Heavy-load elevator system comprising a plurality of drive machines
Patent Information
- Authority / Receiving Office
- EP · EP
- Patent Type
- Applications
- Current Assignee / Owner
- INVENTIO AG
- Filing Date
- 2024-07-01
- Publication Date
- 2026-05-13
Smart Images
Figure EP2024068471_09012025_PF_FP_ABST
Abstract
Description
[0001] HEAVY-DUTY ELEVATOR SYSTEM WITH MULTIPLE DRIVE MACHINES
[0002] Description
[0003] The present invention relates to an elevator system. In particular, the present invention relates to an elevator system that can transport particularly heavy loads.
[0004] Elevator systems are used to transport people and / or other loads between different height levels in buildings. For this purpose, an elevator car is moved along a mostly vertical travel path, for example, between different floors. A frequently used elevator system type includes a drive unit, for example, an electric motor with a traction sheave, which is used to move a cable-like support element in the form of one or more ropes or belts. The support element is coupled to the elevator car.In this case, the elevator system generally also has at least one additional counterweight, which is also coupled to the suspension element. A cable arrangement, for example, using deflection pulleys, is designed such that the counterweight and the elevator car, driven by the drive motor, move in opposite directions along their parallel travel paths, for example, within an elevator shaft. Elevator systems powered by suspension elements can also be used in very tall structures to overcome large height differences.
[0005] Elevator systems, as they are frequently used to transport people, are usually designed for loads ranging from a few hundred kilograms to a few tons. However, for special applications, there may be a need for elevator systems that can transport significantly heavier loads. For example, heavy-duty elevator systems can be designed to transport loads of over 20 t, sometimes even over 401. Such heavy-duty elevator systems are often operated with a hydraulic drive. However, it can also be advantageous, particularly in tall buildings, to operate heavy-duty elevator systems using rope-like suspension devices. However, it has been observed that elevator systems cannot always be easily scaled for larger load-bearing capacities. In particular, it has been observed that drive machines and / or suspension devices cannot be made arbitrarily larger or stronger in order to be able to transport heavier loads.
[0006] There may therefore be a need for an elevator system that can transport heavy loads reliably and safely. In particular, there may be a need for an elevator system that can move heavy loads reliably, safely, and / or efficiently over large height differences using rope-like support devices.
[0007] Such a need can be met by the subject matter according to the independent claim. Advantageous embodiments are defined in the dependent claims and the following description or illustrated in the accompanying figures.
[0008] EP159139981B1 discloses a balancing mechanism for an elevator device comprising a horizontally extending pivot shaft and a balancing main body pivotally mounted on a car about the pivot shaft. The balancing main body has a first cable connecting portion and a second cable connecting portion arranged on a side of the pivot shaft opposite the first cable connecting portion. A main cable body has a first main cable wound around a first drive pulley and a second main cable wound around a second drive pulley.The first main rope has a first cabin end portion connected to the first rope connecting portion and a first counterweight end portion connected to a counterweight, and the second main rope has a second cabin end portion connected to the second rope connecting portion and a second counterweight end portion connected to the counterweight.
[0009] CN103608280A discloses a tensioning arrangement for a traction device of an elevator, comprising at least one elevator car arranged to move up and down in an elevator shaft, and at least one or more counterweights connected to support the elevator car by means of their own support means, for example, by means of ropes or belts and pulleys; and an elevator provided with at least one traction sheave or equivalent and also with at least one traction means, such as belts, ropes, or chains, configured to convert the rotational movement of the traction sheave into movement of the elevator car and the counterweights. The traction means is attached by at least one of its ends to the attachment means, thereby ensuring a substantially constant tension.
[0010] According to a first aspect of the invention, an elevator system is described, which comprises a travel component displaceable along a travel path, a first drive machine and a second drive machine, a controller for controlling the operation of both the first drive machine and the second drive machine, and a plurality of support elements. A first subgroup of support elements extends between the travel component and the first drive machine. A second subgroup of support elements extends between the travel component and the second drive machine. Support element ends of both the first and the second subgroup of support elements are attached to a common fastening component.The fastening component is fixed to a part of a building housing the elevator system or to the travel component in a first direction of the travel path so as to be capable of being subjected to tensile loads and is displaceable in a second direction transverse to the travel path along a compensation path.
[0011] By way of introduction, a basic idea for embodiments of the invention described herein will be briefly explained, whereby this explanation is to be interpreted as merely a rough summary and not as limiting the invention:
[0012] It has been recognized that, in a heavy-duty elevator system, it can be advantageous to move a movable travel component, such as a large elevator car, with two or more drive machines instead of a single drive machine. Each of these drive machines is connected to the travel component via cable-like suspension elements, so that the travel component can be moved along its travel path by appropriately driving the suspension elements. However, it has also been recognized that it can be technically difficult to implement and cannot be guaranteed in all cases that the two drive machines operate perfectly synchronized with each other. A lack of synchronization between the two drive machines can, however, lead to excessive forces acting on one of the drive machines and / or its associated suspension elements.
