CA3160045A1 - Magnetic stationary ropes traction elevator system - Google Patents
Magnetic stationary ropes traction elevator system Download PDFInfo
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- CA3160045A1 CA3160045A1 CA3160045A CA3160045A CA3160045A1 CA 3160045 A1 CA3160045 A1 CA 3160045A1 CA 3160045 A CA3160045 A CA 3160045A CA 3160045 A CA3160045 A CA 3160045A CA 3160045 A1 CA3160045 A1 CA 3160045A1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02B—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO BUILDINGS, e.g. HOUSING, HOUSE APPLIANCES OR RELATED END-USER APPLICATIONS
- Y02B50/00—Energy efficient technologies in elevators, escalators and moving walkways, e.g. energy saving or recuperation technologies
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- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Structural Engineering (AREA)
- Types And Forms Of Lifts (AREA)
- Cage And Drive Apparatuses For Elevators (AREA)
Abstract
A vertical magnetic frame system 124.a, and 124.b, installed in the elevator hoist way, holding on its face the entire weight of the stationary traction rope rises 120, 124, and 126, 128, for the preferred traction system described herein, and used it to move the self-climbing elevator 100, up, or down in the elevator hoist way. Further, the preferred traction system is a novelty, allowing the elevator car 100 to move up by traction gears described in Fig.2.a, Fig.7.a, and Fig. 10, and to move down gravitationally described in Fig. 11, and in the process to collect more than 85 percent of gravitational velocity of the descending elevator car 100, turning it into the electricity for the building using this system
Description
Magnetic Stationary Ropes Traction Elevator System
2. Technical Field
3. The present invention relates to self-climbing elevators; and to a system of magnetic vertical bars configured to support the weight of the stationary ropes used by the same.
4. Background of the Invention S. Today, the typical movement of elevator cars up or down in its hoist-way is facilitated by means of traction ropes systems. The rope traction machines of such a system use a large quantity of energy, and a lot of electricity is needed just for moving the ropes to facilitate the car function. The old traction system works well, and has reasonable maintenance cost.
However a rope-mounted elevator system has a serious drawback, if it has to be employed for a super-tall building as an express elevator. If the elevator shaft is taller than 400 meters, the weight of the ropes is in excess of 35 tons, and the energy needed to move the elevator car is high power inefficiency, stressing the electricity bill for the buildings using this system. There are more types of self-climbing elevators in service today, like the rack and pinion traction system, and some failed passenger elevators projects trying to use rope climbing as a traction system. There are serious limitations of those systems, like the rack and pinion technology, which is very noisy and slow moving, and as a result is used only as an exterior elevator during building construction. The attempts to use rope self-climbing in passenger elevators failed to be embraced by the vertical transportation industry for very important technical issues, like the weight of their stationary ropes, the system required to secure them in place, the impossibility to control the ropes vibrations, etc. In order to be functional, the conventional rope traction systems are known to have a space to house for example, a machine room, and counterweight system in place. All of those limitations are overcome by this invention.
6. For a long time designers have attempted to address those limitations by proposing a new elevator traction systems, designed to be more efficient, machine room-less, contra-weightless, and envisioned to put back electricity in the building electrical grid by using the gravitational kinetic energy induced by the weight of the elevator car during downward operation. To date, there is not any such design system to be considered as a breakthrough concept, and proved to be feasible, and able to lead to a new revolution for the vertical transportation industry.
7. Disclosure of the invention 8. Is the object of this invention to provide a self-propelled climbing elevator, with a magnetic vertical bars system, to be able magnetically supporting on its face the entire weight of the stationary rope traction in place.
9. Another object of this invention is to create a new elevator system in which the traction system to be able to facilitate the elevator projects to be machine-less room contra-weightless, and designed to capture more than 85 percent of gravitational kinetic energy in a descending move of the elevator car.
10. Another scope of this invention is to create a very flexible stationary ropes traction system able to be applied for all types of elevators, like: passenger elevators, commercial elevators, and freight elevators.
11. Another very important scope of this invention is to apply the new traction concept for high speed express elevators employed for super-tall buildings, designed to travel 1000, or 2000 plus meters in one trip, and to accept double deck cars, or multiple elevators in the same hoist-way.
12. Another scope of this invention is to employ the new traction concept for modernization of the vertical transportation system in the existing buildings, creating larger elevator cars in the existing elevators hoists-way space, increasing the passengers' capacity, and efficiency.
13. According to the present invention the elevator hoist-way (elevator shaft), has at least one pair of magnetic bars attached to the hoist-way walls, and adapted to hold through its magnets tile system, the stationary traction rope in place. The position and the number of the magnetic vertical bars in the elevator shaft hoist-way depending on the elevator system to be employed.
In this aspect the passenger elevators might have only one pair of vertical magnetic bars, positioned in the opposite corners (cross-over), or in a mirror in the middle of the elevator hoist-way, etc. The commercials and industrial elevators might have two pairs of magnetic vertical bars systems, meaning that each corner of the hoist-way is served by one magnetic vertical bar. Some heavy duty elevator projects might have three pairs of magnetic vertical bars positioned in all four corners, and in the mirror of the hoist-way walls, etc.
Each vertical magnetic bar, (by the magnet tiles function) will magnetically hold in place (hoist) at least one stationary rope on it. For safety reasons each vertical magnetic bar section will hoist (hold in place) two, or multiple magnetic stationary ropes. Further the stationary rope system will be tensioned on the bottom, and on the top of the elevator hoist-way, (shaft) preferably by certified rope tension device existing today on the market. The magnetic vertical bars structure frames could be constructed by inexpensive curtain sheets of metal sections, bolted directly into the elevator hoist-way walls. For a better vertical alignment, the magnetic vertical bars may employ a desired number of brackets (spacers), bolted directly on the elevator hoist-way walls. The linear vertical magnets tiles (plates) sections will be installed by gluing or screwing them in place, (or the like) on each magnetic vertical bars frame system, which are bolted into the elevator hoist-way walls. Most preferably those said tile magnets will be a permanent magnets system. To save magnets materials, some elevator projects might use a designated vertical space (gaps) between tile magnets installed on each magnetic vertical bar's magnet frames. This embodiment is applied especially for projects using conventional steel stationary rope traction systems, having very strong magnetic capability. In other elevator projects using ropes that are less magnetic, like the composite steel flat ropes, covered in flexible nonmagnetic shields, the space between the magnet tiles installed on the magnetic vertical bars frames will be smaller, or absent, creating a continuous wall of vertical magnets on the magnetic vertical bars. Design engineering team will determine the size of the said magnetic vertical bars, and the magnets sections configuration (sizes, and thickness of them) installed in the elevator hoist-way in order to fit any elevator project.
14. According to the present invention an elevator car is moving vertically (up, or down) in the elevator hoist-way by the use of at least one pair of mechanical interdependent traction sheaves drums system. Each sheave traction drum is envisioned to be rotating with the same ratio in an opposite direction by a 1 to 1 ratio gearbox transmission system.
All main rope climbing traction systems ready to be described here, are designed to be mounted most preferably on the elevator car roof (car top end). Some special projects (like a double deck elevator system employed for super-tall building) might have a double rope climbing machine traction system (double pairs of sheaves traction drums), envisioned to be mounted one on the top end, and another, one on the bottom end of the elevator car. In this case the both rope climbing machine traction (four traction drums) have to operate synchronized.
The sheave drums traction system ( might be grooved to match with the diameter of the stationary ropes) is designed to engage the stationary ropes by wrap-around them at 360 or 720 degree manners, according to the designated elevator project. The preferred embodiment is referring to a passenger elevator designed to employ the most simple and inexpensive stationary rope climbing traction system. In this aspect a single pair of traction sheave drums is designed to be turned in the opposite direction, and in this way it is allowing the vertical rope climbing movement of the elevator car in its hoist-way. This vertical movement is made possible by the operation of the one 1 to 1 ratio gearbox transmission system, ( preferably positioned in the middle length of the dual contra-rotating shafts assembly) mounted in between, and mechanically connecting each driving contra-rotating shafts forming a mechanical device named: a dual tractioh contra-rotating shafts assembly. This is designed to be connected, and to transmit the rotational power to the corresponding sheave drums traction system. This design system, is part of the most simple stationary rope climbing traction disclose here, and is envisioned to be rotate in opposite directions by the function of the 1 to 1 ratio gearbox transmission assembly mounted preferably in the middle of the said dual contra-rotating shafts assembly length. At each front end of the dual contra-rotating driving shaft assembly is mounted the one corresponding sheave drum traction (some mentioned special elevator projects might have a one traction sheave drum at each end of the said dual traction shafts). In this embodiment the entire traction system, like the sheaves traction drums, the 1 tol ratio transmission gearbox, and its dual contra-rotating driving shafts, is designed to be powered by the only one traction motor (mover). The traction motor is designed to transmit it's rotational mechanical torqued power, to a primary shaft (bar) assembly, (the 1 to 1 ratio gearbox transmission and it's driving shaft system), and all the way to the traction drums assembly. For better driving motor thrust, on the dual contra-rotating driving shafts assembly is mounted a planetary gearbox assembly unit. Part of it is designed to be rotated when the elevator car is moved up, and other part of it is designed to be rotated when the elevator car is moved down, allowing the sheave drums to be rotated either way. The location of the said planetary gearbox could be inside the traction drums, meaning that there would be one planetary gearbox for each sheave traction drum. There is another design option envisioned to use only a single planetary gearbox (or other possibility gear system) mounted directly on the traction motor shaft output. (Note; this possibility is not supported by the drawings). In the first design configuration (a planetary gearbox is mounted inside of each sheave traction drum) the rotational speed of the driving 1 to 1 ratio gearbox, and its dual contra-rotating traction shafts, has the same rotational speed as the driving motor output. In the second design configuration ( planetary gearbox is connected directly with the output of the driving motor shaft ) the rotational speed of the 1 to 1 ratio gearbox, and it's dual shafts assembly, will have the same rotational speed as the traction sheave drums. The mechanical rotation output of the planetary gearbox is envisioned to have a 1 to 7 speed ratio between the traction motor shaft output, and the traction sheave drums. Design team may choose either mechanical configuration to fit any elevator project. Further the traction system is preferable to be electrically powered by a catenary bus bar, and a pantograph-like pick-up power system (or a like possibility), attached to the elevator car. Most preferably the catenary power source (AC or DC) consists of two, or three vertically bus bar power supply rises, extended to the length of the elevator hoist-way.
