WO2017182256A1 - Système d'ascenseur - Google Patents

Système d'ascenseur Download PDF

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Publication number
WO2017182256A1
WO2017182256A1 PCT/EP2017/057839 EP2017057839W WO2017182256A1 WO 2017182256 A1 WO2017182256 A1 WO 2017182256A1 EP 2017057839 W EP2017057839 W EP 2017057839W WO 2017182256 A1 WO2017182256 A1 WO 2017182256A1
Authority
WO
WIPO (PCT)
Prior art keywords
counterweight
guide
elevator
car
drive unit
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.)
Ceased
Application number
PCT/EP2017/057839
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German (de)
English (en)
Inventor
Kurt Steiner
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.)
Inventio AG
Original Assignee
Inventio 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 Inventio AG filed Critical Inventio AG
Publication of WO2017182256A1 publication Critical patent/WO2017182256A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • B66B11/0035—Arrangement of driving gear, e.g. location or support
    • B66B11/0045—Arrangement of driving gear, e.g. location or support in the hoistway
    • 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

Definitions

  • the present invention relates to an elevator installation, in particular to an elevator installation, which is provided for the transport of larger loads, and to a method for the arrangement of drive units of an elevator installation.
  • Elevator systems for transporting larger loads are known in principle. In many cases, such elevator systems are designed as special constructions. Such an elevator system, which is intended specifically for the transport of cars, is known from the publication US 2014/0353089. In this case, two drives are used, which move an elevator car together. The two drives are each connected to their own counterweight, or they act on a common counterweight. The drives are located above the elevator car and they require a corresponding engine room or a corresponding support floor. This requires a lot of space, is expensive to deploy and is correspondingly expensive.
  • an elevator system with two drives is known.
  • This elevator system is not specifically designed for the transport of heavy loads, but it presents a kind of self-supporting elevator system, on both sides of the elevator car hollow columns are arranged, which carry a counterweight in the hollow area and on the outer wall of the elevator car is guided.
  • a drive is supported by the hollow column and drives a suspension means of the elevator system.
  • Such a solution is particularly suitable for standardized elevator systems and smaller loads, since such hollow columns are limited in their dimensions and do not allow great variability. This because the hollow profile requires complex tools and therefore is usually used only for a fixed size range. In addition, the solution is expensive.
  • the object is to provide an elevator system which is suitable for transporting larger loads, which takes up little space and which is easy to vary and, moreover, is inexpensive overall.
  • the solution described below alone and with corresponding possible embodiments solve at least some of the tasks.
  • an elevator installation with an elevator car and with a first counterweight and with a second counterweight in an elevator shaft.
  • a first drive unit is assigned according to this solution to the first counterweight and a second drive unit is assigned to the second counterweight.
  • the first drive unit is in this case attached to a counterweight guide of the first counterweight and to a first cabin guide.
  • the second drive unit is fastened analogously to the first drive unit on a counterweight guide of the second counterweight and on a second cabin guide.
  • a drive support force can be inexpensively introduced via the counterweight guide and the cab guide in a floor structure of the elevator system.
  • small drive units can be used, which can be produced for smaller loads in large quantities. This simplifies the production and also later maintenance of the elevator installation.
  • the counterweight guide of the first counterweight comprises at least two counterweight guide rails and the counterweight guide of the second counterweight also comprises at least two counterweight guides.
  • the first drive unit is fastened to the two counterweight guide rails of the first counterweight and to the first car guide
  • the second drive unit is fastened to the two counterweight guide rails of the second counterweight and to the second car guide.
  • the car guides are preferably car guide rails. Of course, other shapes such as a car guide track or a guide column can be used as cabin guides.
  • this may be lightweight T-rails or guide rails formed of sheet metal, and for the first cabin guide, this may be an in Compared to the counterweight guides stronger profile.
  • the use of known guide rails allows a high flexibility and is inexpensive. By attaching the drive units to the respective guide rails space can be saved and other support structures can be saved.
  • the first drive unit is fastened by means of a first cross member to the first cabin guide and the two counterweight guide rails of the first counterweight.
  • This first cross member is attached via two end portions to the two counterweight guide rails of the first counterweight and to a central portion on the first cabin guide.
  • the second drive unit is secured by a second cross member to the second cabin guide and the two counterweight guide rails of the second counterweight and the second cross member is attached via two end portions to the two counterweight guide rails of the second counterweight and with a central portion to the second cabin guide.
