BRPI1002756A2 - emergency positioning system by means of an auxiliary power train - Google Patents

Abstract

EMERGENCY POSITIONING SYSTEM THROUGH AN AUXILIARY POWER TRAIN. The process to be proposed is an emergency positioning system that can perform the rescue function in vertical transport systems in the event of a fall in the power network or failure in the main power train. The system basically consists of using an auxiliary power train that acts on the main power train in parallel and is directly powered by an auxiliary power source, such as a battery. The proposed process is much more feasible than conventional systems that supply the main motor through direct current to alternating current converters because the new process has a much smaller motor size than the main motor that can be directly powered by the battery. The possibility of using a smaller motor is due to the less effort required due to a possible reduction ratio between the auxiliary motor and the main motor, a motor that could act only in the direction that requires less force, in the case of type elevators ciue platform are moved by a spindle transmission, the direction would be downward.

Description

"Emergency positioning system by means of an auxiliary power train"

This patent application relates to a new emergency positioning system to be employed in the event of a power outage or main drive system breakdown in moving machines, such as elevators.

Today, standard lifter rescue systems are mostly mechanical, and it is up to a technician to move the transmission by physical force to a convenient position. In vertical wheelchair transport systems the situation is more delicate, as there is often no easy-to-access room or machine room as in conventional lifts. Mechanical salvage is unfavorable due to the great efforts required due to the low yield of the spindle system transmission. Another issue is that the period of waiting for the arrival of the technician, besides being boring, can create a critical situation for a user with special needs. Conventional UPS systems used in the rescue function are costly due to the high power of the motor relative to the load carried and the need to convert the direct current of the batteries into alternating current at an appropriate voltage and phases for the main motor drive. Using a higher performance transmission such as a recirculating ball system could facilitate manual redemption, however it could greatly increase the cost and the system would no longer be irreversible, one of the main advantages of using spindle transmission.

In order to remedy such drawbacks, a power train was developed that would act parallel to the main drive system. In conjunction with this may be implemented other solutions seeking a gain in functionality and or to further optimize the system. In this premise will be presented the variable yield spindle which may also provide a new process of saving in the event of a power outage.

The invention may be better understood by the following description, in accordance with the attached figures where:

Figure 1 is a side view of the rescue system with the auxiliary motor coupled directly to the main motor.

Figure 2 is a side view of the rescue system with a transmission between the auxiliary engine and the main engine.

Figure 3 is a side view of the rescue system with an independent transmission between the auxiliary motor and the spindle nut.

Figure 4 represents the smart charging module and battery-coupled rescue system drive.

Figure 5 represents the automatic sliding door retracted in horizontal position with rail on one side only for example.

Fig. 6 is the vertical sliding door with rail on one side only for example.

Figure 7 represents the spindle driven pantograph system in the retracted position.

Figure 8 represents the spindle driven pantographic system in the extended position.

Figure 9 represents the sliding door with the pantograph fully retracted.

Figure 10 represents the sliding door with the partially extended pantographic system.

Figure 11 represents the sliding door with the pantograph system fully extended. Figure 12 shows the variable efficiency spindle system with nuts and bearing cut with load supported on upper nut in the absence of acting torque.

Figure 13 shows the variable performance spindle system with nuts and rolling bearing with load supported on the lower nut under the action of a torque acting on the movable coupling pulley.

Figure 14 is an overview of the variable output spindle system as the main motor and the rescue auxiliary motor.

Figure 15 shows the variable performance spindle system with nuts and bearing cut with load supported on the upper nut in the absence of acting torque. The angle of view is favorable for observing the position of the movable coupling pulley groove.

Figure 16 shows the variable torque spindle system driven by the operating torque with the nuts and the shear bearing with the load supported on the lower nut under the action of an acting torque. The angle of view is favorable for observing the position of the movable coupling pulley groove.

Figure 17 represents the variable-output spindle system actuable by an actuator with nuts and bearings cut with the load supported on the upper nut.

Figure 18 depicts the variable-output spindle system actuable by an actuator with nuts and bearings cut with the load supported on the lower nut.

Figure 19 shows the variable-output spindle system driven by an actuator with the nuts and bearings cut with the load supported on the lower nut. Figure 20 shows the variable-output spindle system driven by an actuator with the nuts and bearings cut with the load supported on the upper nut.

Fig. 21 is a view from another angle of the variable yield spindle system operable by gearing by an actuator with nuts and bearings cut with the load supported on the upper nut.

Figure 22 is a view from another angle of the variable yield spindle system operable by means of gears by an actuator with nuts and bearings cut with the load supported on the lower nut.

Fig. 23 is a view from another angle of the variable yield spindle system operable by gears by an actuator with emphasis on the drive motor.

Figure 24 is a cross-sectional view of the variable yield spindle drive system driven by an actuator with nuts and bearings in section with emphasis on bearing display.

Figure 25 is a front view of the pulley provided with the centrifugal drive clutch being driven by the motor counterclockwise and thus in the locked position.

Figure 26 is a front view of the pulley provided with the centrifugal drive clutch in the unlocked position.

Figure 27 is a front and side view of the pulley provided with the centrifugal drive clutch in the unlocked position with the counterweights incorporated into the eccentric discs with the locking elements synchronized with bars. The position shown is unlocked or inert.

