Elevator system with suspended cable and compensating support structure

Abstract

The following description relates to an elevator system (1) comprising an elevator shaft (2), a first car (3.1) and a first counterweight (5), a suspension element (6) and a suspension cable (10) attached to a suspension (12) on the first car (3.1) and a compensating suspension element (15) for absorbing a force acting on the suspension (12), wherein the suspension (12) has a vertically movable first guide surface (12.1) for guiding the suspension cable (10) and a fixed second guide surface (12.2) arranged parallel to the first guide surface (12.1) for guiding the suspension cable (10), wherein the compensating suspension element (15) is attached to the first guide surface (12.1) and to the first counterweight (5) and is deflected in the elevator shaft (2) above the first car (3.1) and wherein the suspension cable (10) is guided adjacent to the first guide surface (12.1) and the second guide surface (12.2) and between the first guide surface (12.1) and the second guide surface (12.2) is guided freely in an arc (10.2).

Description

Technical field

[0001] The following descriptions relate to an elevator system comprising a vertically extending elevator shaft, at least one first car movable along the elevator shaft, a first counterweight assigned to the first car, a support element connecting the first car to the first counterweight, a suspension cable attached at a first end to a suspension on the first car for transmitting data and / or energy between the first car and a stationary component of the elevator system, and a compensation support element for absorbing a force acting on the suspension due to the mass of the suspension cable.

[0002] Furthermore, the following explanations concern a procedure for operating such an elevator system. Technical background

[0003] Elevator systems for transporting people and / or goods are an integral part of modern residential and commercial buildings. A typical elevator system comprises one or more vertical elevator shafts, in each of which one or more cars travel between landing positions by means of drive devices, such as suspension drives.

[0004] In such elevator systems, it is common practice to exchange data and / or power between the first car and a stationary component of the elevator system, such as an elevator control unit in a machine room, using a suspended cable. This suspended cable is attached, for example, to the shaft ceiling or wall on one side and to the car on the other, forming a hanging loop below the car. Depending on the car's position in the shaft, a varying proportion of the suspended cable's weight is exerted on the car.

[0005] The weight force exerted on the elevator car by the suspension cable is negligible when the cable is suspended at the car's center of gravity and is absorbed by the suspension element. However, it is often necessary to attach the suspension cable outside the car's center of gravity, for example, in the case of an upper car in a multi-car elevator system where the suspension cable must be routed laterally past a lower car, or when a tensioning device is attached to the center of the car floor, which either allows or prevents the suspension cable from being positioned there. In such cases, the suspension cable is attached, for example, to the side of the car and thus off-center to the direction of force exerted by the suspension element. If the force exerted on the elevator car by the suspension cable is...If the resulting moment load on the elevator car is not compensated, the guide rollers of the elevator car will be adversely and unevenly loaded, resulting in an uneven running of the elevator car and increased wear.

[0006] EP 3 052 422 A1 proposes providing a support device that exerts a force on the suspension of a connecting element – ​​e.g., a suspension cable – on the elevator car, counteracting the force exerted on the suspension by the mass of the connecting element. The support device comprises an additional rope attached to the suspension, guided over a pulley, and fastened to the elevator car's counterweight. The suspension further includes a vertically movable carriage on the elevator car to decouple the forces of the connecting element and the additional rope from the elevator car.

[0007] When using such an additional rope, the problem arises that the additional rope stretches elastically under the changing weight of the suspension cable and its own weight, which also changes with the car's position. Over time, it is also subject to plastic deformation. However, to effectively compensate for the weight of the suspension cable, the additional rope must be kept under constant tension. Furthermore, when using a carriage that moves on the car, the problem is that data and / or power transmission between the carriage and the car must be achieved in a complex manner via a movable connection. There is also the risk that the suspension cable or the additional rope could become entangled, for example, on a shaft component of the elevator system, subjecting the car to high, decentralized forces that could lead to accidents and / or damage to the car or other elevator components.

[0008] Given this situation, the task at hand is to improve force compensation in an elevator system with a decentralized suspension cable attached to a car, and to avoid at least one of the aforementioned problems. Description - Technical Solution

[0009] The present problem is solved by the features of the independent claims. Advantageous embodiments are specified in the dependent claims, the description, and the drawings. Where technically feasible, the teachings of the dependent claims can be combined arbitrarily with those of the main and dependent claims.

[0010] In particular, the problem is solved by an elevator system comprising a vertically extending elevator shaft, at least one first car movable along the elevator shaft, a first counterweight assigned to the first car, a suspension element connecting the first car to the first counterweight, a suspension cable attached at a first end to a suspension on the first car for transmitting data and / or energy between the car and a stationary component of the elevator system, and a compensating suspension element for absorbing a force acting on the suspension due to the mass of the suspension cable, wherein the suspension comprises a first guide surface movable relative to the first car in the vertical direction for guiding the suspension cable in the vertical direction and a fixed surface relative to the first car.a second guide surface arranged parallel to the first guide surface for guiding the suspension cable in the vertical direction, wherein the compensating support element is attached at a first end to the first guide surface and at a second end to the first counterweight and is deflected in the elevator shaft above the first car, and wherein the suspension cable is guided vertically in contact with the first guide surface and the second guide surface and is guided freely in an arc between the first guide surface and the second guide surface.

