WO2014124838A1

WO2014124838A1 - Damping of vertical vibrations of an elevator car of an elevator system

Info

Publication number: WO2014124838A1
Application number: PCT/EP2014/052145
Authority: WO
Inventors: Lorenz Andreas ETZWEILER
Original assignee: Inventio Ag
Priority date: 2013-02-12
Filing date: 2014-02-04
Publication date: 2014-08-21
Also published as: CN104981423A

Abstract

The invention describes a method for damping vertical vibrations of an elevator car (2), which is connected to a drive unit by means of bearing means (34), of an elevator system, at least one damping unit (1, 1') being arranged on the elevator car (2) and connected to a control unit (41). The at least one damping unit (1, 1') is regulated by the control unit (41) depending on a vertical position of the elevator car (2).

Description

Damping of vertical vibrations of an elevator car of an elevator installation

The invention relates to a method for damping vertical vibrations of an elevator car connected to a drive unit via suspension means, wherein at least one damping unit is arranged on the elevator car and connected to a control unit.

Elevator systems contain elevator cars which can be moved by means of suspension means, for example in the form of carrying cables or carrying belts, by means of a drive unit in an elevator shaft. In the elevator shaft guide rails are fixed, which specify a linear guide for the elevator car. Persons or goods that enter or leave the elevator car during a cabin stoppage, cause due to the elasticity of the suspension undesirable vertical vibrations of the cabin. However, vertical vibrations can also occur during an elevator journey, for example due to the acceleration of the elevator car, during a load distribution change in the elevator car, etc. Overall, vertical vibrations occur especially in the case of support belts based on support belts, which have enjoyed increasing popularity in recent times. Since belts have a less favorable vibration behavior compared to steel cables, the vertical vibrations increasingly affect the comfort feeling of the passengers and the operational safety.

EP 1 067 084 B1 discloses a device for preventing vertical vibrations during the standstill of the elevator car. The device has a brake caliper, which can be pressed against the guide rail via a toggle mechanism. At the front ends of the lever of the brake caliper brake shoes are arranged. This device causes a frictional caused more or less rigid adherence of the car to the guide rails. In practice, however, it has been found that such retaining devices are demanding in terms of the control technology. In particular, it is difficult or expensive to operate the elevator in such a way that after the cabin stoppage the car can start smoothly.

Instead of retaining devices, it is also possible to achieve a sufficiently comfortable feeling of comfort for the passengers during the cabin stoppage, when the vertical vibrations of the cabin are only attenuated or reduced, for which much smaller forces are necessary. A damping unit for reducing vertical vibrations during standstill of the car, for example, EP 1 424 302 AI. The damping unit has an approximately half the cabin depth extending lever arm, at the free end of a pivotally mounted brake shoes is arranged. The damping unit is mechanically coupled to a door opening unit of the cabin; this activatable via the door drive damping unit requires a complicated lever and gear mechanism, which is why this solution is expensive and prone to failure. The device can not be retrofitted into existing existing older elevator systems. Another disadvantage then is that the damping behavior of the cabin does not meet higher demands in terms of ride comfort and reliability.

An object of the invention is that an efficient way to reduce vertical vibrations of an elevator car should be offered.

The invention is solved by the features of the independent claims. Continuations are given in the dependent claims.

A core of the invention is that vertical vibrations of an elevator car connected via suspension means to a drive unit of an elevator installation are attenuated by controlling at least one damping unit, which is arranged on the elevator car, by a connected control unit in dependence on a vertical position of the elevator car. The vertical position may be defined by the height at which the elevator car is located relative to a defined base in the elevator shaft, for example, the shaft floor, the ground floor, etc.

As a control unit, for example, the elevator control unit of the elevator system can be used.

The at least one damping unit is controlled by the control unit by either being activated or deactivated. According to the invention, however, a stepless control or regulation of the damping unit is also conceivable. The damping unit can according to the figures 2 to 7 or as an eddy current brake, electric magnetic brake, hydraulic brake, mechanical brake or other suitable for damping unit be designed.

In a deactivated position, brake shoes of the at least one damping unit are held so that they are contactless with or along a guide rail of the elevator installation; they are thus positioned so that they are spaced from the guide rail of the elevator installation. In an activated position, the brake shoes are pressed against the guide rail or pressed.

