EP3233706A1

EP3233706A1 - Damper unit for a lift

Info

Publication number: EP3233706A1
Application number: EP15808435.0A
Authority: EP
Inventors: Philipp Zimmerli
Original assignee: Inventio AG
Current assignee: Inventio AG
Priority date: 2014-12-17
Filing date: 2015-12-14
Publication date: 2017-10-25
Also published as: CN107108171A; US10501287B2; CN107108171B; US20170355563A1; WO2016096763A1

Abstract

A damper unit for a lift, for the purpose of reducing vertical vibration of a stopping lift car (2), has at least one roller (5, 6, 7) which, in an active position, is in contact with the guide rail (3) and can be rotated about an axis of rotation (R). For the purpose of damping the rotary movements during vertical vibration of the stopping lift car (2), the roller (5, 6, 7) is connected to a rotation damper (8, 9, 10).

Description

Damper unit for a lift

The invention relates to a damper unit for a lift according to the preamble of claim 1.

Persons or goods entering or leaving the elevator car cause undesirable vertical vibrations of the cabin because of the elasticity of the suspension elements. Such vertical vibrations occur in particular on lifts on suspension straps based on suspension, which enjoy in recent times growing popularity. Since belts have a less favorable vibration behavior compared to steel cables, the vertical vibrations increasingly affect the comfort feeling of the passengers and the operational safety. The problem is exacerbated by the way with increasing elevator height. To reduce such vertical vibrations is known to use separate damper units which - compared to, for example, catch brakes or other safety-related braking devices - act on the guide rail with a small braking force.

A generic similar damper unit is for example from EP 1 424

302 AI known. This shows an elevator car with a damper unit having a brake element, the brake element being pressed against a lateral guide surface of the guide rail during the cabin style stand. To the

Activation of the damper unit is mechanically coupled to a door opening unit of the elevator car. The brake element causes in the active position a sliding contact with the guide rail.

It is therefore an object of the present invention to avoid the disadvantages of the known and in particular to provide a damper unit for an elevator, with the vibrations, in particular vertical vibrations, the elevator car in standstill phases are easily and efficiently reduced. The damper unit should continue to protect the guide rail.

These objects are achieved according to the invention with a damper unit for an elevator for reducing vibrations, in particular vertical vibrations, of a holding cabin having the features of claim 1. The damper unit comprises less at least one roller which contacts at least in an active position a guide rail for guiding the car and which is rotatable about an axis of rotation in the active position of the vibrations, in particular vertical vibrations, of the car. Characterized in that the damper unit having a mentioned, at least one roller connected or connectable rotary damper for damping the rotational movements of the roller in vibrations, in particular vertical vibrations, the holding car, can be easily and efficiently achieve good damping results during a standstill of the cabin easily and efficiently , The rotary damper in this case preferably has a damper part rotatable about an axis of rotation, wherein the axis of rotation of the damper part and the axis of rotation of the roller are arranged or aligned coaxially. This damper unit comprising a rotary damper connected or connectable to the roller and rotatable about the axis of rotation defined by the roller

Damper part includes, has the further advantage that the damper unit is available as a compact unit.

As a machine component in general and in other applications rotary dampers are already known and in use. A rotary damper is understood to mean a damper for damping mechanical vibrations resulting from rotational movements about an axis of rotation. A rotary damper is characterized by the fact that its damping effect relates to the axis of rotation. Accordingly, rotary dampers are used to distinguish shock absorbers which are otherwise frequently used for damping and whose damping effect is translational or in an axial direction. Such a linear shock absorber, for example, has a cylinder with a piston movable therein, causes a damping of the strokes of the cylinder. On the other hand, rotary dampers have braking means which are designed in such a way that the brake means generate a braking torque acting on the damper part when the damper part rotates in at least one direction of rotation.

