Abstract
An elevator in which hoisting ropes pass under first and second diverting pulleys, in which a suspension device crosses a line between guide rails. The first and second diverting pulleys may be mounted on the suspension device such that the first and second diverting pulleys may be on a first side and a second side, respectively, in which the sides being opposite, of the line between the guide rails. A frame of the elevator car may be mounted on the suspension device which is supported by a first suspension point and a second suspension point. The first suspension point and the second suspension point may be at a horizontal distance from each other and on opposite sides of each other, and that the first and second suspension points may be on a line between the guide rails or on a line parallel with the guide rails.
Claims
1. An elevator, comprising: an elevator car including a frame and a space therein; a first car guide rail and a second car guide rail, which are on a first side and a second side, respectively of the elevator car, said first and second sides being opposite, and the elevator car configured to move along said first and second car guide rails; and a suspension device including at least a support beam, wherein the frame of the elevator car is mounted on the suspension device; and a first diverting pulley and a second diverting pulley, which are mounted for rotation on said suspension device; and hoisting ropes, supported by which the elevator car is suspended, wherein: said hoisting ropes pass under said first and second diverting pulleys, said suspension device crosses an imaginary line of alignment formed between the first and second guide rails, said first and second diverting pulleys are mounted on the suspension device such that said first and second diverting pulleys are aligned on a first side and a second side, respectively, of said first and second car guide rails, the frame of the elevator car is mounted on the suspension device to be supported by a first suspension point and a second suspension point included in the suspension device, said first suspension point and said second suspension point are configured to be at a horizontal distance from each other and on opposite sides in a longitudinal direction of the support beam between the first and second diverting pulleys, and said first and second suspension points include a respective vertical axis, wherein the respective vertical axes are aligned to fall on the imaginary line of alignment.
2. The elevator according to claim 1, wherein the frame is on the first suspension point with a deformable member between the first suspension point, and the frame and on the second suspension point with a deformable member between the second suspension point and the frame.
3. The elevator according to claim 2, wherein the frame is on a third suspension point with a deformable member between a third suspension point and the frame.
4. The elevator according to claim 1, wherein each of said first suspension point and said second suspension point supports the frame via a deformable member.
5. The elevator according to claim 4, wherein said deformable member is arranged to allow relative vertical and/or lateral movement between the suspension device and the frame, which said movement is a displacement in relation to each other of a suspension point and a detent point included in the frame resting on said first and second suspension points.
6. The elevator according to claim 1, wherein the suspension device includes a support structure, crossing the imaginary line between the first and the second guide rails, wherein the support structure further comprises: a first support part, which is configured to extend to at least said imaginary line between the first and second guide rails, said first support part includes said first suspension point, and a second support part, which is configured to extend to at least said imaginary line between the first and second guide rails, said second support part includes said second suspension point.
7. The elevator according to claim 6, wherein said support structure includes a third suspension point.
8. The elevator according to claim 6, wherein said distance of the first and second support points in a horizontal direction line is at least one-quarter of a distance between said first and second guide rails.
9. The elevator according claim 1, wherein the frame is on the first and second suspension points.
10. The elevator according to claim 1, wherein the suspension device comprises a first suspension area, which contains said first suspension point, and a second suspension area, which contains said second suspension point, said first and second suspension areas being separate to each other.
11. The elevator according to claim 1, wherein the frame of the elevator car is supported by a third suspension point included in the suspension device, and the third suspension point is between the first and second guide rails in a longitudinal direction of the support beam, and between the first suspension point and the second suspension point.
12. The elevator according to claim 1, wherein the frame of the elevator car is supported by the third suspension point included in the suspension device, and the third suspension point is on a same longitudinal direction of the support beam as the first suspension point and the second suspension point.
13. The elevator according to claim 11, wherein the suspension device comprises a third suspension area, which contains a third suspension point.
14. The elevator according to claim 11, wherein said first, second and third suspension points together support said frame in a vertical direction, supporting at least one-half of the weight of the frame of the elevator car.
15. The elevator according to claim 1, wherein the frame is on the first suspension point and the second suspension point with a vibration damping device.