In a preferred embodiment of the invention, the at least one damping unit is controlled by the control unit when the elevator car is within a previously defined altitude interval [x, y]. For example, for a total height of the shaft, ie from the shaft floor to the shaft ceiling, of 45 m a height interval [x, y], measured from the shaft bottom, could be defined from 0 m to 30 m ([0, 30]). Within this altitude interval, the at least one damping unit is activated and outside the interval, that is, when the elevator car is at a height higher than 30 m, not. Of course, it is conceivable that also several height intervals [xi, yi], [x ₂ , V ₂ ], etc. are defined for a shaft. Also, the interval does not have to start at 0 m.

The definition of the height interval can be done depending on at least one determined elongation value of the suspension element and / or another parameter. The at least one parameter may be an elasticity value of the suspension element, a speed value, an acceleration value, a number of the suspension elements used, an empty weight and / or a payload value of the elevator car. The at least one elongation value of the suspension element can be determined during commissioning, during maintenance and / or during operation or during operation of the elevator installation.

The at least one damping unit can be controlled by the control unit in addition to the dependence on the vertical position of the elevator car also in dependence of at least one rule and / or a parameter. As at least one rule can be used, for example, that at standstill of the elevator car and / or open elevator doors, the at least one damping unit is controlled by the control unit. As at least one parameter, for example, an elasticity value of the Tragmittels, a speed value, an acceleration value, a number of the suspension means used, a tare weight of the elevator car, a payload value of the elevator car, etc. are used.

The at least one damping unit is connected to the control unit via a wired or wireless communication network.

An advantage of the invention is that vertical vibrations, which are uncomfortable for the elevator passengers and can pose a risk of injury, can be efficiently and cost effectively damped or eliminated.

Another advantage is that, since the damping unit is activated only from a certain vertical position of the elevator car, the maintenance effort due to the reduced material wear of the damping unit can be minimized.

The invention will be explained in more detail with reference to an embodiment shown in FIGS. Show

FIG. 1 shows a simplified representation of a lift in a side view,

FIG. 2 shows an illustration of a damping unit according to the invention for the elevator according to FIG. 1,

3 shows a cross section through the damping unit (section line A-A in FIG. 2), FIG. 4 shows a gear transmission for the damping unit according to FIG. 2,

FIG. 5 is an exploded perspective view of the damping unit;

6 is an enlarged view of an assembly with a brake shoe holder and a brake shoe for the damping unit according to Figure 2,

FIG. 7 is an exploded perspective view of the assembly of FIG. 6; 8 shows a simplified representation of an elevator system according to the invention according to FIG. 1 and FIG

9 shows a section of the simplified representation according to FIG. 8 with a control unit connected to the at least one damping unit.

Figure 1 shows an elevator with a vertically movable up and down elevator car 2 for the transport of persons or goods. As a support means 34 for moving the car 2 serve as an example straps or ropes. The elevator car 2 is connected via the support means 34 with a drive unit, not shown. For the guidance of the car 2, the elevator installation has two guide rails 3 extending in the vertical running direction z. Each guide rail 3 has three guide surfaces extending in the direction of travel of the car. On the cabin 2, guide shoes 15, which are configured by way of example as roller guide shoes, are provided in FIG. With the damping unit designated 1, unwanted vertical vibrations of the car 2 during a standstill or during an elevator ride can be reduced. Such vertical vibrations occur when people enter or leave the cabin 2. However, vertical vibrations can also occur during an elevator journey, for example due to the acceleration of the elevator car, during a load distribution change in the elevator car, etc. Cabin 2 oscillates due to the change in load. This phenomenon is especially pronounced in sling-based elevators with high shaft heights. With z, the direction is indicated, in which the guide rail 3 extends, wherein the arrow z also indicates the direction of travel of the car 2.

To reduce these vertical vibrations, the elevator installation has damping units 1 arranged on one or both sides of the cabin 2. The two damping units 1 are connected to a control unit, not shown, via a wired or wireless communication network and are controlled by this control unit. The control unit sends to a control command to the damping units 1 as soon as the car 2 stops, for example, and / or when the car door opens or when vertical vibrations are detected during an elevator ride. The activation is usually maintained until the doors are closed again and thus no significant load changes are possible. currency During activation, the control unit can continue to send control commands for the damping units 1.

