Mounting kit for boom rail of an elevator position measuring system

Abstract

A multi-part assembly kit (10) for fastening a cantilever rail (12) of a multi-part elevator position measuring system is disclosed, the assembly kit (10) comprising: the cantilever rail (12), wherein a longitudinal end (34) of the rail body (20) is configured to be positively engaged with a first longitudinal edge (70) of an elevator rail (64), so that a cantilever section (32) of the rail body (20), in a finally assembled state of the assembly kit (10), is aligned in a horizontal position and fixed thereto; a locking screw (14) complementary to the rail hole (22); and a cam (16) with a cylindrical cam body (48) which has an eccentrically arranged cam hole (56) with an offset cam hole longitudinal axis (58) in one of its end faces (52); wherein the locking screw (14) is screwed into the cam (16) in a pre-assembled state of the assembly kit (10);and wherein a position of the rail hole (22) and an eccentricity of the cam hole (56) are matched to the elevator rail (64) such that the rail (12), in the pre-assembled state, is automatically pulled into the horizontal position by rotating the cam (16) and / or the screw (14) about the assembly axis (18) relative to the rail (12), while the cam (16) is supported on the elevator rail (64) and the screw (14) is tightened.;

Description

The present disclosure generally relates to a mounting set for a cantilever rail of an elevator position measurement system (hoistway copy system) including a sensor and a code band. Further, the disclosure relates to a method of installing the mounting kit to an elevator rail in an elevator shaft. In particular, the disclosure also relates to the elevator position measurement system itself.In conventional elevators, (exact) positioning of an elevator car within the elevator shaft is associated with a high outlay. Previously, numerous mechanical components such as magnetic tags and limit switches have been used, which made installation of the measurement system in the elevator shaft difficult and increased investment costs. Maintenance was also complicated. The safety requirements were and are high, see EN 81-20 / 21 / 50.In modern elevators, digital elevator position measurement systems or information systems are used, which are also referred to as "shaft copy systems". With the aid of a shaft copy system, a position of the elevator car can be determined exactly in the shaft. Conventional mechanical components are replaced. Elevator and safety functions can be realized with an SIL3-certified sensor system and an SIL3-certified evaluation unit according to EN 81-20 / 21 / 50.FIG. 10 shows a perspective view of an elevator shaft 102 in which a conventional elevator car 104 is moved vertically between three floors S 1-S 3. An (absolute) position of the elevator car 104 is detected with a conventional (digital) elevator position measurement system.Details of the measurement system 100 are shown in enlarged and isolated form in FIG. 11. The measurement system 100 usually comprises a sensor 106, a code band 108 and a conventional (fastening) kit 110. The code band 108 can be absolutely coded and can be read (contactless) optically, magnetically or capacitively by the sensor 106 which is fastened to the cabin AK. The kit 110 may include two elongated (cantilever) rails 112 and 114 to be secured to a vertically oriented elevator guide rail 116 in a desired horizontal (i.e., horizontal) orientation in an upper and lower end region of a conventional elevator guide rail 116 by bolts (bolts) 118, clamping blocks (not shown), and nuts 120. At least two, and preferably four, clamping blocks are provided per rail 112, 114 and are positioned evenly on either side of the elevator guide rail 116 to horizontally longitudinally clamp the elevator guide rail 116 therebetween to horizontally transversely frictionally attach and fix the rails 112, 114 to the elevator guide rail 116. The rails 112, 114 in this case bear with their front sides over the full surface on a rear side of the elevator guide rail 116. Further, the system 100 may include (carabiner) hooks 124 for hooking the code band 108 into the rails 112, 114 and / or into a tension spring 126 that tensions the code band 108 vertically in the chute 102 so as not to contact the sensor 106 while the cabin 104 is moved vertically up and down. Finally, the system 100 may also comprise a securing band 128 which is guided around the spring 126 in order to secure a breakage of the tension spring 126.A position determination accuracy correlates with the accuracy with which the system 100 is installed in the hoistway 102. The installation includes the attachment and alignment (assembly) of the rails 112 and 114 to the elevator guide rail 116, tensioning the code band 108 between the rails 112 and 114, as well as the attachment of the sensor 106 to the car AK, and the alignment of the sensor 106 for non-contact guiding the code band 106 through a reading range of the sensor 106.In the horizontal mounting of the rails 112 and 114, at least two clamping blocks are to be fastened in each case, wherein a high level of skill is required by an engineer, since the screw 118, the rail 112, the clamping block and the nut 120 have to be held in position and simultaneously mounted. In addition, there is a risk that an engineer drops parts during assembly, which results in additional effort. Since the clamping blocks have to be fixed on both sides of the elevator guide rail 116, the fixing can only take place sequentially, which in turn entails the risk that the rail 112 and 114 are not aligned horizontally with respect to the rail 116.The rails 112 and 114 lie flat against the elevator guide rail 116 and are held only in a force-locking manner, depending