Drive train assembly for a belt drive unit of a lift system and correspondingly designed shaft and use thereof

Abstract

In the design of drive trains for lift systems, an advantageous balance between necessary resources and achievable technical (power) data is desirable. In particular, in drive trains with a belt drive, the shaft interacting with at least one belt in a drive zone requires constructional optimisation in order to be able to utilise improvement potential in terms of other components in the drive train. According to the invention, the shaft has an absolute shaft length that is specified via length sizing with reference to the width of the drive zone. In this way, a particularly advantageous balance can be achieved based on an interdependency between the lengths and optionally also an interdependency between the diameters, in particular in terms of an optimum relating to both the material processing requirements and smallest possible dimensions, wherein, on this basis, the respective drive train can be designed for different applications.

Description

[0001] Drive train arrangement for a belt drive unit of an elevator system as well as correspondingly designed shaft and its use

[0002] TECHNICAL FIELD

[0003] The present invention relates to a drive train arrangement for a belt drive unit of an elevator installation, comprising a shaft mounted in a housing, on which a drive zone is configured for at least one belt interacting with a / the belt drive unit. The drive zone has a drive zone width, the length of the shaft being dimensioned depending on the drive zone width. Furthermore, the present invention relates to a correspondingly configured shaft and its use, as well as to a correspondingly equipped elevator installation. In particular, the invention relates to a drive train arrangement according to the preamble of the independent claim.

[0004] BACKGROUND OF THE INVENTION

[0005] For traction machines for elevator systems, a material-efficient and space-saving design is also of interest; this also applies to traction machines with belt drives, here generally referred to as belt drives or belt drives. A belt drive for an elevator system has a shaft with a drive zone mounted in a housing, over which the belt is guided and the torque from the shaft is transmitted. The shaft is mounted or supported in bearings on both sides of the drive zone. The aim is to determine a suitable design for the drive train, on the one hand with regard to assembly and bearings of the shaft, and on the other hand with regard to material usage and space requirements, whether general or application-specific. The belt used / usable is determined in particular by performance parameters, so that the designer's task is, among other things, to design the shaft orto design the entire drive train for different power levels or different applications in such a way that it is as scalable as possible or to provide a design guideline that is as generally applicable as possible so that all of the above-mentioned requirements can be met synergistically if possible.

[0006] According to the state of the art, the shaft with drive zone is provided in a more or less standardized configuration. Based on this, there is interest in an improved design of the drive train, i.e., in a technical teaching that enables optimization of the design, particularly of the shaft. Publication US 2002 / 0 100 902 A1 describes variants of belt drives, each with several belts arranged side by side around a shaft in, for example, three or five drive zone sections.

[0007] Based on the current state of the art, there is a clear need for further design optimization of the drive train of a belt drive for elevator systems, particularly with regard to the dimensions of the shaft. Last but not least, there is also interest in a scalable technical approach to (design) shaft optimization, particularly with regard to potential savings in the resources used for construction.

[0008] SUMMARY OF THE INVENTION

[0009] The objective is to provide a drive train assembly, particularly for elevator systems with belt drives, in which the shaft is advantageously designed and dimensioned from a structural point of view, particularly with regard to material and cost-effective resource conservation. It is also the objective to design the shaft of a drive train assembly, particularly for elevator systems with belt drives, in such a way that the shaft interacts advantageously with other components of the drive train and can be installed in an advantageous manner.

[0010] This object is achieved by a drive train arrangement according to claim 1, as well as by a shaft designed therefor and its use according to the respective independent patent claim. Advantageous further developments of the invention are explained in the respective subclaims. The features of the exemplary embodiments described below can be combined with one another unless explicitly stated otherwise.

[0011] A drive train arrangement is provided for a belt drive unit of an elevator installation, comprising a shaft mounted in a housing, on which shaft a drive zone is configured for at least one belt cooperating with a / the belt drive unit, wherein the drive zone has a drive zone width, wherein the shaft has at least one section whose axial length is dimensioned as a function of the drive zone width;

[0012] According to the invention, the absolute length of the shaft is greater than the drive zone width according to a predefined / predefinable length factor, wherein the predefined / predefinable length factor is less than an upper threshold value, namely less than or equal to (<=) a length factor of 3.3. This also enables optimized dimensioning, essentially based on the requirements of the belt coupling. The invention is also based on the concept of keeping the design as slim as possible and creating an advantageous installation situation. In other words, the shaft can be dimensioned as slim as possible based on the drive zone width, in particular by dimensioning the shaft as short as possible.

