CN114144374A

CN114144374A - Multi-car cableless elevator system

Info

Publication number: CN114144374A
Application number: CN202080051051.0A
Authority: CN
Inventors: 周立波; 朱建伟; 毛凯萍; 刘翔; 谭慧
Original assignee: Hunan Daju Information Technology Co ltd
Current assignee: Hunan Daju Information Technology Co ltd
Priority date: 2019-07-31
Filing date: 2020-07-30
Publication date: 2022-03-04
Anticipated expiration: 2040-07-30
Also published as: CN117550462A; CN112299187A; CN112299198A; CN114144374B; WO2021018235A1; CN112299198B; CN112311099A; CN112299202A; CN112299187B; CN112311099B; CN112299202B

Abstract

The invention discloses a multi-car ropeless elevator system, which is provided with a bearing part, a running part, a driving part and at least one switching part (6), wherein the elevator system is provided with a traction structure; the bearing part is equipped with a plurality of cars (1), the operation part is equipped with two at least orbit (3), drive through the drive division of car (1) goes upward or down on orbit (3), orbit (3) are the single track, switching part (6) are equipped with the switching track, car (1) switch in different orbit (3) through switching the track, car (1) switch when different orbit (3), switch the track and link up with orbit (3), when car (1) non-switch orbit (3) were moved, switch the track and do not connect with orbit (3). Above-mentioned many cars does not have cable elevator system has solved the problem that conventional car can only move on a track, realizes the load operation simultaneously of a plurality of cars, has greatly improved the operating efficiency of elevator.

Description

Multi-car cableless elevator system

Technical Field

The invention relates to the technical field of elevators, in particular to a multi-car cableless elevator system.

Background

In modern society and economic activity, elevators have become indispensable people-carrying or goods-carrying vertical transportation means, according to statistics, the annual average growth rate of the number demand of elevators in China is more than 20%, China has become the largest elevator market all over the world, but in the aspect of market share, about 70% of domestic market share is occupied by exotic brands such as Austrian, Xunda, Tongli, Tinshen Krupp, Mitsubishi, Hitachi and the like, and national brands only account for a very small part of shares. The national brand elevators are far behind developed countries in the aspects of technical level, after-sale service and the like, and the development of the elevator industry in China is very difficult due to the blockade of foreign manufacturers on some key technologies. The innovation capability of the technical level of the elevator industry is enhanced, the technical monopoly of foreign manufacturers is broken, and the problem to be solved by improving the market share of national brand elevators is solved.

At present, elevator cars are widely operated in a wire rope traction driving mode, only one car can be arranged in one hoistway, and the elevator in a single-car operation mode can meet the use requirements in low-rise buildings and occasions with low passenger flow, but the defects of long waiting time and low conveying efficiency in high-rise buildings or super high-rise buildings with high population density are obviously enlarged. If the elevator shaft and the corresponding car occupy a large building space, the cost is obviously improved, and the problem of low elevator conveying efficiency still exists.

With the continuous development of the engineering technology level, multi-car operation modes such as a double-deck car elevator, a double-car elevator, a ring type or branched ring type elevator and the like gradually appear, but the known multi-car elevator operation modes have the cars positioned on the track in the same shaft, the elevator cars between the shafts cannot perform track switching operation, the cars cannot perform overrunning operation, and under the condition of rapid increase of the transportation volume, the current multi-car operation mode is adopted, so that the space utilization rate of a building is greatly reduced, and the problem of low elevator transportation efficiency is not fundamentally solved.

Tonsen Krupp proposed a similar magnetic levitation driven elevator system that could theoretically improve elevator carrying efficiency, but this solution still has no practical applicability whether from technical maturity or from cost investment analysis.

Disclosure of Invention

The technical problem to be solved by the invention is as follows: aiming at the technical problems in the prior art, the invention provides a multi-car cable-free elevator system, which solves the problem that one conventional car can only run on one rail, so that the flexible lane change of simultaneous load running of a plurality of cars on two rails is realized, the running efficiency of an elevator is greatly improved, and the requirements of simultaneous, independent, efficient and safe running of the plurality of cars can be met.

In order to solve the technical problems, the technical scheme provided by the invention is as follows:

a multi-car ropeless elevator system is provided with a bearing part, a running part, a driving part and at least one switching part, and the elevator system is provided with a traction structure; the bearing part is provided with a plurality of cars, the operation part is provided with at least two operation tracks, the cars go upward or go downward on the operation tracks through the drive of the drive part, the operation tracks are single tracks, the switching part is provided with switching tracks, the cars switch over in different operation tracks through the switching tracks, when the cars switch over in different operation tracks, the switching tracks link up with the operation tracks, when the cars do not switch over the operation tracks, the switching tracks are not connected with the operation tracks.

The further improvement of the technical scheme is as follows:

preferably, the driving part is provided with a force application unit and at least two sets of sub-driving systems which are arranged in pairs, the two sets of sub-driving systems are arranged on two sides of the running track and are connected with the force application unit, and the sub-driving systems are tightly pressed on the running track through the force application unit.

Preferably, the sub-driving system comprises a power unit, a transmission unit and an execution unit, the execution unit is provided with a rolling member, preferably, the rolling member is a driving wheel or a crawler, and the power unit drives the rolling member to roll on the running track through the transmission unit.

Preferably, the friction coefficient between the driving wheel and the running track is greater than 0.8, preferably, the driving wheel is provided with at least one, the driving wheels matched with the two sets of sub-driving systems positioned on the two sides of the running track are symmetrical relative to the running track, or the driving wheels matched with the two sets of sub-driving systems positioned on the two sides of the running track are arranged in a staggered mode, and more preferably, the contact part of the driving wheel and the running track is made of rubber.

