US20090101449A1 - Elevator Drive - Google Patents

Elevator Drive Download PDF

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Publication number
US20090101449A1
US20090101449A1 US12/225,163 US22516307A US2009101449A1 US 20090101449 A1 US20090101449 A1 US 20090101449A1 US 22516307 A US22516307 A US 22516307A US 2009101449 A1 US2009101449 A1 US 2009101449A1
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US
United States
Prior art keywords
motor
electric motor
rotor
stator
elevator drive
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.)
Abandoned
Application number
US12/225,163
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English (en)
Inventor
Olaf Breidenstein
Jochen Schulze
Eberhard Vogler
Andreas Wilhelm
Torsten Gessner
Gunther Herrmann
Markus Jetter
Nis-Anton Mollgaard
Uwe Resag
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.)
THYSENKRUPP ELEVATOR AG
TK Elevator GmbH
Original Assignee
Individual
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
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Assigned to THYSENKRUPP ELEVATOR AG reassignment THYSENKRUPP ELEVATOR AG ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: BREIDENSTEIN, OLAF, SCHULZE, JOCHEN, VOGLER, EBERHARD
Publication of US20090101449A1 publication Critical patent/US20090101449A1/en
Assigned to THYSSENKRUPP ELEVATOR AG reassignment THYSSENKRUPP ELEVATOR AG CORRECTIVE ASSIGNMENT TO CORRECT THE INDICATION OF ASSIGNORS MISTAKENLY NOT INCLUDED BY THE USPTO IN THE NOTICE OF RECORDATION PREVIOUSLY RECORDED ON REEL 021554 FRAME 0532. ASSIGNOR(S) HEREBY CONFIRMS THE ORIGINAL ASSIGNMENT, SALE AND TRANSFER.. Assignors: BREIDENSTEIN, OLAF, GESSNER, TORSTEN, HERRMANN, GUNTHER, JETTER, MARKUS, MOLLGAARD, NIS-ANTON, RESAG, UWE, SCHULZE, JOCHEN, VOGLER, EBERHARD, WILHELM, ANDREAS
Abandoned legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
    • B66B1/30—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on driving gear, e.g. acting on power electronics, on inverter or rectifier controlled motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K16/00—Machines with more than one rotor or stator
    • H02K16/04—Machines with one rotor and two stators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
    • B66B1/30—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on driving gear, e.g. acting on power electronics, on inverter or rectifier controlled motor
    • B66B1/308—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on driving gear, e.g. acting on power electronics, on inverter or rectifier controlled motor with AC powered elevator drive
    • 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
    • B66B11/04—Driving gear ; Details thereof, e.g. seals
    • B66B11/043—Driving gear ; Details thereof, e.g. seals actuated by rotating motor; Details, e.g. ventilation
    • B66B11/0438—Driving gear ; Details thereof, e.g. seals actuated by rotating motor; Details, e.g. ventilation with a gearless driving, e.g. integrated sheave, drum or winch in the stator or rotor of the cage motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
    • H02K11/30—Structural association with control circuits or drive circuits
    • H02K11/33—Drive circuits, e.g. power electronics
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/04—Casings or enclosures characterised by the shape, form or construction thereof
    • H02K5/22—Auxiliary parts of casings not covered by groups H02K5/06-H02K5/20, e.g. shaped to form connection boxes or terminal boxes
    • H02K5/225—Terminal boxes or connection arrangements
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P25/00—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details
    • H02P25/16—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details characterised by the circuit arrangement or by the kind of wiring
    • H02P25/22—Multiple windings; Windings for more than three phases
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using DC to AC converters or inverters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K2201/00—Specific aspects not provided for in the other groups of this subclass relating to the magnetic circuits
    • H02K2201/15—Sectional machines
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K3/00—Details of windings
    • H02K3/04—Windings characterised by the conductor shape, form or construction, e.g. with bar conductors
    • H02K3/28—Layout of windings or of connections between windings

Definitions

  • the invention relates to an elevator drive, to a terminal arrangement for an elevator machine, to a braking device for an elevator installation and to a rotor mounting for an elevator machine.
