Abstract
An elevator system, suitable both for normal operating situations and for emergency situations, includes an elevator car that can be displaced directly or indirectly within an elevator shaft, a guide means that is connected to the elevator car, a derailment protection device that is connected to the elevator car, and a guide rail that has a first subregion which works together with the guide means and is used to guide the elevator car along the guide rail, and that has a second subregion which works together with the derailment protection device. A clearance between the derailment protection device and the second subregion of the guide rail is large enough that the derailment protection device and the second subregion of the guide rail remain spaced apart from each other during the normal operating situations.
Claims
1.-15. (canceled)
16. An elevator system that is suitable both for normal operating situations and for emergency situations, the elevator system comprising: an elevator car adapted to move within an elevator shaft; a guide means connected to the elevator car; a derailment protection device connected to the elevator car; a guide rail having a first subregion that is contacted by the guide means to guide the elevator car along the guide rail and having a second subregion that contacts the derailment protection device during the emergency situations; and wherein a clearance between the derailment protection device and the second subregion of the guide rail maintains the derailment protection device and the second subregion of the guide rail spaced apart during the normal operating situations.
17. The elevator system according to claim 16 wherein the derailment protection device is spaced at least 1 mm away from the second subregion of the guide rail during the normal operating situations.
18. The elevator system according to claim 16 wherein the derailment protection device is spaced at least 1 mm from the guide rail during the normal operating situations.
19. The elevator system according to claim 16 wherein, during the emergency situations, the clearance between the derailment protection device and the second subregion of the guide rail is eliminated and the second subregion and the derailment protection device cooperate to prevent derailment of the elevator car.
20. The elevator system according to claim 16 wherein at least two of the derailment protection device are connected to the elevator car for each of the guide rail guiding the elevator car.
21. The elevator system according to claim 20 wherein the derailment protection device is a first derailment protection device connected to an upper end of the elevator car, and including a second derailment protection device connected to a lower end of the elevator car.
22. The elevator system according to claim 16 wherein the second subregion of the guide rail also provides a braking region for a gripping device connected to the elevator car.
23. The elevator system according to claim 22 wherein the derailment protection device is formed as a component of the gripping device.
24. The elevator system according to claim 22 wherein the derailment protection device is formed as a housing of the gripping device.
25. The elevator system according to claim 16 wherein the derailment protection device has a sliding element or rolling element that cooperates with the second subregion of the guide rail.
26. The elevator system according to claim 16 wherein the derailment protection device has a first region adapted for fastening to the elevator car and a second region that cooperates with the second subregion of the guide rail during the emergency situations.
27. The elevator system according to claim 26 wherein the derailment protection device has a third region that connects the first region and the second region to each other whereby the first region and the second region are oriented parallel to each other.
28. The elevator system according to claim 26 wherein the derailment protection device is formed from a section of a metallic profile or a deformed metallic blank.
29. The elevator system according to claim 16 wherein the guide rail is formed from at least one metal sheet.
30. The elevator system according to claim 29 wherein the guide rail is shaped asymmetrically.
31. The elevator system according to claim 29 wherein the second subregion of the guide rail is shaped asymmetrically.
32. The elevator system according to claim 31 wherein the second subregion of the guide rail is shaped as a fold of the at least one metal sheet.
Description
DESCRIPTION OF THE DRAWINGS
[0060] In the drawings:
[0061] FIG. 1 is a schematic elevator system having a derailment protection device,
[0062] FIG. 2 is a derailment protection device with a sliding liner,
[0063] FIG. 3 is a derailment protection device with a roller,
[0064] FIG. 4 is a gripping device that acts as a derailment protection device,
[0065] FIG. 5 is a rolled profile and a portion that serves as derailment protection device, and
[0066] FIG. 6 is an alternative embodiment of an elevator system having a derailment protection device.
DETAILED DESCRIPTION
[0067] FIG. 1 shows schematically an elevator system 1 having an elevator car 5 which, in this embodiment, is guided between two guide rails 11. The guide means that serve to guide the elevator car 5 are not shown here. Two derailment protection devices 9 are attached so that they act on the guide rail at the left. Two derailment protection devices are also advantageously found on the other side of the elevator car 5. One of these two derailment protection devices 9 is fastened to an upper end 17 of the elevator car 5. This derailment protection device 9 substantially only serves its function—that is to say, to prevent the guide means from derailing from the guide rail 11. FIG. 1 does not show the guide means. A guide means suitable for the guide rail 11 of FIG. 1 is shown in FIGS. 2 to 4.
