermore, the efficiency of chains is relatively low and, as metallic com- ponents, they are also at risk of corrosion, especially in maritime environments.
Chains also have a so-called polygon effect, which can lead to uneven running.
In addition to this chains have a relatively high weight.
It is known from EP 2 862 831 A2 that toothed belts can be used as the traction means of an elevator.
EP 2 862 831 A2 teaches that counterweight-free elevators are well suited for applica- tions with space efficiency requirements, such as in buildings and ships.
It is therefore a task of the invention to overcome the disadvantages of the prior art, in particular to provide a ship with an elevator that is less susceptible to wear and/or has lower noise emissions.
The problem is solved by the subject matter of the independent claims.
A ship ac- cording to the invention comprises an elevator, in particular a freight elevator, such as an ammunition elevator or supplies elevator, and/or passenger elevator, for ships, a load carrier for receiving conveyed materials, such as ammunition, a — support column to which the load carrier is longitudinally movably, and a drive unit for driving the load carrier via a traction device extending along the support column, the traction device being of belt-like design.
This overcomes the disad- vantages known in the prior art.
Preferably, the traction device comprises at least one traction means guided along the support column.
Particularly preferably, the traction device comprises at least two traction means, which are guided in particular parallel to one another along the support column.
The traction means can in particular be self-contained, i.e. form a closed circumference.
Preferably, however, traction means with two ends each are used, which in particular are attached to the load carrier with both ends.
In particular, one end of the at least one traction means is fixedly connected, in particular in a form-fitting or force-fitting manner, to the load carrier.
In a partic- ularly preferred embodiment, one end of each of the at least two traction means is connected to a rocker which is rotatably connected to the load carrier.
In embod-
iments with only one traction means, the rocker can be omitted.
This allows length compensation between the at least two traction means, in particular in the event of uneven loading of the load carrier or slippage of the transported goods on the load carrier.
In addition, compensation of the elongation of the traction means is achieved in this case, and monitoring is facilitated in the event of a crack and/or slackening of the belt.
By attaching the at least two traction means to the rocker, the tension in the at least two traction means can in particular be kept substantially equal.
In particu- lar, this can prevent the traction means from stretching differently.
In particular,
— this can prevent the traction means from comprising a different length.
Further- more, by keeping the tension in the at least two traction means equal, it can be prevented that one traction means is loaded more than the other traction means.
In particular, this may prevent uneven wear of the at least two traction means.
Furthermore, the rocker may be used to detect tearing and/or slackening of the at least two traction means.
In particular, the swell of ships and the detonation of projectiles can lead to shock-like loads on the traction means, so that the detection of the tearing and/or slackening of the traction means is of increased importance.
Forthis purpose, the rocker may be rotatably attached to the load carrier such that tearing or slackening of at least one of the at least two traction means results in movement of the rocker.
In particular, the rocker may be rotatably attached to the load carrier such that a tearing or slackening of at least one of the at least two traction means results in a rotational movement of the rocker about the pivot bearing.
The elevator may comprise a sensing device configured to detect rotational move- ment of the rocker.
The detection device may be a sensor or a switch.
In a preferred embodiment, the detection device is a switch.
In a particularly preferred embodi- ment, the switch is designed as a position switch.
The position switch can comprise a sensor, in particular in the form of a pulley, which is in engagement with the rocker.
The sensor can be mounted movably, in particular linearly movably, in the position switch.
The position switch can be designed in such a way that a move- ment of the sensor triggers the position switch.
In particular, the position switch — maybe designed such that it is triggered only after a predetermined movement of the sensor.
By using the rocker and sensing device as previously described, a rotational move- ment of the rocker can be detected.
The switch may be coupled to a controller con- — figured to issue a warning signal and/or shut down the elevator when the switch is triggered.
Shutting down the elevator can in particular mean shutting down the drive unit and/or triggering safety mechanisms, such as activation of a brake, in particular a catch brake.
Preferably, the predetermined movement of the sensor leading to the triggering of the switch is adapted to the number and/or strength of — the traction means used.
Alternatively or additionally, the predetermined move- ment of the sensor may be adapted to the operating condition of the elevator.
In particular, the control system may be designed to adapt the predetermined move- ment of the sensor in dependence on predetermined operating states.
For exam- ple, a first operating state can represent the normal operation of the elevator sys- — tem, in which even a small movement of the sensor leads to a shutdown of the elevator so as not to unnecessarily load the traction means.
In contrast, a second operating condition may represent operation during combat of a ship in which a larger movement of the sensor is tolerated to maintain the elevator's ability to function during combat.
The position switch may comprise a translationally movable shaft that, at one end, may actuate a trigger of the position switch after a predetermined movement has been made.
At another end, in particular at the opposite end, the shaft may be connected to a sensor, in particular in the form of a pulley mounted for rotational
— movement, which is in engagement with the rocker.
In particular, the sensor and the rocker are configured relative to each other in such a way that a rotational movement of the rocker causes a translational movement of the sensor and of the shaft holding the sensor.
For this purpose, the sensor may engage an edge of the rocker that is inclined with respect to an orthogonal to the translational axis of movement of the shaft and/or a trough of the rocker.
The combination of the previously described rocker, sensing device and control may also be referred to as shutdown device.
Alternatively or additionally, the con- trol system can be configured in such a way that movements of the rocker detected via the sensing device are stored in order to draw conclusions about the load, in particular the wear, of the traction means.
In this way, in particular time intervals in which the traction means have to be replaced or maintained can be better esti- mated.
Preferably, in embodiments with at least two traction means, the traction means can be arranged at, in particular, the same distance from the rotationally movable bearing of the rocker with respect to each other.
In particular, the rocker can be rotatably attached to the load carrier via a pivot bearing formed centrally on the rocker.
The at least two traction means can be fastened to the rocker at a distance
— from the pivot bearing, in particular at equal distances from the pivot bearing.
In particular, the attachment of the at least two traction means to the rocker can also be rotationally movable, in particular via pivot bearings.
The traction device may comprise at least three, in particular at least four, traction
— means.
The use of at least three traction means may be necessary, in particular for large loads, in order to prevent excessive stress of the individual traction means.
In order to prevent different stresses and/or strains in the at least three traction means and/or to be able to detect tearing and/or slackening of individual traction means when using at least three traction means, the use of at least two rockers 5 may be preferred.
The elevator may comprise at least two rockers.
At least two of the at least three traction means may each have one end attached to one of the at least two rockers.
The at least one remaining traction means may be attached to the remaining one of the at least two rockers.
The use of at least two rockers may provide stress and/or strain compensation in at least three traction means.
In par- ticular, strain compensation can be provided in four traction means by attaching two traction means to each rocker.
In one embodiment, two traction means are attached to each rocker.
Furthermore, the device can comprise at least two detection devices, in particular switches, for detecting a movement, in particular rotational movement, of the rocker.
By using at least two detection devices, a tearing and/or slackening of each of at least three, in particular of at least four, traction means can be individually detected.
For this purpose, each detection device can be designed to detect a move- ment, in particular rotational movement, of a rocker.
The at least two rockers can be attached to the load carrier so as to be rotatable independently of one another.
At least two traction means may be attached to each of the at least two rockers.
Further, a respective detection device may be config- ured to detect a movement of a respective rocker to detect a tearing and/or slack- ening of a traction means on the respective rocker.
Alternatively, at least one of the at least two rockers is rotatably attached to the other rocker.
In this case, one of the at least two rockers may be designed as a main rocker that is rotatably at- tached to the load carrier.
The second of the at least two rockers may be rotatably attached to the main rocker as a sub-rocker.
Such an arrangement may in partic- ular be referred to as a cascading arrangement.
In particular, two traction means may be attached to the sub-rocker and one traction means may be attached to the main rocker.
One traction means may be directly attached to the main rocker, while two traction means are attached to the sub-rocker.
This allows the two trac- tion means attached to the sub-rocker to compensate for stretch and/or length — between each other via the sub-rocker.
Additionally, via the main rocker, strain compensation and/or length compensation may be provided between the two traction means attached to the sub-rocker and the traction means attached to the main rocker.
Further, a detection device for detecting the movement of the main rocker and a detection device for detecting the movement of the sub-rocker may be formed.
Thus, tearing and/or slackening of a traction means on the sub-rocker may be de- tected, and tearing of the traction means on the main rocker may be detected.
Further, the elevator may comprise at least three rockers.
One of the at least three rockers may be a main rocker that is rotatably attached to the load carrier.
The remaining at least two rockers may be formed as sub-rockers, each of which is rotatably attached to the main rocker.
Atleast two traction means may be attached to each of the two sub-rockers.
By such an arrangement, on the one hand a length and/or extension compensation between traction means attached to a sub-rocker can take place via the sub-rocker and, in addition, a length and/or extension com- pensation between pairs of traction means can take place via the main rocker.
Further, the elevator may comprise at least three sensing devices.
One sensing de-
— vice may be configured to detect a movement of the main rocker.
The remaining at least two detection devices may be configured to detect movement of the sub- rockers relative to the main rocker.
This may detect tearing and/or slackening of the individual traction means.
Additionally, uneven loads on the individual trac- tion means can be detected via detection of movement of the sub-rockers.
Uneven loads between pairs of traction means can be detected via the detection of move- ments of the main rocker.
Uneven loads on the traction means can be caused in particular by uneven elon- gations of the traction means.
In particular, these can be caused by unacceptably
— wide stretching of a cord, in particular an insert, of a traction means.
The other end of the at least one traction means is preferably connected to the load carrier via a tensioning device, in particular a belt tensioning device, as described in detail below.
By a belt-like design of the traction device, it is to be understood in particular that the traction device comprises at least one belt-like traction means that pulls the load carrier along the support column.
The tractive force required to pull the load carrier is provided in particular via the drive unit, which drives the belt via a drive shaft of the traction device.
The drive shaft can in particular also be designed as a toothed shaft.
For this purpose, the drive means preferably revolves around at least two deflection pulleys for deflecting the traction means at two opposite ends of the support column.
Preferably, the at least two deflection pulleys limit the travel of the load carrier in the longitudinal direction.
Preferably, the at least one traction means revolves around each of the at least two deflection pulleys by at least 90°, in particular by about 180°. By a belt-like traction means is meant in particular an elongated, in particular strip-like traction means.
In particular, a belt-like traction means is elastic in at least one direction.
Preferably, a belt-like traction means is elastic along its thick- ness or its width, so that forces acting in particular between the traction means and deflection pulleys and/or drive pulleys of the traction device can be at least partially damped by elastic deformation.
In particular, the traction means, which is designed with an at least partially elastic material, preferably rubber or other vulcanizates of natural or synthetic rubbers or a composite material, runs on de- flection pulleys and other path-guiding elements, which are preferably made of steel or similar materials.
In particular, this can reduce noise emissions and wear of the traction device.
Furthermore, the generation and transmission of oscilla- tions and vibration during operation can be reduced.
Elastic in the context of elas- — tictraction means means in particular the elasticity provided, for example, by elas- tomers.
A low degree of elasticity, such as the elasticity of a metal chain, is in- tended to be considered rigid rather than elastic with respect to traction means.
Preferably, the belt-like traction means comprise at least one layer of elastic ma- terial.
For example, a belt-like traction means could comprise a metal band for — force transmission in the longitudinal direction of the traction means, while an elastic layer, in particular an elastomer layer, is provided on the running surfaces of the traction means, via which the belt-like traction means is guided via drive shafts and deflection pulleys.
Alternatively or additionally, a belt-type traction means could be spring-mounted or suspended, for example, to dampen impulsive — forces.
The material for the layer of elastic material could be, for example, rubber,
chloroprene rubber, hydrogenated acrylonitrile butadiene rubber or polyure- thane. According to an advantageous embodiment, the traction device comprises at least one, preferably at least two, belt-like traction means, wherein the belt-like traction means is preferably elastic in at least one direction, in particular in the thickness direction or in the width direction of the belt-like traction means, and/or wherein the belt-like traction means comprises at least one layer comprising an elastomer, in particular consisting of elastomer, which extends longitudinally via the entire — traction means. The at least one traction means may comprise a cord, in particular an insert. According to an advantageous embodiment, the traction device comprises at least two belt-like traction means that preferably extend parallel to each other, wherein the at least two belt-like traction means are preferably each connected to the load carrier with one end via a particularly common rocker, and/or wherein the at least two belt-like traction means are each connected to the load carrier with one end via a particularly separate tensioning device, particularly a belt tensioning device. — According to an advantageous embodiment, the traction device comprises at least one, preferably at least two, belt-like traction means, which is guided longitudi- nally along two sides of the support column via at least two deflection pulleys, wherein preferably two ends of the at least one belt-like traction means, are at- tached to the load carrier on one side of the column, in particular via an attach- — ment device. According to an advantageous embodiment of the present invention, the belt-like traction device comprises at least one belt-like traction means in the form of a belt, in particular at least one flat belt or toothed belt, wherein the elevator preferably comprises for each belt a belt tensioning device for adjusting the tension of the respective belt, in particular flat belt or toothed belt. Preferably, force is transmit- ted from the drive unit to the belt via a drive shaft. The force coupling between the drive unit and the drive shaft can, in particular, be realized in a force-fitting man-
ner. A force-fitting coupling is preferably effected via a combination of a flat belt and adrive shaft with a flat cylinder surface. Alternatively or additionally, the force coupling can be realized in a form-fitting manner.