  • the traverse allows an ideal distribution of the respective driving and carrying capacity on the three guide rails, wherein ideally an average main support force is directed to the larger cabin guide rail.
  • the cabin guide is designed to be stronger or larger than the two counterweight guides, as in the management of the elevator car higher management and higher load forces must be considered.
  • the two counterweight guide rails of the first counterweight and the first cabin guide span a largely first horizontal triangle.
  • the first drive unit is fastened and supported essentially via this first horizontal triangle.
  • any components for the drive such as a converter housing or an electrical connection can be attached elsewhere.
  • the triangular or three-legged support allows a safe and cost-effective introduction of carrying and driving forces in the guide rails and further in the building in which the elevator system is installed.
  • the first counterweight and the second counterweight are arranged between a first side of the elevator car and a wall of the elevator shaft.
  • the two counterweights here are arranged in a counterweight plane running parallel to the first side of the elevator car.
  • the counterweight guide of the first counterweight comprises at least two counterweight guide rails and the counterweight guide of the second counterweight also comprises at least two counterweight guide rails, preferably the two counterweight guide rails of the first counterweight, the first car guide, the two counterweight guide rails of the second counterweight and the second car guide disposed between a first side of the elevator car and a wall of the elevator shaft.
  • the two counterweight guide rails of the first counterweight and the two counterweight guide rails of the second counterweight are arranged in a counterweight plane running parallel to the first side of the elevator car, and the first cabin guide and the second cabin guide are directed to the elevator car.
  • This arrangement allows the use of elevator parts, as presented for example in EP 1400477.
  • an elevator system with a single drive is disclosed, in which also the drive between a first side of the elevator car and a wall of the elevator shaft is arranged.
  • two or more such drives are now juxtaposed, whereby a correspondingly multiple load can be carried.
  • a proven solution can be used to design an elevator system for transporting large loads. This is inexpensive, since there are no large deployment costs, as components and structures are used, which can be produced for smaller elevator systems in large quantities.
  • a service is optimized because virtually no additional devices are maintained Need to become.
  • the first counterweight is arranged between a first side of the elevator car and a first wall of the elevator shaft
  • the second counterweight is arranged between a second side of the elevator car and a second wall of the elevator shaft.
  • the first side of the elevator car and the second side of the elevator car parallel to each other and they face each other.
  • the counterweight guide of the first counterweight comprises at least two counterweight guide rails and the counterweight guide of the second counterweight likewise comprises at least two counterweight guide rails
  • the two counterweight guide rails of the first counterweight and the first cabin guide are thus between a first side of the elevator car and a first shaft wall of the elevator car Elevator shaft arranged and the two counterweight guide rails of the second counterweight and the second car guide are arranged between a second side of the elevator car and a second shaft wall of the elevator shaft.
  • a further first cabin guide is provided for the first cabin guide, which forms a first cabin guide plane with the first cabin guide and which further first cabin guide is arranged on one of the first cabin guide opposite side of the elevator car.
  • a further second cabin guide is provided, which forms a second car guide plane with the second car guide and which further second car guide is arranged on one side of the elevator car opposite the second car guide.
  • the first counterweight is connected by means of a first suspension element strand with the elevator car and the first drive unit drives the first suspension element strand.
  • the second counterweight is connected by means of a second suspension element strand with the elevator car and the second drive unit drives the second suspension element strand.
  • the first drive unit and the second drive unit are in this case synchronized with each other so that they can raise and lower the elevator car together.
  • the first suspension element strand and the second suspension element strand are guided in a 2: 1 arrangement to the counterweights and to the elevator car and the suspension element strands each comprise at least two individual support means.
  • a plurality of support means - at least two of them - are thus arranged side by side, with a small constant distance or possibly distributed on both sides of the corresponding cabin guide plane and form a suspension element strand which is driven by the corresponding drive unit.
  • the drive units can be kept small because the drive units can be operated with higher speeds and smaller torques due to the 2: 1 arrangement.
  • belt-type suspension means are used.
  • Such belt-like support means are provided with embedded support cords, which have small diameters.
  • Typical diameters of these cords are in the range of 1 to 3 millimeters. Thus, in principle, minimum roll diameters of 40 millimeters are conceivable. Thus, small drive machines can be used and a space requirement can be kept low. In addition, of course, more than two individual suspension elements per drive unit or per suspension element strand can be used. By using multiple suspension means per drive unit, a load can of course be additionally influenced.
