EP1673301B1 - Drive system for narrow machine spaces - Google Patents

Abstract

The invention relates to a drive system for narrow machine rooms, comprising a slim built drive motor (2), a driving disk (3) having a smaller diameter in relation to the driving disk (2) and a double cable grip by means of an opposite pulley (4) and a cable suspension of the elevator car (8) of at least 2:1. The drive mechanism (2, 3) together with the opposite pulley (4) and the cable fixtures (13, 19) and/or additional deflection pulleys (10, 21) are mounted in a common base frame (1) on the elevator car and the counterweight sides, said base frame being in turn mounted with or without any additional elastic elements and without any fixtures on the ceiling (6) of the machine room.

Description

The invention relates to an elevator with a drive system for narrow engine rooms with a narrow-built drive motor, a smaller diameter traction sheave with double Seilumschlingung over a counter-disc and a cable suspension of at least 2: 1.

Traction sheave drives with double Seilumschlingung in which the drive motor with traction sheave and counter-disc are placed in a common engine room or in separate rooms are known. Under drive motor is understood below both a gearless drive motor and a geared motor.

An elevator is already known from EP-A-0 578 237.

As a support structure between the bearings of the traction sheave and the bearings of the counter-disc steel structures are a possibility, for example, according to EP 0 100 072 A2. For very large drives, the support structure can also be located between the traction sheave and counter-disc shaft ceiling, as described for example in DE 24 41 992 A1.

When using very small engine rooms, z. B. if the engine room in the vertical view (top view) corresponds to the shaft cross-section or at least two walls of the shaft continue vertically in the engine room, there are in aforementioned cited drives with conventional, long-building drive motors whose overall length is greater than their diameter, considerable space problems.

Here, a drive in narrow construction offers, whose axial length is shorter than its diameter (US 5 018 603). Thanks to its slim design, it enables the space between the distance between the car and the counterweight together with elevators with counterweights behind the car to use optimally. According to said US 5 018 603, the traction sheave engages over the drive motor components, whereby the drive is extremely flat. However, this is at the expense of the diameter of the traction sheave. The diameter of the traction sheave is larger than the diameter of the drive motor. However, since the torque increases proportionally to the square of the diameter of a traction sheave, this design requires a very powerful drive motor, especially since the drive motor described is gearless and is operated with a 1: 1 suspension of the car.

The invention has for its object to provide a easy to assemble, durable drive system for narrow engine rooms, with particular emphasis is placed on a simple, inexpensive and easily accessible installation of the drive and the car.

The object is achieved by the features of claim 1. Advantageous developments indicate the accompanying claims.

A slim-line drive motor in conjunction with a smaller diameter traction sheave - always based on the diameter of the drive motor - and a counter pulley for a double Seilumschlingung the traction sheave creates the possibility to realize an overall very small drive with low energy consumption and a relatively gentle stress on the ropes , Especially for large heights and high speeds brings a double wrap the traction sheave and the associated increased propulsion great advantages. This can be done in favor of "semi-circular" grooves in the traction sheave on otherwise common grooves with "undercut" or "wedge cut", which has a very beneficial effect on the life of the ropes and the traction sheave itself. In addition, a rope drive with double wrap can be easily adapted to any desired system distance between the car and counterweight.

Due to at least a 2: 1 suspension of the car and the counter load in addition to the arrangement of a counter pulley for a double wrap of the traction sheave a particularly small design for a space-saving arrangement of the drive in the engine room is possible. Even without an undercut in the grooves of the traction sheave or wedge cut of the grooves, a high driving force is achieved with a small diameter of the traction sheave. The arrangement of a smaller diameter traction sheave relative to the diameter of the drive motor allows, in particular for a 2: 1, 3: 1 or 4: 1 suspension, the use of thinner ropes for the same payloads. The use of thinner ropes in turn affects the axial length of the traction sheave so that despite the double the number of grooves due to the double wrap the length of the traction sheave and thus the overall length of the entire drive remains relatively narrow. When using 4 or more thin ropes, the life of the ropes additionally increased by the fact that with greater elongation of a rope in comparison to the other ropes, the other ropes have to take over only a relatively small proportion of the total force. Likewise, the life of the traction sheave, the counter-pulley and the pulleys, since the payload distributed over several ropes and thus grooves increases.

