WO1991008161A1 - Improvements to lifts - Google Patents
Improvements to lifts Download PDFInfo
- Publication number
- WO1991008161A1 WO1991008161A1 PCT/GB1990/001818 GB9001818W WO9108161A1 WO 1991008161 A1 WO1991008161 A1 WO 1991008161A1 GB 9001818 W GB9001818 W GB 9001818W WO 9108161 A1 WO9108161 A1 WO 9108161A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- car
- path
- lift system
- ropes
- cars
- Prior art date
Links
Classifications
-
- 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
- This invention concerns lift systems particularly for use in tall buildings.
- the present invention aims to provide an efficient lift service in a tall building whilst occupying only a. minimum volume within the building and making the maximum use of existing lift technology, especially of those features of existing technology which relate to safety.
- a vertical path is provided in which lift ca s normally travel only upwards and an associated vertical path is provided in which lift cars normally travel only downwards; means being provided to transfer a car from the upper part of the up path to the upper part of the down path, and further means being provided to transfer a car from the lower part of the down path to the lower part of the up path.
- Propulsion means are provided to enable any car to rise or fall independently of any other car.
- Control means are provided to prevent a car suffering a damaging impact and to rise or fall responsively to signals originating from landings, from cars or from an overall control system serving at least all the cars in a pair of shafts.
- each car is provided with at least one moveable bracket which, in its operational position can be engaged directly or indirectly with ropes or chains and which, when not engaged with ropes or chains can be positioned to permit passage of the car from one path to the other without interfering with the ropes or chains.
- means are provided to fix the ropes or chains to a static structure whilst those brackets are disengaged.
- the same set of ropes or chains are engaged by brackets on a car whichever path is occupied by that ca .
- the transfer of a car from one path to another is effected by a vertical translation, a rotation about a vertical axis and a second vertical translation in the opposite direction to the first vertical translation.
- a car is equipped with two sets of moveable brackets and has the same orientation whichever path it occupies.
- means are provided to transfer a car to a position external to the volume swept by a car in normal operation.
- means are provided to permit one car to support another car in the same path and for the two cars together to be caused to rise or fall using only the propulsion means normally dedicated to one of the cars.
- the propulsion means of a car may be by the rotation of at least one wheel, which is attached to the car, engaging a fixed vertical member in a path.
- the engagement of a propulsion wheel with a fixed vertical member may be by friction with the addition of gear teeth on a wheel able to mesh with rack teeth on a vertical member but in which the flanks of the gear teeth normally support little, if any, of the weight of the cars.
- Figure I shows the main features of the invention with some details omitted for clarity.
- Reference numeral 1 denotes generally a car situated at the top of the "down" service path
- 2 is a car situated at the top of the "up” service path.
- path is used to denote the space through which a car can move, not any specific item of hardware.
- service path that part of the path in which the car may carry passengers, but not for example those parts of the path traversed whilst transferring from down path to up path or vice versa
- each path are at least two guide rails.
- a portion of a guide rail is shown at 3; the precise form of the cross-section of the rail is not part of this invention but, for example, it may be a rectangle as illustrated, fixed to the building structure by bolting through drilled and counte bored holes: or a T-section as specified in British Standard 5655 Part 9, 1985 may be used.
- a minimum of two rails is required in each path and may be conveniently arranged at the right and left sides of the car. (We define that face 5 of the car in which the doo s 4 are situated as the front and that face 6 adjacent to rail 3 as the left hand side) .
- the figure shows rail 3 engaged by four wheels 7, 8, 9 and 10.
- a similar set of wheels on the right hand side of the car may engage a similar rail. It can be economical of space to employ a third rail in each path, situated adjacent to either the front or back of the car and a set of four wheels on the car engaging that third rail.
- Each car is fitted with two moveable brackets.
- Car 1 has brackets 11 and 12, and car 2 has brackets 13 and 14.
- Each bracket is able to rotate through 90° about an axis parallel to the X axis.
- Bracket 13 pivots about pin 15 in support trunnion 16 from the position as shown to the • vertical with end 17 uppermost.
- Bracket 13 is securely pinned to cable plate 18 and bracket 14 to cable plate 19.
- Brackets 13 and 14 are equi-spaced about a YZ plane through centre line 20.
- the fixing points 21 which unite bracket 13 to cable plate 18 are symmetrical about an XZ plane through centre line 20 and are identical to corresponding fixing points (not shown) which unit bracket 14 to cable plate 19.
- a set of twelve ropes are used to raise and lower car 2.
- ropes are attached to cable plate 18.
- One of the ropes is denoted 22).
- Each of these six ropes passes over two pulleys (rope 22 passes over pulleys 23,24).
- Each of the ropes also engages a traction drive as is well known in the art, and is therefore not shown in the figure.
