EP1970341A1 - Self-supporting cabin - Google Patents

Abstract

The lift has two frames (2a, 2b) rigidly connected to one another by bridges to result in a unified, fixed carrying structure in the shape of a twin frame. The frames are located symmetrically to a side of guide rails, and are arranged at a distance from one another in such a manner that a space remains between the frames for accommodating a lift element. Each of the frames is an integral component of two side walls and a ceiling of a lift car, and rests with entire surfaces from outside against the side walls and the ceiling of the car.

Description

The invention relates to an elevator with a self-supporting car according to the preamble of claim 1.

Elevators in elevators have been consistently built to provide a solid car frame into which a platform or closed elevator car is deployed. The platform or the elevator car receive the payload to be transported and / or the persons to be transported. In centrally suspended elevators, the platform or elevator car hang in the broadest sense in a "ring", the outside around all forces to and from the support means around the platform or the elevator car and thereby claimed some space.

However, in the prior art, self-supporting cars that deviate from the principle described at the outset have sometimes been suggested.

This is how the German patent application proposes 30 32 240 a self-supporting car, which should be designed as a rigid, double-walled sheet metal construction. In this case, at least one of the sheets is deep-drawn so that it has humps, to which the other sheet can be welded, so that the two sheets are kept as a kind of "rigid sandwich" at a distance from each other. Such a construction is extremely complex and requires a considerable amount of machinery for deep-drawing and just as large Effort in welding. In addition, such a double-walled car is an excellent sound box, which is difficult to dampen so that at least halfway acceptable ride comfort is achieved.

Another alternative is from the British patent specification 496 286 described.

This patent proposes to use for the self-supporting car in two rigid, on the entire Fahrkorblast incl. The Fahrbabeigengewichts sized grate structures, one of which forms the car ceiling and the other the car floor. These two gratings are connected by single-walled sheet metal panels, which act as Zuggurte and form the side walls and the rear wall, with each other - without the use of another support structure along the side walls or the rear wall. Such a construction is not unproblematic in various respects. On the one hand, it is not easy to get such a constructed car really torsionally stiff, especially with increasing size or footprint. The larger the floor area, the greater the risk that the car will be burdened by payloads that are far outside its center of gravity, which then tend to twist the car - especially if tolerances on the guide rails are added. Another problem is the connection between the two gratings and the sheet metal panels forming the side walls and the rear wall. Here, on all bottom side and ceiling-side connections of the panels a correspondingly fixed, larger-sized, and therefore expensive connection must be used to ensure fatigue strength of the car can. After all, it is not easy to prevent such a car whose side walls and the rear wall consist exclusively of thin but bearing sheet metal panels, resonance.

A construction which is in principle in a similar direction is the international patent application WO 03/066499 proposed.

Also in the context of this application, rigid constructions are used for the car roof and the car floor, which are connected by functioning as Zuggurte single-walled sheet metal panels. In contrast to the construction proposed by the British patent, not all the panels that house the side walls and the rear wall take over here form a supporting function, but only a single selected sheet metal panels - preferably two sheet metal panels, each extending in the middle of the two side walls in a vertical direction from top to bottom.

While this construction significantly reduces the amount of mounting required to connect the sheet metal panels to the self-supporting structures of the car floor and the car ceiling, it leaves the remaining problems associated with this type of construction unresolved. In particular, even with this construction, it is difficult to get to grips with the problem of distortion in the case of a very eccentric loading of the car. Because the supporting sheet metal panels are also designed here essentially as Zuggurte and are difficult so that torsion greater bending moments, as they arise in heavily eccentric load on the car floor to transfer or intercept.

It is an object of the invention to avoid these problems, with which the prior art sees itself confronted, and yet to provide a car which optimally utilizes not only the available shaft cross-section, but at the same time also a reduction of the installation space of the shaft head and possibly also the pit allows.

This object is achieved with the features of the characterizing part of claim 1.

Due to the fact that the supporting structure for transmitting the forces caused by the cage weight including the payload to the suspension element consists of a (closed from the viewpoint of adhesion) around the cage closed frame, it is unnecessary for the car floor and the car ceiling self-supporting gratings or otherwise to use self-supporting elements, which are designed to be able to endure the entire Fahrkorblast including the Fahrbabeigengewicht. This reduces the manufacturing costs. At the same time, the risk of the car twisting is reduced. This is because the car floor is massively supportable in the region of its center of gravity and therefore only much smaller bending moments in the area of the car floor can be overcome.