The Seilendbefestigungen and / or other pulleys required in at least one 2: 1 suspension of the car are arranged in a further embodiment of the invention together with the drive on a common base frame. The drive (consisting of the slim-line drive motor with gear or gearless, a terminal box, a braking device and the traction sheave), the counter-disc, the base frame, the attachment points and / or other pulleys together form a system unit. The base frame itself is provided with feet or special vibration-damping supports. The system unit according to the invention thus comprises, with the exception of the cable harness, the entire technical equipment. The assembly is by simply putting up Can be realized without any fastening means for the base frame in the engine room. This is possible because in the system unit without additional adjustments, the sum of all horizontally acting static and dynamic forces is almost zero and thus displacements of the system unit does not take place on their installation area.

The system unit can thereby be installed in a particularly simple manner. With a hoist, the system unit is inserted into the machine room without further attachment work. The machine frame rests stable, tilt and shift safe on its preferred rubber pads. It only needs the ends of the corresponding threaded rope strand to be fixed to the machine frame given attachment points. This is usually done using rubber or spring-loaded tie rods, at the ends of which are cable eyelets. Alternatively, in the case of a 3: 1 suspension, the cable strand is guided via additional deflection rollers already mounted in the base frame.

Due to the overall relatively narrow design of the system unit, it is possible to optimally use the space between the system distance of car and counterweight for elevators with counterweight behind the car by next to the actual installation of the system unit required by the rules handling the machine is possible. This handling is easily guaranteed on 3 sides. As a result, the engine room requires no larger base area than that predefined by the elevator shaft.

In one embodiment of the invention, the counter load is not guided between the rear wall of the car and the rear wall of the shaft, but between side walls of the car and shaft. Accordingly, the car guide pulley and counterweight pulley is rotated 90 °. This requires, on both sides of doors in the shaft and in the car, a mutual access and possibly a passage through the car possible.

In one embodiment of the invention, the base frame for better transport in a part with drive and counter pulley and a part with the Seilendbefestigungen and / or other pulleys is divided. As a result, facilitate assembly work in problematic structural conditions.

According to a further modification of the invention, the drive to increase the allowable static load and thus the total mass of the entire elevator is equipped with an outer bearing next to the traction sheave.

Furthermore, according to an advantageous embodiment of the free space between the cable end connections and / or other pulleys for the installation of a motor drive unit and optionally for a control device for the elevator is available. The motor drive unit can thus be a component of the system unit in a development of the invention and insofar also factory assembled and installed.

In a further embodiment of the invention, the cable strand sections to the car and the counterweight run obliquely to the vertical, in such a way that in the sum again result in vertical resulting total forces both for the car and for the counterweight.

Fig. 1

eine Systemeinheit für eine Gegengewichtsführung zwischen der Rückwand des Fahrkorbs und der Schachtrückwand mit doppelter Umschlingung und 2:1 Aufhängung in einer Vorderansicht;

Fig. 2

dieselbe Systemeinheit in einer Seitenansicht;

Fig. 3

dieselbe Systemeinheit mit Blick von oben auf den Triebwerksaum;

Fig. 4

dieselbe Systemeinheit mit Blick von oben auf Fahrkorb und Gegengewicht;

Fig. 5

eine Systemeinheit für eine seitlich am Fahrkorb laufende Gegenlast in der Seitenansicht;

Fig. 6

die Systemeinheit nach Fig. 5 mit Blick von oben auf den Fahrkorb und das Gegengewicht;

Fig. 7

eine Systemeinheit für eine rückwärtige Gegengewichtführung mit doppelter Umschlingung und 3:1 Aufhängung in einer Seitenansicht und

Fig. 8

eine Systemeinheit für eine rückwärtige Gegengewichtführung mit doppelter Umschlingung und 4:1 Aufhängung in einer Seitenansicht.