The "on board' power system is designed to provide all the necessary electricity power in place, allowing it to feed the traction system, the energy storage device, the command and control panels, etc. In the preferred embodiment the power storage device consists of a high density capacitor system (or for some projects other power storage devices might be employed). A
logical application to use high density capacitors electricity storing devices is for super-tall buildings applications designed for express elevator projects. In this way for a short time, a large amount of the electricity is allowed to be released quickly to power the main traction motor, (motors) and in this way to permit a super-fast acceleration of the said express elevator, without overloading the domestic power supply of the building. As a result, there is a dual power supply configuration. (Line power supply, combined with the supercapacitor's electricity storage device). In this design configuration the design engineering team can create a unique moving elevator algorithm system, allowing that said express elevator to be accelerated at super high speed, and creating the possibility of the express elevator to travel more than 1000 meters in less than 30 seconds.
15. This new concept of elevator traction system is envisioned not to be machine room-less and contra-weightless, but to be the most power saver in today's vertical transportation industry.
By entraining the traction motor to turn in reverse and the flywheel-governor-generator assembly to turn when the elevator is descending by gravity, the flywheel-governor-generator assembly being installed on a one-way crank bearing system so as to be operable to be entrained to rotate when the elevator car is moving downward and allowed to remain stationary when the elevator car is moving upwards, it is possible to recuperate and return more than 85 percent of the electricity to the building's electrical grid.
Collecting electricity from the traction motor rotating in reverse and from the one-way rotating flywheel-governor-generator assembly when the elevator car is descending makes the new system a very efficient power saver, and allows it to be connected at a green energy source.
16. In operation the new traction system is designed to facilitate the elevator car to descend gravitationally. In this embodiment the passenger elevator car described here is designed to be moved down gravitationally. The purpose for this move is to put back into the building grid more than 85 percent of electricity that was used before by the traction system in operation at the time the elevator was ascending. In order to be feasible and practical, the invented system has a one-way rotating crank bearing system installed on the dual contra-rotating shafts assembly for components like: the utility brake assembly, and the 1 to 18 ratio speed multiplication gearbox system, design to turn the flywheel-governor-generator assembly. On the dual contra-rotating shafts ends, is installed a corresponding planetary gears system mounted inside the traction sheave drums, or on the output shaft of the traction motor. This dual contra-rotating shaft assembly is not stationary either way the elevator is ascending or descending. When the elevator car is ascending all the one way crank spin bearings and all the mechanical components rotating on its system are stationary. As a result, all those mechanical components installed on those said one way crank bearings systems, like the 1 to18 rotational speed multiplication gearbox system part of the flywheel-generator-governor assembly, shaft 40, and the utility, brakes, are stationary. When the elevator car is in a descending operation, by the functioning of the one way crank bearing system, all those mechanical components installed on it, like the 1 to18 speed multiplication gearbox of the flywheel-governor-generator assembly, and the utility brakes, start to rotate (comes alive) by gravity.
(All those described devices are designed to rotate one way crank spin for their entire life) At any descending command, the elevator car is allowed to move from its parling position by the operation of the utility brakes. The utility brakes are powered by a certified electromechanical device. As soon as the brakes are released, the elevator car is starting to move down gravitationally, and by the operation of the one way crank bearings system, is driving the 1 to 18 speed multiplication gearbox, accelerating the flywheel-governor-generator assembly. This assembly allowing a smooth starts progressive acceleration of the car and in 2 or 3 seconds is adjusted to reach the nominal constant descending speed requested by the project customer. The nominal descending speed is adjustable to fit any elevator project, from a slow moving elevator on low-rise buildings up to a high speed elevator for super-tall towers. The main driving motor is turning into the opposite direction by gravity and in the process is producing electricity. By the gravitational kinetic power the sheave traction drums assembly will rotate in a descending mode, and are able turn the corresponding descending planetary gearbox section at 1 to 7 ratio, the dual contra-rotating shafts traction assembly, the 1 to 1 ratio gearbox transmission, the Governor-Flywheel-Generator assembly, and the traction motor in reverse with the same 1 to 7 ratio speed output as the elevator car was in the ascending move. As a result, the dual contra-rotating shaft traction assembly, and the main motor have the same speed ratio either way, the elevator car is moving up by the utility power, or down, by gravity.
In this design configuration there is created a dual electrical power generation system, like the electricity produced by the 1 to 18 ratio flywheel-governor-generator assembly, and the main traction motor in reverse. An elevator car operating without contra-weight creates a lot of down speed acceleration needs to be addressed. This invention solves this problem by introducing a complex device named the analog speed limit governor, part of the 1 to 18 ratio gearbox flywheel-governor-generator assembly. To prevent a runaway acceleration of the descending elevator car, for some elevator project, the dual shaft traction assembly might be introducing a speed control viscosity device (Kind of torque converter gears), to create more mechanical resistance, and friction as needed to protect the analog speed limit governor.
However this kind of brake friction created by using a torque converter is better to be avoided because it generates a large amount of unwanted heat. In this way the elevator car produces as much electricity as possible when the car is descending.
17. A very important component of this embodiment like the said analog speed limit governor is very conveniently installed on a separate shaft, in line with the one of the said dual contra-rotating shafts traction assembly. This said analog governor together with the flywheel and the generator rotor is rotating one way crank on that said separate shaft mounted in line with one of the said contra rotating dual shaft. The governor body itself, in order to be functional, and able to physically to control the descending speed of the elevator car, is employing two essential components; The first one is referring to a rotatory flying brakes system, installed on the corresponding one way crank bearing, installed on the said separate shaft assembly (Shaft 40). The second main component of the governor body is the stator breaks corona device. How do the two said components work together in order to be able to monitor the speed of the descending elevator car? A mechanical design answer is to use the high speed rotational inertia of the flying brakes, rotating inside the stator corona. Those flying brake shoes are springs connected with the one way bearings system rotating on the said separate shaft (shaft 40) forming the governor body. In operation, by high speed (1 to 18) rotation, those flying brakes shoes will push themselves upward, and by rotational inertia, will meet, and touch the stator corona brakes shoes, preventing the runaway acceleration, and creating the desired nominal speed of the descending elevator car. In this way the governor's flying brakes physically will control the speed of the descending elevator car. The operation of flying brakes shoes, and the stator brake corona is serving a dual purpose: to create a desire nominal speed of the descending elevator, and-to act as a safety device controlling the down speed acceleration in any situation like; in the event of the totally lost of the electricity power, together with the all the other safety device used today in the vertical transportation industry. In this unique unwanted situation, the elevator car will descend gravitationally only with the nominal speed, down to the bottom of the hoist-way. In practice by adjusting the distance between the flying brakes rotor and the stator corona brakes is creating a very versatile nominal descending speed of the elevator car designed to fit any elevator project. This described governor is acting as a nominal analog speed limit device, and is not designed to bring the descending elevator car to complete stop. Its purpose is to create only a nominal desired speed of the descending elevator car, requested by the project customer. To bring the descending elevator car to a complete stop, and in parking position, the utility brakes will be activated. There are not any brakes necessary to stop the ascending elevator car. Just by reducing, or cutting the power supply of the traction motor, the elevator car will stop itself, by the upward gravitational inertia. These and other arrangements and advantages will become obvious to those skilled in the art having appreciated the flexibility and functionality provided by the elevator system according to the present invention.
18. Brief Description of the Drawings 19. Fig.1 shows the preferred embodiment of the present invention without the surrounding hoist-way walls, and the elevator car guide rails.
20. Fig.2.a shows a more detailed plan view of the preferred embodiment traction system exposing the sheave drums traction arrangement, and its related gears system.
Fig.2 shows the second embodiment plan view mechanical traction system schematic mechanical design arrangement.
21. Fig.3 shows a side elevation of the sheave traction system arrangement, from Fig.2 and the exposed related mechanical gears system.
22. Fig.4 shows a magnified section of the magnetic vertical bars sections, bolted directly into the elevator hoist-way walls shaft.
23. Fig.5 shows a front side elevation of the magnetic vertical bars assembly, exposing the stationary ropes arrangement on the magnetic vertical bars holder.
24. Fig.6 shows one of the sheave traction drums engaging a stationary rope on the magnetic vertical bar exposed section.
25. Fig.7.a shows the sectional side of the preferred embodiment exposing the all mechanical components arrangements installed on the top (roof) of the elevator car.
26. Fig.7 shows a sectional side of the flying wheel- governor-generator assembly, part of the second embodiment.
27. Fig 8 shows a continuation of the side parts, mechanical arrangement from Fig. 7, containing the sheave traction drum assembly, and two utility disc brake assemblies.
28, Fig.9 is a schematic side elevation of the traction system installed on top of the elevator car, part of the second embodiment mechanical design arrangement.
29. Fig.10 Is a schematic representation of the traction system, showing the rotational direction of the traction gears, exposing it's rotation direction in ascending of the elevator car 30 Fig.11 is a schematic representation of the traction system showing the rotational direction of the traction system gears, in a descending of the elevator car 100.
31. Best Mode for Carrying Out of the Invention 32. Referring now to the drawing figures and in particular to fig, 1, a first preferred embodiment according to the present invention will be described in detail.