Preferably, the transmission unit is an input-output or a transmission structure with a plurality of input constant speed outputs.

Preferably, the transmission unit includes a transmission assembly, the power unit and the execution unit are mounted on the transmission assembly, and further includes a driving shaft, the power unit is connected with the transmission assembly, one end of the driving shaft is connected with the transmission assembly, and the other end of the driving shaft is connected with the driving wheel.

Preferably, the transmission assembly is provided with a transmission gear set, the power unit is connected with the input end of the transmission gear set, and the driving shaft is connected with the output end of the transmission gear set.

Preferably, the execution unit is further provided with a guide assembly, the guide assembly is in contact with at least two different surfaces of the operation portion, and the operation portion limits at least two movement directions of the guide assembly.

Preferably, the force application unit is connected with the driving wheels at two sides of the running track, and the force application unit applies pressure to the driving wheels at two sides of the running track.

Preferably, the elevator system is further provided with a suspension part connected between the car and the driving part, and the car is not in contact with the running rail through the suspension part.

Preferably, the suspension part is hinged with the driving part, and further the suspension part is provided with a suspension limiting assembly, the suspension limiting assembly is contacted with at least two different surfaces of the operation part, and the operation part limits at least two movement directions of the suspension limiting assembly.

Preferably, the operation track is provided with a plurality of movable parts, the movable parts leave or are connected with the operation track through a driving assembly, and the switching track is connected with or disconnected from the operation track through the driving assembly.

Preferably, the switching track comprises a connecting track and a transition track, and the transition track is connected with or disconnected from the running track through a driving assembly; when the lift car is switched to different running tracks, the connecting track is connected with the transition track; preferably, the number of the transition tracks is at least two, one transition track is matched with one running track, and more preferably, two ends of the connecting track are respectively provided with one transition track.

Preferably, the load bearing part is further provided with a stabilizing device, which is connected between the suspension part and the car, and the car adjusts the relative position of the car and the suspension part through the stabilizing device.

Preferably, the driving part is further provided with a power supply assembly, the running part is provided with a power supply track, and the power supply track is arranged along the arrangement direction of the running track.

Compared with the prior art, the multi-car cableless elevator system has the following advantages:

(1) according to the multi-car cable-free elevator system, the cable-free lifting car independent self-driving operation mode is adopted, the operation track can be flexibly changed along with the track direction, multiple cars can be arranged on one track, the multiple cars can simultaneously operate in a single hoistway, the hoistway space utilization rate is higher, the carrying efficiency of the elevator system can be greatly improved, and the building use area and space are saved.

(2) The multi-car cable-free elevator system provided by the invention adopts single-rail limiting bearing, is simple in structure, is beneficial to realizing rail change and car reversing, and meets the effect that multiple cars do not interfere and run simultaneously.

(3) The multi-car cableless elevator system adopts a tire or crawler friction lifting mode, can meet the requirements of high-speed, safe and stable operation, and is easier to implement compared with the electromagnetic force lifting technology related to the existing elevator in terms of space arrangement, investment cost and technical reliability.

(4) According to the multi-car cableless elevator system, the operation tracks can be arranged in parallel for more than 2, the movable transition track is arranged between the tracks at a specific line section, the intercommunication connection between different operation tracks is realized through the position adjustment of the transition track, and the non-interference dispatching operation of multiple cars is met.

Drawings

Fig. 1 is a schematic structural view of the present invention.

Fig. 2 is a schematic diagram of the structure of the elevator car in operation.

Fig. 3 is a schematic structural view of the driving part of the present invention.

Fig. 4 is a schematic cross-sectional view of C-C in fig. 3.

Fig. 5 is an enlarged view of a portion K of fig. 4.

Fig. 6(a) is a schematic view before the cars switch the running tracks in the multi-car running of the present invention.

Fig. 6(b) is a schematic view of the car switching operation track in the multi-car operation of the present invention.

Fig. 7 is a schematic structural diagram of the switching unit of the present invention.

Fig. 8 is a schematic view of the driving of the switching section of the present invention.

FIG. 9 is a schematic view of the structure of the stabilizing device of the present invention.

The reference numbers in the figures illustrate:

1. a car; 11. a carriage frame; 111. a tension member; 2. a suspension part; 21. a cross beam; 22. erecting a beam; 23. a connecting rod; 24. an upper mounting seat; 25. a lower mounting seat; 26. a large limiting wheel; 27. a small limiting wheel; 28. a hinged seat; 3. running the track; 31. a walking surface; 32. a guide surface; 33. a mounting surface; 34. a first track; 35. a second track; 36. a fixed part; 37. a movable portion; 4. a force application unit; 41. a force application base; 42. an elastic element; 43. a screw; 44. locking the nut; 45. adjusting the nut; 5. a sub drive system; 51. a power unit; 511. a motor; 512. a brake; 513. a motor base; 52. a transmission unit; 521. a speed reducer; 522. a drive shaft; 523. a transmission case body; 524. a drive gear; 525. a driven gear; 526. a transition gear; 53. an execution unit; 531. a drive axle; 532. a drive wheel; 533. positioning the bearing; 534. a load bearing; 535. a hub; 536. a car connection port; 537. a guide mounting seat; 538. a guide wheel; 6. a switching unit; 61. switching tracks; 611. connecting the rails; 612. a transition track; 62. mounting a platform; 621. a limiting block; 63. a drive assembly; 631. a drive member; 632. a push rod; 64. a buffer assembly; 641. a connecting shaft; 642. an elastic member; 643. a sleeve; 644. a connecting plate; 65. a guide member; 66. a guide module; 661. a load wheel; 662. a guide roller; 663. mounting a support; 67. a self-locking assembly; 671. a reset member; 672. a pull rod; 673. an idler pulley; 674. a self-locking member; 675. a latch; 676. a wedge-shaped block; 677. a locking block; 68. fixing a bracket; 681. a bearing groove; 7. a stabilizing device; 71. a rotating shaft; 72. mounting a component; 721. a carriage body mounting seat; 722. a suspension connecting seat; 723. a buffer seat; 73. a buffer element; 74. and an execution element.

