RU86180U1 - LOAD VERTICAL LIFT - Google Patents

Abstract

1. A vertical cargo lift comprising a cargo carriage mounted between the rails, at least two catchers in the form of two-arm levers, the swing axes of which are perpendicular to the plane of the rails and fastened to the carriage, one of the catcher arms is mounted to interact with the rails, and the others spring-loaded so that the springs tend to bring the catchers into contact with the guides, characterized in that the guides on the sides facing each other have holes, the carriage contains restrictions angular rotation of the catchers and suspended on the cargo ropes at the ends of the spring-loaded shoulders of the catchers, and the ends of the other shoulders are made with the possibility of their entry into the holes of the guides under the action of the springs. ! 2. The vertical cargo lift according to claim 1, characterized in that the catchers are installed between the rails in pairs and symmetrically with respect to the plane of symmetry of the rails. ! 3. The vertical cargo lift according to claim 2, characterized in that the angle between the edges of the ends of the catchers, forming a pair and resting on the edges of the holes in the guides in the absence of tension of the cargo rope, is 130 ... 160º. ! 4. The vertical cargo lift according to claim 3, characterized in that the edges of the ends of the catchers, resting on the edges of the holes in the guides, are provided with protrusions at a distance (3 ... 5) t from the ends of the catchers, where t is the thickness of the ends in the direction of the axes of the catchers. ! 5. The vertical cargo lift according to claim 1, characterized in that the ends of the catchers interacting with the holes in the guides are formed by the intersection of two edges at an angle of 60 ... 80 °. ! 6. The vertical cargo lift according to claim 5, from

Description

The utility model relates to vertical cargo lifts intended for use primarily in construction and in warehousing.

Although these lifts are not used to lift passengers, they are a source of danger. The lifts are not located like elevators in a shaft closed on all sides, people are present in the immediate vicinity of them, often, despite any prohibitions, and under them. This places particularly stringent requirements on devices for stopping the cargo platform in the event of a break in the cargo rope.

A load-lifting device is known that contains a power cage that simultaneously serves as guides, a trolley or carriage mounted on rollers, with a loading platform and a drive with a self-braking gear, a friction or gear drive roller interacting with one of the guides, a mechanical latch for securing the trolley in the topmost position [RU 59553]. The mechanical latch is a fairly reliable protection against accidental stalling of a trolley with a loaded platform, but it works only with one position of the trolley. In all other positions, the stopped carriage is held only by the friction force of the drive roller braked by the worm gear on the guide. Sliding the roller along the guide onto which oil accidentally fell, or breaking the element of the kinematic chain, for example, cutting a key on one of the shafts, will break the platform down. The potential danger of the known device, as well as the inability to work in an upright position, are its main disadvantages.

Also known is an elevator comprising a cabin connected to a load carriage equipped with support rollers installed between the rails, a winch, two parallel traction branches of the cargo rope connected to it, a power leveling beam, the cabin is hinged to the middle part and the rope traction branches are connected to its ends , roller catchers installed in additional rails fastened with a vertical power frame, driven by two-arm levers synchronously turning on axes connected to the cab and (rocking) mounted over the cab perpendicular to the plane of the guide, to engage one of the shoulders with the catchers, and the other - with the alignment crossbeam [RU 2253604 tml. B66B 9/00 s prior. from 10.06.2005].

The main disadvantage of the known elevator is the slowness of catchers, the principle of which is based on the friction of the rollers against the walls of the guides. The friction force depends on the coefficient of friction and the normal pressure force of the rollers on the guides. Both of these values can vary greatly, especially since during operation the catch mechanism does not work, which contributes to the seizure of moving parts that have been without movement for a long time. Slipping the elevator in the shaft down by a meter and a half until the moment when the catchers grab the guides is not dangerous. But for a freight elevator, the same slippage will be very dangerous if people are under its platform at the time of the breakage of the freight rope. In addition, the kinetic energy of the falling platform is proportional to the square of its speed, that is, even a slight delay in the stop leads to a significant increase in kinetic energy. When excess energy is absorbed, dynamic loads on all elements of the elevator increase, which can lead to their breakdown.