- Each rope extends -over the second pulley (such as 24) and is attached to 25 which is a counterweight fitted with tension equalisers.
- An exactly similar symmetrically placed set of ropes are attached to cable plate 19 and engage pulleys (not shown), driving sheave (not shown) and counterweight (not shown).
- the figure shows the ropes, exampled by 22, broken. This is to indicate a great length of rope since, clearly, when a car is at the top of its service path, the counterweight is at the bottom of its service path.
- Brackets 11 and 12 are symmetrically placed about the YZ plane through centre line 20, but the separation of 11 and 12 is different from that of 13 and 14, so that when in different paths the cars may pass each other in the vertical direction without interference.
- the cable plate, ropes, pulleys and counterweight associated with bracket 11 have been omitted for clarity. However, the figure shows cable plate 26 engaged with bracket 12. This is attached to six ropes, exampled by 27 and each rope engages two pulleys and a driving sheave.
- the ropes (exampled by 27) associated with car 1 are at different distances from the XZ plane through centre line 20 than the ropes associated with car 2. This enables the horizontal parts of the ropes for each car to be in the same plane and thus permits easier and hence cheaper mounting of pulleys such as 23, 24 and 28 on the main support floor.
- the main support floor is shown largely cut away in the figure to show the mechanism. Its position can be seen from the edges 29 and 30 of the apertures through which the cars pass in the transfer operation. It is to be understood that in addition to these apertures in the floor there are also small holes to pass the ropes).
- each path has only one set of guide rails, therefore preferably the guide wheels of one car are similar to those of any other car. Also, for economy a car uses the same guide wheels in each path, therefore preferably the guide rails in one path are symmetrical about centre line 20 with the guide rails in the other path.
- the transfer cycle starts as a car, such as car 2, arrives at the top landing.
- the doors 4 open to let passengers leave the car and preferably an audible announcement is given to instruct passengers that they must leave the car.
- cable plates 18 and 19 are clamped in their correct positions to the main support floor.
- Grab 31 engages top ridges 32 and 33 of the car 2.
- the ridges are symmetrical about the YZ plane through centre line 20, and the ridges are similar to each other and to the corresponding ridges on each other car.
- ram 34 may prove that the weight it is supporting is that of the car and does not include a passenger who has failed to leave the ca .
- Brackets 13 and 14 pivot into a vertical position, ram 34 then raises grab 31 and car 2 high enough to clear the main support floor and cables.
- Slewing ring 35 then rotates to place car 2 above the down path.
- grab 36 has relinquished its engagement to ridges 39 and 40 of car 1, either ram 37 has risen to clear the ridges or car 1 has travelled downwards and slewing ring 41 has moved 36 and 37 clear of the down path.
- Ram 34 now lowers grab 31 and car 2 to the level of the top landing (the position shown occupied by car 1 in the figure).
- the passenger operated controls are similar to those of conventional lift systems, i.e. in each car is an array of push buttons on touch buttons.
- a passenger enters a car he operates the button numbered for his destination floor, and the car proceeds to that floor.
- additional automatic function slows or stops the car to prevent any impact with a slowed or stopped preceding car.
- a further automatic function causes an unoccupied car to move ahead to clear the way for the subsequent car if that subsequent car has a passenger and a destination ahead of the unoccupied car.
- a car will also move ahead to pick up passengers at a landing where the call button has been activated.
- the "up” and “down” call buttons will be separate, one by the "up” door and one by the “down” door. This will improve the flow of foot traffic.
- each car has two sets of brackets, one set operating over each side of the car, rather than the back.
- the transfer mechanism could then consist of rams and grabs as described above, but each ram would then be moved horizontaly without rotation.
- Rack and pinion drive is used in some lift systems, but usually only fox low speed systems primarily intended for goods rather than passengers. At higher speeds rack and pinion drives tend to be noisy. A friction drive by a smooth surfaced wheel of suitable construction can be acceptably quiet, but is unlikely to be acceptable because of doubts about safety. However, a friction drive for normal working, backed up by a rack and pinion which gives support immune to a possible failure of friction is acceptable from all points of view.
- Figure II illustrates one of the possible techniques.
- Drive is applied to shaft 50 and friction wheel 51 is rigidly attached to shaft 50.
- Shaft 50 also drives one bevel gear 52 of a differential.
- the other elements of the differential are bevel wheel 53, a number of small bevel wheels of which two are shown as 54, 55 and bearing ring 56.
- a slip limiter 57 is also attached; this may be any of a number of well known devices such as a step up gear and a viscous damper, a centrifugal governor, or an active device which senses the existence of a torque load bevel gear 53 and moves slowly to yield to that load.
- a limited slip differential such as the ZF differential well known in the automotive art may be used.