Fig. 1 shows an elevator car 100 positioned within a hoist-way shaft (not showing). A pair of magnetic vertical bars sections 124a- 124b, is allowing to have a magnetically capability in order to holds the weight of the stationary ropes, on its exposes magnets tile sections, and showing to be able to hold in place the exposed seeing pair of stationary ropes 120-124, and 126-128,. Each pair of ropes is tensioned on the top end of the vertically hoist-way shaft 130-132, and on the bottom end of the vertical hoist-way shaft, 138-140, preferably using conventional certified rope tensioning systems devices. On top (roof) of the elevator car 100, very schematically is showing the arrangement of the main parts of the vertically gears traction system 2 (Please note, that for the better view, the traction system 2 representation is very schematic in fig. 1, intended to show only the traction motors (movers), and the dual contra-rotating shafts traction assembly, connected directly with the pair of the contra-rotating sheave drums assembly). Referring now to particular Figs. 2.a, Fig.2, and Fig.3 enumerated the all parts, and describing the functionality of the preferred embodiment of this invention. An electrical motor 138, is driving the main shaft 148a, part of the dual contra-rotating shafts traction assembly, (148a, and 148b) further is driving the 1 to 1 ratio gearbox speed transmission assembly, 152. (Please note, that the gears system showing in Fig.2.a, like the 1 to 1 ratio gearbox speed transmission unit, in order to operate, needs only two transmission gears wheels system). In Fig.2 second embodiment, the dual contra-rotating shafts using the 1 to 1 ratio, gearbox transmission unit system, is employing four gears wheels transmission system assembly, with the same mechanical functionality purpose described in Fig.2.a), and in this way is connected to the second driving shaft 148b. (Part of the same mechanical system defined as the dual contra-rotating driving shafts transmission assembly). The gearbox 152 (two, or four gears 1 to1 transmission configuration) is designed to turn the dual contra-rotating driving shafts assembly in the opposite direction. At the opposite ends of the driving shafts 148a, and 148b, is installed the ropes climbing sheaves traction drums assembly 156a and 156b. The connections between each front end shaft, part of the dual contra-rotating shaft assembly and the rope climbing sheaves drums system is made by the 1 to 7 ratio rotational speed multiplication, by using a planetary gearbox transmission and related gears 136a and 136b. (Please note that the all planetary gearbox units and related gears are very schematically represented on all drawing figures). In this configuration, the traction motor 138 is rotated 7 times faster than sheaves traction drums, and is creating the all necessary thrust to move the elevator car up at any desired speed. On the other end of the contra-rotating shaft 148.b. in line with the shaft 40 is installed on the said shaft 40 the Flywheel-Governor-Generator assembly, comprising of the 1 to 18 speed multiplication gears 34, 36, 38, the governor assembly fly breaks 44, and the governor ¨generator flywheel 46.(Noted FW in Fig.7a.). (To be note, that the gear wheel 38 has a rigid connection with the shaft 40.) The flywheel-generator-governor assembly is designed not just to monitor the speed of the car 100, but it is employed to physically control the descending speed of the elevator car in any wanted or unwanted situation. The governor flywheel-generator assembly (40, 34, 36, 38, 44, and 46) is designed to be rotated one way crank, one the bearing, K.2, K.3., and K4, and is activated only when the elevator car is moving down. Further on the driving shafts 148.b, independent of the shaft 40 but in line with shaft 148b, part of the dual contra-rotating shafts assembly is installed a triple disc brake system 154.a, 154.b.154.c. (Fig.2a and 7a), the brake discs assembly is operated by one or multiple brake calipers systems (not showing). The brake discs 154.a, 154.b. 154.c, are designed to rotate one way crank on the bearing, K.1. In this configuration when the elevator car is moved up, the utility discs brakes assembly is stationary, but permanent active in on position, until the car arrive to a complete stop by upright kinetic inertia, and as a result, there is not needed any energy to stop the ascending elevator car. The entire traction driving assembly is held in place on top (roof) of the elevator car platform by multiple mechanical brackets, 142.8 to 142.j.
Further the elevator car 100 is guided on the elevator hoist-way 144 by a pair of conventionally guided rails rises 150.a, and 150.b. Fig.3 shows a side elevation of the car 100 showing the visible side of the exposed traction components, like the vertically stationary ropes -120-124, down tensioned by the tensioning devices 128, 140. On top (roof) of the elevator car 100 is visible a driving motor 138, traction sheave drums 156.a., 156.b.,portion of the 1 to 1 ratio gearbox transmission 152,( please note, that the traction system visible in Fig.3. is referring to the embodiment in which the transmission of the 1 to 1 gearbox traction is using four gears wheels system designed to rotate in opposite direction, part of the dual contra-rotating shafts assembly), a portion of the brackets assembly, 142 and designated empty space, 160.,is envisioned for having a dual practical interest, like to create a phonic isolation, and a storage space device, designed to house the energy storage device, like a battery pack, supercapacitors etc.
33. Fig. 4, Fig. 5, and Fig.6 described in detail the most important part of this invention, defined as the magnetic vertical bars frames assembly; 124a, and 12413., showing in Fig.1., Fig. 4 shows an elevator (shaft) hoist-way wall 144, and the brackets 28a, and 28b bolted into the elevator hoist-way wall 144. A sheet of frames system, metallic or nonmetallic designed to be the magnet's frame 26, is secured in place by the brackets 28a, and 28b. Further, on the magnet frame 26 is installed the corresponding magnet tiles (plates) 24 (MG) bolted, or glued on the frame 26. The magnet tiles 24 (MG) could be installed on the magnet frame without any vertical gapes 34, (vertical space), (not shown) on the frame 26, or with a designated vertical gapes, depending on any particular elevator project. Fig. 5 Showed that in this embodiment the magnets tile 24 are installed with a designated vertical gap (vertical spaces) on the frame 26.
Further the magnet frame 26 assembly is adapted to hold the magnet tiles in place, and further on the face of the said magnet tiles, is magnetically held in place the stationary traction ropes 120, and 124. Fig. 6 shows the side view of the magnetic vertical bars assembly 124a, showing in fig 1. The stationary traction ropes 120, and 124 (124 not shown) are engaging by the traction sheave drum 1.56a, (sheave drum is not showing, just the stationary rope 120, engagement), and the arrows indicate the direction of the engagement. Fig. 7.a shows a detailed preferred design of the flywheel- governor-generator assembly (40, 34,36,38,44, and 46). The flywheel- governor-generator assembly, and the shaft 40 (shows in fig.2a, and 7a) receives the rotation power from the 1 to 1 ratio transmission gearbox wheel 152, part the four wheel contra-rotating transmission gearbox 152, ( not shown ).Further on the shaft 40, showed in fig.2a, and 7a is installed a 1 to 18 (note: only the gear wheel 38 is rigid installed on the shaft 40, and the transmission ratio could be adjusted in order to fit any elevator project) speed multiplication ratio gearbox system, gear wheel 34 is rotating one way on the shaft 148b (shaft 40 is the driving component of the flywheel- governor-generator assembly system) The gear 36 is rotated on the stationary shaft 52. The driving gear wheel 34 is receiving the rotational thrust from the described dual shaft contra-rotating traction system 148a,148b, and is adapted to rotate the 1 to 18 speed multiplication gearbox unit ( gear 34, 36, and 38) with the governor-generator- flywheel assembly, rotating on the bearing K.2,K3,K4. Gear wheel 36 is receiving its rotational thrust power from the gear wheel 34,. The gear wheel 38 is designed to be the main driving of the shaft 40, and to be a part of the 1 to 18 rotary speed multiplication gearbox system, and the main driver of the flywheel-governor-generator assembly, receiving its rotational thrust power from the main dual contra-rotating shafts assembly driving system 148a and 148b thorough the 1 to 1 transmission gears 148a, and 148b. The shaft 40, being part of the flywheel- governor-generator assembly unit, is envisioned to be the main shaft rotor of the flywheel- governor-generator assembly unit. In this configuration the rotor of the generator assembly might be connected with the driving front end of the shaft 40, by a coupling device, connecting the said shaft of the generator with its rotor shaft 40. In some particular design configuration, the shaft of the generator 66 is a continuation of the shaft 40. To dissipate the rotational kinetic energy, the flywheel 46, the generator rotor(66), shaft 40, and the analog governor rotor (part of the high speed 1 to18 ratio, shaft 40) is rotated one way crank on bearing K2,K.3, and K.4, shown in fig.2a, and 7a. The purpose of this gears design configuration is to prevent the utility brakes system from wearing out when the elevator car 100 is descending, and has the command to stop at any particular floor. In operation after the elevator car stop at any floor, the dual contra-rotating shafts 148a, 148b, has to comes to an abrupt stop, but because of the one way crank bearings 1(2, K.3 and K.4, functioning, the flywheel 46, the generator rotor, and the shaft 40, driving the governor-flywheel- generator assembly is still rotating 10, 15 seconds, (like the bicycle traction wheel gear) dissipating the gravitational rotational kinetic energy, generating electricity, and protecting the utility breaks.
This described mechanical component is rotated at a high speed (1 to 18 ratios) in the same direction with the shaft 40. The governor corona stator 44 is installed on the mainframe on top of the elevator car 100. Fufther a system of brackets 142.a to 142.J, showed in fig 2a, and fig.
7a, are designed to secure all the described mechanical devices in place on top of the elevator car 100. The entire gearbox speed multiplication system, including the flywheel -governor-generator assembly, is designed to be in a stationary position when the elevator car 100 is moved up, or seating in a parking position. The governor system, the flywheel 46, and generator 66 is activated gravitationally at a descending down command of the elevator car 100, creating electricity. In the second embodiment, Fig.8 represents a continuation of the driving shaft 148a from Fig.7, part of the dual shafts assembly 148a, and 148b, clear seen in Fig.2a. On the driving shaft 148a, showing in fig.7, and 8, is installed several mechanical assemblies, and is showing a dual one way crank bearings rotating utility disc brake assembly 154a,and 154.b. In operation the brake discs assembly are stationary, when the elevator car 100 is moving up. The utility brakes become activated when the elevator 100 is moving down, most preferable gravitationally. For further other applications, a gear wheel 48 is installed on the dual contra-rotating shaft 148b, shown in fig. 8. At the front end of the driving shaft 148b is installed the traction sheave drums assembly 156a. The rotational speed of the traction sheave drum 156.a, (156.b not showing) is reduced by 1 to 7 ratio, between the driving motor 138 ( not showing ) and the dual contra-rotating driving shafts assembly 148.a, and 148.b. In Fig. 7, and Fig.8, the dual contra-rotating driving shaft 148a, is a continuation of the driving shaft 148a, from fig.7. Inside the traction sheaves, 156.a, and 156.b is a schematic representation of the planetary gearbox system 136.a and 136.b. In this configuration the reduced speed of the sheave traction drums 156.a and 156.b, is translating into high torque (1 to 7 ratios) traction of the said traction rope climbing traction sheave drums system, and is creating the necessary ascending power needed in order to engage the stationary ropes 120, 124, (for Fig.7a not showing). Further the entire mechanical assembly from Fig. 8 is held together by the mechanical brackets assembly 142 to 142]. All the moving parts shown in Fig. 7 are served by the appropriate bearings system assembly, like bearings 54a, 54b, and 54c. For Fig 7.a visible are the mechanical bearings 54.a, 54.b, 54.c, 54.d, 54.e, 54,f, and 54.g. All the mechanical components in Fig.7.an are held together by the brackets assembly 142.a, 142.b, 142.c, 142.d, 142.e142.f,. Fig.9 is a magnified representation of the second embodiment described in Fig. 3 the drawing from Fig.9 shows the rotational direction of the visible mechanical elements, like the traction motor 138 rotating in the opposite direction with the traction sheaves 156a, 156b, facilitated by the gearbox system 152. This mechanical configuration is not limited only for a 1 to 1 rotational transmission ratio, achieved by 4 gearbox wheels assembly system. Some elevator projects might recommend using only 2 Wheels 1 to1 ratio speed gearbox transmission assembly (described in Fig.2.a, and Fig.7.a,) to secure the same contra-rotating transmission of the dual contra-rotating shafts traction system. The arrow's direction of the dual contra-rotating shafts system shows that the elevator car 100 is moving up, climbing the rope system 120, and 124, (126 and 128 not shown). The mechanical driving system visible in Fig. 9 is held in place by the visible brackets system 142a, 142b, and 142c. Visible under the mechanical traction system, is a box space 160, designed to house the power storage devices, and to create a phonic isolation space design to protect the passengers from any noise induced by the traction system in operation.