Figure 28 is a front view of the pulley provided with the centrifugal drive clutch in the unlocked position with the counterweights incorporated into the eccentric discs with the locking elements synchronized by bars. The position shown is the locked or under action of an acting torque.

The main solution would be the adoption of a second power source with a transmission acting parallel to the main power train system, preferably acting only downwards. This system radically alters the design and operation factors of rescue systems, dramatically increasing the viability of using the rescue system, currently present in less than 10% of equipment installed in Brazil due to the high cost. In the proposed system, it would be convenient for the elevator displacement during the rescue descent to be slower than in normal operation in order to provide an affordable automatic rescue. This mechanism could further protect a breakdown in the engine or main transmission. The new system could basically consist of a low-power motor, which could be close to 300w powered by direct current, two pulleys, a belt and a small battery, for example a 12V-7.2 A / H, whereas a rescue system employed at the same end on conventional wheelchair platforms basically utilizes 4 of the above-mentioned batteries, a direct current to alternating current converter capable of starting a 2 hp three-phase motor, cost-effective components. higher.

The low power secondary engine (1-fig1) could act on the main motor shaft (2-fig1), sharing the transmission between it and the spindle nut (3-figl) (4-fig1). In the example shown in Fig. 1, this transmission is effected by the main motor pulley (5-fig1), belt (6-fig1) and pulley (7-fig1) acting in solidarity with the spindle nut. In order for a motor with a fraction of the main engine power to be able to generate a downward movement of the cab being coupled directly to the main engine shaft, it must have a torque not too far from that developed by the main engine during cabin descent. and consequently a much smaller rotation. This configuration of very low revving direct current motors is difficult to find in the usual market, suggesting a higher cost. Possibly this torque will be achieved more viably when using a motor that rotates in the range of 3000 thousand rpm coupled to a reduction transmission that acts between it and the main engine thus taking advantage of the reduction ratio present in the main motor drive as This gear ratio is shown by the pulley (8-fig2) installed on the shaft of the small auxiliary motor (1-fig2), by the belt (9-fig2) acting on the auxiliary pulley (10-fig2) installed on the main motor shaft below the pulley (5-fig3) in the example shown in figure 2. In these configurations cited so far the rescue system would be safeguarding a breakdown in the main motor as long as it is not locked after the breakdown.

Instead of coupling the secondary engine to the main engine shaft and thus taking advantage of the transmission with the reduction ratio between the main engine and the spindle nut, an independent transmission can be adopted, protecting the conveying system also in case of a main drive as shown in figure 3. This transmission is represented by the pulley (8-fig3) of the auxiliary motor (1-fig3), the auxiliary pulley (10-fig3) integral with the spindle nut and the belt (9-fig3). ).

Stepper or brushless motors could be used, the disadvantage would probably be a much higher cost. A secondary AC motor could be used, but the system would possibly have a higher production cost than a 12-volt motor because a small converter would have to be adopted. Using a direct current motor, it could function as a generator and thus charge the battery at times when the elevator is being used normally, as in this condition the motor would be driven by the main motor and could rotate at a sufficient speed to generate more than 12 volts. The rescue system might be able to act by lifting the cabin, but this function would require much higher power in non-counterweight vertical transport systems as in the case of wheelchair platforms and in this case would require the use of more batteries and an engine. most powerful secondary school.

As for the activation of the rescue system, it can be fully automatic without the use of any button or joystick. The user would be transported to the nearest ground floor or lower floor at the time of the crash. Rescue can be triggered automatically as soon as a control circuit detects a power outage or after a few seconds. This timing is interesting for the user to recover, become aware that the crash has occurred and rest assured. A warning signal may sound during the save to make it clear that the save is a scheduled and scheduled operation. This time control can be done by means of a timed relay.

To keep the battery charged regardless of equipment use, a float should be used, a smart charger that acts when the voltage reaches a pre-set minimum level and turns off or decreases the current when a certain battery voltage is reached. The smart charger would be a system capable of keeping the battery charged for 24 hours for several months.

An electronic board can incorporate all functions of charging, timing, auto rescue rescue motor, descent buzzer, 12 volt power output for unlocking the brake and for emergency lighting, outputs for limit switches cab level and safety sensors. In addition to making the system more compact, it facilitates electrical interconnections and helps reduce costs, as some components of the electronic board may be common to more than one system. This electronics board contained in a wrapper would be referred to as the "intelligent charging module and rescue system drive" (11- fig4). This module can be fixed above the battery (12-fig4) and can be fitted directly to the battery terminals, eliminating the use of a bracket to accommodate the circuit box and the connections between it and the battery. It would be ideal for the circuit to be resined or surrounded by a shield that completely protected it from moisture, dust and vibration, conditions often present inside the engine room in this equipment. The resin to be used should have a good capacity and thermal conductivity to aid heat dissipation and could contain a high capacity (thermal) charge (powder). The use of slotted boxes to house the circuit is inadvisable as it allows dust to accumulate and expose the circuit to very unfavorable weather conditions.

