Cabin for a lift and building or industrial lift

Abstract

The invention relates to a car (10) for a lift, in particular a construction or industrial lift. This car can assume at least two end positions: a travel position as a first end position and an unloading position as a second end position. A change between the first and second end positions is achieved by shifting the car transversely to its direction of travel. A frame (11) is provided, comprising at least two frame parts (30, 50) that are movable relative to each other transversely to the direction of travel of the car within the lift and can be manually displaced. A first frame part (30) is fixedly connected to the car, and a second frame part (50) can be fixedly connected to the lift. Furthermore, a construction or industrial lift, in particular a rack and pinion lift, is provided, which has a car according to the invention.

Description

[0001] The present invention relates to a car for an elevator, in particular a construction or industrial elevator, according to the preamble of claim 1. The invention also relates to a construction or industrial elevator with a car according to the invention. Technical field

[0002] The invention relates to a car for a lift, in particular a construction lift or an industrial lift, and to the lift itself. The lift is intended at least for the transport of materials. It has become increasingly common for people to also ride in the material lifts on construction sites. In principle, the lift according to the invention can also be used for transporting people. State of the art

[0003] Scaffolding has been erected since ancient times to reach higher areas on construction sites, for example. This makes working at greater heights safer and more comfortable for construction workers. Furthermore, permanently erected scaffolding is also known in industry for correspondingly tall industrial plants. The present patent application relates to material hoists for both temporarily and permanently erected scaffolding. Accordingly, the hoists in question are preferably construction hoists or industrial hoists. In principle, the invention is suitable for any type of temporary or stationary hoist that serves, at least in part, the transport of materials.

[0004] Particularly preferred are the elevators concerned being so-called rack and pinion elevators, i.e. elevators which have one or two racks on the elevator mast, wherein the elevator platform, which in the context of the present invention is usually referred to as the car, is movable via a pinion.

[0005] Such a hoist must be positioned at a certain distance from the scaffolding, typically about 50 cm, to prevent a collision between the hoist car or any materials or equipment protruding from it. The problem then arises when the hoist stops before reaching the desired level of the scaffolding: how is this gap between the hoist car and the scaffolding platform bridged? It would be too dangerous to open the hoist car at this distance and step over or lift materials across the opening – even falling material would pose a problem.

[0006] Therefore, it is proposed in the prior art, described for example in the German utility model DE 296 05 686 U1, to swivel the platform by 90°, thereby bringing the elevator platform sufficiently close to the scaffolding platform.

[0007] Typically, elevator platforms are not square but rectangular. When in operation, these rectangular platforms are usually positioned with their narrower side facing the elevator mast. After rotating 90°, the narrower side is then in front of the scaffolding. Consequently, the worker must either step onto the platform to remove materials and place them on the scaffolding, or bend far forward in an ergonomically poor, and especially back-damaging, position to reach everything transported by the scaffolding.

[0008] German patent application DE 1 082 021 B describes a rapid construction hoist in which, similar to a crane, the hoisting platform is moved transversely to its direction of travel within the hoist. Once the target height is reached, the platform is rotated 90° and moved into the building structure via rollers and rails. Parallelogram linkage designs are proposed as an alternative to rollers and rails. Such a design is complex, both structurally and in terms of design; therefore, for example, a truss support is provided to prevent the hoist from tipping over. Such rapid construction hoists are not known to exist in practice.

[0009] European patent EP 0 693 453 B1 proposes an alternative approach. In the construction hoist described therein, the hoist car is moved horizontally by means of an electric adjustment device, such as a spindle, without being rotated 90° beforehand. Rack and pinion, hydraulic, or pneumatic drives are mentioned as alternatives to a spindle drive. The patent describes that after reaching a desired level of the scaffolding, a level limit switch is activated, thus enabling the horizontal movement of the hoist car. Then, by pressing a push button, the hoist car can be moved towards or away from the scaffolding or building. The horizontal travel is limited by another limit switch. The second end position of the hoist car is fixed, and only then is the upward or downward movement initiated.The downward movement of the carriage and thus the elevator car is permitted when the elevator car has once again reached a sufficient distance from the scaffolding or building.

[0010] The electrically, pneumatically, or hydraulically operated sliding mechanism in the construction hoist of EP 0 693 453 B1 is disadvantageous. On construction sites, especially during scaffolding erection, tools and materials are often handled carelessly. When assembling and disassembling the construction hoist, care must be taken with the numerous electrical limit switches, which are essential for its operation, to prevent them from being accidentally damaged by other hoist components, such as the mast.

[0011] The aforementioned publications are deemed to be fully incorporated into the present description of the invention by virtue of their designation. This is intended to avoid the need to discuss generally known concepts again and again. Task

[0012] As briefly mentioned above, several disadvantages are known for the construction hoists with cars that can swivel 90° that are currently available on the market. The sliding mechanism of the EP 0 693 453 B1 is relatively sensitive to handling, as explained previously.

[0013] The object of the present invention is therefore to improve a known construction or industrial lift with platform, here called car, in such a way that it is robust in design and easy to operate. Invention description

[0014] The problem according to the invention is solved by a car according to claim 1 and a construction or industrial elevator according to claim 16. Advantageous embodiments can be found in the dependent claims.

[0015] According to the invention, a car for an elevator, in particular for a construction or industrial elevator, as well as a construction or industrial elevator equipped with a car according to the invention, are provided.

[0016] In this context, the term "elevator car" refers to any transport unit that is moved by an elevator. Besides the general terms platform or elevator car, other suitable terms include elevator platform, elevator basket, elevator cabin, stage, freight platform, or freight tray. These terms are used synonymously here.

[0017] The elevator car serves at least for transporting materials, but can also be used for transporting people. It has become particularly common on large construction sites for construction workers and scaffolding erectors to frequently use the elevator, which is otherwise intended for transporting materials. Accordingly, many elevator cars and construction hoists are now approved not only for transporting materials but also for transporting people. The same applies to industrial elevators.

[0018] This elevator car can assume at least two end positions. The first end position is considered the so-called travel position, i.e., the position in which the car can be moved vertically within the elevator. This means that the car is in a position where it is ready to travel. It can then be moved up to the scaffolding or a specific scaffolding level, or down to ground level or another scaffolding level. Being ready to travel includes, for example, the requirement that the car door must be closed. Furthermore, the car must maintain the required clearance from the scaffolding.

[0019] The direction in which the elevator car moves within the elevator when traveling from one scaffolding level to the next, or up or down from the ground, is called the direction of travel. This contrasts with the horizontal displacement direction. This is the direction in which the elevator car moves when it is shifted from its vertically traversable position towards or away from the scaffolding. The horizontal displacement direction and the direction of travel are typically approximately perpendicular to each other.

