EP1748016B1 - System comprising traction means for moving an elevator car and corresponding traction means - Google Patents

Description

The invention relates to an elevator system, according to the preamble of claim 1 with means for driving an elevator car. The invention also relates to a method according to claim 10 for providing an overrun protection in an elevator installation.

Elevator systems have suspension means to carry an elevator car and to be able to set in motion. For this purpose, the support means typically runs around a traction sheave, which is driven by a drive. In most cases, at least one counterweight is provided and elevator car and counterweight move in opposite directions as soon as the drive sets the traction sheave in motion. The traction between the traction sheave and the support means is designed so that even when the elevator car is loaded, the rotation of the traction sheave is converted as far as possible into a movement of the suspension element.

In today's elevator systems, the elevator cabs are lighter than in conventional systems. Therefore, there is a risk that in case of failure of the drive control, the traction sheave is further driven and an empty, or nearly empty, elevator car is also transported towards an upper shaft end, when the counterweight is already driven onto a buffer and not for lifting the Elevator car contributes. However, a distance between the car and the shaft end must always be ensured, since this distance defines a shelter, which protects assembly personnel, for example, from getting trapped. Penetration of the elevator car into this shelter must be prevented. This problem is reinforced by the fact that the modern suspension means are provided with sheathing or surface profiles that allow high traction because of the high friction coefficients.

JP06087574 discloses a solution where by means of switches an approach of an elevator car to the shaft end is monitored and WO0183352 discloses a suspension means to an elevator installation, which has markings, which can be recognized by a reading device and which allow a position determination of the elevator car without security risks.

The object of the invention is therefore to provide a reliable solution for use in an elevator system, which makes it possible to avoid pulling up the empty or nearly empty elevator car (called overrun), if there is a failure of the drive control, a faulty manipulation or other error in the Elevator system is coming. In addition, the invention should also be used to prevent overrunning of the counterweight in an elevator shaft.

This object is achieved according to the invention for an elevator installation by the features of claim 1.

This object is achieved by a method according to the invention with the features of claim 10.

Preferred embodiments of the invention are defined by claims 2 to 9 dependent on claim 1 and claims 11 and 12 dependent on claim 10.

Fig. 1A

eine schematische schnittansicht einer Aufzugsanlage gemäss Erfindung, wobei sich eine Aufzugskabine in ei- ner unteren Endposition im Aufzugsschacht befindet;

Fig. 1B

eine schematische Schnittansicht der Aufzugsanlage nach Fig. 1A, wobei sich die Aufzugskabine in einer oberen Endposition im Aufzugsschacht befindet;

Fig. 1C

eine schematische Schnittansicht der Aufzugsanlage nach Fig. 1A, wobei die Aufzugskabine in einer Überfahrsituation gezeigt ist;

Fig. 2

eine schematische Ansicht einer weiteren Aufzugsanlage gemäss Erfindung;

Fig. 3

eine schematische, perspektivische Ansicht eines Abschnitts eines ersten riemenartigen Tragmittels gemäss Erfindung;

Fig. 4

eine schematische Seitenansicht eines Abschnitts eines zweiten riemenartigen Tragmittels gemäss Erfindung.

The invention will now be described in detail by way of examples and with reference to the drawings. Show it:

Fig. 1A

a schematic sectional view of an elevator system according to the invention, wherein an elevator car is in a lower end position in the elevator shaft;

Fig. 1B

a schematic sectional view of the elevator system according to Fig. 1A wherein the elevator car is in an upper end position in the elevator shaft;

Fig. 1C

a schematic sectional view of the elevator system according to Fig. 1A wherein the elevator car is shown in a crossover situation;

Fig. 2

a schematic view of another elevator installation according to the invention;

Fig. 3

a schematic, perspective view of a portion of a first belt-like support means according to the invention;

Fig. 4

a schematic side view of a portion of a second belt-like support means according to the invention.

The same and similar or equivalent components are provided in all figures with the same reference numerals.