The implementation of automatic rescue aims to ensure the rescue of all wheelchair users, even those with the highest degree of disability. The redemption would not be consummated if the user could not disembark. It may happen that a wheelchair can be helped to board the platform and after normal use or after a crash followed by automatic rescue, may not be able to disembark because eventually boarded alone and could not rely on the help of others to lift the bar that in many models surrounds you or open the door to exit. In many current systems it is even necessary for the wheelchair to push an internal button or joystick in real time to move the platform, denying accessibility to many users who would not be able to use this mode of transport due to this type of drive. The solution would be to implement a more affordable automatic or use drive to be adopted in conventional use especially in cases where there are no intermediate stops, predominantly in vertical transport platforms designed for use by wheelchair users. It would be enough for the locking lock sensor or platform door to command the platform movement after a few seconds when the presence of the passenger inside the elevator is confirmed by means of a presence sensor. Automatic operation in these modes of transport intended for use by persons with special needs is very important both at the time of rescue in the event of a breakdown and in normal use, as has been argued earlier. For fully automatic operation in rescue and normal use, a good solution would be the adoption of an automatic locking door or guard.

Another advantage of full lateral enclosure, either during normal use or during operation of the rescue system, would be to reduce the risk of accidents. The user may be accompanied by a child moving to one of the unprotected sides of the platform and suffering from abrasions or even serious injury if he or she projects any part of his / her body to the outside of the platform when bouncing or bouncing. a change of floor level. A non-disabled user may be imbalanced and rub against one of the moving walls relative to the cabin floor. The side lining of the pit usually has some protrusions like screw heads that could eventually injure when hitting an occupant who accidentally leans on one of these sides. Therefore the enclosure provided by the use of an automatic door is necessary to ensure good safety conditions for use under normal conditions and during emergency rescue.

One way to remedy such an inconvenience would be the adoption of an automatic door to allow total enclosure for user safety. As these booths usually have a fully cleared entrance space, the use of conventional automatic doors would not be indicated as they would occupy part of this important free passage area. One solution would be the adoption of an automatic sliding door which when retracted would be situated below the floor with the profile of its upper part occupying and forming part of the beginning of the floor as shown in Figure 4. Figure 4 shows only one side of the platform. in integrity and therefore has only one of the vertical rails. During closing the sliding door (13-fig5) would slide on a side rail (14-fig5) until it is vertically at the desired height as shown in figure 6. The door when retracted would be mostly horizontally in position. if shown in figure 4 when looking at the end of the door (13-fig4) The rails would have a smooth curve near 90 degrees so that the door changes position as it travels the rail. Another possibility would be the lateral displacement of this sliding door which may be housed close to an inner side of the cab. If necessary part of the sliding door can be kept rolled up, including conventional automatic (motorized) sliding doors can be used. This system could not require the use of retract springs when the door has a lateral displacement. Another position for this sliding door would be to be above the roof of the cabin platforms, and may have a curled part if necessary. The operation of this sliding door would be quite simple. It could be by means of a spindle (15-figs 5 and 6) acting on a nut (16-fig 5 and 6) integral with the sliding door (13-figs 5 and 6). Figure 5 illustrates the position of the predominantly vertical sliding door after closing.

A small spindle (17-fig7) could act on a nut (18-fig7) integral with a pantograph system (19-fig7) in order to make the system more compact and agile. For example, the spindle acting on the pantograph system shown in figures 7 and 8 would be the automatic deceleration at the end of the system expansion displacement, providing a smooth closing of the sliding door as can be seen in figure 8 showing the fully extended system. In order to slow the onset of movement, as shown in Figure 7, the arms of the first scissor (20a and 20b-fig-7) of the pantograph system must have a different angle from the other scissors. Starting from a position close to alignment, the onset of motion of the pantographic system will have a slower or slower moving transmission ratio factor.

This pantographic system could also be used on conventional elevators when opening a sliding door of the type shown in figures 9, 10 and 11. Despite taking up valuable space in the access area, nothing prevents this type of door from being used on platforms. in the same way as the rescue system presented may be used in conventional elevators.

Should the door be forced open in an emergency, the rod (21-figs 7 and 8) supporting the spindle nut could be retractable and provide resistance at the start of the retract stroke. This can be done by using a ball-spring system installed in a duct, a very common system used to provide resistance to the fitting of pipe parts or (ratchet switch) or to locking cabinet doors. , for example. This resistance could be obtained by the magnetic force of magnets or any other process that offers a counter-displacement force in the initial course.

Returning to the issue of adopting a mechanical system as an alternative to the salvage system, the "torque controlled variable output spindle" could be a good solution to assist in manual salvage (performed by the rescuer's physical force) and could be also used as a device to facilitate rescue by a parallel power train. The purpose of the variable yield spindle would be to increase the performance during drive and return to the previous condition in the absence of acting torque. Thus the automatic rescue system described above could use an even smaller motor and mechanical rescue would be greatly facilitated by requiring less physical effort from the operator. The main drive system could use a much smaller engine, adding sound comfort and better use of electricity.

Two nuts would act on this spindle, a conventional nut (22-figsl2 to 16) and a high performance nut positioned above or below the previous one. The platform would be supported by the low performance top nut as is already done in the conventional mode. The high performance nut (23-figs12 to 16) would be below the single nut as if it were a security nut in this example cited. To prevent one nut from rotating relative to the other, two hinged bars (24-figsl2 to 16) on each side transmit the available torque from top to bottom nut and this set of bars allows the distance between the nuts to be varied. Between the two nuts, in order to turn said distance, there would be a movable coupling (25-figs12 to 16) with a small freedom of rotation between the nuts, an angle equal to or near 90 degrees to the right and the same to the right. left turn (figures 15 and 16). This movable coupling is supported by the lower high performance nut as it is above it. To facilitate sliding between the parts during the small freedom of rotation, a slide bushing or a bearing (26-figsl2 to 16) may be used. A spring could hold or help position this coupling in the intermediate position in the absence of an acting torque. In this static situation the high performance nut would be in a position with little clearance or no load between the threaded raceway and the spindle raceway, thus the load would be supported by the low performance top nut (22-figsl2 and 15). . Moving away from the intermediate position by turning either left or right said movable joint would generate a small clearance between the nuts. This spacing would be generated by the torque between the movable coupling and the nuts.