[0013] The phrase "according to at least one predefined / predefinable length factor" is to be understood to mean that the entire shaft can be dimensioned based on a / the preferred width of the entire drive zone. Thus, the invention is also based on the technical teaching of designing the absolute dimensions of the shaft essentially by reference to the drive zone width.

[0014] The "(absolute) drive zone width" is understood in particular to mean the contact surface or running surface usable by the (respective) belt acting around the shaft. In the event that the drive zone is divided into at least two (e.g. three or four) drive zone sections (in particular by webs), the (absolute) drive zone width is also understood to include a longitudinal section of the shaft, which is taken into account in the design of (central) webs for guiding the respective belt; thus, the (absolute) drive zone width is then composed of the widths of the individual drive zone sections and the widths of the webs or shoulders provided for guiding the belts (or at least their design-specific minimum width, e.g. 10% of the width of the respective drive zone section, for example 5 mm per shoulder or web).With two drive zone sections, an (absolute) drive zone width is therefore the sum of the width of the two drive zone sections and the width of the central web and, if applicable, also the width of two limiting shoulders; with three drive zone sections, an (absolute) drive zone width is the sum of the width of the three drive zone sections and twice the width of the corresponding central web and, if applicable, also the width of the laterally limiting shoulder(s). Even in the case that only one belt or only a single drive zone section is provided, these approximately 10% on both sides of the drive zone section may have to be taken into account, especially if two shoulders are provided for in the design. Since shoulders do not necessarily have to be designed as an integral part of the shaft, but rather, for example,can also be provided by additional pulleys, the present disclosure relates to both variants: if no integral shoulders are present, the corresponding width specification relates to the length section intended for the drive zone in the sense of the actually usable running surface for the belt(s) and a length section intended for pulleys or similar axial limiting means. In this respect, the term "drive zone width" is also to be understood as a design length specification for the length section of the shaft that must be planned accordingly for the correct functioning of the at least one belt, in particular between two bearing sections.A "shoulder" is understood to mean a lateral boundary of the entire drive zone, which is preferably designed as an integral part of the shaft, a "(shaft) shoulder," or which can optionally be connected to the shaft as an additional disc (attachment component) (compare so-called flanged discs in standard belt drives). Unless expressly stated otherwise here, the shoulder is preferably designed as an integral part of the shaft, i.e., formed by machining the shaft material.

[0015] A "web" is understood to mean a raised portion for dividing the drive zone into individual drive zone sections, particularly for a coupling with multiple belts, each of which is intended to run on only one of the drive zone sections separated from one another by the web. Unless expressly stated otherwise, the respective web is also preferably designed as an integral piece on the shaft, a "(shaft) web."

[0016] The shoulders and webs described here can also fulfil the function, among other things, of providing a contact / stop / rolling surface for a belt hold-down unit.

[0017] The “(absolute) belt width” is understood to be the cumulative width of the belts used, i.e., for example, with three belts, three times the width of the individual belt (assuming that all belts are exactly the same width).

[0018] The "drive zone diameter" here refers to the maximum diameter of a circumferential surface of the drive zone or the corresponding drive zone section (in the case of multiple belts) on which the belt interacts with the shaft as intended. Typically, the circumferential surface of the drive zone is not strictly cylindrical, but rather slightly crowned (serving the belt's centering function); therefore, the drive zone diameter is understood here to be the diameter that typically characterizes the largest diameter in the central area of ​​the drive zone or the corresponding drive zone section.

[0019] The length dimensioning concept according to the invention can also be combined with diameter dimensioning, which can also refer to the drive zone. Advantageously, the drive zone diameter is larger than a shaft diameter according to at least one predefined (diameter) factor, at least in a section adjacent to the drive zone (apart from any shoulders delimiting the drive zone), in particular in a first and / or second bearing section for bearings delimiting the drive zone.

[0020] A "belt drive unit" is understood here in particular to mean a traction machine by means of which power can be transmitted from a / the motor to at least one traction means designed as a belt, wherein the belt drive unit is configured to receive, mount, and support a shaft interacting with the at least one traction means. Although the shaft can also be regarded as a component of the belt drive unit, according to one of the exemplary embodiments the belt drive unit is configured to receive different shafts (e.g. depending on the power level or depending on a predefined or desired number of belts), so that the belt drive unit can also be provided without a shaft. The belt drive unit comprises at least the housing that accommodates or at least holds the shaft and the motor or drive.

