EP1864938B2 - Elevator system for high-speed elevators. - Google Patents

Description

The invention relates to an elevator system according to the preamble of independent claim 1 and a use thereof.

In elevator installations which have an elevator car which is connected to a counterweight via suspension means, the counterweight moves in the opposite direction to the elevator cage. The elevator car and the counterweight are guided in their own, linear guideways. Especially with single elevator shafts and with fast moving elevator cars, when the counterweight passes the elevator car, a pressure surge occurs in the elevator shaft, which can cause vibrations and noises. In addition, the sudden change in pressure in the elevator car associated therewith can be uncomfortable for the passengers, or the vibrations can be perceived as disturbing. The elevator system then has a poor ride comfort. Also, in the building in which the elevator system is located, cause disturbing noises.

These problems occur especially in today's elevator systems, since it is increasingly endeavored to reduce the enclosed space as possible and accommodate the components of a lift installation in the smallest possible space.

This problem of crossing the counterweight and the elevator car in the elevator shaft has been known for some time.

Interestingly enough, only one solution has been offered so far, in order to get a grip on the disadvantages that arise when crossing two elevator cars. This solution is more recent and is the Japanese patent application Toshiba Corp. with the publication number 2002003090 A. This patent application relates to elevator systems in multiple elevator shafts with several elevator cars, which move past each other. It is proposed to reduce the speed of the cabs prior to an encounter in the elevator shaft by means of a control in order to prevent the generation of noise and vibrations. Passengers, however, may find this speed reduction uncomfortable. Furthermore, the delivery capacity of the entire system is reduced, because the reduction of the speed results in a longer travel time.

In addition, there are numerous solutions that deal with the improvement of aerodynamics, ie the air resistance of elevator cars, but in itself say nothing about the problem of pressure surge and any solutions. JP 2003 312960 A discloses an elevator installation according to the preamble of claim 1.

It is therefore an object to provide an elevator system, on the one hand reduces the resulting from the pressure surge when passing the counterweight and the elevator car problems and improves driving comfort accordingly and on the other hand prepares not too great mechanical or control engineering effort.

Furthermore, solutions are to be offered which allow a good utilization of the space of the building and which are particularly suitable for use in high-speed elevators.

These objects are achieved according to the invention by the provision of a specially designed elevator shaft, according to claim 1, which has a local cross-sectional widening in the area where the elevator car and the counter-counterweight meet in the elevator shaft. By means of such a local cross-sectional widening, the pressure surge, which appears to be the main cause of the vibrations and noises, can be significantly reduced without the space enclosed by the elevator shaft having to be significantly increased.

By an appropriate structural measure when creating the elevator shaft, the passing of the counterweight to the elevator car can be done almost vibration and noiseless.

Further advantageous embodiments can be found in the dependent claims.

Further details of the invention and the various advantages thereof are explained in more detail in the following part of the description.

Fig. 1

eine erste erfindungsgemässe Aufzugsanlage, in stark vereinfachter Darstellung, von der Seite;

Fig. 2

einen stark vereinfachten Schnitt durch einen konventionellen Aufzugsschacht mit Aufzugskabine und Gegengewicht;

Fig. 3A

einen stark vereinfachten Schnitt durch den Aufzugsschacht einer ersten erfindungsgemässen Aufzugsanlage nach Fig. 1;

Fig. 3B

einen stark vereinfachten Schnitt durch den Aufzugsschacht einer zweiten erfindungsgemässen Aufzugsanlage;

Fig. 3C

einen stark vereinfachten Schnitt durch den Aufzugsschacht einer dritten erfindungsgemässen Aufzugsanlage;

Fig. 4

einen schematischen Ausschnitt einer vierten erfindungsgemässen Aufzugsanlage, in stark vereinfachter Darstellung, von der Seite.

The invention will now be described in detail by way of example and with reference to the schematic, non-scale drawings. Show it:

Fig. 1

a first inventive elevator system, in a highly simplified representation, from the side;

Fig. 2

a greatly simplified section through a conventional elevator shaft with elevator car and counterweight;

Fig. 3A

a greatly simplified section through the elevator shaft of a first elevator system according to the invention Fig. 1 ;

Fig. 3B

a greatly simplified section through the elevator shaft of a second elevator system according to the invention;

Fig. 3C

a greatly simplified section through the elevator shaft of a third elevator system according to the invention;

Fig. 4

a schematic section of a fourth elevator system according to the invention, in a highly simplified representation, from the side.

