EP4361081A1 - Aufhängungsaufzug - Google Patents

Aufhängungsaufzug Download PDF

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Publication number
EP4361081A1
EP4361081A1 EP22204420.8A EP22204420A EP4361081A1 EP 4361081 A1 EP4361081 A1 EP 4361081A1 EP 22204420 A EP22204420 A EP 22204420A EP 4361081 A1 EP4361081 A1 EP 4361081A1
Authority
EP
European Patent Office
Prior art keywords
car
axle
seat
pulley unit
suspension
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.)
Pending
Application number
EP22204420.8A
Other languages
English (en)
French (fr)
Inventor
Baris ERGEN
Mesut SELEK
Oguzhan Yildiz
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.)
Wittur Holding GmbH
Original Assignee
Wittur Holding 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.)
Filing date
Publication date
Application filed by Wittur Holding GmbH filed Critical Wittur Holding GmbH
Priority to EP22204420.8A priority Critical patent/EP4361081A1/de
Publication of EP4361081A1 publication Critical patent/EP4361081A1/de
Pending legal-status Critical Current

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Classifications

    • 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
    • B66B11/0206—Car frames

Definitions

  • the invention relates to a suspension means elevator according to the generic concept of claim 1.
  • Lifting and lowering of the elevator car along the elevator shaft is typically accomplished by means of driven suspension means such as ropes or belts - especially in the case of large height differences to be overcome.
  • driven suspension means such as ropes or belts - especially in the case of large height differences to be overcome.
  • the suspensions means is usually deflected several times with the aid of pulleys according to the principles of a pulley block.
  • the pulleys are mounted on the elevator car in such a way that the car is moved up and down in the elevator shaft together with the pulleys as a result of a corresponding tractive force exerted by the drive on the suspension means. Since the pulleys rotate during elevator operation and their bearings are exposed to high forces, they must be replaced from time to time due to wear.
  • Figures 1 and 2 show examples of the arrangement of the car pulleys in conventional suspension means elevators. On this basis, we will now describe the problems involved in removing and installing the car pulleys.
  • the suspension means 7 are deflected on the car 2 with the aid of the car pulleys 6.
  • a total of four pulleys 6 are provided for this purpose on the underside of the car 2, of which, for example, two coaxially arranged pulleys 6 each form a pair of pulleys 5.
  • the second pair of pulleys 5 is concealed by the car 2 in Figs. 1 and 2 .
  • the pulleys 6 are preferably mounted below the car 2.
  • Fig. 2 shows how a single car pulley 6 is attached to the car 2.
  • the car pulley 6 and its bearings are supported by an axle 9 so that the car pulley 6 can rotate about the axle 9.
  • the axle 9 is supported on the flanks of the beam 10 of the car 2, which is designed here as a U-section. Since the beam 10 is relatively thin-walled for weight reasons, it is reinforced on its underside with the cover 24 already shown here in the dismantled state to increase the rigidity of the beam 10.
  • the cover 24 To replace the car pulley 6 together with its bearings, the cover 24 must first be removed from the beam 10 and then the axle 9 pulled out of the side of the beam 10. The car pulley 6 and its bearings can then be removed by pulling it downwards.
  • the assemblies blocking access to the car pulleys 6 are generally elements of the elevator braking device. This interacts with the guide rail 21 and therefore cannot be mounted on the car 2 at too great a distance from the latter.
  • the position of the pulleys 6 in the vicinity of the guide rail 21 is also predetermined to a certain extent.
  • a number of suspension means 7 are generally used to optimize the load introduction into the car 2.
  • the suspension means 7 can be provided on both sides of the guide rail 21 and thus the generation of a torque acting around the guide rail 21 can be prevented.
  • the suspension means 7 are mounted symmetrically with respect to the guide rail 21 at the smallest possible distance therefrom. Since the position of the car pulleys 6 is determined by the position of the suspension means 7, the car pulleys 6 must therefore also be installed in the vicinity of the guide rail 21.
  • suspension elevator with a car suspended in a pulley block from a usually multi-part, flexible suspension means.
  • the suspension elevator also comprises a drive for moving the suspension means and several car pulleys rotatably held on a common axle.
  • the car pulleys are located between two car beams which are preferably open-sided, for example in the form of C-section beams.
  • the car pulleys form a car pulley unit over which the suspension means runs being deflected that way.
  • the suspension elevator is characterized in that the common axle of the car pulleys is mounted in at least one seat of the car beams or held in a seat area of the car beams in such a manner that it can be brought out of engagement with the seat or seat area by a pivoting or purely translational displacement transversely and preferably perpendicularly to its central longitudinal axis.
  • the at least one car beam is designed and adapted to the car pulley unit in such a way that the car pulley unit, after being disengaged from the at least one seat or seat area, can be pulled out of its installation space between the car beams through one of the car beams.
  • the pulling out movement of the car pulley unit runs at least substantially in the direction of its central longitudinal axis.
  • the common axle of the respective car pulley unit is first brought out of its operating position by a translatory movement in a direction transverse to the axis of rotation of the car pulleys.
  • the car pulleys supported by the axle can then be pulled out of the car beam together with the axle.
  • the axle can either be displaced in such a way that it is simultaneously released at both ends from its seat or seating area there, which is preferred.