  • the suspension element strands are guided at the counterweights each about a counterweight arranged above the counterweight support roller and the counterweight ends of the suspension element strands are attached to the trusses.
  • the suspension element strands in the elevator car are preferably guided in each case around car carrier rollers arranged below the elevator car.
  • the first suspension element strand and the second suspension element strand are in this case preferably guided parallel to each other.
  • the elevator car comprises a number of drive units corresponding number of support segments. These support segments receive the car support rollers, which perform the respective suspension element strands below the elevator car, so that the suspension element strands are guided to one of the corresponding drive unit opposite side of the elevator car.
  • the cabin-side ends of the suspension element strands are then fastened to the drive unit on the opposite side of the elevator car to the shaft wall or to the cabin guide.
  • the support segments are preferably arranged parallel to one another.
  • support segments are advantageous because they can be carried out independently of the detailed design of the elevator car itself. They can contain further elements. Thus, a load-measuring device can be arranged in this support segment. By summing the load signals of the individual support segments, a total load can be defined and it can also be determined if necessary, a load distribution. An attachment of other elements, such as a connection of an electrical supply or signal cable or weight compensation elements to the support segments is possible.
  • the elevator car comprises a number of drive units corresponding number of sub-cabins. These sub-cabins are preferably assembled in the installation of the elevator car to form an entire elevator car.
  • a first sub-cabin comprises a car door area and two side areas
  • a second sub-cabin includes a rear wall and two side areas.
  • a further cabin door area may be provided.
  • a further sub-cabin can be provided, which comprises two side areas. This further sub-cabin is then, for example, between the first and second sub-cabin arranged.
  • a load capacity can be further increased.
  • a drive unit is assigned to each of the sub-cabin and accordingly each provided a counterweight.
  • Each drive unit is thus assigned in this embodiment, exactly one counterweight and one of the sub-cabins, the sub-cabins are fixed together, substantially rigidly connected, advantageously screwed, while the counterweights are guided independently in their own guideways.
  • additional elements are present, which additionally stiffens the elevator car as a whole. This can be, for example, so-called diagonal struts, which are mounted over lateral areas of the elevator car.
  • the plurality of support segments are connected or joined together to form a support frame.
  • the elevator car comprises a number of safety devices corresponding to the number of cabin guides.
  • These safety gears are preferably controlled jointly, wherein the control takes place on the one hand by means of mechanical lever mechanisms or on the other hand by means of electromechanical actuators.
  • a combination of mechanical lever mechanisms and electromechanical actuators is also possible.
  • an electromechanical actuating element acts on a lever mechanism, which in turn connects the several safety gears to one another.
  • the elevator car comprises a number of guide shoe pairs.
  • a guide shoe Parr is in each case assigned to a cabin guide, wherein a cabin guide shoe of the guide shoe pair is arranged at a lower region of the elevator car and the other cabin guide shoe of the guide shoe pair is arranged at an upper region of the elevator car.
  • determine two pairs of guide shoe, which are located furthest to each other a main guide plane and the other guide shoe pairs are executed with increased clearance or with increased elasticity.
  • the two cabin guides, which via a Diagonals of the cabin floor surface are arranged to each other, which are the most distant cabin guides.
  • the elevator car can thus be performed clearly defined.
  • the elevator car is mainly guided by distant guides.
  • the further cabin guides thus form an emergency guidance system.
  • This is also advantageous since the main guidance level is thus clearly defined even in the case of possible deviations in the distances between the several car guides.
  • the drive units are identical, at most arranged mirrored to each other.
  • two substantially identical designs of drives can be used. This simplifies the maintenance of the elevator installation and is also inexpensive.
  • the first drive unit and the second drive unit are coupled together by means of mechanical connection means such as a shaft or at most a differential gear.
  • mechanical connection means such as a shaft or at most a differential gear.
  • a rigid coupling of the two drives can be used. If there are large load differences between the two drive units due to asymmetrical loads, it may be useful to use a differential gear. This can be corrected at most different slip behavior.
  • the two or more drive units are synchronized by electronic means.
  • the electronic synchronization provides for operation of the two drive units by means of a common converter.
  • the synchronization controls a load distribution to the individual drive units in such a way that executives of the elevator car are minimized, wherein for example an executive or a horizontal position of the elevator car is detected for control.
  • Fig. 3 is a stepped cross section corresponding to FIG. 1, on the one hand with built-in
  • FIG. 4 shows a cross section corresponding to FIG. 1 with installed drive units
