EP0681984A1 - Self-propelled elevator - Google Patents

Self-propelled elevator Download PDF

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Publication number
EP0681984A1
EP0681984A1 EP94107439A EP94107439A EP0681984A1 EP 0681984 A1 EP0681984 A1 EP 0681984A1 EP 94107439 A EP94107439 A EP 94107439A EP 94107439 A EP94107439 A EP 94107439A EP 0681984 A1 EP0681984 A1 EP 0681984A1
Authority
EP
European Patent Office
Prior art keywords
cabin
friction wheel
transmission member
attached
link
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
EP94107439A
Other languages
German (de)
French (fr)
Inventor
Wolfgang Mueller
Christoph Liebetrau
Utz Richter
Jürgen Kaestle
Albrecht Dipl-Ing. Morlok
Helmut Dipl.-Ing. Heizmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Inventio AG
Original Assignee
Inventio AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Inventio AG filed Critical Inventio AG
Priority to EP94107439A priority Critical patent/EP0681984A1/en
Priority to CA002146722A priority patent/CA2146722A1/en
Priority to TW084103551A priority patent/TW271431B/zh
Priority to CZ951030A priority patent/CZ282397B6/en
Priority to PL95308285A priority patent/PL308285A1/en
Priority to JP7105834A priority patent/JPH07309555A/en
Priority to NZ272010A priority patent/NZ272010A/en
Priority to TR00549/95A priority patent/TR28498A/en
Priority to ZA953781A priority patent/ZA953781B/en
Priority to AU17996/95A priority patent/AU696625B2/en
Priority to US08/438,774 priority patent/US5636712A/en
Priority to FI952286A priority patent/FI952286A/en
Priority to CN95105376A priority patent/CN1040966C/en
Priority to KR1019950011661A priority patent/KR950031862A/en
Priority to HU9501408A priority patent/HU213993B/en
Priority to NO951901A priority patent/NO951901L/en
Priority to BR9502033A priority patent/BR9502033A/en
Publication of EP0681984A1 publication Critical patent/EP0681984A1/en
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B7/00—Other common features of elevators
    • B66B7/02—Guideways; Guides
    • B66B7/04—Riding means, e.g. Shoes, Rollers, between car and guiding means, e.g. rails, ropes
    • B66B7/046—Rollers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B11/00—Main component parts of lifts in, or associated with, buildings or other structures
    • B66B11/02—Cages, i.e. cars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures
    • B66B9/02—Kinds or types of lifts in, or associated with, buildings or other structures actuated mechanically otherwise than by rope or cable

