Car transfer unit for a car of a personnel transportation device and method for manufacturing a shaft of a personnel transportation device

Abstract

The invention relates to a car transfer unit (100) for a car (104) of a personnel transportation device, wherein the car transfer unit (100) has a car (104), a shaft section (106) of the personnel transportation device and a plurality of detachable transfer devices (102), the car (104) being arranged in the shaft section and being reliably connected in terms of transfer to the shaft section (106) with the use of the transfer devices (102).

Description

Technical Field

[0001] This invention relates to a car conveying unit for a car in a personnel transport device and a method for manufacturing a shaft for a personnel transport device. Background Technology

[0002] For example, personnel transport equipment in the form of an elevator has at least one car that can accommodate people and objects for transport within a building.

[0003] To install personnel transport equipment within a building, the equipment can be transported to the constructed building in parts or in a partially disassembled state and assembled on-site. Here, the maximum size of the personnel transport equipment parts is limited by the size of the openings to be passed through in the building. Specifically, the entrance to the shaft into the personnel transport equipment may, for example, limit the size of the components and parts of the personnel transport equipment to be housed within the shaft.

[0004] The car is likely the largest and heaviest component in personnel transport equipment. It can be assembled from parts and structural components at the bottom of a shaft. Each part can have considerable weight, requiring significant effort from the assemblers. Summary of the Invention

[0005] The main need is for an improved car conveyor unit for personnel transport equipment and an improved method for manufacturing shafts for personnel transport equipment.

[0006] This need can be met by the method of the car conveying unit for personnel transport equipment and the method of manufacturing the shaft for personnel transport equipment according to the present invention. Advantageous embodiments are described in the specification.

[0007] According to a first aspect of the invention, a car conveying unit for a car of a personnel transport equipment is provided, wherein the car conveying unit has a car, a shaft section of the personnel transport equipment, and a plurality of detachable conveying devices, wherein the car is arranged within the shaft section and reliably connected to the shaft section for conveying purposes when using the conveying devices.

[0008] According to a second aspect of the invention, a method for manufacturing a shaft for personnel transport equipment is provided, wherein a car transport unit according to the scheme described herein is placed on the foundation of the shaft, and at least one additional shaft segment is placed on the shaft segment to construct a shaft above the car.

[0009] The feasible features and advantages of the embodiments of the present invention can be considered based on the concepts and understandings described below, but do not constitute a limitation on the present invention.

[0010] Personnel transport equipment can be understood as elevator equipment. Personnel transport equipment may have at least one car that can move along guide rails. Personnel transport equipment may also have multiple cars. These cars can be moved within the building's shaft.

[0011] A shaft can be constructed from multiple shaft segments while the building is being built. Shaft segments can be prefabricated and stacked on-site, connecting to the rest of the building. Each shaft segment can have multiple plate-like wall areas surrounding the internal space of the shaft. These wall areas can be paired and spaced apart from each other. Shaft segments can, for example, have quadrilateral, particularly rectangular, cross-sections, where the opposing wall areas can be distributed parallel to each other. Each shaft segment can be designed with sufficient mechanical load-bearing capacity to support the shaft area above it, and collectively, multiple shaft areas can form a common shaft for personnel transport equipment. For example, shaft segments can be constructed using concrete, reinforced concrete, metal components, metal plates, wooden planks, etc. For example, shaft segments can be transported to the construction site by truck and lifted by crane. One shaft segment can be used as a transport package for a car. Here, the wall areas of the shaft segment can surround the car from all sides, thus protecting the car during transport. The shaft section may have a height at least equal to the height of the car housed within it. The shaft section may be referred to as a prefabricated component or precast element.

[0012] Shaft sections may have anchoring points for components of personnel transport equipment. These anchoring points may be, for example, embedded cast threads. They may also serve as attachment points for lifting devices used to raise the shaft sections, or solely for this purpose. Shaft sections may have prefabricated door openings or access openings. The shaft may be a load-bearing component of the personnel transport equipment. The lowest shaft section may be placed on a pre-prepared foundation for the personnel transport equipment.

