WO2018056881A1

WO2018056881A1 - Elevator cabin wheel assembly

Info

Publication number: WO2018056881A1
Application number: PCT/SE2017/050896
Authority: WO
Inventors: Fritz KING
Original assignee: Articulated Funiculator Ab
Priority date: 2016-09-22
Filing date: 2017-09-12
Publication date: 2018-03-29
Also published as: SE1651255A1

Abstract

Cabin assembly (46) for an elevator system where a plurality of cabins (48) are arranged to travel along a common track (52), the cabin assembly (46) comprising a cabin (48); and at least one track coupling assembly (50) comprising at least two wheel assemblies (10), the at least one track coupling assembly (50) being configured to support the cabin (48) to the track (52) for any orientation of the track (52) in space; wherein each of the at least two wheel assemblies (10) comprises a proximal wheel (14) for engaging a proximal section (20) of a rail (18) of the track (52) with respect to the cabin (48); a distal wheel (16) for engaging a distal section (22) of the rail (18) with respect to the cabin (48); and a wheel suspension device (12) supporting the proximal wheel (14) and the distal wheel (16); wherein the wheel suspension device (12) is movable between a closed state, where each of the proximal wheel (14) and the distal wheel (16) is positioned for engaging the rail (18), and an open state, where at least one of the proximal wheel (14) and the distal wheel (16) is positioned for being disengaged from the rail (18). An elevator system comprising at least one cabin assembly (46) is also provided.

Description

ELEVATOR CABI N WHEEL ASSEMBLY

Technical Field

The present disclosure generally relates to wheel assemblies for a cabin of an elevator system. In particular, awheel assembly comprising an openable wheel suspension device, a track coupling assembly comprising several wheel assemblies, a cabin assembly comprising a cabin and at least one wheel assembly, an elevator system and methods of operating the wheel assemblies, are provided.

Background Various types of elevator systems for vertically transporting people and/or goods are known. Some elevator systems drive a plurality of cabins along the same path, e.g. with a single driving cable.

The Articulated Funiculator (R) is a new concept of vertical transportation which is described in WO 2013159800 A1. With this concept, several trains of cabins (train cars) traverse between stations separated by a large distance of, for example, 100 meters.

In elevator systems where several cabins travel along a common path, the entire elevator system often needs to be stopped for maintenance and service of the cabins. In case a large number of cabins are present in the system, these stops become more frequent.

Summary

Accordingly, one object of the present disclosure is to provide a simple arrangement for handling cabins in an elevator system that can quickly and easily add and/or remove a cabin from a track for efficient

installation, storage, service and/or maintenance. This object particularly applies to elevator systems comprising a plurality of cabins arranged to travel along a common track. According to one aspect, there is provided a wheel assembly for a cabin of an elevator system, the wheel assembly comprising a proximal wheel for engaging a proximal section of a rail with respect to the cabin; a distal wheel for engaging a distal section of the rail with respect to the cabin; and a wheel suspension device supporting the proximal wheel and the distal wheel; wherein the wheel suspension device is movable between a closed state, where each of the proximal wheel and the distal wheel is positioned for engaging the rail, and an open state, where at least one of the proximal wheel and the distal wheel is positioned for being disengaged from the rail.

Throughout the present disclosure, the closed state may alternatively be referred to as a closed position, closed configuration, engaged state, engaged position or engaged configuration where the proximal wheel and the distal wheel engage the rail and the open state may alternatively be referred to as an open position, open configuration, disengaged state, disengaged position or disengaged configuration where the at least one of the proximal wheel and the distal wheel is disengaged from the rail.

When the wheel suspension device adopts the closed state, the wheel assembly and a cabin supported by the wheel assembly may move along the rail. When the wheel suspension device adopts the open state, the wheel assembly, possibly together with a cabin supported by the wheel assembly, may be removed from the rail. The wheel assembly according to the present disclosure may be referred to as an openable wheel assembly. The wheel assembly enables the cabin to be lifted off a track (for example by a robot) when the wheel suspension device adopts the open state and locks the cabin to the track for relative movement thereon when the wheel suspension device adopts the closed state. Once the wheel suspension device adopts the locked stated, the cabin is rigidly locked to the track. In this state of the wheel suspension device, only movements of the cabin along the track are allowed.

A proximal section of the rail may or may not be constituted by a proximal most section of the rail. For example, in case the rail has a circular cross section, the proximal section may be constituted by the proximal most section of the rail. As another example, if the rail has a cross section with one or more steps or recesses, the proximal section does not have to be constituted by the proximal most section, i.e. the proximal section of such rail may be provided on one of the steps. The same applies for the distal section of the rail and a lateral section (see below) of the rail.

The proximal section of the rail may be opposite to the distal section of the rail, i.e. the proximal section may be substantially laterally aligned with the distal section. In case the rail has a circular cross section, the proximal section and the distal section may be separated by 180 degrees. However, the distal section may not necessarily be opposite to the proximal section. A normal from the distal section may be angled between 90 and 180 degrees, such as 135 to 180 degrees, to a normal from the proximal section.

Each wheel suspension device according to the present disclosure may be mechanically or electrically controlled to open or close. A cabin according to the present disclosure may alternatively be referred to as a carriage, pod or car. The wheel suspension device may comprise a proximal support member supporting the proximal wheel and a distal support member supporting the distal wheel, wherein the proximal support member and the distal support member are relatively movable in order for the wheel suspension device to adopt the closed state and the open state. One or both of the proximal support member and the distal support member may be constituted by a bracket or frame comprising one or several rods associated with each wheel.