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

Fig. 1 shows an elevator system 1. The elevator system 1 has an elevator shaft 10, which in the example shown by a bottom 10.1 side walls 10.2, 10.3 and an (intermediate) ceiling 10.4 is limited. In the elevator shaft 10 is at least one elevator car 11 and a counterweight 12, which are arranged along vertical rectilinear guideways 14, 15 movable. Elevator car 11 and counterweight 12 are connected to each other via suspension means, not shown, that when moving the elevator car 11, the counterweight 12 performs an opposite movement, as indicated by the arrows above the elevator cars 11 and below the counterweight 12. In the snapshot shown, the elevator car 11 moves upward and the counterweight 12 down. In the example according to Fig. 1 is shown a single cabin. Of course, a multi-deck cabin, for example, a double-deck cabin could be used. In a multi-deck cabin, several cabs are arranged one behind the other and move as an associated cabin transport unit in the elevator shaft.

The elevator car 11 and the counterweight 12 move past each other in a proximity area A. The length LA of this approach area A (in Fig. 1 schematically indicated by a brace) depends on the length of the elevator car LK and the length of the counterweight LG. The length LA of the approach area A can be determined by the following formula: $$LA=LK+LG+\frac{\left|LK-LG\right|}{2}\mathrm{,}$$

With the same length of the counterweight LG and the cabin LK, the length LA of the approach area A thus results in: $$\mathrm{LA}=2*\mathrm{LK\; or}\mathrm{,}2*\mathrm{LG}\mathrm{,}$$

The approach area A is located at the location of the elevator shaft 10 where elevator car 11 and counterweight 12 meet. In a multi-deck cabin, the length LK includes the length of the entire cabin transport unit.

According to the invention, an extension E of the cross section Q of the elevator shaft 10 is provided in the approach area A in order to reduce the pressure surge which builds up in the approach area A when the elevator car 11 moves past the counterweight 12.

The mentioned pressure surge arises because the passing of the counterweight on the elevator car causes a short-term change in the flow resistance of the car, since the air flow is influenced next to the elevator car. Already shortly before passing counterweight 12 and elevator car 11, the counterweight 12 influences the air flow and the air hardly can flow past the cabin 11 in the remaining shaft cross section QV = Q - (QA + QG) of a conventional elevator shaft. In the above formula QA is the cross section of the elevator car 11 and QG is the cross section of the counterweight 12. In Fig. 2 this situation is shown schematically in a section through a conventional elevator shaft. The remaining shaft cross-section QV is hatched in this figure.

Based on Figures 3A, 3B and 3C Various embodiments of the invention will now be shown. The local cross-sectional enlargement QE resulting from the extension E provided on the elevator shaft 10 is indicated in these figures by a different hatching than the rest of the shaft cross-section.

Fig. 3A now shows a section CC in the area of the extension E by the in Fig. 1 shown elevator shaft 10th When in the FIGS. 1 and 3A The solution shown is a first possible embodiment of the invention. In this first embodiment, the extension E sits on the rear shaft wall 10.3.

In Fig. 3B a further exemplary embodiment of the invention is shown. In the embodiment shown in this figure, the extension E is at the rear shaft wall 10.3 and extends over the entire width of this rear shaft wall. This embodiment has the advantage that it is structurally easier to implement than in Fig. 3A shown variant.

Yet another exemplary embodiment of the invention is in Fig. 3C shown. In the embodiment shown in this figure, the extension E extends not only along the rear shaft wall 10.3 but also along at least a part of the side walls. It is of course conceivable to extend this extension over the entire depth of the side walls.

In all three in the Figures 3A, 3B and 3C As shown, the effective cross-sectional extension (called QE) is approximately the same size. However, this dimensioning was chosen only to better compare the embodiments with each other.
Of course, those in the Figs. 3A to 3C shown examples also applicable to arrangements in which the counterweight is arranged laterally. The arrangement of the cross-sectional widening QE is advantageously chosen according to the arrangement of the counterweight.

By this special type of execution of the elevator shaft 10 with local extension E, the accumulation of pressure, respectively pressure surge, not even build up, or it is at least so significantly reduced that no disturbing vibrations or noise more arise. With relative consideration of the cabin is thus over the entire route always in the Western constant remaining cross section QV 'present.

