Belt elevator with optimised layout

Abstract

The invention relates to a belt elevator having an elevator car that can be moved vertically up and down along elevator car guide rails that lie opposite one another, wherein guide legs of the elevator car guide rails span an imaginary vertical plane common to them, which plane runs at least substantially through the centre of gravity of the unloaded elevator car, and wherein the elevator car is suspended on at least four parallel belts in the lower block in such a way that at least two belts in the vicinity of said vertical plane run to the left of the elevator car and at least two further belts in the vicinity of said vertical plane run to the right of the elevator car under the floor of the elevator car, wherein the counterweight is suspended on said belts in the upper block.

Description

[0001] BELT LIFT WITH OPTIMIZED LAYOUT

[0002] The invention relates to a belt elevator in accordance with the main claim applicable to it.

[0003] TECHNICAL BACKGROUND

[0004] Belt elevators have been around for some time. Unlike the steel ropes that are still the most common, belts can be redirected over smaller-diameter traction sheaves without shortening their service life. This allows for better utilization of the shaft cross-section.

[0005] TASK

[0006] The object of the invention is to create belt elevators that are even more optimized than previously known solutions.

[0007] INVENTIVE SOLUTION

[0008] According to the invention, a support and drive belt elevator is provided with a car which can be moved vertically up and down along opposite car guide rails. The spatial arrangement of the elevator is such that the guide legs of the car guide rails span a common, imaginary vertical plane which runs at least substantially through the center of gravity of the unloaded car. The car is suspended from at least four parallel belts in the lower block. The suspension is such that at least two belts run close to the said vertical plane on the left side (usually no more than 40 cm, better no more than 30 cm) and at least two further belts run close to the said vertical plane on the right side under the floor of the car cabin. The counterweight is suspended from the said belts in the upper block.

[0009] The elevator according to the invention is a belt traction elevator with a suspension ratio of 2 / 1. Viewing the belt path shown below from a 90-degree angle, two belts are arranged symmetrically on either side of the car guide rail and support the car and the counterweight in a balanced manner from the center, i.e., from the exact center of gravity.

[0010] The belt runs under the cabin and enables a very good ride quality even when using a relatively light frame construction.

[0011] With the horizontal arrangement of the system, the car guide rails are located exactly in the middle of the car depth, i.e. almost exactly at the center of gravity of the car. The symmetrical arrangement of the belts on both sides of the car guide rail ensures ideal traction with the lowest possible friction on the guide shoes and the lowest possible horizontal load on the rails both during traction and when the safety gear is activated. This allows the use of smaller and more cost-effective rails and ensures optimal and safe traction. This arrangement of the car guide rail and the belt path ensures that the center axis of the counterweight coincides with the center axis of the car.The fact that the central axes of the counterweight and the car are the same means an ef fi cient use of the shaft and allows the placement of the elevator in a shallow shaft and shallow car depth.

[0012] OPTIONAL OPTIONS FOR FURTHER DEVELOPMENT OF THE INVENTION

[0013] When adhering to the above-mentioned inventive design, the fact that the length of the counterweight can be extended in the direction of the shaft depth allows the use of counterweights with lower density and lower cost, such as concrete, even with small shaft depth dimensions.

[0014] Therefore , protection is also claimed for a belt elevator which is characterized in that the counterweight consists predominantly of monolithic concrete or reinforced concrete or of layered plates of the said material .

[0015] A car guide rail is preferred which is located (essentially) centrally between two opposing counterweight guide rails.

[0016] Ideally, the elevator according to the invention is characterized in that the rail anchors, which hold the counterweight guide rails in position on the shaft wall, are connected in pairs by a horizontal beam that supports a car guide rail. Particularly good shaft utilization can be achieved through each of the aforementioned measures, and especially through the combination of them.

[0017] Ideally, the drive is located in the shaft head in the area between the car side wall or its imaginary vertical extension upwards and the shaft side wall running (at least substantially) parallel to it.

[0018] Preferably, the drive rests on a drive support which is attached to the upper end of the car guide rails and ideally also to one of the car guide rails.

[0019] Ideally, the drive carrier is formed predominantly by two horizontal profiles running parallel to one another at a distance from one another, preferably each having a C-shaped cross-section, which are preferably longer in the direction of their longitudinal axis than the distance between the opposite car guide rails.

[0020] It is particularly advantageous if the open flanks of the two parallel horizontal profiles are directly opposite each other.

[0021] Ideally, the drive carrier comprises two cranked or Z-shaped end fittings.

[0022] In this case, the cranked or Z-shaped end fitting usually comprises a first vertical leg that overlaps the free end face of the parallel horizontal profiles, and a second vertical leg that rests against the rear of a counterweight guide rail, as well as a connecting section that connects the two vertical legs and forms a horizontally flat support for the two parallel horizontal profiles. The second vertical leg preferably has a sloping side edge with which it extends from the counterweight guide rail to the flank of the drive carrier facing into the shaft.

[0023] The offset or Z-shaped end fitting advantageously has opposing elongated holes on its first vertical leg. At least one of these is provided for connecting this vertical leg to one of the parallel horizontal profiles. The connection is preferably made by at least one metal tab projecting from the end face of the horizontal profile, which engages in the relevant elongated hole even before welding, thereby (at least also) ensuring a positive fit.

[0024] Ideally , the drive support should project with at least one of its horizontal profiles beyond the counterweight guide rails supporting it in the direction of the shaft centre , thus ensuring that one of the car guide rails can be placed directly against it and bolted to it .

[0025] Preferably, and usually additionally, the drive extends beyond the drive beam supporting it toward the center of the shaft. This ensures the necessary clearance for the belts running from the drive to the car. Preferably, at least two balconies—usually spaced apart by at least the total width of the traction sheave—project from the drive beam or its at least one horizontal profile toward the center of the shaft. The belts extending from their traction sheaves to the car run between these balconies.

[0026] The elevator according to the invention can be characterized in that each of the balconies is supported by at least one (better at least two parallel and spaced apart) L-shaped support, one of which, preferably longer, L-legs is welded to the vertical flank of the horizontal support on the inside of the shaft and the other, preferably shorter, leg supports the underside of the balcony.

