RU2472694C2 - Self-bearing elevator cabin - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to elevator with cabin 1, preferably, suspended to bearing means to move in guide rails, drive with cable pulley, and counterweight. Bearing structure to transfer forces created by cabin and payload to act on bearing means and vice versa consists of two frames 2a, 2b enclosed around elevator cabin and composed of closed hollow channels. Note here that both frames are rigidly jointed together by crossbars 4 to make integral strong bearing structure. Every said frame is located symmetrically sideways from guide rail and not aligned therewith to make free mounting space nearby said rails. Said frames 2a, 2b are spaced apart so that space between them allows locating elevator guide means therein. Note also that said frames either make integral part of elevator cabin both side walls and ceiling or have their entire surface adjoining said side wall and ceiling from outside.

EFFECT: cabin takes up notable bending moments at high of-centre load.

23 cl, 7 dwg

Description

The invention relates to a lift with a self-supporting cabin according to the restrictive part of claim 1.

Currently, the design of the elevator car provides for a massive frame on which the platform or a closed elevator car rests. Movable payload and / or people are located on the platform or in the cab. In the elevators suspended in the center, the platform or the cabin are arranged with the formation, in the broad sense of the word, of a “ring”, with which all the forces created by the supporting means or acting on it are directed outside around the platform or the cabin, which makes it necessary to have a certain installation space.

True, in some cases, self-supporting elevator cabs have already been proposed in the prior art that depart from the above principle.

So in the laid out description of the application of Germany for invention No. 30 32 240 a self-supporting elevator car is proposed, made in the form of a rigid sheet structure with a double wall. At the same time, at least one of the metal sheets is subjected to deep drawing so that it forms a bulge to which another metal sheet is welded, as a result of which both metal sheets are kept at a distance from each other in the form of a “bending rigid sandwich structure ". This design is extremely time-consuming and requires significant costs for deep drawing and equally high costs for welding. In addition, such a double-walled cab is an excellent resonator that can only be damped so that, at least to some extent, comfort is ensured during use.

Another alternative is described in England patent No. 496286.

This patent proposes to use in a self-supporting elevator car two bending rigid lattice structures designed for the total load of the car, including its own weight, of which one lattice structure serves as the ceiling of the car and the other as the floor. These two lattices are interconnected by panels with one wall, serving as strands and forming side walls and a back wall, without using an additional supporting structure along the side walls or the back wall. This design is problematic for various reasons. Firstly, it is not easy to make an elevator car of such a design, which is really torsionally stiff, in particular, with an increase in the size or area of the base, since with the increase in the area of the base there is also a risk that the elevator car will be loaded with a payload located significantly outside its center of gravity and those seeking to twist the cab, in particular in the case where tolerances for the guide rails are additionally provided. Another problem is the connection between both gratings and the sheet panels forming the side walls and the back wall. Here, at all the joints of the panels located on the side of the floor and the ceiling, it is necessary to apply a correspondingly stronger connection of a larger size and, therefore, more expensive, to ensure the long-term strength of the elevator car. Finally, in such a cabin, it is not easy to prevent resonance, the side walls and the rear wall of which are made exclusively of thin load-bearing sheet panels.

International patent application WO 03/066499 proposes a design that, in principle, is similar.

Also within the framework of this application, rigid structures are used for the roof and floor of the elevator car, interconnected by sheet panels with one wall, acting as strands. However, in contrast to the design proposed by the British patent, the bearing function is performed here not by all the panels forming the side walls and the back wall, but only by individual, selected sheet panels, mainly two sheet panels, which extend respectively in the middle of both side walls vertically from top to bottom.

And although this design significantly reduces the cost of fastening necessary to connect the sheet panels with self-supporting structures of the floor and ceiling of the elevator car, the remaining problems that arise with this design remain unresolved. In particular, it is with such a design that it is difficult to solve the problem of twisting during an eccentric heavy load of the elevator car, since in this case the bearing sheet panels are made essentially in the form of strands, which, therefore, complicates the transmission or perception of significant bending moments without twisting. arising with a large eccentric load of the elevator car.

The objective of the invention is to solve these problems facing the prior art, and to create an elevator car, which allows not only to optimally use the existing section of the shaft, but also to reduce the installation space in the head of the shaft and, if necessary, also in the area of the pit of the shaft.

This problem is solved by the features of the characterizing part of claim 1 of the claims.

