EP0350582B1 - Device for vibration damping of elevator cabins - Google Patents

Device for vibration damping of elevator cabins Download PDF

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Publication number
EP0350582B1
EP0350582B1 EP89108041A EP89108041A EP0350582B1 EP 0350582 B1 EP0350582 B1 EP 0350582B1 EP 89108041 A EP89108041 A EP 89108041A EP 89108041 A EP89108041 A EP 89108041A EP 0350582 B1 EP0350582 B1 EP 0350582B1
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EP
European Patent Office
Prior art keywords
deflection
horizontal
cage
centring
carrier frame
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EP89108041A
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German (de)
French (fr)
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EP0350582A1 (en
Inventor
Michel Aimé
Edmund Sager
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Inventio AG
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Inventio AG
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    • 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
    • B66B11/02—Cages, i.e. cars
    • B66B11/026—Attenuation system for shocks, vibrations, imbalance, e.g. passengers on the same side
    • B66B11/0266—Passive systems
    • B66B11/0273—Passive systems acting between car and supporting frame

Definitions

  • the present invention relates to a device for vibration damping on elevator cabs, which are held in a support frame, wherein in order to attenuate the horizontal and vertical impacts transmitted from the support frame to the car, support buffers between the support frame and the underside of the car, an upper element for horizontally centering the relative position of the upper part the cabin in the support frame, which simultaneously brakes the horizontal deflection, and a lower element for horizontal centering of the relative position of the lower part of the cabin in the support frame, which simultaneously brakes the horizontal deflection, are provided.
  • US Pat. No. 4,428,460 describes a combined device by means of which the lower part of a car body is supported on four individual plates suspended in articulated quadrilaterals and additional rubber buffers and the upper part of the car body is guided by centering elements. The transverse deflection is counteracted with adjustable spring elements.
  • the device comprises numerous, complicated mechanical elements, which can cause corresponding problems and costs in terms of function and maintenance.
  • a system is known from US Pat. No. 4,660,682, in which the lower part of the cabin is horizontally movably supported in all directions on roller or slide guides and the upper part is held in a central position between the supporting frame and the cabin by means of damping elements.
  • the horizontal deflection of the lower part of the cabin takes place against spring forces that center the cabin.
  • a mechanical stop centering is provided, which consists of the actuating cylinder and levers.
  • the intervention of the mechanical centering device can transmit noise and impacts to the cabin.
  • the deflection of the lower part of the cabin corresponds to a pendulum movement, which means that every point on the underside of the cabin moves on a circular line around the center of rotation of the top of the cabin. This in turn has the consequence that in particular the outer points on the underside of the cabin have to make a corresponding vertical movement.
  • the integration of a load measurement is also difficult.
  • U.S. Patent No. 4,113,064 describes a similar device. This is mechanically blocked with an electromagnet, which is attached to the support frame and, when excited, attracts a rubber-mounted plate located on the cabin body. The friction generated by the friction brakes further horizontal deflection of the cabin. The necessary vertical flexibility is only partially given. The mechanical blocking device will be noticeable by an impact sound and it is not intended to operate it while driving.
  • the present invention has for its object to provide a device that strongly dampen the horizontal and vertical impacts on a cabin held in a support frame during fast travel and can bridge the damping function if necessary.
  • side plates 4, a lower yoke 3 and an upper yoke 2 form a support frame for a cabin body 1.
  • the support frame is guided with guide shoes 5 in guide rails 5.1 and carried with ropes 6.
  • 5.2 is a guide rail joint.
  • the cabin body 1 lies on ball roller buffers 8, which are fastened in the horizontal leg 15.2 of the support bracket 15 with bolts 8.3 and nuts 8.4.
  • 15.1 are elements of a static load measurement and are attached below and above at the beginning of the leg of the horizontal leg 15.2 of the support bracket 15. 7 with a lower centering element is referred to, which consists of a jacket 7.1, a rubber-elastic filling 7.2 and a guide sleeve 7.3.
  • a ball joint with a release and tensioning device 14 In the ball joint there is a spherical body 12 with a guide bolt 11 which passes through its center, is firmly connected to it and projects upwards. The part of the guide bolt 11 which projects upwards is located after an open space 11.1 in the guide slide sleeve 7.3.
  • a dashed contour 8.2 shows the shape of the ball in the unloaded state as a ball and the drawn-out contour 8.1 shows it in the normally loaded state.
  • the top of the car body 1 has guide bolts 9 which are fastened to the car body 1 with plates 9.1.
  • These guide bolts 9 pass through guide sliding sleeves 10.3 of centering elements 10, which in turn are attached to the upper yoke 2 with the jacket 10.1.
  • the centering elements 10 have a rubber-elastic filling 10.2 between the jacket 10.1 and the guide sliding sleeve 10.3.
  • Fig. 2 illustrates an example of the placement of the centering element 7, the ball roller buffer 8 and the guide pin 9 on the cabin body 1.
  • the ball roller buffer 8 are located below the four corners of the cabin body 1.
  • the lower centering element 7 is attached centrally and the guide pins 9 are in line a guide axis 5.3 arranged on the top of the cabin.
  • FIG. 3 shows a top view of the ball joint 13 with a clamping and releasing device 14.
  • a fixed clamping jaw 13.2 is located on a base plate 13.1, which is firmly connected to the base plate 13.1 and movably connected to the fixed clamping jaw 13.2 via a hinge 13.4 , a movable jaw 13.3.
  • a short leg 13.5 with a transverse bore 13.6 is fastened to the end of the fixed clamping jaw 13.2 opposite the hinge 13.4 and a long leg 13.7 with an outer transverse bore 13.8 and an inner transverse bore 13.9 at the same point on the movable clamping jaw 13.3.
  • the tensioning and releasing device 14 consists of two separate Functional groups, one for tensioning and one for loosening.
  • the one for loosening acts on the outer end of the long leg 13.7 by a draw bolt 14.6 leading through the outer bore 13.8 and being attracted by an electromagnet 14.5 when it is excited.
  • the electromagnet 14.5 is fixed with an angle support 14.10 on the same base as the base plate 13.1.
  • the opening travel is limited with an adjusting screw 14.7 with nut 14.8.
  • the set screw is held by a flange plate 14.9, which is firmly connected to the electromagnet 14.5.
  • the point of engagement of the set screw 14.7 lies in the middle between the outer bore 13.8 and the inner bore 13.9 on the long leg 13.7. Is tensioned with a clamping bolt 14.1, which is guided through the holes 13.6 and 13.9, and with a tension spring 14.3, which is preloaded with nuts 14.2 via washer 14.4.
  • 12 denotes a spherical body which is flattened at the top and bottom and has a bevel 12.3 at the lower edge.
  • An upwardly projecting bolt 11 is firmly connected to the spherical body 12.
  • these two parts 11 and 12 can move about a center 12.4 within an available angle of rotation.
  • X 7.4 at half the height in the centering element 7 denotes another pivot point.
  • An additional buffer pad 12.2 reduces the movement angle for the spherical body 12 at this point.
  • the device described above works as follows:
  • the underside of the cabin body rests on ball rolling buffers 8.
  • Vibration buffers with a spherical shape have the property that their force-displacement characteristic curve is very progressive.
  • Working point is the vertical spring travel of the cabin body with a maximum load change, for example at most 2 mm.
  • Higher frequency mechanical vibrations eg> 10 Hz
  • the car body 1 can now roll on these ball rolling buffers 8 sufficiently far in all horizontal directions without the movement being hindered by the screw bolts 8.3 and thus intercept lateral impacts from a known cause, with a lateral evasive movement relative to the supporting frame 4, and from the passengers keep away.
  • the car body 1 with its lower part performs these shock-absorbing evasive movements while driving, the car top is held in a defined central position by the two guide bolts 9 and centering elements 10 arranged in line.
  • the guide bolts 9 can slide in the guide slide sleeves 10.3 in the vertical direction, so that when the cabin body 1 moves vertically, there is no additional vertical force due to a change in load or deflection of the lower part.
  • the centering elements 10 with the rubber-elastic filling 10.2 can absorb higher-frequency transverse vibrations and keep them away from the cabin body 1.
  • the deflection movement of the lower part of the cabin body 1 must be limited because the spatial conditions in the shaft, in particular the distance to the front wall of the shaft, are limited.
  • the buffer pad 12.1 in the ball joint 13 is determined.
  • the deflection movement of the lower part of the cabin body 1 pulls the bolt 11 at an angle and thus also the spherical body 12 until it lies with its bevel 12.3 on the buffer support 12.1 and then, depending on the specific surface pressure and the Shore hardness of the buffer support 12.1, makes a corresponding buffer path.
  • Practical application shows that the deflection in the guide axis can and should be greater than that in the direction of the shaft wall with the entrances.
  • the deflection towards the exits must never reach the amount of the threshold air gap and secondly, the function of the mechanical coupling of the shaft and cabin doors must not be impaired.
  • the door coupling mechanisms are attached to the upper half of a car body, so that because of the centering elements 10 and the guide bolts 9 on the upper part of the car body 1, they only have to participate in a fraction of the deflection movement.
  • the door threshold gap is currently on the level of the greatest deflection movement, which must be checked or limited absolutely safely and reliably in the direction towards the entrance. This is done by targeted additional buffer supports 12.2 in the ball joint 13 at the point which reduces the deflection path of the cabin body 1 to the admissible dimensions towards the entrances.
  • the permissible dimension of the deflection path in this direction can be, for example, 10 mm, 15 to 20 mm then being permissible for the other directions of movement.
  • Natural vibrations of the car body 1 in the natural resonance range of, for example, 1 to 1.5 Hz are caused by the internal damping friction of the rubber-elastic Fillings 7.2 / 10.2 and that of the ball roller buffer 8 prevented.
  • the disposition and dimensions of the individual components of the device according to the invention are matched to the cabin mass, the maximum speed to be driven and the local conditions.
  • the elements of a static load measurement 15.1 work completely independently of the functions of the device according to the invention, because with vertical movements of the cabin body 1, the sliding guide sleeves 7.3 / 10.3, the guide bolts 9 and the bolts 11 do not produce vertical forces which distort the load measurement.
  • the translation geometry between the horizontal Cabin movement and that of the bevel 12.3 on the underside of the spherical body 12 is given by the distance X between the two pivot points 12.4 and 7.4 and the diameter of the spherical body 12. Changes in the distance X due to changes in load are taken into account millimeter by millimeter.

