EP1468950B1 - Entrainement avec moteur linéaire, ascenseur comprenant cet entrainement et méthode d'utilisation de cet entrainement - Google Patents

Entrainement avec moteur linéaire, ascenseur comprenant cet entrainement et méthode d'utilisation de cet entrainement Download PDF

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Publication number
EP1468950B1
EP1468950B1 EP04008042A EP04008042A EP1468950B1 EP 1468950 B1 EP1468950 B1 EP 1468950B1 EP 04008042 A EP04008042 A EP 04008042A EP 04008042 A EP04008042 A EP 04008042A EP 1468950 B1 EP1468950 B1 EP 1468950B1
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EP
European Patent Office
Prior art keywords
secondary part
drive
primary parts
normal force
primary
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Expired - Lifetime
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EP04008042A
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German (de)
English (en)
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EP1468950A1 (fr
Inventor
Johannes Kocher
Jörg Evertz
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Inventio AG
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Inventio AG
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Classifications

    • 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
    • B66B11/04—Driving gear ; Details thereof, e.g. seals
    • 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
    • B66B11/04—Driving gear ; Details thereof, e.g. seals
    • B66B11/0407—Driving gear ; Details thereof, e.g. seals actuated by an electrical linear motor

Definitions

  • 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.
  • 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.
  • 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 .
  • 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.
  • the primary parts have windings through which an electric current can flow in a known manner.
  • an electric current can flow in a known manner.
  • 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.
  • the drive 10 has a support means 4 , which carries support means all components of the drive with the exception of the secondary part.
  • a support means 4 which carries support means all components of the drive with the exception of the secondary part.
  • Fig. 1 and 2 is the supporting means of two struts 4.1, 4.2, a first L ticasverstrebung 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 Leksverstrebonne 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.
  • 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.
  • 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.
  • the compensation means is mounted in the suspension means and bears the compensation means the primary parts.
  • the first and second springs are mounted in end portions of the U-shaped cross brace.
  • 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.
  • 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.
  • 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.
  • the guide elements are in direct contact with the secondary part and the brake elements are without contact to the secondary part.
  • the brake elements are in direct contact with the secondary part.
  • the eccentric 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.
  • rollers, rollers, balls for the guide elements they have a rolling friction on the secondary part.
  • pads for the brake elements they have a sliding friction on the secondary part.
  • actuators which are actuated not electrically but hydraulically or pneumatically or by means of a Bowden cable.
  • the eccentric shafts 11, 11 ', 12, 12' 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.
  • 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.
  • the width of the air gaps is minimal and the attractive normal force z between the primary parts and the secondary part is large.
  • the width of the air gaps is changed continuously, whereby the attractive normal force is continuously reduced or increased accordingly.
  • 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.
  • the second brake lever ends 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.
  • 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.
  • 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.
  • 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.
  • 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 .
  • the drive directly drives at least one cab 20 for moving persons or goods of the elevator.
  • 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 umge gleich while the cabin is 1: 1 umgehormon. 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.
  • 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.
  • the counterweight is moved with a drive along a single guide rail, which extends a guide rail over the entire length of the shaft.

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  • Engineering & Computer Science (AREA)
  • Civil Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Structural Engineering (AREA)
  • Types And Forms Of Lifts (AREA)
  • Cage And Drive Apparatuses For Elevators (AREA)
  • Linear Motors (AREA)
  • Elevator Control (AREA)
  • Control Of Linear Motors (AREA)

Claims (14)