Due to the fact that the supporting structure for transferring the forces caused by the mass of the cabin and the payload to the supporting means consists (from the point of view of power short circuit) of a frame closed around the cabin, there is no need to use self-supporting gratings for the floor and ceiling of the cabin or any other self-supporting elements designed for long-term exposure to the total load of the elevator car, including its own weight. This achieves a reduction in manufacturing costs. At the same time, the risk of twisting the elevator car is reduced. This is due to the fact that the cabin floor in the center of gravity zone is firmly held and therefore only substantially less bending moments have to be overcome in the floor area of the elevator car.

Otherwise, the essentially closed hollow profiles used for frames according to the invention are much more resistant to twisting compared to flat, essentially even strands, since four (or more) walls of the closed hollow profile can abut against each other.

In addition, the supporting structure closed around the elevator car does not consist of a single frame, but of two separate frames spaced by 100-350 mm, forming not only a strong supporting structure, but also having a relatively large area of the support, passing, as a rule, symmetrically on both sides of the guide rails and which is therefore initially relatively weakly sensitive to torsion.

At the same time, the pair of frames, which, in addition, also consists of flat, specially arranged channels, is a very good compromise between high strength and only the minimum required footprint, since the hollow profiles forming the frame are not aligned with the guide rails, but use mounting the side space near the guide rails and not used for other purposes.

Finally, for the structure according to the invention, an insignificant mounting height in the area of the shaft head and, if necessary, the shaft pit is sufficient, in the latter case, provided that the supporting structure is built into the floor of the elevator car.

In addition, the hollow profiles used for frames have a significantly lower resonance ability, and also significantly reduce the resonance of the single-layer sheet walls into which they are embedded, since the sheet walls are firmly supported by the frames and, in addition, the corresponding sheet wall is divided into several smaller fields . Smaller fields have a low resonance ability.

Paragraph 2 of the claims provides an optimal development option, in which both frames 2a, 2b are combined into a rigid unit, which allows the use of frames of smaller sizes or sections and, nonetheless, provides greater bearing capacity and torsional rigidity.

The features given in claim 3 of the claims describe a particularly optimal method for reliable and easy connection between hollow profiles forming frames 2a, 2b. Moreover, from the point of view of manufacture, it is particularly preferable to insert horizontal and vertical beams into each other so that a welded fillet weld as proposed in claim 4 is formed.

If the jumper intended to connect both frames is welded at the level of windows made in the vertical beams, as provided for in paragraph 5 of the claims, this jumper compensates for the attenuation of the vertical beam caused by the presence of the window.

Other objectives and advantages of the present invention will become apparent from the following detailed description of examples of its implementation and the accompanying drawings, in which:

figure 1 depicts a first example of a self-supporting elevator car;

figure 2 is a partial view of a second example of a self-supporting elevator car, which differs from the example in figure 1 by the method of storing the rope on the cab and the wheel niche, otherwise it is identical;

figure 3 is a separate view of the supporting structure used in both examples;

4 is a separate view of an alternative second supporting structure in which the pipes are partially used;

figure 5 is a separate view of the supporting structure in figure 3 with alternative cantilever beams;

6 is a method by which the supporting structure in figure 4 can be equipped with a U-shaped profile to form a given mounting flange for connecting wall panels, etc .;

7 is a connection between each other, in particular, forming a wall of sheet panels.

The elevator car 1, shown in FIG. 1 and suspended largely along the line passing through the center of gravity (i.e., in the center), is part of the elevator not shown with a shaft or only partially closed shaft frame, a drive with a traction sheave, a counterweight and depicted by the cabin, while the counterweight and the cabin make reciprocating movements along the guide rails in a substantially vertical direction and are suspended in this case on a carrier means formed by 6 round ropes, with other payloads x elevator car are used depending on the rated load of the supporting means advantageously 4-12 round ropes (not shown).

Gravity and inertia arising on the elevator car 1, caused by the car's own weight and its instantaneous payload, are transmitted through the supporting structure 2 to the supporting ropes 3. And vice versa, the rope forces are transmitted through the supporting structure 2 to the individual components of the elevator car or the payload of the cabin.

The supporting structure 2 consists of two frames 2a, 2b. Each frame 2a, 2b is made completely closed, located along the cab 1 and, therefore, forms a closed "ring". Each frame 2a, 2b consists of hollow profiles, which are essentially closed, but discontinuities are permissible without having a significant negative effect on the bending strength or torsional stiffness of the corresponding hollow profile. In the exemplary embodiment of FIG. 1, flat channels are used in frames 2a, 2b, i.e. closed hollow profiles of rectangular cross section, preferably one in which the length of the rectangle forming the outer contour is at least 1.8 times its width, while the wall thickness is preferably from 4 to 12 mm.

