ELEVATOR RAILS

Abstract

 An elevator rail (2) for guiding moving bodies of an elevator system (1) is disclosed. The moving bodies serve as a car (4) for the transport of people or goods or as a counterweight (5). The elevator rail (2), is a solid guide rail (2), including guide contours (6a, 6b, 10) adapted to engage with the counterweight (5) and the car (4) such that the solid guide rail (2) includes at least one flange portion (8) and at least one web portion (9). The guide contours (6a, 6b, 10) are defined on at least one of the flange portion (8) and the web portion (9).

Description

FIELD OF THE INVENTION

[0001] The present invention relates to elevator rails and more particularly, to solid guide rails having more than one guide contours for guiding elevator cars and counterweights of an elevator system. The invention also relates to a guide system and the elevator system which have such elevator rails.

BACKGROUND

[0002] Nowadays, elevators are an essential part of multi-story buildings, such as commercial buildings or residential buildings, for transporting persons/goods between different floors. Generally, elevators are available in different configurations which can be deployed in the building based on factors, such as type of passengers, traffic flux, building dimensions, elevator location, and car arrangement.

[0003] In an elevator system, a moving body, i.e., an elevator car or a counterweight, is typically displaced vertically along a travel path between different floors or levels within a structure. Typically, each moving body is guided by two elevator rails which are often attached independently of one another to different shaft walls. At least in tall buildings, an elevator type is usually used in which the elevator car is held by rope or belt-like suspension elements and displaced within an elevator shaft by moving the suspension elements by means of a drive machine. To at least partially compensate for the load of the elevator car to be moved by the drive machine, a counterweight is usually attached to an opposite end of the suspension elements. This counterweight has at least the same mass as the elevator car. As a rule, the mass of the counterweight exceeds that of the elevator car by half of the payload to be transported permissibly by the elevator car. Depending on the type of elevator, a plurality of counterweights and/or a plurality of elevator cars can also be provided in an elevator system.

[0004] Elevator rails are typically used as a guiding element for simultaneous movement of elevator cars and associated counterweights. Existing elevator systems utilize custom irregular shaped elevator rails that are generally hollow.

[0005] WO2021122814A1 shows a drive system for an elevator installation, comprising: a drive and a drive suspension means for fastening the drive to a support element of the elevator installation. The support element disclosed is a guide rail capable of tiltably mounting the drive. The application focuses on the installation of the drive system onto the support element using a rotary joint.

[0006] WO2020127787A1 shows a lift rail, in particular, a hollow rail including several guide contours. The lift rail has at least three guide contours, which are formed on the outer surface of the lift rail. In the prior art, the lift rails or guide rails are made from sheet metal and the guide contours are shaped to be suitable for interacting with a guide shoe. Using such custom irregular shaped elevator rails increases the complexity during manufacturing and increases installation time. Moreover, increasing complexity of design of the elevator rails result in increased manufacturing costs and manufacturing time.

[0007] Consequently, the increased manufacturing costs are transferred to the end consumer with elevated costs of procurement. Furthermore, during replacement of existing guide rails due to wear, such elevator rails may not be readily available due to the complexity of their manufacturing method. Such irregular shaped guide rails may need to be manufactured on demand thereby further increasing costs involved. The irregular shape also decreases the ease of storage of such guide rails.

[0008] Among other things, there is a need for a guide system, an elevator rail and/or an elevator system in which a base surface and/or a space requirement for the elevator system is low and in which the total costs for the elevator system can nevertheless be kept low. Furthermore, there can be a need for a counterweight and an elevator system equipped with the counterweight, in which several elevator components used to hold and guide the counterweight can be kept small and thus an installation effort and costs can be reduced. Furthermore, there can be a need for an elevator system that places low demands on the precision of the on-site building interfaces, in particular the flatness of shaft walls.

[0009] At least one of the demands mentioned can be met with the subject matter according to any of the independent claims. Advantageous embodiments are defined in the dependent claims and in the following description.

[0010] It is the object of the invention to submit an elevator system to enable the installation of the elevators in a building with minimal space requirements, reduced costs, and to eliminate the abovementioned associated shortcomings. According to the invention, this object is solved by an elevator car having the features of claim 1 and an elevator system having the features of claim 12.

