EP3052422B1 - Système d'ascenseur - Google Patents

Système d'ascenseur Download PDF

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Publication number
EP3052422B1
EP3052422B1 EP14783539.1A EP14783539A EP3052422B1 EP 3052422 B1 EP3052422 B1 EP 3052422B1 EP 14783539 A EP14783539 A EP 14783539A EP 3052422 B1 EP3052422 B1 EP 3052422B1
Authority
EP
European Patent Office
Prior art keywords
car
suspension
elevator system
elevator
guide
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP14783539.1A
Other languages
German (de)
English (en)
Other versions
EP3052422A1 (fr
Inventor
Bernd Altenburger
Holger Zerelles
Darrell HERTEL
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
TK Elevator Innovation and Operations GmbH
Original Assignee
ThyssenKrupp Elevator Innovation and Operations GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication of EP3052422A1 publication Critical patent/EP3052422A1/fr
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Publication of EP3052422B1 publication Critical patent/EP3052422B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B7/00—Other common features of elevators
    • B66B7/06—Arrangements of ropes or cables
    • B66B7/064—Power supply or signal cables
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B11/00—Main component parts of lifts in, or associated with, buildings or other structures
    • B66B11/02—Cages, i.e. cars
    • B66B11/0226—Constructional features, e.g. walls assembly, decorative panels, comfort equipment, thermal or sound insulation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B11/00—Main component parts of lifts in, or associated with, buildings or other structures
    • B66B11/02—Cages, i.e. cars
    • B66B11/026—Attenuation system for shocks, vibrations, imbalance, e.g. passengers on the same side
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B7/00—Other common features of elevators
    • B66B7/06—Arrangements of ropes or cables
    • B66B7/068—Cable weight compensating devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B7/00—Other common features of elevators
    • B66B7/06—Arrangements of ropes or cables
    • B66B7/08—Arrangements of ropes or cables for connection to the cars or cages, e.g. couplings