Detailed Description

The following detailed description of embodiments of the invention refers to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present invention, are given by way of illustration and explanation only, not limitation.

Example 1

Fig. 1 to 9 show one embodiment of a multi-car ropeless elevator system of the present invention, which includes a load bearing part, a traveling part installed in a hoistway, a suspension part 2, a driving part, and a switching part 6. The bearing part is driven by the driving part to move upwards or downwards in the operation part. The bearing part comprises a plurality of cars 1, the operation part comprises at least two operation tracks 3, the switching part 6 is provided with a switching track 61, the cars 1 are switched to different operation tracks 3 through the switching track 61, the operation tracks 3 and the switching track 61 form an operation channel of the cars 1, when the cars 1 are switched to different operation tracks 3, the switching track 61 is connected with the operation tracks 3, and when the cars 1 do not switch the operation tracks 3, the switching track 61 is not connected with the operation tracks 3.

In this embodiment, the load receiving portion is provided with a car 1, a suspension portion 2 is connected to the car 1, and a driving portion is attached to the suspension portion 2.

In this embodiment, the operation portion is provided with an operation track 3, the operation track 3 is located in the hoistway, and the operation track 3 is a single track. The running track 3 comprises a running surface 31, a guide surface 32 and a mounting surface 33, wherein the running surface 31 is positioned between the guide surface 32 and the mounting surface 33, the running surface 31 is perpendicular to the guide surface 32 and the mounting surface 33 and is fixed in the middle of the guide surface 32/the mounting surface 33, the guide surface 32 and the mounting surface 33 are arranged in parallel, the width of the mounting surface 33 is larger than that of the guide surface 32, and the mounting surface 33 is fixed in a hoistway. A single rail body (monorail) is defined as a rail body with minimal overall structural association, wherein two or more profile bodies with the same characteristics are integrated into one rail body with structural association through other connecting parts, and the rail body is regarded as a single rail body.

As can be seen from fig. 2 to 5, in this embodiment, the driving portion is provided with the force application unit 4 and two sets of sub-driving systems 5, and the two sets of sub-driving systems 5 are symmetrically arranged on both sides of the running track 3, and a driving arrangement form of two-drive, four-drive, or even multiple-drive can be realized without a differential. The sub-drive system 5 includes a power unit 51, a transmission unit 52, and an execution unit 53, and the sub-drive system 5 is connected to the force application unit 4.

In this embodiment, the power unit 51 includes a motor 511, a brake 512, and a motor base 513; the motor 511 and the brake 512 are coaxially arranged, the motor 511 is arranged on the transmission unit 52 through a motor base 513, the brake 512 is arranged on the transmission unit 52 through a flange disc carried by the brake 512, and the motor 511 and the brake 512 can be integrated to adopt a brake motor. The power unit 51 is installed in an integrated suspension driving mode, motive power and braking force can be provided for the power unit 51, arrangement space is saved, and the structure is simple and compact. The execution unit 53 is provided with rolling members, in this embodiment, a driving wheel 532 is adopted, in other embodiments, a crawler track can be adopted, and the running mode of the crawler track is the same as the principle of the driving wheel.

In this embodiment, the transmission unit 52 includes a speed reducer 521, a transmission assembly, and a drive shaft 522; the input of the transmission unit 52 is connected to the motor, and the output is connected to the actuator unit 53 via a drive shaft 522. The transmission assembly comprises a transmission case cover, a transmission case body 523, a driving gear 524, a driven gear 525, a transition gear 526 and a transition gear shaft, wherein the driving gear 524, the driven gear 525, the transition gear 526 and the transition gear shaft are arranged in the transmission case body 523, and the transmission case cover is closed to form a closed transmission system, so that the dustproof and lubricating effects are facilitated, and the service life is prolonged. The motor and reducer 521 is mounted to the transmission case cover. The driving shaft 522 is provided with two, one connected to the driving gear 524 and the other connected to the driven gear 525, so as to realize torque transmission. A transition gear 526 is arranged between the driving gear 524 and the driven gear 525, so that the rotation speed and the rotation direction of the two driving wheels 532 are synchronized. The transition gear 526 is mounted to the transmission case cover via a transition gear shaft.

In this embodiment, the speed reducer 521 may be a planetary speed reducer, a cycloidal speed reducer, a worm gear, a gear, or the like, and the speed reducer 521 is fixed to the transmission case cover. The driving wheel 532 of the actuator unit 53 is directly driven by the speed reducer 521 and the one driving shaft 522 to constitute a two-drive driving device. In other embodiments, a four-wheel drive device can be formed by adding the transmission assembly and the driving shaft 522 according to different driving force requirements, and the like, so that a multi-wheel drive device can be formed. The transmission assembly may be an input-output or a transmission system with multiple constant speed outputs as inputs. One end of the driving shaft 522 is connected to the speed reducer 521, and the other end is connected to a driving wheel 532 of the actuator unit 53, so that power is transmitted to the driving wheel 532 to drive the driving wheel to roll along the running rail 3, thereby generating a lifting force required for driving the car 1. In other embodiments, the transmission assembly may be in the form of a chain, belt, or other transmission.