[0027] In this case, it is preferred that the drive has underside feet that rest on the upper side of said balconies. It may be an advantageous design variant for one of the balconies to be overlooked horizontally and laterally by the cantilevered motor, and preferably for the other of the balconies to be overlooked horizontally and laterally by the cantilevered traction sheave brake.

[0028] Ideally, the belts, on their way from their drive pulley to the counterweight, pass through the gap formed between the two horizontal profiles of the drive carrier.

[0029] In summary, the simple two C-shaped

[0030] Profiles that face each other and have Z-shaped covers on the front, existing drive supports say the following:

[0031] The Z-shaped end fittings, also called cover plates, are the plates to which the counterweight rails are attached. The car guide rail is connected to the back of the front profile, which extends in a C-shape. Both the car guide rail and the counterweight rails, which are connected to the machine frame, are connected as standard with four holes at the end of the rails. This eliminates the need to drill additional holes in the rails. Together with the balconies, also called motor mounting plates, which are attached to the C-profiles, the drive bracket ensures that the rails and motor are held in the exact position.

[0032] The belts are mounted on both sides of the motor pulley, leaving the center section free. The gap in the middle provides space for the car guide rail.

[0033] Ideally, the distance between at least two immediately consecutive rail supports directly below the drive carrier is smaller than the regular distance between two immediately consecutive rail supports in the vertical direction, preferably by at least 55%.

[0034] Preferably, the elevator according to the invention is characterized in that the car or the car suspension consists of an upper horizontal support and a lower horizontal support, which are connected to one another by vertical supports, wherein the said imaginary vertical plane (at least substantially) also forms the central longitudinal plane of at least the lower vertical support.

[0035] It is preferred that the lower horizontal support accommodates the car-fixed deflection pulleys in its hollow interior, at least predominantly.

[0036] It is particularly advantageous if the lower horizontal support is formed by two parallel C-profiles which are spaced apart from one another and which are connected to one another by cross members arranged in their interior at a distance from their front ends, with the carrying straps preferably passing the cross members on their underside.

[0037] It is advisable to connect the two C-profiles mentioned above on their upper side, preferably in the area of ​​their free front end, to a cabin floor support and to stabilise them against each other by this support.

[0038] It is ideal if the C-profiles are connected to each other on their undersides by a support box, preferably directly below the car deflection rollers.

[0039] Advantageously, a braking safety device acting on an immediately adjacent car guide rail is accommodated in or on the support box.

[0040] Ideally, a support for a free end of a cabin floor support projecting beyond the aforementioned C-profiles is flanged to each of the vertical side walls of the support box. Ideally, the support is part of a modular system comprising a group of supports of this type with different cantilever widths for different cabin widths. Ideally, the cabin floor support(s) have(s) two legs and consist of a shorter horizontal leg that is bolted to the support box and a longer vertical or diagonal leg that is bolted to the cabin floor support or to a cross connector connecting the ends of the two cabin floor supports.

[0041] Preferably, a downwardly projecting console is mounted on the underside of the support box, which holds a rail guide on its outside.

[0042] Ideally, several additional cross beams rest against the C-profiles on their lower outer side in the area between the support boxes, which are connected to them and carry the buffer plates that strike against the car buffers located in the shaft floor when the car has reached its lowest permissible travel position.

[0043] Preferably, the C-profiles are provided with windows on their vertical webs in the area of ​​the car pulleys, through which the car pulleys can be installed and removed. Ideally, each window of the relevant C-profile is closed with a screw-on cover during regular ferry operation, which provides more than just a minor support effect for the C-profile.

[0044] Ideally, the screw-on cover, when screwed on, secures one end of the bearing spindle for the car deflection pulleys. Protection is also claimed for a belt elevator, which is preferably, but not exclusively, designed according to the preceding claims and is characterized in that the upper horizontal support is formed by two parallel C-profiles spaced apart from one another, the C-profiles being arranged back to back so that their open sides face away from one another and point to the outside.

[0045] Protection is also claimed for a belt elevator, which is preferably, but not only, designed according to the preceding claims and is characterized in that the upper horizontal support has at least one protective space bar (also called: car locking device), better two and ideally four protective space bars, by whose - preferably purely horizontal - rail movement the car can be temporarily fixed to the car guide rails in order to ensure a protective space in the shaft base or in the shaft head for maintenance work.

[0046] Ideally, each shelter bar is at least partially, or better yet, completely, housed in an area between the two horizontally outward-facing legs of a C-profile that forms the upper horizontal support.

[0047] Protection is also claimed for a belt lift which is preferably, but not only, designed according to the preceding claims and is characterized in that the protective space bolt is positioned in such a way that the bolt tongue of the protective space bolt can be pushed through the gap between two immediately adjacent carrying belts, past the carrying belts, into the bolt trap, which is preferably permanently attached to the car guide rail, even during normal ferry operation.

[0048] Protection is also claimed for a belt lift which is preferably, but not only, designed according to the preceding claims and is characterized in that the lift is equipped with a detection of the current actual position and with a lift control which is able to move the lift car on command into a position in which the locking tongue and the locking latch of the protective space latch are aligned, so that the locking tongue can be pushed into the locking latch without the need for any further lift car movement.

[0049] Ideally, the locking tongue can be manually inserted and / or removed from the locking latch from inside the cabin through an openable access in the cabin ceiling. Even better, the locking tongue can be inserted and / or removed from the locking latch by motor or electromagnetic means.

[0050] It is preferred that the ventilation and / or the correct insertion of the locking tongue are monitored by switches, preferably limit switches and / or sensors, preferably limit sensors.

[0051] Ideally, a car guide rail is equipped with a Y-shaped, upwardly widening rail end fitting, to which the clamps for the ends of the rising belts coming from the car are attached. LIST OF FIGURES

[0052] Figure 1 shows an embodiment of the elevator according to the invention obliquely from above, at the front.

[0053] Figure 2 shows the same embodiment of the elevator according to the invention obliquely from below.

[0054] Figure 3 shows the car frame which can be used in the elevator according to the invention, obliquely from above, in its entirety.