The rotary damper may comprise a fixed damper housing in which the aforementioned damper part is rotatably mounted. For damping the rotational movements of the damper part, a fluid can be used as a braking means. Between the damper housing and the rotatable damper part, a gap or working space is formed, in which a viscous fluid is enclosed. Instead of many reference is made to DE 296 04 260 Ul, from which such rotary damper have become known. Such rotations dampers are also known as hydraulic rotary dampers. At the damper part wing elements could be attached, creating a so-called "wing rotation damper" is formed.

The roller can constantly contact the guide rail. Consequently, the roller is not only in the active position with the guide rail in contact, but for the cabin rides in a passive or non-activated position, in this case it may be advantageous if the roller freely rotatably mounted in the non-activated position is. In particular, for this configuration, it is advantageous if the rotary damper controls the active position of the roller via a controllable electrical coupling or the roller can be coupled to the rotary damper via the controllable electrical coupling. Such a damper unit could therefore also be used as a roller guide shoe for guiding the elevator car. However, the controllable electrical coupling could also be used for other variants of damper units, for example damper units, in which the at least one roller is at a rest position away from the guide rail.

In a further embodiment, force-applying means can be provided, with which the roller or rollers can be pressed against the guide rail or at least in the active position and possibly also in a non-activated position. These Kraftbeaufschlagungsmittel ensure safe contact between the roller and guide rail.

It can be particularly advantageous if the force application means comprise a spring element. For example, the spring element may be a helical compression spring, depending on the purpose, the role or roles in the active position by means of a

Spring element or by means of several spring elements are pressed against the guide rail.

The damper unit may comprise a lever arm which is pivotally connected or connectable to the cabin at one end and which is preferably supported at an opposite end by the force applying means. With such an arrangement, the role can be easily brought into the active position and / or the active position can be maintained. The at least one roller may be mounted on an axle or fixedly connected to a shaft. If the roller is mounted on an axle, the rotary damper can be arranged in the radial direction between the axle and roller. If a shaft is used, the rotary damper can be arranged in the axial direction next to the roller.

It can be used different types of passive or active rotary dampers The rotational damper can, for example, one of a

Elastomer material formed damper element. The rotary damper may have a fixed predetermined damping characteristic. However, adjustable rotational dampers could also be advantageous in which the damping characteristic can be adapted to different requirements. Also in question are hydraulic rotary dampers. The rotary damper could then also be designed as an electrical rotary damper. Such an electric rotary damper substantially corresponds to an electric generator having a rotatable damper part constituting the rotor and a fixed damper part constituting the stator.

For certain applications it may be sufficient to use a rotary damper acting only in one direction of rotation. However, the rotary damper is particularly advantageous in a bidirectional rotational damper acting in both directions of rotation.

The damper unit may comprise an actuator with which the at least one roller between a rest position and an active position is actively or passively movable, wherein the at least one roller in the rest position of a moving cabin or during a cabin ride bcrührung los along a guide rail is movable. The roller is spaced in the rest position of the guide rail, whereby no rotational movement of the roller is possible and the guide rail remains unencumbered.

If the guide rail has two opposite, preferably plane-parallel, lateral guide surfaces and a front-side guide surfaces connecting the lateral guide surfaces, it can be advantageous if the damper unit has a roller associated with the end face of the guide rail. It may be particularly advantageous if the damper unit has only the aforementioned role. For certain applications, it would also be conceivable, in addition to the mentioned role to provide two more roles, which are each assigned to the opposite lateral guide surfaces of the guide rail.

Alternatively or possibly additionally, the damper unit may comprise two opposing rollers, wherein the guide rail between the rollers can be arranged or between the rollers can be accommodated or received. The rollers mentioned here are thus assigned to the lateral guide surfaces of the guide rail.

Particularly preferably, the two opposing rollers can be rotatably mounted by means of rotary dampers rotatably mounted on opposite ends of a lever element. In this case, the lever element by a pivoting movement between a rest position in which the rollers are each spaced from the guide rail, so that the rollers are movable in the rest position of the moving cabin without contact along the rail.