Due to this longitudinal movement, the upper nut would be thrust upwards (figs 13 and 16) resting on the lower nut until there is little clearance or no load between its thread raceway and the spindle raceway. Thus, when the movable coupling pulley is being driven, there will be a spacing between the nuts by alternating the load or support of the anchor force from the low yield nut to the high yield nut. Ceasing the spring torque or weight force will cause the nuts to possibly approach a millimeter, returning to the previous condition and the irreversible condition of the direction of the torque transmission flow, with the load on the low performance nut being supported. The movable coupling may consist of a ring with a variation in edge height that acts as a ramp. One possibility would be a ring with one of the side surfaces of the V-cut edge as shown in the related figures. The upper nut would be moved by the movable coupling by means of a roller, a small wheel (27-figs 12 to 16) or bearing that rests and moves along the top V-edge of the movable coupling during its partial rotation with respect to nuts. At the upper two parts of this edge there may be a stop to prevent the pin or roller from rising above the upper region and lowering the ramp once the edge has been raised. In the case of the exemplified drawings the movable coupling pulley already limits the maximum turning with respect to the nuts. This system would be referred to as the "torque controlled variable output spindle".

The spacing between the nuts may be triggered automatically by the action of the acting torque as described and or by an independent drive, perhaps the construction of this mechanical drive may be simpler than the manufacture of the automatic drive system, as exemplified above. the torque exerted by the motor. On this premise of using an actuator, it would be driven in conjunction with the main motor. In this configuration there will no longer be a need for an auxiliary motor as described above. This system would be referred to as the "drivetrain driven spindle" and would have the same functionality as the "drivetrain driven spindle" system. The objective would be to shift the load to the high performance nut regardless of the main motor drive to cause the platform to lower in emergency situations. This way this action would be an efficient and simple way to make the rescue. This process is called "commanded spindle drive reversibility". This could be accomplished by means of a fork (28-Figs 17 and 18) acting on an axial bearing (29-Figs 17 and 18) installed in a groove or side support of the high performance nut (23-Figs 17 and 18). This fork would have a bearing (30-FIGS. 17 and 18) on its rod that would be supported by a support (31-FIGS. 17 and 18) integral with the cab frame. Thus, by exerting a downward force on the self-adjusting nut through this fork, a pulling force would be generated between the upper and lower nut, shifting the load to the high performance nut causing the cab to lower as shown in figure 18.

At platform standstill times the load would be supported by the low performance nut as shown in figure 17. Between the bracket (31-figs 17 and 18) and the upper nut is an axial bearing (32-figs 17 and 18) which allows the low performance nut to rotate while resting on the platform support while this nut is receiving the full load for the platform weight plus the weight to be transported. In this way, as in the previous case, the load is supported by the low performance upper nut. The two nuts rotate always always synchronized by the action of the articulated bars (24-Figs 17 and 18), the same as the previous system. The bracket and said thrust bearing are also elements of the variable yield spindle system that would be driven as a function of the main motor torque previously shown. This fork could be driven by a motor with a spindle attached to its shaft that would act on a nut at the end of the fork arm. This servo motor could be controlled by an electronic circuit which, by means of a rotation sensor, would control the speed of descent by controlling the load to be shifted to the high performance nut that would be related to the force acting on the separation of said nuts generated by the servo actuator. A hydraulic piston system (33-figs 17 and 18) as shown in figures 17 and 18 could also be used.

The system that uses the fork to generate the spacing between the nuts may be replaced by a system that rotates the nut by a few degrees relative to the other while the two are rotating together. This system would be referred to as a "drift-controlled spindle performance" spindle. The rotation of one nut would be transmitted to the other by a pair of parallel gears. The translation of one of these gear pairs would be responsible for the lag between the nuts. The distance between the nuts would not be altered and could slide over one another during the load bearing shift operation. Therefore the nuts could be lagged even though they are turning.

