WO2008107202A1 - Cabine autoportante - Google Patents

Cabine autoportante Download PDF

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Publication number
WO2008107202A1
WO2008107202A1 PCT/EP2008/001845 EP2008001845W WO2008107202A1 WO 2008107202 A1 WO2008107202 A1 WO 2008107202A1 EP 2008001845 W EP2008001845 W EP 2008001845W WO 2008107202 A1 WO2008107202 A1 WO 2008107202A1
Authority
WO
WIPO (PCT)
Prior art keywords
car
frame
elevator according
support
frames
Prior art date
Application number
PCT/EP2008/001845
Other languages
German (de)
English (en)
Inventor
Wolfgang Adldinger
Thomas Bichler
Original Assignee
Wittur Holding Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Wittur Holding Gmbh filed Critical Wittur Holding Gmbh
Priority to CN2008800033050A priority Critical patent/CN101588981B/zh
Priority to RU2009123954/11A priority patent/RU2472694C2/ru
Publication of WO2008107202A1 publication Critical patent/WO2008107202A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B11/00—Main component parts of lifts in, or associated with, buildings or other structures
    • B66B11/02—Cages, i.e. cars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/34—Details, e.g. call counting devices, data transmission from car to control system, devices giving information to the control system
    • B66B1/3476—Load weighing or car passenger counting devices
    • B66B1/3484—Load weighing or car passenger counting devices using load cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B11/00—Main component parts of lifts in, or associated with, buildings or other structures
    • B66B11/02—Cages, i.e. cars
    • B66B11/0206—Car frames
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B11/00—Main component parts of lifts in, or associated with, buildings or other structures
    • B66B11/02—Cages, i.e. cars
    • B66B11/0226—Constructional features, e.g. walls assembly, decorative panels, comfort equipment, thermal or sound insulation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B11/00—Main component parts of lifts in, or associated with, buildings or other structures
    • B66B11/02—Cages, i.e. cars
    • B66B11/026—Attenuation system for shocks, vibrations, imbalance, e.g. passengers on the same side
    • B66B11/0266—Passive systems
    • B66B11/0273—Passive systems acting between car and supporting frame
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B7/00—Other common features of elevators
    • B66B7/02—Guideways; Guides
    • B66B7/04—Riding means, e.g. Shoes, Rollers, between car and guiding means, e.g. rails, ropes
    • B66B7/048—Riding means, e.g. Shoes, Rollers, between car and guiding means, e.g. rails, ropes including passive attenuation system for shocks, vibrations