[0011] According to a first aspect of the invention, an elevator rail, in particular, a solid guide rail for guiding moving bodies of an elevator system for installation in a multi-story building is disclosed. The solid guide rail guides the moving bodies of the elevator system. The moving bodies serve as at least one of an elevator car (hereinafter referred to as car) for the transport of people or goods and a counterweight. The solid guide rail has at least one guide contour suitable for interacting with a guide shoe. The solid guide rail includes a plurality of guide contours adapted to engage with the counterweight and the car. The solid guide rail includes at least one flange portion and at least one web portion. This means the solid guide rail has one of an I-shaped cross section, a T-shaped cross section, and a double T shaped cross section.

[0012] The solid guide rails are manufactured using generally known techniques for manufacturing conventional I-beam, T-beam, or double T beam profiles. These include but are not limited to hot rolling, cold rolling, extrusion techniques, and the like. Alternatively, welding techniques, for example, spot-welding, etc., may be used. Since I-beams, T-beams, or double T beams are widely used in the construction industry and are readily available in a variety of standard sizes, the ease of assembly or installation is considerably improved. Moreover, in the event of repair or maintenance requiring replacement of the solid guide rail, the solid guide rail of a suitable size and shape can be readily procured. The use of such solid guide rails minimizes the space required for the entire assembly in comparison to existing irregular shaped elevator rails, which occupy a larger area.

[0013] As used herein, the "guide contours" are preferably plane guiding surfaces defined on at least one of the flange portion and the web portion. The guide contours may be reworked by machining to provide a geometrically defined clean surface. The guide contours may be defined preferably along the ends of at least one of the flange portion and the web portion. Alternatively, the guide contours may be defined at different positions along the length of the flange portions and the web portions. In such an embodiment, the guide contours may be formed as grooves or projections at different positions along the length of the flange portions and the web portions. The grooves or projections may be defined to match projections or grooves respectively defined on guide shoes of the car thereby forming a male-female interlocking arrangement for improved guiding of the car. Similarly, these grooves or projection may also be defined for better engagement with the guide shoes of the counterweight.

[0014] Possible features and advantages of embodiments of the invention can be considered, among other things and without limiting the invention, to be dependent upon the concepts and findings described below.

[0015] In an embodiment according to the disclosure, the solid guide rail includes a pair of flange portions disposed in parallel to each other and separated by a web portion. The pair of flange portions is perpendicularly oriented with respect to the web portion thereby creating an I-shaped cross-section or I- shaped profile for the solid guide rail. Each end of the pair of flange portions defines the plurality of guide contours.

[0016] Preferably, at least one of the plurality of guide contours is defined as a braking contour and formed on at least one end of the at least one flange portion wherein the braking contour serves as a braking surface for a safety brake of the car.

[0017] In another embodiment, the solid guide rail includes a flange portion perpendicularly oriented to the web portion. The flange portion and the web portion collectively define a T-shaped cross section or T-shaped profile. In an embodiment, an end of the web portion and at least one of the ends and preferably each end of the flange portion defines the plurality of guide contours.

[0018] In yet another embodiment, the solid guide rail includes a pair of web portions and the flange portion perpendicularly oriented with respect to each of the pair of web portions. A first web portion, from the pair of web portions, is spaced apart from a second web portion. Additionally, the flange portion and the pair of web portions collectively define a double T-shaped cross section or double T-shaped profile. Each end of the flange portion and each end of the pair of web portions define the plurality of guide contours.

[0019] In the solid guide rail having an I-shaped cross section, the solid guide rail includes two parallel flange portions at ends of the web portion. For I-shaped solid guide rails, the guide contours are formed only along the flange portions. In the solid guide rail having a T-shaped cross section, the solid guide rail includes a single flange portion at one end of the web portion. For T-shaped solid guide rails, the guide contours are formed along the flange portion and a free end of the web portion. In the solid guide rail having a double T shaped cross section, the solid guide rail includes a single flange portion and two web portions extending from the single flange portion. The two web portions are spaced apart with each of the two web portions having a free end. For double T shaped solid guide rails, the guide contours are formed along the flange portion and the two free ends of the two web portions.