"Rotational axis transmission system" is capable of rotating an axis that translates into one rotating disc or offset one disc from the other while both rotating together at the same or different rotations, in the case to be For example, a configuration of the same rotation was required between the elements to be offset. If one disc can rotate relative to the other, this relative motion can drive a peripheral gear common to one of the discs that engages a gear on the side of the other disc. This property will not be used in this project, it is one of the possible features of the command system to be exemplified below. This system consists of 3 axial gears and two double gears that mesh parallel to the first 3. The low performance nut has a gear coupled to its side, the drive gear (35-figs19 to 24). The primary double gear (36-figs19 to 24) is parallel to said gear and rotates in its bearing on the shaft present in the bracket (37-figs19 to 24) fixed in part of the platform frame. A crazy gear (38-figs19 to 24) is on the same radial axis between the upper nut gear and the lower nut gear (39-figs9-24). The primary double gear transmits the drive gear rotation to the crazy gear establishing a reduction gear ratio. This way the crazy gear spins a little slower than the driving gear. The crazy gear in turn transmits, by means of the translating double gear (40 figs19 to 24) to the self-locking nut gear (39) making a multiplication ratio of the same value as the reduction made by the primary double gear. In this way the drive gear transmits to the lower nut gear in a 1: 1 ratio. For example, 1 χ 0.8 = 0.8. 0.8 would be the crazy gear rotation. This in turn would have its rotation of 0.8 multiplied by a factor of 1.25 = 1 / 0.8 corresponding to the multiplication factor of the translating double gear. Thus, 0.8 χ 1.25 = 1. When translating the pair of double gears the gears lag, that is, the upper nut gear rotates relative to the lower nut gear that is the target of the mechanism. This translation takes place by means of the gear arch of an endless crown (41-figs19 to 24). Who drives this crown is the worm represented by item 42 of figures 19 to 24. The motor that drives the worm that acts on the crown arch corresponds to item 43 which can best be seen in figure 23. In figure 19 the reversible transmission between the self-locking nut and the main spindle is engaged. That is, the cabin would go down effecting the rescue. Note that the low performance nut is not supported on the spindle thread fillets, it is in a float because it is resting on the self-loading nut that is receiving the full load and is supported on the spindle thread fillets.

Referring to figure 20, when moving the double gear counterclockwise the self-adjusting nut turned clockwise with respect to the crazy gear and relative to the low performance nut. As this exemplified spindle has the right-hand thread, turning the nut from left to right will raise it ie approaching the upper nut. This way you can see the load is supported on the threads of the low performance upper nut, making the system irreversible. In figure 21 the system is supported on the upper nut as well as in figure 20 but in another angle of view. At the same viewing angle as figure 21, figure 22 demonstrates the system acting with the load supported by the self-locking nut. Figure 24 is a view with the nuts in section. The cutout allows the bearing to be seen between the nuts (44-fig24) and the bearing (45-fig24) of the crazy gear and the bearing (46-fig24) of the bracket (47-fig24) of the translating gear shaft. These bearings were exemplified as roller bearings, but any other type of bearing could be used, including bushings.

The advantage of this gear lag system is that a high reduction ratio can be established between the rotation of the translation gear carrier and the degree of rotation between the nuts, making it easy to lift or offset the weight of the equipment supported by the lower nut. This high reduction factor that can be achieved has been explained and claimed in the registration application process PI 0702688-9. In short, if the crazy gear has 50 teeth, the double drive gear with 49 and 50 teeth respectively, with the lower pulley gear 51 teeth, the reduction ratio value will be 2500: 1 because the translation is counter-rotating. transmitted to the 51-toothed gear relative to the translating gear carrier and nearly cancel each other out, the result is low final rotation relative to the outside.

"Commanded spindle drive reversibility" can only act on the save function independently and only be triggered by the action of an electromechanical or purely mechanical actuator. In this way, this system can act only in the save function as well as continue to perform the function of increasing the spindle transmission efficiency being driven by an electric actuator in conjunction with the main motor drive. The high performance nut may be a roller nut (34- figsl2 to 24) or a recirculating ball nut. The design of the roller nut is for illustration only, the roller would actually have a shaft and would rotate on a bearing without touching the nut material. The rollers could be small bearings. The spindle could have a conventional thread as illustrated and use a roller nut or could be a spindle for acting a recirculating ball nut. In this case the low performance nut would be machined to the recirculating ball screw thread pattern, preferably with a small longitudinal clearance.

In the same initial premise of increasing the mechanical performance of the spindle and nut system to facilitate mechanical or automatic rescue, the conventional transmission system could be replaced by another, and this new transmission can optimize or even be responsible for the automatic rescue system. The system would be the same as was shown to move the elevator door leaves. The alternative would be to use a pantograph system driven by a spindle acting on two nuts, one high and one low yield, just as proposed in the variable yield spindle. The advantage is that it will be much more viable because the variable yield spindle system will often be smaller. A hydraulic system or any other system that exerts a linear displacement force may assume the function of the spindle system. The pantographic system driven by a small spindle would be analogous to the system shown in figures 7 and 8. The ratio of longitudinal displacement in a pantographic system to the variation of the angle between the scissors is not constant, as the speed distends, it decreases progressively. To make this start smooth as the deceleration that occurs at the end of the stretching process, the drive scissor arm may have a different angle from the others as shown in figure 7. The angle between the first two rods (20a and 20b - fig7) ) is close to 180 degrees and for this both rods are slightly smaller than the others. The purpose is to provide a smooth start of the retraction to the pantographic system which naturally has a soft stop at the limit switch, even if it is driven, for example, by a constantly rotating spindle. The speed of travel performed by the pantographic system may be constant even with constant spindle rotation through a compensatory drive that has a variable radius acting on the pantographic system nut. A variable radius drum could perform this function by driving the scissors by pulling a cable.

The concept and rescue process for use in conventional lifts can be the same, to transmit to the torque flow line the power developed by a preferably smaller 12v powered auxiliary motor which is coupled directly or via a transmission. to the main motor shaft.