Another disadvantage of the known elevator is its high cost, due to the technical complexity of the security system containing a large number of movable elements and additional guides.

A vertical cargo lift is also known, including a cargo carriage mounted between rails fastened with a vertical power frame consisting of two masts connected at the top and bottom, a winch with a cargo rope, safety ropes, wedge catchers installed on them, two-arm levers, the swing axes of which are fixed on the carriage, moreover, one of the arms of the levers interact with the catchers, and the other are spring-loaded and connected to the cargo rope through the deflecting drive unit of the catcher interacting with the cargo the rope [RU 8690 according to class B66B 9/16 with Prior. from 05/20/98].

The main disadvantage of the known lift is its lack of safety, due to the uncertainty of the moment of the final capture of safety ropes by catchers. When working in the open air, for example, at a construction site, the ropes can be dry, wet, coated with grease or ice - their condition determines the duration of the carriage to fly down until it stops. Slipping of catchers to the point of stopping will be very dangerous if people are under his platform at the time of the breakage of the cargo rope, for example, looking out of the window on the intermediate floor.

The second disadvantage of the known lift is its high cost, due to technical complexity - the use of additional safety ropes and wedge catchers.

The closest to the proposed technical essence and the achieved result is a freight elevator, including a freight carriage mounted between the rails, a winch with a freight rope, catchers in the form of two-arm levers, the swing axes of which are fixed to the carriage and parallel to the plane of the guides, the ends of one of the shoulders levers are serrated and designed to interact with guides, while others are spring-loaded and connected to an electro-hydraulic pusher that operates when a breakage is simulated or breakage of the cargo rope, and the springs are installed so that they tend to bring the ends of the levers of catchers into contact with the guides [RU 1627489 class. B66B 9/20 s prior. from 05.06.86].

A disadvantage of the known lift is the low reliability of holding the load carriage when the load line is broken, since the main purpose of its catchers is to fix the load carriage in a fixed position at a given level of lift. They can also delay the carriage falling when the cargo cable breaks, but their reliability will be very low in this case. The teeth on the shoulders of the levers interacting with the guides wear out, as they are constantly in operation during normal operation of the lift. The dynamic load on the teeth, levers and other elements of the catcher system in the event of a breakage in the cargo cable significantly exceeds the static load when the fixed carriage is fixed, and the catcher levers can simply be broken. In addition, such catchers greatly wear out the guides, crashing into them at each working stop of the elevator, especially since wear occurs in the same places corresponding to the levels of stops. There is an unresolved contradiction here: for good adhesion of the teeth to the guides, one of the interacting elements must be made of soft metal. But then he wears out quickly.

The drive system for catchers is very technically complicated, which increases the cost of the lift and its maintenance, reduces the reliability of the capture system.

The technical results of this proposal are to increase the safety of the proposed lift by increasing the reliability of retention by the catchers of the load carriage and reduce the response time of catchers when the cargo cable is broken, as well as lower the cost of the lift by simplifying its design.

These technical results are achieved by the fact that in a known vertical cargo lift containing a cargo carriage mounted between the rails, at least two catchers in the form of two shoulders, the swing axes of which are perpendicular to the plane of the guides and fastened to the carriage, one of the catcher arms is mounted with the possibility of interaction with the guides, while others are spring-loaded so that the springs tend to put catchers in contact with the guides, the guides on the sides facing each other , Have holes, the carriage guides comprises a catcher angular rotation and is suspended on the hoist rope the ends of the spring-loaded arms catchers, and the other ends of the arms are adapted to their entry into the guide hole under the action of springs.

In addition, the catchers are installed between the guides in pairs and symmetrically with respect to the plane of symmetry of the guides.

In addition, the angle between the edges of the ends of the catchers, forming a pair and resting on the edges of the holes in the guides in the absence of tension of the cargo rope, is (130 ... 160) degrees.

