WO2021122049A1

WO2021122049A1 - Elevator system having optimized arrangement of compensating weight elements

Info

Publication number: WO2021122049A1
Application number: PCT/EP2020/084581
Authority: WO
Inventors: Danilo Peric; Martin Rogger
Original assignee: Inventio Ag
Priority date: 2019-12-17
Filing date: 2020-12-04
Publication date: 2021-06-24

Abstract

The invention relates to an elevator system (1) having an elevator cab (3), a counterweight (5), at least one elongate, flexible compensating weight element (23) and at least two guide rails (9) which are parallel to each other. The elevator cab (3) has guide elements (37) on opposite sides and is guided by the guide rails (9) during a vertical movement over the guide elements (37). In relation to a cross-sectional area of the elevator cab (3), a reference point (PK) is defined at a geometric center of a connection line (40) between the two guide elements (37). A weight distribution of the elevator cab (3) is such that a center of gravity (K) of the elevator cab (3) is spaced apart laterally from the reference point (PK). The at least one compensating weight element (23) is fixed to the elevator cab (3), hanging downward from the elevator cab (3), at a position (A1, A2) such that a total weight force, which is composed of a weight force of the elevator cab (3) and a weight force exerted by the at least one compensating weight element (23) on the elevator cab (3), acts within a tolerance range (41) about the reference point (PK).

Description

Elevator system with an optimized arrangement of compensation weight elements

The present invention relates to an elevator installation with at least one compensation weight element provided for weight compensation.

In an elevator system, an elevator car is moved vertically up and down within a structure or building. In particular in applications in which the elevator car is to be moved over large differences in height, the elevator car is mostly held from above with one or more elongated, flexible holding elements such as ropes or belts. The holding elements serve not only to hold the weight of the elevator car, but also to displace it with the aid of a drive machine which is arranged in the shaft head and moves the holding elements. Corresponding ropes or belts are therefore also referred to as suspension traction media (STM - suspension traction media). In order to at least partially compensate for the weight of the elevator car, so that the drive machine has to generate less power to move the elevator car, the holding elements are typically connected to a counterweight at an opposite end. The drive machine thus moves the elevator car and the counterweight in opposite directions.

Depending on where the elevator car and the counterweight are currently located along their travel paths, a more or less long section of the holding traction means runs between the elevator car and the drive machine on the one hand and the drive machine and the counterweight on the other. If, for example, the elevator car is arranged in the highest possible position along its travel path, the counterweight is accordingly arranged in its lowest possible position, so that a sub-area of the holding-traction means between the elevator car and the drive machine is significantly shorter than a sub-area between the drive machine and the counterweight. In a reverse constellation, when the elevator car is arranged at its lowest possible position, the length ratios are reversed.

Since the holding-traction means usually have a considerable length-related dead weight, due to the different lengths of the sub-areas the holding-traction means exerted very different loads on the drive machine due to their own weights in the two extreme constellations mentioned. Accordingly, the drive machine would have to provide a considerable amount of power just to move the differently heavy sub-areas of the holding-traction means.

In order to be able to at least partially compensate for the load differences acting on the drive machine due to the mentioned subregions of the holding-traction means, it was proposed to attach one or more elongated, flexible compensation weight elements to the elevator car and / or to the counterweight. The compensation weight elements can be formed similarly to the holding-traction means with the help of ropes, belts or chains. One or more compensation weight elements can be attached at one end to the elevator car and at an opposite end to the counterweight. A weight per length of the compensation weight elements can be similar to that of the holding-traction means. A length of the compensation weight elements can be dimensioned such that the compensation weight elements sag downwards from the elevator car essentially to a lower end of the travel path of the elevator car. Depending on where the elevator car and the counterweight are along their travels, a portion of the compensation weight elements that bears on the elevator car and a portion of the compensation weight elements that bears on the counterweight are of different lengths. However, the sum of the weights of the sub-area of the holding traction means that hold the elevator car and the sub-area of the combination weight elements that hang on the elevator car below the elevator car is largely independent of the current position of the elevator car. The same applies to the counterweight.

In US 2,537,075 a compensation arrangement for an elevator stranding was proposed. In WO 2012/034899 A1, an elevator with an elevator car and a counterweight and with compensating elements that compensate for the weight of suspension elements on the car side or on the counterweight side was described. There may be a need for an elevator system in which compensation weight elements are advantageously arranged. In particular, there may be a need for an elevator system in which a special arrangement of compensation weight elements contributes to low-wear, low-noise and / or safe operation of the elevator system.

