EP3440003A1 - Unité d'entraînement pour système d'ascenseur - Google Patents

Unité d'entraînement pour système d'ascenseur

Info

Publication number
EP3440003A1
EP3440003A1 EP17715665.0A EP17715665A EP3440003A1 EP 3440003 A1 EP3440003 A1 EP 3440003A1 EP 17715665 A EP17715665 A EP 17715665A EP 3440003 A1 EP3440003 A1 EP 3440003A1
Authority
EP
European Patent Office
Prior art keywords
drive unit
unit
brake
electric motor
bearing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP17715665.0A
Other languages
German (de)
English (en)
Inventor
Thomas Kuczera
Walter Hoffmann
Mike Obert
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
TK Elevator Innovation and Operations GmbH
Original Assignee
ThyssenKrupp AG
ThyssenKrupp Elevator AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ThyssenKrupp AG, ThyssenKrupp Elevator AG filed Critical ThyssenKrupp AG
Publication of EP3440003A1 publication Critical patent/EP3440003A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B11/00—Main component parts of lifts in, or associated with, buildings or other structures
    • B66B11/04—Driving gear ; Details thereof, e.g. seals
    • B66B11/043—Driving gear ; Details thereof, e.g. seals actuated by rotating motor; Details, e.g. ventilation
    • B66B11/0438—Driving gear ; Details thereof, e.g. seals actuated by rotating motor; Details, e.g. ventilation with a gearless driving, e.g. integrated sheave, drum or winch in the stator or rotor of the cage motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures
    • B66B9/003—Kinds or types of lifts in, or associated with, buildings or other structures for lateral transfer of car or frame, e.g. between vertical hoistways or to/from a parking position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61J—SHIFTING OR SHUNTING OF RAIL VEHICLES
    • B61J1/00—Turntables; Traversers; Transporting rail vehicles on other rail vehicles or dollies
    • B61J1/02—Turntables; Integral stops
    • B61J1/08—Turntables; Integral stops for connecting inclined tracks or tracks of different height
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/34—Details, e.g. call counting devices, data transmission from car to control system, devices giving information to the control system
    • B66B1/36—Means for stopping the cars, cages, or skips at predetermined levels
    • B66B1/365—Means for stopping the cars, cages, or skips at predetermined levels mechanical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B11/00—Main component parts of lifts in, or associated with, buildings or other structures
    • B66B11/0035—Arrangement of driving gear, e.g. location or support
    • B66B11/0045—Arrangement of driving gear, e.g. location or support in the hoistway
    • B66B11/005—Arrangement of driving gear, e.g. location or support in the hoistway on the car
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
    • H02K11/20—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection for measuring, monitoring, testing, protecting or switching
    • H02K11/21—Devices for sensing speed or position, or actuated thereby
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
    • H02K11/30—Structural association with control circuits or drive circuits
    • H02K11/33—Drive circuits, e.g. power electronics
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K21/00—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets
    • H02K21/12—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets with stationary armatures and rotating magnets
    • H02K21/22—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets with stationary armatures and rotating magnets with magnets rotating around the armatures, e.g. flywheel magnetos
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/04—Casings or enclosures characterised by the shape, form or construction thereof
    • H02K5/20—Casings or enclosures characterised by the shape, form or construction thereof with channels or ducts for flow of cooling medium
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/08—Structural association with bearings
    • H02K7/086—Structural association with bearings radially supporting the rotor around a fixed spindle; radially supporting the rotor directly
    • H02K7/088—Structural association with bearings radially supporting the rotor around a fixed spindle; radially supporting the rotor directly radially supporting the rotor directly
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/102—Structural association with clutches, brakes, gears, pulleys or mechanical starters with friction brakes

Definitions

  • the invention relates to a drive unit for an elevator installation and to an elevator installation with such a drive unit.
  • So-called multi-lift systems have at least two elevator shafts, wherein in each of the elevator shafts at least a first, vertical guide rail for vertical guidance of a car is present.
  • the first guide rail has at least one rotatable rail segment, which is convertible by means of a drive unit from a vertical orientation in a direction deviating from the vertical orientation, in particular horizontal, so that a car from a first elevator shaft into a second elevator shaft via a second, in particular horizontal, guide rail can be transferred.
  • the car is guided over guide rollers on the first and second guide rails.
  • the rotatable rail segment in this case represents a key component, which carries out the implementation of the car from a vertical direction in a non-vertical, namely oblique or horizontal direction of travel. Only then can the paternoster-like concept of multi-lift systems be realized. Basically, such a multi-elevator system is disclosed in WO 2015/144781 Al.
  • the rotatable rail segments are rotated by means of the drive unit treated here.
  • This drive unit should use as much as possible the available space.
  • the drive unit is reliable to design. A failure of the drive unit would paralyze an entire elevator shaft. Since the multi-lift systems are designed so that the transport capacity of a large skyscraper is to be ensured with as few shafts, the failure of a lift shaft then has a massive impact on the traffic situation of the skyscraper.
  • Such rotatable rail segments are also conceivable in single-shaft elevator systems. About the rotatable rail segment individual cars can be introduced or discharged in or out of the elevator shaft.