[0068] The other derailment protection device 9 shown is designed to also be the housing of a gripping device 21, and is fastened to a lower end 19 of the elevator car 5. If, in FIG. 1, a single person is riding in the elevator car 5 near the right guide rail, for example moving downwards, a moment will act on the elevator car 5 during this operating situation because the center of gravity of the complete elevator car including the load does not lie directly in an extension of the line of action of the suspension forces. This creates a moment in the elevator car. As a result, the elevator car initially tilts slightly to the side and is then supported by the guide means, and/or further tilting is prevented. The forces acting on the guide means thus compensate for the moment. In particular, in this situation the upper end 17 of the elevator car 5 would primarily be pressed in the direction of the right guide rail 11. Nevertheless, the upper derailment protection device 9 on the left-hand side will not yet touch the guide rail 11. Only when, for example, due to an emergency situation, the moment increases sharply, will the upper derailment protection device 9 prevent the derailment of the guide means at the upper derailment protection device. The same applies to the derailment protection device diagonally opposite at the bottom right of the elevator car (not shown).
[0069] FIGS. 2 to 4 show, among other things, a possible embodiment of a guide rail 11. The guide rail 11 has a first subregion 13 which is used to guide the elevator car 5 via a guide means 7. Such a guidance is characterized in that the elevator car 5 is prevented from being displaced to the right, to the left, and downward, as shown in FIGS. 2 to 4. As is usual with guide rails 11, however, there is a push direction of the elevator car 5—upward, in the figure—which is not prevented by the cooperation of the guide rail 11, in particular the first subregion 13 of the guide rail 11, and the guide means 7.
[0070] In order to also prevent displacement in this direction, the guide rail 11 has a second subregion 15 on which a derailment protection device 9 can act. The guide rail 11 is formed from metal sheets 37. The second subregion 15 is shaped as a fold 35. This is to say that the two layers of the metal sheet 37 which form this fold 35 are substantially not spaced apart from each other. At its end, the fold 35 can have a small bending radius. Alternatively, it would also be possible to provide the weld seam there for closing the profile.
[0071] FIGS. 2 to 4 and 6 illustrate that the first subregion 13 and the second subregion 15 of the guide rail 11 do not touch or overlap. These are two separate regions. The guide rail 11 is designed asymmetrically. None of the guide rails 11 shown in these figures has a mirror plane or an axis of symmetry.
[0072] The clearance s in FIGS. 2 to 4 and 6 is selected to be large enough that the vibrations and deflections occurring during the normal operating situation do not yet lead to contact with the derailment protection device 9. Such contact would cause noise, which would be detrimental to passenger comfort. In addition, the clearance s allows possible positional errors of the guide rail 11 to be compensated without additional forces acting on the elevator car 5 as a result.
[0073] FIG. 2 shows a section through a guide rail 11, a guide means 7, and a derailment protection device 9. The derailment protection device 9 and the guide means 7 are fastened to the elevator car 5. The derailment protection device 9 has a sliding element 23. The derailment protection device has a first region 31 which is fastened to the elevator car via the screws 201. The first region 31 is oriented parallel to the wall of the elevator car 5. The second region 32 is also oriented parallel to the wall of the elevator car and thus also to the first region 31. These areas are connected via a third region 33.
[0074] FIG. 3 shows a section through a guide rail 11, a guide means 7, and a derailment protection device 9. The derailment protection device 9 and the guide means 7 are fastened to the elevator car 5. The derailment protection device 9 can be fastened by means of adhesive 301. The derailment protection device 9 has a roller element 305. The derailment protection device has a first region 31 which is fastened to the elevator car 5 by means of adhesive 301. The first region 31 is oriented parallel to the wall of the elevator car 5. The second region 32 comprises an axle 302 which allows the roller 305 to roll on the second subregion 15 in an emergency situation. The roller 305 is secured by a locking ring 304. The second subregion 32 is aligned parallel to the wall of the elevator car 5 and thus also to the first region 31. These regions are connected via a third region 33. The connection between the second region 32 and the third region 33 is ensured by the nut 303.