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  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Engineering & Computer Science (AREA)
  • Civil Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Structural Engineering (AREA)
  • Cage And Drive Apparatuses For Elevators (AREA)
  • Elevator Door Apparatuses (AREA)
  • Lift-Guide Devices, And Elevator Ropes And Cables (AREA)

Abstract

Using this device, it is possible, in the case of fast-moving elevators, to isolate horizontal jolts, produced by not precisely aligned guide rails (5.1), from the cabin body (1). For this purpose, the cabin body (1) is mounted with its bottom part on ball roller buffers (8) and held with its top part in a central position by means of centring elements (10) and guide bolts (9). In the case of horizontal jolts, the bottom part of the cabin body (1) can execute a deflection movement rolling off on the ball roller buffers (8) and thus absorb these jolts. This deflection movement takes place counter to a centring spring force which is produced by a centring element (7) mounted on the bottom part of the cabin body (1). During deflection, a bolt (11) is carried along with the sliding guide sleeve (7.3) of the centring element (7) and brought into an oblique position. The rubber elastic filling (7.2) then produces the centring counterforce. The bottom part of the bolt (11) opens out into a spherical body (12) which is mounted in a ball tensioning element (13). The ball tensioning element (13) has a release and tensioning device (14), by means of which the deflection movements can be released or blocked. The release takes place during travel and the blocking takes place prior to the end of travel in order to guarantee a reliable functioning of the door coupling and the door unlocking. <IMAGE>