Such a need can be met by an elevator installation according to the independent claim. Advantageous embodiments are defined in the dependent claims and the description below.

According to one aspect of the invention, an elevator system is proposed which has an elevator car, a counterweight, at least one elongated, flexible compensation weight element and at least two guide rails parallel to one another. The elevator car has guide elements on opposite sides and is guided by the guide rails over the guide elements during a vertical movement. In relation to a horizontal cross-sectional area of the elevator car, a reference point is defined at a geometric center of a connecting line between the two guide elements. A weight distribution of the elevator car is designed such that a center of gravity of the elevator car is laterally spaced from the reference point. The at least one compensation weight element is attached to the elevator car hanging down from the elevator car at a position such that a total weight force, which is composed of a weight force of the elevator car and a weight force which is exerted by the at least one compensation weight element on the elevator car, within of a tolerance range around the reference point.

Possible features and advantages of embodiments of the invention can be viewed, inter alia and without restricting the invention, as being based on the ideas and findings described below.

As already stated in the introduction, many elevator systems can, depending on the required traction properties and / or required drive or braking torques and / or permissible inverter currents, with one or more compensation weight elements, for example in the form of compensation chains, compensation ropes or compensation straps. A compensation weight element is attached to the elevator car and / or the counterweight so that its weight, depending on the current position of the named elevator components within the elevator shaft, bears corresponding proportions on the named elevator components.

It was recognized that the compensation weight elements, in addition to their influence on the traction properties and on a performance rating of the drive machine and the inverter, can also have a significant influence on the weight distribution of loads acting on the elevator car. In particular, it was recognized that the weight distribution mentioned can in turn have an influence on other components of the elevator system.

For example, the weight distribution can affect the way in which the elevator car is guided on guide rails when it is moved vertically. Typically, during this displacement, an elevator car is guided on at least two guide rails running parallel to one another. The guide rails run adjacent to opposite sides of the elevator car. On the sides of the elevator car or a frame of the elevator car carrying an elevator car housing, guide elements are regularly provided, which interact with the guide rails and thus guide the elevator car vertically along its travel path. The guide elements can be guide shoes, for example. In the guide elements, bearings, for example roller bearings or slide bearings, can be provided, which can interact with guide surfaces on one of the guide rails. The guide elements can interact with the guide rails in such a way that each of the guide elements can move along a vertical guide line along one of the guide rails essentially without play, but horizontal movements are largely prevented.

It was recognized that, in particular due to an unfavorable weight distribution on the elevator car, considerable forces can be exerted on the guide elements of the elevator car and the guide rails. In order to avoid overloading or damage in particular, the guide elements are therefore usually designed to be very robust and the guide rails with a high mechanical load capacity configured and, for example, attached to the walls of the elevator shaft with sufficiently large consoles. However, this can entail increased costs and / or installation effort. If the components mentioned are not designed to be sufficiently robust or stable, local deformations of heavily loaded parts of a guide element, for example a slight flattening of a guide roller used therein, can occur, for example. As a result, for example, when the guide element moves along the guide rail, disruptive noise development and / or vibrations acting on the elevator car can occur.

In order to largely avoid the aforementioned problem, it is proposed to adapt a configuration in which one or more compensation weight elements are attached to the elevator car in such a way that unfavorable weight distributions on the elevator car are minimized as far as possible.

For this purpose, a reference point is first defined, relative to which one or more positions are to be selected at which the one or more compensation weight elements are to be attached to the elevator car. The reference point should be based on a horizontal cross-sectional area of the elevator car at the geometric center of a connecting line between the two guide elements. In particular, the reference point can lie centrally between the above-mentioned vertical guide lines, along which the guide elements are guided on the guide rails. The horizontal cross-sectional area can run at the level of an underside of a car floor, i.e. approximately where the compensation weight elements are attached to the elevator car.

It must be taken into account that a weight distribution in elevator cars is often designed for structural reasons such that the center of gravity of the elevator car does not coincide with its geometric center or a geometric center through a cross-sectional area of the elevator cage, even in the unloaded state. Instead, inhomogeneous Uast distributions can lead to the center of gravity being arranged significantly laterally away from such a geometric center. The inhomogeneous load distributions can arise, for example, because the elevator car can have a heavy car door arrangement on only one side, on which the door leaves can be moved by a car door drive.