Definitions

  • the invention relates to an elevator with a self-propelled cabin, which has a friction wheel drive with at least one friction wheel that can be pressed against a roadway, which is pressed to a greater or lesser extent by means of a link attached to the cabin, and which cabin is connected to a counterweight by a transmission element.
  • German laid-open specification DE 35 23 187 describes a building elevator of the type mentioned at the beginning, the drive of which is arranged on the top of a cabin. According to the clamping principle, a driven friction wheel and a counter roller are pressed against a road by spring force. To compensate for the car and drive weight, as well as part of the conveying load, the self-propelled cabin is connected to a counterweight by means of transmission elements guided in the shaft head via a deflection roller. The transmission organs are attached below the cabin.
  • the German layout specification 1 251 925 describes a self-propelled elevator with friction wheel drive, which is designed according to the spreading principle.
  • Guide and drive wheels are arranged on the top of the cabin, the drive wheels being pressed against the road with spring force.
  • the transmission element connected to the counterweight via deflection rollers arranged in the shaft head is fastened in the middle of the top of the cabin.
  • the type of transmission organ attachment causes the safety gear to be triggered if it breaks.
  • a common feature of these two solutions is that the contact pressure of the friction wheels on the road is actively exerted by means of a correspondingly arranged compression spring. If the friction wheel diameter is reduced due to wear, the pressure of the driven friction wheel against the road is reduced.
  • the present invention has for its object to provide a device by which the pressing force of friction wheels on the roadway in self-propelled lifts with counterweight is exerted depending on the weight.
  • 1 designates a cabin which has an expanding friction wheel drive on its underside, with friction wheels 5 arranged on friction wheel axles 23 each on the outer end of movable links 6.
  • the movable links 6 are at the inner end in one with the cabin 1 firmly connected central pivot point 7 pivotally mounted. At least one of the friction wheels 5 has a drive, not shown. Only two friction wheels 5 are visible in the present schematic illustration.
  • a self-driving cabin 1 can, however, have more than two friction wheels 5 as required.
  • the friction wheels 5 run on lateral roadways 4. The frictional engagement necessary for driving the cabin 1 is generated by a defined contact pressure of the friction wheels 5 on the roadway 4.
  • the cabin 1 is connected to a counterweight 2 by means of a transmission element 3, which is guided in the shaft head, for example, via a deflection roller 10.
  • the transmission element 3 is fixed on the cabin side to the left friction wheel axis 23, is guided vertically upwards via a deflection 8 fastened to the underside of the cabin and, after this deflection, runs obliquely downwards to the right via a deflection 9 arranged on the right friction wheel axis 23 and then vertically therefrom above to the pulley 10 and then finally to the counterweight 2.
  • the transmission member 3 preferably consists of at least one wire rope.
  • the type of guidance of the transmission member 3 shown results in the friction wheels 5 being pressed against the roadway 4 by the tensile force in the direction of extension of the transmission member (3). This pressing is increased by the payload, whereby a weight-dependent portion of the pressing force is achieved.
  • the transmission element 3 consists of at least two parts.
  • a part is again fastened to the left friction wheel axis 23, leads over the deflection 8 and then horizontally to the right via a deflection 11 attached to the lower right corner of the cabin and then vertically upwards therefrom.
  • the second part of the transmission element 3 is fastened to the right friction wheel axis 23 and is also guided somewhat obliquely upwards over the deflection 11, from where, as already mentioned, both parts are connected to the counterweight 2 via the deflection roller 10.
  • the type of guidance of the transmission member 3 shown results in the friction wheels 5 being pressed against the roadway 4 depending on the cabin weight.
  • the balance of forces between the at least two parts of the transmission member 3 is provided by the usual resilient fastening of their ends.
  • FIG. 3 there is only one movable link 6 with the same drive in principle.
  • a rigid link 12 is provided on the left.
  • the transmission element 3 is guided from a fastening point 14 on the underside of the cabin 1 via a deflection 9 on the right friction wheel axis 23 and goes from there directly upwards via the deflection roller 10 to the counterweight 2.
  • the type of guidance of the transmission element 3 shown results in a pressing the friction wheels 5 against the roadway 4 depending on the cabin weight.
  • the four friction wheels 5 are pivoted at the pivot points 13 by the handlebars 6 through which two Deflections 9 guided on the friction wheel axles 23, departing from the attachment point 14 and guided over the upper deflection roller 10 and fastened to the counterweight 2, depending on the weight of the cabin, are pressed against the roadway 4 formed as a hollow profile with an inner counterweight 2.
  • the friction wheel drive attached below the cabin 1 also works according to the clamping principle, but with the difference from the previous FIG. 4 that a wishbone 15 mounted in the central pivot point 7 has the friction wheel 5 at an angle and the counterpressure roller 16 at the end of the shorter leg 24.
  • the cabin 1 is guided with guide rollers 17 running on the front and rear of the carriageway 4.
  • the roadway 4 can be designed, for example, as a double-T profile.
  • the transmission element 3 is fastened here approximately in the middle of the shorter leg 24 of the triangular link 15 and leads from there via the upper deflection roller 10 to the counterweight 2.
  • the fastening position of the transmission element (3) also results in a pressing of the friction wheel 5 depending on the cabin weight the lane 4.
  • FIG. 6 shows in principle the same drive disposition as in FIG. 5, but with the difference that the drive is located above the cabin 1.
  • An extended control arm 18 is mounted in the central pivot 7, has the friction wheel 5 to the right after about two thirds of the length and the counter-pressure roller 16 at the end on the right.
  • An additional guide roller 19 is attached to the underside of the cabin 1.
  • the transmission element 3 is attached directly to the friction wheel axis 23. The same effect as in FIG.
  • the friction wheel 5 and the counter pressure roller 16 are arranged separately.
  • the friction wheel 5 is mounted in a fixed mounting support 22.
  • the counter pressure roller 16 is located located at the left end of a handlebar lever 21, which is mounted approximately in the center in a handlebar pivot point 20.
  • the transmission element 3 engages at the right end of the handlebar lever 21 and effects a weight and lever ratio-dependent pressing of the friction wheel 5 and counterpressure roller 16 against the roadway 4, which is designed as a hollow profile, with the inner running Counterweight 2.
  • the function of the device according to the invention is largely apparent from the preceding description of the figures.
  • the place of attachment and the type of guidance of the transmission member 3 on the cabin 1 and on the drive result in the desired weight-dependent pressing of the friction wheels 5 on the roadway 4.
  • the weight-dependent pressing corresponds to the physical constraint to improve the frictional connection at higher conveying loads.
  • ropes, chains or tapes made of any materials can be used for the transmission element 3.
  • the deflections 8, 9 and 11 have to be able to be rotated only to a limited extent, because it can be assumed with some certainty that the sliding movements on the deflections required for the balancing of forces can also take place by appropriate training and possible lubrication.
  • angles of the handlebar levers 6 to the horizontal can be chosen so that the spreading or contact force component of the friction wheels 5 acting horizontally on the roadway 4 solely by the cabin weight is sufficiently large to accommodate the cabin 1 even without supporting pressure from the transmission member 3 to hold the counterweight 2 safely in any position.

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  • Engineering & Computer Science (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Civil Engineering (AREA)
  • Motorcycle And Bicycle Frame (AREA)
  • Lift-Guide Devices, And Elevator Ropes And Cables (AREA)
  • Types And Forms Of Lifts (AREA)
  • Handcart (AREA)
  • Elevator Control (AREA)

Abstract

The lift cabin (1) has a friction wheel drive mounted above or below it, with a cable or chain (3) linking the cabin to a counter-weight (2) passed around the friction drive, so that it exerts a force which presses the friction drive wheel (5) into contact with the travel path (4). Pref. the cable or chain passes around one or more deflection rollers (8, 9) attached to the lift cabin and to the friction drive wheel, with a pivoted lever arm (6) securing each of the friction drive wheels to the underside of the lift cabin at its centre. <IMAGE>

Description

Die Erfindung betrifft einen Aufzug mit selbstfahrender Kabine, die einen Reibradantrieb mit mindestens einem an eine Fahrbahn anpressbaren Reibrad aufweist, welches mittels eines gelenkig an der Kabine angebrachten Lenkers mehr oder weniger stark angepresst wird, und welche Kabine durch ein Uebertragungsorgan mit einem Gegengewicht verbunden ist.The invention relates to an elevator with a self-propelled cabin, which has a friction wheel drive with at least one friction wheel that can be pressed against a roadway, which is pressed to a greater or lesser extent by means of a link attached to the cabin, and which cabin is connected to a counterweight by a transmission element.