Description

Die vorliegende Erfindung betrifft eine Vorrichtung für die Schwingungsdämpfung an Aufzugskabinen, die in einem Tragrahmen gehalten sind, wobei zur Abschwächung der vom Tragrahmen auf die Kabine übertragenen horizontalen und vertikalen Stösse Auflagepuffer zwischen Tragrahmen und Kabinenunterseite, ein oberes Element zur horizontalen Zentrierung der relativen Lage vom Oberteil der Kabine im Tragrahmen, das gleichzeitig die horizontale Auslenkung bremst, sowie ein unteres Element zur horizontalen Zentrierung der relativen Lage vom Unterteil der Kabine im Tragrahmen, das gleichzeitig die horizontale Auslenkung bremst, vorgesehen sind.The present invention relates to a device for vibration damping on elevator cabs, which are held in a support frame, wherein in order to attenuate the horizontal and vertical impacts transmitted from the support frame to the car, support buffers between the support frame and the underside of the car, an upper element for horizontally centering the relative position of the upper part the cabin in the support frame, which simultaneously brakes the horizontal deflection, and a lower element for horizontal centering of the relative position of the lower part of the cabin in the support frame, which simultaneously brakes the horizontal deflection, are provided.

Bei schnellaufenden Aufzügen werden hohe Ansprüche an die Genauigkeit der Führungsschienenausrichtung gestellt. Dies deshalb, weil sich Ausricht-Ungenauigkeiten sowie schlechte Schienenstösse als stossartige Querbewegung auf den Kabinenkörper übertragen und so den Fahrkomfort bezüglich Erschütterung und Geräusch schmälern. Es ist bekannt, dass sich die genannten Ursachen im Quadrat zur gefahrenen Geschwindigkeit grösser bemerkbar machen. Es ist ferner allgemein bekannt, zur Lösung dieses Problems vibrationsdämpfende Elemente verschiedenster Art und an verschiedenen Stellen zwischen Kabinenkörper und Tragrahmen vorzusehen. Bei dieser Art der Schwingungsdämpfung ist ein Kompromiss zwischen weicher und harter Dämpfung einzugehen, wobei harte Dämpfung den Fahrkomfort schmälert und die weiche Dämpfung zu viel Querauslenkung des Kabinenkörpers mit entsprechenden Folgen verursachen kann.High-speed lifts place high demands on the accuracy of the guide rail alignment. This is because alignment inaccuracies and bad rail joints are transmitted as a jerky transverse movement to the cabin body and thus reduce driving comfort in terms of vibration and noise. It is known that the causes mentioned are more noticeable in the square of the speed traveled. It is also generally known to provide vibration-damping elements of various types and at different locations between the car body and the support frame to solve this problem. With this type of vibration damping, a compromise has to be made between soft and hard damping, hard damping reducing the driving comfort and the soft damping causing too much lateral deflection of the cabin body with corresponding consequences.

Die US-Patentschrift Nr. 4,428,460 beschreibt eine kombinierte Einrichtung, mittels welcher der untere Teil eines Kabinenkörpers auf vier einzelne in Gelenkvierecken aufgehängte Platten und zusätzliche Gummipuffer abgestützt und der obere Teil des Kabinenkörpers von Zentrierelementen geführt wird. Der Querauslenkung wird mit einstellbaren Federelementen entgegengewirkt.
Die Einrichtung umfasst zahlreiche, komplizierte mechanische Elemente, welche bezüglich Funktion und Unterhalt entsprechende Probleme und Kosten verursachen können.US Pat. No. 4,428,460 describes a combined device by means of which the lower part of a car body is supported on four individual plates suspended in articulated quadrilaterals and additional rubber buffers and the upper part of the car body is guided by centering elements. The transverse deflection is counteracted with adjustable spring elements.
The device comprises numerous, complicated mechanical elements, which can cause corresponding problems and costs in terms of function and maintenance.

Mit der US-Patentschrift Nr. 4,660,682 ist ein System bekannt geworden, bei welchem der untere Teil der Kabine horizontal in allen Richtungen auf Rollen- oder Gleitführungen beweglich gelagert ist und der obere Teil mittels Dämpfungselementen zwischen Tragrahmen und Kabine in einer Mittellage gehalten wird. Die horizontale Auslenkung des Kabinenunterteiles erfolgt gegen, die Kabine zentrierende, Federkräfte. Zusätzlich zur Feder-Zentrierung ist eine mechanische Anschlagzentrierung vorgesehen, welche aus Betätigungszylinder und Hebeln besteht.A system is known from US Pat. No. 4,660,682, in which the lower part of the cabin is horizontally movably supported in all directions on roller or slide guides and the upper part is held in a central position between the supporting frame and the cabin by means of damping elements. The horizontal deflection of the lower part of the cabin takes place against spring forces that center the cabin. In addition to the spring centering, a mechanical stop centering is provided, which consists of the actuating cylinder and levers.

Das Eingreifen der mechanischen Zentriereinrichtung kann Geräusche und Schläge auf die Kabine übertragen. Das Auslenken des Kabinenunterteiles entspricht einer Pendelbewegung, was bedeutet, dass sich jeder Punkt auf der Kabinenunterseite auf einer Kreislinie um das Drehzentrum Kabinenoberseite bewegt. Dies wiederum hat zur Folge, dass insbesondere die äusseren Punkte der Kabinenunterseite eine entsprechende Vertikalbewegung machen müssen. Das ergibt, angesichts der in vertikaler Richtung starren Lagerung bei Gleit- oder Rollenlagerung, unerwünschte Effekte, wie z.B. einseitiges Abheben oder Verkanten. Bei der beschriebenen Art der Kabinenlagerung ist zudem die Integration einer Lastmessung schwierig.The intervention of the mechanical centering device can transmit noise and impacts to the cabin. The deflection of the lower part of the cabin corresponds to a pendulum movement, which means that every point on the underside of the cabin moves on a circular line around the center of rotation of the top of the cabin. This in turn has the consequence that in particular the outer points on the underside of the cabin have to make a corresponding vertical movement. In view of the rigid storage in the vertical direction in the case of sliding or roller bearings, this results in undesirable effects, such as unilateral lifting or canting. With the described type of cabin storage, the integration of a load measurement is also difficult.