[0021] The term "drivetrain assembly" refers here in particular to the torque-transmitting components that interact with the at least one belt, in particular also the key and / or at least one toothing (shaft-hub connections in general). Depending on the design of the shaft and the bearings and the desired assembly sequence, the drivetrain assembly can also include bearing components or the entire bearings. Depending on the definition, the drivetrain assembly can also include the motor or drive of the belt drive unit.

[0022] Unless formulated in the neuter, personified terms can refer to all genders within the scope of this disclosure. Any English-language expressions or abbreviations used herein are standard industry terms and are familiar to those skilled in the English language.

[0023] The predefined / predefinable length factor is smaller than an upper threshold, namely less than or equal to the length factor 3.3. This produces the shortest possible wave.

[0024] According to the invention, the predefined / predefinable length factor lies between 2.5 and 3.3. This enables an advantageous arrangement of other components interacting with the shaft with the shortest possible shaft, or with a drive zone that is comparatively wide in relation to the overall extension of the shaft. In this respect, the present invention also makes a contribution to the most effective and powerful belt drives possible, even with very high space requirements. Last but not least, the dynamic (bending) loads exerted on the shaft and bearings can be minimized. It has been shown that the shaft should not be dimensioned noticeably shorter than a length factor of 2.5 of the drive zone width, particularly to avoid complications regarding the arrangement and support of the other components interacting with the shaft.

[0025] According to one embodiment, the predefined / predefinable length factor is smaller (or less than or equal to) the upper threshold value of 3.0. This leads to an even more compact arrangement with further length optimization, e.g., also with regard to the relative width of webs / shoulders. The present invention therefore teaches, starting from the power transmission requirements of the drive zone, how to achieve an advantageously compact (length dimensioning of the entire shaft) in a comparatively small length variation window of only approximately 15% to approximately 20% length variation (from at least a factor of 2.5 up to a maximum factor of 3.0, corresponding to only approximately 15%) when designing / dimensioning the drive train, in particular also in conjunction with an advantageous diameter ratio.

[0026] According to one embodiment, at least two drive zone sections are provided, which together form the drive zone, in particular at least two drive zone sections with the same drive zone diameter, in particular at least two or at least three drive zone sections, each delimited from one another by a web provided circumferentially on the shaft, in particular drive zone sections with the same width. This also enables scaling with regard to the number of usable belts. The drive zone sections preferably all have the same diameter (in the case of a crowned design of the drive zone, reference is made here to the largest diameter).

[0027] According to one embodiment, the shaft is configured to interact with at least two (e.g., three or four) belts, which are guided along individual drive zone sections, separated from one another, in particular by webs. This configuration, in combination with the other features described here, provides an advantageous (in particular, easily scalable) design and mode of operation of the drive train.

[0028] The shaft advantageously has two bearing sections, with the drive zone being arranged between the bearing sections, in particular directly adjacent to a first bearing section intended for a first bearing (in particular a fixed bearing) and / or directly adjacent to a second bearing section intended for a second bearing (in particular a floating bearing). The diameter of the respective bearing section can be continued or adopted to the respective end of the shaft without any noticeable further change in diameter (possibly with the exception of very small steps or shaft shoulders or radii).

[0029] Advantageously, the drive zone is / is bordered on both sides by bearing sections of the shaft. This also facilitates the advantageous integration of the support function into a housing (bearing force transmission).

[0030] Advantageously, the shaft has the largest diameter in the area of ​​the drive zone (apart from any shoulders delimiting the drive zone and / or webs dividing the drive zone into several sections) and the second largest diameter in the area of ​​a first or second bearing section. This also favors an advantageous design with regard to an at least approximately central arrangement of the drive zone with respect to the entire length of the shaft.

[0031] For example, two or three drive zone sections are provided, which together form the drive zone. The drive zone sections are each separated from one another by a (center) web provided circumferentially on the shaft. The width of the (center) web is in the range of 3 to 15% of the width of the individual drive zone section, in particular at most approximately 10%. This also makes it possible to provide the largest / widest possible usable running surface within a comparatively short absolute width of the drive zone or the length of the shaft section provided for it.