The invention will be explained in more detail with reference to an embodiment. In the accompanying drawings show:

Fig. 1

a counterweight guide system unit between the rear wall of the car and the double wrap loop deck and 2: 1 suspension in a front view;

Fig. 2

the same system unit in a side view;

Fig. 3

the same system unit as seen from the top of the engine room;

Fig. 4

same system unit as seen from above on car and counterweight;

Fig. 5

a system unit for a side of the car running counter load in the side view;

Fig. 6

the system unit of Figure 5 with a view from above the car and the counterweight.

Fig. 7

a system unit for a rear counterweight guide with double wrap and 3: 1 suspension in a side view and

Fig. 8

a system unit for a rear counterweight guide with double wrap and 4: 1 suspension in a side view.

In Fig. 1, a system unit with double wrap and 2: 1 suspension is shown schematically in a front view. On a base frame 1, a drive motor 2 is mounted, which drives a traction sheave 3 positively connected to the rotor of the drive motor 2. The traction sheave has a smaller diameter than the drive motor. The drive motor is either gearless or he takes on a transmission, such as a planetary gear. On the base frame 1 also sits a counter pulley 4 for double wrapping the traction sheave 3 with a strand of round cables 5. According to Fig. 1, the traction sheave 3 and the counter pulley 4 are arranged vertically offset, and that is the counter pulley 4 below the traction sheave 3 and of the drive motor 2 mounted on the base frame 1. But it can also be a substantially horizontal arrangement of traction sheave. 3 and counter-disc 4 can be selected. The horizontal center distance of traction sheave 3 and the opposite pulley 4, so the center distance of the ropes 5 for car and counterweight, is selected according to the diameter of the traction sheave 3 and the opposite pulley 4 and the system distance of the car and counterweight. There is thus no Umlenkscheibe'zusätzlich required to the counter-disc 3. The base frame 1, together with the base frame 1 factory-mounted drive (drive motor 2, traction sheave 3, braking device, junction box and other accessories) and the factory already mounted counter pulley 4 is set with a hoist on the shaft ceiling 6 of an elevator shaft, from the in Fig. 1, the rear wall 7 is partially indicated. In the shaft ceiling 6 are openings for leading to and from the car 8 cable section 11, 12 and to and from the counterweight 14 leading strand sections 17, 18 of the cable strand fifth

The car 8 is taken approximately symmetrically in a car frame 9. The symmetry of a "symmetrical suspension" depends essentially on the center of gravity of the unloaded car 8. This center of gravity may vary, for example, due to the weight of the car door used.

At the top of the car frame 9 is a car deflecting roller 10 for a minimum of 2: 1 suspension ("upper bottle"). Between the rear wall of the car 8 and the shaft wall 7 runs in a counterweight frame 15 taken counterweight 14. Above in the counterweight frame 14, a counterweight pulley 16 is mounted. The center distance of the cable strand sections 11, 12 to the cable strand sections 17, 18 forms the system distance of car 8 and counterweight 14th

The cable strand 5 is fastened with its one end (cable strand section 12) to a car-end cable end attachment 13 on the base frame 1 in a conventional manner. In the base frame 1 all necessary precautions are already taken at the factory. Starting from the cable strand section 12 wraps around the cable strand 5 the car guide pulley 10, runs as a cable section 11 up again, leads over the traction sheave 3 to the opposite pulley 4, wraps around the counter pulley 4 and leads back to the traction sheave 3 and wraps around this for the second time, again leads to the counter pulley 4 and runs from this as a cable strand section 17 to the counterweight deflection roller 16, wraps around the counterweight deflection roller 16 and ultimately leads back up to the Seilendbefestigung 19 on the base frame 1 on the side of the counterweight 14. Both ends of the cable strand 5 are thus on the base frame 1 at the factory attached to predetermined Seilendbefestigungen. Thus, all mounting and adjustment work in the shaft itself is omitted and the roof of the engine room does not have to be designed to carry the car, counterweight and rope loads. It can be seen from the front view that left of the base frame 1, viewed in vertical alignment with the car 8, enough space for a three-sided detour for maintenance personnel is present without the engine room would have to be extended on this side of the shaft addition.