The wheel assembly may further comprise a hinge such that the proximal support member and the distal support member are relatively movable by means of the hinge. The hinge may be powered by means of an electric motor such that the wheel suspension devices opens or closes. Alternatively, or in addition, the wheel assembly may comprise a telescoping mechanism and wherein the proximal support member and the distal support member are relatively movable by means of the telescoping mechanism. According to one example, the proximal support member and the distal support member may be relatively movable by means of both a telescoping mechanism and a hinge.

The wheel assembly may comprise at least two proximal wheels for engaging the proximal section. The wheel assembly may comprise at least two distal wheels for engaging the distal section. The wheel assembly may further comprise at least one lateral wheel, such as two lateral wheels, supported by the wheel suspension device for engaging a lateral section of the rail. The lateral section may be substantially perpendicular to the proximal section and/or the distal section of the rail. The wheel assembly according to the present disclosure may be configured with several different wheel combinations. One example is a wheel assembly comprising two proximal wheels, two lateral wheels and two distal wheels. The wheel assembly may comprise only one proximal wheel or more than one proximal wheel, only one distal wheel or more than one distal wheel and/or only one lateral wheel or more than one lateral wheel. Examples of wheel assembly configurations include for example only one proximal wheel and only one distal wheel (with no, one or two lateral wheels), two proximal wheels and two distal wheels (with no, one or two lateral wheels), one proximal wheel and two distal wheels (with no, one or two lateral wheels), two proximal wheels and one distal wheel (with no, one or two lateral wheels), three proximal wheels and two distal wheels (with no, one or two lateral wheels), and two proximal wheels and three distal wheels (with no, one or two lateral wheels).

The at least one lateral wheel may be supported by the proximal support member. Alternatively, the at least one lateral wheel may be supported by the distal support member. As a further example, the wheel suspension device may comprise a lateral support member supporting the at least one lateral wheel. In this case, one or both of the proximal support member and the distal support member may be relatively movable with respect to the lateral support member in order for the wheel suspension device to adopt the closed state and the open state. For example, one or both of the proximal support member and the distal support member may be relatively movable with respect to the lateral support member by means of a hinge and/or a telescoping mechanism. Throughout the present disclosure, each proximal wheel, distal wheel and/or lateral wheel may be constituted by a non-powered roller wheel.

According to a further aspect, there is provided a track coupling assembly comprising at least two wheel assemblies according to the present disclosure. A first wheel assembly of the two wheel assemblies may be configured to engage a first rail of a track and a second wheel assembly of the two wheel assemblies may be configured to engage a second rail of the track.

The track coupling assembly may be configured to support the cabin to the track for any orientation of the track in space while the track coupling assembly travels along the track, in particular in a vertical orientation and in a horizontal orientation and in sharp transitions therebetween. The elevator system may comprise a track comprising at least one loop configuration. According to some variants, the track coupling assembly allows the cabin to adopt a horizontal orientation by means gravity. When the wheel suspension devices of the first and second wheel assemblies adopt the open state, the track coupling assembly may, possibly together with a cabin supported by the wheel assemblies, be removed from the rail. According to one variant, the wheel assemblies are configured such that when the respective wheel suspension devices adopt the open state, the track coupling assembly may be removed away from the rail in a linear motion, e.g. in a proximal direction with respect to the cabin. The track coupling assembly may be configured to support the cabin to the track for any orientation of the track in space. For example, the track coupling assembly may be configured to support the cabin below and/or above a horizontal track, horizontally spaced from a vertical track, and through any combination of straight, curved, twisted and/or helical sections of the track. In particular, the track coupling assembly may be configured to support the cabin on both vertical and horizontal track portions.

The proximal support member of the first wheel assembly may be fixedly connected to, or integrally formed with, the proximal support member of the second wheel assembly. In this case, a cabin may be attached to the proximal support member.

As an alternative, the distal support member of the first wheel assembly may be fixedly connected to, or integrally formed with, the distal support member of the second wheel assembly. In this case, a cabin may be attached to the distal support member.

According to a further aspect, there is provided a cabin assembly for an elevator system, the cabin assembly comprising a cabin; and at least one wheel assembly according to the present disclosure and/or at least one track coupling assembly according to the present disclosure. In

particular, the cabin assembly may comprise one or two track coupling assemblies where each track coupling assembly comprises two wheel assemblies.

According to a further aspect, there is provided an elevator system comprising at least one cabin assembly according to the present disclosure. The elevator system may further comprise a track having one rail or two rails constituting an elevator path. The cabin can travel along the elevator path by a rolling contact between the wheels and the rails. Each rail may have a substantially circular cross section. However, alternative configurations of the rails are conceivable. The elevator path may be provided in an elevator shaft within a building and/or be provided at the exterior of the building. The elevator path may also be provided in an underground shaft to serve one or more

underground stations. The track may include any combination of straight, curved, twisted and/or helical sections. The elevator path may adopt any type of loop configuration including for example a single vertically elongated loop and several interconnected or separated loops. Thus, the elevator path may comprise one or more loops. For example, the elevator path may adopt an "8-shape" comprising two loops. Several cabins may be individually routed on the track or collectively as trains with two or more cabins. In case the cabins are driven collectively as trains, the cabins may be driven individually or interconnected, for example with cables.

In case the cabin is positioned vertically below the track, the distal wheels may maintain their contact with the rails when the wheel suspension devices are opened. In this case, the proximal support members may move relative to the stationary distal support members such that the proximal wheels (possibly together with lateral wheels) are disengaged from the rails as the wheel suspension devices open. The cabin will thereby hang on the rails by means of the distal wheels when the wheel suspension devices are opened. From this position, the cabin assembly may be lifted off the rails. The reverse procedure may be adopted when adding a cabin assembly to the track.

