EP1468950B1 - Linear motor drive, elevator having said drive and method for using said drive - Google Patents

Abstract

The elevator drive (10) has a linear motor with a secondary part (3) displaced between 2 primary parts (1,1'; 2,2') via guide elements (6,6'; 7,7') provided by the latter, at least one compensation device (5) providing a compensation normal force in opposition to the normal force between each primary part and the secondary part, e.g. via springs (5.1,5.2). Also included are Independent claims for the following: an operating method for a linear motor elevator drive; an elevator with at least one elevator cabin having a linear motor drive.

Description

The invention relates to a drive with a linear motor, a lift with this drive and method for operating this drive according to the definition of the independent claims.

EP-A-0503980 discloses a drive with a linear motor, which linear motor has a secondary part between a first primary part and a second primary part. The width of air gaps between the primary parts and the secondary part remains constant and thus this linear motor does not take over a braking function. Accordingly, in an elevator with this drive, the functions of the holding and trapping brake are realized by specialized assemblies.

A first object of the present invention is to provide a drive with a linear motor, which drive also performs a braking function. A second object of this invention is to provide a method of operating this drive. A third object of this invention is to provide an elevator with such a drive.

These objects are achieved by the invention according to the definition of the independent patent claims. Further advantageous features of the invention are defined in the dependent claims.

• In einem ersten Betriebsmodus ist der Linearmotor desaktiviert und einzig die kompensierende Normalkraft des Kompensationsmittels die Primärteile vom Sekundärteil beabstandet, was den Antrieb haltend führt. Die Breite der Luftspalte ist frei wählbar maximal bzw. minimal eingestellt.
• In einem zweiten Betriebsmodus ist der Linearmotor aktiviert und die Breite der Luftspalte zwischen den Primärteilen und dem Sekundärteil ist maximal eingestellt. Die anziehende Normalkraft zwischen den Primärteilen und dem Sekundärteil ist dann klein, was den Antrieb haltend führt.
• In einem dritten Betriebsmodus ist der Linearmotor aktiviert und die Breite der Luftspalte zwischen den Primärteilen und dem Sekundärteil ist minimal eingestellt. Die anziehende Normalkraft zwischen den Primärteilen und dem Sekundärteil ist dann gross, was den Antrieb bremst.
• In einem vierten Betriebsmodus wird das Kompensationsmittel desaktiviert und die Primärteile werden mit der voll anziehenden Normalkraft des Linearmotors gegen das Sekundärteil gedrückt, was den Antrieb im Fang bremst.

The drive is guided or braked by a total normal force, which is composed of the attractive normal force between the primary parts and the secondary part minus the compensating normal force of the compensating means. The invention makes use of the large attractive normal force present in linear drives so as to achieve a braking function of the drive. For purposefully changing the total normal force, a) a reciprocating movement of the primary parts with respect to the secondary part via actuators to vary a width of air gaps between the primary parts and the secondary part or b) advantageously activating or deactivating the linear motor. The width of the air gaps is determined along the direction of action transverse to the direction of movement of the drive. The following four operating modes are distinguished:

• In a first mode of operation of the linear motor is deactivated and only the compensating normal force of the compensation means the primary parts spaced from the secondary part, which keeps the drive holding. The width of the air gaps is freely selectable maximum or minimum set.
• In a second operating mode, the linear motor is activated and the width of the air gaps between the primary parts and the secondary part is set at a maximum. The attractive normal force between the primary parts and the secondary part is then small, which keeps the drive holding.
• In a third operating mode, the linear motor is activated and the width of the air gaps between the primary parts and the secondary part is set to a minimum. The attractive normal force between the primary parts and the secondary part is then large, which brakes the drive.
• In a fourth operating mode, the compensating means is deactivated and the primary parts are pressed against the secondary part with the fully attractive normal force of the linear motor, which brakes the drive in the catch.