Definitions

  • the present invention relates to an elevator installation with a car which can be moved in an elevator shaft, a connecting means being provided which has a first end on the car side and a second end, the first end of the connecting means being fastened to a suspension provided on the car
  • the car In conventional elevator systems with a car which can be moved in an elevator shaft, the car is moved by a carrying means, e.g. B. at least one suspension cable or at least one suspension belt, which or which suspension belt is guided over a traction sheave and deflection pulleys and is connected to a counterweight.
  • the car and counterweight can be moved along respective guides in the elevator shaft.
  • the car is designed with guide rollers which interact with the car guide.
  • a connecting means is connected to the car.
  • the connecting means can be, for example, a hanging cable or a suspension cable weight compensation means.
  • a suspension cable weight compensating means is, for example, a lower chain (balance chain), a lower belt, a lower band or a lower cable.
  • the car is supplied with electrical energy, for example, by means of a hanging cable.
  • data can be exchanged between the car and an external computing or control unit via the hanging cable.
  • Both the hanging cable and the suspension cable weight compensation means are typically attached to the underside of the car.
  • the weight of the connecting means thus additionally acts on the car, which can lead to uneven loads on the guide rollers of the car.
  • the suspension cable is typically attached on the one hand to the underside of the car and on the other hand to or in the elevator shaft.
  • the suspension cable weight compensation means is typically attached to the underside of the car on the one hand and to the counterweight on the other hand.
  • the suspension cable weight compensation means can also be attached on the other side to or in the elevator shaft.
  • the lanyard works e.g. due to the bending radius of the connection means to be observed mostly decentralized, i.e. not to the central area or the center of gravity of the car. This results in an uneven distribution of force and torque on the guide rollers of the car, depending on the position of the car in the elevator shaft.
  • the car To ensure good driving characteristics and a high level of driving comfort, the car must be precisely balanced. Therefore, a compensation mass can be attached to the car to compensate for this different force distribution due to the connecting means. In this way, for example, a torque which the connecting means exerts on the guide rollers of the elevator car can be compensated and the load on the guide rollers can be reduced.
  • the guide rollers are subjected to the greatest stresses due to the uneven forces and moments caused by the connecting means.
  • the complete weight of the connecting means acts on the car and ultimately an undesirable force on the guide rollers.
  • a symmetrical force on the car can also be achieved by using two connecting means on opposite sides of the car.
  • document US 5,437,347 discloses an elevator system with a car, the car being connected to a counterweight by means of a supporting cable.
  • a suspension is arranged on the car.
  • the elevator installation also has a connecting means which is fastened with a first end to the suspension provided on the elevator car.
  • the elevator installation according to the invention has at least one elevator car that can be moved in an elevator shaft, a connecting means with the Car is connected and a first, car-side end of the connecting means is attached to a suspension provided on the car.
  • the second end of the connecting means is fastened, for example, in or on the elevator shaft. Alternatively, the second end of the connector is attached to the counterweight.
  • the elevator installation according to the invention further comprises an additional rope, the additional rope being fastened to the suspension in such a way that a force is exerted on the suspension which counteracts a weight force acting on the suspension through the connecting means.
  • the car is connected to a counterweight in particular via a suspension cable.
  • the supporting rope is in particular guided over at least one traction sheave and / or deflection rollers or deflection rollers.
  • the connecting means is preferably a hanging cable.
  • the hanging cable is used in particular to supply energy to the car.
  • the hanging cable has in particular functions of a data cable.
  • data are in particular sent to the car or from the car and the car can be controlled via the hanging cable.
  • the hanging cable comprises in particular several individual lines, which are combined to form the hanging cable.
  • the connecting means is a cable weight compensation means.
  • the suspension cable weight compensation means serves to balance the masses of the suspension means. In particular at high delivery heights, the weight that acts on the traction sheave and / or deflection rollers or deflection rollers changes depending on the car position. As soon as the car is in a lower position, the suspension means are essentially on the car side. If, on the other hand, the car is at the top of the shaft, they are located Suspension means essentially on the side of the counterweight. This change means that the load on the traction sheave and the rollers varies. This variation is typically compensated for by a cable weight compensation means that connects the car to the counterweight.
