EP1818303B1 - Machine room-less elevator. - Google Patents

Abstract

The lift consists of a lift cabin (1) traveling on guide rails (2), suspended in 2:1 ratio in diverting rollers on the rail side. A counterweight (10) is on carrier cables (3) running over the drive body (4) to the diverting rollers (5) on the cabin. The carrier cables on the cabin side are diverted by individual spatially separated diverting rollers with separate axles (7).

Description

The invention relates to a machine room-less propulsion unit lift with an elevator car, which is movable along arranged on one side of the elevator car cabin guide rails.

Usual Treibkörperaufzüge, also referred to as traction sheave lifts or cable lifts are, for example, in the DE 299 24 429 U1 described. It describes an elevator system which includes an elevator car which can be moved vertically in a lift shaft along guide rails. The guide rails for the elevator car are arranged as a compact kit on one side of the elevator car. This common type is called a backpack hanger or backpack kit. As suspension means a hoist rope is used. The hoist rope runs over a cable pulley installed in the upper region of the hoistway, via a cabin rope pulley arranged on the rail side of the cabin and via a counterweight rope pulley.

The advantage of this arrangement is that a separate engine room to accommodate the traction sheave drive is not required. Furthermore, the backpack construction is advantageous because it is compact and inexpensive. As is customary in elevators and described in the above document, a plurality of adjacent hoisting ropes is used as the suspension means. These juxtaposed individual ropes form a rope bundle or a rope strand, which is guided together via a cabin rope pulley and a counterweight rope pulley. The rope bundle or the strand thus requires a minimum width on these pulleys. If one adds the required width of these pulleys to the shaft layout plus the required safety distance between them and the shaft wall, the total space required for the backpack kit is obtained. Unfavorable in this aforementioned arrangement of the large space requirement in addition to the cabin, which is needed for the accommodation of the pulleys with your resting rope bundles or strands.

To make the best possible use of space, the pulley of the cab, the pulley of the counterweight and the upper pulley can be installed so that their planes of rotation run parallel to the shaft or cabin wall. A problem with this arrangement is when changing from one rim of the pulleys to the other in the vertical direction oblique rope bundle, which is subject by the sloping entry into these pulleys increased wear and damage the pulleys. To reduce this adverse wear on the suspension ropes and pulleys, the sheaves can be installed at an angle to the shaft or cabin wall, which unfavorably requires additional space.

To occupy the space as low as possible, only a hoist can be used. The disadvantage, however, is the very high risk of breakage of this only one hoist rope. This risk can be limited with increased testing, maintenance and control effort on this one hoist rope.

Another possible embodiment is in WO 02/059028 A2 explained. Unfortunately, this design also requires the large space requirement described above in addition to the cabin required for housing the pulleys with their overlying rope bundles or strands. The Suspension ratio of cab and counterweight is given in this document as 3: 1 or higher.

An elevator, in which a suspension element total strand divides into two suspension element sub-strands, which are deflected at two deflection rollers located on the cabin, was already in 1928 in US 1,730,974 described. The cabin-side pulleys are located above the elevator car. The arrangement described was chosen to accommodate unevenly distributed loads by a clever support means guide cheaper and prevent tilting of the elevator car. A disadvantage of the arrangement of the deflection rollers described in this patent is that a lot of space, especially in the upper region of the elevator shaft, is required. By arranged over the cab pulleys and the additional pulleys in the pit head passing the elevator car on the drive is impossible.

In US 2006/0016641 A1 a lift is described in which the pulleys are arranged under the cabin floor. At least 4 pulleys under the cab are required. The reason for this rope guide is an optimal balancing of the cabin. The suspension of the support means takes place on several sides, so that a cabin with 3 inputs is not feasible. The arrangement of the drive within the cabin area does not allow optimal use of the elevator shaft space.

The elevator car after EP-A-1 319 627 is managed centrally. There is no backpack design. The drive shaft is arranged vertically to the shaft. The drive is flat and located in the top part of the elevator shaft. It is not possible to drive by the elevator car on the drive. To attach the guide rails next to the cabin many Components needed. The assembly effort is great and there is space in the elevator shaft given away. Access via three pages is also impossible here.