  • the drive unit according to the invention is suitable for an elevator installation which comprises: at least one elevator shaft, in particular at least two elevator shafts; in each elevator shaft at least a first, vertical guide rail; at least one second non-vertical, in particular horizontal, guide rail, in particular via which the vertical guide rails in the at least two elevator shafts can be connected to one another; a plurality of cars which are independently movable along the first guide rail; at least one rotatable rail segment, which is based on the drive unit from a vertical orientation in a direction deviating from the vertical orientation, in particular horizontal, can be moved, so that the car can be transferred from the first guide rail to the second guide rail.
  • the car can be guided via guide means, in particular guide rollers, sliding guides or magnetic guides on the first and second guide rail.
  • the drive unit has a first interface, which is set up for at least indirect fastening of the rotatable rail segment to the drive unit and a second interface, which is set up for at least indirect fastening of the drive unit in an elevator shaft.
  • the drive unit is consequently set up to carry the rotatable rail segment together with the car guided thereon.
  • the drive unit is correspondingly robust.
  • the core of the invention is consequently to design the drive unit in addition to the drive function at the same time as a support unit for the rotatable rail segment.
  • Such a drive unit can make do with a small footprint, since only one storage unit is to be provided for both the support structure and the drive structure of the rotatable rail segment.
  • the drive unit preferably comprises at least two, preferably three subunits, in particular a bearing unit, an electric motor unit and / or a brake unit, wherein the subunits are arranged coaxially about a common drive axis.
  • the subunits are arranged radially adjacent to one another and arranged on the other axially overlapping, in particular in the same axial position.
  • coils of the electric motor unit are arranged radially adjacent and / or axially overlapping with a rotationally fixed bearing ring, in particular a bearing outer ring.
  • the coaxial arrangement does not assume a rotationally symmetrical shape. Rather, in this context, coaxial means that rotatable parts of the subunits are rotatable about a common axis.
  • the electric motor unit is arranged radially on the outside, the brake unit is arranged radially inward, and the bearing unit is arranged radially between the brake unit and the electric motor unit.
  • the brake unit is preferably arranged radially on the outside, the bearing unit is arranged radially inward, and the electric motor unit is arranged radially between the brake unit and the bearing unit.
  • the electric motor unit is arranged radially outside the bearing unit. This can be used to create space-saving configurations of relatively small coils, which generate sufficient torque for the drive due to the position radially outward.
  • different configurations are conceivable once radially inside and once radially outside.
  • the configuration radially inward allows an overall drive unit with a very small radial extent;
  • the brake elements are to be radially dimensioned according strong inside, since due to the small lever arm radially large forces must be provided.
  • the second configuration with the brake unit radially outward allows the use of low-cost components (For example, a commercially available disc brake caliper from the automotive industry, but requires a large radial space of the drive unit.
  • the drive axis is coaxially aligned with a rotational axis of the rotatable rail segment and / or that the drive unit is gearless. This configuration allows a space-saving and cost-effective design of the drive unit.
  • an electric motor unit is designed as an external rotor motor, wherein in particular radially outer permanent magnets are arranged radially adjacent to radially inner stator coils and / or axially overlapping each other.
  • the entire torque at very low speed (maximum angle of rotation angle is usually 90 °) must be provided by the engine itself.
  • the external rotor motors offer a comparatively large torque with a comparatively small axial space.
  • the speed of the drive unit is in particular less than 1 U / sec, in particular less than 0.5 U / sec or less than 0, 1 U / sec.
  • the rotation of the rail segment takes place by 90 ° in about 3 seconds.
  • the drive unit comprises a bearing unit, in particular a thrust bearing position unit which is adapted to carry the weight of the car, in particular incl.
  • a bearing unit in particular a thrust bearing position unit which is adapted to carry the weight of the car, in particular incl.
  • the weight of the passengers and the tilting moment which is generated by a backpack storage, completely.
  • the drive unit comprises a bearing unit with two bearing rings, namely a bearing inner ring and a bearing outer ring, a first of the bearing rings, in particular the bearing inner ring is part of an interface for attachment of a rotating frame to the drive unit, and is particularly suitable for a screw connection of the rotating frame with the bearing ring ,
  • the second of the two bearing rings, in particular the bearing outer ring can be fastened directly to a base plate of the drive unit, in particular screwed, and / or this bearing ring is part of an interface for fastening the drive unit to a shaft wall of the elevator shaft.
  • the rotating frame, the rotatable rail segments are attached; the rotating frame may be formed integrally with the rotatable rail segments.
  • the electric motor unit comprises a plurality of position sensors, each of which can determine a rotational position of the electric motor unit, in particular the rotor position of the electric motor unit.
  • Each inverter system is assigned a position sensor exclusively.
  • an electric motor unit comprises a plurality of circumferentially distributed stator coils, each of the stator coils being connected to one of at least three autonomous inverter systems, respectively.
  • each inverter system builds on its own three-phase three-phase system. In this respect, there are 9 polarizations here.
  • the stator coils can be arranged on a stationary stator plate (also base plate) of the drive unit.
  • an electric motor unit has a plurality of circumferentially distributed stator coils, which are arranged in the circumferential direction at a first distance from each other, wherein at a circumferential position two adjacent stator coils are arranged at a second, greater distance from each other, so that a circumferential gap is formed, through which Peripheral gap supply lines (at least one is sufficient), in particular electrical lines and / or coolant lines and / or brake fluid lines, for the drive unit in the radial direction can be passed, in particular passed through, are.