[0011] The following sections explain advantageous aspects and subsequently describe preferred modified embodiments. Explanations, particularly regarding advantages and definitions of features, are descriptive and preferred, but not limiting. If an explanation is limiting, this will be explicitly stated.

[0012] Where ordinal numbers, such as "first," "second," etc., are used, for example to designate a component, an element, a process step, or a process action, these ordinal numbers are solely for differentiation in the designation and do not indicate any dependencies or sequences. This means, in particular, that a device does not need to have a "first component" to have a "second component." A device can also have a "first component" and a "third component" without necessarily having a "second component." Multiple units with the same ordinal number are also possible, for example, multiple "first components."

[0013] According to the present understanding, an elevator system is designed, for example, with at least one vertical elevator shaft and at least one car, but can also have several parallel vertical elevator shafts and / or several cars, in particular several cars in one elevator shaft. A car is held at a first side of a drive device by a load-bearing element and driven via the load-bearing element, the drive device transmitting the drive torque to the load-bearing element, for example, via a drive shaft. The load-bearing element is further preferably connected at a second side of the drive device to a counterweight associated with the car. A load-bearing element is designed, in particular, as a rope, belt, strap, chain, or the like and carries tensile loads in the direction of its longitudinal extension. A drive device is located, in particular, in a machine room above the elevator shaft.the elevator shafts or in an upper section of an elevator shaft, the so-called shaft head.

[0014] An elevator shaft is a continuous shaft that extends, for example, over several floors of a building and has a cross-section designed for the passage of the elevator car. The elevator shaft includes, in particular, several landing doors on the floors or at various landing positions, as well as other shaft components such as guide rails, an absolute position detection system, additional sensors, and / or a speed limiter for each elevator car. An elevator car comprises, in particular, a car frame and a car cabin housed within it. The elevator car is preferably guided in the elevator shaft by guide rails, with guide rollers of the elevator car rolling along the guide rails and thus determining the horizontal position of the elevator car. Preferably, a counterweight is also guided in guide rails, for example, by means of sliding or rolling elements.

[0015] Insofar as spatial dimensions are referenced here, either absolutely (vertical, horizontal) or relatively (above, beside, below, in front of, laterally, perpendicular to, parallel to, obliquely to, etc.), these dimensions are understood in relation to the Earth's gravitational field. A vertical elevator shaft, therefore, extends upwards from the ground, so that the Earth's gravitational field acts on the components located within the elevator shaft in its longitudinal direction. The directional terms "beside," "laterally," and "in front of" are understood as horizontally offset from the reference element, unless the context explicitly indicates otherwise. The directional terms "below" and "above" are understood as vertically offset from the reference element.

[0016] The suspension cable serves primarily to supply power to the elevator car. Furthermore, the suspension cable also functions as a data cable. Specifically, data is sent and received between the elevator car and the stationary component via the suspension cable, and the elevator car can be controlled via the suspension cable. The suspension cable comprises several individual conductors bundled together. Preferably, the suspension cable is designed as a flat cable; however, the disclosure also includes other cable cross-sections, such as round cables.

[0017] A compensating support element, such as a rope, belt, strap, chain, or similar, carries tensile loads in its longitudinal direction. In particular, the compensating support element is subject to elastic longitudinal strain, meaning it stretches with increasing free-hanging length and thus with increasing weight. Furthermore, under continuous load, the compensating support element also undergoes plastic deformation, especially due to creep effects. Both elastic and plastic strain are influenced by the weight of the suspension cable, which also depends on the position of the elevator car in the shaft. The weight of the suspension cable is transferred directly to the compensating support element. Additionally, a tensioning weight attached to the elevator car can act on the compensating support element to prevent it from sagging.Typically, the compensating support is stretched more by the suspension cable and the tensioning weight in an upper position of the car than in a lower position of the car, with the elastic longitudinal elongation due to the self-weight of the compensating support being subordinate to these influences.

[0018] A guide surface is understood to be a surface, particularly flat or following a trajectory, against which the suspension cable rests, at least partially, for guidance purposes. This contact can be achieved by forced guidance, for example, by holding the suspension cable against the guide surface. Contact can also be achieved by the suspension cable being pressed against the guide surface due to its course and / or forces acting upon it. The suspension cable is, in particular, fixed at the first guide surface in the vertical direction.

[0019] The suspension cable runs from below the car, initially along the first guide surface, and is positioned opposite the car by this surface. The cable then continues along the curve, for example at the upper end of the first guide surface, and then runs down along the second guide surface to a fixed attachment point on the car.

