Elevator car mover constructed with auxiliary vehicle support

Abstract

The present invention relates to an elevator car mover constructed with an auxiliary vehicle support, and specifically discloses an elevator system having: a car mover, which is used to move the elevator car along a drive rail in a shaft, the car mover having: motor-controlled wheels, wherein the car mover is configured to control the motor-controlled wheels to move along the drive rail; and a parking brake, which is operatively connected to the car mover and / or the elevator car and operatively separated from the motor-controlled wheels, wherein the car mover is configured to control the parking brake to move between a deployed state and a retracted state, wherein in the deployed state, the parking brake engages the drive rail at a position spaced apart from the motor-controlled wheels to park the car mover and / or the elevator car along the shaft, and, in the retracted state, the parking brake is spaced apart from the drive rail.

Description

Background Art

[0001] Embodiments described herein relate to a multi-car elevator system, and more particularly to an elevator car mover configured with an auxiliary vehicle support for force release control.

[0002] The elevator car mover may use motor driven wheels to propel the elevator car up and down on vertical track beams, which may be I-beams with respective webs forming the front and rear track surfaces. The two elements to this system include: the elevator car, which will be guided by roller guides on conventional T-tracks; and the car mover, which will house two (2) to four (4) motor driven wheels. Summary of the invention

[0003] An elevator system is disclosed, which includes: a car mover for moving an elevator car along a drive rail in a shaft, the car mover including: motor-controlled wheels, wherein the car mover is configured to control the motor-controlled wheels to move along the drive rail; and a parking brake operatively connected to the car mover and / or the elevator car and operatively separated from the motor-controlled wheels, wherein the car mover is configured to control the parking brake to move between a deployed state and a retracted state, wherein in the deployed state, the parking brake engages the drive rail at a position spaced apart from the motor-controlled wheels to park the car mover and / or the elevator car along the shaft, and in the retracted state, the parking brake is spaced apart from the drive rail.

[0004] In addition to or as an alternative to one or more features of the system, the parking brake includes a swing arm configured to pivot between a retracted state and a deployed state, wherein in the deployed state the swing arm engages an aperture in the drive rail to park the car mover and / or the elevator car along the hoistway; and the swing arm configured to pivot about an axis parallel or perpendicular to the long axis of the drive rail.

[0005] Additionally or alternatively to one or more features of the system, the parking brake includes an arcuate plate member configured to pivot such that outer surfaces of the arcuate plate member engage opposing flanges of a beam defining the drive track.

[0006] Additionally or alternatively to one or more features of the system, the segmented plate members are formed in an elliptical shape.

[0007] Additionally or alternatively to one or more features of the system, the segmented plate member is operatively connected to the car mover and / or the elevator car via a rotational shaft.

[0008] Additionally or alternatively to one or more features of the system, the parking brake includes arcuate plate members configured to pivot such that an outer surface of each of the arcuate plate members respectively engages a flange of opposing flanges of a beam defining the drive track.

[0009] Additionally or alternatively to one or more features of the system, the arcuate plate member is teardrop shaped.

[0010] Additionally or alternatively to one or more features of the system, the segmented plate members are operatively connected to the car mover and / or the elevator car via respective rotational shafts.

[0011] In addition or as an alternative to one or more features of the system, the parking brake includes a plunger configured to linearly transition between a deployed state and a retracted state, wherein, in the deployed state, the plunger engages an aperture in the drive rail to park the car mover and / or the elevator car along the hoistway.

[0012] In addition to or as an alternative to one or more features of the system, the parking brake includes a plunger configured to linearly transition between a deployed state and a retracted state, wherein in the deployed state the plunger engages a slot in the drive rail to park the car mover and / or the elevator car along the hoistway, wherein the drive rail engaging end of the plunger is conically shaped or wedge-shaped and the slot in the drive rail defines a shape complementary to the drive rail engaging end of the plunger.

[0013] In addition or as an alternative to one or more features of the system, the parking brake includes a magnet, which is one of a permanent magnet and an electromagnet, configured to translate linearly to engage the drive rail to park the car mover and / or the elevator car along the hoistway.

[0014] In addition or as an alternative to one or more features of the system, the magnet is a permanent magnet and the parking brake includes a solenoid operatively connected to the permanent magnet to linearly translate the permanent magnet to engage the drive rail to park the car mover and / or the elevator car along the hoistway.

[0015] Additionally or alternatively to one or more features of the system, the magnet and the drive rail engage one another via friction surfaces formed on one or both of the permanent magnet and the drive rail.

[0016] In addition or alternatively to one or more features of the system, the parking brake includes a scissor brake defining a pawl member pivotally connected to a lever member, wherein the pawl member extends over opposing surfaces defined by portions of the drive track, and wherein the lever member is actuated to deploy the pawl member against the portion of the drive track.

[0017] In addition or as an alternative to one or more features of the system, the parking brake includes a solenoid between the lever members, and the lever members are operatively connected to the solenoid such that: in operation, during deployment of the parking brake, the solenoid draws the lever members toward each other to thereby pivot the pawl members toward each other, and, in operation, during retraction of the parking brake, the solenoid biases the lever members away from each other to thereby pivot the pawl members away from each other.

[0018] Additionally or alternatively to one or more features of the system, the jaw member and the drive track engage one another via friction surfaces formed on one or both of the jaw member and the drive track.

[0019] Additionally or alternatively to one or more features of the system, the parking brake includes an actuator block and a brake block operatively engaged by the actuator block, wherein the brake block extends over opposing surfaces defined by portions of the drive track and is moved against the portions of the drive track by the actuator block when the parking brake is deployed.

[0020] In addition or as an alternative to one or more features of the system, each of the actuator blocks is wedge-shaped and defines a base end and a top end, wherein, in operation, the base end is located above the top end and wherein the base end is wider than the top end; and each of the brake blocks is formed in a shape complementary to a corresponding one of the actuator blocks.