[0013] In order to prevent overloads resulting from this, a special fastening component is described herein, with the aid of which the support means can be fastened to the building or the moving component. The fastening component is designed, on the one hand, to transfer a tensile load which acts in the direction of the travel path of the moving component (i.e. generally a vertical tensile load) in a substantially firmly fixed manner to the building or the moving component. On the other hand, the fastening component is configured such that it can be displaced transversely to the travel path, i.e. it can move transversely to the travel path of the moving component along a compensation path when forces act on the fastening component in this direction (i.e. generally in the horizontal direction).
[0014] The ability to shift in the transverse direction makes it possible, among other things, to compensate for the resulting uneven force load on the fastening component in the event of inadequate synchronization of the operation of the separate drive units and the resulting different movement of the subgroups of support elements assigned to the drive units by allowing the fastening component to shift along the compensation path. Furthermore, in response to the displacement of the fastening component along the compensation path, the inadequate synchronization of the operation of the two drive units can be counteracted.
[0015] Below, possible designs and advantages of embodiments of the elevator system are described in more detail.
[0016] The elevator system described herein can be configured, in particular, to move a travel component with a load of more than 201 t, preferably more than 25 t, more than 30 t, more than 401 t, or even more than 50 t. For this purpose, the elevator system comprises a travel component, at least two drive motors, a control system, several support elements, and a special fastening component. Possible properties of the aforementioned components or functional units are explained below.
[0017] The travel component can be moved along a travel path. The travel component is usually an elevator car, which can also be referred to as a lift cage. The elevator car can be designed and dimensioned accordingly to be able to transport a large number of people (for example over 200 people) and / or heavy objects as a load. Alternatively, a counterweight can also act as a travel component. The travel path describes a route along which the travel component can be moved within a building or structure. The travel path usually runs vertically, i.e. the direction of the travel path corresponds to a direction in which gravity acts. In exceptional cases, such as with inclined elevators, the travel path can also run at an angle to the vertical. The travel path usually runs within an elevator shaft.The elevator shaft is surrounded by shaft walls and defined at the top by a shaft ceiling and at the bottom by a shaft floor. Adjacent to the travel path or the elevator shaft, a machine room may be provided, which houses the operating components of the elevator system.
[0018] The at least two drive machines of the elevator system are in principle separate devices that can be operated independently of one another. More than two drive machines can also be provided, although an even number of drive machines can be preferred. The drive machines can be arranged in a symmetrical, in particular a mirror-symmetrical arrangement. The drive machines can be arranged in any desired position, for example in a machine room above or below the elevator shaft. Each drive machine can have a motor, for example in the form of a powerful electric motor, in particular in the form of a gearless electric motor. A shaft driven by the motor can be provided with a traction sheave, so that the motor can set the traction sheave in rotation via the shaft. The operation of each individual drive machine can be controlled orThe power supplied to the drive machine can be controlled. In general, both the time at which the drive machine begins to rotate and its rotation speed can be controlled or regulated.
[0019] The controller is used to control the operation of the various drive machines. To do this, the controller can control or regulate the power supplied to the various drive machines as needed. In particular, the controller should operate the drive machines in such a way that they jointly move the travel component in a synchronized manner. To do this, the controller should, in particular, synchronize the time at which the various drive machines are started and the speed at which the drive machines are operated, as far as possible, so that overall, uniform and balanced forces are exerted by the drive machines on the travel component in order to move it centrally and as straight as possible along its travel path. To achieve such synchronized operation, the controller can be electrically connected to each of the drive machines.An electrical connection can be provided, on the one hand, to supply electrical power to the drive motor in a controlled or regulated manner. On the other hand, an electrical connection can also be provided to feed operating data from the drive motor back to the controller. Furthermore, the controller can be coupled to other operating components of the elevator system, in particular to exchange data or signals with them, which enable the controller to derive information about the current operating state and, in particular, about the current synchronization between the drive motors.In particular, as described in more detail below, the control system can receive information from the fastening component that allows a statement to be made about which transverse forces are currently acting on the fastening component, whereby an analysis of such transverse forces can then in turn allow a conclusion to be drawn about a current insufficient synchronization between the drive machines.
[0020] The suspension elements connect each of the drive machines with the travel component. The suspension elements can be cable-like, i.e. they can be subjected to tensile loads but can be bent transversely to a direction of pull. The suspension elements can be ropes, belts, straps or similar. The suspension elements can also be referred to as suspension traction means (STM). Each of the drive machines can be assigned a sub-group of suspension elements, with each sub-group in turn being able to comprise several suspension elements. The suspension elements can run over a traction sheave of one of the drive machines and be moved by traction. In principle, the suspension elements can run directly between the drive machine or the traction sheave driven by it, on the one hand, and the travel component, on the other.However, particularly in heavy-duty elevator systems, it may be preferable to achieve force transmission by arranging the support means running over one or more pulleys, in order to thereby form a type of pulley system. A force transmission can be designed, for example, as 1:2, 1:4, 1:8 or even 1:16. A stranding, i.e. an arrangement or a path along which the support means run, can suitably lead from a first fixed point, to which one end of the support means is attached, via the at least one travel component, optionally one or more deflection pulleys and optionally one or more force transmission pulleys, to a second fixed point. One or both of these fixed points can be provided on a part of a building accommodating the elevator system, such as a ceiling or floor of the elevator shaft or on a machine room adjacent to the elevator shaft.Alternatively or additionally, one or both of these fixed points can also be provided on the driving component.