  • converters with an appropriate rating are required for both low and high ratings.
  • the cost ratio for converter ratings above a specific rating rises more than proportionally, thus additionally increasing the costs for elevators of more than a specific elevator rating.
  • the conventional procedure is also problematic in terms of the availability of the elevator. Particularly in the high-rating range, availability of the elevator should always be ensured. In the event of faults or failures which are caused by a defective converter, the elevator will come to rest. This is also the case, for example, if the motor winding fails.
  • a further aim is to reduce the production costs, particularly for drives with a high drive rating, in particular for a gearless elevator drive. Power losses during operation should be low, thus resulting in high efficiency.
  • the elevator drive according to the invention has an electric motor which is subdivided into a number of segments with each segment having an associated converter. This elevator drive is used, for example, for drives of more than 50 kW.
  • the elevator drive has an electric motor with a rotor and a stator, with the stator being subdivided into a number of segments, and with each segment having an associated converter.
  • the rotor normally acts on one shaft.
  • the motor principle is designed such that it is possible to operate an elevator direct drive using a plurality of converters.
  • the winding structure of the stator winding is in this case designed such that a failure of one coil does not necessarily lead to a failure of the elevator installation.
  • the elevator drive according to the invention is in the form of a direct drive, and therefore is gearless.
  • this gearless drive is possible since the weight difference between the full elevator and the empty elevator is less than in the case of funicular railways.
  • the stator is typically subdivided into segments or sectors in the circumferential direction.
  • a synchronous motor with permanent-magnet excitation for example a brushless synchronous motor is suitable as an electric motor for the drive.
  • the rotor is therefore fitted with a number of permanent magnets.
  • Each coil of the stator winding is preferably in a concentrated form.
  • Each winding in the stator may be in the form of a single-tooth winding.
  • the individual coils of the stator winding can be connected in parallel or in series to form a winding phase.
  • the individual segments are galvanically isolated from one another.
  • the flux produced by the permanent magnets is typically guided via pole shoes.
  • the arrangement of the magnets in the rotor together with pole shoes arranged between them preferably form flux concentration for the magnetic flux.
  • the magnetic field of the individual segments preferably spreads out only in the area of the segment, and produces a torque in the individual segment.
  • the individual segments can be connected in parallel or in series with one another as required, depending on the requirement, and can then be operated using a converter.
  • the number of segments of the electric motor in particular of a synchronous motor with permanent-magnet excitation, can be calculated using the following variables:
  • the elevator drive according to the invention is designed such that it can be subdivided into individual segments, with each segment having an associated converter. Segmentation is possible in the case of a suitable choice of the ratio of magnet poles to stator slots in conjunction with a preferably concentrated winding which is also referred to as a single-tooth winding.
  • One segment typically comprises an independent m-phase system which is operated by one converter. This means that the total rating required by the elevator can be divided by the number of segments. Each individual converter need provide only this rating, reduced by the ratio of the total rating to the number of segments. This allows the drive, as well as all the components which are required in conjunction with the stator and the rotor, to be produced at a lower cost.
  • the invention likewise relates to an electric motor and a drive machine for an elevator drive as described above.
  • the invention also relates to a segment for an electric motor, which segment represents at least one winding of a stator winding, in which case a converter may be associated with this segment.
  • This segment can therefore be used in an electric motor according to the invention of an elevator drive according to the invention.
  • stator having a stator winding which comprises a number of windings, with the stator winding being subdivided into segments and with each segment comprising at least one winding, and in which case a converter can be associated with each segment.
  • This stator can therefore be used as a stator of an electric motor as described above, for the elevator drive, as explained above.
  • the invention also relates to a terminal arrangement for an electric motor of an elevator drive, in particular of an elevator drive of the type described above, and to an electric motor having a terminal arrangement such as this.
  • the terminal arrangement explained in the following text can therefore be used for an electric motor as described above, but is not restricted to an application such as this.
  • gearless elevator drives are in the form of synchronous motors with permanent-magnet excitation.
  • each individual motor winding must be formed from the stator and must be connected to terminals in order then to be passed from there as a motor connecting cable to individual frequency converters.
