WO2018234211A1

WO2018234211A1 - Cabin arrangement

Info

Publication number: WO2018234211A1
Application number: PCT/EP2018/066057
Authority: WO
Inventors: Philippe Gainche; Michael Kirsch; Thomas Kuczera; Markan Lovric; Bernd Altenburger; Martin MADERA
Original assignee: Thyssenkrupp Elevator Ag; Thyssenkrupp Ag
Priority date: 2017-06-20
Filing date: 2018-06-18
Publication date: 2018-12-27
Also published as: DE102017210308A1

Abstract

Cabin arrangement (1) for a lift installation (50), comprising - a car (2) with a lift cabin (8), - a travel carriage (3) with guide rollers (6) for moving the car (2) on a guide rail (56-58) along a direction of travel (F); - a rotary bearing (4) for rotatably mounting the car (2) with respect to the travel carriage (3) about a horizontal axis of rotation (A), wherein at least one horizontal support (20) is arranged between the guide rail (56-58) and the car (2), wherein the horizontal support (20) is designed to transmit, at least temporarily, a horizontal supporting force (S) between the car (2) and the guide carriage (3).

Description

description

car assembly

The invention relates to a cabin arrangement for an elevator installation.

The invention is applicable to elevator systems with at least one elevator car, in particular a plurality of elevator cars, which can be moved in a shaft via guide rails. At least one fixed first guide rail is fixedly arranged in a shaft and is aligned in a first, in particular vertical, direction; at least one fixed second guide rail is aligned in a second, in particular horizontal, direction; at least one third guide rail rotatable relative to the shaft is fastened to a rotating platform and can be transferred between an orientation in the first direction and an orientation in the second direction. Such systems are basically described in WO 2015/144781 Al and in German patent applications 10 2016 211 997.4 and 10 2015 218 025.5.

In the not yet disclosed German patent application 10 2016 222 837.4 is described in detail how the displacement of an elevator car from a vertical guide rail takes place on a horizontal guide rail. The elevator car is over a

Backpack storage held on one side to the guide rail. The safety and ride comfort make high demands that must be met even in the case of rotating backpack storage.

The also not yet disclosed German patent application 10 2017 202 845.9 is explicitly concerned with the high loads on the cabin carrier and offers a solution to

Design of the cabin carrier. In this case, the entire weight and dynamic loads is transmitted exclusively on the cantilever cab carrier on the pivot bearing and by pivot bearing on the carriage. In addition to the weight forces also occur dynamic loads. In case of emergency braking, delays of 1g or more may occur. In fact, the weight force is then "doubled." For a lift system with several cabins in one shaft, which sometimes come very close during normal operation, it is also possible to delay up to 8g at low speeds

Cabin carrier and the pivot bearing must be designed for these extreme loads. However, this interpretation leads to the fact that the pivot bearing and the cabin support are made heavy and large. The object of the invention is to improve this situation and in particular to provide the possibility to use smaller, lighter and more cost-effective components for the cabin layout. This object is achieved by a cabin arrangement according to claim 1;

advantageous developments emerge from the subclaims, the following description and the drawings.

The cabin arrangement according to the invention for an elevator installation comprises:

a car with an elevator car;

a carriage with guide rollers for moving the car along a guide rail along a direction of travel;

- A pivot bearing for rotatably supporting the car relative to the carriage about a horizontal axis of rotation, in particular so that the carriage for changing the direction of travel can perform a rotation without the car thereby changes its orientation; between the guide rail and the car at least one horizontal support is arranged,

wherein the horizontal support is adapted to transmit at least temporarily a horizontal support force between the car and the guide rail. The horizontal support is in particular formed separately from the pivot bearing.

The horizontal support now creates a possibility by the backpack storage

Bending moments caused to bypass the pivot bearing on the guide rail to transmit. Parts of the car, in particular a car carrier, can be relieved. Since in this way, in particular the peak loads on the pivot bearing can be omitted, the corresponding components are dimensioned smaller, which allows a lighter and cheaper construction.

In a first variant, the horizontal support is designed to transmit the support force between the carriage and the car, bypassing the rotary joint. In a second alternative, the horizontal support is formed, the supporting force between the

Guide rail and the car, bypassing the swivel joint and the carriage to transfer.

Preferably, a pivot bearing is arranged between the pivot bearing and the car, due to which the car is pivotally mounted about a pivot axis relative to the pivot bearing, wherein the pivot axis is aligned horizontally and transversely to the axis of rotation. As a result, the pivot bearing can be decoupled to a considerable extent from the bending loads; Parts of the car, in particular of the car carrier and possibly of the carriage are now interpreted only for a significant reduced bending stress.