In this embodiment, the execution unit 53 is provided with a driving axle 531 and a driving wheel 532, the transmission unit 52 and the transmission case 523 are mounted on the driving axle 531, a positioning bearing 533 and a bearing 534 are disposed between the driving axle 522 and the driving axle 531, the driving axle 522 rotates in the driving axle 531 to transmit torque, and the driving wheel 532 rolls on the walking surface 31. The positioning bearing 533 is mainly used for positioning the driving shaft 522, and can bear a small load, and a bearing with a small load and a small size such as a deep groove ball bearing can be used. The bearing 534 is mainly used for bearing the drive shaft 522, and can bear a large load, and a bearing having a high bearing capacity such as an angular contact bearing, a roller bearing, or a hub bearing can be used. In the case of two drives, the driving axle 531 and the force application unit 4 can be directly and fixedly connected. The driving axle 531 and the driving wheel 532 are installed through a hub 535, and the driving wheel 532 and the hub 535 are connected through flange bolts, so that the driving wheel 532 is convenient to detach, replace and maintain. In other embodiments, the drive wheel 532 may be a solid tire, a pneumatic tire, or the like. The hub 535 is connected to the drive shaft 522 by a key, interference, form-fit coupling, which transfers power from the drive shaft 522 to the drive wheel 532, which rolls along the running track 3, generating the lifting force required by the drive. The execution unit 53 is also provided with a car 1 connecting port, and the car 1 connecting port is fixedly connected with the upper end of the suspension part 2, is positioned above the car 1 and is used for connecting and lifting the car 1.

In this embodiment, the contact portion between the driving wheel 532 and the running rail 3 is made of rubber, and may be a rubber tire, and the friction coefficient between the driving wheel 532 and the running rail 3 should be greater than 0.8. The rubber tire is made of polyurethane microcellular elastomer. The raw materials for synthesizing the microcellular elastomer comprise polyol, diisocyanate, chain extender, catalyst, foaming agent, foam stabilizer and other additives. Other additives include flame retardants, antioxidants, colorants, and the like. The solid tyre of the polyurethane microporous elastomer has two types of non-reinforced type and reinforced type, wherein the former is light load type, and the latter is heavy load type. In the embodiment, the solid tire is of a heavy-load type and is composed of an elastomer, a reinforcing material and a steel wire ring. The cumulative width of the fit of the outer surface of the tire to the running rail 3 is at least 145 mm. The surface of the tyre is provided with anti-skid patterns.

In this embodiment, the rim is arranged on the inner side surface of the tire, and the rim is attached to the running track 3, so that the movement of the tire on the running track 3 is guided, and the lateral displacement of the car 1 is limited.

The friction coefficient under the dry friction condition of rubber and steel is as follows:

the coefficient of static friction is 0.6-0.9.

Normally, the weight of the passenger car 1 is about 2t, and the maximum acceleration of the car 1 is 1m/s². In the design of the existing elevator operation system, the width of a hoistway is 2m x 2m, the width of each operation track 3 is 200mm, the distance between every two adjacent operation tracks 3 in the same hoistway is at least 860mm, and the distance between every two operation tracks 3 in the adjacent hoistways is at least 1940mm, so that the width of a tire is smaller than the width of each operation track 3, in order to ensure friction force, the safety performance requirement is met according to the structural strength, the accumulated joint width of the outer surface of the tire and the operation tracks 3 is at least 145mm, and the diameter of the tire is 300 mm. The friction of the wall against the tire (theoretically, the friction between the running rail 3 and the tire) is

F＝G+ma

Wherein

G＝20000N

m＝2000kg

a＝1m/s ²

So F is 22000N

The friction force needs to be greater than the car 1 gravity and the inertia force, and the friction coefficient is 0.8 for example to calculate, so that the pressure which the pressure component needs to apply to the tire at least under the condition of ensuring safety can be obtained, and the method comprises the following steps:

F _{press and press}＝22000÷0.8＝27500N

Each tire is subjected to a pressure of 6875N. The hydraulic parts sold on the market in the prior art can completely meet the pressure requirement.

In this embodiment, the execution unit 53 is further provided with a guiding assembly, the guiding assembly includes a guiding mounting seat 537 and a guiding wheel 538, the guiding wheel 538 is mounted on the guiding mounting seat 537 and used for limiting and guiding the upper and lower surfaces of the operation track 3, and the left and right sides use the driving wheel 532 for limiting and guiding. The guide wheels 538 engage with the guide surfaces 32 of the running rail 3, and guide rails for the guide wheels 538 to roll are provided on both sides of the guide surfaces 32. The guide wheels 538 are provided with two guide rails which roll on two sides of the guide surface 32 respectively, and the guide mounting seats 537 are hinged on the force application unit 4.

In this embodiment, the force applying unit 4 includes a force applying base 41, an elastic element 42, a screw 43, a lock nut 44 and an adjusting nut 45, and the force applying unit 4 applies a pulling and pressing force to the executing unit 53 to make the driving wheel 532 and the running rail 3 generate a positive pressure, so as to obtain an effective friction force, and generate a lifting force required for lifting the car 1 in combination with the driving of the transmission unit 52. The force application base 41 is connected to the driving axle 531, and the driving axle 531 transmits the pulling and pressing force to the wheel hub 535 through the bearing 534 installed thereon, so that the driving wheel 532 is pressed against the running rail 3. The guide mounting seat 537 is hinged to the upper end of the force application base 41. The guide mounting seat 537 is hinged to the upper end of the force application base 41.

The driving wheels 532 on the two sides of the distribution running track 3 can be symmetrically applied by one force application unit 4, so that the time and the size of force received by the driving wheels 532 on the two sides can be ensured to be the same and uniform, the stability of lifting force can be ensured, and the output requirement of force application of the force application unit 4 can be reduced.

