EP2560909B1 - Operational state monitoring of load-bearing devices in a lift assembly - Google Patents

Description

The present invention relates to an elevator installation, in which a monitoring device or device for operating state monitoring of the suspension elements on the cabin side and the counterweight side of the elevator installation is provided.

An elevator installation generally comprises an elevator cage and a counterweight, which are moved in opposite directions in an elevator shaft. The elevator car and the counterweight in this case run along guide rails, supported by at least one suspension element, which is guided via a driving traction sheave. The suspension means usually consists of one or more uncoated or sheathed steel cables, one or more synthetic fiber ropes, one or more flat or profiled belts (eg V-ribbed belts) or a parallel composite of the respective embodiments mentioned, in which each individual suspension means each have one own traction sheave or a common drive shaft can be performed.

With modern suspension means a very high traction on the driving pulley / drive shaft can be realized, especially when plastic-coated suspension elements are used, which have a significantly higher coefficient of friction compared to traditional steel cables.

For example, the large traction can further raise the elevator car, although the counterweight could be blocked in its downward movement by unforeseen jamming in the elevator shaft or by accidental seating on the shaft floor buffers. The same problem can occur in the counterweight, if the elevator car on should sit on the shaft bottom buffers. This rising of a load - be it the elevator car or the counterweight - on one side of the traction sheave, without running on the other side of the traction sheave, the intended counter load freely descending, is not desirable and can lead to dangerous conditions (for example, to a falling back of the elevator car or the counterweight or jamming of service personnel in the shaft head).

In accordance with various standards regulations and due to safety considerations, so-called slack rope switches are often used to detect corresponding dangerous situations in the elevator installation. Depending on the arrangement and design of these switches so that different dangerous situations can be detected.

As a result, monitoring devices have been developed for the detection of a relieved, floppy suspension element. They are based, as for example in the European publication EP-A1-1 953 108 disclosed on a spring-mounted mounting of the entire drive and a deflection unit with at least two other rollers for the support means. This approach is very expensive.

The international publication WO-A1-2007 / 144456 however, discloses a direct, also spring-reinforced attachment of the support means itself. WO-A1-2007 / 144456 discloses an elevator device with elevator car, counterweight and a 2: 1 support means guide, wherein at each Tragmittelende a separate switch for detecting a support means flaccidity is provided. A relaxation of a spring which occurs at the fixed attachment point of the suspension element due to its release triggers the switch which shuts off the drive.

The disadvantages of these two solutions according to the prior art are on the one hand the design effort and on the other hand the cost.

The object of the present invention is to propose a monitoring device for the detection of slack support means of a lift installation, which is characterized by a simpler and more cost-effective structure and avoids the disadvantages of the prior art. In particular, it is important, despite the simplification of the structure, to ensure reliable detection of a slackening due to an accident support means.

So far, it has been considered necessary to monitor all suspension means both on the counterweight side, as well as on the cabin side to avoid all potential dangerous situations. Corresponding arrangements are already mentioned in the publication WO-A1-2007 / 144456 refer to. However, the invention takes a different approach here by providing a so-called diagonal arrangement of slack support switches. The same level of security is nevertheless achieved, although the number of required switches has been halved.

The solution of the problem is initially in the design and arrangement of a monitoring device in which only a first Schlafftragmittelschalter, for example, on Gegengewichtsseitigen strand end, and on a second Tragmittelstrang a second Schlafftragmittelschalter, for example, on the cabin side strand end are arranged on a first suspension element strand. Compared to the state of the art, it is thus possible to save two slack support switch without loss of security.

For further conceptual clarity, the present application generally defines two fixed fastening points for a suspension element, to which the suspension element is fixed in place, for example, in the upper region of the elevator shaft. The support means is guided for example via a traction sheave or a common drive shaft and thus forms two loops. In one of them, the elevator car is carried with at least one carrying roller, in the other with at least one carrying roller the counterweight.