[0020] The solution to the problem with the aforementioned elevator system involves guiding the suspension cable vertically along two guide surfaces on the elevator car. The first guide surface is movable and thus provides the compensating support element with a point of attachment for weight compensation, which adjusts its position to the lengthening of the compensating support element. The second guide surface is fixed relative to the first elevator car, providing a fixed point of attachment for the suspension cable on the car. This allows for a simple and cost-effective connection between the suspension cable and the elevator car, for example, by means of a simple plug connection. Because the suspension cable is guided in an arc between the first and second guide surfaces, length compensation of the suspension cable is possible in accordance with the movement of the first guide surface.Depending on the position of the first guide surface within its range of motion, the arc is formed higher or lower and / or can adapt its shape to the positional relationship between the guide surfaces, so that the suspension cable can follow the elongation of the compensating support element when the attachment point on the first car is fixed. Therefore, when the first car is in a lower position in the elevator shaft, the first guide surface is positioned relatively high on the car due to the low weight of the suspension cable, and the arc of the suspension cable is, for example, high and / or large. Conversely, when the first car is in an upper position in the elevator shaft, a greater weight of the suspension cable acts on the compensating support element, and the first guide surface is positioned relatively low on the car.The arc is then designed as shown in the example below and / or is smaller, whereby the position of the suspension cable attachment to the first car remains unchanged. The portion in contact with the second guide surface can become longer or shorter depending on the direction of movement of the first car. The position of the first guide surface, which moves on the first car, relative to the first car is determined by the length of the compensating support element.

[0021] By providing the second guide surface, the course of the suspended cable can be advantageously determined very precisely, so that in particular the suspended cable cannot come into contact with a shaft wall or shaft components arranged in the elevator shaft in the area of ​​the guide surfaces.

[0022] Alternatively or additionally, the first and second guide surfaces can be arranged parallel to a car wall of the first car and a shaft wall of the elevator shaft. The connecting element is then guided, for example, along one side of the car. By aligning the guide surfaces parallel to the car and the shaft wall, it is easy to guide the suspension cable and keep it safely separated from other components of the elevator system, particularly shaft components. Especially with a flat suspension cable, this also allows for twist-free guidance of the flat cable, with the flat sides of the cable oriented uniformly and perpendicular to the car and the shaft wall along their entire length.

[0023] Alternatively or additionally, the first guide surface can be located adjacent to the car wall and be designed to be translationally movable. For example, the first guide surface is arranged on the car wall or on a safety frame of the car in the area of ​​the car wall. Preferably, the first guide surface is acoustically and / or mechanically decoupled from the car. In this way, a simple movement trajectory of the first guide surface is formed, which allows movement of the first guide surface in a limited movement space that lies flat against the first car and is sufficiently far away from other components of the elevator system, in particular shaft components.Furthermore, by arranging the suspension cable and the compensating support in line with the direction of movement of the first guide surface, it is possible to ensure that the suspension cable and the compensating support are always aligned with each other for mutual force transmission and that the space required for guiding the suspension cable and the compensating support in the entire elevator shaft is small.

[0024] Alternatively or additionally, the first guide surface can extend over the entire height of the first car in the western section. This provides particularly secure guidance with minimal expected positional deviations of the suspension cable. Furthermore, no freely moving section of the suspension cable remains in the area of ​​the first car, thus eliminating the risk of the suspension cable striking the car, for example, due to lateral vibrations. The connecting element is also guided over the entire height of the first car in such a way that the arc between the first and second guide surfaces lies in the upper area of ​​the car, where dynamic position changes and / or adjustments of the arc are easily and freely possible.

[0025] Alternatively or additionally, the first guide surface can be designed to pivot relative to the first car. A pivotable first guide surface also allows for simple movement or mobility of the first guide surface in the vertical direction. For example, a pivot arm can be arranged on the car roof, preferably with a pivot radius on the order of the car width, with the first guide surface formed on the pivot arm. Preferably, the pivot arm projects laterally beyond the car, and the first guide surface is formed outside the cross-section of the car or arranged on the pivot arm and, for example, movable relative to the pivot arm in such a way that the guide surfaces remain parallel.

[0026] Alternatively or additionally, the suspension cable can be designed as a flat cable. A flat cable allows for a relatively tight bending radius, enabling both the suspension loop formed below the car and the arc formed by the suspension cable between the first and second guide surfaces to have a tight bending radius and thus occupy a small space. The suspension cable can then advantageously be arranged in a relatively narrow area between the first car and a shaft wall of the elevator shaft, with the first and second guide surfaces positioned relatively close to each other.

[0027] Alternatively or additionally, the compensating support element can be designed as a steel cable. A sufficient load-bearing capacity can be achieved simply and cost-effectively using a steel cable. Alternatively, the compensating support element can also be designed as a support belt or a fiber rope.

[0028] Alternatively or additionally, it can be provided that at least one first sensor is arranged on the second guide surface, wherein at least one first actuating element is formed on the first guide surface, so that the first actuating element actuates the first sensor from or at a first limit offset of the first guide surface to the second guide surface.

[0029] A limit offset is defined, for example, starting from a structurally predetermined zero position in one direction of movement of the first guide surface. The zero position is determined, for instance, such that the first guide surface can move from the zero position in both the upper and lower directions within a specific range, over which a sufficiently long section of the suspension cable always forms the arc between the first and second guide surfaces. The zero position thus corresponds, for example, to the position of the first car in the center of the elevator shaft or its travel path within the shaft. The range is then defined such that the first guide surface remains within this range up to both the highest and lowest positions of the first car, provided the compensating support structure is not elongated.Alternatively, a zero position can also be defined, based on appropriate positional relationships, as corresponding to the highest or lowest position of the elevator car in the shaft. This has the advantage of best accounting for the plastic deformation of the compensating support. Exceeding the limit can occur, for example, due to plastic elongation of the compensating support. By monitoring the limit offset with the first sensor, an exceedance or imminent exceedance of the limit can be detected, allowing appropriate measures to be taken, such as shortening or adjusting the compensating support.