In EP 1 520 831 A1 is described a traction sheave elevator in backpack design. Two suspension element strands lead from the counterweight 4 via a deflection roller 8 to the driving body 5 of a hoisting machine 20 and from the driving body 5 via further deflection rollers 8 in two suspension element strands 9 to further deflection rollers 6, which are connected to the elevator car.

The aim of this invention is the elimination of the aforementioned problems.

The invention has for its object to disclose an elevator of the type mentioned, which is as compact as possible and the cabin dimension as large as possible in relation to the cross-sectional area of the elevator shaft. It should be achieved high security, low wear and low requirements for testing, maintenance and control tasks.

According to the invention the object is achieved by the features of claim 1. Ausgestaltende features are described in the subclaims 2 to 11.

To achieve the object of the engine room-less propulsion system lift consists of an elevator car, which is movable along arranged on one side of the elevator car cabin guide rails and is suspended on this page in the ratio 2: 1 in pulleys. A counterweight, which is movable along counterweight guide rails, is connected to the car frame by means of the suspension means. A drive system, consisting of at least drive motor and drive body, is arranged in the shaft head. The support means extend from the counterweight as suspension element total strand on the drive body and from there in at least two suspension element sub-strands to the deflection rollers on the elevator car.

According to the invention, the suspension element sub-strands are deflected on the cabin side by means of separate, spatially separated deflection rollers with separate axles. Thus, the divided in at least two suspension element strands suspension element strand is deflected cabin side so that in the horizontal plane between the shaft and cabin wall on the side of the backpack kit, the areas of entry of Tragmittelteilstränge can lie in their own pulleys in the direction of the drive shaft axis and parallel to the adjacent shaft wall. As a result, only one area unit is occupied for each at least two suspension element sub-strands, which allows a significant space savings.

This elevator is due to the possibility of a larger cabin floor area, with the same manhole dimensions as a lift according to the prior art, very suitable for use in new buildings. Even for the replacement or modernization of old elevators a larger cabin floor area while maintaining the existing shaft geometry in the building is advantageous. The space requirements for one subsequently introduced into an existing building shaft are advantageously lower.

The safety of the users of the elevator according to the invention is increased by the use of multiple support means with the same space requirements and reduces the control effort of the support means. Another advantage is that the vertical tangents of the supporting means of the drive body of the drive body with the vertical tangent of the support means of the deflection rollers is substantially aligned, causing minimal material wear and low cost of testing, maintenance and control tasks.

A further embodiment may be that one or more additional separate and spatially separated pulleys with separate axles are arranged in the cabin-side course of each suspension element sub-strand immediately following the deflection pulley. It is thus possible to produce a greater distance from the inlet point of the Tragmittelteilstränge in the first pulley to the outlet point of the downstream pulley, which leads to an improvement in the handling of the elevator car and offers more planning variants and design options.

It is possible to hang the counterweight over at least one counterweight pulley at least in the ratio 2: 1. As a result, the required travel path for the elevator car and counterweight is the same size, which makes low structural demands on the lift shaft training.

It is advantageous if the total suspension element strand runs in at least two suspension element strands to the counterweight deflection rollers of the counterweight and the Tragmittelteilstränge by means of their own, spatially separated Gegengewichtsumlenkrollen be deflected with separate axes.

In the horizontal plane between the manhole and cabin wall on the side of the backpack kit, only one area unit is occupied for at least two suspension element strands, whereby a further space saving is achieved on the kit side.

In the counterweight-side course of each suspension element sub-strand, one or more additional counterweight deflection rollers with separate axes can be arranged immediately following the counterweight deflection roller. It is thus possible to produce a greater distance from the inlet point of a Tragmittelteilstranges in the first pulley to the outlet point of the downstream pulley which leads to improved smoothness of the counterweight.