Alternatively, when the cabin is positioned vertically below the track, a transfer mechanism (e.g. an industrial robot) may support the cabin assembly before opening the wheel suspension devices. In this case, either the proximal wheels or the distal wheels (possibly together with lateral wheels) may be disengaged from the rails as the wheel suspension devices adopt the open state. From this position, the cabin assembly may be lifted off the rails. The reverse procedure may be adopted when adding a cabin assembly to the track. This procedure may also be adopted for vertical or substantially vertical tracks. In case the cabin is positioned vertically above the track, the proximal wheels may maintain their contact with the rails when the wheel suspension devices are opened. In this case, the distal support members may move relative to the stationary proximal support members such that the distal wheels (possibly together with lateral wheels) are disengaged from the rails as the wheel suspension devices open. The cabin will thereby stand on the rails by means of the proximal wheels when the wheel suspension devices are opened. From this position, the cabin assembly may be lifted off the rails, for example vertically upwards. The reverse procedure may be adopted when adding a cabin assembly to the track.

Brief Description of the Drawings

Further details, advantages and aspects of the present disclosure will become apparent from the following embodiments taken in conjunction with the drawings, wherein:

Fig. 1a: schematically represents a front view of a wheel assembly

comprising a wheel suspension device where the wheel suspension device is in a closed state;

Fig. 1b: schematically represents a side view of the wheel assembly where the wheel suspension device is in the closed state;

Fig. 1c: schematically represents a front view of the wheel assembly where the wheel suspension device is in an open state;

Fig. 1d: schematically represents a side view of the wheel assembly where the wheel suspension device is in the open state;

Fig. 2a: schematically represents a front view of a further wheel

assembly comprising a wheel suspension device where the wheel suspension device is in a closed state;

Fig. 2b: schematically represents a side view of the wheel assembly where the wheel suspension device is in the closed state;

Fig. 2c: schematically represents a front view of the wheel assembly where the wheel suspension device is in an open state;

Fig. 2d: schematically represents a side view of the wheel assembly where the wheel suspension device is in the open state;

Fig. 3a: schematically represents a front view of a further wheel

Fig. 3b: schematically represents a front view of the wheel assembly where the wheel suspension device is an open state; Fig. 3c: schematically represents a front view of the wheel assembly where the wheel suspension device is in a first open state; Fig. 3d: schematically represents a front view of the wheel assembly where the wheel suspension device is in a second open state;

Fig.4a: schematically represents a side view of a further wheel

Fig.4b: schematically represents a front view of the wheel assembly where the wheel suspension device is in an open state;

Fig. 5: schematically represents a front view of a further wheel

Fig. 6: schematically represents a side view of a further wheel

assembly;

Fig. 7: schematically represents a side view of a further wheel

assembly;

Fig. 8: schematically represents a side view of a further wheel

assembly;

Fig. 9: schematically represents a side view of a further wheel

assembly;

Fig. 10a: schematically represents a side view of a cabin assembly

comprising a cabin and four wheel assemblies comprising wheel suspension devices where the wheel suspension devices are in a closed state;

Fig. 10b: schematically represents a front view of the cabin assembly where the wheel suspension devices are in the closed state;

Fig. 10c: schematically represents a side view of the cabin assembly where the wheel suspension devices are in an open state;

Fig. 10d schematically represents a side view of the cabin assembly where the wheel suspension devices are in the open state;

Fig. 11a schematically represents a side view of a further cabin

assembly comprising a cabin and four wheel assemblies comprising wheel suspension devices where the wheel suspension devices are in a closed state;

Fig. 11b: schematically represents a front view of the cabin assembly where the wheel suspension devices are in the closed state; Fig. 11c: schematically represents a side view of the cabin assembly where the wheel suspension devices are in an open state; and Fig. 11d: schematically represents a front view of the cabin assembly where the wheel suspension devices are in the open state.

Detailed Description In the following, a wheel assembly comprising an openable wheel suspension device, a track coupling assembly comprising several wheel assemblies, a cabin assembly comprising a cabin and at least one wheel assembly, an elevator system and methods of operating the wheel assemblies will be described. The same reference numerals will be used to denote the same or similar structural features.

Fig. 1a schematically represents a front view of a wheel assembly 10 comprising awheel suspension device 12 and Fig. 1 b schematically represents a side view of the wheel assembly 10. With collective reference to Figs. 1a and 1b, the wheel assembly 10 comprises a proximal wheel 14 and a distal wheel 16. The wheel suspension device 12 is here in a closed state such that the wheel assembly 10 can travel along a rail 18.

The proximal wheel 14 engages a proximal section 20 of the rail 18 and the distal wheel 16 engages a distal section 22 of the rail 18. In this example, the distal section 22 is vertically above the proximal section 20 and the distal section 22 is substantially opposite to the proximal section 20.

The wheel assembly 10 further comprises a proximal support member 24 for rotationally supporting the proximal wheel 14 and a distal support member 26 for rotationally supporting the distal wheel 16. In this implementation, the proximal support member 24 comprises two elongated parts angled approximately 90 degrees. However, this design is merely exemplifying and alternative configurations of the proximal support member 24, such as a curved appearance, are possible. The distal support member 26 is here implemented as a rod but also this design may be varied.