[0013] The car can be delivered as a pre-assembled component with shaft sections. The car can be fully assembled in the factory. The car can be transported within the shaft sections. Specifically, the car can be transported in the lowest shaft section and placed on the foundation together with the lowest shaft section. Therefore, the shaft can be constructed using the car already installed within it during building construction. For example, the car can be transported wrapped in a protective membrane. The car can be secured within the shaft sections using multiple conveyor systems. The conveyor systems can prevent relative movement between the car and the shaft sections, or at least keep such relative movement small enough that the car will not collide with the shaft sections even in the event of sudden movement during transport. In particular, the conveyor systems can be configured to transfer the resulting gravitational and inertial forces between the car and the shaft sections.

[0014] To this end, a conveying device for a car of a personnel transport equipment is proposed, wherein the conveying device has a car side, a shaft side, and an intermediate component located between the car side and the shaft side, wherein the car side has at least one abutting surface for abutting against the car, and the shaft side has at least one abutting surface for abutting against the shaft section of the personnel transport equipment.

[0015] A conveying device can be arranged between the shaft section and the car. The conveying device transmits forces generated during transport along the main extension direction of the intermediate component between the car and the shaft section. The length of the conveying device can be adapted to the distance between the car and the shaft section by the intermediate component. For example, the intermediate component can be adjusted in length. Multiple conveying devices can be arranged at different locations between the shaft section and the car to reliably prevent the car from colliding with the shaft section during transport and installation. These conveying devices can be oriented in different directions to prevent the car from moving in those directions. Any two conveying devices can be arranged on opposite sides of the car and oriented in opposite directions. Here, the car can be clamped between the conveying devices.

[0016] The abutment surface of the intermediate component of the conveying device, located on the car side or shaft side, can be adapted to the contour of the abutment point of the car or shaft section. Force can be introduced into the conveying device from the abutment point through the abutment surface or from the conveying device through the abutment surface to the abutment point. These forces can be, in particular, pushing forces.

[0017] The intermediate component may have at least one length-adjustable engaging member. The engaging member can be adjusted in length by rotation. The engaging member may be self-locking. The intermediate component may have at least a portion of the engaging member. The rotatable, elongated threaded rod of the engaging member may have external threads screwed into internal threads at each end. The internal threads may be respectively arranged in connecting elements, wherein one connecting element may connect to the abutment surface on the car side, and another connecting element may connect to the abutment surface on the shaft side.

[0018] Intermediate components, particularly threaded rods, may have tool engagement points for adjusting the tightening mechanism. When using a tool, the tightening mechanism can be adjusted via these tool engagement points. The tool engagement point may be, for example, a hexagonal shape for inserting a fork wrench, a recess for a hook wrench, or at least one through-hole for a connecting rod.

[0019] The intermediate component can have two opposing engagement parts. Tool engagement points can be arranged between the engagement parts. With the aid of opposing engagement parts, i.e., right-hand and left-hand threads, the length adjustment speed of the intermediate component is twice that of a single thread of the same pitch. The second engagement part eliminates the need for a rotatable support on one of the connections.

[0020] The intermediate component may have a damping element. The damping element may be positioned between two sub-sections of the intermediate component. The damping element can reduce but enable relative movement between the sub-sections. The damping element may be a spring. Alternatively, the damping element may be an elastic body.

[0021] The car side of the intermediate component may have at least one additional abutment surface for abutting against the edge of the car. The abutment surface and the additional abutment surface may be arranged at an angle to each other with respect to the edge. The abutment surface on the car side may abut against abutment surfaces on two walls of the car via two abutment surfaces. Due to the different angles of the abutment surfaces, lateral movement of the abutment surfaces on the car side can be restricted or prevented. The abutment surfaces may also be spaced apart from each other. This avoids directly introducing force into the edge of the car.