Turning to the specific rescue system, the rescue system for use on conventional lifts would be similar to the system presented for use on wheelchair platforms. The peculiarity would be the adoption of a small converter to transform the direct current of the rescue battery into alternating current to supply the door opening system, unlock the possible brake and feed the lighting with alternating current. The use of the converter is justified to keep the door opening motor, luminaires and perhaps the positioning and / or leveling system unchanged. These systems are absent or more complex than the systems present on wheelchair platforms. These usually do not have automatic doors and usually feature only two stops. The main demand for electrical power would be to power the secondary motor, the auxiliary motor responsible for the rescue. This motor could be a motor similar to the one suggested for platform use, a low power direct current motor, around 300w. In this way the converter would be responsible for a lower power as it would only be in charge of supplying sufficient current to drive the small motor that acts on opening the automatic doors.

The torque demand to be achieved by the conventional lifter rescue system may be much higher than the torque required by the rescue on wheelchair platforms. The counterweight system can make the required power lower when compared to the cabin when, for example, only one passenger is present. To meet this higher torque demand, a transmission with a higher reduction factor would be used. Transmission may be by belt driven pulleys. The driven pulley may be located between the motor and the gear unit or coupled to the motor fan shaft, ie the opposite side of the main motor shaft output. This pulley could be incorporated into the flywheel commonly installed at this end of the motor shaft.

It would be very interesting for the pulley driven during the salvage operation to be decoupled from the main motor shaft when it was being driven under normal elevator operating conditions. The reduction ratio between the auxiliary motor and the main motor could possibly be many times and would result in a very high speed to be transmitted to the secondary engine at normal times of elevator use, in which case the main motor would act as the secondary motor conductor. , the engine responsible for the rescue. One solution would be to use a pulley with a solenoid driven magnetic clutch or a solenoid driven ratchet system. As these magnetic pulleys are very costly, a pulley with a clutch or "centrifugal drive locking system" was developed to act on the main motor shaft. A pulley with a merely centrifugal clutch could possibly be unfeasible because the rotation of the pulley when driven is too low, in the range of one revolution per second the counterweights would have to be too large or the setting or wear range too small.

The centrifugal drive clutch acting on the lock between it and the main motor shaft would be a pulley composed of one or more equidistant locks driven by centrifugal force generated by tangential acceleration during pulley rotation driven during rescue. Possibly only the initial drive force would be of centrifugal origin because the rotation of this pulley may not be sufficient to generate the necessary braking force. In this case the locking would be by biting by the action of eccentric discs (48a and 48b-figs 25 and 26) as shown in figures 25 to 28. These discs would be counterbalanced (49a and 49b-figs 25 and 26) to generate the initial contact force, hence the friction generated by this contact would cause the torque in said discs to increase, thereby locking by biting or frictional engagement. In figure 25 the motor is shown driving the pulley (54-figs 25 to 28) with the counterweights in biting position with the pulley locked under torque action. A coil (53a and 53b-figs 25 to 28) or traction spring could be responsible for returning to the starting position. Said bite lock would only occur in one direction of rotation, the direction would be chosen according to the rescue schedule, ie to rise or fall to the desired floor. In the example of Fig. 25 the pulley is locked or coupled to the central disc (51-figs 25 to 28) which is integral with the main motor shaft (52-figs 25 to 28) which in the exemplified case is rotating counterclockwise. time during the save. In figure 26, the discs are unlocked. The discs are not visible in the drawings of figures 27 and 28 because they are incorporated by the counterweight bars 55a and 55b. Locking agents should move synchronously, so it is advisable to use synchronizer bars such as shown by elements 50a and 50b of figures 27 and 28. In figure 27 the system is unlocked and at 28 locked to the motor shaft .

The centrifugal drive locking system could act in both directions of rotation. To do this you must have the locking actuated by centrifugal force composed of locking elements that act in both directions. It would be as in the example above, but instead of a pair of locking eccentric discs, there would be two pairs, one pair would lock in one direction and the other pair, mounted upside down or mirrored relative to the other pair, would act in the other direction. It would be a clutch that would engage or lock only in one direction of driving, either as a driver or as driven, will depend on the side that is mounted.

A small pulley with a centrifugal or centrifugal drive clutch could be used on the auxiliary motor shaft instead of using a system to engage the driven pulley during salvage. The advantage is that the torque would be lower than the driven pulley and the locking system would be much less robust, however, the pulleys and belt would always be driven during the drive of the main motor, causing transmission wear and a lot of noise if it hits high speed if a high gear ratio needs to be established. The centrifugal coupling pulley acting on the secondary motor would function through centrifugal drive and bite lock or could be purely centrifugal or even magnetic.

These centrifugal coupling pulleys could also be used in the platform rescue system. The advantage would be quieter operation in normal use situations as it would prevent the secondary engine from being driven at high engine speeds while the main engine is started. Another advantage would be a longer battery life because the engine would operate at a lower torque demand, possibly in a better performance range by using a lower transmission ratio without the risk of being driven by the main motor drive at high revs. very high.