FIG. 2 schematically shows the same system unit according to FIG. 1 in a side view. The same reference numerals - as in the following figures - each have the same components.

Shown is the base frame 1 with the narrow drive motor 2, for a double wrap relatively narrow traction sheave and the opposite pulley 4. In addition, the base frame 1 carries according to an embodiment of the invention and depending on the space immediately adjacent to the drive motor 1, a motor drive unit 20 and / or a control device for the elevator, for example, a converter. On the base frame 1, the car-end Seilendbefestigung 13 can be seen. The attached to this Seilendbefestigung 13 cable section 12 leads through a breakthrough in the shaft ceiling 6 to the cage frame 9 for the car 8 mounted car deflection roller 10, wraps around this car-pulley 10 and continues as a rope section 11 to the traction sheave 3 of the drive. The further rope run is described in detail in FIG.

It can be seen from the side view that seen right and left of the base frame 1, seen in vertical alignment with the car 8 or car frame 9, despite additional motor drive unit 20 and / or a control device for the elevator sufficient space for a three-sided handling is available without that the engine room on this side would have to be extended beyond the shaft.

From Fig. 3, which schematically shows the same system unit with a view from the top of the machine room, it can be seen even more clearly the small footprint of the base frame 1, the drive motor 2 with the form-fitting attached traction sheave 3, the directly mounted in the base frame 1 counter-disc 4, the Seilendbefestigungen 13, 19 carries for the cable section 11, 17 of the cable strand 5 and the motor drive unit 20 and / or a control device for the elevator as a system unit.

In comparison, Fig. 4 shows schematically for the same drive arrangement, the view from above of the car 8 and the counterweight 14 within the shaft walls, not shown. On the upper side of the car frame 9, there is the car deflecting roller 10 mounted there with the cable strand sections 11, 12 to the car 8 and from the car 8 and on the upper side of the counterweight frame 15 the counterweight deflection roller 16 mounted there with the cable strand sections 17, 18 to the counterweight 14 and the counterweight 14. With x, a distance in the offset in the axial direction of car deflection roller 10 and counterweight deflection roller 16 is designated. This offset is dependent on the center of gravity of the empty car 8 and the arrangement of the counterweight 14 in the shaft. The car 8 and the counterweight 14 are suspended in the center of gravity or near their centers of gravity and the Cable strands 11, 12, 17, 18 run in the factory-set system distance of the car 8 and counterweight 14 almost perpendicular or inclined in each case in the same opposite angle and thus with a vertical resultant. This makes it possible to set up the base frame 1 without any measures for its anchoring on the shaft ceiling 6 in the engine room. In addition, no or only extremely small moments on the - not shown - guide rails for the car frame 9 and the counterweight frame 15, whereby at the same time decrease the friction losses during driving.

Incidentally, a not designated in the figures offset by half the rope diameter in the direction of the traction sheave 3 and the opposite disc of the double Seilumschlingung is provided. The car access is one-sided (front).

In Fig. 5 and Fig. 6, a system unit according to the invention is shown in highly schematic form, which is provided for suspension of the counterweight between a side wall of the car and a side wall of the shaft. The shaft walls themselves are not shown. As can be seen, the car 8 and car frame 9 are rotated by 90 ° as compared with FIGS. 1 and 4 to allow access of the car from two opposite sides (from right and left in FIG. 6). This allows, for example, the loading of conveyed. Fig. 6 shows the view from above. It is on both sides of doors in the shaft and in the car assuming a passage (in Fig. 6 from right to left and vice versa) possible. Such an arrangement should also be provided in buildings which allow, for example, only alternating access to the shaft.

Accordingly, the car deflecting roller 10 is mounted relative to the car 8 and the counterweight guide roller 16 and the counterweight 14 twisted / staggered.