In this embodiment, the force applying base 41 is provided with an elastic element 42, a screw 43, a lock nut 44 and an adjusting nut 45. The force application base 41 is of a frame structure, the force application base 41 is divided into two frame bases, each frame base is fixedly connected with one driving axle 531, each frame base comprises 2L-shaped plates which are arranged in a staggered mode relatively, one L-shaped plate is fixedly connected with the driving axle 531, and the other L-shaped plate is connected with the screw rod and can move relatively; the two L-shaped plates can be reduced in spacing or increased in spacing. The two movable L-shaped plates are connected through two screws 43, one end of one screw 43 is sleeved with the elastic element 42, and the other end is provided with a locking nut 44; both the spring element 42 and the lock nut 44 are arranged between the fixed L-shaped plate and the movable L-shaped plate. One end of the other screw 43 is fixed, the other end of the other screw 43 is provided with a locking nut 44, the screw 43 is also provided with an adjusting nut 45, and the adjusting nut 45 is positioned between the two L-shaped plates. The deformation of the elastic element 42 is adjusted by tightening the lock nut 44 to generate the required tension and compression force, and meanwhile, the position of the adjusting nut 45 is changed to realize the movement compensation of the deformation of the elastic element 42 and the driving wheel 532 under the action of the tension and compression force, so that the stress and deformation of the force application base 41 are reduced, and the driving wheel 532 is ensured to press the running track 3 in a front direction instead of pressing the running track 3 obliquely. The structure for achieving the symmetrical force application may be a nut locking elastic element 42 or a linkage mechanism. The elastic member 42 is a spring.

In this embodiment, the suspension portion 2 is composed of a suspension main body and a suspension limit component. The suspension main body comprises a cross beam 21, a vertical beam 22 and a connecting rod 23, the cross beam 21 is fixedly connected with the vertical beam 22, and the vertical beam 22 is arranged in parallel to the running track 3. The cross beam 21 is fixed on the car 1, and the connecting rod 23 connects the cross beam 21 and the vertical beam 22, so as to ensure the stability of the cross beam 21 and the vertical beam 22 and increase the bearing capacity of the suspension main body.

In this embodiment, the driving portion is provided with a car connection port 536 for connection to the car 1, and the car connection port 536 is hinged to the vertical beam 22 of the suspension portion 2. When driving four or more, be equipped with the pendulum shaft bearing between drive shaft 522 and transaxle 531, drive shaft 522 and transaxle 531 can rotate relatively, and the smooth through switching track 61 of the drive division of being convenient for.

In this embodiment, the suspension limiting assembly includes an upper suspension limiting assembly and a lower suspension limiting assembly, and the upper suspension limiting assembly and the lower suspension limiting assembly are hinged to the vertical beam 22. Spacing subassembly installation is in the upper segment of erecting roof beam 22 on the suspension, including last mount pad 24, big spacing wheel 26 and little spacing wheel 27 are installed on last mount pad 24, and big spacing wheel 26 and little spacing wheel 27 are equipped with 2 respectively, and the both sides of spigot surface 32 are located respectively to big spacing wheel 26 and little spacing wheel 27, and big spacing wheel 26 is located orbit 3's medial surface, and little spacing wheel 27 is located orbit 3's lateral surface. The suspension lower limit component is installed at the lower end of vertical beam 22 and is located the middle section position of car 1, the suspension lower limit component includes mount pad 25 down, big spacing wheel 26 and little spacing wheel 27 are installed under on mount pad 25, big spacing wheel 26 and little spacing wheel 27 are equipped with 2 respectively, big spacing wheel 26 and little spacing wheel 27 roll respectively in the both sides of spigot surface 32, big spacing wheel 26 is located the lateral surface of orbit 3, little spacing wheel 27 is located the medial surface of orbit 3. The guide assembly and the suspension limiting assembly can realize limiting and bearing effects on the car system except the direction of the axis of the rail. The guide assembly and the suspension limiting assembly form an elevator system limiting structure, and the arrangement of the X-direction limiting surface, the Y-direction limiting surface and the driving stress surface is not more than 2 surfaces.

The two operation tracks 3 are taken as an example to illustrate the specific track-changing structure and the implementation principle of the present embodiment.

In this embodiment, there are two running rails 3, which are a first rail 34 and a second rail 35, respectively, and the first rail 34 and the second rail 35 are respectively disposed in different hoistways. The switching section 6 includes a switching rail 61, a mounting platform 62, and a driving assembly 63, and two mounting platforms 62 and driving assemblies 63 are provided.

The running rail 3 comprises a fixed part 36 and a movable part 37, wherein the fixed part 36 is fixed on the wall of the hoistway, the fixed part 36 is provided with a plurality of rail changing positions, and the movable part 37 is arranged at the rail changing positions. The switching track 61 comprises a connecting track 611 and two transition tracks 612, the connecting track 611 is fixed on the wall of the hoistway, the transition tracks 612 and the movable parts 37 are fixed on the mounting platforms 62, one mounting platform 62 is fixedly provided with one transition track 612 and one movable part 37, and the mounting platform 62 is driven to translate through the driving assembly 63. When the car 1 is switched to a different travel track 3, the movable part 37 is disconnected from the fixed part 36, the fixed part 36 is connected with one end of the transition track 612, and the other end of the transition track 612 is connected with one end of the connecting track 611; two ends of the connecting rail 611 are respectively connected with the two transition rails 612; when the car 1 is not switching the running track 3, the fixed part 36 and the movable part 37 are connected. The cross-sectional shape of the movable portion 37 is the same as the cross-sectional shape of the transition rail 612. The transition track 612 is arc-shaped, and the radius of the arc is designed according to the minimum allowable radius for the car 1 to turn.