Die US-Patentschrift Nr. 4,113,064 beschreibt eine ähnliche Einrichtung. Bei dieser erfolgt die mechanische Blockierung mit einem Elektromagnet, welcher am Tragrahmen befestigt ist und bei Erregung eine am Kabinenkörper befindliche, gummigelagerte Platte anzieht. Die durch Kraftschluss erzeugte Reibung bremst ein weiteres horizontales Auslenken der Kabine. Die nötige vertikale Nachgiebigkeit ist nur teilweise gegeben. Die mechanische Blockiereinrichtung wird sich durch ein Schlaggeräusch bemerkbar machen und es ist nicht vorgesehen, diese noch während der Fahrt zu betätigen.U.S. Patent No. 4,113,064 describes a similar device. This is mechanically blocked with an electromagnet, which is attached to the support frame and, when excited, attracts a rubber-mounted plate located on the cabin body. The friction generated by the friction brakes further horizontal deflection of the cabin. The necessary vertical flexibility is only partially given. The mechanical blocking device will be noticeable by an impact sound and it is not intended to operate it while driving.

Der vorliegenden Erfindung liegt die Aufgabe zugrunde, eine Vorrichtung zu schaffen, die die horizontalen und vertikalen Stösse auf eine in einem Tragrahmen gehaltene Kabine bei schneller Fahrt stark dämpfen und die Dämpfungsfunktion bei Bedarf überbrücken kann.The present invention has for its object to provide a device that strongly dampen the horizontal and vertical impacts on a cabin held in a support frame during fast travel and can bridge the damping function if necessary.

Diese Aufgabe wird durch die im ersten Anspruch gekennzeichnete Erfindung gelöst.This object is achieved by the invention characterized in the first claim.

Die durch die Erfindung erreichten Vorteile sind im wesentlichen darin zu sehen

  • dass bei rollender horizontaler Verschiebung des Kabinenunterteiles gleichzeitig die für eine Pendelbewegung nötige vertikale Nachgiebigkeit vorhanden ist,
  • dass durch dosierte Betätigung einer Blockiereinrichtung eine sanfte mechanische Fixierung der Kabine noch während der Fahrt ermöglicht wird,
  • dass die Vorrichtung integrierte Teile einer statischen Lastmessung aufweist,
  • dass zur Begrenzung der horizontalen Auslenkung keine äusseren Anschläge nötig sind und
  • dass die Lastmessfunktion durch keinerlei Reibeffekte verfälscht wird.
The advantages achieved by the invention are essentially to be seen therein
  • that with a rolling horizontal displacement of the lower part of the cabin at the same time that for one The necessary vertical compliance is present,
  • that a gentle mechanical fixation of the cabin is made possible while driving by metered actuation of a blocking device,
  • that the device has integrated parts of a static load measurement,
  • that no external stops are necessary to limit the horizontal deflection and
  • that the load measuring function is not falsified by any friction effects.

In den Zeichnungen ist ein Ausführungsbeispiel des Erfindungsgegenstandes dargestellt und es zeigen:

  • Fig. 1 eine Gesamtansicht,
  • Fig. 2 die Plazierung der Elemente,
  • Fig. 3 eine Draufsicht des Kugelgelenkes und
  • Fig. 4 einen Querschnitt durch das Kugelgelenk.
An exemplary embodiment of the subject matter of the invention is shown in the drawings, in which:
  • 1 is an overall view,
  • 2 the placement of the elements,
  • Fig. 3 is a plan view of the ball joint and
  • Fig. 4 shows a cross section through the ball joint.