Preferably, the cab assembly is configured such that the horizontal support in a first mode of operation can not transmit support force, and that the horizontal support can transmit the support force in a second mode of operation. In this embodiment, the horizontal support can be used in particular as needed, especially if the

Bending stress exceeds a threshold. Ways to change the

Operating mode will be explained below.

Preferably, the horizontal support for transmitting the supporting force is formed when the carriage is arranged in a vertical position. In the vertical position, a process takes place in the vertical direction. In this case, catching operations may be required which entail high dynamic loads, which are, however, easily derivable by the present invention.

Additionally or alternatively, preferably, the horizontal support for transmitting the supporting force is formed when the carriage is in a horizontal position. This may be another or the same horizontal support provided for the vertical position (see previous paragraph). In particular, the peak loads in the horizontal position can be mitigated in this way.

Preferably, the horizontal support is disposed below the pivot bearing when the

Carriage is in a vertical position,

and or

is the horizontal support is located below the pivot bearing when the carriage is in a horizontal position. Again, each may be different

Horizontal supports or the same horizontal support act. The arrangement below the pivot bearing in the respective position, a simple support of the moment can be done by a compressive force.

Preferably, the horizontal support on an adjustable transmission behavior. The

Transmission behavior is to be understood in particular in terms of control engineering and includes in particular characteristic values of a spring or a damper. Thus, the

Horizontal support can also be used to adjust the ride comfort. Vibrations of the

Cars can be reduced by targeted adaptation of the transmission behavior. Preferably, the horizontal support comprises an actuator for adjusting the

Transmission behavior and / or to adjust their position. In addition to the o.g.

Transmission behavior can also be changed the position of the horizontal support. In particular, the change between the first and the second operating mode can be actively initiated with such an actuator.

Preferably, for adjusting the transmission behavior and / or the position

Horizontal support uses energy from an energy source, wherein the energy source is also used to provide braking energy for a driving and / or safety brake of the car. The multiple use of the power source for different functions allows a very cost and weight-efficient use of the energy-providing modules on

Car. It should be noted that the supply of energy to cars, the type of construction does not allow the use of suspension cables, is basically expensive.

Preferably, cab assembly is transferred from the first operating mode to the second operating mode by elastic deformation within the car and / or the swivel joint. A limit of deformation thus provides the condition for switching between the first and second modes of operation. Alternatively or in combination, the

Cabin arrangement by means of an actuator from the first mode of operation in the second

Operating mode to be transferred.

Preferably, a rotation of the carriage is performed around the axis of rotation only in the first operating mode. This can ensure that the horizontal support provides no support force during rotation, which can lead to damage.

Vorzugswiese the transfer behavior of the horizontal support in dependence of

Operating conditions of the elevator set.

The invention further comprises an elevator installation comprising

at least one cabin arrangement of the aforementioned type, each with an elevator car which can be moved in a shaft via guide rails,

at least one fixed first guide rail which is fixed in a first, in particular vertical, direction;

at least one fixed second guide rail which is fixed in a second, in particular horizontal, direction;

at least one rotatable third guide rail, which is attached to a rotating platform and is can be converted between an orientation in the first direction and an orientation in the second direction.

The invention will be explained in more detail with reference to FIGS. Each show

schematically

1 an elevator installation with a cabin arrangement according to the invention in FIG

perspective view;

2 shows the cabin arrangement according to the invention of the elevator installation according to FIG. 1 in a first embodiment in side view;

Fig. 3 details of variants of the horizontal support of the cabin assembly of Figure 2;

4 shows further details of variants of the horizontal support of the cabin arrangement according to FIG. 2;

5 shows details of a cab arrangement according to the invention of the elevator installation according to FIG. 1 in a second embodiment in side view;

Fig. 6 the carriage of the cabin arrangement Figures 2 or 5 in front view

Fig. 7 details of an inventive the cabin assembly of the elevator system according to

Figure 1 in a third embodiment in side view.

FIG. 1 shows parts of an elevator installation 50. The elevator installation 50 comprises fixed first guide rails 56, along which an elevator cage 2 is guided on the basis of a backpack storage. The first guide rails 56 are vertically aligned in a first direction z and allow the elevator car 2 to be moved between different floors. Arrangements of such first guide rails 56 are arranged parallel to one another in two parallel shafts 52 ', 52 ", along which the elevator car 2 can be guided by means of a backpack storage the second slot 52 "on the respective first guide rails 56 move.