  • the suspension cable weight compensation means now also changes as a function of the car position between the car side and the counterweight side and in this way compensates for the variation due to the weight of the suspension element.
  • the invention is suitable for elevator systems with only one car as well as for elevator systems with several cars, in particular several cars within an elevator shaft.
  • the first end of the connecting means is not fastened directly to the car, but to a suspension formed thereon.
  • the suspension is at least partially decoupled from the car.
  • the connecting means is a hanging cable.
  • the suspension is designed in particular in such a way that the hanging cable or the individual lines of the hanging cable are guided into the car.
  • the suspension cable or the individual lines are connected in the car and / or shaft side in particular to corresponding components, for example control units. This ensures the power supply or data transmission by means of the hanging cable.
  • a second end of the hanging cable is fastened in a conventional manner in the elevator shaft, in particular on a wall or the ceiling of the elevator shaft. It is particularly advisable to attach the first end of the hanging cable to the wall in the middle of the vertical extension of the elevator shaft.
  • the connecting means exerts a weight on the suspension.
  • This weight force of the connecting means acts on the suspension in the vertical direction downwards.
  • a support device acts on the suspension which exerts a force on the suspension which is opposite to the weight of the connecting means.
  • the force acting on the suspension by the support device is also referred to below as an additional force.
  • the weight of the connecting means and the additional force are in particular in the balance of forces. In particular, a direction of the weight force and the additional force are opposite to each other. In particular, the amounts of weight and additional force are identical.
  • the support device serves to compensate for the weight of the connecting means.
  • the weight of the connecting means is absorbed by the support device. Any torque that a connecting means could exert on a car without such a supporting device is eliminated. In particular, this prevents an uneven distribution of forces and / or torque from being exerted on a guide and / or guide rollers of the car. An uneven load on the guide rollers by the connecting means is thus effectively compensated.
  • This compensation of the weight of the connecting means is optimal not only in a certain position of the car in the elevator shaft, but in every possible position of the car in the elevator shaft. This will e.g. the service life of the guide rollers is increased and repair and maintenance costs are reduced. It also ensures that the car is precisely balanced in every possible position in the elevator shaft, which increases driving characteristics and driving comfort.
  • the carrying device expediently lies at least partially outside or completely outside the vertical projection of the car. With this Measure, the underside of the car can be kept essentially free of devices for fastening the connecting means.
  • the carrying device has an additional rope, one or more deflection pulleys and a counterweight, the second end of the additional rope being fastened to the counterweight.
  • the additional rope is guided over the pulley (s).
  • the counterweight absorbs the weight of the lanyard.
  • the additional rope is thus tensioned by the connecting means.
  • the weight of the lanyard is transferred to the counterweight via the additional rope.
  • an already existing counterweight of the car can be used as a counterweight to compensate for the weight of the connecting means.
  • the additional rope can also be accommodated in the elevator shaft in a space-saving manner.
  • the deflection roller of the support device is preferably fastened in a machine room and / or in the shaft head of the elevator shaft.
  • the additional rope can also consist of several ropes or be designed in the form of a belt.
  • the suspension is designed to be movable, in particular vertically movable, with respect to the elevator car.
  • a decoupling of the connecting means from the car can be realized by a play thus provided for the suspension with respect to the car. Different strain loads during operation between the lift rope of the car and the additional rope can thus be compensated for.
  • the connecting means can thus be completely decoupled from the car, so that a guide, in particular guide rollers of the car, are not loaded.
  • the car is connected to the counterweight via the suspension cable and the traction sheave or one or more deflection rollers. In an analogous way the counterweight is connected to the connecting means. This ensures that there is no additional load on the guide rollers of the car.
  • a clamping mass is preferably provided. This clamping mass can preferably be attached to a fastening element or a carriage of the suspension.