16. The elevator according to claim 1, wherein said deformable member is an elastically deformable member.
17. The elevator according to claim 1, wherein the first and the second support points are below a level of centers of rotation of the first and second diverting pulleys.
Description
BRIEF DESCRIPTION OF DRAWINGS
(1) In the following, the invention will be described in detail by the aid of some examples of its embodiments with reference to the attached drawings, wherein
(2) FIG. 1 diagrammatically presents an elevator according an example embodiment.
(3) FIGS. 2a-2c present a top view of alternative preferred layouts of a suspension means, the guide rails and the frame of an elevator according to an example embodiment.
(4) FIG. 3 presents a preferred method to connect the frame of an elevator according to an example embodiment to a suspension point of the suspension means.
(5) FIG. 4 presents a three-dimensional drawing of a preferred embodiment of an elevator according to an example embodiment.
(6) FIG. 5 presents some parts of an elevator according to FIG. 4 as viewed from below.
(7) FIG. 6 presents a preferred suspension means of the elevator according to an example embodiment that is presented in the embodiment of FIG. 4, said suspension means being reeved.
(8) FIG. 7 presents a top view of a preferred layout of the elevator according to an example embodiment that is presented in FIG. 1.
DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS
(9) FIG. 1 presents an elevator according to example embodiments, which elevator comprises an elevator car 1 arranged to move in an elevator hoistway S, which elevator car 1 comprises an inside space I, which is bounded by the walls, roof, floor and at least one door panel of the elevator car 1. The elevator car is moved with a hoisting machine M via hoisting roping 7, which hoisting roping comprises one or more hoisting ropes. The elevator comprises a first car guide rail 2 on a first side of the elevator car and a second car guide rail 3 on a second opposite side, guided by which car guide rails the elevator car 1 is arranged to move. For this purpose the elevator car 1 comprises a top guide shoe and a bottom guide shoe traveling guided by a first guide rail 2, as well as a Lop guide shoe and a bottom guide shoe traveling guided by a second guide rail 3 (only the guide shoes C1, G2 on one side presented), which guide shoes can be according to any prior art. The elevator car 1 comprises a frame F, which comprises at least one upper horizontal beam, the vertical beams of a first side and of a second side, and a floor beam system, which are connected to each other such that each of them forms a part of a ring-like frame structure, on the inside of which is the inside space I of the elevator car 1. The frame F of the elevator car is mounted to rest on a rigid suspension means (4,4,4,4), and the hoisting roping 7 travels below the first and second diverting pulley (5,6) mounted, in a manner that allows rotation, on said suspension means. The elevator car 1 is thus suspended on the hoisting roping 7 by arranging the frame F of the elevator car 1 to be supported by the hoisting roping 7 via said suspension means and the diverting pulleys mounted on it. The suspension means (4,4,4,4) crosses the line (BG) between the guide rails (2,3). The first and the second diverting pulley (5,6) are mounted on the suspension means (4,4,4,4) such that they are disposed on a first side A and on a second side B, said sides being opposite to each other, of the line BG between the guide rails 2,3, so that the line BP between them, i.e. the line from the first diverting pulley 5 to the second 6, as well as the hoisting roping 7 between them, cross the line BG between the guide rails.
(10) The elevator comprises a counterweight, which is arranged to travel on the side of the first side of the elevator car, on the side of which side is the first car guide rail. The lifting function is implemented by suspending both the counterweight and the elevator car with a 2:1 suspension ratio. The hoisting roping 7 travels from its fixing point to the counterweight, passes around the diverting pulleys in connection with it and rises up to the traction sheave, passes over the traction sheave and descends to the elevator car 1 on the first side A of the line BG between the guide rails. Said suspension means 4,4,4,4 is on the bottom part of the elevator car and the hoisting roping 7 travels from the traction sheave downwards to the first diverting pulley 5 from beside the first side of the elevator car 1, on the side of which side is the first car guide rail 2, and travels onwards below the inside space I of the car to the second diverting pulley 6, from where onwards upwards to its fixing point on the second side B of the line BG between the guide rails from beside the second side of the elevator car 1, on the side of which side is the second car guide rail 3. The hoisting roping travels from the traction sheave downwards to the first diverting pulley on the opposite side of the line BG between the guide rails to that on which said counterweight is. The rim of said first diverting pulley 5 extends to outside the vertical projection of the elevator car 1 on the first side of the elevator car 1, and the rim of said second diverting pulley 6 extends to outside the vertical projection of the elevator car on the second side of the elevator car.