Due to the inhomogeneous and, in particular, asymmetrical load distribution, forces or torsional or tilting moments can be exerted on the elevator car, which in conventional elevator systems have to be absorbed by the guide elements and guide rails.

It is now proposed that the inhomogeneous or asymmetrical weight distribution of the elevator car, which leads to its center of gravity being laterally spaced from the reference point defined above between the guide elements, largely through a clever arrangement of the one or more loads on the elevator car To compensate compensation weight elements.

For this purpose, the at least one compensation weight element should be attached to the elevator car at a position from which it can hang down. The position should be selected so that a total weight force, which is composed of the weight distribution of the elevator car itself and the weight force exerted by the at least one compensation weight element on the elevator car, acts on the elevator car near the reference point defined above.

In other words, the position at which the at least one compensation weight element is attached to the elevator car should be selected so that the at least one compensation weight element is attached to the elevator car depending on its weight and the position at which it is laterally spaced from the reference point , exerts a turning or tilting moment on the elevator car, which largely compensates for the turning or tilting moment caused by the asymmetrical weight distribution of the elevator car itself.

The total force resulting from the asymmetrical weight distribution of the elevator car on the one hand and the asymmetrical fastening of the at least one compensation weight element on the other hand should act on the elevator car at a position that is within a tolerance range around the defined reference point located around. The closer this position is to the reference point, the lower the turning or tilting moments acting on the elevator car or the forces to be transmitted from its guide elements to the guide rails. The distance between said position and the reference point is preferably less than 50 cm. The weight force acting at this position and caused by the compensation weight element is preferably a maximum of 4000 N.

In particular, the tolerance range should be dimensioned in such a way that any forces introduced by the compensation weight elements at a slight distance from the reference point on the elevator car do not exert excessive turning or tilting torques on the elevator car.

The tolerance range should therefore be selected as small as possible. For example, the tolerance range can have dimensions of a few centimeters, for example less than 50 cm, less than 10 cm, preferably less than 5 cm. The tolerance range can preferably extend symmetrically around the reference point. The tolerance range can be designed to be point-symmetrical, i.e. round. Alternatively, the tolerance range can also have a mirror symmetry and, for example, be elongated, for example with an elliptical shape or a rectangular shape.

According to one embodiment, the center of gravity of the elevator car can preferably lie outside the tolerance range extending around the reference point.

This means that the asymmetrical weight distribution of the elevator car is so pronounced that the center of gravity of the elevator car is relatively far away from the reference point between the guide rails. The tolerance range around this reference point should be selected to be so small that the center of gravity of the elevator car no longer falls within this tolerance range.

The clever arrangement of the fastening position of the at least one compensation weight element can then cause the location at which the total weight force acts on the elevator car to be shifted towards the reference point to such an extent that it falls within the tolerance range. According to one embodiment, the elevator installation is preferably equipped with two elongated, flexible compensation weight elements. The two compensation weight elements are hanging down from the elevator car attached to the elevator car in positions such that a total weight force, which is composed of the weight of the elevator car and a weight that is exerted by the two compensation weight elements on the elevator car, within the Tolerance range around the reference point.

In other words, the entire weight compensation to be effected in the elevator installation for the elevator car should preferably be effected with the aid of at least two compensation weight elements. Both compensation weight elements hang down from the elevator car and thus increase the load acting on the elevator car. In this case, ends of the compensation weight elements are attached to the elevator car at a common position or at two laterally spaced apart positions.

The positions are selected depending on the weights of the compensation weight elements so that, together with the asymmetrical weight distribution of the elevator car itself, there is a total weight that acts on the elevator car within the tolerance range around the reference point.

Because at least two separate compensation weight elements are used for weight compensation, the weight compensation can possibly be more easily adapted to circumstances such as an existing asymmetrical weight distribution of the elevator car, spatial conditions within an elevator shaft and / or available compensation weight elements.

For example, according to one embodiment, the two compensation weight elements can have different weights per length. In other words, one of the two compensation weight elements can have a higher weight than the other compensation weight element with the same length. For example, one of the compensation weight elements can have the same structural properties have, such as a holding-traction means used for the elevator system, whereas the other of the compensation weight elements per length can be lighter or heavier than the first-mentioned compensation weight element.