Es ist bekannt, bei AufZügen das Kabinengewicht und einen Teil der Förderlast mit einem Gegengewicht auszugleichen. Die dadurch erreichte Reduzierung der Antriebsleistung ist insbesondere bei selbstfahrenden Aufzügen von Bedeutung, weil bei diesen zusätzlich zum Kabinengewicht noch das Gewicht der ganzen Antriebsausrüstung hinzukommt.It is known to balance the car weight and part of the conveying load with a counterweight in lifts. The reduction in drive power achieved in this way is particularly important in the case of self-propelled elevators, because in addition to the cabin weight, the weight of the entire drive equipment is added.

Die deutsche Offenlegungsschrift DE 35 23 187 beschreibt einen Gebäudeaufzug der eingangs erwähnten Art, dessen Antrieb auf der Oberseite einer Kabine angeordnet ist. Nach dem Klemmprinzip werden ein angetriebenes Reibrad und eine Gegenrolle mittels Federkraft an eine Fahrbahn gepresst. Zum Ausgleich des Kabinen- und Antriebsgewichtes, sowie eines Teils der Förderlast ist die Selbstfahrkabine mittels im Schachtkopf über eine Umlenkrolle geführten Uebertragungsorgane mit einem Gegengewicht verbunden. Die Uebertragungsorgane sind unterhalb der Kabine befestigt.German laid-open specification DE 35 23 187 describes a building elevator of the type mentioned at the beginning, the drive of which is arranged on the top of a cabin. According to the clamping principle, a driven friction wheel and a counter roller are pressed against a road by spring force. To compensate for the car and drive weight, as well as part of the conveying load, the self-propelled cabin is connected to a counterweight by means of transmission elements guided in the shaft head via a deflection roller. The transmission organs are attached below the cabin.

Die deutsche Auslegeschrift 1 251 925 beschreibt einen selbstfahrenden Aufzug mit Reibradantrieb, der nach dem Spreizprinzip konzipiert ist. Auf der Kabinenoberseite sind Führungs- und Antriebsräder angeordnet, wobei die Antriebsräder mit Federkraft an die Fahrbahn gepresst werden. Das mit dem Gegengewicht über im Schachtkopf angeordnete Umlenkrollen verbundene Uebertragungsorgan ist in der Mitte der Kabinenoberseite befestigt. Die Art der Uebertragungsorganbefestigung bewirkt bei einem Bruch desselben eine Auslösung der Fangvorrichtung.The German layout specification 1 251 925 describes a self-propelled elevator with friction wheel drive, which is designed according to the spreading principle. Guide and drive wheels are arranged on the top of the cabin, the drive wheels being pressed against the road with spring force. The transmission element connected to the counterweight via deflection rollers arranged in the shaft head is fastened in the middle of the top of the cabin. The type of transmission organ attachment causes the safety gear to be triggered if it breaks.

Diese beiden Lösungen weisen als gemeinsames Merkmal auf, dass die Anpresskraft der Reibräder auf die Fahrbahn aktiv mittels einer entsprechend angeordneten Druckfeder ausgeübt wird. Bei Verminderung des Reibraddurchmessers durch Abnützung ist eine Verminderung der Anpresskraft des angetriebenen Reibrades an die Fahrbahn die Folge.A common feature of these two solutions is that the contact pressure of the friction wheels on the road is actively exerted by means of a correspondingly arranged compression spring. If the friction wheel diameter is reduced due to wear, the pressure of the driven friction wheel against the road is reduced.

Der vorliegenden Erfindung liegt die Aufgabe zugrunde eine Einrichtung zu schaffen, durch welche die Anpresskraft von Reibrädern an die Fahrbahn bei selbstfahrenden Aufzügen mit Gegengewicht gewichtsabhängig ausgeübt wird.The present invention has for its object to provide a device by which the pressing force of friction wheels on the roadway in self-propelled lifts with counterweight is exerted depending on the weight.

Diese Aufgabe wird durch die in den Ansprüchen gekennzeichnete Erfindung gelöst.This object is achieved by the invention characterized in the claims.

Die durch die Erfindung erreichten Vorteile sind im wesentlichen darin zu sehen, dass keine speziellen Anpresskonstruktionen benötigt werden und dass, unabhängig vom Abnützungsgrad angetriebener Reibräder, immer der nötige Anpressdruck an die Fahrbahn vorhanden ist.The advantages achieved by the invention are to be seen essentially in the fact that no special contact structures are required and that, regardless of the degree of wear of driven friction wheels, the necessary contact pressure on the roadway is always present.

In den Zeichnungen sind einige Ausführungsbeispiele dargestellt, und es zeigen:

