Patent Application
20230060525
3. The present invention relates to self-climbing elevators; and to a system of magnetic vertical bars configured to support the weight of the stationary ropes used by the same.
5. Today, the typical movement of elevator cars up or down hoist ways is facilitated by means of traction ropes systems. The rope traction machines of such a system use a large quantity of energy, and a lot of electricity is needed just for moving the ropes to facilitate the car function. The old traction system works well, and has reasonable maintenance cost. However a rope-mounted elevator system has a serious drawback, if it has to be employed for a super-tall building as an express elevator. If the elevator shaft is taller than 400 meters, the weight of the ropes is in excess of 35 tons, and the energy needed to move the elevator car is a high power inefficiency, stressing the electricity bill for the buildings using this system. There are more types of self climbing elevators in service today, like the rack and pinion traction system, and some failed passenger elevators projects trying to use rope climbing as a traction system. There are serious limitations of those systems, like the rack and pinion technology, which is very noisy and slow moving, and as a result is used only as an exterior elevator during building construction. The attempts to use rope self-climbing in passenger elevators failed to be embraced by the vertical transportation industry for very important technical issues, like the weight of their stationary ropes, the system required to secure them in place, the impossibility to control the vibrations, etc. In order to be functional, the conventional rope traction systems are known to have a space to house for example, a machine room, and counterweight system in place. All of those limitations are overcome by this invention.
6. For a long time designers have attempted to address those limitations by proposing a new elevator traction system, and to create a more efficient integrated elevator devices in which the machine-less room, contra-weightless system, and the envision to create back electricity using the gravitational energy induced by the weight of the elevator car in moving down operation, is expected to be a norm for future elevators projects. To date, there is not any design system to be considered as a concept break-throw inovation, and proved to be feasible, and able to lead to a new revolution for the vertical transportation industry.
8. Is the object of this invention to provide a self-propelled climbing elevator, with a magnetic vertical bars system able to magnetically support on it the entire weight of the stationary rope traction.
9. Another object of this invention is to create a new elevator system in which the traction system to be able to facilitate the elevator projects to be machine-less room contra-weightless, and designed to capture more than 85 percent of gravitational kinetic energy in a descending move of the elevator car.
10. Another scope of this invention is to create a very flexible stationary ropes traction system able to be applied for all types of elevators, like: passenger elevators, commercial elevators, and freight elevators.
11. Another very important scope of this invention is to apply the new traction concept for high speed express elevators employed for super-tall buildings, designed to travel 1000, or 2000 plus meters in one trip, and to accept double deck cars, or multiple elevator cars in the same hoist-way.
12. Another scope of this invention is to employ the new traction concept for modernization of the vertical transportation system in the existing buildings, creating larger elevator cars in the existing elevators hoists-way space, increasing the passengers capacity, and efficiency.
13. According to the present invention the elevator hoist-way (elevator shaft), has at least one pair of magnetic vertical bars attached to the hoist-way walls, and adapted to hold through it’s magnets tile system the stationary traction rope in place. The position, and the number of the magnetic vertical bars in the elevator shaft, depending on the elevator system to be employed. In this aspect the passenger elevators might have only one pair of vertical magnetic bars, positioned in the opposite corners (crossover), or in a mirror in the middle of the elevator hoist-way, etc. The commercials, and industrial elevators might have two pairs of magnetic vertical bars systems, meaning that each corner of the hoist-way is served by one magnetic vertical bar. Some heavy duty elevator projects might have three pairs of magnetic vertical bars positioned in all four corners, and in the mirror of the hoist-way walls, etc. Each vertical magnetic bar, (by the magnet tiles function) will magnetically hold in place (hoist) at least one stationary rope on it. For safety reasons each vertical magnetic bar section will hoist (hold in place) two, or multiple magnetic stationary ropes. Further the stationary rope system will be tensioned on the bottom, and on the top of the elevator hoist-way, preferably by certified rope tension device existing today on the market. The magnetic vertical bars structure frames could be constructed by inexpensive curtain sheets of metal ( or other materials ) sections, bolted directly into the elevator hoist-way walls. For a better vertical alignment, the magnetic vertical bars may employ a desired number of brackets (spacers), bolted directly on the elevator hoist-way walls. The linear vertical magnets tiles (plates) sections will be installed by gluing or screwing them in place, (or the like) on each magnetic vertical bars frame system, which are bolted into the elevator hoist-way walls. Most preferably those said tile magnets will be a permanent magnets system.To save magnets materials, some elevator projects might use a designated vertical space (gaps) between tile magnets installed on each magnetic vertical bars frame holder. This embodiment is applied especially for projects using conventional steel rope traction systems, having very strong magnetic capability. Other elevator projects using less magnetically traction rope systems, like the composite flat ropes, covered in flexible non magnetic shields, the space between the magnet tiles installed on the magnetic vertical bars frames will be smaller, or no vertical space (gaps) between magnets tiles at all, creating a continuous wall of vertical magnets on it’s frame holders. Design engineering team will determine the size of the said magnetic vertical bars, and the magnets sections configuration (sizes, and thickness of them) installed in the elevator hoist-way in order to fit any elevator project.