  • the additional rope is always optimally tensioned by the tensioning mass.
  • the additional rope is also (at least partially) tensioned by the connecting means or by the weight of the connecting means, however, the lower the position of the car in the elevator shaft, the lower the tension of the additional rope by the connecting means. If the car is in the lowest position, a correspondingly low weight of the connecting means acts on the additional rope. In the lowest position of the car, the additional rope is therefore not tensioned at all or only very little by the connecting means.
  • the tensioning mass ensures that the additional rope is always under the tension required for perfect operation.
  • the additional rope is preferably attached to the counterweight in a rope suspension ratio of 1: 1.
  • 1: 1 suspensions can also be used in the context described.
  • the additional rope is preferably formed from carbon fibers. Training as a plastic rope or metal rope (in particular steel rope) is also advantageously possible. A belt version is also possible.
  • the additional rope is made of a strong, resistant and tear-resistant but nevertheless stretchable material.
  • the additional rope must be designed in such a way that it can compensate for the weight of the complete lanyard, especially when the car is in the highest position. There is a big difference in the load on the additional rope due to the connecting means between the highest and lowest position of the car. This difference leads in particular to an expansion of the additional rope. Carbon fibers are particularly suitable for withstanding these loads.
  • the at least one car expediently has a guide device on which the car can be moved in the elevator shaft.
  • Linear guides in particular sliding guides, magnetic guides, air guides, etc., are particularly preferred in this context.
  • the car is designed with a number of guide rollers which interact with a car guide provided in the shaft, which in particular has a number of car rails.
  • guide rollers of this type can be made of particularly soft materials, e.g. Plastic or rubber are manufactured, which can improve the driving comfort of an elevator system.
  • metal rollers with a covering made of soft plastic are also conceivable as guide rollers.
  • the suspension has a vertically movable carriage or at least one joint outside or partially outside the car projection to provide the mobility mentioned with respect to the car.
  • Other vertically movable elements are also conceivable. Swing mechanisms or joint mechanisms provided on a car wall may be mentioned by way of example.
  • the suspension has a rotatably mounted lever for this purpose, which is pivotably mounted in particular on the underside or top of the car (i.e. within the car projection) and extends from the car projection into an area next to the car projection.
  • FIG. 1a shows a schematic representation of an elevator installation 100.
  • a car 10 is suspended from a suspension cable 20.
  • the elevator car can be moved within the elevator shaft 12, which is only indicated schematically.
  • the car 10 has car walls, one of which is designated 10a, and a car underside 10b.
  • the suspension cable 20 is guided over a traction sheave 25 (and possibly not shown in individual deflection rollers) and is connected to a counterweight 30.
  • the traction sheave 25 is shown schematically and can also comprise several individual rollers.
  • the car is designed with guide rollers 56, which run along a car guide 57, which, for example
  • Rails 57a, 57b, are movable.
  • the guide rollers 56 can be made of a very soft material, or they can also have a casing made of a very soft material, for example a suitable plastic.
  • a connecting means 11 is provided on the underside of the car 10b.
  • the first end of the connecting means 11 on the car side is arranged on the car 10.
  • the second end of the connecting means can either be arranged on the counterweight 30 (not shown) or on the shaft 12.
  • the connecting means can be a hanging cable or a lower chain. If the connecting means is a hanging cable, the second end is typically connected to the shaft 12. On the other hand, if the connecting means 11 is a lower chain, the second end is typically connected to the counterweight 30. In both cases, the problem arises that, depending on the position of the car 10, a different proportion of the weight of the connecting means 11 acts on the car. The higher the car 10 in the shaft, the higher the proportion of the weight of the connecting means 11 that acts on the car.
  • the first end of the connecting means is usually arranged decentrally and therefore not in the center of gravity 10s of the car floor. This results in an uneven distribution of force and torque on the guide rollers 56 depending on the position of the elevator car in the elevator shaft 10.
  • FIG. 1 A preferred embodiment of an elevator installation according to the invention is shown schematically and designated 100.
  • the connecting means is designed as a hanging cable 11a.
  • a car 10 is suspended from a suspension cable 20.
  • the car 10 has vehicle walls, one of which is designated 10a and one Underside of car 10b.
  • the support cable 20 is guided over a traction sheave 25 (and possibly not shown in individual deflection or deflection rollers) and is connected to a counterweight 30.