[0020] The second end position is called the unloading position. In this position, the car is positioned so close to the scaffold that it can be loaded or unloaded from the scaffold. The unloading position is therefore typically an end position at scaffold height, not on the ground. The car is at the level of a scaffold level so that it can be loaded or unloaded. It is called the unloading position even though the car can also be loaded in this position.

[0021] It should be noted that the elevator car also needs to be loaded and unloaded at ground level. This position can be considered a further end position, the third end position. Here, it is referred to as the rest position.

[0022] There is another state of the elevator car: the travel position. In this position, the car is movable between the unloading position and the travel position; that is, it can be moved. It is also called the transition position.

[0023] A change between the first and second end positions is achieved by shifting the elevator car transversely to its direction of travel. In other words, the elevator car is shifted essentially horizontally. According to the invention, this shift need not be exactly horizontal, but can occur at an angle of a few degrees, for example, from 0.5° to 5°. Even a deviation of a few degrees from the horizontal is referred to, within the meaning of this invention, as a shift transverse to the direction of travel. In other words, the shift can also be slightly tilted or inclined.

[0024] Instead of shifting perpendicular to the direction of travel of the car, one can also speak of shifting perpendicular to the mast. The car travels along the mast and is therefore pushed away from the mast at an approximate angle of 90° and, on the return journey, towards the mast.

[0025] The relocation is preferably achieved by moving or shifting the car, whereby this moving or shifting, i.e., the relocation, is carried out manually. Unlike EP 0 693 453 B1, the present car can be moved transversely to the direction of travel without a drive; in this context, "without a drive" or "manually" means that the operator grasps the car by hand and pulls it towards them or pushes it away from them, without any drive mechanism.

[0026] Within the scope of the present invention, the elevator car has at least two types of movement - firstly, the movement in the direction of travel, i.e. up and down the mast, and secondly, the movement perpendicular to the direction of travel, i.e. towards the scaffold and away from the scaffold.

[0027] According to the invention, the elevator car has a frame comprising at least two frame sections that are movable relative to each other and transversely to the direction of travel of the elevator car in the elevator or transversely to the mast. A first of the two frame sections is rigidly connected to the elevator car, and a second of the two frame sections is rigidly connectable to the elevator, in particular to a carriage. The transverse movement of the elevator car is therefore achieved by moving these two frame sections relative to each other.

[0028] The design of two manually sliding frame sections offers numerous advantages. Workers on the scaffold can grasp the elevator car and easily pull it towards them, or push it away again after unloading. No complicated or unreliable drive mechanisms are required; the car is operated manually. Furthermore, the transition between the car and the scaffolding served by the elevator is effectively bridged. Operating the car is both simple and safe.

[0029] The following are advantageous designs and further developments which, viewed individually or in combination, can also reveal inventive aspects.

[0030] Roller and sled systems are particularly preferred, as experience has shown them to be easy to use and less prone to malfunctions.

[0031] Preferably, the frame has a guide with a so-called guide lever and a sliding piece guided by this guide lever. The guide lever has a slot, also referred to as a recess, in which the sliding piece, which can be, for example, a cam follower or a cam actuator, is held and guided along this slot. The guide lever is attached to the first frame part, i.e., the car, and the sliding piece is located on the second frame part, i.e., the stationary part, the elevator itself. After the car has stopped in front of the unloading point, the person standing on the platform pulls the car towards them, whereby the sliding piece slides in the guide lever until the final position, i.e., the unloading position of the car, is reached.

[0032] In the unloading position, the guide releases a door of the elevator car. This is the door located on the side of the car facing the platform and is to be opened when the car is to be loaded or unloaded from the platform. This door, referred to here as the first door or loading door, is blocked in the travel position, meaning it cannot be opened. In the unloading position, this door is released for opening. According to the invention, the guide releases this door in the unloading position; that is, the guide not only has a function during the movement of the elevator car, but also in securing and unlocking the loading door.

[0033] Even more preferably, according to the invention, a so-called locking lever is provided. This locking lever ensures that the car must remain in the unloading position and is therefore locked in this position as long as the loading door is open. For this purpose, the locking lever engages the guide lever. The sliding piece can then no longer be moved, which is equivalent to the fact that the car can no longer be moved. The car remains fixed in the unloading position as long as the locking lever is engaged with the guide lever.

[0034] According to the invention, and preferably, the latch lever has at least two extensions, referred to as latch extensions, which are related to the locking function of the latch lever. A first latch extension engages in a latch recess in the first door. The first door has, for example, a slot or other type of recess, referred to as a latch recess. When this first latch extension is in the latch recess, i.e., engaged in this latch recess, the guide lever is disengaged from the latch lever, as will be explained below.

[0035] In the unloading position, this engagement is released. A second latch extension can then engage in a latch recess in the first frame section, specifically in the guide lever. In other words, the latch lever can then pivot or fall from the latch recess in the first door to the latch recess in the first frame section. The purpose of the latch lever is to lock the guide lever when and as long as the first door is open, and this only occurs in the unloading position. As long as the unloading position has not been reached, the latch recess in the first frame section and the second latch extension are not aligned. The first latch extension then remains in the latch recess in the first door. As long as the latch lever cannot be moved, the first door cannot be opened.Only when the latch lever can pivot, thereby disengaging the first latch extension and engaging the second latch extension, is it possible to open the door at all.

[0036] Preferably, the latch lever can be actuated by the first door, such that both opening and closing the first door, or at least closing the first door, allows or causes the latch lever to move between its two engagement states. Preferably, a further extension, referred to as an actuating extension, is provided on the latch lever for this purpose. When the loading door actuates the actuating extension, the latch lever flips from one engagement state to the other.

[0037] Preferably, the first door is a swing door, also known as a hinged door, which can be opened via a horizontally arranged axis of rotation. The worker on the scaffold swings or folds the first door from an open to a closed position and from a closed to an open position. Therefore, the door preferably does not move laterally as a sliding door, but is pivoted via a hinge mechanism, for example, a single pivot hinge, also known as a swivel joint.

[0038] This pivot hinge is preferably located at the lower end of the car, opposite the sliding and locking mechanism, i.e., the frame, the guide lever and the trap lever.

[0039] The guide lever can be a straight, elongated guide lever, i.e., a plate-shaped element with a more or less centrally located slot for the sliding piece. However, it is particularly preferably angled. This angle, at least of the guide slot, and more preferably of the entire guide lever including the guide slot, is located at the end of the guide lever opposite the first door. Thus, as the unloading position approaches, the sliding piece no longer runs in a straight line within the guide lever, but is deflected according to the angled path. The guide lever is mounted in such a way that its position is changed by this deflection. In the selected embodiment, it is lifted because the angle is designed accordingly.