[0032] According to one embodiment, the (absolute) width of the drive zone (or the axial length of the corresponding shaft section), including any webs and / or shoulders provided to delimit drive zone sections, is in the range of 28 to 42% of the absolute length, in particular in the range of 30 to 35% of the absolute length of the shaft. This also enables a comparatively short overall length of the shaft and thus a compact drive, whereby the available or effective drive zone can be maximized. The shoulders can be included in the (absolute) width of the drive zone, i.e., taken into account, at least with a (design-planned) minimum width corresponding to a web present in multiple belts. The actual width of one of the shoulders may vary in individual cases, e.g., if the shoulder transitions into further shaft sections (particularly without a prominent step).

[0033] The aforementioned object is also achieved by a shaft for a drive train arrangement described here, wherein the shaft diameter in both a first and a second bearing section for the bearings delimiting the drive zone is larger than the shaft diameter in a further section adjacent to the respective bearing section, wherein the width of the drive zone is in the range from 28 to 42% of the absolute length of the shaft. In other words: The (absolute) length of the shaft section provided for the drive zone is in the range from 28 to 42% of the absolute length of the shaft. This results in the aforementioned advantages, in particular with regard to comparatively easy-to-implement measures on the shaft, which nevertheless provide advantages for the entire drive train in many respects.

[0034] In this case, the shaft diameter in both a first and a second bearing section for the bearings delimiting the drive zone can be larger than the shaft diameter in a further section adjacent to the respective bearing section in the direction of the respective shaft end (apart from any shoulders delimiting the drive zone).

[0035] The shaft can have a shoulder in front of the respective bearing section, which limits the (absolute) drive zone width and is dimensioned such that the usable drive zone width for at least one belt is reduced by a maximum of 10%. The shoulders can, for example, define an axial stop for the respective bearing and optionally also assume the function of a certain structural axial length buffer, for example, to more easily respond to any desired variations in power levels and / or desired absolute drive zone width and / or belt width and / or bearing width.Last but not least, this axial length buffer provided by at least one of the shoulders also enables potential variation / optimization options with regard to an optimal ratio of belt width to the width of the corresponding drive zone section (which is oversized in width by a favorable factor to allow the belt freedom of movement in the axial longitudinal direction), in particular without having to adapt the type of shaft (and thus the housing) support. The optimization measures described here can therefore be implemented in such a way that design flexibility remains open.

[0036] The aforementioned object is also achieved by a belt drive unit of an elevator system, installed / installable in a drive train arrangement described here, wherein the belt drive unit is configured to couple at least one drive of the belt drive unit by means of at least one belt to at least one component of the elevator system to be driven. This results in the aforementioned advantages, in particular with regard to the most streamlined possible integration of the drive train components between the drive and the component of the elevator system to be driven. The aforementioned object is also achieved by an elevator system with a drive train arrangement described here and at least one belt drive unit installed therein, which couples / couples at least one drive of the belt drive unit by means of at least one belt to at least one component of the elevator system to be driven. This allows the aforementioned advantages to be realized.

[0037] The aforementioned object is also achieved by using a shaft with optimized length dimensions for a drive train arrangement of an elevator installation, in particular in a drive train arrangement described here, for coupling at least one drive of a / the belt drive unit of the elevator installation by means of at least one belt to at least one component of the elevator installation to be driven, wherein the shaft is mounted in bearings on both sides of a / the drive zone, wherein the shaft has at least one section whose axial length is dimensioned as a function of the drive zone width; wherein the absolute length of the shaft is greater than the drive zone width according to a predefined length factor, wherein the predefined length factor is smaller than an upper threshold value, namely smaller than a length factor of 3.3. The aforementioned advantages can thereby be realized.The shaft is dimensioned in length with respect to the (absolute) width of the drive zone such that the absolute length of the shaft lies within a length factor of 2.5 to 3.3 of the (absolute) width of the drive zone. Optionally, a diameter-optimized dimensioning can also be implemented with reference to the dimensions of the drive zone, in particular by making the diameter of the drive zone larger than the shaft diameter in both bearing sections adjacent to the drive zone (apart from any shoulders delimiting the drive zone) according to at least one predefined (diameter) factor.

[0038] In the following, further features are explained which facilitate even further design optimization, particularly in the overall context, also taking into account the requirements of the respective shaft diameter.

[0039] Advantageously, the drive zone diameter is larger than the shaft diameter according to at least one predefined (diameter) factor, at least in a section adjacent to the drive zone, in particular in a first and / or second bearing section for the bearings delimiting the drive zone. Advantageously, the size ratio of the drive zone diameter to the shaft diameter is less than or equal to (<=) 2.0 in at least one bearing section, in particular in both bearing sections of the bearings delimiting the drive zone. This also facilitates material processing that is as inexpensive as possible; the corresponding bearing is designed to be comparatively small, in particular significantly smaller than another bearing.