While with compensation weight elements, which are all designed the same and thus have the same length weights, only integer multiples of these length weights can be generated as compensation weights, a larger number of compensation weights can be combined by using different compensation weight elements with different length weights.

In addition, through a clever selection of positions at which these different compensation weight elements are attached to the elevator car, the total resulting total weight force can be shifted as close as possible to the defined reference point between the guide rails.

According to one embodiment, the at least one compensation weight element can be attached to the counterweight hanging down from the counterweight. In this case, the at least one compensation weight element is suspended on the one hand on the elevator car and on the other hand on the counterweight, so that it can sag down between the elevator car and the counterweight and its weight is thus distributed accordingly, acting on the elevator car and the counterweight. As a result, the desired weight compensation between the elevator car and the counterweight can be brought about when they are vertically displaced along the travel paths.

According to a specific embodiment, the counterweight can have guide elements on opposite sides and be guided by guide rails during a vertical movement over the guide elements. At least two compensation weight elements can be attached to the elevator car hanging down from the counterweight at positions such that a weight force exerted by the two compensation weight elements on the counterweight is within a tolerance range of a geometric one Acts middle between the two guide elements.

In other words, similar to the elevator car, the counterweight can be displaced laterally guided on guide rails via guide elements. In the event that only one compensation weight element is attached to the counterweight, it should be positioned as centrally as possible between the guide rails. For the preferable case that two compensation weight elements, in particular two compensation weight elements with different length weights, are attached, these should be attached to the counterweight in such a way that the total weight force they exert on the counterweight, preferably a maximum of 4000 N, is close to engages geometric center between the guide elements, in particular within a tolerance range around this geometric center.

The tolerance range can, but does not necessarily have to, have the same dimensions or the same geometry as the above-mentioned tolerance range relating to the positioning of the total weight force on the elevator car.

In particular, the tolerance range should be dimensioned in such a way that any forces introduced onto the counterweight by the compensation weight elements at a slight distance from the geometric center do not exert excessive rotational or tilting moments on the counterweight.

The tolerance range should therefore be selected as small as possible. For example, the tolerance range can have dimensions of a few centimeters, for example less than 50 cm, less than 10 cm, preferably less than 5 cm. The tolerance range can preferably extend symmetrically around the geometric center.

The tolerance range can be designed to be point-symmetrical, i.e. round. Alternatively, the tolerance range can also have a mirror symmetry and, for example, be elongated, for example with an elliptical shape or a rectangular shape.

According to one embodiment, the elevator system can furthermore have at least one elongate, flexible hanging cable, via which the elevator car can be supplied with electricity and electrical signals, for example. The at least one compensation weight element and the at least one hanging cable can go down be attached to the elevator car hanging from the elevator car at positions such that a total weight force, which is composed of the weight force of the elevator car and a weight force which is exerted on the elevator car by the at least one compensation weight element and the at least one hanging cable, is within the tolerance range acts around the reference point.

Hanging cables are used in elevator systems, in particular, to transmit electrical signals between components located in the elevator car, which can move with the elevator car along the elevator shaft, and other components which are, for example, stationarily arranged in the elevator shaft. For example, a control panel provided in the elevator car can transmit signals via a traveling cable to an elevator control arranged stationarily in the elevator shaft. In many cases, traveling cables can be used as an alternative or in addition to the transmission of energy from a stationary energy source to the energy consumers received in the displaceable elevator car. Such an energy consumer can be, for example, a door drive, lighting, an operating panel or the like. The traveling cable runs here as a rule within the elevator shaft and is attached at one end to the elevator car so that it can hang down into the elevator shaft.

Although traveling cables generally only have to hold their own weight and are not additionally mechanically loaded to the same extent as is usually the case with holding-traction means, an additional load on the elevator car caused by one or more traveling cables can be significant. This applies in particular to applications in which the elevator car can be moved over very long travel paths and, accordingly, very long hanging cables are used.

The force exerted on the elevator car by the at least one traveling cable can contribute to a compensation of load asymmetries resulting from an inhomogeneous weight distribution on the elevator cabin by suitable selection of a position at which the traveling cable is attached to the elevator cabin.

