JP2006526555A - Tie-down compensation for elevator systems - Google Patents

Abstract

The elevator system (20) includes a tie-down compensator (40). A tension member (42) extends between the car (22) and the counterweight (26) and provides the desired amount of tension to the load bearing rope or belt (30) that supports the car and the counterweight. In one example, the tension member (42) comprises a coated steel belt. At least one pulley (46) is supported by the base module (48) and is always in place relative to the floor of the pit (52). The damper (50) is supported to move with the counterweight (26) or the car (22) and absorbs energy that can cause a jump of the counterweight following the rapid lowering and stopping of the car (22). .

Description

  The present invention generally relates to elevator systems. More particularly, the present invention relates to a unique arrangement for maintaining traction and control within an elevator system.

  There are various modern elevator systems. One common arrangement comprises a rope or belt suspended and a counterweight. The machine moves the rope or belt along at least one pulley so that the car moves as desired, for example, between landings in a hoistway. In a normal configuration, the counterweight is lowered when the car is raised, or vice versa.

  Due to the weight associated with the counterweight and the car, the rope or belt is usually tensioned enough to hold the traction between the belt and the pulley, causing the elevator car to perform the desired movement. However, tie-down compensation may be desirable to maintain proper rope traction. Lightweight cars and counterweights have other advantages, but may reduce traction because the car is highly affected by the movement of the rope weight as it moves through the hoistway.

  A tie-down compensation arrangement limits the possibility of a “counterweight jump” that can occur when the car stops after rapidly descending. In such a situation, there is a possibility that the counterweight will continue to rise due to the inertia accompanying the upward movement of the counterweight even though the downward movement of the car has stopped. Such rising of the counterweight causes the rope to loosen, and this loosening continues until the car descends again to the point where the rope is tensioned again. It is clear why such a counterweight jump is undesirable.

  Typical compensation equipment includes systems with large moving parts in chains, free ropes, and hoistway pits, all of which can provide tension for certain elevator system designs. While such equipment is useful, it is not without drawbacks and deficiencies. A significant drawback associated with conventional tie-down compensators is that they require a relatively large pit depth at the bottom of the hoistway. A shallower pit depth is preferred from the standpoint of current construction practices and the economics associated therewith. In some examples, the depth required to use a conventional tie-down compensator exceeds the available depth. In some cases, for example, a choice is made not to employ tie-down compensation unless required by the corresponding rules. However, without such compensation, the chances of a counterweight jump will increase.

  In high-rise buildings, the situation is further complicated. For example, buildings with a height of 400 feet or more are usually not suitable for chain compensation facilities. However, the available pit depth often cannot accommodate free rope or movable mass-based compensation equipment. The use of chain or free rope compensation equipment in such buildings leaves the possibility of counterweight jumps.

  There is a need for an improved tension adjustment assembly that ensures adequate traction for moving the elevator car and minimizes or eliminates snagging weight jumps. The present invention addresses the above needs while avoiding the shortcomings and deficiencies of conventional systems. The device of the present invention can be installed in a much smaller pit compared to the pit depth required by conventional methods.

  In general, the present invention relates to an assembly that maintains adequate tension on a load bearing rope or belt in an elevator system and minimizes the possibility of counterweight jumps.

  An example of a system designed according to the present invention comprises an elevator car and a counterweight. The car and the counterweight are accompanied by load bearing members. The tension member extends between the car and the counterweight. The base module has at least one pulley that rotates about an always fixed axis below the lowest effective position of the car. The tension member is at least partially wrapped around the pulley.

  Another example system comprises a damper supported to move with a car or counterweight. The damper absorbs the energy that causes the weight jump.

  Various features and advantages of the present invention will become apparent to those skilled in the art from the following detailed description of the presently preferred embodiment.

  FIG. 1 schematically shows an elevator system 20 comprising a car 22 supported on a frame 24 in a conventional manner. The counterweight 26 has an associated frame 28. A load bearing member 30 such as a rope or belt supports the weight of the counterweight 26 and the car 22 in a conventional manner. A normal hitch mechanism 32 fixes an appropriate portion of the load bearing member 30 to the car frame 24. Similarly, a normal hitch mechanism 34 fixes an appropriate portion of the load bearing member 30 to the counterweight frame 28. The machine (not shown) includes at least one drive pulley that moves the load-bearing member 30 and the corresponding car and counterweight within the hoistway 36 to move the car 22 For example, move between buildings.