  • Fig.1 eine Befestigungs- und Führungsart des Uebertragungsorganes an einer Kabine mit Spreiz-Reibradantrieb unten mit zwei beweglichen Lenkern,
  • Fig.2 eine weitere Befestigungs- und Führungsart des Uebertragungsorganes an einer Kabine mit Spreiz-Reibradantrieb unten mit zwei beweglichen Lenkern,
  • Fig.3 eine Befestigungs- und Führungsart des Ubertragungsorganes an einer Kabine mit Spreiz-Reibradantrieb unten mit einem beweglichen und einem festen Lenker,
  • Fig.4 eine Befestigungs- und Führungsart des Uebertragungsorganes an einer Kabine mit Klemm-Reibradantrieb unten mit zwei beweglichen Lenkern,
  • Fig.5 eine Befestigungs- und Führungsart des Uebertragungsorganes an einer in Rucksackaufhängung angeordneten Kabine mit Klemm-Reibradantrieb unten und beweglichem Mono-Lenker,
  • Fig.6 eine Befestigungs- und Führungsart des Uebertragungsorganes an einer in Rucksackaufhängung angeordneten Kabine mit Klemm-Reibradantrieb oben und beweglichem Mono-Lenker,
  • Fig.7 eine Befestigungs- und Führungsart des Uebertragungsorganes an einer Kabine mit starrem Klemm-Reibradantrieb und beweglichem Mono-Lenker mit Gegenrolle oberhalb der Kabine und
  • Fig.8 eine Befestigungs- und Führungsart des Uebertragungsorganes am Dreiecklenker eines Klemm-Reibradantriebes unterhalb der Kabine.
Some exemplary embodiments are shown in the drawings and show:
  • 1 shows a type of fastening and guiding of the transmission element on a cabin with an expanding friction wheel drive at the bottom with two movable links,
  • 2 shows another type of fastening and guiding of the transmission element on a cabin with an expanding friction wheel drive at the bottom with two movable links,
  • 3 shows a type of fastening and guiding of the transmission element on a cabin with an expanding friction wheel drive at the bottom with a movable and a fixed handlebar,
  • 4 shows a type of fastening and guiding of the transmission element on a cabin with clamping friction wheel drive at the bottom with two movable links,
  • 5 shows a type of attachment and guidance of the transmission element to a cabin arranged in a backpack suspension with a clamping friction wheel drive at the bottom and a movable mono handlebar,
  • 6 shows a type of attachment and guidance of the transmission element on a cabin arranged in a backpack suspension with a clamping friction wheel drive at the top and a movable mono handlebar,
  • 7 shows a type of attachment and guidance of the transmission element to a cabin with a rigid clamping friction wheel drive and a movable mono handlebar with counter roller above the cabin and
  • 8 shows a type of fastening and guidance of the transmission element on the triangular link of a clamping friction wheel drive below the cabin.

In der Fig.1 ist mit 1 eine Kabine bezeichnet welche an ihrer Unterseite einen Spreiz-Reibradantrieb aufweist mit je am äusseren Ende von beweglichen Lenkern 6 angeordneten Reibrädern 5 auf Reibradachsen 23. Die beweglichen Lenker 6 sind am inneren Ende in einem mit der Kabine 1 fest verbundenen zentralen Drehpunkt 7 schwenkbar gelagert. Von den Reibrädern 5 weist mindestens eines davon einen nicht dargestellten Antrieb auf. In der vorliegenden schematischen Darstellung sind nur zwei Reibräder 5 sichtbar. Eine selbstfahrende Kabine 1 kann je nach Bedarf jedoch mehr als zwei Reibräder 5 aufweisen. Die Reibräder 5 laufen auf seitlichen Fahrbahnen 4. Durch eine definierte Anpresskraft der Reibräder 5 auf die Fahrbahn 4 wird der für den Antrieb der Kabine 1 nötige Reibschluss erzeugt. Zwecks Ausgleich des Kabinengewichtes mit Antrieb und einem Teil der Förderlast ist die Kabine 1 mittels eines Uebertragungsorganes 3, das beispielsweise im Schachtkopf über eine Umlenkrolle 10 geführt ist, mit einem Gegengewicht 2 verbunden. Das Uebertragungsorgan 3 ist kabinenseitig an der linken Reibradachse 23 befestigt, wird vertikal nach oben geführt über eine an der Kabinenunterseite befestigten Umlenkung 8 und verläuft nach dieser Umlenkung schräg nach unten rechts über eine auf der rechten Reibradachse 23 angeordnete Umlenkung 9 und von dieser dann vertikal nach oben zur Umlenkrolle 10 und dann schlussendlich zum Gegengewicht 2. Das Uebertragungsorgan 3 besteht vorzugsweise aus mindestens einem Drahtseil. Es können auch Ketten oder Bänder sein und als Material können irgendwelche Metalle oder Legierungen oder Kunstfasern Verwendung finden.
Durch die dargestellte Art der Führung des Uebertragungsorgans 3 erfolgt durch die Zugkraft in der Erstreckungsrichtung des Uebertragungsorgans (3) ein Anpressen der Reibräder 5 an die Fahrbahn 4. Dieses Anpressen wird durch die Nutzlast verstärkt, wodurch noch eine gewichtsabhängiger Anteil der Anpresskraft erzielt wird.In FIG. 1, 1 designates a cabin which has an expanding friction wheel drive on its underside, with friction wheels 5 arranged on friction wheel axles 23 each on the outer end of movable links 6. The movable links 6 are at the inner end in one with the cabin 1 firmly connected central pivot point 7 pivotally mounted. At least one of the friction wheels 5 has a drive, not shown. Only two friction wheels 5 are visible in the present schematic illustration. A self-driving cabin 1 can, however, have more than two friction wheels 5 as required. The friction wheels 5 run on lateral roadways 4. The frictional engagement necessary for driving the cabin 1 is generated by a defined contact pressure of the friction wheels 5 on the roadway 4. In order to balance the cabin weight with drive and part of the conveying load, the cabin 1 is connected to a counterweight 2 by means of a transmission element 3, which is guided in the shaft head, for example, via a deflection roller 10. The transmission element 3 is fixed on the cabin side to the left friction wheel axis 23, is guided vertically upwards via a deflection 8 fastened to the underside of the cabin and, after this deflection, runs obliquely downwards to the right via a deflection 9 arranged on the right friction wheel axis 23 and then vertically therefrom above to the pulley 10 and then finally to the counterweight 2. The transmission member 3 preferably consists of at least one wire rope. It can also be chains or bands and any metals or alloys or synthetic fibers can be used as the material.
The type of guidance of the transmission member 3 shown results in the friction wheels 5 being pressed against the roadway 4 by the tensile force in the direction of extension of the transmission member (3). This pressing is increased by the payload, whereby a weight-dependent portion of the pressing force is achieved.

