CN114144374B

CN114144374B - Multi-car cableless elevator system

Info

Publication number: CN114144374B
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: 2023-11-24
Anticipated expiration: 2040-07-30
Also published as: CN117550462A; CN114144374A; CN112299187A; CN112299198A; WO2021018235A1; CN112299198B; CN112311099A; CN112299202A; CN112299187B; CN112311099B; CN112299202B

Abstract

The invention discloses a multi-car cableless 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 has no traction structure; the elevator car is characterized in that the bearing part is provided with a plurality of elevator cars (1), the running part is provided with at least two running rails (3), the elevator cars (1) are driven by the driving part to ascend or descend on the running rails (3), the running rails (3) are monorails, the switching part (6) is provided with switching rails, the elevator cars (1) are switched to different running rails (3) through the switching rails, when the elevator cars (1) are switched to different running rails (3), the switching rails are connected with the running rails (3), and when the elevator cars (1) are not switched to the running rails (3), the switching rails are not connected with the running rails (3). The multi-car cableless elevator system solves the problem that a conventional car can only run on one track, realizes simultaneous load running of a plurality of cars, and greatly improves the running efficiency of the 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 activities, elevators have become indispensable vertical transportation means for carrying people or things, and according to statistics, the annual average increase rate of the elevator quantity demand in China is more than 20%, china has become the largest elevator market worldwide, but in terms of market share, about 70% of domestic market share is occupied by foreign brands such as Austenite, xueda, tong, disenkeprimary, mitsubishi and Hitachi, and national brands occupy only a very small part of the brands. The national brands of elevators are greatly behind developed countries in the aspects of technical level, after-sales service and the like, and foreign manufacturers block some key technologies, so that the development of the elevator industry in China is difficult to hold. The innovation capability of the technical level of the elevator industry is enhanced, the technical monopoly of foreign manufacturers is broken, and the improvement of the market share of national brands of elevators is a current problem to be solved.

At present, the elevator car is widely operated in a mode of traction driving by a steel wire rope, only one car can be arranged in one hoistway, and the elevator in a single car operation mode can still meet the use requirements in low-rise buildings and occasions with low traffic, 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 remarkably amplified. If the elevator shaft and the corresponding elevator car are increased, the building space is occupied greatly, the cost is also increased obviously, and the problem of low elevator conveying efficiency still exists.

Along with the continuous development of engineering technology level, the mode of multi-car operation such as double-deck car elevator, double-car elevator, ring-shaped or bifurcation ring-shaped elevator has appeared gradually, but the elevator car of these multi-car elevator operation modes of known all is located on the track in same well, and the elevator car between each well can't carry out track switching operation, more can't carry out the overrun operation between the car, under the circumstances of traffic surge, adopts present multi-car operation mode, has not only reduced the space utilization of building by a wide margin, does not have the problem of the low efficiency of elevator transportation of fundamental solution moreover.

The theirschiff proposes a magnetic suspension-like driving elevator system, which can theoretically improve the elevator carrying efficiency, but the scheme has no practicability from the aspects of technical maturity and cost input analysis.

Disclosure of Invention

The technical problem to be solved by the invention is as follows: aiming at the technical problems existing in the prior art, the invention provides a multi-car cableless elevator system, which solves the problem that a conventional car can only run on one track, thereby realizing flexible lane change of simultaneous load running of a plurality of cars on two tracks, greatly improving the running efficiency of the elevator and meeting the requirements of simultaneous, independent, efficient and safe running of the plurality of cars.

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

a multi-car ropeless elevator system, the elevator system having a load bearing portion, a run portion, a drive portion, and at least one switch portion, the elevator system having no traction structure; the elevator car is characterized in that the bearing part is provided with a plurality of elevator cars, the running part is provided with at least two running rails, the elevator cars ascend or descend on the running rails through the driving of the driving part, the running rails are monorails, the switching part is provided with switching rails, the elevator cars are switched to different running rails through the switching rails, the switching rails are connected with the running rails when the elevator cars are switched to different running rails, and the switching rails are not connected with the running rails when the elevator cars are not switched to the running rails.

The technical scheme is further improved as follows:

preferably, the driving part is provided with a force applying 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, the sub-driving systems are connected with the force applying unit, and the sub-driving systems are tightly pressed on the running track through the force applying unit.