The Hebeleiement may be formed like a rocker, wherein the pivot axis for the pivoting movements of the lever member is arranged centrally between the axes of rotation of the rollers. The pivot axis and the axis of rotation of the rollers can advantageously extend parallel to the axis.

For the pivotal movement of the lever member, the damper unit may comprise an actuator. By means of the actuator, the two rollers can be brought from the rest position to the active position at the desired time.

The actuator may include an electromagnet for controlling the active position of the rollers. By activating the electromagnet, the active position can be created very easily and quickly.

The at least one roller may have a tread or contact side to the guide rail, wherein the tread is formed, for example, with respect to a steel guide rail made of a material having a coefficient of static friction greater than 0.5. To form the tread of the roll, it is preferable to use a material which ensures that the roll can not slip along the guide rail while the car is holding and load changes occur. The material may be, for example, a rubber-based rubber coating. The roller may, for example, have an annular running body or wheel rim made of a rubber material. The rubberized tread results in an effective damping of the vertical vibrations and a quiet operation. If the rollers remain in contact with the guide rail in the rest position, it is also possible to achieve good running properties when traveling by car.

Another aspect of the invention relates to an elevator with at least one previously described damper unit. It can be advantageous if the elevator has two damper units per elevator car, with one damper unit each being assigned to each guide rail for guiding the elevator cab. To guide the elevator car, sliding guide shoes or roller guide shoes may be provided on the elevator car, more preferably.

Further individual features and advantages of the invention will become apparent from the following

Description of an embodiment and from the drawings. Show it:

1 shows a simplified representation of an elevator with an inventive

Damper unit in a side view,

FIG. 2 shows a plan view of the damper unit according to FIG. 1,

FIG. 3 shows a further elevator with an alternative damper unit,

Figure 4 is a front view of a damper unit according to another embodiment, and

Figure 5 is a sectional view of the damper unit of Figure 4 (sectional plane A-A).

Figure 1 shows a generally designated 1 elevator with a movable up and down cabin 2 for the transport of people or goods. The elevator car 2 is over

Tragmittel for example in the form of (not shown here) supporting cables or Tragrie- men by means of a drive unit in a vertical elevator shaft movable. The

Cabin 2 has a cabin floor 24, connect to the indicated with dashed lines cabin side walls 25. For the guidance of the cabin, the elevator installation 1 has z extending guide rails 3 in the vertical direction. On the car 2 Gleitführungsschuhe 20 are arranged, via which the car 2 along the guide rail 3 moving cabin can be guided along. In the present embodiment, the guide shoe 20 is attached to the cabin floor 24. The cabin 2 may additionally have a further guide shoe 20 in the area of the cabin roof. The guide shoe 20 may be a sliding guide shoe. Alternatively, it would also be conceivable to use roller guide shoes as guide shoes 20.

In a cabin contents unwanted vibrations, in particular vertical vibrations, the car 2 may occur. In particular, vertical vibrations occur when persons enter or leave the cabin 2. The change in load causes the car 2 to vibrate. This phenomenon is particularly pronounced in sling-based elevators and elevators with high shaft heights. In order to reduce these vertical vibrations when the car is stopped, the elevator 1 is equipped with one or more damper units with which vertical vibrations of the holding car can be reduced. Such a damper unit is designated 4 in FIG. In FIG. 1 (as well as in FIG. 3), only one guide rail 3 is shown for better understanding and for the sake of simplicity. In general, however, the elevator 1 has two guide rails 3 lying opposite each other, which are each fastened to shaft walls opposite one another. The following explained in detail

Damper unit 4 is the same for the second (not shown) guide rail or at least formed similar.