[0021] Further disclosed is a method of controlling movement of an elevator system, the method comprising: controlling a parking brake of a car mover and / or an elevator car, wherein the parking brake is operatively decoupled from a motor-controlled wheel of the car mover, and wherein the motor-controlled wheel is configured to move the car mover along a drive rail in a shaft so that the parking brake moves between a deployed state and a retracted state, wherein, in the deployed state, the parking brake engages the drive rail at a position spaced apart from the motor-controlled wheel to park the car mover and / or the elevator car along the shaft, and, in the retracted state, the parking brake is spaced apart from the drive rail.

[0022] Additionally or alternatively to one or more features of the method, the method comprises automatically controlling the parking brake under predetermined conditions, wherein the control command is transmitted from an elevator system controller. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The subject matter which is regarded as the invention is particularly pointed out and distinctly claimed in the claims at the conclusion of the specification. The foregoing features and advantages and other features and advantages of the invention are apparent from the following detailed description taken in conjunction with the accompanying drawings, in which:

[0024] Figure 1 is a schematic diagram of an elevator car and car mover located in a hoistway passage according to an embodiment;

[0025] Figure 2 A car mover according to an embodiment is shown;

[0026] Figure 3 A car mover with a parking brake is shown;

[0027] Figure 4-5 An embodiment is shown in which the parking brake comprises a swing arm pivoting about a vertical axis, wherein Figure 4 The parking brake is shown in a deployed state, and Figure 5 The parking brake is shown in a retracted position;

[0028] Figure 6-7 An embodiment is shown in which the parking brake comprises a swing arm pivotable about a horizontal axis, wherein Figure 6 The parking brake is shown in a deployed state, and Figure 7 The parking brake is shown in a retracted position;

[0029] Figure 8-10 An embodiment is shown in which the parking brake comprises a single cam system, wherein Figure 8 shows a top view of the system with the parking brake in a retracted state, Fig. 9 The parking brake is shown in a retracted state, and Fig.10 The parking brake is shown in a deployed position;

[0030] Figure 11-13 An embodiment is shown in which the parking brake comprises a dual cam system, wherein: Fig.11 shows a top view of the system with the parking brake in a retracted state, Fig.12 The parking brake is shown in a retracted state, and Fig.13 The parking brake is shown in a deployed position;

[0031] Figure 14-15 An embodiment is shown in which the parking brake comprises a plunger, wherein Fig.14 The parking brake is shown in a retracted state, and Fig.15 The parking brake is shown in a deployed position;

[0032] Figure 16-17 An embodiment is shown in which the parking brake comprises a tapered plunger, wherein Fig.16 The parking brake is shown in a retracted state, and Fig.17 The parking brake is shown in a deployed position;

[0033] Figures 18A-18B An embodiment is shown in which the parking brake includes a wedge-shaped plunger;

[0034] Figure 19-20 An embodiment is shown in which the parking brake comprises a permanent magnet, wherein Fig.19 The parking brake is shown in a retracted state, and Fig. 20 The parking brake is shown in a deployed position;

[0035] Figure 21-22 An embodiment is shown in which the parking brake comprises an electromagnet, wherein Fig.21 The parking brake is shown in a retracted state, and Fig. 22 The parking brake is shown in a deployed position;

[0036] Figure 23-24 An embodiment is shown in which the parking brake comprises a caliper mechanism, wherein: Fig.23 The parking brake is shown in a retracted state, and Fig.24 The parking brake is shown in a deployed position;

[0037] Figure 25-26 An embodiment is shown in which the parking brake comprises a wedge actuator and a brake, wherein: Fig.25 The parking brake is shown in a retracted state, and Fig.26 The parking brake is shown in a deployed position; and

[0038] Fig. 27 is a flow chart illustrating the operation of a car mover utilizing a parking brake according to an embodiment. DETAILED DESCRIPTION

[0039] Figure 1 A self-propelled or ropeless elevator system (elevator system) 10 in an exemplary embodiment that can be used in a structure or building 20 having multiple levels or floors 30a, 30b is depicted. The elevator system 10 includes a hoistway 40 (or elevator shaft) defined by the boundaries carried by the building 20, and a plurality of cars 50a-50c adapted to travel in any number of directions of travel (e.g., upward and downward) along elevator car tracks 65 (which can be T-shaped rails) in a hoistway passage 60. The hoistway 40 may also include a top terminus 70a and a bottom terminus 70b.

[0040] For each of the cars 50a-50c, the elevator system 10 includes one of a plurality of car mover systems (car movers) 80a-80c (otherwise referred to as beam climber systems or beam climbers for reasons explained below). The elevator car 50a and its car mover 80a may generally be referred to herein as the elevator car 50 and its car mover 80.

[0041] The car mover 80 is configured to move along the car mover track beam 111a (which is otherwise referred to as a track beam or guide beam and can be an I-beam) and specifically along the car mover track surface 112 (which is otherwise referred to as a track) of the track beam 111. This operation moves the elevator car 50 along the hoistway passage 60. The car mover 80 can be positioned to engage the top 90a of the car 50, the bottom 91a of the car 50, or any other desired location. Figure 1 , the car mover 80 engages the bottom 91a of the car 50.

[0042] A supervisory center 92 (also referred to as a supervisory controller) for the elevator system 10 may be included, which may be configured with a car mover controller 115 ( Figure 1 , discussed below) to communicate with a sufficient processor discussed below. The supervisory controller 92 may provide some level of supervisory instructions, deliver notifications, warnings, relay information bi-directionally, and the like. The supervisory controller 92 may communicate using wireless or wired transmission paths as indicated below. As discussed further below, the transmission channels may be direct or via a network 93, and may include a cloud service 94. Data may be transmitted in raw form or may be processed in whole or in part at any of the car mover controller 115, the supervisory controller 92, or the cloud service 94, and such data may be spliced ​​together or transmitted as separate packets.

[0043] The hoistway may have a power source 120 ( Figure 2 , discussed below) for charging. For example, one charging station 95a can be located at the top terminus 70a of the passage 60 of the hoistway 40, and another charging station 95b can be located at the bottom terminus 70b or any other desired location. Some embodiments may include a charging station located intermediate the top and bottom ends of the hoistway (such as, at one or more intermediate levels / floors). In some embodiments, the charging station and transfer station can be constructed separately or together.