  The illustrated example comprises a tension and compensation device 40. An elongated tension member 42 extends between the car 22 and the counterweight 26. In one example, the tension member 42 comprises at least one steel core rubber coated belt. In one example, the belt has a width of 30 mm and a thickness of 9.4 mm. The tension member 42 in this example is significantly different from the rope or chain used in existing compensation devices. For example, as can be seen from FIG. 2a, the tension member 42 preferably comprises a plurality of belts. The illustrated example of FIG. 2a comprises a total of six such belts.

  One end of the tension member 42 is secured to a selected portion of the car frame 24 using a termination 44. In one example, the termination 44 comprises a turret style end that is secured to a selected plank of the car frame 24. Various terminations can be used to secure the tension member to the car frame 24. Those skilled in the art having the benefit of the present invention will be able to select termination configurations according to their particular needs. The tension member 42 winds at least partially around a pulley 46 that is part of the base module 48. In the embodiment of FIG. 1, the other end of the tension member 42 is secured to a damper 50 that is supported for movement through the hoistway 36 with a counterweight. The pulley 46 and the base module 48 remain in the pit 52 so that the rotation axis of the pulley does not move relative to the bottom surface of the pit 52.

  In one example, the pulley 46 is made of plastic and is provided with a groove for receiving a belt used for the tension member 42 having a desired number and shape. In one example, the pulleys 46 have a width of 178 mm, each containing three tension member belts. In this example, the diameter of the pulley is 320 mm. The advantage of using such a pulley is that it is relatively lightweight and allows for freedom of design when customizing the design of the pulley groove.

  The pulling member 42 that extends below the counterweight 26 and the car 22 (according to the figure) is held at an appropriate tension with respect to the load bearing member 30 to provide the desired traction within the elevator system. Guarantee. In addition, the device 40 minimizes the possibility of counterweight jumps and, in most cases, eliminates counterweight jumps.

  The illustrated example also includes a car damper 54 and a counterweight damper 56. These are shown schematically and operate in a conventional manner.

  Referring to FIG. 2a, one embodiment of a damper 50 is schematically shown. The counterweight 26 comprises a conventional strike block 58 that cooperates with a damper 56 in a known manner. The damper 50 is supported to move with the counterweight 26 and has an air spring 60 in this example. The air spring functions to damp the movement of the counterweight 26 corresponding to the counterweight jump. The air spring 60 absorbs the energy that raises the counterweight 26 in the variation of the counterweight jump.

  The air spring 60 is supported between the fixed plank 62 and the movable plank 64. The plank 62 maintains a fixed state with respect to the counterweight frame 28. The plank 64 is slidable in a groove 66 formed on the vertical member 68 of the counterweight frame 28. In one example, the groove 66 and the air spring 60 accommodate a stroke or variation of up to 5.7 inches (about 0.14478 m). In one example, the air spring 60 has a load range of 1,600 to 2500 pounds (725.76 kg to 1134 kg) with a maximum load of 2,750 pounds (1247.4 kg).

  The tension member belt 42 includes a terminal portion 70 fixed to the thimble rod 72. A spring 74 is attached to the opposite end of the thimble rod 72 and is received on the opposite side of the plank 64 opposite the spring 60. The spring 74 biases the end of the thimble rod away from the plank 64. The end of the thimble rod 72 and the spring 74 in this example are housed in the gap between the plank 64 and the fixed plank 76, which is provided to provide the desired mass of the counterweight 26. Support.

  During normal operation of the elevator, the tension member 42 remains partially tensioned by the bias of the spring 74. One function of the spring 74 is to accommodate the belt extension on the tension member 42 during the useful life of the elevator system.

  Under certain circumstances, such as when the car 22 stops after falling relatively quickly, the spring 74 will tend to have an initial tendency that the counterweight 26 will continue to rise even after the car 22 has stopped descending. Attenuates. Once the bias of the spring 74 is reduced and the spring 74 is compressed by the desired amount, the air spring 60 is compressed, moving the plank 64 downwardly toward the plank 62 (according to the figure). be able to. Depending on the particular elevator system configuration, those of ordinary skill in the art having the benefit of the present invention may use appropriate springs 74 and appropriate air springs to provide the desired damping effect to meet the requirements of that particular situation. 60 could be selected. The compression of the spring 74 and the subsequent compression of the air spring 60 acts to absorb energy that can cause a counterweight jump. The air spring 60 also absorbs additional loads on the tension member 42 under such circumstances.