Aus der Fig.2 geht hervor, dass das Uebertragungsorgan 3 aus mindestens zwei Teilen besteht. Ein Teil ist wieder an der linken Reibradachse 23 befestigt, führt über die Umlenkung 8 und dann horizontal nach rechts über eine an der unteren rechten Kabinenecke angebrachte Umlenkung 11 und von dieser dann vertikal nach oben. Der zweite Teil des Uebertragungsorganes 3 ist an der rechten Reibradachse 23 befestigt und ist etwas schräg nach oben ebenfalls über die Umlenkung 11 geführt, von wo beide Teile wie bereits erwähnt über die Umlenkrolle 10 mit dem Gegengewicht 2 verbunden sind. Durch die dargestellte Art der Führung des Uebertragungsorgans 3 erfolgt ein vom Kabinengewicht abhängiges Anpressen der Reibräder 5 an die Fahrbahn 4. Der Kräfteausgleich zwischen den mindestens zwei Teilen des Uebertragungsorganes 3 ist durch die übliche federnde Befestigung ihrer Enden gegeben.2 shows that the transmission element 3 consists of at least two parts. A part is again fastened to the left friction wheel axis 23, leads over the deflection 8 and then horizontally to the right via a deflection 11 attached to the lower right corner of the cabin and then vertically upwards therefrom. The second part of the transmission element 3 is fastened to the right friction wheel axis 23 and is also guided somewhat obliquely upwards over the deflection 11, from where, as already mentioned, both parts are connected to the counterweight 2 via the deflection roller 10. The type of guidance of the transmission member 3 shown results in the friction wheels 5 being pressed against the roadway 4 depending on the cabin weight. The balance of forces between the at least two parts of the transmission member 3 is provided by the usual resilient fastening of their ends.

In der Fig.3 ist bei prinzipiell gleichem Antrieb nur ein beweglicher Lenker 6 vorhanden. Linksseitig ist ein starrer Lenker 12 vorgesehen. Das Uebertragungsorgan 3 ist von einem Befestigungspunkt 14 an der Unterseite der Kabine 1 über eine Umlenkung 9 auf der rechten Reibradachse 23 geführt und geht von dort direkt nach oben über die Umlenkrolle 10 zum Gegengewicht 2. Durch die dargestellte Art der Führung des Uebertragungsorgans 3 erfolgt ein vom Kabinengewicht abhängiges Anpressen der Reibräder 5 an die Fahrbahn 4.In FIG. 3 there is only one movable link 6 with the same drive in principle. A rigid link 12 is provided on the left. The transmission element 3 is guided from a fastening point 14 on the underside of the cabin 1 via a deflection 9 on the right friction wheel axis 23 and goes from there directly upwards via the deflection roller 10 to the counterweight 2. The type of guidance of the transmission element 3 shown results in a pressing the friction wheels 5 against the roadway 4 depending on the cabin weight.

Bei der Fig.4 handelt es sich um einen Klemm-Reibradantrieb. Die beiden Reibräder 5 werden mittels an Drehpunkten 13 schwenkbar gelagerten Lenkern 6 durch das, über die zwei Umlenkungen 9 auf den Reibradachsen 23 geführte, vom Befestigungspunkt 14 abgehende und über die obere Umlenkrolle 10 geführte und am Gegengewicht 2 befestigte Uebertragungsorgan 3 vom Kabinengewicht abhängig an die als Hohlprofil ausgebildete Fahrbahn 4 mit innenlaufendem Gegengewicht 2 gepresst.4 is a clamping friction wheel drive. The two friction wheels 5 are pivoted at the pivot points 13 by the handlebars 6 through which two Deflections 9 guided on the friction wheel axles 23, departing from the attachment point 14 and guided over the upper deflection roller 10 and fastened to the counterweight 2, depending on the weight of the cabin, are pressed against the roadway 4 formed as a hollow profile with an inner counterweight 2.

Bei der Fig.5 handelt es sich um eine selbstfahrende Kabine 1 in sogenannter Rucksackanordnung. Der unterhalb der Kabine 1 angebrachte Reibradantrieb arbeitet ebenfalls nach dem Klemmprinzip, jedoch mit dem Unterschied zur vorhergegangenen Fig.4, dass ein im zentralen Drehpunkt 7 gelagerter Dreieckslenker 15 im Winkel das Reibrad 5 und am Ende des kürzeren Schenkels 24 die Gegendruckrolle 16 aufweist. An der Oberseite ist die Kabine 1 mit vorder- und rückseitig der Fahrbahn 4 laufenden Führungsrollen 17 geführt. Die Fahrbahn 4 kann beispielsweise als Doppel-T-Profil ausgebildet sein. Das Uebertragungsorgan 3 ist hier direkt etwa in der Mitte des kürzeren Schenkels 24 des Dreiecklenkers 15 befestigt und führt von dort über die obere Umlenkrolle 10 zum Gegengewicht 2. Die Befestigungposition des Uebertragungsorgans (3) ergibt hier ebenfalls ein vom Kabinenwicht abhängiges Anpressen des Reibrades 5 an die Fahrbahn 4.5 is a self-propelled cabin 1 in a so-called backpack arrangement. The friction wheel drive attached below the cabin 1 also works according to the clamping principle, but with the difference from the previous FIG. 4 that a wishbone 15 mounted in the central pivot point 7 has the friction wheel 5 at an angle and the counterpressure roller 16 at the end of the shorter leg 24. At the top, the cabin 1 is guided with guide rollers 17 running on the front and rear of the carriageway 4. The roadway 4 can be designed, for example, as a double-T profile. The transmission element 3 is fastened here approximately in the middle of the shorter leg 24 of the triangular link 15 and leads from there via the upper deflection roller 10 to the counterweight 2. The fastening position of the transmission element (3) also results in a pressing of the friction wheel 5 depending on the cabin weight the lane 4.