[0020] In an embodiment, at least one of the plurality of guide contours is defined as a braking contour and formed on one end of the at least one web portion. The braking contour serves as a braking surface for a safety brake of the car. The safety brake can act on the braking contour, thus bringing the car safely to a halt. The safety brake can be adapted to exert a retarding force on the braking contour thereby generating corresponding frictional forces bringing the car to a halt. Since the elevator rail is designed as a solid guide rail to be sturdy, the solid profile in comparison to existing hollow rails can better withstand the pressure forces.

[0021] In an embodiment, the solid guide rail further includes at least one bracket fastening contour adapted to allow attachment of at least one bracket thereon in a vertically movable manner. Advantageously, the bracket is attached to the bracket fastening contour such that it can be moved upwards and/or downwards in the bracket fastening contour. This allows for the problem of building subsidence to be considered. If the building is still subsiding after the elevator has been installed, the bracket that aligns the solid guide rail can be moved downwards along the bracket fastening contour without applying a moment to the solid guide rail or the bracket being bent. The advantage of the brackets is that they can be designed in a simple manner and space can be used optimally.

[0022] A guide system, according to an embodiment, includes at least a first solid guide rail and a second solid guide rail.

[0023] In an embodiment, the guide system includes a plurality of brackets, each fastened to the first solid guide rail and the second solid guide rail. The plurality of brackets connects the first solid guide rail and the second solid guide rails directly or indirectly to a shaft wall. In an embodiment, the plurality of brackets is connected to one shaft wall, from among a plurality of shaft walls, such that the shaft wall is a front wall in which the floor openings are integrated.

[0024] This has the advantage that only one of the four shaft walls meets the relatively precise geometry and construction requirements for elevator construction. The structural precision of the other shaft walls can be lower. There is also the advantage that it is sufficient that the material of the front wall with the floor openings meets the requirements of elevator construction regarding force transmission to attach an elevator to it. All other shaft walls can be made from materials that are unsuitable for fastening an elevator system, also from significantly weaker materials. This feature allows increased flexibility while selecting construction materials thereby reducing overall construction costs.

[0025] An elevator system having a guide system, according to the disclosure, includes at least two counterweights and a car. Each of the first solid guide rail and the second solid guide rail individually guides a counterweight from the at least two counterweights. Moreover, each of the first solid guide rail and the second solid guide rail collectively guide the car.

[0026] In an embodiment of the elevator system using I-shaped first and second solid guide rails, each of the first solid guide rail and the second solid guide rail guide an associated counterweight via two ends of a first flange portion. Moreover, each of the first solid guide rail and the second solid guide rail collectively guide the car via two ends of a second flange portion. The two ends of the first flange portion and the two ends of the second flange portion define four guide contours. At least one end from the two ends of the second flange portion is a braking contour.

[0027] In another embodiment of the elevator system using T-shaped first and second solid guide rails, each of the first solid guide rail and the second solid guide rail guide an associated counterweight via two ends of a flange portion. Each of the first solid guide rail and the second solid guide rail collectively guide the car via an end of a web portion. The two ends of the flange portion define two guide contours and the end of the web portion defines a braking contour from among the plurality of guide contours.

[0028] In another embodiment of the elevator system using double T-shaped first and second solid guide rails, each of the first solid guide rail and the second solid guide rail guide an associated counterweight via two ends of a flange portion. Each of the first solid guide rail and the second solid guide rail collectively guide the car via ends of a pair of web portions. The two ends of the flange portion and the ends of the pair of web portions define four guide contours. Furthermore, at least one end from the ends of the pair of web portions is a braking contour which serves as a braking surface for a safety brake.

[0029] The elevator system, according to the disclosure, has the advantage that it is sufficient to mount only two instead of four or even six solid guide rails. This is advantageous because by using two counterweights, the base surface of the shaft can be optimally utilized.

[0030] Additional advantages, features, and details of the invention result using the following description of exemplary embodiments and using drawings in which the same or functionally identical elements are provided having identical reference signs.