Preferably, the sub-driving system comprises a power unit, a transmission unit and an execution unit, wherein the execution unit is provided with rolling elements, preferably, the rolling elements are driving wheels or tracks, and the power unit drives the rolling elements to roll on a running track through the transmission unit.

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

Preferably, the transmission unit is an input-output transmission structure or a transmission structure with a plurality of input-output transmission structures at the same speed.

Preferably, the transmission unit comprises a transmission assembly, the power unit and the execution unit are arranged on the transmission assembly, and further comprises 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 running part, and the running part limits at least two movement directions of the guide assembly.

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

Preferably, 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.

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

Preferably, the running rail is provided with a plurality of movable parts, the movable parts are separated from or connected with the running rail through a driving assembly, and the switching rail is connected with or disconnected from the running rail through the driving assembly.

Preferably, the switching track comprises 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 car is switched to different running tracks, the connecting track is connected with the transition track; preferably, at least two transition rails are provided, one transition rail is matched with one running rail, and more preferably, two ends of the connecting rail are respectively provided with one transition rail.

Preferably, the bearing part is further provided with a stabilizing device, the stabilizing device 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 rail, and the power supply rail is arranged along the running rail along the layout direction.

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

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

(2) The multi-car cableless elevator system adopts the single rail to limit and bear, has a simple structure, is beneficial to realizing rail change and car reversing, and meets the effect of simultaneous running of multiple cars without interference.

(3) The multi-car cableless elevator system not only can meet the requirements of high-speed, safe and stable operation by adopting a tire or crawler friction lifting mode, but also is easier to implement compared with the electromagnetic force lifting technology related to the current elevator in terms of space arrangement, input cost and technical reliability.

(4) According to the multi-car cableless elevator system, more than 2 running tracks can be arranged in parallel, movable transition tracks are arranged between the tracks at specific line segments, and through position adjustment of the transition tracks, the intercommunication connection between different running tracks is realized, so that the non-interference scheduling running of the multi-car elevator system is met.

Drawings

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

Fig. 2 is a schematic view of the structure of the car of the present invention when running.

Fig. 3 is a schematic diagram of the structure of the driving part of the present invention.

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

Fig. 5 is a partial enlarged view of the K portion in fig. 4.

Fig. 6 (a) is a schematic diagram of the present invention before the cars switch the running track when the multi-car is running.

Fig. 6 (b) is a schematic diagram of the present invention when the cars switch the running track at the time of multi-car running.

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

Fig. 8 is a schematic driving diagram of the switching unit of the present invention.

Fig. 9 is a schematic structural view of the stabilizing apparatus of the present invention.

The reference numerals in the figures illustrate:

1. a car; 11. a carriage frame; 111. a tension member; 2. a suspension section; 21. a cross beam; 22. a vertical beam; 23. a connecting rod; 24. an upper mounting seat; 25. a lower mounting seat; 26. a large limit wheel; 27. a small limit wheel; 28. a hinge base; 3. a running rail; 31. walking surface; 32. a guide surface; 33. a mounting surface; 34. a first track; 35. a second track; 36. a fixing part; 37. a movable part; 4. a force applying unit; 41. a force application base; 42. an elastic element; 43. a screw; 44. a lock 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; 524. a drive gear; 525. a driven gear; 526. a transition gear; 53. an execution unit; 531. a drive axle; 532. a driving wheel; 533. positioning a 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 section; 61. switching tracks; 611. a connecting rail; 612. a transition track; 62. a mounting platform; 621. a limiting block; 63. a drive assembly; 631. a driving 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 carrying wheel; 662. a guide roller; 663. a mounting support; 67. a self-locking assembly; 671. a reset member; 672. a pull rod; 673. an idler; 674. a self-locking member; 675. a clamping tongue; 676. wedge-shaped blocks; 677. a locking block; 68. a fixed bracket; 681. a carrying groove; 7. a stabilizing device; 71. a rotating shaft; 72. a mounting element; 721. a carriage body mounting seat; 722. a suspension connecting seat; 723. a buffer seat; 73. a buffer element; 74. and an actuator.

Detailed Description

The following describes specific embodiments of the present invention in detail with reference to the drawings. It should be understood that the detailed description and specific examples, while indicating and illustrating the invention, are not intended to limit the invention.