The elevator installation 50 further comprises fixed second guide rails 57, along which the car 2 can be guided on the basis of the backpack storage. The second

Guide rails 57 are aligned horizontally in a second direction y, and allow the car 2 to be moved within a floor. Furthermore, the second guide rails 57 connect the first guide rails 56 of the two shafts 52 ', 52 ".

together. Thus, the second guide rails 57 also serve to implement the car 2 between the two shafts 52 ', 52 ", for example, to perform a modern paternoster operation.

Via third guide rails 58, the car 2 can be transferred from the first guide rails 56 to the second guide rails 57 and vice versa. The third guide rails 58 are rotatable with respect to a rotation axis A which is perpendicular to a y-z plane which is spanned by the first and second guide rails 56, 57.

All guide rails 56, 57, 58 are at least indirectly at least indirectly

Shaft wall of the shaft 52 attached. The shaft wall defines a fixed reference system of the shaft. The term shaft wall also includes a stationary frame structure of the shaft, which carries the guide rails. The rotatable third guide rails 58 are mounted on a turntable 53. The rotary platform 53 is mounted by means of a pivot bearing 4, not shown in FIG. 1 (see FIG. 2).

Such systems are basically described in WO 2015/144781 Al and in German patent applications 10 2016 211 997.4 and 10 2015 218 025.5. The 10 2016 205 794.4 describes in this context in detail an arrangement with integrated

Platform rotary bearing and a drive unit for rotating the rotary platform, which can also be used in the context of the present invention for storage and as a rotary drive for the rotary platform. The German patent application 10 2017 202 845.9 deals explicitly with the high loads on the cabin support of the car.

FIG. 2 shows a cabin arrangement 1 according to the invention in a side view. The

Cabin arrangement 1 comprises a car 2, as shown in FIG. The car 2 is attached via a pivot bearing 4 on a carriage 3. The pivot bearing 4 allows a rotation about the axis of rotation A, which is aligned horizontally. The carriage 3 is arranged in Figure 2 on a vertical rail 56 and thus in a vertical position. When the carriage 3 is arranged on a horizontal rail 57 (FIG. 1), the carriage 3 is in a horizontal position.

The car 2 here includes by way of example a lift cage 8 and a separate case

Cabin Carrier 7. The elevator car 8 stands with its cabin floor 13 on the car carrier

7 on; the cabin carrier itself is attached to the pivot bearing 4. Between the car carrier 7 and the elevator car 8 comfort elements 5, e.g. Damper be arranged. So far, the structure of the cabin layout largely corresponds to what is in the German

Patent Application 10 2017 202 845.9 is disclosed. In order to relieve the pivot bearing 4 is between the car 2 and the carriage 3, a horizontal support 20 is arranged. The horizontal support 20 is provided to relieve the pivot bearing 4 of bending moments at least partially. For this purpose, the horizontal support 20 at least partially transmits a horizontal support force S between the car 2 and the carriage 3, bypassing the pivot bearing 4. Different embodiments of the first horizontal support 20 are shown in the following figures.

In the embodiment according to FIG. 3 a, the horizontal support 20 is attached to the carriage 3. In the embodiment of Figure 3b, the horizontal support 20 is attached to the car 2. In the embodiment of Figure 3c, the horizontal support 20 is aufgeilt in two separate support parts, of which one part is attached to the car 2 and another part on the carriage 3.

In a first operating mode I, a gap 12 remains between the horizontal support 20 and the car 2 (FIG. 3a), between the horizontal support 20 and the carriage 3 (FIG. 3b) or between the separate support parts (FIG. 3c). In the first operating mode I no

Transmission of a support force S (or at most an insubstantial support force) from the car 2 on the carriage 4. The first operating mode I is especially when no high dynamic loads occur. The weight of the car 2 and slight deceleration forces are now completely transferred via the pivot bearing 4 on the carriage 3.

In a second operating mode II, the gap is due to a very large elastic

Bent in the cabin assembly 1 lifted, as exaggerated in Figure 3d. In particular, this is the result of a bending of the car carrier 7 of the car 2, which is represented by the curved arrow. This large deflection can be due to a very large load (in particular overloading) of the cabin or by a very strong delay, for example during a capture process. Thus, a delay of 1m / s ² leads to a doubling of the load in the static state. Even if such

Loads are the exception, the cabin layout is designed for such extreme situations.

In this second operating mode II, the support force S is now provided via the horizontal support between the car 2 and the carriage 3. The pivot bearing 4 is now relieved of a further bending stress. The pivot bearing must therefore not be designed for such enormous loads and thus be lighter and / or smaller and / or cheaper. Figure 7 shows an alternative to the embodiment of Figure 2 The horizontal support 20 is here between the car 2 and one of the rails, here the vertically extending rail 56, respectively. The support force S is hereby transmitted to the rail 56, bypassing the carriage 3. Preferred is an application of the embodiment of Figure 3b with the alternative of Figure 7, since in this case no precautions to the rail 56 are required.