on the tightening torque of the screw 118. Vibrations, screws 118 tightened too loosely or too high a load can loosen, damage and, in the worst case, release the screw connections.An unintentional fastening of the rails 112 and 114 with an orientation deviating from 90° with respect to the elevator guide rail 116 is possible because the assembler can incorrectly align the rail 112, 114 from the beginning. Since the rail 112, 114 has no positioning elements in order to place it positively on the elevator guide rail 116, it can be mounted horizontally undefined within the slots. The result is that the code band 108 extends obliquely in the shaft 102. In this case, the sensor 106 cannot read the coding correctly (any longer), so that the cabin 104 can no longer be positioned exactly. When persons enter and exit the cabin 104, a trip edge can thus be produced. Increased wear may also occur due to friction between the code band 108 and the sensor 106.In the event of repair, many individual parts must always be replaced and shipped. The number of parts also plays a part in the original delivery.DE 10 2021 109 086 A1 shows a first solution approach which, however, does not yet solve all problems. The fastening kit of DE 10 2021 109 086 A1 comprises many parts and is still too difficult to mount.It is therefore an object of the present disclosure to provide a mounting set for a cantilever rail of an elevator position measurement system and an installation method for such a mounting set, which improve the known mounting sets and which in particular overcome the above-mentioned disadvantages of the prior art.This object is achieved by a multi-part assembly set according to claim 1.The position of the rail hole and the eccentricity of the cam hole are matched to the lift rail such that, when the cantilever rail is held on the lift rail in the horizontal position, the cam is at a distance (i.e. contactless) from the lift rail in a first rotational position and is supported on the lift rail in a press fit (i.e. with a contact) in a second rotational position, which differs from the first rotational position.Furthermore, this may mean that the position of the rail hole and the eccentricity of the cam hole are matched to the elevator rail such that the cantilever rail is oblique and self-supporting in a first rotational angle position of the cam and is aligned horizontally with the elevator rail (and fixed thereto) in a second rotational angle position, which is different from the first rotational angle position.In addition, this can further mean that the position of the rail hole and the eccentricity of the cam hole are matched to the lift rail such that, when the cam and the securing screw are loosely screwed into one another from opposite sides of the cantilevered arm rail through the rail hole (i.e. still rotatable relative to the rail) in a pre-assembled state, the cantilevered arm rail is positioned obliquely (and self-supportingly), in particular by a sliding-on or suspension, on the lift rail and that subsequently the cam is rotatable about the connection axis until the cantilevered arm rail has pulled into its horizontal position, after which the securing screw is tightened in order to fix and secure a corresponding rotational position of the cam.An engineer can easily hang the cantilever rail, on which the securing screw and the cam are already pre-mounted, on the elevator rail and let it hang there. This is possible even with a single hand. There is no longer a risk of individual parts of the assembly kit being lost during this. The cantilever rail is itself supported by tilting in the suspended state. In this case, the assembler has both hands free to position the cantilever rail finally (horizontally align) and then to fix the cantilever rail finally positioned by rotating the cam in such a way that the cantilever rail clamps itself against the lift rail and finally the securing screw is tightened. At the same time, the assembler can secure the cam against slipping during tightening.By rotating the cam relative to the rail, the rail pulls itself from its own (horizontal) position, in which the cantilever portion of the rail is preferably oriented perpendicular to the longitudinal axis of the elevator rail. This rotational movement of the cam can be supported by the assembler in that the screw is rotated in the same direction of rotation as the cam. In this case, the assembler uses two wrenching tools, which he attaches to the cam and the screw and rotates simultaneously in the same direction of rotation.The assembly process is thus simple and requires little time, while at the same time no parts of the assembly set can be lost.The longitudinal end is designed as a grip-like or clamp-like holding section.The holding section engages around the elevator rail, so that the cantilever rail does not fall into the elevator shaft when the assembler releases the cantilever rail in the suspended state.Preferably, the holding portion has a U-shaped or V-shaped cross section when viewed along a width direction of the cantilever rail, wherein the cross section is adapted to engage a first longitudinal edge of the lift rail in a positive fit, preferably such that the rail is pivotable about the lift rail while the holding portion is engaged with the longitudinal edge of the lift rail.The U-shaped or V-shaped cross section facilitates the insertion of the elevator rail into the holding section of the cantilever rail. The U-shape or V-shape encompasses in particular the longitudinal edge of the elevator rail in a clamp-like or handle-like manner.The cross-sectional shape is preferably selected such that the rail is pivotable about the elevator rail in the engaged state. This facilitates a first installation step, in particular if the