(11) The frame F of the elevator car 1 is mounted on a suspension means (4,4,4,4) for being supported by the first suspension point (8,8,8,8) and the second suspension point (9,9,9,9) comprised in the suspension means, which first suspension point and second suspension point are at a horizontal distance from each other and on opposite sides to each other of a line BP between the first and second diverting pulley 5,6. Said first suspension point (8,8,8,8) is in the proximity of the first diverting pulley 5, and the second suspension point (9,9,9,9) is in the proximity of the second diverting pulley 6. Said first and second suspension point are on a line BG between the guide rails 2,3 or on a line parallel with it, in which case they are therefore on the same line as each other, which line is at an angle with respect to the line between the diverting pulleys. A member is preferably between each said suspension point (8,8,8,8,9,9,9,9) and the frame F, via which means the suspension point in question supports the frame F. A preferred structure of the means is presented in more detail in connection with FIG. 3. The means is more particularly such that it enables damping between the suspension point and the frame F and/or enables a small relative movement to occur between them. FIGS. 2a-2c and 7 present in more detail the most preferred layout options, with which support of the type described above can be implemented. The suspension means (4,4,4,4) comprises a first suspension area (A.sub.1,A.sub.1,A.sub.1), which contains said first suspension point (8,8,8,8), and a second suspension area (A.sub.2,A.sub.2,A.sub.2), which contains said second suspension point (9,9,9,9), said suspension areas being at a horizontal distance from each other and separate to each other. A structural suspension connection is formed between the supporting structure (4,4,4,4) and the structure F to be supported, in which connection the supporting force is transmitted from the supporting structure to the structure F to be supported via an area of at least some size. Preferably the resultant point of the supporting forces of the first suspension area (A.sub.1,A.sub.1,A.sub.1) is essentially said first suspension point (8,8,8,8), and the resultant point of the supporting forces of the second suspension area (A.sub.1,A.sub.1,A.sub.1) is essentially said second suspension point (9,9,9,9). The resultant points during suspension might vary slightly, but with an empty stationary car the tolerance is preferably +20 mm. More particularly, the suspension is transmitted via an area, of at least some size, in which said suspension point is situated. As presented in the figures the resultant of the supporting forces can be formed in the suspension area. Said first and second suspension area (A.sub.1,A.sub.1,A.sub.1,A.sub.2,A.sub.2,A.sub.2) together essentially support said frame in the vertical direction. The frame F rests on top of said first and second suspension point/suspension area, thus being supported in the vertical direction on these suspension points/suspension areas. Thus the frame exerts a downward compressive force on a suspension point/suspension area, instead of a shearing force. For this purpose the suspension means (4,4,4,4) comprises an upward-facing surface, which comprises a suspension area (A.sub.1,A.sub.1,A.sub.1), in which said first suspension point is disposed, and an upward-facing surface, in which said second suspension point (A.sub.2,A.sub.2,A.sub.2) is disposed. As stated above, there can be a member 13 between the frame F and a suspension point, in which case the supporting force is conducted in the vertical direction via the member 13 from the support point to the frame F. The suspension means (4,4,4,4) is in its structure preferably of a type presented in any of FIGS. 2a-7 and comprises a support structure 10 crossing the line BG between the guide rails, which support structure is preferably a support beam, which connects in a fixed manner to each other the first support part 11, which extends to said line, which is the line BG between the guide rails 2,3 or a line parallel with it, from the first side of the line in question, which first support part comprises said first suspension point (8,8,8,8), and the second support part 12, which extends to said line, which is the line BG between the guide rails 2,3 or a line parallel with it, from the second side of the line in question, which second support part comprises said second suspension point (9,9,9,9). Thus the vertical forces acting on them cause torsions in different directions in relation to the longitudinal axis of the support structure (of the support beam), which torsions at least partly cancel each other out. The support parts are most preferably support arms, which preferably extend at a right angle or at an inclined angle towards the side from said support structure, which is most preferably a support beam, up to the line between the guide rails or even over it. This support beam is elongated in the horizontal direction, more particularly in the direction of the line between the diverting pulleys, and comprises a first end, to which said first diverting pulley 5 is fixed in a manner that allows rotation, and a second end, to which said second diverting pulley 6 is fixed in a manner that allows rotation. Said first and second support part are rigidly fixed to said elongated support beam at a distance from each other in the longitudinal direction of the support beam, and for achieving advantageous torsion symmetry, in relation to the longitudinal axis of the beam they extend away from said support beam in opposite lateral directions.