[0040] The ratio of the drive zone diameter to the shaft diameter is advantageously greater than or equal to (>=) 1.05, especially in both bearing sections of the bearings bordering the drive zone. This also avoids oversizing.

[0041] Advantageously, the ratio of the drive zone diameter to the shaft diameter in at least one bearing section of the bearings bordering the drive zone is in the range of less than or equal to (<=) 2.0 to greater than or equal to (>=) 1.05, particularly in both bearing sections of the bearings bordering the drive zone. This also provides advantageous size gradation when implementing bearings of different sizes (if desired).

[0042] For example, the size ratio described here (drive zone diameter to shaft diameter) is in the range of 1.8 in a first bearing section and in the range of 1.2 in a second bearing section (or vice versa), or more moderate in each case with less strong diameter variation of the bearing sections (e.g. 1.7 and 1.3).

[0043] It has been shown that starting with a ratio of the drive zone diameter to the shaft diameter of more than 2.0 (i.e., a reciprocal of less than 0.5 for the ratio of the shaft diameter to the drive zone diameter), the material machining of the shaft becomes comparatively complex. It has also been shown that starting with a ratio of the drive zone diameter to the shaft diameter of less than 1.05 (i.e., a reciprocal of greater than 0.95 for the ratio of the shaft diameter to the drive zone diameter), the shaft would be oversized (too thick a shaft).

[0044] According to the present disclosure, the drive zone diameter is prefixed to size ratios, as this serves as a reference value. However, the size ratio can also be inverted and expressed as a reciprocal value or used as a default.

[0045] Advantageously, the ratio of the drive zone diameter to the shaft diameter in a first bearing section accommodating a fixed bearing is in the range of 1.9 to 1.6, particularly with a maximum deviation of 10%. This also enables, for example, advantageous bearing arrangement and fixation in conjunction with a brake unit.

[0046] Advantageously, the ratio of the drive zone diameter to the shaft diameter in a second bearing section accommodating a floating bearing is in the range of 1.1 to 1.4, particularly with a maximum deviation of 10%. This also enables, for example, an advantageous bearing arrangement in combination with a rotor mounted non-rotatably on the shaft.

[0047] In this case, the diameter of the loose bearing section is / remains preferably larger than the diameter of the fixed bearing section.

[0048] For example, with a drive zone diameter of approximately 75 mm or 80 mm, an absolute drive zone width in the range of 105 mm can lead to an absolute wavelength in the range of 335 mm (length ratio approximately 31%), or an absolute drive zone width in the range of 160 mm can lead to an absolute wavelength in the range of 470 mm (length ratio approximately 34%). For example, with a drive zone diameter of approximately 100 mm, an absolute drive zone width in the range of 230 mm can lead to an absolute wavelength in the range of 550 mm (length ratio approximately 42%). It is worth mentioning that the diameter specifications given here are to be understood as examples, i.e., the technical teaching of the present invention regarding length dimensioning is based on the concept of dimensioning the absolute wavelength based on the drive zone width, thus largely independent of the drive zone diameter; nevertheless, the exemplary values ​​given here

[0049] Diameter specifications facilitate the understanding of the invention and facilitate the realization of correspondingly advantageous embodiments.

[0050] Summary: When designing drive trains for elevator systems, a favorable compromise between required resources and achievable technical (performance) data is also desirable. Especially in drive trains with belt drives, the shaft interacting with at least one belt in a drive zone requires structural optimization in order to fully exploit improvement potential with regard to other components of the drive train. According to the invention, the shaft has an absolute length that is dimensioned as a function of the drive zone width, with the drive zone width being smaller than the absolute length by an advantageous length factor (or vice versa, with the absolute length being greater than the drive zone width by a maximum advantageous factor).By dimensioning the length in this way with reference to the width of the drive zone, a particularly advantageous compromise can be found based on a length dependency, particularly with regard to an optimum regarding both material processing effort and the smallest possible dimensions (avoiding oversizing). Based on this, the respective drive train can also be easily designed for different applications in the sense of a standardizable design guideline. Optionally, at least one diameter of the shaft can also be dimensioned depending on the drive zone diameter, thus also a diameter dependency.