[0030] Alternatively or additionally, a second sensor can be arranged on the second guide surface, while a second actuating element is also formed on the first guide surface. This second actuating element actuates the second sensor when a second limit offset occurs between the first and second guide surfaces. The first and second limit offsets can be the same or different. In the simplest case, the first and second sensors are redundant with respect to each other.Different limit offsets allow for the detection of varying degrees of elongation of the compensating support. For example, the first sensor could detect non-critical elongation for predictive maintenance purposes, while the second sensor would detect critical elongation requiring the first car and / or other elevator components to be taken out of service. Alternatively, the first sensor could be configured to detect elongation of the compensating support to indicate the need for maintenance, and the second sensor could monitor for a failure of the compensating support or the suspension cable.

[0031] Alternatively or additionally, the second limit offset can be set further away from the zero position of the first guide surface than the first limit offset. The first sensor can then, for example, trigger the shutdown of the first car in response to a non-critical elongation of the compensating support element, without shutting down the rest of the elevator system. A second car located in the elevator shaft can then continue operating. The second sensor can trigger the shutdown of the entire elevator system in response to a critical elongation of the compensating support element. Even with the previously described assignments of the two sensors, an unequal limit offset can be provided.

[0032] Alternatively or additionally, it can be provided that a first actuating element and a second actuating element are arranged on the first guide surface for each direction of movement of the first guide surface. Thus, the exceeding of a movement range of the first guide surface is monitored in both directions, so that the compensating support element and the suspension cable are each continuously monitored with regard to any deviation of their length from a predetermined length.

[0033] Alternatively or additionally, the first sensor and / or the second sensor may be designed as roller switches. A roller switch can interact with an actuating ramp, but also with other actuating elements such as an actuating projection or an actuating edge, in such a way that the risk of damage, noise generation, and mechanical impact on the car during actuation by the actuating element are minimized, while ensuring reliable triggering of the first or second sensor.

[0034] Alternatively or additionally, the elevator system may be provided to have at least one deflection pulley for deflecting the compensating support element, a housing for receiving the deflection pulley or pulleys and at least one guide rail for guiding the housing in the vertical direction, wherein the housing can be fixed to the at least one guide rail in different positions in the vertical direction.

[0035] The housing serves to hold the deflection pulley(s) and to position the deflection pulley(s) relative to the at least one guide rail. In its simplest form, it is designed as a frame with integrated bearings for the deflection pulley(s). However, the housing can also largely or completely enclose the deflection pulley(s) to provide additional protection against mechanical impacts and / or contamination.

[0036] A deflection pulley is designed, in particular, as a disc with a contour formed on its outer surface to accommodate the compensating support element under static friction. For example, the outer surface is designed with a grooved contour for a cable support element or with a toothed contour for a toothed belt support element. The at least one guide rail is, in its simplest form, designed with an elongated hole for positionally variable attachment of the housing.

[0037] With the aforementioned design of the elevator system, it can advantageously be achieved that plastic elongation of the compensating support element after a certain period of use can be easily compensated for by repositioning the housing and thus extending the guide path of the compensating support element, thereby adjusting the position of the first guide surface on the elevator car. For example, the elevator car can be placed in a position in the elevator shaft corresponding to the zero position of the first guide surface, and the actual zero position of the first guide surface can be set by repositioning the housing. The complex and imprecise process of releasing the compensating support element from a rope block and then re-tightening it with the rope block, as is known from shortening the rope in elevator systems after elongation, can then be avoided for the compensating support element.

[0038] Alternatively or additionally, the elevator system can be designed with two guide rails forming a guide rail pair, with the housing guided within this pair. This allows for easy and precise leveling of the housing.

[0039] Alternatively or additionally, the housing can be movably mounted on the guide rail(s) via a worm gear. This allows for a very precise adjustment of the housing's position, enabling precise alignment of the first guide surface with the second. Furthermore, the worm gear allows for adjustment of the housing position on at least one guide rail under load on the compensating support. This eliminates the need for complex support of the first guide surface or the first car, or for detaching the compensating support from the first guide surface.

[0040] Alternatively or additionally, it can be provided that a cylindrical body is formed at the first end of the compensation support element, wherein several bending tabs together form a round recess on the first guide surface for the cylindrical body to engage behind it, and wherein the cylindrical body is held in the recess in the vertical direction in such a way that in the event of an overload, the several bending tabs bend open and the cylindrical body can escape from the recess.

[0041] The cylindrical body is, for example, received on a thread formed at the end of the compensating support element or otherwise firmly connected to the compensating support element, for example by welding. In particular, the cylindrical body has a chamfered contour, especially a conical contour, on an upper side where it rests against the bending tabs when engaging the recess, in order to easily bend the bending tabs under overload. The suspension of the cylindrical body can preferably be mechanically decoupled from the car, for example by means of a damping element such as a rubber body, in order to prevent the transmission of vibrations between the car and the compensating support element.