For this purpose, overall the positions at which the at least one compensation weight element and the at least one hanging cable are attached to the elevator car are selected in such a way that asymmetries in the weight of the elevator car are largely compensated for and thus the total weight is effective within the tolerance range around the reference point. Overall, by additionally taking into account the weight exerted by the at least one hanging cable on an overall resulting load distribution on the elevator car, a more precise approximation of the total weight force to the reference point can be achieved.

According to one embodiment, dimensions of the tolerance range around the reference point in a direction parallel to a connecting line between the two guide elements can be greater than dimensions in a direction transverse to the connecting line.

In other words, the tolerance range does not necessarily have to be round, but can also be elongated, i.e. for example elliptical or rectangular. The tolerance range can be wider in a direction parallel to the connecting line between the two guide elements than in a direction transverse to this connecting line.

In other words, it can be acceptable that the position at which the total weight force acts on the elevator car is further offset from the reference point in the direction parallel to the connecting line than in the direction transverse to this connecting line. This can be due to the fact that the first-mentioned position offset leads to a tilting moment in which forces can be transferred to the guide rail in a manner that can be easily absorbed by the guide elements, whereas the second-mentioned position offset leads to torques which are more difficult to transfer from the guide elements to the guide rail can be.

According to one embodiment, the at least one compensation weight element and, optionally, the at least one hanging cable can be attached to positions on the elevator car in such a way that a total weight force, which is derived from the weight force of the elevator car and the weight force generated by the at least one compensation weight element and the optional Hanging cable is exercised on the elevator car, composed, at least then within one The tolerance range around the reference point acts when the elevator car is positioned at a stopping position at which it is kept particularly frequently during operation of the elevator installation.

The weight force exerted on the elevator car by the at least one compensation weight element and the optional at least one hanging cable depends largely on where the elevator car is located along its vertical travel path, i.e. which length portion of the compensation weight element and, if applicable, the hanging cable hangs on the elevator car. As a rule, the greater the weight exerted, the closer the attachment position of the compensation weight element or suspension cable can be chosen to the reference point in order to ultimately be able to compensate for the asymmetrical weight distribution of the elevator car and to allow the total weight force to act within the tolerance range around the reference point.

In general, the attachment positions of the compensation weight element or the hanging cable are fixed. Accordingly, when choosing these attachment positions, a compromise must be found in which a good compensation of the asymmetrical weight distribution of the elevator car can be achieved for as many of the positions to be assumed by the elevator car within the elevator shaft as possible.

For example, the attachment positions could be selected in such a way that this compensation is optimal when the elevator car is in the middle of its vertical travel path. Accordingly, deviations from such an optimal compensation if the elevator car is at its highest possible or lowest possible vertical position would be significantly smaller than would be the case if the attachment positions were optimized for one of these highest or lowest possible vertical positions.

However, it has been found to be advantageous, at least for some applications, to optimize the attachment positions not for an elevator car position in the middle of the vertical travel path, but for a stopping position at which the elevator car is particularly frequently arranged during normal operation. Such a stop position can be, for example, a floor on which the elevator car is to wait for its next use if it is not currently transporting passengers or has been requested by passengers. For example, such a holding position can be at the level of a lobby of a building.

By optimizing the attachment positions for this elevator car position, it can be achieved that, for example, the guide elements are loaded as little as possible in the long periods in which the elevator car is at the frequent stopping position. This can avoid, for example, that slightly elastically deformable guide rollers in the guide elements are deformed by permanent application of force during long waiting phases, in particular flattened locally, and then cause noise and vibrations during cabin shifts.

It is pointed out that some of the possible features and advantages of the invention are described herein with reference to different embodiments. A person skilled in the art recognizes that the features can be combined, adapted or exchanged in a suitable manner in order to arrive at further embodiments of the invention.

Embodiments of the invention are described below with reference to the accompanying drawings, wherein neither the drawings nor the description are to be interpreted as restricting the invention. Show it:

FIG. 1: a vertical sectional view through an elevator installation;

FIG. 2: a horizontal sectional view through an elevator installation according to an embodiment of the invention; and

FIG. 3: a horizontal sectional view through an elevator installation according to a further embodiment of the invention.