A further expedient embodiment of the invention is that the axes of the deflection rollers and / or the counterweight deflection rollers are almost parallel to each other. This makes the best possible use of the available space on the kit side.

Due to the drive shaft and the pulleys and / or the counterweight deflection largely largely perpendicular course of the rotational planes is achieved that tubular, gearless drives in a long design parallel between the shaft wall and cabin wall can be installed to save space.

Furthermore, it is advantageous to arrange the drive system between the car guide rails and not to let it over in the vertical direction. It is thereby possible to use the respective side space about the same size space between the car guide rail and drive system for the onward travel of the cabin in the vertical direction.

In order to further reduce the required shaft width, the suspension elements can run from the counterweight as suspension element overall strand over the propulsion body and from there into at least two suspension element sub-strands to the deflection rollers within the elevator cage. In order to avoid an impairment within the elevator car, the pulleys themselves and the associated suspension element strands are provided with a protective cover.

The suspension element sub-strands are deflected on the cabin side within the cabin by means of separate, spatially separated deflection rollers with separate axles. Thus, the split in at least two suspension element strands suspension element strand is deflected cabin side so that in the horizontal plane, the areas of entry of the Tragmittelteilstränge can lie in the lying inside the cabin own pulleys in the direction of the drive shaft axis and parallel to the adjacent shaft wall. As a result, only one area unit is occupied again for at least two suspension element sub-strands, which allows additional space savings.

This elevator is due to the possibility of a larger cabin floor area with the same shaft dimensions for use in new buildings very well suited. Even for the replacement or modernization of old elevators a larger cabin floor area while maintaining the existing shaft geometry in the building is advantageous. The space requirements for a later introduced into an existing building shaft are advantageously lower.

A further embodiment may be that one or more additional separate and spatially separated pulleys with separate axles are arranged within the cabin in the cabin-side course of each suspension element sub-strand immediately following the deflection pulley.

Another embodiment of the invention is to replace an existing lift in backpack design with the elevator according to the invention completely or only partially. The required modification work on the building is thereby minimized.

Fig. 1

Schrägansicht eines Aufzuges, mit zwei Tragmitteln, zwei Umlenkrollen, einer Gegengewichtsumlenkrolle und einem Antrieb mit einem scheibenförmigen Treibkörper

Fig. 2

Draufsicht der Figur 1

Fig.3

Schrägansicht eines Aufzuges, mit sechs Tragmitteln, zwei Umlenkrollen, Gegengewichtsumlenkrollen und einem Antrieb mit einem rohrförmigen Treibkörper

Fig.4

Schrägansicht eines Aufzuges, mit zwei flachen Tragmitteln, zwei Umlenkrollen und einem Antrieb mit einem tonnenförmigen Treibkörper

Fig. 5

Schrägansicht eines Aufzuges, mit zwei Tragmitteln, vier Umlenkrollen und einem Antrieb mit einem rohrförmigen Treibkörper und zusätzlichen Freiräumen neben dem Antrieb

Fig. 6

Schrägansicht eines Aufzuges, mit drei Tragmitteln, vier Umlenkrollen, zwei Gegengewichtsumlenkrollen und Antrieb mit einem scheibenförmigen Treibkörper

Fig. 7

Vertikalschnitt der Figur 6

Fig. 8

Draufsicht auf eine Rollenanordnung innerhalb der Aufzugskabine

The invention will be explained in more detail with reference to exemplary embodiments and to the drawings.
Show it:

Fig. 1

An oblique view of a lift, with two support means, two pulleys, a Gegengewichtsumlenkrolle and a drive with a disc-shaped drive body

Fig. 2

Top view of FIG. 1

Figure 3

An oblique view of an elevator, with six support means, two pulleys, Gegengewichtsumlenkrollen and a drive with a tubular drive body

Figure 4

An oblique view of a lift, with two flat support means, two pulleys and a drive with a barrel-shaped drive body

Fig. 5

An oblique view of a lift, with two support means, four pulleys and a drive with a tubular drive body and additional space next to the drive