The wheel suspension device 12 further comprises a hinge 28 for rotationally supporting the proximal support member 24 and the distal support member 26 for relative rotation about a pivot axis 30. In this example, the pivot axis 30 is substantially parallel with the rail 18. The hinge 28 is arranged at a distal side (i.e. vertically above the rail 18 in Figs. 1a and 1b) of the rail 18. However, the hinge 28 may alternatively be arranged at a proximal side of the rail 18 (in this case, the

configurations of the proximal support member 24 and the distal support member 26 may be switched).

In Figs. 1a and 1b, the wheel suspension device 12 is in a closed state. Thereby, the wheel assembly 10 can travel along the rail 18 due to the rolling contact between the proximal wheel 14 and the distal wheel 16, respectively, and the rail 18. The proximal support member 24 may be attached to, or constitute, or constitute a part of, a support member for supporting the cabin when travelling along the rail 18.

Fig. 1c schematically represents a front view of the wheel assembly 10 and Fig. 1d schematically represents a side view of the wheel assembly 10 where the wheel suspension device 12 is in an open state. By pivoting the distal support member 26 about the pivot axis 30 (in a

counterclockwise direction as seen in Figs. 1a and 1c), the distal wheel 16 is disengaged from the rail 18. In the open state of the wheel suspension device 12 according to Figs. 1c and 1d, the wheel assembly 10, and a cabin attached thereto, can be removed from the rail 18. This procedure may be used for off peak times for the elevator system and/or for service or maintenance of the cabin. As can be seen in Fig. 1c, when the wheel suspension device 12 is in the open state, the wheel assembly 10 can be moved away from the rail 18 in one direction (in this case, vertically downwards or substantially vertically downwards).

A reverse procedure for adding a cabin assembly comprising a cabin and at least one wheel assembly 10 to the rail 18 may also be employed, i.e. the wheel assembly 10 may be lifted to the rail 18 (e.g. by means of a robot) such that the proximal wheel 14 contacts the proximal section 20 of the rail 18. Then, the wheel suspension device 12 may be moved from the open state towards the closed state, either mechanically or electrically (for example by means of an electric motor driving the hinge 28), such that the distal support member 26 rotates. When the distal support member 26 has rotated (in a clockwise direction as seen in Figs. 1a and 1c) such that the distal wheel 16 is brought into contact with the distal section 22 of the rail 18, the wheel suspension device 12 adopts the closed state.

Fig. 2a schematically represents a front view of a further wheel assembly 10 comprising a wheel suspension device 12 and Fig. 2b schematically represents a side view of the wheel assembly 10 where the wheel suspension device 12 is in a closed state. Figs. 2c and 2d schematically represents a front view and a side view, respectively, of the wheel assembly 10 where the wheel suspension device 12 is in an open state. Mainly differences with respect to Figs. 1a-1d will be described.

With collective reference to Figs.2a-2d, the wheel assembly 10 comprises two proximal wheels 14, two distal wheels 16 and two lateral wheels 32. The number of proximal wheels 14, distal wheels 16 and lateral wheels 32 may however be varied depending on the

implementation. The proximal support member 24 is arranged to rotationally support the proximal wheels 14 and the lateral wheels 32. The proximal support member 24 is rigid such that the relationships between the respective rotational axes of the proximal wheels 14 and the lateral wheels 32 are fixed. In this example, the proximal support member 24 is implemented as comprising four rods for rotationally supporting the two proximal wheels 14 and the two lateral wheels 32.

The lateral wheels 32 are arranged to engage a lateral section 34 of the rail 18. In this example, a normal of the lateral section 34 is angled 90 degrees from a normal of the proximal section 20 and a normal of the distal section 22 is angled 180 degrees from the normal of the proximal section 20.

The distal support member 26 comprises two rods for rotationally supporting a respective distal wheel 16. In the closed state of the wheel suspension device 12 in Figs. 2a and 2b, the proximal wheels 14, the lateral wheels 32 and the distal wheels 16 are engaging the rail 18 such that the wheel assembly 10, and a cabin attached thereto, can travel along the rail 18. By rotating the distal support member 26 about the pivot axis 30 (in a counterclockwise direction as seen in Figs.2a and 2c), the wheel suspension device 12 can be brought to the open state where the wheel assembly 10 can be moved off the rail 18. A reverse procedure may be carried out when attaching the wheel assembly 10 to the rail 18.

The proximal wheels 14, the lateral wheels 32 and the distal wheels 16 each has a circumferential profile corresponding to the circumferential profile of the rail 18. In case the proximal wheels 14 or the lateral wheels 32 interfere when removing the wheel assembly 10 from the rail 18, for example when the diameter of the rail 18 is small, some or all of the wheels may comprise a slightly flexible material such that the wheel assembly 10 can be moved away from the rail 18 by compressing one or more wheels. Fig. 3a schematically represents a front view of a further wheel assembly 10 comprising a wheel suspension device 12 where the wheel suspension device 12 is in a closed state. Figs.3b-3d schematically represent front views of the wheel assembly 10 where the wheel suspension device 12 is in different open states. Mainly differences with respect to Figs. 2a-2d will be described. The wheel assembly 10 in Figs.3a-3d comprises two proximal wheels 14 (only one is shown), two lateral wheels 32 (only one is shown) and two distal wheels 16 (only one is shown).

The wheel suspension device 12 in Figs. 3a-3d further comprises a lateral support member 36 and two hinges 28. Each of the proximal support member 24, the lateral support member 36 and the distal support member 26 in Figs. 3a-3d has a configuration similar to the distal support member 26 in Figs. 2a-2d, i.e. comprising two rods for supporting the respective wheels. However, this design is merely one example and may be altered.