In the exemplary embodiment according to FIG. 1, the damping units 1 are arranged, for example, at the top of the car 2, wherein they are placed separately from the upper guide shoes 14. Depending on the cabin configuration and space requirements, the guide shoes and damping units 1 can also be combined or arranged with each other in other ways. Thus, the at least one damping unit 1 could also be attached to the bottom of the cabin 2. As can be seen, for example, from FIG. 2, the damping unit 1 can be fastened to a console that completely or partially surrounds the guide shoe. In Figure 2, the aforementioned console is designed as designated 6 and explained in more detail below spring means. The exemplary designed as Gleitführungs- shoe and shown in dashed lines guide shoe is evidently enclosed by the "C" forming device 6.

FIG. 2 shows a possible embodiment of a damping unit 1 in a lateral front view. The damping unit 1 includes two opposing brake shoes 7, each brake shoe 7 each one of the plane-parallel guide surfaces of the (not shown here) guide rail 3 faces. Each brake shoe 7 is held by a designated 8 brake shoe holder. The brake shoe holders 8 are guided laterally on binding elements 16 and can be moved toward the guide rail 3 or away from it. Arrows s indicate the respective directions of movement. The individual guide elements 16 are fastened via screw connections 36 to a housing 20.

The brake shoes 7 are mounted together with support elements 9 resiliently on the brake shoe holders 8. The brake shoes 7 give in contacting the respective guide surfaces of the guide rail 3 and move back relative to the brake shoe holder 8 in the b direction. However, this additional springy storage is not necessarily mandatory. Tests have shown that with damping units 1, although equipped with spring devices designed as bending springs, in which, however, the brake shoes 7 are more or less rigidly connected to the brake shoe holders 8, ie which have no brake shoes 7 resiliently mounted by means of mechanical springs, satisfactory results with regard to ride comfort and operational safety are achievable.

In the region of an upper side of the housing 20, a C-shaped, box-like profile is arranged. This C-profile forms a spring device 6, thanks to which the housing 20 with the brake shoes 7 and brake shoe holders 8 arranged thereon is mounted resiliently on the cabin indicated by 2. The spring device 6, which is formed from a metal sheet by bending processes, has a fastening section 21, side walls 22 adjoining it at right angles thereto and end sections 23 connecting at right angles to the side walls. The C-profile for the spring device 6 is preferably made of a blank made of sheet steel. Particular preference is given to using a spring steel. The spring device 6 is thus obviously designed as a metal bending spring. The spring travel created by the spring device 6 resilient mounting is indicated by a double arrow v. The special configuration of the spring device 6 results in a parallelogram configuration which allows an approximately linear parallel displacement of the housing 20 to the underside of the car 2 in the v-direction or transversely in the horizontal direction to the direction of travel z.

The end portions 23 of the spring device 6 are flat on a part of the cabin 2 and are fixedly connected thereto via a screw 37. The mentioned cabin part may be formed for example by a cabin floor, a supporting frame of the car 2 or by another part associated with the car 2.

From the sectional view according to FIG. 3, further details of the damping unit 1 can be seen. Furthermore, here the guide rail 3 is shown. In the rest position shown in FIG. 3, the brake shoes 7 can travel without contact along the guide rail 3 during the car journey. During a standstill, the brake shoe holder 8 are pushed together with the brake shoe 7 disposed thereon against the guide rail 3. The pressed against the respective guide surfaces of the guide rails 3 brake shoes 7 cause a reduction in the vertical vibrations of the car 2, caused by load changes. The activation can be triggered, for example, by the door opening or possibly already before (eg as soon as the car is stationary). As a drive for moving the brake shoe holder 8 is used in the present case a designated 4 electric motor. In principle, however, other actuators such as linear actuators are conceivable. The electric motor 4 is geared with the Bremsbaa- bridge holders 8 connected. The geared connection comprises a gear transmission 10 and an eccentric arrangement for converting the rotational movement into the linear movement in the s direction.

The gear transmission 10 in this case has a central, with the drive axis of the electric motor 4 connected to the drive gear 11 which drives the 12 and 12 'designated gears. As can be seen from FIG. 3 and from the following FIG. 4, the toothed wheel transmission 10 is designed as a spur gear transmission. Of course, other gear-transmission types would be conceivable. The bearing journals 13 and 13 'are arranged eccentrically to the axes of rotation R gears 12, 12', which is why the two gears 12, 12 'are referred to as "eccentric gears." The respective eccentric gears 12, 12' are rotationally fixed with axle parts 18 connected to the front side of the bearing pin 13 are formed.