[0021] In conventional elevator systems, the fixed points are usually formed by fastening components that are firmly attached to the respective building section or the travel component, and to which the ends of a number of support elements are firmly fixed. This is generally possible without any problems as long as all support elements are driven by the same drive unit.
[0022] However, if a single travel component is connected to multiple subassemblies of support elements, and each of these subassemblies is driven by a different prime mover, a problem can arise in that a lack of synchronization between the operation of the individual prime movers can lead to uneven force exerted by the respective subassemblies of support elements on the travel component. In an extreme case, for example, only one of two prime movers may begin to move its assigned subassembly of support elements to lift the travel component, while the other prime mover may not start to move or may start to move only after a delay. In such a situation, the non-operating prime mover acts as a fixed point for the associated support elements.Accordingly, in this situation, not only half the weight is borne by each of the subassemblies of support elements, but instead the subassembly of support elements assigned to the first drive unit and the associated drive unit must bear essentially the entire weight of the travel component. This can lead to overloads or malfunctions.
[0023] In order to counteract such situations or avoid them from the outset, it is therefore proposed to use a special fastening component in the elevator system described herein. This fastening component can be used to fasten both the support means driven by the first drive machine and the second drive machine to the building part or to the travel component. However, the special fastening component is configured such that the support means ends of both the first and the second subgroup of support means are fastened to the building part or the travel component in a first direction of the travel path in a manner capable of withstanding tensile loads, but such that a certain degree of displaceability within a so-called compensation path is enabled in a second direction transverse to the direction of the travel path.
[0024] In other words, the fastening component, with respect to a vertically displaceable travel component, should be designed in such a way that forces acting in the vertical direction, which are exerted on the fastening component by the support element ends of both the first and the second subgroup of support elements attached to the fastening component, are transmitted directly or at least substantially directly from the fastening component to the building part or the travel component to which the fastening component is attached. On the other hand, forces exerted in the horizontal direction by the support element ends of the at least two subgroups of support elements on the fastening component should result in the fastening component being able to displace horizontally along the compensation path, at least to a predetermined limited extent. The compensation path can have significant lengths.For example, the compensation path can be longer than 10 cm, longer than 30 cm or even longer than 1 m.
[0025] Alternatively, the compensation path may comprise at least 10%, at least 30% or even at least 50% of a dimension of the travel component, ie, for example, a width of the elevator car, measured in the second direction.
[0026] Due to such a possible horizontal compensating movement, forces such as those exerted on the fastening component by the associated subgroups of support elements, particularly in the case of poorly synchronized operation of two drive units, can be at least partially tolerated or compensated for without causing an overload, for example, on one of the drive units or their associated support elements. Furthermore, as explained in more detail below, the possibility of lateral movement along the compensation path can be used to determine the extent of missing or inadequate synchronization of the two drive units and then take appropriate countermeasures.
[0027] According to one embodiment, support means of the first subgroup on the one hand and support means of the second subgroup on the other hand are fastened to the fastening component in such a way that, when all support means are subjected to tensile stress, forces exerted by the support means of the first subgroup on the fastening component are directed opposite to forces exerted by the support means of the second subgroup on the fastening component.
[0028] In other words, support elements of the various subgroups of support elements are preferably attached to the fastening component in such a way that, when subjected to tensile loads, they exert forces in opposite directions on the fastening component. Due to the opposite orientation of the various tensile forces, these can partially or completely compensate for one another. The tensile forces do not necessarily have to act exactly antiparallel; rather, only portions of the forces exerted by the various subgroups of support elements can act in opposite directions on the fastening component, for example, if the support elements of the first subgroup and the support elements of the second subgroup are not arranged in the same or parallel planes but in planes that run obliquely to one another and are attached to the fastening component.In the case of only two drive units and correspondingly two subgroups of support elements, this means that the first drive unit, via the first subgroup of support elements, can exert a tensile force on the fastening component in a first tensile direction along the compensation path, whereas the second drive unit, via the second subgroup of support elements, can exert a tensile force on the fastening component in an opposite second tensile direction along the compensation path. If both drive units are well synchronized with each other, the two tensile forces compensate each other, so that the fastening component remains stationary and does not shift along the compensation path.However, if the two drive motors are not well synchronized, for example, operating at different times or with different forces, a total tensile force is exerted on the fastening component, causing it to gradually shift along the compensation path. This compensating movement can at least partially compensate for the force differences resulting from the lack of synchronization between the two drive motors.