The lateral support member 36 in Figs. 3a-3d is coupled to each of the proximal support member 24 and the distal support member 26 by means of a hinge 28. In this manner, both the proximal support member 24 and the distal support member 26 can be rotated relative to the lateral support member 36 about a respective pivot axis 30. In Figs. 3a- 3d, each of the two pivot axes 30 is substantially parallel with the rail 18. The distal pivot axis 30 (the upper pivot axis 30 in Figs.3a-3d) is arranged at a distal side of the rail 18 and the proximal pivot axis 30 (the lower pivot axis 30 in Figs. 3a-3d) is arranged at a proximal side of the rail 18 when the wheel suspension device 12 is in the closed state.

As can be seen in Fig. 3b, in order to adopt the open state, both the proximal support member 24 and the distal support member 26 may be rotated relative to the lateral support member 36. The proximal support member 24 is rotated about the proximal pivot axis 30 (in a clockwise direction) and the distal support member 26 is rotated about the distal pivot axis 30 (in a counterclockwise direction). In case an opening (and closing) control according to Figs. 3a and 3b is used, the lateral support member 36 may be attached to, or constitute, or constitute a part of, a support member for supporting the cabin when travelling along the rail 18. Thus, when the wheel suspension device 12 adopts the open state according to Fig. 3b, the wheel assembly 10, and a cabin attached thereto, can be removed laterally (to the left in Fig. 3b) from the rail 18. A reverse procedure may be used when attaching a cabin assembly comprising a cabin and a wheel assembly 10 to the rail 18. Figs. 3c and 3d illustrate an alternative manner of moving the wheel suspension device 12 to the open state. In a first step, the distal support member 26 is rotated about the pivot axis 30 (counterclockwise in Fig. 3c) such that the distal wheels 16 (only one is shown) are disengaged from the rail 18. In Fig. 3c, the distal support member 26 is rotated until it is substantially parallel with the lateral support member 36. However, the distal support member 26 may be rotated more or less than the illustrated position. When the distal support member 26 has been brought into the illustrated substantially vertical position, the wheel suspension device 12 adopts a first open state where the wheel assembly 10, and a cabin attached thereto, may be removed from the rail 18. A reverse procedure for attaching the wheel assembly 10 to the rail 18 may be adopted. Whether or not the wheel assembly 10 can be removed from the rail 18 in the position illustrated in Fig. 3c depends on the

implementation, such as the play between the wheels and the rail 18 and the stiffness of the materials in the wheels.

Fig. 3d illustrates a second opened state where both the lateral support member 36 and the distal support member 26 have been collectively rotated (in the counterclockwise direction in Fig. 3d) about the proximal pivot axis 30. This rotation may be performed by means of a motor driving the proximal hinge 28.

From the illustrated position in Fig.3d, the wheel assembly 10, and a cabin attached thereto, can be removed from the rail 18. A reverse procedure may be carried out for attaching the wheel assembly 10 to the rail 18, i.e. comprising a first or intermediate closed state (as in Fig. 3c) and a second closed state (as in Fig. 3a).

For the opening and closing procedure of the wheel suspension device 12 illustrated in Figs. 3a, 3c and 3d, the wheel assembly 10 may comprise a detent (not shown) that prevents the distal support member 26 from rotating beyond a position parallel with the lateral support member 36. Such detent may for example be arranged in the distal hinge 28. In case an opening (and closing) control according to Figs. 3a, 3c and 3d is used, the proximal support member 24 may be attached to, or constitute, or constitute a part of, a support member for supporting the cabin when travelling along the rail 18.

Figs.4a and 4b schematically represent a side view of a further wheel assembly 10 comprising awheel suspension device 12 in a closed state (Fig.4a) and in an open state (Fig.4b). Mainly differences with respect to Figs. 1a-3d will be described. The wheel assembly 10 in Figs.4a and 4b comprises two proximal wheels 14 (only one is shown), two lateral wheels 32 (only one is shown) and two distal wheels 16 (only one is shown). The wheel suspension device 12 in Figs.4a and 4b comprises a proximal support member 24 supporting the proximal wheels 14, a distal support member 26 supporting the distal wheels 16 and a lateral support member 36 supporting the lateral wheels 32. The lateral support member 36 comprises a telescoping mechanism 38 such that the proximal support member 24 can be moved away from the lateral support member 36 in a proximal direction 40 and such that the distal support member 26 can be moved away from the lateral support member 36 in a distal direction 42 in order to open the wheel suspension device 12 (and in the opposite directions in order to close the wheel suspension device 12). In the closed state of the wheel suspension device 12 according to Fig. 4a, the telescoping mechanism 38 has pulled the proximal support member 24 and the distal support member 26 such that the proximal wheels 14 (only one is shown) and the distal wheels 16 (only one is shown) rotationally engages the rail 18.

By actuating the telescoping mechanism 38 of the lateral support member 36, for example by means of a motor, the proximal support member 24 is moved in the proximal direction 40 away from the lateral support member 36 such that the proximal wheels 14 are disengaged from the rail 18 and the distal support member 26 is moved in the distal direction 42 such that the distal wheels 16 are disengaged from the rail 18. In the open state of the wheel suspension device 12 according to Fig. 4b, the wheel assembly 10, and a cabin attached thereto, may be removed from the rail 18. A reverse procedure may be carried out for attaching the wheel assembly 10 to the rail 18.