Claims (10)

1. "Emergency positioning system by means of an auxiliary power train", characterized by the use of an auxiliary power train, ie an auxiliary engine and transmission, for emergency movement of equipment in the event of a train failure. of main power or a drop in the main power source, in the second case the auxiliary motor would be powered by an auxiliary power source, such as a battery or a motor generator; the above text being in accordance with the descriptive report and the examples contained therein. 2. "Emergency positioning system by means of an auxiliary power train" according to Claim 1, characterized in that it makes emergency handling of equipment in the event of a fall of the main power source by an auxiliary power source which It will feed an auxiliary power train that transmits its power directly or via a transmission to the main engine to take advantage of the transmission ratio established by the transmission between it and the drive system to be protected, thus an engine and a system. The drive train may operate in parallel with the main power train with this auxiliary transmission acting on the main motor shaft by one or more belts acting on a pulley drive or it may also transmit power by means of gears or any other type. which may establish a transmission relationship capable of effecting the emergency ovulation requested; The whole movement process, that is, the process performed by the "Emergency Positioning System by means of an auxiliary power train" provides cost savings and or functionality by performing a specific movement process that enables the auxiliary power train is very well suited to various aspects such as the service factor, structural sizing and definition of the power required for its function in an emergency situation, so this new process is characterized by the possibility of presenting an auxiliary motor with a size much smaller than that of the main engine because it can perform a specific type of movement that requires less force as anticipated when moving wheelchair-type platform lifts where the auxiliary engine could only act by lowering the equipment preferably slower than the nominal movement to obtain higher throughput due to lower intensity of operating forces requiring much lower installed power through the use of a favorable reduction ratio, reducing the maximum current consumption of the batteries, thus requiring the use of smaller batteries as they do not have to support very high currents and therefore would have a much less robust battery charge maintenance system than conventional systems that use much more batteries because they have a much lower overall efficiency because of losses in the process of powering the main engine which demands much higher power. through direct current to alternating current converters; complementing the process, taking advantage of the fact that an auxiliary motor would be adopted, it could be powered by direct current to enable this motor to have a direct supply to the battery output that would be the auxiliary power source and in case the auxiliary power source would be a motor generator may be of a type which provides direct or alternating current according to the most suitable type of engine to be used in the auxiliary engine function for emergency handling; the above text being in accordance with the descriptive report and the examples contained therein. "Emergency positioning system by means of an auxiliary power train" according to Claims 1 and 2, characterized in that an auxiliary power train is used for emergency handling of equipment while the auxiliary motor is coupled directly to the system. drive to have its functionality safeguarded in emergencies such as a drop in the main power source or in the event of a breakdown in the main power system, ie a breakdown in the main engine and / or main transmission, similar to In the example cited in the descriptive report, the auxiliary motor pulley may be transmitted directly to the drive pulley to the spindle nut. "Emergency positioning system by means of an auxiliary power train" according to Claims 1, 2 and 3, characterized in that it has the "rescue system smart charging and activation module", an electronic circuit integrating several These functions include the automatic activation of the auxiliary motor that would be performed when the power supply was detected in the mains, and the auxiliary motor can be started a few seconds after the mains has been dropped by a timer to make the user feel more comfortable. With the event of automatic descent, parallel to the timing, a warning signal may be issued by a buzzer that may flash due to a circuit intended for this purpose and due to this circuit, the module may have outputs for connecting other Cheaper buzzers are cheaper because of their continuous sound, but when powered by this circuit they become flashing, however, said module may be fitted to the battery terminals by positioning itself above it with side guides or not, serving the battery frame as a support, and another important process is to resine the module circuit with a resin that incorporates a charge ie a powder or solid bodies mixed with the resin during preparation which behaves as an electrical insulator with good capacity and thermal conductivity, such as a stone powder that has a good cost factor such as marble dust for resolve heat dissipation and moisture contamination issues and / or any other contaminants such as dust, grease and debris as well as resist vibration peacefully; Obviously this module should integrate one of its main functions, an intelligent charging system of the battery (s) that would keep the charge in operating conditions for -24 hours, may also have outputs for the connection of the end detectors. of course, both normally closed and normally open, 12v outputs triggered by mains fault detection to power the emergency light or any other implement, and can be triggered after timing or immediately; the above text being in accordance with the descriptive report and the examples contained therein. "Emergency positioning system by means of an auxiliary power train" according to Claim 1, 2, 3 and 4, characterized in that it incorporates an automatic door to enable the rescue to be accomplished even in the case of users with a difficulty of being able to open a door manually, and this automatic door may be of the sliding type so as not to restrict the doorway, this door being driven directly by a spindle or a pantograph operated by a spindle as shown in Fig. 8 or even a conventional automatic vertical sliding door of those which curls at the top could be used, thus said roll could be situated above the cabin on the cabin platforms or could be supported by a specific support. 