  • FIG. 5 shows a cross section through a further elevator shaft with elevator car and counterweights.
  • FIG. 1 shows a schematic representation of a cross section through an elevator shaft 2 of an elevator installation 1, as implemented according to a solution approach.
  • the elevator installation 1 comprises an elevator cage 3, a first counterweight 41 and a second counterweight 42.
  • the elevator cage 3 itself is in this example composed of two subcabins 3 a and 3 b.
  • the sub-cabins 3 a and 3 b are assembled so that they form a coherent fixed unit.
  • a complete, one-piece elevator car can be used.
  • the first sub-cabin 3 a includes a cabin door area 36 which can interact with a door area of the hoistway (not shown), and the second sub-cabin 3b usually includes a rear wall 37 which closes the elevator cage 3 at the rear.
  • the rear wall can be designed as another Kabür door area.
  • the cab door area 36 and the rear wall 37 or the further cab door area are usually at opposite ends of the elevator car 3.
  • the elevator car 3 or the two subcabins 3a, 3b are laterally bounded by a first side 31 and a second side 32 of the elevator car. These first and second sides 31, 32 are formed by corresponding side walls.
  • the first counterweight 41 is assigned in principle to the first sub-cabin 3a-or to a first area of the elevator car 3 -and the second counterweight 42 is assigned-corresponding to the second sub-cabin 3b-or to a second area of the elevator car 3.
  • the counterweights 41, 42 are each by their own Counterweight guides 64, 65 out.
  • the first counterweight 41 is guided by means of two counterweight guide rails 64a, 64b of the first counterweight and the second counterweight 42 is guided by means of two further counterweight guide rails 65a, 65b of the second counterweight 42.
  • the first counterweight 41 and the second counterweight 42 are arranged between the first side 31 of the elevator car 3 and a first wall 21 of the elevator shaft 2, so that the two counterweights 41, 42 in a counterweight plane 44 running parallel to the first side 31 of the elevator car 3 are arranged.
  • the elevator car 3 is guided by means of cabin guides 71, 72, 74, 75.
  • a first cabin guide 71 is arranged between the first counterweight 41 and the elevator car 3, in the region of the first sub-car 3a, and a second car-guide 74 is arranged between the second counterweight 42 and the elevator car 3, in the area of the second sub-car 3b.
  • the two counterweight guide rails 64a, 64b of the first counterweight together with the first car guide 71 approximately form a triangle, and exactly the same form the two counterweight guide rails 65a, 65b of the second counterweight together with the second car guide 74 in another triangle.
  • a further first cabin guide 72 is provided, which forms a first cabin guide plane 73 with the first cabin guide 71 and which further first cabin guide 72 is arranged on the side opposite the first cabin guide 71 side 32 of the elevator car 3.
  • a second cabin guide 75 is also provided to the second cabin guide 74, which forms a second cabin guide plane 76 with the second cabin guide 74 and which further second cabin guide 75 is likewise arranged on the side 32 of the elevator car 3 opposite the second cabin guide.
  • the first car management plane 73 and the second car management plane 76 are aligned in a preferred solution, as shown in Fig. 1, parallel to each other.
  • the elevator car is guided by means of cabin guide shoes 38 along the cabin guides 71, 72, 74, 75.
  • Two mutually most remote cabin guides 72, 74 may in an optional embodiment a Form the main management level 80.
  • the cabin guide shoes 38, which are arranged on this main guide level 80, are designed substantially free of play.
  • the remaining cabin guide shoes 38 on the remaining cabin guides 71, 75 can be designed with greater play or with greater elasticity. Thus, a distortion of the cabin guide shoes 38 can be prevented.
  • Fig. 2 shows the elevator system of Fig. 1 in an equally schematic side sectional view corresponding to the section line AA of Fig. 1.
  • the elevator car 3 is in an upper region of the elevator shaft 2 and the elevator car 3 is by means of the cabin guide shoes 38 along the Cabin guides 71, 72 out.
  • Each cabin guide shoes 38 arranged at an upper and lower area of the elevator car 3 together form a guide shoe pair.
  • At the lower part of the elevator car 3 further conventional safety gear 39 are attached, which can brake and hold the elevator car 3 in case of failure.
  • the first counterweight 41 is arranged laterally of the elevator car 3 between the first side 31 of the elevator car 3 and the first wall 21 of the elevator shaft 2.
  • the first counterweight 41 is guided along the counterweight guides 64, 64a.
  • the first counterweight 41 is further connected to the elevator car 3 by means of a first suspension element strand 57, and a first drive unit 51 drives the first suspension element strand 57 such that the elevator car 3 and the first counterweight 41 can move up and down in the opposite direction.
  • the first counterweight 41 is shown at an altitude near the elevator car 3. This is schematic. In reality, the first counterweight 41 is located in a lower area of the elevator shaft 2 when the elevator car is in the upper area of the elevator shaft 2.
  • the first drive unit 51 is arranged in the upper region of the elevator shaft 2. It is attached to the first counterweight guide 64, or counterweight guide rails 64a, 64b (see FIG. 1) of the first counterweight 41 and to the first cabin guide 71. In the present example, the attachment of the first drive unit 51 by means of a cross member 54.
  • the first suspension element strand 57 is in a 2: 1 arrangement to the counterweight 41 and to the elevator car 3 out.