[0022] The shaft side of the intermediate component may have at least one additional abutment surface for abutting against the corner of the shaft segment. The abutment surface and the additional abutment surface may be arranged at an angle to each other relative to the corner. The shaft side of the intermediate component can abut against two walls of the shaft segment via two abutment surfaces. Due to the different angles of the abutment surfaces, lateral movement of the shaft side of the intermediate component can be restricted or prevented.

[0023] A damping plate can be placed on at least one abutment surface. The damping plate can be made of an elastomer. The damping plate prevents damage to the opposite side. The damping plate can provide damping during transportation.

[0024] The car side of the intermediate component may have a suspension device for suspending itself in the suspension geometry of the car. The suspension device can achieve a form-locking connection between the car and the conveyor in the direction of force of the conveyor. The suspension geometry can be arranged, in particular, on the load-bearing frame or frame of the car. For example, the suspension geometry can be recessed or raised. The suspension device can be separated from the suspension geometry by movement and / or torsion transversely to the direction of force. The conveyor can also transmit traction force, particularly through the suspension device.

[0025] The shaft side of the intermediate component may have a suspension device for suspending into the suspension geometry of the shaft segment. The suspension device enables a formwork-locking connection between the shaft segment and the conveying device in the force direction of the conveying device. The suspension geometry may be specifically arranged at the attachment point of the shaft segment. The suspension geometry may also be located on the outside of the shaft segment. Here, the suspension device may cross or bypass the upper or lower edge of the shaft segment. For example, the suspension geometry may be recessed or raised. The suspension device can be separated from the suspension geometry by movement and / or torsion transversely to the direction of force. The conveying device can also transmit tensile force, particularly through the suspension device.

[0026] The conveyor system can be removed before the personnel transport equipment is installed and subsequently put into operation. In particular, it can be removed before placing one or more additional shaft sections. After the first shaft section is transported and subsequently placed with the car, the conveyor system is no longer needed. The conveyor system can be removed as long as it is easily accessible.

[0027] The weight of the car can be supported by a conveyor system. This weight can be introduced into the shaft section. The conveyor system can maintain a distance between the car and the transported truck to avoid transport damage, such as due to friction.

[0028] The conveying device can be supported between the shaft section and the car, or in other words, the conveying device can be spread out between the shaft section and the car. For support, the conveying device can extend into the gap between the shaft section and the car until it applies a pushing force to both the car and the shaft section. The car can be clamped by the conveying device.

[0029] The conveying device can be suspended from the shaft section and / or the car. The conveying device can hook into at least one undercut on each side. The undercut provides a profile lock for force transmission. Therefore, the conveying device can transmit traction force between the shaft section and the car. The conveying device can transmit both traction and thrust force through the suspended conveyor.

[0030] The attachment points for lifting the car conveyor unit can be arranged on the conveyor. Each conveyor can have at least one attachment point for lifting the car and shaft sections. A crane can be suspended on the attachment points to lift the shaft sections together with the car.

[0031] Alternatively, the weight of the car may not be supported by the conveyor, but rather the car may be directly or indirectly supported by the truck during truck transport. In this case, both the shaft section and the car can be suspended from the crane by cables when the car conveyor unit is lifted into the building.

[0032] The conveying device can be arranged between the edges of the car and the corners of the shaft sections. The conveying device can also be arranged in the diagonal area between the shaft sections and the car. The edges of the car can also be reinforced by the car's underframe or frame. Force can be introduced into the reinforced edges without damaging the car.

[0033] The conveyor systems can be arranged in pairs on opposite sides of the car along its diameter. The paired conveyor systems can compensate for opposing forces. The symmetrical structure of the conveyor systems prevents excessively asymmetrical forces from acting on the car or even prevents car deformation.