assembly set is to be placed and aligned on a rear side of the elevator rail. The space conditions within the elevator shaft are often very restricted. The assembler can also install the cantilever rail in the narrowest spaces by moving the cantilever rail only slightly translationally and rotationally.Preferably, the position of the rail hole and the eccentricity of the cam hole are matched to a width of the elevator rail.Usually, the cantilever rail is mounted vertically on the longitudinally extending elevator rail. In other words, this means that the cantilever rail protrudes perpendicularly from the elevator rail.In particular, the cam has at least one claw element which runs at least partially circumferentially on the outside on a lateral surface of the cam, in particular on the end side.The at least one claw element is provided at a location of the cam where the frictional connection is established between the cam and the lift rail. The claw element reinforces the frictional connection.Preferably, each claw element is a thread, in particular a self-tapping thread, with a pitch of 0°. The thread may cut into another longitudinal side of the elevator rail in a final assembled state of the mounting kit, which is opposite to the longitudinal side in a width direction of the elevator rail.The claw element or elements increase the contact surface between the cam and the elevator rail, which in turn improves the frictional engagement. The cantilever rail is securely (horizontally) seated on the lift rail once the mounting kit is finally mounted.In particular, the cam has integrated on its other end face a counter nut-like head.This head allows the assembler to rotate the cam in the same direction as the screw during a middle installation phase, and to rotate the cam in the opposite direction as the screw during the final installation phase. The actual fastening / clamping of the cantilever rail to the elevator rail can be produced via the head of the cam, while the screw serves to secure the cam movement. This means in particular that the assembler does not tighten the screw on one side, but can use the cam for counter-locking.The cantilever rail body preferably has further rail holes which are arranged distributed in a hole section of the rail.In this way, it is possible for the rail to be universally usable for elevator rails of different widths. In other words, the rail does not have to be configured individually for a particular elevator rail. The engineer thus only has to carry along a single rail type to the construction site, which can then be used independently of the elevator type which the engineer encounters at the construction site.Specifically, the rail hole and the other rail holes are arranged in rows that are offset from each other in a width direction of the rail.The same rail can thus be used to be fastened to the upper end or to the lower end of the elevator rail, in particular when the rail is slid onto the elevator rail. The offset rows of holes have a direct effect on an angle of inclination with which the rail can freely hang on the elevator rail during the middle installation phase. The angle of inclination must not be too large, because otherwise the eccentricity of the cam is not sufficient to clamp the lift rail in a force-fitting manner between the cam and the holding section.The above object is further achieved by an elevator position measuring system with a mounting kit of the above-described type.Furthermore, the above-mentioned object is achieved by a method for installing a mounting kit of the above-described type within an elevator shaft, wherein the method comprises the steps of: premounting the mounting kit by guiding the screw through the rail hole and loosely screwing it into the cam, so that the cam is seated almost flush on the rail but is still rotatable relative to the rail; mounting the pre-mounted mounting kit, in particular obliquely under the action of gravity, into the elevator rail; and tightening the screw, whereby the rail pulls automatically, in particular against the force of gravity, into the desired horizontal or horizontal position.It is understood that the features mentioned above and those still to be explained below can be used not only in the respectively specified combination, but also in other combinations or alone, without departing from the scope of the present disclosure.Exemplary embodiments and examples which serve to provide a better understanding of the present invention are illustrated in the drawings and are explained in more detail in the description which follows. The following are shown: FIG. 1 shows a perspective illustration of a mounting kit in a disassembled state; FIG. 2 is a detailed perspective view of a cam of the assembly set of FIG. 1 ; FIG. 3 is a perspective view of the assembly set of FIG. 1 in a pre-assembled state during an initial installation phase; FIG. 4 is a front view of the preassembled assembly set of FIG. 1 during a middle installation phase; FIG. 5 is a front view of the preassembled assembly set of FIG. 1 during a final installation phase; FIG. 6 is a top view of the assembly set of FIG. 4; FIG. 7 is a top view of the assembly set of FIG. 5 ; FIG. 8 is a rear view of the mounting kit of FIGS. 5 and 7 ; FIG. 9 is a side view of a part of an elevator position measurement system comprising two assembly sets, a code band and an (optional) tension spring during a final installation phase; FIG. 10 is a perspective view of an elevator position measuring system according to the prior art (SdT); and FIG. 11 is a detailed view of a portion of the conventional measurement system of FIG. 10.FIG. 1 shows a perspective view of a multi-part assembly kit 10. The mounting kit 10 comprises: a (cantilever) rail 12; a (securing) screw 14; and a cam 