In addition, the edges of the ends of the catchers, resting on the edges of the holes in the guides, are provided with protrusions at a distance (3 ... 5) t from the ends of the catchers, where t is the thickness of the ends in the direction of the axes of the catchers.

In addition, the ends of the catchers, interacting with the holes in the guides, are formed by the intersection of two edges at an angle (60 ... 80) °.

In addition, the edge of the end of the catcher, facing the guide when the load rope is stretched, has a cutout starting at a distance of (0.2 ... 0.4) H from the end of the catcher, where H is the height of the holes in the guides.

In addition, catchers are made of flat sheet metal.

Due to the presence of holes in the guides, the suspension of the cargo carriage on the shoulders of the catcher levers connected to the traction ropes and the possibility of the ends of the other shoulders of the catcher levers entering the holes of the guides at zero tension of the traction rope, the elevator safety is improved by eliminating the possibility of catchers slipping relative to the guides, increasing reliability the retention of the carriage by the catchers and the reduction in the response time of the catchers when the cargo cable breaks.

The installation of catchers between the rails in pairs and symmetrically with respect to the plane of symmetry of the rails prevents the skid and jamming of the cargo carriage when the catchers are triggered, and facilitates the recovery of the lift after restoration of the torn cargo rope.

The execution of the ends of the catchers, interacting with the holes in the guides so that the angle between the edges of the ends of the catchers, forming a pair and resting on the edges of the holes in the guides in the absence of tension of the cargo rope, is (130 ... 160) degrees, increases the safety of the lift with the proposed catchers by increasing reliability of their operation and reliability of retention. When the catcher is triggered, the forces acting on the guides tend not to push them apart, but to compress them, which increases the reliability of the entire capture system, since the load gripping body is crimped by guides.

Supply of the edges of the ends of the catchers, resting on the edges of the holes in the guides, with protrusions at a distance of (3 ... 5) t from the ends of the catchers, where t is the thickness of the ends in the direction of the axes of the catchers increases the reliability and safety of the elevator, since it eliminates the possibility of skewing the carriage in the guides.

The formation of the ends of the catchers, interacting with the holes in the guides, as the intersection of two edges at an angle (60 ... 80) ° increases the safety of the lift with the proposed catchers by increasing the strength of the catchers while maintaining their speed.

The supply of the edge of the end of the catcher, facing the guide when the load rope is pulled, with a cutout starting at a distance of (0.2 ... 0.4) H from the end of the catcher, where H is the height of the holes in the guides, increases the safety of the elevator by increasing the speed of the catchers allowing you to simultaneously reduce its weight, since an increase in speed reduces the dynamic load on the structural elements of the elevator.

The manufacture of catchers from sheet metal simplifies and reduces the cost of production of a lift.

The essence of the proposed utility model is illustrated by drawings.

Figure 1 shows the node guide-carriage assembly in a state of zero tension (break) of the cargo rope.

Figure 2 shows the node guide-carriage assembly in the state when the carriage is suspended through the catchers on the cargo rope.

Figure 3 shows the end of the catcher interacting with the guide.

Figure 4 shows the moments of capture of the end of the guide ends of the catchers with the proposed cut and without it.

It does not matter for the proposed elevator whether it is mast-mounted or attached to the wall of the structure where it is installed and what its design is, how many cargo ropes are used in it, how the cargo platform is executed and fastened to the cargo carriage. Therefore, these elements are not shown in the drawings.

The proposed lift (Fig. 1) contains at least two vertical guides 1, for example, from a trough-shaped profile, in which a load carriage 3 is mounted with the possibility of moving on rollers 2. A load platform 3 can be attached to the load carriage 3 designs. The cargo carriage 3 is made in the form of a frame, in the upper part of which between the hard cheeks 4 of sheet material (on the left side of FIG. 1 and FIG. 2 one of the cheeks 4 is not shown) on the axles 5 are installed catchers 6.