The elevator has at least one cabin for moving people or goods with this drive. The drive advantageously consists of several series-connected linear motors. Drives with diverse overall performance can be thus put together according to the modular principle with little effort and low cost. The width of the air gaps between the primary parts and the secondary part of each linear motor is individually controlled, so that unwanted, the linear motor damaging contacts of the primary parts with the secondary part or performance variations due to changes in the width of the air gaps can be avoided.

Fig. 1

eine schematische Darstellung im Schnitt eines Teils des Antriebs,

Fig. 2

eine perspektivische Ansicht eines Teils des Antriebs,

Fig. 3

eine schematische Darstellung einer ersten Ausführungsform des Aufzugs entlang der Bewegungsrichtung dessen Antriebs,

Fig. 4

eine schematische Darstellung einer zweiten Ausführungsform des Aufzugs entlang der Bewegungsrichtung dessen Antriebs, und

Fig. 5

eine schematische Darstellung einer dritten Ausführungsform des Aufzugs entlang der Bewegungsrichtung dessen Antriebs.

In the following, exemplary embodiments of the invention will be described with reference to FIG Fig. 1 to 5 explained in detail. Hereby shows:

Fig. 1

a schematic representation in section of a part of the drive,

Fig. 2

a perspective view of a part of the drive,

Fig. 3

a schematic representation of a first embodiment of the elevator along the direction of movement of the drive,

Fig. 4

a schematic representation of a second embodiment of the elevator along the direction of the drive, and

Fig. 5

a schematic representation of a third embodiment of the elevator along the direction of the drive.

The Fig. 1 and 2 show schematic representations of an embodiment of the drive 10th The drive has at least one linear motor, in which at least one first primary part 1, 1 ' and at least one second primary part 2, 2' are spaced from each other in a plane XY by a secondary part 3 . On a first side of the secondary part there are first primary parts, on a second side of the secondary part are second primary parts. According to Fig. 1 the drive has two linear motors, a first linear motor consists of a first pair of primary parts 1, 2 to the secondary part 3, a second linear motor consists of a second pair of primary parts 1 ', 2' to the secondary part 3. The linear motor is a synchronous linear motor whose primary parts are excited by permanent magnets of the secondary part. Any known permanent magnets can be used. The primary parts have windings through which an electric current can flow in a known manner. When current flows between each of the primary parts and the Abutment an attractive normal force along a direction of action Y transverse to the direction of movement of the drive. If no electric current flows, the linear motor is deactivated. A residual normal force acting between the secondary part and the currentless primary parts is neglected in the context of this description.

1. a) die Gesamtantriebseinheit ist einfach und rasch an die Vielfälten vom Kunden gewünschten Gesamtleistungen anzupassen,
2. b) diese Vielfältigen Gesamtleistungen werden durch die Reihenschaltung identischer Linearmotoren mit niedrigen Kosten erreicht,
3. c) Ungeradheiten des Sekundärteils haben auf die Mehrzahl von relativ kurzen Primärteile keine nachteilige Wirkung. Jeder Linearmotor wird individuell geführt und eine Breite von Luftspalten zwischen den Primärteilen und dem Sekundärteil kontrolliert beibehalten, was unerwünschte, den Linearmotor beschädigende Berührungen der Primärteile mit dem Sekundärteil sowie Leistungsschwankungen aufgrund von Änderungen der Breite der Luftspalte vermeidet.

For example. the drive consists of any number of linear motors, which are arranged along a direction of movement X of the drive in series. So corresponds Fig. 2 of the Fig. 1 , with the difference that in Fig. 2 two drive units according Fig. 1 connected in series to a total drive unit. Depending on the desired overall performance, this total drive unit is thus composed of several relatively short linear motors in the modular principle. This has three advantages:

1. a) the total drive unit is easy and quick to adapt to the many needs of the customer,
2. b) these diverse overall performances are achieved by the series connection of identical linear motors with low costs,
3. c) Oddities of the secondary part have no detrimental effect on the plurality of relatively short primary parts. Each linear motor is individually guided and maintains a width of air gaps between the primary parts and the secondary part controlled, which avoids unwanted, the linear motor damaging contacts of the primary parts with the secondary part and power fluctuations due to changes in the width of the air gaps.