In principle, hollow profiles in the form of pipes not shown or tetrahedral profiles can also be used as an alternative. The use of tetrahedral hollow profiles is, as a rule, rather theoretical, since the said flat channels (as compared with tetrahedral hollow profiles) allow optimal use of space while ensuring good strength. On the contrary, it may be appropriate, in particular, for reasons of strength, the use of pipes instead of rectangular flat channels. More on this will be discussed below.

The hollow profiles forming the vertical beams are built-in or mounted in the elevator car in such a way that one of their large main surfaces faces the opposite wall of the shaft. Preferably, the opposing large main surface forms, respectively, on the inner side of the elevator car, a front surface that is flush mounted in the front surfaces of the sheet panels forming the remaining side wall. In this way, decoration patterns can be applied even without the cost of varnishing, coating or cladding on the inside of the cab. This is possible because when using, for example, beams with colorful varnishes, made at the factory or by the supplier of components, it is possible to contrast contrast, for example, white or gray color (in other words, different color) sheet panels. This arrangement of vertical beams saves installation space and contributes to the maximum use of the existing section of the shaft.

The hollow profiles forming the horizontal beams are, on the contrary, made in such a way that their small main surfaces are arranged horizontally to ensure the greatest possible strength.

Both frames 2a, 2b are spaced apart by a certain distance. In this case, this distance is chosen so that between the two frames 2a, 2b, guide shoes 8 and guide rails not shown can be located. This provides significant savings in installation space, since both frames 2a, 2b reduce the space for the useful area of the elevator car, not because they, along with the guide rails, cause additional thickening, but due to the fact that they occupy the space left and right in the shaft from guide rails mounting space.

Both frames 2a, 2b are rigidly interconnected by jumpers 4, 16, as a result of which a solid monolithic supporting structure is formed in the form of a twin frame, in which each of both frames is located symmetrically on the side of the guide rails. Despite the relatively small dimensions of the flat channels, this achieves a widely supported, high-precision and only minimally torsional design and guide. In this case, massive supporting plates 4 for guide shoes, as well as massive anchor angles for supporting ropes, are used as jumpers. Also, the connection function is performed by the bearing stand 6 for the deflecting unit 7, which is firmly fixed to the elevator car. Moreover, the block in the bearing rack shown in FIG. 1 is smaller than in the bearing plates 4, primarily used as jumpers, as a result of which, if you look at the bearing rack separately, the latter is not a sufficient jumper in the sense of the invention.

The jumpers 4, used as bearing plates for the guide shoes 8, are made in this case in the form of metal plates welded end-to-end between the small main surfaces of two hollow profiles, oppositely located and forming tetrahedral vertical beams. Such metal plates are most suitable for the manufacture of jumpers, since it is enough to weld them on the easily accessible outer side of the elevator car on one side with the formation of a high-quality fillet weld.

Vertical and horizontal hollow profiles are interconnected by a plug connection. For this, the vertical hollow profiles are provided with a window 9 in the corresponding section, passing through both large main surfaces, the dimensions of which substantially correspond to the cross section of the horizontal hollow profiles. A horizontal hollow profile is inserted inside such a window. This is preferably carried out in such a way that the horizontal hollow profile protrudes from the window 9 so that both hollow profiles can be welded together to form a fillet weld. With appropriate window sizes, the forces between the horizontal and vertical hollow profiles are transmitted essentially due to a geometrical closure, as a result of which said welds serve primarily to prevent the horizontal profile from slipping out of the window of the corresponding vertical profile. Thus, even with relatively small sizes, a particularly reliable, strong and, above all, well-predicted connection is achieved, for which it is not necessary to add additives to the material to ensure high reliability, in which purely welded joints are required in such areas. A weld to prevent disconnection of the plug connection can be replaced as an alternative with locking with a cotter pin or a corresponding through bolt. True, such alternative solutions have an inherent disadvantage in that they cause a significant thickening in comparison with an extremely flat welded joint and are more expensive to manufacture.

In the lower part of the supporting structure 2, at least four cantilever beams 10 are projected almost perpendicularly to the supporting structure 2, which, if necessary, together with the lower vertical profiles of the supporting structure 2, support the floor 13 of the elevator car. As a result, the cab floor 13 has a large bearing surface and does not have to be particularly stable. However, it does not completely bend.

Although the floor 13 of the elevator car rests in many places on the vertical and cantilever beams 10 (as can be seen from the exemplary embodiment in FIG. 1), however, it is made “floating” with respect to them, namely, it rests on them using intermediate elastomeric elements 18 and is acoustically isolated from the side walls, being associated with them only through appropriate elastomeric materials. Thus, the floor 13 of the elevator car is essentially isolated from the rest of the car 1. This means that, in particular, the vibration generated by the drive with a traction sheave is not transmitted to passengers in the form of unpleasant mechanical noise, and this vibration is not perceived by them as " vibrating floor. " If, in addition, the sheet panels 14, 15, etc., which form the side walls and the back wall, are equipped on the outside with at least partially appropriate noise protection material (mats, plates or bitumen spray, etc.), as is customary in the automotive industry to damp or change the natural frequencies of metal sheets with a large surface, an elevator car can be made with a very quiet and comfortable ride.