Incidentally, the substantially self-contained hollow profiles which are to be used according to the invention for the frames are much more resistant to twisting than flat, essentially flat tension straps, since the four (or more) walls of a self-contained hollow profile can be supported against each other.

In addition, the closed around the car around supporting structure consists not only of a single frame, but two spaced apart preferably 100 to 350 mm single frame, not only a solid but also a relatively broad supporting support structure, the symmetrical as a rule runs on both sides of the guide rails and therefore is relatively little susceptible to twisting.

In this case, a pair of frames, which is also also constructed of flat channels in a special arrangement, represents a very good compromise between high strength and minimal space requirements. Because the frame-forming hollow profiles are just not in alignment with the guide rails, but use the laterally next to the guide rails anyway available, anyway not otherwise usable space.

Finally, the construction of the invention also comes with smaller heights in the region of the shaft head and possibly also the shaft pit - the latter namely, when the support structure is also integrated into the car floor.

In addition, the hollow profiles used for the frames have a significantly lower tendency to resonate and also significantly reduce the resonance of the single layer sheet metal walls in which they are integrated. Because the sheet metal walls fall firmly against the frame, the sheet metal wall in question is also divided into several smaller fields. Smaller fields have a low tendency to resonance anyway.

The claim 2 provides an advantageous development, in which the two frames 2 a and 2 b are connected to form a rigid unit. A rigid unit that allows even smaller frame dimensions or cross sections and still ensures a high load capacity and torsional stiffness.

The features provided by claim 3 describe a particularly advantageous way the frame 2 a and 2 b forming hollow sections safely and easily connect to each other. there it is particularly advantageous from a manufacturing point of view, each of the horizontal support and the vertical support so interlocked that the proposed by claim 4 fillet weld can be welded.

If one respectively welds one of the bridges provided for connecting the two frames at the level of the windows provided in the vertical supports, as provided by claim 5, then the bridge compensates for the weakening which the vertical support initially experiences through the window.

• Die Figur 1 zeigt ein erstes Ausführungsbeispiel des selbsttragenden Fahrkorbs.
• Die Figur 2 zeigt eine Teilansicht eines zweiten Ausführungsbeispiels des selbsttragenden Fahrkorbs, das sich von dem von Figur 1 gezeigten Ausführungsbeispiel durch die Art der Seilführung am Fahrkorb und den Radkasten unterscheidet, ansonsten aber identisch ist.
• Die Fig. 3 zeigt eine isolierte Ansicht der für die beiden ersten Ausführungsbeispiele verwendeten Tragstruktur
• Die Fig. 4 zeigt eine isolierte Ansicht einer alternativen, zweiten Tragstruktur, für die teilweise Rohre verwendet werden
• Die Fig. 5 zeigt eine isolierte Ansicht einer Tragstruktur nach Fig. 3 mit alternativen Kragträgern
• Die Fig. 6 zeigt, auf welche Art und Weise die von den Fig. 4 gezeigte Tragstruktur mit einem U-Profil belegt werden kann, um einen definierten Montageflansch für den Anschluss der Wandpaneele usw. bereitzustellen
• Die Fig. 7 illustriert, wie insbesondere die wandbildenden Blechpaneele untereinander zu verbinden sind

Further advantages and possible embodiments of the invention will become apparent from the following description of an embodiment of the invention.

• The FIG. 1 shows a first embodiment of the self-supporting car.
• The FIG. 2 shows a partial view of a second embodiment of the self-supporting car, which differs from that of FIG. 1 shown embodiment differs by the type of cable guide on the car and the wheel well, but otherwise is identical.
• The Fig. 3 shows an isolated view of the support structure used for the first two embodiments
• The Fig. 4 shows an isolated view of an alternative, second support structure, are used for the partial tubes
• The Fig. 5 shows an isolated view of a support structure Fig. 3 with alternative cantilevers
• The Fig. 6 shows in which way those of the Fig. 4 shown support structure can be covered with a U-profile to provide a defined mounting flange for the connection of the wall panels, etc.
• The Fig. 7 illustrates how in particular the wall-forming sheet metal panels are to be interconnected

The of FIG. 1 shown, largely in its center of gravity (ie "centered") suspended car 1 is part of an otherwise not illustrated drawing elevator system with an elevator shaft or a partially closed shaft framework, a traction sheave, a counterweight and the car shown, with the counterweight and the Car on guide rails in a substantially vertical direction move up and down and are suspended here on one consisting of 6 round cables suspension means, preferably for other car payloads depending on the nominal load suspension means from 4 to 12 round cables are used (not shown in the drawing).

