Elevator

Abstract

The elevator claimed in this application includes a car, a counterweight assembly, a traction system, a sensor assembly, and a controller. The car is equipped with a car top sheave; the counterweight assembly is equipped with a counterweight sheave; the traction system includes a drive unit, a traction sheave, and a tensioning component. The drive unit is equipped with an encoder that monitors and controls the rotation of the traction sheave. The sensor assembly includes a first sensor and a second sensor. The first sensor acquires the linear velocity of the car top sheave, and the second sensor acquires the linear velocity of the counterweight sheave. The controller acquires the linear velocity of the traction sheave through the signal transmitted by the encoder. Furthermore, the controller compares the linear velocities between the traction sheave and the car top sheave, and between the traction sheave and the counterweight sheave, and controls the drive unit to stop based on the comparison results. This allows the elevator to effectively identify safety risks associated with the car top sheave and counterweight sheave during operation, preventing abnormal slippage of the tensioning component on the car top sheave and counterweight sheave.

Description

Technical Field

[0001] This utility model belongs to the technical field of elevator safety, and in particular relates to an elevator. Background Technology

[0002] In an elevator traction system, when the drive unit drives the car and counterweight components to move up and down via the traction sheave, a strict linear velocity ratio must be maintained between the car top sheave and the traction sheave, and between the counterweight sheave and the traction sheave. When the actual linear velocity difference between the car top sheave or the counterweight sheave and the traction sheave exceeds a preset threshold, slippage will occur. Slight slippage will cause the car to shake or jerk, causing passenger discomfort; severe slippage may cause traction failure, loss of leveling accuracy, or even a runaway accident. Utility Model Content

[0003] In view of this, it is necessary to provide an elevator that can effectively identify the safety risks of the elevator car top sheave and counterweight sheave.

[0004] An elevator, comprising:

[0005] The car includes a car top beam, on which a car top pulley is installed;

[0006] The counterweight assembly is equipped with a counterweight pulley.

[0007] The traction system includes a drive unit, a traction sheave, and a tensioning component that engages with the traction sheave. The traction sheave is connected to the drive unit. An encoder is provided on the drive unit, which can monitor and control the rotation of the traction sheave. The tensioning component is arranged sequentially around the car top rope sheave, the traction sheave, and the counterweight rope sheave to control the lifting and lowering of the car.

[0008] The sensor assembly includes a first sensor and a second sensor, wherein the first sensor is capable of acquiring the linear velocity of the car top rope sheave and the second sensor is capable of acquiring the linear velocity of the counterweight rope sheave.

[0009] The controller is electrically connected to the encoder, the first sensor, and the second sensor respectively. The controller can obtain the linear velocity of the traction sheave through the signal transmitted by the encoder. Furthermore, the controller can compare the linear velocities between the traction sheave and the car top rope sheave, and between the traction sheave and the counterweight rope sheave, and control whether the drive unit stops based on the comparison results.

[0010] Understandably, comparing the linear velocities of the car top sheave and counterweight sheave with the linear velocity of the traction sheave, and controlling the drive unit to stop based on the comparison results, allows the elevator to effectively identify safety risks associated with the car top sheave and counterweight sheave during operation. This prevents abnormal slippage of the tensioning components on the car top sheave and counterweight sheave, thereby ensuring the safe and reliable operation of the elevator. In this process, using the encoder built into the drive unit to obtain the linear velocity of the traction sheave simplifies the structure and reduces costs.

[0011] In one embodiment, when the difference in linear velocity between the traction sheave and the car top rope sheave exceeds a first set threshold, the controller controls the drive unit to stop.

[0012] And / or, when the difference in linear velocity between the traction sheave and the counterweight sheave exceeds a second preset threshold, the controller controls the drive unit to stop.

[0013] In one embodiment, the first sensor is mounted on the car and is capable of detecting the real-time position of the car and calculating the linear velocity of the car top pulley.