The damper unit 4 has a roller 5, which contacts the guide rail 3. The

Roller 5 is connected via a coupling 1 1 with a Rotationsdärapfer 8. This clutch 1 1 is designed as a controllable electrical coupling and can be brought from an active position in which the clutch 1 1 is rigidly connected to the roller 5, in a non-activated position in which the roller 5 is decoupled from the rotary damper 8 , Of course, the reverse way is possible. The rotary damper 8 is thus coupled via the controllable electrical coupling 11 for creating the active position of the roller 5. For vertical vibrations of the holding car 2, the forward Train acting in two directions of rotation or bidirectional rotational damper 8 for damping the rotational movements of the roller 5 and thus for an effective reduction of the vertical vibrations. The roller 5 is pressed by means of, for example, a helical compression spring or another spring element 5 against the guide rail 3. In the present embodiment, the roller 5 contacts an end face 22 of the guide rail 3. The damper unit 4 comprises a pivotally mounted on the cabin floor 24 lever arm 13, on which the roller 5 is rotatably mounted. Consequently, the role is not only in the active position with the guide rail 3 in contact, but for cabin rides in the passive or non-activated position. In this case, it may be advantageous if the roller is freely rotatably mounted in the passive or non-activated position. Since the roller 5 then permanently contacts the guide rail 3, the damper unit 4 could also be used as or in an arrangement for guiding the elevator car 1. Such a guide arrangement, in addition to the damper unit 4 shown in FIG. 1, may have two further guide rollers with the roller 5 acting on the front side of the guide rail 3, the two further guide rollers being associated with the plane-parallel lateral guide surfaces of the guide rail. This guide arrangement could thus be a roller guide shoe. The guide shoe 20 shown in FIG. 1 could therefore be dispensed with in the latter case.

Figure 2 shows a possible arrangement of an assembly with roller 5, rotary damper 8 and clutch 1 1. The three components of said assembly have a common axis of rotation R. The roller 5 is fixedly secured to a shaft 14 rotatable about the rotation axis R. The three components 5, 1 1, 8 are arranged side by side with respect to the rotation axis R. Between roller 5 and rotary damper 8, the clutch 1 1 is arranged. The rotary damper 8 is connected by means of the controllable electrical coupling 1 1 with the roller 5. The clutch 11 is controlled via a (not shown) control device. The control device sends, for example, a control command to the clutch 1 1 as soon as the car 2 stops, for example, or when the car door opens. After receipt of a control signal, the clutch 1 1 is activated, and so the roller 5 is connected to the rotary damper 8. The damper unit is now working effectively, the role is in the active position. The activation is usually maintained until the doors are closed again and thus no significant load changes are possible. In this active position will be thanks the attenuation by the rotary damper 8 effectively reduces vertical vibrations of the holding car 2. During activation, the controller may continue to send control commands to the damper unit 4.

In Figure 2, the basic structure of the rotary damper 8 is indicated schematically by dashed lines. The rotary damper 8 has a rotatable damper part 36, which is mounted in a damper housing 35. The rotary damper 8 can be configured by way of example as a hydraulic rotary damper. In the gap between damper housing 35 and damper part 36 is a viscous medium, which causes a braking effect on the damper part 36 at a rotational movement of the damper part and thus dampens the rotational movements of the role in vertical vibrations of the holding cabin. Incidentally, it can be clearly seen from FIG. 2 that the axes of rotation of the roller 5 and of the damper part 36 of the rotary damper 8 are arranged or aligned coaxially. In the exemplary embodiment according to FIG. 1, the roller 5 is in contact with the guide rail 3 not only during a standstill of the car 2 but also during a car journey. It may also be advantageous to remove the roller 5 from the guide rail 3, thus during cabin cruises no action on the guide rail 3 takes place by the roller 5. The roller 5 of the moving car 2 should thus be movable in a rest position contactless along the guide rail 3. Such a functionality has the damper unit 4 according to the embodiment of Figure 3. In Figure 3 is an actuator 1 5, for example, a spindle drive or other linear drive, a pneumatic or hydraulic actuator, responsible for ensuring that the role of the 5 in FIG 3 shown active position in which the roller contacts the guide rail and dampens vertical vibrations thanks to the rotary damper 8 can be brought into the aforementioned rest position. The direction of movement for moving the lever arm 13 from the active position to a rest position is indicated by an arrow e. In the rest position, the lever arm 12 is held back by the actuator 15. When the car stops and a door opening is detected or released, a control signal is sent to the actuator 15, whereupon the actuator 15 releases the lever 13. The thus released lever arm is pivoted due to the spring force of the spring element 12 about the pivot axis 26 and pressed against the guide rail 3, whereby the roller 5 is brought into the active position. The damper unit 4 of FIG. 3 described here consequently does not require a coupling as in the exemplary embodiment according to FIG. 1. For certain applications, for example in increased rule requirement, it could be advantageous to additionally use an electrically controllable coupling.