[0040] At the end opposite the angle, the guide lever preferably has a kind of projection or sleeve, i.e., a component attached to the end of the guide lever. When the sliding piece passes over the last part, i.e., the angled part of the guide lever, this projection tilts, more precisely, tilts away from the car. This tilting movement releases the trap lever, which in turn unlocks the first door.

[0041] As explained above, the loading door can be locked via the latch extension on the latch lever, so that it can only be opened in the unloading position, i.e., in the position where the car is released for horizontal travel. Particularly preferably, the aforementioned projection has a locking lug, i.e., a type of extension that only disengages from a corresponding recess on the first door in the unloading position. Until the car is in the unloading position, the locking lug remains engaged with the door. Consequently, the locking lug must first be disengaged before the door can be opened, and this only occurs when the car has reached and fully entered the unloading position.

[0042] In a particularly preferred embodiment, the projection has an opening, for example in the form of a slot or a similar recess, into which the second latch extension of the latch lever engages when the first door is open. This blocks the guide, which in turn prevents the car from moving. Only when the door is closed and the latch lever, more precisely the second latch extension of the latch lever, is disengaged from the opening in the projection, can the guide be actuated again and thus the car be pushed back into the travel position.

[0043] The aforementioned locking and guiding elements serve to move, also called propulsion, the elevator car and to ensure that the elevator car must be in the unloading position so that the door can be opened, and to ensure that the elevator car can only be pushed back into the driving position when the door is also closed again.

[0044] A double lever is particularly preferred as an actuating element of the elevator car, wherein the double lever is composed of a first and a second lever. This double lever is arranged on the first, i.e., the movable frame part, i.e., the frame part on the elevator car. The levers engage in corresponding openings on the second frame part, i.e., the stationary frame part. They can be actuated independently of each other.

[0045] In the travel position, the double lever fully engages in the corresponding opening. This fixes the first and second frame sections in their relative positions. Consequently, the car cannot be moved from its travel position without operating the double lever. Moving the car while in the travel position is therefore impossible.

[0046] In a particularly preferred embodiment, the double lever also engages in a further opening on the second frame section in the unloading position. This secures the car in the unloading position in addition to the locking mechanism provided by the guide lever and the trap lever.

[0047] The use of a double lever serves several purposes. Firstly, accidental activation is virtually impossible or highly unlikely, as the operator must always operate both independently of each other to move the car. If only one of the two levers of the double lever is activated, the second lever remains engaged with the second frame section, preventing the car from being moved.

[0048] The presence of two levers serves a further purpose: they act as limit switch actuators for the elevator's drive motor. In the travel position, both levers are designed to fall completely into a sufficiently large opening on the second frame section. This releases a limit switch actuated by at least one of the levers, allowing the motor to start. However, in the unloading position, the second frame section has an opening just large enough for only one of the levers to engage. The second lever remains in its initial position, thereby actuating the limit switch. This motor limit switch prevents the drive motor from being switched on. The motor limit switch is also activated when the double lever is lifted to move the elevator car. This results in the motor shutting off immediately.

[0049] As long as the car is either in the unloading position or the travel position, or as soon as someone activates the double switch by pressing it, the motor limit switch is actuated by at least one of the two levers of the double lever and the motor cannot be started. This prevents accidental activation of the motor and any resulting vertical movement, i.e., travel movement, of the car.

[0050] Particularly preferably, the double lever has an engagement element that can engage in the openings on the second frame part. This engagement element has a means, for example a stop, that prevents the engagement element from being inserted beyond the stop into the smaller of the two openings. As explained above, this prevents both levers from falling in or engaging, thus ensuring the actuation of the limit switch for the motor.

[0051] Furthermore, the double lever preferably features a so-called locking hook. This locking hook is an engagement element or means that engages in the larger of the two openings, thereby locking the first frame section. The first frame section, and thus the car, can only be moved when this locking hook, and therefore the double lever, is disengaged from the second frame section.

[0052] In a particularly preferred embodiment, the engagement element is arranged on the first lever and the locking hook on the second lever. In addition to the necessary double actuation of an actuating element, i.e., that both the first and the second lever must be actuated to enable movement, each individual lever is assigned its own function.

[0053] In the prior art, ramps or similar access points typically have to be unfolded from the elevator car or the scaffolding to ensure a safe transition between the car and the scaffolding. Even small gaps between the car and the scaffolding are not permissible to prevent, for example, materials from falling from the elevator during loading and unloading, which could cause personal injury and / or property damage. According to the invention, the elevator car has a projecting threshold on the side facing the scaffolding. This threshold extends beyond the car and, when extended, closes any remaining gap between the car and the scaffolding. This eliminates the need to unfold ramps or similar structures.

[0054] A rack and pinion elevator is particularly preferred for the construction or industrial elevator provided according to the invention. The construction or industrial elevator according to the invention comprises an elevator mast, a vertically movable carriage with a geared motor driving it, and a car connected to the carriage. The car is the one described above according to the invention.

[0055] In a particularly preferred embodiment of the elevator, a limit switch is provided which prevents the motor from being switched on. A double lever on the car actuates this limit switch as long as the car is in the unloading position or in the travel position. The limit switch is only released in the travel position.

[0056] The combinations and examples of implementation presented above can also be considered in numerous other connections and combinations. Character description

[0057] The present invention can be better understood by referring to the accompanying figures, which illustrate particularly advantageous embodiments by way of example, without limiting the present invention to these, wherein Figure 1 shows a lift in travel position in front of an unloading point of scaffolding in perspective view ( Figure 1A ), side view ( Figure 1B ) and supervision ( Figure 1C ) shows; Figure 2 the elevator from Figure 1 in unloading position with open car door in perspective view ( Figure 2A ), side view ( Figure 2B ) and supervision ( Figure 2C ) shows; Figures 3 to 6 each show an elevator car in side view (A), top view (B) and perspective view (C), with the elevator car in Figure 3 in driving position, in Figure 4 in a partially extended state, in Figure 5 in fully extended and closed positions, and in Figure 6Figure 7 shows a section of a car in its operating position, as shown in the unloading position; Figure 7 shows a section of a car in its operating position, as shown in the figure 7. Figure 3 Figure 8 shows the elevator car in unloading position and with the loading dock door open in two different perspective views (A and B); Figure 9 shows comparable sections as in Figure 7 , however, the elevator car in unloading position (cf. Figure 8 ), each shown in perspective from two different viewpoints (A and B); Figure 10 shows the second frame part in side view ( Figure 10A ) and perspective representation ( Figure 10B ) shows; Figure 11 shows the first frame part in two different perspective views (A and B); Figure 12 shows the car without frame in different perspective views: from below ( Figure 12A ), from the front with the loading dock door open ( Figure 12B ), from behind ( Figure 12C), from the front with the loading dock door closed ( Figure 12D ) and from the side with the loading door open ( Figure 12E ); Figure 13 the interaction of first and second frame parts in driving position ( Figure 13A ) and unloading position ( Figure 13B ) shows; Figure 14 the details K ( Figure 14A ) and L ( Figure 14B ) out of Figure 13A , where the views are partially broken, shows; Figure 15 the details M ( Figure 15A ) and N ( Figure 15B ) out of Figure 13B , showing partially broken views; and Figure 16Aden Section PP from Figure 15A and Figure 16B Show a trap lever in its installed state in a side view. Character description