The guides 1 on the sides facing each other have holes 7 located with a relatively small step not exceeding half a meter. The holes 7 may have a round, oval or rectangular shape. The smaller the height of the holes, measured along the guides, the smaller should be the step with which they are located. So, for round holes, the step size should be approximately equal to their doubled diameter.

To evenly distribute the load and eliminate distortions, catchers 6 are installed in pairs, symmetrically with respect to the carriage 3 and the plane of symmetry of the guides. Their number can be equal to the number of guides 1, but can be twice as much if they are also installed in the lower part of the carriage 3.

Catchers 6 have ends protruding beyond the axis 5, and are mounted on the axles 5 with the possibility of swing. Thus, they are two-armed levers, or rocking chairs.

The ends 8 of the catchers 6 removed from the guides 8 are connected to the cargo ropes 9, each with its own (Fig. 1), or, if only one freight rope is used in the hoist, then with one common cable through the leveling beam 10 (Fig. 2). The same ends 8 are connected to the springs 11 so that the force of the springs counteracts the tension of the cargo ropes 9 and tends to bring the other ends 12 of the catchers into contact with the guides. The springs 11 are equipped with devices 13 for adjusting their tension.

To limit the angle of rotation of the catchers 6 under the influence of the traction force of the cargo ropes 9 and the transmission of forces to the carriage 3, the latter is equipped with limiters 14 for the angular rotation of the catchers. In the drawings, as an example, the limiters 14 are shown in the form of plates of thick sheet metal, bonded to the carcass frame elements 3 and to the cheeks 4.

The ends 12 of the catchers 6 closest to the guides are made in the form of a tooth. In the absence of tension (breakage) of the cargo ropes 9 (Fig. 1), the ends 12 enter the holes 7 of the guides 1 under the action of the force of the springs 11, tending to turn the levers of the catchers so that their ends 12 come into contact with the guides 1, and, when opposite there will be openings 7, then into these openings. When the load ropes 9 are tensioned (FIG. 2), the rope tension overcomes the action of the springs 11, the catcher levers 6 turn and the ends 12 exit from the holes 7 of the guides 1, thus preventing the carriage 3 from moving up or down. The force of the springs 11 with the help of the tensioning devices 13 is regulated so that the levers of the catchers are turned fully into the stop 14, releasing the carriage 3 under the influence of cargo ropes 9, loaded with the weight of the carriage 3 and an empty cargo platform.

The proposed lift is the easiest to manufacture when its catchers 6 are made of a metal sheet, the thickness of which is determined by the required load capacity. For a 2500 kN hoist, a sheet thickness of St.3 steel of 8 mm is sufficient, and for a 5000 kN hoist, 10 mm. The choice of the profile of the ends 12 of the catchers 6 determines their reliability and response time.

It was experimentally established that the most clear and reliable operation of the catchers occurs when the angle α between the edges 15 of the pair of catchers resting on the edges of the holes 7 (Fig. 1) is (130 ... 160) °. At α> 160 °, it becomes possible for the ends 12 to slip out of the holes 7 due to the deflection of the guides and catchers at the moment of their collision. At α <130 °, it is difficult to brake the catchers when restoring the traction of the ropes 9.

Due to the inevitable backlash in the design of the elevator, increasing as it is used, one of the catchers may slip out of the hole 7 at the lateral displacement of the carriage 3 in the guides 1. To prevent this, the edges of the catchers 15 have protrusions 16 that limit the lateral movement of the ends of the catchers 6 in the holes 7. The protrusions 16 are located at a distance (3 ... 5) t from the extreme point of the end 12, where t is the thickness of the ends 12 of the catchers 6, measured in the direction of the axes 5.

When l <3t, the margin of the value of the end 12 entering into the hole 7 becomes insufficient to ensure reliable capture of catchers.

For l> 5t, the probability of a complete exit from the hole 7 of the end 12 of one of the catchers increases due to the lateral displacement of the carriage 3.