Die Fig.6 zeigt prinzipiell die gleiche Antriebsdisposition wie Fig.5, jedoch mit dem Unterschied, dass sich der Antrieb oberhalb der Kabine 1 befindet. Ein verlängerter Lenkerhebel 18 ist im zentralen Drehpunkt 7 gelagert, weist nach etwa zwei Drittel Länge nach rechts das Reibrad 5 und am Ende rechts die Gegendruckrolle 16 auf. Eine zusätzliche Führungsrolle 19 ist an der Unterseite der Kabine 1 angebracht. Das Uebertragungsorgan 3 ist direkt an der Reibradachse 23 befestigt. Bezüglich Anpresskraft an die Fahrbahn 4 wird hier der gleiche Effekt wie bei Fig.5 erzielt.6 shows in principle the same drive disposition as in FIG. 5, but with the difference that the drive is located above the cabin 1. An extended control arm 18 is mounted in the central pivot 7, has the friction wheel 5 to the right after about two thirds of the length and the counter-pressure roller 16 at the end on the right. An additional guide roller 19 is attached to the underside of the cabin 1. The transmission element 3 is attached directly to the friction wheel axis 23. The same effect as in FIG.

Bei der Fig.7 sind das Reibrad 5 und die Gegendruckrolle 16 separat angeordnet. Das Reibrad 5 ist in einem fix montierten Lagersupport 22 gelagert. Die Gegendruckrolle 16 befindet sich am linken Ende eines etwa mittig in einem Lenkerdrehpunkt 20 gelagerten Lenkerhebels 21. Das Uebertragungsorgan 3 greift am rechten Ende des Lenkerhebels 21 an und bewirkt eine gewichts- und hebelverhältnisabhängige Anpressung von Reibrad 5 und Gegendruckrolle 16 an die als Hohlprofil ausgebildete Fahrbahn 4 mit dem innenlaufenden Gegengewicht 2.7, the friction wheel 5 and the counter pressure roller 16 are arranged separately. The friction wheel 5 is mounted in a fixed mounting support 22. The counter pressure roller 16 is located located at the left end of a handlebar lever 21, which is mounted approximately in the center in a handlebar pivot point 20. The transmission element 3 engages at the right end of the handlebar lever 21 and effects a weight and lever ratio-dependent pressing of the friction wheel 5 and counterpressure roller 16 against the roadway 4, which is designed as a hollow profile, with the inner running Counterweight 2.

In der Fig. 8 ist eine weitere Antriebsdisposition nach dem Klemmprinzip dargestellt, wobei der bewegliche Dreieckslenker 15 am Ende des kurzen Schenkels 24 im Lenkerdrehpunkt 13 seitlich unten gelagert ist und das Ende des langen Schenkels des Dreieckslenkers 15 mit dem Uebertragungsorgan 3 verbunden ist. Das im Winkel des Dreieckslenkers 15 gelagerte rechtsseitige Reibrad 5 wird durch den Zug des Uebertragungsorgans 3 auf die Fahrbahn 4 gedrückt, wobei dessen Druck durch das in einem Lagesupport 22 starr gelagerte zweite linksseitige, als Gegendruckrolle arbeitende Reibrad 5 auf der gegenüberliegenden Fahrbahn 4 aufgefangen wird. Es können beide Reibräder 5 oder nur eines der beiden angetrieben sein.8 shows a further drive disposition according to the clamping principle, the movable wishbone 15 being supported laterally at the bottom at the end of the short leg 24 at the handlebar pivot 13 and the end of the long leg of the wishbone 15 being connected to the transmission element 3. The right-hand friction wheel 5, which is mounted at the angle of the wishbone 15, is pressed onto the roadway 4 by the train of the transmission member 3, the pressure of which is absorbed by the second left-hand friction wheel 5, which acts rigidly in a position support 22 and acts as a counter-pressure roller, on the opposite roadway 4. Both friction wheels 5 or only one of the two can be driven.

Die Funktion der erfindungsgemässen Einrichtung geht weitgehend aus der vorangegangenen Figurenbeschreibung hervor. Der Befestigungsort und die Führungsart des Uebertragungsorgans 3 an der Kabine 1 und am Antrieb ergibt die gewünschte gewichtsabhängige Anpressung der Reibräder 5 an die Fahrbahn 4. Die gewichtsabhängige Anpressung entspricht dem physikalischen Zwang, den Reibschluss bei höheren Förderlasten zu verbessern.The function of the device according to the invention is largely apparent from the preceding description of the figures. The place of attachment and the type of guidance of the transmission member 3 on the cabin 1 and on the drive result in the desired weight-dependent pressing of the friction wheels 5 on the roadway 4. The weight-dependent pressing corresponds to the physical constraint to improve the frictional connection at higher conveying loads.

Für das Uebertragungsorgan 3 können, wie teilweise bereits erwähnt, Seile, Ketten oder Bänder aus beliebigen Materialien verwendet werden. Die Umlenkungen 8, 9 und 11 müssen nur bedingt drehbar sein, weil mit einiger Sicherheit angenommen werden kann, dass die für den Kräfteausgleich nötige Gleitbewegungen an den Umlenkungen auch durch entsprechende Ausbildung und eventueller Schmierung stattfinden können.As already mentioned in part, ropes, chains or tapes made of any materials can be used for the transmission element 3. The deflections 8, 9 and 11 have to be able to be rotated only to a limited extent, because it can be assumed with some certainty that the sliding movements on the deflections required for the balancing of forces can also take place by appropriate training and possible lubrication.