[0014] In one embodiment, the second sensor is mounted on the counterweight assembly, and the second sensor is capable of detecting the real-time position of the counterweight assembly and obtaining the linear velocity of the counterweight sheave through the real-time position.

[0015] In one embodiment, the elevator further includes a mounting body and an axle, the axle passing through the mounting body, and axle retaining plates connected to two ends of the mounting body extending beyond the mounting body; and the axle retaining plates abutting and limiting the axle in the axial direction of the axle, for limiting the axle to the mounting body;

[0016] The counterweight sheave or the car top sheave is mounted on the axle at a location within the mounting body via bearings.

[0017] In one embodiment, a gap is left between the axle retainer and the axle in the circumferential direction of the axle.

[0018] Understandably, by utilizing the gap between the wheel axle clamp and the wheel axle in the circumferential direction, it can be ensured that the rotation of the wheel axle on the mounting body will not exert radial force on the wheel axle clamp after the bearing fails, thus preventing the wheel axle clamp from being pulled off the mounting body by the wheel axle. This ensures that the car top rope sheave or counterweight rope sheave is always within the mechanical limit range of the wheel axle clamp, preventing escape and further ensuring the safety and reliability of the elevator operation.

[0019] In one embodiment, the axle has an annular groove, and the axle retaining plate has an abutment portion, which is disposed in the area where the annular groove is located and abuts against and limits the groove sidewall of the annular groove;

[0020] The gap is formed between the abutting part and the bottom wall of the annular groove.

[0021] In one embodiment, the abutting portion is provided with an arc-shaped groove, and the bottom surface of the arc-shaped groove is arranged parallel to the bottom wall of the groove.

[0022] It is understandable that the abutment part of the wheel axle clamp is designed with an arc groove that matches the annular groove on the wheel axle. This can significantly increase the contact area of ​​the abutment part embedded in the annular groove, thereby making the limiting effect of the abutment part in the axial direction of the wheel axle more reliable and reducing local stress concentration on the abutment part, ensuring the stable axial constraint of the wheel axle by the wheel axle clamp.

[0023] In one embodiment, the mounting body is provided with a plurality of axle clamps at each end of the axle, and the plurality of axle clamps are arranged sequentially at intervals along the circumferential direction of the axle.

[0024] In one embodiment, each of the wheel axle plates is fixed to the mounting body by two threaded connectors.

[0025] Due to the application of the above technical solution, this utility model has the following advantages compared with the prior art:

[0026] The elevator claimed in this application compares the linear velocities of the car top sheave and counterweight sheave with the linear velocity of the traction sheave, and controls the drive unit to stop based on the comparison result. This allows the elevator to effectively identify safety risks of the car top sheave and counterweight sheave during operation, preventing abnormal slippage of the tensioning components on the car top sheave and counterweight sheave, thereby ensuring the safe and reliable operation of the elevator. In this process, the linear velocity of the traction sheave is obtained using an encoder built into the drive unit, which simplifies the structure and reduces costs. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of this application or the conventional technology, the drawings used in the description of the embodiments or the conventional technology will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 This is a structural diagram of the elevator provided in this application.

[0029] Figure 2This is a schematic diagram of the elevator's mechanism for identifying whether the car top sheave and counterweight sheave are abnormal, as provided in this application.

[0030] Figure 3 This is a partial structural diagram of the counterweight rope pulley being installed onto the mounting body in this application.

[0031] Figure 4 This is a cross-sectional view of the heavy rope pulley installed on the mounting body in this application.

[0032] Figure 5 for Figure 4 Enlarged view of the middle P section.

[0033] Figure 6 This is a cross-sectional view of the wheel axle clamp plate abutting against the limiting wheel axle in this application.

[0034] Figure 7 This is an exploded view of the load sheave installed on the axle in this application.