The weight and mass forces occurring on the car 1, resulting from the dead weight of the car and its current payload are transmitted to the supporting cables 3 via the support structure 2. Conversely, the cable forces are transmitted via the support structure 2 to the individual components of the car or the car payload.

The support structure 2 consists of two frames 2 a and 2 b. Each of the frames 2 a and 2 b is closed all along along the car 1, thus forming a self-contained "ring". Each of the frames 2 a and 2 b is constructed of hollow profiles, which are essentially self-contained - local perforations that do not significantly affect the bending strength or torsional stiffness of the respective hollow profile are permissible. In the of FIG. 1 shown embodiment flat channels are used for the frame 2 a and 2 b, that is self-contained hollow profiles with a rectangular cross-section, preferably one in which the length of the outer contour forming rectangle is at least 1.8 x greater than its width, at a wall thickness of preferably 4 to 12 mm.

In principle, hollow sections could alternatively be used in the form of pipes or polygonal profiles, not shown here. The use of polyhedra profiles is usually rather a theoretic, since with the said flat channels (compared to polyhedra profiles) an optimal space utilization with good strength can be achieved. On the other hand, it may be useful, in particular for reasons of strength, to use tubes instead of the rectangular flat channels. This will be discussed later in more detail.

The vertical beams forming the hollow profiles are installed or integrated in the car so that one of its major major surfaces facing the opposite shaft wall. Preferably, the opposite major major surface each forms on the inside of the car a viewing surface that fits flush in the visible surfaces of the metal panels, which form the remaining side wall. In this way, even design accents can be set without having to accept a higher painting, coating or lining costs on the inside of the car. This by z. B. factory or supply side colored lacquered carrier used to the z. As white or gray (in short, the different color) of the sheet metal panels to contrast. This arrangement of the vertical support saves space and thus takes into account the need to make the best possible use of the available shaft cross-section.

On the other hand, the hollow profiles forming the horizontal beams are aligned so that their small main surfaces are horizontal so as to achieve the greatest possible strength.

The two frames 2 a and 2 b are arranged at some distance from each other. This distance is here so large that between the two frames 2 a and 2 b, the guide shoes 8 and the guide rails, not shown here place. In this way, considerable space can be saved. Because the two frames 2 a and 2 b do not reduce the space available for the usable car floor space in that they also apply to the guide rails, but use the right and left of the guide rails anyway available in the bay space.

The two frames 2 a and 2 b are rigidly interconnected by bridges 4, 16, so that there is a uniform, solid support structure in the form of a twin frame, of which one of the two frames is symmetrical laterally of the guide rails. This results in spite of the comparatively small flat channels a broad supporting, precise and only minimally distortion-prone structure and leadership. The bridges here are the massive support plates 4 for the guide shoes and the likewise solid suspension rope anchoring angles. A connection function is also the bearing block 6 for the car fixed pulley 7. However, this is at the of FIG. 1 shown bearing block less than those used primarily as bridges Support plates 4, which is why, if one sees the bracket isolated, with respect to the bearing block can not yet be spoken of a sufficient bridge in the context of the invention.

The bridges 4 acting as carrier plates for the guide shoes 8 are here designed as metal plates, which are each sealed in a blunt manner between the small main surfaces of two opposing hollow profiles forming the vertical carrier. Such metal plates are best suited for the production of such bridges, for it is sufficient to weld them one-sidedly from the easily accessible outer side of the car with a correspondingly well-burnt fillet weld.

The vertical hollow sections and the horizontal hollow sections are joined by means of a plug connection. For this purpose, the vertical hollow sections are provided at the appropriate place each with its two major major surfaces penetrating window 9, the window sections largely correspond to the cross section of the horizontal hollow profile. The horizontal hollow profile is then pushed through the respective window. This is preferably such that the horizontal hollow profile exits again so far out of the window 9 that the two hollow profiles can thereby be welded by means of a fillet weld. With a suitable dimensioning of the window, the forces between the horizontal hollow sections and the vertical hollow sections are transmitted essentially by positive locking, so that the said welds serve above all to prevent slipping out of the horizontal profile from the window of the respective vertical profile. In this way, even with comparatively weak dimensioning results in a particularly safe, durable and above all well predictable connection - a compound that is not dependent on the high safety or material surcharges that make pure welded joints in such places required. Alternatively, the weld which secures the push-through connection from slipping out can also be replaced by a cotter pin lock or a correspondingly securing through-bolt. A disadvantage of these alternatives, however, is that they apply more heavily than the extremely low-profile welded connection and are more expensive to manufacture.