[0031] To further clarify advantages and features of the present invention, a more particular description of the invention will be rendered by reference to specific embodiments thereof, which is illustrated in the appended drawings. It is appreciated that these drawings depict only typical embodiments of the invention and are therefore not to be considered limiting of its scope. The invention will be described and explained with additional specificity and detail with the accompanying drawings.

[0032] These and other features, aspects, and advantages of the present invention will become better understood when the following detailed description is read with reference to the accompanying drawings in which like characters represent like parts throughout the drawings, wherein:

Figure 1 illustrates a top view of a building depicting an elevator system with an I-shaped solid guide rail, according to an embodiment of the present disclosure.

Figure 2 illustrates a top view of a building depicting an elevator system with a T-shaped solid guide rail, according to an embodiment of the present disclosure; and

Figure 3 illustrates a cross sectional view of a double T shaped solid guide rail for the elevator system, according to an embodiment of the present disclosure.

[0033] Further, skilled artisans will appreciate that elements in the drawings are illustrated for simplicity and may not have necessarily been drawn to scale. For example, the flow charts illustrate the method in terms of the most prominent steps involved to help to improve understanding of aspects of the present invention. Furthermore, in terms of the construction of the device, one or more components of the device may have been represented in the drawings by conventional symbols, and the drawings may show only those specific details that are pertinent to understanding the embodiments of the present invention so as not to obscure the drawings with details that will be readily apparent to those of ordinary skill in the art having benefit of the description herein.

DETAILED DESCRIPTION

[0034] It should be understood at the outset that although illustrative implementations of embodiments are illustrated below, system and method may be implemented using any number of techniques. The disclosure should in no way be limited to the illustrative implementations, drawings, and techniques illustrated below, including the exemplary design and implementation illustrated and described herein, but may be modified within the scope of the appended claims along with their full scope of equivalents.

[0035] The term "some" as used herein is defined as "one, or more than one, or all." Accordingly, the terms "one," "more than one," but not all" or "all" would all fall under the definition of "some." The term "some embodiments" may refer to no embodiments or one embodiment or several embodiments or all embodiments. Accordingly, the term "some embodiments" is defined as meaning "one embodiment, or more than one embodiment, or all embodiments."

[0036] The terminology and structure employed herein are for describing, teaching, and illuminating some embodiments and their specific features and elements and do not limit, restrict, or reduce the spirit and scope of the claims or their equivalents.
More specifically, any terms used herein such as but not limited to "includes," "comprises," "has," "have" and grammatical variants thereof do not specify an exact limitation or restriction and certainly do not exclude the possible addition of one or more features or elements, unless otherwise stated, and must not be taken to exclude the possible removal of one or more of the listed features and elements, unless otherwise stated with the limiting language "must comprise" or "needs to include."

[0037] Unless otherwise defined, all terms, and especially any technical and/or scientific terms, used herein may be taken to have the same meaning as commonly understood by one having ordinary skill in the art.

[0038] Embodiments will be described below in detail with reference to the accompanying drawings.

[0039] Figure 1 illustrates a top view of a building depicting an elevator system 1 with an I-shaped solid guide rail 2, according to an embodiment of the disclosure. The elevator rail 2, hereinafter interchangeably referred to as the solid guide rail 2, for guiding moving bodies of the elevator system 1 for a multi-story building is disclosed. The solid guide rail 2 guides the moving bodies of the elevator system 1. The moving bodies serve as at least one of an elevator car 4 (hereinafter referred to as the car 4) for the transport of people or goods and a counterweight 5. The solid guide rail 2 includes a plurality of guide contours 6a, 6b, 10 adapted to engage with the counterweight 5 and the car 4. In an embodiment, the guide contours 6a, 6b, 10 are preferably plane guiding surfaces that may be reworked by machining to provide a geometrically defined clean surface. As such, one or more surface finishing operations, for example, grinding, abrasive blasting, burnishing, honing, buffing, polishing, etc. may be employed to provide the geometrically defined clean surface. The solid guide rail 2 includes at least one flange portion 8 and at least one web portion 9. The solid guide rail 2 has one of an I-shaped cross section, a T-shaped cross section, and a double T shaped cross section.