Definitions

  • the invention relates to an elevator with a self-supporting car according to the preamble of claim 1.
  • Elevators in elevators have been consistently built to provide a solid car frame into which a platform or closed elevator car is deployed.
  • the platform or the elevator car receive the payload to be transported and / or the persons to be transported.
  • the platform or elevator car hang in the broadest sense in a "ring", the outside around all forces to and from the support means around the platform or the elevator car and thereby claimed some space.
  • German Offenlegungsschrift No. 30 32 240 proposes a self-supporting car, which is to be designed as a rigid, double-walled sheet metal construction.
  • Such a construction is extremely complex and requires a considerable amount of machinery for deep-drawing and just as large Effort in welding.
  • such a double-walled car is an excellent sound box, which is difficult to dampen so that at least halfway acceptable ride comfort is achieved.
  • This patent proposes to use for the self-supporting car in two rigid, on the entire Fahrkorblast incl.
  • the Fahrkorbeigenpreservings dimensioned Gitterrostconstmtechniken one of which forms the car ceiling and the other the car floor.
  • These two gratings are connected by single-walled sheet metal panels, which act as Glasgurte and form the side walls and the rear wall, with each other - without the use of another support structure along the side walls or the rear wall.
  • Such a construction is not unproblematic in various respects. On the one hand, it is not easy to get such a constructed car really torsionally stiff, especially with increasing size or footprint.
  • the supporting structure for transmitting the forces caused by the cage weight including the payload to the suspension element consists of a (closed from the point of view of adhesion) around the cage closed frame, it is unnecessary for the car floor and the car ceiling self-supporting gratings or otherwise to use self-supporting elements, which are designed to be able to endure the entire Fahrkorblast including the Fahrbabeigenpers. This reduces the manufacturing costs. At the same time, the risk of the car twisting is reduced. This is because the car floor is massively supportable in the region of its center of gravity and therefore only much smaller bending moments in the area of the car floor can be overcome.
  • the substantially self-contained hollow profiles which are to be used according to the invention for the frames, are substantially more resistant to twisting than to flaps.
  • che essentially flat tension straps, since the four (or more) walls of a self-contained hollow profile can be supported against each other.
  • the closed around the car around supporting structure consists not only of a single frame, but two spaced apart preferably 100 to 350 mm single frame, not only a solid but also a relatively broad supporting support structure, the symmetrical as a rule runs on both sides of the guide rails and is therefore relatively little prone to twisting from the house.
  • the construction of the invention also comes with smaller heights in the region of the shaft head and possibly also the shaft pit - the latter namely, when the support structure is also integrated into the car floor.
  • the hollow profiles used for the frames have a significantly lower tendency to resonate and also significantly reduce the resonance of the single layer sheet metal walls in which they are integrated. Because the sheet metal walls fall firmly against the frame, the sheet metal wall in question is also divided into several smaller fields. Smaller fields have a low tendency to resonance anyway.
  • the approach 2 provides an advantageous development, in which the two frames 2 a and 2 b are connected to a rigid unit.
  • a rigid unit that allows even smaller dimensions and cross sections, while still ensuring high load capacity and torsional rigidity.
  • spoke 3 describe a particularly advantageous way of securely and simply connecting the frames 2 a and 2 b forming hollow profiles. there it is particularly advantageous from a manufacturing point of view, each of the horizontal support and the vertical support so interlocked that the proposed by claim 4 fillet weld can be welded.
  • the bridge compensates for the weakening which the vertical support first experiences through the window.
  • FIG. 1 shows a first exemplary embodiment of the self-supporting car.
  • FIG. 2 shows a partial view of a second exemplary embodiment of the self-supporting car, which differs from the exemplary embodiment shown by Figure 1 by the type of cable guide on the car and the wheel well, but otherwise is identical.
  • Fig. 3 shows an isolated view of the support structure used for the first two embodiments