[0058] All figures show a single embodiment of an elevator according to the invention with a car according to the invention, although not all figures show all details and some accessories have been omitted or added. However, the same parts are identified with the same reference numerals in all figures.

[0059] The Figure 1 and 2Figure 1 shows a section of a scaffold with a scaffold 100. It has two adjacent scaffold bays 101, 101 I<. The scaffold 100 itself, as is known in the prior art, is constructed from vertical frames 102 that are connected to each other (not shown in detail). Guardrails 104 and intermediate rails 105 are provided for fall protection at the front. Workers move on the scaffold using the platform 103. In this context, the term "level" 106 is used when referring to adjacent scaffold bays 101, 101 I< – in a similar sense to the floors of a building. The elevator 1 is used to access individual levels 106 within the scaffold 100.

[0060] A hoist 1 is erected in front of the scaffolding at a distance A as required by law. The present illustration shows a construction hoist, more precisely a rack and pinion hoist, as is frequently used on construction sites. However, other types of hoists can also be equipped with a car 10 according to the invention.

[0061] The elevator 1 has an elevator mast 2, which consists of individual elements that are assembled one above the other to form the mast (not shown). The car 10 is coupled to the elevator mast 2 via a carriage 5. The car is driven by a corresponding geared motor 3. The elevator control unit 4 is also shown. Since the drive system of the elevator is not the subject of the invention, it will not be discussed in detail here.

[0062] The Figure 1 and 2 They show car 10, which is standing in front of a loading point 107 on floor 106. In Figure 1 Although car 10 has already reached floor 106 and is in front of loading point 107, it is still in travel position. This is different in Figure 2 Here, car 10 has already been moved horizontally (see arrow H in the Figures 1B and 2C The elevator car 10 is in the unloading position and the first door 13, the loading door, has already been opened (see in particular Figures 2A and 2C ).

[0063] As a comparison, especially of Figures 1B and 2B as well as Figure 1C with Figure 2CAs can be seen, the car 10 overcomes the structurally and / or standard-prescribed distance A between the scaffold side 21 of the car 10 and the side 108 of the scaffold 100 facing the car by means of the horizontal displacement (see arrow H). The side of the car 10 facing the scaffold, here designated as scaffold side 21, comes so close to the scaffold 100 by the displacement of the car 10 transversely to the direction of travel F of the car 10 in the elevator that at most a slight gap S (entered in Figure 2C ) remains.

[0064] In a preferred embodiment, the car 10 has a sill 20, i.e., a type of board or cantilever. The sill 20 projects beyond the car 10 and ends just before or above the scaffold platform 103 ( Figure 2C ).

[0065] From the foregoing and a comparison of the Figure 1 and 2It becomes clear that by moving the car 10 transversely to the direction of travel F, i.e., along the horizontal direction of movement H, the distance A can be completely overcome or reduced to a small gap S. The car 10 is thus moved so close to the scaffold 100 that it can be loaded and unloaded without any problems.

[0066] In the preferred embodiment, as shown in all figures, the car 10 is moved exclusively by hand. The car 10 stops in front of the loading point 107 at the corresponding floor 106. The worker standing there unlocks the car 10, as will be described in detail below, and pulls the car 10 towards him. By pulling it towards him, the car 10 is moved from the travel position ( Figure 1 ) into the unloading position ( Figure 2). In the unloading position, the car 10 is locked again and the loading door, here referred to as the first door 13, can be opened, as will be described in detail later. The worker now has free access to car 10.

[0067] It should be noted that in this case, the rectangular car 10 is positioned ergonomically in front of the scaffold 100, because the short side of the car 10 (here: third side panel 17; elevator side 22) faces the elevator mast 2 and the long side (here: fourth side panel 18; scaffold side 21) faces the scaffold 100. With standard car sizes, a worker does not need to climb from the scaffold 10 into the car 10, but can remove all materials from the car or load it from the scaffold. Of course, they can also climb in. This is easily done because the loading door is fully open.

[0068] In the presentation of the Figure 1 and 2 A scaffold stop safety barrier 110 is provided on scaffold 100. The scaffold stop safety barrier 110 replaces the guardrail post 104. At loading points, such as loading point 107, an intermediate rail 105 is not required. As in Figure 2 As can be seen, the scaffold bay 101 is very easily accessible thanks to the use of the scaffold stop safety barrier 110.

[0069] The scaffold landing safety barrier 110 can also be referred to as a scaffold loading point safety barrier, since it is designed for installation in a scaffold 100, in particular in a working or protective scaffold, at a landing, in particular at the loading point 107, for the elevator 1, in particular a construction elevator. At the loading point 107, it replaces the guardrail or part of the guardrail of the scaffold 100. At the loading point 107, the barrier serves as fall protection.

[0070] The scaffold stop safety barrier 110 is in Figure 1Closed; the car 10 has not yet been moved to the loading point 107; the distance A has not yet been bridged. In the unloading position of the car 10, Figure 2 The barrier may be opened. Car 10 brings the necessary key 95 (see below). Figure 11 ) with. A corresponding key slot 37 is provided on the frame 30. The worker on the scaffold can remove the key 95 and unlock a locking device 103. As an alternative to the scaffold stop safety barrier 110 shown, a conventional floor safety door can also be used. To unlock this, the key is also usually brought up via the lift platform to ensure that the platform stops correctly in front of the scaffold floor 106 to be served.

[0071] The barrier 110 has at least one movable barrier element 112, also called a barrier arm or barrier boom, e.g., in the form of a rod. This barrier element 112 is pivotally mounted on a rotation axis located at one end, in particular a horizontal or slightly inclined axis. In other words, it can be pivoted upwards after unlocking, thereby opening the loading point 107 – cf. Fig. 1A and Fig. 2A .