In the example shown in Figs.4a and 4b, either the proximal support member 24 or the lateral support member 36 may be attached to, or constitute, or constitute a part of, a support member for supporting the cabin when travelling along the rail 18. Although not illustrated, the wheel suspension device 12 according to Figs.4a and 4b may comprise both a telescoping mechanism 38 and a proximal hinge 28 and/or a distal hinge 28 (see Figs. 1a-3d). In this case, the proximal hinge 28 may be positioned at the junction of the proximal support member 24 and the distal hinge 28 may be positioned at the junction of the distal support member 26.

Fig. 5 schematically represents a front view of a further wheel assembly 10 comprising a wheel suspension device 12 where the wheel suspension device 12 is in a closed state. The wheel assembly 10 in Fig.5 comprises two proximal wheels 14 (only one is shown), two lateral wheels 32 (only one is shown) and two distal wheels 16 (only one is shown).

Fig. 5 also illustrates a rail 18 of a general T-shape. The rail 18 thus has a proximal step and a distal step. The proximal wheels 14 engage a proximal section of the rail 18 constituted by the proximal step and the distal wheels 16 engage a distal section of the rail 18 constituted by the distal step. As can be seen in Fig. 5, the proximal section does not constitute a proximal most section of the rail 18 and the distal section does not constitute a distal most section of the rail 18. Both the proximal section and the distal section of the rail 18 are substantially flat.

The wheel suspension device 12 in Fig. 5 can be brought from the illustrated closed state to an open state (and reverse) by rotating the distal support member 26 (in a counterclockwise direction in Fig. 5) such that the distal wheels 16 are disengaged from the rail 18. In this open state, the wheel assembly 10, and a cabin attached thereto, can be removed from the rail 18, for example in the proximal direction 40, in a lateral direction 44 or in any intermediate direction.

The configuration in Fig. 5 enables both the proximal wheels 14 and the lateral wheels 32 to be attached to the proximal support member 24 while still enabling a simple engagement and disengagement of the rail 18 due to the flat proximal surface of the rail 18. Although also the distal surface of the rail 18 is illustrated flat, the configuration according to Fig. 5 enables the use of different profiles for this engagement, for example a protrusion on the distal surface of the rail 18 that engages a

corresponding recess in the respective distal wheels 16 (or vice versa).

Figs. 6-9 show some examples of wheel configurations for the wheel assembly 10 according to the present disclosure. The wheel suspension device 12 is left out in the illustrations of the wheel assemblies 10 in Figs. 6-9. Each of these wheel assemblies 10 may be used with any wheel suspension device 12 according to Figs. 2a-5.

Fig. 6 schematically represents a side view of a wheel assembly 10 comprising one proximal wheel 14, one lateral wheel 32 and one distal wheel 16. Fig. 7 schematically represents a side view of a further wheel assembly 10 comprising two proximal wheels 14, one lateral wheel 32 and two distal wheels 16.

Fig. 8 schematically represents a side view of a further wheel assembly 10 comprising two proximal wheels 14, one lateral wheel 32 and one distal wheel 16.

Fig. 9 schematically represents a side view of a further wheel assembly 10 comprising two proximal wheels 14, two lateral wheels 32 and three distal wheels 16. Figs. 10a-10d schematically represent views of a cabin assembly 46 comprising a cabin 48 and four wheel assemblies 10. Each wheel assembly 10 comprises a wheel suspension device 12. Fig. 10a schematically represents a side view of a cabin assembly 46 where the wheel suspension devices 12 are in a closed state, Fig. 10b schematically represents a front view of the cabin assembly 46 where the wheel suspension devices 12 are in a closed state, Fig. 10c schematically represents a side view of the cabin assembly 46 where the wheel suspension devices 12 are in an open state and Fig. 10d schematically represents a front view of the cabin assembly 46 where the wheel suspension devices 12 are in an open state.

In Figs. 10a-10d, the wheel suspension devices 12 are of the same type as shown in Figs. 2a-2d. However, this wheel suspension device 12 may be altered within the present disclosure.

As can be gathered from Fig. 10a, a first pair of wheel assemblies 10 (only one is shown) are comprised by a first track coupling assembly 50 (to the left in Fig. 10a) and a second pair of wheel assemblies 10 (only one is shown) are comprised by a second track coupling assembly 50 (to the right in Fig. 10a). The wheel assemblies 10 of the first track coupling assembly 50 engage aligned portions (e.g. front portions) of two parallel rails 18 (only one is shown). Similarly, the wheel assemblies 10 of the second track coupling assembly 50 engage aligned portions (e.g. rear portions) of two parallel rails 18 (only one is shown).

In Figs. 10a-10d, the two rails 18 form a track 52. The cabin assembly 46 further comprises a first support member 54 for rotationally supporting the cabin 48 for rotation about a cabin axis 56. The cabin assembly 46 further comprises a second support member 58 for rotationally

supporting the first support member 54 for rotation about a yaw axis 60. The yaw axis 60 constitutes a normal perpendicular to a plane between the rails 18. Depending on the rotational position of the cabin 48 about the yaw axis 60, the cabin axis 56 may or may not constitute a pitch axis. In Figs. 10a-10d however, the cabin axis 56 is aligned with the pitch axis.

The cabin configuration in Figs. 10a-10d is merely exemplifying and the cabin 48 may be supported to one or more wheel assemblies 10 in various ways. As one example, the cabin 48 may be supported by a support structure according to Swedish patent application 1551010-0. This type of cabin 48 is referred to as a box pod. For this type of support, the two track coupling assemblies 50 may additionally be movable relative to each other along the track 52 to adopt an expanded state and a collapsed state.