[0042] The aforementioned design of the elevator system creates a kind of predetermined breaking point, insofar as the bending tabs deform and open up once a certain force is applied. Therefore, if an overload occurs due to the compensating support and / or the suspension cable—that is, a force exceeding a certain limit—the bending tabs open up, and the cylindrical body detaches from the first guide surface. This advantageously prevents such an overload of the compensating support and / or the suspension cable from leading to an (excessive) decentralized force application or moment load on the first car and a resulting overload of the guide rollers of the first car.

[0043] Alternatively or additionally, the first guide surface can be designed to have at least three bending tabs distributed around the circumference of the cylindrical body. Each bending tab can then be sufficiently small, i.e., with a sufficiently thin material, to ensure reliable bending under overload. This also allows for a simple, round contour of the recess.

[0044] Alternatively or additionally, the bending tabs can be formed on a horizontal leg of an L-shaped angle. The resulting receptacle for the compensating support can then be easily attached to an upper end of the first guide surface. The angle also allows for alignment of the compensating support relative to the first guide surface or the suspension cables, for example, by means of adjusting screws and elongated holes through which the adjusting screws pass. The L-shaped angle can extend beyond the arc formed by the suspension cable to create alignment between the force-bearing direction of the suspension cable and the force-bearing direction of the compensating support, while providing the suspension cable with sufficient space to form the arc. The L-shaped angle is formed, for example, from two metal sheets or plates welded together.

[0045] Alternatively or additionally, the bending tabs can be formed from the L-shaped angle using laser or waterjet cutting. This allows for a particularly precise and geometrically flexible design of the bending tabs, enabling precise determination of the force required to deform sufficiently to release the cylindrical body. Alternatively, the bending tabs can be manufactured using other known machining or non-machining processes, such as punching or milling.

[0046] The problem is further solved by a method for operating a previously described elevator system with a first sensor arranged on the second guide surface and a second sensor arranged on the second guide surface, as well as with a first actuating element formed on the first guide surface and a second actuating element formed on the first guide surface, such that the first actuating element actuates the first sensor from or at a first limit offset of the first guide surface to the second guide surface, and the second actuating element actuates the second sensor from or at a second limit offset of the first guide surface to the second guide surface, wherein the second limit offset is further from an alignment of the first guide surface to the second guide surface at the same height as the first limit offset.The procedure comprises the following steps: shutting down the first elevator car when the first sensor is activated, and shutting down the entire elevator system when the second sensor is activated. Shutting down the entire elevator system includes, in particular, shutting down one or more additional elevator cars. The procedure can detect, on the one hand, subcritical elongation of the compensating support using the first sensor, and on the other hand, supercritical elongation of the compensating support or a breakage of the compensating support or the suspension cable using the second sensor.

[0047] In the case of subcritical elongation, for example, it is assumed that readjustment of the length of the compensating support is necessary and that the first car is no longer operational until this is done. However, the first car, the suspension, the compensating support, and / or the suspension cable do not pose a danger to the rest of the elevator system, so the rest of the elevator system can continue to operate. In contrast, in the case of supercritical elongation or a break, the entire elevator system is considered to be at risk, so it must be taken out of service in its entirety. This method advantageously allows for particularly safe operation of the aforementioned elevator system, whereby potential hazards and / or damage caused by the way the suspension cable and the compensating support are attached to the suspension of the first car are reliably avoided. Brief description of the drawings

[0048] A preferred technical solution is explained in more detail below with reference to the accompanying drawings and preferred embodiments. The term "figure" is abbreviated as "Fig." in the drawings.

[0049] The drawings show Fig. 1 a schematic representation of an elevator system according to the present disclosure; Fig. 2a a detailed view of a suspension of a hanging cable in the elevator system according to Fig. 1; Fig. 2b a further detailed view of the suspension of the suspension cable in two states in the elevator system according to Fig. 1; Fig. 3. A detailed view of a first sensor and a second sensor, as well as a first actuating element and a second actuating element, during suspension according to the Fig. 2a and Fig. 2b; Fig. 4 a detailed view of a deflection of a compensating support element in the elevator system according to Fig. 1; and Fig. 5 a detailed view of an L-shaped angle for attaching a compensating support element to the suspension of the elevator system according to Fig. 1; Fig. 6 a diagram of a process according to the present disclosure. Detailed description of the drawings

[0050] The described embodiments are merely examples that can be modified and / or supplemented in various ways within the scope of the claims. Each feature described for a particular embodiment can be used independently or in combination with other features in any other embodiment. Each feature described for an embodiment of a particular claim category can also be used accordingly in an embodiment of a different claim category.

[0051] Fig. Figure 1 shows an elevator system 1 with an elevator shaft 2 extending in the vertical direction V, a first car 3.1 and a second car 3.2 movable in the elevator shaft 2. The second car 3.2 is arranged below the first car 3.1. Each of the cars 3.1, 3.2 is assigned a counterweight 5, which is located in Fig. Figure 1 shows only the first car 3.1. The first car 3.1, or the two cars 3.1, 3.2, are each connected to the counterweight 5 via a suspension element 6, the suspension element 6 being deflected and driven via a drive device 7 or a drive pulley 7.1 of the drive device 7 in a machine room 8 or in a shaft head of the elevator shaft 2. Fig. Figure 1 shows an example of a 1:1 suspension of the first car 3.1; however, any other suspension such as a 2:1 suspension is also possible.