Fig. 6

An oblique view of an elevator, with three support means, four pulleys, two counterweight pulleys and drive with a disc-shaped drive body

Fig. 7

Vertical section of the FIG. 6

Fig. 8

Top view of a roller assembly within the elevator car

The FIG. 1 shows a machine room-less propulsion system lift with an elevator car 1, which is movable along arranged on one side of the elevator car 1 cabin guide rails 2 and is suspended on this side in the ratio 2: 1 in two pieces of pulleys 5. On a counterweight deflection roller 14, a counterweight 10 is suspended, which is movable along counterweight guide rails 11. A drive system 12, which is formed gearless with drive motor 6 and disc-shaped drive body 4, is arranged in the head of the elevator shaft. However, the use of a drive with gear is also possible. The propellant body 4 is provided in the embodiment as a flying disc. The suspension element total strand 9 consists of two supporting cables designed as support cables, which extend from the counterweight 10 from above the propulsion body 4 and from there into two suspension element sub-strands 3 to the deflection rollers 5 on the elevator car 1. However, it can also find several support means use.

Each suspension element sub-strand 3 is deflected on the cab side by means of its own spatially separated deflection roller 5 with separate axles 7 in the direction of the shaft head and fastened to an upper support frame 13.

The elevator car 1 stands on an L-shaped cabin frame 8, which can also be installed turned by 180 ° in order to fasten the elevator car suspended thereon. For reasons For clarity, the upper support frame 13 is shown as a loaded on the guide rails, flat unit, but it is envisaged that this upper support frame 13 may also be connected in profiled shape in a suitable manner with the adjacent shaft wall.

The propellant body 4 and the guide rollers 5 may have grooves of semicircular cross section when using a nearly round support means, such as a steel wire rope. The propellant body 4 can have undercut semi-circular grooves or also V-shaped grooves for improving the friction.

The areas of entry of the suspension element strands 3 in their own deflection rollers 5 are in the direction of the drive shaft axis one behind the other and parallel to the adjacent shaft wall. Both deflection rollers 5 on the elevator car 1 are arranged on separate axles 7 on only one surface unit between the shaft wall and the elevator car 1. The axes 7 of all pulleys 5 are parallel to each other in the example shown, the planes of rotation between the drive body 4 and the guide rollers 5 are at right angles to each other.

The FIG. 2 shows the top view of FIG. 1 , For two suspension element strands 3 and the associated own deflection rollers 5, only one surface unit is occupied between the shaft wall and the elevator car 1. Clearly visible are the areas of entry of the suspension element strands 3 in the own deflection rollers 5, which are arranged one behind the other in the direction of the drive shaft axis. In contrast, the individual suspension elements of the total suspension element strand are arranged side by side on the counterweight side. You can clearly see there the larger space required in the direction cabin-wall and the vertical skewing of the rope.

The FIG. 3 shows a modified therein to the FIG. 1 in that the total suspension element strand 9 consists of six suspension cables and these run in two suspension element sub-strands 15, each with three suspension elements, to the deflection rollers 14 of the counterweight 10 and are deflected there by separate, spatially separated deflection rollers 14 with separate axles.

The drive has a cylindrical drive body 4 in the form of a drive tube with laterally arranged Friktionsnutungen. Despite the separate position of the grooves, the entirety of the support means in the grooves is considered as a total support strand. The drive tube also serves as a rotor for a stator arranged in the drive tube. The drive is arranged between the car guide rails 2 almost averaged. The suspension elements extend symmetrically between the car guide rails 2.

The two coming from the Gegengewichtsumlenkrolle 14 counterweight sub-strands 15 form the suspension element total strand 9 and are guided over the common propellant body 4 in the form of a propellant tube. After the drive body 4, the counterweight sub-strands 15 are forwarded as suspension element sub-strands 3 to the respectively associated deflection rollers 5.

The FIG. 4 shows the elevator according to the invention with flat driving belts. Each drive belt forms in this example, the suspension element sub-strand 3. The drive has a barrel-shaped drive body. The counterweight 10 is hung directly in the example shown. A suspension of at least 2: 1 is also possible in this embodiment with driving straps. The car frame 8 is shown rotated by 180 ° to attach the elevator car 1 hanging thereon.