It should also be noted that in this case, sensors not shown are built in between the floor of the cabin and the cantilever beams and / or vertical beams, which record the current load on the cabin or at least exceed the maximum load on the cabin, while in a straight section (and not only in the section of rotation of the rope or its suspension) is the load vertically acting on the cab floor or the relative movement of the floor caused by it measured.

Otherwise, the guide means of the elevator car shown in the figures, made in the form of guide shoes 8, are not bolted to the webs 4 carrying them directly, but through an intermediate layer of a damping elastomer (not shown). It also significantly improves the usability of the elevator. Alternatively, insulating gaskets under the guide shoes, i.e. sliding pads, which (like the pads of a car’s disk brake mechanism) are mounted on the main plate, which they hold in the guide shoe, using an insulating intermediate gasket between the main plate and the sliding pads (which is different from the pads of the car’s disk brake mechanism). For a similar reason, in the design of FIG. 1, the bearing strut 6 of the deflecting block 7 and the holding ends 11 of the rope, the eyebolts 12 are mounted on the supporting structure using an elastomeric gasket 19 (an elastomer gasket for the bearing strut 6 is not shown). While the elastomeric gasket 19 prevents or reduces the transmission of vibrations through the eyebolts from the ropes to the elevator car, the elastomeric gasket not shown under the bearing strut 6 should prevent or reduce the transmission of vibrations through the deflecting unit 7 to the elevator car. To do this, the bearing strut goes under the horizontal beams, i.e. it is connected with them by the load caused by pressing, and not by stretching or shear. Only because of this can the appropriate elastomeric gasket be installed without much labor.

Already these measures alone contribute to the extinction so much that floor 13 of the elevator car does not need to be equipped in the form of a forced "floating". However, this kind of “floating” arrangement should be preferred, since it significantly improves comfort, in particular in combination with other extinguishing measures.

The elevator car in the embodiment shown in FIG. 1 is suspended at a ratio of “1: 1”, i.e. the end of the supporting ropes forming the carrier means 3 is fixed on the elevator car 1.

True, such a fastening is made differently than it is known from the prior art, namely, on the elevator car, carrier ropes are fixed that do not go vertically from above. On the contrary, on both frames 2a, 2b that form the supporting structure 2, a bearing strut 6 is fastened in the manner described, which holds the deflecting device, made in this case in the form of a deflecting unit 7. In this case, the bearing strut 6 and the deflecting unit 7 have dimensions in which they do not protrude beyond the imaginary horizontal plane, which in this case in the design shown in figure 1 passes through the four upper ends S of the vertical beams. The deflecting unit 7, whose diameter is less than twelve times the diameter of the rope, deflects the branches 11 of the load-bearing ropes, moving in the direction to the end of the load-bearing ropes firmly fixed on the cab, from a vertical to a horizontal position. The ends of the branches 11 of the supporting ropes are fixed on the eyebolts 17 in the usual way, namely, so that the corresponding rope is passed through the eye of the corresponding eyebolt and the end of the rope protruding from the eye is fixed on the wound section of the rope with a number of rope presses, resulting in a closed, rope loop passed through an eyebolt. True, in this case, the eyebolts are oriented horizontally, and not vertically, as before. At their ends facing the anchor corner 16, the eyebolts 17 are provided with a thread on which a nut is screwed that holds the eyebolts 17 in their hole in the anchor corner 16 (more precisely, as a rule, several locked nuts). With the help of a nut, the length of individual eyebolts 17 can be adjusted so that in this way it is possible to carry out the same adjustment of the length or extension of individual support ropes 3. This technique is known per se. However, unlike the prior art, the horizontal orientation of the eyebolts 17 greatly facilitates the subsequent adjustment. The eyebolts 17 are in turn mounted using an elastic insulating strip at the anchor corners 16 of the L-shaped profile, which are welded in the area between the two frames 2a, 2b and at the same time form jumpers for rigid fastening between the two frames 2a, 2b.