34. Fig. 10 shows a schematic plan view configuration of the traction system as well using the notifications described in fig.2a, and 7a, and pointing to the rotational parts movement when the elevator car 100 is in the moving up operation. In this configuration the driving motor 138 by rotating in the clockwise direction, the primary shaft 148.a will be transmit the rotational power to the 1 to 1. ratio gearbox assembly 152, and to the planetary gears system 136a to 136b, further turning the traction sheave drums 156.a, and 156.b. The brakes discs 154.a and 154.b are allowed to stay stationary by the function of the one way crank bearing k.1 (not showing). So, the dual contra-rotating driving shafts 148.a and 148.b are rotated freely, engaging only the sheave traction drums assembly 156.a, and 156.b. Further the main 1 to 1 ratio gearbox 152 will rotate the driving shaft 148a, into the opposite direction. The shaft 148.b will turn the planetary gearbox system 136.b of the sheave traction drum 156.b, in the same direction as driving shaft 148.b. Further the driving shaft 148.b will be not turn (rotate) the one-way crank brakes disc 154.a, 154.b, and the 1 to 18 ratio speed multiplication of the flywheel-governor-generator assembly, allowing it to stay stationary by the function of the one way crank bearing system K.2, and K.3 ( not showing ). This simple mechanical traction system has a low number of moving parts, when the elevator car 100 is moving up. In this configuration only the driving motor 138, the transmission 1 to 1 gearbox 152, and the sheaves traction drivers' drums 156.a, and 156.b, will be rotated engaging the stationary ropes 120, 124,126, and 128.
The driving motor 138 is powered by the power catenary- pantograph panel assembly 94, shown in fig.2a. The traction system further is served by the necessary bearings system, and the brakes assembly (not showing), and the entire system is mounted on the platform 64, (shown in fig.2a.) on the top (roof) of the elevator car.
35. Fig.11 shows a schematic plan view of the rotational configuration of the traction system when the elevator car is moving down. In this configuration the elevator car 100 is designed to descend gravitationally. As the car 100 starts to move down, the driving motor 138 is turning in reverse by gravity, producing electricity. Before the elevator car 100 starts to descend, the discs brakes system 154.a, and 154.b, slowly (or a snap, abrupt release) will release the pressure over the shoes brakes inside the brake calipers (not shown), allowing the car 100 to move down. In the process, the main gearbox 152 will turn the driving shafts 148a, and 148b into the opposite direction, allowing the one way bearings crank flywheel-governor-generator assembly (40, 34, 36, 38, 44, and 46) to become rotating, by gravity, and is activating the high speed 1 to 18 ratio speed multiplication gearbox, 34, 36, and 38 assembly showing in fig. 2a, and 7a. Further the flywheel 46, and its shaft 40 (shown in fig.2a, and 7a) will turn the generator shaft with the same speed as the flywheel 46, (the system is shown in Fig.2.a, and 7a). The high speed rotation of the flywheel-generator-governor assembly 46 will create a desired descending mechanical resistance, preventing the elevator car from accelerating out of control, and protecting the utility braking system. This movement has a dual practical interest; like the more multiplied the speed in reverse the traction motor, and flywheel-generator-governor assembly has, the more electricity is produced, and less energy is needed for the braking system to stop the elevator car. However, descending from the nominal speed, before the car 100 arrives at a full stop at any designated floor, the utility breaks system will act alone to stop the elevator car and to bring it to a parking position. So for some elevator projects additional brake systems might be needed, or for some projects, a super high speed, and high mechanical resistance with a low heat operation of the generator device might be employed, to keep functioning until the elevator car arrives at a complete stop. Before bringing the car 100 to a complete stop, the speed control governor-generator assembly will not be able to slow the car 100 to a complete stop, due to the low speed of it. As soon as the utility brakes are activated and the elevator car comes below the nofninal descending speed, the governor will analog be deactivating itself, due to the low speed of the descending car 100. In conclusion, even though the utility brakes are in use only 3, or 4 seconds at every command to stop of the car 100, there could be a lot of wearing of the utility brake shoes, as a result of the weight, and velocity of the car 100, managing not to use any contra weight in operation. So, with today's advanced technology in a braking system device; there are ceramic, and other composite high friction resistant materials with low heat operation, might be adapted for any future rope climbing elevator projects. This invention will cover today's the high demand for new elevator traction systems adapted to operate at very low energy consumption, and able to serve the vertical transportation industry today. While the preferred embodiments have been described herein, it is acknowledged that the generally or specific features may vary in part or totally, without departing from the scope of the presently claimed invention.
However a rope-mounted elevator system has a serious drawback, if it has to be employed for a super-tall building as an express elevator. If the elevator shaft is taller than 400 meters, the weight of the ropes is in excess of 35 tons, and the energy needed to move the elevator car is high power inefficiency, stressing the electricity bill for the buildings using this system. There are more types of self-climbing elevators in service today, like the rack and pinion traction system, and some failed passenger elevators projects trying to use rope climbing as a traction system. There are serious limitations of those systems, like the rack and pinion technology, which is very noisy and slow moving, and as a result is used only as an exterior elevator during building construction. The attempts to use rope self-climbing in passenger elevators failed to be embraced by the vertical transportation industry for very important technical issues, like the weight of their stationary ropes, the system required to secure them in place, the impossibility to control the ropes vibrations, etc. In order to be functional, the conventional rope traction systems are known to have a space to house for example, a machine room, and counterweight system in place. All of those limitations are overcome by this invention.
6. For a long time designers have attempted to address those limitations by proposing a new elevator traction systems, designed to be more efficient, machine room-less, contra-weightless, and envisioned to put back electricity in the building electrical grid by using the gravitational kinetic energy induced by the weight of the elevator car during downward operation. To date, there is not any such design system to be considered as a breakthrough concept, and proved to be feasible, and able to lead to a new revolution for the vertical transportation industry.
7. Disclosure of the invention 8. Is the object of this invention to provide a self-propelled climbing elevator, with a magnetic vertical bars system, to be able magnetically supporting on its face the entire weight of the stationary rope traction in place.
9. Another object of this invention is to create a new elevator system in which the traction system to be able to facilitate the elevator projects to be machine-less room contra-weightless, and designed to capture more than 85 percent of gravitational kinetic energy in a descending move of the elevator car.
10. Another scope of this invention is to create a very flexible stationary ropes traction system able to be applied for all types of elevators, like: passenger elevators, commercial elevators, and freight elevators.
11. Another very important scope of this invention is to apply the new traction concept for high speed express elevators employed for super-tall buildings, designed to travel 1000, or 2000 plus meters in one trip, and to accept double deck cars, or multiple elevators in the same hoist-way.
12. Another scope of this invention is to employ the new traction concept for modernization of the vertical transportation system in the existing buildings, creating larger elevator cars in the existing elevators hoists-way space, increasing the passengers' capacity, and efficiency.
13. According to the present invention the elevator hoist-way (elevator shaft), has at least one pair of magnetic bars attached to the hoist-way walls, and adapted to hold through its magnets tile system, the stationary traction rope in place. The position and the number of the magnetic vertical bars in the elevator shaft hoist-way depending on the elevator system to be employed.
In this aspect the passenger elevators might have only one pair of vertical magnetic bars, positioned in the opposite corners (cross-over), or in a mirror in the middle of the elevator hoist-way, etc. The commercials and industrial elevators might have two pairs of magnetic vertical bars systems, meaning that each corner of the hoist-way is served by one magnetic vertical bar. Some heavy duty elevator projects might have three pairs of magnetic vertical bars positioned in all four corners, and in the mirror of the hoist-way walls, etc.
Each vertical magnetic bar, (by the magnet tiles function) will magnetically hold in place (hoist) at least one stationary rope on it. For safety reasons each vertical magnetic bar section will hoist (hold in place) two, or multiple magnetic stationary ropes. Further the stationary rope system will be tensioned on the bottom, and on the top of the elevator hoist-way, (shaft) preferably by certified rope tension device existing today on the market. The magnetic vertical bars structure frames could be constructed by inexpensive curtain sheets of metal sections, bolted directly into the elevator hoist-way walls. For a better vertical alignment, the magnetic vertical bars may employ a desired number of brackets (spacers), bolted directly on the elevator hoist-way walls. The linear vertical magnets tiles (plates) sections will be installed by gluing or screwing them in place, (or the like) on each magnetic vertical bars frame system, which are bolted into the elevator hoist-way walls. Most preferably those said tile magnets will be a permanent magnets system. To save magnets materials, some elevator projects might use a designated vertical space (gaps) between tile magnets installed on each magnetic vertical bar's magnet frames. This embodiment is applied especially for projects using conventional steel stationary rope traction systems, having very strong magnetic capability. In other elevator projects using ropes that are less magnetic, like the composite steel flat ropes, covered in flexible nonmagnetic shields, the space between the magnet tiles installed on the magnetic vertical bars frames will be smaller, or absent, creating a continuous wall of vertical magnets on the magnetic vertical bars. Design engineering team will determine the size of the said magnetic vertical bars, and the magnets sections configuration (sizes, and thickness of them) installed in the elevator hoist-way in order to fit any elevator project.
