WO2001028911A1

WO2001028911A1 - Lift with a car attached to a support

Info

Publication number: WO2001028911A1
Application number: PCT/EP2000/009971
Authority: WO
Inventors: Horst Wittur; Hubert Fischer
Original assignee: Wittur Ag
Priority date: 1999-10-11
Filing date: 2000-10-10
Publication date: 2001-04-26
Also published as: AU7917800A; KR20020062284A; EP1224143A1; NO20021405D0; NO20021405L; CZ20021262A3; PL356123A1; IL148733A0; JP2003512272A; CN1378519A; BR0014621A; DE19948946A1; RU2002110092A

Abstract

The invention relates to a complete drive system for a lift (1), attached to a support (8), which can be lowered down a lift shaft, in a flexible manner with respect to positioning. The motor torque is transmitted via a belt drive to a flat drive wheel and the support for the lift, which comprises a flat band or synthetic cable which is directly looped over a part of the hub (17) of the drive wheel (5).

Description

Elevator with a car held on a suspension element

The invention relates to an elevator with a car held on a suspension element according to the preamble of claim 1.

In recent years, lifts have been developed for buildings that do not require an additional machine room for elements of the carrying and moving unit of the car. For this purpose, a drive is known which lies flat against the shaft wall and has space in a lateral area between it and the car.

Such motors are gearless or use special flat gearboxes. Such constructions represent special constructions that are associated with correspondingly high costs.

Furthermore, an elevator drive is known from German utility model DE 298 6 526 U 1, which consists of a belt pulley and a drive pulley coaxially assigned to it, which are joined to form a flat drive wheel which is connected to the drive motor via a belt drive. The belt transmission achieves a spatial separation between the traction sheave acting on the support cables and a drive motor assigned to them and causing them to move, so that the drive motor can be arranged in a favorable position at a distance from the traction sheave, which enables a more flexible adaptation to the spatial conditions. However, since the possibility of realizing slow translations with a single-stage belt transmission is limited, a relatively high-torque drive motor is necessary. If it should be avoided to use a particularly flat and cost-intensive special construction for the drive motor and instead a standard motor is to be used instead, this inevitably means that the motor builds so large that its width in the direction of its drive shaft is greater than the width of the driving wheel along its axis of rotation. In other words, it cannot be prevented that the motor protrudes laterally over the drive wheel and the frame holding this drive wheel into the elevator shaft.

This means that although the driving wheel can be accommodated between the elevator wall and the lifting corridor traversed by the elevator car or its extension down or up, the motor on the side on which the driving wheel is located does not have sufficient space between the shaft wall and the lift corridor of the elevator car or its extension up or down. This inevitably results in a restriction in the flexibility of the possible arrangement of the engine. Accordingly, the utility model mentioned at the outset provides for the motor to be arranged in a pocket-like area above the shadow space of a door fighter profile or below the lower frame profile of a door.

The present invention is therefore based on the problem of creating a holding and drive unit for a car which is integrated in the elevator shaft and which, despite the use of a conventional drive motor, ensures that the drive motor can be arranged almost anywhere in the shaft.

The invention solves this problem by means of an elevator, the suspension means of which consists of at least one flat band or synthetic rope which is looped directly over a part of the hub of the drive wheel, which at the relevant point has a sleeve-like section which has the required traction sheave profile. While the curvature of conventional steel cables when deflected by a traction sheave must not be less than a certain, not inconsiderable radius of curvature, since otherwise the bending stress occurring in the steel cables does not exceed the maximum required for the required fatigue strength. exceeds the permissible limit, flat belts or synthetic ropes with a significantly smaller radius of curvature can be guided over a traction sheave. This makes it possible to realize a traction sheave with a very small outside diameter by wrapping the flat band directly around the hub of the traction wheel. Because of this, lower torques occur on the traction sheave when the load on the carrying belt remains unchanged. The torque required of the drive motor drops. Correspondingly, small motors can be used, which, even as standard motors, are sufficiently compact to be able to be accommodated in very different places in the elevator shaft.

It is particularly advantageous that a drive motor of such a size can now be used whose width (including the belt pulley carried by it) does not exceed the width of the drive wheel in the axial direction. The drive motor can thus be accommodated on the same side as the drive wheel between the shaft wall and the lifting corridor traversed by the cabin or its extension up or down.