  • the first distance may have an amount of 0, the coils are thus adjacent to each other.
  • the second distance is inevitably larger in this embodiment and forms a circumferential gap, which is set up for the passage of lines.
  • the radial feedthrough allows easy installation and a space-saving configuration.
  • a base plate of the drive unit to which in particular the coils of the electric motor unit are mounted, provided with two opposing, juxtaposed coolant lines, in particular arranged axially adjacent to stator coils.
  • the cooling with a circulating coolant system allows more engine power with high reliability at the same time; more engine power is equivalent to faster and more frequent Umsetzvor réelle, which in turn can mean a higher transport capacity of the elevator system.
  • the countercurrent coolant lines thereby allow a constant in the circumferential direction average coolant temperature.
  • an electric motor unit comprises a plurality of permanent magnets, which are attached to a, in particular common one-piece, rotor plate.
  • the rotor plate is clamped in particular via the first screw, which also serves to connect the rotating frame of the bearing unit with one of the bearing rings.
  • the driving force can thus be transmitted directly to the rotary frame;
  • the rotor remains decoupled from any carrying forces, in particular tilting moments, which are transmitted from the rotating frame to the drive unit.
  • a brake unit comprises at least one spring assembly, in particular a plurality of circumferentially distributed spring assemblies, which acts on the brake unit in a vented position, and which is fastened in particular via a bolt to a base plate of the drive unit.
  • the bias of the spring assembly in particular each of the spring assemblies, individually adjustable via an adjustment.
  • the adjusting means may comprise a U-shaped in cross-section cartridge, which surrounds a spring assembly from one side axially and circumferentially and is rotatably supported on a threaded bolt. This results in a coaxial arrangement of adjustment cartridge, spring assembly and threaded bolt.
  • the threaded bolt is bolted to a base plate; in particular, the screwing takes place via the above-mentioned bolt for connecting the spring assembly to the base plate.
  • the adjusting means are preferably arranged accessible accessible car side.
  • the rotor plate has radially inwardly a circular opening which releases the adjusting means and / or the spring assemblies, provided that the brake unit is arranged radially inward. This supports a comfortable maintenance, in particular change of the brake pads.
  • a brake unit comprises a removable carrier disc, which is provided on both sides with brake pads.
  • the carrier disk is connected in particular with a rotor, in particular the rotor plate, the electric motor unit rotationally fixed, but in particular axially displaceable.
  • the carrier disk is arranged radially overlapping with an actuating disk and arranged to apply a braking force to the carrier disk with an axial force.
  • the actuating disk is actuated in particular by a fluid and can be spring-loaded.
  • the carrier disc carries in particular the brake pads and can be removed as a unit to replace the brake pads. Easy maintainability is thereby supported.
  • a brake unit has a controllable fluid chamber, which is delimited by a base plate of the drive unit and a diaphragm piston.
  • the diaphragm piston acts on an actuating element, in particular the actuating disk.
  • the actuating element is in particular the element which applies a brake normal force for the tribological material pairing.
  • the actuator can be supported.
  • the membrane piston is preferably fixed in the fluid chamber by means of a bolt.
  • the bolt may be one bolt, and the actuating element, in particular the actuating plate is guided axially.
  • a brake unit comprises a brake caliper and a cooperating disc brake disc, the brake disc in particular a center angle of less than, in particular at most about 180 ° and / or wherein the brake disc is arranged in particular radially outside of an electric motor unit and / or wherein the brake disc in particular rotationally fixed a rotor of the drive unit is attached.
  • the drive unit is provided only for the conversion of the rotatable rail segment from the horizontal to the vertical orientation, a rotatability of less than 360 ° is sufficient.
  • the brake only has to support this Operaverdus tone, which is possible with a brake disc sheet, which is not completely closed annular. Weight and costs can be saved in this way.
  • the brake disc sheet can also be arranged radially outside freely at a suitable circumferential position.
  • an axial length of the drive unit of a maximum of 100 mm.
  • the elevator installation according to the invention comprises at least one elevator shaft, preferably at least two elevator shafts.
  • each elevator shaft is at least a first, vertical Guide rail and at least a second, in particular horizontal, guide rail arranged.
  • the vertical guide rails in the at least two different elevator shafts can be connected to one another via the second guide rail.
  • a plurality of cars is provided, which are movable independently of one another along the first guide rail.
  • a rotatable rail segment is provided, which can be converted from a vertical orientation into a direction deviating from the vertical orientation, in particular horizontal, by means of a drive unit of the aforementioned type ,
  • the car can be transferred from a first elevator shaft via the second guide rail in the second elevator shaft.
  • the car is guided via guide means on the first and second guide rail.
  • the drive unit is arranged inside the elevator shaft in a gap between a shaft wall of the elevator shaft and the elevator car.
  • the drive unit can be accommodated to save space. A separate engine room is not required. Furthermore, it becomes possible to design the drive unit gearless, which in turn can save installation space and costs.
  • the shaft wall means in particular that shaft wall which is arranged on the side of the guide rails which faces away from the car. In other words, the guide rails are arranged between the drive unit and the car. In particular, the guide rails are attached to this shaft wall.
  • the intermediate space, in which the drive unit is arranged is arranged axially between the shaft wall and the rotatable rail segment.
  • the required space can hereby be significantly optimized again.