  1. Entraînement (10) avec au moins un moteur linéaire, lequel moteur linéaire comporte un élément secondaire (3) entre un premier élément primaire (1, 1') et un second élément primaire (2, 2'), les éléments primaires étant séparés de l'élément secondaire par des entrefers et l'entraînement comportant au moins un moyen de compensation (5) qui agit avec une force normale de compensation à l'encontre d'une force normale d'attraction entre les éléments primaires et l'élément secondaire,
    caractérisé en ce que la largeur des entrefers entre les éléments primaires et l'élément secondaire est variable grâce au mouvement de va-et-vient des éléments primaires par rapport à l'élément secondaire, grâce à des actionneurs (15, 15', 16, 16').
  2. Entraînement selon la revendication 1,
    caractérisé en ce que le moyen de compensation porte les éléments primaires.
  3. Entraînement selon la revendication 1,
    caractérisé en ce que les éléments primaires portent au moins un élément de guidage (6, 6', 7, 7'), lequel élément de guidage guide l'entraînement le long de l'élément secondaire, et en ce que les éléments primaires portent au moins un élément de freinage (8, 8', 9, 9') qui arrête et freine l'entraînement le long de l'élément secondaire.
  4. Entraînement selon la revendication 3,
    caractérisé en ce que les éléments primaires portent au moins un actionneur (15, 15', 16, 16'), lequel actionneur rapproche ou éloigne l'élément de guidage et/ou l'élément de freinage de l'élément secondaire et l'amène en contact avec celui-ci.
  5. Entraînement selon la revendication 4,
    caractérisé en ce que la largeur des entrefers varie du fait du rapprochement et de l'éloignement de l'élément de guidage et/ou de l'élément de frein par rapport à l'élément secondaire.
  6. Entraînement selon la revendication 5,
    caractérisé en ce que dans une première position de fin de course, dans laquelle l'élément de guidage amène l'entraînement en contact avec l'élément secondaire, la largeur des entrefers est maximale et la force normale d'attraction entre les éléments primaires et l'élément secondaire est faible, et
    en ce que dans une seconde position de fin de course, dans laquelle l'élément de freinage maintient l'entraînement en contact avec l'élément secondaire, la largeur des entrefers est minimale et la force normale d'attraction entre les éléments primaires et l'élément secondaire est élevée.
  7. Entraînement selon la revendication 4,
    caractérisé en ce que les actionneurs ne rapprochent pas ni n'éloignent le moyen de compensation de l'élément secondaire,
    en ce que l'élément de freinage est relié à un support (4) par l'intermédiaire d'un levier de frein (8.1, 8.1', 9.1, 9.1'), et en ce que l'élément de freinage appuie avec un levier contre l'élément secondaire.
  8. Entraînement selon la revendication 2,
    caractérisé en ce que le support comporte au moins un déclencheur de blocage (4.5, 4.5'),
    en ce que le déclencheur de blocage activé immobilise au moins partiellement dans les éléments primaires le moyen de compensation contraint avec la force normale de compensation, et
    en ce que le déclencheur de blocage désactivé supprime la force normale de compensation du moyen de compensation.
  9. Entraînement selon l'une des revendications 1 à 8, caractérisé en ce que l'entraînement comporte plusieurs moteurs linéaires montés en série.
  10. Procédé pour faire fonctionner un entraînement (10) avec au moins un moteur linéaire, lequel moteur linéaire comporte un élément secondaire (3) entre un premier élément primaire (1, 1') et un second élément primaire (2, 2'), les éléments primaires étant séparés de l'élément secondaire par des entrefers,
    une force normale d'attraction agissant entre chacun des éléments primaires et l'élément secondaire le long d'un sens d'action (Y), transversalement par rapport au sens de déplacement (X) de l'entraînement, et
    au moins un moyen de compensation (5) agissant avec une force normale de compensation à l'encontre de cette force normale d'attraction,
    caractérisé en ce que la largeur des entrefers entre les éléments primaires et l'élément secondaire est modifiée grâce au mouvement de va-et-vient des éléments primaires par rapport à l'élément secondaire, grâce à des actionneurs (15, 15', 16, 16').
  11. Procédé selon la revendication 10, caractérisé en ce que dans un premier mode de fonctionnement, le moteur linéaire est désactivé et seule la force normale de compensation du moyen de compensation espace les éléments primaires par rapport à l'élément secondaire, ce qui arrête l'entraînement, et/ou
    en ce que dans un deuxième mode de fonctionnement, le moteur linéaire est activé et une largeur d'entrefers entre les éléments primaires et l'élément secondaire est réglée au maximum, ce qui réduit la force normale d'attraction entre les éléments primaires et l'élément secondaire et arrête l'entraînement, et/ou
    en ce que dans un troisième mode de fonctionnement, le moteur linéaire est activé et une largeur d'entrefers entre les éléments primaires et l'élément secondaire est réglée au minimum, ce qui augmente la force normale d'attraction entre les éléments primaires et l'élément secondaire et freine l'entraînement, et/ou
    en ce que dans un quatrième mode de fonctionnement, le moyen de compensation est désactivé et les éléments primaires sont poussés vers l'élément secondaire avec la force normale d'attraction totale du moteur linéaire, ce qui freine l'entraînement.
  12. Ascenseur (100) avec au moins une cabine (20) pour déplacer des personnes et des produits, comportant un entraînement (10) qui comprend au moins un moteur linéaire avec un élément secondaire (3) entre un premier élément primaire (1, 1') et un second élément primaire (2, 2'), les éléments primaires étant séparés de l'élément secondaire par des entrefers, et
    l'entraînement comportant au moins un moyen de compensation, lequel moyen de compensation (5) agit avec une force normale de compensation à l'encontre d'une force normale d'attraction entre chacun des éléments primaires et l'élément secondaire,
    caractérisé en ce que la largeur des entrefers entre les éléments primaires et l'élément secondaire est variable grâce au mouvement de va-et-vient des éléments primaires par rapport à l'élément secondaire, grâce à des actionneurs (15, 15', 16, 16').
  13. Ascenseur selon la revendication 12, caractérisé en ce que l'entraînement entraîne directement la cabine et/ou en ce que l'entraînement entraîne directement un contrepoids (30).
  14. Ascenseur selon la revendication 13, caractérisé en ce que la cabine et le contrepoids sont reliés par au moins un moyen de liaison (40),
    et/ou en ce que l'entraînement déplace la cabine ou le contrepoids avec une suspension 2:1,
    et/ou en ce que l'entraînement déplace la cabine ou le contrepoids avec une suspension 1:1,
    et/ou en ce que l'élément secondaire s'étend sur toute la longueur de la gaine d'ascenseur,
    et/ou en ce que l'élément secondaire s'étend sur la moitié de la longueur de la gaine.
EP04008042A 2003-04-14 2004-04-02 Entrainement avec moteur linéaire, ascenseur comprenant cet entrainement et méthode d'utilisation de cet entrainement Expired - Lifetime EP1468950B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP04008042A EP1468950B1 (fr) 2003-04-14 2004-04-02 Entrainement avec moteur linéaire, ascenseur comprenant cet entrainement et méthode d'utilisation de cet entrainement