[0034] The car transport unit may have a lowermost shaft section or a first shaft section for personnel transport equipment. Specifically, the car may be transported in the lowermost shaft section and raised or lifted together with the first shaft section. Other shaft sections may be installed later, while the car is ready at the lower end of the shaft.

[0035] The car transport unit may also include other components of the personnel transport equipment, i.e., these components are also transported to the construction site within the shaft element. Therefore, these components are protected from the influence of the shaft element and can be transported to the construction site with less energy consumption. In particular, the counterweight of the elevator can be part of the car transport unit. Furthermore, other components such as guide rails and assembly materials are also possible. In this case, the components are fixed within the car transport unit, particularly to the shaft element. These components can also, for example, be arranged inside the car. Attached Figure Description

[0036] The embodiments of the present invention will now be described with reference to the accompanying drawings, which should not be construed as limiting the present invention.

[0037] Figure 1 A diagram showing a car transport unit according to one embodiment; and

[0038] Figure 2 An illustration shows a conveying device for a car conveying unit according to one embodiment.

[0039] These figures are schematic only and not to scale. The same reference numerals in different figures indicate the same or equivalent features. Detailed Implementation

[0040] Figure 1 A diagram is shown of a car transport unit 100 according to one embodiment. Here, the car transport unit 100 includes four transport devices 102, a car 104 of personnel transport equipment (not shown in more detail), and a shaft section 106 of personnel transport equipment. The car 104 is arranged for transport within the shaft section 106. The car 104 is a prefabricated component. The car 104 can be fully assembled. The shaft section 106 is also a prefabricated component. The car transport unit 100 is delivered as a set and lifted from the construction site to the point of use.

[0041] To complete the personnel transport equipment, at the point of use, the shaft of the personnel transport equipment is constructed from other shaft segments via shaft segments 106 having a car 104. The car 104 is then essentially only connected to the drive unit and controller of the personnel transport equipment. Multiple shaft segments 106 are stacked on top of each other at the construction site to form the shaft of the personnel transport equipment until the shaft reaches the desired height. The drive unit can then be arranged, for example, in the uppermost shaft element.

[0042] During transport, conveyor devices 102 are arranged at different locations in the gap 108 between the car 104 and the shaft section 106. The car 104 and shaft section 106 are, for example, quadrilaterals. The conveyor devices 102 are arranged between the edges 110 of the car 104 and the corners 112 of the shaft section 106. Thus, each pair of conveyor devices 102 acts on the opposite edges 110 of the car 104 and is therefore oriented in opposite directions. The four conveyor devices 102 secure the car 104 in the shaft section 106 in various directions.

[0043] Each conveyor 102 is length-adjustable and has an abutment surface 120 that abuts against the wall of the car 104 or the wall of the shaft section 106. The abutment surface 120 is aligned with the wall; thus, the abutment surface 120 abuts flat against the wall of the car 104 or the shaft section 106.

[0044] The car 104 is transported within shaft section 106. During transport, the car 104 is protected within shaft section 106. At the point of use or a designated location, shaft section 106 and the car 104 are lifted together, for example by a crane, and placed on the foundation of the personnel transport equipment to be configured. Other shaft sections are delivered and placed on top of shaft section 106. The car 104 remains in the lowest shaft section 106 until the shaft is completed.

[0045] Figure 2 A diagram is shown of a conveying device 102 for a car conveying unit 100 according to one embodiment. Here, the conveying device 102 substantially corresponds to... Figure 1 One of the conveying devices in the system. Here, the conveying device 102 has an intermediate component in the form of a screw-in member 200, the length of which is variable. The screw-in member 200 further includes a rotatable, elongated threaded rod 201 of the conveying device 102 with external threads, which are screwed into internal threads at each end. The internal threads are respectively arranged in connecting elements 203, wherein one connecting element 203 is connected to the abutment surface 120 on the car side, and the other connecting element 203 is connected to the abutment surface 120 on the shaft side. By screwing in or out the screw-in member, the distance between the two abutment surfaces 120, and thus the length of the conveying device 102, can be adjusted.