A form-fitting coupling is pref- erably effected via the combination of a toothed belt with a toothed shaft.
An advantage of the use of toothed belts is in particular the reduction or avoidance of slippage, whereby an increased positioning accuracy can be achieved.
Further- more, larger forces can be transmitted due to the form-fitting force transmission of toothed belts.
One advantage of toothed belts over flat belts is that they are sub- stantially independent of environmental influences due to their form-fitting force transmission.
In contrast, moisture in the elevator shaft, for example, can reduce the force that can be transmitted via the frictional connection of a flat belt, which can cause the belt to slip.
Therefore, the use of toothed belts is of particular ad- vantage when the ship is used in a shaft that is open at the top.
This is because the influence of moisture, in particular, which can enter the shaft via the opening, on the force transmission can be reduced.
By belt is meant, in particular, a belt-like traction means that is elastic in the lon- gitudinal direction as well as in the width direction and thickness direction.
By thickness direction is particularly meant the direction in which the running sur- face and the outer surface of the belt are spaced apart.
In the case of a toothed belt, the thickness direction is in particular the direction in which the teeth of the belt extend.
In particular, a belt within the meaning of the present invention may be made exclusively of elastic material, such as an elastomer.
Preferably, the traction means is made of a composite material.
Preferably, the composite material com- prises an elastic material, such as rubber or other vulcanizates of natural or syn- thetic rubbers, and reinforcing structures.
In particular, thin metal cables, prefer- ably steel cables, can be used as reinforcing structures, which preferably extend in the longitudinal direction of the belt.
Alternatively or additionally, fibers may be used as reinforcing structures.
In particular, a belt in the sense of the present in- vention may comprise a fiber-reinforced plastic.
For example, a belt may have re- — inforcing fibers embedded in an elastomer or thermoplastic, such as inorganic fi- bers, such as glass fibers, and/or organic fibers, such as carbon or aramid fibers, or metallic fibers, such as steel fibers.
In particular, the belt-like traction means may comprise a steel core of thin wire ropes.
A preferred belt form has been found to be a toothed belt.
By toothed belt is meant in particular a belt with toothing on the running surface via which the belt is driven.
In the advantageous embodiment of the at least one belt-like traction means as a toothed belt, toothed disks or toothed shafts are preferably used as the drive shaft and/or as the deflection shaft of the traction device.
Due to the positive transmission of force via the teeth, a transmission of force from the drive shaft to the belt is possible in particular even with low pretension.
Furthermore, in partic- ular due to the meshing of the teeth, slippage is substantially avoided.
It has been found to be particularly advantageous to combine the use of the belt- type traction device with an elastic support of the support column relative to the ship's hull.
The elastic support of the support column has surprisingly proved ca- pable of damping the impulsive forces acting on the ship in such a way that the load on the traction device is reduced.
In particular, this makes it possible to use,
instead of a metal chain with high strength, a belt-like traction device as the trac- tion means of the traction device, which comprises a lower strength compared to the chain.
As tensioning device, in particular belt tensioning device, for the belt-like traction means, in particular a spring element, such as a spiral spring, can be provided via which the pretension of the traction means can be adjusted.
Particularly prefera- bly, a spiral spring is placed on a threaded rod for this purpose, a stop being pro- vided at one end of the spiral spring and a nut being provided at the other end of the spring, via which the pretension of the traction device, in particular of the trac-
— tion means, can be adjusted.
On the one hand, the pretension of the belt-type trac- tion means can be adjusted in a simplified manner via the tensioning device.
On the other hand, via the tensioning device, a damping of impulsively occurring forces can be effected by elastic deformation of the tensioning device, in particular of the spring element of the tensioning device.
According to an advantageous embodiment of the present invention, the drive unit and the traction device are coupled to each other in a force-transmitting manner via a force-transmitting device, preferably including a tensioning device for ad- justing the tension of the force-transmitting device.
A motor with an output shaft is preferably used as the drive unit.
Via the output shaft, a torque is preferably transmitted to the traction device.
For this purpose, the output shaft of the drive unit can act as a drive shaft on the traction device side.
This one-piece design of output shaft of the drive unit and drive shaft of the traction device particularly provides cost saving potential.
However, it has proved advantageous to design the output shaft of the drive unit and the drive shaft of the traction device in two parts.
This makes it possible in particular to decouple the drive unit and the traction device.
In particular, this enables a relative movement between the drive unit and the traction device without directly transmitting thereby occurring forces to the traction means of the traction device.
Preferably, the drive unit and the traction device are coupled to each other in a force-transmitting manner via a force transmission device.
The force transmission device preferably comprises a traction means, such as a circulating chain or a cir- culating belt, in particular a flat belt or toothed belt, which transmits the torque from the output shaft of the drive unit to the drive shaft of the traction device.
Preferably, a chain drive is used.
Particularly preferably, the force transmission device comprises a transmission means (transmission point), in particular in the form of a gear wheel, on the output shaft of the drive unit and/or a transmission means, in particular in the form of a gear wheel, on the drive shaft of the traction device.
Preferably, the traction means of the force transmission device is in en- gagement with the transmission means on the drive unite side and with the trans- mission means on the traction device side.
Via the force transmission device, the drive torque of the drive unit is preferably transmitted to the drive shaft of the — traction device.
Preferably, the traction means of the force transmission device revolves around the transmission means of the output shaft of the drive unit and the drive shaft of the traction device.
The force transmission device can transmit the force between the drive unit and — thetraction device in a force-fit manner, in particular via flat belts and shafts with a flat surface, or in a form-fit manner, in particular via toothed belts with toothed shafts or via chain drives.
In order to compensate for relative movement between the drive unit and the trac- — tion devices, the inner circumference of the force transmission device is preferably larger than the circumference spanned by the two transmission means, i.e. the in- ner circumference that would be comprised by a traction means circulating the two transmission means in a direct path.
Preferably, the inner circumference of the force transmission means is at least 10%, 20%, 30% or 50% larger than the inner circumference spanned by the two transmission means.
Alternatively or ad- ditionally, the inner circumference of the traction means of the force transmission device is selected to be larger than the circumference spanned by the two trans- mission means such that a relative movement of at least 10 mm, 30 mm or 40 mm and/or at most 45 mm, 50 mm or 60 mm between the drive unit and the support — column can be compensated.
In order to simultaneously ensure constant force transmission in this embodiment, a tensioning device is preferably provided which comprises at least one deflection pulley via which the circumference spanned by the transmission means and the at least one deflection pulley can be kept constant even in the event of a relative movement between the drive unit and — the support column.
Preferably, the deflection pulley of the tensioning device is pretensioned so that it tensions the force transmission means in the rest state (no wave action or other impulses that could generate a relative movement between the drive unit and the support column), while in load states (relative movement between the drive unit and the support column) the force exerted on the force transmission means by the relative movement pushes the deflection pulley against the pretension.
Preferably, the tensioning device is configured to provide a sub- stantially constant tension on the force transmission device both at rest state and in the various load states conditions and/or to provide a constant circumference that is tensioned by the transmission means and the deflection pulley.
In accordance with a further development of the present invention, the elevator comprises a drive shaft, in particular a toothed disk or toothed shaft, of the trac- tion device, which is attached to the support column and is driven by the drive unit, wherein the transmission of force from the drive unit to the drive shaft is preferably effected via a force transmission device.
According to a further development of the invention, the elevator comprises a slip clutch for coupling and decoupling the traction device with the drive unit in a force transmitting manner, wherein the slip clutch preferably comprises a slip hub and — aslip shaft, wherein preferably the slip hub or the slip shaft forms the drive shaft of the traction device, wherein preferably the respective remaining slip shaft or slip hub is driven by the drive unit, preferably driven by the drive unit via a force transmission device.
Ia preferred embodiment, the drive shaft of the traction device is formed as a slip hub of the slip clutch, which is arranged on a slip shaft of the slip clutch.
In the embodiment in which the drive unit and the support column are rigidly con- nected to each other, preferably the slip shaft of the slip clutch is formed by the output shaft of the drive unit.
In the preferred embodiment in which the drive unit and the support column are each independently resiliently supported relative to the ship's hull, the slip shaft of the slip clutch is preferably formed as a separate shaft driven by the drive unit via the force transmission device.
The slip hub can in particular prevent the transmission of excessively high forces between the drive unit and the traction device.
Preferably, the slip clutch is designed for this purpose in such a way that slipping is permitted when at least 150%, 200%, 250% or 300% of the maximum operating load occurs.
Such loads are hereinafter referred to as excessively high loads.
Excessively high loads may be introduced, for example, from the support column and/or the ship's hull into elevator components such as the drive unit and/or the traction device.
The slip clutch can be used to stop the flow of force between the drive unit and the traction device when excessively high loads occur.
For example, an excessively high load applied to the slip clutch as a result of an impulse from the load carrier may cause the slip clutch to slip, pre- venting the excessively high load from being transferred to the drive unit, thereby protecting the drive unit from damage.
Furthermore, an excessively high load act-
ing on the slip clutch as a result of an impulse from the drive unit can also cause the slip clutch to slip, so that the excessively high load cannot be passed on to the traction device so that it can be protected from damage.
In particular, this allows traction means with a lower maximum permissible tensile load to be used.
In par- ticular, the use of a slip clutch facilitates the use of a belt-type traction device.
It has been found that slipping of the slip clutch or tearing of a traction device can, in the worst case, lead to an uncontrolled fall of the load carrier along the support column.
In order to minimize damage to the load carrier and the conveyed mate- rial in the event of such an uncontrolled fall of the load carrier, it has proved ad-
— vantageous to use touchdown buffers arranged in the region of the lower end of the support column, in particular on the floor, to dampen the uncontrolled fall of the load carrier.
Preferably, two touchdown buffers are provided for this purpose.
Alternatively or additionally, the elevator preferably comprises a catch device.
The catch device is preferably activated when a maximum travel speed is exceeded, in order to slow down the travel speed of the load carrier.
For this purpose, the catch device preferably comprises a measuring device which detects the travel speed of the load carrier and activates the catch device when a maximum travel speed is exceeded, in particular initiating a braking process.
The measuring device prefer- ably comprises a control cable, in particular a steel cable, which is attached at one endtotheload carrier and at the other end to a freely suspended tensioning weight which tensions the control cable.
The control cable is preferably deflected by 180° between the load carrier and the tensioning weight via a deflection pulley.
The control cable is preferably guided along a speed controller, which detects the speed of the control cable and triggers the braking process when the maximum travel speed is exceeded.
For the braking process, the catch device preferably comprises a catch brake that brakes the load carrier.
For this purpose, the catch brake is set to a braking position.
In the braking position, the catch brake is preferably ex- tended in such a way that it exerts a clamping effect between the load carrier and the support column.
Moving the catch brake into the braking position is preferably performed with the aid of a brake lever.
According to one embodiment of the present invention, the support column de- limits, in particular encloses, an assembly space extending along the column transversely to the longitudinal direction, the support column preferably extend- ing around the assembly space as a frame, in particular a rectangular frame, and/or the traction device being arranged at least in sections within the assembly space.
In the context of the present invention, a support column is to be understood in particular as a support column surrounding an assembly space.
Preferably, the support column forms a closed structure transverse to the longitudinal direction.
In this way, in particular, the section modulus of the support column can be in- creased, so that the material thickness can be reduced and thus material and weight can be saved.
For simplified assembly and repair work, it has proved ad- vantageous to provide the closed structure of the support column with recesses for engaging in the support column. In particular, the support column is designed as a jacket structure within which sensitive elements, such as electronic components and/or movably mounted parts, such as deflection pulleys, can be arranged and, in particular, protected from damage. In particular, the support column delimits an angular, preferably parallelogram-like, especially preferably rectangular, as- sembly space transverse to the longitudinal axis. Preferably, the support column extends as a rectangular frame parallel to the longitudinal axis of the support col-
umn. Particularly preferably, a long side (connection part) of the rectangular frame is at least 50%, 100%, 150%, 200% or 250% larger than a short side (support — part) of the rectangular frame. Preferably, two long sides arranged opposite each other, in particular parallel to each other, and two short sides arranged opposite each other, in particular parallel to each other, delimit the assembly space of the support column. Particularly preferably, the long sides and the short times are aligned orthogonally to one another. It has turned out to be particularly advanta- — geousto design the traction device and/or the load carrier in such a way that the point of application of the weight force of a material to be conveyed, which is re- ceived by the load carrier, extends between the prolongation of the two short sides, preferably centrally between the prolongation of both short sides. Particularly preferably, the traction device is guided at least partially within the support column. In particular, the traction device is guided centrally in the assem- bly space surrounded by the support column. Preferably, at least two, particularly preferably at least four, deflection pulleys are rotatably mounted in the support column. By the at least sectional extension of the traction device within the assem- — bly space is to be understood in particular that the deflection pulleys preferably extend to at least 50% within the assembly space surrounded by the support col- umn and/or that at least 30% of the longitudinal extension of at least one traction means extends within the assembly space of the support column. Preferably, the electrical components are guided in the side regions of the assem- bly space surrounded by the support column. Particularly preferably, the electrical components are sandwiched to the left and right of the traction device within the support column.
According to an advantageous embodiment of the present invention, the support column is formed in multiple parts from interconnected, preferably screwed or welded, column walls, such as support parts and connection parts, wherein pref- erably in each case in particular four interconnected, preferably screwed or welded, in particular sheet-like column walls delimit a column section, in partic- ular a rectangular column section, wherein preferably a plurality of column sec- tions are connected longitudinally to the support column.