In the FIGS. 1A to 1C a first embodiment of the invention is shown. It is in the in the FIGS. 1A to 1C Example shown to a conventional elevator installation 10, which comprises an elevator car 11, which is supported by a support means 13, supported and moved. The support means 13 is arranged so that it is attached to both free ends in or on the elevator shaft 14. These attachment points are labeled F. Viewed from the first attachment point F, the suspension element 13 extends downwards along the elevator shaft 14. Then it undermines the elevator car 11, which has rollers 11.2. On the other side of the elevator car 11, the support means 13 extends upwards and wraps around a traction sheave 16, which can be driven by a motor 15, for example. Viewed from the traction sheave 16, the support means 13 again extends downwards, wraps around a counterweight roller 12. 2, on which the counterweight 12 hangs, and extends from there to the second fixed point F.

In the illustrated embodiment, a shaft ceiling 14.1 or a kind of bridge or support is arranged at the upper end of the shaft, which can carry parts of the drive. This will be the one for the Elevator car 11 passable area limited to the top, wherein in the elevator shaft 14, an uppermost position (in Fig. 1B and 1C with X) is defined, which may not be run over. Of course, the invention is not limited to elevators with engine room, but it is also applicable to machine roomless elevators. In addition, buffers 11.1 are provided for the elevator car 11 and buffer 12.1 for the counterweight 12.

In the FIGS. 1A to 1C is indicated that the support means 13 comprises a safety portion 17 which is arranged so that the safety portion 17 interacts with the traction sheave 16 when the elevator car 11 approaches after passing over the upper position X the upper shaft end 14.1 or when the counterweight 12 after passing over an upper position W approaches the upper shaft end 14.1. According to the invention, the safety portion 17 is designed so that slippage results from the interaction between the traction sheave 16 and the support means 13. As a result, a retraction of the cabin in the uppermost region of the shaft is impossible. The following descriptions essentially refer to driving over the elevator car 11. By analogy, underneath, without mentioning it in any special way, is understood to mean driving over the counterweight 12 in the opposite direction as well.
Slipping describes a condition in which the traction sheave 16 rotates without the support means 13 resting on the traction sheave 16 making a significant movement. A frictional force generated between the traction sheave 16 and the support means 13 or safety area 17 is insufficient to move the suspension element 13. This state of slipping can also be referred to as large slippage.
With slippage, the behavior of a technical element - in this case the support belt 13 - which actually synchronized to another element - in this case, the traction sheave 16 - should be moved, but in which the movement deviates from this synchronous ratio, called. As a rule, the driven element always "lags" behind the driving element. During normal operation of a lift this slip is very small.

The function of the rollover protection is now based on Fig. 1C explained in more detail, in contrast to the two in the Figures 1A and 1B shown "normal states" shows the moment of crossing the upper position X.

In Fig. 1C is schematically indicated the moment when in an inventive elevator system 10, the elevator car 11 passes over the upper position X. This can occur, for example, because the drive is defective and does not stop in the usual way when the elevator car 11 has reached the top floor. When the drive 15 continues to run, the traction sheave 16 pulls the support means 13 and thus also the elevator car 11 further upwards.

According to the invention, the support means 13 has a safety section 17 which is arranged so that this safety section 17 interacts with the traction sheave 16 when the elevator car 11 approaches the upper shaft end (eg 14.1). In Fig. 1C a state is shown in which the safety portion 17 of the support means 13 has already accumulated on the traction sheave 16. Since the safety portion 17 is deliberately designed so that between the traction sheave 16 and the support means 13 results in heavy slip, the drive is no longer able to carry the elevator car 11 further up.

1. (1) das Gegengewicht 12 zieht nicht mehr an dem Tragmitteltrumm 13.1, nach dem die Aufzugskabine 11 die oberste Position X überfahren hat, da das Gegengewicht 12 auf einem Gegengewichtspuffer 12.1 aufsitzt. In Fig. 1C ist angedeutet, dass ab dem Aufsetzten des Gegengewichts 12 auf dem Puffer 12.1 kein Zug mehr auf dem Trumm 13.1 ist.
2. (2) die Aufzugskabine 11 bringt ein gewisses Mindestgesamtgewicht auf, das eine nach unten gerichtete Gegenkraft G an dem Tragmitteltrumm 13.2 bewirkt.