The extension E may be provided in the form of one or more local extensions on the elevator shaft 10, wherein the effective cross section QW of the elevator shaft 10 in the region of the extension E is greater than in the remaining region of the elevator shaft 10.
In this case, the extension E, which locally increases the effective cross section QW of the elevator shaft 10, can result from an expansion within the elevator shaft 10, as shown in FIG Fig. 1 and 3A For example, the wall thickness d of a wall of the elevator shaft 10 (for example, the back wall 10.3) or a plurality of side walls (see, for example, FIG Fig. 3C ) of the elevator shaft 10 in the proximity area A is / are reduced. In this case, outside the elevator shaft 10 no additional space of other building use is withdrawn. The disadvantage of this variant is that the local reduction of the wall thickness d possibly results in a weakening of the building static in the approach area A of the elevator shaft 10. Next 10 disadvantages may arise from a reduced wall thickness of the side walls of the elevator shaft regarding sound, heat or fire insulation of the elevator shaft 10 with respect to the remaining parts of the building.

However, a locally thinner wall can be strengthened statically by structural measures and also the fire regulations can be complied with, for example, by the installation of suitable insulation.

Another variant for the local extension of the effective cross section QW of the elevator shaft 10 is the extension of the elevator shaft 10 in the approach area A. In this variant, the wall thickness of the elevator shaft 10 in the proximity area A is not reduced, but it is backpack-like at a (or several sides) of the elevator shaft 10 an extension E provided. Disadvantage of this variant, however, is that additional space of other building use is withdrawn.

Also conceivable is therefore a combination of the two variants described above. In this case, both the wall thickness of the elevator shaft 10 is reduced and the cultivation of an expansion of the elevator shaft 10 in
Approach area A provided. As a result, the advantages and disadvantages of both variants can be optimized.

Investigations have shown that the extension E considered in cross-section (ie QE) should have an extension which approximately corresponds to the cross-section QG of the counterweight 12 in order to avoid the possibility of the air displaced by the counterweight 12, when the elevator car 11 on the Counterweight 12 moved past. It is therefore necessary to provide a cross-sectional widening which is significantly smaller than the cross-section QA of the elevator car 11. This result is interesting and has not been considered so far. If the elevator shaft 10 had to be locally expanded by the cross-section QA of the elevator car 11, this would lead to large and quite complicated structural measures, and the implementation would not make economic sense.

Ein Querschnitt QE im Grenzbereich von 0.5*QG benötigt hierbei einen sehr geringen Bauraum im Gebäude und ein Querschnitt QE im Grenzbereich von 3*QG bewirkt eine starke Reduktion des Druckstosses.Calculations and evaluations of experimental tests show that the cross section QE corresponds to between 0.5 and 3 times the cross section QG of the counterweight 12. $$0.5*\mathrm{QG}<\mathrm{QE}<3*\mathrm{QG}\mathrm{,}$$

A cross section QE in the boundary area of 0.5 * QG requires a very small installation space in the building and a cross section QE in the boundary area of 3 * QG causes a strong reduction of the pressure surge.

Diese Auslegeregel ermöglicht die Erreichung eines guten Fahrkomforts bei geringem Raumbedarf.Particular preference is given to embodiments in which: $$1*\mathrm{QG}<\mathrm{QE}<2*\mathrm{QG}\mathrm{,}$$

This interpretation rule makes it possible to achieve a good ride comfort in a small footprint.

Furthermore, it was determined that also the length LE of the extension E plays a role. The extension E should have a length LE, viewed in the vertical direction of the elevator shaft 10, which is greater than the length LA of the approaching area A. Since the first contact of the dynamic pressure in front of the counterweight 12 and the dynamic pressure in front of the elevator car 11 is already established Passing the car 11 and the counterweight 12 occurs, in the design of the length LE of the extension E is preferably based on the following formula: $$1.2\cdot LA\le Le\le 1.5\cdot LA\mathrm{,}$$

Here, too, the same considerations apply mutatis mutandis to the cross-sectional extension QE. A small length extension LE requires little space, a large linear expansion LE favors the ride comfort.
Particularly suitable is a length LE, which includes a 25% addition to the length LA, ie $$Le\approx 1.25\cdot LA\mathrm{,}$$

Advantageously, the length LE can be adapted to the arrangement of building false ceilings, so that the length LE extends over a number of floors, for example over two floors. This is easy to implement in the building.

In the case of the aforementioned dimensioning examples for the length LE, it has already been taken into account that the supporting cables stretch over time. This stretching can result in a slight shift of the crossing point in the elevator shaft. If the length LE was chosen too short, the approximation area could accordingly shift after a certain time according to the rope elongation outside the extension E, whereby pressure surges would again set.