16. the rail 12, the screw 14 and the cam 16 are parts of the mounting kit 10. The parts are thus provided separately. The screw 14 and the cam 16 are connectable to each other along a mounting axis 18. The mounting axis 18, which is oriented parallel to the Z direction of the Cartesian coordinate system shown in FIG. 1 by way of example, can be perpendicular to the rail 12.The mounting kit 10 replaces the aforementioned conventional fastening kit, in particular that according to DE 10 2021 109 086 A1.The rail 12 has a rail-like rail body 20 with at least one rail hole 22 therein. The rail body 20 can be plate-shaped. The rail body 20 can extend substantially along its longitudinal axis 26, which is oriented, by way of example, parallel to the X direction of the Cartesian coordinate system shown in FIG. 1. The longitudinal axis 26 preferably corresponds to a central axis (not designated in more detail) of the rail body 20 and preferably extends in a straight line along the rail body 20. The rail body 20 extends substantially along the X direction. A thickness of the rail body 20 extends along the Z direction. A width of the rail body 20 extends along the Y direction.The rail body 20 may be divided along its longitudinal axis 20 into a plurality of sections, such as a mounting section 28, a hole section 30, and a cantilevered arm section 32. The fastening portion 28 shown in FIG. 1 forms a first longitudinal end 34 of the rail body 20 which is opposite a second longitudinal end 36 in the longitudinal direction X. The fastening portion 28, the hole portion 30 and the cantilever portion 32 preferably abut each other directly.The rail body 20 has a front side 38 and a rear side 40. The rail body 20 has a first longitudinal edge 42 and a second longitudinal edge 44, which are parallel to one another and which can be oriented parallel to the longitudinal axis 26. Furthermore, the rail body 20 can comprise one or more code band holes 24 for fastening a code band 108 (cf. FIG. 9 ), which will be discussed in more detail later. The code band holes 24 may be provided in the cantilever portion 32.The cantilever portion 32 forms a cantilever. A "cantilever" is generally understood to mean a beam supported on one side, horizontal or inclined (compare FIGS. 4 and 5 ), on which its own weight and / or other loads (e.g. code band 108) act.The fastening section 28 is preferably formed without holes. The fastening portion 28 can be folded around the Y direction at the first longitudinal end 34 in order to form a holding portion 46, in particular a handle-like holding portion, in particular having a U-shaped or V-shaped cross section, which will be discussed in more detail later. The holding section 46 can be configured to be positively engaged with an elevator rail 64 (cf. FIG. 3 ) such that the cantilever section 32 (in a finally assembled state of the mounting kit 10) is aligned in a horizontal (horizontal) position, in particular perpendicular to the elevator rail 64, and is fixed to the elevator rail 64, cf., for example, FIG. 5.FIG. 2 shows a perspective view of the cam 16 of FIG. 1, the cam 16 having a cam body 48 with a cam longitudinal axis 50 which extends parallel to the Z direction of the coordinate system of FIG. 2, which is oriented identically to the coordinate system of FIG. 1. The cam longitudinal axis 50 represents a central axis of the cam body 48 and extends through the center thereof (not designated in more detail here).The cam 16 may represent a (counter) nut (not further labeled here) complementary to the screw 14.The cam 16 is also comparable to a cam of a camshaft (securing screw 14), that is to say to a circumferentially rounded radial projection which is attached to a rod-shaped shaft. The shaft rotates about its own axis, this rotational movement being converted into a translatory movement (in a radial direction) by the cam attached to it, which will be discussed in more detail later.The cam body 48 may be cylindrical. In the present disclosure, a "cylinder" is understood to mean, in particular, a body which is enclosed by a lateral surface and two intersection circle surfaces (end faces). In the present disclosure, the term "cylinder" is to be understood more generally, and in particular rather in a mathematical sense, according to which a cylinder is defined by a self-contained, at least partially rounded curve in a (planar) plane, wherein the curve is displaced by a fixed distance along a straight line which is not contained in this plane. Two corresponding points of the curve and of the displaced curve can be connected to one another by the section, wherein the totality of these parallel sections defines the associated cylindrical surface (lateral surface). In other words, this means that the cross-sectional area of the cylindrical cam body 48 corresponds only preferably to a (circular) circle or an oval. Other than a circle or an ellipse, waveforms are possible for the self-contained curve, and at least a certain portion of that curve should be rounded which will later be engaged with the lift rail 64.The cam 16 of FIG. 2 has an exemplary circular cross-sectional area which lies in a plane (here the XY plane) on which the cam longitudinal axis 50 is perpendicular. The cam longitudinal axis 50 runs in particular through the center point of this circular cross-sectional area.The cam body 48 has a first end face 52 and a second, opposite end face 54. The end faces 52 and 54 represent exemplary examples of the above-mentioned cross-sectional areas.The cam body 48 has an eccentrically disposed cam hole 56. The cam hole 56 is eccentric to the cam longitudinal axis 50, which in the example of FIG. 2 can also represent the central axis of the cam body 48. The cam hole 56 defines a cam hole longitudinal axis 58 The