As a result, significant space savings are achieved in the head part of the shaft, since due to the fact that the rope sections 11 that are not used due to fastening on the eyebolts are flat above the cab roof between the horizontally located eyebolts 17 and the small deflecting unit 7, it becomes possible increase the lift height of the elevator car so that the traction sheave and deflecting blocks 7 or deflecting block in the head of the shaft and deflecting block 7 are located in close proximity. This method of attaching the rope to the cab 1 is particularly effective in connection with the use of the supporting structure according to the invention, since it becomes possible to use an intermediate space between the frames 2a, 2b, which significantly saves the installation space in the head of the shaft. However, this type of rope fastening is effective, under certain conditions, in the case when the fastening is used without using the specified supporting structure, and in combination with other possible supporting structures.

As is clearly shown in FIG. 1 for the side walls of the elevator car, both forming the supporting structure 2 of the frame 2a, 2b are integrated in the side walls of this car. The side walls consist of sheet profiles 14, 15, etc., as they can be seen quite well in the door zone of the elevator car shown in figures 1 and 2, i.e. left in the image. These sheet profiles were originally flat sheets, which were flanged one or more times on their both long sides to form the flange F. This flanging gives them sufficient strength to withstand the stresses that arise when transported goods or people from the inside lean or lean against the side wall.

At the same time, the flanging provides a very simple fastening of individual sheet profiles (for example, 14, 16) with each other, which is shown in a very approximate form in Fig. 7. In this case, it is enough to attach to each other or to enter into each other the flanges F14, F16 formed by the flanging and then connect them together, for example, with rivets 23, bolts (not shown) or welded points 24. It is even easier to do when the flanges (for example, 14) are equipped with cut-out tongues 25, which for engagement are inserted into the corresponding holes 26 of the adjacent flange (for example, F16). Then adjacent sheet panels (for example, 14, 16) can simply be hung on top of each other and, if necessary, connected in a few few places using the mentioned rivets, bolts, etc.

At the same time, the flanges of the sheet panels 14, 15 serve to fasten the sheet panels to the 2 frames 2a, 2b forming the supporting structure. Simply, the flange of one sheet plate 14 adjacent to the frame 2a or 2b is applied with its surface to the corresponding frame and then joined with bolts, rivets or welded to the frame, if necessary using a gasket of an elastomeric profile or an elastomeric tape. This is necessary to more reliably prevent the transmission of vibration from the frame to the adjacent sheet panel. In the middle, between both frames 2a, 2b, it is advisable to fix a single flanged, precisely fitted sheet panel 15. This is done in the same way as described above for sheet panels 14. Additionally, sheet panel 15 may include a cutout for the control panel. In this case, at the level of the cutout intended for the control panel, the adjacent vertical beam is provided with an opening through which a cable bundle coming from the control panel is passed and fed inside the beam or beams to the ceiling of the elevator car in the same way as the suspended cable for which it is also used at least one vertical beam as a protective cable channel for leading to the ceiling of the elevator car (control panel and conduits are not shown).

As shown quite clearly in FIG. 2, both frames 2a, 2b that form the supporting structure 2 are integrated into the elevator car also in the area of its roof. This is achieved due to the fact that two large layered plates are flanged to both large outer sides of the horizontal beams. And although they are not self-supporting in the sense that they are capable of transferring the loads falling on the cab, nevertheless they are so rigid that the roof of the elevator car allows it to move around during maintenance work. Since the laminated plates are also connected to the side walls, the load from the fitter standing on the roof of the cab is transferred not only to the supporting structure 2, but also to a certain extent is diverted through the side walls, which prevents the formation of an excessively large cantilever moment. As an alternative or for additional support of the laminated plates, a protruding auxiliary frame can be provided for absorbing the load from walking, more about this in another place.

As usual, on the roof of the elevator car are provided, depending on the size of the head of the shaft, if necessary, folding safety rails (not shown).

Therefore, it is obvious that the supporting structure according to the invention is suitable for use in elevator cabs not only of the same size, but also for a whole series of different elevator cabs, namely, elevator cabs having different lengths (i.e., the length of the elevator car in a direction perpendicular to to the main plane passing through the supporting structure). For example, in the manufacture of an elevator car of a shorter length, it is only necessary to cut the transverse beams 10 and, if necessary, the laminated plates used for the ceiling of the elevator car, designed for the load from people, and use a smaller sheet panel or a narrower special panel for the side walls . This last but not least facilitates the manufacture of custom-built elevator cabs, for example, for mines at sanitation facilities where the section of the mines does not correspond to the norm or normal sizes.