  • Fig. 4 shows an isolated view of an alternative second support structure for which partial tubes are used
  • FIG. 5 shows an isolated view of a supporting structure according to FIG. 3 with alternative cantilever beams
  • FIG. 6 shows the manner in which the supporting structure shown in FIG. 4 can be covered with a U-profile in order to provide a defined mounting flange for the connection of the wall panels, etc.
  • FIG. 7 illustrates how in particular the wall-forming sheet-metal panels are to be interconnected
  • the weight and mass forces occurring on the car 1, resulting from the dead weight of the car and its current payload are transmitted to the supporting cables 3 via the support structure 2.
  • the Seilkrääe be transmitted via the support structure 2 to the individual components of the car or the car payload.
  • the support structure 2 consists of two frames 2 a and 2 b. Each of the frames 2 a and 2 b is closed all along along the car 1, thus forming a self-contained "ring". Each of the frames 2 a and 2 b is constructed of hollow profiles which are essentially self-contained - local perforations that do not significantly affect the flexural strength or Verwindu ⁇ gssteiftechnik the respective hollow profile are permissible. In the embodiment shown in FIG. 1, flat channels are used for the frames 2 a and 2 b, that is to say self-contained hollow profiles with a rectangular cross-section, preferably one in which the length of the rectangle forming the outer contour is at least 1.8 times greater , as its width, with a wall thickness of preferably 4 to 12 mm.
  • hollow sections could alternatively be used in the form of pipes or polygonal profiles, not shown here.
  • polyhedra profiles is usually rather a theoretic, since with the said flat channels (compared to polyhedra profiles) an optimal space utilization with good strength can be achieved.
  • tubes instead of the rectangular flat channels. This will be discussed later in more detail.
  • the vertical beams forming the hollow profiles are installed or integrated in the car so that one of its major major surfaces facing the opposite shaft wall.
  • the opposing major major surface each forms on the inside of the car a viewing surface, 1 which fits flush in the visible surfaces of the sheet metal panels, which form the remaining side wall.
  • the hollow sections forming the horizontal beams are oriented so that their main surfaces are horizontal so as to achieve the greatest possible strength.
  • the two frames 2 a and 2 b are arranged at some distance from each other. This distance is here so large that between the two frames 2 a and 2 b, the guide shoes 8 and the guide rails, not shown here place. This saves a considerable amount of space. Because the two frames 2 a and 2 b do not reduce the space available for the usable car floor space in that they apply in addition to the guide rails, but use the right and left of the guide rails anyway in the slot available space.
  • the two frames 2 a and 2 b are rigidly connected to each other by brackets 4, 16, so that there is a uniform, solid support structure in the form of a twin frame, of which each one of the two frames is symmetrical laterally of the guide rails.
  • the bridges here are the massive support plates 4 for the guide shoes and the likewise solid suspension rope anchoring angles.
  • a connection function is also the bearing block 6 for the car fixed pulley 7. However, this is lower in the bearing block shown in Figure 1, as compared to those used primarily as bridges Support plates 4, which is why, if one sees the bracket isolated, with respect to the bearing block can not yet be spoken of a sufficient bridge in the context of the invention.
  • the acting as support plates for the guide shoes 8 bridges 4 are here designed as metal plates, which are each dull between the small major surfaces of two opposite, the vertical carrier forming hollow pro f ⁇ le welded.
  • Such metal plates are best for producing such bridges, because it is sufficient to weld them from the easily accessible Fahrlcorbau toseite each side with a suitably well-baked fillet weld.
  • the vertical hollow profiles and the horizontal hollow profiles are joined by means of a plug connection.
  • the vertical hollow sections are provided at the appropriate place each with its two major major surfaces penetrating window 9, the window sections largely correspond to the cross section of the horizontal hollow profile.
  • the horizontal hollow profile is then pushed through the respective window. This is preferably such that the horizontal hollow profile exits again so far out of the window 9 that the two hollow profiles can thereby be welded by means of a fillet weld.
  • the forces between the horizontal hollow sections and the vertical hollow profile are transmitted essentially by Formschiuss, so that the said welds serve above all to prevent slipping out of the horizontal profile from the window of the respective vertical profile.