[0044] Figure 2 is a perspective view of an elevator system 10 including an elevator car 50, a car mover 80, a controller 115, and a power source 120. Figure 1 Although illustrated as being separated from the car mover 80, the embodiments described herein may be applicable to a controller 115 that is included in the car mover 80 (i.e., moves through the hoistway 40 with the car mover 80) as a control unit 123 in combination with a power source 121, and may also be applicable to a controller that is positioned away from the car mover 80 (i.e., remotely connected to the car mover 80 and stationary relative to the car mover 80).

[0045] Despite Figure 1 Although illustrated as being separated from the car mover 80, the embodiments described herein may be applicable to a power source 120 that is included in the car mover 80 (i.e., moves through the hoistway 40 with the car mover 80), and may also be applicable to a power source that is positioned away from the car mover 80 (i.e., is remotely connected to the car mover 80 and is stationary relative to the car mover 80).

[0046] The car mover 80 is configured to move the elevator car 50a within the hoistway 40 and along guide rails 109a, 109b extending vertically through the hoistway 40. In an embodiment, the guide rails 109a, 109b are T-beams. The car mover 80 includes one or more electric motors 132a, 132b (generally referred to as motors 132). The electric motors 132a, 132b are ... by moving the electric motors 132a, 132b in pairs (a first pair 134a, 134b and a second pair 134c, 134d) against respective guide beams 111a, 111b (e.g., together forming the car mover track beams 111 ( Figure 1)) One or more motorized wheels 134a, 134b, 134c, 134d pressed rotate to move the car mover 80 within the hoistway 40. In an embodiment, the guide beams 111a, 111b are I-beams. It is understood that although an I-beam is illustrated, any beam or similar structure can be utilized with the embodiments described herein. The friction between the wheels 134a, 134b, 134c, 134d driven by the electric motors 132a, 132b allows the wheels 134a, 134b, 134c, 134d to climb up 21 and down 22 along the guide beams 111a, 111b. The guide beams extend vertically through the hoistway 40. It is understood that although two guide beams 111a, 111b are illustrated, the embodiments disclosed herein can be utilized with one or more guide beams. It is also understood that, although two electric motors 132a, 132b are illustrated, the embodiments disclosed herein can be applicable to a car mover 80 having one or more electric motors. For example, the car mover 80 can have one electric motor for each of the four wheels 134a, 134b, 134c, 134d (generally, wheels 134). The electric motors 132a, 132b can be permanent magnet electric motors, asynchronous motors, or any electric motor known to those skilled in the art. In other embodiments not illustrated herein, another configuration can have powered wheels located at two different vertical locations (i.e., at the bottom and top of the elevator car 50).

[0047] The first guide beam 111a includes a web portion 113a and two flange portions 114a. The web portion 113a of the first guide beam 111a includes a first surface 112a and a second surface 112b opposite to the first surface 112a. The first wheel 134a contacts the first surface 112a, and the second wheel 134b contacts the second surface 112b. The first wheel 134a may contact the first surface 112a through a tire 135, and the second wheel 134b may contact the second surface 112b through the tire 135. The first wheel 134a is compressed by the first compression mechanism 150a against the first surface 112a of the first guide beam 111a, and the second wheel 134b is compressed by the first compression mechanism 150a against the second surface 112b of the first guide beam 111a. The first compression mechanism 150a compresses the first wheel 134a and the second wheel 134b together to clamp onto or against the web portion 113a of the first guide beam 111a.

[0048] The first compression mechanism 150a can be a metal spring mechanism or an elastomeric spring mechanism, a pneumatic mechanism, a hydraulic mechanism, a turnbuckle mechanism, an electromechanical actuator mechanism, a spring system, a hydraulic cylinder, a motorized spring device or any other known force actuation method.

[0049] First compression mechanism 150a may be adjustable in real time during operation of elevator system 10 to control compression of first and second wheels 134a, 134b on first guide beam 111a. First and second wheels 134a, 134b may each include a tire 135 to increase traction with first guide beam 111a.

[0050] The first surface 112a and the second surface 112b extend vertically through the hoistway 40, thereby creating a track surface 112 for the first wheel 134a and the second wheel 134b to travel on. The flange portion 114a (which can be referred to as a track beam sidewall) can act as a guardrail to help guide the wheels 134a, 134b along the track surface and thus help prevent the wheels 134a, 134b from running off the track surface.

[0051] The first electric motor 132a is configured to rotate the first wheel 134a to climb along the first guide beam 111a upward 21 or downward 22. The first electric motor 132a may further include a first motor brake 137a to slow down and stop the rotation of the first electric motor 132a.

[0052] The first motor brake 137a may be mechanically connected to the first electric motor 132a. The first motor brake 137a may be a clutch system, a disc brake system, a drum brake system, a brake on the rotor of the first electric motor 132a, an electronic brake, an eddy current brake, a magnetorheological fluid brake, or any other known braking system. The beam climber system 130 may also include a first rail brake 138a operably connected to the first rail 109a. The first rail brake 138a is configured to slow down the movement of the beam climber system 130 by clamping onto the first rail 109a. The first rail brake 138a may be a caliper brake acting on the first rail 109a on the beam climber system 130 or a caliper brake acting on the first rail 109 close to the elevator car 50.

[0053] The second guide beam 111b includes a web portion 113b and two flange portions 114b. The web portion 113b of the second guide beam 111b includes a first surface 112c and a second surface 112d opposite to the first surface 112c. The third wheel 134c is in contact with the first surface 112c, and the fourth wheel 134d is in contact with the second surface 112d. The third wheel 134c may be in contact with the first surface 112c through the tire 135, and the fourth wheel 134d may be in contact with the second surface 112d through the tire 135. The third wheel 134c is compressed by the second compression mechanism 150b against the first surface 112c of the second guide beam 111b, and the fourth wheel 134d is compressed by the second compression mechanism 150b against the second surface 112d of the second guide beam 111b. The second compression mechanism 150b compresses the third wheel 134c and the fourth wheel 134d together to clamp onto the web portion 113b of the second guide beam 111b.