In the lower region of the support structure 2, at least four cantilever beams 10 projecting approximately perpendicularly from the support structure 2 are welded, possibly together with the lower vertical profiles the support structure 2 form a support for the car floor 13. The car floor 13 is thus supported over a large area and does not have to be particularly stable in itself. Nevertheless, he is not completely flexible.

Because the car floor 13 is supported at a plurality of locations with respect to the vertical beams and the cantilever beams 10, (which is the from Fig. 1 As far as the embodiment shown is concerned, however, it is mounted "floating" in a certain way - namely, it lies on the latter with the interposition of elastomer elements 18 and is also acoustically decoupled from the side walls, since it is also connected to these only via corresponding elastomer materials. In this way, the car floor 13 is substantially acoustically decoupled from the rest of the car 1. This means that in particular the vibrations generated by the traction sheave drive are not transmitted to the passengers as unpleasant structure-borne noise, so they are not perceived by them as a "vibrating floor". In addition, even the side walls and the rear wall forming sheet metal panels 14, 15 etc. on the outside at least partially equipped with appropriate Antidröhnmaterial (mats, plates or spray bitumen and the like.) Equipped as the example of the automotive ago for damping or changing the natural frequency of large sheet metal surfaces knows, then can be a very quiet and comfortable running car 1 realize.

It should be noted at this point that between the car floor and the cantilevers and / or the vertical beams here not graphically illustrated sensors are installed, via which the current car load or at least exceeding the maximum car load can be determined - quasi by directly by way ( and not only in the area of cable deflection or suspension) the load standing on the car floor plate or the relative movement of the floor plate caused by it is measured.

Incidentally, the guide means of the car, which are exemplified as guide shoes 8 in the figures, are not bolted directly to the bridges 4 carrying them, but also with the interposition of a damping elastomer layer (not shown in the figures). This also significantly increases ride comfort. Alternatively, already executed isolated guide shoe inserts can be used, ie sliding linings, which are (similar to disc brake pads of a car) mounted on a base plate, with which they are in the guide shoe be kept, however, using an insulating intermediate layer between the base plate and the sliding coating (insofar as different than disc brake pads in the car area). For the same reason are at the of the FIG. 1 construction shown also the bearing block 6 of the guide roller 7 and the cable ends 11 holding eyebolts 12 with the interposition of an elastomeric layer 19 attached to the support structure (elastomeric layer of the bearing block 6 not shown in the drawing). While the elastomer layer 19 prevents or reduces the transmission of vibrations from the cables to the car via the eyebolts, the elastomeric layer, not shown, between the bearing block 6 has the function of preventing or reducing the transmission of vibrations to the car via the guide roller 7. For this purpose, the bearing block engages under the horizontal beam, so it is pressure and not zug- or thrust loaded connected to these. Only this makes it possible to interpose a corresponding elastomer layer without much effort.

Even these measures dampen so much that the car floor 13 does not necessarily "floating" must be stored. Nevertheless, such, in some way "floating" storage to give preference, since it greatly increases the comfort, especially in combination with the other damping measures.

The car of the FIG. 1 shown embodiment is "1: 1" suspended, that is, one end of the support means forming supporting cables 3 is respectively fixed to the car 1.

However, this determination is made differently than known in the art. The suspension cables are not anchored from above, coming from the vertical direction on the car. Rather, a bearing block 6 is attached to the two support structure 2 forming frame 2 a and 2 b in the manner described, which holds a deflection, here in the form of a guide roller 7. The bearing block 6 and the guide roller 7 are dimensioned so that that they do not protrude beyond the imaginary horizontal plane that here, at the of FIG. 1 shown construction, is clamped by the four upper end faces S of the vertical support. The deflection roller 7, whose diameter is smaller than 12 times the rope diameter, deflects the leading to the car-mounted end of the supporting cables supporting cable strands 11 from the vertical to the horizontal. The ends of the supporting cable strands 11 are fixed in the usual manner to eyebolts 17 - namely by the respective supporting cable through the eyelet of its associated Screw is passed and the cable end emerging from the eyelet is set at the entering cable section with a number of cable clamps, so that there is a closed, the eyebolt cross sweeping rope loop. However, the eyebolts are oriented horizontally and not vertically as before. The eyebolts 17 are provided at their in the anchoring angle 16 facing ends with a thread on which a mother is pulled, which holds the eyebolts 17 in their respective bore in the anchoring angle 16 (more precisely: I. d., Several, countered nuts) , About the mother, the length of the individual eyebolts 17 can be adjusted so as to be able to adjust the length or elongation of the individual support cables 3 evenly or readjust. That's known. Unlike in the prior art, however, the now horizontal orientation of the eyebolts 17 facilitates the adjustment or readjustment substantially. The eyebolts 17 are in turn secured using an elastic, insulating intermediate layer on the L-shaped anchoring angles 16 which are welded between the two frames 2 a and 2 b and at the same time bridges for rigid fixing of the two frames 2 a and 2 b to form one another.