[0072] Depending on the length of the loading point 107, a fixed counter-element 114 is provided in addition to the barrier element 112. One end of the counter-element 114 can be connected to the frame 100, and the other end can be aligned towards the barrier element 112. Preferably, it has a receptacle 111 for receiving the end of the barrier element 112 opposite the axis of rotation in the closed, i.e., lowered, position.

[0073] The scaffold stop safety barrier 110 is particularly preferably constructed from a counter element 114, a barrier element 112, a locking device 113 and a detent 115.

[0074] The locking device 115 and the counter element 114 are attached to the scaffold 100, here to the vertical frame 102, using appropriate brackets.

[0075] The locking device 115 carries the locking device 113 and the movable barrier element 112.

[0076] In the Figure 1 and 2A further detail shown is a starting rail 120. The starting rail 120 is hooked between the two mast stiles 6, 6', each of which has a rack attached (not shown), and wedged between the two mast stiles 6, 6'. A lug 121 serves as a limit switch actuator. When the car 10 or its limit switch (not shown) reaches the lug 121 of the starting rail 120, the geared motor 3 stops automatically and the car 10 comes to a standstill. The starting rail 120 can therefore also be referred to as a stop element. With such a starting rail 120, which can be inserted at any point along the mast, the car 10 stops at the same defined point on the mast 2 without the need to communicate the stop to an operator below.

[0077] The approach rail 120 includes a limit switch actuator that can actuate a limit switch of the drive motor 3, causing the motor to switch off. It has a first end and a second end, the first end having a first jaw that can be inserted between two successive teeth of a first rack of the rack elevator, and the second end having a second jaw for enclosing a second rack of the rack elevator. The first jaw and the second jaw are offset from each other, so that they engage at points on the rack that are at different distances from one end of the rack. This causes the approach rail to wedge itself between the first and second racks when inserted, thus securing it in its inserted position.Preferably, a tab is provided as a limit switch actuator, which is arranged in an area between the first and second ends of the approach rail.

[0078] The car 10 can assume several states or positions. Firstly (not shown), it can be on the ground and loaded there. For the loading itself, there is a loading door, the second door 14 (see figure). Figure 12E ), provided, which can be completely folded down and can also be driven on with transport equipment, for example sack trucks or wheelbarrows or forklifts, depending on the size of the car 10.

[0079] In the loading position, viewed from a drive mode, the car 10 is in the travel position, meaning it is basically ready to move. In this position, the car 10 is raised to the corresponding elevator floor 106 and stops there in front of the loading point 107. Even then, the car 10 is still in the travel position. In this travel position, it is also locked. The lock must first be released before the car 10 can be moved.

[0080] During the movement of the car 10, it assumes various transitional states, all referred to as the movement position. Once the car 10 has been completely pulled away from the elevator mast and locked in this final position, it is in the unloading position.

[0081] Between the driving position and the unloading position, i.e. in the moving position, the car 10 is not locked and can therefore be moved along predetermined moving elements and means.

[0082] As mentioned previously, shows Figure 1 the elevator car 10 in driving position and Figure 2 the elevator car 10 in unloading position. Figures 3 to 6 Details of the different positions in relation to the car 10 with its platform 9 and its frame 11, consisting of the first frame part 30 and the second frame part 50, can be taken from this. Figure 3 again shows the car 10 in driving position and Figure 6 in unloading position.

[0083] The Figures 4 and 5 show intermediate states, where in Figure 4 A partially displaced car 10 is shown. As can be seen, the car 10, with the first frame section 30 fixed to it, is already partially displaced relative to the second frame section 50, which is connected to the carriage 5 (cf. Figure 1 and 2 ) is firmly connected, shifted. The elevator car 10 is, so to speak, on its way to the scaffold 100, more precisely to the loading point of the scaffold. Figure 5Figure 10 shows the car 10 just before it is fully extended, meaning that the car 10 has almost reached its destination, loading point 107 on the scaffold 100, in terms of overcoming the distance A. However, door 13 cannot yet be opened. Door 13 is still locked. The car 10 is still in the sliding position and can, for example, be pushed back towards mast 2 at any time.

[0084] Different Figure 6 - It shows the car 10 in the unloading position. The entire distance A has been covered, or the maximum surmountable distance. In addition, the first door 13 is unlocked and can be opened (see figure). Figure 8 ) and on the other hand the car 10 is blocked again, the double lever 80 is engaged (cf. Figure 14B The two frame parts 30 and 50 are shifted as far as possible from each other.

[0085] Figure 8Figure 1 shows two different views of the car 10 in the unloading position and with the loading dock door open, first door 13. The first door 13 is pivoted to open via the swivel joint 25, shown and indicated in Figure 2. Figure 8B through the arrow D - axis of rotation R (see below). Figures 3-6 ).

[0086] The Figure 7 and 9 Each shows similar detailed views and sections from a car 10 in travel position ( Figure 7 ) and in unloading position with the first door open 13 ( Figure 9 ). As detailed below. Figures 10 , 11 and 13As will be described, the car 10 has a frame 11 consisting of a first frame part 30 and a second frame part 50. The first frame part 30 is fixedly connected to the car 10, whereas the frame part 50 can be connected to the carriage via corresponding fastening lugs – indicated by 51', 51", 51 III< and 51 IV<. The two frame parts 30, 50 are slidable relative to each other.

[0087] The frame 11 has a guide 12 - in this case a cam guide, also called a slide guide, consisting of a cam in the form of the guide lever 40 and a cam block in the form of the sliding piece 60. The guide lever 40 and the sliding piece 60 are provided on different frame parts.

[0088] The first frame part 30 includes, among other things, a guide lever 40, which is angled at its rear end 44 (angle 48) but extends longitudinally overall. A slot 41 is provided in the center, in which a sliding piece 60 runs, the sliding piece 60 being attached to the second frame part 50. At its front end 45, the guide lever 40 has a locking element 46. This is a sheath-like projection of the guide lever. The locking element 46 essentially surrounds the front support frame 35 of the first frame part 30.

[0089] In driving position ( Figure 7The sliding piece 60 is located at the slot end 69, which is situated at the front end 45 of the guide lever 40. By moving the car 10 towards the frame, the sliding piece 60 moves in the slot 41 towards the rear slot end 68, initially along the longitudinal body 49, and finally over the angled section 48. This movement causes (see Figure 9B ), that when the sliding piece 60 is located at the rear end of the slot 68, the guide lever 40 rotates around the pivot joint 43 and performs a kind of tilting movement, causing the locking part 46 to tilt forward (cf. Figure 7B with Figure 9B ). The locking part 46 tilts a little bit away from the front of the car 10, consequently moving away from the support frame 35, which releases the loading door, the first door 13, and allows it to be opened.