Details of the arrangement and operation of the gear transmission 10 of the damping unit is shown in FIG 4. The respective eccentric gears 12, 12 'are positively connected via a shaft-hub connection with the rotatable about the axis of rotation R axis part 18. In the rest position shown, the drivers (e.g., feather keys) are aligned with each other. The bearing pins 13 and 13 'are eccentrically rotatably mounted in a bearing opening of the brake shoe holder 8 and act acts in such a way with the respective bearing opening that when turning the bearing pin 13, 13', the brake shoe holder 8 and thus the brake shoes. 7 in the horizontal direction are movable back and forth. From Figure 4 is approximately clearly seen that the geometric axis of the bearing pin 13 does not coincide with the axis of rotation R of the eccentric gear 12 and thus therefore is arranged eccentrically. To create the active position, the motor is activated. The connected via the gear transmission with the motor bearing pin 13, 13 'then experience each 180 ° turns about the R axes, whereby the brake shoes 7 are moved against the corresponding guide surfaces of the guide rail 3 and pressed against it.

In Figure 5, the individual components of the damping unit 1 can be seen. Depending on a brake shoe 7, 7 'and a brake shoe holder 8 are part of an assembly laterally to rail-like guide members 16 transversely to the direction or profile longitudinal direction of the guide rails 3 are movable back and forth. A separate construction Grappe can be seen in Figure 5 bottom right, the brake shoes and brake shoe holder were here designated 7 'and 8'. From Figure 5 it is apparent then that the support structure is designed substantially in three parts and consists of a lower housing part 26, a housing upper part 25 and a U-shaped in cross-section or in a plan view of the housing part 27. The guide parts 16 'are fastened by means of screws 36.2 and nuts 36.1 on the housing part 27. The gear transmission 10 can be preassembled on a formed from a sheet metal rear side wall 24, which is installed in the final assembly in the rest of the housing.

The spring device 6 designed as a spiral spring in C-shape has end sections 23 directed towards one another, which has holes 30 for screw connections for fastening the spring device 6 to the car 2 (not shown here). Using screws 33, the spring device 6 is screwed in the region of the upper side 25 with the housing of the damping unit 1 and fixed so.

Figures 6 and 7 show an assembly (or brake shoe unit) with brake shoe holder 8 and brake shoe 7. The brake shoe 7 may be made of a metallic material. The brake shoe 7 may also consist of a plastic material or a material mixture. Advantageous braking surfaces for the desired reduction of the vertical vibrations of the cabin arise, for example, when the at least in the automotive industry under the names "Semi-Metallic", "Organic" or "low-metallic" known brake pads for the brake shoes 7 are used.

The brake shoe 7 rests on a comparatively rigid support element 9 made of steel. Supported on the support element 9 brake shoe 7 is resiliently supported by two helical compression springs 5 on the brake shoe holder 8. With the arrow w, the direction of movement is indicated, in which when the guide rail 3, the brake shoe 7 is moved back. The brake shoe 7 is arranged limitedly displaceable on the brake shoe holder 8 together with the associated support member by means of screws 31 and nuts 32. Depending on requirements, the inner and front nuts 32 can be tightened so far that the brake shoe 7 is biased. The outer and rear nuts serve as counter nuts. To ensure a possible linear movement of the brake shoe 7 when acting on the guide rail 3 is on the brake shoe holder 8, a cylindrical guide pin 28 and the support member 9 a to the guide pin complementary guide receptacle 29 arranged.

FIG. 8 shows a simplified representation of an elevator installation according to the invention according to FIGS. 1 to 7. An elevator car 2 of the elevator installation is connected via a suspension element 34 to a drive unit and a counterweight, not shown, and is moved vertically in a lift shaft 40 in the direction z. The elevator shaft 40 has an elevator shaft bottom 39 and an elevator shaft ceiling (not shown).

To reduce vertical vibrations, the elevator installation has damping units 1, 1 'arranged on both sides of the cabin 2. These damping units 1, 1 'can, as shown in Figures 2 to 7, or be configured in another way. The two damping units 1, 1 'are connected to a control unit (not shown) via a wired or wireless communication network and are controlled by this control unit. The control or regulation of the damping units 1, 1 'may consist in that the damping units 1, 1' are either activated or deactivated. In this case, the control of the at least one damping unit 1, 1 'can be done discretely or continuously. The control unit sends to a control command to the at least one damping unit 1 as soon as the car 2 stops, for example, and / or when the car door opens or during an elevator ride. At standstill of the elevator car 2, the activation is usually maintained until the doors are closed again and thus no significant load changes are possible. During activation, both at a standstill and while driving, the control unit can continue to send control commands or control commands to the damping units 1, 1 '.