In der Fig. 1 bilden Seitenschilder 4, ein unteres Joch 3 und ein oberes Joch 2 einen Tragrahmen für einen Kabinenkörper 1. Der Tragrahmen wird mit Führungsschuhen 5 in Führungsschienen 5.1 geführt und mit Seilen 6 getragen. 5.2 ist eine Führungsschienen-Stossstelle. Der Kabinenkörper 1 liegt auf Kugelrollpuffern 8, welche im horizontalen Schenkel 15.2 von Tragwinkel 15 mit Schraubbolzen 8.3 und Muttern 8.4 befestigt sind. 15.1 sind Elemente einer statischen Lastmessung und sind je unterhalb und oberhalb am Schenkelanfang des horizontalen Schenkels 15.2 der Tragwinkel 15 angebracht. Mit 7 ist ein unteres Zentrierelement bezeichnet, das aus einem Mantel 7.1, einer gummielastischen Füllung 7.2 und einer Führungsgleithülse 7.3 besteht. 13 ist ein Kugelgelenk mit einer Löse- und Spanneinrichtung 14. Im Kugelgelenk befindet sich ein Kugelkörper 12 mit einem durch sein Zentrum gehenden, mit ihm fest verbundenen und nach oben herausragenden Führungsbolzen 11. Der oben herausragende Teil des Führungsbolzens 11 befindet sich nach einem offenen Zwischenraum 11.1 in der Führungsgleithülse 7.3. Bei den Kugelrollpuffern 8 zeigt eine gestrichelte Kontur 8.2 die Form derselben in unbelastetem Zustand als Kugel und die ausgezogene Kontur 8.1 diese in normal belastetem Zustand. Die Oberseite des Kabinenkörpers 1 weist Führungsbolzen 9 auf, welche mit Platten 9.1 am Kabinenkörper 1 befestigt sind. Diese Führungsbolzen 9 gehen durch Führungsgleithülsen 10.3 von Zentrierelementen 10, welche ihrerseits mit dem Mantel 10.1 am oberen Joch 2 befestigt sind. Die Zentrierelemente 10 weisen zwischen Mantel 10.1 und der Führungsgleithülse 10.3 eine gummielastische Füllung 10.2 auf.In FIG. 1, side plates 4, a lower yoke 3 and an upper yoke 2 form a support frame for a cabin body 1. The support frame is guided with guide shoes 5 in guide rails 5.1 and carried with ropes 6. 5.2 is a guide rail joint. The cabin body 1 lies on ball roller buffers 8, which are fastened in the horizontal leg 15.2 of the support bracket 15 with bolts 8.3 and nuts 8.4. 15.1 are elements of a static load measurement and are attached below and above at the beginning of the leg of the horizontal leg 15.2 of the support bracket 15. 7 with a lower centering element is referred to, which consists of a jacket 7.1, a rubber-elastic filling 7.2 and a guide sleeve 7.3. 13 is a ball joint with a release and tensioning device 14. In the ball joint there is a spherical body 12 with a guide bolt 11 which passes through its center, is firmly connected to it and projects upwards. The part of the guide bolt 11 which projects upwards is located after an open space 11.1 in the guide slide sleeve 7.3. In the case of the ball rolling buffers 8, a dashed contour 8.2 shows the shape of the ball in the unloaded state as a ball and the drawn-out contour 8.1 shows it in the normally loaded state. The top of the car body 1 has guide bolts 9 which are fastened to the car body 1 with plates 9.1. These guide bolts 9 pass through guide sliding sleeves 10.3 of centering elements 10, which in turn are attached to the upper yoke 2 with the jacket 10.1. The centering elements 10 have a rubber-elastic filling 10.2 between the jacket 10.1 and the guide sliding sleeve 10.3.

Fig. 2 veranschaulicht beispielhaft die Plazierung des Zentrierelementes 7, der Kugelrollpuffer 8 und der Führungsbolzen 9 am Kabinenkörper 1. Die Kugelrollpuffer 8 befinden sich unterhalb der vier Ecken des Kabinenkörpers 1. Das untere Zentrierelement 7 ist zentral angebracht und die Führungsbolzen 9 sind in Linie auf einer Führungsachse 5.3 an der Kabinenoberseite angeordnet.Fig. 2 illustrates an example of the placement of the centering element 7, the ball roller buffer 8 and the guide pin 9 on the cabin body 1. The ball roller buffer 8 are located below the four corners of the cabin body 1. The lower centering element 7 is attached centrally and the guide pins 9 are in line a guide axis 5.3 arranged on the top of the cabin.

Fig. 3 zeigt die Draufsicht auf das Kugelgelenk 13 mit einer Spann- und Läseeinrichtung 14. Auf einer Grundplatte 13.1 befindet sich eine feste Spannbacke 13.2, welche mit der Grundplatte 13.1 fest verbunden ist und, über ein Scharnier 13.4 beweglich mit der festen Spannbacke 13.2 verbunden, eine bewegliche Spannbacke 13.3. An dem, dem Scharnier 13.4 entgegengesetzten Ende der festen Spannbacke 13.2 ist ein kurzer Schenkel 13.5 mit einer Querbohrung 13.6 befestigt und an der gleichen Stelle an der beweglichen Spannbacke 13.3 ein langer Schenkel 13.7 mit einer äusseren Querbohrung 13.8 und einer inneren Querbohrung 13.9. Die Spann- und Löseeinrichtung 14 besteht aus zwei getrennten Funktionsgruppen, jener zum Spannen und jener zum Lösen. Jene zum Lösen greift am äusseren Ende des langen Schenkels 13.7 an, indem ein Zugbolzen 14.6 durch die äussere Bohrung 13.8 führt und von einem Elektromagnet 14.5 bei dessen Erregung angezogen wird. Der Elektromagnet 14.5 ist mit einem Winkelsupport 14.10 auf einer gleichen Unterlage wie die Grundplatte 13.1 befestigt. Der Öffnungsweg wird mit einer Stellschraube 14.7 mit Mutter 14.8 begrenzt. Die Stellschraube wird von einer Flanschplatte 14.9 gehalten, die mit dem Elektromagnet 14.5 fest verbunden ist. Der Angriffspunkt der Stellschraube 14.7 liegt in der Mitte zwischen äusserer Bohrung 13.8 und innerer Bohrung 13.9 am langen Schenkel 13.7. Gespannt wird mit einem Spannbolzen 14,1, welcher durch die Bohrungen 13.6 und 13.9 geführt ist, und mit einer Spannfeder 14.3, welche mit Muttern 14.2 via U-Scheibe 14.4 vorgespannt wird.3 shows a top view of the ball joint 13 with a clamping and releasing device 14. A fixed clamping jaw 13.2 is located on a base plate 13.1, which is firmly connected to the base plate 13.1 and movably connected to the fixed clamping jaw 13.2 via a hinge 13.4 , a movable jaw 13.3. A short leg 13.5 with a transverse bore 13.6 is fastened to the end of the fixed clamping jaw 13.2 opposite the hinge 13.4 and a long leg 13.7 with an outer transverse bore 13.8 and an inner transverse bore 13.9 at the same point on the movable clamping jaw 13.3. The tensioning and releasing device 14 consists of two separate Functional groups, one for tensioning and one for loosening. The one for loosening acts on the outer end of the long leg 13.7 by a draw bolt 14.6 leading through the outer bore 13.8 and being attracted by an electromagnet 14.5 when it is excited. The electromagnet 14.5 is fixed with an angle support 14.10 on the same base as the base plate 13.1. The opening travel is limited with an adjusting screw 14.7 with nut 14.8. The set screw is held by a flange plate 14.9, which is firmly connected to the electromagnet 14.5. The point of engagement of the set screw 14.7 lies in the middle between the outer bore 13.8 and the inner bore 13.9 on the long leg 13.7. Is tensioned with a clamping bolt 14.1, which is guided through the holes 13.6 and 13.9, and with a tension spring 14.3, which is preloaded with nuts 14.2 via washer 14.4.