The support means thus forms a plurality of support means sections or support center pieces that vary in their respective length during operation of the elevator system. The support means sections lie between respective attack or force approach points. Thus, for example, a first suspension element section of the entire suspension element is formed between one of the stationary attachment points and a counterweight support roller of the counterweight or a point of application of the suspension element on the counterweight.

A second suspension element section of the entire suspension element is formed between the counterweight support roller of the counterweight or the point of application of the suspension element on the counterweight and the traction sheave. This second suspension element section is also referred to below as the counterweight-side suspension element section.

A third suspension element section of the entire suspension element is formed between the traction sheave and a point of application of the suspension element on the elevator cage or a cabin roll of the elevator cage. This third suspension element section is also referred to below as the cabin-side suspension element section.

A fourth and usually last suspension element section of the entire suspension element is between the cabin roll of the Elevator car or the point of application of the support means to the elevator car or - if the elevator car is supported by at least two Kabinentragrollen - formed a second Kabinentragrolle the elevator car or a second point of the support means to the elevator car and the other stationary attachment point.

Solutions from the prior art, such as in the international publication WO-A1-2007 / 144456 disclosed, provide a stop for the normal operating condition with loaded suspension means.

The monitoring device according to the invention, on the other hand, provides for a sluggish contactor switch which is switched on in the normal operating state, i. closed is. However, once one of the support means slackens, the slug support switch is interrupted, i. open.

The invention enables monitoring of all critical conditions in an elevator installation with a minimum of sluggish support switches. The construction is simple, robust and reliable.

Further or advantageous embodiments of an inventive elevator system form the subject of the dependent claims.

The invention will be explained symbolically and by way of example with reference to figures. The figures are described coherently and comprehensively. The same reference symbols denote the same components, reference symbols with different indices indicate functionally identical or similar components.

• Fig. 1 eine schematische Darstellung eines Teils einer Aufzugsanlage mit einer Aufzugskabine und einem sich gegenläufig bewegenden Gegengewicht in einer 2:1 Konstellation mit zwei parallel verlaufenden Tragmitteln;
• Fig. 2 eine schematische Darstellung einer Sicherheitsschaltung einer Ausführungsform einer erfindungsgemässen Aufzugsanlage;
• Fig. 3A eine schematische Seitenansicht eines Schlafftragmittelschalter, gemäss Erfindung, in einem geschlossenen Zustand (Normalbetriebszustand);
• Fig. 3B eine schematische Seitenansicht des Schlafftragmittelschalters nach Fig. 3B, gemäss Erfindung, in einem geöffneten Zustand (Störungsfall);

It show here

• Fig. 1 a schematic representation of a portion of an elevator system with an elevator car and a counter-rotating counterweight in a 2: 1 constellation with two parallel support means;
• Fig. 2 a schematic representation of a safety circuit of an embodiment of an elevator system according to the invention;
• Fig. 3A a schematic side view of a Schlafftragmittelschalter, according to the invention, in a closed state (normal operating state);
• Fig. 3B a schematic side view of the Schlafftragmittelschalters after Fig. 3B , According to the invention, in an open state (fault case);

Fig. 1 shows a schematic perspective view of a portion of an elevator installation 100 with an elevator car 20 and a counter-rotating counterweight 5 in a 2: 1 constellation with two parallel support means 1a, 1b. A front support means 1a forms from a first attachment point 2a on the shaft ceiling 11 of the elevator shaft 10 to the traction sheave 3a a carrying loop 4a, in which the counterweight 5 runs by means of a counterweight carrying roller 6a. This type of suspension of the counterweight represents a 2: 1 suspension.

The term "traction sheave" 3a, 3b here also means a drive shaft made of one piece, over which both suspension elements 1a, 1b run.