As shown in fig. 7 and 8, in the present embodiment, the switching unit 6 is provided with a fixing bracket 68, and the fixing bracket 68 is fixed to the wall. The remaining structure, with the exception of the mounting platform 62 and the switching track 61, is mounted to a fixed bracket 68.

In this embodiment, the driving assembly 63 includes a driving member 631 and a push rod 632, and the driving member 631 drives the mounting platform 62 to move through the push rod 632. The driving member 631 is fixed to the fixing bracket 68 by an electric cylinder. The mounting platform 62 is in the form of a stressed bracket structure, and the rigidity of the mounting platform is ensured.

In this embodiment, the switching portion 6 is further provided with a buffer assembly 64, the buffer assembly 64 includes a connecting shaft 641, an elastic element 642 and a sleeve 643, the elastic element 642 is a spring, one end of the connecting shaft 641 is fixedly connected with the push rod 632, the sleeve 643 is sleeved outside the connecting shaft 641, the two springs are sleeved outside the connecting shaft 641, and the two springs are respectively located at two sides of the sleeve 643. The spring is sleeved with an outer cylinder. The push rod 632 at the driving end of the electric cylinder is connected with the mounting platform 62 through the flexible buffer assembly 64, so that the impact damage of the inertia force generated by the quick start and stop of the mounting platform 62 to the driving assembly 63 is avoided. The maximum buffer relative displacement is the sum of the distance between the end surface of the left outer cylinder and the connecting plate 644 and the distance between the end surface of the left outer cylinder and the end surface of the shaft shoulder of the connecting shaft 641.

In this embodiment, the switching portion 6 is further provided with a rail-changing limiting assembly, the rail-changing limiting assembly includes a guiding member 65 and a guiding module 66, the guiding module 66 is installed on the installation platform 62, the guiding module 66 moves on the guiding member 65, and the driving member 631 drives the installation platform 62 to move along the length direction of the guiding member 65 through the guiding module 66. The number of the guide members 65 is two, and the guide members are respectively located at two sides of the electric cylinder, and the number of the guide modules 66 is four, and the guide members are respectively installed at four corners of the installation platform 62.

In this embodiment, the guide module 66 is provided with two guide rollers 662, two guide rollers 662 and two bearing wheels 661, two guide rollers 662 and two

guide rollers

661, 662 and two guide members 65. Bearing wheel 661 rolls in the inslot of channel-section steel, and two guide rolls 662 are slided and are located in the channel-section steel, and two guide rolls 662 dislocation are laid, respectively with two side contact of channel-section steel, bear wheel 661 and guide roll 662 respectively with the three face contact of channel-section steel, mounting platform 62 and erection support 663 fixed connection. The left and right groups of the limiting assemblies realize 5-degree-of-freedom constraint except for transverse movement. The guide member 65 is provided with a limit groove, the guide roller 662 and the bearing wheel 661 move in the limit groove, so that the transition rail 612 is constrained in the direction of one degree of freedom except for horizontal transverse movement, and the transition rail 612 is ensured to be accurately connected with the fixing part 36 of the operation rail 3.

In this embodiment, the switching portion 6 is further provided with two sets of self-locking assemblies 67 respectively located at two sides of the moving direction of the mounting platform 62. The self-locking assembly 67 comprises an actuating portion, a locking portion and a power portion, and each guide module 66 is provided with a slider. Two locking portions are provided for each self-locking assembly 67. The power part is connected with the driving part 631, the driving part 631 drives the starting part to move, and the starting part drives the locking part to lock the wedge-shaped block 676 or loosen the wedge-shaped block 676. The self-locking assembly 67 forms a mechanical terminal self-locking opening and closing mechanism, the mechanism is in a mechanical self-locking state when not triggered, the track is kept stable, and when the transition track 612 needs to move, the locking part can automatically open before the transition track 612 acts, and an additional power source and a control module are not needed.

In this embodiment, the starting portion is provided with an idler 673 and a pull rod 672, the power portion is provided with a pusher, one end of the connecting shaft 641 not connected to the push rod 632 is provided with a connecting plate 644, and the connecting plate 644 is fixedly connected to the connecting shaft 641 through a bolt. The connecting plate 644 has a hole, and the connecting plate 644 is sleeved outside the pusher and is fixedly connected to the pusher. The ends of the two ends of the pusher are respectively provided with a special-shaped block which is a wedge-shaped shifting block, and the idler wheel 673 is arranged on a rod which is vertically fixed with the pull rod 672. When the electric cylinder drives the push-pull device to move, and the wedge-shaped shifting block is clamped into the idle wheel 673 or leaves the idle wheel 673, the wedge-shaped surface and the idle wheel 673 are contacted to generate vertical component force to push the idle wheel 673 to move downwards so as to drive the pull rod 672 to rotate.

In this embodiment, the mounting platform 62 is provided with four limiting blocks 621, the limiting blocks 621 are fixed at the bottom of the mounting platform 62, the fixing support 68 is provided with corresponding bearing grooves 681, and the upper end faces of the bearing grooves 681 at the lower end faces of the limiting blocks 621 are wedge-shaped matching faces. The limiting block 621 is provided with a wedge-shaped block 676.