The drive motor is preferably arranged at least partially within the belt pulley carried by it. This is possible because the pulley can be designed with a somewhat larger diameter due to the lower drive torque to be applied to the drive wheel, so that there is sufficient space for motor components within the pulley. This provides additional space for the engine.

According to a further advantageous embodiment, the drive motor is an external rotor motor, the rotor outer side of which is designed as a pulley for the at least one drive belt. With such a construction, the pulley does not require any additional installation space in the axial direction of the motor, which in turn makes it easier to use a standard motor. An advantageous development provides for the hub carrying the traction sheave profile to be made in one piece. This has the advantage that a separate traction sheave and thus an additional component which causes costs and assembly time can be saved.

The hub carrying the traction sheave profile, the circumferential friction surface of the brake and the drive pulley are preferably made in one piece. As a result, there are no further individual parts which cause additional costs. If necessary, the driving wheel can be machined efficiently and in one clamping from a pre-cast or pre-forged blank. The need to center individual components of the high-speed driving wheel according to the invention is eliminated.

Particularly advantageously, the pulley is cranked to form a receiving space for a braking device, i. H. composed of an inner cranked section and a disk-shaped section adjoining it in the radially outward direction, which carries on its outer circumference a wheel rim on which the drive belts act. This creates an annular receiving space for the stationary components of a brake. This does not protrude beyond the outer dimensions of the driving wheel.

If, in addition, the cranked section advantageously forms the circumferential friction surface of a drum brake on its outside, or alternatively the wheel rim, on which the drive belts act, forms the circumferential friction surface of a drum brake on its inside, there is no need to have an additional brake disc or brake drum on the hub to have to accommodate. The additional space available on the hub in the axial direction thereby benefits in particular the width of the drive belt.

By combining the pulley and traction sheave, integrating the circumferential friction surface of the brake into a drive wheel, a particularly flat unit can be produced, which can also be arranged, for example, behind a lateral vertical guide rail. Further advantages and details emerge from the exemplary embodiments of the subject matter of the invention shown in the drawing. The drawings show the following:

Fig. 1: A longitudinal section through a shaft head when the drive wheel and the drive motor are arranged in the shaft head area.

2: A section along the line III - III in Fig. 1st

3: A section along the line IV - IN in Fig. 1st

FIG. 4: The detail V from FIG. 1.

Fig. 5: A variant of Fig. 1, in which the motor was accommodated in an alternative position in the shaft head using its now small design.

Fig. 6: A section of a design variant of the driving wheel

Fig. 7: A section of a further design variant of the driving wheel

Fig. 8: Another variant of Fig. 1, in which the motor has been accommodated in an alternative position in the region of the lower shaft end using its now small design.

Fig. 9: A last variant of Fig. 1, in which the motor has been accommodated in an alternative position in the region of the lower shaft end using its now small design.

1 to 4 show a first embodiment of the elevator 1 according to the invention, which has a vertical shaft 2 for moving a car 3 up and down. In the head region 4 of the shaft 2, the elevator drive consisting of a drive wheel 5 and a drive motor 6 acting thereon is fitted, the drive possibly also being able to be accommodated at other points in the shaft, of course. The Drive motor 6 is designed as an external rotor motor, the rotor outside of which is designed in sections as a pulley for three parallel drive belts. The shaft 2 is closed at the top and bottom and has no separate machine room.

The clear cross section of the shaft is noticeably larger than the cross section of the elevator car, so that there is a space on all sides transversely to the direction of travel of the elevator car between the shaft wall and the corridor traversed by the elevator car.

The driving wheel 5 has a hub 17, which is profiled on one section as a traction sheave (16). A flat strip 8 is looped over this section. The car 3 is suspended from this flat belt. The flat belt 8 effects the lifting and lowering movement of the car by running over the correspondingly driven traction sheave.

In addition, the drive wheel 5 has a pulley 9, which carries at its outermost diameter a wheel rim 9 a, on the outside of which the drive belt 15 act. The inside of the wheel rim 9 a represents the friction surface 10 of a brake drum formed by the wheel rim 9 a. Brake shoes press on this friction surface in a known manner (not shown in all details in the figures). In the exemplary embodiments according to FIGS. 1 to 4, these brake shoes are pressed radially outward against the inner surface of the wheel rim 9 a by correspondingly preloaded springs. During operation, suitable (for example hydraulically actuated) brake cylinders keep the brake shoes in a released position against the spring preload.