- a toothed wheel 58 connected to the bevel wheel 53 will carry a substantial load, giving positive support of the car only if friction wheel 51 is slipping to an extent which would be dangerous but for the existence of the differential and of toothed wheel 58.
Landscapes
- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Structural Engineering (AREA)
- Types And Forms Of Lifts (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
GB8927129.0 | 1989-11-30 | ||
GB898927129A GB8927129D0 (en) | 1989-11-30 | 1989-11-30 | Improvements to lifts |
Publications (1)
Publication Number | Publication Date |
---|---|
WO1991008161A1 true WO1991008161A1 (en) | 1991-06-13 |
Family
ID=10667230
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/GB1990/001818 WO1991008161A1 (en) | 1989-11-30 | 1990-11-23 | Improvements to lifts |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP0563035A1 (en) |
JP (1) | JPH05501534A (en) |
AU (1) | AU6733790A (en) |
GB (1) | GB8927129D0 (en) |
WO (1) | WO1991008161A1 (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO1997019885A1 (en) * | 1995-11-29 | 1997-06-05 | Otis Elevator Company | Elevator shuttle employing horizontally transferred cab |
US7097000B2 (en) * | 2002-07-11 | 2006-08-29 | Hitachi, Ltd. | Elevator apparatus |
WO2021081465A1 (en) * | 2019-10-24 | 2021-04-29 | Hyprlift, Inc. | Elevator system with self-propelled autonomous cab |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
KR101698288B1 (en) | 2015-05-21 | 2017-01-19 | 가부시키가이샤 고마쓰 세이사쿠쇼 | Hydraulic excavator |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US1939729A (en) * | 1930-01-29 | 1933-12-19 | Thomas W Cohill | Elevator system |
US2612238A (en) * | 1949-12-31 | 1952-09-30 | Achilles F Angelicola | Elevator system |
US3317005A (en) * | 1965-04-21 | 1967-05-02 | Arthur H Kehoe | Elevator system |
US3658155A (en) * | 1970-09-15 | 1972-04-25 | William G Salter | Elevator system |
GB2169867A (en) * | 1985-01-22 | 1986-07-23 | Robert Patrick Hyde | Lifting method and apparatus |
-
1989
- 1989-11-30 GB GB898927129A patent/GB8927129D0/en active Pending
-
1990
- 1990-11-23 EP EP19910900301 patent/EP0563035A1/en not_active Withdrawn
- 1990-11-23 JP JP51581690A patent/JPH05501534A/en active Pending
- 1990-11-23 WO PCT/GB1990/001818 patent/WO1991008161A1/en not_active Application Discontinuation
- 1990-11-23 AU AU67337/90A patent/AU6733790A/en not_active Abandoned
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US1939729A (en) * | 1930-01-29 | 1933-12-19 | Thomas W Cohill | Elevator system |
US2612238A (en) * | 1949-12-31 | 1952-09-30 | Achilles F Angelicola | Elevator system |
US3317005A (en) * | 1965-04-21 | 1967-05-02 | Arthur H Kehoe | Elevator system |
US3658155A (en) * | 1970-09-15 | 1972-04-25 | William G Salter | Elevator system |
GB2169867A (en) * | 1985-01-22 | 1986-07-23 | Robert Patrick Hyde | Lifting method and apparatus |
Cited By (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO1997019885A1 (en) * | 1995-11-29 | 1997-06-05 | Otis Elevator Company | Elevator shuttle employing horizontally transferred cab |
US5657835A (en) * | 1995-11-29 | 1997-08-19 | Otis Elevator Company | Elevator shuttle employing horizontally transferred cab |
AU701646B2 (en) * | 1995-11-29 | 1999-02-04 | Otis Elevator Company | Elevator shuttle employing horizontally transferred cab |
CN1090149C (en) * | 1995-11-29 | 2002-09-04 | 奥蒂斯电梯公司 | Elevator shuttle employing hirozontally transferred cab |
US7097000B2 (en) * | 2002-07-11 | 2006-08-29 | Hitachi, Ltd. | Elevator apparatus |
WO2021081465A1 (en) * | 2019-10-24 | 2021-04-29 | Hyprlift, Inc. | Elevator system with self-propelled autonomous cab |
CN115038661A (en) * | 2019-10-24 | 2022-09-09 | 海普电梯公司 | Elevator system with self-propelled automatic car |
CN115038661B (en) * | 2019-10-24 | 2024-02-09 | 海普电梯公司 | Elevator system with self-propelled automatic car |
Also Published As
Publication number | Publication date |
---|---|
GB8927129D0 (en) | 1990-01-31 |
AU6733790A (en) | 1991-06-26 |
EP0563035A1 (en) | 1993-10-06 |
JPH05501534A (en) | 1993-03-25 |
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