[0054] Second compression mechanism 150b may be a spring mechanism, a turnbuckle mechanism, an actuator mechanism, a spring system, a hydraulic cylinder, and / or a motorized spring arrangement. Second compression mechanism 150b may be adjustable in real time during operation of elevator system 10 to control compression of third wheel 134c and fourth wheel 134d on second guide beam 111b. Third wheel 134c and fourth wheel 134d may each include a tire 135 to increase traction with second guide beam 111b.

[0055] The first surface 112c and the second surface 112d extend vertically through the well 117, thereby creating a track surface for the third wheel 134c and the fourth wheel 134d to travel on. The flange portion 114b can act as a guardrail to help guide the wheels 134c, 134d along the track surface and thus help prevent the wheels 134c, 134d from running off the track surface.

[0056] The second electric motor (otherwise referred to as a wheel drive motor or wheel motor) 132b is configured to rotate the third wheel 134c to climb up 21 or down 22 along the second guide beam 111b. The second electric motor 132b may also include a second motor brake 137b to slow down and stop the rotation of the second motor 132b. The second motor brake 137b may be mechanically connected to the second motor 132b. The second motor brake 137b may be a clutch system, a disc brake system, a drum brake system, a brake on the rotor of the second electric motor 132b, an electronic brake, an eddy current brake, a magnetorheological fluid brake, or any other known braking system. The beam climber system 130 includes a second rail brake 138b operably connected to the second rail 109b. The second rail brake 138b is configured to slow down the movement of the beam climber system 130 by clamping onto the second rail 109b. The second guide rail brake 138b may be a caliper brake that acts on the first guide rail 109a on the beam climber system 130 or a caliper brake that acts on the first guide rail 109a proximate the elevator car 50 .

[0057] The elevator system 10 may also include a position reference system (PRS) 113. The position reference system 121 (otherwise referred to as a sensor) may be mounted on a fixed portion located at the top of the hoistway 40, such as a support or guide rail 109, and may be configured to provide a position signal related to the position of the elevator car 50 within the hoistway 40. In other embodiments, the position reference system 121 may be mounted directly to a moving member of the elevator system (e.g., the elevator car 50 or the car mover 80) or may be located in other locations and / or configurations.

[0058] The position reference system 121 can be any device or mechanism for monitoring the position of the elevator car within the elevator shaft 117. As will be appreciated by those skilled in the art, the position reference system 121 can be, for example and without limitation, an encoder, a sensor, an accelerometer, an altimeter, a pressure sensor, a rangefinder, or other system, and can include velocity sensing, absolute position sensing, etc. The position reference system 121 can communicate with the car mover controller 115 wirelessly or via wired transmission using the protocols identified herein. The wireless transmission can be direct or via a network 93( Figure 1 ), and may include accessing the cloud service 94 ( Figure 1 The data from the position reference systems 121 may be sent in raw form, or may be compiled in whole or in part at any of the position reference systems 121, via edge computing, or at the car mover controller 115 or cloud service 94, and portions of the data in any such form may be spliced ​​together or transmitted as separate packets of information.

[0059] The controller 115 may be an electronic controller including a processor 116 and an associated memory 119, the memory 119 including computer executable instructions that, when executed by the processor 116, cause the processor 116 to perform various operations. The processor 116 may be, but is not limited to, a single processor or multi-processor system in any of a variety of possible architectures including homogeneously or heterogeneously arranged field programmable gate arrays (FPGAs), central processing units (CPUs), application specific integrated circuits (ASICs), digital signal processors (DSPs), or graphics processing units (GPUs) hardware. The memory 119 may be, but is not limited to, a random access memory (RAM), a read-only memory (ROM), or other electronic, optical, magnetic, or any other computer-readable medium.

[0060] Controller 115 is configured to control the operation of elevator car 50 and car mover 80. For example, controller 115 may provide a drive signal to car mover 80 to control acceleration, deceleration, leveling, stopping, and the like of elevator car 50.

[0061] Controller 115 may also be configured to receive position signals from position reference system 121 or any other desired position reference device. Data transmitted between controller 115 and position reference system 121 may be obtained and processed separately and stitched together or processed at one of the two components, and may be processed in raw or compiled form.

[0062] When moving up 21 or down 22 along the guide rails 109a, 109b in the hoistway 40, the elevator car 50 can stop at one or more floors 30a, 30b as controlled by the controller 115. In one embodiment, the controller 115 can be remotely located or located in the cloud. In another embodiment, the controller 115 can be located on the car mover 80.

[0063] The power source 120 for the elevator system 10 can be any power source, including grid power and / or battery power, which is supplied to the car mover 80 in combination with other components. In one embodiment, the power source 120 can be located on the car mover 80. In an embodiment, the power source 120 is a battery included in the car mover 80. The elevator system 10 can also include an accelerometer 107 attached to the elevator car 50 or the car mover 80. The accelerometer 107 is configured to detect the acceleration and / or velocity of the elevator car 50 and the car mover 80.

[0064] The car mover 80 disclosed above utilizes motor-driven wheels 134 to propel the elevator car 50 upward and downward on the vertical I-beam track 111. The wheels 134 will be clamped together to generate a relatively large normal force, such as by the motor 132, to generate the required traction to support the required vertical propulsion. Problems with this system may include that when the car mover 80 is parked, these loads may create flat spots that may cause ride quality issues. In addition, such loads may shorten the useful life of each tire 135.

[0065] like Figure 3 As shown in FIG. 1 , the elevator system 10 includes a car mover 80 as indicated to move the elevator car 50 ( Figure 1 ) moves along the drive rail 111. The car mover 80 includes a motor-controlled wheel 134. The car mover 80 is configured to control the motor-controlled wheel 134 to move along the drive rail 111. The parking brake 200 (or vehicle locking device) is operatively connected to the car mover 80 and / or the elevator car 50 and operatively disconnected from the motor-controlled wheel 134. The car mover 80 and / or the elevator car 50 are configured to, for example, control the car mover 80 and / or the elevator car 50 via the control unit 123 ( Figure 2 ) to control the parking brake 200 to be in the deployed state (in Figure 3 1 and 12. The parking brake 200 is shown schematically in FIG. 1 and moves between a retracted state (shown schematically in FIG. 1 ) and a retracted state (discussed in more detail below). In the deployed state, the parking brake 200 engages the drive rail 111 at a position spaced apart from the motor-controlled wheels 134 to park the car mover 80 and / or the elevator car 50 along the hoistway 40. In the retracted state, the parking brake 200 is spaced apart from the drive rail 111.