In the collapsed state, the track coupling assemblies 50 are distanced from each other along the track 52 in the travel direction such that the cabin 48 can be brought close to the track 52 (e.g. with a longitudinal side of the cabin 48) to adopt a compact configuration requiring reduced elevator shaft areas. In the expanded state, the cabin 48 is further away from the track 52 than in the collapsed state, for example in order to negotiate the tops and bottoms of a loop formed by the track 52.

Moreover, two track coupling members of this type of support may be attached to, or integrally formed with, each of one or both proximal support members 24 of a respective track coupling assembly 50 in Figs. 10a-10d. As a further example, the cabin 48 may be supported by a chassis such that the cabin 48 can pitch relative to the chassis as described in Swedish patent application 1650052-2. This type of cabin 48 is referred to as a circular pod. For this type of support, the chassis may comprise four attachment assemblies attached to, or integrally formed with, the proximal support members 24 of the first and second track coupling assembly 50 in Figs. 10a-10d.

In Figs. 10a-10d, the proximal support member 24 of all four wheel assemblies 10 are constituted by a common component, here exemplified as comprising a platform. As can be seen in Fig. 10b, the lateral wheels 32 (only two of eight are shown) are arranged on the outer sides of the rails 18.

In order to remove the cabin 48 from the track 52, the distal support members 26 are actuated to rotate about the respective distal pivot axes 30 (e.g. by driving the hinges 28) such that the distal wheels 16 are disengaged from the rails 18. When the wheel suspension devices 12 adopt the open state, as illustrated in Figs. 10c and 10d, the cabin assembly 46 can be removed from the track 52 with a downward movement. In Figs. 10a-10d, the proximal wheels 14 are vertically below the distal wheels 16, i.e. the cabin 48 hangs below the track 52. Thus, when the wheel suspension devices 12 adopt the open state according to Figs. 10c and 10d, the cabin 48 needs to be supported, for example by a robot (not shown).

However, with the configuration illustrated in Figs. 10a-10d, the cabin 48 may be driven to stop at a substantially horizontal portion of the track 52 such that the cabin 48 is oriented vertically above the track 52, i.e. such that the cabin 48 stands on the track 52. In this case, the wheel suspension devices 12 may adopt the open state while the cabin assembly 46 still stands on the track 52, i.e. no assistance by a robot or similar is needed at this point. Reverse procedures may be used for attaching the cabin 48 to the track 52. Fig. 11a schematically represents a side view of a further cabin assembly 46 comprising a cabin 48 and four wheel assemblies 10. Each wheel assembly 10 comprises a wheel suspension device 12. Fig. 11 a

schematically represents a side view of the cabin assembly 46 where the wheel suspension device 12 is in a closed state, Fig. 11b schematically represents a front view of the cabin assembly 46 where the wheel suspension devices 12 are in the closed state, Fig. 11 c schematically represents a side view of the cabin assembly 46 where the wheel suspension devices 12 are in an open state and Fig. 11 d schematically represents a front view of the cabin assembly 46 where the wheel suspension devices 12 are in the open state. Mainly differences with respect to Figs. 10a- 10d will be described.

In Figs. 11 a- 11d, the distal support member 26 of all four wheel assemblies 10 are constituted by a common component, here exemplified as comprising a platform. The cabin 48 is attached to the distal support member 26. More specifically, the second support member 58 of the cabin assembly 46 is directly attached to the distal support member 26. As can be seen in Figs. 11 a-11d, the distal support member 26 is not fully distal of the rails 18. However, since the distal support member 26 supports the distal wheels 16, its name is maintained.

The wheel suspension device 12 of each wheel assembly 10 further comprises two lateral wheels 32 supported by the distal support member 26. In this example, each lateral wheel 32 is arranged on the same side relative to the respective rail 18. I n Figs. 11 b and 11 d, each lateral wheel 32 is arranged on the right side of a respective rail 18.

Each wheel assembly 10 comprises two proximal wheels 14 supported by a proximal support member 24. Each proximal support member 24 is rotatably connected to the distal support member 26 for rotation about a pivot axis 30 by means of a hinge 28. In Figs. 11 a-11d, the pivot axes 30 are substantially perpendicular to the rails 18. By rotating the proximal support members 24, the proximal wheels 14 are disengaged from the proximal section of the respective rail 18. In this manner, the wheel suspension devices 12 can be brought from the closed state as illustrated in Figs. 11 a and 11 b to the open state as illustrated in Figs. 11 c and 11 d.

In the open state of the wheel suspension device 12 as illustrated in Figs. 11c and 11d, the cabin assembly 46 still hangs on the track 52 due to the contact between the distal wheels 16 and the rails 18. A transfer mechanism such as a robot (not shown) may be used to lift the cabin assembly 46 off the track 52. For this procedure, the cabin assembly 46 may be lifted slightly up, slightly to the right and then down with reference to Fig. 11d. However, this type of cabin assembly 46 may also be attached to and detached from a substantially horizontal track 52 when the cabin 48 is stopped vertically above the track 52, i.e. standing on the track 52. Reverse procedures may be used to attach the cabin assembly 46 to the track 52.

The present disclosure provides the following items. Item 1 : Wheel assembly (10) for a cabin (48) of an elevator system, the wheel assembly (10) comprising:

- a proximal wheel (14) for engaging a proximal section (20) of a rail (18) with respect to the cabin (48);

- a distal wheel (16) for engaging a distal section (22) of the rail (18) with respect to the cabin (48); and

- a wheel suspension device (12) supporting the proximal wheel (14) and the distal wheel (16);

wherein the wheel suspension device (12) is movable between a closed state, where each of the proximal wheel (14) and the distal wheel (16) is positioned for engaging the rail (18), and an open state, where at least one of the proximal wheel (14) and the distal wheel (16) is positioned for being disengaged from the rail (18).