The figures are only schematic and not true to scale. In the various figures, the same reference symbols denote the same or equivalent features. 1 shows an elevator installation 1 in which an elevator car 3 and a counterweight 5 can be displaced within an elevator shaft 7. The elevator car 3 and the counterweight 5 are guided by guide rails 9, 10 on opposite sides. The elevator car 3 and the counterweight 5 are here held by rope-like or belt-like holding-traction means 11 and can also be moved vertically within the elevator shaft 7 by means of these. For this purpose, the holding-traction means 11 are fixed with their ends on a shaft ceiling 13 of the elevator shaft 7. Also in the area of the shaft ceiling 13 is a drive machine 15, the operation of which can be controlled by an elevator control 16. A first sub-area 11 'of the holding-traction means 11 extends from a first ceiling fixation 17 down to a pulley on the counterweight 5 and from there up again to a traction sheave 19 of the drive machine 15. A second sub-area 11 "of the holding - Traction means 11 extends from the traction sheave 19 down to pulleys on the elevator car 3 and from there back up to a second ceiling fixation 21. Depending on the height at which the elevator car 3 and that counterweight 5 moving in opposite directions within the Elevator shaft 7 are located, the first sub-area 11 'or the second sub-area 11 ″ of the holding-traction means 11 is longer.

In order to be able to compensate for load differences occurring on the drive machine 15 due to the different length subregions 11 ', 11' 'and in particular to be able to optimize traction properties between the holding-traction means 11 and the drive pulley 19 of the drive machine 15 and to be able to meet power and torque requirements In order to be able to reduce the drive machine 15, the elevator installation 1 in the example shown has two elongated, flexible rope or chain-like compensation weight elements 23 ′, 23 ″. Each of the compensation weight elements 23 ‘, 23 ″ is attached with one end to a car floor 25 of the elevator car 3 and with an opposite end at the bottom of the counterweight 5 and can hang down from there into the elevator shaft 7.

For some applications it may be sufficient to let a single compensation weight element 23 sag between the elevator car 3 and the counterweight 5. As explained in more detail below, however, it can be advantageous to provide at least two compensation weight elements 23 ′, 23 ″ for the elevator installation 1. It can also be advantageous if the two compensation weight elements 23 are designed differently and in particular have different length weights.

In the elevator system 1, two traveling cables 27, 27 ″ are also provided. The traveling cables 27, 27 ″ can connect the elevator car 3 to the elevator controller 16, for example. Via the traveling cables 27 ', 27' ', for example, signals can be exchanged between components provided in the elevator car 3, such as an operating panel 29 and the elevator control 16. Additionally or alternatively, the elevator car 3 can be supplied with electrical energy via the traveling cables 27 ', 27' 'in order to be able to operate consumers such as a door drive 31 of a car door 33 or light sources 35, for example.

2 and 3 each show horizontal cross sections through elevator systems 1 according to the invention. 2 illustrates a layout in which the counterweight 5 is arranged behind the elevator car 3, ie on a side of the elevator car 3 opposite the car door 33 is arranged, ie on a side of the elevator car 3 running transversely to the car door 33 next to the car door 33. In the cross-sectional views, in addition to the elevator car 3 and the counterweight 5, the respective guide rails 9, 10 and also with these components vertically These guide rails 9, 10 shown interacting guide elements 37, 38 in the form of guide shoes. In addition, two compensation weight elements 23 ‘, 23" and two hanging cables 27 ‘, 27" are shown. Finally, optionally provided counterweights 39, which are attached to the elevator car 3, are shown.

The figures also show first attachment points A1, A2, at which the compensation weight elements 23 ', 23 "are attached to the elevator car 3, and second attachment points B1, B2, at which the compensation weight elements 23', 23" are attached to the counterweight 5 illustrated. In addition, third attachment points H1, H2 are shown, at which the hanging cables 27 ', 27 ″ are attached to the elevator car 3. A center of gravity K of the elevator car 3 is also shown. In the illustrated layouts of the elevator systems 1, a reference point PK is defined in relation to the cross-sectional area of the elevator car 3, which is located in a geometric center of a connecting line 40 between the two guide elements 37 on the elevator car 3. A corresponding reference point PG is defined in the geometric center between the two guide elements 38 on the counterweight 5.