The drive 10 has a support means 4 , which carries support means all components of the drive with the exception of the secondary part. According to Fig. 1 and 2 is the supporting means of two struts 4.1, 4.2, a first L ängsverstrebung 4.1 arranged on the first side of the secondary part and a second stringer is 4.2 arranged on the second side of the secondary part. The support means is rigid and, for example, executed in metal. The Längsverstrebungen are connected by means of at least one U-shaped cross brace 4.3 in the direction of action Y.

The drive 10 is guided over at least one guide element 6, 6 ', 7, 7 ' along the secondary part. According to Fig. 1 is in each primary part 1, 1 ', 2, 2', a guide element 6, 6 ', 7, 7' attached. The guide elements are mounted in pairs on both sides of the secondary part in end portions of the primary parts and mounted on eccentric shafts 11, 11 ', 12, 12' . With these four guide elements there is a uniformly distributed and stable guidance of the drive along the secondary part.

The drive 10 has at least one compensating means 5 which acts with a compensating normal force against the attractive normal force between each of the primary parts and the secondary part. According to Fig. 1 the compensation means is a first spring 5.1, whose spring ends on the first side of the secondary part first primary parts 1, 1 ' connects to each other and pushes away from the secondary part. The compensating means is a second spring 5.1, whose spring ends on the second side of the secondary part second primary parts of the secondary part pushes away. The compensation means is arranged substantially along the direction of movement of the drive. The compensation agent is made of known and proven elastic materials such as metal. Advantageously, the compensation means is mounted in the suspension means and bears the compensation means the primary parts. For example. the first and second springs are mounted in end portions of the U-shaped cross brace. For example. the first spring carries the first primary parts and the second spring carries the second primary parts.

The drive 10 is held and braked via at least one brake element 8, 8 ', 9, 9' on the secondary part. According to Fig. 1 is in each primary part 1, 1 ', 2, 2' a brake elements 8, 8 ', 9, 9' attached. The brake elements are arranged in pairs on both sides of the secondary part. Each brake element is connected via a brake lever 8.1 , 8.1 ', 9.1, 9.1' with the support means 4 . Each of the brake levers has first and second brake lever ends. The first brake lever end is mounted on a shaft 13, 13 ', 14, 14' in the respective primary part, the second brake lever end is with connected to the support means. With these four brake elements is a uniformly distributed and stable braking of the drive along the secondary part.

The eccentric shafts 11, 11 ', 12, 12' can be rotated by means of at least one actuator 15, 15 ', 16, 16' in the plane XY about a control axis Z. According to Fig. 1 Each eccentric shaft is rotated by an actuator. The actuators are electric motors which rotate the eccentric shafts back and forth by one setting angle. In a first end position, the guide elements are in direct contact with the secondary part and the brake elements are without contact to the secondary part. In a second end position, the guide elements are without contact to the secondary part and the brake elements are in direct contact with the secondary part. In the de-energized state of the actuators, the eccentric rotate automatically under the action of the attractive normal force back to the second end position until the brake elements rest on the abutment. The braking function and the catching function of the drive takes place by friction on the secondary part. The guide elements and the brake elements are linings, rollers, rollers, balls, etc., which consist of known materials such as metal, ceramic, hard rubber, etc. When using rollers, rollers, balls for the guide elements, they have a rolling friction on the secondary part. When using pads for the brake elements, they have a sliding friction on the secondary part. With knowledge of the present invention, it is also possible to use actuators which are actuated not electrically but hydraulically or pneumatically or by means of a Bowden cable.