[0029] According to one embodiment, the fastening component comprises a rail extending in the second direction and a carriage displaceable along the rail. The ends of the support means of the first and second subgroups of support means are fastened to the carriage.
[0030] The fastening component can thus be designed in at least two parts. A first part in the form of a rail can be firmly attached to the building part or the travel component. A second part in the form of a carriage can move relative to the rail. In particular, the carriage can be displaced along the rail, being guided by the rail along the compensation path. The ends of the support means of the first and second sub-groups are fastened to the carriage, so that forces exerted by the various sub-groups can cause the carriage to displace if these forces do not compensate for one another, for example due to insufficient synchronization of the various drive motors.
[0031] The rail can extend along the compensation path. The rail can run in a straight line. Alternatively, the rail can be designed with a slight curvature. The rail can be designed as a highly stable component, for example in the form of a metal component or a metal profile. The carriage can be held on the rail in a highly resilient manner. For example, the carriage can engage with the rail or encompass it. The carriage can be mounted on the rail to keep friction between the carriage and rail to a minimum. Accordingly, forces exerted on the carriage by the support means can be stably transferred to the rail and ultimately to the building part or travel component connected to the rail.
[0032] According to one embodiment, the elevator system further comprises a position measuring device for measuring a current position of the fastening component along the compensation path and for generating a position signal indicating the current position.
[0033] In other words, a position-measuring device can be arranged on or near the fastening component, which is configured to measure the current position along the compensation path of the fastening component. In particular, with reference to the previously described embodiment, the position-measuring device can determine the position of the fastening component's carriage relative to its rail. The position-measuring device can, for example, comprise an encoder that interacts with the fastening component or carriage, wherein a component of this encoder follows the movement of the fastening component or carriage, and the movement of this component can, in turn, be measured in order to be able to read off its position change.The position measuring device can determine the current position of the fastening component via a mechanical coupling with the fastening component or contactlessly. A position signal can then be generated, for example, in the form of an electrical signal that encodes information about this current position. The position signal can then be forwarded to other elevator components.
[0034] According to a specific embodiment, the controller can be configured to control the operation of the first and second drive machines taking into account the position signal. In particular, the controller can use the position signal supplied by the position measuring device to operate the drive machines as closely as possible to one another. In this case, it can be used to advantage that inadequate synchronization of the operation of the drive machines regularly leads to a force acting on the fastening component in a lateral direction and thus to a displacement of the fastening component along the compensation path, so that the information about the current position of the fastening component allows a conclusion to be drawn about the extent of the inadequate synchronization. The greater the position change indicated by the position signal relative to an initial position orThe closer the distance is to a home position, the greater the expected deviation from synchronization between the drive motors. The control system can then counteract this deviation by taking the position signal into account.
[0035] For example, a drive machine whose support means driven by it exert a weaker pull on the fastening component than the support means of the other drive machine, so that the fastening component moves in the direction of the pull of the support means of the other drive machine, can be controlled in such a way that this drive machine rotates faster and thus there is a balance between the tensile forces of both drive machines.
[0036] According to a further specific embodiment, the controller can be configured to control the operation of the first and second drive machines taking into account a temporal change in the position signal.
[0037] In other words, instead of or in addition to the position signal itself, the controller can also consider a temporal change in the position signal to control the operation of the drive motors. This temporal change in the position signal reflects the speed at which the fastening component moves along the compensation path. The information about this speed, in turn, allows a conclusion to be drawn about the extent of insufficient synchronization of the drive motors, so that the controller can then appropriately control the drive motors to achieve better synchronization.
[0038] According to one embodiment, the elevator system further comprises a limit switch at opposite ends of the compensation path, wherein each limit switch is configured and arranged to change a switching signal when the fastening component reaches a predetermined end position on the compensation path.
[0039] A limit switch is generally a switch that has only two switching states, i.e., can be actuated or unactuated. The switch can be configured and arranged such that its switching state changes, i.e., changes from an actuated state to an unactuated state or vice versa, when the fastening component has moved sufficiently far along the compensation path to reach a predetermined end position. The limit switch can, for example, be a mechanically operating and / or mechanically actuated switch.
[0040] For example, the limit switch can be mechanically actuated by the fastening component when the end position is reached. Alternatively, the limit switch can employ other actuation principles, such as detecting actuation through optical detection, electrical detection, magnetic detection, etc. The switching signal generated in response and representing the switching state can be used to detect when, for example, in the embodiment described above, the carriage of the fastening component has moved to the end position near one end of the rail. This switching signal can then be forwarded to other components of the elevator system so that they can be taken into account during operation of the elevator system.
[0041] According to a further specific embodiment, the controller and / or a safety circuit of the elevator system can be configured to stop the operation of the first and second drive machines upon receiving a changing switching signal which indicates that the fastening component has reached the end position.