The pulley 9 and the traction sheave integrated in the hub 17 as well as the circumferential friction surface 10 of the brake (irrespective of whether the friction surface 10 is now, as shown in this exemplary embodiment, integrated into the pulley 9 or provided by a separately designed component such as a brake disc 21 is) are combined to form a flat drive wheel 5. The drive wheel 5 is mounted on a support frame 11 about a fixed axis of rotation 12. A rocker arm 13, which carries the drive motor 6, is articulated on the support frame 11, the rocker arm 13 being subjected to a force via a tension spring 14 which acts on the rocker arm 13 in the sense of tensioning the drive belt or belts 15. Of course, not only the mechanical considered, but various known clamping elements including hydraulically acting clamping devices.

The axis of rotation 12 of the drive wheel 5 is arranged in the guide plane 25 of vertical guide rails 24 which are assigned to the vertical longitudinal center plane of the car 3 (FIG. 3). The support frame 11 can be arranged in a space-saving manner in the space between the guide rail 24 and a side shaft wall 26.

In the exemplary embodiment illustrated by FIGS. 1 to 4, the shaft of the drive motor 6 (not provided with its own reference number) is arranged parallel to the plane 20 (cf. FIG. 2) of doors 21 which block access to the shaft in stages. Since it is a fast-running drive motor which, due to its high speed, also provides the required performance as a relatively small unit, the motor does not protrude above level 22 (see FIG. 2), i.e. Beyond the plane spanned by the side of the support frame 11 facing the car, in the direction of the elevator car.

The motor 6 held on its outer circumference by means of the rocker 13 therefore does not have to lie above the door fighter profile 22 in the construction according to the invention, as shown in FIG. 1. Because due to the fact that the motor no longer protrudes above level 22 in the construction according to the invention, the motor on the same side as the driving wheel may now also find sufficient space between the shaft wall and the movement corridor of the elevator car or the imaginary extension of the Corridor up or down. As illustrated in the embodiment variant shown in FIG. 5, the motor can (for example) also by means of a corresponding rocker below the horizontally running part of the support frame 11 in the space on the right-hand side, with reference to FIG. 2, between the movement corridor of the elevator car and the shaft wall just above the door opening be attached. The engine is at this point in the event of maintenance. U. more accessible.

As the embodiment shown in Fig. 8 illustrates, the motor (also purely for example) can also be attached by means of a corresponding rocker just above the bottom of the shaft between the guide rail and the shaft wall. In 8, the corresponding guide rail is shown broken away for the sake of clarity. The motor is, seen from the plane of the drawing, behind it and behind the continuation of the guide rail indicated by dotted lines.

According to the variant shown in FIG. 9, the motor can also be arranged on the opposite side in comparison with FIG. 8 below the threshold of the shaft door.

FIG. 4 shows as detail V (cf. marking of detail V in FIG. 1) the design of the driving wheel, its frame and the motor attached to it in greater detail. The half of FIG. 4 lying above the bearing journal or the axis 12 represents a half section (seen from above), the half of FIG. 4 lying below the bearing journal 12 represents a plan view, likewise seen from above.

It can be seen how the motor 6, designed as an external rotor motor with a pulley 6 a attached to its outside of the rotor, is held on the frame 11 of the drive wheel via a rocker 13. The drive wheel 5 is driven by three parallel V-belts 15. The V-belts 15 are shown broken away in the region of the linkage of the rocker 13 in order to reveal a view of the linkage of the rocker 13. The hub 17 of the drive wheel 5 is supported by two roller bearings on the bearing journal 12 which represents the axis of rotation of the drive wheel and which is supported on both sides on the support frame 11.

The elevator car is carried and moved by the flat belt 8. The flat belt 8 is looped directly around the hub 17, which for this purpose has a section 16 at the wrapped point, which has the required traction sheave profile for securely receiving a flat belt. When using a flat belt 8, the profiling essentially consists of two board-like projections attached on both sides. As a rule, the inside of the drive belt (at least if this is a synthetic surface) is sufficiently frictive that no special rope grooves or the like have to be provided in order to reliably prevent the flat belt from slipping. The section 16 of the hub 17 which is wrapped by the flat belt 8 is sleeve-like in the sense that on a wheel rim, which represents a traction sheave in the conventional sense, which has spokes or a wheel disk as a radial intermediate member with the actual hub is connected, and thus has a correspondingly large outer diameter, is dispensed with. Rather, the belt is wrapped around a diameter of the hub that is as close as possible to the axis of rotation. The hub is designed in this area with a wall thickness that is adequate from the point of view of strength and the usual safety supplements. The outer diameter of the traction sheave profile, which is in contact with the drive belt, is thus essentially oriented towards the outer diameter (at least) of the bearing closest to the traction sheave profile. It is particularly advantageous not to make the outside diameter of the profile in contact with the drive belt greater than about a diameter which corresponds to two and a half times the outside diameter of the bearing in question.