[0040] As used herein, the "guide contours 6a, 6b, 10" are preferably plane guiding surfaces defined on at least one of the flange portion 8 and the web portion 9. The guide contours 6a, 6b, 10 may be reworked by machining to provide a geometrically defined clean surface as explained above. The guide contours 6a, 6b, 10 may be defined preferably along ends 8a, 9a of at least one of the flange portion 8 and the web portion 9 as illustrated in Figures 1-3. Alternatively, the guide contours 6a, 6b, 10 may be defined at different positions along the length of the flange portions 8 and the web portions 9. In such an embodiment, the guide contours 6a, 6b, 10 may be formed as grooves or projections at different positions along the length of the flange portions 8 and the web portions 9. The grooves or projections may be defined to match projections or grooves respectively defined on guide shoes 7 of the car 4 thereby forming a male-female interlocking arrangement for improved guiding of the car 4. Similarly, these grooves or projection may also be defined for better engagement with the guide shoes 7' of the counterweight 5. In an embodiment, one of the guide contour 10 from among the guide contours 6a, 6b, 10 is defined as a braking contour 10. The braking contour 10 serves as a braking surface for a safety brake 11 of the car 4. The safety brake 11 can act on the braking contour 10, thus bringing the car 4 safely to a halt. The safety brake 11 can be adapted to exert a retarding force on the braking contour 10 thereby generating corresponding frictional forces bringing the car 4 to a halt. Since the elevator rail 2 is designed as a solid guide rail 2 to be sturdy, the solid profile in comparison to existing hollow rails can better withstand external pressure forces.

[0041] Referring to Figure 1, an elevator system 1 using an I -shaped solid guide rail 2 is disclosed. The I-shaped solid guide rail 2 includes a pair of flange portions 8, 8' disposed in parallel to each other and separated by a web portion 9. The pair of flange portions 8, 8' is perpendicularly oriented with respect to the web portion 9 thereby creating an I-shaped cross-section or I-shaped profile for the solid guide rail 2. Each end 8a, 8a' of the pair of flange portions 8, 8' defines the plurality of guide contours 6a, 6b, 10. In an embodiment, at least one of the plurality of guide contours 6a, 6b, 10 is defined as a braking contour 10. This means that all of the four guide contours 6a, 6b, 10 individually perform a guiding function and only guide contour 10 serves as a braking surface in addition to a guiding surface when a safety brake 11 of the car 4 is engaged. As shown in Figure 1, the braking contour 10 is formed on the end 8a' of a first flange portion 8' from among the pair of flange portions 8, 8' proximal to the car 4 of the elevator system 1. The braking contour 10 serves as a braking surface for a safety brake of the car 4.

[0042] A guide system for use in the elevator system 1 includes at least a first solid guide rail 2 and a second solid guide rail 2'. The first solid guide rail 2 and the second guide rail 2' are, for example, I-shaped solid guide rails 2. In an embodiment, the guide system includes a plurality of brackets 12, each fastened to the first solid guide rail 2 and the second solid guide rail 2'. The plurality of brackets 12 connects the first solid guide rail 2 and the second solid guide rails 2' directly or indirectly to a shaft wall. The plurality of brackets 12 is connected to one shaft wall, from among a plurality of shaft walls, such that the shaft wall is a front wall 13 in which the floor openings are integrated.

[0043] This has the advantage that only the front wall 13 of the four shaft walls meets the relatively precise geometry and construction requirements for construction of the elevator system 1. The structural precision of the other shaft walls can be lower. There is also the advantage that it is sufficient that the material of the front wall 13 with the floor openings meets the requirements of the elevator system 1 regarding force transmission to attach the car 4 to the front wall 13. All other shaft walls can be made from materials that are unsuitable for fastening the elevator system 1, also from significantly weaker materials. This feature allows increased flexibility while selecting construction materials thereby reducing overall construction costs.