[0051] SHORT DESCRIPTION OF THE CHARACTERS

[0052] The invention is described in more detail in the following drawing figures. Reference numbers not explicitly described in a particular drawing figure refer to the other drawing figures. They show:

[0053] Figures 1, 2, 3 each show a perspective side view of a shaft configured for a drive train arrangement according to embodiments;

[0054] Figure 4 shows a sectional side view of a shaft configured for a drive train arrangement according to an embodiment;

[0055] Figure 5 shows a schematic representation of a drive train arrangement coupled to an elevator system according to embodiments;

[0056] Figures 6A, 6B each show a perspective side view of a belt drive unit with a shaft or drive train arrangement according to embodiments;

[0057] DETAILED DESCRIPTION OF THE FIGURES

[0058] The invention will first be explained with general reference to all reference numerals and figures. Special features or individual aspects of the present invention, or aspects that are clearly visible / depictable in the respective figure, will be addressed individually in connection with the respective figure.

[0059] A drive train arrangement 10 is provided for a belt drive unit (traction machine) 20, in particular for driving an elevator car 1 of an elevator system 100, wherein a drive 23 is coupled to at least one belt 21 via a shaft 13. The shaft 13 is mounted in a first bearing 11 (in particular a fixed bearing) and a second bearing 12 (in particular a floating bearing) in a first bearing section 13.1 and a second bearing section 13.2 in a housing 19, wherein the at least one belt 21 is guided in a drive zone 13.4, which optionally comprises a plurality of sections 13.5, wherein the sections 13.5 are each delimited from one another by a web 13.3a, and wherein the entire drive zone can optionally be delimited laterally by at least one shoulder 13.3. A toothed section 13 can be provided at one of the shaft ends.6 may be provided in particular for a rotationally fixed arrangement of a component of a brake unit 17, and at the other shaft end a key section 13.7 or a comparable rotationally fixed coupling to the rotor of the drive 23 may be provided.

[0060] The following reference numbers indicate in detail individual size or position specifications, with reference to the radial direction (r) and to the longitudinal direction x (axial direction);

[0061] B13 Width or length section (absolute) between the bearing seats / bearing surfaces bordering the drive zone; b 13.3 Width of an individual shoulder; bl3.3a Width of the individual (central web; Bl 3.4 Absolute drive zone width comprising all drive zone sections and also the webs / shoulders provided for delimitation; b 13.5 Width of the individual drive zone section (with average proportion of web / shoulder); b21 Width of the individual belt, B21 Absolute belt width of all belts used; Shaft diameter DO at the first end of the shaft (particularly in the toothed section); Shaft diameter Dl in the first bearing section, particularly immediately adjacent to the drive zone, apart from a shoulder; (first) shoulder diameter D2 (or shaft diameter in the area of ​​a first shoulder); drive zone diameter D3 (or shaft diameter in the area of ​​the drive zone); (central) web diameter D4 (or shaft diameter in the area of ​​a web); (second) shoulder diameter D5 (orShaft diameter in the area of ​​a second shoulder);.

[0062] Shaft diameter D6 in the second bearing section, in particular directly adjacent to the drive zone, apart from a shoulder; shaft diameter D7 at the second shaft end (in particular in the keyway section, rotor coupling section); the absolute length of the shaft is designated L13 here - the absolute length L13 is, according to the present disclosure, structurally limited by a length factor with respect to the drive zone width, e.g., length factor 3, maximum length factor 3.3. In this respect, the present invention also enables an advantageously large effective length relative to the absolute shaft length, with the advantageous effect that a very compact belt drive unit can be provided; this also allows advantages to be realized with regard to the arrangement of the belt drive unit in an (elevator) shaft relative to guide rails.

[0063] It is worth mentioning that the respective (shaft) shoulder 13.3 according to the present disclosure is designed as a one-sided delimiting step for limiting the belt movement (limiting the desired axial degree of freedom of movement of the respective belt), and that one / the (shaft) web 13.3a is designed as a central web, thus acting as a delimiter on both sides and thus also providing an axial stop for two belts each (the conceptual distinction chosen here between web and shoulder is also to be understood in this respect). Optionally, an axial limitation of the key section (or of a similarly acting rotationally fixed shaft-hub connection) can also be provided, in particular by a shaft shoulder step, which, however, may be significantly flatter than the shoulders described here for limiting the drive zone.

[0064] Guides, panels or similar baffles 19.9 may be provided on the housing for the clean coupling / discoupling of the belt(s).