As a result, the space required in the area of the shaft head is considerably reduced. Because the fact that the non-usable due to their attachment to the eyebolts cable sections 11 now lie flat above the cabin roof between the horizontally oriented eyelet screws 17 and the small deflection 7, it is possible to raise the car so far until the traction sheave and the guide rollers 7 or the shaft head side guide roller and the guide roller 7 are immediately adjacent. This type of rope anchoring on the car 1 is particularly useful in connection with the support structure according to the invention, because the otherwise unused space between the frame 2 a and 2 b can be used, which saves considerable space in the shaft head area. This type of rope anchoring are u. U. also useful if it is realized without this supporting structure and instead in conjunction with other supporting structures.

As based on the FIG. 1 can be seen very nicely for the side walls of the car, the two the support structure 2 forming frame 2 a and 2 b are integrated into the car side walls. The side walls are formed by sheet metal profiles 14, 15, etc., as they are quite good in the door area of the Fig. 1 and 2 shown car, ie left in the picture. These sheet metal profiles are each originally flat metal sheets, at their two long sides are bent one or more times, so that in each case a kind of flange F results. This fold gives them sufficient stability to withstand the loads that result when goods or persons to be transported lean against them on the side wall or lean against the side wall.

At the same time, the folds enable a very simple fastening of the individual sheet-metal profiles (eg 14, 16) to one another - a fastening such as that Fig. 7 roughly illustrated. Because it is sufficient to put the resulting by the fold flanges F14, F16 together or into each other and then connect to each other, for example by riveting 23, (not shown) screws or welds 24. It is even easier if the flanges (z. F14) are provided with notched lugs 25 designed to engage corresponding holes 26 of adjacent flanges (eg F16). Adjacent sheet metal panels (eg 14, 16) can then simply be hooked into one another and at most have to be connected to one in a few places by said rivets, screws or the like.

The flanges of the sheet metal panels 14, 15, serve at the same time to attach these sheet metal panels to the support structure 2 forming frame 2 a and 2 b. It is easy to abut the flange of a frame 2 a or 2 b adjacent sheet metal panel 14 to the relevant frame and screwed, riveted or welded to the flange then with the frame - possibly with the interposition of an elastomer profile or band. This is to prevent even more vibrations from being transmitted to the sheet metal panel connected to it. In the middle between the two frames 2 a and 2 b, a single, accurately bent sheet metal panel 15 is suitably attached. This is done in the same way as previously described for the sheet metal panels 14. In addition, this sheet metal panel 15 can be provided with a cutout for the control panel. In this case, provided in the amount of provided for the control panel section of the adjacent vertical beam with a breakthrough, passed through the cable coming from the control panel and then guided within the carrier or the carrier on the car roof, just like the coming from below Suspension cable, which also uses at least the vertical beam as a protective cable channel to get to the roof of the car (control panel and cable guides not shown in the drawing).

How to get along well with the FIG. 2 sees, the two the support structure 2 forming frame 2 a and 2 b are also integrated in the car roof in the car. This by the fact that two large sandwich panels are flanged to the two large outer sides of the horizontally extending support. Although these are not self-supporting in the sense that they could transmit car loads, but nevertheless so stiff that the car roof is passable to perform service work. Since the sandwich panels are each also connected to the side walls, the tread loads caused by the fitter standing on the car roof are not only introduced into the support structure 2, but also removed to some extent on the side walls, which prevents an oversized Kragmomentoment. Alternatively, or to further support the sandwich panels, a cantilever subframe may be provided to intercept the treadle loads, details of which will be given later.

As usual, on the roof of the elevator car, depending on the size of the shaft head possibly wegklappbares guardrail provided (not shown in the drawing).

In view of this, it is clear that the supporting structure according to the invention is suitable not only for the manufacture of a single size of cars, but for a whole series of different cars. Namely, carts with a different car length (i.e., car seat extension perpendicular to the main plane spanned by the support structure). One has, for. B. to produce a car with a smaller length, cut off only the cross member 10 and possibly the sandwich panels used for the walk-car ceiling and build a sheet metal panel for the side walls less, or a narrower Sonderpaneel. Not least facilitates the production of largely tailor-made cars for z. B. in rehabilitation objects encountered shafts with deviating from the norm or the usual shaft cross-sections.