  • a plurality of terminals and terminal boxes are therefore required on the motor. This is problematic particularly in the case of large motors, in which the cables, terminals and frequency converters to be used are difficult to handle because of the increasing size.
  • each individual terminal box can be closed so as to be touch-proof, in which case the motor windings which are passed out individually must be passed through the motor into the terminal boxes.
  • the confusion between the connections increases with the number of windings passed out and with the number of motor connecting cables.
  • there is only limited accessibility to the terminal boxes because of the large number of terminal boxes.
  • the laying of motor connecting cables to the motor is complex and the physical space required for the motor is increased by the large number of terminal boxes.
  • the proposed electric motor is intended for an elevator drive, in particular for an elevator drive of the type described above, as claimed in one of claims 1 to 13 .
  • This has a motor housing and a number of motor windings which are connected to at least one terminal, with ribs or webs between which the at least one terminal, normally a plurality of terminals, is or are arranged being arranged on the motor housing.
  • the described electric motor is used in particular for driving elevators whose cab or car is connected via supporting means to a counterweight, for example as in the case of cable elevators (traction drive elevators).
  • the motor housing of the electric motor which in particular has a plurality of motor windings, is designed such that a type of cable duct is formed between two ribs of the motor housing.
  • This area is preferably formed on both sides of the motor such that the terminals and the motor windings that are passed out can be laid and secured therein, that is to say between the two ribs or webs.
  • the required protection against touching the connecting terminals can therefore also be achieved by a small number of simple sheet-metal covers.
  • the motor connecting cable is passed out downward and can be passed from there directly into a cable duct without having to restrict the accessibility to the motor.
  • the accessibility to the possibly large number of terminals can be achieved just by removing a small number of covers.
  • the proposed electric motor is preferably in the form of a synchronous motor with a rotor and a stator, with the stator windings being connected to the at least one terminal.
  • the ribs in the circumferential direction. Furthermore the profile of the ribs should not exceed a predetermined height above the housing surface.
  • the ribs in circumferential direction. Further, the ribs should not exceed a predetermined height above the housing surface over their course or profile.
  • terminals it is possible to provide for a plurality of terminals to be arranged between at least two ribs. Furthermore, the terminals can be arranged adjacent one another between the ribs, and/or one behind the other in the circumferential direction.
  • connections of the motor windings are likewise arranged between the ribs.
  • the motor connecting cables are preferably passed out of the motor area alongside one another.
  • edges of at least two adjacent ribs and which are pointing away from the motor housing are connected to one another by a cover.
  • the ribs are used as supporting ribs in order to make the housing robust, and to have suitable dimensions and to be arranged in a suitable manner for this purpose.
  • the motor housing according to the invention has ribs between which at least one terminal is arranged.
  • this motor housing is suitable for electric motors of the type described above.
  • the invention provides that a motor for an elevator drive is subdivided into a plurality of segments, with at least one motor winding in each case being provided for each phase.
  • the segments are connected by cables to terminals, and the motor housing typically has ribs in the circumferential direction on its outside, with at least two ribs forming a space between them in which the terminals, the cables of the motor windings and the motor connecting cables can be accommodated.
  • the ribs should be designed such that they are not lower than a defined rib height along a predetermined rib length, and a type of cable duct is formed in the intermediate space between two ribs of the motor housing. This area is optimized, in particular on both sides of the machine, such that the terminals and the motor windings that are passed out, and their connections can be laid and mounted between the ribs.
  • a closed installation area for the cables and terminals can be formed, and the required touching protection for the connecting terminals can be achieved by a small number of simple sheet-metal covers which can be attached to the ribs.
  • the motor connecting cables which are required to supply power to the motor are passed out, for example in the lower motor area, and can be passed directly from there into a cable duct, without a confusion of cables restricting the accessibility to the machine. Cables can be fed in from one side, and can be fed out on the other side.
  • brakes operated by spring force have a wide field of use. They are used wherever drives must be braked or held. Brakes operated by spring force such as these are used, for example, for elevator drives, funicular railway drives, funfair ride concerns, and wind power installations, etc. In these fields of application, brakes operated by spring force carry out safety tasks. By way of example, the installation must be brought to rest quickly during operation or, in the event of an emergency, the complete installation must be braked and brought to rest in order to avoid danger to people or the installation.
