• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Elevator installation (1), comprising: at least one lane (2VL, 2VR, 2H), at least one car (5), guide rails (22V, 22B, 22H) for guiding the car (5) along the lane; a rack and pinion brake (9) set up to brake the car (5).
    公开号:BE1027381B1
    申请号:E20205216
    申请日:2020-04-03
    公开日:2021-04-08
    发明作者:Thomas Kuczera；Artur Katkow；Petros Burutjis；Stefan Thänert；Markan Lovric
    申请人:Thyssenkrupp Elevator Innovation And Operations Ag；
    IPC主号:
    专利说明:

    Elevator installation Technical field The invention relates to an elevator installation.
    Technical background DE 10 2014 220 966 A1 discloses an elevator installation in which several cages are operated cyclically in a circulating operation, similar to a paternoster.
    In contrast to the classic paternoster, each car is driven independently of the other cars and can therefore stop at any stop independently of the other cars.
    Transfer units are provided in order to transfer the cars from a vertical lane to a horizontal lane in order to finally transfer the cars between different vertical lanes.
    It is driven by a linear motor.
    The German patent application 10 2019 200 665.5 describes such an elevator system, which is alternatively provided with a rack and pinion drive.
    In conventional cable lifts, the car is braked in normal operation via a cable brake, which is arranged in the vicinity of the cable drive, for example described in German patent application 10 2017 223 246.3. For elevator systems without ropes with linear drives, a different type of brake is required due to the lack of rope.
    So far, the concept has been followed in which the service brake is arranged on the car.
    This service brake interacts with a guide rail installed in the shaft as a braking partner, with frictional contact being generated between the rail and the brake pad arranged on the car for braking.
    The problem here is that the guide rail as the braking partner is very long (F-shaft height) and has a high variance in surface quality over its length.
    To ensure that the service brake does not always drag against the guide rail, the brake must be opened very wide.
    This in turn requires a large closing path of the brake, which in turn requires large and heavy components, in particular a large spring with a wide adjustment path.
    In turn, low weight is an important requirement in elevator systems without ropes, since no counterweight can be used to compensate for weight due to the lack of a carrying rope.
    "BE2020 / 5216 DISCLOSURE OF THE INVENTION It is the object of the present invention to provide a suitable braking system for an elevator installation with a linear drive. This object is achieved by an elevator system according to the main claim; Refinements are the subject of the subclaims and the description.
    In addition to using the linear drive, the invention now provides a brake that requires a rack in the elevator shaft. As a result, a longitudinal movement can be converted into a rotary movement, which in turn can be braked using a commercially available disc brake. The brake disk of the disk brake can be provided with a high surface quality without great effort. The brake pads can then be held on the disc with a small air gap, so that no large adjustment paths have to be maintained.
    The invention also proposes safety mechanisms in order to limit the deceleration of the car when traveling upwards or sideways. In one embodiment, a one-way clutch is provided which can limit the braking effect in the output train to a first output direction, while the braking effect is switched off in a second output direction. The second output direction is available when the car is moving upwards and the braking effect is to be prevented.
    In one embodiment, the rack brake includes a lockup clutch. The lock-up clutch can be set up to selectively provide an output connection, in particular between the elevator car (5) and the rack (91), in the second output direction (A2). This means that the winch clutch can be selectively bridged. In particular when driving horizontally, it can make sense that the brake can still be used in the second output direction. The lock-up clutch enables this despite being secured by the one-way clutch.
    In one embodiment, the lock-up clutch is set up to limit a maximum braking torque that can be transmitted to the output gear to a predetermined braking torque. Even if braking is to take place in horizontal travel, the braking force permitted here is significantly less than the braking force during vertical travel, since there is a high risk of injury even with a slight horizontal deceleration. The function of the
    The lock-up clutch can be switched on or off in particular as a function of four directions of movement of the car. The invention can be used in particular in elevator systems with a shaft height in the first, in particular vertical, direction of at least 100 m, in particular at least 200 m. The invention can be used in particular in elevator systems with a maximum car speed of the car in the first, in particular vertical, direction of at least 8 m / s, in particular at least 9 m / s or 10 m / s.
    In one embodiment, a plurality of lanes is provided, which are aligned in several directions; at least one transfer unit is provided for transferring the car from one of the lanes to another of the lanes.