In the drawings, as an example, one of the possible embodiments is shown when the protrusion is formed when cutting a part of the edge of the catcher 15 in contact with the edge of the hole 7. The best results are obtained when the angle β (Fig. 3) between the edge 15 and the protrusion 16 is (90 ... 135) °.

The greatest strength of the media is obtained when the end 12 of the catcher 6 of sheet metal is made in the form of a triangular tooth formed by the intersection of its two edges 15 and 17 at an angle γ = (60 ... 80) degrees (figure 3), with the edge 15 facing down, and the plane of the edge 17 faces the guide. At γ <60 °, the strength of the end 12 under the influence of shock loads decreases. At γ> 80 °, the response time of the catchers increases.

The consequences of the breakage of the cargo rope, dynamic loads occurring when the catchers are triggered, and the strength and massiveness of the entire hoist structure required for their adoption, the less the faster the catchers work, the shorter the carriage 3 goes. Other things being equal, this path is less less height H holes 7 in the guides 1.

To reduce the response time of the catchers and increase the reliability of operation, the edge 15 facing the guide may have a notch starting at a distance (0.2 ... 0.4) H of the end of the catcher.

On the left side of figure 4 shows the interaction of the guide 1 and the end 12 of the catcher in the absence of the specified cutout, and on the right - in the presence of the cutout. Both drawings are made on the same scale and level. It can be seen that, in the absence of a cutout, the carriage 3 must travel a distance Δh greater than that in the presence of a cutout so that the end 12 penetrates the hole 7 to the entire thickness of the guide 1. This makes it possible to reduce the height H of the holes 7, up to the transition from rectangular holes 7 to more tech round.

When the distance of the beginning of the cut from the end 12 of the catch, less than 0.2H, the strength of the end of the catch drops significantly. At a distance greater than 0.4H, the notch reduces the total stiffness of the corresponding shoulder of the carrier arm. The depth of cut and its profile are set by calculation based on the specific geometric dimensions of the guides and catchers.

The proposed lift with a lifting capacity of 10 kN at a lifting height of 100 m (Ukraine Hotel) has already been tested in practice and has shown high reliability of operation of catchers during acceptance tests and periodic tests.

Claims (7)

1. A vertical cargo lift comprising a cargo carriage mounted between the rails, at least two catchers in the form of two-arm levers, the swing axes of which are perpendicular to the plane of the rails and fastened to the carriage, one of the catcher arms is mounted to interact with the rails, and the others spring-loaded so that the springs tend to bring the catchers into contact with the guides, characterized in that the guides on the sides facing each other have holes, the carriage contains restrictions angular rotation of the catchers and suspended on the cargo ropes at the ends of the spring-loaded shoulders of the catchers, and the ends of the other shoulders are made with the possibility of their entry into the holes of the guides under the action of the springs. 2. The vertical cargo lift according to claim 1, characterized in that the catchers are installed between the rails in pairs and symmetrically with respect to the plane of symmetry of the rails. 3. The vertical cargo lift according to claim 2, characterized in that the angle between the edges of the ends of the catchers, forming a pair and resting on the edges of the holes in the guides in the absence of tension of the cargo rope, is 130 ... 160º. 4. The vertical cargo lift according to claim 3, characterized in that the edges of the ends of the catchers, resting on the edges of the holes in the guides, are provided with protrusions at a distance (3 ... 5) t from the ends of the catchers, where t is the thickness of the ends in the direction of the axes of the catchers. 5. The vertical cargo lift according to claim 1, characterized in that the ends of the catchers interacting with the holes in the guides are formed by the intersection of two edges at an angle of 60 ... 80 °. 6. The vertical cargo lift according to claim 5, characterized in that the edge of the end of the catcher, facing the guide when the load cable is stretched, has a cutout starting at a distance of (0.2 ... 0.4) N from the end of the catcher, where N is the height holes in the guides. 7. Cargo vertical lift according to any one of claims 1 to 6, characterized in that the catchers are made of a flat metal sheet.