Das bedeutet, dass der Sicherheitsabschnitt 17 so ausgeführt werden muss, dass auch bei einer leeren Aufzugskabine 11, oder bei einer nur leicht beladenen Aufzugskabine 11, sich stark ausgeprägter Schlupf einstellt, sobald der Sicherheitsabschnitt 17 mit der Treibscheibe 16 in Wechselwirkung tritt.
Da zu diesem Zeitpunkt das Gegengewicht 12 auf dem Gegengewichtspuffer 12.1 aufsitzt, und demzufolge lediglich die Masse des gegengewichtsseitigen Tragmitteltrumms 13.1 auf der Seite des Gegengewichtes auf die Treibscheibe 16 wirkt, wird ein maximal zulässiger Reibwert zwischen Sicherheitsabschnitt 17 und Treibscheibe 16 vom Verhältnis des Gewichtes der leeren Aufzugskabine 11 zum Gewicht des gegengewichtsseitigen Tragmitteltrumms 13.1 abgeleitet. Selbstverständlich ist dabei die jeweilige Aufhängungsart, ein Umschlingungswinkel, etc. zu berücksichtigen. Der Sicherheitsabschnitt 17 ist entsprechend ausgeführt.In this case, the security section 17 is designed so that the slippage occurs under the following conditions:

1. (1) the counterweight 12 no longer pulls on the Tragmitteltrumm 13.1, after the elevator car 11 has crossed over the uppermost position X, since the counterweight 12 is seated on a counterweight buffer 12.1. In Fig. 1C is indicated that from the placement of the counterweight 12 on the buffer 12.1 no train on the Trumm 13.1 is.
2. (2) the elevator car 11 applies a certain minimum total weight, which causes a downward counterforce G on the Tragmitteltrumm 13.2.

This means that the safety section 17 must be designed so that even with an empty elevator car 11, or in an only slightly loaded elevator car 11, sets very strong slip as soon as the safety portion 17 interacts with the traction sheave 16.
Since at this time, the counterweight 12 is seated on the counterweight buffer 12.1, and consequently only the mass of the counterweight Tragitteltrumms 13.1 acts on the side of the counterweight on the traction sheave 16, a maximum permissible coefficient of friction between the safety section 17 and pulley 16 from the ratio of the weight of the empty Elevator car 11 derived to the weight of the counterweight side Tragmitteltrumms 13.1. Of course, the respective type of suspension, a wrap angle, etc. must be taken into account. The security section 17 is executed accordingly.

In Fig. 2 another elevator installation 10 according to the invention is shown. In this case, the suspension element 13 is connected to the elevator car 11 at one end F1 and to the counterweight 12 at the other end F2. It is therefore not an elevator installation 10 with looping of the elevator car 11. In this type of configuration as well, a suspension element 13 according to the invention can be used. The safety portion 17 is provided, as shown, at least at one point of the support means 13 which is at a distance A from the end F1 of the support means. The distance A is dependent on the data of the elevator installation. The to Available shaft head height, the arrangement and design of the drive or the driving speed and other data ultimately determine this distance A. A second security section 17 can be performed at a comparable distance to the end F2 of the support means, as in Fig. 2 indicated. This reliably prevents the counterweight 12 from being passed over in the shaft head when the elevator car 11 is seated on the cabin-side buffers 11.1.

In a particularly preferred embodiment of the invention, the safety section 17 has a longitudinal extent L (parallel to a longitudinal axis Y of the suspension element 17) which corresponds at least to 3.14 (Pi) times the value of the radius R of the traction sheave 16. However, these figures only apply to elevator systems in which the support means 13 wraps around the traction sheave with 180 degrees.
The determination of the longitudinal extent L of the safety section 17 takes place taking into account the traction sheave radius R, a wrap angle of the traction sheave, a permissible override path, a buffer stroke and the consideration of dynamic stopping distances and a safety margin. The length L of the security portion 17 is designed in any case so that the support means can not rock back and forth due to dynamic processes between the security section 17 and the rest of the suspension element area. In an example implemented, the length of the safety section 17 is 200 mm, with a traction wheel radius R of 35 mm.