[0090] In the locked state ( Figure 7A) a locking lug 47 present on the locking part 46 engages in the locking lug recess 66 on the first door 13, more precisely in the door frame 26 of the first door 13, ( Figure 7A ). In the unloading position ( Figure 9 ), i.e., when the locking part 46 is tilted away, the locking lug 47 disengages, i.e., it no longer engages in the locking lug recess 66, allowing the door 13 to be folded up - pivoting movement D ( Figure 8B ).

[0091] Particularly advantageous for protection against shearing and for improved guidance is a so-called guide plate 65 attached to the first frame part 30. The locking lug 47 engages in a slot 64 of this guide plate 65, as shown, for example, in Figure 7A .

[0092] Figure 9 It can also be seen how the trap lever 70 (shown in detail in Figure 16) with the guide lever 40, more precisely with the locking element 46. The latch lever 70 is mounted in the front support frame 35. The second latch extension 72 of the latch lever 70 engages with the locking element 46 by passing through the latch recess 42 when the door 13 is open.

[0093] In driving position (see below). Figure 7 The trap recess 42 does not align with the trap lever 70 – the trap recess 42 meets the front support frame 35. Only in the unloading position, Figure 9When the locking element 46 is tilted forward, the latch recess 42 and the latch lever 70 are aligned. If the door 13 is now opened, the latch lever 70 tilts outwards towards the guide lever 40. The second latch extension 72 then engages in the latch recess 42, similar to a door latch. This locks the locking element 46. The car 10 is blocked and cannot be moved as long as the second latch extension 72 is in the latch recess 42. When the door 13 is closed, the latch lever 70 returns to its initial position, engaging with the door 13, as will be explained later.

[0094] Figure 10 shows only the second frame part 50, which together with the first frame part 30 (cf. Figure 11 ) forms the frame 11, which together with the platform 9 is part of the elevator car 10 according to the invention.

[0095] The second frame section 50 is attached to the elevator 1 itself and is therefore referred to here as the fixed frame section. It is typically attached to the carriage 5. Corresponding mounting brackets 51', 51 II<, 51 III< and 51 IV< are provided. An upper frame element 58 is provided on the top; opposite it is the lower frame element 59; both are supported by the front frame element 57 and the rear frame element 56.

[0096] A number of first running rollers 53 are provided on the upper frame element 58, which are in a corresponding counterpart, the first running rail 31 (see Figure 11 ). On the underside, further rollers are arranged, the second rollers 54 and the third rollers 55, each in multiple numbers. These run in corresponding guide rails 32 and 33 on the first frame part 30 (see figure). Figure 11 ).

[0097] It is evident - see e.g. Figure 11- that the guide rails 53, 54 and 55 are aligned in different directions. This ensures safe and precise guidance of the two frame parts 30 and 50 within each other. The rollers 53, 54 and 55 slide in their respective guide rails 31-33 when moved.

[0098] The second frame part 50 also has a sliding piece 60 attached to a sliding piece carrier 52, which is designed, for example, as a tab. The sliding piece 60 can also be referred to as a cam follower or cam actuator. It runs in the slot 41 of the guide lever 40, which can consequently also be referred to as a cam lever or cam follower.

[0099] A double lever 80 is provided on the upper side, i.e., on the upper frame element 58. This is a lever with a dual function: operating lever and locking lever.

[0100] The double lever 80 is composed of the first lever 81 and the second lever 82, which are connected to each other to form the double lever 80. In order for the car 10 to be moved, both levers 81 and 82 must be actuated simultaneously, i.e., lifted via the lever pivot axis 88, cf. arrow K in Figure 10A By tilting upwards, the first frame part 30 is disengaged, so that the two frame parts 30 and 50 can be moved against each other, or the first frame part 30 can be moved along the second frame part 50.

[0101] Figure 11 Figure 1 shows the first frame section 30 in two different perspective views. Several guide rails 31-33 are arranged between a rear support frame 34 and a front support frame 35. The components already shown above run in all these guide rails. Figure 10The rollers 53-55 of the second frame section 50 are described. Accordingly, the guide rails 31-33 of the first frame section 30 are arranged facing in different directions. The first guide rail 31 at the upper end of the first frame section 30 accommodates the first rollers 53. The third guide rail 33 accommodates the third rollers 55. The first guide rail 31 and the third guide rail 33 face each other. The second guide rail 32, which accommodates the second rollers 54, is offset by 90°. The provision of three guide rails 31, 32, 33 ensures smooth movement and precise guidance.

[0102] It can also be seen in Figure 11 that the guide lever 40 is part of, or attached to, the first frame part 30. As is particularly well shown in Figure 9As can be seen and has already been described, the guide lever 40 is attached to the front support frame 35. It is rotatably mounted and supported, in particular, via the pivot joint 43. Furthermore, the inlet plate 65 is also present, likewise attached to the front support frame 35.

[0103] The trap lever 70 is also in Figure 11 Clearly visible, more precisely its first trap extension 71 and its actuator extension 73, as well as the shaft 75 of the swivel joint 74. The front support frame 35 accordingly has a trap lever receptacle 67.

[0104] The trap lever 70 is predominantly located and mounted inside the front support frame 35. The front support frame 35 accordingly has the trap lever receptacle 67 on one side and a further opening (not shown) on the opposite side, from which the second trap extension 72 can emerge and which, in the unloaded position, aligns with the trap recess 42 of the guide lever 40.

[0105] The platform 9 itself, also referred to as the stage, is firmly connected and mounted to the first frame part 30 via the lower support frame 36.

[0106] Figure 12Figure 1 shows platform 9 in various views and states. Platform 9 is part of the car 10, which in this case consists of platform 9 and frame 11, i.e., the first frame section 30 and the second frame section 50. Platform 9 itself has a floor 19, which is bounded on all sides by various side panels. One of these is the first side panel 15 with the second door 14 – also called the loading door. It can be folded down, as shown in Figure 1. Figure 12E Then, for example, it can be accessed with a wheelbarrow. The second side panel 16 is, so to speak, the rear wall. The platform extension 29, which is attached there and to the third side panel 17, serves for the safe transport of even tall material components. The first door 13, also called the loading door, is mounted on the fourth side panel 18. The opening on the fourth side panel 18 is provided for loading and unloading from scaffolding.

[0107] Preferably, the platform 9 is rectangular with two longer side sections 16 and 18 and two shorter side sections 15 and 17. Preferably, one shorter side, in this case the third side section 17, is connected to the carriage 5. The longer side then rests against the frame 100. This is advantageous for a worker, as they do not have to lean or reach so far into the car 10. This avoids a known disadvantage of elevators with a rotating platform.