14. According to the present invention an elevator car is moving vertically (up, or down) in the elevator hoist-way by the use of at least one pair of mechanical interdependent traction sheaves drums system. Each sheave traction drum is envisioned to be rotating with the same speed ratio in an opposite direction by a 1 to 1 ratio gearbox system. All main rope climbing traction systems ready to be described here, are designed to be mounted most preferably on the elevator car roof (top end). Some special projects (like a double deck elevator system employed for super-tall building) might have a double rope climbing machine traction system (double pairs of sheaves traction drums), envisioned to be mounted one on the top end, and another, one on the bottom end of the elevator car. In this case the both rope climbing machine traction ( four traction drums) have to operate synchronized. The sheave drums traction system ( most preferable to be groove to matching with the diameter of the stationary ropes) is designed to engage the stationary ropes by wrap-around them at 360 or 720 degree manners, according to the designated elevator project. The preferred embodiment is referring to a passenger elevator designed to employ the most simple and inexpensive stationary rope climbing traction system. In this aspect a single pair of traction sheave drums is designed to be turned in the opposite direction, and in this way it is allowing the vertical rope climbing movement of the elevator car in it’s hoist-way. This vertical movement is made possible by the operation of the one 1 to 1 ratio gearbox system, ( preferably positioned in the middle length of the dual traction shafts assembly) mounted in between, and mechanically connecting each driving shaft forming a mechanical device named: a dual driving shafts busbar assembly. This is designed to be connected, and to transmit the rotational power to the corresponding sheave drums traction system.This design system, is part of the most simple stationary rope climbing traction disclose here, and is envisioned that said dual driving shafts bus bars assembly, to be rotate in opposite directions by the function of the 1 to 1 gearbox assembly mounted preferably in the middle of the dual driving shafts bus bars assembly length. At each front end of the dual driving shaft busbar assembly is mounted a one corresponding sheave drum traction ( some mentioned special elevator projects might have a one traction sheave drum at each end of the dual busbar traction shafts) . In this embodiment the entire traction system, like the sheaves traction drums, the 1 to 1 ratio gearbox, and it’s dual busbar driving shafts, is designed to be powered by the only one traction motor (mover). The traction motor is designed to transmit it’s rotational mechanical power, to a primary shaft bar assembly, (the 1 to 1 ratio gearbox and it’s driving shaft system), and all the way to the traction drums assembly. For better driving motor thrust, on the dual driving shaft busbar assembly is mounted a planetary gearbox unit. The location of the said planetary gearbox could be mounted inside the traction drums, meaning that there would be one planetary gearbox for each sheave traction drum. There is another design option envisioned to use only a single planetary gearbox (or other similar gear system) mounted directly on the traction motor shaft output. In the first design configuration (a planetary gearbox is mounted inside of each sheave traction drum) the rotational speed of the driving 1 to 1 ratio gearbox, and it’s dual traction busbar shaft drive, has the same rotational speed as the driving motor output. In the second design configuration ( planetary gearbox is connected directly with the output of the driving motor shaft ) the rotational speed of the 1 to 1 ratio gearbox, and it’s dual shafts assembly, will have the same rotational speed ratio (reduced speed 1 to 7) as the traction sheave drums. The mechanical rotation output of the planetary gearbox is envisioned to have a 1 to 7 ratio rotation speed between the motor traction shaft output, and the traction sheave drums. Design team may choose either mechanical configuration to fit any elevator project. Further the traction system is preferable to be electrically powered by a catenary bus bar, and a pantograph-like pick-up power system (or alike possibility), attached to the elevator car. Most preferably the catenary power source (AC or DC) consists of two, or three vertically busbar power supply device rises extended to the length of the elevator hoist-way. The “on board” power system is designed to provide all the necessary electricity power in place, allowing it to feed the traction system, the energy storage device, the command and control panels, etc. In the preferred embodiment the power storage device consists of a supercapacitors system ( or for some projects other power storage devices might be employed). A logical application to use a supercapacitor’s electricity storing device is for super-tall buildings applications designed for express elevator projects. In this way for a short time, a large amount of the electricity is allowed to be released quickly to power the main traction motor (motors), and in this way to permit a super-fast acceleration of the said express elevator, without overloading the domestic power supply of the building. As a result, there is a dual power supply configuration. ( line power supply, combined with the supercapacitor’s electricity storage device). In this design configuration the design engineering teams can create a unique moving elevator algorithm, allowing the said express elevator to be accelerated at super high speed, and allowing the express elevator to travel more than 1000 meters in less than 30 seconds.