  • At least four cantilevers 10 projecting approximately perpendicularly from the support structure 2 are welded, which possibly together with the lower vertical projections. filing the support structure 2 form a support for the car floor 13.
  • the car floor 13 is thus supported over a large area and does not have to be particularly stable in itself. Nevertheless, he is not completely flexible.
  • the car floor 13 is supported at a plurality of locations with respect to the vertical beams and the cantilever beams 10, (in terms of the embodiment shown in FIG. 1), however, it is mounted "floating" in a certain way - it lies with the interposition of Elastomer elements 18 on these and is also acoustically decoupled from the side walls, since he also communicates with these only via appropriate elastomeric materials.In this way, the car floor 13 is compared to the rest of the car 1 is substantially acoustically decoupled. In particular, the vibrations generated by the traction sheave drive are not transmitted to the passengers as unpleasant structure-borne noise, so they are not perceived by them as a "vibrating floor.” In addition, the sheet metal panels 14, 15, etc.
  • Ant idröhnmaterial mats, plates or spray bitumen and the like. Equipped, as known from the automotive industry for damping or changing the natural frequency of large sheet metal surfaces, then can be a very quiet and comfortable running car 1 realize.
  • the guide elements of the elevator car which are shown by way of example as guide elements 8 in the figures, are not bolted directly to the bridges 4 carrying them, but also with the interposition of a damping elastomer layer (not shown in the figures).
  • This also significantly increases ride comfort.
  • guide shoe inserts which have already been implemented in isolation can also be used, ie sliding linings which are mounted on a baseplate (to the extent that they are similar to disc brake linings of a passenger car) with which they are located in the guide shoe be kept, however, using an insulating intermediate layer between the base plate and the sliding coating (insofar as different than disc brake pads in the car area).
  • the bearing block 6 of the guide roller 7 and the cable ends 11 holding eyebolts 12 with the interposition of an elastomer layer 19 attached to the support structure (elastomer layer of the bearing block 6 not shown in the drawing). While the elastomer layer 19 prevents or reduces the transmission of vibrations from the cables to the car via the eyebolts, the elastomer layer (not shown) between the bearing block 6 has the function of preventing the transmission of vibrations to the car via the deflection roller 7 or reduce.
  • the bearing block engages under the horizontal beam, so it is pressure and not zug- or schubbelaslet connected with these. Only this makes it possible to interpose a corresponding elastomer layer without much effort.
  • the car of the embodiment shown in FIG. 1 is suspended "1: 1", that is, one end of the support cables 3 forming the suspension element is fixed to the car 1.
  • the suspension cables are not anchored from above, coming from the vertical direction on the car. Rather, a bearing block 6 is attached to the two support structure 2 forming frame 2 a and 2 b in the manner described and holds, which holds a deflection, here in the form of a guide roller 7.
  • the bearing block 6 and the guide roller 7 are dimensioned so that that they do not protrude beyond the imaginary horizontal plane, which here, in the construction shown in FIG. 1, is spanned by the four upper end faces S of the vertical beams.
  • the deflection roller 7, whose diameter is smaller than 12 times the rope diameter, deflects the leading to the car-mounted end of the supporting cables supporting cable strands 11 from the vertical to the horizontal.
  • the ends of the supporting cable strands 11 are fixed in the usual manner to the eyebolts 17 - namely, by the respective carrying cable through the eyelet of the assigned ordered screw is passed and the cable end emerging from the eyelet is fixed to the incoming cable section with a number of cable clamps, so that there is a closed, the eyelet screw sweeping rope loop.
  • the ⁇ senschiauben are here, however, oriented horizontally and not vertical as before.
  • the eyebolts 17 are provided at their ends facing the anchoring winch 16 with a thread on which a nut is pulled, which holds the eyebolts 17 in their respective bore in the anchoring angle 16 (more precisely: I.
  • the length of the individual eyebolts 17 can be adjusted so as to be able to adjust the length or elongation of the individual support cables 3 evenly or readjust. That's known. Unlike in the prior art, however, the now horizontal orientation of the eyebolts 17 facilitates the adjustment or readjustment substantially.