    In one embodiment, a plurality of toothed racks are arranged along a lane. In particular, a toothed rack permanently installed in the shaft is at least temporarily arranged in the track direction adjacent to a movable, in particular rotatable, toothed rack.
    In one embodiment, the rack and pinion brake comprises a one-way clutch, in particular arranged between the output gear and the disc brake. The one-way clutch is set up to provide an output connection in a first output direction; the one-way clutch is also set up to interrupt an output connection between the output gear and the disc brake in the second output direction. This configuration enables a structurally simple and reliable prevention of the dangerous state mentioned at the beginning. Should the brake provide braking power for the wrong output direction in an error state, this has no consequences, since the clutch does not pass the output power through between the disc brake and the driven wheel.
    The toothed rack can basically be designed as described in EP 2 483 121 B1. A headstock toothing can be used. The term tooth is to be understood broadly and includes a wide variety of positive engagement options. The rack can thus also be the chain of a chain drive, in which the chain represents the fixed drive part or output part. BRIEF DESCRIPTION OF THE DRAWING The invention is explained in more detail below with reference to the figures. It shows each schematically
    FIG. 1 shows a detail of an elevator installation according to the invention in a perspective illustration;
    FIG. 2 shows a brake of the elevator installation according to FIG. 1 in a schematic representation; FIG. 3 coupling parts in the brake according to FIG. 2; FIG. 4 shows a further development of the brake according to FIG. 2;
    FIG. 5 shows a further development of the brake according to FIG. 2. FIG. 6 shows a section of an elevator system that is not claimed in perspective
    Presentation;
    FIG. 7 shows a drive of the elevator installation according to FIG. 7 in a schematic representation.
    Description of embodiments
    Figures 1 and 2 show parts of an elevator installation 1 according to the invention. The elevator installation 1 comprises a plurality of lanes 2H, 2VL, 2VR along which several cars 5 are guided.
    Several vertical lanes 2VL, 2VR are aligned in a first direction z, here as an example two, along which the elevator car 10 can be moved downwards (first direction of movement B1) or upward (second direction of movement B2) between different floors.
    Between the two vertical runways 2VL, 2VR, horizontal lanes 2H are arranged in a second direction y, along which the car 5 can be moved within one floor to the left (third direction of movement B3) or to the right (fourth direction of movement.
    Furthermore, the horizontal lane 2H connects the two vertical lanes 2VL, 2VR with one another.
    The horizontal lane 2H thus also serves to transfer the car 10 between the two vertical lanes 2VL, 2VR, for example in order to carry out a modern paternoster operation.
    There are also other such horizontal lanes 2H provided in the elevator system 1, which connect the two vertical running rails to one another.
    Further vertical lanes, which are not shown, can also be provided.
    Guide rails 22V, 22H, 22B for guiding the cages are provided along the lanes.
    For this purpose, the cars 5 have guide rollers (not shown).
    The relocating arrangement 3 comprises two relocating units 30. Via the relocating units 30, the elevator car 5 can be transferred between one of the vertical guide rails and the horizontal guide rail. A transfer unit has a movable guide rail 22B, which in the present case is rotatable. In the present exemplary embodiment, the vertical direction and the horizontal direction are only an example of a first and second direction, respectively, as stated in the claims. All guide rails are installed at least indirectly in a shaft wall 20. Up to this point, the elevator installation basically corresponds to what is described in WO 2015/144781 A1 and in DE10 2016 211 997A1 and DE 10 2015 218 025 A1.
    The cars are driven by a linear drive 7. The linear drive 7 comprises stators 71 installed in the shaft and runners 72 installed on the car 5. The runners can be attached to a common runner support 73. Up to this point, the elevator installation basically corresponds to what is described in WO 2015/144781 A1 and in DE10 2016 211 997 A1 and DE 10 2015 218 025 A1.
    The present invention now proposes a rack and pinion brake 9 in such an elevator system, which is driven in particular by a linear drive. The rack brake 9 comprises racks 91 fixedly mounted in the shaft, each with a plurality of teeth. These racks 91 interact with at least one output gear 92 which is attached to the car 5. In normal operation, the output gear 92 drives an output shaft 93, which in turn can drive a brake disk 94 of a disk brake 94, 95. The brake disk 94 interacts with a brake pad or several brake pads 95 which are fastened to a brake housing 96, in particular a brake caliper. Such braking systems are widely used in automobiles. The arrangement of brake disk 94 and at least one brake pad 95 is referred to as disk brake 94, 95 in the context of the present disclosure.