[0035] Reference numerals: 100, elevator; 10, car; 11, car top beam; 12, car top sheave; 20, counterweight assembly; 21, counterweight sheave; 30, traction system; 31, drive unit; 32, traction sheave; 33, tensioning component; 41, first sensor; 42, second sensor; 50, controller; 61, mounting body; 62, axle; 621, annular groove; 622, groove sidewall; 623, groove bottom wall; 63, axle retaining plate; 631, abutment part; 632, arc-shaped groove; 633, groove bottom surface; 64, bearing; 65, threaded connector; 601, gap. Detailed Implementation

[0036] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0037] It should be noted that when a component is said to be "located on" another component, it can be directly located on the other component or may have an intervening component. When a component is considered to be "located on" another component, it can be directly located on the other component or may have an intervening component. When a component is considered to be "fixed to" another component, it can be directly fixed to the other component or may have an intervening component.

[0038] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0039] like Figure 1 As shown, the elevator 100 provided in this application includes a car 10, a counterweight assembly 20, a traction system 30, a sensor assembly, and a controller 50. The car 10 includes a car top beam 11, on which a car top sheave 12 is mounted. The counterweight assembly 20 is equipped with a counterweight sheave 21. The traction system 30 includes a drive unit 31, a traction sheave 32, and a tensioning member 33 that engages with the traction sheave 32. The traction sheave 32 is connected to the drive unit 31. The drive unit 31 is equipped with an encoder (not shown), which can monitor and control the rotation of the traction sheave 32. The tensioning member 33 sequentially passes through the car top sheave 12, the traction sheave 32, and the counterweight. A sheave 21 is provided to control the lifting and lowering of the car 10. The sensor assembly includes a first sensor 41 and a second sensor 42. The first sensor 41 can acquire the linear velocity of the car top sheave 12, and the second sensor 42 can acquire the linear velocity of the counterweight sheave 21. The controller 50 is electrically connected to the encoder, the first sensor 41, and the second sensor 42. The controller 50 can acquire the linear velocity of the traction sheave 32 through the signal transmitted by the encoder. Furthermore, the controller 50 can compare the linear velocities between the traction sheave 32 and the car top sheave 12, and between the traction sheave 32 and the counterweight sheave 21, and control whether the drive unit 31 stops based on the comparison results. Here, the two ends of the tension member 33 after passing the counterweight sheave 21 and the car top sheave 12 are fixed. Specifically, guide wheels (not shown) can be used to guide the tension member 33 at the positions between the counterweight sheave 21 and the traction sheave 32, and between the traction sheave 32 and the car top sheave 12. It should be noted that the aforementioned drive unit 31 can specifically be a motor traction machine, and the tensioning component 33 can be a wire rope, steel belt, etc.

[0040] As can be seen from the above, the elevator 100 of this application compares the linear velocities of the car top sheave 12 and the counterweight sheave 21 with the linear velocity of the traction sheave 32, and controls the drive unit 31 to stop based on the comparison result. This allows the elevator 100 to effectively identify safety risks of the car top sheave 12 and the counterweight sheave 21 during operation, preventing abnormal slippage of the tensioning component 33 on the car top sheave 12 and the counterweight sheave 21, thereby ensuring the safe and reliable operation of the elevator 100. In this process, the encoder built into the drive unit 31 is used to obtain the linear velocity of the traction sheave 32, which simplifies the structure and reduces costs.

[0041] It should be noted that the signal transmitted from the encoder to the controller 50 can specifically be the number of pulses when the encoder controls the rotation of the traction sheave 32. Since there is a one-to-one correspondence between the number of encoder pulses and the rotational speed of the traction sheave 32, different pulse numbers transmitted by the encoder to the controller 50 can be used to calculate different rotational speeds of the traction sheave 32. In other words, the controller 50 can obtain the linear velocity of the traction sheave 32 through the encoder integrated into the drive unit 31. Of course, the principle by which the controller 50 calculates the rotational speed of the traction sheave 32 from the number of pulses transmitted by the encoder is a conventional method in existing elevators. Furthermore, for those skilled in the art, the encoder can also integrate a speed detection sensor, using the speed detection sensor to directly detect the rotor speed within the drive unit 31 to obtain the rotational speed of the traction sheave 32; this will not be elaborated upon here.