Alternatively or addi- tionally, at least two column sections are connected transversely to the longitudi- nal direction adjoining one another to form the support column.
Alternatively or additionally, the column walls each defining a column section are longitudinally offset from each other.
By the offset of the column walls, an inter- locking of the column sections can be realized, whereby the strength of the support column can be increased.
Preferably, two opposing column walls of each column — section are longitudinally offset from the remaining column walls of the column section.
Preferably, interconnected column walls are longitudinally offset from each other.
Preferably, column walls in the form of support parts or short sides may be arranged offset from column walls in the form of connection parts or long sides.
In particular, the column walls are longitudinally offset from each other via atleast 10%, 20%, 30% or 40% of their extension in longitudinal direction.
Preferably, the support column can be formed in a modular fashion from multiple column sections.
Due to the possibility of connecting several column sections to each other in the longitudinal direction, support columns of different lengths can — be produced, in particular with a modular system.
The possibility of connecting the column sections to one another transversely to the longitudinal direction ena- bles that support columns of different widths can be produced in particular with a modular system.
Thereby, a modular system can be used in particular to form sup- port columns with different widths of the assembly space surrounded by the sup- — port column.
Furthermore, the strength of the column can thus be adapted to the load profile of the elevator.
Particularly preferably, the column sections them- selves are formed in a modular manner from interconnected column walls.
Preferably, the support column is formed in multiple parts, in particular from col- umn walls that are bolted together, such as support parts and connecting sheet.
In particular, this allows the support column to be more easily transported and in- stalled within narrow elevator shafts. Furthermore, the multi-part design of the support column offers in particular the possibility of modular construction for el- evators of different sizes and/or with different load profiles. The multi-part design can also facilitate the replacement of defective parts or parts worn out by corro- sion. Particularly preferably, the support column is designed as a sheet structure. In particular, the support column comprises at least two sheets (connecting sheets) aligned parallel to one another and extending in the longitudinal direction. Particularly preferably, at least two sheets are designed as flat sheets and are con- nected to each other by at least two further, in particular folded, preferably L- shaped or U-shaped, supporting parts. Preferably, the supporting parts comprise a greater wall thickness and/or a greater material strength than the connecting sheets. For fastening support parts and connection parts to the support column, these are preferably screwed together. Compared with welding, this allows weld- — ing stressesin particular to be avoided, so that the strength of the support column in particular can be increased. In particular, this can reduce the wall thickness of the support and connection parts to be used and thus save material weight. Preferably, electrical components, such as cables and sensors, of the elevator are — mountedinside the support column. In particular, this allows the electronics to be protected from damage. Particularly preferably, the electronics are pre-assembled in pre-assembled column sections. In this way, the electrical components can al- ready be protected from damage during transport and assembly. In addition, the, in particular hollow, interior space of the column sections can thus be optimally utilized. According to a preferred embodiment of the present invention, the support col- umn comprises at least one deflection device which guides a traction means of the traction device from the support column to a drive shaft, in particular of the trac- tion device, and guides it from the drive shaft back to the support column, and/or wherein the drive shaft is arranged inside or outside an elevator shaft in which the elevator is mounted. In particular, the deflection device comprises a discharge pul- ley for deflecting at least one traction means away from the support column and/or a feeder pulley for feeding at least one traction means to the support col-
umn. The difference between a deflection pulley and a feeder pulley or a discharge pulley shall in particular be that a deflection pulley deflects a traction means by about 180 °, in particular by 180° + 30°, whereas a feeder pulley or a discharge pulley deflects the traction means by about 90°, in particular by 90° + 30. Via the drive shaft of the traction device, the at least one traction means is preferably de- flected by 180° from the discharge pulley to the feeder pulley. By using a deflection device, at least one traction means, preferably two traction means, of the traction device can be deflected out of an elevator shaft. Subsequently, the at least one trac- tion means can preferably be driven outside the elevator shaft via a drive shaft and guided back into the elevator shaft via a deflection pulley, preferably in the form of the drive shaft. In this way, in particular, a drive unit for the elevator can be attached outside the elevator shaft in a simplified manner. By the longitudinally movable attachment of the load carrier it is to be understood in particular that the load carrier is movable parallel to the longitudinal axis of the — support column. Particularly preferably, the load carrier comprises a catch frame via which the load carrier is guided along the longitudinal axis of the support col-
umn. The catching frame preferably embraces the support column in sections and/or is in engagement with guide rails which extend, in particular, on opposite sides of the support column along the longitudinal axis of the support column. The longitudinal axis of the support column is hereinafter referred to as the longitudi- nal direction. The longitudinal direction is understood to mean both directions parallel to the longitudinal axis of the support column. By freight elevator is preferably meant an elevator that is accessible from at least — one, preferably at least two or three, sides. Accessibility from one side is to be un- derstood in particular as meaning that the load carrier of the freight elevator can be loaded with material to be conveyed from this side. For this purpose, the load carrier preferably comprises a carrier floor (floor plate) which is free of boundary walls extending parallel to the support column on at least one, preferably on at least two, sides. Particularly preferably, the load carrier comprises fastening rods extending parallel to the support column, via which material to be conveyed can be fastened to the load carrier. Particularly preferably, the load carrier comprises a framework of fastening rods, in particular longitudinal rods and transverse rods, covering the carrier floor, to which the material to be conveyed can preferably be fastened. The carrier floor can optionally be equipped with pulleys or balls that support the loading.
The load carrier can comprise walls, which can preferably be manufactured from folded sheet profiles or a steel structure.
Optionally, the load carrier may comprise an upper boundary wall that acts as a ceiling.
On one or more access sides, the respective limiting wall may be interrupted for access.
On the — walls of the sides that can serve as access sides, further devices can optionally be attached, such as a table, preferably a roller table, which in particular preferably can be folded in or out.
The interruptions of the walls at the access sides to be used as access openings may be closable, preferably by one or more doors or by means of a roller blind.
Furthermore, security by means of a foldable barrier is conceiva- — ble, which is preferably designed as a sheet profile.
Further elements can be at- tached to the barrier, e.g. monitoring devices that serve security purposes.
These monitoring devices can be designed to detect e.g. cargo, persons and/or other in- cidents, such as fire, water, movement, temperature, etc.. Various sensors can be used for this purpose, such as optical, acoustic or contact sensors, etc.
Alterna- — tivelyoradditionally, the load carrier can comprise a border surrounding the car- rier bottom to secure the material to be conveyed against slipping.
A border means in particular a frame extending longitudinally via at most 100 mm, 80 mm, 60 mm, 50 mm, 40 mm, 30 mm, 20 mm or 10 mm from the carrier floor.
Borders extending higher could, in particular, restrict the accessibility of the load carrier — too much.
It has been found that the aforementioned height of the border is par- ticularly preferred because, on the one hand, it provides effective slip protection for transported goods, in particular for transported goods stored in boxes, while accessibility is hardly impaired and can be ensured at least via drive-on ramps or lift trucks.
Alternatively or additionally, the elevator can be designed as a passenger elevator.
For this purpose, the load carrier can delimit a closed passenger compartment.
The enclosed passenger compartment can have an access through which people can enter and exit the passenger compartment.
Preferably, the access can be closed via a door so that the risk of injury during the journey, for example from traction means, counterweights or electrical cables, can be avoided or at least re- duced.
Alternatively or additionally, the load carrier can provide a passenger com- partment extending over at least 1.8 meters, 2.0 meters, 2.2 meters or 2.5 meters in the longitudinal direction so that people can stand upright on the load carrier.
Furthermore, the passenger elevator can have a load capacity of at least 80 kilograms, 100 kilograms, 120 kilograms, 150 kilograms, 200 kilograms, 240 kil- ograms or 320 kilograms in order to be able to transport at least one, two, three or four people.
The suitability of the elevator as a passenger elevator can be en- hanced in particular by the use of counterweights, which can increase the load capacity of the elevator.
Preferably, the load carrier is delimited exclusively on the side facing the support column by a delimiting wall parallel to the support column.
It should be under- stood that fastening rods delimiting or surrounding a side from which the load carrier can be loaded and unloaded do not constitute a delimiting wall in the sense of the present invention.
The accessibility from at least one, preferably at least two or three, sides is realized in particular by guiding the load carrier in an elevator shaft in which at least one, preferably at least two or three, accesses to the elevator shaft are provided on at least one floor, preferably on each floor, which accesses — are dimensioned such that the material to be conveyed can be loaded onto and unloaded from the load carrier.
Furthermore, the invention relates to a ship having an elevator installation, in par- ticular a freight elevator installation, such as an ammunition elevator installation — ora passenger elevator installation.
The elevator installation includes an elevator according to one or more of the embodiments described above and below, and an elevator shaft in which the support column is arranged at least in sections.
The at least sectional arrangement of the support column in the elevator shaft means in particular that the support column can protrude sectionally from the elevator shaft in the longitudinal direction.
The elevator shaft may be delimited trans- versely to the longitudinal direction by elevator shaft walls.
In particular, the ele- vator shaft may be completely delimited by elevator shaft walls transverse to the longitudinal direction.
Accesses to the elevator shaft may be realized via loading points, in particular passages, incorporated in the elevator shaft walls.
The eleva- — tor shaft may be square, in particular rectangular, in shape and delimited by four shaft walls.
The elevator shaft may be formed in the hull of a ship.
The support column may be fixed, in particular elastically supported, to a longitudinally ex- tending shaft wall and/or to a shaft floor.
In particular, the support column may be fixedly attached to a shaft wall such that no pivotal movement of the support column relative to the shaft wall is permitted.
It should be understood that relative movements of the support column relative to the shaft wall as a result of elastic support of the support column on the shaft wall are not to be understood as piv- oting movements.
The elevator shaft may be open longitudinally at one end so that the load carrier can drive out of the elevator shaft.
For this purpose, the support column may pro- trude in sections from the elevator shaft through an opening in the elevator shaft.
The ship may be formed with an elevator according to one or more of the embod-
iments described above and below, or with the elevator installation described above.
In particular, in an embodiment with the previously described elevator in- stallation, the elevator shaft may be formed in the ship's hull.
In particular, the elevator shaft may be open to the ship's deck so that the load carrier may be moved out of the ship's hull to the ship's deck.
For this purpose, the support column may extend in sections inside the elevator shaft and in sections outside the elevator shaft.
The ship may be a military ship or a warship.
In particular, the ship may be a ship with guns, such as cannons and/or turrets.
In particular, the ship may comprise a
— weight of at least one ton, two tons, five tons, ten tons, twenty tons, thirty tons, fifty tons, one hundred tons, two hundred tons, five hundred tons, or one thou- sand tons.
To produce an elevator suitable for ships, it is particularly necessary to select cor-
— rosion resistant materials.
Further, ships are subject to impulsive forces (shock) due to wave action and/or detonations next to, above, under, or on the ship.
There- fore, in particular the design of elevators for ships that should still function and/or should not reach a critical operating condition, particularly after exposure to shock, such as ammunition elevators, requires damping (shock-resistant mount-
ing) of sensitive components of the elevator, such as the drive, traction device, and/or conveyed material.
In the case of the elevator being used as ammunition elevator, the damping of the material to be conveyed may be of essential im- portance, for example, in order to be able to ensure the supply of ammunition even after a hit in combat.
According to a further embodiment of the elevator, the drive unit is elastically sup- ported on the ship's hull.
Alternatively, the drive unit can be rigidly attached to the support column, which is preferably elastically supported on the ship’s hull.
Alternatively, the drive unit is elastically supported relative to a part of the ship other than the support column, and the drive force is transported to the support column via a force transmission device.
By having the drive unit supported against another part of the ship, decoupling occurs.
This is advantageous because it allows a different mounting to be used.
In another embodiment, the elevator further comprises a tensioning device for adjusting the tension of the force transmission device.
In particular, the tension- ing device can compensate for relative movement between elevator components, such as the drive unit, the support column, the load carrier, and/or the traction device.
Relative movements between elevator components can occur in particular
— asaresultofelastic support of two components relative to each other, in particular via elastic connection elements.
Elastic support of two components relative to each other can in particular occur via direct elastic support of one component on the other component or via separate elastic support of two components, for exam- ple via separate elastic connection elements.
In a further embodiment, the belt-like traction device comprises at least one belt or toothed belt, and the elevator further comprises a toothed pulley or toothed shaft attached to the support column, which is driven by the drive unit and which drives the traction device, and for each belt or toothed belt a belt tensioning device for adjusting the tension of the respective belt or toothed belt.
The use of belt ten- sioning devices is advantageous in order to keep the power flow constant.
In a further embodiment, the power is transmitted from the drive unit to the toothed pulley or toothed shaft via a further traction device, in particular a chain.
In a further embodiment example, the elevator further comprises a slipping clutch for the further traction device and/or a further tensioning device for adjusting the tension of the further traction device.
In a further embodiment, the support column comprises at least two support parts with at least one interposed connection sheet.
This embodiment has a positive ef- fect on the stability of the support column.
Ina further embodiment example, the support parts each comprise a plurality of parts.
Thus, the support parts are easier to transport and to bring into the interior of the ship to be assembled there.
Further, individual parts that have been dam- aged can be more easily replaced.
In a further embodiment example, at least two parts are connected to each other, in particular screwed together, in such a way that the column is widened, in par- ticular in the horizontal direction, compared to the other embodiment examples.