[0042] In other words, as soon as the control system detects that the fastening component has reached its end position based on the changing switching signal, it can stop the operation of all drive machines. Alternatively, the limit switches can be integrated into a safety circuit of the elevator system, so that actuating one of the limit switches interrupts this safety circuit and stops the elevator system and all drive machines. By stopping the system when the fastening component reaches its end position, it can be prevented that the elevator system continues to operate in such a case, which could lead to a risk that a further increasing lack of synchronization between the drive machines could lead to mechanical overloads on the fastening component, the support means, and / or the drive machines.
[0043] According to one embodiment, the elevator system further comprises an end stop adjacent to opposite ends of the compensation path, wherein the end stop is configured to prevent displacement of the fastening component beyond a position of the end stop.
[0044] The end stop represents a mechanical limitation of the compensation travel. The fastening component can therefore move along the compensation travel up to a maximum of one of the end stops. Before the fastening component reaches an end stop, it should generally already activate a limit switch arranged upstream, which should prevent further displacement of the fastening component. However, if this does not occur, e.g. due to a technical failure, and the fastening component moves along the compensation travel beyond the limit switch, it will be stopped at the latest when the end stop is reached. This can ensure that overloading of the fastening component is avoided. In particular, in the embodiment described above, it can be prevented that the carriage moves along the compensation travel beyond the rail.
[0045] According to one embodiment, the elevator system further comprises a load measuring device for measuring a force acting on the fastening component parallel to the travel path.
[0046] The load measuring device is configured to measure a load currently acting on the travel component. Such a load generally acts in a vertical direction. This load correlates with the force that must be applied by the drive motors to displace the travel component along the travel path. The force acts parallel to the travel path and acts on the fastening component. The load measuring device can, for example, be interposed between the fastening component and the building component or the travel component to which the fastening component is fixed, so that the forces acting on the fastening component are transferred via the load measuring device to the building component or the travel component and can be measured by the load measuring device.Depending on the intended use of the elevator system, the load measuring device can be designed as a heavy-duty elevator system for measuring large loads of over 201 or even over 401.
[0047] By measuring the load appropriately, the operation of the drive machines, for example, can be controlled appropriately. Measurement signals from the load measuring device can be taken into account by the control system.
[0048] According to a specific embodiment, the load measuring device has a force gauge adjacent to opposite ends of the compensation path.
[0049] For example, the fastening component can be fixed to the building component or the moving component at positions that correspond to or are located almost at the opposite ends of the compensation travel. A force gauge can then be provided at each of these positions to measure the forces transmitted from the fastening component to the building component or the moving component. By using multiple force gauges, the total force exerted on the fastening component and thus the load acting on the moving component can be reliably determined. The total load corresponds to the sum of the forces measured by the two force gauges.
[0050] According to one embodiment, the elevator system further comprises a slack rope contact for each of the support means, which is interposed between one end of the respective support means and the fastening component and is configured to detect a state in which no tensile force is exerted on the fastening component by the associated support means and to generate a slack rope signal accordingly.
[0051] The slack rope contact can therefore be used to detect when one or more of the suspension elements is not under tension and is therefore sagging. Such a lack of tension on one or more suspension elements can occur, for example, as a result of faulty operation of the drive motors, as a result of a malfunction such as jamming or hooking of the travel component along its travel path, or similar. In this case, a switching state of the slack rope contact changes, so that the lack of tension on the suspension element(s) can be detected based on the correspondingly changing slack rope signal. The slack rope contact can, for example, be a mechanical contact whose switching state changes depending on whether a suspension element assigned to it is taut or sagging.
[0052] According to a specific embodiment, the controller may be configured to control the operation of the first and second drive machines taking into account the slack rope signal.
[0053] In particular, if a lack of tension on one of the support elements is detected due to the slack rope signal, the control system can stop the operation of the drive machines, in particular to avoid possible resulting overloads of the drive machines or other components in the elevator system.
[0054] According to a specific embodiment, the travel component can be an elevator car. The elevator system can have at least one first counterweight associated with the first drive machine, which is coupled to the elevator car via the first subset of support means. Additionally, the elevator system can have at least one second counterweight associated with the second drive machine, which is coupled to the elevator car via the second subset of support means.
[0055] In other words, at least two drive machines can be provided in the elevator system in order to be able to move the elevator car along its travel path. Each of these drive machines moves support elements of a subgroup of support elements assigned to it, whereby these support elements are coupled on the one hand to the elevator car and on the other hand to one or more counterweights assigned solely to this drive machine. The number of counterweights is therefore at least as large as the number of drive machines. However, each counterweight only supports the drive machine assigned to it in lifting the elevator car. The various counterweights can therefore, at least in principle, be moved independently of one another. The operation of the various drive machines can therefore also be controlled individually in order to counteract any lack of synchronization between the drive machines.