Item 2: The wheel assembly (10) according to item 1 , wherein the wheel suspension device (12) comprises a proximal support member (24) supporting the proximal wheel (14) and a distal support member (26) supporting the distal wheel (16), wherein the proximal support member (24) and the distal support member (26) are relatively movable in order for the wheel suspension device (12) to adopt the closed state and the open state.

Item 3: The wheel assembly (10) according to item 2, further comprising a hinge (28) and wherein the proximal support member (24) and the distal support member (26) are relatively movable by means of the hinge (28).

Item 4: The wheel assembly (10) according to any of the preceding items, wherein the wheel assembly (10) comprises at least two proximal wheels (14) for engaging the proximal section (20).

Item 5: The wheel assembly (10) according to any of the preceding items, wherein the wheel assembly (10) comprises at least two distal wheels (16) for engaging the distal section (22).

Item 6: The wheel assembly (10) according to any of the preceding items, further comprising at least one lateral wheel (32), such as two lateral wheels (32), supported by the wheel suspension device (12) for engaging a lateral section (34) of the rail (18).

Item 7: The wheel assembly (10) according to item 6 when depending on item 2, wherein the at least one lateral wheel (32) is supported by the proximal support member (24).

Item 8: Track coupling assembly (50) comprising at least two wheel assemblies (10) according to any of the preceding items.

Item 9: The track coupling assembly (50) according to item 8, wherein a first wheel assembly (10) of the two wheel assemblies (10) is configured to engage a first rail (18) of a track (52) and a second wheel assembly (10) of the two wheel assemblies (10) is configured to engage a second rail (18) of the track (52).

Item 10: The track coupling assembly (50) according to item 9, when depending on item 2, wherein the proximal support member (24) of the first wheel assembly (10) is fixedly connected to, or integrally formed with, the proximal support member (24) of the second wheel assembly (10).

Item 11 : Cabin assembly (46) for an elevator system, the cabin assembly (46) comprising:

- a cabin (48) ; and

- at least one wheel assembly (10) according to any of items 1 to 7 and/or at least one track coupling assembly (50) according to any of items 8 to 10.

While the present disclosure has been described with reference to exemplary embodiments, it will be appreciated that the present invention is not limited to what has been described above. For example, it will be appreciated that the dimensions of the parts may be varied as needed. Accordingly, it is intended that the present invention may be limited only by the scope of the claims appended hereto.

Claims

CLAI MS

Cabin assembly (46) for an elevator system where a plurality of cabins (48) are arranged to travel along a common track (52), the cabin assembly (46) comprising:

- a cabin (48) ; and

- at least one track coupling assembly (50) comprising at least two wheel assemblies (10), the at least one track coupling assembly (50) being configured to support the cabin (48) to the track (52) for any orientation of the track (52) in space;

wherein each of the at least two wheel assemblies (10) comprises:

- a proximal wheel (14) for engaging a proximal section (20) of a rail (18) of the track (52) with respect to the cabin (48);

The cabin assembly (46) according to claim 1 , wherein each proximal wheel (14) and each distal wheel (16) is constituted by a non-powered roller wheel.

The cabin assembly (46) according to claim 1 or 2, wherein the wheel suspension device (12) of each of the at least two wheel assemblies (10) comprises a proximal support member (24) supporting the proximal wheel (14) and a distal support member (26) supporting the distal wheel (16), wherein the proximal support member (24) and the distal support member (26) are relatively movable in order for the wheel suspension device (12) to adopt the closed state and the open state.

4. The cabin assembly (46) according to claim 3, wherein each of the at least two wheel assemblies (10) further comprises a hinge (28) and wherein the proximal support member (24) and the distal support member (26) of each of the at least two wheel assemblies (10) are relatively movable by means of the hinge (28).

5. The cabin assembly (46) according to any of the preceding claims, wherein each of the at least two wheel assemblies (10) comprises at least two proximal wheels (14) for engaging the proximal section

(20).

6. The cabin assembly (46) according to any of the preceding claims, wherein each of the at least two wheel assemblies (10) comprises at least two distal wheels (16) for engaging the distal section (22). 7. The cabin assembly (46) according to any of the preceding claims, wherein each of the at least two wheel assemblies (10) further comprises at least one lateral wheel (32), such as two lateral wheels (32), supported by the wheel suspension device (12) for engaging a lateral section (34) of the rail (18). 8. The cabin assembly (46) according to claim 7 when depending on claim 3, wherein the at least one lateral wheel (32) of each of the at least two wheel assemblies (10) is supported by the proximal support member (24).

9. The cabin assembly (46) according to any of the preceding claims, wherein a first wheel assembly (10) of the at least two wheel assemblies (10) is configured to engage a first rail (18) of a track (52) and a second wheel assembly (10) of the at least two wheel assemblies (10) is configured to engage a second rail (18) of the track (52).

10. The cabin assembly (46) according to claim 9, when depending on claim 3, wherein the proximal support member (24) of the first wheel assembly (10) is fixedly connected to, or integrally formed with, the proximal support member (24) of the second wheel assembly (10).

11. Elevator system where a plurality of cabins (48) are arranged to travel along a common track (52), the elevator system comprising at least one cabin assembly (46) according to any of the preceding claims.