  • it can first be pivoted in such a way that it is first released completely from its seat or seating area at only one end and then pulled out slightly so that it is also released from its second seat or seating area.
  • the axle In its operating position, the axle is preferably mounted with one end in a seat on each car beam.
  • the car pulleys it supports are in a position from which they can cooperate with the suspension means.
  • additional means can also be provided on the axle and/or the car to prevent rotational movement and translational movement of the axle.
  • the car pulleys can thus be moved as close to the guide rail as is necessary for optimum weight distribution on the suspension means without colliding with the guide rail or any elements mounted on the car below or above the car guide rollers during dismantling. This ensures good load distribution with minimum assembly effort.
  • the car pulley units can be mounted either below or above the car as required.
  • the number of such car pulley units per car can be varied depending on the suspension means.
  • the "operating position” means the position in which the axle is located when the pulleys it supports are engaged with the suspension means as intended.
  • Car means either a substantially non-self-supporting car housed in a load-bearing sling, i.e., a load-bearing frame, or a car with an integral car frame whose integration replaces the sling.
  • a “flexible” suspension means is to be understood as a suspension means whose geometry and material allow the suspension means to be bent flexibly around a pulley or traction sheave. More preferably, a “flexible” suspension means is to be understood as a suspension means whose geometry and material allow the suspension means to be bent by a radius that is less than five times the width of the suspension means. If the cross-section of a suspension means is such that not all sides of the cross-section are of equal length, the width of the suspensions means corresponds to the longest side of the cross-section.
  • a car pulley unit is understood to mean all car pulleys located on a common axle together with the axle.
  • the car pulley unit is completely "disengaged" when its axle is in a position from which displacement in the longitudinal direction of the axle is possible without the car pulleys supported by the axle colliding with the car beam.
  • a car is "suspended in a pulley block" if it is suspended by pulleys from a suspension means using the principles of a pulley block to reduce the force required to lift the car in the elevator shaft.
  • the seat of the axle of the car pulley unit is the holding section which correctly holds the axle it receives in its operational position.
  • the seat can be provided solely by, or in individual cases together with, the car beam by means of a plate detachably attached to the car beam.
  • the former in particular is always the case when the wall thickness of the car beam is too small to form a seat itself.
  • This task is then performed by the plate, which has thicker walls than the car beam. It then absorbs the direct axle load and discharges it evenly into the side wall of the car beam.
  • the car beam itself has sufficient wall thickness, it can also form the seat on its own. Otherwise, it only forms the seat area behind the actual seat.
  • At least one car beam has a removal opening for the car pulley unit in its front end regions.
  • both car beams between which the axle is accommodated have a removal opening.
  • a slot for receiving the axle of the car pulley unit branches off from the removal opening. Exactly this slot may form what is called “the seat area” if it does not form the seat itself.
  • To “branch off” may mean, that the slot forms a channel in the flank of the car beam which is directly interconnected with the removal opening and which is able to completely accommodate the axle during regular operating conditions, so that the axle is no longer positioned within the removal opening.
  • the axle can then first be moved along the slot in a direction orthogonal to the longitudinal direction of the axle until it is in the area of the removal opening. From there, it can be pulled out in the longitudinal direction of the axle.
  • the end of the slot facing away from the removal opening could itself form the seat or a part of the seat of the axle or - without forming itself a part of the seat - receive the axle while it is in its seat without itself contributing to the seating effect.
  • the slot has a mere guide function and is a support means for bringing the axle in engagement with its seat formed by said plate.
  • the removal opening preferably has a clear cross-section area that is at least a factor of 7 larger than the slot for receiving the axle.
  • the clear cross-section area of the removal opening is larger than the outside diameter of the car pulleys.
  • the slot for seating the axle is matched to the axle diameter.
  • Said slot is preferably larger than the diameter of the axle, preferably at least 1% larger than the axle diameter. In some cases it is even preferred that the slot is even larger in comparison to the axle diameter, if necessary at least 4%, better at least 7% larger than the axle diameter. In this way, very simple, cant-free installation and removal of the axle from the seating area is ensured.
  • the slot is at least involved in seat formation, its clear diameter is in the range of the axle diameter plus a mere assembly tolerance as required for installation and removal.
  • the clear cross-section of the removal opening corresponds to the area outlined by the edges of the opening.
  • the slot at its end facing away from the removal opening is partially circular, ideally approximately semicircular. Thereby the slot may determine the end position of the fully into the slot inserted axle of the car pulley unit.
  • the partially circular section of the axle then forms the axle seat.
  • the diameter of the part-circular section of the slot is ideally just enough larger than the diameter of the axle in the area with which the axle is pushed along the slot that the relationship between the two dimensions preferably corresponds to a clearance fit.
