EP3652101B1 - Deflection roller in a flexible drive - Google Patents

Description

The invention relates to a deflection roller in a traction mechanism drive, preferably in an elevator drive with an elevator or carrying belt, the deflection roller being rotatably mounted and having a plurality of deflection pulleys arranged on a shaft for the traction mechanism or devices, the traction mechanism or suspension mechanism being the deflection roller or Disks revolve or wrap around a partial circumference on an outer peripheral surface.

In a traction mechanism, a series of deflection rollers are usually required to guide and redirect the traction mechanism in such a way that drive rollers, output rollers, tensioning devices, etc. remain properly engaged and at the same time take into account the spatial and geometric features, the dimensions and the required installation space of other machine parts becomes.

This is particularly the case with elevator systems in which the elevator car travels within a narrow elevator shaft and is usually suspended from several ropes that also move corresponding counterweights. In such elevator systems, the elevator belts or the carrying belts are guided by a series of deflection rollers in the elevator shaft in such a way that the elevator car and counterweights can be safely driven via one or more drive rollers and can move up and down precisely within the shaft.

In elevator technology, at least two, but usually more, suspension elements, ie elevator belts or carrying straps, are generally used in parallel. These carrying belts are guided over a common traction pulley/drive pulley, with which the drive torque is transferred to the traction belts or suspension means. These are typical Traction sheave elevators in which the drive to the suspension element is carried out via frictional forces.

Basically, there are different types of suspension, which are determined, among other things, by the ratio of the running speed of the suspension element and the travel speed of the car in the shaft. The running speed of the suspension element essentially corresponds to the peripheral speed of the traction sheave and is transferred to an integer fraction of the travel speed of the car by any deflection rollers that may be provided. This fraction is basically also determined by the number of deflection rollers on the elevator car and counterweight.

In a so-called 1:1 suspension, both the cabin and the counterweight are attached directly to the ends of a suspension element, which runs around the drive pulley between the cabin and the counterweight and transmits the drive torque via rope friction. In this case, the running speed of the suspension element is equal to the travel speed of the car in the shaft. Deflection pulleys can also be used here, but not those that change the translation or the ratio in the sense of a pulley.

With the 2:1 suspension, the rope ends are attached to the ceiling of an elevator shaft, for example, so that the car and counterweight are each suspended from the suspension element by means of deflection rollers, which also rotates around the drive pulley between the car and counterweight. This creates a simple pulley system that can lift twice the payload at half the speed compared to a 1:1 suspension. The speed of the suspension element is then twice as high as the travel speed of the car in the shaft.

Other, rather rare types of suspension used specifically in freight elevators are 3:1 or 4:1 suspensions, which can also be classified by the ratio of the two speeds mentioned or generally by the number of deflection rollers on the elevator car or counterweight.

Non-driven deflection rollers play an important role in traction drives, especially in elevator systems, and are often present there. In many elevator systems, several suspension elements are guided side by side over the same deflection roller. These wider deflection rollers are then designed in such a way that their outer surface has correspondingly multiple spherical or profiled areas which are separated by separating flanges in such a way that the support means can rotate around the deflection roller next to one another but separately from one another.

Particularly in this case, in which several parallel suspension elements or carrying belts are guided over the same deflection roller, the interaction between deflection rollers and suspension elements often results in quite significant noise problems. Because of lengthening or stretching of the suspension elements, there are small relative movements between the individual suspension elements running side by side and the deflection roller. This creates so-called "stick-slip effects", namely vibrations that arise from a transition between adhesion, breaking away, slipping and rolling friction and are therefore the origin of the noise. Relative movements between the individual supporting elements running side by side and the deflection roller can also occur due to improper alignment of the individual deflection rollers or deflection pulleys with one another and the resulting "diagonal pull", which can also lead to noise.

Since these noise effects are of course dependent on the coefficient of friction, special coatings are already being used today to reduce the coefficient of friction in the friction pairing between the support belt and the deflection rollers. Over time, however, such coatings change due to wear or contamination, so that the noise can then increase again.

The WO 2016-019135 A1 discloses another solution to the noise problem in the form of a deflection roller, the deflection pulley, which interacts on its surface with the support means, can be rotated on the shaft using at least one bearing Deflection roller is mounted. The bearing shown there is not specified in more detail. A standard ball bearing can only be seen in the figures. However, the solution presented here includes a construction in which the entire and only storage of the deflection roller consists of the storage of the deflection pulleys on the shaft. In principle, the previously usual storage of the deflection rollers, which are firmly connected to the deflection pulleys, at both ends of their shaft was abandoned in favor of storing the deflection pulleys directly on the shaft, which was then fixed at both ends. Such a solution is relatively complicated, especially if each of the deflection pulleys has to be mounted with individual bearings on the shaft of the deflection roller. However, if, on the other hand, several deflection pulleys that are firmly connected to one another are mounted on the shaft via, if necessary, a common intermediate tube, the desired effect of noise reduction does not result from several support belts lying next to one another.