In connection with the FIG. 2 something else is remarkable. The FIG. 2 shows another embodiment, namely an embodiment in which the car is suspended at its top in bottle, ie in the ratio "2: 1". In order to be able to realize the smallest possible shaft head, the pulleys are already made from home with a very small diameter. In order to go even further to the limits of the feasible (or possibly to be able to use larger, rope-friendly pulleys), the pulleys 20 at the same time a bit far into the area of the car roof into it. For this purpose, a kind of wheel housing R is provided between the two horizontal beams of the frame 2 a and 2 b, in which the lower half of the guide rollers 20 protrudes. Ideally, the wheel well is dimensioned so that the inner visible surface of the car ceiling can still be performed flat, ie that the wheel arch does not apply beyond the inner surface of the car ceiling inwards. However, especially in the case of cars with a very thinly constructed car ceiling, the wheel house can also protrude into the interior of the car. He is there then covered with a box-like cover, which is preferably removably attached from the inside to the car ceiling. In order to gain space for the wheel arch (whether it protrudes into the car interior or not), it is advisable in many cases, the car lighting in the direction of the lateral car ceiling areas or u. U. even in the upper car side wall area to relocate (all not shown here)

The axis 21 of the pulleys is mounted between the two horizontal beams and forms with appropriate screwing, if necessary, another bridge, the two frames 2 a and 2 b summarized in the manner already described.

This wheelhouse solution is particularly practical in connection with the support structure according to the invention, but can also be usefully used when using other support structure in order to further minimize the space required in the shaft head.

It should also be mentioned that the twin frame according to the invention can also be usefully used for such cars, which are suspended in a lower bottle in the ratio "2: 1". The then under the car to be mounted pulleys are mounted in accordance with appropriate manner, as in Fig. 2 shown. The wheel arch R then protrudes into the car floor, which now z. B. at least partially executed only one or thin layer, approximately in the form of a flush with the floor surface inserted metal plate forming a wheel arch cover forms the interior of the car out.

Finally, it should be noted that z. Alternatively, the use of four frames in the manner of the frames 2a and 2c (eg, two parallel, closely adjacent frames on this side of the guide rails and two parallel, closely adjacent frames beyond the guide rails). However, such a solution would generally be rejected by the practitioner due to its higher construction and material costs, as far as it is not merely a matter of patent law.

The Fig. 3 shows a first embodiment of the support structure 2 according to the invention in an isolated view, ie without the side walls, the floor and the ceiling of the car. Now readily apparent are the two frames 2a and 2b, which are interconnected by the bridges forming plates 4 to form an extremely resistant, substantially all of the loads down to the top of the support means and the car its torsional rigidity conferring twin frames.

On the support structure, a subframe 27 and the already mentioned cantilever beams 10 are fixed on both sides, preferably welded. The subframe 27 and the cantilever 10 (or the other, conceivable in their place subframe) take no supporting function that would be comparable to that of the twin frame.

Rather, the subframe 27 merely serves to provide a support for the car roof or for parts of its structure, so that the car roof can withstand the impact loads arising during its ascent. At the same time, the subframe optionally serves to provide a mounting base for the door drive.

The situation is similar with the cantilevers. These serve, as already mentioned above, only to support the car floor so or can store so that it is not exposed to improper bending moments - d. H. To store the car floor so that it just does not bend and thereby possibly transmits tensile forces on the possibly connected to him, side wall forming panels. Where necessary for a perfect support of the car floor, also cut into the space between the frame 2 a and 2 b cut to length of the cantilevers are installed.

Otherwise is in the Fig. 3 to recognize the buffer plate 28, which, as shown, ideally rests against the horizontal support from below and the shock-like buffer loads distributed over a large area before they are introduced into the horizontal support. This is especially useful if the Horizontal carrier are made relatively thin-walled, so that it is to be feared that they forgiven otherwise in an unfavorable case by the buffer impact lasting. Buffers are to be provided in the shaft base in order to catch the car when it is unduly sagged downwards shortly before the shaft bottom is known to the person skilled in the art and needs no further discussion here. It should also be noted that the buffer plate 28 also has bridge function.

As an alternative, the buffers to be provided in the shaft base can of course also be arranged so that they respectively strike directly against one of the main surfaces of the lower horizontal beams. However, this presupposes that correspondingly thick-walled hollow profiles are used for these horizontal beams.