FIG. 4 shows possible embodiments of the horizontal supports 20 for all embodiments. FIG. 4a shows a stop element 21 as a horizontal support 20. FIG. 4b shows a spring 22 as a horizontal support 20. FIG. 4c shows a spring-damper system with a spring 22 and a damper 23, which are arranged parallel to one another. Figure 4d shows a development of the horizontal support of Figure 4c; while the horizontal support 20 is dynamically controlled; Based on a control unit 24, the transmission behavior, in particular the spring rate or the damping rate, the spring-damper system dynamically in dependence of the

Loading state of the cabin can be adjusted. The person skilled in the art will find various technical teachings for the implementation in the field of automobile shock absorbers (for example EP 1 538 366 B1).

A concrete development of the embodiment according to FIG. 4d is shown in FIG. 4e. Here, a pressure fluid is used to adjust the transmission behavior, in particular a

Hydraulic medium or a pneumatic medium. This is provided by a pressure fluid source 25, in particular a pump and / or a pressure accumulator. The inflow of

Pressure fluid for horizontal support 20 can be controlled by means of a controllable valve 26. A control loop for controlling the transmission behavior can also have one or more

Include sensors that provide the weight and / or the speed / acceleration of the car.

Advantageously, for this purpose, the same pressure fluid source 25 is used, which is also used for a brake system, not shown, which is mounted on the car 2. The printing infrastructure on the car 2 can now be used both for the brake and for the horizontal support 20. The extra work, especially the extra weight, is comparatively low. With the pressurized fluid, e.g. the spring rate, a spring preload and the damping rate can be adjusted. For example, by adjusting the spring preload active, the supporting force S can be provided.

FIG. 4f shows a development of the horizontal support according to FIG. 1a. The stop element 21 is in this case via a Stellaktuator, here for example a linear motor between a retracted Position (for the first operating mode I) and an extended position (for the second operating mode II) displaceable. The possibilities for regulation are analogous to the design according to FIG. 4e. In this respect, the second operating mode II by using a Stell actuator in combination with the horizontal support and active production.

The details presented with reference to FIG. 4 are applicable to the variants according to FIGS. 2 and 7.

Figure 5 shows an embodiment of the cabin assembly, in which between the pivot bearing 4 and the car 2, a pivot bearing 9 is arranged, due to which the car is pivotally mounted about a pivot axis relative to the pivot bearing, wherein the pivot axis is aligned horizontally and transversely to the axis of rotation. The pivot axis is also aligned parallel to a vertical plane which is spanned by the vertical guide rails. by the pivot bearing the pivot bearing is decoupled from significant parts of the bending loads, which supports the already mentioned advantages. This embodiment is on the

Cabin arrangement according to Figure 2 and Figure 7 applicable.

With reference to FIG. 6, it is made clear that the cabin arrangement can have a plurality of horizontal supports. A first horizontal support 20a is arranged vertically below the pivot bearing 4 when the carriage 3 is in its vertical position (Figure 6a, the carriage is arranged movably on the vertical rails) and the pivot bearing 4 so from

Relieve bending moments. A second horizontal support 20b is arranged vertically below the pivot bearing 4 when the carriage 3 is in its horizontal position (Figure 6b, the carriage 3 is arranged movable on the horizontal rails 57) and can relieve the pivot bearing 4 of bending moments.

Such a design is particularly advantageous when the horizontal supports 20 (at least parts thereof) are arranged on the carriage 3 (see Figure 3a, 3c). In particular, this training is advantageous when the carriage 3 a greater extent parallel to

Direction F has as transverse to the direction of travel F, as can be seen also with reference to Figures 6a and 6b. The advantage is that in the vertical position, the vertical distance of the effective horizontal support 20a to the pivot bearing 4 is greater than in the horizontal position and thus can provide a larger supporting moment due to the larger lever arm in the vertical position than the horizontal support 20b effective in the horizontal position. LIST OF REFERENCE NUMBERS

1 cabin layout

2 car

3 carriages

4 pivot bearings

5 comfort element

6 leadership role

7 cabin supports

8 elevator car

9 pivot bearings

10 vertical legs

11 horizontal legs

12 gap

13 cabin floor

20 first horizontal support

21 rigid stop element

22 spring

23 dampers

24 control unit

25 source of pressurized fluid

26 controllable valve

27 actuating actuator

50 elevator system

52 shaft

53 rotary platform

56 fixed first guide rail

57 second fixed guide rail

58 third rotatable guide rail A axis of rotation

Q swivel axis

F direction of travel

G weight

S support force

Claims

claims

1. Cabin arrangement (1) for an elevator installation (50), comprising

a car (2) with an elevator car (8),

- A carriage (3) with guide rollers (6) for moving the car (2) on a guide rail (56-58) along a direction of travel (F);