EP 3 056 461 A1 , EP 3 103 755 A1 , GB 1 121 220 A and JP H10 7351 A also disclose relevant prior art.

The object of the invention was therefore to provide a deflection roller in which the noise effects mentioned do not occur or are at least greatly reduced, even if the same deflection roller is used for several support belts lying next to one another, which has a simple and inexpensive construction and which has a long service life provides.

This task is solved by the features of the main claim. Further advantageous trainings are disclosed in the subclaims.

The deflection disks are arranged so that they can slide and rotate relative to the shaft, i.e. they are designed to be rotatable on the shaft in the area of sliding friction. Due to such rotational mobility in the sliding friction area, small relative movements between the deflection disks of the individual supporting elements running side by side and the shaft of the deflection roller are compensated for and are not transferred from one deflection disk to the other. The sliding rotatability provided here cannot be compared with a plain bearing, which is used in the range of very high speeds, for example for crankshafts.

The connection formed here between the deflection disk and the shaft is free of play and to a small extent non-positive, but is still rotatable/rotatable while overcoming the static or sliding friction between the shaft and the deflection disk. This sliding rotatability according to the invention is achieved by an adapted material pairing and tolerance between the hub of the deflection disk and the shaft. The shaft can be made of steel, for example, while the deflection disk is made of a sliding plastic, at least in the area of the hub. Preferably, a plastic with high strength and low coefficient of friction can be used in the area of the hub. For example, special polyamides or HDPE (high density polyethylene) are suitable for this. Of course, the deflection disks can also be made entirely of such plastic if the load in the respective application allows this.

The deflection disks are arranged next to one another and are arranged to be slidably rotatable relative to the shaft and relative to one another. This reliably prevents any transmission of relative movements from one deflection disk to the deflection disk located next to it. Preferably and in the sense of a uniform axial and radial loading of the deflection disks by the tensile forces transmitted by the suspension means, the deflection disks are arranged next to one another between the bearings of a shaft bearing on both sides.

A further advantageous embodiment is that the deflection disks arranged next to one another have or form a flange on at least one side. Flanges serve to guide the suspension devices/elevator belts and prevent suspension devices from hitting each other or jumping over.

Between or next to the deflection disks arranged on the shaft relative to the latter and to the shaft, separate flange disks that can be rotated are arranged in a slidably movable manner.

This additionally prevents The suspension elements on the flanges rub too hard and become warm. In this way, the flanges can also twist in the sliding friction area if carrying straps/support means are applied.

The rotational mobility between the deflection disks among themselves and also between the deflection disks and the flanges is of course also achieved again through the tolerance setting and material pairing mentioned above.

A further advantageous embodiment is that the shaft is hollow and the deflection roller is mounted within the hollow shaft. Such training gives you constructive freedom in the design and storage of the entire deflection pulley.

A further advantageous embodiment is that slidably rotatable receiving sleeves are arranged between the shaft and the deflection disks, i.e. sliding sleeves or slidably movable support sleeves are provided between the outer surface of the shaft and the inner surface of the hub/receiving bore of the deflection disk. In such a design, in which the sliding rotatability of the deflection disk is provided by a sleeve on the shaft, the mobility in the area of sliding friction can be provided very precisely by the material selection of the sleeve alone.

The shaft of such a deflection roller is usually made of metal, preferably steel. A sliding sleeve arranged between the deflection disk and the shaft can then be made from different materials, preferably from a plastic with high strength and low coefficient of friction. For example, special polyamides or HDPE (high density polyethylene) are suitable for this, as already mentioned above.

After a certain period of time and any wear on the sleeve, the latter can be easily replaced and the entire deflection roller can then be operated noise-free again.

Another advantageous design, also in terms of explosion and fire protection, is that the receiving sleeves are designed to be antistatic and therefore cannot accumulate charges.

A further advantageous embodiment is that the sliding rotation of the deflection disks on the shaft is provided by a sliding layer or sliding coating on the shaft, on the receiving sleeve or in the hub of the deflection disks, preferably by a sliding layer or sliding coating with polytetrafluoroethylene. The advantage is obviously that the entire component or its material does not have to be changed in order to achieve the displaceability according to the invention, but that only a coating/surface treatment is required, which can also be easily replaced or renewed.

Fig. 1

eine Aufzugsanlage in einer 2:1 Aufhängungsart als Prinzipskizze,

Fig. 2

eine der erfindungsgemäßen Umlenkrollen einer Aufzugsanlage nach Fig. 1 im Querschnitt.