  • the car beam is closed in the operational state by a plate which is preferably completely flat in itself.
  • the plate is usually made of metal or steel and has an opening, also known as an "axle hole", which receives the axle. It is usually formed by an endless rim in the circumferential direction.
  • the opening of the plate usually has the same geometry as the cross-section of the axle, which is at the height of the plate when the axle is in its operational state.
  • the diameter of the clear cross-section of the plate opening is ideally so much larger than the diameter of the axle in the area with which the axle is pushed along the slot that the relationship of the two dimensions corresponds to a transition fit or a clearance fit that can be pulled off without tools.
  • the plate In the assembled state, the plate thus prevents slippage of the axle in the direction parallel to the slot and orthogonal to the longitudinal direction of the axle.
  • the material thickness of the plate exceeds that of the car beam supporting it by at least 20% and preferably even by at least 35%.
  • the car beam can then be designed to be very thin and save material as well as weight, because the plate supports the forces acting on the axle. That way the wall of the car beam needs not to constitute the seat but it forms the seat area only, that means the region being behind the seat itself.
  • the plate absorbs at least the predominant part of the axle load occurring in the region of the plate during operation and diverts it to the car beam.
  • the plate can transfer the absorbed axle load over a large area or via several joints into the car beam, so that the car beam can still be designed with relatively thin walls.
  • the plate is frictionally clamped against the flank of the car beam by at least six screws in the operational state.
  • connection can be made with relatively little effort, and at the same time ensures that the force is applied to the car beam over a large area, and that the axle load absorbed by the plate is distributed evenly over the car beam.
  • the panel reaches the "operational state" when the screws connecting it to the car beam are tightened.
  • the suspension means consists of several belts which have at least one flat or flattened side. They interact with the car pulleys and/or the traction sheave via this side.
  • belts are more flexible than steel cables. This means that relatively small pulleys can be used, which can be mounted in the car beam without any problems.
  • a belt is preferably understood to be a load-bearing means whose cross-section is rectangular. One of the long sides of the cross-section is the side facing the pulleys.
  • the pulley unit forms two pulleys or two groups of pulleys on a common axle.
  • the two (groups of) pulleys are spaced apart from one another by a gap.
  • a guide rail section projects into this gap when the pulley unit is installed as intended.
  • Fig. 3 shows how the car pulleys 6 of the car pulley unit 11, which are in engagement with the belts 20 of the multi-part suspension means 7, are mounted on the car 2.
  • the car pulley unit 11 as well as the car beam 10 and the plate 15 holding the car pulley unit 11 on the car beam 10, including the locking element 19, are thereby mirror-symmetrical with respect to the plane which runs orthogonally to the longitudinal axis of the axle 9 and centrally through the guide rail 21.
  • the axle 9 of the car pulley unit 11, which is stationary as such during operation, projects through the two car beams 10 and bears the car pulleys 6 rotatably mounted on it with two pulley bearings 23 in each case.
  • the car pulleys 6 are mounted on the axle 9 in such a way that there is a free space between them.
  • the section 22 of the guide rail 21 projects partially into this free space, so that one car pulley 6 at a time would collide with the guide rail 21 if the car pulley unit 11 were to be moved directly from the position shown here in the direction transverse to the guide rail 21.
  • the car pulley unit 11 is in the fully assembled state already shown in Figs. 3 and 4 .
  • the end of the axle 9 shown here projects through the car beam 10 and into or through the plate 15 bolted to the car beam 10.
  • the plate 15 is thicker than the car beam 10 supporting it.
  • the plate 15 is at least 20% thicker, preferably at least 35% thicker, than the side wall of the car beam 10 against which it is bolted. Sometimes it is even preferred that the plate 15 is at least 50% thicker, preferably at least 70% thicker, than the side wall of the car beam 10.
  • the axle hole in the plate 15 is closed all around in the circumferential direction.
  • the reveal of the axle hole forms the seat 12 for the axle 9 of the car pulley unit 11 - at least without any substantial involvement of the car beam 10.
  • the tolerancing is preferably designed in such a way that the axle 9 is received by the axle hole of the plate 15 with essentially no play, but there is still enough residual play to allow the plate 15 to be removed from the axle 9 without a removal tool by the axle 9 sliding out of the axle hole.
  • the axle 9 is secured against axial slippage as well as against any rotational movement by means of the half-disc-shaped locking element 19, which engages in a groove 18 of the axle 9 visible in Fig. 11 .
  • the locking element 19 is in turn fixed with two of the screws 16 provided for fixing the plate 15 to the car beam 10, which is clever because it reduces the effort required.
  • the locking element 19 To disassemble the car pulley unit 11, the locking element 19 must first be removed by loosening the two screws 16 fixing the locking element 19. This condition is shown in Fig. 7 .
  • the axle 9 of the car pulley unit 11 rests against the semicircular axle stopper of the car beam 10 in its operating position, i.e. when the car pulleys 6 are engaged with the belts 20.
  • the axle 9 together with the car pulleys 6 carried by it is moved along the slot 14 (forming the seat area) in the direction of the removal opening 13 in the flank 17 of the car beam 10.
  • the entire car pulley unit 11 can be pulled out in the direction of the longitudinal axis of the axle 9 from the area enclosed by the two car beams 10.