  • the traction sheave 25 is shown schematically and can also comprise several individual rollers.
  • the car is designed with guide rollers 56, which can be moved along a car guide 57, which has rails 57a, 57b, for example.
  • the guide rollers 56 can be made of a very soft material, or they can also have a casing made of a very soft material, for example a suitable plastic.
  • a hanging cable 11a is used to supply the car 10 with electrical energy and to exchange data.
  • a first end of the hanging cable 11a is fixed in the elevator shaft.
  • the elevator shaft is only indicated schematically by reference number 12.
  • the hanging cable 11a is fastened to a wall of the elevator shaft 12.
  • the other end of the hanging cable 11a is not mechanically fastened directly to the car 10, but is connected to a suspension 50 which is formed on the car 10.
  • the suspension 50 is in Figure 1 formed according to a first preferred embodiment of the invention.
  • the suspension 50 in this case comprises a carriage 51a which can be moved vertically on the car 10 in a guide and a fastening element 52a formed thereon.
  • a pivotable lever provided on the wall of the car instead of the slide 51a could be provided.
  • the hanging cable 11a is attached to the fastening element 52a.
  • the fastening element 52a is due to the vertical movability of the Carriage 51a is vertically decoupled from car 10.
  • the vertically movable carriage 51a also serves to horizontally guide the hanging cable 11a.
  • the suspension cable 11a is fixed via the suspension 50, thus ensuring the supply of the car 10 with electrical energy and the data exchange.
  • An additional cable 40 is also fastened to the fastening element 52a.
  • the additional rope 40 serves to compensate for the weight of the hanging cable 11a.
  • the weight of the hanging cable 11a acts, using the example of Figure 1 viewed, in the vertical direction downward on the suspension 50.
  • the additional cable 40 is now attached to the suspension 50 and in the elevator shaft in such a way that a force counteracts the weight of the suspension cable 11a on the suspension 50, as will be explained below. This force should therefore act on the suspension in the vertical direction upwards.
  • the additional rope 40 is guided over at least one deflection roller 45.
  • a plurality of deflection pulleys 45 can also be provided for the additional rope.
  • two deflection rollers 45 are typically provided here.
  • the additional rope 40 is attached to the counterweight 30.
  • the deflection roller (and / or the traction sheave 25) is or are preferably fastened in the machine room 13 or also in the shaft head, in Figure 1 indicated by the reference numeral 60. It is also possible to provide the deflection roller 45 and / or the traction sheave 25 in a machine room in the shaft head.
  • the additional rope 40 is preferably guided to the counterweight 30 in a rope suspension ratio of 1: 1. 2: 1 suspensions are also conceivable.
  • the additional rope 40 or the counterweight 30 compensates for the weight of the hanging cable 11a.
  • the weight of the hanging cable 11a is thus decoupled from the car 10.
  • the vertically movable slide 51a is in a bearing guide, a sliding guide or a spindle roller bearing Car 10 is designed to be movable.
  • a swivel joint provided on the car wall can advantageously be used.
  • the design of the suspension 50 with the vertically movable slide 51a and the fastening element 52a ensures that no force acting in the vertical direction is applied to the car 10 and, as a result, no resulting torque generates a force on the guide rollers 56.
  • the additional cable 40 is tensioned by the weight of the hanging cable 11a, which acts on the additional cable 40.
  • a clamping mass 55 can also be fastened to the fastening element 52a. The tensioning mass 55 ensures that the additional rope 40 is optimally tensioned in the elevator shaft 12 in every position of the elevator car 10.
  • FIG 2 is an elevator system 100 analogous to Figure 1 shown.
  • the same reference numerals refer to the same or similar elements and are not explained again.
  • FIG. 2 A suspension 50 according to the second preferred embodiment of the invention is shown.
  • the suspension 50 has a lever 51b rotatably mounted on the underside of the car 10 and a suspension 52b.
  • the suspension cable 11a is attached to the suspension 52b.
  • the additional cable 40 is fastened to one end 53 of the rotatably mounted lever 51b.
  • a clamping mass 55 can be provided, which is preferably formed on the rotatably mounted lever, in particular on its end 53.
  • the rotatably mounted lever 51b is preferably fastened in a central region 10s on the underside 10b of the car 10. According to this configuration of the suspension 50, depending on the positioning of the suspension 52b, a corresponding proportion of the weight of the suspension cable 11a is placed in the car initiated. By fastening the rotatably mounted lever 51b in the central region 10s, however, this part of the weight of the hanging cable 11a is introduced centrally into the car 10. The other part of the weight is absorbed by the additional rope 40. Thus, there is no undesirable torque on the car 10 due to the weight of the hanging cable 11a. There is therefore no uneven force distribution or uneven loading of the guide rollers 56.