  • the described brake principle has disadvantages, however, when subject to certain preconditions.
  • the springs which are used as spiral springs or cup-type springs and are used individually or in a pack can fracture or become soft, and the force they produce can thus decrease.
  • the condition of the brake and of the braking springs must therefore be regularly checked. If the springs, which are kept biased, or else the spring packs are covered by housings or other machine parts, or cannot be seen from the outside, the condition of the springs cannot be identified visually. Frequent operation of the brake, for example as a brake blocking function during operation, occurs when the installation is in operation briefly and must then be fixed again in a different state.
  • a blocking brake such as this is in action during each individual movement.
  • the elevator cab In every stopping position at which the elevator stops, the elevator cab is held by a brake such as this via its drive.
  • the elevator car In this case, when stopping during operation of the stopping points, the elevator car is in many elevator installations not held directly by the brake but indirectly by the brakes acting on the cables, on the traction sheave or on the drive.
  • the brake is released again at the start of movement, as a result of which a very high number of switching operations in terms of brake closing and opening can be reached over the life of the brake, as a result of which the springs or the spring packs can fail as a result of repeated stress failure, material fatigue or the like over the course of time.
  • the method according to the invention is used for monitoring a brake which is operated by spring force, taking into account a force which is required to load or bias at least one spring and the amount of force required for this purpose.
  • This limit position can be checked by means of a device limit which is provided.
  • the at least one spring can be loaded or biased electromechanically, electrically, mechanically, pneumatically or hydraulically.
  • spiral springs or cup-type springs may be used as the springs.
  • the springs may be individual springs, or springs combined in packs.
  • an oil-pressure/time profile is detected.
  • the hydraulic pressure in the hydraulic oil system is in this case preferably checked indirectly or directly via suitable devices.
  • the described method is used, for example, in an elevator drive as claimed in any one of claims 1 to 13 , or using an electric motor as claimed in any one of claims 16 to 26 .
  • the described method is therefore based on identification of failure of one or more springs without visual inspection during operation.
  • the brake is typically monitored via appropriate switches and sensors, and the monitoring is appropriately evaluated via a control system. Any defect which occurs can thus be identified in good time, and a warning or a message can be produced. Those springs which are no longer serviceable can be replaced before a malfunction occurs.
  • springs which have failed partially or individually as a result of failure require a different amount of force, normally less force, to bias them.
  • this reduced opening force can be detected, for example, via the oil-pressure/time profile.
  • the current oil pressure is preferably measured, using an oil pressure gauge, in the immediate vicinity of the supply line to the brake caliper.
  • this limit position is identified via contacts or suitable devices. This then results in a logical link between these two events for identification of a failure or partial failure of a spring.
  • the signal of the maximum hydraulic pressure that is reached is always indicated first, and then the limit position signal of the spring.
  • a reduced oil pressure is in its own right sufficient to move the spring to the limit position and to open the brake, thus resulting in the limit position signal being produced at a time before the maximum oil pressure signal.
  • This monitoring can be adjusted, for example, by appropriate choice of the setting value of a pressure sensor.
  • the set pressure value to be monitored must be less than the oil pressure which is at least normally required to open the hydraulic brake during operation.
  • the brake can be monitored continuously by regular tests at short or relatively long intervals. Alternatively, the evaluation can be carried out on each operation of the brake.
  • the spring can be biased pneumatically, or else electrically by means of solenoid coils. In this case, the electrical values which occur are compared with corresponding predetermined values. “OK” or “alarm” can then be indicated during further calculation and comparison with the limit position monitoring.
  • the braking device according to the invention is used in an elevator installation and is operated by spring force.
  • the braking device is used in particular to carry out a method as claimed in any one of claims 28 to 34 .
  • This braking device is provided with a device for monitoring a force which is required to load or bias at least one spring.
  • the braking device is operated by spring force, with a friction lining being pressed against a braking surface, for example by means of at least one spring, and with a braking force being produced in the process.