  • the drive unit and those guide rollers which engage behind the guide rail on the side facing away from the car (ie in particular the side facing the drive unit and / or the shaft wall), are arranged axially overlapping each other.
  • These guide rollers are also referred to below as the trailing guide rollers.
  • This engaging behind already require a certain amount of space on the back of the guide rails, which corresponds to the gap iSd registration. Now that this gap is also used for receiving the drive unit, a further increase in space can be avoided by the drive unit.
  • the drive unit is arranged within a polygon, which is spanned by those engaging behind guide rollers; in other words, this means that the drive unit and the guide rollers do not radially overlap.
  • the drive unit has a region to which the engaging behind guide rollers are arranged radially overlapping.
  • this can be a region of small axial length, so that guide rollers and drive unit split up a certain radial space, so to speak.
  • the drive unit in particular L-shaped, receiving recesses, in which the engaging behind the guide rollers protrude axially
  • a first portion of the drive unit can be formed radially non-overlapping formed with the guide rollers; a second of the drive unit, however, may be formed radially overlapping with the engaging behind guide rollers (but not axially overlapping).
  • the drive unit comprises a bearing unit with two bearing rings, namely a bearing inner ring and a bearing outer ring, wherein a rotating frame, to which the rotatable rail segment is attached, is bolted directly to one of the bearing rings, in particular the bearing inner ring, and / or another of the two bearing rings ,
  • the bearing outer ring is screwed directly to a base plate of the drive unit and / or is bolted directly to a shaft wall of the elevator shaft.
  • the drive unit and in particular the bogie, in particular at least partially, preferably completely, arranged in a horizontal recess in the shaft wall.
  • the distance of the guide rails themselves from the shaft wall can thus be made quite small. This is important because high tilting moments are introduced into the shaft wall due to the backpack storage on the guide rails. The smaller the distance of the guide rails from the shaft, the smaller the tilting moments. In addition, as little as possible unused space falls.
  • the drive unit is in particular designed to perform a rotation of less than 360 °. Limiting means are provided. This allows the wiring of the rails to be brushless. More rotation is not required.
  • elevator shaft is to be understood here quite broadly and essentially refers to a free, vertically extending area of a building in which a car can be moved vertically.
  • An elevator shaft does not necessarily have to be limited by four walls.
  • two adjacent elevator shafts can be arranged side by side without an intermediate wall.
  • the drive unit not only provides a driving force;
  • the drive unit is in this case also supporting element, which transmits the entire weight of the cabin in the direction of the building during the implementation. Since the cabin is suspended in the context of the present invention, in particular as a backpack storage, this is cantilevered to the drive unit; correspondingly high are bending stresses on the drive unit.
  • the drive unit according to the invention should not be confused with so-called pancake drives (for example EP 2 325 983 A1, DE 199 06 727 C1).
  • the pancake drives are quite flat drive motors for cable drives, which are arranged flat next to the elevator car in the shaft. Although these provide a high driving force; However, a cantilevered cabin can not carry these.
  • FIG. 1 shows a first arrangement for converting a car from one elevator shaft into another elevator shaft in an elevator installation according to the invention a) in a frontal view (y-direction),
  • FIG. 2 shows a second arrangement for converting a car from one elevator shaft into another elevator shaft in an elevator installation according to the invention a) in a frontal view (y-direction),
  • FIG. 3 shows a drive unit for use in a lift installation according to the invention in a partially sectioned perspective view; 4 shows the drive unit according to FIG. 4 in a sectional top view;
  • FIG. 5 shows the drive unit of Figure 4 in a sectional side view.
  • FIG. 6 shows the drive unit according to FIG. 4 in another partially sectioned perspective view
  • FIG. 7 shows a brake unit of the drive unit according to FIG. 3 in cross section
  • FIG. 8 shows a further cross section of the drive unit according to FIG. 3;
  • FIG. 10 shows a modification of the drive unit according to FIG. 9
  • Figure 11 shows three variants of the attachment of a drive assembly according to any of the previous figures on a shaft wall.
  • FIG. 1 a shows a first arrangement for converting a car 3 from a first elevator shaft into a second elevator shaft in an elevator installation 1 according to the invention.
  • the elevator installation 1 comprises a plurality of cars 3, of which only one is shown here.
  • the cars 3 are movable in several elevator shafts 2.
  • the vertical guide rail 4 comprises fixed vertical rail segments 6, which are rigidly fastened to a shaft wall 14 of the elevator shaft 2. Further, the vertical guide rails 4 comprise rotatable rail segments 5, if they are in a vertical orientation, as shown in Figure 1 by the solid lines. On the rail segments 5, 6 guide rollers 12 roll off. The guide rollers 12 are attached to a chassis 16 which can move along the rails 4, 8. About a pivot 9 of the car 3 is fixed to the chassis 16. The hinge 9 ensures a largely firm connection between the car 3 and the chassis 16; only a twistability is given to continue to leave the car 3 in its original rotational position during the rotation of the chassis during Umsetz perspectives the car.
  • the rotatable rail segments 5 are rotatable between the vertical orientation and a horizontal orientation, shown in phantom in FIG. In a horizontal orientation, the rotatable rail segments 5 are part of horizontal guide rails 8, which further comprise fixed horizontal rail segments 7. Via the horizontal guide rail 8, the car 3, guided by the guide rollers 12, can now pass from the first elevator shaft 2 'into the adjacent elevator shaft (indicated only by arrow 2 ").