    The output shaft 93 is optionally designed in two parts. In the present exemplary embodiment, a one-way clutch 97 is arranged in the output connection between the disk brake 94, 95 and the output gear 92. The one-way clutch 97 is designed to provide an output connection only in a first output direction A1 and to prevent it in the opposite, second output direction A2.
    The first output direction A1 is present in particular when the elevator car 5 is moving downward in a first direction of movement B1 (FIG. 1).
    In this situation, the downward movement of the car 5 can be braked by the disk brake 94, 95.
    The second output direction A2 is present in particular when the elevator car 5 is moving upward in a first direction of movement B2 (FIG. 1).
    In this situation, that is enough
    Gravitation to brake the upward movement of the car 5 by the disc brake 64, 95.
    If, in this case, the disc brake 94, 95 also exerted a braking force, the passengers in the cabin would be thrown against the cabin ceiling.
    This risk is eliminated by the one-way clutch.
    The one-way clutch comprises in particular a first clutch part 971a and a second clutch part 2, which can be coupled to one another.
    The first clutch part 971a is connected to the driven gear 92, the second clutch part 971b is connected to the brake disk 94.
    FIG. 3 shows a possible embodiment of the coupling parts 871a, 971b.
    The two coupling parts have a coupling surface 972 on facing end faces, each of which comprises, for example, a Hirth serration.
    This coupling surface enables a
    Braking torque transmission in the first drive direction, but prevents braking torque transmission in the second, second output direction A2. FIG. 4 shows a further development of the brake according to FIG. 2. The brake has a lock-up clutch 98 which is arranged parallel to the one-way clutch.
    The lock-up clutch 98 has a first clutch part 981a, which is connected to the output gear, and a second clutch part 981b, which is connected to the brake disk 94.
    The gear wheels (without reference numerals) between the individual elements are only intended to represent the non-rotatable connections by way of example.
    The lock-up clutch is shown as an example as a multi-plate clutch.
    The lock-up transmission can be transferred between a freewheeling state and a locking state with the aid of a lock-up actuator 911.
    In the freewheeling state, the lock-up clutch does not transmit any braking torque.
    The brake is thus identical to the brake according to FIG. 1. The freewheeling state is set when the elevator car is traveling vertically, that is to say is moving along the first direction of movement or the second direction of movement.
    When the car 5 has been transferred from the vertical lane 2VL to the horizontal lane 2H using the transfer unit 39 (FIG. 1) (FIG. 1), the lock-up clutch 99 is now transferred to the locked state.
    The freewheeling function of the one-way clutch 97 is thus bypassed and thus inactivated.
    The brake 9 is now set up in both
    Output directions A1, A2 apply a braking torque to output gear 92.
    The car can be braked when it moves in the third direction of movement B3 and the fourth direction of movement B4.
    The table below in Figure 4 shows the states of the brake in relation to the respective direction of movement.
    Column i defines the direction of movement; Column ii defines the output direction for each direction of movement; Column iii: the switching state of the lock-up clutch (0: lock-up clutch disconnected; |: lock-up clutch connected) Column iv: via which clutch the braking torque is transmitted (97: one-way clutch, 98 lock-up clutch; - no transmission); Column Ms: the transferable braking torque.
    In the embodiment according to FIG. 4, when the lock-up clutch 98 is closed, a braking torque which is generated by the disc brake acts directly on the output gear.
    If the disc brake generates a very large braking torque due to a malfunction, the car is braked very strongly when traveling horizontally, which creates a risk of injury to the passengers.
    Even if the lock-up clutch 98 allows a certain amount of slippage, there is still a direct transmission of the braking torque in the first output direction.
    The brake according to FIG. 5 takes up the aforementioned problem.
    The lock-up clutch is now designed in such a way that it transmits a maximum braking torque Mx between the disc brake and the output gear 92.
    In one embodiment, the maximum braking torque Mx can be preset.