[0042] like Figure 2 As shown, in the elevator 100 of this application, when the difference in linear velocity between the traction sheave 32 and the car top sheave 12 exceeds a first preset threshold, the controller 50 controls the drive unit 31 to stop; and / or, when the difference in linear velocity between the traction sheave 32 and the counterweight sheave 21 exceeds a second preset threshold, the controller 50 controls the drive unit 31 to stop. In other words, when the elevator 100 of this application is running, if the linear velocity of the car top sheave 12 and / or the counterweight sheave 21 does not meet the preset value, the controller 50 will control the drive unit 31 to stop, thereby ensuring the safe operation of the elevator 100. Here, the aforementioned first and second preset thresholds are preset values ​​of the elevator control system during normal operation of the elevator 100, and are specifically related to the traction ratio of the elevator 100. It should be noted that when the traction ratio of the elevator 100 is 2:1, the aforementioned first and second preset thresholds are the corresponding linear velocities of the car top sheave 12 or the counterweight sheave 21, which will not be elaborated upon here.

[0043] like Figure 1As shown, in one embodiment, the first sensor 41 is installed on the car 10, and the first sensor 41 can detect the real-time position of the car 10 and obtain the linear velocity of the car top sheave 12 through the real-time position. That is to say, the elevator 100 in this embodiment can detect two different positions of the car 10 within a unit time to obtain the corresponding travel distance of the car 10 during lifting and lowering, and calculate the speed of the car 10 during lifting and lowering. Then, using the one-to-one correspondence between the linear velocity of the car top sheave 12 and the speed of the car 10 during lifting and lowering, the linear velocity of the car top sheave 12 can be calculated. It should be noted that the specific structure of the first sensor 41, the working principle of how it detects the real-time position of the car 10 during operation, and the working principle of how to calculate the linear velocity of the car top sheave 12 from the speed of the car 10 during lifting and lowering can all adopt existing conventional elevator technology, and will not be elaborated here. Of course, the first sensor 41 can also be configured as a speed detection sensor that directly detects the linear velocity of the car top sheave 12, which will not be elaborated here.

[0044] Similarly, such as Figure 1 As shown, the second sensor 42 of this application can also be installed on the counterweight assembly 20, and the second sensor 42 can detect the real-time position of the counterweight assembly 20 and calculate the linear velocity of the counterweight sheave 21.

[0045] like Figure 3 , Figure 4 and Figure 7 As shown, the elevator 100 of this application also includes a mounting body 61 and a wheel axle 62. The wheel axle 62 is disposed through the mounting body 61. Wheel axle clamping plates 63 are respectively connected to the two ends of the mounting body 61 extending from the wheel axle 62. Furthermore, the wheel axle clamping plates 63 abut against and limit the wheel axle 62 in the axial direction, thereby limiting the wheel axle 62 to the mounting body 61. Specifically, the wheel axle 62 is limited to the mounting body 61 in the axial direction to prevent it from detaching from the mounting body 61. Here, the counterweight sheave 21 or the car top sheave 12 is mounted on the wheel axle 62 at a location within the mounting body 61 via bearings 64.

[0046] In this application, the elevator 100 installs the counterweight sheave 21 or the car top sheave 12 onto the corresponding counterweight assembly 20 or the car top beam 11 via the aforementioned axle 62. Here, when the counterweight sheave 21 is installed onto the counterweight assembly 20 via the axle 62, the mounting body 61 is the frame structure on the counterweight assembly 20; and when the car top sheave 12 is installed onto the car top beam 11 via the axle 62, the mounting body 61 is the frame structure on the car top beam 11.