  • the suspension element strand 57 in the counterweight 41 is guided around a counterweight support roller 45 arranged above the counterweight 41, and a counterweight-side end 61 of the suspension element strand 57 is fastened to the cross-member 54.
  • the suspension element strand 57 is guided to the first drive unit 51, where it wraps around a traction sheave of the drive unit 51 and continues to the elevator car 3.
  • the suspension element strand 57 is guided around the elevator car 3 arranged cabin support rollers 33 to the drive unit 57 opposite side 32 der Aufzugskabine 3 and a cabin-side end 62 of the suspension element strand 57 is fastened in the example at the upper end of the other first cabin guide 72.
  • the cabin-side end 62 of the suspension element strand 57 may be fastened to the shaft wall 22 or possibly to a ceiling of the elevator shaft.
  • the arranged below the elevator car 3 car carrier rollers 33 are arranged in a support segment 34.
  • the supporting segment 34 is a supporting beam which connects and holds the cabin carrying rollers 33 arranged on both sides of the elevator car 3.
  • the support segment 34 is connected to the elevator car 3, for example, by means of an elastic intermediate layer. Thus, any rolling noise of the car carrier rollers 33 relative to the elevator car 3 can be isolated or damped.
  • the support segment 34 may further include elements such as a load measurement or suspension points for attaching an electrical cable, a so-called suspension cable.
  • the first counterweight 41 with the counterweight guides 64a, the first drive unit 51, and the cabin guides 71, 72 are visible. It is self-explanatory that the arrangement (see the following figures) of the second counterweight 42 with its counterweight guides 65, the corresponding second drive unit 52 and the cabin guides 74, 75 are executed analogously.
  • FIG. 3 shows the elevator installation of FIGS. 1 and 2, wherein in a partial area 3a a view from above with installed drive unit 51 is shown, while in the other partial area 3b a view from above onto the counterweight 42 is shown.
  • the arrangement and configuration of the elevator car 3 with first and second sub-cabin 3 a, 3 b and the arrangement of counterweights 41, 42, the cabin guides 71, 72, 74, 75 and the counterweight guides 64a, 64b, 65a, 65b is accordingly, as explained in Figures 1 and 2.
  • the arrangement of the drive unit 51 and an arrangement of the first suspension element strand 57 correspond to the statements on the preceding figures.
  • the suspension element strands 57, 58 each comprise two individual suspension elements 60. Depending on the design, the suspension element strands 57, 58 may of course also comprise more than two individual suspension elements.
  • belt-type support means 60 are used. These belt-like support means are provided with embedded support cords having small diameters, whereby support rollers 33, 45 can be used with small diameters.
  • the traverse is supported by means of attachment to the counterweight guides 64, 65 and the cabin guide 71, 74 on a tripod. Accordingly, the first cross member 54 (in the upper part of FIG. 3) is fastened with its end regions to the counterweight guides 64a, 64b and in the central region to the first cage guide 71.
  • the first drive unit 51 is mounted on the crossbar 54, preferably by means of sound-absorbing damping elements (not shown), and the support means 57 is guided as shown in FIG.
  • the cab support rollers 33 are each arranged on each sub-cab 3a, 3b on or in a support segment 34 below the cab 3.
  • the arrangement and configuration of the counterweights 41, 42, the cabin guides 71, 72, 74, 75, the counterweight guides 64a, 64b, 65a, 65b, the first and second drive units 51, 52 as well as the arrangement of the suspension element strands 57, 58 is in relation to a centerline 23 substantially symmetrical.
  • a plan view of the elevator installation 1 is shown.
  • substantially symmetrical means that individual parts, such as the drive units 51, 52, trusses 54, 55 or suspensions and so on are possibly mirrored (as shown in FIG. 5) or they can also be duplicated laterally.
  • a common control in particular a common inverter 63 is provided, which can drive the two drive units 51, 52 synchronously.
  • Fig. 5 shows a supplementary solution.
  • three sub-cabins 3a, 3b and 3c are joined together to form a single larger cabin 3.
  • a further sub-cabin 3c is used.
  • the further sub-cabin 3c adjoins the second sub-cabin 3b.
  • An order of the sub-cabins is exchangeable.
  • Both-sided end sub-cabins are provided with corresponding car door areas and rear walls 36, 37, while the sub-cabins arranged therebetween are open.
  • the terms subcars are not to be understood as delimited cabins but they are taken together as solid possibly one-piece structures.
  • each sub-cabin 3a, 3b, 3c is assigned its own counterweight 41, 42 43, each with its own counterweight guides 64, 64a, 64b, 65, 65a, 65b, 66, 66a, 66b, and each sub-cabin 3a, 3b, 3c has associated cabin guides 71, 72, 74, 75, 77, 78. Furthermore, each of the sub-cabins has a corresponding drive unit.
  • the second counterweight 42 which is assigned to the second sub-cabin 3b, is arranged in the region of the second wall 22 of the elevator shaft opposite the first and further counterweight 41, 43.
  • the other structures are carried out analogously as shown in the preceding examples.
  • the elevator car is shown in the form of sub-cabins. This also implies that the entire elevator car essentially consists of a coherent structure. Dimensions of the elevator car are of course in the frame variable by expert's interpretation.
  • the plurality of suspension element strands 57 are always guided in parallel.
  • a suspension element strand below the elevator car can also be performed obliquely.