In der Figur 4 ist mit 12 ein kugelförmiger Körper bezeichnet, der oben und unten abgeflacht ist und am unteren Rand eine Anschrägung 12.3 aufweist. Ein nach oben herausragender Bolzen 11 ist mit dem kugelförmigen Körper 12 fest verbunden. Bei gelöstem Kugelgelenk können sich diese beiden Teile 11 und 12 um ein Zentrum 12.4 innerhalb eines zur Verfügung stehenden Drehwinkels bewegen. Mit Abstand X ist mit 7.4 in halber Höhe im Zentrierelement 7 ein weiterer Drehpunkt bezeichnet. Auf der Grundplatte 13.1 aufliegend befindet sich innerhalb der beiden Klemmbacken 13.2 und 13.3 eine dämpfende Pufferauflage 12.1 aus einem zähelastischen Material. Eine Zusatzpufferauflage 12.2 reduziert an dieser Stelle den Bewegungswinkel für den kugelförmigen Körper 12.In FIG. 4, 12 denotes a spherical body which is flattened at the top and bottom and has a bevel 12.3 at the lower edge. An upwardly projecting bolt 11 is firmly connected to the spherical body 12. When the ball joint is released, these two parts 11 and 12 can move about a center 12.4 within an available angle of rotation. At a distance X, 7.4 at half the height in the centering element 7 denotes another pivot point. Lying on the base plate 13.1 there is a damping buffer pad 12.1 made of a tough elastic material within the two clamping jaws 13.2 and 13.3. An additional buffer pad 12.2 reduces the movement angle for the spherical body 12 at this point.

Die vorstehend beschriebene Einrichtung arbeitet wie folgt: Der Kabinenkörper liegt mit seiner Unterseite auf Kugelrollpuffern 8. Vibrationspuffer mit Kugelform haben die Eigenschaft, dass ihre Kraft-Weg-Kennlinie stark progressiv verläuft. Bei dem für vorliegenden Zweck gewählten Arbeitspunkt beträgt der vertikale Feder-Weg des Kabinenkörpers bei maximaler Laständerung beispielsweise höchstens 2 mm. Höherfrequente mechanische Schwingungen (z.B. > 10 Hz) werden noch absorbieit. Der Kabinenkörper 1 kann sich nun auf diesen Kugelrollpuffern 8 nach allen horizontalen Richtungen genügend weit abwälzen, ohne dass die Bewegung durch die Schraubbolzen 8.3 behindert wird und so seitliche Stösse von bekannter Ursache, mit einer seitlichen Ausweichbewegung relativ zum Tragrahmen 4, abfangen und von den Fahrgästen fernhalten. Damit diese horizontale Ausweichbewegung stattfinden kann, wird das Kugelgelenk 13 während der Fahrt gelöst, indem der Lösemagnet 14.5 erregt wird. Nun kann sich der kugelförmige Körper 12 im Kugelgelenk 13 frei bewegen. Bei einer horizontalen Ausweichbewegung entsteht durch das Schrägziehen des Bolzens 11 durch das am Kabinenköper 1 unten angebrachte Zentrierelement 7 eine rückstellende Federkraft. Es wird dabei die Führungsgleithülse 7.3 schräggezogen, wobei dann die gummielastische Füllung 7.2 die entsprechende Gegenkraft erzeugt und die Führungsgleithülse 7.3 in Vertikalstellung bzw. den Kabinenkörper 1 wieder in die zentrale Mittellage bringt.The device described above works as follows: The underside of the cabin body rests on ball rolling buffers 8. Vibration buffers with a spherical shape have the property that their force-displacement characteristic curve is very progressive. With the one chosen for this purpose Working point is the vertical spring travel of the cabin body with a maximum load change, for example at most 2 mm. Higher frequency mechanical vibrations (eg> 10 Hz) are still absorbed. The car body 1 can now roll on these ball rolling buffers 8 sufficiently far in all horizontal directions without the movement being hindered by the screw bolts 8.3 and thus intercept lateral impacts from a known cause, with a lateral evasive movement relative to the supporting frame 4, and from the passengers keep away. So that this horizontal evasive movement can take place, the ball joint 13 is released while driving by the release magnet 14.5 being excited. Now the spherical body 12 can move freely in the ball joint 13. In the event of a horizontal evasive movement, a resilient spring force is created by the oblique pulling of the bolt 11 by the centering element 7 attached to the cabin body 1 at the bottom. The guide slide sleeve 7.3 is pulled obliquely, the rubber-elastic filling 7.2 then generating the corresponding counterforce and bringing the guide slide sleeve 7.3 into the vertical position or the car body 1 back into the central central position.

Währenddessen der Kabinenörper 1 mit seinem Unterteil während der Fahrt diese stossabsorbierenden Ausweichbewegungen vollführt, wird die Kabinenoberseite durch die zwei in Linie angeordneten Führungsbolzen 9 und Zentrierelemente 10 in einer definierten Mittellage gehalten. Die Führungsbolzen 9 können in den Führungsgleithülsen 10.3 in vertikaler Richtung gleiten, so dass bei vertikaler Bewegung des Kabinenkörpers 1 infolge Laständerung oder Auslenkung des Unterteiles keine zusätzliche Vertikalkraft entsteht. In horizontaler Richtung können die Zentrierelemente 10 mit der gummielastischen Füllung 10.2 höherfrequente Quer-Schwingungen absorbieren und vom Kabinenkörper 1 fernhalten.Meanwhile, the car body 1 with its lower part performs these shock-absorbing evasive movements while driving, the car top is held in a defined central position by the two guide bolts 9 and centering elements 10 arranged in line. The guide bolts 9 can slide in the guide slide sleeves 10.3 in the vertical direction, so that when the cabin body 1 moves vertically, there is no additional vertical force due to a change in load or deflection of the lower part. In the horizontal direction, the centering elements 10 with the rubber-elastic filling 10.2 can absorb higher-frequency transverse vibrations and keep them away from the cabin body 1.