The damping units 1, 1 'include brake shoes 7, as shown for example in Figure 2, on. In a deactivated position, they are (7) contactless with or along a guide rail 3; in an activated position, the brake shoes 7 are pressed or pressed against the guide rail 3. At standstill of the elevator car 2, the contact pressure or the contact pressure against the guide rail 3 may be selected such that it (2) is held in its current vertical position. In contrast, the contact pressure while driving so (continuously) can be controlled or controlled by the control unit 41, on the one hand attenuated the vertical vibrations On the other hand, there is no standstill of the elevator car 2.

According to the invention, the damping units 1, 1 'are activated only when the elevator car 2 is within an altitude interval h, d. H. the activation of the damping units 1, Γ is dependent on the vertical position of the elevator car 2. In this exemplary embodiment, the height interval is determined to be h = [0, hi], ie from the elevator shaft bottom 39 to a height hi. The height interval can be determined as desired , for example, depending on a determined Elongations- value of the suspension element and / or at least one parameter. A definition of an elongation value or elongation module is described, for example, in the article "Seehension in traction sheave lifts" by Dr.-Ing. Wolfram Vogel in issue 5/2009 of the journal Lift-Report (www.lift-report.de). The elongation value can be determined during commissioning, during maintenance and / or during operation of the elevator installation. The parameters used can be an elasticity value of the suspension element, a speed value, an acceleration value, a number of the suspension elements used, an empty weight and / or a loading value of the elevator car.

In addition to the dependence of the activation or regulation or control of the damping units 1, 1 'from a vertical position of the elevator car 2, the activation can additionally be made dependent on at least one rule and / or one parameter. As already described, at least one rule can be used, for example, to regulate or control the damping units 1, 1 'only when the elevator car and / or open elevator doors are at a standstill. The parameters used can be an elasticity value of the suspension element, a speed value, an acceleration value, a number of the suspension elements used, an empty weight and / or a loading value of the elevator car.

9 shows a detail of the simplified representation of the elevator according to the invention with a control unit 41 according to FIGS. 1 and 8 connected to the at least one damping unit 1, 1 '. The control unit 41 is connected to the damping units 1, 1' via a wired or wireless communication network , As the control unit 41, for example, the elevator control unit of the elevator installation or any control unit can be used.

Claims

claims

A method for damping vertical vibrations of an elevator car (2) connected to a drive unit via suspension means (34), wherein at least one damping unit (1,1 ') is arranged on the elevator car (2) and connected to a control unit (41) , characterized,

the at least one damping unit (1, Γ) is controlled by the control unit (41) as a function of a vertical position of the elevator car (2).

2. The method according to claim 1,

characterized,

the at least one damping unit (1, Γ) is controlled by the control unit (41) by either activating or deactivating the at least one damping unit (1, Γ).

3. The method according to claim 2,

characterized,

in that the brake shoes (7, 7 ') of the at least one damping unit (1, Γ) are held in contact with a guide rail (3) of the elevator installation in a deactivated position and pressed against the guide rail (3) in an activated position.

4. Method according to one of the preceding claims,

characterized,

the at least one damping unit (1, Γ) is controlled by the control unit (41) when the vertical position of the elevator car (2) lies within a previously defined height interval.

5. The method according to claim 4,

characterized,

the height interval is determined as a function of at least one determined elongation value of the suspension element (34) and / or at least one parameter.

6. The method according to claim 5,

characterized, that the elongation of the suspension element (34) is determined during commissioning, during maintenance and / or during operation of the elevator installation.

7. The method according to any one of the preceding claims,

characterized,

the at least one damping unit (1, Γ) is connected to the control unit (41) via a wired or wireless communication network.

8. The method according to any one of the preceding claims,

characterized,

the at least one damping unit (1, Γ) is additionally controlled by the control unit (41) as a function of at least one control and / or one parameter.

9. The method according to claim 8,

characterized,

that is used as at least one rule that at standstill of the elevator car (2) and / or opened elevator doors, the at least one damping unit (1, Γ) is controlled by the control unit (41).

10. The method according to any one of claims 5, 8 or 9,

characterized,

an elasticity value of the suspension element (34), a speed value, an acceleration value, a number of the suspension elements (34) used, an empty weight and / or a load value of the elevator car (2) are used as at least one parameter.