Example 1

Fig. 1 to 9 show an embodiment of the multi-car ropeless elevator system of the invention, which comprises a load bearing part, a running part, a suspension part 2, a driving part and a switching part 6, the running part being installed in the hoistway. The carrying part is driven by the driving part to move up or down in the running part. The loading part includes a plurality of cabs 1, and the running part includes two at least running rails 3, and switching part 6 is equipped with switching track 61, and cabin 1 switches in different running rails 3 through switching track 61, running rail 3 and switching track 61 form the passageway of running of cabin 1, when cabin 1 switches in different running rails 3, switching track 61 links up with running rail 3, and when cabin 1 non-switching running rail 3 operates, switching track 61 is not connected with running rail 3.

In this embodiment, the bearing part is provided with a car 1, the suspension part 2 is connected to the car 1, and the driving part is mounted to the suspension part 2.

In this embodiment, the running part is provided with a running rail 3, the running rail 3 is located in the hoistway, and the running rail 3 is a single rail. The running rail 3 includes a running surface 31, a guide surface 32 and a mounting surface 33, the running surface 31 is located 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 to 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 having minimal overall structural relevance, wherein two or more bodies having the same characteristics are integrated by other connectors into one rail body having structural relevance, all being considered a single rail body.

As can be seen from fig. 2 to 5, in the present embodiment, the driving portion is provided with a force applying unit 4 and two sets of sub-driving systems 5, and the two sets of sub-driving systems 5 are symmetrically arranged at two sides of the running track 3, so that a driving arrangement form of two-drive, four-drive, even multi-drive, and the like can be realized without a differential mechanism. The sub-driving system 5 comprises a power unit 51, a transmission unit 52 and an execution unit 53, and the sub-driving system 5 is connected with the force application unit 4.

In this embodiment, power unit 51 includes motor 511, brake 512, and motor mount 513; the motor 511 and the brake 512 are coaxially installed, the motor 511 is installed on the transmission unit 52 through the motor base 513, the brake 512 is installed on the transmission unit 52 through a flange plate of the motor base, and the motor 511 and the brake 512 can be integrated and used for braking. 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, the arrangement space is saved, and the structure is simple and compact. The actuator unit 53 is provided with rolling elements, in this embodiment driven wheels 532, and in other embodiments tracks may be used, which operate in the same manner as the driven wheels.

In the present embodiment, the transmission unit 52 includes a speed reducer 521, a transmission assembly, and a drive shaft 522; the input end of the transmission unit 52 is connected with the motor, and the output end is connected with the execution unit 53 through the driving shaft 522. The transmission assembly comprises a transmission box cover, a transmission box 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 box body 523, and the transmission box cover is adopted to seal to form a closed transmission system, so that dust prevention and lubrication are facilitated, and the service life is prolonged. The motor and reduction box 521 is mounted to the gear box cover. The drive shaft 522 is provided with two, one connected to the drive gear 524 and the other connected to the driven gear 525, and torque transmission is achieved. The provision of the transition gear 526 between the drive gear 524 and the driven gear 525 ensures synchronization of the rotational speed and the steering of the two drive wheels 532. The transition gear 526 is mounted to the transmission case cover by 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 mounted and fixed on the transmission case cover. The driving wheel 532 of the actuator 53 is directly driven by the speed reducer 521 and one driving shaft 522, and a two-drive driving device is formed. In other embodiments, the four-wheel drive may be formed by adding a transmission assembly and a drive shaft 522 according to different driving force requirements, and so on. The transmission assembly may be an input-output or a transmission system with multiple constant speed outputs. One end of the drive shaft 522 is connected to the speed reducer 521, and the other end is connected to the drive wheel 532 of the actuator 53, and transmits power to the drive wheel 532 to drive the drive wheel to roll along the running rail 3, thereby generating a lifting force required for driving the car 1. In other embodiments, the drive assembly may take the form of a chain, belt drive, or the like.