Furthermore, the suspension element 1a forms from the traction sheave 3a to a second fixed point 2b on the shaft ceiling 11 a second carrying loop 4b, in which the elevator cage 20 is carried on cabin-carrying rollers 7a and 7b. This suspension also represents a 2: 1 suspension for the elevator car 20.

The rear support means 1b takes a corresponding course. Starting from the attachment point 2c on the shaft ceiling 11 of the elevator shaft 10 to the traction sheave 3b, the rear support means 1b forms a support loop 4c in which the counterweight 5 runs by means of a counterweight support roller 6b. The support means 1 b further forms from the traction sheave 3 b to a second fixed point 2 d at the shaft ceiling 11 a second carrying loop 4 d, in which the elevator car 20 is carried on car support rollers 7 c and 7 d (the car carrier roller 7 c can not be seen here since it is behind and located under the elevator car 20).

Below are further details of the exemplary elevator installation 100 according to Fig. 1 described. It is in the Fig. 1 only an upper portion of a hoistway 10 is shown. In order to better illustrate the course of the support means 1a and 1b, the counterweight 5 was shown slightly below the elevator car 20, although the counterweight 5 would actually reach the shaft bottom (not visible) when the elevator car 20 of the shaft ceiling 11, ie approaching an uppermost holding position. At the counterweight 5, two counterweight carrying rollers 6a and 6b are provided here in the area of the upper side. These counterweight support rollers 6a and 6b are seated in the suspension means loops 4a and 4c. The elevator car 20 here has a lower loop. For this purpose, below the elevator car 20 four carousel rollers 7a, 7b, 7c and 7d are arranged. The elevator car 20 is seated in the two with these car carrier rollers 7a, 7b, 7c and 7d Carrier loops 4b, 4d. The attachment points 2a, 2b, 2c and 2d sit here in the region of the shaft ceiling 11. However, the attachment points can also be attached, for example, to the shaft walls of the elevator shaft 10 or to another stationary, stable structure (eg to crossbeams or a frame).

The two traction sheaves 3a, 3b are driven by a common drive 8. In the example shown, they sit for this purpose on a continuous shaft 19 which is coaxial with the axes of rotation of the traction sheaves 3a, 3b sitting.

The slack support switches 12a, 12b are in FIG Fig. 1 purely schematically indicated by block diagrams with switch symbol. The operative connection or the action of the respective support means 1a, 1b on these slack support means switches 12a, 12b is indicated by arrows a, b, which point to the switch symbol. The support means 1a triggers the Schlafftragmittelschalter 12a in an accident and the support means 1b triggers the Schlafftragmittelschalter 12b in an accident.

The two slug support switches 12a, 12b are connected in series such that the opening of one of the two slack support switch 12a, 12b interrupts a safety circuit 13 of the elevator installation 100. The series connection of the two slug support switches 12a, 12b is in Fig. 1 symbolized by two lines which open into a safety circuit 30 (shown here as a block). If both slug support switches 12a, 12b are closed (which is the case in normal operation), then the safety circuit 13 is closed and conducts current. If one or both of the floppy support switches 12a, 12b open, then the safety circuit 13 is interrupted (called malfunction).

The invention is based on the recognition that it is necessary for the recognition of suspension element breaks that each day means 1a and 1b is monitored by a switch, here referred to as sluggish support switch 12a, 12b. This switch must be designed and arranged so that it responds in the case of slackening (breakage) of the support means 1a or 1b. In this case, it is not decisive for the detection of "suspension element breaks" whether this form of monitoring is performed on the first support means 1a, e.g. takes place at a first attachment point 2a on the counterweight side or at a second attachment point 2b on the cabin side. That For detecting a suspension element breakage, it requires only one switch per support means 1a, 1b, which can be arranged at any desired end.