The invention can be applied to both belt-like support means 13, as in Fig. 3 shown, as well as on rope-like support means, for example, coated steel cables, or the like apply.

If belt-like support means 13 are used, they generally have longitudinal or transverse ribs on one side as a surface structure. This in Fig. 3 shown belt-like Supporting means 13 has a poly-V structure with several parallel to the longitudinal axis Y of the support means 13 extending longitudinal ribs 13.3. In a preferred embodiment, the longitudinal or transverse ribs in the region of the security section 17 are designed differently or are completely absent. Fig. 3 shows an embodiment in which one of the longitudinal ribs 13.5 extends over the entire length of the support means 13 (including the length L of the security section 17). The other longitudinal ribs have an interruption in the region of the safety section 17. By such an embodiment of the support means 13 on the one hand ensures that even if the safety portion 17 of the support means 13 interacts with the traction sheave 16 sufficient lateral guidance is ensured by the longitudinal rib 13.5, while on the other hand to a "deliberate slippage" of the support means due deliberately provoked slippage occurs because the traction between the traction sheave 16 and the safety section 17 is less than between another section of the suspension element 13 and the traction sheave 16.

In Fig. 4 is another inventive, belt-like support means 13 is shown. In the illustrated support means 13 is a kind of toothed belt with teeth 13.6, which extend perpendicular to the longitudinal direction Y of the support means 13. Die Tragmittel 13 sind in der Zeichnung dargestellt. In the area of the safety section 17, which has the length L, the surface structure of the support means 13 is changed so as to reduce the traction between a traction sheave 16 and the support means 13 when the safety section 17 runs onto the traction sheave 16. In the example shown, the teeth 13.6 of the toothed belt were reduced in their tooth height, or approximately removed.

In another embodiment, the belt-like support means 13 in the region of the security section 17 comprises a traction-reducing coating. This also allows targeted Traction be reduced to trigger when slipping over.

Very particular preference is given to belt-like support means 13 in which both the surface structure in the region of the safety section 17 and the surface properties (for example by the application of a traction-reducing coating, such as a lubricant) have been changed.

Thus, for example, with a spray on the support means 13 well-adhering lubricant can be applied, which changes the surface property in the security section 17. Advantageously, the adjacent areas of the support means 13 are previously covered by a protective tape or stencil. The protective tape or stencil can be removed after a certain drying time of the adhesive lubricant.

This method is particularly advantageous because after installation of an elevator installation, the system can be measured or tried to then determine the position of the security section 17 on the support means 13 can. Then, as described, suburb the security section can be "made" and tested after the lubricant has dried.

Come rope-like support means 13 are used, then are particularly suitable support means 13, which include a traktionsvermindernde coating in the region of the security section 17.

According to the invention, support means 13 are also provided which are specially designed for use in an elevator installation 10. In the design of the support means 13, the factors mentioned above (weight of the elevator car, wrap around the traction sheave 16, condition of the traction sheave 16, etc.) must be taken into account. In order to ensure the safety effect when driving over, the inventive suspension means 13 must have a Security section 17 and in the region of this security section 17 have a different surface structure and / or texture as in other lengths of the support means 13th

Preferably, the longitudinal extent L of the security section 17 runs parallel to the longitudinal axis Y of the suspension element 13. The ratio between the linear expansion L and the total length of the suspension element 13 depends on the delivery height, the type of elevator suspension and the traction sheave radius R. For example, at a delivery height of 20m the suspension element 13 with suspended cabin (See Fig. 2 ) about 50m long. With a traction sheave radius of 35 mm results in a length L of the security section 17 of preferably about 200mm. The length expansion ratio between the security portion 17 and the total length of the support means 13 is thus 0.2 / 50 = 0.4% in this example.