[0108] Access to platform 9 from scaffold 100 is possible via a threshold 20 and, unlike via the second door 14, is not step-free. The floor 19 is preferably slightly lower than the threshold 20 and, depending on exactly where and how the car 10 stops at the loading point 107 of scaffold 100, also lower than the scaffold deck 103.

[0109] The Figures 13A and 13BThe diagram shows the interaction between the first frame part 30 and the second frame part 50, as previously described. Details in this context are entered accordingly and included in the diagram. Figure 14 and 15 Shown enlarged. Figure 14 This shows a detail, in particular, of the locking part 46 in the driving position ( Figure 14A ) and in unloading position ( Figure 15A ). Figure 14B shows the double lever 80 in driving position as well as Figure 15B the double lever 80 in the unloading position of the car 10.

[0110] In Figure 14A A section of the front frame element 57 of the second frame part 50 can still be seen (cf. Figure 13A ). From the sectional view of the Figures 14A and 15A It can be seen that the locking lug 47 of the locking part 46 engages through the inlet plate 65 into the corresponding locking lug recess 66 (not shown here, cf. Figure 7The inlet plate 65 is attached to the front support frame 35. The locking part 46 surrounds the front support frame 35.

[0111] In the unloading position, the guide lever 40, in particular its front end 45, i.e. the locking part 46, is tilted forward, thereby disengaging the locking lug 47.

[0112] The function of the actuating element, the double lever 80, is described in the Figures 14B and 15B shown in detail. As explained, the double lever 80 consists of two levers, the first lever 81 and the second lever 82, which are mounted together. They can be pivoted via the lever pivot axis 88, tilting movement K.

[0113] Each lever 81, 82 has engagement means – the locking hook 85 is arranged on the first lever 81 and the engagement element 83 on the second lever 82, which terminates in a tapered end 86 separated by a stop 84 and has a wide end 87 on the opposite side. In the driving position, both engagement means, locking hook 85 and engagement element 83, engage through the first opening 38, the larger of the two openings 38, 39 in the first frame part 30.

[0114] Since the double lever 80 is attached to the second frame part 50 and the engagement means engage in an opening on the first frame part 30, the car 10 is blocked. It cannot be moved.

[0115] In this fully lowered position, where both engagement elements 83 and 85 are completely enclosed in the first frame section 30, more precisely in the opening 38 therein, the handles 89 and 90 of the first lever 81 and second lever 82, respectively, are lowered to such an extent that a correspondingly arranged limit switch of the geared motor 3, i.e., of the elevator 1 (not shown), is released. The geared motor 3 can therefore be started to move the car 10. The car 10 is in the travel position.

[0116] Unlike in the unloading position ( Figure 15BHere, the engagement element 83, more precisely its tapered end 86, engages in the second opening 39 of the first frame part 30. However, a larger portion, the upper, wide end 87 of the engagement element 83, remains outside, as does the locking hook 85. The second opening 39 is so small that, due to the stop 84 of the engagement element 83, the double lever 80 cannot fall completely into this opening 39, but remains predominantly outside of it. Consequently, the double lever 80 is positioned comparatively further upwards, thus keeping the correspondingly positioned limit switch actuated.

[0117] The motor limit switch of the geared motor 3 is also activated as soon as the double lever 80 or one of the two levers 81, 82 is raised to move the car. This immediately switches off the motor 3.

[0118] The measures described above provide additional safeguards, as motor 3 cannot be started unless the car 10 is in the travel position. Only in the travel position (see below) Figure 14B ), and only in this position, does the double lever 80 fall completely into the corresponding opening 38 on the first frame part 30 and release the limit switch. Therefore, the motor can only be started in the driving position. In the unloading position, the double lever only partially engages, i.e., it only partially falls into the correspondingly smaller opening, the second opening 39, of the first frame part. The limit switch thus remains actuated. The same applies to the sliding position (see ). Figure 4 and 5 ), in which the double lever is completely out of engagement.

[0119] The double lever 80 is a locking element, as it locks both in the driving position ( Figure 14B ) as well as in the unloading position ( Figure 15B), the car, more precisely the platform 9 together with the first frame section 30 mounted to it, so that it cannot be moved relative to the second frame section 50 and thus relative to the carriage 5. In the sliding position, the double lever is disengaged, so that the platform 9 together with the first frame section 30 can be moved relative to the second frame section 50.

[0120] The double lever 80 is also an actuating element, because in order to move the car 10 transversely to the direction of travel F of the car in the elevator 1, the double lever 80, namely both levers 81, 82, must be actuated.

[0121] Figure 16 Finally, the function and details of the latch lever 70 are shown. It is mounted in the front support frame 35 of the first frame section 30. The latch lever 70 has a locking function, similar to a latch in a door lock. In the driving position ( Figure 16BThe latch recess 42 on the guide lever 40 is released. The second latch extension 72 does not engage there. Instead, the first latch extension 71 engages in the door latch recess 23 of the first door, more precisely in its frame 26. In the unlocked position, as explained previously, the latch recess 42 aligns with a corresponding opening in the front support frame 35, so that the latch lever 70 can rotate via the pivot joint 74, arrow F. The latch lever 70 folds in the illustration of the Figure 16B to the left and reaches through the trap opening 42, as shown in Figure 16A This disengages the first latch extension 71 from the door 13, which can then be opened. The door 13 cannot be opened as long as the latch recess 42 is not aligned with the corresponding opening in the front support frame 35. The door 13 is opened by a pivoting movement D (see figure). Figure 8), i.e., door 13 is shown in the enlarged view of the Figure 16 moved upwards. The first latch extension 71 is thereby carried along and folds over. When the door is closed, the door 13 is lowered and its lower edge 24 presses on the actuator extension 73, causing the latch lever 70 to fold over, as shown in the illustration of the Figure 16B to the right. This disengages the trap recess 42, as the second trap extension 72 is moved out of it. The guide lever 40 is free and can be used again – the car 10 can be moved.