Of course, car and counterweight in any even-numbered relationship, even to each other, be suspended.

In a 3: 1 suspension of car and counterweight shown in FIG. 7, the cable section 12 of the cable strand 5 is not attached to a Seilendbefestigung the base frame 1, but as a strand section 12 initially passed over a further guide roller 21, which is mounted in the base frame 1, and only after its deflection at a Seilendbefestigung 13 is fixed to the car frame 9. Correspondingly, the cable strand section of the counterweight deflection roller initially runs over a deflection roller likewise mounted in the base frame 1 and is fastened to the counterweight frame 9 only after its deflection at a cable end attachment. The axes / waves of the additional guide rollers 21 are preferably in alignment and the guide rollers 21 themselves parallel to each other in the space behind the drive motor traction sheave unit 2, 3 and the counter pulley 4. Between or behind or above the two pulleys 21 is still sufficient space for the installation of a motor drive unit and / or a control device for the elevator. Thus, it requires for the engine room with, for example, three-sided accessibility of the drive no larger floor plan than for the elevator shaft itself.

All Seilendbefestigungen and mounted in the base frame 1 pulleys are factory already provided according to the planned system spacing or cable center distance of the elevator, which is why account also for a 3: 1 - suspension all adjustments for the installation of the system unit. Again, the installation of the fully stocked base frame 1 without any further attachment to the shaft ceiling 6. The resulting rope forces act in the vertical direction, which is why the base frame 1 can not move laterally.

According to FIG. 8, a 4: 1 suspension can also be realized in a simple manner. The Seilendbefestigung 13 for the cable section 12 to the cabin and the attachment point for the cable section to the counterweight are both in the base frame 1, as shown in FIG. 1 to FIG. 3 can be seen. Also, the car-side cable section 12 is guided by the Seilendbefestigung 13 on the base frame 1 coming over a first in the upper car frame 9 mounted pulley 10. In the following, however, the cable strand 5 is deflected as a cable strand section 11 via a deflection roller 21 mounted in the base frame 1 and again via a second deflection roller 10 mounted in the upper cage frame, before the cable strand 5 twice wraps around the traction sheave 3 and the opposite pulley 4. On the counter load side, the cable strand guide takes place in the same way.

Between or behind or above the two pulleys 21 on the base frame 1 is still enough room for - preferably factory - installation of a MotorAnsteuergerätes 20 and / or a control device for the elevator. Nevertheless, a proper handling around the machine is ensured on 3 sides, without the engine room requires a larger area, as this gives the shaft cross-section.

The Seilendbefestigungen for the Seilstrangenden on the base frame 1 and mounted in the base frame 1, the car frame 9 and the counterweight frame pulleys are factory already provided according to the planned system spacing or cable center distance of the elevator, which is why even with a 4: 1 suspension all adjustments for installation the system unit omitted. Again, the installation of the fully assembled base frame 1 without any further attachment to the shaft ceiling 6. All rope forces act according to the resulting cable strand guide in the vertical direction, which is why the base frame 1 can not move laterally. As in the other cases of Suspension, no or negligible small moments are exerted on the guide rails for the car frame 9 and the guide rail for the counterweight frame and the frictional forces occurring during driving are minimized.

But it is also possible to choose a larger reduction ratio for the counterweight than for the car when it comes to reducing the maximum torque of the prime mover to the detriment of the mass of the counterweight or a clearance in the pit head due to the reduced path for the counterweight create.

The system unit can be split in all versions for better transport and better installation. Advantageously, the division takes place through the base frame 1 into a part with the drive 2, 3 and the counter pulley 4 and in another part with the Seilendbefestigungen 13, 19 and / or the optionally further pulleys. Both parts of the system unit can be individually juxtaposed or assembled with their base frame without any further anchoring on the shaft ceiling 6.

In addition, the drive 2, 3 to increase the allowable static load and thus the total mass of the entire elevator is equipped with a not shown outer bearing next to the traction sheave 3.