  • This braking force decelerates the braking surface which is moved translationarily or rotationally with respect to the brake lining.
  • the monitoring of the limit position of the biased spring and the monitoring of the biasing of the spring typically results in values which can be processed and compared with one another and with a time sequence of their occurrence.
  • the checking of the limit position of the biased spring and the biasing pressure is linked to logic or a corresponding device, and is compared with predetermined values.
  • a spring fracture is identified in the event of any discrepancy from predetermined values.
  • a force to be applied and/or a time to be used can be used for monitoring the biasing of the spring.
  • the limit position of the biased spring can be checked either directly at the spring elements or indirectly via elements which are connected indirectly or directly thereto.
  • the limit position can be determined by means of any type of device or devices.
  • the hydraulic pressure in a hydraulic oil system can be checked indirectly or directly by means of any suitable devices.
  • the described braking device for example a drum brake
  • a floating housing it is necessary to produce an opposing force during braking.
  • the proposed elevator drive has a braking device, as explained above, as claimed in claim 35 , in particular in order to carry out a method as claimed in any one of claims 28 to 34 .
  • An electric motor is also proposed for an elevator installation, a rotor for the electric motor and a rotor mounting.
  • the features explained in the following text can also be combined in any desired manner with the embodiments described above.
  • the rotor is normally fitted to the motor shaft by an interference fit, that is to say it is pushed onto the shaft with a large amount of force being applied in the axial direction, with the hub being widened, and with the necessary connecting force being produced in this way.
  • the rotor is then introduced, together with the motor shaft, into the motor housing with the stator.
  • the motor shaft is normally aligned horizontally during operation since the traction sheave, which is mounted on the motor shaft in addition to the rotor, is then arranged such that the cables run over the traction sheave, coming from underneath, and are passed downward again.
  • the loads which are transmitted to the traction sheave by the cables can then be transmitted essentially vertically to the motor shaft, and then further on, for example, to two shaft bearings.
  • the conventional procedure has a number of inherent disadvantages.
  • the motor housing in order to fit the rotor, the motor housing must be tilted such that the motor shaft points vertically upward in order that the natural weight of the rotor has a stabilizing effect on the apparatus.
  • a mandrel must be attached to the motor shaft, as part of the apparatus.
  • the dependency on the manufacturing tolerance of the components used can be seen in the exact position of the rotor with respect to the stator core.
  • the exact position of the rotor with respect to the stator core is important for the electrical rating of the drive.
  • the rotor can be replaced only with the motor shaft.
  • the magnet area results in a magnetic force, that is to say of considerably more than 1000 kg, acting transversely with respect to the axis, which, in the case of fitting or removal when there are small distance differences to surfaces, for example stator surfaces, located in the vicinity, attempts to place the magnetic area against the opposing area located closer, with the magnets and the laminated core of the stator easily being damaged, and making further rotor positioning more difficult.
  • the described electric motor is used for an elevator installation and has a stator and a rotor which is mounted floating on a rotor shaft with a rotor hub and is attached by means of a clamping element.
  • the electric motor or the elevator drive is designed such that the rotor is mounted in a floating manner on the shaft.
  • the connection between the rotor hub and the motor shaft is made via the clamping element, which is preferably an integral or multi-part, or split, shrinking disk. This results in the capability to move the rotor on the shaft during fitting, in order to allow exact positioning.
  • the clamping element can be removed again.
  • the clamping element can, for example, be clamped and released from the side of the rotor facing away from the motor bearing. By way of example, it can be clamped and released by means of screws distributed around the shaft.
  • the clamping element comprises a two-part shrinking disk
  • the two parts may have conical areas which face one another, with the inner surface, facing the shaft, being cylindrical.
  • the rotor is provided in the area of the shaft with a hub which has a cylindrical surface area on the side remote from the shaft.
  • the natural weight of the rotor is supported by the shaft.
  • the rotor can thus be pushed into the motor by means of a simple apparatus which is attached to the motor shaft via threaded rods and a pressure plate.
  • the exact guidance by means of the shaft prevents the rotor from touching the stator.