For the following explanations, a coordinate system for the elevator car 3 is also defined in the horizontal plane of the cross-sectional area, the origin of which is located at the reference point PK, the x-axis of which extends along the connecting line 40 and the y-axis of which is perpendicular to the x-axis . A corresponding coordinate system is defined for the counterweight with an origin at the reference point PG. The x-coordinates and y-coordinates of the respective first, second and third attachment points A1, A2, B1, B2, Hl, H2 relate to the respective coordinate systems and are to be indicated in the following by corresponding indices “x” and “y” together with the Attachment point names (ie for example Alx) are displayed. Coordinates of the various attachment points A1, A2, B1, B2, HI, H2 are illustrated in the figures.

In order to be able to compensate for inhomogeneities or asymmetries in the weight distribution of the elevator car 3, the compensation weight elements 23 ', 23 "and possibly the hanging cables 27', 27" with their respective attachment points A1, A2, B1, B2, Hl, H2 should be positioned in this way the elevator car 3 and the counterweight 5 are attached so that the turning or tilting moments caused by the asymmetrical weight distribution on the elevator car 3 by the compensation weight elements 23 ', 23 "and possibly the hanging cables 27', 27" on the elevator car 3 caused forces are at least largely compensated.

A weight GK caused by the weight distribution of the elevator car 3 itself acts on the center of gravity K. The center of gravity K is here arranged significantly laterally offset from the reference point PK. The forces caused by the compensation weight elements 23 ', 23 ″ on the elevator car 3 are denoted by GA1 and GA2, respectively. The forces exerted on the counterweight 5 by the compensation weight elements 23 ′, 23 ″ are denoted by GB1 and GB2, respectively. The ones from the Forces caused by hanging cables 27 ', 27 ″ on the elevator car 3 are denoted by GH1 and GH2, respectively.

The forces GA1, GA2, GBl, GB2, GH1, GH2 caused by the compensation weight elements 23 ', 23 "and the hanging cables 27', 27" on the elevator car 3 or the counterweight 5 depend on the vertical positions at which the elevator car is located 3 and the counterweight 5 are located within the elevator shaft 7. In the following, the specified forces are to be assumed for the case that the elevator car 3 is located at a stop position 45 within the elevator shaft 7, at which it should stop particularly frequently during the operation of the elevator installation 1.

In order to be able to largely compensate for the turning or tilting moments acting on the elevator car 3, the attachment points Al, A2, Hl, H2 of the compensation weight elements 23 ', 23 "and the traveling cables 27', 27" should be selected so that the resulting Total force acts within a tolerance range 41 around the reference point PK. In the example shown, the tolerance range 41 is elongated and has dimensions of TKx in the x direction and dimensions of TKy in the y direction.

In a similar way, the moments acting on the counterweight 5 can be largely compensated by choosing the attachment points B1, B2 of the compensation weight elements 23 ', 23 "so that the total of the two compensation weight elements 23', 23" affects the The weight force exerted by the counterweight 5 acts on the counterweight 5 within a tolerance range 43. In the example shown, this tolerance range 43 is also elongated and has dimensions of TGx in the x direction and dimensions of TGy in the y direction.

Overall, at least one, if possible two or even all three of the following conditions should apply:

(1) GK x Kx + GH1 x Hlx + GH2 x H2x + GA1 x Alx + GA2 x A2x <TKx

(2) GK x Ky + GH1 x Hly + GH2 x H2y + GA1 x Aly + GA2 x A2y <TKy (3) GB 1 x B lx + GB2 x B2x <TGx (in the embodiment from Fig. 2)

GB 1 x B ly + GB2 x B2y <TGy (in the embodiment from FIG. 3)

In summary, various advantages can be achieved with embodiments of the elevator installation described herein. In particular, by using different compensation weight elements with different length weights, the weight differences between the holding-traction means on the one hand and the compensation weight elements and the hanging cables on the other hand can be optimized and reduced to a minimum. The resulting force differences between the side of the elevator car and the side of the counterweight can also be minimized, so that the traction properties can be improved and the required motor and braking torques as well as inverter currents can be reduced.

The choice of position for fixing the compensation weight elements (i.e. the holding points on the floor of the elevator car and the counterweight) can optimize a static balancing of the elevator car and the counterweight and minimize forces on the guide elements (i.e. in particular on guide shoes and their components). In a calculation, the weights of the respective compensation weight elements and their attachment to the elevator car and the counterweight are defined in such a way that the resulting forces and torques on the elevator car and the counterweight in the center of mass are minimized. Thus, the elevator car and the counterweight can be held better (that is, with less frictional losses in the elevator shaft), energy consumption can be reduced, and ride quality can be improved. Forces on the guide elements and the resulting wear can be reduced, which can have a positive effect on the dimensioning of the guide rail as well as the brackets holding it. For example, the counterweight can also be connected to a hanging cable.