[0044] The elevator system 1 having a guide system, according to the disclosure, includes at least two counterweights 5 and a car 4. Each of the first solid guide rail 2 and the second solid guide rail 2' individually guides a counterweight 5 from the at least two counterweights 5. Moreover, each of the first solid guide rail 2 and the second solid guide rail 2' collectively guide the car 4. When using I-shaped first and second solid guide rails 2, 2', each of the first solid guide rail 2 and the second solid guide rail 2' guide an associated counterweight 5 via two ends 8a of the second flange portion 8. Moreover, each of the first solid guide rail 2 and the second solid guide rail 2 collectively guide the car 4 via two ends 8a' of the first flange portion 8'. The two ends 8a' of the first flange portion 8' and the two ends 8a of the second flange portion 8 define the four guide contours 6a, 6b, 10. At least one end 8a' from the two ends 8a' of the first flange portion 8' is the braking contour 10.

[0045] Figure 2 illustrates a top view of a building depicting an elevator system 1 with a T-shaped solid guide rail 2, according to an embodiment of the present disclosure. The T-shaped solid guide rail 2 includes a single flange portion 8 perpendicularly oriented to a single web portion 9. The flange portion 8 and the web portion 9 collectively define the T-shaped cross section or T-shaped profile. An end 9a of the web portion 9 and at least one of the ends 8a and preferably each end 8a of the flange portion 8 defines the plurality of guide contours 6a, 6b, 10. In an embodiment, at least one of the plurality of guide contours 6a, 6b, 10 is defined as a braking contour 10. This means that all three guide contours 6a, 6b, 10 individually perform a guiding function and only guide contour 10 serves as a braking surface in addition to a guiding surface when a safety brake 11 of the car 4 is engaged. As shown in Figure 2, the braking contour 10 is formed on the end 9a of the web portion 9 proximal to the car 4 of the elevator system 1. The braking contour 10 serves as a braking surface for a safety brake of the car 4. Although the braking contour 10 is shown as the end 9a of the web portion 9, it must be appreciated that other configurations may be envisioned. For example, the flange portion 8 may be positioned to engage with the guide shoe 7 of the car 4 instead of the guide shoe 7' of the counterweight 5 as shown in Figure 2. In such an arrangement, one of the ends 8a of the flange portion 8 may be defined as the braking contour 10.

[0046] When using T-shaped first and second solid guide rails 2, 2', each of the first solid guide rail 2 and the second solid guide rail 2' guide an associated counterweight 5 via the two ends 8a of the flange portion. Each of the first solid guide rail 2 and the second solid guide rail 2' collectively guide the car 4 via the end 9a of the web portion 9. The two ends 8a of the flange portion 8 define two guide contours 6b and the end 9a of the web portion 9 is the guide contour 6a defined as the braking contour 10 from among the plurality of guide contours 6a, 6b, 10.

[0047] Figure 3 illustrates a cross sectional view of a double T-shaped solid guide rail 2 for the elevator system 1, according to the disclosure. In yet another embodiment, the solid guide rail 2 includes a pair of web portions 9, 9' and the flange portion 8 perpendicularly oriented with respect to each of the pair of web portions 9, 9'. In some exemplary implementations, the pair of web portions 9, 9' and the flange portion 8 are not exactly oriented perpendicular relative to each other. In such cases, as can be seen the flange portion 8 of such "double -T" solid guide rails 2 have a curved and, thus, no well-defined contour as shown in Figure 3 and preferably may be processed, for example, through machining operations in order to create a rectangular shape at the area of the respective end. As such, one or more surface machining operations, comprising for example milling may be employed to provide a geometrically defined surface having a rectangular shape for guidance. The first web portion 9, from the pair of web portions 9, is spaced apart from a second web portion 9'. Additionally, the flange portion 8 and the pair of web portions 9, 9' collectively define a double T-shaped cross section or double T-shaped profile. Each end 8a of the flange portion 8 and each end 9a, 9a' of the pair of web portions 9, 9' define the plurality of guide contours 6a, 6b, 10.

[0048] When using the double T-shaped first and second solid guide rails 2, each of the first solid guide rail 2 and the second solid guide rail 2' (not shown) guide an associated counterweight 5 via two ends 8a of a flange portion 8. Each of the first solid guide rail 2 and the second solid guide rail 2' collectively guide the car 4 via ends 9a, 9a' of a pair of web portions 9, 9'. The two ends 8a of the flange portion 8 and the ends 9a, 9a' of the pair of web portions 9, 9' define four guide contours 6a, 6b, 10. Furthermore, at least one end 9a' from the ends 9a, 9a' of the pair of web portions 9, 9', for example, the end 9a' of the second web portion 9' is the braking contour 10 which serves as the braking surface for the safety brake 11.