[0066] like Figure 4-5 As shown in FIG. 1 , the parking brake 200 may include a swing arm 210 in the form of a trapezoidal plate configured to pivot between a retracted state and a deployed state about a hinge 212. The hinge 212 may be motorized and connected to a retracted state from the car mover 80 and / or the elevator car 50 ( Figure 3 ) extended column 214. In the expanded state ( Figure 4 ), the swing arm 210 engages the aperture 220 in the drive rail 111 to park the car mover 80 and / or the elevator car 50 along the hoistway 40. The aperture 220 may be formed in the flange 114 ( Figure 2 ), however, such a position is not intended to limit the position of the aperture 220. The swing arm 210 can be configured to pivot about an axis 234 (vertical axis) parallel to the long axis 230 of the drive track 111.

[0067] Alternatively, the swing arm 210 is operatively connected to the hoistway 40, and the car mover 80 and / or elevator car 50 include a support feature, which may be a beam connected to the frame of the car mover 80 and / or elevator car 50 similar to the jack points located on a car that engage the swing arm 210 when deployed. It will be appreciated that in all of the embodiments disclosed herein (wherein certain aspects are operatively connected to the car mover 80 and / or elevator car 50, and other aspects are operatively connected to the hoistway 40), such aspects may be interchanged in position and operatively with one another. Such modifications are considered to be within the scope of the present disclosure.

[0068] like Figure 6-7 As shown in FIG. 1 , the parking brake 200 may include a swing arm 210 in the form of a link arm configured to pivot between a retracted state and a deployed state about a hinge 212. The hinge 212 may be motorized and connected to the car mover 80 ( Figure 3 ) and / or the column 214 extending from the elevator car 50. In the deployed state ( Figure 6 ), the swing arm 210 engages the aperture 220 in the drive rail 111 via the foot 216 at the free end 218 of the linkage arm to park the car mover 80 and / or the elevator car 50 along the hoistway 40. The aperture 220 may be formed in the flange 114 ( Figure 2 ) in one of the above, however, such a position is not intended to limit the position of the aperture 220. The swing arm 210 can be configured to pivot about an axis 238 (horizontal axis) perpendicular to the long axis 230 of the drive track 111.

[0069] like Figure 8-10 As shown in FIG. 1 , the parking brake 200 may include an arcuate plate member 240 configured to pivot so that when deployed, an outer surface 250 of the arcuate plate member 240 engages the opposing flanges 114 ( Fig.10 When retracted, the outer surface 250 of the arcuate plate member 240 is spaced apart from the opposing flange 114 ( Figure 8 , Fig. 9 ). The arcuate plate member 240 may form an elliptical shape. The arcuate plate member 240 may be operatively connected to the car mover 80 and / or the elevator car 50 via a rotating shaft 260 connected to the center thereof. This configuration forms a single cam parking brake.

[0070] like Figure 11-13As shown in FIG. 1 , the parking brake 200 may include a pair of arcuate plate members 240a, 240b configured to pivot so that an outer surface 250a, 250b of each of the arcuate plate members 240a, 240b respectively engages a flange 114 ( Fig.13 ). The arched plate member 240 is teardrop-shaped. The arched plate member 240 is operatively connected to the car mover 80 and / or the elevator car 50 via respective rotational shafts 260a, 260b. The rotational shafts 260a, 260b are connected to the arched plate members 240a, 240b off-center to enable skew rotation as follows: to enable engagement with the flange 114 when deployed, and not to engage when retracted ( Fig.11 , Fig.12 ). This construction forms a double cam parking brake.

[0071] like Figure 14-15 As shown in FIG. 1 , the parking brake 200 includes a plunger 280 configured to be engaged in a deployed state ( Fig.15 ) and retracted state ( Fig.14 ) linearly between. In the deployed state, the plunger 280 engages the aperture 220 in the drive rail 111 to move the car mover 80 and / or the elevator car 50 ( Figure 3 ) along the shaft 40( Figure 3 ) Parking. This structure forms a shaft hole type parking brake.

[0072] like Figure 16-17 As shown in FIG. 1 , the parking brake 200 includes another plunger 280 that is configured to linearly transition between a deployed state and a retracted state via a collar 285 secured to the car mover 80 and / or the elevator car 50. In the deployed state, the plunger 280 engages a slot 290 in the drive rail 111 to move the car mover 80 ( Figure 3 ) and / or the elevator car 50 along the hoistway 40 ( Figure 3 The drive rail engaging end 300 of the plunger 280 is a vertical lower end tip or a vertical upper end tip (respectively, Fig.18A , Fig.18B ) is conically shaped or wedge-shaped. The groove 305 ( Fig.16 ) defines a shape complementary to the drive track engaging end 300 of the plunger 280.

[0073] like Figure 19-20As shown in FIG. 1 , the parking brake 200 may include a permanent magnet 310 connected to the plunger 280, the permanent magnet 310 being configured to translate linearly via a collar 285 secured to the car mover 80 and / or the elevator car 50 to engage the drive rail 111 to move the car mover 80 ( Figure 3 ) and / or the elevator car 50 along the hoistway 40 ( Figure 3 ) parking. The parking brake 200 may include a solenoid 320 to operatively control the solenoid 320. During deployment of the parking brake 200, operation of the solenoid 320 causes the permanent magnet 310 to translate linearly to engage the drive rail 111 ( Fig. 20 During retraction of the parking brake, operation of the solenoid 320 causes the permanent magnet 310 to translate linearly away from the drive track 111 ( Fig.19 ). The permanent magnet 310 and the driving rail 111 may engage with each other via a friction surface 330 formed on one or both of the permanent magnet 310 and the driving rail 111 .