Advantageously, this also increases the stability and use of space, which leads to advantages, in particular, in the case of higher loads.
In a further embodiment, the support column comprises at least one deflection device for deflecting the forces applied via the traction device.
The deflection de- vice preferably comprises at least one, in particular flat, feeder or discharge pulley.
A flat feeder or discharge pulley means in particular a feeder or discharge pulley with a flat outer shell, i.e. a toothless outer shell.
The deflection of the drive forces applied via the traction device allows a more flexible positioning of the drive unit and the support column inside the ship.
According to an advantageous embodiment of the present invention, the support column is elastically supported relative to the ship’s hull.
By elastically supporting the support column, to which the load carrier is attached, the occurring forces are damped and their effect on the elevator, the load carrier and thus also on the ma- terial to be conveyed is reduced.
Elastic support of the support column relative to the ship's hull is preferably un-
derstood to mean the attachment of the support column to the ship's hull via elas- tic connection elements.
Thereby, in particular, impulsive forces transmitted from the ship's hull to the support column are to be at least partially absorbed and damped by the elastic connection elements.
Preferably, at least 50%, 70%, 90% or 100% of the weight of the support column is supported via elastic connection ele-
ments.
In particular, elastic support means elastic support that provides a minimum amount of relative movement of the support column relative to the ship's hull.
In order to prevent damage to sensitive components of the elevator or the material to be conveyed, it has proved advantageous to design the elastic sup- port in such a way that the support column can be moved by up to 10 mm, 20 mm, 30 mm, 40 mm, 50 mm or 60 mm relative to the ship's hull as a result of particu- larly large, impulsive forces.
In particular, it has been found that the elastic sup- port is preferably provided in such a way that the relative movement between the support column and the ship's hull can take place in at least two, preferably three, directions, especially cardinal directions.
For this purpose, it has turned out to be particularly advantageous to use wire rope spring elements as elastic connection elements, which in particular permit elastic deformation in several directions.
Wire rope spring elements preferably comprise two connection sections for fas- tening, in particular bolting, the wire rope spring elements to the ship's hull and
— to the support column.
Particularly preferably, the two connection sections are interconnected by at least two, preferably at least three, four, five or six, bent, in particular arcuate, wire ropes.
Preferably, the elastic connection elements, in par- ticular the wire ropes of the wire rope spring elements, are made of stainless steel cables.
Compared to conventional steel cables or elastomer dampers, these com-
prise in particular a greater deformation capacity for shock absorption and im- proved vibration damping.
Particularly in view of the increased risk of corrosion in ships, the use of stainless steel cables for the elastic connection elements has been found to be advantageous.
Preferably, the elastic connection elements are designed as shock and vibration dampers.
An example of such shock and vibration dampers are wire rope spring elements.
These comprise, in particular, low resonance freguencies.
Furthermore, wire rope spring elements comprise in particular a resonance overhaul of 150% to 450%, in particular of 250% to 350%, whereby in particular an oscillation of the
— support column decays rapidly after an impulse-like impact.
Preferably, the elastic connection elements used comprise a deflection of at least 2 mm, 4 mm or 6 mm and/or of at most 8 mm, 10 mm or 12 mm under a load of 430 kilograms.
In particular, the dynamic stiffness of the elastic connection ele- — mentsis preferably at least 500 N/mm, 700 N/mm or 900 N/mm and/or at most
1300 N/mm, 1800 N/mm or 2300 N/mm.
The resonance frequency of the elastic connection elements is preferably at least 5 Hz, 6 Hz or 7 Hz and/or at most 10 Hz, 11 Hz, or 12 Hz.
The maximum spring force of at least one of the elastic con- nection elements is preferably at least 10 kN, 14 kN or 16 kN and/or at most 25 kN, 30 kN or 35 kN.
The maximum deflection of the elastic connection elements is preferably at least 10 mm, 30 mm or 40 mm and/or at most 45 mm, 50 mm or 60 mm.
Advantageous embodiments for the elastic spring elements can be found in particular in the product data sheet of CAVOFLEX from Willbrandt Gum- mitechnik.
The use of wire rope spring elements of the type H160-267-100-125-8 has proven to be particularly advantageous.
Alternatively or additionally, it has been found advantageous to elastically support the support column to the ship's hull at several ceilings and/or walls, in particular via elastic connection elements.
Thereby, a downward support can also be pro-
vided in a pit located deeper than the support column.
This is particularly useful if the load carrier in the lowest position on the support column projects at least partially into the pit.
In particular, the support column can be elastically sup- ported at the bottom of the elevator shaft.
By elastically supporting the support column on the ship's hull, impulsive forces can be partially compensated by the relative movement of the support column rel- ative to the ship's hull.
Thereby, elastic connection elements receive the occurring forces by elastic deformation and damp them via the damping constant of the same.
Elastic support of the support column has proved particularly advantageous because it protects all components of the elevator attached to the support column from impulsive forces.
In particular, this allows the drive unit, the traction device and the transported goods to be protected from impulsive forces at the same time.
Surprisingly, it has been found that the elastic support of the support column on the ship's hull dampens the impulsively occurring forces so well that the drive unit can be rigidly connected to the support column and can be sufficiently protected against impulsively occurring forces solely by the elastic attachment of the support column to the ship's hull.
In one embodiment of the invention, the drive unit is therefore rigidly connected to the support column.
By a rigid connection is meant
— in particular such a connection, in particular screw connection, welding, bonding or other connection, of the drive unit with the support column, which substantially prevents a relative movement between the support column and the drive unit.
By substantially is to be understood merely that small relative movements as a result of assembly tolerance or of low elasticities, of the support column, of the drive or of connection elements, which are inherent even in the most rigid material, are also to be encompassed by this embodiment of a rigid connection.
A particular advantage of the rigid connection of the drive unit and the support column is that the output shaft of the drive unit can simultaneously form the drive shaft of the traction device, since there is essentially no relative movement be- tween the drive unit and the traction device.
However, it has also been recognized that, depending on the embodiment of the support column, the material to be con- veyed, the traction device used, and the drive unit used, different degrees of damp- ing may be reguired for the corresponding components.
Therefore, as an alterna- — tiveorin addition to the above, it is proposed to elastically support the drive unit relative to the ship's hull.
Preferably, the elastic support is provided via elastic connection elements, such as wire rope spring elements.
In a particularly preferred embodiment, both the support column and the drive unit are elastically supported relative to the ship's hull.
In particular, the drive unit and the support column are independently, especially separately, elastically sup- ported relative to the ship's hull.
It has proved particularly advantageous to sup- port both the drive unit and the support column elastically on an elevator shaft wall, in particular on the same elevator shaft wall.
It has proved particularly ad- — vantageous to mount the support column and the drive unit on different sides of the elevator shaft wall.
In particular, this prevents the support column and the drive unit from colliding with each other as a result of different movement ampli- tudes and/or phase shifts.
It has proved particularly preferable to provide a recess in the common elevator shaft wall via which the traction device can be coupled to — thedrive unit through the elevator shaft wall.
For this purpose, a deflection pulley of the traction device preferably projects through the recess to the other side of the elevator shaft wall, against which the drive unit is elastically supported.
Via this deflection pulley, preferably at least one traction means, particularly prefera- bly at least two traction means, is guided from the side of the elevator shaft wall — to which the support column is attached, to the side of the elevator shaft wall to which the drive unit is attached, deflected via the deflection pulleys and guided back to the side of the elevator shaft wall to which the support column is attached. Particularly preferably, the deflection pulley is formed as the drive shaft of the traction device, which is driven via the drive unit. According to an embodiment of the present invention, the support column is elas- tically supported on the ship's hull via elastic connection elements; wherein pref- erably the elastic connection elements are spring elements, in particular wire rope spring elements. Alternatively or additionally, the elastic support allows relative — movement of the support column in at least two, preferably in at least three, di- rections. According to an embodiment of the present invention, the drive unit is elastically supported against the ship's hull. Alternatively or additionally, the drive unit may — be elastically supported relative to a part of the ship other than the support col-
umn. Alternatively, the drive unit may be rigidly attached to the support column. The term ship's hull is to be interpreted broadly in the context of the present in- vention. In particular, the ship's hull is not to be understood to mean exclusively the part of the ship that gives the ship its buoyancy. Rather, the ship's hull is to be understood as the ship's structure, which in particular includes ship's walls, such as floors, ceilings and/or elevator shaft walls. Particularly preferably, the elastic support of the support column is provided on an elevator shaft wall. It should be understood that in particular the support column is not to be understood as part of the ship's hull. The elevator can comprise a counterweight that is coupled to the load carrier in such a way that a drive force required to drive the load carrier is reduced. — The counterweight and the load carrier may be coupled via at least one traction means. The at least one traction means may be deflected at least once between the counterweight and the load carrier, in particular via a deflection pulley, so that the counterweight counteracts the weight force of the load carrier. By using the coun- terweight, the load capacity of the elevator can be increased with the same drive — force of the drive unit. This is particularly advantageous in combination with the drive unit without toothed gear described further below, since the drive torque of such drives generally cannot be applied at any desired level, so that for an in- creased load capacity, without counterweight, the use of more powerful drives would be required.
In contrast, the counterweight can reduce the drive force re- quired to drive the load carrier, so that increased allowable load can be achieved with the same drive, or a less powerful drive can be used while maintaining the allowable load.
The smaller size of less powerful drives can thus in particular re- duce the installation space requirements of the drive and in particular of the ele- vator.
Furthermore, the reduced drive force required can reduce the energy con- sumption of the elevator.
According to one embodiment, the at least one traction means coupling the load carrier to the counterweight can be designed as a traction means separate from the traction device, in particular as a wire rope, chain or belt traction means.
In this embodiment, the counterweight may also be referred to as the counterweight.
In particular, by using a separate traction means, the use of a counterweight can be combined with an endless belt.
In the context of the present invention, an end- less belt is to be understood in particular as a traction means which is attached to the load carrier at both ends.
Accordingly, by using a separate traction means for — the counterweight, the rocker and tensioning device described previously and hereinafter can be combined with the counterweight.
In particular, the at least one separate traction means coupling the load carrier to the counterweight may also be referred to as a counterbalance traction means.
The atleast one balancing traction means may have one end attached to the load car- rier and the other end attached to the counterweight.
Between the load carrier and the counterweight, the counterweight traction means can be deflected via at least one deflection pulley.
The deflection pulley may be attached to the support column or to a shaft wall.
In one embodiment, the counterweight may be coupled to the — load support via at least two counterweight traction means.
The at least two bal- ancing traction means may each be attached at one end to the load carrier and at the other end to a common balancing weight or at least two separate balancing weights.
In one embodiment, the balancing weight is used to balance at least 20%, 40%, 60%, 80%, 90%, 95% or 100% of the weight of the load carrier.
For this pur- — pose, the counterbalance weight may comprise a corresponding proportion of the weight of the load carrier.
According to an alternative embodiment, the at least one traction means may be a traction means of the belt-like traction device.
In particular, the traction means may be formed by the at least one belt-like traction means described above.
In particular, the traction means coupling the load carrier tothe counterweight may be integrated into the traction device.
In particular, the at least one traction means may be attached at one end to the load carrier, for example via the rocker or belt tensioning device, described above and below, and at the other end to the counterweight.
Preferably, the at least one traction means extends from the load carrier to a deflection pulley, from where the at least one traction means is deflected to the drive shaft of the traction device.
From the drive shaft, the at least one traction means may extend to the counterweight.
Between the drive shaft and the counterweight, the at least one traction means can be de- flected via at least one, preferably via two, deflection pulleys.
Preferably, the at least one traction means is deflected by 150° to 210°, in particular by 180°, via at least one deflection pulley.
In particular, the at least one traction means can be deflected 150° to 210°, in particular 180°, via a deflection pulley between the load carrier and the drive shaft or deflected 75° to 105°, in particular 90°, via at least two deflection pulleys.
Alternatively or additionally, the at least one traction means between the drive shaft and the counterweight can be deflected by 150° to
210° in particular by 180°, around at least two deflection pulleys.
The weight of the load carrier may in particular be understood to be the weight of a load receiving platform of the load carrier, a frame surrounding the platform and/or other components moving with the load carrier.
For the purposes of the present invention, the weight of the load carrier is to be understood as the weight of the load carrier in the unloaded state.
In contrast, the weight of the load carrier in the loaded state, for example in a state in which ammunition, provisions or per- sons are loaded on the load carrier, is to be understood as the loading weight.
In particular, in the embodiment in which the at least one traction means coupling the load carrier and the counterweight is integrated into the at least one traction device, the counterweight can compensate for at least 20%, 40%, 60%, 80%, 100%, 120%, 140% or 150% of a predetermined loading weight.
In this way, in particular, the drive force required to drive the load carrier can be further reduced even in the loaded state, thus reducing the energy consumption and/or the instal- lation space requirements of the drive unit.
Alternatively, also in this embodiment,
only a compensation of at least 20%, 40%, 60%, 80%, 90%, 95% or 100% of the weight of the load carrier in the unloaded state can be realized.
According to one embodiment, the counterweight is arranged at least in sections within a counterweight receptacle delimited by the support column.
The counter-
weight receptacle may be enclosed transversely, in particular orthogonally, to the longitudinal direction, in sections or completely by the support column.
The sec- tional arrangement of the counterweight in the counterweight receptacle delim- ited by the support column can in particular reduce the installation space require-
ment of the support column.