With respect to FIG. 2, the following should also be noted. This figure shows an example embodiment in which the elevator car on its upper side is suspended on a clip, i.e. with a ratio of "2: 1". To ensure that the head of the shaft is as small as possible, the deflecting blocks are already initially made with a very small diameter. To achieve in this case the limit of the possible (or, if necessary, to ensure the possibility of using sparing deflecting blocks of larger diameter), the deflecting blocks 20 are simultaneously shifted slightly further towards the roof of the elevator car. For this, a kind of wheel niche R is made between the two horizontal beams of the frames 2a, 2b, into which the lower half of the deflecting blocks 20 enters. Ideally, the dimensions of the wheel niche are chosen so that the inner front surface of the cab ceiling remains flat, i.e. so that the wheel housing does not protrude inward over the inside surface of the cab ceiling. In particular, in elevator cabins with a very thin ceiling, a wheel niche can, however, go inside the cab. Then it is closed by a box lid, mounted on the ceiling of the elevator car, preferably with the possibility of removal from the inside. To prepare a place for a wheel niche (regardless of whether it enters the cab or not), in most cases it is recommended to shift the lighting in the cab towards the side sections of the cab ceiling or, under certain conditions, even towards the upper sections of the cab side wall (not shown).

The axis 21 of the deflecting blocks is fixed between both horizontal beams and forms, with appropriate bolt fastening, if necessary, an additional jumper connecting the frames 2a, 2b to each other in the described manner.

The solution regarding the wheel housing is particularly practical in connection with the supporting structure according to the invention, however, it can be effectively applied in the case of using another supporting structure to further minimize the required mounting space in the head of the shaft.

It should be further noted that the paired frame made according to the invention can also be optimally applied to such elevator cabs that are suspended on the lower cage with a ratio of “2: 1”. In this case, the deflecting blocks located under the elevator car will be placed optimally, as shown in FIG. In this case, the wheel niche R enters the floor of the elevator car, made, for example, in at least separate sections in the form of a single or thin layer, approximately in the form of a metal plate laid flush with the floor surface and forming a cover for the wheel niche for separating the inner space elevator car.

Finally, it must also be noted that, for example, as an alternative, it is also possible to use four frames like frames 2a, 2b (for example, two parallel, closely adjacent frames on one side of the guide rails and two parallel, closely adjacent frames on the other side of the guide rails), however, such a decision will not be made by the practitioner, as a rule, due to the high cost of manufacture and material, unless the discussion is about patent law issues.

Fig. 3 shows a first embodiment of the supporting structure 2 according to the invention as a separate image, i.e. images of the elevator car without side walls, floor and ceiling. Here you can fully see both frames 2a, 2b, which are interconnected by the jumper plates 4 with the formation of a paired frame, which is extremely stable, transferring essentially all the loads from the bottom up to the carrier and giving the elevator car torsional rigidity.

On both sides of the supporting structure are fixed, preferably welded, on one auxiliary frame 27 and the already mentioned cantilever beams 10. Auxiliary frame 27 and cantilever beams 10 (or an additional auxiliary frame instead), do not carry out the supporting function, which would be comparable to the same twin frame function.

Rather, the auxiliary frame 27 serves in this case only to provide support for the roof of the elevator car or for parts of its structure, so that the roof of the car can withstand the load from people on it. At the same time, the auxiliary frame, if necessary, serves as the basis for mounting the door drive.

The situation is similar with cantilever beams. The latter serve, as already mentioned above, solely to provide support for the floor of the elevator car, so that it does not experience unacceptable bending moments, i.e. the cab floor must be designed so that it does not bend and therefore does not transmit possible tensile forces to the panels forming the side walls associated with it if necessary. In those places where it is required to provide full support for the cab floor, the corresponding measured segments of the cantilever beams are also placed in the interval between the frames 2a, 2b.

In addition, FIG. 3 shows a buffer plate 28, which, as shown, fits perfectly below the horizontal beams and distributes push buffer loads over a large area before they are transferred to the horizontal beams. This is especially advisable in the case when the horizontal beams are made relatively thin-walled and there is a danger that otherwise, in an unfavorable case, they will undergo residual distortion under the influence of a buffer push. The specialist is aware that buffers are provided at the bottom of the shaft for receiving the elevator car when it sits unacceptably deep near the bottom of the shaft, for which detailed explanations are not required. However, it should be noted that the buffer plate 28 also acts as a jumper.

Alternatively, the buffers provided at the bottom of the shaft can also be naturally positioned so that they abut directly against one of the main surfaces of the lower horizontal beams. True, this suggests that for such horizontal beams, corresponding thick-walled hollow profiles are used.

Figure 5 shows a slightly modified example of execution, in which the cantilever beams 10 (of which only one is fully depicted) are made in the form of U-shaped profiles or profiles in the form of a "boat" open on top, in which protruding upwards above their side walls are located them elastomeric elements 18 for insulating the floor and, if necessary, load sensors of the elevator car. However, we are not talking only about a simple replacement in relation to figure 3. On the contrary, in this case, such U-shaped profiles (located at the corresponding depth) are used to provide mounting space for the elastomeric elements 18 and, if necessary, to accommodate sensors (not shown, if necessary, they are built in parallel with the elastomeric elements) to determine the load on the cabin.