14. According to the present invention an elevator car is moving vertically (up, or down) in the elevator hoist-way by the use of at least one pair of mechanical interdependent traction sheaves drums system. Each sheave traction drum is envisioned to be rotating with the same ratio in an opposite direction by a 1 to 1 ratio gearbox transmission system.
All main rope climbing traction systems ready to be described here, are designed to be mounted most preferably on the elevator car roof (car top end). Some special projects (like a double deck elevator system employed for super-tall building) might have a double rope climbing machine traction system (double pairs of sheaves traction drums), envisioned to be mounted one on the top end, and another, one on the bottom end of the elevator car. In this case the both rope climbing machine traction (four traction drums) have to operate synchronized.
The sheave drums traction system ( might be grooved to match with the diameter of the stationary ropes) is designed to engage the stationary ropes by wrap-around them at 360 or 720 degree manners, according to the designated elevator project. The preferred embodiment is referring to a passenger elevator designed to employ the most simple and inexpensive stationary rope climbing traction system. In this aspect a single pair of traction sheave drums is designed to be turned in the opposite direction, and in this way it is allowing the vertical rope climbing movement of the elevator car in its hoist-way. This vertical movement is made possible by the operation of the one 1 to 1 ratio gearbox transmission system, ( preferably positioned in the middle length of the dual contra-rotating shafts assembly) mounted in between, and mechanically connecting each driving contra-rotating shafts forming a mechanical device named: a dual tractioh contra-rotating shafts assembly. This is designed to be connected, and to transmit the rotational power to the corresponding sheave drums traction system. This design system, is part of the most simple stationary rope climbing traction disclose here, and is envisioned to be rotate in opposite directions by the function of the 1 to 1 ratio gearbox transmission assembly mounted preferably in the middle of the said dual contra-rotating shafts assembly length. At each front end of the dual contra-rotating driving shaft assembly is mounted the one corresponding sheave drum traction (some mentioned special elevator projects might have a one traction sheave drum at each end of the said dual traction shafts). In this embodiment the entire traction system, like the sheaves traction drums, the 1 tol ratio transmission gearbox, and its dual contra-rotating driving shafts, is designed to be powered by the only one traction motor (mover). The traction motor is designed to transmit it's rotational mechanical torqued power, to a primary shaft (bar) assembly, (the 1 to 1 ratio gearbox transmission and it's driving shaft system), and all the way to the traction drums assembly. For better driving motor thrust, on the dual contra-rotating driving shafts assembly is mounted a planetary gearbox assembly unit. Part of it is designed to be rotated when the elevator car is moved up, and other part of it is designed to be rotated when the elevator car is moved down, allowing the sheave drums to be rotated either way. The location of the said planetary gearbox could be inside the traction drums, meaning that there would be one planetary gearbox for each sheave traction drum. There is another design option envisioned to use only a single planetary gearbox (or other possibility gear system) mounted directly on the traction motor shaft output. (Note; this possibility is not supported by the drawings). In the first design configuration (a planetary gearbox is mounted inside of each sheave traction drum) the rotational speed of the driving 1 to 1 ratio gearbox, and its dual contra-rotating traction shafts, has the same rotational speed as the driving motor output. In the second design configuration ( planetary gearbox is connected directly with the output of the driving motor shaft ) the rotational speed of the 1 to 1 ratio gearbox, and it's dual shafts assembly, will have the same rotational speed as the traction sheave drums. The mechanical rotation output of the planetary gearbox is envisioned to have a 1 to 7 speed ratio between the traction motor shaft output, and the traction sheave drums. Design team may choose either mechanical configuration to fit any elevator project. Further the traction system is preferable to be electrically powered by a catenary bus bar, and a pantograph-like pick-up power system (or a like possibility), attached to the elevator car. Most preferably the catenary power source (AC or DC) consists of two, or three vertically bus bar power supply rises, extended to the length of the elevator hoist-way.
The "on board' power system is designed to provide all the necessary electricity power in place, allowing it to feed the traction system, the energy storage device, the command and control panels, etc. In the preferred embodiment the power storage device consists of a high density capacitor system (or for some projects other power storage devices might be employed). A
logical application to use high density capacitors electricity storing devices is for super-tall buildings applications designed for express elevator projects. In this way for a short time, a large amount of the electricity is allowed to be released quickly to power the main traction motor, (motors) and in this way to permit a super-fast acceleration of the said express elevator, without overloading the domestic power supply of the building. As a result, there is a dual power supply configuration. (Line power supply, combined with the supercapacitor's electricity storage device). In this design configuration the design engineering team can create a unique moving elevator algorithm system, allowing that said express elevator to be accelerated at super high speed, and creating the possibility of the express elevator to travel more than 1000 meters in less than 30 seconds.
15. This new concept of elevator traction system is envisioned not to be machine room-less and contra-weightless, but to be the most power saver in today's vertical transportation industry.
By entraining the traction motor to turn in reverse and the flywheel-governor-generator assembly to turn when the elevator is descending by gravity, the flywheel-governor-generator assembly being installed on a one-way crank bearing system so as to be operable to be entrained to rotate when the elevator car is moving downward and allowed to remain stationary when the elevator car is moving upwards, it is possible to recuperate and return more than 85 percent of the electricity to the building's electrical grid.
Collecting electricity from the traction motor rotating in reverse and from the one-way rotating flywheel-governor-generator assembly when the elevator car is descending makes the new system a very efficient power saver, and allows it to be connected at a green energy source.
16. In operation the new traction system is designed to facilitate the elevator car to descend gravitationally. In this embodiment the passenger elevator car described here is designed to be moved down gravitationally. The purpose for this move is to put back into the building grid more than 85 percent of electricity that was used before by the traction system in operation at the time the elevator was ascending. In order to be feasible and practical, the invented system has a one-way rotating crank bearing system installed on the dual contra-rotating shafts assembly for components like: the utility brake assembly, and the 1 to 18 ratio speed multiplication gearbox system, design to turn the flywheel-governor-generator assembly. On the dual contra-rotating shafts ends, is installed a corresponding planetary gears system mounted inside the traction sheave drums, or on the output shaft of the traction motor. This dual contra-rotating shaft assembly is not stationary either way the elevator is ascending or descending. When the elevator car is ascending all the one way crank spin bearings and all the mechanical components rotating on its system are stationary. As a result, all those mechanical components installed on those said one way crank bearings systems, like the 1 to18 rotational speed multiplication gearbox system part of the flywheel-generator-governor assembly, shaft 40, and the utility, brakes, are stationary. When the elevator car is in a descending operation, by the functioning of the one way crank bearing system, all those mechanical components installed on it, like the 1 to18 speed multiplication gearbox of the flywheel-governor-generator assembly, and the utility brakes, start to rotate (comes alive) by gravity.
(All those described devices are designed to rotate one way crank spin for their entire life) At any descending command, the elevator car is allowed to move from its parling position by the operation of the utility brakes. The utility brakes are powered by a certified electromechanical device. As soon as the brakes are released, the elevator car is starting to move down gravitationally, and by the operation of the one way crank bearings system, is driving the 1 to 18 speed multiplication gearbox, accelerating the flywheel-governor-generator assembly. This assembly allowing a smooth starts progressive acceleration of the car and in 2 or 3 seconds is adjusted to reach the nominal constant descending speed requested by the project customer. The nominal descending speed is adjustable to fit any elevator project, from a slow moving elevator on low-rise buildings up to a high speed elevator for super-tall towers. The main driving motor is turning into the opposite direction by gravity and in the process is producing electricity. By the gravitational kinetic power the sheave traction drums assembly will rotate in a descending mode, and are able turn the corresponding descending planetary gearbox section at 1 to 7 ratio, the dual contra-rotating shafts traction assembly, the 1 to 1 ratio gearbox transmission, the Governor-Flywheel-Generator assembly, and the traction motor in reverse with the same 1 to 7 ratio speed output as the elevator car was in the ascending move. As a result, the dual contra-rotating shaft traction assembly, and the main motor have the same speed ratio either way, the elevator car is moving up by the utility power, or down, by gravity.
In this design configuration there is created a dual electrical power generation system, like the electricity produced by the 1 to 18 ratio flywheel-governor-generator assembly, and the main traction motor in reverse. An elevator car operating without contra-weight creates a lot of down speed acceleration needs to be addressed. This invention solves this problem by introducing a complex device named the analog speed limit governor, part of the 1 to 18 ratio gearbox flywheel-governor-generator assembly. To prevent a runaway acceleration of the descending elevator car, for some elevator project, the dual shaft traction assembly might be introducing a speed control viscosity device (Kind of torque converter gears), to create more mechanical resistance, and friction as needed to protect the analog speed limit governor.
However this kind of brake friction created by using a torque converter is better to be avoided because it generates a large amount of unwanted heat. In this way the elevator car produces as much electricity as possible when the car is descending.