[0052] The elevator system 1 further comprises a suspension cable 10 for transmitting data and / or power between the first car 3.1 and, for example, an elevator control unit (not shown). The cable is connected to a shaft access point 11 on the shaft side and is attached to a suspension point 12 on the side of the first car 3.1. The suspension cable 10 forms a loop 10.1 below the shaft access point 11 and below the suspension point 12. Depending on the position of the first car 3.1 in the elevator shaft 2, the cable divides into a car-side portion and a shaft-side portion. The variable car-side portion exerts a position-dependent weight force on the first car 3.1 and the suspension point 12, respectively. The suspension cable 10 runs alongside the first car 3.1 and alongside the second car 3.2.

[0053] The suspension 12 has a first guide surface 12.1 extending substantially over the entire height of the first car 3.1 and arranged on the side of the first car 3.1, as well as a second guide surface 12.2 arranged parallel to the first guide surface 12.1. The first guide surface 12.1 is movable relative to the first car 3.1, while the second guide surface 12.2 is fixed to the first car 3.1. The suspension cable 10 is guided vertically upwards from below along the first guide surface 12.1 and is, in particular, attached to the first guide surface 12.1. At the upper end of the guide surfaces 12.1 and 12.2, it forms a free-floating arc 10.2 between the first guide surface 12.1 and the second guide surface 12.2, as described in more detail below with reference to the Fig. 2a and Fig. 2b is described.

[0054] An L-shaped angle 13 is formed on the first guide surface 12.1, to which a compensating support element 15 is attached at one end. The compensating support element 15 is deflected in the machine room 8 (or alternatively in the shaft head of the elevator shaft 2) via two deflection pulleys 17 and attached at its other end to the counterweight 5. Thus, the compensating support element 15 transfers the first guide surface 12.1, and consequently the weight force exerted by the suspension cable 10 on the first guide surface 12.1 or the suspension 12, to the counterweight 5. This ensures that the first car 3.1 is free from moment loads or decentralized force application that could adversely affect the guide rollers of the first car 3.1 (not shown in detail).The two deflection rollers 17 are received in a housing 18, wherein the housing 18 is guided and fixed on two guide rails 19 in the vertical direction V, as described below with reference to . Fig. 4 is described in more detail.

[0055] The Fig. 2a and Fig. Figure 2b shows the suspension 12 with the two guide surfaces 12.1, 12.2 and the suspended cable 10 attached to it in detail. Both guide surfaces 12.1, 12.2 are designed with a U-shaped profile to prevent the suspended cable 10 from slipping laterally.

[0056] Fig. Figure 2b essentially shows a positional relationship between the guide surfaces 12.1 and 12.2. In a lower position of the first car 3.1 in the elevator shaft 2, the section of the compensating support 15 extending between the deflection pulleys 17 and the first guide surface 12.1 is relatively long, while the weight of the suspension cable 10 acting on the first guide surface 12.1 is relatively small. The elastic elongation of the compensating support 15 due to its own weight, the weight of the suspension cable 10, and a tension weight (not shown) in this section is relatively small overall, so that the first guide surface 12.1, as shown in the left-hand illustration, Fig. 2b is arranged relatively high up on the first car 3.1. The arc 10.2 is also arranged relatively high up, so that the suspension cable 10 rests against the second guide surface 12.2 over its entire length. In an upper position of the first car 3.1, the section of the compensating support 15 extending between the deflection pulleys 17 and the first guide surface 12.1 is relatively short, so that the compensating support 15 is only slightly elongated in this section by its own weight. However, the suspension cable 10 exerts a relatively large force on the first guide surface 12.1, resulting in a relatively large overall elongation of the compensating support 15, and the first guide surface 12.1 is now arranged considerably lower down on the first car 3.1. The arc 10.2 is then arranged according to the right-hand illustration of the Fig. 2b is positioned further down than the second guide surface 12.2 and no longer rests fully against the second guide surface 12.2. The movement of the first guide surface 12.1 is completely compensated by the arc 10.2, so that the end of the suspension cable 10, which is attached to the first car 3.1 by the second guide surface 12.2 on the car side, remains in the same position regardless of the first guide surface 12.1.

[0057] Fig. Figure 3 shows a further detail of the guide surfaces 12.1, 12.2. A first sensor 21.1 and a second sensor 21.2, also designed as roller switches, are arranged on the second guide surface 12.2. Correspondingly, a first actuating element 22.1 and a second actuating element 22.2, both designed as actuating edges, are formed on the first guide surface 12.1. When the first guide surface 12.1 is in a corresponding position, the respective sensor 21.1, 21.2 is triggered by the respective actuating element 22.1, 22.2, whereby the offset of the first guide surface 12.1 relative to the second guide surface 12.2 for triggering the second sensor 21.2 is greater than the offset of the first guide surface 12.1 relative to the second guide surface 12.2 for triggering the first sensor 21.1. This is achieved by designing the actuating elements 22.1, 22.2 in a stepped manner relative to each other.The first sensor 21.1 can, for example, cause the first elevator car 3.1 to stop, while the second sensor 21.2 causes the entire elevator system 1 to stop.