The counterweight receptacle may be delimited by the support column from at least two sides transverse to the longitudinal direction.
Preferably, the counter- weight receptacle may be delimited by at least two opposing column walls.
Addi-
tionally, the counterweight receptacle may be delimited by at least one third col- umn wall connecting the two opposing column walls.
In particular, the at least three column walls may form a U-shaped wall section of the support column.
The area delimited by the U-shaped wall portion may be referred to as the counter- weight receptacle.
In particular, such an embodiment of the counterweight recep-
tacle may be referred to as being partially enclosed by the support column.
Alter- natively or additionally, a fourth column wall may be arranged opposite the third column wall such that the at least four column walls of the support column form a frame, in particular a rectangular frame, surrounding the counterweight recep- tacle.
In one embodiment, the counterweight receptacle may be formed by an assembly space delimited by the support column.
The assembly space may be completely enclosed transversely to the longitudinal direction by the column walls, in partic- ular by four column walls, of the support column.
In particular, the support col-
umn may extend around the assembly space as a closed or at least partially closed frame.
The frame may be rectangular.
The counterweight may be located entirely within the assembly space.
In the case of a sectionally open frame, the counter- weight may be arranged sectionally inside and sectionally outside the assembly space.
According to an alternative embodiment, the counterweight receptacle may be formed separately from the assembly space. In particular, the column walls may delimit an assembly space with their inner side. With their outer side, the column walls can delimit the counterweight receptacle from in particular at least three — sides. The counterweight receptacle may be delimited by a U-shaped wall section of the support column. The U-shaped wall section of the counterweight receptacle may be open to one side. As a result, in particular the counterweight may be ar- ranged in sections in the counterweight receptacle and in sections outside the counterweight receptacle. In particular, at least 20%, 40%, 60%, 80%, 90% or 100% of the counterweight may be arranged within the counterweight receptacle. The respective remaining portion of the counterweight may be arranged outside the counterweight receptacle. Due to the at least sectional arrangement of the counterweight outside the coun- — terweight receptacle, the force application point of the counterweight can be shifted towards the force application point of the load carrier. As a result, in par- ticular an improved load distribution relative to the support column can be achieved, so that the strength of the support column can be increased with the same material thickness of the column walls or can be maintained with reduced — wall thickness of the column walls. The advantage of arranging the counterweight within the support column is the reduced space reguired for the counterweight. A sectional arrangement of the counterweight in the counterweight receptacle has proved to be a surprisingly good compromise between these two advantages. How- ever, depending on the load and installation space reguirements of the elevator, it has also been found to be advantageous to arrange the counterweight either com- pletely inside the support column or completely outside the support column. Alternatively or additionally, the counterweight may be guided on the support col-
umn. The counterweight may be guided via guide means, such as guide rails, at- tached to the support column. In particular, the guiding means may be arranged within the counterweight support. The guide means of the counterweight may be arranged on a common line with the guide means, in particular with guide rails, of the load carrier. Alternatively or additionally, the guide means of the counter- weight may be offset with respect to the guide means of the load carrier. The guide means of the counterweight can be arranged between the guide means of the load carrier.
In particular, the guide means of the counterweight and the guide means of the load carrier may be attached to separate column walls.
In particular, the column walls to which the counterweight guide means are attached may extend parallel to column walls to which the load carrier guide means are attached.
In — particular, the column walls in which the counterweight guide means are secured may be disposed between the column walls to which the load carrier guide means are secured.
In an embodiment with separate counterbalance traction means, the at least one deflection pulley disposed between the load carrier and the counterbalance weight may be offset from the at least one deflection pulley disposed between the load carrier and the drive shaft.
In particular, the at least one deflection pulley of the counterbalancing traction means may be offset towards the load carrier with re- spect to the deflection pulley of the at least one traction means.
According to one embodiment, the traction device is configured as a pulley block to reduce a drive force required to drive the load carrier.
In particular, the load carrier may be coupled to at least one traction means of the traction device via a loose deflection pulley.
In particular, the at least one traction means may have one end fixedly attached to the support column, to a shaft wall, or to another wall of a ship's hull.
The at least one traction means may extend from this fixed end to the loose deflection pulley, and may extend from the loose deflection pulley to a fixed deflection pulley.
A fixed deflection pulley may be understood to be a deflection pulley that is fixedly attached to the support column, a shaft wall, or other wall of aship's hull.
In contrast, a loose deflection pulley is understood to mean a deflec- tion pulley that is movable relative to the fixed deflection pulley.
By designing the traction device as a pulley block, in particular the drive force required to drive the load carrier can be reduced.
The embodiment with pulley block can in particular be combined with the previously described embodiment with counterweight inte- grated in the traction device.
In particular, the counterweight can be attached to a loose deflection pulley coupled to the at least one traction means of the traction device.
For this purpose, the at least one traction means of the traction device may also be fixedly attached at the other end to the support column, a shaft wall or another wall of a ship's hull.
From this fixed end, the at least one traction means may extend to the loose deflection pulley and from the loose deflection pulley to another fixed deflection pulley.
By using the pulley block, the required drive force, in particular the required drive torque, for driving the load carrier can be reduced.
As a result, the drive unit can be reduced in size for the same allowable load, or the allowable load can be in-
creased for the same drive unit.
Furthermore, the load on the traction device can be reduced so that the load can be increased while the traction means remain the same, or the traction means can be dimensioned smaller while the load remains the same, or can be made of less loadable but less expensive material.
Preferably, a reduction ratio of 2:1 is realized with the pulley block.
This means in particular that the drive force required to drive the load carrier is reduced by the fact that the at least one traction means must be driven via twice the distance for the same path of the load carrier.
The design of the traction device as a pulley block has proven to be advantageous, particularly in combination with the gearless drive described further below.
The drive unit may be designed as a synchronous motor.
The synchronous motor
— maybe designed to provide an output speed of from 10 rpm to 150 rpm, in partic- ular from 40 rpm to 90 rpm.
A particular advantage of using a synchronous motor is that it can provide lower rotational speeds in favor of higher torques compared to an asynchronous motor with rotational speeds of about 1500 rpm.
Thereby, the reduction ratio of the rotational speed required to provide a sufficiently large torque to drive the load carrier can be significantly reduced compared to an asyn- chronous motor.
Therefore, it is not necessary to use gear transmissions, in par- ticular spur gear transmissions and/or planetary gear transmissions, which can provide a large reduction ratio.
Alternatively or additionally, the drive unit is coupled to the traction device with- out toothed gear, in particular by means of traction means.
Instead of using a gear transmission, the drive unit can be coupled to the traction device via a traction means, in particular via a traction means of the force transmission device de- scribed above and below.
In a less preferred embodiment, the output shaft of the drive unit may also be coupled directly to the traction means of the drive unit.
It has been found that coupling the drive unit and the traction device without toothed gear can significantly increase the overall efficiency of the force transmis- sion, in particular from about 60% to 90%. Alternatively or additionally, a reduction ratio of the output speed of an output shaft of the drive unit to a drive shaft of the traction device is smaller than 30/1, 20/1, 10/1, 5/1 or 3/1. Preferably, the reduction ratio is about 2/1. It has been found that high speed reduction ratios in particular result in large efficiency losses, so that the efficiency of force transmission by using drive units with large output torques and small rotational speeds, such as synchronous motors, is pre- ferred over drive units with large rotational speeds and small output torques, such as asynchronous motors. One problem that can arise when using small rotational speed reduction ratios is the associated limitation on the allowable load of the load carrier due to the rela- tively small torque of the drive used. This can lead to small reduction ratios having to be bought in favor of greater efficiency at the expense of larger drives and thus to the disadvantage of acquisition costs and installation space requirements. The inventors of the present invention have found that it is therefore of particular advantage to combine the counterweight described above and below with the use of a synchronous motor, a coupling without toothed gear and/or a small reduction ratio of the rotational speed. Thus, on the one hand, a high efficiency can be achieved and, on the other hand, the allowable load can be increased even with small drives. Preferred embodiments of the invention are given in the subclaims. Further ad- vantages, features and characteristics of the invention are explained by the follow- ing description of preferred embodiments of the accompanying drawings, show- ing in:
Fig. 1 an arrangement of the belt-like traction device according to an em- bodiment example;
Fig. 2 an arrangement of the belt-like traction device together with a drive unit and a load carrier according to an embodiment example;
Fig. 3 a support column according to an embodiment example;
Fig. 4a a top view of a support column according to an embodiment exam- ple;
Fig. 4b a top view of a schematically sketched support column in cross section;
Fig. 5 an elevator according to an embodiment example;
Fig. 6a-6d —anexemplary structure of a drive unit according to an embodiment example;
Fig. 7a-7e afastening option of the belt-type traction device to the load carrier according to an embodiment example; Figs. 8a- 8d an elevator with different mounting positions of the drive unit ac- cording to an embodiment example;
Fig.9 a schematic representation of a support column decoupled from the ship's hull;
Fig. 10 a side view of an elevator with separately guided counterweight;
Fig. 11 a side view of an elevator with counterweight integrated into the traction device;
Fig. 12 a side view of an elevator with counterweight and pulley block;
Fig. 13 a top view of an elevator with separately guided counterweight;
Fig. 14 a top view of an elevator with separately guided counterweight with alternative position of the counterweight;
Fig. 15 a section of a support column with offset column walls;
Fig. 16 a schematic representation of a rocker with a switch-off function;
Fig. 17 a schematic representation of two rockers with switch-off function;
Fig. 18 a schematic representation of three rockers with switch-off function; and Figs. 19a- 19cviews of a rocker according to the schematic representation in Fig.
16. The same or similar reference signs are used below for the same or similar com- ponents.
Fig. 1 shows an arrangement 1000 of a belt-type traction device 420. The belt-like tensioning device 420 can consist of one or more preferably parallel parts.
These parts can be designed identically or differently.
One conceivable embodiment of different parts could provide one or more main parts, which are supplemented by one or more support parts.
The support parts can also be identical to each other or designed differently.
Each part can consist of one or more sections that are firmly or detachably connected to each other.
This has the advantage that if a sec- tion is damaged, not the entire part has to be replaced.
Furthermore, if the sections are detachably connected, advantageously it is not necessary to remove the entire — part from the arrangement, but only the damaged section.
The belt-type traction device 420 is guided in the arrangement 1000 via deflection pulleys 1020, 1035 and feeder and discharge pulleys 1030. Thereby, the upper and lower deflection pulleys 1020 are always present.
The discharge or feeder pulleys 1030 are an optional feature if the drive of the traction device 420 is to be located in front of the arrangement 1000. In addition, any of the deflection pulleys 1020, 1035 can also be used to transmit force to the belt-type traction device 420. At the ends of the traction device 420, on the side facing the upper end of the load — carrier, there is a fastening option 1040 to which the load carrier can be attached to the belt-like traction device 420. Thereby, the load carrier is fastened to the fastening option 1040 in such a way that the force can be transmitted to the load carrier via the belt-like traction device 420. A fastening option 1050 is located at the end of the traction device 420 facing the lower end of the load carrier.
At the — fastening option 1050, the load carrier can be elastically connected.
This can be effected via tension springs or via another device that comprises a greater elastic- ity than the traction device 420 itself.
As indicated in Figure 1, the fastening option 1040 is preferably a rocker 1040. Preferably, both traction means 430 are connected to a rocker 1040 that can be rotatably connected to the load carrier (not shown) via a pivot bearing 1045. The other end of the two traction means 430 is preferably connected to the load carrier via a fastening option 1050 in the form of a belt tensioning device 1050. The belt tensioning device 1050 and rocker 1045 indicated in Figure 1 are described in de- tail in connection with Figures 7a to 7e.
Fig. 2 shows an arrangement 1000 of the belt-like traction device 420 together with a drive unit 410 and a load carrier 310. The load carrier 310 can be attached to the ends of the belt-like traction device as described above. The load carrier 310 can be designed as an open or closed cabin. The load carrier 310 can also consist only of a base plate, or of a base plate with a surrounding border directly on the base plate. In particular, one or more additional securing devices spaced apart from the base plate and running all the way around or partially around it can be provided. These can be designed as simple rods, tubes, cables, plates or the like. The drive unit 410 can be an electric motor or an engine powered by fuel, such as gasoline, diesel or liquid gas. A hybrid engine that combines both types is also conceivable. As can be seen in Figure 2, the drive unit 410 is attached to a fixed part, such as the wall of a ship's hull. This attachment can optionally be effected via elastic mountings 110. This has the advantage that forces acting on the ship are not transmitted to the drive unit 410, or are at least reduced. The force generated by the drive unit 410 drives an output shaft 2020 of the drive unit. This is transmitted to the deflection pulley 1035 via a force transmission de- — vice 2030, as explained in more detail below with reference to Figures 6a to 6d. Alternatively, the force could also be transmitted to one of the other deflection pulleys 1020, 1035, and the illustration is to be understood merely schematically. The force transmission device 2030 can be designed as chains, ropes, for example made of steel, shafts or belts. Advantageously, a tensioning device 2050 can also be provided to adjust the ten- sion of the force transmission device 2030. In this way, a misalignment can be compensated for, which can arise due to the fact that the elevator with the arrange- ment 1000 is mounted differently than the drive unit 410, and the forces acting on — the ship act differently on the arrangement 1000 and the drive unit 410, which could result in a misalignment that can then be compensated for by the tensioning device 2050.