17. A very important component of this embodiment like the said analog speed limit governor is very conveniently installed on a separate shaft, in line with the one of the said dual contra-rotating shafts traction assembly. This said analog governor together with the flywheel and the generator rotor is rotating one way crank on that said separate shaft mounted in line with one of the said contra rotating dual shaft. The governor body itself, in order to be functional, and able to physically to control the descending speed of the elevator car, is employing two essential components; The first one is referring to a rotatory flying brakes system, installed on the corresponding one way crank bearing, installed on the said separate shaft assembly (Shaft 40). The second main component of the governor body is the stator breaks corona device. How do the two said components work together in order to be able to monitor the speed of the descending elevator car? A mechanical design answer is to use the high speed rotational inertia of the flying brakes, rotating inside the stator corona. Those flying brake shoes are springs connected with the one way bearings system rotating on the said separate shaft (shaft 40) forming the governor body. In operation, by high speed (1 to 18) rotation, those flying brakes shoes will push themselves upward, and by rotational inertia, will meet, and touch the stator corona brakes shoes, preventing the runaway acceleration, and creating the desired nominal speed of the descending elevator car. In this way the governor's flying brakes physically will control the speed of the descending elevator car. The operation of flying brakes shoes, and the stator brake corona is serving a dual purpose: to create a desire nominal speed of the descending elevator, and-to act as a safety device controlling the down speed acceleration in any situation like; in the event of the totally lost of the electricity power, together with the all the other safety device used today in the vertical transportation industry. In this unique unwanted situation, the elevator car will descend gravitationally only with the nominal speed, down to the bottom of the hoist-way. In practice by adjusting the distance between the flying brakes rotor and the stator corona brakes is creating a very versatile nominal descending speed of the elevator car designed to fit any elevator project. This described governor is acting as a nominal analog speed limit device, and is not designed to bring the descending elevator car to complete stop. Its purpose is to create only a nominal desired speed of the descending elevator car, requested by the project customer. To bring the descending elevator car to a complete stop, and in parking position, the utility brakes will be activated. There are not any brakes necessary to stop the ascending elevator car. Just by reducing, or cutting the power supply of the traction motor, the elevator car will stop itself, by the upward gravitational inertia. These and other arrangements and advantages will become obvious to those skilled in the art having appreciated the flexibility and functionality provided by the elevator system according to the present invention.
18. Brief Description of the Drawings 19. Fig.1 shows the preferred embodiment of the present invention without the surrounding hoist-way walls, and the elevator car guide rails.
20. Fig.2.a shows a more detailed plan view of the preferred embodiment traction system exposing the sheave drums traction arrangement, and its related gears system.
Fig.2 shows the second embodiment plan view mechanical traction system schematic mechanical design arrangement.
21. Fig.3 shows a side elevation of the sheave traction system arrangement, from Fig.2 and the exposed related mechanical gears system.
22. Fig.4 shows a magnified section of the magnetic vertical bars sections, bolted directly into the elevator hoist-way walls shaft.
23. Fig.5 shows a front side elevation of the magnetic vertical bars assembly, exposing the stationary ropes arrangement on the magnetic vertical bars holder.
24. Fig.6 shows one of the sheave traction drums engaging a stationary rope on the magnetic vertical bar exposed section.
25. Fig.7.a shows the sectional side of the preferred embodiment exposing the all mechanical components arrangements installed on the top (roof) of the elevator car.
26. Fig.7 shows a sectional side of the flying wheel- governor-generator assembly, part of the second embodiment.
27. Fig 8 shows a continuation of the side parts, mechanical arrangement from Fig. 7, containing the sheave traction drum assembly, and two utility disc brake assemblies.
28, Fig.9 is a schematic side elevation of the traction system installed on top of the elevator car, part of the second embodiment mechanical design arrangement.
29. Fig.10 Is a schematic representation of the traction system, showing the rotational direction of the traction gears, exposing it's rotation direction in ascending of the elevator car 30 Fig.11 is a schematic representation of the traction system showing the rotational direction of the traction system gears, in a descending of the elevator car 100.
31. Best Mode for Carrying Out of the Invention 32. Referring now to the drawing figures and in particular to fig, 1, a first preferred embodiment according to the present invention will be described in detail.
Fig. 1 shows an elevator car 100 positioned within a hoist-way shaft (not showing). A pair of magnetic vertical bars sections 124a- 124b, is allowing to have a magnetically capability in order to holds the weight of the stationary ropes, on its exposes magnets tile sections, and showing to be able to hold in place the exposed seeing pair of stationary ropes 120-124, and 126-128,. Each pair of ropes is tensioned on the top end of the vertically hoist-way shaft 130-132, and on the bottom end of the vertical hoist-way shaft, 138-140, preferably using conventional certified rope tensioning systems devices. On top (roof) of the elevator car 100, very schematically is showing the arrangement of the main parts of the vertically gears traction system 2 (Please note, that for the better view, the traction system 2 representation is very schematic in fig. 1, intended to show only the traction motors (movers), and the dual contra-rotating shafts traction assembly, connected directly with the pair of the contra-rotating sheave drums assembly). Referring now to particular Figs. 2.a, Fig.2, and Fig.3 enumerated the all parts, and describing the functionality of the preferred embodiment of this invention. An electrical motor 138, is driving the main shaft 148a, part of the dual contra-rotating shafts traction assembly, (148a, and 148b) further is driving the 1 to 1 ratio gearbox speed transmission assembly, 152. (Please note, that the gears system showing in Fig.2.a, like the 1 to 1 ratio gearbox speed transmission unit, in order to operate, needs only two transmission gears wheels system). In Fig.2 second embodiment, the dual contra-rotating shafts using the 1 to 1 ratio, gearbox transmission unit system, is employing four gears wheels transmission system assembly, with the same mechanical functionality purpose described in Fig.2.a), and in this way is connected to the second driving shaft 148b. (Part of the same mechanical system defined as the dual contra-rotating driving shafts transmission assembly). The gearbox 152 (two, or four gears 1 to1 transmission configuration) is designed to turn the dual contra-rotating driving shafts assembly in the opposite direction. At the opposite ends of the driving shafts 148a, and 148b, is installed the ropes climbing sheaves traction drums assembly 156a and 156b. The connections between each front end shaft, part of the dual contra-rotating shaft assembly and the rope climbing sheaves drums system is made by the 1 to 7 ratio rotational speed multiplication, by using a planetary gearbox transmission and related gears 136a and 136b. (Please note that the all planetary gearbox units and related gears are very schematically represented on all drawing figures). In this configuration, the traction motor 138 is rotated 7 times faster than sheaves traction drums, and is creating the all necessary thrust to move the elevator car up at any desired speed. On the other end of the contra-rotating shaft 148.b. in line with the shaft 40 is installed on the said shaft 40 the Flywheel-Governor-Generator assembly, comprising of the 1 to 18 speed multiplication gears 34, 36, 38, the governor assembly fly breaks 44, and the governor ¨generator flywheel 46.(Noted FW in Fig.7a.). (To be note, that the gear wheel 38 has a rigid connection with the shaft 40.) The flywheel-generator-governor assembly is designed not just to monitor the speed of the car 100, but it is employed to physically control the descending speed of the elevator car in any wanted or unwanted situation. The governor flywheel-generator assembly (40, 34, 36, 38, 44, and 46) is designed to be rotated one way crank, one the bearing, K.2, K.3., and K4, and is activated only when the elevator car is moving down. Further on the driving shafts 148.b, independent of the shaft 40 but in line with shaft 148b, part of the dual contra-rotating shafts assembly is installed a triple disc brake system 154.a, 154.b.154.c. (Fig.2a and 7a), the brake discs assembly is operated by one or multiple brake calipers systems (not showing). The brake discs 154.a, 154.b. 154.c, are designed to rotate one way crank on the bearing, K.1. In this configuration when the elevator car is moved up, the utility discs brakes assembly is stationary, but permanent active in on position, until the car arrive to a complete stop by upright kinetic inertia, and as a result, there is not needed any energy to stop the ascending elevator car. The entire traction driving assembly is held in place on top (roof) of the elevator car platform by multiple mechanical brackets, 142.8 to 142.j.
Further the elevator car 100 is guided on the elevator hoist-way 144 by a pair of conventionally guided rails rises 150.a, and 150.b. Fig.3 shows a side elevation of the car 100 showing the visible side of the exposed traction components, like the vertically stationary ropes -120-124, down tensioned by the tensioning devices 128, 140. On top (roof) of the elevator car 100 is visible a driving motor 138, traction sheave drums 156.a., 156.b.,portion of the 1 to 1 ratio gearbox transmission 152,( please note, that the traction system visible in Fig.3. is referring to the embodiment in which the transmission of the 1 to 1 gearbox traction is using four gears wheels system designed to rotate in opposite direction, part of the dual contra-rotating shafts assembly), a portion of the brackets assembly, 142 and designated empty space, 160.,is envisioned for having a dual practical interest, like to create a phonic isolation, and a storage space device, designed to house the energy storage device, like a battery pack, supercapacitors etc.
33. Fig. 4, Fig. 5, and Fig.6 described in detail the most important part of this invention, defined as the magnetic vertical bars frames assembly; 124a, and 12413., showing in Fig.1., Fig. 4 shows an elevator (shaft) hoist-way wall 144, and the brackets 28a, and 28b bolted into the elevator hoist-way wall 144. A sheet of frames system, metallic or nonmetallic designed to be the magnet's frame 26, is secured in place by the brackets 28a, and 28b. Further, on the magnet frame 26 is installed the corresponding magnet tiles (plates) 24 (MG) bolted, or glued on the frame 26. The magnet tiles 24 (MG) could be installed on the magnet frame without any vertical gapes 34, (vertical space), (not shown) on the frame 26, or with a designated vertical gapes, depending on any particular elevator project. Fig. 5 Showed that in this embodiment the magnets tile 24 are installed with a designated vertical gap (vertical spaces) on the frame 26.