[0065] In the following, special features of the invention are explained with reference to individual figures or embodiments.

[0066] Fig. 1 shows a first type of shaft having the features according to the invention (belt not shown); the drive zone 13.4 has two drive zone sections 13.5, which are separated from each other by a web 13.3a. The drive zone width B13.4 is smaller than the absolute shaft length according to an advantageous length factor (range), or vice versa (reciprocal). The drive zone diameter can also be designed to be larger than the shaft diameter on both sides of the drive zone according to at least one advantageous factor. The factors in the longitudinal direction (length factors) and in the radial direction (diameter factor) can be specified largely independently of each other.

[0067] Fig. 2 shows a second type of shaft having the features according to the invention (belt not shown); the drive zone 13.4 has three drive zone sections 13.5.

[0068] Fig. 3 shows a third type of shaft having the features according to the invention (belt not shown); the drive zone 13.4 has three drive zone sections 13.5. This type differs slightly from the type shown in Fig. 2 with regard to the design of the shoulder 13.3 and the bearing section 13.2 between the key section 13.7 and the drive zone 13.4.

[0069] Fig. 4 shows a shaft having the features according to the invention with belts 21 resting in the drive zone, with the individual size and position specifications being explained in detail. The design parameter according to the invention (reference value drive zone width B13.4. b13.5. as a specification for the absolute shaft length L13) is underlined here. Fig. 4 also highlights that the absolute belt width B21 with two belts used (as provided here) corresponds to twice the individual belt width b21, assuming that the belts used are of equal width (B21 = 2xb21). Fig. 5 shows a rough schematic of an interaction between the elevator car 1 and the drive train arrangement 10. The shaft described here is installed in the drive train arrangement 10. The positional relationship of the components shown is deliberately not specified here; in this regard, the person skilled in the art can provide an application-specific implementation.

[0070] Fig. 6A shows the belt drive unit 20 from the drive or motor 23 side; Fig. 6B shows the opposite side, which is intended for the arrangement of the brake unit 17. It can be seen from Fig. 6 that the drive zone is arranged largely centrally and the entire belt drive unit 20 is comparatively compact, particularly thanks to the shaft being dimensioned as short as possible according to the invention.

[0071] List of reference symbols

[0072] I Elevator car

[0073] 10 Drivetrain arrangement

[0074] II first bearing, especially fixed bearing

[0075] 12 second bearing, especially loose bearing

[0076] 13 Wave

[0077] 13.1 first camp section

[0078] 13.2 second camp section

[0079] 13.3 (Wave) shoulder, especially one-sided

[0080] 13.3a (Wave) web in the form of a central web, bordering on both sides

[0081] 13.4 Drifting zone, possibly comprising several sections

[0082] 13.5 individual drift zone section, delimited by a bridge or shoulder

[0083] 13.6 Gear section especially for brake unit

[0084] 13.7 Key section (rotationally fixed connection to a rotor of a drive / motor)

[0085] 17 Brake unit

[0086] 19 housings

[0087] 19.9 Guide, aperture, baffle

[0088] 20 Belt drive unit (traction machine)

[0089] 21 belts

[0090] 23 Engine, drive

[0091] 100 elevator system

[0092] B13 Width or length section (absolute) between bearing seats / bearing surfaces b 13.3 Width of a shoulder b 13.3a Width of the individual central web

[0093] Bl 3.4 (absolute) drive zone width b 13.5 Width of the individual drive zone section b21 Width of the individual belt

[0094] B21 (absolute) belt width

[0095] DO Shaft diameter at the first end (especially gear section)

[0096] D 1 Shaft diameter in the first bearing section

[0097] D2 (first) shoulder diameter (shaft diameter in the area of ​​a first shoulder)

[0098] D3 Driving zone diameter (shaft diameter in the driving zone area)

[0099] D4 (central) web diameter (shaft diameter in the area of ​​a web)

[0100] D5 (second) shoulder diameter (shaft diameter in the area of ​​a second shoulder) D6 Shaft diameter in the second bearing section

[0101] D7 Shaft diameter at the second end (especially keyway section, rotor coupling)

[0102] L13 absolute length of the shaft r radial direction x longitudinal direction (axial direction)

Claims

Patent claims 1. Drive train arrangement (10) for a belt drive unit (20) of an elevator installation (100), comprising a shaft (13) mounted in a housing, on which shaft a drive zone (13.4) is configured for at least one belt cooperating with a / the belt drive unit (20), wherein the drive zone (13.4) has a drive zone width (Bl 3.4), wherein the shaft (13) has at least one section whose axial length is dimensioned as a function of the drive zone width (Bl 3.4); characterized in that the absolute length (L13) of the shaft (13) is greater than the drive zone width (Bl 3.4) according to a predefined / predefinable length factor, wherein the predefined / predefinable length factor is smaller than an upper threshold value, wherein the predefined / predefinable length factor is between 2.5 and 3.