In this way, since the drive belt forces only act on the drive pulley via a relatively small lever arm, the engine torque required for the drive is reduced in this construction.

Although a carrying belt 8 requires an increased installation space parallel to its rolling axis compared to a conventional carrying rope, this does not mean that the drive wheel necessarily and disadvantageously builds wider in the axial direction. Because the fact that a fast-running and correspondingly lower-torque motor can be used also reduces the demands on the belts connecting the motor and the drive pulley - the tensile forces to be transmitted from the belts decrease noticeably with increasing speed with increasing power flow. As a result, it becomes possible to use narrower belts 15, as a result of which at least a large part of the installation space additionally required for the drive belt 8 is available in the axial direction.

In the embodiment shown in Fig. 4, the pulley 9 is pushed onto a side flange of the hub 17 and there rotatably, for. B. secured by a feather key and axially fixed in a conventional manner. Alternatively, the hub and drive pulley are made in one piece from a pre-cast or pre-forged blank. This option is favored by the fact that a flat belt or synthetic ropes, unlike steel ropes, the traction sheave (or its rope grooves, if necessary) do not wear out, which is why it is no longer imperative that the traction sheave can be replaced individually.

In the exemplary embodiment shown in FIG. 4, the wheel rim carrying the V-belts 15 is

9 a of the drive pulley 9 executed so that it has the friction surface on its inside

10 provides a brake drum. The brake pad 19 held on a pin 18 can be pressed outwards against this friction surface by a hydraulic or mechanical brake actuation mechanism. This construction has the advantage that the braking forces act on a very large lever arm, which is why relatively large braking torques can be achieved even with relatively low actuating forces or a relatively weakly dimensioned braking mechanism.

FIG. 6 shows the area of a modified driving wheel construction close to the axis. Components with the same function are identified with identical reference numerals as in the preceding figures.

The hub 17 of the drive wheel 9 is mounted on the bearing journal 12 of the drive wheel 9 via bearings 14. The hub 17 carries a traction sheave profile 16 for a flat belt 8. Here, too, the flat belt is moved around an axis that is as close as possible to the axis, ie. H. essentially looped through the outer diameter of the bearings 14 and the wall thickness of the hub.

The drive pulley 9 also consists of an inner cranked section 9 b, to which a disk-shaped section 9 c connects, which carries on its outer circumference a wheel rim 9 a, on which the drive belts 15 act. The cranked section is now provided with a drum-shaped circumferential extension 9 d. This results in a brake drum onto which brake shoes 19 can be pressed from the outside.

This variant has the following advantage. As already mentioned above, the relatively small load on the belts 15, owing to the reduced diameter of the support pulley, allows the use of relatively narrow belts, as a result of which the wheel rim 9 a of the drive belt pulley builds relatively narrow. In addition, the traction sheave has a much smaller diameter than the outer diameter of the brake drum, ie the outer diameter of the extension 9 d. Because of this, it becomes possible for the brake shoes 19 to protrude laterally in the axial direction over the drive pulley 9 without being covered laterally in this area by the drive pulley. This opens up the possibility of actuating the brake shoes on the side of the wheel rim with a conventional caliper-type brake linkage and keeping them released during operation. The oil or hydraulic pump, which is otherwise to be accommodated in the shaft for hydraulic actuation and is also expensive, is dispensed with, which has significant advantages. The brake drum or extension 9d is advantageously dimensioned ready so that the torque caused by the asymmetrical attack of the actuating force FBREMS, which tends to tip the brake shoe, is intercepted by the friction surface 10.

7 shows a section of the drive wheel of a further construction variant close to the axis. Components with the same function are in turn identified by the reference numbers which are identical to the reference numbers previously used for the corresponding components.

A hub 17 is also mounted here on the bearing journal 12 via the bearing 14. The hub 17 in turn carries a traction sheave profile 16 in a region close to the axis, which is essentially predetermined by the outer diameter of the bearing and the wall thickness of the hub, which is also designed here to accommodate a flat belt 8. Since a flat belt leads to virtually no traction sheave wear, it is possible to design the hub 17 at least in one piece with the brake disc 21, possibly even with the drive pulley 9.