Der Auslenkbewegung des Unterteiles des Kabinenkörpers 1 müssen Grenzen gesetzt werden, weil die räumlichen Verhältnisse im Schacht, insbesondere die Distanz zur Schachtfrontwand der Eingangsseite, begrenzt sind. Hierzu ist die Pufferauflage 12.1 im Kugelgelenk 13 bestimmt. Die Auslenkbewegung des Unterteils des Kabinenkörpers 1 zieht den Bolzen 11 so weit schräg und somit auch den kugelförmigen Körper 12, bis dieser mit seiner Anschrägung 12.3 auf der Pufferauflage 12.1 aufliegt und dann, abhängig von der spezifischen Flächenpressung und der Shore-Härte der Pufferauflage 12.1, noch einen entsprechenden Pufferweg macht. In der praktischen Anwendung zeigt sich, dass die Auslenkung in der Führungsachse grösser sein darf und soll, als jene in Richtung zur Schachtwand mit den Eingängen hin. Das hat zwei Gründe: Erstens darf die Auslenkung zu den Ausgängen hin nie den Betrag des Türschwellenluftspaltes erreichen und zweitens darf die Funktion der mechanischen Kupplung von Schacht- und Kabinentür nicht beeinträchtigt werden. Allgemein werden die Türkupplungsmechanismen an der oberen Hälfte eines Kabinenkörpers angebracht, so dass sie wegen den Zentrierelementen 10 und den Führungsbolzen 9 am Oberteil des Kabinenkörpers 1 nur einen Bruchteil der Auslenkbewegung mitmachen müssen. Hingegen befindet sich der Türschwellenspalt gerade auf der Ebene der grössten Auslenkbewegung, welche hier in der Richtung zum Eingang hin absolut sicher und zuverlässig kontrolliert bzw. limitiert werden muss. Das erfolgt durch gezielte zusätzliche Pufferauflagen 12.2 im Kugelgelenk 13 an jener Stelle, welche den Auslenkweg des Kabinenkörpers 1 zu den Eingängen hin auf das zulässige Mass reduziert. Das zulässige Mass des Auslenkweges in dieser Richtung kann beispielsweise 10 mm betragen, wobei dann für die anderen Bewegungsrichtungen 15 bis 20 mm zulässig waren.The deflection movement of the lower part of the cabin body 1 must be limited because the spatial conditions in the shaft, in particular the distance to the front wall of the shaft, are limited. For this purpose, the buffer pad 12.1 in the ball joint 13 is determined. The deflection movement of the lower part of the cabin body 1 pulls the bolt 11 at an angle and thus also the spherical body 12 until it lies with its bevel 12.3 on the buffer support 12.1 and then, depending on the specific surface pressure and the Shore hardness of the buffer support 12.1, makes a corresponding buffer path. Practical application shows that the deflection in the guide axis can and should be greater than that in the direction of the shaft wall with the entrances. There are two reasons for this: firstly, the deflection towards the exits must never reach the amount of the threshold air gap and secondly, the function of the mechanical coupling of the shaft and cabin doors must not be impaired. In general, the door coupling mechanisms are attached to the upper half of a car body, so that because of the centering elements 10 and the guide bolts 9 on the upper part of the car body 1, they only have to participate in a fraction of the deflection movement. On the other hand, the door threshold gap is currently on the level of the greatest deflection movement, which must be checked or limited absolutely safely and reliably in the direction towards the entrance. This is done by targeted additional buffer supports 12.2 in the ball joint 13 at the point which reduces the deflection path of the cabin body 1 to the admissible dimensions towards the entrances. The permissible dimension of the deflection path in this direction can be, for example, 10 mm, 15 to 20 mm then being permissible for the other directions of movement.

Eigenschwingungen des Kabinenkörpers 1 im Eigenresonanzbereich von beispielsweise 1 bis 1,5 Hz werden durch die innere dämpfende Reibung der gummielastischen Füllungen 7.2/10.2 und jener der Kugelrollpuffer 8 verhindert.Natural vibrations of the car body 1 in the natural resonance range of, for example, 1 to 1.5 Hz are caused by the internal damping friction of the rubber-elastic Fillings 7.2 / 10.2 and that of the ball roller buffer 8 prevented.

Disposition und Abmessung der einzelnen Komponenten der erfindungsgemässen Vorrichtung sind auf die Kabinenmasse, die zu fahrende maximale Geschwindigkeit und auf die örtlichen Verhältnisse abgestimmt.The disposition and dimensions of the individual components of the device according to the invention are matched to the cabin mass, the maximum speed to be driven and the local conditions.