Die Winkel der Lenkerhebel 6 zur Horizontalen können so gewählt werden, dass die allein durch das Kabinengewicht gegebene horizontal auf die Fahrbahn 4 wirkende Spreiz- bzw. Anpresskraftkomponente der Reibräder 5 genügend gross ist, um die Kabine 1 auch ohne unterstützende Anpressung durch das Uebertragungsorgan 3 mit dem Gegengewicht 2 in jeder Lage sicher zu halten.The angles of the handlebar levers 6 to the horizontal can be chosen so that the spreading or contact force component of the friction wheels 5 acting horizontally on the roadway 4 solely by the cabin weight is sufficiently large to accommodate the cabin 1 even without supporting pressure from the transmission member 3 to hold the counterweight 2 safely in any position.

Claims (7)

Aufzug mit selbstfahrender Kabine (1), die einen Reibradantrieb mit mindestens einem an eine Fahrbahn (4) anpressbaren Reibrad (5) aufweist, welches mittels eines gelenkig an der Kabine (1) angebrachten Lenkers (6,15,18,22) mehr oder weniger stark anpressbar ist und welche Kabine (1) durch ein Ubertragungsorgan (3) mit einem Gegengewicht (3) verbunden ist, dadurch gekennzeichnet, dass das Uebertragungsorgan (3) so mit dem das Reibrad (5) oder deren Gegendruckrolle tragenden Lenker (6,15,18,21) verbunden oder diesen beeinflussend umgelenkt (9) ist, dass die Zugkraft im Uebertragungsorgan (3) im Sinne einer etwa horizontal gerichteten Anpresskraft des Reibrades (5) oder dessen Gegendruckrolle (16) auf die Fahrbahn (4) einwirkt.Elevator with a self-propelled car (1), which has a friction wheel drive with at least one friction wheel (5) that can be pressed onto a roadway (4), which friction wheel (6, 15, 18, 22) is attached to the car (1) in an articulated manner is less pressable and which cabin (1) is connected by a transmission member (3) to a counterweight (3), characterized in that the transmission member (3) is thus connected to the handlebar (6, 6) carrying the friction wheel (5) or its counter-pressure roller. 15, 18, 21) or deflecting to influence this (9), the tensile force in the transmission element (3) acts on the roadway (4) in the sense of an approximately horizontally directed contact pressure of the friction wheel (5) or its counter-pressure roller (16). Aufzug nach Anspruch 1, dadurch gekennzeichnet, dass der Winkel zwischen der Erstreckungsrichtung des Uebertragungsorgans (3) und der Richtung des gelenking an der Kabine (1) angebrachten Lenkers (6, 21) bzw. dem Teil des Lenkers (15, 18) zwischen Verbindungspunkt des Uebertragungsorgans (3) mit dem Lenker (18) bzw. Schenkel (24) und Andruckrolle (16) weniger als 90° beträgt.Elevator according to claim 1, characterized in that the angle between the direction of extension of the transmission member (3) and the direction of the link (6, 21) or the part of the link (15, 18) attached to the cabin (1) between the connection point of the transmission member (3) with the handlebar (18) or leg (24) and pressure roller (16) is less than 90 °. Aufzug nach Anspruch 1 oder 2, dadurch gekennzeiochnet, dass der Lenker (6, 15, 18, 21) um einen Drehpunkt (7, 13, 20) schwenkbar an der Kabine (1) angelenkt ist.Elevator according to claim 1 or 2, characterized in that the control arm (6, 15, 18, 21) is articulated on the car (1) so as to be pivotable about a pivot point (7, 13, 20). Aufzug nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass das Uebertragungsorgan (3) auf die Drehachse (23) des oder der Reibräder (5) einwirkt.Elevator according to claim 1 or 2, characterized in that the transmission member (3) acts on the axis of rotation (23) of the friction wheel or wheels (5). Aufzug nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass der Lenker (18,21) als Hebel ausgebildet ist und das Uebertragungsorgan (3) direkt an dem Lenker (21) befestigt ist.Elevator according to claim 1 or 2, characterized in that the link (18, 21) is designed as a lever and the transmission element (3) is attached directly to the link (21). Aufzug nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass das Uebertragungsorgan (3) an einem starr mit dem Dreieckslenker (15) verbundenen Schenkel (24) befestigt ist.Elevator according to claim 1 or 2, characterized in that the transmission member (3) is attached to a leg (24) rigidly connected to the wishbone (15). Aufzug nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass das Uebertragungsorgan (3) am längeren Schenkel des Dreickslenkers (15) befestigt ist.Elevator according to claim 1 or 2, characterized in that the transmission member (3) is attached to the longer leg of the triangular link (15).
EP94107439A 1994-05-13 1994-05-13 Self-propelled elevator Ceased EP0681984A1 (en)

Priority Applications (17)