cam hole longitudinal axis 58 extends parallel to and offset from the cam longitudinal axis 50. The cam hole 56 preferably has an internal thread complementary to an external thread of the screw 14.The cam 16 can have one or more claw elements 60 in the region of the first end face 52. The cam 16 can have a nut-like or screw-head-like (hexagonal) head 62 in the region of the second end face 54, which head will be discussed in more detail later.The cam 16 of FIG. 2 exemplarily comprises three claw elements 60. At least one claw element 60 can be provided. The claw elements 60 can each be implemented by a preferably self-contained, circumferentially running thread with a pitch of 0°. Each of the claw members 60 may preferably be provided in an axial portion of the cam 16 which radially contacts the elevator rail 64, as will be explained later.The claw elements 60 serve to increase a contact surface with the elevator rail 64 (not shown here) in order to improve a frictional fixing and connection between the elevator rail 64 and the cam 16 or the mounting set 10, which will likewise be discussed in more detail later. The frictional engagement is proportional to the size of a contact surface.Each of the claw elements 60 can be configured to automatically cut its path into the material of the lift rail, whereby rotation of the cantilever rail about the y-axis can be prevented.FIG. 3 schematically illustrates a first installation phase for (horizontally) mounting the cantilever rail 10 of the mounting kit 10 of FIG. 1 on the elevator rail 64, which is however only partially illustrated in FIG. 3. FIG. 3 shows an upper end of the elevator rail 64 by way of example. Thus, the lift rail 64 of FIG. 3 extends vertically further downward than is illustrated. The elevator rail 64 extends vertically, here parallel to the (negative) Y direction of the coordinate system of FIG. 3, in an elevator shaft (not shown in detail here). The coordinate system of FIG. 3 is aligned on the exemplary T-shaped cross section of the elevator rail 64. The elevator rail 64 extends linearly substantially along the vertical Y direction. A width B of the elevator rail 64 extends parallel to the X direction in FIG. 3. The elevator rail 64 is fixed in the elevator shaft and serves for guiding an elevator car (not shown) and / or a counterweight (not shown).In FIG. 3, the assembly set 10 is already pre-assembled by the screw 14 having been guided from the rear side 40 of the rail 12 through the (complementary) rail hole 22 and screwed into the cam hole 56 of the cam 16. The screwing can be effected in such a way that the screw 14 and the cam 16 are indeed firmly connected to one another, so that they can be rotated together within the rail 12 about the mounting axis 18 when either the screw 14 or the cam 16 (alone) is rotated about the mounting axis 18 (cf. 1). However, the screw 14 is not yet screwed into the cam 16 to such an extent that a rotation of the screw 14 and / or of the cam 16 relative to the rail 12 would be impossible.The screw 14 is fixed in position with respect to the rail hole 22 in the pre-assembled state of the mounting kit 10. That is, once the screw 16 has been passed through the rail hole 22, a position relative to the rail 12 is substantially invariable, except for manufacturing tolerances. In particular, a diameter (of the threaded shaft) of the screw 14 and a diameter of the rail hole 22 are correspondingly matched to one another. The screw 14 is in this sense complementary to the rail hole 22.In the pre-assembled state, a longitudinal screw axis 66 (compare FIG. 1 ), the longitudinal cam hole axis 58 and a longitudinal rail hole axis 68 (compare FIG. 1 ) are aligned coaxially with respect to one another and coaxially with respect to the mounting axis 18. The screw longitudinal axis 66 can coincide with a central axis of a threaded shank (not shown in detail here) of the screw 14. The rail hole longitudinal axis 68 is preferably perpendicular to the front 38 and / or the back 40 of the rail body 20. The cam hole longitudinal axis 58 is preferably perpendicular to the end face 52 of the cam 16 (cf. FIG. 2 ).In the pre-assembled state, the (planar) end face 52 of the cam 16 faces the front face 38 of the rail body 20 and is preferably seated flush thereon. Flush means that articles facing each other contact each other at any point of their facing surfaces.In the pre-assembled state, an axial play of the screw 14 and the cam 16, which are connected to one another (loosely but preferably already substantially rotationally fixed), can be minimal along the mounting axis 18 so that the cam 16 remains seated with its end face 52 flush on the front face 38, while the assembler horizontally aligns and finalally (position-) fixes the cantilever portion 32 of the rail 12 of the mounting set 10 by tightening the screw 14 (and / or the cam 16). Rotationally fixed means here that objects connected to one another cannot be rotated relative to one another without application of greater forces. Tightening here means that objects which are already rotatably connected to one another are tightened, i.e. rotated further, such that a truly torque-proof final state is obtained, in which the elements are permanently, but releasably, positively and frictionally connected to one another and can no longer be rotated further with respect to one another. A rope knot is tightened, for example. Screws can be tightened.The pre-assembled assembly 10 can be loosely attached from behind to a (planar) rear side 74 of the elevator rail 64 (e.g. by placing and pivoting the rail 12). For this purpose, the U-shaped or V-shaped clamp-like holding section 46 can first be placed against a first (vertically oriented) longitudinal edge 70 of the elevator rail 64 and brought into