In this embodiment, the executing unit 53 is provided with a driving axle 531 and a driving wheel 532, the transmission unit 52 and the transmission box 523 are mounted on the driving axle 531, a positioning bearing 533 and a carrying 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 running surface 31. The positioning bearing 533 is mainly used for positioning the driving shaft 522, bears small load, and can be a bearing with small size, such as a deep groove ball bearing. The load bearing 534 is mainly used for bearing the drive shaft 522, and can bear a large load, and bearings with a large load bearing capacity such as angular contact bearings, roller bearings, hub bearings, and the like can be used. In the two-drive process, the driving axle 531 and the force application unit 4 can be directly and fixedly connected. The drive axle 531 is installed through a wheel hub 535 with drive wheel 532, and drive wheel 532 passes through flange bolted connection with wheel hub 535, is convenient for the dismantlement change and the maintenance of drive wheel 532. In other embodiments, the drive wheel 532 may be a solid tire, a pneumatic tire, or the like. The hub 535 is keyed, interference connected, form-fit, and coupled to the drive shaft 522 to transfer power from the drive shaft 522 to the drive wheel 532 for rolling along the track 3 to create the lifting force required by the drive. The execution unit 53 is further provided with a car 1 connection port, and the car 1 connection 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 a polyurethane microcellular elastomer. The raw materials for synthesizing the microcellular elastomer comprise polyalcohol, diisocyanate, chain extender, catalyst, foaming agent, foam homogenizing agent 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, the former is light-load type, and the latter is heavy-load type. In the embodiment, the solid tire adopts heavy load and is composed of an elastomer, a reinforcing material and a bead ring. The cumulative fit width of the outer surface of the tire to the running rail 3 is at least 145mm. The surface of the tire is provided with anti-skid patterns.

In this embodiment, a rim is provided on the inner side of the tire, and the rim engages with the running rail 3 to guide the movement of the tire on the running rail 3 and to limit the lateral displacement of the car 1.

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

the static friction coefficient is 0.6-0.9.

In general, the weight of the passenger car 1 is about 2t, and the highest acceleration of the car 1 is 1m/s ² . In the design of the existing elevator running system, the width of a hoistway is 2 mm, the width of a running rail 3 is 200mm, the distance between adjacent running rails 3 in the same hoistway is at least 860mm, the distance between the running rails 3 in the adjacent hoistway is at least 1940mm, therefore, the width of a tire is smaller than the width of the running rail 3, in order to ensure friction force, the requirement of safety performance is met according to structural strength, the accumulated joint width of the outer surface of the tire and the running rail 3 is at least 145mm, and the diameter of the tire is 300mm. The friction force of the wall against the tire (theoretically, the friction force of the running rail 3 and the tire) is

F＝G+ma

Wherein the method comprises the steps of

G＝20000N

m＝2000kg

a＝1m/s ²

So f=22000N

The friction force needs to be greater than the gravity and the inertia force of the car 1, and the friction coefficient 0.8 is taken as an example for calculation, so that the pressure component at least needs to apply to the tire under the condition of ensuring safety can be obtained, and the friction force is as follows:

F _pressing ＝22000÷0.8＝27500N

Each tire is subjected to a pressure of 6875N. The hydraulic parts sold in 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 for limiting and guiding the upper surface and the lower surface of the running rail 3, and the left side and the right side use the driving wheels 532 for limiting and guiding. The guide wheels 538 are matched with the guide surfaces 32 of the running rails 3, and guide rails for the guide wheels 538 to roll are arranged on two sides of the guide surfaces 32. The guide wheels 538 are provided with two guide rails respectively rolling on both sides of the guide surface 32, and the guide mounting base 537 is hinged to 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 force to the executing unit 53 to generate a positive pressure between the driving wheel 532 and the running rail 3, so that an effective friction force is obtained, and a lifting force required for lifting the car 1 is generated in combination with the driving of the transmission unit 52. The urging base 41 is connected to the drive axle 531, and the drive axle 531 transmits a pulling pressure to the boss 535 through a load bearing 534 mounted thereon, thereby pressing the drive wheel 532 against the running rail 3. The guide mount 537 is hinged to the upper end of the biasing base 41. The guide mount 537 is hinged to the upper end of the biasing base 41.

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

In this embodiment, the force applying base 41 is mounted with an elastic member 42, a screw 43, a lock nut 44, and an adjustment 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 manner relatively, one L-shaped plate is fixedly connected with the driving axle 531, and the other L-shaped plate is connected with a screw rod and can move relatively; the two L-shaped plates may either reduce the spacing or increase the spacing. The two movable L-shaped plates are connected through two screw rods 43, one end of one screw rod 43 is sleeved with an elastic element 42, and the other end is provided with a lock nut 44; the resilient member 42 and the lock nut 44 are both disposed between the fixed L-shaped plate and the movable L-shaped plate. One end of the other screw 43 is fixed, the other end 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. By tightening the lock nut 44 to adjust the deformation amount of the elastic element 42 to generate the required pulling force, and changing the position of the adjusting nut 45 at the same time can realize the movement compensation of the deformation amount of the elastic element 42 and the driving wheel 532 under the action of the pulling force, reduce the stress and deformation of the force application base 41, and ensure that the driving wheel 532 is pressed against the running rail 3 in front rather than being inclined against the running rail 3. The structure for achieving the symmetrical force application can be a mode of locking the elastic element 42 by a nut or a connecting rod linkage mechanism. The elastic element 42 is a spring.