  • the car 3 is guided by means of a backpack suspension on the guide rails 4, 8; this means that the guide rails 4, 8 are all arranged on a common side of the car; this is necessary so that vertical guide rails 4 do not obstruct the horizontal travel path when the car is moved horizontally.
  • the rotatable rail segments 5 are mounted on a rotating frame 13 which is rotatably mounted on the shaft wall 14.
  • the rotating frame 13 may be formed integrally or in several pieces with the rotatable rail segments 5.
  • Figure lb shows the rotating frame 13 with solid lines in a vertical orientation and with dashed lines in a horizontal orientation.
  • the rotary frame 13 in turn is rotatably driven by means of a drive unit 20 in order to change the orientation of the rotatable rail segments 5 or of the rotary frame 13.
  • the arrangement of the drive unit 20 in the elevator shaft will now be apparent from FIG.
  • the drive unit 20 is arranged in a gap 15 between the car 3 and the shaft wall 2.
  • the axes of rotation A of the drive unit 20 and the rotatable rail segments 5 driven therewith are arranged coaxially with one another.
  • the drive unit 20 is gearless. It can be seen that this gap 15 should in principle be small in size in order to avoid unnecessary area consumption.
  • the drive unit 20 is to be designed such that it can be accommodated in the intermediate space 15, which already exists due to other boundary conditions anyway. A Enlargement of the base of the gap 15 only for the purpose that the drive assembly finds additional space here is to be avoided.
  • the drive unit 20 includes an electric motor unit 40, which will be explained in more detail in the following figures.
  • This electric motor unit 40 is designed as an external rotor motor, which allows a comparatively flat (axially small) construction, with nevertheless large torque.
  • the drive unit 20 is arranged in a gap 15, which is arranged axially between the rotatable rail segments 5 and the shaft wall 14.
  • This shaft wall 14 is the shaft wall which is located closest to the rails, and to which the fixed vertical rail segments 6 and the drive unit 20 itself is attached.
  • the drive unit 20 is to be arranged so that the drive unit 20 does not obstruct the movement of the guide rollers 12.
  • this relates to those guide rollers 12 * which engage behind the guide rails 4, 8, viewed from the car 3 (hereinafter “guide rollers”): these are those guide rollers 12 * which are located closest to the shaft wall 14 and on one side
  • the distance of the guide rollers 12 from the axis of rotation A is greater than the radial extent of the drive unit 20 (measured from the axis of rotation).
  • the drive unit 20 is arranged so far apart that they form a rectangle, which is substantially congruent with the positions of the rotatable rail segments 5 in its vertical and horizontal position.
  • the drive unit 20 is arranged within a radial region 21, which is completely within this rectangle so that a collision of the Drive unit with the trailing guide rollers 12 * is excluded.
  • the drive unit 20 and the engaging behind guide rollers 12 * are arranged axially overlapping each other.
  • FIG. 2 shows an alternative embodiment, which largely corresponds to the embodiment of Figure 1 and reference is made to the description thereof. In the following, only the differences will be discussed.
  • the drive unit 20 has a first region 21 which, analogously to the embodiment according to FIG. 1, is arranged radially inside the rectangle which is spanned by the trailing guide rollers 12 *, and is arranged axially overlapping with this engaging behind guide rollers.
  • the drive unit 2 further has a second region 22, which is arranged axially adjacent to the engaging behind guide rollers 12 * and radially overlapping with engaging behind guide rollers 12 * is arranged. In this area, the drive unit forms an L-shaped recess 23, in which the engaging behind guide rollers 12 * protrude.
  • Large parts of the drive unit 20 can be arranged analogously to FIG. 1 in the first region 21. Only those parts of the drive unit 20, which find no place there, are arranged in the second region 2. Since at least the first region 21 is arranged axially overlapping the trailing guide rollers 12 *, the additional axial space requirement is kept within limits.
  • the second region 22 for example, magnetic components of rotors and stators of the electric motor can be arranged. Because these magnetic components are located radially further outward than in FIG. 1, a comparatively large torque can be generated by identical components or an identical torque can be generated by comparatively small magnetic components.
  • a brake unit can be arranged radially on the outside, which generates a comparatively high braking torque due to the position radially outward. Further details of a possible implementation will be explained below with reference to FIG.
  • the rotating frame 13 is fixedly connected to the drive unit 20 via first screw 17.
  • the drive unit 20 is in turn firmly connected via second screw 18 with the shaft wall 14.
  • the entire arrangement around the drive unit 20 is correspondingly robust.
  • a conventional flat drive motor (so-called pancake design) for driving cable-operated elevator cars is particularly suitable for these Tilting moment load not designed.
  • the second screw connection of the bearing outer ring 32 can be bolted directly to the shaft wall.
  • FIGS. 3 to 8 show an embodiment of a drive unit 20 which corresponds to the variant of FIG. 1; by minimal changes, this is also applicable to variant of Figure 2.
  • FIGS. 3 to 8 will be described together below; it is always pointed to the most relevant figure in parentheses.
  • the drive unit 20 comprises an electric motor unit 40, a bearing unit 30 and a brake unit 50 (FIGS. 5 and 8).
  • the electric motor unit is arranged radially on the outside and the brake unit 50 is arranged radially inward.
  • the bearing unit 30 is arranged radially between the electric motor unit 40 and the brake unit 50.