[0055] Figure 4 shows the lower half of the car frame according to Figure 3, seen from below.

[0056] Figure 5 shows the lower part of the car frame, seen from above.

[0057] Figure 6 shows the upper part of the car frame, seen from above.

[0058] Figure 7 shows the upper part of the car frame, seen from below.

[0059] Figure 8 primarily shows the drive and the drive carrier that holds it.

[0060] Figure 9 shows the drive and drive carrier, seen from above.

[0061] Figure 10 shows the end of the carrying strap strand on the side opposite the counterweight.

[0062] Figure 11 shows the reverse of what Figure 10 shows.

[0063] Figure 12 shows, viewed diagonally from above and from the front, the end of the carrying strap strand on the side opposite the counterweight.

[0064] Figure 13 shows the belt end fastening in the drive area.

[0065] Figure 14 shows the drive in the shaft head.

[0066] Figures 15 and 16 show the operation of the braking safety device.

[0067] Figure 17 shows the counterweight.

[0068] FROM A LEADERSHIP EXAMPLE

[0069] Figures 1 to 17 show an embodiment of the elevator 1 according to the invention.

[0070] THE GENERAL ELEVATOR CONCEPT

[0071] By comparing Figures 1 and 2, it is clearly evident that in the exemplary embodiment according to the invention, the car 2 hangs in a bottom block. This means that the support belt strand, consisting here of four parallel support belts 3a to 3d, runs from the traction sheaves 4 to the area of ​​the lower edge of the car 2. It is then deflected there and now runs along the underside of the car 2, before being deflected again on the other side of the car and then running upwards to the end of the support belts and their fastening 5.

[0072] In contrast, the counterweight 6 is suspended from the upper block. For this purpose, it carries a set of deflection pulleys on its upper side, over which the strand of the four parallel support belts 3a to 3d coming from the traction sheaves 4 is deflected by 180°, from where it then runs upwards again to the fastening 5 there for the ends of the support means.

[0073] This type of suspension requires less torque from the drive 28 to raise the car 2, while at the same time the drive 28 rotates faster. This type of suspension, especially of the counterweight 6, allows the use of a larger counterweight 6. This has the advantage that materials with a lower specific mass can be used to weight the counterweight 6. In particular, it is possible to weight the counterweight 6 by inserting a monolithic body made of concrete or reinforced concrete, or by slabs made of these materials. This reduces costs.

[0074] Figures 1, 2 and 8 clearly show how the guide rails 7 and 8 are arranged.

[0075] The car guide rails 7 span a vertical plane that runs through the center of gravity of the unloaded car 2. At the same time, the support belts 3a and 3b as well as the support belts 3c and 3d are each guided in such a way that they run directly to the left and directly to the right of the car guide rails 7, typically at a distance of less than 20 cm from the respective car guide rail 7 or its rail center. In this way, the car 2 hangs well supported in a loop of four parallel support belts 3a to 3d, each of which symmetrically surrounds the car guide rail 7 in pairs. As a result, the car 2 is supported very evenly and is only exposed to minimal tension during normal ferry operation.Even with the lightly constructed car 2, there is no annoying crackling noise, as is otherwise known from cars that twist considerably under the influence of the operating load.

[0076] It can also be clearly seen that the counterweight guide rails 8 in turn span an imaginary vertical plane which is perpendicular to the imaginary vertical plane spanned by the car guide rails 7.

[0077] As can be seen from Figures 1 and 2, the counterweight guide rails 8 are fastened to the shaft side walls by means of rail anchors 9. In this case, two rail anchors 9, which are opposite one another in the horizontal direction, on the counterweight guide rails 8 are connected to one another by means of a horizontal beam 10 to form a C-shaped structure. Each of these horizontal beams carries a car guide rail 7, as a rule essentially in its center. The C-shaped structures, which are formed by the rail anchors 9 and their horizontal beams 10, define the cuboid space intended along the shaft, which the counterweight 6 moves up and down.

[0078] THE ELEVATOR CAR

[0079] Figure 3 provides a clear overview of the elevator car 2 as a whole, or rather the elevator car suspension, which becomes the elevator car after the elevator car has been installed.

[0080] As can be seen, the car suspension comprises an upper horizontal beam 12 and a lower horizontal beam 13. These two horizontal beams 12, 13 are connected to each other by preferably L-shaped vertical beams 14. As best seen in Fig. 1, the L-shaped vertical beams 14 are preferably stabilized against each other in pairs by bolting them together with support plates, usually C-shaped and not bearing any reference symbol. These are preferably the support plates, which are clearly recognizable in Fig. 1 by their large circular openings.

[0081] At this point, it is worth noting another design option that is not depicted figuratively but is no less relevant:

[0082] The sheet metal parts 11, which are not always but usually four-part and are attached to the car roof (not shown here), have two bends which are attached to round rubber wedges which press against the two inner surfaces of the L-shaped vertical supports 14. In this way, the connections of the car roof act like a bearing, allowing no horizontal movement, while the position of the car roof remains movable in the vertical direction. If one looks at Figures 3 and 5 laid side by side, it can be seen that the lower horizontal support 13 of the car suspension is formed from a pair of C-profiles 15 running parallel and spaced from one another. These are arranged symmetrically, or at least essentially symmetrically, to the imaginary vertical line which the car guide rails 7 span between them. The two C-profiles 15 are arranged so that their open flanks are directly opposite one another.In this way, the C-shaped profiles 15 frame a hollow space. In the area of ​​the ends of this hollow space, the deflection pulleys 16 are accommodated, at least predominantly, in the hollow space, ensuring that the four support belts 3a to 3d run horizontally underneath the car floor.

[0083] Also evident from Figures 3 and 5 is that the C-shaped profiles 15 are connected to one another in the region of the interior space they frame by cross members 17. These cross members 17 are arranged far enough away from the ends of the C-shaped profiles 15 that they do not obstruct the deflection rollers 16, which are provided and held directly in the region of the ends of the C-shaped profiles 15.