[0056] It should be noted that some of the possible features and advantages of the invention are described herein with reference to different embodiments of the elevator system. A person skilled in the art will recognize that the features can be combined, transferred, adapted, or exchanged as appropriate to achieve further embodiments of the invention.
[0057] Embodiments of the invention are described below with reference to the accompanying drawings, wherein neither the drawings nor the description are to be construed as limiting the invention.
[0058] Fig. 1 shows an elevator system according to an embodiment of the present invention.
[0059] Fig. 2 shows a fastening component in a partial area of an elevator system according to an embodiment of the present invention.
[0060] The figures are merely schematic and not to scale. Like reference symbols denote like or equivalent features.
[0061] Figure 1 shows an elevator system 1. The elevator system 1 comprises a travel component 3 in the form of an elevator car 5, which can be displaced vertically along a travel path 7 in a first direction 31 within an elevator shaft 29. To displace the travel component 3, the elevator system 1 has a first drive machine 9 and a second drive machine 11. Each of the drive machines 9, 11 has a motor 61, by means of which a traction sheave 63 can be set in rotation. The operation of both drive machines 9, 11 is controlled by a common controller 13.
[0062] The drive machines 9, 11 are connected to the travel component 3 via cable-like suspension elements 15. A first subgroup 17 of suspension elements 15 extends between the travel component 3 and the first drive machine 9, whereas a second subgroup 19 of suspension elements 15 extends between the travel component 3 and the second drive machine 11. Furthermore, two counterweights 55, 57 are provided in the elevator system 1, each of which is coupled to one of the two subgroups 17, 19 of suspension elements 15.Accordingly, the elevator car 5 and the first counterweight 55 can be displaced in opposite directions via the first subgroup 17 of support means 15 and the cooperating first drive machine 9, whereas the elevator car 5 and the second counterweight 57 can be displaced in opposite directions via the second subgroup 19 of support means 15 and the cooperating second drive machine 11. The elevator car 5 and / or the counterweights 55, 57 can be guided along their travel path 7 using guide rails (not shown) arranged vertically within the elevator shaft 29.
[0063] Overall, by providing several drive machines 9, 11 and several separate subgroups 17, 19 of support means 15, an increased load-bearing capacity for the elevator system 1 can be achieved.
[0064] In the example shown, the support means 15 of each of the sub-groups 17, 19 are each fixed at one end by means of a stationary fixing device 65 to a shaft ceiling 27 of the elevator shaft 29, which serves as building part 25. From there, the support means 15 each run initially to the first or second counterweight 55, 57 assigned to the respective sub-group 17, 19, from there further to the respectively assigned first or second drive machine 9, 11, then further to deflection pulleys 67 on the elevator car 5 and from there finally to a common fastening component 23. There, the support means ends 21 of both the first and the second sub-group 17, 19 of support means 15 are each fastened to the fastening component 23.
[0065] It should be noted that in the example shown in Fig. 1, only a highly simplified form of the elevator system 1 is shown for the sake of simplicity of the graphic representation. This representation is sufficient to explain the operating principles as they apply to the elevator system 1, but does not generally correspond to the actual design of the elevator system, which is often much more complex for practical use. In particular, the figure only shows a 1:2 stranding, i.e. a rope guide in which a pulley-like force transmission is realized in a ratio of 1:2, and only two separate drive machines 9, 11. In practical use, much more complex strandings such as a 1:8 stranding or a 1:16 stranding can be used. Furthermore, a larger number of drive machines, for example four or more drive machines, can be provided.Furthermore, the elevator system 1 can also be designed with a modified stranding such that the common fastening component 23 is arranged and fastened not to the shaft ceiling 27 or another stationary building part 25, but to the travel component 3.
[0066] Possible details and modes of operation of the common fastening component 23 are explained below with reference to the enlarged illustration of the same in Fig. 2.
[0067] The fastening component 23 is fixed to the shaft ceiling 27 in a first direction 31, which corresponds to the direction of the vertical travel path 7, so that it can withstand tensile loads. A fixing 69 and the entire fastening component 23 are designed and dimensioned sufficiently strong that the high loads of the elevator car 5 can act on the fastening component 23 and be transferred to the shaft ceiling 27 via the fixing 69.
[0068] In a second direction 33, which runs transversely and preferably perpendicular to the first direction 31 and thus horizontally, the fastening component 23 or at least one component thereof to which the support means ends 21 are fastened can be displaced along a compensation path 35.
[0069] While the fastening component 23 cannot be displaced in the vertical first direction 31, or at most only insignificantly, even under the aforementioned high loads, the forces acting on the fastening component 23 via the various subgroups 17, 19 of support elements 15 can cause a displacement in the horizontal second direction 33 along the compensation path 35. The support elements 15 of the first subgroup 17 and the support elements 15 of the second subgroup 19 extend in opposite directions in their regions adjacent to the fastening component 23 and are fastened by their respective support element ends 21 to opposite sides of the fastening component 23.