Further the magnet frame 26 assembly is adapted to hold the magnet tiles in place, and further on the face of the said magnet tiles, is magnetically held in place the stationary traction ropes 120, and 124. Fig. 6 shows the side view of the magnetic vertical bars assembly 124a, showing in fig 1. The stationary traction ropes 120, and 124 (124 not shown) are engaging by the traction sheave drum 1.56a, (sheave drum is not showing, just the stationary rope 120, engagement), and the arrows indicate the direction of the engagement. Fig. 7.a shows a detailed preferred design of the flywheel- governor-generator assembly (40, 34,36,38,44, and 46). The flywheel- governor-generator assembly, and the shaft 40 (shows in fig.2a, and 7a) receives the rotation power from the 1 to 1 ratio transmission gearbox wheel 152, part the four wheel contra-rotating transmission gearbox 152, ( not shown ).Further on the shaft 40, showed in fig.2a, and 7a is installed a 1 to 18 (note: only the gear wheel 38 is rigid installed on the shaft 40, and the transmission ratio could be adjusted in order to fit any elevator project) speed multiplication ratio gearbox system, gear wheel 34 is rotating one way on the shaft 148b (shaft 40 is the driving component of the flywheel- governor-generator assembly system) The gear 36 is rotated on the stationary shaft 52. The driving gear wheel 34 is receiving the rotational thrust from the described dual shaft contra-rotating traction system 148a,148b, and is adapted to rotate the 1 to 18 speed multiplication gearbox unit ( gear 34, 36, and 38) with the governor-generator- flywheel assembly, rotating on the bearing K.2,K3,K4. Gear wheel 36 is receiving its rotational thrust power from the gear wheel 34,. The gear wheel 38 is designed to be the main driving of the shaft 40, and to be a part of the 1 to 18 rotary speed multiplication gearbox system, and the main driver of the flywheel-governor-generator assembly, receiving its rotational thrust power from the main dual contra-rotating shafts assembly driving system 148a and 148b thorough the 1 to 1 transmission gears 148a, and 148b. The shaft 40, being part of the flywheel- governor-generator assembly unit, is envisioned to be the main shaft rotor of the flywheel- governor-generator assembly unit. In this configuration the rotor of the generator assembly might be connected with the driving front end of the shaft 40, by a coupling device, connecting the said shaft of the generator with its rotor shaft 40. In some particular design configuration, the shaft of the generator 66 is a continuation of the shaft 40. To dissipate the rotational kinetic energy, the flywheel 46, the generator rotor(66), shaft 40, and the analog governor rotor (part of the high speed 1 to18 ratio, shaft 40) is rotated one way crank on bearing K2,K.3, and K.4, shown in fig.2a, and 7a. The purpose of this gears design configuration is to prevent the utility brakes system from wearing out when the elevator car 100 is descending, and has the command to stop at any particular floor. In operation after the elevator car stop at any floor, the dual contra-rotating shafts 148a, 148b, has to comes to an abrupt stop, but because of the one way crank bearings 1(2, K.3 and K.4, functioning, the flywheel 46, the generator rotor, and the shaft 40, driving the governor-flywheel- generator assembly is still rotating 10, 15 seconds, (like the bicycle traction wheel gear) dissipating the gravitational rotational kinetic energy, generating electricity, and protecting the utility breaks.
This described mechanical component is rotated at a high speed (1 to 18 ratios) in the same direction with the shaft 40. The governor corona stator 44 is installed on the mainframe on top of the elevator car 100. Fufther a system of brackets 142.a to 142.J, showed in fig 2a, and fig.
7a, are designed to secure all the described mechanical devices in place on top of the elevator car 100. The entire gearbox speed multiplication system, including the flywheel -governor-generator assembly, is designed to be in a stationary position when the elevator car 100 is moved up, or seating in a parking position. The governor system, the flywheel 46, and generator 66 is activated gravitationally at a descending down command of the elevator car 100, creating electricity. In the second embodiment, Fig.8 represents a continuation of the driving shaft 148a from Fig.7, part of the dual shafts assembly 148a, and 148b, clear seen in Fig.2a. On the driving shaft 148a, showing in fig.7, and 8, is installed several mechanical assemblies, and is showing a dual one way crank bearings rotating utility disc brake assembly 154a,and 154.b. In operation the brake discs assembly are stationary, when the elevator car 100 is moving up. The utility brakes become activated when the elevator 100 is moving down, most preferable gravitationally. For further other applications, a gear wheel 48 is installed on the dual contra-rotating shaft 148b, shown in fig. 8. At the front end of the driving shaft 148b is installed the traction sheave drums assembly 156a. The rotational speed of the traction sheave drum 156.a, (156.b not showing) is reduced by 1 to 7 ratio, between the driving motor 138 ( not showing ) and the dual contra-rotating driving shafts assembly 148.a, and 148.b. In Fig. 7, and Fig.8, the dual contra-rotating driving shaft 148a, is a continuation of the driving shaft 148a, from fig.7. Inside the traction sheaves, 156.a, and 156.b is a schematic representation of the planetary gearbox system 136.a and 136.b. In this configuration the reduced speed of the sheave traction drums 156.a and 156.b, is translating into high torque (1 to 7 ratios) traction of the said traction rope climbing traction sheave drums system, and is creating the necessary ascending power needed in order to engage the stationary ropes 120, 124, (for Fig.7a not showing). Further the entire mechanical assembly from Fig. 8 is held together by the mechanical brackets assembly 142 to 142]. All the moving parts shown in Fig. 7 are served by the appropriate bearings system assembly, like bearings 54a, 54b, and 54c. For Fig 7.a visible are the mechanical bearings 54.a, 54.b, 54.c, 54.d, 54.e, 54,f, and 54.g. All the mechanical components in Fig.7.an are held together by the brackets assembly 142.a, 142.b, 142.c, 142.d, 142.e142.f,. Fig.9 is a magnified representation of the second embodiment described in Fig. 3 the drawing from Fig.9 shows the rotational direction of the visible mechanical elements, like the traction motor 138 rotating in the opposite direction with the traction sheaves 156a, 156b, facilitated by the gearbox system 152. This mechanical configuration is not limited only for a 1 to 1 rotational transmission ratio, achieved by 4 gearbox wheels assembly system. Some elevator projects might recommend using only 2 Wheels 1 to1 ratio speed gearbox transmission assembly (described in Fig.2.a, and Fig.7.a,) to secure the same contra-rotating transmission of the dual contra-rotating shafts traction system. The arrow's direction of the dual contra-rotating shafts system shows that the elevator car 100 is moving up, climbing the rope system 120, and 124, (126 and 128 not shown). The mechanical driving system visible in Fig. 9 is held in place by the visible brackets system 142a, 142b, and 142c. Visible under the mechanical traction system, is a box space 160, designed to house the power storage devices, and to create a phonic isolation space design to protect the passengers from any noise induced by the traction system in operation.
34. Fig. 10 shows a schematic plan view configuration of the traction system as well using the notifications described in fig.2a, and 7a, and pointing to the rotational parts movement when the elevator car 100 is in the moving up operation. In this configuration the driving motor 138 by rotating in the clockwise direction, the primary shaft 148.a will be transmit the rotational power to the 1 to 1. ratio gearbox assembly 152, and to the planetary gears system 136a to 136b, further turning the traction sheave drums 156.a, and 156.b. The brakes discs 154.a and 154.b are allowed to stay stationary by the function of the one way crank bearing k.1 (not showing). So, the dual contra-rotating driving shafts 148.a and 148.b are rotated freely, engaging only the sheave traction drums assembly 156.a, and 156.b. Further the main 1 to 1 ratio gearbox 152 will rotate the driving shaft 148a, into the opposite direction. The shaft 148.b will turn the planetary gearbox system 136.b of the sheave traction drum 156.b, in the same direction as driving shaft 148.b. Further the driving shaft 148.b will be not turn (rotate) the one-way crank brakes disc 154.a, 154.b, and the 1 to 18 ratio speed multiplication of the flywheel-governor-generator assembly, allowing it to stay stationary by the function of the one way crank bearing system K.2, and K.3 ( not showing ). This simple mechanical traction system has a low number of moving parts, when the elevator car 100 is moving up. In this configuration only the driving motor 138, the transmission 1 to 1 gearbox 152, and the sheaves traction drivers' drums 156.a, and 156.b, will be rotated engaging the stationary ropes 120, 124,126, and 128.
The driving motor 138 is powered by the power catenary- pantograph panel assembly 94, shown in fig.2a. The traction system further is served by the necessary bearings system, and the brakes assembly (not showing), and the entire system is mounted on the platform 64, (shown in fig.2a.) on the top (roof) of the elevator car.
35. Fig.11 shows a schematic plan view of the rotational configuration of the traction system when the elevator car is moving down. In this configuration the elevator car 100 is designed to descend gravitationally. As the car 100 starts to move down, the driving motor 138 is turning in reverse by gravity, producing electricity. Before the elevator car 100 starts to descend, the discs brakes system 154.a, and 154.b, slowly (or a snap, abrupt release) will release the pressure over the shoes brakes inside the brake calipers (not shown), allowing the car 100 to move down. In the process, the main gearbox 152 will turn the driving shafts 148a, and 148b into the opposite direction, allowing the one way bearings crank flywheel-governor-generator assembly (40, 34, 36, 38, 44, and 46) to become rotating, by gravity, and is activating the high speed 1 to 18 ratio speed multiplication gearbox, 34, 36, and 38 assembly showing in fig. 2a, and 7a. Further the flywheel 46, and its shaft 40 (shown in fig.2a, and 7a) will turn the generator shaft with the same speed as the flywheel 46, (the system is shown in Fig.2.a, and 7a). The high speed rotation of the flywheel-generator-governor assembly 46 will create a desired descending mechanical resistance, preventing the elevator car from accelerating out of control, and protecting the utility braking system. This movement has a dual practical interest; like the more multiplied the speed in reverse the traction motor, and flywheel-generator-governor assembly has, the more electricity is produced, and less energy is needed for the braking system to stop the elevator car. However, descending from the nominal speed, before the car 100 arrives at a full stop at any designated floor, the utility breaks system will act alone to stop the elevator car and to bring it to a parking position. So for some elevator projects additional brake systems might be needed, or for some projects, a super high speed, and high mechanical resistance with a low heat operation of the generator device might be employed, to keep functioning until the elevator car arrives at a complete stop. Before bringing the car 100 to a complete stop, the speed control governor-generator assembly will not be able to slow the car 100 to a complete stop, due to the low speed of it. As soon as the utility brakes are activated and the elevator car comes below the nofninal descending speed, the governor will analog be deactivating itself, due to the low speed of the descending car 100. In conclusion, even though the utility brakes are in use only 3, or 4 seconds at every command to stop of the car 100, there could be a lot of wearing of the utility brake shoes, as a result of the weight, and velocity of the car 100, managing not to use any contra weight in operation. So, with today's advanced technology in a braking system device; there are ceramic, and other composite high friction resistant materials with low heat operation, might be adapted for any future rope climbing elevator projects. This invention will cover today's the high demand for new elevator traction systems adapted to operate at very low energy consumption, and able to serve the vertical transportation industry today. While the preferred embodiments have been described herein, it is acknowledged that the generally or specific features may vary in part or totally, without departing from the scope of the presently claimed invention.