(12) Said first and the second support point are preferably near the guide rails 2,3 in the direction of the guide rail line, in which case the suspension can be arranged close to the edge of the car and in this way the preferred force distribution can be achieved in the frame of the car, because near the edge the frame can be simply formed to be rigid. The horizontal distance of the support points in the direction of the line BG between the guide rails is preferably at least one-quarter, more preferably at least one-third, most preferably at least most of the distance between said guide rails 2,3.
(13) In addition to said support points, there can be other support points. As well as said first and second suspension point the frame F of the elevator car 1 can be, but not necessarily is, also mounted on a suspension means (4,4,4,4) for being supported by a third suspension point (x,x,x,x,x) comprised in the suspension means, which third suspension point is, in the direction of the line BG between the guide rails, between the first and the second suspension point. For this purpose the suspension means (4,4,4,4) can comprise a third suspension area (A.sub.3,A.sub.3,A.sub.3), which contains said third suspension point (x,xx,x). The third suspension area (A.sub.3,A.sub.3,A.sub.3) is separate and at a distance from the first and second suspension area. The third suspension point (x,xx,x) is most preferably on the same line as the first and second suspension point. Preferably the resultant point of the supporting forces of the third suspension area is said third suspension point (x,xx,x). It is preferably disposed at, or in the immediate proximity of, the crossing point of the line BG between the guide rails and the line BP between the diverting pulleys. The third suspension point/suspension area is not necessary, and that being the case is marked with a dashed line. The suspension of it can be arranged preferably in exactly the same way as at the point of the first and second suspension point. Between the third suspension point (x,xx,x) and the detent point/area of the frame F there can thus also be, in a corresponding manner, a member 13, which is a damping means and/or a deformable member enabling relative movement of the frame F and the suspension means. The member 13 can, however, if so desired, even be omitted even if the means of the type in question were in the other said points. The means of the third suspension point can also enable relative movement at its point in a different way than other said points, preferably however at least relative movement in the vertical direction.
(14) FIGS. 2a-2c present a top view of the placement of a suspension means in relation to the guide rails and in relation to the frame. The frame is not marked in all the figures, but the frame comprises matching detent points/areas for the suspension points/areas presented. In the figures, each suspension point is in a suspension area, which in the figure surrounds the point in question. This area describes the preferred area that bears the weight of the frame, and it is advantageous to arrange a member 13 of the shape of this area between the suspension means and the frame, the structure of which member 13 is described, inter alia, in connection with FIG. 3. If it is not desired to utilize a member 13, the frame can rest directly on the suspension points in question and on their presented areas. In the solution of FIG. 2a the first and the second support part 11, 12 extend, as viewed from above, to the side at a right angle with respect to the longitudinal direction of the support beam 10. In the solution of FIGS. 2b and 2c the first and the second support part extend, as viewed from above, to the side at a right angle with respect to the line BG between the guide rails. As presented in FIGS. 2a-2c, the first support part 11 comprises a first suspension point (8,8,8,8), which is in the proximity of the first diverting pulley 5 and on the line BG between said guide rails 2,3. The second support part 12 comprises said second suspension point 9, which is in the proximity of the second diverting pulley 6 and on the line (BG) between said guide rails 2,3.