[0122] The design options shown in the individual figures can also be combined with each other in any way. Reference symbol list

[0123] 1 Lift - here construction lift 2 Lift mast 3 Geared motor 4 Lift control 5 Carriage 6, 6' Mast beam with rack 9 Platform 10 Car 11 Frame 12 Guide 13 First door 14 Second door 15 First side panel 16 Second side panel 17 Third side panel 18 Fourth side panel 19 Floor 20 Sill 21 Scaffold side 22 Lift side 23 Door latch recess 24 Lower edge of first door 25 Swivel joint for first door 26 Door frame 29 Platform extension 30 First frame section 31 First track 32 Second track 33 Third track 34 Rear support frame 35 Front support frame 36 Lower support frame 37 Key slot 38 First opening 39 Second opening 40 Guide lever 41 Slot 42 Latch recess 43 Swivel joint of the guide lever 44 Rear end 45 Front end 46 Locking part 47 Latch nose 48 Angle 49 Longitudinal body 50 Second frame part 51 I< , 51 II< , 51 III< ,51 IV< Mounting tab 52 Sliding piece carrier 53 First rollers 54 Second rollers 55 Third rollers 56 Rear frame element 57 Front frame element 58 Upper frame element 59 Lower frame element 60 Sliding piece 64 Slot 65 Inlet plate 66 Latch nose recess 67 Latch lever receptacle 68 Rear slot end 69 Front slot end 70 Latch lever 71 First latch extension 72 Second latch extension 73 Actuator extension 74 Latch lever pivot joint 75 Shaft 80 Double lever 81 First lever 82 Second lever 83 Engagement element 84 Stop 85 Locking hook 86 Tapered end of engagement element 87 Wide end of engagement element 88 Lever pivot axis 89 First handle 90 Second Handle 95, Key 100, Scaffold 101101'Scaffold bay 102Vertical frame 103Scaffold decking 104Guardrail 105Intermediate beam 106Floor 107Loading point 108Car side 110Scaffold landing safety barrier 111Receiver 112Barrier element 113Locking device 114Counter element 115Locking 120Approach rail 121Lap ADistance DSwivel movement FCar direction of travel HHorizontal displacement direction KTilt movement RRotation axis SGap

Claims

1. Car (10) for a lift (1), in particular a construction or industrial lift, wherein the car can assume at least two end positions, a travel position as a first end position and an unloading position as a second end position, wherein a change between the first and second end positions is effected by a displacement, in particular by a shifting or moving, of the car transverse to a direction of travel (F) of the car, characterized by the fact that the car has a frame (11) made of at least two frame parts (30, 50) which are movable relative to each other, transverse to the direction of travel of the car in the elevator and manually movable, wherein a first frame part (30) is fixedly connected to the car and wherein a second frame part (50) can be fixedly connected to the elevator, in particular to a carriage.

2. Elevator car according to claim 1, characterized by the fact thatthe frame (11) has a guide (12), in particular a slide guide or a cam guide, comprising a guide lever (40) with a slot (41) and a sliding piece (60) guided in the slot, in particular a cam block or a cam actuator, wherein the guide lever (40) is arranged on the first frame part (30) and the sliding piece (60) is arranged on the second frame part (50).

3. Elevator car according to claim 2, characterized by the fact that In the unloading position, the guide (12) releases a first door (13) of the car (10), which closes the car on a side (21) facing a scaffold (100) operated by the elevator (1), so that the first door can be opened in the unloading position, while the first door is locked in the travel position.

4. Elevator car according to claim 3, characterized by the fact thata trap lever (70) is provided which, when the first door (13) is opened, engages the guide lever (40) so that the sliding piece (60) cannot be moved, which means that the car (10) must remain in the unloading position.

5. Elevator car according to claim 4, characterized by the fact thatthe latch lever (70) has a first latch extension (71) which, in a first engagement state of the latch lever, engages in a door latch recess (23) in the first door (13) and only disengages in the unloading position of the car (10), and which has a second latch extension (72) which, in the unloading position, in a second engagement state of the latch lever, engages in a latch recess (42) in the first frame part (30), in particular in the guide lever (40), wherein, in a closed state of the first door, the first latch extension is in engagement with the first door and, in an open state of the first door, the second latch extension is in engagement with the first frame part.

6. Elevator car according to claim 5, characterized by the fact thatthe latch lever (70) has an actuator, in particular an actuator extension (73), which can be actuated by the first door (13), in particular a lower edge (24) of the first door, whereby the latch lever can be moved between the first and the second engagement state.

7. Elevator car according to one of the preceding patent claims 3 to 6, characterized by the fact that the first door (13) is a swing door which can be pivoted into an open position via a horizontally arranged rotation axis (R).

8. Elevator car according to one of claims 3 to 7, characterized by the fact thatthe guide lever (40) is angled at a rear end (44) facing away from the first door (13) and has a locking part (46) at an opposite front end (45), which can be tilted in a direction away from the car by moving the car (10) in a horizontal direction (H) to the second end position, whereby the sliding piece (60) can be guided in the slot (41) up to a slot end (68) at the rear end of the guide lever, thereby releasing the first door.

9. Elevator car according to claim 8, characterized by the fact that the locking part (46) of the guide lever (40) has a locking lug (47) which engages in a corresponding locking lug recess (66) on the first door (13), wherein the first door is released when the locking lug is out of engagement with the locking lug recess.

10. Elevator car according to claim 8 or 9 in conjunction with one of claims 4 to 7, characterized by the fact thatthe trap recess (42), into which the second trap extension (72) of the trap lever (70) engages in the open state of the first door (13), is formed in the locking part (46) so that the guide (40) is blocked and movement of the car (10) is prevented.

11. Elevator car according to one of the preceding patent claims, characterized by the fact that it has a double lever (80) as an actuating element, wherein a first lever (81) and a second lever (82) are combined to form the double lever, in particular connected to each other, wherein the double lever is arranged on the second frame part (50) and wherein the first frame part (30) has at least a first opening (38) and a second opening (39) into which the double lever can engage, wherein the first and the second opening on the first frame part are arranged such that the double lever engages in at least one of the two openings in both end positions.

12. Elevator car according to claim 11, characterized by the fact that the first opening (38) and the second opening (39) are of different sizes, wherein the double lever (80) has at least one engagement element (83) which can engage in at least one of the openings, wherein the engagement element has a means, in particular a stop (84), which prevents the engagement element from being received beyond the means, in particular the stop, into one of the smaller of the two openings.

13. Elevator car according to claim 11 or 12, characterized by the fact that the double lever has a locking hook (85) wherein the locking hook engages in a larger (38) of the two openings (38, 39), wherein the first frame part (30) is only displaceable when the locking hook is disengaged.

14. Elevator car according to patent claim 13 in conjunction with claim 12, characterized by the fact thatthe engagement element (83) is located on the second lever (82) and the locking hook (85) is located on the first lever (81).

15. Elevator car according to one of the preceding patent claims, characterized by the fact that on a side (21) of the car (10) facing the scaffold (100) there is a projecting sill (20) which, when the car is moved towards the scaffold in the unloading position of the car, at least predominantly closes any gap (S) that may still exist between the car and the scaffold.

16. Construction or industrial lift (1), in particular a rack and pinion lift, comprising a lift mast (2), a vertically movable carriage (5) with a geared motor (3) driving the same and a car (10) connected to the carriage, characterized by the fact that the elevator car (10) is designed according to one of the preceding patent claims.

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