[0058] For example, from Fig. 2a can be detected, actuating elements 22.1, 22.2 are formed both above and below the sensors 21.1, 21.2, so that the path of the first guide surface 12.1 is monitored both upwards and downwards.

[0059] Fig. Figure 4 shows the housing 18 with the deflection rollers 17 housed within it in detail. The housing 18 can be fixed to the guide rails 19 by means of fasteners 24, for example, screws. Once the fasteners 24 are loosened, the housing 18 with the deflection rollers 17 housed within it can be moved vertically V along the guide rails 19. Worm gears are provided for moving the housing 18, one of which is shown in the illustration. Fig. Only threaded rods 25 are visible. By turning the threaded rods 25, the housing 18 can be offset and fine-tuned in the vertical direction V, so that plastic elongation of the compensating support element 15 can be compensated for. Thus, for example, during the installation of the elevator system 1 and / or during the maintenance of the elevator system 1, the zero position of the first guide surface 12.1 relative to the second guide surface 12.2 or relative to the first car 3.1 can be (re)set with high precision.

[0060] Fig. Figure 5 shows the L-shaped angle 13 in detail. The L-shaped angle 13 is formed from a vertical leg 13.1 and a horizontal leg 13.2, which are connected to each other directly and via angle brackets 13.3 and are each made of a metal sheet. The L-shaped angle 13 is attached to the first guide surface 12.1 via the vertical leg 13.1, with the horizontal leg 13.2 projecting over the first guide surface 12.1 in such a way that the compensating support element 15 can be attached in line with the suspension cable 10 and that the arc 10.2 can form freely (see Figure 5). Fig. 2b, right-hand illustration).

[0061] Three bending tabs 26.1, 26.2, 26.3 are formed on the horizontal leg 13.2, for example by laser or waterjet cutting, which together form a round recess 27. A cylindrical body 28 is also arranged on the compensation support element 15, which engages behind the round recess 27 to engage the compensation support element 15 at the L-shaped angle 13. If an overload of the compensating support element 15 and / or the suspension cable 10 occurs, for example because the compensating support element 15 and / or the suspension cable 10 becomes caught or snagged on a shaft component in the elevator shaft 2, the bending tabs 26.1, 26.2, 26.3 are bent open by the cylindrical body 28 and the compensating support element 15 detaches from the L-shaped angle 13 or from the first guide surface 12.1 in order to avoid a decentralized force on the first car 3.1 or a moment load on the first car 3.1 as a result of the overload.The cylindrical body 28 is furthermore received on the compensating support element 15 via a rubber body 29 in order to achieve a mechanical decoupling between the first car 3.1 and the compensating support element 15.

[0062] Fig. Figure 6 shows a diagram of a procedure 30 for operating one of the elevator systems 1. In a first step 31, the first car 3.1 is shut down when the first sensor 21.1 is activated. In a second step 32, the entire elevator system 1 is shut down when the second sensor 21.2 is activated. Reference symbol list 1 elevator system 2 Elevator shaft of the elevator system 3.1 First elevator car 3.2 second elevator car 5 Counterweight of the first elevator car 6. Lifting device of the first elevator car 7 Drive device of the first elevator car 7.1 Drive pulley of the drive device 8 Machine room of the elevator system 10 suspension cables 10.1 Loop of the suspension cable 10.2 Bend of the suspension cable 11 Shaft attack of the suspended cable 12. Suspension of the suspension cable on the first elevator car 12.1 First guide surface of the suspension 12.2 Second guide surface of the suspension 13 L-shaped angle 13.1 vertical leg of the L-shaped angle 13.2 horizontal leg of the L-shaped angle 13.3 Angle piece of the L-shaped angle 15 compensating support elements 17 deflection pulleys of the compensating support system 18 Housings of the deflection pulleys 19 guide rails for guiding the housing 21.1 first sensor 21.2 second sensor 22.1 first actuating element 22.2 second actuating element 24 Fasteners 25 threaded rods 26.1 Bending tab on the L-shaped angle 26.2 Bending tab on the L-shaped angle 26.3 Bending tab at the L-shaped angle 27 round recesses 28 cylindrical bodies 29 rubber bodies 30 Procedures for operating the elevator system 31 First step - Shutting down the first elevator car 32 Second step - Shutting down the entire elevator system V vertical direction QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] EP 3 052 422 A1

[0006]