[0070] When all support elements 15 are subjected to tensile stress, the forces exerted by the support elements 15 of the first subgroup 17 on the fastening component 23 act in opposition to the forces exerted by the support elements 15 of the second subgroup 19 on the fastening component 23, so that the forces compensate each other at least partially or, if an equilibrium of forces is achieved, completely. If an equilibrium of forces is not achieved, which can occur, for example, if the operation of the two drive motors 9, 11 is not synchronized precisely enough, a force acting in the horizontal second direction 33 results on the fastening component 23, which can be displaced in this direction, resulting in a lateral displacement along the compensation path 35. The compensation path 35 can have significant catches of, for example, more than 0.5 m.Due to the lateral displacement, the force imbalance or the insufficient synchronization between the drive machines 9, 11 can be at least partially compensated.
[0071] In the specific embodiment illustrated in the figures, the fastening component 23 comprises a rail 37 extending in the second direction 33, along which a displaceable carriage 39 can move, guided by the rail 37. The support element ends 21 of the two subgroups 17, 19 of support elements 15 are fastened to the carriage 39. With the aid of a position measuring device 41, a current position of the fastening component 23 or of the carriage 39 along the compensation path 35 can be measured. The position measuring device 41 has an encoder 59, which interacts with the carriage 39 and generates a position signal corresponding to the current position of the carriage 39. This position signal can then be transmitted to the controller 13.
[0072] The controller 13 can then control the operation of the two drive machines 9, 11 taking into account the position signal and in doing so ensure that the two drive machines 9, 11 work as synchronized as possible with each other, so that the forces exerted by the two subgroups 17, 19 of support means 15 on the fastening component 23 are each of the same size and essentially compensate each other, so that there is no further lateral displacement of the carriage 39 or even a return of the carriage 39 to an initial position, for example in the middle of the compensation path 35.
[0073] Additionally or alternatively, the controller 13 can also analyze a temporal change in the position signal, which indicates a speed at which the fastening component 23 moves along the compensation path 35, and take this into account when controlling the two drive machines 9, 11.
[0074] Limit switches 43 are also provided on the fastening component 23. Each limit switch 43 is arranged at one of the opposite ends of the compensation path 35. Each of these limit switches 43 can change its switching signal when actuated by the fastening component 23 or its carriage 39, such actuation occurring when the fastening component 23 or the carriage 39 reaches a predetermined end position 45 on the compensation path 35. If such reaching of one of the end positions 45 is signaled by a changing switching signal from one of the limit switches 43, this information can be passed on to the controller 13, whereupon the controller can stop the operation of the two drive machines 9, 11 as a precautionary measure.
[0075] Alternatively or additionally, the limit switches 43 can also be integrated into a safety circuit of the lift system (not shown), so that opening of one of the - TI -
[0076] Safety switch 43 inevitably leads to an opening of the safety circuit, which in turn can lead to a forced shutdown of the elevator system 1.
[0077] As a rule, however, the control system 13 should counteract excessive displacement of the fastening component 23 or the carriage 39 at an early stage by appropriately controlling the two drive motors 9, 11, so that they do not normally move to one of the end positions 45.
[0078] For additional safety, the elevator system 1 is provided with additional end stops 47 adjacent to opposite ends of the compensation path 35, i.e., at or near the end positions 45. These mechanical end stops 47 reliably prevent displacement of the fastening component 23 or the carriage 39 beyond a position of the end stop 47.
[0079] Furthermore, a slack rope contact 53 is provided on the fastening component 23, at or near the ends 21 of the various suspension elements 15. The slack rope contact 53 uses a sensor to check the current mechanical tension of the respective suspension elements 15. It can thus detect a state in which no tensile force is exerted on the fastening component 23 by a respective suspension element 15, and the suspension element is thus sagging limply, and generate a corresponding slack rope signal. This slack rope signal can then be transmitted to the controller 13. Since sagging of one of the suspension elements 15 usually indicates malfunction or a defect within the elevator system, the controller 13 can then interrupt operation of the elevator system 1 and / or appropriately control the drive motor 9, 11 to counteract the sagging of the suspension element 15.Additionally or alternatively, the slack rope contacts 53 can also be integrated into the safety circuit of the elevator system 1.
[0080] The elevator installation 1 further comprises a load measuring device 49, with the aid of which the force acting on the fastening component 23 in the first direction 31 parallel to the travel path 7 can be measured, this force essentially corresponding to a load currently exerted by the elevator car 5. In the example shown, the load measuring device 49 is designed with two force gauges 51. One of these force gauges 51 is interposed near a lateral end of the fastening component 23 or of its rail 37, i.e. near one of the ends of the compensation path 35, between the fastening component 23 on the one hand and the shaft ceiling 27. The entire force acting vertically on the fastening component 23 is thus diverted to the shaft ceiling 27 via the two force gauges 51 of the load measuring device 49.
[0081] If the slide 39 of the fastening component 23 is currently located off-center between the two force gauges 51, portions of the total force can be derived asymmetrically via the two force gauges 51. However, the total force can also be reliably measured in this case by summing the force values determined by the two force gauges 51.