[0049] In an embodiment, the solid guide rails 2 are manufactured using generally known techniques for manufacturing conventional I-beam, T-beam, or double T beam profiles. These include but are not limited to hot rolling, cold rolling, extrusion techniques, and the like. Alternatively, welding techniques, for example, spot-welding, etc., may be used. Since I-beams, T-beams, or double T beams are widely used in the construction industry and are readily available in a variety of standard sizes, the ease of assembly or installation is considerably improved. Moreover, in the event of repair or maintenance requiring replacement of the solid guide rail, the solid guide rail of a suitable size and shape can be readily procured. The use of such solid guide rails minimizes the space required for the entire assembly in comparison to existing irregular shaped elevator rails, which occupy a larger area. The large-scale use of such beams also mean that the costs of procurement and installation are reduced since existing systems utilize custom irregular shaped elevator rails. Using such custom irregular shaped elevator rails increases the complexity during manufacturing and increases installation time. Furthermore, during replacement, such elevator rails may not be readily available due to the complexity of their manufacturing method.

[0050] Advantageously, since the elevator system 1 utilizes only two solid guide rails 2, the geometrical and construction requirements of only the front wall 13 of the four shaft walls may be subject to a higher degree of precision. The structural precision of the other shaft walls can be lower. There is also the advantage that it is sufficient that the material of the front wall 13 with the floor openings meets the requirements of the elevator system 1 regarding force transmission to attach the car 4 to the front wall. All other shaft walls can be made from materials that are unsuitable for fastening the elevator system 1, also from significantly weaker materials. This feature allows increased flexibility while selecting construction materials thereby further reducing overall construction costs.

[0051] Furthermore, the elevator system 1, according to the disclosure, has the advantage that it is sufficient to mount only two instead of four or even six solid guide rails 2. This is advantageous because by using two counterweights 5, the base surface of the shaft can be optimally utilized. Finally, since the elevator rail 2 is designed as a solid guide rail 2 to be sturdy, the solid profile in comparison to existing hollow rails can better withstand external pressure forces.

[0052] While specific language has been used to describe the present subject matter, any limitations arising on account thereto, are not intended. As would be apparent to a person in the art, various working modifications may be made to the method in order to implement the inventive concept as taught herein. The drawings and the foregoing description give examples of embodiments. Those skilled in the art will appreciate that one or more of the described elements may well be combined into a single functional element. Alternatively, certain elements may be split into multiple functional elements. Elements from one embodiment may be added to another embodiment.

[0053] Finally, it should be noted that terms such as "comprising," "having," etc. do not preclude other elements or steps and terms such as "a" or "an" do not preclude a plurality. Furthermore, it should be noted that features or steps that have been described with reference to one of the above embodiments can also be used in combination with other features or steps of other embodiments described above. Reference signs in the claims should not be considered to be limiting.

Claims

1. An elevator rail (2) for guiding moving bodies of an elevator system (1), wherein the moving bodies serve in particular as one of a car (4) for the transport of people or goods and as a counterweight (5), comprising:

a plurality of guide contours (6a, 6b, 10) adapted to engage with the counterweight (5) and the car (4),

characterized in that

the elevator rail (2) is a solid guide rail (2) having at least one flange portion (8) and at least one web portion (9), and

the plurality of guide contours (6a, 6b, 10) is defined on at least one of the flange portion (8) and the web portion (9).

2. The elevator rail (2) according to claim 1, comprising a pair of flange portions (8, 8') disposed in parallel to each other and separated by a web portion (9), wherein the pair of flange portions (8) is perpendicularly oriented with respect to the web portion (9).

3. The elevator rail (2) according to claim 1 or 2, wherein each end (8a) of the pair of flange portions (8) defines the plurality of guide contours (6a, 6b, 10).

4. The elevator rail (2) according to claim 1, comprising a flange portion (8) perpendicularly oriented to the web portion (9), wherein the flange portion (8) and the web portion (9) collectively define a T-shaped cross section.