[0084] A closer look at Figures 3 and 5 reveals that the support belts 3a to 3d run horizontally beneath the car 2 or car suspension, respectively, such that they move within the interior space defined by the C-shaped profiles 15. The support belts 3a to 3d emerge from the C-shaped profiles 15 only where they have run over the deflection pulleys 16 and then extend upwards again.

[0085] It is also clearly visible that the C-profiles 15 of the car suspension are each connected at their upper sides, in the area of ​​their free front ends, to a car floor support 18, which stabilizes them against each other. The elevator car is placed on the car floor supports 18, which usually have an omega-shaped profile.

[0086] It can be clearly seen from Figure 4 that the C-shaped profiles 15 are connected to one another by a type of support box 19 directly in the area below the deflection pulleys 16 built into these C-shaped profiles 15. This so-called support box 19 consists of a horizontal plate 19a, two side plates 19b and a left-hand rear wall not really visible in Figure 4. This support box also provides significant stabilization for the C-shaped profiles 15. A bracket 20, which holds the rail guide of the elevator car 2, is flanged to the underside of the horizontal plate 19a of the support box 19.

[0087] A support 21 is attached to each of the side plates 19b of the support box 19, which supports the free ends of a car floor support 18 projecting beyond the said C-profiles 15 - at least when this is necessary because the car suspension is intended to support not only a narrow, but a medium-wide or even a wide elevator car.

[0088] This support 21 is preferably designed with two legs. It can then consist of a short horizontal leg 21a, which is flanged to the side plate 19b of the support box 19, and a long, inclined leg 21b, which is screwed to the car floor support 18 or to a cross connector 22 connecting the two ends of the car floor support 18. The latter provides additional stability, especially when accommodating medium-width or wide elevator cars.

[0089] The just-described form of support 21 with the slope is the preferred method for wide elevator cars and is part of a modular system. For medium-width elevator cars, alternative supports 21 are used, the previously sloped part of which still runs vertically upwards.

[0090] Thanks to the design of the positioning of these supports 21 under the cabin floor beams 18, a free space is created on both sides of the cabin. This free space offers the advantage of being able to accommodate various cabin equipment, such as a "cabin control panel."

[0091] The structure of the upper horizontal support 12 can best be seen by comparing Figures 1 and 7.

[0092] The upper horizontal support 12 also consists of two C-profiles 23 lying back to back. These are then, as shown here, facing away from each other with their open sides, while their large, closed sides are directly opposite each other.

[0093] At their ends, the C-profiles 23 are connected to one another by gusset plates 24 that widen outward to the left and right—usually in a broadest sense, V-shape—and are then connected via these to the vertical supports 14 of the car 2. The upper guide shoe holder and preferably also the C-profiles 23 are fixed to these gusset plates 24. By cutting one of the two consecutive C-profiles 23 of the upper horizontal support 12, additional space can be created for the car shaft door in a shallow car depth.

[0094] On their mutually facing sides, preferably at least 20% of the total length of the upper horizontal support 12 away from its end, the C-profiles 23 are screwed together by additional connectors 25.

[0095] As can be clearly seen from Figure 7, the upper horizontal beam 12 has two and ideally, as in the case of this exemplary embodiment, four shelter bars 26. Each of the shelter bars 26 is arranged such that the shelter bar 26 can be inserted by a horizontal displacement movement, preferably through the stabilizing gusset plate 24 and then through the gap between two immediately adjacent support belts 3a, 3b, into the bar latch attached to the corresponding car guide rail 7.

[0096] The locking latch is usually attached to the car guide rails 7 in such a way that it can remain there permanently, even during normal ferry operation.

[0097] Each shelter bar 26 is expediently accommodated at least partially, better predominantly or even completely in the area between the two horizontal, laterally outward-pointing legs of the C-profile 23 that supports it. In the present case, each shelter bar 26 is in turn connected to a C-shaped handle profile that overlaps the top of the two C-profiles 23 and in this way makes it possible to lock or unlock two shelter bars with one hand movement from the top of the car roof, i.e. from where fitters are standing in the shaft head for maintenance work, for example.

[0098] THE ACCOMMODATION OF THE DRIVE

[0099] The inventive accommodation of the drive 28 can best be seen by a direct comparison of Figures 8 and 2.

[0100] As can be seen, an elevator drive 28 is generally used here, which is driven by a gearless motor 29. The several traction sheaves 4, here four, arranged side by side, are preferably accommodated between the motor 29 and the associated traction sheave brake 30. For this purpose, a frame 31 is provided, which has several crossbeams that create a direct connection between the motor 29 and the traction sheave brake 30, bypassing the traction sheaves 4.

[0101] The drive 28 is typically designed as a long drive. In most cases, it has a length that is at least four times greater than its diameter.

[0102] The drive carrier 32 is clearly visible. It consists of two horizontally oriented C-profiles 33. These are aligned with each other so that their open sides are directly opposite each other.

[0103] The two C-profiles 33 are firmly connected to each other by end fittings 34. They maintain a distance from each other, at least locally, and thus form a gap 33a through which the support belts 3a to 3d can be guided from the traction sheave 4 to the counterweight 6.

[0104] Typically, these end fittings 34 have a special shape. Namely, a Z-shape with a first vertical leg 34a connecting the two C-profiles 33, a horizontal leg 34b serving as a support for the C-profiles 33, and another vertical leg 34c extending inward toward the drive 28. A counterweight guide rail 8 is attached to it on each side. Preferably, the respective counterweight guide rail 7 rests with its back against the inside of this second vertical leg 34c.

[0105] It is noteworthy that the first vertical leg 34a, as shown in Figure 8, can be provided with several elongated holes. Corresponding pins of the C-profiles 33 can project into these elongated holes; even if they do not, these elongated holes can be used for welding the C-profiles 33 to the end fitting 34, using what is known as a plug-in welding process.

[0106] It is also noteworthy that the respective end fitting 34 has a sloping side edge 34d, with which it extends from the counterweight guide rail 8 to the shaft-inward flank of the drive support 32. This design makes it possible to mount the drive support 32 on the counterweight guide rails 8 in such a way that it projects just as far in the shaft-inward direction as the respective horizontal beam 10, which is fastened to a pair of rail anchors 9.