Application Number Priority Date Filing Date Title
EP94107439A EP0681984A1 (en) 1994-05-13 1994-05-13 Self-propelled elevator
CA002146722A CA2146722A1 (en) 1994-05-13 1995-04-10 Automotive lift
TW084103551A TW271431B (en) 1994-05-13 1995-04-12
CZ951030A CZ282397B6 (en) 1994-05-13 1995-04-21 Elevator with its own drive
PL95308285A PL308285A1 (en) 1994-05-13 1995-04-21 Mobile crane
JP7105834A JPH07309555A (en) 1994-05-13 1995-04-28 Automatic lift
NZ272010A NZ272010A (en) 1994-05-13 1995-04-28 Friction wheel drive automotive cage lift
TR00549/95A TR28498A (en) 1994-05-13 1995-05-05 Self-propelled elevator.
ZA953781A ZA953781B (en) 1994-05-13 1995-05-10 Automotive lift
AU17996/95A AU696625B2 (en) 1994-05-13 1995-05-11 Lift with self-propelled lift cage
US08/438,774 US5636712A (en) 1994-05-13 1995-05-11 Apparatus for driving a self-propelled elevator
FI952286A FI952286A (en) 1994-05-13 1995-05-11 Elevator
CN95105376A CN1040966C (en) 1994-05-13 1995-05-11 Automotive lift
KR1019950011661A KR950031862A (en) 1994-05-13 1995-05-12 Elevator with automatic cage
HU9501408A HU213993B (en) 1994-05-13 1995-05-12 Self-propelled lift
NO951901A NO951901L (en) 1994-05-13 1995-05-12 Self-propelled elevator
BR9502033A BR9502033A (en) 1994-05-13 1995-05-12 Self-propelled lift

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP94107439A EP0681984A1 (en) 1994-05-13 1994-05-13 Self-propelled elevator

Publications (1)

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EP0681984A1 true EP0681984A1 (en) 1995-11-15

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EP94107439A Ceased EP0681984A1 (en) 1994-05-13 1994-05-13 Self-propelled elevator

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US (1) US5636712A (en)
EP (1) EP0681984A1 (en)
JP (1) JPH07309555A (en)
KR (1) KR950031862A (en)
CN (1) CN1040966C (en)
AU (1) AU696625B2 (en)
BR (1) BR9502033A (en)
CA (1) CA2146722A1 (en)
CZ (1) CZ282397B6 (en)
FI (1) FI952286A (en)
HU (1) HU213993B (en)
NO (1) NO951901L (en)
NZ (1) NZ272010A (en)
PL (1) PL308285A1 (en)
TR (1) TR28498A (en)
TW (1) TW271431B (en)
ZA (1) ZA953781B (en)

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EP1860051A1 (en) * 2006-05-24 2007-11-28 Inventio Ag Elevator with Frictional Drive
US8235178B2 (en) 2006-05-24 2012-08-07 Inventio Ag Elevator with frictional drive
DE102018203156A1 (en) * 2018-03-02 2019-09-05 Thyssenkrupp Ag Device for lifting a load in a shaft with a spreading system
CN113213311A (en) * 2020-01-21 2021-08-06 奥的斯电梯公司 Cantilever type climbing elevator

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FR2750687B1 (en) * 1996-07-02 1998-11-06 Kadoche Emile DRIVE DEVICE FOR ELEVATOR
US5931265A (en) * 1997-03-27 1999-08-03 Otis Elevator Company Rope climbing elevator
WO1999016694A2 (en) * 1997-10-01 1999-04-08 Wittur Aufzugteile Gmbh & Co. Preassembled elevator shaft
US7874404B1 (en) * 1998-09-29 2011-01-25 Otis Elevator Company Elevator system having drive motor located between elevator car and hoistway sidewall
US6085874A (en) * 1998-12-22 2000-07-11 Otis Elevator Company Rail-climbing elevator counterweight having flat machines
US6202793B1 (en) * 1998-12-22 2001-03-20 Richard N. Fargo Elevator machine with counter-rotating rotors
KR100365323B1 (en) * 1999-12-16 2002-12-18 엘지 오티스 엘리베이터 유한회사 Elevator system
DE10193023D2 (en) * 2000-07-29 2003-05-08 Alpha Getriebebau Gmbh Elevator cabin with a traction sheave drive machine integrated into this
JP5172837B2 (en) * 2006-07-24 2013-03-27 オーチス エレベータ カンパニー elevator
JP5951038B2 (en) * 2012-10-22 2016-07-13 三菱電機株式会社 Elevator suspension equipment
EP3421407A1 (en) * 2017-06-16 2019-01-02 Otis Elevator Company Rope-climbing self propelled elevator system
US20220364380A1 (en) * 2019-08-27 2022-11-17 Mitsubishi Electric Corporation Conveying device
EP4077193A1 (en) * 2019-12-18 2022-10-26 Inventio Ag Method for erecting a lift installation
US20210221647A1 (en) * 2020-01-21 2021-07-22 Otis Elevator Company Climbing elevator with load-based traction force

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Also Published As

Publication number Publication date
NZ272010A (en) 1996-05-28
FI952286A (en) 1995-11-14
HUT71972A (en) 1996-02-28
HU213993B (en) 1997-11-28
CN1040966C (en) 1998-12-02
CZ103095A3 (en) 1995-12-13
KR950031862A (en) 1995-12-20
PL308285A1 (en) 1995-11-27
HU9501408D0 (en) 1995-06-28
NO951901D0 (en) 1995-05-12
AU1799695A (en) 1995-11-23
CA2146722A1 (en) 1995-11-14
TR28498A (en) 1996-09-02
NO951901L (en) 1995-11-14
TW271431B (en) 1996-03-01
US5636712A (en) 1997-06-10
ZA953781B (en) 1996-01-16
CN1117015A (en) 1996-02-21
FI952286A0 (en) 1995-05-11
JPH07309555A (en) 1995-11-28
BR9502033A (en) 1995-12-26
AU696625B2 (en) 1998-09-17
CZ282397B6 (en) 1997-07-16

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