By turning the eccentric shafts 11, 11 ', 12, 12' back and forth, the primary parts 1, 1 ', 2, 2' are moved toward the secondary part 3 or moved away from the secondary part 3 . The compensating means 5 is not affected by the back and forth of the eccentric waves. The back and forth of the eccentric shafts is in Fig. 1 indicated by curved double arrows. As a result, the width of air gaps between the primary parts and the secondary part is changed. The width of the air gaps changes along a direction of action transverse to the direction of movement of the drive. In the first end position, where the guide elements cause the drive in contact with the secondary part, the width of the air gaps is maximum and the attractive normal force between the primary parts and the secondary part is small. In the second end position, where the brake elements hold the drive in contact with the secondary part, the width of the air gaps is minimal and the attractive normal force z between the primary parts and the secondary part is large. For example. The width of the air gaps is changed continuously, whereby the attractive normal force is continuously reduced or increased accordingly. For example. the attractive normal force is as small as possible in the first end position and in the second end position the pulling normal force is the greatest possible.

When rotating the eccentric shaft, the second brake lever ends form fixed points that do not change their distance to the secondary part 3 , while the first brake lever ends, which are mounted in the primary parts, change their distance to the secondary part. Brake lever length 84 denotes the distance between the first and second brake lever ends. Brake length 83 denotes the distance between the projection of the brake elements on the connecting end of the brake lever ends and the second brake lever end. Depending on the size of the ratio of the brake lever length divided by the braking length, the brake elements are pressed with a lever against the secondary part. According to Fig. 1 the ratio of the lever is 2: 1. In the second end position, where the brake elements hold the drive in contact with the secondary part, the compensating normal force of the compensating means 5 acts as a braking force amplified by this lever.

The drive 10 has at least one catch trigger 4.5, 4.5 ' , which holds the compensation means 5 at least partially in the primary parts 1, 1, 2, 2' . The catch trigger can be brought into two positions. In a normal operating position, the compensation means is activated and the catch trigger maintains the bias of the compensation means. In a catch position the compensation means is deactivated and the catch trigger has released the bias of the compensation means. According to Fig. 1 If the compensating means consists of a spring 5.1 , which connects the primary parts 1, 1 ' and a spring 5.2, which the primary parts 2, 2' combines. Each spring is tensioned with at least one spring end of a catch trigger in a primary part. The catch trigger has at least one support which holds the spring ends in the direction of action Y and pushes the primary parts away from the secondary part. The deactivation of the catch trigger takes place in a known manner mechanically or electrically. According to Fig. 1 the catch trigger for deactivation is mechanically rotated about the adjusting axis Z. The pad slips thereby laterally from the spring end and the spring relaxes accordingly. When the compensating normal force of the compensating means is removed, the attractive normal force of the primary parts comes into full effect and becomes correspondingly large due to the minimally wide air gaps. The drive is then pressed only with the attractive normal force of the primary parts against the secondary part. The brake elements brake by friction on the secondary part, which performs a catch function. With this catch function, a car or a counterweight is decelerated and held at an overspeed.

Fig. 3 to 5 show three schematic representations of embodiments of the elevator 100 , which is driven by the drive 10 . According to Fig. 3 the drive directly drives at least one cab 20 for moving persons or goods of the elevator. According to Fig. 4 the drive directly drives at least one counterweight 30 , wherein the car and counterweight are connected via at least one connecting means 40 . The lanyard is a rope or belt with at least one load-bearing steel, aramid, etc. cable. Both the car and the counterweight are moved with a 2: 1 suspension. The connecting means is deflected over a plurality of deflection rollers 41, 42, 43, 44 . A first diverting pulley 41 is mounted on the counterweight, at least a second diverting pulley 42 is mounted in the wellhead and third and fourth diverting pulleys 43, 44 are mounted on the cabin. Fig. 5 corresponds to Fig. 4 , with the difference that only the counterweight is 2: 1 umgehängt while the cabin is 1: 1 umgehängt. In this way, the counterweight is moved at half the speed of the car.