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

In this embodiment, the driving part 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 part 2. In the case of four-wheel drive or multi-wheel drive, a swing shaft bearing is arranged between the driving shaft 522 and the driving axle 531, and the driving shaft 522 and the driving axle 531 can rotate relatively, so that the driving part can smoothly pass through the switching track 61.

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. The upper limiting assembly of the suspension is arranged on the upper section of the vertical beam 22 and comprises an upper mounting seat 24, a large limiting wheel 26 and a small limiting wheel 27, wherein the large limiting wheel 26 and the small limiting wheel 27 are arranged on the upper mounting seat 24, 2 limiting wheels are respectively arranged on the large limiting wheel 26 and the small limiting wheel 27, the large limiting wheel 26 and the small limiting wheel 27 are respectively arranged on two sides of the guide surface 32, the large limiting wheel 26 is located on the inner side surface of the running track 3, and the small limiting wheel 27 is located on the outer side surface of the running track 3. The lower limit assembly of suspension is installed in the lower extreme of vertical beam 22, be located the middle section position of car 1, the lower limit assembly of suspension includes down mount pad 25, big spacing wheel 26 and little spacing wheel 27 are installed on lower 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 guide surface 32, big spacing wheel 26 is located the lateral surface of running track 3, little spacing wheel 27 is located the medial surface of running track 3. The guide component and the suspension limiting component can realize the limiting and bearing functions of the car system except the track axis direction. The guiding component and the suspension limiting component 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.

Two running rails 3 are taken as an example to describe the concrete rail changing structure and implementation principle of the present embodiment.

In this embodiment, two running rails 3 are provided, namely, a first rail 34 and a second rail 35, and the first rail 34 and the second rail 35 are provided in different shafts. The switching section 6 includes a switching rail 61, a mounting platform 62, and a driving assembly 63, and the mounting platform 62 and the driving assembly 63 are provided in two.

The running rail 3 includes a fixed portion 36 and a movable portion 37, the fixed portion 36 is fixed to a wall of a hoistway, the fixed portion 36 is provided with a plurality of rail changing positions, and the movable portion 37 is provided 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 portion 37 are fixed on the mounting platform 62, one mounting platform 62 is fixedly provided with one transition track 612 and the movable portion 37, and the mounting platform 62 is driven to translate by the driving assembly 63. When the car 1 is switched to a different running rail 3, the movable part 37 is disconnected from the fixed part 36, the fixed part 36 is connected with one end of the transition rail 612, and the other end of the transition rail 612 is connected with one end of the connecting rail 611; two ends of the connecting rail 611 are respectively connected with two transition rails 612; when the car 1 runs on the non-switching running rail 3, the fixed part 36 and the movable part 37 are connected. The movable portion 37 has the same cross-sectional shape as the transition rail 612. The transition track 612 is arcuate in shape with an arcuate radius designed to meet the minimum allowable radius for car 1 turning.

As shown in fig. 7 and 8, in the present embodiment, the switching portion 6 is provided with a fixing bracket 68, and the fixing bracket 68 is mounted and fixed on a wall. The remaining structures are mounted to the fixed bracket 68 except for the mounting platform 62 and the switching rail 61.