6. The door leaf movement process characterized by implementing a pantographic system for the door leaf movement, as exemplified in figures 7 to 11, most commonly used in conventional lifts, may be an alternative to be used in the function of automatic door for other purposes, including the use of wheelchair-type platform lifts to ensure that emergency handling, ie rescue, is accomplished in situations where the user is unable to open a door manually The proposition of this system for use in platform lifts is justified by the fact that it is much simpler than conventional and also much more compact, adapting to provide the viability of their use in platform lifts, vehicles. these have little available space in the entryway and have a cab structure It is more delicate that it would not support a conventional door machine that would be much larger and heavier and it is worth remembering that, besides this proposal being mechanically more viable, this system allows a smooth acceleration starting, characterized by having a differentiated angle near 180 degrees between the first two rods of the pantograph drive to provide a smooth start, that is, with a slower acceleration at the beginning of the pantographic system extension, as exemplified in Figure 7 and its auxiliary views, as part of this process of moving by the pantograph attaching the first coupled sheet to the central region of the pantograph and the quicker sheet to the terminal region, thus, due to an inherent property occurring at the end of a pantographic system door features a gentle deceleration in door closing; the above text being in accordance with the descriptive report and the examples contained therein. "Emergency positioning system by means of an auxiliary power train" according to Claim 1, 2, 3, 4 and 5, characterized in that it has a variable-performance spindle acting on platform-type lifts using spindles for the vertical movement on the premise of facilitating manual or automatic rescue or even causing the platform to descend through the actuation of gravity; This spindle is characterized by alternating the load between a high performance reversible nut to a conventional irreversible nut at times when irreversibility is required; to do so, the two nuts would possibly be next to each other acting on the same spindle and the load would now be supported at one time or another by mechanisms described in the descriptive report that act by minimally varying the distance between the nuts or rotating one of the nuts in relation to the other; the "torque controlled variable output spindle" is driven by the actuation of the drive torque, while the "controlled actuator variable yield spindle" and the "controlled lagged variable yield spindle" can be actuated by an actuator at both times. as in normal elevator use, these 3 drive systems being claimed in the process as well as the process by these systems which consists in performing the rescue by switching the load between an irreversible nut to a reversible nut called "transmission reversibility control". part of the claim process, the sub-part of the "drift-controlled spindle variable speed spindle" termed a "rotary axis transmission transmission system" means this gear system which, by translating a geared pair causes the lag between two rotating elements could be used to rotate a globule of a camshaft valves with respect to the shaft during operation or change the angle of a rotating propeller or change the travel radius of a movable bearing that could rotate eccentrically on the crankshaft. 8. "Emergency positioning system by means of an auxiliary power train" according to Claim 1, 2, 3, 4 and 5, characterized in that it uses another form of higher performance transmission to effect vertical displacement in order to facilitate the manual or automatic emergency positioning or be responsible for the cabin descent without the engine actuation but by the action of gravity acting on a transmission that could be temporarily reversible, establishing a new rescue process, this being another system of transmission a spindle driven pantograph system in the same manner as it has been proposed to move the door leaves in the claim by rotating a high performance nut together with a low performance nut in the same manner as proposed in claim 7 , but on a much smaller scale and therefore more viable, as the spindle would have a few centimeters and as It is described in the previous claim, the load being supported by the self-acting reversible drive nut, the equipment could go down without the motor actuation, but by the action of gravity that would be acting in a reversible transmission system, thus configuring a new way of carry out emergency handling, ie the rescue of the occupant (s) to the lower floor or be the form of transmission of vertical movement in elevators irrespective of the establishment of a rescue system; the above text being in accordance with the descriptive report and the examples contained therein. 9. "Emergency positioning system by means of an auxiliary power train", characterized in that it can be used on conventional lifts or any other equipment moving through the process of transmitting to the main motor shaft or to the shaft or coupling receiving the main engine torque means a torque from a preferably smaller engine which will establish by means of a belt drive eg a reduction ratio between the idler installed on the auxiliary engine and the larger idler which will be installed on the main engine shaft, and may present the "smart charging module and rescue system drive" corresponding to the fourth claim of this process or an analogous or part of the control system. 10. "Centrifugal drive locking system" characterized by being a rotary wheel locking which has the function of coupling the movement as a clutch, this system being driven by counterweight centrifugation, but only the drive is centrifugal, eccentric meat initially without contact with the locking surface as exemplified in figure 26, when driven by the force generated by counterweight centrifugation due to the rotation established by the auxiliary motor, rotate on its axis and come into contact with an inner disc, just as it could be an outer ring and from this initial friction would occur the bite locking or friction mesh as well as in conventional backstop systems, the maximum torque generated in the eccentric meat due to this bite friction is much higher than the initial torque generated by the counterweight centrifugation, either. is that the system only crashes effectively in only a direction of rotation if all the friction or locking bite elements are installed in the same locking direction, in which case the base that would be locked to the rotating shaft is a pulley which in this case is locked to a disc solidary to the As shown in Figures 25 to 28, the system could also be described as a ratchet or backstop where the locking or friction elements would come into contact with the locking surface by the action of a friction element presenting its displaced center of mass of the axis of rotation (50a and 50b-figs27 and 28) or of centrifugal counterweights (49a and 49b-figs25 and 26) which, when moving the conducting structure, would cause it to rotate and / or approximation of these locking elements (48a and 48b-figs25 and 26) with the locking surface and from this initial contact the locking would occur as in a conventional backstop and the two the parts would turn in solidarity; remembering that this system can act by coupling and transmitting the torque in both directions of rotation, it is enough that the locking elements were arranged in opposite pairs acting some pairs in the right direction of rotation and other pairs would act in the left direction, exerting the function of a clutch locking as a backstop, these systems that the locking force comes from the acting torque can act even at very low revs as well as the rotation of the pulley driven by the auxiliary motor during its activation, so system is ideal to be used on the auxiliary motor driven pulley to prevent it from driving the auxiliary motor at very high revs at the time of starting the main motor, this locking system can be used in the wheelchair rescue system and especially rescue system proposed here for conventional According to the proposal in the descriptive report, it is in favor of presenting a reduction ratio between the main power train and the much higher auxiliary, further justifying the proposal; the above text being in accordance with the descriptive report and the examples contained therein.