  • the described electric motor is particularly suitable for elevators whose cab is connected via supporting means to a counterweight, for example as in the case of traction drive elevators.
  • the clamping element is preferably formed by at least one shrinking disk. It is possible to provide for one shrinking disk to be arranged at each of the two axial ends on the rotor hub.
  • the rotor is typically mounted on the shaft with a rotor hub, with the shaft being cylindrical in the area of the rotor hub.
  • the rotor hub may have an outer area which is conical.
  • the proposed electric motor can be used in conjunction with an elevator drive as described above.
  • the electric motor may have the features as explained above of the electric motor as claimed in any one of claims 16 to 26 , and a braking device as claimed in claim 35 .
  • the rotor according to the invention is used in such an electric motor.
  • the described elevator drive is designed such that the rotor is mounted in a floating manner on the shaft.
  • the shaft is cylindrical in the area of the rotor hub.
  • the shaft has already been finally fitted in its two bearings, and has therefore been stabilized in the radial direction.
  • the rotor is mounted on the shaft with the rotor hub, whose surface facing the shaft is likewise cylindrical.
  • the hub may have an outer area which is in the form of a cone or is conical.
  • a ring is arranged on a hub which is likewise cylindrical on the outside, with the external contour of the ring being conical.
  • the connection between the rotor hub and the motor shaft is made via the clamping element, which is likewise conical on its side facing the shaft and either is directly on the hub surface or, together with the first ring, forms a so-called shrinking disk.
  • the shrinking disk is arranged on that surface of the hub which is remote from the shaft and, during tightening, the outer cone, which is formed on a clamping element, is drawn in the axial direction over the inner conical ring, which is arranged on the hub, and thus compresses the hub.
  • the stress can in this case be applied with the aid of screws which are arranged all around the shaft.
  • a shrinking disk can be arranged at each of the two axial ends on the hub, and these disks are drawn toward one another by the screws.
  • only one shrinking disk is provided, and is drawn against the hub disk with the aid of the screws.
  • the rotor can be moved on the shaft and can thus be moved to the desired exact position. Once the clamping element has been released, the rotor can be removed again.
  • FIG. 1 shows a detail of one embodiment of the stator according to the invention.
  • FIG. 2 shows in schematic manner the subdivision of a stator into a plurality of segments.
  • FIG. 3 shows one embodiment of the electric motor according to the invention, illustrated in a simplified form in order to show a terminal arrangement.
  • FIG. 4 shows a simplified illustration of an electric motor, in the form of a plan view.
  • FIG. 5 shows a schematic illustration of a brake with hydraulic brake ventilation.
  • FIG. 6 shows a rotor mounting according to the invention.
  • FIG. 1 shows a detail of a stator which is annotated overall with the reference number 10 .
  • the illustrated detail shows, within a frame, a first segment 12 and a second segment 14 .
  • a first converter 16 is associated with the first segment 12
  • a second converter 18 is associated with the second segment 14 .
  • pole shoes 20 In the first segment 12 , pole shoes 20 , magnets 24 , stator teeth 26 and coils 28 can be seen. These coils are, for example, formed with a concentrated winding as a so-called single-tooth winding.
  • the illustration also shows a stator slot 30 .
  • the first segment 12 is connected via six cables to the first converter 16 , with cable 32 carrying phase one, cable 34 carrying phase 2 , and cable 36 carrying phase 3 .
  • the first converter 16 is connected via a first connection 38 to the elevator control system, and the second converter 18 is connected in the same way via a second connection 40 to the elevator control system.
  • the second segment 14 is a very small motor segment with three phases, and in each case one coil for one phase.
  • one phase may comprise a plurality of stator teeth or else a plurality of very small segments may be associated with one converter.
  • FIG. 2 illustrates the principle of the splitting according to the invention of a stator winding into segments, and the association of segments with converters.
  • This shows a schematically illustrated stator 50 , which is subdivided into eight segments 52 .
  • Each of these segments 52 is associated with one converter 54 , with only three converters 54 being shown in the illustration, for clarity reasons.
  • FIG. 3 shows a simplified illustration of an electric motor 60 .
  • the illustration shows a machine frame 62 , a stator housing 64 , a rotor cover 66 and a traction sheave 68 with a brake disk 70 .