In all these considerations, however, it must always be considered that attaching or providing the safety section 17 does not jeopardize the carrying capacity of the suspension element 13. For this purpose, a belt-like support means 13 may for example be equipped with steel cables 13.4 or steel strands, as in Fig. 3 shown.

The invention is made possible in that the section of the suspension element where the safety section 17 is provided only in an emergency situation, namely when driving over the upper position X interacts with the traction sheave in interaction. In normal operation, it never happens that the safety section 17 runs on the traction sheave 16.

Preferably, the elevator system is designed so that by a runtime control and / or a slip control and / or torque monitoring or other safety circuits of Drive is switched off as soon as the interaction between safety section 17 and traction sheave 16 occurs. Torque monitoring detects, for example, that, as a result of a sudden torque change - because the propulsion suddenly changes - the motor current changes rapidly and shuts down the drive. By these additional measures, but also especially by the arrangement of the inventive security section 17, the elevator system is protected from further damage, such as excessive heating of the drive and the suspension means.
If the traction sheave 16 slips through, for example, in an elevator installation without a safety section 17, a strong heating of the respective suspension element area occurs in a short time, which may lead to the melting of a sheathing of the suspension element in the contact area between the suspension element and the traction sheave. The execution of the safety area 17 with the traction-reducing measures shown reduces the friction work and thus this heat load significantly.

Claims (12)

1. Lift installation (10) with support means (13) and drive pulley (16) for driving the support means (13), wherein the support means (13) at least partly loops around the drive pulley (16), characterised in that the support means (13) comprises a safety section (17) which produces a slipping through by interaction between the drive pulley (16) and the safety section (17) of the support means (13).
2. Lift installation (10) according to claim 1, characterised in that the support means (13) has in the region of the safety section (17) a surface structure and/or surface property different than in other length sections of the support means (13).
3. Lift installation (10) according to claim 1 or 2, characterised in that the safety section (17) has parallel to a longitudinal axis of the support means (17) a length (L) corresponding with at least 3.14 (B) times the radius (R) of the drive pulley (16).
4. Lift installation (10) according to claim 1, 2 or 3, characterised in that the support means (13) is a belt-like support means.
5. Lift installation (10) according to claim 1, 2 or 3, characterised in that the support means (13) is a cable-like support means.
6. Lift installation (10) according to claim 4, characterised in that belt-like support means (13) has longitudinal or transverse ribs as surface structure, wherein the longitudinal or transverse ribs are of different construction or entirely absent in the region of the safety section (17).
7. Lift installation (10) according to claim 4 or 6, characterised in that the belt-like support means (13) comprises a traction-reducing coating in the region of the safety section (17).
8. Lift installation (10) according to claim 5, characterised in that the cable-like support means (13) comprises a traction-reducing coating in the region of the safety section (17).
9. Lift installation (10) according to one of claims 1 to 8, characterised in that the safety section (17) interacts with the drive pulley (16) when the lift cage (11) after overrunning an upper position (X) or a counterweight (12) after overrunning an upper position (W) approaches an upper shaft end (14.1).
10. Method of providing overrun protection in a lift installation (10) with a support means (13) and a driven drive pulley (16) for driving the support means (13), wherein the support means (13) at least partly loops around the drive pulley (16), characterised by the following steps:

    - establishing a safety section (17) at the support means (13),

    - covering a part of the support means (13) by means of protective tape or template, wherein the part covered by means of protective tape or template adjoins the safety section (17),

    - applying a slide means, which adheres to the support means (13), in the region of the safety section (17) and

    - removing the protective tape or the template.
11. Method according to claim 10, characterised in that the slide means is sprayed on.
12. Method according to claim 10 or 11, characterised in that the safety section (17) is so arranged that the safety section (17) interacts with the drive pulley (16) when a lift cage (11) after overrunning an upper position (X) or a counterweight (12) after overrunning an upper position (W) approaches an upper shaft end (14.1), wherein a slipping through results in the region of the safety section (17) through the interaction between the drive pulley (16) and the support means (13).

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