Claims (16)
1. An elevator system comprising:
a vertical hoist-way; a stationary traction ropes extending vertically in the hoist-way; an elevator car disposed within the hoist-way and included a traction system operatively engaging the stationary traction ropes in order to selectively move the elevator car upwards and downwards along a length of the stationary traction ropes; at least one pair of magnetic vertical bars affixed in the hoist-way and configured to magnetically engage and support the stationary traction ropes; and the said traction system comprises a pair of contra-rotating shafts adapted to transmit the rotational thrust from one or multiple driving motors to at least a pair of contra-rotating sheaves drums adapted to engage.said stationary ropes, so said ropes warp around said sheaves in a 360, or 720 degree manners.
a vertical hoist-way; a stationary traction ropes extending vertically in the hoist-way; an elevator car disposed within the hoist-way and included a traction system operatively engaging the stationary traction ropes in order to selectively move the elevator car upwards and downwards along a length of the stationary traction ropes; at least one pair of magnetic vertical bars affixed in the hoist-way and configured to magnetically engage and support the stationary traction ropes; and the said traction system comprises a pair of contra-rotating shafts adapted to transmit the rotational thrust from one or multiple driving motors to at least a pair of contra-rotating sheaves drums adapted to engage.said stationary ropes, so said ropes warp around said sheaves in a 360, or 720 degree manners.
2. An elevator system;
according to claimI, wherein the traction system further comprises a 1 tol ratio gearbox system adapted to rotate said pair contra-rotating shafts, to that said pair of contra-rotating sheaves drums designed to rotated in a opposite direction, and to engage at least one pair of stationary ropes in the opposite direction, and further that entire said traction systems is installed on the top end, or on the bottom end of the elevator car, or on the both ends, employing 2 traction system working in a synchronized manner.
according to claimI, wherein the traction system further comprises a 1 tol ratio gearbox system adapted to rotate said pair contra-rotating shafts, to that said pair of contra-rotating sheaves drums designed to rotated in a opposite direction, and to engage at least one pair of stationary ropes in the opposite direction, and further that entire said traction systems is installed on the top end, or on the bottom end of the elevator car, or on the both ends, employing 2 traction system working in a synchronized manner.
3. An elevator system;
according to claim 1, further comprising a plurality of brackets sections bolted into the elevator hoist-way, said brackets attaching the magnetic vertical bars sections into hoist-way.
according to claim 1, further comprising a plurality of brackets sections bolted into the elevator hoist-way, said brackets attaching the magnetic vertical bars sections into hoist-way.
4. An elevator system;
according to claim 4, further comprising magnets tiles (plates) system bolted or glued onto the magnetic vertical bars sections, and further said magnet tiles are mounted in lifie or sequential on said magnetic vertical bars sections.
according to claim 4, further comprising magnets tiles (plates) system bolted or glued onto the magnetic vertical bars sections, and further said magnet tiles are mounted in lifie or sequential on said magnetic vertical bars sections.
5. An elevator system;
according to claim 4, wherein said magnetic tiles are either permanent or non-permanent magnet system.
according to claim 4, wherein said magnetic tiles are either permanent or non-permanent magnet system.
6. An elevator system;
according to claim 5, wherein the stationary traction ropes are magnetically held onto the surface of the magnetic tiles.
according to claim 5, wherein the stationary traction ropes are magnetically held onto the surface of the magnetic tiles.
7. An elevator system;
according to claim 1, wherein said stationary ropes are a steel ropes round cross-sectional shape.
according to claim 1, wherein said stationary ropes are a steel ropes round cross-sectional shape.
8. An elevator system;
according to claim 1, wherein said stationary ropes are flat steel ropes, and further said flat steel ropes could be coated in composite nonmagnetic materials .
according to claim 1, wherein said stationary ropes are flat steel ropes, and further said flat steel ropes could be coated in composite nonmagnetic materials .
9. An elevator car;
according to claim 1 wherein the magnetic vertical bars , are positioned at two corners of the elevator hoist-way, in cross-over manner or positioned at the center of two sides of the elevator hoist-way in a mirrored manner, and the magnetic vertical bars being configured to support the stationary ropes in place and extending through a range of travel of the elevator car in the hoist-way;
further comprising, a pair of contra-rotating shafts, a flywheel-governor-generator assembly which includes a flywheel operably coupled to an analog speed limit device configured to limit the elevator car speed by means a rotary inertia brakes and to a generator, a power storage device located on board the elevator car, and a pantograph-catenary power pickup system configured to direct electrical power from a power supply to the elevator car.
according to claim 1 wherein the magnetic vertical bars , are positioned at two corners of the elevator hoist-way, in cross-over manner or positioned at the center of two sides of the elevator hoist-way in a mirrored manner, and the magnetic vertical bars being configured to support the stationary ropes in place and extending through a range of travel of the elevator car in the hoist-way;
further comprising, a pair of contra-rotating shafts, a flywheel-governor-generator assembly which includes a flywheel operably coupled to an analog speed limit device configured to limit the elevator car speed by means a rotary inertia brakes and to a generator, a power storage device located on board the elevator car, and a pantograph-catenary power pickup system configured to direct electrical power from a power supply to the elevator car.
10. An elevator system;
according to claim 1, where each one of the sheave drums, has mounted on its shaft one corresponding planetary gearbox, having 1 to 7 ratio reduction, so such that 1 to 7 thrust power ratio is providing between the one or more motors, and the sheaves drums drivers.
according to claim 1, where each one of the sheave drums, has mounted on its shaft one corresponding planetary gearbox, having 1 to 7 ratio reduction, so such that 1 to 7 thrust power ratio is providing between the one or more motors, and the sheaves drums drivers.
11. An elevator system;
according to claim 9, wherein said planetary gearbox 1 to 7 ratio is mounted in other location on the pair contra-rotating shafts, connecting the traction motors and sheaves drums.
according to claim 9, wherein said planetary gearbox 1 to 7 ratio is mounted in other location on the pair contra-rotating shafts, connecting the traction motors and sheaves drums.
12. An elevator system;
according to claim 1, wherein each shaft of the pair of contra-rotating shafts drives a respective one of the pair of traction sheaves with a rigid 1 to 1 ratio connection; or wherein the said pair contra-rotating driving shafts, will be using a nonridged gearbox reduction unit, so that the said planetary gearbox, and the rotational thrust ratio between the traction motors, and the sheaves will have a different gear reduction ratio than said planetary 1 to 7 ratio.
according to claim 1, wherein each shaft of the pair of contra-rotating shafts drives a respective one of the pair of traction sheaves with a rigid 1 to 1 ratio connection; or wherein the said pair contra-rotating driving shafts, will be using a nonridged gearbox reduction unit, so that the said planetary gearbox, and the rotational thrust ratio between the traction motors, and the sheaves will have a different gear reduction ratio than said planetary 1 to 7 ratio.
13. An elevator system;
according to claim 9, wherein said flywheel-governor-generator assembly is turning at 1 to 18 speed ratio by a speed multiplier gearbox, mounted in line with the a one way crank bearing system.
according to claim 9, wherein said flywheel-governor-generator assembly is turning at 1 to 18 speed ratio by a speed multiplier gearbox, mounted in line with the a one way crank bearing system.
14. An elevator system;
according to claim,13, wherein said flywheel- governor-generator assembly is adjusted to rotate at a different speed multiplication than 1 to18 ratio, on said one way crank bearing system, and further by the functioning of the said one way crank bearing system, the speed multiplier gearbox, and flywheel-governor-generator assembly is stationary when elevator is in an ascending operation.
according to claim,13, wherein said flywheel- governor-generator assembly is adjusted to rotate at a different speed multiplication than 1 to18 ratio, on said one way crank bearing system, and further by the functioning of the said one way crank bearing system, the speed multiplier gearbox, and flywheel-governor-generator assembly is stationary when elevator is in an ascending operation.
15. An elevator system;
according to claim 9, further comprising a utility brake system having one or multiple discs brakes assemblies, and is rotating on an one way crank bearing system, allowing that said brakes assemblies to stay stationary when the elevator car is ascending.
according to claim 9, further comprising a utility brake system having one or multiple discs brakes assemblies, and is rotating on an one way crank bearing system, allowing that said brakes assemblies to stay stationary when the elevator car is ascending.
16. An elevator system;
according to claim 1, wherein said rope climbing elevator car is moving down gravitationally, and further said traction system is creating a dual assembly electrical producing power, designed for transforming the gravitational car velocity into electricity.
according to claim 1, wherein said rope climbing elevator car is moving down gravitationally, and further said traction system is creating a dual assembly electrical producing power, designed for transforming the gravitational car velocity into electricity.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA3160045A CA3160045A1 (en) | 2020-08-25 | 2020-08-25 | Magnetic stationary ropes traction elevator system |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA3160045A CA3160045A1 (en) | 2020-08-25 | 2020-08-25 | Magnetic stationary ropes traction elevator system |
| CA3091119A CA3091119C (en) | 2020-08-25 | 2020-08-25 | Green elevator system using weightless ropes traction concept and related applications |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA3091119A Division CA3091119C (en) | 2020-08-25 | 2020-08-25 | Green elevator system using weightless ropes traction concept and related applications |
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| Publication Number | Publication Date |
|---|---|
| CA3160045A1 true CA3160045A1 (en) | 2021-04-06 |
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ID=75381934
Family Applications (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA3160045A Abandoned CA3160045A1 (en) | 2020-08-25 | 2020-08-25 | Magnetic stationary ropes traction elevator system |
| CA3091119A Active CA3091119C (en) | 2020-08-25 | 2020-08-25 | Green elevator system using weightless ropes traction concept and related applications |
Family Applications After (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA3091119A Active CA3091119C (en) | 2020-08-25 | 2020-08-25 | Green elevator system using weightless ropes traction concept and related applications |
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| Country | Link |
|---|---|
| CA (2) | CA3160045A1 (en) |
-
2020
- 2020-08-25 CA CA3160045A patent/CA3160045A1/en not_active Abandoned
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| CA3091119C (en) | 2023-09-12 |
| CA3091119A1 (en) | 2021-04-06 |
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| EEER | Examination request |
Effective date: 20220524 |
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| FZDE | Discontinued |
Effective date: 20240318 |