  FIG. 2 b shows another embodiment, in which a pressure actuator 80 is supported between the movable plank 64 and the fixed plank 62 instead of the air spring 60 of the embodiment of FIG. The pressure actuator 80 may be, for example, a hydraulic or pneumatic device. In one example, the pressurization actuator 80 is a load suppressor and is adjusted so that the spring 74 is lowered or compressed at a set amount per pound after reaching the desired maximum compression, i.e., an allowable load. Is done. In one example, the actuator 80 is a non-returning type that once compressed, for example, does not return to the uncompressed state (eg, as shown in FIG. 2b) unless manually adjusted by a technician or the like. In another example, actuator 80 is released with a switch to return to an uncompressed state. In yet another example, the actuator 80 is a load cell that automatically and slowly returns to an uncompressed state where the plank 64 is the furthest possible away from the plank 62.

  Actuator 80 acts similarly to air spring 60 in that it compresses to absorb the energy that causes a counterweight jump under appropriate circumstances.

  FIG. 2c shows another example, in which the damper 50 comprises a mechanical spring 82 instead of the air spring 60 or actuator 80 in the two previous examples. The mechanical spring 82 generally restrains the movement of the counterweight relative to the car after the car has stopped after being lowered.

  Although the three examples above all include a damper 50 supported on the counterweight frame 28, the present invention also includes a damper 50 associated with the car 22. FIG. 3 schematically illustrates an example of a configuration in which the damper 50 ′ is supported to move with the car 22 rather than the counterweight 26. In this example, air springs 84, similar to the air spring 60 of FIG. 2a, are associated with the thimble rods and springs, which are associated with appropriate portions of the car frame 24. The damper 50 ′ in this example plays the same role as the damper described in the above example. The movement of the counterweight 26 after the car 22 is stopped is suppressed or attenuated by the action of the damper 50 '. Similarly, the possibility of a car jump occurring is controlled.

  The example of FIG. 3 shows an air spring 84, but in the example of FIGS. 2b and 2c, a pressure actuator or machine similar to that used as part of the damper supported to move together with the car. It is also possible to provide a spring.

  The tension member 42 is at least partially wrapped around a pulley 46 that is part of a base module 48 that is always in place in the pit 52. FIG. 4 schematically shows an example of the base module mechanism 48. In this example, the base support 90 is fixed to the floor of the pit 52 in a conventional manner. In one example, the base support 90 is made of steel I beam. The pulley support 92 is fixed to the base support 90 using, for example, ordinary welding techniques or bolts. In this example, the pulley supports 92 and 94 are made of C-shaped steel girders. The shaft 96 is supported by a pulley support, so that the pulley 46 can freely rotate in response to the movement of the tension member 42, and the movement of the tension member balances with the car in the hoistway caused by the movement of the load bearing member 30. Responds to the movement of the weight.

  An important advantage of a tie-down compensator designed in accordance with the present invention is that it allows shallow pit depths while maintaining the desired tension of the load bearing member 30 and the possibility of counterweight jumps. Is to provide the maximum functionality to minimize. In one example, the device of the present invention has a shallow pit of 6 feet 10 1/2 inches (1.87452 m) compared to a pit depth of more than 10 feet (3.048 m) required by conventional devices. Depth can be used. In one example, by using the apparatus of the present invention, a pit depth saved (shallow) of about 4 feet is achieved. This uses tie-down compensators even in relatively high-rise elevator systems where conventional chain compensation (chain compensation) cannot adequately address the tension and counterweight jump resolution requirements. Brings significant benefits of being able to.

  The foregoing description is illustrative and not restrictive. It will be apparent to those skilled in the art that changes and modifications may be made to the disclosed embodiments without departing from the spirit of the invention. The scope of legal protection afforded this invention can only be determined by studying the claims. The drawings accompanying the detailed description are described in detail below.

FIG. 2 schematically shows selected parts of an elevator system with a tie-down compensator designed according to an embodiment of the invention. Fig. 2 schematically illustrates an embodiment designed according to the embodiment of Fig. 1 and is a cross-sectional view taken along line 2-2 of Fig. 1. Fig. 2 schematically shows another embodiment designed by the embodiment of Fig. 1 and is a cross-sectional view taken along line 2-2 of Fig. 1. FIG. 2 schematically shows another embodiment designed by the embodiment of FIG. 1 and is a cross-sectional view taken along line 2-2 of FIG. 3 is a schematic diagram of an alternative embodiment, shown as a cross-sectional view at line 3-3 of FIG. FIG. 2 is a schematic perspective view of an example base module designed according to an embodiment of the present invention.