In this embodiment, the locking part includes a reset member 671, a self-locking member 674 and a locking block 677, the self-locking member 674 is a self-locking lever, one end of the self-locking lever is hinged to the pull rod 672, the other end of the self-locking lever is provided with a latch 675, and the latch 675 is provided with a hook-shaped end. The middle section of the self-locking rod is hinged with a locking block 677, and the locking block 677 is fixed in the fixed bracket 68. The self-locking piece 674 and the locking block 677 form a groove cavity of the clamping wedge-shaped piece 676, the resetting piece 671 adopts a spring, one end of the spring is fixed on the fixed support 68, and the other end of the spring is elastically connected with the self-locking rod. The wedge-shaped block 676 is provided with a wedge-shaped end which is matched and clamped with the clamping tongue 675. When the wedge-shaped shifting block is clamped into the idle wheel 673, the pull rod 672 is pushed to counteract the pulling force of the spring of the resetting piece 671, the pull rod 672 is driven to rotate, when the pull rod 672 rotates, the self-locking piece 674 rotates anticlockwise, a groove cavity formed by the self-locking piece 674 and the locking block 677 is enlarged, the clamping tongue 675 is clamped into the groove cavity, after the wedge-shaped shifting block is clamped into the idle wheel 673, the pull rod 672 and the self-locking rod reset, and the self-locking rod locks the wedge-shaped block 676. When the propeller moves in the opposite direction, the wedge-shaped shifting block leaves the idle wheel 673, the self-locking piece 674 rotates anticlockwise, a slot cavity formed by the self-locking piece 674 and the locking block 677 is enlarged, and the clamping tongue 675 leaves the slot cavity.

As shown in fig. 6, when the mounting platform 62 moves to the end point, the limiting block 621 and the bearing groove 681 are matched to perform alignment adjustment until the mounting platform 62 stops to complete accurate alignment.

In this embodiment, the electric cylinder is also a driving source for opening and closing the stroke end self-locking assembly 67, so that the buffering assembly 64 is a key component for realizing the time difference between the opening and closing of the self-locking assembly 67 and the travel driving of the mounting platform 62, and the system can realize the action of opening and closing the self-locking assembly 67 before the mounting platform 62.

As shown in fig. 9, in this embodiment, the carrying portion further includes a stabilizing device 7, and the stabilizing device 7 includes a rotating shaft 71, a mounting element 72, a buffering element 73, and an actuating element 74. The car 1 is further provided with a car frame 11, the car 1 is fixedly installed in the car frame 11, the car frame 11 is composed of H-shaped steel and I-shaped steel, and the car frame 11 is provided with at least two tensioning pieces 111 which are located on two sides of the car 1 and used for enhancing bearing and stability of the car frame 11. The bottom end of the cross beam 21 of the suspension part 2 is provided with a hinge seat 28, and the hinge seat 28 is hinged with the carriage frame 11 through a rotating shaft 71, so that the suspension part 2 can rotate relative to the car 1.

In this embodiment, the damping member 73 and the actuator 74 are mounted to the mounting member 72. The actuating element 74 is provided with an electric cylinder, the mounting element 72 is provided with a carriage mounting seat 721, a suspension connecting seat 722 and a buffer seat 723, the carriage mounting seat 721 is fixedly connected with the carriage frame 11, and the suspension connecting seat 722 is fixedly connected with the hinge seat 28; the carriage mounting seat 721 is fixedly connected with the buffering seat 723, and the buffering element 73 is arranged between the carriage mounting seat 721 and the buffering seat 723; one end of the electric cylinder provided with the push rod 632 is in spherical hinge with the suspension frame connecting seat 722, and the other end of the electric cylinder is in hinge with the buffer seat 723 through a pin shaft, so that circumferential rotation around the pin shaft and axial deviation compensation can be realized. The buffer element 73 is made of buffer rubber and plays a role in vibration reduction and buffering.

In this embodiment, the electric cylinder of the actuator 74 is a servo electric cylinder, and the active thrust and the external unbalanced load are balanced with each other to achieve stability. The servo electric cylinder can control the electric cylinder push rod to stretch and retract after receiving the control signal, so that the relative rotation angle of the carriage frame 11 and the suspension part 2 is kept, namely the vertical degree of the car 1 is kept, and the car 1 is in a vertical state and does not shake when turning, rail changing and vertical operation are carried out.

In this embodiment, the drive division still is equipped with power supply unit, and the operation portion still is equipped with the power supply track, and the power supply track arranges with operation track 3 retinue, satisfies 1 no cable power supply demand of car. A power supply rail mounting surface 33 is reserved on the running rail 3, and a power supply structure can adopt a power rail-power shoe structure, wherein the power rail is fixedly connected with the running rail 3 in an insulating way, and a movable power rail is also arranged on the power rail at the movable rail section and can move along with the movable rail. The car 1 is provided with the electric shoes, the electric shoes move along with the structure of the car 1, and the electric shoes slide on the electric rails, so that the function of conveying electric power from the power distribution cabinet, the electric rails, the electric shoes and the car is achieved. The existing elevator system has a power rail-power shoe structure, meets the power utilization requirement of the elevator system, and can be directly used. The running track 3 is provided with a safety brake device to meet the requirement of emergency braking of the car 1, and the safety brake device of the existing elevator system can be used in the invention. Or the brake structure of application number PCTCN 2020078116.