In the two preceding exemplary embodiments, the rollers connected or connectable with rotational dampers act on the end faces 22 of the guide rails 3. However, the damper unit can also act with the lateral guide surfaces 23 adjoining the end face 22, which lie opposite one another and usually run plane-parallel. Such an embodiment of a damper unit 5 is shown in FIGS. 4 and 5, from which constructive details can also be taken.

4 shows a front view of a damper unit 5. The front view corresponds to a viewing direction along a surface normal of the end face of the guide rail (not shown) (see the following FIG. 5, in which the aforementioned end face are designated 22). The damper unit 5 has two rollers 6 and 7. The rollers 6, 7 are rotatably mounted on a lever element 17. The lever element 17 is in turn pivotally mounted about a pivot axis 18 rotatably mounted on a bracket 28. The lever member 17 is inclined at an angle designated α with respect to the horizontal. Between the rollers, the extending in the z-direction guide rail 3 can be arranged. In Figure 4, the damper unit 5 is located with the rollers 6, 7 in an active position in which the rollers 6, 7, the guide rail 3 contact. The lever element 17 can be pivoted by means of an actuator between the rest position and the active position. By way of example, this actuator comprises an electromagnet 21 designed as a pull magnet with a pull rod 29 connected axially to an armature of the electromagnet. The pull rod 29 is connected to the pivotable lever element 17 via a lever arm (not shown). The drawbar 29 can be displaced and secured in a limited manner on the armature by means of a lock nut 29, as a result of which the distance designated by "x" can be reduced or increased The length of the magnetic bar comprising armature and drawbar 29 may vary and so the damper unit can be adapted to the guide rail For example, for guide rails 3 with rail widths of 9 mm, a distance x can be selected which is between 1 mm and 3 mm wider guide rails is advantageously set a greater distance (for example, rail width: 19 mm, distance x = 10 to 15 mm.) When deactivating the electromagnet 21 is the Pull rod 29 is moved together with the armature of the now no longer energized electromagnet 21 in the illustration according to Figure 4 to the left. The inclination angle α is reduced, the rollers 5, 7 reach a rest position in which the rollers 6, 7 of the

Guide rail are spaced.

In FIG. 5, which shows the damper unit 5 from FIG. 4 along the sectional plane A-A, the guide rail 3 is represented by a dashed line. The guide rail 3 is formed as a T-profile and has a rail foot and a web foot projecting footbridge with the end face 22 and the two opposite, plane-parallel lateral guide surfaces 23. The rollers 6, 7 are obviously assigned to the lateral guide surfaces 23. The two opposing rollers 6, 7 are damped by means of rotary dampers 9, 10 rotatably mounted at opposite ends of the lever member 17. In this case, the lever member 17 is movable by a pivoting movement to create the rest position of the rollers 6, 7 and the active position of the rollers. The lever member 17 is formed rocker-like, the pivot axis 18 for the pivoting movement is arranged centrally between the axes of rotation Rl, R2 of the rollers 6, 7. The rollers 6, 7 are connected via a screw connection by means of screws 32 with the shaft 14. The shaft 14 is in turn connected via a rolling bearing 31, in the present example, a cylindrical roller bearing, rotatably connected to the lever member 17. The rolling bearings shown here could also be replaced by plain bearings. On the opposite side with respect to the rollers 6, 7, the rotary dampers 9, 10 are arranged on the lever element 17. The rotary damper 9, 10 are screwed to the lever member 17 and comprise a designated shaft stub shaft 36 of the respective shaft 14. This stub shaft forms the damper part 36 of the rotary damper 9, 10, which is rotatably mounted in the fixed damper housing 35 and on which for damping by means of braking is applied, whereby a braking torque acting in the direction of rotation is generated. The rotary damper 9, 10 may each be a purely mechanical rotary damper, in which the damper part 36 has a friction surface and inside the damper housing 35, a corresponding friction surface is provided which engages the friction surface of the damper part 36. As a braking agent but also comes a viscous medium in question, which is the gap between the damper housing