Furthermore, according to a particularly advantageous development of the free space between the Seilendbefestigungen 13, 19 and / or other pulleys 21 for the installation of a Motoransteuergerätes 20 and optionally be used for a control device for the elevator.

A 3: 1 or 4: 1 suspension is also possible for arrangements with laterally guided counter load.

• Durchmesser von Treibscheibe, Gegenrolle und Umlenkrolle(n): 320 mm - 500 mm;
• Durchmesser der Rundseile: 8 mm bis 12 mm;
• Anzahl der Rundseile: 4 bis 6.

For transport heights from about 30 m, travel speeds over 2 m / s and payloads up to 3 200 kg, the cable drive can be dimensioned as follows for a 2: 1 suspension of the car assumed as an example:

• Diameter of traction sheave, counter roller and guide roller (s): 320 mm - 500 mm;
• Diameter of the round ropes: 8 mm to 12 mm;
• Number of round ropes: 4 to 6.

Reference numerals:

1

base frame

2

drive motor

3

traction sheave

4

counter-disk

5

cable strand

6

shaft ceiling

7

shaft wall

8th

car

9

Car frame

10

Car idler

11

Cable section to the car

12

Cable section from the car to the base frame

13

Seilendbefestigung car side

14

counterweight

15

Counterweight frame

16

Counterweight deflecting roller

17

Cable section to the counterweight

18

Cable section from the counterweight to the base frame

19

Rope end fastening on the counterweight side

20

Motor drive device and / or a control device for the elevator

21

Deflection pulley on the base frame 1

Claims (9)

1. Lift with a drive system for drive mechanism rooms in the shaft cross section, with a drive motor (2), the overall length of which is less than the diameter thereof, a driving pulley (3) which has a smaller diameter than the drive motor (2) and has a double cable looping over an opposite pulley (4) and a cable suspension of the lift cage (8) of at least 2:1, wherein the drive (2, 3) together with the opposite pulley (4) and the cable anchor clamps (13, 19) and/or other deflection pulleys (10, 21) are assembled on a common base frame (1) on the side of the lift cage and counterweight, which base frame is installed in the drive mechanism room with or without the interconnection of resilient supports and without any attachment to the roof (6) of the shaft, the driving pulley (3) and the opposite pulley (4) being installed at a distance from one another such that the cable lines (11, 12; 17, 18) running therefrom correspond at the same time to the system-conditioned centre distance (x) between the lift cage (8) and the counterweight (14).
2. Lift according to claim 1, characterised by a cable suspension of 3:1 or 4:1.
3. Lift according to any one of the preceding claims, characterised in that the system unit (1, 2, 3, 4, 13, 19 and/or 21) is divided by the base frame (1) into a portion containing the drive motor (2, 3) and the opposite pulley (4) and into another portion containing the cable anchor clamps (13, 19) and/or the other deflection pulleys (21).
4. Lift according to claim 3, characterised in that the base frames of the divided system unit are installed individually next to one another or joined together without any attachment to the roof (6) of the shaft.
5. Lift according to claim 2, characterised in that the cable line portions (11, 12) for the lift cage (8) and/or the cable line portions (17, 18) for the counterweight (14) extend obliquely to the vertical, but in total again produce in each case a vertical resulting total force for the lift cage (8) and/or for the counterweight (14).
6. Lift according to any one of the preceding claims, characterised in that the drive (2, 3) is equipped with an outer bearing next to the driving pulley (3).
7. Lift according to any one of the preceding claims, characterised in that a motor actuator (20) and/or a control device for the lift are installed on the works side in the free space between the cable anchor clamps (13, 19) and/or other deflection pulleys (21).
8. Lift according to any one of the preceding claims, characterised in that there is a mismatch x > 0 between the system lines for the lift cage and counterweight suspension.
9. Lift according to any one of the preceding claims, characterised in that the counterweight (14) is guided between the back wall of the shaft and the back wall of the lift cage or between a side wall of the shaft and a side wall of the lift cage, in relation to the accessibility of the lift cage.

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