  • the eyebolts 17 are in turn secured using an elastic, insulating intermediate layer on the L-shaped anchoring angles 16 which are welded between the two frames 2 a and 2 b and at the same time bridges for rigid fixing of the two frames 2 a and 2 b to form one another.
  • the two frames 2 a and 2 b forming the support structure 2 are integrated in the car side walls.
  • the side walls are formed by sheet metal profiles 14, 15, etc., as they are quite well seen in the door area of the car shown in FIGS. 1 and 2, ie left in the picture.
  • These sheet metal profiles are each originally flat metal sheets, at their two long sides are bent one or more times, so that in each case an old flange F results. This fold gives them sufficient stability to withstand the loads that result when goods or persons to be transported lean against them on the side wall or lean against the side wall.
  • the folds enable a very simple attachment of the individual sheet-metal profiles (eg 14, 16) to one another - a fastening, as illustrated in a very rough manner in FIG.
  • the flanges (eg Fl 4) are provided with notched noses 25 adapted to engage corresponding holes 26 of adjacent flanges (e.g. Fl 6) are determined.
  • Adjacent sheet metal panels (eg 14, 16) can then simply be hooked into one another and at most have to be connected to one in a few places by said rivets, screws or the like.
  • the flanges of the sheet metal panels 14, 15, serve at the same time to attach these sheet metal panels to the support structure 2 forming frame 2 a and 2 b. It is easy to abut the flange of a frame 2 a or 2 b adjacent sheet metal panel 14 to the frame in question and screwed, riveted or welded the Velcro with the frame - possibly with the interposition of an elastomer profile or band. This is to prevent even more vibrations from being transmitted to the sheet metal panel connected to it. In the middle between the two frames 2 a and 2 b, a single, accurately bent sheet metal panel 15 is suitably attached. This is done in the same way as previously described for the sheet metal panels 14.
  • this sheet metal panel 15 can be provided with a cutout for the control panel.
  • the adjacent vertical beam is provided with an opening through which the cable set coming from the control panel is felt and then felt within the beam or carrier on the car roof, exactly like that of Hanging cable below, which also uses at least the vertical support as a protective cable channel to get to the roof of the car (control panel and cable guides not shown in the drawing).
  • the two forming the support structure 2 frame 2 a and 2 b are also integrated in the car roof in the car. This by the fact that two large sandwich panels are flanged to the two large outer sides of the horizontally extending support.
  • a cantilevered auxiliary track may be provided to intercept the tread loads, details of which will be given later.
  • the supporting structure according to the invention is suitable not only for the manufacture of a single size of cars, but for a whole series of different cars. Namely, carts with a different car length (i.e., car seat extension perpendicular to the main plane spanned by the support structure).
  • a car length i.e., car seat extension perpendicular to the main plane spanned by the support structure.
  • FIG. 2 shows another exemplary embodiment, namely an exemplary embodiment in which the car is suspended on its upper side in a bottle, that is to say in the ratio "2: 1."
  • the baffles are already familiar from home
  • the deflection Roll 20 at the same time a bit far in the area of the car roof into it.
  • a kind of wheel housing R is provided between the two Horizontalträgem the frame 2 a and 2 b, in which the lower half of the guide rollers 20 protrudes.
  • the wheel well is dimensioned so that the inner visible surface of the car ceiling can still be made flat, ie that the wheel arch does not apply beyond the inner surface of the false ceiling to the inside.
  • the wheel house can also protrude into the interior of the car. He is there then covered with a box-like cover, which is preferably removably attached from the inside to the car ceiling.
  • a box-like cover which is preferably removably attached from the inside to the car ceiling.
  • the axis 21 of the pulleys is mounted between the two Horizontalträgem and forms with appropriate screwing, if necessary, another bridge that summarizes two frames 2 a and 2 b in the manner already described.
  • This wheelhouse solution is particularly practical in connection with the support structure according to the invention, but can also be usefully used when using other support structure in order to further minimize the space required in the shaft head.