- A pivot bearing (4) for rotatably supporting the car (2) relative to the carriage (3) about a horizontal axis of rotation (A),

characterized,

that between the guide rail (56) and the car (2) at least one

Horizontal support (20) is arranged

wherein the horizontal support (20) is adapted to transfer at least temporarily a horizontal support force (S) between the car (2) and the guide carriage (3).

2. Cabin arrangement (1) according to claim 1,

characterized,

in that the horizontal support (20) is designed to transmit the support force (S) between the carriage (3) and the car (2), bypassing the rotary joint (4).

3. Cabin arrangement (1) according to claim 1,

characterized,

that the horizontal support (20) is formed, the supporting force (S) between the

Guide rail (56) and the car (2), bypassing the rotary joint (4) and the carriage (3) to transmit.

4. Cabin arrangement (1) according to one of the preceding claims,

characterized,

in that a pivot bearing (9) is arranged between the pivot bearing (4) and the car (2), as a result of which the car (2) is mounted pivotably about a pivot axis (Q) in relation to the pivot bearing (4), the pivot axis (Q) horizontally and transversely to the axis of rotation (A) is aligned.

5. Cabin arrangement (1) according to one of the preceding claims,

characterized,

the cabin arrangement (1) is designed in such a way that

that the horizontal support (20) in a first operating mode (I) no supporting force (S) can transfer, and

the horizontal support (20) can transmit the support force (S) in a second operating mode (II).

6. Cabin arrangement (1) according to one of the preceding claims,

characterized,

in that the horizontal support (20a) is designed to transmit the support force (S) when the carriage (3) is arranged in a vertical position.

7. Cabin arrangement (1) according to one of the preceding claims,

characterized,

in that the horizontal support (20b) is designed to transmit the support force (S) when the carriage (3) is in a horizontal position.

8. Cabin arrangement (1) according to the previous claim,

characterized,

that the horizontal support (20a) below the pivot bearing (4) is arranged when the

Carriage (3) is in a vertical position,

and or

that the horizontal support (20b) is disposed below the pivot bearing (4) when the carriage (3) is in a horizontal position.

9. Cabin arrangement (1) according to one of the preceding claims,

characterized,

the horizontal support (20) has an adjustable transmission behavior.

10. Cabin arrangement (1) according to one of the preceding claims,

characterized,

the horizontal support (20) has an actuator for setting the transmission behavior and / or for adjusting its position.

11. Cabin arrangement (1) according to previous claims 9 or 10,

characterized,

that for adjusting the transmission behavior and / or the position horizontal support (20) energy from an energy source (25) is provided, wherein the energy source is also provided for the provision of braking energy for a driving and / or safety brake of the car (2).

12. Use of a cabin arrangement (1) according to claim 5 and optionally one of

Claims 6 to 11,

characterized,

the cabin arrangement (1) is transferred from the first operating mode (I) to the second operating mode (II) by elastic deformation within the car (2) and / or the swivel joint (4) and / or the carriage (3).

13. Use of a cabin arrangement (1) according to claim 5 and optionally one of

Claims 6 to 11,

characterized,

in that the cabin arrangement (1) is transferred from the first operating mode (I) into the second operating mode (II) by means of an actuator (26, 27).

14. Use of a cabin arrangement (1) according to claim 5 and optionally one of

Claims 6 to 11,

characterized,

that only in the first operating mode (I) a rotation of the carriage (4) about the axis of rotation (A) is performed.

15. Use of a cabin arrangement (1) according to one of claims 1 to 11,

characterized,

that the transfer behavior of the horizontal support (20) in dependence of

Operating conditions of the elevator system is set.

16. Elevator installation (50) comprising

at least one cabin arrangement (1), in particular a plurality of cabin arrangements (1) according to one of claims 1 to 11, each with an elevator car (2) which can be moved in a shaft (52) via guide rails (56-58),

at least one fixed first guide rail (56) fixedly aligned in a first, in particular vertical, direction (z);

at least one fixed second guide rail (57) which is fixed in a second, in particular horizontal, direction (y);

at least one rotatable third guide rail (58) mounted on a pivot platform (53) and translatable between an orientation in the first direction (z) and an orientation in the second direction (y).