The Fig. 5 shows a slightly modified embodiment in which the cantilever beams 10 (only one of which is shown completely in the drawing) are designed as upwardly open U-profiles or trough-shaped profiles between their side walls extending upwards beyond them elastomeric elements 18 for the isolation of Take up the floor and, if necessary, the car load sensors. This is not just a simple exchange with the Fig. 3 , Rather, here are those U-profiles used 8 which are also mounted correspondingly deep) to create space for the elastomeric elements 18 and possibly the (not shown, possibly installed parallel to the elastomeric elements) sensors for determining the car load.

The Fig. 4 shows a further embodiment with two variants that are further optimized under strength considerations.

Basically, at least at the moment in which one executes the vertical support of the support structure as thin as possible to save material and weight, the strength of the connection between the horizontal and the vertical beams u. U. comes to her limit. Because in the corners of the rectangular, serving to accommodate the horizontal beam window in the vertical beams, there is a not inconsiderable notch effect that significantly weakens the remaining supporting cross-section of the vertical support in the window area.

In order to achieve a further improvement here, it may be useful to carry out the horizontal beam in the form of tubes, which are connected in mutatis mutandis the same manner with the vertical beams, as before serving as a horizontal carrier flat channels. This solution is at the front of the two upper horizontal support of Fig. 4 shown support structure 2 realized with the tube 29. Of the round, to be provided for the tubes windows, in fact, a significantly lower notch effect, so that the vertical beams are weakened much less through the windows.

However, when using a continuous tube 29 u. U. difficulties so as to achieve a sufficient bending stiffness of the horizontal beam. This can be remedied in the way, as by the rear of the two upper horizontal beams of Fig. 4 illustrated support structure - the right end of the rear upper horizontal support 31 is shown with partially broken away wall. Here, the construction looks like that as a horizontal support 31 continues z. B. already for those of the Fig. 1 and 2 shown used flat channel is used, however, ends at its two end faces in each case in a pipe section 30 which is pushed by a corresponding, round window in the associated vertical support. In this way, the advantages of the tube and the flat channel or similar hollow profile are combined in an ideal way. The attachment of the respective pipe section 30 on the flat channel 31 is easy and safe to accomplish. Preferably, a pipe section 30 whose outer diameter is selected so that it corresponds to the clear inner cross section of the flat channel 31 so far that in the vertical direction, a substantially defined power transmission can take place, inserted into the flat channel 31 and connected thereto, for. B. by splitting, screwing or preferably welding.

LIST OF REFERENCE NUMBERS

(1)

car

(2)

supporting structure

(2a)

frame

(2 B)

frame

(3)

supporting cables

(4)

Carrier plates for guide shoes

(5)

Not forgiven

(6)

Bearing for deflection pulley

(7)

idler pulley

(8th)

guide shoes

(9)

window

(10)

cantilever beam

(11)

rope end

(12)

eyelets

(13)

Car floor

(14)

a frame laterally adjacent sheet metal panel

(15)

between the frame lying sheet metal panel

(16)

Anchoring angle for rope ends

(17)

Screw eye

(18)

Bodenseitige elastomeric elements (floating camp)

(19)

Cable-side elastomeric elements

(20)

idler pulley

(21)

Axle of a pulley

(22)

Another sheet metal panel

(23)

rivet

(24)

WeldingSpot

(25)

nose

(26)

Einhängeloch

(27)

subframe

(28)

buffer plate

(29)

pipe

(30)

Tube / tube piece

(31)

Horizontal support

(R)

wheel well

(S)

faces

(F)

flange

Claims (23)