  • twin frame according to the invention can also be usefully used for such cars, which are suspended in a lower case in the ratio "2: 1."
  • the deflection rollers to be mounted under the car are then mounted in a corresponding manner, as shown in FIG.
  • the wheel arch R then protrudes into the car floor, which is now, for example, at least partially single-layered or thin-layered, for example in the form of a metal plate inserted flush with the floor surface, which forms a wheel well cover toward the interior of the car forms.
  • Fig. 3 shows a first embodiment of the support structure 2 according to the invention in an isolated representation, d. H. without the side walls, the floor and the ceiling of the car.
  • the two frames 2a and 2b which are joined together by the plates forming the bridges to form an extremely resistant, substantially all the loads at the bottom upwards to the support means and the car its torsional stiffness conferring rigidity, are now readily recognizable are.
  • a subframe 27 and the already mentioned cantilever beams 10 are fixed on both sides, preferably welded.
  • the subframe 27 and the cantilever 10 (or the other, conceivable in their place subframe) take no supporting function that would be comparable to that of the twin frame.
  • the subframe 27 merely serves to provide a support for the car roof or for parts of its structure, so that the car roof can withstand the impact loads arising during its ascent.
  • the subframe optionally serves to provide a mounting base for the door drive.
  • the buffer plate 28 can still be seen, which, as shown, ideally rests against the horizontal support from below and the shock-like buffer loads distributed over a large area before they are introduced into the horizontal support. This is especially useful if the Horizontal carrier are made relatively thin-walled, so that it is to be feared that they forgiven otherwise in an unfavorable case by the buffer impact lasting. Buffers are to be provided in the shaft base in order to catch the car when it is unduly sagged downwards shortly before the shaft bottom is known to the person skilled in the art and needs no further discussion here. It should also be noted that the buffer plate 28 also has a bridging function.
  • the buffer to be provided in the shaft base course can also be arranged so that they each strike directly against one of the main surfaces of the lower horizontal carrier.
  • Fig. 5 shows a slightly modified embodiment in which the cantilever beams 10 (only one of which is shown completely in the drawing) are designed as upwardly open U-profiles or trough-shaped profiles between their side walls upwardly projecting beyond them elastomeric elements 18 for insulation of the floor and possibly also the Fahrkorblast- hitcher record.
  • U-profiles 8die also ran suitably are to create space for the elastomeric elements 18 and possibly the (not shown, possibly built-in parallel to the elastomer elements) sensors for determining the Fahrkorblast.
  • FIG. 4 shows a further exemplary embodiment with two variants that are further optimized under Festigkeilssichtspunlcten.
  • the strength of the connection between the horizontal and the vertical beams u. U. comes to her limit. Because in the corners of the rectangular, serving to accommodate the horizontal beam window in the vertical, kaiträgem there is a not inconsiderable notch effect, which significantly weakens the remaining supporting cross-section of the vertical support in the window area. In order to achieve a further improvement here, it may be useful to carry out the horizontal beam in the form of tubes, which are connected in mutatis mutandis the same manner with the vertical beams, as before serving as a horizontal carrier flat channels. This solution is realized in the front of the two upper horizontal support of the support structure 2 shown in Fig. 4 with the tube 29. Of the round, to be provided for the tubes windows, in fact, a significantly lower notch effect, so that the vertical beams are weakened much less through the windows.
  • a pipe section 30 whose outer diameter is selected so that it corresponds to the clear Irish cross section of the flat channel 31 so far that in the vertical direction a substantially defined power transmission can take place, inserted into Flachen flat channel 31 and connected thereto, z. B. by splitting, screwing or preferably welding.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Fluid Mechanics (AREA)
  • Lift-Guide Devices, And Elevator Ropes And Cables (AREA)
  • Cage And Drive Apparatuses For Elevators (AREA)
  • Carriers, Traveling Bodies, And Overhead Traveling Cranes (AREA)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)
  • Body Structure For Vehicles (AREA)
  • Vehicle Step Arrangements And Article Storage (AREA)