  • This embodiment of the suspension 50 with the rotatably mounted lever 51b and the suspension 52b also does not introduce any force acting on the car 10 in the vertical direction.
  • a portion of the weight of the hanging cable 11a is also compensated in this embodiment by the additional rope 40, which in turn is guided around at least one deflection roller 45.
  • a part of the weight of the hanging cable 11a is introduced centrally into the car 10.
  • the guide rollers 56 of the car 10 are therefore optimally not loaded at all, at least only minimally by the weight of the hanging cable as a function of changing car positions.
  • FIG 3 is an elevator system 100 analogous to Figure 2 shown.
  • the connecting means is designed as a lower chain 11b.
  • the first end of the lower chain 11b on the car side is connected to the suspension 50.
  • the second end of the lower chain 11b is connected to the counterweight 30.
  • the lower chain 11b thus compensates for the changing load due to the weight of the suspension cable 20 when the car position changes.
  • the suspension 50 has a lever 51b rotatably mounted on the underside of the car 10 and a suspension 52c.
  • the lower chain 11b is on the Suspension 52c attached or suspended.
  • the additional cable 40 is fastened to one end 53 of the rotatably mounted lever 51b.
  • a clamping mass 55 can be provided, which is preferably formed on the rotatably mounted lever, in particular on its end 53.
  • the rotatably mounted lever 51b is preferably fastened in a central region 10s on the underside 10b of the car 10. According to this configuration of the suspension 50, depending on the positioning of the suspension 52b, part of the weight of the lower chain 11b is introduced into the car. By fixing the rotatably mounted lever 51b in the central region 10s, however, this part of the weight of the lower chain is introduced centrally into the car 10. Thus, there is no undesirable torque on the car 10 due to the weight of the lower chain 11b, which generates a force on the guide rollers 56. There is therefore no uneven force distribution or uneven loading of the guide rollers 56.
  • This configuration of the suspension 50 with the rotatably mounted lever 51b and the suspension 52c also does not introduce any force acting on the car 10 in the vertical direction.
  • a part of the weight of the lower chain 11b is also compensated in this embodiment by the additional rope 40, which in turn is guided around at least one deflection roller 45.
  • the other portion of the weight of the lower chain 11b is introduced into the middle of the car 10.
  • the guide rollers 56 of the car 10 are therefore optimally not loaded at all, at least only minimally by the weight of the lower chain 11b as a function of changing car positions.
  • FIG 4 is an elevator 100 similar to that Figures 2 and 3rd shown.
  • the same reference numerals refer to the same or similar elements and will not be explained again.
  • This embodiment comprises both a suspension cable 11a and a lower chain 11b as a connecting means.
  • the suspension 50 has a lever 51b which is rotatably mounted on the underside of the car 10. Both the hanging cable 11a and the lower chain 11b are attached to the same lever 51b.
  • the lever 51b has a suspension 52b for the suspension cable 11a and a suspension 52c for the lower chain 11b.
  • the first end of the suspension cable 11a or the lower chain 11b on the car side is fastened to the two suspensions 52b and 52c.
  • the second end of the hanging cable 11a is connected to the shaft 12.
  • the second end of the lower chain 11c is connected to the counterweight.
  • the additional cable 40 is fastened to one end 53 of the rotatably mounted lever 51b.
  • a clamping mass 55 can be provided, which is preferably formed on the rotatably mounted lever, in particular on its end 53.
  • the rotatably mounted lever 51b is preferably fastened in a central region 10s on the underside 10b of the car 10. According to this configuration of the suspension 50, depending on the positioning of the suspensions 52b and 52c, part of the weight of the hanging cable 11a and the lower chain 11b is introduced into the car. By fixing the rotatably mounted lever 51b in the central region 10s, however, this portion of the weight is introduced centrally into the car 10. Thus, there is no undesirable torque on the car 10 due to the weight of the two connecting means, which generates a force on the guide rollers 56. There is therefore no uneven force distribution or uneven loading of the guide rollers 56.
  • This configuration of the suspension 50 with the rotatably mounted lever 51b and the suspensions 52b and 52c also does not introduce any force acting on the car 10 in the horizontal direction.
  • a portion of the weight of the two connecting means suspension cable 11a and lower chain 11b is also in this Design compensated by the additional rope 40, which in turn is guided around at least one deflection roller 45.
  • the guide rollers 56 of the car 10 are therefore optimally not loaded at all, at least only minimally by the weight of the hanging cable 11a and the lower chain 11b as a function of changing car positions.