The FIG. 5 shows a modified therein to the FIG. 3 in that a further separate and spatially separated deflecting roller 5a is arranged in the cabin-side course of each suspension element sub-strand 3 immediately following the own deflection roller 5. The greater distance from the inlet point of the suspension element sub-strand 3 in the first guide roller 5 to the outlet point from the downstream guide roller 5a is clearly visible. The counterweight 10 is not shown for the sake of simplicity.

The drive system 12 has a cylindrical drive body 4 in the form of a drive tube, with centrally arranged Friktionsnutungen. It is arranged almost centrally between the car guide rails 2 and is not in the vertical direction over this. The upper support frame 13 is equipped with a receiving basket 16 for the drive. For the sake of clarity, the upper support frame 13 is shown as a flat unit loaded on the guide rails 2, but it is conceivable that this support frame 13 may also be suitably connected in profiled form to the adjacent shaft wall.

The respective rail side about the same size space between the car guide rail 2 and receiving basket 16 is used for the onward travel of the elevator car 1 in the vertical direction.

The FIG. 6 shows the elevator of the invention similar FIG. 5 , with a suspension element total strand 9 of three support means, which extend from the counterweight 10 via the disc-shaped drive body 4 and from there in three suspension element strands 3 to the deflection rollers 5 on the elevator car 1. Each suspension element sub-strand 3 is on the cabin side by means of their own, spatially separated deflection roller 5 with Separate deflection roller axis 7 deflected towards the shaft head and attached to an upper support frame 13.

The areas of entry of the three suspension element strands 3 in the guide rollers 5 are in the direction of the drive shaft axis one behind the other and parallel to the adjacent shaft wall. The three guide rollers 5 and the guide roller 5a on the elevator car 1 are arranged on separate axes on only one surface unit between the shaft wall and the elevator car 1.

The suspension element total strand 9 leads on the counterweight side to a counterweight deflection rollers 14 and in the further course to a subsequent counterweight deflection rollers 14a. The axes of the counterweight deflection roller 14 and the counterweight deflection roller 14a are again arranged parallel to each other. This ensures that a wide counterweight can be lifted in the middle despite one-sided arranged traction sheave.

The in the FIGS. 1, 2 and 4 to 6 Supporting means shown can also be suspension element sub-strands of a plurality of individual support means, as in FIG. 3 with two Tragmittelteilsträngen to three support means is the case.

The FIG. 7 shows the vertical section of FIG. 6 , Clearly visible is the small footprint for the cabin-side suspension element strands 3 and the associated, own deflection rollers 5 and 5a.

On the counterweight side you can see, similar to FIG. 2 how each of the two outer of the three support means are inclined in their vertical course and run obliquely into the counterweight deflection roller 14.

Another embodiment is shown in FIG Fig. 8 shown.

The FIG. 8 shows a machine room-less propellant lift with an elevator car 1, which is movable along arranged on one side of the elevator car 1 cabin guide rails 2 and in the ratio 2: 1 suspended in two pieces of pulleys 5. On a counterweight deflection roller 14, a counterweight 10 is suspended, which is movable along counterweight guide rails 11. A drive system, which is formed gearless with drive motor 6 and disc-shaped drive body 4, is arranged in the head of the elevator shaft. However, the use of a drive with gear is also possible. The propellant body 4 is provided in the embodiment as a flying disc. The suspension element total strand 9 consists of two support cables designed as suspension elements, which extend from the counterweight 10 from above the propulsion body 4 and from there into two suspension element sub-strands 3 to the deflection rollers 5. In this example, the two pulleys are arranged on the inside of the elevator car 1. The support center sub-strands 3 extend through openings in the ceiling of the elevator car 1 to the respective guide rollers 5. To protect the cabin interior, the components arranged within the cabin are provided with a panel 17. However, it can also find several support means use again.