[0047] like Figure 5 , Figure 6As shown, in one embodiment, a gap 601 is left between the wheel axle clamping plate 63 and the wheel axle 62 in the circumferential direction of the wheel axle 62, so that the wheel axle 62 will not interfere with the wheel axle clamping plate 63 when it rotates on the mounting body 61. This ensures that the rotation of the wheel axle 62 on the mounting body 61 will not generate a radial force on the wheel axle clamping plate 63 after the bearing 64 fails, and prevents the wheel axle clamping plate 63 from being pulled off the mounting body 61 by the wheel axle 62. This prevents the wheel axle 62 from axially dislodging from the mounting body 61, thus ensuring that the car top rope sheave 12 or the counterweight rope sheave 21 is always within the mechanical limit range of the wheel axle clamping plate 63, preventing escape, and further ensuring the safe and reliable operation of the elevator 100.

[0048] like Figure 5 , Figure 7 As shown, in this embodiment, an annular groove 621 is formed on the axle 62, and the axle retaining plate 63 has an abutment portion 631. The abutment portion 631 is disposed in the area where the annular groove 621 is located and abuts against and limits the groove sidewall 622 of the annular groove 621. Utilizing the frictional resistance between the abutment portion 631 and the groove sidewall 622, the axle retaining plate 63 can play a role in limiting the rotation of the axle 62 on the mounting body 61. Here, the aforementioned gap 601 is formed between the abutment portion 631 and the bottom wall 623 of the annular groove 621.

[0049] like Figure 6 As shown, in this embodiment, an arc-shaped groove 632 is provided on the abutment portion 631, and the bottom surface 633 of the arc-shaped groove 632 is parallel to the bottom wall 623 of the groove. That is to say, in this embodiment, the arc-shaped groove 632 of the abutment portion 631 on the wheel axle retainer plate 63 is matched with the annular groove 621 on the wheel axle 62. This can significantly increase the contact area of ​​the abutment portion 631 embedded in the annular groove 621, thereby making the limiting effect of the abutment portion 631 in the axial direction of the wheel axle 62 more reliable, reducing local stress concentration on the abutment portion 631, and ensuring the stable axial constraint of the wheel axle retainer plate 63 on the wheel axle 62.

[0050] like Figure 3 , Figure 6 As shown, in one embodiment, the mounting body 61 has multiple axle retaining plates 63 arranged at each end of the axle 62. These multiple axle retaining plates 63 are arranged sequentially and at intervals along the circumferential direction of the axle 62, ensuring that each end of the axle 62 is abutted and limited by multiple axle retaining plates 63 during installation of the mounting body 61, thereby further improving the stability of the circumferential limitation of the axle 62 during installation. Here, two axle retaining plates 63 are arranged symmetrically at each end of the axle 62. It is understood that in other embodiments, the number of axle retaining plates 63 arranged at each end of the axle 62 may be three, four, or even more, which will not be elaborated upon here.

[0051] like Figure 3 , Figure 4 As shown, in one embodiment, each axle clamp 63 is fixed to the mounting body 61 by two threaded connectors 65. This prevents the axle clamp 63 from rotating due to stress during assembly on the mounting body 61, thus improving the assembly stability of the axle clamp 63 on the mounting body 61. Here, the threaded connectors 65 can specifically be configured as bolts, screws, etc.

[0052] In summary, during normal operation of the elevator 100 of this application, not only can the safety risks of the car top sheave 12 and counterweight sheave 21 be identified through electrical means, but the disengagement of the car top sheave 12 and counterweight sheave 21 can also be restricted through mechanical means, thereby ensuring the safety of the elevator 100 operation.

[0053] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0054] Those skilled in the art should recognize that the above embodiments are only used to illustrate the present utility model and are not intended to limit the present utility model. Any appropriate changes and variations made to the above embodiments within the scope of the essential spirit of the present utility model shall fall within the scope of protection claimed by the present utility model.