[0107] This makes it possible to support the drive carrier 32 not only by a pair of counterweight guide rails 8, but also additionally by one of the car guide rails 7. Typically, the drive carrier 32 rests on three different guide rails.

[0108] It is noteworthy that the drive 28 is itself offset relative to the drive support 32 toward the shaft center. To achieve this, two balconies 35 are provided. As can be seen, the two balconies 35 are spaced apart from each other horizontally by approximately or at least the total traction sheave width. Each of the balconies 35 forms a support surface for the base of the drive 28 on the upper side, projecting beyond the corresponding C-shaped profile 33 toward the shaft center, and can be screwed to the latter.

[0109] Each of the balconies 35 is supported by one and preferably at least two L-shaped supports 36. Each of these supports 36 is designed such that it has a preferably shorter leg that supports the underside of the balcony 35. It then has a preferably longer L-leg that is welded to the vertical flank of the C-profile 33 on the inside of the shaft. This can also be clearly seen in Figure 8. In this way, the drive 28 can be displaced far enough towards the middle of the shaft that the support belts 3a to 3d can pass the horizontal beams 10, which extend downwards at regular intervals along the shaft, while maintaining the necessary safety distance.

[0110] It is important that several rail anchors 9, preferably together with the associated horizontal beams 10, are located directly below the drive carrier 32, which are attached to the shaft wall at shorter distances from one another (seen in the vertical direction) than are otherwise provided along the shaft and provide increased support for the guide rails.

[0111] Noteworthy is the inventive solution for fastening the ends of those belts which rise from the counterweight 6 into the area of ​​the drive carrier 32.

[0112] ANCHORING THE BELT ENDS

[0113] First, a look at the anchoring of the ends of the belts that rise from the counterweight 6. As can be clearly seen from Fig. 13, a balcony or arm 37 projects from the rearmost C-profile 33, extending away from the shaft center towards the shaft wall W and at the same time preferably downwards, to which the belt clamps or belt anchors 38 are connected, which mark the end points of the support belts 3 running through the counterweight 6. The rear position of the balcony 37, its horizontal position in the ideal belt path and its holding of the belt anchors 38 below the drive carrier 32 allow the fitter access to the belt anchors 38.

[0114] Then a look at the anchoring of the ends of the belts 3a to 3d, which rise from the car 2.

[0115] The so-called deadpoint is simply a symmetrical rail end fitting 39 which resembles the shape of the letter Y and which widens towards its upper end.

[0116] At the upper end of the Y-shape, there are local side walls on both sides, preferably in the form of 90° bends 40. These carry or support the upper horizontal hole 41 in the form of a plate with four holes which hold the inserted ends of the belt anchors 38.

[0117] The car guide rail 7 extends from below to approximately the middle of the rail end fitting 39. The car guide rail 7 is connected to the rail end fitting 39 through its four holes, which are already present as standard at the end of the rail, by means of through-bolts 43 and, below these, with additional rail clamps 44. Therefore, no additional holes are required in the car guide rail 7.

[0118] One or better two of the rail anchors 9 used on the dead center side, also called standard rail brackets, hold the underside or the lower half of the rail end fitting 39 with rail clamps 44, which are preferably inserted through corresponding holes in the rail end fitting 39 and press the car guide rail 7 against the rail end fitting 39 and pull both together against the respective rail anchor 9.

[0119] A vertical support plate 45 extending from the upper end of the car guide rail 7 to the horizontal hole 41 for the belt attachment transfers the loads of the belt attachment to the car guide rail 7 and ensures structural integrity.

[0120] On the underside of the dead center, positive locking elements are attached to both sides of the car guide rail 7, for example in the form of bevels 46. These create a positive connection between the car guide rail 7 and the rail end fitting 39 and reduce the radial load on the bolts and clamps in the event of a possible unbalanced load.

[0121] A preferably symmetrically shaped support arm 47 is usually screwed onto the shaft wall side of the rail end fitting 39 and extends in a lateral direction away from the rail end fitting 39.

[0122] On both sides of this support arm 47, there are symmetrical holes that can be connected to the holes on the rail end fitting 39 as well as to the usually L-shaped support bracket 48 for the OSG (Over Speed ​​Governor). Depending on the elevator layout, the support arm 47 can be connected to the right or left side of the rail end fitting 39, and the L-shaped support bracket is then positioned accordingly. The required through holes are prefabricated as standard on all affected components.

[0123] THE COUNTERWEIGHT The counterweight frame 49 consists, as shown in Fig. 17, of a total of four vertical side posts 50 and vertical center posts 51, as well as an upper and a lower horizontal support 52 and 53. These side posts 50, 51 are connected to the latter, so that the counterweights are arranged in two parts symmetrically to the rail axis.

[0124] The two vertical posts 51 in the center are preferably C-shaped and arranged back-to-back. The vertical posts 50 forming the corners on both sides are also C-shaped and pointing inward. This creates two frames with vertical guide grooves that accommodate two counterweights.

[0125] The vertical posts 51 in the center also serve to increase structural strength.

[0126] The lower beam is made of sheet metal parts that ensure the structural integrity of the supports and on which the counterweights are mounted.

[0127] Buffer profiles 54, which can be connected to the inside of the lower beam 52, can be telescopically extended or shortened thanks to the successive vertical holes of the single- and preferably multi-column hole matrix 55 in the lower beam 52. This type of telescopic connection makes it possible to adjust the vertical distance of the buffer as the belt strand lengthens over time.

[0128] The upper beam 53 consists of two opposing C-shaped sheets which ensure the structural integrity of the supports and also accommodate the deflection pulley(s).

[0129] THE ACTIVATION AND SYNCHRONIZATION OF THE SAFETY DEVICES

[0130] The synchronization mechanism 60 according to the invention for the synchronous actuation of the braking / catching devices on both sides is illustrated in Figs. 15 and 16.