The secondary part 3 is at least one guide rail for the elevator. According to Fig. 3 The cab is moved as a backpack cabin with two drives along two guide rails, which guide rails extend over the entire length of a shaft in a building. According to 4 and 5 the counterweight is moved with a drive along a single guide rail, which extends a guide rail over the entire length of the shaft.

• Erstens wird durch Anordnung des Antriebs im Gegengewicht das Kabinengewicht um das Eigengewicht des Antriebs reduziert. Dadurch wird ein Antrieb mit entsprechend reduzierter Antriebsleistung benötigt, was kostengünstig ist.
• Zweitens wird durch Verbindung der Kabine mit dem Gegenwicht die vom Antrieb zu verfahrende Last reduziert. Typischerweise lautet die Auslegung des Gegengewichts gleich Kabinenleergewicht plus halbe Nutzlast. Dadurch wird ein Antrieb mit entsprechend reduzierter Antriebsleistung benötigt, was kostengünstig ist.

The elevator 100 with cabin 10 and counterweight 20 according to Fig. 4 has two advantages:

• First, by placing the counterweight of the drive, the cabin weight is reduced by the weight of the drive. This requires a drive with correspondingly reduced drive power, which is cost-effective.
• Second, connecting the cab to the counterweight reduces the load to be traveled by the operator. Typically, the design of the counterweight is equal to cabin empty weight plus half payload. This requires a drive with correspondingly reduced drive power, which is cost-effective.

• Nur das Gegengewicht wird mit einer 2:1 Umhängung verfahren, die Kabine wird hingegen mit 1:1 Umhängung verfahren. Das Gegengewicht wird somit nur über die halbe Länge des Schachts verfahren, während die Kabine mit doppelt so hoher Geschwindigkeit wie diejenige des Gegengewichts über die ganze Länge des Schachts verfahren wird. Dadurch wird Sekundärteil mit entsprechend halbierter Länge benötigt, was kostengünstig ist.

In addition to these advantages of the embodiment according to Fig. 4 the elevator has 100 with cabin 10 and counterweight 20 according to Fig. 5 the advantage:

• Only the counterweight is moved with a 2: 1 suspension, the cabin, however, is moved with 1: 1 suspension. The counterweight is thus moved only over half the length of the shaft, while the cabin is moved twice as fast as that of the counterweight over the entire length of the shaft. As a result, secondary part is required with correspondingly halved length, which is inexpensive.

• So ist es möglich, einen einzigen Antrieb an der Kabine anzubringen und Kabine und Gegengewicht in 1:1 Umhängung zu verfahren. Dadurch wird nur ein einziger Antrieb mit entsprechen der Umhängung reduzierter Antriebsleistung benötigt, was kostengünstig ist.
• Schliesslich ist es möglich, die Kabine bzw. das Gegengewicht mit höheren Graden der Umhängung wie 4:1 zu verfahren.

With knowledge of the present invention, of course, a combination of these two embodiments of the elevator is possible. The expert has many options here:

• So it is possible to attach a single drive to the cabin and to move the car and counterweight in 1: 1 hanger. As a result, only a single drive with corresponding to the suspension reduced drive power is needed, which is inexpensive.
• Finally, it is possible to move the car or counterweight with higher levels of hitching as 4: 1.

Claims (14)