    In another embodiment, the maximum braking torque Mx is set as required, e.g. by the lock-up actuator 911.
    The braking torque Mx can be dimensioned in such a way that the car is moderately braked when traveling horizontally in the third and fourth directions of movement B3, B4, so that in particular there is no significant risk of injury, even when the disc brake is fully braked.
    So that the overrunning clutch does not pass the full braking torque of the disc brake M through to the output gear 92, the one-way clutch is removed from the clutch by an interchangeable clutch 99
    Output train decoupled.
    The change clutch 98 is controlled by a change actuator.
    The table below in Figure 5 shows the states of the brake in relation to the respective direction of movement.
    Column i defines the direction of movement; Column ii defines the output direction for each direction of movement; Column iii the switching state of the lock-up clutch (I: lock-up clutch switched off, one-way clutch switched on; II: lock-up clutch switched on, one-way clutch switched off) Column iv: via which clutch the braking torque is transmitted (97: one-way clutch, 98 lock-up clutch); Column Ms: the transferable braking torque.
    The displaceability of the gears in the interchangeable clutch 99 is only an example of the ability to connect and disconnect the one-way clutch 99 and optionally the lock-up clutch 98.
    It is irrelevant whether the lock-up clutch 98 can also be switched off.
    Rather, it is essential that the braking torque transmission along the one-way clutch 97 can be switched off in a targeted manner in the first output direction A1 when the car is moving in the third or fourth direction of movement B3, B4.
    Figures 6 and 7 show an alternative elevator system.
    An elevator installation with a rack and pinion drive 8 is shown. For details, reference is made in full to the disclosure of German patent application 10 2019 201 376.7, which is hereby incorporated by reference and reference is made to the description thereof.
    The rack 83 of the linear drive 8 here has interruptions 83U in the horizontal lane 2H, so that at least at times during horizontal travel only a reduced number of drive trains, in the present case one of two drive trains 8a, 8b, is able to generate a driving force for provide the horizontal travel.
    This has the advantage that the maximum drive power is reduced in horizontal travel, which reduces the risk of incorrect over-acceleration in sideways movement.
    In principle, an overload clutch can also generally be used in a rack and pinion drive, which ensures that the drive pinion can only be braked with a maximum torque if the motor and / or the gearbox are blocked.
    Otherwise the drive pinion would block and, in the worst case, would no longer be able to transmit power.
    Otherwise the delay to the car would be very high for a short time.
    Such an overload clutch is to be used in particular between a drive motor and the drive pinion.
    LIST OF REFERENCE NUMERALS 1 Elevator system 2H horizontal lane 2VL, 2VR vertical lane 22V fixed vertical guide rail 22H fixed horizontal guide rail 22B movable guide rail 3 transfer arrangement 30 transfer unit 5 car 7 linear drive 71 stator 72 rotor 75 rotor carrier 8 rack drive Ba first drive train 83 rack 8b second drive train 81 motor 82 drive wheel 83 84 One-way clutch 85 Converter 86 Motor control 87 Energy source 88 Ammeter 9 Rack brake 91 Rack 92 Output gear 93 Output shaft 94 Brake disc 05 Brake pad
    96 Brake housing 97 One-way clutch 971 Clutch part 972 Clutch surface 98 Lock-up clutch 981 Clutch part 99 Interchangeable clutch 911 Lock-up actuator F Force application Al first output direction A2 second output direction B1 first direction of movement B2 second direction of movement B3 third direction of movement B4 fourth direction of movement Ms = braking torque of disc brake transferable torque Mx maximum torque that can be transferred by overbrake
    权利要求:
    Claims (12)
    [1]
    An elevator installation (1) comprising: at least one lane (2VL, 2VR, 2H), at least one car (5), guide rails (22V, 22B, 22H) for guiding the car (5) along the lane; characterized by a rack and pinion brake (9) set up to brake the car (5).
    [2]
    2. Elevator system (1) according to the preceding claim, characterized by a linear drive (7) for driving the car (5) with - stators (71) arranged along the lane, - at least one rotor (72) installed on the car.
    [3]
    3. Elevator installation (1) according to one of the preceding claims, characterized in that the rack brake (9) comprises: - at least one rack (91) which is attached along one of the lanes, - a driven wheel (92) attached to the elevator car (5) ), - A disc brake (94, 95) attached to the elevator car (5) with a brake disc (94) which is in output connection with the output gear (92).