To detect inadvertent lifting of the elevator car 20 when the counterweight 5 is blocked (called stalling), a slack support switch 12a, 12b is disposed on the counterweight side, i. at the first attachment point 2a or at the attachment point 2c. Namely, if the elevator car 20 is further upwardly supported when the counterweight 5 is locked due to the good traction on the traction sheaves 3a, 3b, the counterweight-side carrying loops 4a and 4c slacken. This can be seen by placing a slack support switch either at the attachment point 2a or at the attachment point 2c.

In order to detect an unintentional lifting of the counterweight 5 when the elevator car 20 is blocked (called stalling), the slack support means switch 12a, 12b is arranged on the cabin side. That is, in this case, the slack support switch 12a, 12b is disposed in the region of the second attachment point 2b or fourth attachment point 2d.

However, since in addition to the requirements arising from the stalling monitoring, there is also a monitoring of a possible break in the carrying means, resulting in a diagonal arrangement of the slack support means switches 12a, 12b. Either the slack support switches 12a, 12b are seated diagonally at the attachment points 2a and 2d, as in FIG Fig. 1 or are seated diagonally at attachment points 2b and 2c (not shown). Pro support means 1a, 1b so only a slug support switch 12a, 12b is required.

As based on Fig. 1 can be followed, arise in a lift system 100 with 2: 1 suspension and two parallel support means 1a, 1b, the following trigger situations: accident Floating support switch 12a Floating support switch 12b Breakage of the suspension element 1a Triggers Breakage of the suspension element 1b Triggers Counterweight 5 blocked Triggers because the suspension 1a is flabby Elevator car 20 blocked Triggers because the support means 1b becomes flabby

In Fig. 2 In a schematic block diagram, details of a safety circuit of an elevator installation 100 are shown. The block diagram in Fig. 2 shows an example of a simple safety circuit 13. By the safety circuit 13 of the safety circuit 30 all safety-related functions in the elevator system 100 are continuously monitored. There are typically different levels be monitored depending on the respective operating state of the elevator system 100. In Fig. 2 For example, an example is shown with three levels E1, E2, and E3, with the switches of levels E2 and E3 not shown.

The slack support switches 12a and 12b are arranged in series in this first embodiment in the first level E1. Both slug support switches 12a, 12b are closed, meaning that none of the slack support switch 12a, 12b has triggered (normal mode).

In another embodiment, however, the two slug support switches 12a, 12b are arranged in the safety circuit 13 at different levels (such as planes E1 and E2). It is not mandatory that the slack support switches 12a, 12b are always physically connected in series. Functionally, however, it is in each case a series connection, since each of the slack support switch 12a, 12b can interrupt the safety circuit 13.

For the normal driving operation in the normal operation state, for example, it is required that all the safety switches (i.e., also the slack support switch 12a, 12b) and the entire safety circuit 13 are closed, respectively.

The safety circuit 13 is fed here with a DC voltage V +. The second conductor (return conductor) is for example at 0 volts. If one of the switches in the safety circuit 13, for example one of the two slug support switches 12a, 12b opens, eg because of a suspension element breakage or a stalling situation, then the current flow in the safety circuit 13 is interrupted and it can be a relay, transistor or other switching element (not shown). trigger an emergency stop.

Like all switches of the safety circuit 13, the slack support switch 12a, 12b are designed as "opener". That when triggering the slack support switch 12a, 12b (trigger situations according to the table), the slack support switch 12a, 12b are opened and thus the safety circuit 13 is interrupted.

For setup, evacuation, or inspection purposes, not all levels of security circuit 30 may need to be closed.

In the FIGS. 3A and 3B For example, a sluggish support switch 12a is shown in exemplary schematic form. The slack support switch 12a here comprises a spring body 14, which is supported on the underside opposite a bracket 15 or other stationary component. The support means 1a extends centrally through the spring body 14 and is attached to an upper side at an attachment point 16. This attachment point 16 corresponds for example to the first attachment point 2a. On the spring body 14, a first contact 17a is provided. Opposite sitting on a console 18 or other stationary component, a second contact 17b. When the suspension element 1a is loaded in tension, as in Fig. 3A represented by the tensile force F, the spring body 1 is compressed together and the first contact 17a moves down. In this case, the first contact 17a is seated on the contact 17b and a conductive connection is made. The electrical contact points K1 and K2 are connected and the switch 12a is closed.