(15) FIG. 3 presents a preferred structure as a cross-sectional view at the point of the first and second suspension point (8,8,8,8,9,9,9,9) when the frame F is mounted non-rigidly on them. This is done with the member 13. A corresponding support can also be at the point of the third suspension point. This type of member 13 is between each said suspension point and the frame F, and each said suspension point supports the frame F via such a means. Said member 13 is more particularly a member deformable in its shape. It is arranged to allow movement between the suspension means (4,4,4,4) and the frame F, which movement is a displacement in relation to each other of a suspension point and a detent point comprised in the frame resting on said suspension point. The member 13 presented in the figure is an elastically deformable member, i.e. an elastic member, for forming a flexible support between the frame of the elevator car and a support element. The member 13 is in this case an elastomer piece as presented in the figures, e.g. a rubber piece. The solution has numerous advantages. The means presented enables relative movement in the vertical direction, which is particularly advantageous with the suspension means structure presented because vertical mobility, i.e. the fact that the distance between the support point and the detent point of the frame corresponding to it is able to vary at least moderately, enables the moderate bending acting on the frame, resulting from the non-ideal rigidity of said frame, to be received without bending of the suspension means and therefore also of the rope pulleys. The member 13 presented also enables movement in the lateral direction, which further reduces transmission of the displacements caused by loading variations of the frame structure to the diverting pulleys of the suspension means. When the structure is, as presented, one that moves, transfer of vertical and lateral vibration between the car and the suspension means also decreases. The member 13 thus also functions as a damping member, more particularly if the member 13 is elastically deformable, the damping is effective. The solution of FIG. 3 also presents means 14 for limiting the relative movement enabled by said means, which means comprise a detent surface/detent surfaces, which prevent(s) relative movement past a certain position. More precisely the frame and the suspension means are connected at the point of the elastic member 13 with a bolt fixing, in addition to the elastic member, but since there is a flexible element between the frame and the support means, relative movement is able to occur between them despite the bolt fixing, which fixing creates limits to the flexibility, thus determining the freedom of movement of the frame and the suspension means. The elastic member 13 is in such a state that it allows said relative movement, i.e. the elastic member 13 is not in a fully compressed state. For achieving this as presented, e.g. with a bolt fixing, the bolt fixing does not press the frame very tight against the elastic member, but instead the frame rests at least mainly with its own weight on top of the elastic member. The fixing presented enables limitation of vertical and lateral movement. The fixing can also be of another type, or there would not necessarily need to be a fixing at all. An advantage of a bolt fixing is that vertical and/or lateral limits to relative movement are achieved with it simply. The acoustic bridge of the bolt fixing itself is eliminated in the solution of the figure with a damper, e.g. with a rubber coating or with a separate rubber washer, between the washer and the frame. The insulation can continue to inside the hole presented between the bolt and the frame. An alternative for limiting lateral movement could be shape-lockings between the support means, the elastic member and the frame, with a male-female-type structure preventing lateral movement. Yet another alternative to the solution presented would be if there were another type of deformable member, such as a hinge that allows vertical displacement of the frame and of the support means by the aid of bending, instead of the elastic piece presented.
(16) FIGS. 4-5 present one implementation method for the solution of FIG. 1, more particularly utilizing the placement of the support points of FIG. 2a. FIG. 6 presents a support means on its own. Said first and the second support point are, in the solution according to FIG. 6, below the level of the centers of rotation of the diverting pulleys 5 and 6, as a result of which the suspension means is one that stays in its vertical position stably. For this purpose the frame can comprise frame parts F extending to below the top surface of the support beam of the suspension means, as presented in FIG. 5, which frame parts comprise detent points for a first and a second support point. It is advantageous to utilize this type of vertical placement of the support points also in the other embodiments presented.