The invention will be explained in more detail using an exemplary embodiment. Show it

Fig. 1

an elevator system in a 2:1 suspension type as a schematic sketch,

Fig. 2

one of the deflection rollers according to the invention of an elevator system Fig. 1 in cross section.

The Fig. 1 shows a schematic sketch of an elevator system 1 in a 2:1 suspension type, in which the rope ends are attached to the ceiling of an elevator shaft. Cabin 2 and counterweight 3 are each suspended from the support means 5 by means of deflection rollers 4a, 4b.

The support means or means revolve around a traction or drive pulley 6 driven by a motor, not shown here, which is arranged between the car and the counterweight in the upper area of the elevator shaft. This creates a simple pulley system. The running speed of the suspension element 5 is then twice as high as the travel speed of the cabin 2. The tractive force is transmitted to the drive pulley 6 by rope friction.

The suspension element 5 is designed here as a three-fold parallel belt. Thus, the deflection rollers, one of which, namely the deflection roller 4 on the cabin roof, are also in the cross section Fig. 2 is shown, wrapped by three parallel carrying straps/carrying strap parts 5a, 5b and 5c.

The carrying strap 5 and accordingly all carrying strap parts 5a to 5c are designed as a flat belt and reinforced with cords 7 as tension members. The structure of the carrying strap is in the lower half of the Figure 2 can be seen in principle, namely where the carrying belt and the deflection pulleys are shown in section.

The deflection rollers 4, in Fig. 2 the deflection roller 4a on the cabin, are rotatably mounted and have several deflection disks 9a, 9b, 9c arranged on a shaft 8. The carrying belt 5 as a traction means wraps around the deflection pulleys 9a to 9c on an outer peripheral surface over a partial circumference.

The deflection disks 9a, 9b, 9c are arranged on and relative to the shaft 8 without play, but so that they can be rotated in a sliding manner.

The deflection disks 9a, 9b, 9c are arranged next to one another between the bearings 10 of a shaft bearing on both sides and are designed to be slidably rotatable relative to the shaft 8 and also relative to one another. In addition, the deflection disks 9a, 9b, 9c arranged next to one another each form a flange 11a, 11b and 11c on one side. In addition, a separate flanged disk 11d is provided next to the deflection disk 9c arranged on the right on the shaft 8, which is also designed to be slidably rotatable relative to the deflection disk 9c and the shaft in the manner according to the invention.

By designing according to the invention such deflection rollers with multiple supporting elements rotating around, small relative movements between the deflection disks of the individual supporting elements running side by side and the shaft of the deflection roller are compensated for. Noise development is thus avoided in accordance with the task.

Reference symbol list (part of description)

1

Elevator system

2

cabin

3

Counterweight

4a, 4b

pulley

5a,5b,5c

Traction or suspension means, carrying strap, carrying strap part

6

Traction pulley, drive pulley

7

Tension carrier, cord

8th

Wave

9a,9b,9c

deflection disks

10

camp

11a,11b,11c,11d

flange

Claims (5)

1. Deflection roller (4a, 4b) in a traction-mechanism drive, preferably in a lift drive having lift or load-bearing belts, wherein the deflection roller (4a, 4b) is rotatably mounted and has multiple deflection pulleys (9a, 9b, 9c) arranged on a shaft (8) for the traction mechanism(s), wherein the traction mechanism (5a, 5b, 5c) runs around or wraps around the deflection roller or deflection pulleys on an outer circumferential surface over a part of the circumference, wherein the deflection pulleys (9a, 9b, 9c) are arranged next to one another and are arranged so as to be slidably rotatable relative to the shaft (8) and relative to one another, preferably being arranged next to one another between the bearings (10) of a bilateral shaft bearing arrangement, characterized in that, between or next to the deflection pulleys (9a, 9b, 9c) that are arranged on the shaft, there are arranged separate flanged discs (11d) which are slidably rotatable relative to the last deflection pulley and to the shaft,
   wherein the flanged discs (11d) are configured for guidance of the traction mechanisms.
2. Deflection roller according to Claim 1, in which one or more slidable and rotatable receiving sleeves are arranged between shaft (8) and deflection pulleys (9a, 9b, 9c).
3. Deflection roller according to Claim 2, in which the receiving sleeves are designed to be antistatic.
4. Deflection roller according to one of Claims 1 to 3, in which the slidable rotatability of the deflection pulleys on the shaft is provided by a sliding layer or sliding coating on the shaft, on the receiving sleeve or in the hub of the deflection pulleys, preferably by a sliding layer or sliding coating comprising polytetrafluoroethylene.
5. Lift system having a lift drive, in which multiple parallel-running lift or load-bearing belts are provided, and in which at least one deflection roller is designed according to one of Claims 1 to 4.

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