Fig. 3B shows the situation after a Tragmittelbruch the support means 1a. There is no sufficiently large tensile force F more and the spring body 14 expands. As a result, the first contact 17a shifts upward and the electrically conductive Connection between K1 and K2 is interrupted. Since this slack support switch 12a is located in the safety circuit 13, as in Fig. 2 shown, the safety circuit would be 13 in Fig. 3B opened and the elevator system 100 would rest.

The slack support switch 12a, 12b can also be constructed differently. Instead of a compression of a spring or a spring body 14, a tensile load or extension of a spring or a spring body can be used in normal operation to realize a Schlafftragmittelschalter. It is also the other common slug support switch in the context of the present invention can be used, the slack support switch must be designed so that they are always closed in normal operation and open in case of failure.

The invention can also be applied analogously to an elevator installation 100 with four suspension elements. In this case, only four slack support switches are required, of which one is used per suspension element. All in all, these four slippery support switches are again diagonally arranged in pairs.

The invention can also be applied to an elevator installation 100, in which the elevator car 20 is not subdued. In this case, the cab support rollers sit at the top of the elevator car 20. However, this does not change the arrangement of the slack support switch.

Claims (7)

1. Lift installation (100) comprising

   - a lift cage (20),

   - a counterweight (5),

   - a first support means (1a), which starting from a first fastening point (2a) extends to a counterweight support roller (6a) of the counterweight (5), from there to a drive pulley or drive shaft (3a), to a cage support roller (7a, 7b) and to a second fastening point (2b),

   - a second support means (1b), which starting from a third fastening point (2c) extends to a counterweight support roller (6b) of the counterweight (5), from there to a drive pulley or drive shaft (3b), to a cage support roller (7c, 7d) and to a fourth support point (2d), and

   - a monitoring device with slack support means switches (12a, 12b),

   characterised in that

   - a first one of the slack support means switches (12a) for monitoring the first support means (1a) is arranged in the region of the first fastening point (2a),

   - a second one of the slack support means switches (12b) for monitoring the second support means (1b) is arranged diagonally opposite in the region of the fourth fastening point (2d) and

   - the monitoring device comprises a safety circuit (30) in which the two slack support means switches (12a, 12b) are so integrated in a safety circuit (13) of the lift installation (100) that the actuation of just one of the two slack support means switches (12a, 12b) interrupts the safety circuit (13).
2. Lift installation (100) according to claim 1, characterised in that the two slack support means switches (12a, 12b) are so connected in series in a plane of the safety circuit (30) that the opening of just one of the two slack support means switches (12a, 12b) interrupts the safety circuit (13).
3. Lift installation (100) according to claim 1 or 2, characterised in that one of the slack support means switches (12a) is arranged at a counterweight-side fastening point (2a) and the other one of the two slack support means switches (12b) is arranged at a cage-side fastening point (2b).
4. Lift installation (100) according to claim 1, 2 or 3, characterised in that the slack support means switches (12a, 12b) are so arranged and constructed that in the normal operational state they are loaded and electrically closed by action of the support means (1a, 1b).
5. Lift installation (100) according to claim 1, 2 or 3, characterised in that the slack support means switches (12a, 12b) are so arranged and constructed that in the case of a support means fracture or in a stalling situation they are relieved of load and electrically opened by action of the support means (1a, 1b).
6. Lift installation (100) according to any one of claims 1 to 5, characterised in that only one slack support means switch (12a, 12b) is present for each support means (1a, 1b).
7. Lift installation (100) according to any one of claims 1 to 6, characterised in that each support means (1a, 1b) comprises one or more support means runs.

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