In this embodiment, the driving assembly 63 includes a driving member 631 and a pushrod 632, and the driving member 631 drives the mounting platform 62 to move through the pushrod 632. The driving member 631 is fixed to the fixing bracket 68 by an electric cylinder. The mounting platform 62 adopts a stress bracket structure form, so that 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 connection shaft 641, an elastic member 642 and a sleeve 643, the elastic member 642 is a spring, one end of the connection shaft 641 is fixedly connected with the push rod 632, the sleeve 643 is sleeved outside the connection shaft 641, the spring is sleeved outside the connection shaft 641, and two springs are respectively located at two sides of the sleeve 643. The spring jacket is provided with an outer cylinder. The push rod 632 at the driving end of the electric cylinder is connected with the mounting platform 62 by adopting a flexible buffer assembly 64, so that the impact damage to the driving assembly 63 caused by the inertial force generated by the rapid start and stop of the mounting platform 62 is avoided. The maximum buffer relative displacement is the sum of the distance between the left outer cylinder end surface and the connecting plate 644 and the distance between the left outer cylinder end surface and the shaft shoulder end surface 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 guide member 65 and a guide module 66, the guide module 66 is mounted on the mounting platform 62, the guide module 66 moves on the guide member 65, and the driving member 631 drives the mounting platform 62 to move along the length direction of the guide member 65 through the guide module 66. The guide members 65 are provided in two, respectively located at both sides of the electric cylinder, and the guide modules 66 are provided in four, respectively installed at four corners of the installation platform 62.

In this embodiment, the guide module 66 is provided with a bearing wheel 661, a guide roller 662 and a mounting support 663, the bearing wheel 661 and the guide roller 662 are mounted on the mounting support 663, the guide member 65 is a channel steel, and the guide roller 662 is provided with two guide rollers. The bearing wheel 661 rolls in the groove of the channel steel, the two guide rollers 662 are arranged in the channel steel in a sliding mode, the two guide rollers 662 are arranged in a staggered mode and respectively contact with two side faces of the channel steel, the bearing wheel 661 and the guide rollers 662 are respectively contacted with three faces of the channel steel, and the mounting platform 62 is fixedly connected with the mounting support 663. The left and right 4 groups of limiting components realize 5 degrees of freedom constraint except lateral movement. The guide member 65 is provided with a limit groove, and the guide roller 662 and the bearing wheel 661 move in the limit groove, so that the constraint of the transition track 612 in the direction of the degree of freedom other than horizontal and transverse movement is realized, and the transition track 612 is ensured to be accurately connected with the fixed part 36 of the running track 3.

In this embodiment, the switching portion 6 is further provided with two sets of self-locking assemblies 67, which are respectively located at two sides of the moving direction of the mounting platform 62. The self-locking assembly 67 comprises a start portion, a locking portion and a power portion, and each guide module 66 is provided with a slider. The locking portion of each self-locking assembly 67 is provided with two. 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 unlock 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 be automatically opened before the transition track 612, and no additional power source or control module is 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 connection shaft 641, which is not connected with the push rod 632, is provided with a connection plate 644, and the connection plate 644 is fixedly connected with the connection shaft 641 by bolts. The connecting plate 644 is provided with a hole, and the connecting plate 644 is sleeved outside the pusher and fixedly connected with the pusher. The two ends of the pusher are respectively provided with a special-shaped block, the opposite-shaped blocks are wedge-shaped shifting heads, and the idler 673 is arranged on a rod which is vertically fixed with the pull rod 672. When the wedge-shaped shifting head is clamped into the idler 673 or leaves the idler 673, the wedge-shaped surface contacts with the idler 673 to generate vertical component force, so that the idler 673 is pushed to move downwards 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 bracket 68 is provided with corresponding bearing grooves 681, and the upper end surface of the bearing groove 681 on the lower end surface of the limiting block 621 is a wedge-shaped mating surface. The stop block 621 is provided with a wedge block 676.

In this embodiment, the locking portion includes a restoring member 671, a self-locking member 674 and a locking block 677, where the self-locking member 674 is a self-locking rod, and one end of the self-locking rod is hinged to the pull rod 672, and the other end of the self-locking rod is provided with a locking tongue 675, and the locking tongue 675 has a hooked 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 piece 677 form a groove cavity of the clamping wedge-shaped block 676, the reset piece 671 adopts a spring, one end of the spring is fixed on the fixed bracket 68, and the other end of the spring is elastically connected with the self-locking rod. Wedge 676 has a wedge-shaped end that mates with and clamps the tongue 675. When the wedge-shaped shifting head is clamped into the idler 673, the pull rod 672 is pushed to counteract the tensile force of the spring of the reset 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 head is clamped into the idler 673, the pull rod 672 and the self-locking rod are reset, and the self-locking rod locks the wedge-shaped block 676. When the pusher moves in the opposite direction, the wedge-shaped shifting head leaves the idle wheel 673, the self-locking piece 674 rotates anticlockwise, the groove cavity formed by the self-locking piece 674 and the locking piece 677 is enlarged, and the clamping tongue 675 leaves the groove cavity.