Claims (17)

  1. Système d'ascenseur (100)
    comprenant au moins une cabine d'ascenseur (10) qui peut se déplacer dans une cage d'ascenseur (12), la cabine d'ascenseur (10) étant reliée par un câble porteur (20) avec un contrepoids (30), et un moyen de liaison (11) étant prévu, qui présente une première extrémité côté cabine d'ascenseur et une deuxième extrémité, la première extrémité du moyen de liaison (11) étant fixée à un élément de suspension (50) prévu sur la cabine d'ascenseur (10), qui est positionné au moins en partie à l'extérieur de la projection verticale de la cabine d'ascenseur (10) ;
    comprenant un dispositif porteur (40, 45, 30), qui exerce sur l'élément de suspension (50) une première force qui agit en sens contraire d'une deuxième force produite sur l'élément de suspension (50) par la masse du moyen de liaison (11),
    caractérisé en ce que
    le dispositif porteur (40, 45, 30) comprend un câble supplémentaire (40), une première extrémité du câble supplémentaire (40) étant fixée à l'élément de suspension (50) de telle sorte que la première force soit exercée sur l'élément de suspension (50).
  2. Système d'ascenseur (100) selon la revendication 1, dans lequel le ou les dispositifs porteurs (40, 45, 30) est/sont positionné(s) au moins en partie à l'extérieur, notamment entièrement à l'extérieur, de la projection verticale de la cabine d'ascenseur (10).
  3. Système d'ascenseur (100) selon l'une quelconque des revendications précédentes, dans lequel l'élément de suspension (50) est configuré mobile, notamment mobile verticalement, par rapport à la cabine d'ascenseur.
  4. Système d'ascenseur (100) selon l'une quelconque des revendications précédentes, dans lequel le dispositif porteur comprend un câble supplémentaire (40), une poulie (45) et un contrepoids (30), une deuxième extrémité du câble supplémentaire (40) étant fixée au contrepoids (30) et le câble supplémentaire (40) étant acheminé par la poulie (45).
  5. Système d'ascenseur (100) selon l'une quelconque des revendications précédentes, dans lequel l'élément de suspension (50) comprend un chariot pouvant se déplacer verticalement (51a) sur la cabine d'ascenseur (10) .
  6. Système d'ascenseur (100) selon la revendication 5, dans lequel le chariot pouvant se déplacer verticalement (51a) est configuré pour pouvoir se déplacer dans un guide à palier, un guide à coulissement ou un palier à rouleaux à broche.
  7. Système d'ascenseur (100) selon l'une quelconque des revendications 1 à 6, dans lequel l'élément de suspension (50) comprend un levier monté rotatif (51b).
  8. Système d'ascenseur (100) selon la revendication 7, dans lequel le levier (51b) est monté rotatif sur le côté inférieur (10b) de la cabine d'ascenseur, notamment dans une zone centrale (10s) du fond de la cabine d'ascenseur ou sur une paroi de la cabine d'ascenseur (10a).
  9. Système d'ascenseur (100) selon l'une quelconque des revendications précédentes, dans lequel une masse de serrage (55) est prévue, qui est notamment réalisée sur l'élément de fixation (52a) ou le levier monté rotatif (51b).
  10. Système d'ascenseur (100) selon l'une quelconque des revendications précédentes, dans lequel le câble supplémentaire (40) est suspendu en un rapport de suspension de câble de 1:1.
  11. Système d'ascenseur (100) selon l'une quelconque des revendications précédentes, dans lequel le câble supplémentaire (40) est fabriqué en fibres de carbone.
  12. Système d'ascenseur (100) selon l'une quelconque des revendications 4 à 11, dans lequel la poulie (45) est agencée dans une salle des machines et/ou dans ou sur un sommet de cage (13) de la cage d'ascenseur (12).
  13. Système d'ascenseur (100) selon l'une quelconque des revendications précédentes, dans lequel ladite au moins une cabine d'ascenseur (10) peut se déplacer dans la cage d'ascenseur en utilisant un dispositif de guidage.
  14. Système d'ascenseur (100) selon la revendication 13, dans lequel le dispositif de guidage est réalisé sous la forme d'un guide linéaire, notamment d'un guide à coulissement, d'un guide magnétique ou d'un guide à air.
  15. Système d'ascenseur (100) selon l'une quelconque des revendications précédentes, dans lequel la cabine d'ascenseur (10) est réalisée avec un nombre de rouleaux de guidage (56), qui interagissent avec un guide de cabine d'ascenseur (57) prévu dans la cage d'ascenseur (12).
  16. Système d'ascenseur (100) selon l'une quelconque des revendications précédentes, dans lequel le moyen de liaison (11) est un câble de suspension (11a) et dans lequel la deuxième extrémité est reliée à la cage d'ascenseur.
  17. Système d'ascenseur (100) selon l'une quelconque des revendications 1 à 15, dans lequel le moyen de liaison (11) est une sous-chaîne (11b) ou une sous-courroie.
EP14783539.1A 2013-09-30 2014-09-30 Système d'ascenseur Active EP3052422B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013219825.6A DE102013219825A1 (de) 2013-09-30 2013-09-30 Aufzuganlage
PCT/EP2014/002653 WO2015043767A1 (fr) 2013-09-30 2014-09-30 Système d'ascenseur