  • the bearing unit 30 comprises a bearing inner ring 31, a bearing outer ring 32 and rolling elements 33 rolling off between the inner and outer rings (FIG. 5).
  • the rolling elements 33 are formed as cylindrical rollers, which are arranged in cross roller guide between the bearing rings 31, 32.
  • the cross roller guide makes it possible to form the bearing unit 30 by a selected arrangement of the rolling elements 33 in the loading direction to the bottom vertically stronger than in the horizontal loading direction.
  • the rotating frame 13 is screwed via the first screw 17 to the bearing inner ring; the bearing outer ring 32 is fixed to a base plate 24 which is fastened via second screw 18 to the shaft wall 14.
  • the electric motor unit 40 includes a plurality of circumferentially distributed stator coils 41 fixed to the base plate 24. ( Figures 4 and 5).
  • the stator coils 41 cooperate with a plurality of circumferentially distributed permanent magnets 42 fixed to a rotor plate 47.
  • the rotor plate 47 is rotatably supported relative to the base plate 24. In the present case, the rotor plate is screwed to the bearing inner ring 31, here via the first screw 17.
  • the stator coils 41 and the permanent magnets 42 are arranged radially adjacent to each other; Consequently, the rotor magnets are arranged radially outside the stator magnets, which favors a short axial design. In addition, this increases the torque generated by the electric motor unit.
  • Position sensors 43 are arranged circumferentially fixed on the base plate 24. Recesses 48 in the rotor plate 47 provide access to the position sensors 43 from the direction of the interior of the elevator shaft 2. The sensors 43 can thus be exchanged or adjusted without the rotor plate 47 having to be removed. Sensor tapes, not shown, which are fastened to the rotor plate 47, serve as signal transmitters for the position sensors 43 (FIGS. 3 to 5). At the same time, the openings allow access to the screws of the second screw 18 in order to mount or dismount the drive unit 20 in unit on the shaft wall 14 (FIGS. 3 to 6).
  • the cooling system includes coolant lines 45 annularly disposed on the base plate 24, radially overlapping with iron cores 49 associated with the stator coils 41 (FIGS. 5, 6 and 8). There are two juxtaposed, separate coolant lines 45 are provided, which are traversed in different directions with coolant fluid.
  • a first radially outer coolant line 45 is flowed through in a clockwise direction; a second radially inner coolant line is flowed through by coolant in the counterclockwise direction.
  • the coolant absorbs heat on its annular path through the electric motor units and heats up continuously.
  • the electric motor unit 40 comprises three separately designed three-phase motors. Although all of the stator coils 41 are arranged adjacent to each other in the circumferential direction. The stator coils 41 adjacent to each other, however, are connected with separate inverters 44 ⁇ , 44 2 and 44. 3 If one inverter 44 fails, the stator coils 41 assigned to another inverter can thus continue to operate.
  • FIG. 4 shows the arrangement and interconnection of the stator coils. The stator coils with the poling ul, vi, wl of the first electric motor are arranged side by side in the circumferential direction.
  • circumferential gaps 46 are provided at two circumferential positions between two stator coils 41 which are adjacent in the circumferential direction.
  • the circumferential gap 46 has a distance U in the circumferential direction of about 10-20 mm.
  • the brake unit 50 comprises a carrier disk 55, which is rotatably connected to the rotor plate 47 via a toothing.
  • the toothing allows an axial mobility of the support plate 55 relative to the rotor plate 47.
  • the support plate 55 carries on both axial sides in each case a brake pad 61.
  • This brake pad 61 is clamped during braking between two opposing discs 62, of which a first disc integral with the base plate 24 is formed and a second brake disc is formed by an axially actuated and axially movable actuating disc 57 ( Figures 5, 7 and 8).
  • the exact structure of this brake unit can be seen in particular from FIG.
  • the actuating disk 47 is actuated hydraulically or pneumatically.
  • a fluid chamber 58 is formed between the actuating disk 57 and the base plate 24, which is sealed by a diaphragm piston 59.
  • the diaphragm piston 59 abuts against the actuating disk 57. If a fluid pressure of a certain height is generated in the fluid chamber 58, then the diaphragm piston 59 acts on the actuating disk 57 axially.
  • the actuating disk 57 is biased by a spring assembly 51, which acts on the actuating disk 57 in the direction of the base plate 24 and thus in principle acts on the closed position of the brake.
  • the fluid pressure in the fluid chamber 58 thus serves to open the brake or counteracts a closure of the brake.
  • the Preload of the spring pack 51 is adjusted by a plurality of circumferentially distributed adjustment cartridges 53.
  • the single cartridge 53 is rotatably bolted to a threaded connecting bolt 52. Depending on the rotational position and direction of travel on the thread of the connecting bolt 52, the relative axial position of the adjusting cartridge 53 is set relative to the actuating disk 57. As a result, the recorded within the adjustment cartridge 53 spring assembly 51 is compressed and thus tensioned before.
  • a membrane fixing flange 60 is provided, which is designed to encircle the ring.
  • the diaphragm fixing flange 60 clamps the diaphragm piston 59 axially with a radially outer fastening region of the base plate 24.
  • the connecting bolt 52 thus serves to fasten the spring assembly 51, to adjust the prestressing of the spring assembly 51 and to secure the membrane fixing flange 60 to the base plate 24.