Each suspension element sub-strand 3 is deflected on the cabin side by means of its own, spatially separated deflection roller 5 with separate axes in the direction of the shaft head and fixed to an upper support frame.

The areas of entry of the suspension element sub-strands 3 in their own deflection rollers 5 are in the direction of the drive shaft axis one behind the other and parallel to the adjacent Shaft wall. Both pulleys 5 within the elevator car 1 are arranged on separate axes on only one surface unit. The axes of all pulleys 5 are parallel to each other in the example shown, the planes of rotation between the drive body 4 and the pulleys 5 are at right angles to each other.

LIST OF REFERENCE NUMBERS

1

car

2

Car guide rails

3

Support means partial strand

4

blowing body

5

idler pulley

5a

idler pulley

6

drive motor

7

axis

8th

car frame

9

Total support means strand

10

counterweight

11

Counterweight guide rails

12

drive system

13

Upper support frame

14

Gegengewichtsumlenkrolle

14a

Gegengewichtsumlenkrolle

15

Counterweight sub-branch

16

receiving basket

17

paneling

Claims (11)

1. Machine room-less lift in rucksack type of construction

   - with a lift car (1) which can travel along car guide rails (2), which are arranged on one side of the lift car (1), and is suspended on this side in deflection rollers in the ratio of 2:1,

   - with a counterweight (10) which can travel along counterweight guide rails (11),

   - with a drive system (12) which comprises at least one drive motor (6) and driving body (4) and is arranged in the shaft head,

   - with a suspension-element aggregate strand (9) which comprises at least two suspension elements which run from the counterweight (10) over the driving body (4) and from the driving body (4) in at least two suspension-element sub-strands (3) to the deflection rollers (5) on the lift car (1),

   - and in which the suspension-element sub-strands (3) on the car side are deflected in each case by means of individual, spatially separated deflection rollers (5) with separate spindles (7),

   - characterized in that the suspension-element aggregate strand (9) on the car side is deflected so that in the horizontal plane between the shaft wall and car wall, on the side of the rucksack assembly, the regions of entry of the suspension-element sub-strands (3) into the individual deflection rollers (5) lie in the direction of the axis of the driving body and parallel to the adjacent shaft wall.
2. Lift according to Claim 1, characterized in that in the car-side run of each suspension-element sub-strand (3), directly following the deflection roller (5), one or more additional individual and spatially separated deflection rollers (5a) are arranged.
3. Lift according to either of Claims 1 and 2, characterized in that the counterweight (10) is suspended via at least one counterweight deflection roller (14) at least in the ratio of 2:1.
4. Lift according to Claim 3, characterized in that the suspension-element aggregate strand (9) runs in at least two suspension-element sub-strands (15) to the counterweight deflection rollers (14) of the counterweight (10) and the counterweight sub-strands (15) are deflected in each case by means of individual, spatially separated counterweight deflection rollers (14).
5. Lift according to Claim 4, characterized in that in the counterweight-side run of each counterweight sub-strand (15), directly following the counterweight deflection roller (14), one or more counterweight deflection rollers (14a) are arranged.
6. Lift according to one of Claims 1 to 5, characterized in that the spindles (7) of the deflection rollers (5) are approximately parallel to each other.
7. Lift according to one of Claims 3 to 5, characterized in that the spindles (7) of the deflection rollers (5) are approximately parallel to the spindles of the counterweight deflection rollers (14).
8. Lift according to one of Claims 1 to 7, characterized in that the rotational plane of the driving body (4) is arranged approximately at a right angle to the rotational plane of the deflection rollers (5).
9. Lift according to one of Claims 1 to 8, characterized in that the drive system (12) is arranged between the car guide rails (2) and does not project beyond these in the vertical direction.
10. Lift according to one of Claims 1 to 9, characterized in that the deflection rollers (5, 5a) are arranged inside the lift car (1).
11. Lift according to Claim 10, characterized in that a casing (17) is provided around the deflection rollers (5, 5a) and the associated suspension-element sub-strands (3).

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