Finally, it should be pointed out that terms such as “having”, “comprising”, etc. do not exclude any other elements or steps and that terms such as “a” or “an” do not exclude a plurality. Furthermore, it should be pointed out that features or steps that have been described with reference to one of the above exemplary embodiments, also in combination with other features or steps of others described above Embodiments can be used. Reference signs in the claims are not to be regarded as a restriction.

Claims

1. Elevator installation (1) comprising: an elevator car (3), a counterweight (5), at least one elongate, flexible compensation weight element (23), at least two guide rails (9) parallel to one another, the elevator car (3) having guide elements (37) on opposite sides ) and is guided by the guide rails (9) during a vertical movement over the guide elements (37), with a reference point (PK) at a geometric center of a connecting line (40) between the two guide elements based on a cross-sectional area of the elevator car (3) (37) is defined, wherein a weight distribution of the elevator car (3) is such that a center of gravity (K) of the elevator car (3) is laterally spaced from the reference point (PK), and wherein the at least one compensation weight element (23) downwards from the elevator car (3) hanging on the elevator car (3) at a position (A1, A2) is attached in such a way that a total weight force, which results from a weight force ft of the elevator car (3) and a weight force which is exerted by the at least one compensation weight element (23) on the elevator car (3), acts within a tolerance range (41) around the reference point (PK), the center of gravity (K ) the elevator car (3) lies outside the tolerance range (41) around the reference point (PK), with dimensions (TKx) of the tolerance range (41) around the reference point (PK) in a direction parallel to a connecting line (41) between the two Guide elements (37) are larger than dimensions (TKy) in a direction transverse to the connecting line (41).

2. Elevator installation (1) according to one of the preceding claims, with two elongated, flexible compensation weight elements (23 23 "), the two compensation weight elements (23 23") hanging down from the elevator car (3) at positions on the elevator car (3) are fastened in such a way that a total weight force, which is made up of the weight force of the elevator car (3) and a weight force which is exerted by the two compensation weight elements (23 23 ") on the elevator car (3) is exercised, composed, acts within the tolerance range (41) around the reference point (PK).

3. Elevator installation (1) according to claim 2, wherein the two compensation weight elements (23 23 ″) have different weights per length.

4. Elevator installation (1) according to one of the preceding claims, wherein the at least one compensation weight element (23) is attached to the counterweight (5) hanging down from the counterweight (5).

5. Elevator installation (1) according to claim 4, wherein the counterweight (5) has guide elements (10) on opposite sides and is guided by guide rails (10) during a vertical movement over the guide elements (38), and wherein at least two compensation weight elements (23 '. 23 ") hanging down from the counterweight (5) are attached to the counterweight (5) at positions (B1, B2) in such a way that a weight force exerted by the two compensation weight elements (23', 23") on the counterweight (5) is exercised, acts within a tolerance range (43) around a reference point (PG) at a geometric center between the two guide elements (38).

6. Elevator installation (1) according to one of the preceding claims, further comprising at least one elongated bendable traveling cable (27) via which the elevator car (3) can be supplied with electricity, the at least one compensation weight element (23) and the at least one traveling cable (27) ) hanging down from the elevator car (3) on the elevator car (3) at positions (A1, A2, Hl, H2) are attached in such a way that a total weight force, which results from the weight of the elevator car (3) and a weight, which of at least one

Compensation weight element (23) and the at least one hanging cable (27) is exerted on the elevator car (3), together, acts within the tolerance range (41) around the reference point (PK).

7. Elevator installation (1) according to any one of the preceding claims, wherein the at least one compensation weight element (23) and, optionally, the at least one hanging cable (27) at positions (Al, A2, Hl, H2) on the elevator car (3) in such a way are that a total weight force, which is composed of the weight force of the elevator car (3) and the weight force which is exerted on the elevator car (3) by the at least one compensation weight element (23) and the optional traveling cable (27), at least then within a tolerance range ( 41) acts around the reference point (PK) when the elevator car (3) is positioned at a holding position (45) at which it is held particularly frequently during operation of the elevator installation (1).