As shown in fig. 6, when the mounting platform 62 moves to the end, the stopper 621 cooperates with the bearing groove 681 to perform alignment adjustment until the mounting platform 62 stops to finish accurate alignment.

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

As shown in fig. 9, in this embodiment, the bearing 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 executing element 74. The car 1 is also provided with a car frame 11, the car 1 is fixedly arranged 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 positioned on two sides of the car 1 and used for enhancing the bearing and stability of the car frame 11. The bottom end of the 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 the present embodiment, the buffer member 73 and the actuator member 74 are mounted to the mounting member 72. The actuator 74 is provided with an electric cylinder, the mounting element 72 is provided with a carriage body mounting seat 721, a suspension connecting seat 722 and a buffer seat 723, the carriage body mounting seat 721 is fixedly connected with the carriage frame 11, and the suspension connecting seat 722 is fixedly connected with the hinging seat 28; the carriage body mounting seat 721 is fixedly connected with the buffer seat 723, and a buffer element 73 is arranged between the carriage body mounting seat 721 and the buffer seat 723; one end of the electric cylinder provided with the push rod 632 is in spherical hinge with the suspension connecting seat 722, and the other end of the electric cylinder is hinged with the buffer seat 723 through a pin shaft, so that circumferential rotation and axial deviation compensation around the pin shaft can be realized. The buffer member 73 is made of buffer rubber, and plays a role of vibration reduction and buffer.

In this embodiment, the electric cylinder of the actuator 74 is a servo electric cylinder, and is balanced with the external unbalanced load by the active thrust, so as to achieve stability. The servo electric cylinder can control the electric cylinder push rod to perform telescopic action after receiving the control signal, so that the relative rotation angle of the car frame 11 and the suspension part 2 is kept, namely the verticality of the car 1 is kept, and the car 1 is in a vertical state and does not shake when turning and rail changing and vertically running.

In this embodiment, drive portion still is equipped with power supply assembly, and the operation portion still is equipped with the power supply track, and power supply track and operation track 3 follow-up arrangement satisfy car 1 and have no cable power supply demand. The running track 3 is reserved with a power supply track mounting surface 33, and the power supply structure can adopt an electric rail-electric shoe structure, wherein the electric rail is fixedly connected with the running track 3 in an insulating way, the electric rail is also provided with a movable electric rail in a movable track section, and the movable electric rail can move along with the movable track. The car 1 is provided with electric shoes, and the electric shoes move along with the structure of the car 1 and slide on the electric rails, so that the power transmission function of the power distribution cabinet-electric rail-electric shoes-car is achieved. The existing electric rail-electric shoe structure in the elevator system meets the electricity requirement of the invention and can be directly used. The running rail 3 is provided with a safety brake device, which meets the requirements of emergency braking of the car 1, and which can be used in the present invention in existing elevator systems. Or a braking structure as in 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 cabs 1, the first rail 34 and the second rail 35 are straight-going rails for the conventional upward or downward movement of the elevator cabs, when the rear cabs on the first rail 34 are blocked by the front cabs, the control system of the elevator gives an action instruction to the switching part 6, the electric cylinders start to act, the self-locking assembly 67 is opened by mechanical linkage of the push-pull device, then the end surface of the connecting shaft 641 in the buffer assembly 64 starts to act on the mounting platform 62, the mounting platform 62 moves along the guide member 65 through the bearing wheels 661 and the guide rollers 662, the movable part 37 moves out of the rail changing position, and meanwhile, the transition rail 612 moves to the rail changing position. When the station is about to enter, the 4 limiting blocks 621 on the mounting platform 62 start to be wedged with the bearing grooves 681 on the fixed support 68, the fixed part 36 and the transition rail 612 are precisely aligned, the wedged blocks 676 are locked with the clamping tongues 675, and the first rail 34 and the second rail 35 are respectively connected with the corresponding transition rail 612. The car 1 travels to the second track 35 through the transition track 612. When the car 1 finishes changing the track, the system sends out a track reset instruction, and the switching part 6 starts to do reverse motion, and the principle is the same as the above. When the driving part passes through the transition track 612 of the switching track 61, the elastic element 42 can compensate the center distance change of the bilateral symmetry executing unit 53, so that the car 1 can smoothly pass through the arc track.