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  • Engineering & Computer Science (AREA)
  • Civil Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Structural Engineering (AREA)
  • Lift-Guide Devices, And Elevator Ropes And Cables (AREA)

Abstract

La présente invention concerne un système d'ascenseur, en particulier un système d'ascenseur conçu pour transporter des charges importantes, ainsi qu'un procédé pour agencer des unités d'entraînement d'un système d'ascenseur. Un système d'ascenseur selon l'invention comprend une cabine d'ascenseur (3), un premier contrepoids (41) et un second contrepoids (42) dans une cage d'ascenseur (2). Une première unité d'entraînement (51) est associée au premier contrepoids (41) et une seconde unité d'entraînement (52) est associée au second contrepoids (42). La première unité d'entraînement (51) est fixée sur un guide de contrepoids (64) du premier contrepoids (41) et sur un premier guide de cabine (71) et la seconde unité d'entraînement (52) est fixée sur un guide de contrepoids (65) du second contrepoids (42) et sur un second guide de cabine (74). La solution proposée permet d'augmenter la capacité de transport d'un système d'ascenseur par utilisation d'éléments standard.
PCT/EP2017/057839 2016-04-22 2017-04-03 Système d'ascenseur Ceased WO2017182256A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP16166513 2016-04-22
EP16166513.8 2016-04-22

Publications (1)

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WO2017182256A1 true WO2017182256A1 (fr) 2017-10-26

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PCT/EP2017/057839 Ceased WO2017182256A1 (fr) 2016-04-22 2017-04-03 Système d'ascenseur

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1999043593A1 (fr) 1998-02-26 1999-09-02 Otis Elevator Company Systeme d'ascenseur presentant un moteur d'entrainement situe dans un espace superieur
EP1400477A2 (fr) 2002-09-05 2004-03-24 Inventio Ag Positionnement de machine d'entraínement d'ascenseur
US6991069B1 (en) * 1997-12-23 2006-01-31 Inventio Ag Cable elevator with a drive plate
DE102008051122A1 (de) * 2007-10-10 2009-04-16 Eastern Elevators Pty. Ltd., Arncliffe Aufzugsystem
US20140353089A1 (en) 2013-05-28 2014-12-04 Unitronics Parking Solutions Ltd. Vehicle elevator system

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6991069B1 (en) * 1997-12-23 2006-01-31 Inventio Ag Cable elevator with a drive plate
WO1999043593A1 (fr) 1998-02-26 1999-09-02 Otis Elevator Company Systeme d'ascenseur presentant un moteur d'entrainement situe dans un espace superieur
EP1400477A2 (fr) 2002-09-05 2004-03-24 Inventio Ag Positionnement de machine d'entraínement d'ascenseur
DE102008051122A1 (de) * 2007-10-10 2009-04-16 Eastern Elevators Pty. Ltd., Arncliffe Aufzugsystem
US20140353089A1 (en) 2013-05-28 2014-12-04 Unitronics Parking Solutions Ltd. Vehicle elevator system

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