5. The elevator rail (2) according to one of the claims 1 to 4, wherein an end (9a) of the web portion (9) and at least one of the ends (8a) and preferably each end (8a) of the flange portion (8) defines the plurality of guide contours (6a, 6b, 10).

6. The elevator rail (2) according to claim 1, comprising:

a pair of web portions (9); and

the flange portion (8) perpendicularly oriented with respect to each of the pair of web portions (9),

wherein a first web portion (9), from the pair of web portions (9), is spaced apart from a second web portion (9), the flange portion (8) and the pair of web portions (9) collectively define a double T-shaped cross section, and each end (8a) of the flange portion (8) and each end (9a) of the pair of web portions (9) define the plurality of guide contours (6a, 6b, 10).

7. The elevator rail (2) according to any of claims 1 to 6, wherein at least one of the plurality of guide contours (6a, 6b, 10) is defined as a braking contour (10) and formed on at least one end (8a) of the at least one flange portion (8) wherein the braking contour (10) serves as a braking surface for a safety brake (11) of the car (4), or
wherein at least one of the plurality of guide contours (6a, 6b, 10) is defined as the braking contour (10) and formed on one end (9a) of the at least one web portion (9), the braking contour (10) serves as the braking surface for the safety brake (11) of the car (4).

8. The elevator rail (2) according to claims 1 to 7, further comprising at least one bracket fastening contour adapted to allow attachment of at least one bracket (12) thereon in a vertically movable manner.

9. A guide system comprising at least a first solid guide rail (2) and a second solid guide rail (2) according to claims 1 to 8.

10. The guide system according to claim 9, comprising a plurality of brackets (12), each fastened to one of the first solid guide rail (2) and the second solid guide rail (2), and wherein the plurality of brackets (12) connects the first solid guide rail (2) and the second solid guide rail (2) directly or indirectly to a shaft wall.

11. The guide system according to claim 10, wherein the plurality of brackets (12) is connected to one shaft wall, from among a plurality of shaft walls, wherein the shaft wall is a front wall (13) in which floor openings are integrated.

12. An elevator system (1) having a guide system according to any of claims 1 to 11, wherein the elevator system (1) comprises at least two counterweights (5) and a car (4), wherein each of the first solid guide rail (2) and the second solid guide rail (2') individually guides a counterweight (5) from the at least two counterweights (5), and each of the first solid guide rail (2) and the second solid guide rail (2') collectively guide the car (4).

13. The elevator system (1) according to claim 12, wherein:

each of the first solid guide rail (2) and the second solid guide rail (2') guide an associated counterweight (5) via two ends (8a) of a first flange portion (8) and each of the first solid guide rail (2) and the second solid guide rail (2') collectively guide the car (4) via two ends (8a') of a second flange portion (8'),

wherein the two ends (8a) of the first flange portion (8) and the two ends (8a') of the second flange portion (8') define four guide contours (6a, 6b, 10), and at least one end (8a') from the two ends (8a') of the second flange portion (8') is a braking contour (10).

14. The elevator system (1) according to claim 13, wherein:

each of the first solid guide rail (2) and the second solid guide rail (2') guide an associated counterweight (5) via two ends (8a) of a flange portion (8), and each of the first solid guide rail (2) and the second solid guide rail (2') collectively guide the car (4) via an end (9a) of a web portion (9),

wherein the two ends (8a) of the flange portion (8) define two guide contours (6b) and the end (9a) of the web portion (9) defines a braking contour (10) from among the plurality of guide contours (6a, 6b, 10).

15. The elevator system (1) according to claim 13, wherein:

each of the first solid guide rail (2) and the second solid guide rail (2') guide an associated counterweight (5) via two ends (8a) of a flange portion (8), and each of the first solid guide rail (2) and the second solid guide rail (2') collectively guide the car (4) via ends (9a, 9a') of a pair of web portions (9, 9'),

wherein the two ends (8a) of the flange portion (8) and the ends (9a, 9a') of the pair of web portions (9, 9') define four guide contours (6a, 6b, 10), and at least one end (9a') from the ends (9a, 9a') of the pair of web portions (9, 9') is a braking contour (10).

Drawing