[0074] like Figure 21-22 As shown in FIG. 1 , the parking brake 200 may include an electromagnet 335 connected to the plunger 280, the electromagnet 335 being configured to translate linearly via a collar 285 secured to the car mover 80 and / or the elevator car 50 to engage the drive rail 111 to move the car mover 80 ( Figure 3 ) and / or the elevator car 50 along the hoistway 40 ( Figure 3 During controlled deployment of parking brake 200, operation of electromagnet 335 causes electromagnet 335 to translate linearly to engage drive rail 111 ( Fig. 22 During retraction of the parking brake, operation of the electromagnet 335 causes the electromagnet 335 to translate linearly away from the drive track 111 ( Fig.21 ). The electromagnet 335 and the drive rail 111 may engage with each other via a friction surface 330 formed on one or both of the permanent magnet 310 and the drive rail 111 .

[0075] like Figure 23-24 As shown in FIG. 1 , the parking brake 200 may include a scissor brake 340 that defines claw members 350a, 350b that are connected to lever members 360a, 360b, respectively, via pivots 370, such as to be continuous with the lever members 360a, 360. The claw member 350 extends over opposing surfaces 380a, 380b defined by a portion 390 of the drive track 111. The lever member 360 is actuated to deploy the claw member 350 against the portion 390 of the drive track 111.

[0076] The parking brake 200 may include a solenoid 395 between the lever members 360a, 360b. The lever members 360a, 360b are operatively connected to the solenoid 320. In other embodiments, the lever members 360a, 360b are actuated via, for example, a linear actuator, a motor, a hydraulic device, a pneumatic device, an electromagnet, as non-limiting examples. According to this configuration, upon deployment ( Fig.24 ), operation of the solenoid 320 pulls the lever members 360 toward each other. This action causes the claw members 350 to pivot toward each other and against the drive track 111. During retraction ( Fig.23 ), operation of the solenoid 320 biases the lever members 360 away from each other. This action causes the claw members 350 to pivot away from each other. The claw members 350 and the drive rail 111 can engage each other via friction surfaces 330a, 330b formed or deposited on one or both of the claw members 350a, 350b and the drive rail 111. Thus, the parking brake 200 is formed as a caliper mechanism.

[0077] like Figure 25-26 As shown in FIG. 1 , the parking brake 200 includes actuator blocks 400a, 400b and brake blocks 410a, 410b operatively engaged by the actuator blocks 400a, 400b. The brake blocks 410a, 410b extend over opposing surfaces 380a, 380b defined by a portion 390 of the drive track 111 and are engaged when the parking brake 200 is deployed ( Fig.26 ) is moved by the actuator block 400 when abutting against the portion 390 of the drive rail 111. The movement of the actuator blocks 400a, 400b may be controlled or formed as a solenoid, a linear motor, an electromagnet, or a pneumatic or hydraulic actuation, wherein additional components such as solenoids are schematically shown as 393.

[0078] Each of the actuator blocks 400a, 400b is wedge or trapezoidal in shape and defines a base end 420 and a top end 430. The base end 420 is wider than the top end 430. The drive track of the surface 432 facing the actuator blocks 400a, 400b is angled relative to the long axis 230 of the drive track 111, and the opposite surface of the actuator block 434 is parallel to the long axis of the drive track 111. In operation, the base end 420 is located above the top end 430. Each of the brake blocks 410a, 410b is formed in a shape complementary to the corresponding actuator block 400a, 400b. As a result, the brake blocks 410a, 410b are also formed into a wedge shape. For example, the brake blocks 410a, 410b are shaped as a trapezoid, wherein the drive track facing the surface 440 is parallel to the axis 230 of the drive track 111, and the top end 442 of the brake block 410 is wider than the bottom end 444.

[0079] Go to Fig. 27 , a flow chart shows a method for controlling movement of an elevator system 10. As shown in block 1110, the method includes controlling (e.g., applying) a parking brake 200 by a car mover 80 and / or an elevator car 50 to move between a deployed state and a retracted state. In the deployed state, the parking brake 200 engages the drive rail 111 at a position spaced apart from the motor-controlled wheel 134 to park the car mover 80 along the hoistway 40. In the retracted state, the parking brake 200 is spaced apart from the drive rail 111. As shown in block 1120, the method includes automatically (i.e., without human intervention) controlling the parking brake 200 when the system determines that the parking brake 200 is appropriate, such as under predetermined conditions. In some embodiments, such a determination can be provided via a control communication that can be transmitted from a total elevator system controller. In one embodiment, in certain scenarios, such a determination can also be made locally by the elevator car 50 and / or the car mover 80. Such scenarios may include: the elevator car 50 and / or car mover 80 will remain stationary at a landing, for example, to discharge and / or receive passengers; and / or when there is no current car call for the elevator car 50 and / or mover 80; and / or when the elevator car 50 and / or car mover 80 will remain stationary for a predetermined amount of time (e.g., 30 seconds or any desired longer / shorter time). Such conditions may determine that the car mover 80 and / or elevator car 50 may remain in a position in the hoistway for an extended period of time. As indicated, the parking brake 200 is operatively disengaged from the motor-controlled wheels 134 of the car mover 80. The motor-controlled wheels 134 are configured to move the car mover 80 along the drive rails 111 in the hoistway 40 through operation of the car mover 80.

[0080] Thus, as disclosed above, embodiments relate to an external vehicle locking device (parking brake 200) that will be engaged when the car mover 80 is parked at a certain location and will be located there for a duration that ensures the tire forces are released to avoid leveling the tire 135. The parking brake 200 can be a positive engagement mechanism, such as an axle hole or swing arm locking device. Each of these devices will be controlled and monitored to ensure that they are properly engaged before the normal force control device on the car mover 80 will be commanded to release the normal force on the tire 135. Thus, for example, when the normal force from the tire is released, the embodiment provides a secondary vehicle support for force release control. The car mover 80 will be restored to service by reversing the following process: wherein the demand will be confirmed, the car mover 80 normal force control device will be engaged and confirmed, and then the parking brake 200 will be retracted.