  • the individual cartridges 53 are unscrewed. Then the spring packs 51 can be seen and the actuating disk 57 is exposed. This actuating disk 57 can now be removed axially guided on the connecting pin 52. Now the carrier disk 55 is exposed. The toothing allows the carrier disk 55 to be removed from the rotor plate 47 without the rotor plate 47 having to be loosened. Subsequently, the carrier disk can be provided with new brake pads 61 or a new carrier disk with pre-assembled new brake pads 61 is provided. Subsequently, the carrier disk 55 is brought into mesh with the rotor plate 47.
  • the actuating disk 57 is guided on the connecting pin 52 and then the spring assemblies 51 and the adjustment cartridges 53 are mounted. Subsequently, the bias of the spring packs by adjusting the respective rotational positions of the individual cartridges 53 is made.
  • the brake fluid is conducted into the fluid chamber 58 via a brake fluid line 54.
  • the brake fluid line 54 is also introduced radially through the circumferential gap 46 in the drive unit 20.
  • the brake fluid line 54 is formed by bores 56 in the base plate 24.
  • the diameter D of the drive unit 20 is 800 mm (FIGS. 1, 2 and 5).
  • the axial length L of the drive unit 20 is 150mm ( Figures (1, 2 and 5).)
  • the axial directional relationships and radially refer in principle to the axis of rotation A of the drive unit 20, unless otherwise stated.
  • FIG. 9 shows a modification of the drive unit 20 according to FIGS. 3 to 8, which largely corresponds to the configuration according to FIGS. 3 to 8; in this respect, reference is made to the corresponding description. In the following, only the difference will be discussed.
  • the brake unit 50 is arranged radially outside the rotor blade 47 of the electric motor unit 40. Via a fastening 66, a brake caliper 64 is at least rotationally fixedly connected to the rotor plate 47. The attachment can take place in that the caliper 64 is bolted to the bogie 13 ( Figure 9c). The bogie 13 is in turn fixedly connected to the rotor plate 47. The caliper 64 cooperates with a brake disc arch 63. Since the rotatable rail segment 5 ( Figures 1, 2) is to be converted only from the vertical orientation in the horizontal orientation, a rotatability of the bogie 13 and the rotor plate 47 of only 90 ° is sufficient. Equally sufficient for the brake disc sheet 63 a geometric center angle ⁇ of slightly more than 90 °, in the present case about 100 °.
  • FIG. 9a shows the brake caliper 64 connected to the rotor plate 47 in the two rotational end positions (once solid and once shown in dashed lines).
  • FIG. 10 shows a modification of the drive unit 20 according to FIG. 9, which largely corresponds to the embodiment according to FIG. 9; in this respect, reference is made to the corresponding description. In the following, only the difference will be discussed.
  • the caliper 64 is connected via screw 64 fixed to the shaft wall 14 and thus held stationary.
  • the brake disc arch 63 is firmly connected to the rotor plate 47, for example via a weld 65.
  • This embodiment is suitable for implementing the concept according to FIG. 2; the radially outer second region 22 comprises the brake unit 50.
  • the first region 21 comprises the bearing unit 30 and the electric motor unit 40.
  • FIG. 10 a shows the brake disc arch 63 in the two rotational end positions (once solid and once shown by dashed lines).
  • FIG. 11 shows three possibilities for arranging the drive unit in the intermediate space 12.
  • the shaft wall 14 has a straight course in a side view.
  • the drive unit is arranged on the shaft wall 14; this is followed by the bogie 13 in the axial direction.
  • To the bogie 13 close the guide rails 4, 5 in the axial direction.
  • Fastening means 10 for fastening the guide rails 4, 5 essentially span the axial length of the drive unit 20 and the bogie 13.
  • the axial length of the fastening means is here dimensioned Xa.
  • the recess 19 has a radial extent which is greater than the radial extent of the drive unit but smaller than the radial extent of the bogie 13.
  • the shaft wall 14 has a recess 19 in which the drive unit 20 is accommodated.
  • the bogie 13 is disposed outside the recess.
  • the attachment means 10 substantially span the axial length of the bogie 13.
  • the reduced axial length of the attachment means is here dimensioned Xb.
  • the recess 19 has a radial extent which is greater than the radial extent of the bogie 13.
  • the shaft wall 14 has a larger depression 19, in which the drive unit 20 and the bogie 13 are accommodated.