[0075] FIG. 4 shows a section through a guide rail 11, a guide means 7, and a derailment protection device 9. The derailment protection device 9 is designed as a gripping device 21. The gripping device 21 can clamp the fold 35 and thus the second subregion 15 of the guide rail 11 with the braking means 401. On the one hand, the elevator car 5 can be arrested as a result of the frictional forces generated in this way, but on the other hand, the engagement around the second subregion 15 of the guide rail 11 provides reliable protection against derailing. The derailment protection device 9—that is to say, the gripping device 21—and the guide means 7 are fastened to the elevator car 5. The derailment protection device 9 is optimally fastened via a form fit, which is secured, for example, by screws. The contact that arises in the emergency situation between the second subregion 15 of the guide rail 11 and the gripping device 21 can either be generated directly on the gripping device 21 by a brake lining, or a sliding element or a rolling element is provided on the housing especially for this purpose. It is also possible that the contact elements provided for the second subregion 15 of the guide rail 11, i.e. a sliding or rolling element and/or the brake lining of a gripping device, individually or jointly perform the task of protecting against derailment. In particular, only one of the contact elements provided can initially act, such that further contact elements work together with the second subregion 15 of the guide rail 11 as the force increases.
[0076] The fastening methods for fastening the derailment protection device 9 to the elevator car 5, such as screws 201, adhesive 301 or by means of a form fit, are not tied to a specific embodiment and can be used in all of the embodiments in FIGS. 2 to 4 and 6. Furthermore, the ways in which the contact to the second subregion 15 of the guide rail 11, such as the sliding elements 23, the roller elements 305 or the brake lining 401, is designed, are not tied to a specific embodiment and can be used in all the embodiments of FIGS. 2 to 4 and 6.
[0077] In the operating situation, there is a minimum spacing s between the derailment protection device 9 and the second subregion 15 of the guide rail. This spacing s ensures that the displacements that occur during normal travel of the elevator 5, that is, in the operating situation, do not yet lead to contact between the derailment protection device 9 and the second subregion 15 of the guide rail 11. Only in an emergency situation that leads to increased vertical acceleration and thus also increases the moments in the elevator car does the derailment protection device 9 interact with the second subregion 15 of the guide rail 11.
[0078] FIG. 5 shows a metallic profile 29 and a section 27 separated therefrom, which after further processing steps can be assembled together with further components to form a derailment protection device 9, as shown in particular in FIG. 2. The metallic profile 29 can be an extruded profile. Extruded profiles are often made of aluminum. Alternatively, such a metallic profile 29 can be produced from sheet metal by roll forming.
[0079] The section 27 separated from the metallic profile 29 is reworked in order to obtain a derailment protection device, as shown in FIG. 2. A bore 501 in a second region 32 allows the section 27 to receive a sliding element 23. In a first region 31, elongated holes 502 can be punched, which are used for fastening to the elevator car 5. It is of course also possible to carry out these work steps before the section 27 is cut off. This can take place, in particular in the case of production by roll forming, before the roll forming, or also during the roll forming.
[0080] FIG. 6 shows an alternative embodiment of the elevator system 1, having a derailment protection device 9. The embodiment comprises an elevator car 5 which is guided on two guide rails 11, each with a guide means 7. The guide rail 11 has a first subregion 13 which works together with the guide means 7 fastened to the elevator car. A second subregion 15 of the guide rail 11 is configured separately therefrom, and this can interact with the derailment protection device 9. This second subregion 15 is designed as a fold 35 in the profile—produced, for example, by roll profiling. This elevator rail 11 also has two guides 603 which serve to guide the counterweights 601. The two guides 603 thus correspond to a third subregion of the guide rail 11. The brackets 602 allow the elevator rail to be fastened to the shaft wall. The elevator system of FIG. 6 allows optimized utilization of the cross-sectional area of the elevator shaft.
[0081] FIG. 6 shows, in the top part, a different embodiment of the derailment protection device 9 than in the lower part. In the top part of the figure, the situation is shown as it is typically provided at an upper end of the elevator car 5. A derailment protection device 9 is fastened to the elevator car 5. In the lower part of the figure, the situation is shown as it is typically provided at a lower end of the elevator car 5. The derailment protection device 9, advantageously integrated into a gripping device 21, is fastened to the elevator car 5. See also FIG. 1, which shows a typical arrangement of the different design variants of the derailment protection device.
[0082] In accordance with the provisions of the patent statutes, the present invention has been described in what is considered to represent its preferred embodiment. However, it should be noted that the invention can be practiced otherwise than as specifically illustrated and described without departing from its spirit or scope.