Fig. 3 shows a support column 100 to which the arrangement 1000 is attached in order to act as an elevator. The support column can advantageously be attached elastically to a hull of a ship via the elastic mountings 110. The support column 100 can be mounted in ships of all types.
The size of the elevator and thus of the support column 100 can be adapted to the size of the ship.
Instead of being at- tached to a ship's hull, the support column 100 can also be attached to components of a ship which are later assembled to form a ship or which are available as re- placement components.
These elastic mountings weaken the forces acting on the ship and may even absorb them completely, so that the support column 100 and the remaining parts of the elevator, as well as any conveyed goods 350 inside, are exposed to less or no forces at all.
This increases the protection of the sensitive parts of the elevator and the conveyed goods 350. The number and type of attach- ment of the bearings 110 to the support column 100 can be realized in various ways.
The option shown is merely an exemplary embodiment.
In a preferred em- bodiment, elastic touchdown buffers 120 are formed in the region of the lower end of the support column.
The illustrated support column 100 is merely an example.
The proportions as well as the number of bearing points are adapted for the particular mounting location on board of a ship.
Depending on the size of the elevator and the associated size of the support column 100, a different number of bearing points is required.
The — overall size of the ship may also affect the number of bearing points required.
In addition, the type, quantity and weight of the material to be conveyed 350, may also affect the number of long points.
The support column 100 may be constructed in various ways.
Fig. 4a shows a top view of a support column 100 according to one embodiment.
Fig. 4b shows a top view of a schematic structure of a support column 100 in cross section.
For example, the support column 100 may comprise at least two support parts and at least one connecting sheet.
The shape of the support parts 200 may have differ- ent embodiments.
For example, the support portions 200 may be formed with U, T, double T, Z, or L sections, or may be formed as a round tube or with 3, 4, or more corners as an edge tube.
Other embodiments of the support parts are also conceivable.
The at least two support parts 200 are connected to at least one connecting sheet
210. The connecting sheet may comprise recesses which, on the one hand, may reduce the overall weight and, on the other hand, may allow or facilitate access to elements mounted inside the resulting cavities, such as lines, operating parts or fastenings. The deflection pulleys 1020 shown in Fig. 4a represent a design for a two-part belt- like tensioning device. The at least two support parts are connected to at least one connecting sheet. The connecting sheet can have recesses which, on the one hand, can reduce the overall weight and, on the other hand, enable or facilitate access to elements attached in- side the resulting cavities, such as cables, operating parts or fastenings. In the context of the present invention, a support column 100 should be under- stood to mean, in particular, a support column 100 surrounding an assembly space 500. Preferably, the support column 100 forms a closed structure transverse to the longitudinal direction. In this way, in particular, the section modulus of the support column 100 can be increased, so that the material thickness can be re- — duced and thus material and weight can be saved. For simplified assembly and repair work, it has been found advantageous to provide the closed structure of the support column 100 with recesses 510 for engaging in the support column 100. In particular, the support column 100 is designed as a jacket structure within which sensitive elements, such as electronic components and/or movably mounted — parts, such as deflection pulleys 1020, can be arranged and, in particular, pro- tected from damage. In particular, the support column 100 delimits, transversely to the longitudinal axis L, an angular, preferably parallelogram-like, particularly preferably rectangular, assembly space 500. Preferably, the support column 100 extends as a rectangular frame parallel to the longitudinal axis L of the support — column 100. Particularly preferably, a long side 210 (connection part) of the rectangular frame is at least 50%, 100%, 150%, 200% or 250% larger than a short side 200 (support part) of the frame of the support column 100 spanning the assembly space 500. Preferably, two long sides 210 arranged opposite each other, in particular arranged parallel to each other, and two short sides 200 arranged opposite each other, in particular arranged parallel to each other, delimit the assembly space 500 of the support column.
Particularly preferably, the long sides 210 and the short sides 200 are aligned orthogonally to one another.
It has turned out to be partic- ularly advantageous to design the traction device 420 and/or the load carrier 310 in such a way that the point of application of the weight force G of a material to be conveyed 350 received by the load carrier extends between the prolongation 520 of the two short sides 200, preferably centrally between the prolongation 520 of the two short sides 200.
Preferably, the support column 100 is formed in multiple parts, in particular from column walls 200, 210 that are screwed together, such as support parts 200 and connection parts 210. In particular, this allows the support column to be more easily transported and assembled within narrow elevator shafts.
Preferably, how- — ever, the support column is preassembled outside the elevator shaft and lifted into the elevator shaft via a crane.
In the case of ships in particular, the elevator shaft can be opened upwards for this purpose so that the elevator can also be installed in an otherwise already completed ship.
Furthermore, the multi-part design of the support column 100 offers in particular the possibility of modular construction for elevators of different sizes and/or with different load profiles.
Also the replace- ment of defective parts or parts worn out by corrosion, can be facilitated by the multi-part design.
Particularly preferably, the support column 100 is designed as a sheet structure.
In particular, the support column comprises at least two sheets (connecting sheets 210) aligned parallel to one another and extending in the lon- — gitudinal direction.
Particularly preferably, at least two sheets are designed as flat sheets and are connected to each other by at least two further, in particular folded, preferably L-shaped or U-shaped, supporting parts 200. Preferably, the support parts 200 comprise a greater wall thickness and/or a greater material strength than the connecting sheets 210. In particular, the long side 210 (connection part) ofthe support column is formed from flat sheets, while the short side 200 (support part) of the support column 100 is formed from U-shaped sheets.
For fastening support parts 200 and connection parts 210 to the support column 100, they are preferably connected to each other via screws 530. Compared to welding, this makes it possible in particular to avoid welding stresses, so that in particular the strength of the support column 100 can be increased.
In particular, this can reduce the wall thickness of the support and connection parts to be used and thus save material weight.
Figure 15 shows a section of a support column 100, which is formed in multiple — parts from column walls 200, 210 screwed together in the form of support parts 200 and connection parts 210. Here, two interconnected support parts 200 and connection parts 210 each define a rectangular column section.
A plurality of col- umn sections are connected longitudinally (in the longitudinal direction L) to form the support column 100. The column walls 200, 210 each defining a column sec- tion are arranged offset from each other in the longitudinal direction L.
As can be seen in particular at the upper end of Figure 15, an interlocking of the column sections is realized by the connection parts 200 projecting in longitudinal direc- tion L relative to the connection parts 210, whereby the strength of the support column can be increased.
In the embodiment shown, the support parts 210 are each offset from the connection parts 200 by about 40% of their longitudinal ex- tent.
Particularly preferably, the traction device is guided at least partially within the support column.
In particular, the traction device is guided centrally in the assem- — bly space 500 surrounded by the support column.
Preferably, at least two, more preferably at least four, deflection pulleys 1020 are rotatably mounted in the sup- port column 100. In particular, the deflection pulleys 1020 preferably extend at least 50% within the support column 100, in particular within the assembly space 500 surrounded by the support column.
Preferably, the electrical components are guided in the side regions 540 of the as- sembly space 500 surrounded by the support column 100. In particular, the sup- port column 100 preferably forms cable shafts in the side regions 540 for guiding cables.
In particular, Fig. 4a shows support points 130 via which the support column 100 can be elastically supported on the ship's hull.
Preferably, elastic connection ele- ments 110 are used for elastically supporting the support column on the ship's hull, as schematically indicated in Fig. 4a.
Particularly preferably, wire rope spring el- ements 110 are used.
Wire rope spring elements 110, preferably comprise two connection sections 140 for fastening, in particular screwing, the wire rope spring elements to the ship's hull and to the support column 100. Thereby, the connec- tion sections 140 of the elastic spring elements 100 are connected to the support points 130, in particular rigidly, for example with screws 530. Particularly prefer- ably, the two connection sections 140 are connected to each other by at least two, preferably at least three, four, five or six, bent, in particular arcuate section- shaped, wire ropes 150. Particularly preferably, the load carrier 310 comprises a catch frame 330 via which the load carrier is guided along the longitudinal axis L of the support column 100. The catch frame 330 preferably surrounds the support column 100 in sections and/or is in engagement with guide rails 340, which extend along the longitudinal axis L of the support column 100, in particular on opposite sides of the support column 100. Preferably, the catch frame 330 is U-shaped and has a leg in engage- — ment with each guide rail 340.
Fig. 5 shows an exemplary structure of an elevator 300 having a support column 100 and support points 130 for elastically supporting the support column to the ship's hull or for rigidly fastening the support column to the ship’s hull. A load — carrier 310 is longitudinally movably attached to the support column 100. The load carrier 310 can be designed in different ways, as explained above in connec- tion with Fig. 2. The load carrier 310 may be moved longitudinally along the support column 100. Various loading points 320 are shown at which the load carrier 310 may be loaded and unloaded. The loading points 320 may be constructed to allow push out or roll out of transport containers equipped with pulleys. Loading points 320 with sill may be used to prevent accidental sliding out or rolling out. Loading points 320 may also be used in which a sill may be used in a retractable manner, so that — protection against accidental rolling out or sliding out is provided, while the sill does not form an additional obstacle for loading and unloading when being re- tracted. Other means of securing it are also conceivable. Loading points 320 may comprise a door that is lockable and capable of being locked. Loading points 320 may also include a barrier that is used to provide security.
The transport containers may also be fixed to the load carrier 310 by, for example, latching, tying down or even magnetically, so that load securing is provided during transport and before and during loading and unloading. A motor with an output shaft 2020 is preferably used as the drive unit 410. Via the output shaft 2020, a torque is preferably transmitted to the traction device 420. For this purpose, the output shaft 2020 of the drive unit 410 may act as a drive shaft on the traction device side. This one-piece embodiment of the output shaft 2020 of the drive unit 410 and the drive shaft for the traction device 420 provides — in particular cost saving potential. However, it has proved advantageous to design the output shaft 2020 of the drive unit 410 and the input 1035 of the traction de- vice 420 in two parts. This makes it possible in particular to decouple the drive unit 410 and the traction device 420. In particular, this enables a relative move- ment between the drive unit 410 and the traction device 420 without directly transmitting forces that thereby occur to the traction means of the traction device
420. Preferably, the drive unit 410 and the traction device 420 are coupled to each other in a force-transmitting manner via a force transmission device 2030. Figures 6a to 6d show a preferred embodiment of the present invention, in which the force transmission device 2030 is realized as chain drive (chain not shown). Preferably, the force transmission device comprises a traction means 2040, such as a circu- lating chain, which transmits torque from the output shaft 2020 of the drive unit 410 to the drive shaft 1035 of the traction device 420. Preferably, a chain drive is used. Particularly preferably, the force transmission means 2030 comprises a transmission means 2021 (transmission point), in particular in the form of a gear wheel, on the output shaft 2020 of the drive unit 410 and/or a transmission means 1036, in particular in the form of a gear wheel, on the drive shaft 1035 of the trac- tion device 420. Preferably, the traction means 2040 of the force transmission de- — vice 2030 is in engagement with the transmission means 1036, 2021 facing the drive and the traction device, respectively. Via the force transmission device 2030, the input torque of the drive unit 410 is preferably transmitted to the drive shaft 1035 of the traction device 420. Preferably, the traction means 2040 of the force transmission device 2030 surrounds the transmission means 2021 of the output shaft 2020 of the drive unit 410 and the drive shaft 1035 of the traction device
420. In order to compensate for relative movement between the drive unit 410 and the traction devices 420, the inner circumference of the force transmission device 2030 is preferably larger than the circumference spanned by the two transmission means 1036, 2021, i.e. the inner circumference that a traction means circulating the two transmission means 1036, 2021 in a direct path would comprise. Prefera- bly, the inner circumference of the traction means 2040 of the force transmission means 2030 is at least 10%, 20%, 30% or 50% larger than the inner circumference of the traction means spanned by the two transmission means 1036, 2021. Alter- natively or additionally, the inner circumference of the traction means 2040 of the force transmission device 2030 is selected to be larger than the circumference spanned by the two transmission means such that a relative movement of at least 10 mm, 30 mm or 40 mm and/or at most 45 mm, 50 mm or 60 mm between the drive unit 410 and the support column 100 can be compensated. In order to sim- ultaneously ensure constant force transmission in this embodiment, a tensioning device 2050 is preferably provided, which comprises at least one tensioning pulley 2051, via which the circumference spanned by the transmission means 1036, 2021 and the at least one deflection pulley can be kept constant even in the event of a relative movement between the drive unit 410 and the support column 100. Figures 6a to 6d show a particularly preferred embodiment in which both the sup- port column 100 and the drive unit 410 are elastically supported relative to the — ship's hull. Alternatively, it may also be preferable to elastically support only the support column 100 or only the drive unit 410 to the ship’s hull. In particular, the drive unit 410 and the support column 100 are independently, in particular sepa- rately, elastically supported relative to the ship's hull. It has proven to be particu- larly advantageous to elastically support both the drive unit 410 and the support — column 100 on an elevator shaft wall 160, in particular on the same elevator shaft wall 160. It has proved particularly advantageous to mount the support column 100 and the drive unit 410 on different sides of the elevator shaft wall 160. In par- ticular, this can prevent the support column 100 and the drive unit 410 from col- liding with each other as a result of different movement amplitudes and/or phase shifts. As can be seen in particular in Fig. 6a and Fig. 6b, the support column 100 and the drive unit 410 are each elastically supported on the elevator shaft wall 160 via elastic connection elements 110. In order to better see the elastic connection elements, the section of the elevator shaft wall 160 to which the elastic connection elements 110 of the support column 100 are attached is not shown in Figures 6a and 6b.