[0082] Information about the load determined by the load measuring device 49 can then be forwarded to the controller 13, so that it can control the operation of the drive motors 9, 11 accordingly depending on the load. Alternatively or additionally, this information can also be used for other purposes, for example, to detect an overload of the elevator system 1.
[0083] Finally, it should be noted that terms such as "having," "comprising," etc., do not exclude other elements or steps, and terms such as "a" or "an" do not exclude a plurality. Furthermore, it should be noted that features or steps described with reference to one of the above embodiments may also be used in combination with other features or steps of other embodiments described above. Reference signs in the claims are not to be considered as limitations.
Claims
Patent claims 1. Elevator installation (1) comprising: a travel component (3) displaceable along a travel path (7); a first drive machine (9) and a second drive machine (11); a controller (13) for controlling operation of both the first drive machine (9) and the second drive machine (11); a plurality of support means (15), wherein a first subgroup (17) of the support means (15) extends between the travel component (3) and the first drive machine (9) and wherein a second subgroup (19) of the support means (15) extends between the travel component (3) and the second drive machine (11); wherein support means ends (21) of both the first and the second subgroup (17, 19) of the support means (15) are fastened to a common fastening component (23);wherein the fastening component (23) is fixed to a building part (25) of a building accommodating the elevator system (1) or to the travel component (3) in a first direction (31) of the travel path (7) in a tensile manner, characterized in that the fastening component (23) is displaceable in a second direction (33) transversely to the travel path (7) along a compensation path (35); 2. Elevator installation (1) according to claim 1, wherein support means (15) of the first subgroup (17) on the one hand and support means (15) of the second subgroup (19) on the other hand are fastened to the fastening component (23) in such a way that, when all support means (15) are subjected to tensile stress, forces exerted by the support means (15) of the first subgroup (17) on the fastening component (23) are directed opposite to forces exerted by the support means (15) of the second subgroup (19) on the fastening component (23).
3. Elevator installation (1) according to one of the preceding claims, wherein the fastening component (23) comprises a rail (37) extending in the second direction (33) and a carriage (39) displaceable along the rail (37), and wherein the support means ends (21) of the first and second subgroups (17, 19) of the support means (15) are fastened to the carriage (39).
4. Elevator installation (1) according to one of the preceding claims, further comprising a position measuring device (41) for measuring a current position of the fastening component (23) along the compensation path (35) and for generating a position signal indicating the current position.
5. Elevator installation (1) according to claim 4, wherein the controller (13) is configured to control the operation of the first and second drive machines (9, 11) taking into account the position signal.
6. Elevator installation (1) according to one of claims 4 and 5, wherein the controller (13) is configured to control the operation of the first and second drive machines (9, 11) taking into account a temporal change in the position signal.
7. Elevator installation (1) according to one of the preceding claims, further comprising a limit switch (43) at opposite ends of the compensation path (35), each limit switch (43) being configured and arranged to change a switching signal when the fastening component (23) reaches a predetermined end position (45) on the compensation path (35).
8. Elevator installation (1) according to claim 7, wherein the controller (13) and / or a safety circuit of the elevator installation (1) is configured to stop the operation of the first and second drive machines (9, 11) upon receiving a changing switching signal which indicates that the fastening component (23) has reached the end position (45).
9. Elevator installation (1) according to one of the preceding claims, further comprising an end stop (47) adjacent to opposite ends of the compensation path (35), wherein the end stop (47) is configured to prevent displacement of the fastening component (23) beyond a position of the end stop (47).
10. Elevator installation (1) according to one of the preceding claims, further comprising a load measuring device (49) for measuring a force acting on the fastening component (23) parallel to the travel path (7).
11. Elevator installation (3) according to claim 10, wherein the load measuring device (49) comprises a force gauge (51) adjacent to opposite ends of the compensation path (35).
12. Elevator installation (1) according to one of the preceding claims, further comprising for each of the support means (15) a slack rope contact (53) which is interposed between an end of the respective support means (15) and the fastening component (23) and is configured to detect a state in which no tensile force is exerted on the fastening component (23) by the associated support means (15) and to generate a slack rope signal accordingly.
13. Elevator installation (1) according to claim 12, wherein the controller (13) is configured to control the operation of the first and second drive machines (9, 11) taking into account the slack rope signal.
14. Elevator installation (1) according to one of the preceding claims, wherein the elevator installation (1) is configured to displace the travel component (3) with a load of more than 201.
15. Elevator installation (1) according to one of the preceding claims, wherein the travel component (3) is an elevator car (5), and wherein the elevator installation (1) has at least one first counterweight (55) assigned to the first drive machine (9), which is coupled to the elevator car (5) via the first subgroup (17) of the support means (15), and wherein the elevator installation (1) has at least one second counterweight (57) assigned to the second drive machine (11), which is coupled to the elevator car (5) via the second subgroup (19) of the support means (15).