Claims

[1] Lift installation (1) comprising a lift shaft (2) extending in a vertical direction (V); at least one first car (3.1) movable along the elevator shaft (2) and a first counterweight (5) assigned to the first car (3.1); a lifting element (6) connecting the first car (3.1) to the first counterweight (5); a suspension cable (10) attached at its first end to a suspension (12) on the first car (3.1) for transmitting data and / or energy between the first car (3.1) and a stationary component of the elevator system (1); and a compensating support means (15) for absorbing a force acting on the suspension (12) due to the mass of the suspension cable (10); wherein the suspension (12) has a first guide surface (12.1) movable relative to the first car (3.1) in the vertical direction (V) for guiding the suspension cable (10) in the vertical direction (V) and a second guide surface (12.2) fixed relative to the first car (3.1) and arranged parallel to the first guide surface (12.1) for guiding the suspension cable (10) in the vertical direction (V); wherein the compensating support element (15) is attached at a first end to the first guide surface (12.1) and at a second end to the first counterweight (5) and is deflected in the elevator shaft (2) above the first car (3.1); and wherein the suspension cable (10) is guided vertically in contact with the first guide surface (12.1) and the second guide surface (12.2) and is guided freely in an arc (10.2) between the first guide surface (12.1) and the second guide surface (12.2). [2] Lift system (1) according to claim 1, wherein the first guide surface (12.1) and the second guide surface (12.2) are arranged parallel to a car wall of the first car (3.1) and a shaft wall of the lift shaft (2). [3] Lifting system (1) according to claim 1 or 2, wherein the first guide surface (12.1) is adjacent to the car wall and is designed to be translationally movable. [4] Lift system (1) according to claim 3, wherein the first guide surface (12.1) extends in the west over the entire height of the first car (3.1). [5] Lifting system (1) according to claim 1 or 2, wherein the first guide surface (12.1) is pivotable relative to the first car (3.1). [6] Lifting system (1) according to one of the preceding claims, wherein the suspension cable (10) is designed as a flat cable. [7] Lifting system (1) according to one of the preceding claims, wherein the compensating support element (15) is designed as a steel cable. [8] Lifting system (1) according to one of the preceding claims, wherein at least one first sensor (21.1) is arranged on the second guide surface (12.2) and wherein at least one first actuating element (22.1) is formed on the first guide surface (12.1) such that the first actuating element (22.1) actuates the first sensor (21.1) from or at a first limit offset of the first guide surface (12.1) to the second guide surface (12.2). [9] Lift system (1) according to claim 8, wherein a second sensor (21.2) is further arranged on the second guide surface (12.2) and wherein a second actuating element (22.2) is further formed on the first guide surface (12.1), such that the second actuating element (22.2) actuates the second sensor (21.2) from or at a second limit offset of the first guide surface (12.1) to the second guide surface (12.2). [10] Lift system (1) according to claim 9, wherein the second limit offset is offset further from a zero position of the first guide surface (12.1) to the second guide surface (12.2) than the first limit offset. [11] Lifting system (1) according to one of claims 8 to 10, wherein a first actuating element (22.1) and a second actuating element (22.2) are arranged on the first guide surface (12.1) for each direction of movement of the first guide surface (12.1). [12] Lifting system (1) according to one of claims 8 to 11, wherein the first sensor (21.1) and / or the second sensor (21.2) is / are designed as a roller switch. [13] Lifting system (1) according to one of the preceding claims, further comprising at least one deflection pulley (17) for deflecting the compensating support element (15); a housing (18) for receiving the deflection pulley (17) or deflection pulleys (17); and at least one guide rail (19) for guiding the housing (18) in the vertical direction (V); wherein the housing (18) can be fixed in different positions in the vertical direction (V) on the at least one guide rail (19). [14] Lifting system (1) according to claim 13, comprising two guide rails (19) forming a pair of guide rails, wherein the housing (18) is guided in the pair of guide rails. [15] Lifting system (1) according to one of claims 13 or 14, wherein the housing (18) is movably designed on the guide rail (19) or guide rails (19) via a worm gear. [16] Lifting system (1) according to any one of the preceding claims, wherein a cylindrical body (28) is formed at the first end of the compensation support means (15); wherein several bending tabs (26.1, 26.2, 26.3) on the first guide surface (12.1) together form a round recess (27) for engagement by the cylindrical body (28); and wherein the cylindrical body (28) is held in the vertical direction (V) in the recess (27) such that in the event of an overload, the several bending tabs (26.1, 26.2, 26.3) bend upwards and the cylindrical body (28) can escape from the recess (27). [17] Lifting system (1) according to claim 16, wherein the first guide surface (12.1) has at least three bending tabs (26.1, 26.2, 26.3) distributed around the circumference of the cylindrical body (28). [18] Lifting system (1) according to claim 16 or 17, wherein the bending tabs (26.1, 26.2, 26.3) are formed on a horizontal leg (13.2) of an L-shaped angle (13). [19] Lifting system (1) according to claim 18, wherein the bending tabs (26.1, 26.2, 26.3) are formed from the L-shaped angle (13) by laser cutting or water jet cutting. [20] Lifting system (1) according to one of the preceding claims, comprising at least one second car (3.2) movable along the lift shaft (2) and a second counterweight (5) associated with the second car (3.2), wherein the second car (3.2) is arranged in the lift shaft (2) below the first car (3.1). [21] Method (30) for operating a lift system (1) according to claim 10, comprising the steps: Shutting down (31) the first car (3.1) when the first sensor (21.1) is activated; and Shutting down (32) the entire elevator system (1) when the second sensor (21.2) is activated.

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