  • two ribs 72 are illustrated, in which attachment points 74 for a cover are located.
  • FIG. 3 shows four terminals 76 which are arranged between the two ribs 72 and are preferably each provided for one segment.
  • Motor connecting cables 78 connect the terminal 76 to the converters.
  • Aperture holes 80 are provided in the stator housing 64 for the cabling of the coils. The cables of the coils are passed through these aperture holes 80 .
  • FIG. 4 shows a simplified illustration of an electric motor for an elevator drive, which is annotated overall with the reference number 90 .
  • the electric motor 90 comprises a rotor 92 and a stator 94 , a motor housing 96 and a machine frame 98 .
  • the rotor 92 is mounted, in the form of an internal rotor, in the stator 94 such that it can rotate.
  • Ribs or supporting ribs 100 are arranged on the motor housing 96 , with terminals 102 being provided between the ribs 100 .
  • a terminal area cover 104 having attachment points 106 is located above this.
  • Motor connecting cables 108 are the cables for connecting the terminals 102 to the converters.
  • FIG. 5 shows, schematically, a brake 120 with hydraulic brake ventilation, with the brake 120 being illustrated in the braking state during operation in the upper half and in the ventilated state in the lower half.
  • the illustration shows a brake disk 122 , a brake lining 124 , a pressure plate 126 , a spring 128 , an oil line 130 for feeding in and feeding out, an inlet flow 132 for a pressure medium 134 , for example a hydraulic oil, a piston 136 with a piston surface 138 , an oil-pressure monitor 140 , a housing 142 and a pushrod 144 .
  • the brake lining 124 is resting on the brake disk 122 .
  • the spring 128 is in the released state. No braking is taking place in the lower half, and the spring 128 is in the biased state.
  • a device 146 is provided in order to monitor the time profile of the oil pressure. This device 146 can likewise read and evaluate the signal of a limit position switch 148 . In the upper half, the switch is open 152 , and in the lower half it is closed 152 . A check is now carried out in this position to determine whether the amount of force required to reach the limit position corresponds to a predetermined value.
  • FIG. 6 shows a simplified illustration of a rotor mounting according to the invention.
  • the illustration shows a rotor 160 mounted in a floating manner, a stator 162 , a motor housing 164 , a drive-end bearing 166 , a traction sheave with a brake disk 168 , a non-drive-end bearing 170 and a shaft 172 on which the rotor 160 is mounted. While being fitted, the rotor 160 is pushed onto the shaft 172 in the horizontal direction, and can then be positioned exactly, held by the shaft 172 .
  • the rotor hub 174 of the rotor 160 surrounds the shaft 172 , wherein the rotor can be braced by means of a clamping element 176 with clamping screws 178 and can therefore be firmly mounted on the shaft 172 . Once the clamping element 176 has been released, the rotor 160 can be moved along the shaft 172 and can thus be positioned or removed, with the dead weight of the rotor 160 being held by the shaft 172 .
  • the traction sheave 168 can likewise be mounted on the shaft by means of clamping elements 190 and 192 . This makes it possible to easily fit and remove the traction sheave 168 , in the same way as the rotor 160 .
  • the present application therefore describes an electric motor in which the rotor 160 and the traction sheave 168 can be attached by means of clamping elements, which may be in the form of an integral, two-part or split shrinking disk.