Claims

1. An elevator, characterized in that, Elevator (100) includes: The car (10) includes a car top beam (11) on which a car top rope pulley (12) is installed. The counterweight assembly (20) is equipped with a counterweight pulley (21); The traction system (30) includes a drive unit (31), a traction sheave (32), and a tensioning member (33) that engages with the traction sheave (32). The traction sheave (32) is connected to the drive unit (31). An encoder is provided on the drive unit (31) to monitor the rotation of the traction sheave (32). The tensioning member (33) passes sequentially around the car top rope sheave (12), the traction sheave (32), and the counterweight rope sheave (21) to control the lifting and lowering of the car (10). The sensor assembly includes a first sensor (41) and a second sensor (42), wherein the first sensor (41) is capable of acquiring the linear velocity of the car top rope sheave (12) and the second sensor (42) is capable of acquiring the linear velocity of the counterweight rope sheave (21); The controller (50) is electrically connected to the encoder, the first sensor (41) and the second sensor (42) respectively. The controller (50) can obtain the linear velocity of the traction sheave (32) through the signal transmitted by the encoder. The controller (50) can compare the linear velocities between the traction sheave (32) and the car top rope sheave (12) and between the traction sheave (32) and the counterweight rope sheave (21) respectively, and control the drive unit (31) to stop according to the comparison results.

2. The elevator according to claim 1, characterized in that, When the difference in linear velocity between the traction sheave (32) and the car top rope sheave (12) exceeds a first set threshold, the controller (50) controls the drive unit (31) to stop. And / or, when the difference in linear velocity between the traction sheave (32) and the counterweight sheave (21) exceeds a second set threshold, the controller (50) controls the drive unit (31) to stop.

3. The elevator according to claim 1, characterized in that, The first sensor (41) is installed on the car, and the first sensor (41) can detect the real-time position of the car (10) and calculate the linear velocity of the car top pulley (12).

4. The elevator according to claim 1, characterized in that, The second sensor (42) is installed on the counterweight assembly (20), and the second sensor (42) can detect the real-time position of the counterweight assembly (20) and obtain the linear velocity of the counterweight sheave (21) through the real-time position.

5. The elevator according to claim 1, characterized in that, The elevator (100) further includes a mounting body (61) and a wheel axle (62). The wheel axle (62) is disposed through the mounting body (61). The mounting body (61) has wheel axle clamping plates (63) respectively connected to the two ends of the wheel axle (62) that extend out of the mounting body (61). The wheel axle clamping plates (63) abut against and limit the wheel axle (62) in the axial direction of the wheel axle (62) to limit the wheel axle (62) to the mounting body (61). The counterweight sheave (21) or the car top sheave (12) is mounted on the axle (62) at a location inside the mounting body (61) via a bearing (64).

6. The elevator according to claim 5, characterized in that, In the circumferential direction of the axle (62), there is a gap (601) between the axle retaining plate (63) and the axle (62).

7. The elevator according to claim 6, characterized in that, The axle (62) has an annular groove (621), and the axle retaining plate (63) has an abutment part (631). The abutment part (631) is located in the area where the annular groove (621) is located and abuts against and limits the groove sidewall (622) of the annular groove (621). The gap (601) is formed between the abutting part (631) and the bottom wall (623) of the annular groove (621).

8. The elevator according to claim 7, characterized in that, An arc-shaped groove (632) is provided on the abutting part (631), and the bottom surface (633) of the arc-shaped groove (632) is parallel to the bottom wall (623) of the groove.

9. The elevator according to claim 5, characterized in that, The mounting body (61) has multiple axle clamps (63) arranged at each end of the axle (62), and the multiple axle clamps (63) are arranged sequentially at intervals along the circumferential direction of the axle (62).

10. The elevator according to claim 5, characterized in that, Each of the wheel axle plates (63) is fixed to the mounting body (61) by two threaded connectors (65).

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