35 and damper part 36 fills. The rotary damper 9, 10 could also be designed as an electrical rotary damper. In this case, the rotatable damper part

36 form the rotor of an electric generator. The rollers 6, 7 have an annular running body 33 made of a rubber material, By the rubberized tread or contact side to the guide rail good running properties and quiet operation guaranteed. By deactivating the electromagnet 21, the rollers 6, 7 can be brought from the active position to the rest position, wherein the return movement from the active position to the rest position in the present exemplary embodiment is carried out merely by utilizing gravity. This return movement could be additionally or alternatively generated using spring elements and other return means.

Claims

PatentansrjQlche

I. damper unit for an elevator for reducing vertical vibrations of a holding cabin (2), comprising at least one roller (5, 6, 7) which in an active position contacts the guide rail (3) and is rotatable about an axis of rotation (R), and with a rotary damper (8, 9, 10) connected or connectable with the roller (5, 6, 7) for damping the rotational movements of the roller (5, 6, 7) during vertical vibrations of the holding car (2).

2. Damper unit according to claim 1, characterized in that the rotary damper (8, 9, 10) via a controllable electrical coupling (1 1) controls the active position of the roller (5).

3. damper unit according to claim 1 or 2, characterized in that Kraftbeaufschlagungsmittel (12) are provided, with which the roller or rollers (5,

6, 7) in the active position on the guide rail (3) is pressed or are.

4. damper unit according to claim 3, characterized in that the force-applying means (12) comprise a spring element.

5. damper unit according to claim 3 or 4, characterized in that the

Damper unit (4) comprises a lever arm (13) connected at one end articulated to the cabin (2) or connect bar and the Kraftbeaufschlagungsmittel

(12) is supported.

6. damper unit according to one of claims 1 to 5, characterized in that the damper unit (4) comprises an actuator (15, 19), with which the at least one roller (5, 6, 7) between a rest position and the active position is movable , wherein the at least one roller (5, 6, 7) in the rest position of a moving cabs contactless along a guide rail (3) is movable.

7. damper unit according to one of claims 1 to 6, characterized in that the damper unit (4) has a front side guide surface (22) of the guide rail (3) associated with the roller (5).

8. damper unit according to one of claims 1 to 6, characterized in that the damper unit (4) has two opposing rollers (6, 7), wherein the guide rail (3) between the rollers (6, 7) can be arranged.

9. damper unit according to claim 8, characterized in that the two opposing rollers (6, 7) by means of rotary dampers (8, 9, 10) are supported rotatably supported at opposite ends of a lever element (17), wherein the lever element (17) through a pivoting movement between the rest position, in which the rollers (6, 7) in each case from the guide rail (3) are spaced, so that the rollers (6, 7) in the rest position of the moving cabins without contact along the guide rail (3) are movable.

10. damper unit according to claim 8 or 9, characterized in that the lifting element (17) is formed like a rocker, wherein the pivot axis (18) for the pivotal movement of the lever member (17) centrally between the axes of rotation (Rl, R2) of the rollers (6, 7) is arranged.

1 damper unit according to one of claims 8 to 10, characterized in that the damper unit (4) for the pivoting movement comprises an actuator (19).

12. damper unit according to claim 11, characterized in that the actuator

(19) comprises an electromagnet (21) for controlling the active position of the rollers (6, 7).

13 «Elevator with a cabin (2) and at least one on the cabin (2) arranged damper unit (4) according to one of claims 1 to 12.