When the elevator system of the embodiment is applied and implemented, the working principle is as follows:

as shown in fig. 6(a) and 6(b), the elevator is provided with a plurality of cars 1, the first rail 34 and the second rail 35 are straight rails for the elevator cars to go up or down conventionally, when the rear car on the first rail 34 is obstructed by the front car, the control system of the elevator sends an action command to the switching part 6, the electric cylinder starts to act, the self-locking component 67 is opened through mechanical linkage of the push-pull device, then the end surface of the connecting shaft 641 in the buffer component 64 starts to act on the mounting platform 62, the mounting platform 62 moves along the guide 65 through the bearing wheels 661 and the guide rollers 662, so that the movable part 37 moves out of the rail changing position, and the transition rail 612 moves towards the rail changing position. When the station is about to enter, the 4 limit blocks 621 on the mounting platform 62 are wedged with the bearing groove 681 mounted on the fixing support 68, the fixing portion 36 and the transition rail 612 are precisely aligned, the wedge-shaped block 676 is locked with the tongue 675, and the first rail 34 and the second rail 35 are respectively engaged with the corresponding transition rail 612. Car 1 travels through transition track 612 to second track 35. When the car 1 finishes rail changing, the system sends out a rail resetting instruction, and the switching part 6 starts to move reversely, and the principle is the same as the above. When the driving part passes through the transition rail 612 of the switching rail 61, the elastic element 42 can compensate the change of the center distance of the bilaterally symmetrical actuating units 53, so that the car 1 can smoothly pass through the circular arc rail.

When the number of the operation tracks 3 is more than three, the operation principle is the same as that of two tracks.

The foregoing is considered as illustrative of the preferred embodiments of the invention and is not to be construed as limiting the invention in any way. Although the present invention has been described with reference to the preferred embodiments, it is not intended to be limited thereto. Therefore, any simple modification, equivalent change and modification made to the above embodiments according to the technical spirit of the present invention should fall within the protection scope of the technical scheme of the present invention, unless the technical spirit of the present invention departs from the content of the technical scheme of the present invention.

Claims

A multi-car ropeless elevator system is characterized in that the elevator system is provided with a bearing part, a running part, a driving part and at least one switching part, and the elevator system is provided with a traction structure; the bearing part is provided with a plurality of cars, the operation part is provided with at least two operation tracks, the cars go upward or go downward on the operation tracks through the drive of the drive part, the operation tracks are single tracks, the switching part is provided with switching tracks, the cars switch over in different operation tracks through the switching tracks, when the cars switch over in different operation tracks, the switching tracks link up with the operation tracks, when the cars do not switch over the operation tracks, the switching tracks are not connected with the operation tracks.
The multi-car ropeless elevator system of claim 1, wherein the driving part is provided with a force application unit and at least two sets of sub-driving systems arranged in pairs, the two sets of sub-driving systems are arranged on both sides of the running rail, the sub-driving systems are connected with the force application unit, and the sub-driving systems are pressed against the running rail through the force application unit.
The multi-car ropeless elevator system of claim 2, wherein the sub-drive system comprises a power unit, a transmission unit and an execution unit, the execution unit is provided with a rolling member, preferably the rolling member is a driving wheel or a crawler belt, and the power unit drives the rolling member to roll on the running track through the transmission unit.
A multi-car ropeless elevator system as claimed in claim 3, wherein the coefficient of friction between the driving pulley and the running track is greater than 0.8, preferably the driving pulley is provided with at least one driving pulley, the driving pulleys provided by the two sets of sub-driving systems on both sides of the running track are symmetrical relative to the running track, or the driving pulleys provided by the two sets of sub-driving systems on both sides of the running track are arranged in a staggered manner, more preferably the contact part of the driving pulley and the running track is made of rubber.
The multi-car ropeless elevator system of claim 4, wherein the transmission unit is an input-output or a transmission structure with input of multiple constant speed outputs.
The multi-car ropeless elevator system of claim 5, wherein the drive unit includes a drive assembly, the power unit and the implement unit being mounted to the drive assembly, further comprising a drive shaft, the power unit being connected to the drive assembly, the drive shaft being connected at one end to the drive assembly and at another end to the drive wheel.
The multi-car ropeless elevator system of claim 6, wherein the drive assembly is provided with a drive gear set, the power unit is connected to an input end of the drive gear set, and the drive shaft is connected to an output end of the drive gear set.
The multi-car ropeless elevator system of claim 4, wherein the actuating unit is further provided with a guide assembly, the guide assembly being in contact with at least two different surfaces of the run, the run limiting at least two directions of movement of the guide assembly.
The multi-car ropeless elevator system of claim 4, wherein the force applying unit is connected to the driving wheels on both sides of the running rail, the force applying unit applying pressure to the driving wheels on both sides of the running rail.
The multi-car ropeless elevator system of claim 1, wherein the elevator system is further provided with a suspension portion connected between the car and the driving portion, the car being out of contact with the running rail by the suspension portion.
The multi-car ropeless elevator system of claim 10, wherein the suspension portion is hinged to the drive portion, further wherein the suspension portion is provided with suspension stop assemblies that contact at least two different surfaces of the run portion that stop at least two directions of movement of the suspension stop assemblies.
The multi-car ropeless elevator system of claim 1, wherein the running rail is provided with a plurality of moving parts, the moving parts being separated from or connected to the running rail by a driving assembly, and the switching rail being connected to or disconnected from the running rail by the driving assembly.
The multi-car ropeless elevator system of claim 11, wherein the switching track includes a connecting track and a transition track, the transition track being connected to or disconnected from the running track by a drive assembly; when the lift car is switched to different running tracks, the connecting track is connected with the transition track; preferably, the number of the transition tracks is at least two, one transition track is matched with one running track, and more preferably, two ends of the connecting track are respectively provided with one transition track.
The multi-car ropeless elevator system of claim 11, wherein the load bearing portion is further provided with a stabilizer connected between the suspension portion and the car, the car adjusting the relative position of the car and the suspension portion by the stabilizer.
The multi-car ropeless elevator system of claim 1, wherein the driving part is further provided with a power supply assembly, the traveling part is provided with a power supply rail, and the power supply rail is arranged to follow along a direction of arrangement of the traveling rail.