[0131] The overspeed governor cable 68 and the deflection and tensioning device 56 for the overspeed governor cable 68, which is provided in the shaft base, preferably on the car guide rail 7 facing away from the counterweight 6, are clearly visible. As can be seen, the kinematically linked first to third actuating elements have a Z-shape overall. Of particular interest is the second actuating rod 58, which is predominantly or essentially positioned vertically. The vertical orientation can influence whether the synchronization mechanism 60 can be mounted higher or lower on the car suspension, viewed in the vertical direction. In elevators with a small or almost non-existent shaft pit, the deflection and tensioning device 56 for the overspeed governor cable 68 is located quite high up.Therefore, there is a risk that the articulation plate 61, which encloses the overspeed governor cable 68 and is intended for coupling the synchronization mechanism 60, will come too close to the deflection and tensioning device 56. To prevent this, a longer operating rod 58 can simply be selected and installed from the existing system or rod kit; for this purpose, the individual operating rods 58 are connected to one another by screwed or pinned axles instead of riveted axles. As a result, the articulation point of the operating rod 58 on the articulation plate 61 is located higher up, and the articulation plate 61 can maintain a greater distance from the deflection and tensioning device 56. The function is as follows:

[0132] In the event of excessive speed during a downward journey and the resulting response of the overspeed governor, the linkage plate 61 remains behind the car. This creates tension on the rocker 57 forming the first actuating element, or on its first arm 57a. This causes its second arm 57b to rotate - here clockwise - for example from its shown 2 o'clock position to the 4 o'clock position. As a result, the actuating rod 58, which forms the second actuating element here, is moved downwards in a predominantly translational manner. As a result, it forces the first pivoting rod 59 and the second pivoting rod 63 of the telescopic rod tandem 66 to rotate in the opposite direction - here counterclockwise - about their fixed axis of rotation 62.

[0133] The first pivot rod 59 and the second pivot rod 63 of the telescopic rod tandem 66 are held together in such a way that the second pivot rod 63 can perform a translational movement relative to the first pivot rod 59, even while it is being forced to pivot by the latter. The first and the second pivot rod thus act like a telescope. This enables the second pivot rod 63 to pivot, even though the end thereof which is hinged to the clamping body 65 cannot describe a circular path. This is because the telescopic extension of the second pivot rod 63 means that its connection point to the brake safety device 64 or its clamping body 65 can move on a linear path despite the pivoting movement. The almost linear movement is the path which the clamping body 65 travels, due to its design, to wedge the car guide rail 7.

[0134] A particularly clever way of connecting the first and second pivot rods 59, 63 to one another is as follows: One of these two pivot rods 59, 63 carries a driving pin 69, the other of the pivot rods 63, 59 carries an elongated hole in which the driving pin 69 can slide back and forth. In addition, the second pivot rod 63 has a further elongated hole or a fork-shaped end with which it can be supported on the fixed axis of rotation 62 of the first pivot rod 59 without losing its translational mobility relative to the second pivot rod 63.

[0135] It can be clearly seen from Fig. 15 that the two pivot levers 59, 63 forming the telescopic rod tandem 66 are connected to one another via a spring element 67 which tends to pull the two pivot levers 59, 63 relative to one another into a position in which the telescopic rod tandem 66 is shortened.

[0136] LIST OF REFERENCE SYMBOLS

[0137] 1 On the train

[0138] 2 car

[0139] 3a carrying strap

[0140] 3b carrying strap

[0141] 3c carrying strap

[0142] 3D carrying strap

[0143] 4 traction sheave

[0144] 5 Determination of the carrying straps

[0145] 6 Counterweight

[0146] 7 car guide rails

[0147] 8 Counterweight guide rail

[0148] 9 rail anchors

[0149] 10 Horizontal beams for connecting two rail anchors

[0150] 11 sheet metal parts

[0151] 12 upper horizontal support of the car

[0152] 13 lower horizontal support of the car

[0153] 14 Vertical beams of the car

[0154] 15 C-profile

[0155] 16 pulleys

[0156] 17 cross beams in the interior space enclosed by the C-shaped profiles

[0157] 18 cabin floor supports

[0158] 19 carrier box

[0159] 19a Horizontal plates of the support box

[0160] 19b Side panels of the support box

[0161] 20 Console for the rail guide

[0162] 21 Support

[0163] 21a horizontal leg of the support

[0164] 21b oblique leg of the support

[0165] 22 Cross connector 23 C-profile

[0166] 24 Gusset plate

[0167] 25 connectors

[0168] 26 shelter bars

[0169] 27 C-shaped handle profile

[0170] 28 Drive

[0171] 29 Engine

[0172] 30 traction sheave brake

[0173] 31 Frame for direct connection of motor and traction sheave brake

[0174] 32 drive carriers

[0175] 33 C-profile

[0176] 33a Gap between two C-profiles

[0177] 34 Forehead fitting

[0178] 34a First vertical leg

[0179] 34b Horizontal limb

[0180] 34c Second vertical leg

[0181] 34d sloping side edge of a forehead fitting 34

[0182] 35 Balcony

[0183] 36 Support

[0184] 37 Balcony or arm for holding the strap anchorage

[0185] 38 Belt anchorage

[0186] 39 Rail end fitting for belt anchoring (deadpoint)

[0187] 40 bending

[0188] 41 Hori zontal j och

[0189] 42 not assigned

[0190] 43 Through-bolt for screwing with the standard holes at the end of the rail

[0191] 44 rail clamp

[0192] 45 vertical support plate

[0193] 46 Form-locking element 47 Support arm

[0194] 48 support bracket for the OSG (overspeed governor)