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  • Engineering & Computer Science (AREA)
  • Civil Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Structural Engineering (AREA)
  • Lift-Guide Devices, And Elevator Ropes And Cables (AREA)
EP22204420.8A 2022-10-28 2022-10-28 Aufhängungsaufzug Pending EP4361081A1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP22204420.8A EP4361081A1 (de) 2022-10-28 2022-10-28 Aufhängungsaufzug

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP22204420.8A EP4361081A1 (de) 2022-10-28 2022-10-28 Aufhängungsaufzug

Publications (1)

Publication Number Publication Date
EP4361081A1 true EP4361081A1 (de) 2024-05-01

Family

ID=84044691

Family Applications (1)

Application Number Title Priority Date Filing Date
EP22204420.8A Pending EP4361081A1 (de) 2022-10-28 2022-10-28 Aufhängungsaufzug

Country Status (1)

Country Link
EP (1) EP4361081A1 (de)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0983957A2 (de) * 1998-09-01 2000-03-08 Kabushiki Kaisha Toshiba Schwingungsdämpfer für Aufzug
US20110061978A1 (en) * 2008-08-01 2011-03-17 Franck Dominguez Vibration isolation assembly for an elevator system
US20170297869A1 (en) * 2008-06-17 2017-10-19 Otis Elevator Company Underslung elevator car configuration

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0983957A2 (de) * 1998-09-01 2000-03-08 Kabushiki Kaisha Toshiba Schwingungsdämpfer für Aufzug
US20170297869A1 (en) * 2008-06-17 2017-10-19 Otis Elevator Company Underslung elevator car configuration
US20110061978A1 (en) * 2008-08-01 2011-03-17 Franck Dominguez Vibration isolation assembly for an elevator system

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