15. This new concept of elevator traction system is envisioned not to be just a machine-less room, contra-weightless, but to be the most power saver in today’s vertical transportation industry. By turning the traction motor in reverse, ( elevator is descending by gravity ) in the same time is activated the one way crank bearings system, to permit the one way rotation of the flywheel-governor- generator assembly, (is turning itself one way spin by gravity), and in this way is creating the possibility to put back more than 85 percent of electricity on the building greed by collecting a dual gravitationally kinetic energy. (by collecting the electricity of the traction motor in reverse, and the one-way spin rotation of the flying wheel generator-governor assembly) of the descending elevator car, and to make the new system a very efficient power saver, and allowing it to be connected at a green energy source.
16. In operation the new traction system is designed to facilitate the elevator car to descend gravitationally. In this embodiment, the passenger elevator car described here is designed to be moved down gravitationally. The purpose for this move is to put back into the building grid more than 85 percent of electricity that was used before by the traction system in operation at the time the elevator was ascending. The invented system, in order to be feasible, and practical, on the dual driving shafts busbar assembly, is installed a one way crank bearing system, and monted on it is: the utility brake assembly, the 1to18 ratio speed multiplication gearbox system, designed to turn the flying wheel- generator-governor assembly, and the parking brake system. The traction sheave drums, and the planetary gearbox mounted inside the traction sheave drums, or on the output shaft of the traction motor, are not stationary either way the elevator is ascending or descending. When the elevator car is ascending all the one way crank bearings system is stationary. As a result, all those mechanical components installed on those said one way crank bearings systems, like the 1to18 rotational speed multiplication gearbox system part of the flying wheel-generator-governor assembly, the utility, and the parking brakes, are stationary. When the elevator car is in a descending operation, by the one way crank bearing system, all those mechanical components installed on it, like the 1to18 speed multiplication gearbox of the flying wheel-governor-generator assembly, the utility brakes, and the parking brake becomes active, and start to been rotate by gravity. (all those described devices are designed to rotate one way crank for their entire life) At a descending command, the elevator car is allowed to move from it’s parking position by the operation of the utility brakes, starting with the release of the parking brake. The utility, and the parking brake could be powered by a hydraulic pump, or other certified electromechanical device. As soon as the brakes are released, the elevator car is starting to move down gravitationally, and by the operation of the one way crank bearings system, is driving the 1to18 speed multiplication gearbox, accelerating the flying wheel-governor-generator assembly. This assembly starts a progressive acceleration, and in 2 or 3 seconds is adjusted to reach the nominal constant descending speed. The nominal descending speed is adjustable to fit any elevator project, from a slow moving elevator on low-rise buildings up to a high speed elevator for super-tall towers. The main driving motor is turning into the opposite direction by gravity and in the process is producing electricity. By the gravitational kinetic power the sheave traction drums assembly will rotate in a descending mode, and is able turn the 1 to 7 ratio planetary gearbox, the dual shaft busbar traction assembly, the 1 to 1 gearbox, and the traction motor in reverse with the same 1to 7 speed ratio output as the elevator car was in the ascending move. As a result, the dual shaft traction busbar assembly, and the main motor has the same speed ratio either way, the elevator car is moving up by the utility power, or down, by gravity. In this design configuration there is created a dual electrical power generation, like the electricity produced by the flying wheel-governor-generator assembly, and the electricity created by the main traction motor in reverse. An elevator car operating without contra-weight creates a lot of down speed acceleration to be addressed. This invention solves this problem by introducing a complex device named the analog speed limit governor, part of the 1to18 ratio gearbox flying wheel-governor-generator assembly. To prevent a runaway acceleration of the descending elevator car, for some elevator project, on the dual shaft busbar traction assembly might be introducing a speed control viscosity device ( Kind of torque converter gears ), to create more resistance, and friction as needed to protect the analog speed limit governor. However this kind of brake friction created by using a torque converter is better to be avoided because it generates a large amount of unwanted heat. In this way the elevator car produces as much electricity as possible when the car is descending.