engagement therewith by the holding section 46 engaging around the longitudinal edge 70 and by the rail 12 then being moved translationally along its longitudinal axis 26 (arrow 76) until the holding section 46 and the longitudinal edge 70 contact one another along the Y direction. In this state, the rail 12 is already aligned horizontally. The rail 12 can then be pivoted forward in the XZ plane about the Y axis (arrow 78), so that the front side 38 of the rail 12 rests flush against the rear side 74 of the elevator rail 64 (not shown). The assembler can thus first hang the holding section 46 (positively) on the first longitudinal edge 70 of the elevator rail, then pull the rail 12 onto the elevator rail 64 and finally pivot the rail 12 about the vertical (Y axis) until the rail 12 rests flush against the rear side 74 of the elevator rail 64. Thereafter, the assembler can release the mounting kit 10, which can remain self-supporting (tilted obliquely with respect to the horizontal H) on the elevator rail 64, as illustrated in FIG. 4. During the movements described above, the cam 16 is preferably located in a first rotational angle position, so that a maximum opening to the holding section results. The first rotational position enables the pre-mounted cam 16 to be moved past the lift rail 64 without collision.It is understood that the pre-assembled assembly 10 can also be slid onto an upper end of the elevator rail 64 from above as an alternative to the movements described in FIG. 3 by the rail 12, preferably already aligned horizontally, being placed onto the elevator rail 64 from above, with its holding section 64 and with the cam 16 as guide elements, and being moved vertically downward. In this case, the pivoting movement described in FIG. 3 is omitted when prepositioning the pre-assembled assembly 10 on the elevator rail 64.FIG. 4 shows a front view of the preassembled mounting kit 10 of FIG. 3 in the suspended state of the rail 12; the cam 16 is in the first rotational angle position, in which a bulge section 80 of the cam 12 is preferably rotated away from the elevator rail 64 to the maximum extent, as will be explained in greater detail below, in order to leave as much space as possible in the initial installation phase. The bulge portion may be a region of the cam 16 where the cross section of the cam 16 protrudes beyond a circular surface, whereas a region of the cam 16 opposite (diametrically) the bulge portion 80 does not extend as far as the circular surface. The corresponding (radial) "overhang" preferably increases steadily (and later also decreases again) as one moves along the circumference. In other words, an outer edge of the bulge portion 80 is radially farther outward than an (imaginary, constant) circle radius, and an outer edge of the opposing region is radially farther inward than the circle radius.In FIG. 4, the rail 12 can hang vertically downward with respect to the horizontal H at an angle of inclination α, wherein the rail 12 is supported on the elevator rail 64 via the cam 16 and the holding section 46. The angle of inclination α is defined between the longitudinal axis 26 of the rail body 20 and the horizontal H or between the longitudinal edge 42 or 44 of the rail body 20 and the horizontal H. The angle of inclination α is preferably in an angle range of 3° to 20°, and in particular between 5° and 10°.In the state shown in FIG. 4, the assembler can release the rail 12 which hangs on the elevator rail 64 in a self-supporting manner. The rail 12 is suspended and fixed between the cam 16 and the holder section 46 at the longitudinal edges 70 and 72 of the elevator rail 64. The pre-assembled rail 12 cannot fall down into the elevator shaft and in particular cannot slide off. Neither screw 14 nor cam 16 can be lost. The assembler has both hands free to align the track 12 finally (horizontally) and to fix it to the lift track 64, as will be described below.FIG. 5 shows a front view of the final assembled assembly 10 of FIG. 3 in a final installation phase. In FIG. 5, the cam 16 is in a second rotational angle position, which differs from the first rotational angle position. The cam 16 has been rotated by approximately 180° about the mounting axis 18 (not shown here), which is perpendicular to the XY plane, i.e. parallel to the Z direction, in FIGS. 4 and 5. In the second rotational angle position, the bulge portion 80 faces the elevator rail 64. In FIG. 4, the bulge section 80 was still facing away from the elevator rail 64. In FIG. 5, the bulge portion 80 is in contact with the second longitudinal edge 72 of the elevator rail 64, and the bulge portion 80 and the holding portion 64 frictionally clamp the elevator rail 64 therebetween in the width direction thereof, i.e., parallel to the X direction.FIGS. 6 and 7 serve to illustrate the first and second rotational angle positions of FIGS. 4 and 5. FIG. 6 corresponds to FIG. 4, wherein the rail 12 is not suspended, but is held actively horizontally. FIG. 7 corresponds to FIG. 5, FIGS. 6 and 7 each show a plan view of the assembly kit 10. It can be seen in FIG. 6 that the cam 16 is spaced apart at a distance A horizontally or horizontally from the second longitudinal edge 72 of the elevator rail 64. In FIG. 6, the cam 16 is in the first rotational angle position. In Figure 7, the cam 16 has been rotated to the second rotational angle position so that the distance A is no longer present because the corresponding space is occupied by the bulge portion 80 (not shown). The cam 16 rests flush against the longitudinal edge 72 of the lift rail 64. The claw members 60 may have cut a path into the material of the lift rail 64 to increase the contact area between the cam 16 and the lift rail 64, which assists in frictional engagement.It is understood that by