Publications (2)

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EP3052422A1 EP3052422A1 (fr) 2016-08-10
EP3052422B1 true EP3052422B1 (fr) 2020-05-06

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EP14783539.1A Active EP3052422B1 (fr) 2013-09-30 2014-09-30 Système d'ascenseur

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US (1) US10427912B2 (fr)
EP (1) EP3052422B1 (fr)
CN (1) CN105658560B (fr)
DE (1) DE102013219825A1 (fr)
WO (1) WO2015043767A1 (fr)

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JP2015506884A (ja) * 2012-01-10 2015-03-05 オーチス エレベータ カンパニーＯｔｉｓ Ｅｌｅｖａｔｏｒ Ｃｏｍｐａｎｙ エレベータ用移動ケーブルの保護
DE102014113514A1 (de) * 2014-09-18 2016-03-24 Thyssenkrupp Ag Aufzuganlage
WO2016135855A1 (fr) * 2015-02-24 2016-09-01 三菱電機株式会社 Ascenseur
US11111103B2 (en) * 2015-09-30 2021-09-07 Inventio Ag Rope sway reducing arrangement for weight based hindering of lateral sway of an elongate rope-like means in an elevator hoistway
DE102016204180A1 (de) 2016-03-15 2017-09-21 Thyssenkrupp Ag Verfahren und Ausgleichssystem zum Entgegenwirken von mindestens einem Drehmoment, das auf einen Fahrkorb einer Aufzugsanlage wirkt
US10099895B2 (en) * 2016-06-28 2018-10-16 Safeworks, Llc Wire, rope, and cable management
EP3275824B1 (fr) * 2016-07-27 2023-03-15 Otis Elevator Company Prévention de balancement du câble de déplacement
CN108408537B (zh) * 2018-03-26 2019-11-08 日立电梯（中国）有限公司 电梯补偿链补偿位置自动调整装置
WO2021122049A1 (fr) * 2019-12-17 2021-06-24 Inventio Ag Système d'ascenseur présentant un agencement optimisé d'éléments de poids de compensation

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US1822153A (en) * 1930-05-20 1931-09-08 Westinghouse Electric & Mfg Co Control cable hanger
US5437347A (en) * 1992-02-05 1995-08-01 C. Haushahn Gmbh & Co. Cable tensioning device for elevators

Also Published As

Publication number Publication date
CN105658560A (zh) 2016-06-08
US10427912B2 (en) 2019-10-01
US20160207738A1 (en) 2016-07-21
CN105658560B (zh) 2019-08-13
WO2015043767A1 (fr) 2015-04-02
EP3052422A1 (fr) 2016-08-10
DE102013219825A1 (de) 2015-04-02

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