Claims (19)

Car and
Counterweight and
A load bearing member extending between the car and the counterweight so that the car and the counterweight move simultaneously;
A tension member that extends between the car and the counterweight and provides the desired tension to the load bearing member;
A damper associated with one end of the tension member that is supported to move with either the car or the counterweight and reduces movement of the car or the counterweight when the other of the car or the counterweight stops. ,
An elevator system comprising:   A fixed base that is supported below the lowest effective position of the car and a plurality of pulleys that are rotatably supported on the base. When the car and the counterweight move, the tension member moves along the pulley. The system of claim 1, wherein:   The system of claim 1, wherein the pulley is made of plastic.   4. The system of claim 3, wherein the tension member has an outer dimension and the pulley has a diameter that is approximately 30 times greater than the outer dimension of the tension member.   The system of claim 3, wherein the pulley has a diameter in the range of about 290 mm to about 330 mm.   The system of claim 1, wherein the tension member comprises a plurality of belts, each belt having a thickness of about 10 mm and a width of about 30 mm.   The system of claim 1, wherein the damper comprises at least one of an air spring, a pneumatic damper, a hydraulic damper, or a mechanical spring.   A first member acting on one side of the damper and a second member associated with the opposite side of the damper, the first member against a car or counterweight with which the damper moves together 8. The system of claim 7, wherein the second member is movable relative to the first member and the damper resists movement of the second member toward the first member. .   One end portion of the tension member is fixed to at least one terminal portion fixed in the vicinity of one end portion of each of the plurality of thimble rods, and the other end portion of the thimble rods is opposite to the damper. A spring associated with the other end of each thimble rod, disposed on the other side of the second member of the side, and so as to separate the other end of each thimble rod from the second member. The system of claim 1, wherein: Car and
Counterweight and
A load bearing member extending between the car and the counterweight so that the car and the counterweight move simultaneously;
A tension member extending between the car and the counterweight that facilitates maintaining the desired tension of the load bearing member;
A fixed base that is supported below the lowest effective position of the car, and has a shaft that is rotatably supported on the base and is always fixed. When the car and the counterweight move, the tension member moves along it. Moving, multiple pulleys,
An elevator system comprising:   One of the tension members supported to move with either the car or the counterweight, and to reduce movement of the car or the counterweight when the other of the car or the counterweight stops. The system according to claim 10, further comprising a damper associated with the end of the head.   The system of claim 11, wherein the damper comprises at least one of an air spring, a pneumatic damper, a hydraulic damper, or a mechanical spring.   A first member acting against one side of the damper and a second member associated with the opposite side of the damper, the first member against a car or counterweight with which the damper moves together 12. The system of claim 11, wherein the system is fixed at all times, the second member is movable relative to the first member, and the damper resists movement of the second member toward the first member. .   One end portion of the tension member is fixed to at least one terminal portion fixed in the vicinity of one end portion of each of the plurality of thimble rods, and the other end portion of the thimble rods is opposite to the damper. A spring associated with the other end of each thimble rod is disposed on the other side of the second member of the side and so as to separate the other end of each thimble rod from the second member. The system of claim 13, wherein:   12. The system of claim 11, wherein the tension member has an outer dimension, and the pulley has a diameter that is approximately 30 times greater than the outer dimension of the tension member.   The system of claim 15, wherein the pulley has a diameter in the range of about 290 mm to about 330 mm.   The system of claim 10, wherein the tension member comprises a plurality of belts, each belt having a thickness of about 10 mm and a width of about 30 mm. An elongate tension member having a first end adapted to be secured to either the cage or the counterweight;
A damper adapted to be supported for movement with the other of the cage or counterweight and associated with the second end of the tension member to absorb a load acting on the tension member under selected conditions;
A base module adapted to be fixed in the pit and comprising at least one pulley having a rotation axis always fixed relative to the pit, wherein the tension member is at least partially wound around the pulley;
An assembly for providing tension to a load bearing member of an elevator system, comprising:   The assembly of claim 18, wherein the damper comprises at least one of an air spring, a pneumatic damper, a hydraulic damper, or a mechanical spring.

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