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP03405257 2003-04-14
EP03405257 2003-04-14
EP04008042A EP1468950B1 (fr) 2003-04-14 2004-04-02 Entrainement avec moteur linéaire, ascenseur comprenant cet entrainement et méthode d'utilisation de cet entrainement

Publications (2)

Publication Number Publication Date
EP1468950A1 EP1468950A1 (fr) 2004-10-20
EP1468950B1 true EP1468950B1 (fr) 2008-05-14

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Country Status (8)

Country Link
US (1) US7478706B2 (fr)
EP (1) EP1468950B1 (fr)
JP (1) JP4613027B2 (fr)
KR (1) KR101169621B1 (fr)
CN (1) CN1315713C (fr)
AT (1) ATE395294T1 (fr)
CA (1) CA2464150C (fr)
DE (1) DE502004007106D1 (fr)

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US7478706B2 (en) 2009-01-20
DE502004007106D1 (de) 2008-06-26
KR20040089576A (ko) 2004-10-21
ATE395294T1 (de) 2008-05-15
CA2464150A1 (fr) 2004-10-14
JP4613027B2 (ja) 2011-01-12
CN1537800A (zh) 2004-10-20
CA2464150C (fr) 2012-01-10
CN1315713C (zh) 2007-05-16
EP1468950A1 (fr) 2004-10-20
KR101169621B1 (ko) 2012-07-30
JP2004357494A (ja) 2004-12-16
US20040216960A1 (en) 2004-11-04

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