[0081] Benefits of the disclosed embodiments include addressing needs for the car mover 80 including ride quality, energy efficiency, and tire life. Removing high force loads on the wheels 134 when parked can reduce the likelihood of flat spots on the solid tires 135, which would cause vibrations in the car cabin that may be unacceptable. The embodiments also eliminate the need to cycle the car mover vehicle during non-demand periods of energy inefficiency. Finally, concentrated loads and flat spots on the wheels 134 in the absence of the disclosed embodiments may shorten effective tire life.

[0082] The wireless connection identified above may apply protocols including local area network (LAN or WLAN for wireless LAN) protocols and / or private area network (PAN) protocols. LAN protocols include WiFi technology based on the section 802.11 standard from the Institute of Electrical and Electronics Engineers (IEEE). PAN protocols include, for example, Bluetooth Low Energy (BTLE), which is a wireless technology standard designed and marketed by the Bluetooth Special Interest Group (SIG) for exchanging data over a short distance using short-wavelength radio waves. PAN protocols also include Zigbee, which is a technology based on the section 802.15.4 protocol from IEEE that represents a set of advanced communication protocols for creating a personal area network using small low-power digital radio devices for low-power and low-bandwidth needs. Such protocols also include Z-Wave, which is a wireless communication protocol supported by the Z-Wave Alliance as follows: it uses a mesh network, thereby applying low-power radio waves to communicate between devices such as appliances, thereby allowing wireless control of the device.

[0083] Other applicable protocols include low power WAN (LPWAN), which is a wireless wide area network (WAN) designed to allow long-range communication at low bit rates so that terminal devices can use battery power to operate for extended periods of time (several years). Long range WAN (LoRaWAN) is a type of LPWAN maintained by the LoRa Alliance, and is a media access control (MAC) layer protocol for transmitting management messages and application messages between network servers and application servers, respectively. Such wireless connections can also include RFID technology for communicating with, for example, an integrated chip (IC) on a radio frequency identification (RFID) smart card. In addition, Sub-1Ghz RF devices operate in ISM (industrial, scientific and medical) spectrum bands below Sub 1Ghz (typically in the frequency range of 769-935 MHz, 315 Mhz and 468 Mhz). This spectrum band below 1Ghz is particularly useful for RF IOT (Internet of Things) applications. Other LPWAN-IOT technologies include narrowband IoT (NB-IOT) and Category M1 IoT (Cat M1-IOT). Wireless communications for the disclosed system may include cellular, such as 2G / 3G / 4G (etc.). The above is not intended to limit the scope of applicable wireless technologies.

[0084] The wired connection identified above may include a connection (cable / interface) according to RS (Recommended Standard)-422 (also known as TIA / EIA-422), a technical standard supported by the Telecommunications Industry Association (TIA) and created by the Electronic Industries Alliance (EIA) to specify the electrical characteristics of digital signaling circuits. The wired connection may also include a (cable / interface) according to the RS-232 standard for serial communication transmission of data, which formally defines the signal connected between a DTE (data terminal equipment) (such as a computer terminal) and a DCE (data circuit terminating equipment or data communication equipment) (such as a modem). The wired connection may also include a connection (cable / interface) according to the Modbus serial communication protocol managed by the Modbus organization. Modbus is a master / slave protocol designed for use with its programmable logic controller (PLC) and is a commonly available means of connecting industrial electronic devices. The wireless connection may also include a connector (cable / interface) according to the PROFibus (process field bus) standard managed by the international PROFIBUS & PROFINET (PI). PROFibus, a standard for fieldbus communication in automation technology, is publicly published as part of IEC (International Electrotechnical Commission) 61158. Wired communication can also be carried out through a controller area network (CAN) bus. CAN is a vehicle bus standard that allows microcontrollers and devices to communicate with each other in applications where there is no host computer. CAN is a message-based protocol published by the International Organization for Standardization (ISO). The above is not intended to limit the scope of applicable wired technologies.

[0085] As indicated, as the data is transmitted over the network between the terminal processors, the data may be transmitted in raw form or may be processed in whole or in part at any of the terminal processors or intermediate processors (e.g., at a cloud service or other processor). The data may be parsed, processed in part or in whole, or compiled at any of the processors, and may then be spliced ​​together or maintained as separate packets of information.

[0086] Each processor identified herein may be, but is not limited to, a single processor or multiprocessor system in any of a variety of possible architectures including field programmable gate arrays (FPGAs), central processing units (CPUs), application specific integrated circuits (ASICs), digital signal processors (DSPs), or graphics processing units (GPUs) hardware arranged homogeneously or heterogeneously. The memory identified herein may be, but is not limited to, a random access memory (RAM), a read-only memory (ROM), or other electronic, optical, magnetic, or any other computer-readable medium. The embodiment may be in the form of a processor-implemented process and a device (such as a processor) for practicing those processes. The embodiment may also be in the form of a computer code-based module, such as a computer program code (e.g., a computer program product), which is contained in a tangible medium (e.g., a non-transitory computer-readable medium) (such as a floppy disk, a CD ROM, a hard drive, a register on a processor as firmware, or any other non-transitory computer-readable medium) embodied instructions, wherein when the computer program code is loaded into a computer and executed by the computer, the computer becomes a device for practicing the embodiment. The embodiments can also be in the form of computer program code (e.g., whether stored in a storage medium, loaded into and / or executed by a computer, or transmitted through a transmission medium, loaded into and / or executed by a computer, or transmitted through a transmission medium (such as, through electrical wiring or cabling, through optical fiber, or via electromagnetic radiation)), where when the computer program code is loaded into and executed by a computer, the computer becomes a means for practicing the exemplary embodiments. When implemented on a general-purpose microprocessor, the computer program code segments configure the microprocessor to create specific logic circuits.

[0087] The terms used herein are only for the purpose of describing specific embodiments and are not intended to limit the present disclosure. The term "approximately" is intended to include the degree of error associated with the measurement of a specific amount and / or manufacturing tolerances based on the equipment available at the time of filing this application. As used herein, unless the context clearly indicates otherwise, the singular forms "a", "an" and "the" are intended to also include plural forms. It will be further understood that the terms "comprises" and / or "comprising" when used in this specification indicate the presence of stated features, wholes, steps, operations, elements and / or components, but do not exclude the presence or addition of one or more other features, wholes, steps, operations, element components and / or combinations thereof.