Wire rope spring elements 110 are schematically indicated as the elastic connection elements 110. It has been found particularly preferable to provide a recess 170 in the common elevator shaft wall 160, via which the not shown traction device can be coupled to the drive unit 410 through the elevator shaft wall 160. For this purpose, a deflection pulley 1035 of the traction device 420 preferably
— projects through the recess 170 to the other side of the elevator shaft walls 160, against which the drive unit 410 is elastically supported.
Via this deflection pulley 1035, preferably at least one traction means, more preferably at least two traction means, is guided from the side of the elevator shaft wall 160 to which the support column 100 is attached to the side of the elevator shaft wall 160 to which the drive
— unit 410 is attached, deflected via the deflection pulley 1035 and guided back to the side of the elevator shaft wall 160 to which the support column 100 is attached.
Particularly preferably, the deflection pulley 1035, as shown in Figures 6a to 6d, is formed as drive shaft 1035 of the traction device 420, which is driven via the drive unit 410.
Figures 6a to 6d show an exemplary structure of a drive unit 410. The drive unit 410 may be elastically supported on the ship's hull at various positions, as shown in connection with Figures 8a to 8c.
Force is generated electrically or otherwise in the drive unit 410 as described above, and this force is used to drive the output shaft 2020. The shaft has a trans- mission point 2021 at which the force transmission device 2030 receives the force and transmits it to the further transmission point 1036 on the deflection pulley 1035, which serves as the drive shaft.
Also seen is the tensioning device 2050 for adjusting the tension of the force transmission device 2030, as described above.
Depending on where the drive unit 410 is located, a different one of the deflection pulleys 1020, 1035 may be used as the drive shaft.
Although, as described above, the force transmission device 2030 may be config-
ured as chain, cable, for example made of steel, shaft or belt-like, Figs. 6a to 6d are limited to showing one possibility of the transmission points 2021 and 1036 using toothed gears suitable for a chain.
Fig. 6d also shows feeder and discharge pulleys 1030 of a deflection device. Figures 7a to 7e illustrate the fastening option 1050 of the belt-like traction device 420 to the load carrier 310. As described above, the two-piece configuration of the belt-like traction device 420 is only one of the options. Additional guide pulleys 1080 are shown to guide the belt-like traction device 420. In particular, Figures 7a to 7e show the advantageous embodiment of fastening options 1040, 1050 of the traction means 430 on a fastening device 1060 con- nected to the load carrier 310. On the fastening device 1060, two fastening options 1040 are formed for one end 1047 of each of the two traction means 430 in the form of a rocker 1050. The rocker 1050 is rotatably attached to the attachment device 1060 via a pivot bearing 1045 having a pivot axis 1046. The ends 1047 of the traction means 430 connected to the rocker can be seen, in particular, in Fig- ures 7a and 7c. Figure 16 shows a schematic representation of a rocker 1040 to which two traction means 430 are attached. The rocker 1040 is rotatably attached to the load carrier, which is not shown, via a pivot bearing 1045. Furthermore, a sensing device 4000 in the form of a position switch 4000 is schematically shown. The sensing device comprises a translationally mounted shaft 4010 at the end of which a sensor 4020 inthe form of a pulley 1020 is attached. The pulley 4020 is engaged with an edge 4030 of the rocker 1040 which is inclined with respect to an orthogonal to the translational axis of movement of the shaft 4010. As a result of uneven loading of the traction means 430, slackening and/or tearing of one of the traction means 430, rotational movement of the rocker 1040 about the pivot bearing 1045 may — occur, which may result in movement of the shaft 4010, which in turn may trigger the position switch. In particular, this may detect uneven loading, tearing, and/or slackening of one of the traction means 430. The at least one rocker 1040 may be triangular in shape, as shown in Figures 16 to — 18. Bytriangular, it is not necessarily meant that the rocker must comprise pointed corners.
As can be seen in particular in Figures 16 to 18, the corners of the rocker may be rounded.
In particular, the rocker 1040 may be rotatably mounted in the region of one corner via the pivot bearing 1045, while in the region of the other corners the traction means 430 are attached.
As can be seen in particular from — Figures 19a to 19c, the rocker 1040 may also comprise shapes deviating from a triangular shape.
Figure 17 shows an embodiment with three belts 430. In particular for high loads on the load carrier, the use of at least three belts 430 may be reguired.
In Figure 17, the three belts 430 are coupled to the load carrier via two rockers 1040, 4040. A first rocker 1040 is designed as the main rocker.
The main rocker is rotatably connected to the load carrier via the pivot bearing 1045. The second rocker 4040 is formed as a sub-rocker 4040 that is rotatably coupled to the main rocker 1040. The sub-rocker 4040 is rotatably attached to the main rocker 1040 via a pivot — bearing 4045. One of the three traction means 430 is attached to the main rocker 1040. The other two traction means 430 are attached to the sub-rocker 4040. In order to cause rotational movement of the rockers 1040, 4040 in the event of tear- ing, slackening and/or uneven loading of the traction means, the traction means are spaced from the respective pivot bearing 1045, 4045 via a lever arm.
In order to also detect uneven loading between the two traction means 430 attached to the sub-rocker 4040 and the traction means 430 attached to the main rocker 1040, the sub-rocker pivot bearing 4045 is also spaced from the main rocker pivot bear- ing 1045 via a lever arm.
In an embodiment with three traction means, it has been found advantageous to make the lever arm between the pivot bearing 4045 of the — sub-rocker 4040 and the pivot bearing 1045 of the main rocker 1040 larger than the lever arm between the traction means 430 attached to the main rocker 1040 and the pivot bearing 1045 of the main rocker 1040. It has proven to be particu- larly advantageous to set a lever arm between the pivot bearing 4045 of the sub- rocker 1040 and the pivot bearing 1045 of the main rocker 1040 that is twice as large asthelever arm between the traction means 430 attached to the main rocker 1040 and the pivot bearing 1045 of the main rocker 1040. In the embodiment shown in Figure 17, two sensing devices 4000 are used.
One of the sensing device 4000 is engaged with the main rocker 1040. The other of the sensing device 4000 is engaged with the sub-rocker 4040. Thus, on the one hand,
an uneven load between the pulling means 430 attached to the sub-rocker 4040 can be detected.
On the other hand, uneven loading between the pair of traction means 430 attached to the sub-rocker 4040 and the traction means 430 attached to the main rocker can be detected.
Figure 18 shows an alternative embodiment with four pulling means 430 and three rockers 1040, 4040. One of the rockers 1040 is formed as the main rocker 1040, which is rotatably attached to the load carrier via a pivot bearing 1045. The remaining two rockers 4040 are formed as sub-rockers, each of which is rotatably attached to the main rocker via a pivot bearing 4045. Two traction means 430 are attached to each of the two sub-rockers 4040. In an embodiment with two sub- rockers 1040, it has proven advantageous to form the same lever arm between the pivot bearings 1045 of the sub-rockers 4040 and the pivot bearing 1045 of the main rocker 1040.
In the embodiment shown in Figure 18, a detection device 4000 is provided for detecting a movement of the main rocker 1040 and two other detection devices 4000 are provided for detecting relative movements of the sub-rockers 4040 to the main rocker 1040.
Figure 19a shows a perspective view of a rocker 1040 with position switch 4000 engaged with the rocker 1040 through a recess 4050 in a frame 4060 surrounding the rocker 1040. Figure 19b shows the rocker 1040 as shown in Figure 19a, wherein a portion of frame 4060 is shown transparent.
Figure 19c shows a front
— view of rocker 1040 as shown in Figure 19a and Figure 19b . The two traction means 430 connected to the rocker 1040 are shown cut away in Figures 19a to 19c.
The traction means 430 are attached to the rocker 1040 via clamping means 4070. The clamping devices each include two clamping jaws 4080, 4090 between which the traction means 430 are clamped.
The clamping jaws 4080, 4090 are con-
nected to each other via screws 4095. In the embodiments shown here, the trac- tion means 430 are formed as toothed belts with a corresponding traction means profiling 435. To improve the attachment between the traction means 430 and the clamping device 4030, one of the clamping jaws 4080 comprises a profiling adapted to the traction means profiling 435. The clamping devices 4070 are rotatably attached to the rocker 1040 via pivot bearings 4100. The rocker 1040 is in turn rotatably attached to the load carrier via a pivot bearing 1045. The rocker 1040 includes two rocker jaws 1049, between each of which a clamping jaw 4090 of the clamping devices is secured. As can be seen from Figures 19a to 19c, the rocker 1040 and/or rocker jaws 1049 may be triangular in shape with flat- tened tips. The position switch 4000 comprises a translationally movable shaft 4010. A sens- ing element 4020 in the form of a pulley 4020 is attached to the shaft 4010. The pulley is rotationally movably attached to the shaft 4010. A trough is formed in the rocker 1040, in particular in at least one of the clamping jaws 4080, 4090 of the rocker, in which the sensor 4020 is mounted. Thereby, the sensor 4020 is trans- lationally displaced as a consequence of a rotational movement of the rocker 1040, whereby an actuation of the position switch 4000 can take place. Furthermore, the fastening device 1060 comprises two fastening options 1050 for the respective other end 1048 of the two traction means 430 in the form of belt tensioning devices 1050. As a preferred belt tensioning devices 1048 for the trac- — tion means 430, a spring element 1051 in the form of a spiral spring 1051 is pro- vided here, via which the pretension of the traction means 430 can be adjusted. For this purpose, the spiral spring 1051 is placed on a threaded rod, wherein a stop 1052 is provided at one end of the spiral spring 1051 and a nut 1053 is provided at the other end of the spiral spring, via which the pretension of the traction means 430 can be adjusted. In Figures 7a and 7c, the wavy lines show the cut through the traction means shown in Figures 7a to 7d. From these cutting lines, the traction means 430 pref- erably extend along the support column 100 as shown in Figures 1, 8a to 8d and
— 9. As shown in particular in Figure 7c, the end 1048 of the traction means 430 con- nected to the belt tensioning device 1050 is preferably guided in an S-shape to the respective belt tensioning device 1050 via two pulleys 1080, 1090, in particular via — atoothed disk 1080 and a flat pulley 1090.
Figures 8a, 8b, 8c and 8d show an elevator 300 with different mounting positions of the drive unit 410 according to one embodiment. Here, Fig. 8a shows the option of the support column 100 being elastically supported relative to a portion of the hull of the ship, the support column 100 being supported via elastic mountings
110. The load carrier is longitudinally movably attached to the support column
100. The force generated by the drive unit 410 is transmitted via the output shaft 2020, the power transmission device 2030 and the deflection roller 1020 operat- ing as the output shaft, which is located here at the upper end of the support col- umn 100, to the traction device 420 guided along the support column 100 between the upper end and the lower end. In Fig. 8b, the drive unit 410 is elastically supported with respect to another part of the ship than the support column 100, and the force generated by the drive unit — 410 is transmitted to the drive shaft 1035 of the traction device 420 guided be- tween the upper end and the lower end of the support column 100 via the output shaft 2020 and the force transmission device 2030. The traction device 420 in- cludes two deflection pulleys 1020 for guiding the traction means 430 along the traction device 420. Further, the traction device 420 in Fig. 8b and in Fig. 1in- cludes a deflection device 1010 each having a discharge pulley 1030 for discharg- ing the traction means away from the support column 100 and a feeder pulley 1030 for feeding the traction means to the support column 1030. The difference between a deflection pulley 1020 and a feeder pulley 1030 or a discharge pulley 1030 shall in particular be that a deflection pulley 1020 deflects a traction means by about 180°, in particular by 180° + 30°, whereas a feeder pulley or a discharge pulley deflects the traction means by about 90°, in particular by 90° + 30°. Via the drive shaft 1035 of the traction device 420, the at least one traction means 420 is deflected 180° from the discharge pulley 1030 to the feeder pulley 1030. The drive shaft 1035, as well as all other shafts, may be tooth shafts. In Fig. 4c, the drive unit 410 is elastically supported relative to a part of the ship, in this case the floor, other than the support column 100, and the force generated by the drive unit 410 is transmitted via the output shaft 2020, the force transmis- sion device 2030 and the deflection pulley 1020 operating as the output shaft, which is located here at the lower end of the support column 100, to the traction device 420 guided along the support column 100 between the upper end and the lower end. In all embodiments of Figs. 8a, 8b and 8c, the load carrier 310 is then moved lon- gitudinally along the support column 100 via the force transmitted by the belt-like traction device 420. The local separation of drive unit 410 and support column 100 can also have a positive effect on the safety of the individual components.
Fig. 9 shows a shock-resistant mounted support column 100 with bearing points
110. As can be seen in the figure, the support column 100 is exclusively elastically connected to the ship's hull. As a result, the forces acting on the ship can be damped for the support column 100, and the elevator, the load carrier and the cargo are subjected to less stress. Overall, this has a positive effect on the durabil- ity of the elevator as well as the integrity of the material to be conveyed 350. In all embodiments, the elastic connection elements on the bearings 110 may ad- vantageously be springs. Thereby, springs can be used that can receive forces in two or three axes. Advantageously, the support column 100 may comprise at least two support por- tions. These support parts may be connected to at least one connecting sheet lo- cated therebetween. The connecting sheet can be arranged centrally between the support parts but also symmetrically or asymmetrically laterally offset from the center. Depending on the arrangement of the plates, a recess or a hollow interior — space is formed, which can be used for mounting further elements of the elevator or other devices. To allow or facilitate access to these hollow interior spaces, the connecting sheets may comprise recesses. Further, the support parts may each comprise a plurality of parts. Support por- tions 200 comprising multiple parts are easier to transport. The hollow interior spaces in the support portions may also be used for mounting other elements of the elevator or other devices. Preferably, the support column has at least one deflection device 1010 in order to deflect the forces applied via the traction device 420.