    [4]
    4. Elevator system (1) according to the preceding claim, characterized in that the rack brake (9) is set up so that the rack (91) with the output gear (92) generates an output torque which is transmitted to the disc brake (94).
    [5]
    5. Elevator system (1) according to one of the preceding claims, characterized by a plurality of lanes (2VL, 2VR, 2H), which are in particular aligned in different directions, at least one transfer unit (30) for transferring the car from one of the lanes to one other of the lanes.
    [6]
    6. Elevator installation (1) according to one of the preceding claims, characterized in that a plurality of toothed racks (91) are arranged along a lane (2VL, 2VR, 2H).
    [7]
    7. Elevator installation (1) according to one of the preceding claims, characterized in that the rack brake (9) comprises a one-way clutch (97), the one-way clutch (97) being set up, an output connection, in particular between the car (5) and a rack ( 91), in a first output direction (A1), the one-way clutch (97) being set up to interrupt an output connection, in particular between the elevator car (5) and the rack (91), in a second output direction (A2).
    [8]
    8. Elevator system (1) according to one of the preceding claims, characterized in that the rack and pinion brake (9) comprises a lock-up clutch (98).
    [9]
    9. Elevator system (1) according to claim 8, characterized in that the lock-up clutch (98) is set up to provide an output connection, in particular between the elevator car (5) and the rack (91), in the second output direction (A2).
    [10]
    10. Elevator system (1) according to one of claims 8 to 9, characterized in that the lock-up clutch (98) is set up to limit a maximum braking torque that can be transmitted to the driven gear (92) to a predetermined braking torque (Mx).
    [11]
    11. Elevator system (1) according to one of claims 8 to 10, characterized in that the rack and pinion brake (9) is set up, the lock-up clutch (98) depending on a direction of movement (B1, B2, B3, B4), in particular of at least four directions of movement to switch the car on and off.
    [12]
    12. Elevator system (1) according to one of claims 8 to 11, characterized in that the rack brake (9) is set up, the lock-up clutch (98) as a function of a direction of movement (B1, B2, B3, B4), in particular of at least four directions of movement to switch the car on and off,
    in particular that the lock-up clutch is switched off during a vertical direction of movement (B1, B2) and is switched on during a non-vertical direction of movement (B3, B4), in particular a horizontal direction of movement.
    类似技术:
    公开号 | 公开日 | 专利标题
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    EP3122680A1|2017-02-01|Elevator system
    EP1862419B1|2011-04-13|Lift facility with a braking device and method for braking a lift facility
    EP1930280A1|2008-06-11|Braking device and guide rail for an elevator with wedge-shaped braking surface
    EP2655231B1|2015-04-01|Double-decker elevator system
    EP2709941A1|2014-03-26|Elevator system
    WO2020169405A1|2020-08-27|Lift system
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    EP2036599A1|2009-03-18|Ride, safety system, method for operating a ride and method for inserting a vehicle in a ride
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    DE102018212172A1|2019-08-29|Elevator brake assembly
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    WO1985002169A1|1985-05-23|Safety brake device particularly for lift cabins
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    WO2020173798A1|2020-09-03|Lift system
    WO2020216905A1|2020-10-29|Elevator system having a linear drive
    AT397379B|1994-03-25|ELEVATOR
    EP1930281B1|2010-02-10|Braking device and guide rail for an elevator with wedge-shaped braking surface
    WO2011073029A1|2011-06-23|Double deck elevator system
    同族专利:
    公开号 | 公开日
    WO2021008754A1|2021-01-21|
    DE102019210531A1|2021-01-21|
    BE1027381A1|2021-01-21|
    引用文献:
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    DE102015218025B4|2015-09-18|2019-12-12|Thyssenkrupp Ag|elevator system|
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    法律状态:
    2021-04-09| FG| Patent granted|Effective date: 20210408 |
    优先权:
    申请号 | 申请日 | 专利标题
    DE102019210531.9A|DE102019210531A1|2019-07-17|2019-07-17|Elevator system|PCT/EP2020/063003| WO2021008754A1|2019-07-17|2020-05-11|Lift system|
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