[0195] 49 Counterweight frame

[0196] 50 vertical side post of the counterweight

[0197] 51 vertical center post of the counterweight

[0198] 52 lower horizontal support of the counterweight

[0199] 53 upper horizontal support of the counterweight

[0200] 54 hole matrix

[0201] 55 Speed ​​governor cable

[0202] 56 Deflection and tensioning device for the

[0203] Speed ​​limiter rope

[0204] 57 Seesaw

[0205] 57a first arm of the seesaw

[0206] 57b second arm of the seesaw

[0207] 57c fixed axis of rotation of the rocker

[0208] 58 Operating rod

[0209] 59 first swivel rod of the telescopic tandem

[0210] 60 Synchronization mechanism

[0211] 61 Linkage plate

[0212] 62 fixed rotation axis of the first swivel rod

[0213] 63 Second swivel rod of the telescopic tandem

[0214] 64 Brake safety gear

[0215] 65 clamping bodies

[0216] 66 telescopic pole tandem

[0217] 67 spring element

[0218] 68 Speed ​​governor cable

[0219] 69 Driving mandrel

[0220] W shaft wall

Claims

PATENT CLAIMS 1. Belt elevator with a car that can be moved vertically up and down along opposite car guide rails, wherein guide legs of the car guide rails span a common, imaginary vertical plane that runs at least substantially through the center of gravity of the unloaded car, and wherein the car is suspended from at least four parallel belts in the lower block, in such a way that at least two belts run in the vicinity of said vertical plane to the left of it and at least two further belts run in the vicinity of said vertical plane to the right of it under the floor of the car cabin, wherein the counterweight is suspended from said belts in the upper block. 2 . Belt hoist according to claim 1 , characterized in that the counterweight consists predominantly of monolithic concrete or reinforced concrete or of layered plates of the said material.

3. Belt elevator according to claim 1, characterized in that a car guide rail is located centrally between two opposing counterweight guide rails.

4. Belt elevator according to one of the preceding claims, characterized in that the rail anchors which hold the counterweight guide rails in position on the shaft wall are connected to one another in pairs by a horizontal beam which carries a car guide rail.

5. Belt elevator according to one of the preceding claims, characterized in that the drive is arranged in the shaft head in the area between the car side wall or its imaginary vertical extension upwards and the shaft side wall running parallel to it.

6. Belt elevator according to one of the preceding claims, characterized in that the drive rests on a drive carrier which is fastened to the upper end of the car guide rails and ideally also to one of the car guide rails.

7. Belt elevator according to one of the preceding claims, characterized in that the drive carrier comprises two horizontal profiles which run parallel to one another and are preferably each having a C-shaped cross-section and which are preferably each longer in the direction of their longitudinal axis than the distance between the opposite car guide rails.

8. Belt elevator according to one of the preceding claims, characterized in that the open flanks of the two parallel horizontal profiles are directly opposite one another.

9. Belt elevator according to one of the preceding claims, characterized in that the drive carrier comprises two cranked or Z-shaped end fittings.

10. Belt elevator according to the immediately preceding claim, characterized in that the cranked or Z-shaped end fitting comprises a first vertical leg which engages over the free end face of the parallel horizontal profiles, and a second vertical leg which bears against the rear side of a counterweight guide rail, and a connecting section which connects the two vertical legs and forms a horizontally flat support for the two parallel horizontal profiles, wherein the second vertical leg preferably has an oblique side edge with which it extends from the counterweight guide rail towards the shaft-inward flank of the drive carrier.

11. Belt elevator according to the immediately preceding claim, characterized in that the cranked or Z-shaped end fitting has opposite elongated holes on its first vertical leg, at least one of which serves to connect this vertical leg to one of the parallel horizontal profiles, preferably in that at least one sheet metal tab protrudes from the end face of the horizontal profile, which engages in the relevant elongated hole even before welding and thereby ensures positive locking.

12. Belt elevator according to one of the preceding claims, characterized in that the cranked or Z-shaped end fitting has on its first vertical leg, but preferably at least two bores / holes which are available for screwing the drive carrier by means of through-bolts, so that the drive carrier then hangs on the through-bolts.

13. Belt elevator according to one of the preceding claims, characterized in that the drive carrier projects with at least one of its horizontal profiles beyond the counterweight guide rails supporting it in the direction of the shaft center.

14. Belt elevator according to one of the preceding claims, characterized in that the drive projects beyond the drive support supporting it in the direction of the shaft center.

15. Belt elevator according to the immediately preceding claim, characterized in that at least two balconies, spaced from each other by at least the total traction sheave width, project from the drive support or its at least one horizontal profile in the direction of the shaft center, between which the belts run, extending from their traction sheaves to the elevator car.

16. Belt elevator according to the immediately preceding claim, characterized in that each of the balconies is supported by at least one, better at least two parallel L-shaped supports spaced apart from one another, one of which, preferably longer, L-legs is welded to the vertical flank of the horizontal beam on the inside of the shaft, and the other, preferably shorter, leg supports the underside of the balcony.

17. Belt elevator according to one of the preceding claims, characterized in that the drive forms underside feet which rest on the upper side of said balconies.

18. Belt elevator according to one of the preceding claims, characterized in that one of the balconies is overlooked horizontally and laterally by the freely projecting motor and preferably the other of the balconies is overlooked horizontally and laterally by the freely projecting traction sheave brake.

19. Belt elevator according to one of the preceding claims, characterized in that the belts, on their way from their drive pulley to the counterweight, cross the gap formed between the two horizontal profiles of the drive support.

20. Belt elevator according to one of the preceding claims, characterized in that immediately below the drive carrier the distance between at least two directly successive rail holders is smaller than the regular distance between two directly successive rail holders in the vertical direction, preferably by at least 55%.

21. Belt elevator according to one of the preceding claims, characterized in that the elevator car consists of an upper horizontal beam and a lower horizontal beam, which are connected to each other by vertical beams, wherein said imaginary vertical plane (substantially) also forms the central longitudinal plane of at least the lower vertical beam.

22. Belt elevator according to one of the preceding claims, characterized in that the lower horizontal support in its hollow interior accommodates the lift car-fixed pulleys (at least predominantly).

23. Belt hoist according to the immediately preceding claim, characterized in that the lower horizontal support is formed by two parallel C-profiles running at a distance from one another, which are connected to one another by cross members arranged in their interior at a distance from their front ends, the support belts preferably passing the cross members on their underside.

24. Belt elevator according to the immediately preceding claim, characterized in that the two C-profiles are connected on their upper sides, preferably in the region of their free front end, to a cabin floor support and are stabilized by it against each other.

25. Belt elevator according to one of the preceding claims, characterized in that the C-profiles are connected to one another on their undersides, preferably directly below the car deflection rollers, by a support box.