1. Drive (10) with at least one linear motor, which linear motor comprises a secondary part (3) between a first primary part (1, 1') and a second primary part (2, 2'), wherein the primary parts are separated from the secondary part by air gaps and the drive comprises at least one compensation means (5) which acts by a compensating normal force against an attractive normal force between each of the primary parts and the secondary part, characterised in that the width of the air gaps between the primary parts and the secondary part is variable by reciprocating movement of the primary parts relative to the secondary part by way of setting elements (15, 15', 16, 16').
2. Drive according to claim 1, characterised in that the compensation means carries the primary parts.
3. Drive according to claim 1, characterised in that the primary parts carry at least one guide element (6, 6', 7, 7') which guides the drive along the secondary part and that the primary parts carry at least one brake element (8, 8', 9, 9') which holds and brakes the drive along the secondary part.
4. Drive according to claim 3, characterised in that the primary parts carry at least one setting element (15, 15', 16, 16') which moves the guide element and/or the brake element towards the secondary part or away from the secondary part and brings it or them into contact with the secondary part.
5. Drive according to claim 4, characterised in that the air gaps which change in the width thereof by movement of the guide element and/or the brake element towards and away from the secondary part.
6. Drive according to claim 5, characterised in that the width of the air gaps is at a maximum and the attractive normal force between the primary parts and the secondary part is small in a first end setting where the guide element guides the drive into contact with the secondary part and the width of the air gaps is at a minimum and the attractive normal force between the primary parts and the secondary part is large in a second end setting where the brake element keeps the drive in contact with the secondary part.
7. Drive according to claim 4, characterised in that the setting elements do not move the compensation means towards or away from the secondary part, that the brake element is connected by way of a brake lever (8.1, 8.1', 9.1, 9.1') with a support means (4) and that the brake element presses by a lever against the secondary part.
8. Drive according to claim 2, characterised in that the support means comprises at least one safety brake trigger (4.5, 4.5'), that the activated safety brake trigger fixes the compensation means, which is biased by the compensating normal force, at least partly in the primary parts and that the deactivated safety brake trigger releases the compensating normal force of the compensation means.
9. Drive according to one of claims 1 to 8, characterised in that the drive comprises a plurality of linear motors connected in series.
10. Method of operating a drive (10) with at least one linear motor, which linear motor comprises a secondary part (3) between a first primary part (1, 1') and a second primary part (2, 2'), wherein the primary parts are separated from the secondary part by air gaps, an attractive normal force acts between each of the primary parts and the secondary part along a direction (Y) of action transverse to the direction (X) of movement of the drive and at least one compensation means (5) acts against this attractive normal force by a compensating normal force, characterised in that the width of air gaps between the primary parts and secondary part is varied by reciprocating movement of the primary parts relative to the secondary part by way of setting elements (15, 15', 16, 16').
11. Method according to claim 10, characterised in that in a first operating mode the linear motor is deactivated and solely the compensating normal force of the compensation means spaces the primary parts from the secondary part, which guides the drive in holding manner, and/or that in a second operating mode the linear motor is activated and a width of air gaps between the primary parts and the secondary part is set to a maximum, which reduces the attractive normal force between the primary parts and the secondary part and guides the drive in holding manner, and/or that in a third operating mode the linear motor is activated and a width of air gaps between the primary parts and the secondary part is set to a minimum, which increases the attractive normal force between the primary parts and secondary part and brakes the drive, and/or that in a fourth operating mode the compensation means is deactivated and the primary parts are pressed by the full attractive normal force of the linear motor against the secondary part, which brakes the drive.
12. Lift (100) with at least one cage (20) for moving persons or goods, with a drive (10), which comprises at least one linear motor with a secondary part (3) between a first primary part (1, 1') and a second primary part (2, 2'), wherein the primary parts are separated from the secondary part by air gaps and the drive comprises at least one compensation means (5) which acts by a compensating normal force against an attractive normal force between each of the primary parts and the secondary part, characterised in that the width of the air gaps between the primary parts and the secondary part is variable by reciprocating movement of the primary parts relative to the secondary part by way of setting elements (15, 15', 16, 16').
13. Lift according to claim 12, characterised in that the drive drives the cage directly and/or that the drive drives a counterweight (30) directly.
14. Lift according to claim 13, characterised in that the cage and the counterweight are connected by way of at least one connecting means (40) and/or that the drive moves the cage or the counterweight with a 2:1 slinging and/or that the drive moves the cage or the counterweight with a 1:1 slinging and/or that the secondary part extends over the entire length of the shaft and/or that the secondary part extends over half the length of the shaft.

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