Elevator with a preferably suspended at its top on a day means and run on rails car 1 a traction sheave drive and a counterweight, characterized in that the support structure for transmitting the forces caused by the car including the payload forces on the support means and vice versa from two each around the car around closed frame (2a, 2b) consist, which are each constructed of substantially closed hollow profiles, wherein the frame (2a, 2b) are spaced apart so far that between them space for receiving at least one essential elevator element remains and the frame in each case either an integral part of at least two side walls and preferably also the ceiling of the car, or at least substantially over the entire surface from the outside against the side walls and preferably also bear the ceiling of the car. Elevator according to claim 1, characterized in that the frames are interconnected in several places by rigid bridges (4; 16; 21) to form an overall frame, the bridges preferably serving as a mounting base for guide means, pulleys and / or suspension means anchors. Lift according to one of the preceding claims, characterized in that the hollow profiles of a frame are thus connected together so that the vertical beams each having a window through which the to be connected with this vertical beam horizontal beams is inserted therethrough, said window and the associated horizontal beam preferably each are matched to one another such that the connecting means provided in addition to the window between the horizontal and the vertical support essentially only have to prevent the horizontal carrier from slipping out of the window. Elevator according to claim 3, characterized in that the horizontal beams are each welded there to the associated vertical support, where they emerge again from the window of the vertical support, the horizontal support preferably so far out of the respective window of the vertical support that a fillet weld between the two Beams can be welded. Elevator according to one of claims 3 or 4, characterized in that a bridge connects two vertical beams at the level of their windows, so that the windows are on both sides next to the bridge, wherein the bridge in the vertical direction is preferably dimensioned so that they only below the bottom edge of the window and above the top of the window ends. Elevator according to one of the preceding claims, characterized in that the guide shoes for guiding the car to the guide rails in the area between the frame (2a, 2b) are installed. Elevator according to claim 6, characterized in that the guide shoes in each case to a support bridge are fixed (6) fixed on one side of the one frame (2a or 2b) and on its other side to the other frame (2b or 2a) is, wherein the support bridge (4) preferably plate-like shape and is welded with their vertical end faces blunt with the small main surfaces of the frame (2a, 2b). Elevator according to one of the preceding claims, characterized in that the car-side Tragmittelumlenkeinrichtung (6, 7) or Tragmittelverankerungseinrichtung (16, 17) is installed between the frame. Elevator according to claim 8, characterized in that the car-side Tragmittelumlenkeinrichtung and / or Tragmittelverankerungseinrichtung housed substantially in the space between the car ceiling and the horizontal plane whose position is predetermined by the uppermost edges of the frame-forming profiles. Elevator according to one of the preceding claims, characterized in that the suspension element line (11) leading to the car-mounted end of the suspension element is deflected from the vertical to the horizontal by a suspension-vehicle suspension device (6, 7) mounted horizontally on the suspension-device anchoring device (16, 17) ), by means of which it is fixed to the car (1). Elevator according to claim 10, characterized in that the support means is a rope or a plurality of ropes (3) and the diameter of curvature imposed by the car-cage-based suspension means on the or each rope is less than 20 times the rope diameter and preferably smaller than the 12-fold rope diameter. Elevator according to one of claims 10 or 11, characterized in that the support means consists of a plurality of support cables (3) comprising cable bundle, which is guided over a Seilumlenkeinrichtung so that extends at least one cable from the deflector in a first horizontal direction to its anchorage and that at least one further cable extends from the deflection device in at least approximately opposite, second horizontal direction to its anchoring. Elevator according to one of the preceding claims, characterized in that the support means anchoring device comprises a bridge (16) which is fastened on one side to the one frame and on the other side to the other frame, wherein the support bridge preferably L-, U- or C-profile-like shape and is blunt with its narrow end faces welded to the large major surfaces of the frame (2a and 2b). Elevator according to one of the preceding claims, characterized in that the support means is a rope or a plurality of ropes, which run over at least one cage fixed pulley and the pulley is at least partially disposed in a wheel well, which extends into the car ceiling or the car floor and shields the pulley against the car interior. Elevator according to one of the preceding claims, characterized in that the car floor is elastically-damped mounted on the frame. Elevator according to one of the preceding claims, characterized in that the bottom-side horizontal beams of the frame are provided with cantilever beams (10) running transversely to them for supporting the car floor. Elevator according to claim 15 or claim 15 in conjunction with claim 16, characterized in that the car floor is stored with the interposition of elastomers floating on the bottom horizontal supports and their cantilevers. Elevator according to one of the preceding claims, characterized in that the car floor is stored with the interposition of a preferably a plurality of sensors for determining the current car payload on the bottom horizontal supports and / or their Kragträgern. Elevator according to one of the preceding claims in conjunction with claim 17, characterized in that between the car floor and the car side walls a soft elastic, the car floor not substantially obstructing connection is provided for swimming. Elevator according to one of the preceding claims, characterized in that the guide means (8) are resiliently damped to the frame (2a, 2b) and the associated bridges (4) are mounted. Elevator according to one of the preceding claims, characterized in that the cavity of a vertical and / or horizontal support of one or both frames is used as a cable channel, in particular to guide the usually coming from below suspension cable to the roof of the car. Elevator according to one of the preceding claims, characterized in that a surface of the hollow profiles of the frame in the car interior forms an exposed visible surface. Elevator according to one of the preceding claims, characterized in that the control panel of the car is installed in the area between the frame, preferably so that the panel of the control panel overlaps two of the car inner facing surfaces of the frame-forming hollow sections and is attached to the frame-forming hollow sections.

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