(17) FIG. 7 presents one preferred layout for an elevator according to FIG. 1. In this solution said first and second suspension point are on a line, which is parallel with the line BG between the guide rails (2,3), but which line is at a horizontal distance from it. In the solution the distance of the first diverting pulley 5 in the lateral direction, which lateral direction is at a right angle to the line BG between the guide rails, from the first guide rail 2 is smaller than the distance of the second diverting pulley 6 in said lateral direction from the second guide rail 3. In this way the first diverting pulley can be brought nearer to the traction sheave. On the other hand, in this way the centricity of the suspension of the elevator car can be slightly increased, if it is, for one reason or another, advantageous to situate the guide rail line BG at a distance from the center point of the surface area of the vertical projection of the elevator car, or when, for one reason or another, the center of mass is (e.g. for loading reasons or for other reasons) elsewhere than at the point of the guide rail line. As presented in FIG. 6 the solution is preferably further implemented such that the distance of the line BG between the guide rails (2,3) in said lateral direction from the side (parallel with the line between the guide rails) of the elevator car is smaller on the first side A of the line BG between the guide rails than on the second side B of the line BG between the guide rails. In this way the elevator can be formed in a space-efficient manner to comprise a counterweight, which is arranged to travel on the second side B of the line BG between the guide rails. The figure presents suspension that utilizes placement of the support points of the type of FIG. 2d, but said features are also advantageous with other variations in this application, more particularly with those described in FIGS. 2a-2c. The distance of the first suspension point 8 in the direction of the line BG between the guide rails from the first guide rail 2 is smaller than the distance of the second suspension point 9 from the second guide rail 3. The center point of symmetry of the suspension means is also marked in the figure with a dot, which point of symmetry is halfway along the distance between the diverting pulleys on the line between them. Said center point of symmetry is on the second side B of the line between the guide rails, which is how the differences in the distances of the diverting pulleys to the guide rails in their proximity have been achieved. The solution according to FIG. 7 could also comprise a third suspension point/suspension area, which is preferably disposed on the second side B of the line between the guide rails, e.g. as in the type of FIG. 2c, and most preferably on the same line as the suspension points 8 and 9.
(18) The first and second suspension area presented, and possibly a third area, if one exists, together essentially support said frame in the vertical direction. They preferably support at least one-half, preferably most of the weight of the frame of the elevator car, preferably the whole weight of the frame of the elevator car (i.e. including also the weight supported by the frame itself). Preferably therefore the suspension areas presented are areas producing at least the most essential suspension, and most preferably the suspension means does not therefore comprise other suspension areas than those presented.
(19) The frame F of the elevator car 1 preferably comprises a ring-like structure, as presented in the preceding. The frame comprises detent points/areas for said suspension points/areas. This is possible to implement in a number of different ways. For example, the frame F can comprise a horizontal beam parallel with the line BG between the guide rails and at the point of it, the bottom surface of which horizontal beam comprises detent points for said suspension points, which can be simply implemented e.g. in the solutions of FIG. 2a or 2b. Alternatively, the frame F can comprise horizontal beams parallel with the line BG between the guide rails and at a distance from the line BG between the guide rails (as is presented in FIGS. 2d and 7), the bottom surfaces of which horizontal beams comprise a detent point for said suspension points. These horizontal beams could have been connected to each other rigidly with cross beams, which alternatively or additionally can comprise detent points/areas of the frame for said suspension points/areas. Yet again alternatively, regardless of the direction of the horizontal beams of the ring-like structure of the frame, the frame F can be formed to comprise support arms fixed to the horizontal beam(s) of the ring-like structure of the frame, which support arms comprise said detent points/areas. These support arms can extend in the vertical direction or in the horizontal direction. All in all the solution is at its most advantageous when the frame F, more particularly the floor beam of it, which connects the vertical beams of the frame, forms an integral part of the floor of the elevator car.
(20) When it is stated in this application that the first suspension point is in the proximity of the first diverting pulley, and the second suspension point is in the proximity of the second diverting pulley, this means in this context that the first support point is, in the direction of the line BP between the diverting pulleys, closer to the first diverting pulley than to the second diverting pulley, and the second support point is, in the direction of the line between the diverting pulleys, closer to the second diverting pulley than to the first diverting pulley.
(21) In an elevator according to the invention the traction sheave of the hoisting machine M is preferably between the path of movement of the elevator car (or of an imagined extension of the path of movement) and a wall of the elevator hoistway. The motor is preferably a flat electric motor, preferably a permanent-magnet motor.
(22) It is obvious to the person skilled in the art that the invention is not limited to the embodiments described above, in which the invention is described using examples, but that many adaptations and different embodiments of the invention are possible within the frameworks of the inventive concept defined by the claims presented below.