4 shows another exemplary embodiment with two options that are further optimized in terms of strength.

In principle, there is a situation in which, at least in the case when the vertical beams of the supporting structure are made as thin-walled as possible in order to save material and reduce weight, the bond strength between horizontal and vertical beams under certain conditions reaches its limit, since in the corners rectangular, serving to place horizontal window beams in vertical beams there is a significant concentration of stresses, which significantly weakens the residual bearing section of vert Ikalny beams in a window zone.

For further improvement, it is advisable to make horizontal beams in the form of pipes that are connected to vertical beams in the same way as the above-described flat channels serving as horizontal beams. This solution is implemented for the front of both upper horizontal beams shown in Fig. 4 of the supporting structure 2 by means of a pipe 29. Indeed, in circular windows intended for pipes, a significantly lower stress concentration is formed, as a result of which the vertical beams are much less attenuated by the windows.

True, under certain conditions, when using a passage pipe 29, difficulties arise associated with ensuring sufficient rigidity of the horizontal bending beams. These difficulties can be overcome by the method, as shown in the example of the rear of both upper horizontal beams of the supporting structure in figure 4, while the right end of the rear upper horizontal beam 31 is depicted with a partially removed wall. In this case, the design looks so that, for example, a horizontal channel 31 is used, for example, a flat channel already used in the structure shown in Figures 1 and 2, which with both ends is inserted into a pipe 30 inserted into a round window in the corresponding vertical beam. Thus, the advantages of a pipe and a flat channel or similar hollow profile are ideally combined. Mounting the corresponding pipe 30 on the flat channel 31 is simple and reliable. Preferably, the pipe 30, the outer diameter of which is selected so that it matches the internal section of the flat channel 31 so that a substantially predetermined force transmission can occur in the vertical direction, is inserted into the flat channel 31 and connected to it, for example, by means of cotter pins, bolts or preferably welding.

List of items

(1) elevator car

(2) supporting structure

(2a) frame

(2b) frame

(3) support ropes

(4) bearing plates for guide shoes

(5) no position assigned

(6) Bearing stand for deflecting unit

(7) deflecting unit

(8) guide shoes

(9) window

(10) cantilever beam

(11) rope end

(12) eyelet

(13) elevator car floor

(14) sheet panel adjacent to the side frame

(15) sheet panel located between the frames

(16) anchor angle for rope ends

(17) eye bolt

(18) elastomeric elements located on the floor side (floating support)

(19) elastomeric elements located on the sides of the ropes

(20) deflecting unit

(21) axis of the deflecting unit

(22) additional sheet panel

(23) rivet

(24) weld point

(25) tongue

(26) pendant hole

(27) auxiliary frame

(28) buffer plate

(29) pipe

(30) pipe / pipe

(31) horizontal beam

(R) wheel housing

(S) ends

(F) flange

Claims (23)