[0088] Those skilled in the art will appreciate that various exemplary embodiments are shown and described herein, each having certain features of a particular embodiment, but the present disclosure is not limited thereby. Rather, the present disclosure can be modified to incorporate any number of variations, alterations, substitutions, combinations, sub-combinations, or equivalent arrangements that have not been described to date but are commensurate with the scope of the present disclosure. Additionally, while various embodiments of the present disclosure have been described, it will be understood that aspects of the present disclosure may include only some of the described embodiments. Therefore, the present disclosure will not be considered to be limited by the foregoing description, but only by the scope of the appended claims.

Claims

1. An elevator system, comprising: A car mover for moving an elevator car along a drive rail in a hoistway, the car mover comprising: motor-controlled wheels, wherein the motor-controlled wheels are clamped together to generate a normal force on the drive track, and wherein the car mover is configured to control the motor-controlled wheels to move along the drive track; a parking brake operatively connected to the car mover and / or the elevator car and operatively decoupled from the motor-controlled wheel, wherein the car mover is configured to control the parking brake to move between a deployed state and a retracted state, wherein, in the deployed state, the parking brake engages the drive rail at a position spaced from the motor-controlled wheels to park the car mover and / or elevator car along the hoistway, and, In the retracted state, the parking brake is spaced apart from the drive track; and A normal force control device releases the normal force on the wheel when the parking brake is engaged.

2. The system of claim 1, wherein: the parking brake comprising a swing arm configured to pivot between the retracted state and the deployed state, wherein in the deployed state the swing arm engages an aperture in the drive track to park the car mover and / or elevator car along the hoistway; and The swing arm is configured to pivot about an axis that is parallel or perpendicular to the long axis of the drive track.

3. The system of claim 1, wherein: The parking brake includes an arcuate plate member configured to pivot such that an outer surface of the arcuate plate member engages opposing flanges of a beam defining the drive track.

4. The system according to claim 3, wherein: The arcuate plate member is formed in an elliptical shape.

5. The system according to claim 3, wherein: The arcuate plate member is operatively connected to the car mover and / or the elevator car via a rotation axis.

6. The system of claim 1, wherein: The parking brake includes a pair of arcuate plate members configured to pivot such that an outer surface of each of the arcuate plate members respectively engages one of opposing flanges of a beam defining the drive track.

7. The system according to claim 6, wherein: The arcuate plate members are teardrop-shaped.

8. The system according to claim 6, wherein: The arched plate members are operatively connected to the car mover and / or the elevator car via respective rotation axes.

9. The system of claim 1, wherein: The parking brake includes a plunger configured to linearly transition between the deployed state and the retracted state, wherein in the deployed state the plunger engages an aperture in the drive track to park the car mover and / or elevator car along the hoistway.

10. The system of claim 1, wherein: the parking brake comprising a plunger configured to linearly transition between the deployed state and the retracted state, wherein in the deployed state the plunger engages a slot in the drive rail to park the car mover and / or elevator car along the hoistway, Wherein the drive track engaging end of the plunger is conically shaped or wedge-shaped, and the groove in the drive track defines a shape complementary to the drive track engaging end of the plunger.

11. The system of claim 1, wherein: The parking brake includes a magnet, which is one of a permanent magnet and an electromagnet, configured to translate linearly to engage the drive rail to park the car mover and / or elevator car along the hoistway.

12. The system of claim 11, wherein: The magnet is the permanent magnet and the parking brake includes a solenoid operatively connected to the permanent magnet to linearly translate the permanent magnet to engage the drive rail to park the car mover and / or elevator car along the hoistway.

13. The system of claim 11, wherein: The magnet and the drive rail engage with each other via friction surfaces formed on one or both of the permanent magnet and the drive rail.

14. The system of claim 1, wherein: The parking brake includes a scissor brake defining a pawl member pivotally connected to a lever member, wherein the pawl member extends over opposing surfaces defined by portions of the drive track, and wherein the lever member is actuated to deploy the claw member against the portion of the drive track.

15. The system of claim 14, wherein: The parking brake includes a solenoid between the lever members, and the lever members are operatively connected to the solenoid such that: In operation, during deployment of the parking brake, the solenoid pulls the lever members toward each other to thereby pivot the pawl members toward each other, and, In operation, during retraction of the parking brake, the solenoid biases the lever members away from each other to thereby pivot the pawl members away from each other.

16. The system of claim 14, wherein: The claw member and the drive rail engage with each other via friction surfaces formed on one or both of the claw member and the drive rail.

17. The system of claim 1, wherein: The parking brake comprises: an actuator block and a brake block operatively engaged by said actuator block, wherein the brake block extends over opposing surfaces defined by portions of the drive track and is moved by the actuator block against the portions of the drive track when the parking brake is deployed.

18. The system of claim 17, wherein: Each of the actuator blocks is wedge-shaped and defines a base end and a top end, wherein in operation the base end is located above the top end, and wherein the base end is wider than the top end; and Each of the brake blocks is formed in a shape complementary to a corresponding one of the actuator blocks.

19. A method of controlling movement of an elevator system, comprising: controlling a parking brake of a car mover and / or an elevator car, wherein the parking brake is operatively decoupled from motor-controlled wheels of the car mover, and wherein the motor-controlled wheels are clamped together to generate a normal force on a drive rail and are configured to move the car mover along the drive rail in a hoistway such that the parking brake moves between a deployed state and a retracted state, wherein, in the deployed state, the parking brake engages the drive rail at a position spaced from the motor-controlled wheels to park the car mover and / or elevator car along the hoistway, and, In the retracted state, the parking brake is spaced apart from the drive track; the method further comprising: A normal force control device is controlled to release the normal force on the wheel when the parking brake is engaged.

20. The method according to claim 19, comprising: The parking brake is automatically controlled under predetermined conditions, wherein control commands are transmitted from an elevator system controller.

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