3.

2. Drive train arrangement (10) according to claim 1, wherein the predefined / predefinable length factor is less than the upper threshold value 3.

0.

3. Drive train arrangement (10) according to one of the preceding claims, wherein at least two drive zone sections (13.5) are provided, which together form the drive zone (13.4), in particular at least two drive zone sections (13.5) with the same drive zone diameter (D3), in particular at least two or at least three drive zone sections (13.5) each delimited from one another by a web (13.3a) provided circumferentially on the shaft (13), in particular drive zone sections (13.5) with the same width.

4. Drive train arrangement (10) according to one of the preceding claims, wherein the shaft (13) is designed to interact with at least two belts (21) which are guided on individual drive zone sections (13.5) of the drive zone (13.4) which are delimited from one another in particular by webs (13.3a).

5. Drive train arrangement (10) according to one of the preceding claims, wherein the shaft (13) has two bearing sections (13.1, 13.2), wherein the drive zone (13.4) is arranged between the bearing sections, in particular directly adjacent to a / the first bearing section provided for a first bearing (11) and / or directly adjacent to a / the second bearing section provided for a second bearing (12).

6. Drive train arrangement (10) according to one of the preceding claims, wherein the drive zone (13.4) is / is delimited on both sides by bearing sections (13.1, 13.2) of the shaft (13).

7. Drive train arrangement (10) according to one of the preceding claims, wherein the shaft (13) has the largest diameter in the region of the drive zone (13.4) and the second largest diameter in the region of a first or second bearing section (13.1, 13.2).

8. Drive train arrangement (10) according to one of the preceding claims, wherein two or three drive zone sections (13.5) are provided, which together form the drive zone (13.4), wherein the drive zone sections (13.5) are each delimited from one another by a web provided circumferentially on the shaft (13), wherein the width of the web is in the range of 3 to 15% of the width of the individual drive zone section (13.5), in particular at most at least approximately 10%.

9. Drive train arrangement (10) according to one of the preceding claims, wherein the width of the drive zone (13.4) including any webs and / or shoulders provided for delimiting drive zone sections (13.5) is in the range from 28 to 42% of the absolute length (LI 3) of the shaft (13), in particular in the range from 30 to 35% of the absolute length (L13) of the shaft (13).

10. Shaft (13) for a drive train arrangement (10) according to one of the preceding claims, wherein the shaft diameter in both a first and a second bearing section for the bearings delimiting the drive zone (13.4) is greater than the shaft diameter in a further section adjacent to the respective bearing section, wherein the width of the drive zone (13.4) is in the range from 28 to 42% of the absolute length (LI 3) of the shaft (13).

11. Belt drive unit (20) of an elevator installation (100), installed / installable in a drive train arrangement (10) according to one of claims 1 to 9, wherein the belt drive unit (20) is configured to couple at least one drive of the belt drive unit (20) by means of at least one belt to at least one component of the elevator installation (100) to be driven.

12. Elevator installation (100) with a drive train arrangement (10) according to one of claims 1 to 9 and at least one belt drive unit (20) installed therein, which couples / couples at least one drive of the belt drive unit (20) by means of at least one belt to at least one component of the elevator installation (100) to be driven.

13. Use of a length-optimized dimensioned shaft (13) for a drive train arrangement (10) of an elevator installation (100), in particular in a drive train arrangement (10) according to one of claims 1 to 9, for coupling at least one drive (23) of a / the belt drive unit (20) of the elevator installation (100) by means of at least one belt to at least one component of the elevator installation (100) to be driven, wherein the shaft (13) is mounted in bearings on both sides of a / the drive zone (13.4), wherein the shaft (13) has at least one section whose axial length is dimensioned as a function of the drive zone width (B13.4); wherein the absolute length (L13) of the shaft (13) is greater than the drive zone width (B13.4) according to a predefined length factor, wherein the predefined length factor is less than an upper threshold value, namely less than length factor 3.3, wherein the predefined / predefinable length factor is between 2.5 and 3.3.

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