The cross-section Q of the elevator shaft 10 should preferably expand slowly in the extension region E to the effective cross-section QW. A sudden extension of the effective cross section QW by an edge can lead to additional pressure surges or disturbances. It should therefore be ensured that the extension E viewed in cross-section has a gentle cross-sectional enlargement from the normal shaft cross-section Q to the expanded cross-section Q + QE in the region of the extension E. In Fig. 4 this transition is easy to recognize. Ideal is an angle W of the transition of less than 10 degrees, wherein an angle W of less than 7 ° proves to be particularly advantageous. (please refer Fig. 4 ).

It has been found that the extension of the cross section QE should be as close as possible to the location of the cross section Q of the elevator shaft 10, at which the dynamic pressure areas of the elevator car 11 and the counterweight 12 meet.
The avoidance behavior of the air masses can additionally be favorably influenced by an aerodynamic fairing 13 of the elevator car 11 and / or the counterweight 12. For example, the aerodynamic fairing of the counterweight 12, as in FIG Figure 4 shown, be designed in such a way that the air masses are pushed away from the elevator car 10, in the cross-sectional widening QE. An aerodynamic fairing of the counterweight 12 also has the advantage that the counterweight 12 generates less air resistance when driving through the elevator shaft 10. Due to the shape of the aerodynamic fairing 13 fewer disturbances occur. When passing through the elevator car 11 and the counterweight 12, the air masses are selectively discharged into the extension region E.

In a presently preferred embodiment of the elevator installation according to the invention, the extension E is located in the vertical direction of the elevator shaft 10 approximately in the center of the area of the elevator shaft 10 accessible by the elevator car 11. In this area, the elevator car 10 and the counterweight 12 come together ,

The invention has proven particularly useful in elevator systems designed as high-speed elevator systems for transporting at speeds of at least 4 m / sec, but an application of this invention also makes sense at lower speeds, if the remaining space is used for the purpose of reducing the space enclosed by the elevator installation Shaft cross-section QV is reduced.

Claims (8)

1. Lift installation (1) with a lift shaft (10), a counterweight (12) and a lift cage (11), the counterweight (12) and lift cage (11) being arranged to be movable along rectilinear guide tracks (14, 15) and the lift cage (11) being so connected by way of support means with the counterweight (12) that on movement of the lift cage (11) the counterweight (12) executes an opposite movement and the lift cage (11) moves past the counterweight (12) in a proximity region (A) in the lift shaft (10), wherein in the proximity region (A) an enlargement (E) of the cross-section (Q) of the lift shaft (10) is provided in order to reduce a pressure shock which builds up in the proximity region (A) when the lift cage (11) moves past the counterweight (12), characterised in that the enlargement (E) considered in cross-section (QE) has an extent which approximately corresponds with a cross-section (QG) of the counterweight (12) so as to offer a possibility of escape to the air, which is displaced by the counterweight (12), when the lift cage (11) moves past the counterweight (12), wherein the cross-section (QE) of the enlargement (E) corresponds with between 0.5 to 3 times the cross-section (QG) of the counterweight (12).
2. Lift installation (1) according to claim 1, characterised in that the enlargement (E) is provided in a form of one or more local widenings at the lift shaft (10) and the cross-section (Q) of the lift shaft (10) is greater in the region of the enlargement (E) than in the remaining region of the lift shaft (10).
3. Lift installation (1) according to claim 2, characterised in that the enlargement (E) considered in cross-section has a gentle cross-sectional enlargement from the normal shaft cross-section (Q) to the enlarged cross-section (Q + QE) in the region of the enlargement (E) and the corresponding angle (W) is preferably smaller than 10 degrees.
4. Lift installation (1) according to claim 2 or 3, characterised in that the enlargement (E) considered in the vertical direction of the lift shaft (10) has a length (LE) which is oriented to the proximity region (A, LA) and is preferably determined according to the following formula: $$1.2\cdot LA\le LE\le 1.5\cdot LA\mathrm{.}$$

   
5. Lift installation (1) according to any one of the preceding claims, characterised in that the enlargement (E) is disposed at one of four side walls (10.2; 10.3) bounding the lift shaft (10) or at several of these side walls (10.2; 10.3).
6. Lift installation (1) according to any one of the preceding claims, characterised in that the enlargement (E) is disposed at [one] of the side walls (10.2; 10.3) which is at the same time the side wall (10.3) closest to the counterweight (12).
7. Lift installation (1) according to any one of the preceding claims, characterised in that the enlargement (E) considered in the vertical direction of the lift shaft (10), is disposed approximately centrally in the middle of the region of the lift shaft (10) able to be travelled over by the lift cage (11).
8. Use of the lift installation (1) according to any one of the preceding claims as a high-speed lift installation for transporting at speeds of at least 4 m/sec.

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