When the running rail 3 is provided with three or more, the running principle is the same as that of two rails.

The foregoing is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. While the invention has been described with reference to preferred embodiments, it is not intended to be limiting. Therefore, any simple modification, equivalent variation and modification of the above embodiments according to the technical substance of the present invention shall fall within the scope of the technical solution of the present invention.

Claims

1. A multi-car cableless elevator system, 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 has no traction structure; the elevator car is characterized in that the bearing part is provided with a plurality of elevator cars, the running part is provided with at least two running rails, the elevator cars are driven by the driving part to go up or down on the running rails, the running rails are monorails, the switching part is provided with switching rails, the elevator cars are switched to different running rails through the switching rails, when the elevator cars are switched to different running rails, the switching rails are connected with the running rails, and when the elevator cars are not switched to the running rails to run, the switching rails are not connected with the running rails; 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, the sub-driving systems are connected with the force application unit, and the sub-driving systems are tightly pressed on the running track through the force application unit; the sub-driving system comprises a power unit, a transmission unit and an execution unit, wherein the execution unit is provided with rolling elements, the rolling elements are driving wheels, and the power unit drives the rolling elements to roll on a running track through the transmission unit; the friction coefficient between the driving wheel and the running rail is greater than 0.8, at least one driving wheel is arranged, the driving wheels arranged on two sets of sub-driving systems positioned on two sides of the running rail are symmetrical relative to the running rail, or the driving wheels arranged on two sets of sub-driving systems positioned on two sides of the running rail are distributed in a staggered manner, and the contact part of the driving wheels and the running rail is made of rubber; the force application unit comprises a force application base, an elastic element, a screw rod, a locking nut and an adjusting nut, and the force application unit applies a pulling pressure to the execution unit to enable the driving wheel and the running rail to generate positive pressure; the force application base is connected with the execution unit.

2. The ropeless multi-car elevator system of claim 1, wherein the transmission unit is an input-output or a transmission structure inputting a plurality of constant speed outputs.

3. The multi-car ropeless elevator system of claim 2, wherein the transmission unit includes a transmission assembly, the power unit and the execution unit are mounted on the transmission assembly, further comprising a drive shaft, the power unit is connected to the transmission assembly, one end of the drive shaft is connected to the transmission assembly, and the other end is connected to the drive wheel.

4. A multi-car ropeless elevator system according to claim 3, characterized in that the transmission assembly is provided with a transmission gear set, the power unit is connected to the input of the transmission gear set, and the drive shaft is connected to the output of the transmission gear set.

5. The ropeless multi-car elevator system of claim 1, wherein the execution unit is further provided with a guide assembly that contacts at least two different faces of the running portion that limits at least two directions of movement of the guide assembly.

6. The ropeless multi-car elevator system of claim 1, wherein the force applying unit is connected to the driving wheels on both sides of the moving rail, and applies pressure to the driving wheels on both sides of the moving rail.

7. The ropeless multi-car elevator system of claim 1, further comprising a suspension portion connected between the car and the drive portion, the car being out of contact with the travel rail via the suspension portion.

8. The ropeless multi-car elevator system of claim 7, wherein the suspension portion is hinged to the drive portion, further wherein the suspension portion is provided with a suspension stop assembly that contacts at least two different faces of the run portion that stops at least two directions of movement of the suspension stop assembly.

9. The ropeless multi-car elevator system of claim 1, wherein the moving rail is provided with a plurality of moving parts, the moving parts being separated from or connected to the moving rail by a driving assembly, and the switching rail being connected to or disconnected from the moving rail by the driving assembly.

10. The multi-car ropeless elevator system of claim 8, wherein the switching track includes a connecting track and a transition track connected to or disconnected from the travel track by a drive assembly; when the car is switched to different running tracks, the connecting track is connected with the transition track; the transition track is provided with at least two, one transition track is matched with one running track, and two transition tracks are respectively arranged at two ends of the connecting track.

11. The ropeless multi-car elevator system of claim 8, wherein the load bearing portion is further provided with a stabilizing device connected between the suspension portion and the car, the car adjusting the relative position of the car and the suspension portion via the stabilizing device.

12. The ropeless multi-car elevator system of claim 1, wherein the drive portion is further provided with a power supply assembly, the run portion is provided with a power supply rail, and the power supply rail is arranged along a layout direction of the run rail.