Figure 10 shows a side view of an elevator 300 with separately guided counter- weight 3000. The counterweight 3000 is coupled to the load carrier 310 via a trac- tion means 3010 separate from the traction means 430 of the traction device 420. In this embodiment, the counterweight 3000 may also be referred to as the bal- ancing weight 3000. The separate traction means 3010 may be referred to as the balancing traction means 3010. The balancing traction means 3010 has one end attached to the load carrier 310 and the other end attached to the counterweight 3000. The counterbalancing traction means 3010 extends from the load carrier 310 to a separate deflection pulley 3020, where it is deflected 180° to the counter- balancing weight 3000. The separate deflection pulley 3020 is fixedly attached to the support column 100, indicated by the respective dashed frame 100 in Figures 10 to 12. The counterweight 3000 reduces the force that must be applied by the drive unit (not shown) to displace the load carrier 310. The drive unit is coupled — to the traction device via a force transmission device.
A drive shaft 1035 of the traction device, which is driven by the drive unit via the force transmission device, is schematically shown by a drive shaft 1035 in Figures 10 to 12. Figures 11 and 12 illustrate embodiments of an elevator 300 having a counter- — weight 3000, wherein the counterweight 3000 is integrated with the traction de- vice 420. In Figure 11, one end of the traction means 430 is attached to the load carrier 310. The other end of the traction means 430 is attached to the counter- weight 3000. From the load carrier 310, the traction means 430 is deflected via two deflection pulleys 1020 to the drive shaft 1035 of the traction device.
Each of — the deflection pulleys 1020 guides the traction means through 90°. Immediately upstream and downstream of the drive shaft 1035 of the traction device, a dis- charge pulley 1030 and a feeder pulley 1030 are additionally provided to deflect the traction means 430 from a vertical orientation into a horizontal orientation toward the drive shaft 1035 and to deflect it again from the drive shaft 1035 from a horizontal orientation into a vertical orientation toward the counterweight 3000. In particular, this can ensure that the drive shaft 1035 comprises an engage- ment angle of 180° with the traction means 430. Alternatively or additionally, this discharge pulley 1030 and feeder pulley 1030 can deflect the traction means to a drive shaft 1035 that is spaced apart from the — support column 100 and/or outside of an elevator shaft.
From the drive shaft
1035, the traction means is deflected via two further deflection pulleys 1020 first through 180° in the direction opposite to the direction of gravity and then through a further 180° again in the direction of gravity to the counterweight 3000. The deflection pulley that first deflects the traction means 430 starting from the coun- — terweight 3000 is arranged at an upper section of the support column 100, in par- ticular in the upper 50%, 30%, 20% or 10% of the support column.
In particular, this ensures that the counterweight can be moved via at least 50 %, 70 %, 80 % or 90 % of the extension of the support column 100 in the longitudinal direction L.
The deflection pulley, which deflects the traction means 430 starting from the counterweight 3000 as the second, is arranged in a lower section of the support column, in particular in the lower 50 %, 30 %, 20 % or 10 % of the extension of the support column in the longitudinal direction.
In this way, in particular, a uniform load distribution of the counterweight 3000 along the longitudinal extension of the support column 100 can be ensured.
In particular, the two deflection pulleys 1020 arranged between the drive shaft 1035 and the load carrier 310 are spaced apart from one another for this purpose by at least 50%, 60%, 70% or 80% of the longitudinal extent of the support column 100. Figure 12 shows an embodiment of an elevator with counterweight 3000 and load — carrier 310, which are coupled to the traction means 430 via a pulley block.
Thereby, the load carrier 310 and the counterweight 3000 are each coupled to the traction means 430 via a loose deflection pulley 3030. Alternatively, only the load carrier 310 or only the counterweight 3000 may be coupled to the traction means 430 via a loose deflection pulley 3030. In the illustrated embodiment, the traction means 430 has both ends fixedly attached to the support column 100. Further, the traction means extends from each fixed end to the loose deflection pulley 3030 and from the loose deflection pulley 3030 to a fixed deflection pulley 1020. Thereby, the force required to lift the load carrier 310 and/or the counterweight 3000 can be reduced to half the weight of the load carrier and/or the counter- — weight 3000. Additionally, the counterweight 3000 at least partially balances the weight of the load carrier 3010 so that the required drive force of the drive unit can be further reduced.
Figures 13 and 14 show a top view of an elevator having a separately guided coun- — terweight 3000 disposed at least partially within a counterweight receptacle 3040 delimited by the support column.
The counterweight 3000 is coupled to the load carrier via two separate traction means (not shown), which are deflected between the counterweight 3000 and the load support 310 via two separate deflection pul- leys 3020. Two deflection pulleys 1020 for deflecting two traction means (not shown) of the traction device are located between the separate deflection pulleys 3020. The rotation axes 1025 of the deflection pulleys 1020 of the traction means of the traction device are arranged offset from the rotation axes 3025 of the sepa- rate deflection pulley 3020 for the traction means of the counterweight 3000. In particular, the rotation axes 3025 of the separate deflection pulley 3020 are offset with respect to the rotation axes 1025 of the deflection pulleys 1020 of the traction device towards the load carrier 3010. Although the arrangement of the counterweight 3000 is shown only in connection with embodiments in which the counterweight 3000 is coupled to the load carrier — 310 via separate traction means, it should be understood that the arrangement and guidance of the counterweight 3000 described below may also be imple- mented in embodiments in which the counterweight 3000 is coupled to the at least one traction means of the traction device.
In the embodiment shown in Figure 13, the counterweight 3000 is arranged in sections in the counterweight receptacle 3040. The counterweight receptacle 3040 is delimited in sections by the support column 100. The counterweight re- ceptacle 3040 is delimited by a U-shaped wall portion of the support column 100. The U-shaped wall section comprises two opposing column walls 3050, which — form legs 3050 of the U-shaped wall section.
The two opposing legs 3050 are joined together by a third column wall 3060, which forms the base 3060 of the U- shaped wall section.
As can be seen from Figure 13, the counterweight 3000 may be arranged to extend in sections via the legs 3050 of the U-shaped wall section.
Accordingly, the counterweight 3000 shown in Figure 13 is arranged only in sec- tions within the counterweight receptacle 3040. The counterweight 3000 may be secured via guide rails 3080 attached to the sup- port column 100. The guide rails 3080 may be disposed within the counterweight receptacle 3040. In particular, the guide rails 3070 may be attached to the legs 3050 of the U-shaped wall portion that delimits the counterweight receptacle
3040. In particular, the guide rails 3080 for the counterweight 3000 may be offset with respect to the guide rails 340 for the load carrier, in particular offset trans- versely with respect to the longitudinal axis L.
In particular, the rotation axes 3025 of the separate deflection pulley 3020 may be offset with respect to the guide rails 3080 of the counterweight 2000. As shown in Figure 13, the counterweight receptacle 3040 may be formed in ad- dition to the assembly space 500. Thereby, the counterweight receptacle 3040 is delimited by outer sides of the column walls 3050, 3060 of the support column
100, while the assembly space 500 is delimited by inner sides of the column walls 210, 3060, 3070. Thereby, at least a section of the traction means 430 of the trac- tion device 420 can be shielded from the path of the counterweight 3000, which in particular prevents a collision of the counterweight with this section of the trac- tion means 430 and thus reduce the risk of a traction means rupture.
The assembly space 500 may comprise a central region 505 and side regions 540. In Figure 13, the assembly space is U-shaped with the center region 505 of the assembly space forming the base and the side regions 540 of the assembly space forming the legs.
In contrast, as shown in Figure 14, the assembly space 500 can
— also be rectangular.
Alternatively or additionally, the central region 505 and the outer regions 540 may be separated from each other by opposing partition walls 3070. In this case, the partition walls may form boundary walls of the central area 505 of the assembly space 500.
— Bydividing the assembly space into a central area 505 and side areas, for example, traction means 430, 3020 and/or the counterweight 3000 can be guided in the central area 505 of the assembly space 500, while cables, for example, can be guided in the outer areas 540 of the assembly space 500.
— The partition walls 3070 can be connected to each other by further column walls 3060, 210, in particular in such a way that the central area 505 is completely en- closed by a frame.
Such column walls 3060, 210 may also be referred to as a con- nection part or connection sheet.
Thereby, in an embodiment with counterweight receptacle 3040 separate from assembly space 500, such as shown in Figure 13, a column wall 3060 may simultaneously form a connection part or connection sheet of assembly space 500 and a base of the U-shaped wall portion of the counter- weight receptacle 3040. The outer regions 540 of the assembly space 500 may be delimited by opposing — column walls 3070, 200. In this regard, the outer regions 540 may be delimited on the inside by a column wall 3070 in the form of a partition 3070, and may be delimited on the outside by column walls 200 in the form of support parts 200. In particular, the partitions 3070 and the support parts 200 may be formed as U- shaped column walls.
The opposing column walls 3070, 200 of the outer regions 540 of the assembly space 500 may be interconnected by further column walls 3060, 200. These further column walls 3060, 200 may also be referred to as con- nection parts or connection sheets.
In particular, these further column walls 3060, 200 may be formed by the same column walls 3060, 200 that interconnect the partition walls 3070 of the central region 505 the assembly space 500. For this — purpose, these connection parts or connection sheets 3060, 210 may extend from one support part 200 via both partition walls 1070 to the second support part 200. In an embodiment with U-shaped assembly space 500, one of the connection parts or connection sheets 210 may extend in a straight line.
The other connection part or connection sheet 3060 may be angled at the transition from the center portion 505 of the assembly space to the side portions 540 of the assembly space 500. In an embodiment having a rectangular cross-section, both connection parts or con- nection sheet 3060, 210 may extend in a straight line.
Figure 14 shows an embodiment in which the counterweight receptacle 3040 is — formed by the assembly space 500, in particular by the central region 505 of the assembly space.
In this case, the counterweight receptacle 3040 may be delimited by two opposing column walls 3070, 200 that are connected via two additional column walls 210 to form a frame.
The first two opposing column walls may be formed as partitions 3070 that separate the center region of the assembly space — 505 from side regions 540 of the assembly space 500. In particular, guide rails 3070 of the counterweight 3000 may be attached to the partition walls 3070. Guide rails 3070 of the counterweight 3000 may be attached to the support col- umn 100 in alignment with the guide rails 340 of load support 310.
The features disclosed in the foregoing description, figures, and claims may be relevant to the implementation of the invention in various embodiments, both in- dividually and in any combination.
List of reference signs: 100 Support column 110 elastic connection elements, bearings, wire rope spring element 120 touchdown buffers 130 support point 140 Connection sections 150 Wire ropes 160 Elevator shaft wall 170 Recess in elevator shaft wall 200 Support parts/short side/column wall 210 Connection part/connection sheet/long side/column wall 300 Elevator 310 Load carrier 320 Loading points 330 Catch frame 340 Guide rails 350 Material to be conveyed 410 Drive unit = 420 Traction device 430 Traction means 435 Traction means profiling 500 Assembly space 505 Middle section of assembly space 510 Recess 520 Extension of the two short sides 530 Screws 540 Side areas of the assembly space 1000 Arrangement 1010 Deflection device 1020 Deflection pulley 1025 Rotation axes of the deflection pulley 1030 Discharge pulley/feeder pulley 1035 Deflection pulley/traction device drive shaft 1036 Transmission point/transmission means/gear wheel
1040 Fastening option/rocker/main rocker 1045 Pivot bearing 1046 Rotation axis 1047 ends of the traction means connected to the seesaw 1048 end of traction means connected to belt tensioning device 1049 Rocker jaws 1050 Fastening option/belt tensioning device 1051 Spring element 1052 Stop 1053 Nut 1060 Fastening device 1080 Toothed disk 1090 flat pulley 2020 Output shaft of motor/drive unit 2021 Transmission point/transmission means/gear wheel 2030 Force transmission device 2040 Traction means of the force transmission device 2050 Tensioning device 2051 Tensioning pulley of the tensioning device 3000 Counterweight 3010 separate traction means/counterbalance traction means 3020 separate deflection pulley 3025 rotation axis of the separate deflection pulley 3030 loose deflection pulley 3040 Counterweight receptacle 3050 Column wall/leg of U-shaped wall section 3060 Column wall/base of U-shaped wall section 3070 Column wall/partition wall/connection part/connection sheet 3080 Counterweight guide rails 4000 Detection device/position switch 4010 translationally supported shaft of the position switch 4020 Position switch sensing device/pulley 4030 inclined edge of rocker 4040 sub-rocker 4045 pivot bearing of the sub-rocker
4050 Recess in frame of rocker 4060 Frame of rocker 4070 Clamping device 4080 Clamping jaws
4090 profiled clamping jaw 4095 Screws 4100 Pivot bearing of clamping devices L longitudinal direction
G Point of application of the weight force