[0046] In one embodiment, the intermediate component has a tool engagement point 202. A tool for rotating the intermediate component can be inserted into the tool engagement point 202. This tool engagement point achieves a profile lock between the intermediate component and the tool. This tool allows for greater leverage and can achieve greater torque. The tool can be removed for transport.

[0047] In one embodiment, the threaded rod 200 of the intermediate component has two opposing threaded members. Here, right-hand and left-hand threads are screwed into corresponding connecting elements 203. Due to the opposing rotation of the threaded members, the length of the intermediate component per revolution can be changed by twice the pitch of the threaded members. Tool engagement point 202 is arranged between the two threaded members of the threaded rod 200.

[0048] In one embodiment, a damping plate 204 or a pad made of an elastomer is arranged on the abutment surface 120. The damping plate 204 protects the surfaces of the car 104 and the shaft section 106 and reduces vibration during transport.

[0049] In one embodiment, the conveying device 102 is designed to transmit traction force between the car 104 and the shaft section 106. For this purpose, the abutment surface 120 forms a profile engagement at its abutment point on the car 104 or the shaft section 106. For example, a protrusion may engage with a corresponding recess. The protrusion may be designed as a hook or pin. The recess may be designed as a depression or a through-hole. Profile engagement can also be achieved by a screw-on component.

[0050] Finally, it should be noted that terms such as "having" and "comprising" do not exclude other elements or steps, and terms such as "a" or "one" do not exclude multiple. Furthermore, it should be pointed out that features or steps described with reference to one of the above embodiments can also be used in combination with other features or steps of the other embodiments described above. Any reference numerals in the claims should not be construed as limiting.

Claims

1. A car conveying unit (100) for a car (104) of a personnel transport device, wherein, The car transport unit (100) has a car (104), a shaft section (106) for transporting personnel, and a plurality of detachable transport devices (102), wherein the car (104) is arranged in the shaft section (106) and, when using the transport devices (102), the car is reliably connected to the shaft section (106) for transport, wherein each of the transport devices (102) has a car side, a shaft side, and an intermediate component (200) between the car side and the shaft side that is variable in length, wherein the car side has at least one abutment surface (120) for abutting against the car (104), and the shaft side has at least one abutment surface (120) for abutting against the shaft section (106) for transporting personnel.

2. The car conveying unit (100) according to claim 1, wherein, The weight of the car (104) is supported by the transmission device (102).

3. The car conveying unit (100) according to claim 1 or 2, wherein, The conveyor (102) is supported between the shaft section (106) and the car (104).

4. The car conveying unit (100) according to claim 1 or 2, wherein, An attachment point for lifting the car conveying unit (100) is arranged on the conveying device (102).

5. The car conveying unit (100) according to claim 1 or 2, wherein, The intermediate component (200) whose length can be changed has a screw-in member whose length can be adjusted so that the distance between the abutment surface (120) on the car side and the abutment surface (120) on the shaft side can be changed.

6. The car conveying unit (100) according to claim 1 or 2, wherein, The conveying device (102) is arranged between the edge (110) of the car (104) and the corner (112) of the shaft section (106).

7. The car conveying unit (100) according to claim 1 or 2, wherein, The conveying devices (102) are arranged in pairs on opposite sides of the car (104) along the diameter.

8. The car conveying unit (100) according to claim 1 or 2, wherein, The car transport unit (100) has a lowermost shaft section (106) for personnel transport equipment.

9. A method for manufacturing a shaft for personnel transport equipment, wherein, The car transport unit (100) according to any one of claims 1 to 8 is placed on the foundation of the shaft, and at least one additional shaft segment is placed on the aforementioned shaft segment (106) to construct the shaft above the car (104).

10. The method according to claim 9, wherein, Remove the conveyor (102) before placing the other shaft sections.

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