  • An electric motor is also disclosed in which only the traction sheave can be attached by means of a clamping element, for example by means of at least one shrinking disk.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Cage And Drive Apparatuses For Elevators (AREA)
  • Control Of Ac Motors In General (AREA)
  • Motor Or Generator Frames (AREA)
  • Insulation, Fastening Of Motor, Generator Windings (AREA)
  • Braking Arrangements (AREA)
  • Elevator Control (AREA)
  • Control Of Multiple Motors (AREA)
  • Windings For Motors And Generators (AREA)
  • Control Of Electric Motors In General (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)
US12/225,163 2006-03-16 2007-03-14 Elevator Drive Abandoned US20090101449A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP06005374 2006-03-16
EP06005374.1 2006-03-16
PCT/EP2007/002251 WO2007104550A2 (de) 2006-03-16 2007-03-14 Aufzugsantrieb mit einem elektromotor

Related Parent Applications (1)

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PCT/EP2007/002251 A-371-Of-International WO2007104550A2 (de) 2006-03-16 2007-03-14 Aufzugsantrieb mit einem elektromotor

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US13/733,794 Division US9051157B2 (en) 2006-03-16 2013-01-03 Elevator drive
US13/733,783 Division US9206016B2 (en) 2006-03-16 2013-01-03 Elevator drive

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US20090101449A1 true US20090101449A1 (en) 2009-04-23

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US12/225,163 Abandoned US20090101449A1 (en) 2006-03-16 2007-03-14 Elevator Drive
US13/733,783 Expired - Fee Related US9206016B2 (en) 2006-03-16 2013-01-03 Elevator drive
US13/733,794 Expired - Fee Related US9051157B2 (en) 2006-03-16 2013-01-03 Elevator drive

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US13/733,783 Expired - Fee Related US9206016B2 (en) 2006-03-16 2013-01-03 Elevator drive
US13/733,794 Expired - Fee Related US9051157B2 (en) 2006-03-16 2013-01-03 Elevator drive

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US (3) US20090101449A1 (enExample)
EP (5) EP1834917B1 (enExample)
JP (3) JP2009529852A (enExample)
KR (3) KR101181600B1 (enExample)
CN (3) CN101400595B (enExample)
BR (1) BRPI0709569A2 (enExample)
ES (3) ES2543412T3 (enExample)
WO (1) WO2007104550A2 (enExample)

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US20110199568A1 (en) * 2008-10-14 2011-08-18 Katsuhiko Morishita Liquid crystal display device
CN102367141A (zh) * 2011-10-19 2012-03-07 沈阳博林特电梯股份有限公司 外转子开关磁阻曳引驱动装置
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US9246372B2 (en) 2012-01-20 2016-01-26 Fluor Technologies Corporation Rotor pole support ribs in gearless drives
US10298080B2 (en) 2012-01-20 2019-05-21 Fluor Technologies Corporation Rotor pole support ribs in gearless drives
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JP5883419B2 (ja) 2016-03-15
WO2007104550A2 (de) 2007-09-20
ES2585927T3 (es) 2016-10-10
ES2543412T3 (es) 2015-08-19
KR20110063592A (ko) 2011-06-10
JP5819894B2 (ja) 2015-11-24
JP2009529852A (ja) 2009-08-20
EP2033924A3 (de) 2010-08-25
CN102134025A (zh) 2011-07-27
EP1996500A2 (de) 2008-12-03
EP2033923A3 (de) 2010-08-25
EP2033922A3 (de) 2010-08-25
CN101400595B (zh) 2012-05-23
CN101400595A (zh) 2009-04-01
WO2007104550A3 (de) 2008-03-06
US9206016B2 (en) 2015-12-08
CN102134025B (zh) 2015-11-25
KR101181539B1 (ko) 2012-09-10
EP1834917B1 (de) 2015-05-20
KR20080111483A (ko) 2008-12-23
KR101196567B1 (ko) 2012-11-01
EP1834917A2 (de) 2007-09-19
EP2033924A2 (de) 2009-03-11
KR101181600B1 (ko) 2012-09-10
EP2033923B1 (de) 2015-05-06
EP1834917A3 (de) 2007-10-10
US9051157B2 (en) 2015-06-09
EP2033922A2 (de) 2009-03-11
JP2014016036A (ja) 2014-01-30
US20140020985A1 (en) 2014-01-23
EP2033922B1 (de) 2016-03-09
EP2033923A2 (de) 2009-03-11
JP2014003898A (ja) 2014-01-09
KR20110063591A (ko) 2011-06-10
CN102097895B (zh) 2014-12-17
BRPI0709569A2 (pt) 2011-07-12
US20140021813A1 (en) 2014-01-23
ES2575921T3 (es) 2016-07-04
EP1996500B1 (de) 2016-05-11
CN102097895A (zh) 2011-06-15

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