Abstract

L'invention concerne un ascenseur avec une cabine 1 de préférence suspendue par son côté supérieur à un moyen de support et guidée sur des rails, un entraînement par poulies motrices et un contrepoids, dans lequel la structure de support, pour la transmission des forces dues à la masse de la cabine y compris la charge utile au support et inversement, se compose de deux cadres 2a, 2b respectivement fermés autour de la cabine à la manière d'un anneau fermé, qui sont chaque fois constitués de profilés creux essentiellement fermés et dans lequel les deux cadres sont assemblés rigidement l'un à l'autre au moyen de ponts 4, 16, de telle manière qu'il en résulte une structure de support solide unitaire sous la forme d'un cadre jumelé, dont chacun des deux cadres est placé de façon symétrique latéralement aux rails de guidage, n'est pas aligné avec les rails de guidage et utilise l'espace de construction de toute manière disponible latéralement à côté des rails de guidage. Les cadres 2a, 2b sont disposés à distance l'un de l'autre de telle manière qu'il subsiste entre eux un espace pouvant recevoir au moins un élément important de l'ascenseur et que les cadres soit fassent intégralement partie de deux parois latérales et aussi du plafond de la cabine, soit s'appliquent au moins sensiblement par toute leur surface par l'extérieur contre les parois latérales et le plafond de la cabine.
PCT/EP2008/001845 2007-03-07 2008-03-07 Cabine autoportante WO2008107202A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN2008800033050A CN101588981B (zh) 2007-03-07 2008-03-07 自承重式轿厢
RU2009123954/11A RU2472694C2 (ru) 2007-03-07 2008-03-07 Самонесущая кабина лифта

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP07004709A EP1970341B9 (fr) 2007-03-07 2007-03-07 Cabine autoporteuse
EP07004709.7 2007-03-07

Publications (1)

Publication Number Publication Date
WO2008107202A1 true WO2008107202A1 (fr) 2008-09-12

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ID=38265588

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2008/001845 WO2008107202A1 (fr) 2007-03-07 2008-03-07 Cabine autoportante

Country Status (7)

Country Link
EP (1) EP1970341B9 (fr)
CN (1) CN101588981B (fr)
AT (1) ATE430709T1 (fr)
DE (1) DE502007000702D1 (fr)
ES (1) ES2325970T3 (fr)
RU (1) RU2472694C2 (fr)
WO (1) WO2008107202A1 (fr)

Cited By (5)

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CN104010960A (zh) * 2011-12-30 2014-08-27 通力股份公司 电梯厢及电梯
DE202016105628U1 (de) 2015-10-12 2016-10-25 Composyst GmbH Aufzug für kleine Schachtabmessungen
CN106379798A (zh) * 2016-12-05 2017-02-08 安徽睿知信信息科技有限公司 一种货用电梯及电梯轿架结构
DE202016105627U1 (de) 2015-10-09 2017-06-13 Wittur Holding Gmbh Aufzug für kleine Schachtabmessungen
CN115849141A (zh) * 2022-10-27 2023-03-28 沈阳远大智能工业集团股份有限公司 一种一体式电梯轿厢

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JP2011020752A (ja) * 2009-07-13 2011-02-03 Toshiba Elevator Co Ltd エレベータの乗りかご構造
CN101792085A (zh) * 2010-03-31 2010-08-04 江南嘉捷电梯股份有限公司 一种电梯轿架
FI20106044A (fi) 2010-10-11 2012-04-12 Kone Corp Hissi
FI125156B (fi) 2011-08-29 2015-06-15 Kone Corp Hissikori ja hissi
CN102491146A (zh) * 2011-11-28 2012-06-13 昆山京都电梯有限公司 一种电梯下梁和托架结构
CN102616625A (zh) * 2012-04-10 2012-08-01 希姆斯电梯(中国)有限公司 一种货梯导轨机构
EP2792630A1 (fr) 2013-04-16 2014-10-22 Kone Corporation Cabine d'ascenseur et ascenseur
EP2816000A1 (fr) 2013-06-18 2014-12-24 Kone Corporation Cabine d'ascenseur et ascenseur
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ES2325970T3 (es) 2009-09-25
CN101588981B (zh) 2012-09-19
DE502007000702D1 (de) 2009-06-18
ATE430709T1 (de) 2009-05-15
EP1970341B1 (fr) 2009-05-06
EP1970341A1 (fr) 2008-09-17
CN101588981A (zh) 2009-11-25
EP1970341B9 (fr) 2009-10-21
RU2009123954A (ru) 2010-12-27
RU2472694C2 (ru) 2013-01-20

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