Wie bereits eingangs erwähnt, verstärken sich die Auswirkungen ungenauer Führungsschienen auf den Fahrkomfort im Quadrat zur gefahrenen Geschwindigkeit. Daraus folgt, dass bei einer Aufzugsanlage mit beispielsweise 4 m/s Nenngeschwindigkeit bei 1 m/s Geschwindigkeit praktisch keine Auslenkungen des Kabinenkörpers 1 mehr erfolgen und der Kabinenkörper 1 durch die Wirkung des Zentrierelementes 7 in der neutralen Mittellage steht. Das bedeutet, dass nun das Kugelgelenk 13 blockiert werden kann und muss, um für die bevorstehende Türkupplungsfunktion beim Einfahren in eine Zielhaltestelle mechanisch stabile Verhältnisse zu schaffen. Das Kugelgelenk 13 wird durch Ausschalten des Lösemagnetes 14.5 festgehalten durch die Spannfeder 14.3 und bremst noch allfällige kleine Auslenkungen des Kabinenkörpers zum Stillstand ab. Durch zeitproportional gesteuertes Abklingen des Erregerstromes des Elektromagnetes 14.5 erfolgt das Ansteigen der Spannkraft ebenfalls zeitproportional, was eine geräusch- und erschütterungsfreie Spannoperation garantiert. Der Kabinenkörper 1 bleibt bis zur nächsten Fahrt für horizontale Bewegungen blockiert durch das mittels der Feder 14.3 permanent festgehaltene Kugelgelenk 13.As already mentioned at the beginning, the effects of imprecise guide rails on driving comfort are increased by the square of the speed. It follows that in an elevator system with, for example, 4 m / s nominal speed at 1 m / s speed, there is practically no more deflection of the car body 1 and the car body 1 is in the neutral central position due to the action of the centering element 7. This means that the ball joint 13 can and must now be blocked in order to create mechanically stable conditions for the upcoming door coupling function when entering a target stop. The ball joint 13 is held by switching off the release magnet 14.5 by the tension spring 14.3 and brakes any small deflections of the cabin body to a standstill. Due to the time-proportional controlled decay of the excitation current of the electromagnet 14.5, the increase in the clamping force is also proportional to the time, which guarantees a noise-free and vibration-free clamping operation. The car body 1 remains blocked for horizontal movements until the next trip by the ball joint 13 permanently held by the spring 14.3.

Die Elemente einer statischen Lastmessung 15.1 arbeiten völlig unabhängig von den Funktionen der erfindungsgemässen Vorrichtung, weil bei vertikalen Bewegungen des Kabinenkörpers 1 die Gleitführungshülsen 7.3/10.3, die Führungsbolzen 9 und den Bolzen 11 keine, die Lastmessung verfälschenden Vertikalkräfte erzeugt werden. Die Ubersetzungsgeometrie zwischen der horizontalen Kabinenbewegung und jener der Anschrägung 12.3 an der Unterseite des kugelförmigen Körpers 12 ist gegeben durch den Abstand X der beiden Drehpunkte 12.4 und 7.4 sowie des Durchmessers der kugelförmigen Körpers 12. Millimeterweise Veränderungen des Abstandes X durch Laständerungen sind einkalkuliert.The elements of a static load measurement 15.1 work completely independently of the functions of the device according to the invention, because with vertical movements of the cabin body 1, the sliding guide sleeves 7.3 / 10.3, the guide bolts 9 and the bolts 11 do not produce vertical forces which distort the load measurement. The translation geometry between the horizontal Cabin movement and that of the bevel 12.3 on the underside of the spherical body 12 is given by the distance X between the two pivot points 12.4 and 7.4 and the diameter of the spherical body 12. Changes in the distance X due to changes in load are taken into account millimeter by millimeter.

Claims (5)

  1. Device for the damping of vibrations at lift cages which are retained at a carrier frame, wherein the following elements are provided for the attenuation of the horizontal and vertical shocks transmitted from the carrier frame to the cage:
    - bearing buffers (8) between the carrier frame and the underside of the cage,
    - an upper element (10) for the horizontal centring of the relative position of the upper part of the cage in the carrier frame and at the same time braking the horizontal deflection and
    - a lower element (7) for the horizontal centring of the relative position of the lower part of the cage in the carrier frame and at the same time braking the horizontal deflection,
    characterised thereby, that
    the lower element (7) consists of a casing (7.1), a rubber elastic filling (7.2) and a sliding guide sleeve (7.3), into which a pin (11) enters slidingly, wherein the casing (7.1) is fastened at the cage and the pin (11) is fastened at a spherical body (12) of a ball joint (13) arranged at the carrier frame and wherein the ball joint displays tightening blocks (13.2) and (13.3), of which one can be retained fixable by a controllable tightening equipment (14) in such a manner that the spherical body is blocked in the joint, and that the bearing buffers are constructed as spherical roll buffers (8).
  2. Device according to claim 1, characterised thereby that the ball joint (13) displays a damping abutment (12.1) limiting the deflection of the cage body (1).
  3. Device according to claims 1 and 2, characterised thereby, that the abutment (12.1) is associated with at least one buffer bearing (12.2), which additionally limits the deflecting movement.
  4. Device according to claim 1, characterised thereby, that the elements (7 and 10), which centre the upper part of a cage body (1), display sliding guide sleeves (7.3 and 10.3).
  5. Device according to claim 1, characterised thereby, that carrier brackets (15) comprise parts of a load-measuring device (15.1).
EP89108041A 1988-07-12 1989-05-03 Device for vibration damping of elevator cabins Expired - Lifetime EP0350582B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT89108041T ATE80123T1 (en) 1988-07-12 1989-05-03 DEVICE FOR ANTI-VIBRATION IN ELEVATOR CABINS.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH265288 1988-07-12
CH2652/88 1988-07-12

Publications (2)

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EP0350582A1 EP0350582A1 (en) 1990-01-17
EP0350582B1 true EP0350582B1 (en) 1992-09-02

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US (1) US5005671A (en)
EP (1) EP0350582B1 (en)
JP (1) JPH0266091A (en)
AT (1) ATE80123T1 (en)
DE (1) DE58902192D1 (en)
ES (1) ES2034476T3 (en)

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EP3564173A1 (en) * 2018-05-01 2019-11-06 Inventio AG Device for supporting a cabin holder
CN108861979A (en) * 2018-07-26 2018-11-23 凯斯博电梯有限公司 A kind of elevator shock-absorbing carriage
CN111717762A (en) * 2020-06-30 2020-09-29 江苏西德电梯有限公司 Elevator starts buffer of stopping use

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ATE80123T1 (en) 1992-09-15
JPH0266091A (en) 1990-03-06
EP0350582A1 (en) 1990-01-17
US5005671A (en) 1991-04-09
DE58902192D1 (en) 1992-10-08
ES2034476T3 (en) 1993-04-01

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