1. An elevator comprising a cabin (1), preferably suspended on its upper side on a carrier and moving along the guide rails, a drive with a traction sheave and a counterweight, characterized in that the supporting structure for transmitting the forces generated by the mass of the cabin and the payload the carrier means and vice versa consists of two frames (2a, 2b) respectively closed around the elevator car in the form of a closed ring made essentially of closed hollow profiles, both frames being rigidly interconnected by jumpers (4, 16) and They indicate a monolithic strong supporting structure in the form of a paired frame, each of which frames is located symmetrically to the side of the guide rails, is not coaxial with the guide rails and uses the free mounting space available on the side near the guide rails, while the frames (2a, 2b) are spaced apart so much so that between them there is space for at least elevator guiding means, the frames being either an integral part of both side walls and the ceiling of the elevator car, or, at least at least substantially the entire surface is adjacent externally to the side walls and ceiling of the elevator car. 2. The elevator according to claim 1, characterized in that the frames are interconnected in several places by rigid jumpers (4, 16, 21) to form a common frame, and the jumpers simultaneously serve as a mounting base for guiding devices, deflecting blocks and / or bearing anchors facilities. 3. The elevator according to claim 1, characterized in that the hollow profiles of the frame are interconnected as a result of the fact that the vertical beams contain respectively a window into which a horizontal beam connected to this vertical beam enters, while the window and the corresponding horizontal beam are preferably shown in correspondence between themselves in such a way that the means for connecting the horizontal and vertical beams additionally provided for the window, essentially, should only prevent the horizontal beam from slipping out of the window . 4. The elevator according to claim 1, characterized in that the horizontal beams are welded to the corresponding vertical beam at the place where they again exit the window of the vertical beam, while the horizontal beams protrude from the corresponding window of the vertical beam, preferably so that when welding an angular seam is formed between both beams. 5. The elevator according to claim 3 or 4, characterized in that the jumper connects two vertical beams at the level of their windows, as a result of which the windows are located on both sides near the jumper, while the size of the jumper in the vertical direction is preferably chosen so that it ended only under the lower edge and above the upper edge of the window. 6. The elevator according to claim 1, characterized in that the guide shoes for guiding the elevator car are mounted on the guide rails in the area between the frames (2a, 2b). 7. The elevator according to claim 6, characterized in that the guide shoes are mounted respectively on the supporting bridge (4), which is fixed on one frame on one frame (2a, 2b) and on its other side on the other frame (2a, 2b), In this case, the carrier bridge (4) is made predominantly in the form of a plate and is butt welded with its vertical end faces to the small main surfaces of the frames (2a, 2b). 8. The elevator according to claim 1, characterized in that the deflecting device (6, 7) for the carrier means located on the side of the elevator car or an anchor device (16, 17) for the carrier means is built between the frames. 9. The elevator of claim 8, characterized in that the deflecting device for the carrier means located on the side of the cab and / or the anchor device for the carrier means is located essentially in the space between the cab ceiling and a horizontal plane, the position of which is defined by the uppermost edges of the generatrix profile frame. 10. The elevator according to claim 1, characterized in that the carrier means branch (11) extending towards the end of the carrier means fixed to the elevator car is deflected from a vertical to horizontal position by means of a deflector mounted on the elevator car (6, 7) for the carrier means and flows horizontally to the anchor device (16, 17) for the carrier means with which it is mounted on the elevator car (1). 11. The elevator according to claim 10, characterized in that the carrier means is a rope or several ropes (3) and that the diameter of the curvature caused by the deflecting device mounted on the elevator car for the carrier means at the rope or each rope is less than 20 times the diameter of the rope preferably less than 12 times the diameter of the rope. 12. The elevator according to claim 10 or 11, characterized in that the carrier means consists of a bundle containing several carrier ropes (3), which passes through the deflecting cable device in such a way that at least one cable extends from the deflecting device in the first in the horizontal direction to the place of its fastening and that at least one other rope extends from the deflecting device along at least approximately in the opposite second horizontal direction to the place of its fastening. 13. The elevator according to claim 1, characterized in that the anchor device for the carrier means comprises a jumper (16) fixed with one of its sides on one frame and the other with its side on the other frame, while the carrier bridge is preferably made in the form of L-, U - or a C-shaped profile and welded with its narrow ends butt to the large main surfaces of the frames (2a, 2b). 14. The elevator according to claim 1, characterized in that the carrier means is a rope or several ropes passed through at least one deflecting block, and that the deflecting block is at least partially located in a wheel recess extending into the ceiling or the floor of the elevator car and the closing deflecting unit from the interior of the car. 15. The elevator according to claim 1, characterized in that the floor of the elevator car rests on frames and has an elastic damping ability. 16. The elevator according to claim 1, characterized in that the horizontal beams of the frames located on the floor side are provided with cantilever beams (10) extending perpendicular to them to provide support for the floor of the elevator car. 17. The elevator according to claim 16, characterized in that, as a result of the use of an elastomer gasket, the floor of the elevator car is floating and rests on horizontal beams and their cantilever beams. 18. The elevator according to claim 1, characterized in that the floor of the elevator car rests on horizontal beams and / or their cantilever beams with an intermediate location of one or more sensors to determine the effective payload on the elevator car. 19. The elevator according to claim 18, characterized in that a soft-elastic connecting element is provided between the floor of the elevator car and its side walls, which does not significantly reduce the floating capacity of the car floor. 20. The elevator according to claim 1, characterized in that the guiding means (8) are located on the frames (2a, 2b) or corresponding jumpers (4) with the provision of elastic damping ability. 21. The elevator according to claim 1, characterized in that the cavity of the vertical and / or horizontal beams of one or both frames is used as a cable channel, in particular, as a rule, for supplying a suspension cable coming from below to the roof of the elevator car. 22. The elevator according to claim 1, characterized in that the hollow profiles of the vertical beams are embedded in the elevator car in such a way that one of the large main surfaces of the profiles forms an obverse on the inside of the elevator car. 23. The elevator according to claim 1, characterized in that the control panel of the elevator car is located between the frames, preferably in such a way that its screen extends onto two surfaces of the hollow profiles forming the frame and faces the interior of the car and is fixed to these profiles.

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