26. Belt elevator according to the immediately preceding claim, characterized in that a braking safety device acting on an immediately adjacent car guide rail is accommodated in the support box. 27 . Belt hoist according to one of the preceding claims, characterized in that on the vertical side walls of the carrier box there is a support for a conveyor belt which is arranged over the said C-profile protruding free end of a Cabin floor support is flanged.

28. Belt elevator according to the immediately preceding claim, characterized in that the car floor support is designed with two legs and consists of a shorter horizontal leg which is screwed to the support box, and a longer, preferably oblique leg which is screwed to the car floor support or to a cross connector connecting the ends of the two car floor supports.

29. Belt hoist according to the immediately preceding claim, characterized in that a downwardly projecting bracket is mounted on the underside of the support box, which bracket holds the rail guide on its outer side.

30. Belt elevator according to the preceding claims, characterized in that several further cross beams rest against the C-profiles on their lower outer side in the area between the support boxes, which are connected to them and carry the buffer plates which strike against the car buffers located in the shaft floor when the car has reached its lowest permissible travel position.

31. Belt elevator according to the preceding claims, characterized in that the C-profiles in the area of the car deflection pulleys are provided with windows on their vertical webs through which the car deflection pulleys can be installed and removed.

32. Belt hoist according to the immediately preceding claim, characterized in that each window of the relevant C-profile is closed during regular ferry operation with a screw-on cover which provides a more than insignificant supporting effect for the C-profile.

33. Belt elevator according to the immediately preceding claim, characterized in that the screw-on cover, when screwed on, fixes one end of the bearing axis for the car deflection rollers.

34. Belt hoist preferably, but not only according to the preceding claims, characterized in that the upper horizontal support is formed by two parallel C-profiles spaced apart from one another, the C-profiles being arranged back to back so that their open sides face away from one another and point to the outside.

35. Belt elevator preferably, but not only according to the immediately preceding claim, characterized in that the upper horizontal support has at least one protective space bar, better two and ideally four protective space bars, by whose - preferably purely horizontal - rail movement the elevator car can be temporarily fixed to the elevator car guide rails in order to ensure a protective space in the shaft base or in the shaft head for maintenance work.

36. Belt hoist according to the immediately preceding claim, characterized in that each protective space bar is arranged, at least partially, better completely, in an area is housed between the two horizontally outward-facing legs of a C-profile, which forms the upper horizontal support.

37. Belt lift preferably, but not only according to one of the preceding claims, characterized in that the shelter bolt is positioned so that the locking tongue of the shelter bolt can be pushed through the gap between two immediately adjacent carrying belts past the carrying belts into the locking latch, which is preferably permanently attached to the car guide rail, even during normal ferry operation.

38. Belt elevator preferably, but not only according to one of the preceding claims, characterized in that the elevator is equipped with a detection of the current actual position and with an elevator control which is able to move the elevator car on command into a position in which the locking tongue and the locking latch of the shelter bolt are aligned, so that the locking tongue can be inserted into the locking latch without the need for further elevator car movement.

39. Belt elevator according to one of the preceding claims, characterized in that the locking tongue can be manually inserted into and / or pulled out of the locking latch from the interior of the car through an openable access in the car ceiling.

40. Belt elevator according to one of the preceding claims, characterized in that the locking tongue is motorized or can be electromagnetically inserted into and / or pulled out of the latch.

41. Belt hoist according to one of the preceding claims, characterized in that the ventilation and / or the correct insertion of the locking tongue are monitored by switches, preferably limit switches and / or sensors, preferably limit sensors.

42. Belt lift preferably, but not only according to one of the preceding claims, characterized in that the lift is equipped on a car guide rail with a generally Y-shaped, upwardly widening rail end fitting, to which the clamps for the ends of the belts coming from the car are anchored.

43. Belt hoist according to the immediately preceding claim, characterized in that the rail end fitting also holds a support arm for the OSG, preferably projecting laterally from it.

44. Belt elevator according to the last or penultimate immediately preceding claim, characterized in that the rail end fitting is screwed to the upper end of the car guide rail, and the rail end fitting is additionally fastened directly to the shaft wall via rail anchors, preferably together with the car guide rail.

45. Belt elevator or elevator (1) with a car (2) and at least two braking safety devices (64) mounted remote from one another on the car (2), preferably, but not only, according to one of the preceding claims, wherein each braking safety device (64) is assigned a pivoting lever in the form of a telescopic rod tandem (66) which rotates together about a fixed axis (66a) in order to move the clamping body (65) of the braking safety device (64) into its retracted position, characterized in that the first pivoting rod (59) of the telescopic rod tandem (66) and the second pivoting rod (63) of the telescopic rod tandem (66) are mounted on one another in such a way that the relative movement which these two pivoting rods (59, 63) carry out relative to one another is a purely translational movement.

46. Belt elevator or elevator with a car (2) and at least two braking safety devices (64) mounted remote from one another on the car (2), each braking safety device (64) being assigned a pivoting lever, preferably in the form of a telescopic rod tandem (66), which pivots about a fixed axis (66a) in order to move the clamping body (65) of the braking safety device (64) into its retracted position, characterized in that the pivoting lever is connected to a rocker (57), but not directly, but indirectly via a push rod (58) which is articulated on the one hand to the rocker and on the other hand to the pivoting lever, which is preferably designed as a telescopic rod tandem (66).

47. Belt elevator or elevator according to the immediately preceding claim, characterized in that the longitudinal axis of the push rod (58) is predominantly or preferably substantially vertically aligned in the installed, ready-to-use state.

48. Belt elevator or elevator according to one of the three immediately preceding claims, characterized in that the two pivot levers (59, 63) forming the telescopic rod tandem (66) are connected to one another via a spring element (67) which tends to pull the two pivot levers (59, 63) relative to one another into a position in which the telescopic rod tandem is shortened.

49. Belt elevator or elevator according to one of the four immediately preceding claims, characterized in that the two braking safety devices (64) are synchronized with each other via a rotatably mounted synchronization rod, which are each connected at both ends in a rotationally fixed manner to a rocker (57), wherein preferably one of these rockers (57) is directly connected to the articulation plate (61) of the speed limiter cable (68).

Images