17. A very important component of this embodiment like the said analog speed limit governor is very conveniently installed on the said dual traction shaft busbar assembly, installed on the said one way crank bearings system. The governor body itself, in order to be functional, and able to physically control the descending speed of the elevator car, employs two essential components; The first one is referring to a rotatory flying brakes system, installed on the corresponding one way crank bearing, installed on the dual shaft busbar assembly. The second main component of the governor body is the stator breaks corona device. How do the two said components work together in order to analog monitor the speed of the descending elevator car? A mechanical design answer is to use the high speed rotational inertia of the flying brakes, rotating Inside the stator corona. Those flying brake shoes are springs connected with the shaft of the governor rotor body. In operation, by high speed (1to 18) rotation those flying brake shoes will push themselves upward, and by rotational inertia, will meet, and thutch the stator corona brakes shoes, preventing the runaway acceleration, and to create the desired nominal speed of the descending elevator car. In this way the governor’s flying breaks, physically control the speed of the descending elevator car. The operation of flying breaks shoes, and the stator brake corona is serving a dual purpose: to crate a desire nominal speed of the descending elevator and as a safety device controlling the down speed acceleration in any situation like, the totally lost of the electricity power, together with the all the other safety device using today for vertical transportation industry. In this unique unwanted situation, the elevator car will descend gravitationally only with the nominal speed down to the bottom of the hoist-way. In practice by adjusting the distance between the flying brakes rotor, and the stator corona brakes is created a very versatile nominal descending speed of the elevator car.This described governor is only an analog speed limit device, and is not designed to bring the descending elevator car to complete stop. It’s purpose is to create a nominal desired speed of the descending elevator car, requested by customers.To bring the descending elevator car to a complete stop, and parking, the utility brakes will be activated. In practice adjusting the distance between rotary flaying brakes, and the stator corona created a very versatile analog speed control device of the descending elevator car adopted to fit any elevator project. In order to bring the descending elevator car to a complete stop, to parking position, the utility brakes will be activated. There are not any brakes necessary to stop the ascending elevator car. Just by reducing, or cutting the power supply of the traction motor, the elevator car will stop itself, by the upward contra-gravitational inertia. These and other arrangements and advantages will become obvious to those skilled in the art having appreciated the flexibility and functionality provided by the elevator system according to the present invention.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30
32. Referring now to the drawing figures, and in particular to
33.
Further on the driving shaft 40 is installed a 1 to 18 ( note: the transmission ratio could be adjusted in order to fit any elevator project) speed multiplication ratio gearbox system,(is the driving component of the flying wheel governor-generator assembly unit) constructed by a gearbox assembly consisted by the gear wheel 34, gear 36, and gear 38. The gear 36 is installed on the stationary shaft 52. The driving gear wheel 34 is receiving the rotational thrust from the described dual shaft busbar traction main driving system, and is designed to rotate the speed multiplication gearbox unit ( gear 34, 36, and 38) with the flying wheel governor-generator assembly, rotating on the one way crank on bearing K.2. Gear wheel 34 is receiving it’s thrust rotational power from the gear wheel 36, spinning on the stationary shaft 52. The gear wheel 38 is designed to be the main driving of the 1to18 rotary speed multiplication gearbox system driving the flying wheel governor-generator assembly. and receiving it’s rotational thrust power from the main dual traction busbar assembly driving system. The driving shaft 40, being part of the flying wheel governor-generator assembly unit, is envisioned to be the main shaft rotor of the flying wheel-governor-generator unit. In this configuration the rotor of the generator assembly might be connected with the driving shaft 40, by a coupling device, connecting the said shaft of the generator with it’s rotor driving shaft 40. In some particular design configuration, the driving shaft of the generator is a continuation of the driving shaft 40. To dissipate the rotational kinetic energy, the flying wheel 46, the generator rotor 40, and the analog governor rotor ( part of the high speed 1to18 ratio driving shaft 40) is rotated one way crank on bearing K.3. and K.4. The purpose of this gears design configuration is to prevent the utility brakes system from wearing out when the elevator car is descending, and has the command to stop at any particular floor. In operation after the elevator car stops at any floor, the shaft 40 has to comes to an abrupt stop, but because of the one way crank bearings K.3 and K.4, functioning, the flying wheel 46, the generator rotor 40, and the rotor of the governor-flying wheel generator is still rotating 10, 15 seconds, ( like the bicycle traction wheel gear) dissipating the gravitational rotational kinetic energy, generating electricity, and protecting the utility breaks. This described mechanical component is rotated at a high speed (1to18 ratio) in the same direction with the driving shaft 40. The governor corona stator 46 is installed on the mainframe on top of the elevator car 64.(In
34.
35.