Brake pads 19 held in a brake caliper 20 act on the brake disc, which are pressed against the brake disc under pretension and kept released (preferably hydraulically) during operation.

If a hydraulic brake actuation is provided in the individual embodiments, a pressure medium reservoir is installed (not shown), so that even after disengagement In the event of a pump providing the pressure medium, for example if the electrical supply voltage fails, the brake can be vented manually. This allows the car 3, z. B. can be moved to any position for salvage purposes.

Claims

Patent claims

1. Elevator (1) with a car (3) held on a suspension element (8), which is in a vertically extending shaft (2) by means of a traction sheave (7) acting on the suspension element (8) and in the shaft ( 2) arranged drive motor (6) can be moved up and down, the drive motor acting via at least one drive belt (15) on a parallel-axis pulley (9) which, together with the drive pulley (7) coaxially assigned to it, forms a flat drive wheel (5) is assembled, the circumferential friction surface (10) of a brake also being integrated into the drive wheel (5), characterized in that the suspension means (8) consists of at least one flat band or synthetic rope, which extends directly over part of the hub (17) of the drive wheel (5) is looped, which has a section at the relevant point which has the required traction sheave profile (16) and thus forms the traction sheave (7).

2. Elevator according to claim 1, characterized in that the outer diameter of the wrapped surface of the traction sheave profile is essentially the outer diameter of the bearing (14) closest to the traction sheave profile (6) plus twice the amount of the strength and rigidity in this area reasonable wall thickness of the sleeve-like section of the hub (17).

3. Elevator according to one of the preceding claims, characterized in that the width of the drive motor (6) including the pulley (6a) carried by it in the axial direction does not exceed the width of the drive wheel (5), also in its axial direction.

4. Elevator according to one of the preceding claims, characterized in that the drive motor (6) is a disc rotor motor.

5. Elevator according to one of the preceding claims, characterized in that the drive motor (6) is at least partially arranged within the pulley (6a) carried by it.

6. Elevator according to one of the preceding claims, characterized in that the drive motor (6) is an external rotor motor, the rotor outside of which is designed as a pulley (6a) for the at least one drive belt (15).

7. Elevator according to one of the preceding claims, characterized in that the hub (17) carrying the traction sheave profile (16) is made in one piece as a whole.

8. Elevator according to one of the preceding claims, characterized in that the hub (17) carrying the traction sheave profile (16) and the circumferential friction surface (10) of the brake are made in one piece.

9. Elevator according to one of the preceding claims, characterized in that the hub (17) carrying the traction sheave profile (16), the circumferential friction surface (10) of the brake and the belt pulley (9) are made in one piece.

10. Elevator according to one of the preceding claims, characterized in that the belt pulley (9) projects beyond the traction sheave (16, 17), the belt pulley (9) being bent to form a receiving space for a braking device (18, 19), i.e. consists of an inner bent section (9b) and a disc-shaped section (9c) adjoining it in the radially outward direction, which carries a wheel rim (9a) on its outer circumference, on which the drive belts act.

11. Elevator according to one of the preceding claims, characterized in that the bent section (9b) forms the circumferential friction surface (10) of a drum brake on its outside (seen from its axis of rotation).

2. Elevator according to one of the preceding claims, characterized in that the bent section (9b) has a circumferential extension (9d) which forms the circumferential friction surface of a brake drum, the extension (9d) viewed in the axial direction over the outermost edge of the Wheel rim (9a) protrudes.

13. Elevator according to one of claims 1 to 10, characterized in that the wheel rim (9a), on which the drive belts act, forms the circumferential friction surface (10) of a drum brake on its inside (seen from its axis of rotation).

14. Elevator according to one of the preceding claims, characterized in that the flat belt (8) consists of steel, synthetic material, or a combination of synthetic material and steel.

15. Elevator according to one of the preceding claims, characterized in that the axis of rotation (12) of the drive wheel (5) is arranged in the guide plane (25) of the vertical guide rails (24) assigned to the vertical longitudinal center plane of the elevator car.

16. Elevator according to one of the preceding claims, characterized in that the speed of the drive wheel (9) is reduced compared to the speed of the drive motor (6) and the elevator car is suspended on the suspension means in a bottle (i.e. at least in a ratio of 2: 1).