rotating the cam 16 relative to the rail 12, the obliquely suspended rail 12 (FIG. 4 ) can "pull" automatically, i.e. by itself or automatically, into the desired (horizontal) horizontal position (FIG. 5 ) without the assembler having to lift the rail 12 manually from below. When mounted to the upper end of the elevator rail 64, the rail 12 pulls vertically upward (by a rotational movement about the Z direction), parallel to the Y direction. As will be explained in the following, the rail 12 also automatically pulls downward (see FIG. 9 ) during assembly at the lower end of the elevator rail 64, in particular when the code band 108 is clamped to the upper and lower rails 12 (under tension) by means of a tension spring 126.When the rail 12 is horizontally oriented by rotating the cam 16 about the mounting axis 18 to the second rotational angle position, the bolt 14 may be tightened. To this end, the assembler may secure the cam 16 against further rotation by, for example, retaining the (optional) head 62 (see FIG. 2 ) of the cam 16 with a corresponding wrench (not shown) and correspondingly rotating the screw 14 about the mounting axis 18 with a second wrench until the screw 14 is tightened, preferably with a predetermined torque.FIG. 8 shows a rear view of the mounting kit 10 in the horizontally oriented state of FIG. 7, the cam 16 is in its second rotational angle position, in which the cam 16 and the holding section 46 clamp the elevator rail 64 between them in a force-fitting manner (horizontally). The bulbous portion 80 of the cam 16 faces and contacts the longitudinal edge 72.FIG. 8 serves in particular to illustrate a possible configuration of the hole section 30 of the rail 12. the hole section 30 is configured to have at least one rail hole 22 which is positioned at a location within the hole section 30 which is matched to an eccentricity of the cam 16 and the width B of the elevator rail 64. In FIG. 8, various exemplary configurations of the rail hole 22 are shown, which can comprise, for example, a single rail hole 22- 1, a double rail hole 22- 2 and / or a five-fold rail hole 22- 3. It is understood that any x-fold holes 22 may be provided, which are not illustrated in FIG. 8. In the example of FIG. 8, the bolt 14 is positioned in the rail hole 22 of the five-slot hole 22- 3 that is located rightmost. It should be appreciated that depending on the width B of the lift rail 64, the screw 14 could also have been positioned in one of the other holes of the five-way hole 22- 3. Generally, however, a single single hole 22- 1 is sufficient to achieve the clamping action described above. In this case, the hole 22- 1 only needs to be positioned in an appropriate area inside the hole portion 30. The configuration of the holes 22 is preferably such that the screw 14 is positioned unambiguously in the X and Y directions. In particular, the screw 14 always has (positively) sufficient (rail) material in the "back" under the action of force in the X direction.In FIG. 8, the holes 22 are exemplarily arranged in two rows that may extend parallel to the longitudinal axis 26 (not shown) of the rail 12. This type of arrangement and configuration of the holes 22 has the advantage that the rail 12 can be used for a plurality of elevator rails 64 which are of different widths. The positioning of the holes 22 in the height direction Y is arbitrary. The arrangement in the form of two horizontal rows vertically offset from each other has the advantage that the rail 12 can be more easily slid onto the upper or lower end of the elevator rail 64 in order to be parked during a medium installation phase in the oblique state according to FIG. 4.FIG. 9 is a front view of a first mounting set 10- 1 and a second mounting set 10- 2 to be mounted on the upper and lower ends of the elevator rail 64 and which are parts of an elevator position measurement system. The first mounting set 12-1 is already fully mounted horizontally on the upper end of the lift rail 64, as has been described above by way of example in FIGS. 4-7. The second mounting set 12- 3 is shown in a pre-assembled state corresponding to the state of FIG. 4. This means that the rail 12- 2 is already suspended in the elevator rail 64, but is not yet aligned completely horizontally. The cam 16 of the mounting kit 10- 2 is still rotatable in the rail 12- 2. The rail 12-2 is inclined at an inclination angle α obliquely upward with respect to the horizontal H. This inclination is caused by the code band 108 and the tension spring 126 already hooked into corresponding code band holes 24 in both the upper rail 12-1 and the lower rail 12-2. The code band 108 is oriented almost vertically and is tensioned slightly, but not yet finally, by the tension spring. By rotating the cam 16 of the mounting kit 10-2 to its second rotational angle position, the rail 12-2 aligns itself to its horizontal desired position, which is not shown in Figure 9. As a result, the tension spring is finally tensioned. Subsequently, the bolt 14 of the second mounting kit 10- 2 may be tightened to fix the rail 12- 2 in the horizontal orientation. The mounting of the measuring system can thus be assisted by the force of gravity in the upper rail 12- 1 and by the tensile force of the tension spring 126 in the lower rail 12- 2.It should be emphasized that in the assembly kit 10 the tension spring 126 is tensioned manually by the assembler. The pulling force of 150N (!) is to be applied and at the same time the spring is to be suspended. There is a risk of injury due to the thin metallic code band or due to the tension spring snapping back when the hands slide off. In the present system, the tension spring 126 is tensioned by the tightening of the cam 16.LIST OF REFERENCE CHARACTERS10 Mounting set 12 (cantilever) rail 14 (securing) screw 16 cam 18 mounting axis 20 rail body 22 rail hole 24 code band hole 26 longitudinal axis of 20 28 fastening section of 12 30 hole section of 12 32 cantilever section of 12 34 1 longitudinal end of 20 36 2 longitudinal end of 20 38 front side of 20 40 rear side of 20 42 1 longitudinal edge of 20 44 2 longitudinal edge of 20 46 holding section 48 cam body 50 cam longitudinal axis 52 1 front side 54 2 front side 56 cam hole 58 cam hole longitudinal axis 60 claw elements 62 (hexagonal) head 64 packing rail 66 screw longitudinal axis 68 rail hole longitudinal axis 70 1 longitudinal axis of 64 72 2 longitudinal axis of 64 74 rear side of 64 76 translatory movement 78 swivel movement 80 abdomen portion of 16 100 conventional elevator position measurement system 102 hoistway 104 (elevator) car 106 (elevator) sensor 108 code band 110 conventional mounting kit 112, 114 conventional rail 116 elevator guide rail 118 screw(s) 120 nut(s) 124 hook 126 tension spring 128 securing band A distance B width of 64 H horizontal α inclination angle α

Claims

A multi-part mounting kit (10) for attaching a cantilever rail (12) of a multi-part elevator position measurement system, further comprising a code band (CB) to be scanned by a sensor to be tensioned vertically in an elevator shaft (102), the mounting kit (10) comprising: the cantilever rail (12) having a rail body (20) with a rail hole (22) therein, wherein a longitudinal end (34) of the rail body (20) is configured to be positively engaged with a first longitudinal edge (70) of an elevator rail (64) such that a cantilever portion (32) of the rail body (20), in a final mounted state of the mounting kit (10), is aligned in a horizontal position and fixed thereto, in particular in a rotationally secure manner, and wherein the rail hole (22) defines a rail hole longitudinal axis (68); a securing screw (14) complementary to the rail hole (22) and defining a screw longitudinal axis (66); and a cam (16) having a cylindrical cam body (48) defining a cam longitudinal axis (50) and having in one of its end faces (52) an eccentrically arranged cam hole (56) having an offset arranged cam hole longitudinal axis (58); wherein the securing screw (14) is screwed into the cam (16) along a mounting axis (18) which is coaxial with the screw longitudinal axis (66), the cam hole longitudinal axis (58) and the rail hole longitudinal axis (68) in a pre-mounted state of the mounting kit (10); wherein a position of the rail hole (22) and an eccentricity of the cam hole (56) are matched to the elevator rail (64) such that the cantilever rail (12), in the pre-assembled state, automatically pulls into the horizontal position by rotating the cam (16) and / or the securing screw (14) about the mounting axis (18) relative to the cantilever rail (12), while the cam (16) is supported on the elevator rail (64) and the securing screw (14) is tightened, and wherein the longitudinal end (34) is designed as a grip- or clamp-like retaining portion (46).The multi-part assembly set (10) of claim 1, wherein the retaining portion (46) has a U-shaped, semicircular, or V-shaped cross-section when viewed along a width direction of the rail (12), and the cross-section is adapted to positively engage a first longitudinal edge (70) of the elevator rail (64), preferably such that the rail (12) is pivotable about the elevator rail (64) while the retaining portion (46) is engaged with the longitudinal edge (70) of the elevator rail (64).The multi-part mounting kit (10) according to any one of claims 1 or 2, wherein the position of the rail hole (22) and the eccentricity of the cam hole (56) are matched to a width of the elevator rail (64).Multi-part assembly set (10) according to one of Claims 1 to 3, wherein the cam (64) has at least one claw element (60) which runs at least partially circumferentially on the outside on a lateral surface of the cam (64), in particular on the end face (52).The multi-part mounting set (10) according to claim 4, wherein each claw element (60) is a thread, in particular a self-tapping thread, with a pitch of 0°, which in a finally mounted state of the mounting set (10) cuts into a further longitudinal side (72) of the elevator rail (64), which is opposite the longitudinal side (70) in a width direction of the elevator rail (64).The multi-part assembly kit (10) according to any one of claims 1 to 5, wherein the cam (64) has integrated on its other end face (54) a lock nut-like head (62), which preferably has a hexagonal shape.Multi-part assembly set (10) according to one of claims 1 to 6, wherein the rail body (20) has further rail holes (22) which are arranged distributed in a hole section (30) of the rail (12), such that the rail (12) can be used universally for elevator rails (64) of different widths.The multi-piece mounting kit (10) according to claim 7, wherein the rail hole (22) and the other rail holes (22) are arranged in rows offset from each other in a width direction of the rail (12).An elevator position measurement system comprising a mounting set (10) according to any one of claims 1 to 8.Method for installing a mounting kit (10) according to one of claims 1 to 8 for an elevator position measuring system in an elevator shaft (102), comprising the steps of: premounting the mounting kit (10) by guiding the screw (14) through the rail hole (22) and loosely screwing it into the cam (16), so that the cam (16) is almost flush on the rail (12) but is still rotatable relative to the rail (12); mounting the premounted mounting kit (10), in particular obliquely under the action of gravity, into the elevator rail (64); and tightening the screw (14), whereby the rail (12) automatically pulls into the desired horizontal or horizontal position.

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