  • the fastening means 10 need not span a substantial axial distance here again the axial length of the fasteners is dimensioned here with Xc.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Civil Engineering (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Transportation (AREA)
  • Cage And Drive Apparatuses For Elevators (AREA)
  • Types And Forms Of Lifts (AREA)

Abstract

L'invention concerne une unité d'entraînement (20) conçue pour un système d'ascenseur, ledit système d'ascenseur comprenant : au moins une cage d'ascenseur (2), en particulier au moins deux cages d'ascenseur (2', 2''), chaque cage d'ascenseur (2) comprenant au moins un premier rail de guidage (4) vertical et au moins un second rail de guidage (8) non vertical, en particulier horizontal, permettant de relier notamment les rails de guidage verticaux (4) dans les aux moins deux cages d'ascenseur (2) ; une pluralité de cabines (3), qui peuvent se déplacer indépendamment l'une de l'autre le long du premier rail de guidage (4), le premier rail de guidage (4) comprenant au moins un segment de rail rotatif (5) qui peut être transféré d'une orientation verticale à une orientation divergeant de l'orientation verticale, en particulier horizontale, à l'aide de l'unité d'entraînement (20), afin que la cabine (3) puisse être transférée d'une première cage d'ascenseur (2') dans une seconde cage d'ascenseur (2') du premier rail de guidage (4) au second rail de guidage (8), la cabine (3) pouvant être guidée sur les premier et second rails de guidage (4) à l'aide de galets de guidage (12). L'invention est caractérisée en ce que l'unité d'entraînement (2) comprend une première interface (47, 17, 31) conçue pour fixer, au moins de manière indirecte, le segment de rail rotatif (5) sur l'unité d'entraînement (20) et une seconde interface (24, 18) conçue pour fixer, au moins de manière indirecte, l'unité d'entraînement (20) sur une paroi de cage (14) dans la cage d'ascenseur (2). L'invention concerne une unité d'entraînement (20) destinée à un système d'ascenseur comprenant une première interface (47, 17, 31) pour fixer, au moins de manière indirecte, un segment de rail rotatif (5) sur l'unité d'entraînement (20) et au moins une seconde interface (24, 18) conçue pour fixer, au moins de manière indirecte, l'unité d'entraînement (20) dans la cage d'ascenseur (2).
EP17715665.0A 2016-04-07 2017-03-31 Unité d'entraînement pour système d'ascenseur Withdrawn EP3440003A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016205794.4A DE102016205794A1 (de) 2016-04-07 2016-04-07 Antriebseinheit für eine Aufzugsanlage
PCT/EP2017/057737 WO2017174464A1 (fr) 2016-04-07 2017-03-31 Unité d'entraînement pour système d'ascenseur

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EP3440003A1 true EP3440003A1 (fr) 2019-02-13

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EP17715665.0A Withdrawn EP3440003A1 (fr) 2016-04-07 2017-03-31 Unité d'entraînement pour système d'ascenseur

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US (1) US20190071285A1 (fr)
EP (1) EP3440003A1 (fr)
JP (1) JP2019512438A (fr)
CN (1) CN108883903B (fr)
DE (1) DE102016205794A1 (fr)
WO (1) WO2017174464A1 (fr)

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DE102017202405A1 (de) 2017-02-15 2018-08-16 Thyssenkrupp Ag Halteeinrichtung
DE102017202845A1 (de) 2017-02-22 2018-08-23 Thyssenkrupp Ag Kabinenanordnung
CN110382391B (zh) 2017-03-06 2022-06-24 蒂森克虏伯电梯创新与运营有限公司 具有可移动的轨道部段的驱动装置
DE102017210308A1 (de) * 2017-06-20 2018-12-20 Thyssenkrupp Ag Kabinenanordnung
WO2018234273A1 (fr) 2017-06-21 2018-12-27 Thyssenkrupp Elevator Ag Dispositif de support pour une plate-forme tournante dans un système d'ascenseur
DE102017118507A1 (de) 2017-08-14 2019-02-14 Thyssenkrupp Ag Aufzugsanlage und Verfahren zum Betreiben einer Aufzugsanlage
DE102017219527A1 (de) 2017-11-02 2019-05-02 Thyssenkrupp Ag Joch für einen elektrischen Linearantrieb, Aufzugsanlage sowie Verfahren zum Betreiben des Linearantriebs und der Aufzugsanlage
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DE102018201761A1 (de) 2018-02-06 2019-08-08 Thyssenkrupp Ag Personenfördervorrichtung mit vorgegebener Fahrtrichtung
DE102018202557A1 (de) 2018-02-20 2019-08-22 Thyssenkrupp Ag Kollisionsverhinderung zwischen Fahrkörben
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DE102018217450A1 (de) * 2018-10-11 2020-04-16 Thyssenkrupp Ag Verfahren zum Betreiben einer Aufzugsanlage
DE102018218227A1 (de) * 2018-10-24 2019-11-28 Thyssenkrupp Ag Einstellbare Bremsvorrichtung für einen Fahrkorb einer Aufzuganlage
DE102018220549A1 (de) 2018-11-29 2019-10-24 Thyssenkrupp Ag Umsetzanordnung für eine Aufzugsanlage
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DE102019201654A1 (de) * 2019-02-08 2020-02-20 Thyssenkrupp Ag Aufzuganlage mit Notfallschlitten
DE102019205533A1 (de) * 2019-04-17 2020-05-14 Thyssenkrupp Ag Fahrkorb mit seitlicher Evakuierungsöffnung
DE102019208183A1 (de) * 2019-06-05 2020-06-18 Thyssenkrupp Ag Aufzuganlage mit verfahrbarer Schachttür
DE102019210529A1 (de) 2019-07-17 2021-01-21 Thyssenkrupp Elevator Innovation And Operations Ag Aufzugsanlage
DE102019213622A1 (de) * 2019-09-09 2021-03-11 Thyssenkrupp Elevator Innovation And Operations Ag Umsetzanordnung für eine Aufzugsanlage
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Publication number Publication date
WO2017174464A1 (fr) 2017-10-12
US20190071285A1 (en) 2019-03-07
DE102016205794A1 (de) 2017-10-12
CN108883903B (zh) 2021-08-06
CN108883903A (zh) 2018-11-23
JP2019512438A (ja) 2019-05-16

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