Patent Description:
In the design of elevator systems, there is often a desire to reduce the overall size of a hoistway within a building. Reducing the size of the hoistway may increase the amount of space available in a building which can be used for other purposes, e.g. for residential and/or commercial purposes. In reducing the overall size of the hoistway, it may, for example, be desirous to minimise the top-to-bottom height of the hoistway and/or minimise a side-to-side or back-to-front dimension of the hoistway. <CIT> discloses an elevator system with at least one hoistway liner assembly situated within the hoistway. The hoistway liner assembly includes a plurality of bumpers that collectively establish a protected area sufficient for preventing contact between the load bearing assembly and the interior border of the hoistway if there is lateral movement of any of the load bearing members relative to the vertical path. <CIT> discloses an anti-sway device for an elevator rope capable of accurately suppressing the swing of an elevator rope when the rope is installed in a building of quake-absorbing structure that is in turn installed on a non-quake absorbing building.

Some elevator systems comprise an elevator machine which is arranged within the hoistway itself, rather than in a separate machine room. Such systems are often known as 'machine room-less systems'. Such machine room-less elevator systems may advantageously reduce the top-bottom height of the hoistway. In such machine room-less systems, the counterweight often runs along one side of the elevator car. Arranging the elevator machine within the hoistway can cause difficulties in arranging the other components of the elevator system in an appropriate manner.

In accordance with a first aspect, the present invention provides an elevator system comprising:.

It will thus be appreciated that aspects of the present invention provide an improved elevator system whereby if, e.g. during operation of the elevator system, the tension member moves within the hoistway towards the guide rail bracket, the tension member contacts the friction reducing element instead of contacting the guide rail bracket itself. The tension member may be wound upwards or downwards by the elevator machine when it moves towards the guide rail bracket. The provision of the friction reducing element which the tension member may contact, may thus prevent the tension member from dragging along the guide rail bracket during operation. This may reduce damage and/wear of the tension member which may extend the operational life of the tension member. The friction reducing element may also reduce the noise generated when the tension member moves towards the guide rail bracket, and thereby improve the ride experience for users of the elevator system. Further, by reducing the amount of drag, i.e. friction, experienced by the tension member, this may reduce the load experienced by the elevator machine itself which may reduce wear on the elevator machine and also reduce the power consumed in operation of the elevator system.

In a set of examples, the elevator machine comprises a traction sheave around which the tension member passes; and wherein the tension member extends between the traction sheave and a deflector sheave arranged on the elevator car. The deflector sheave may be arranged on the underside of the car such that the elevator car is supported in an 'underslung' arrangement. The elevator car may comprise a plurality of deflector sheaves, around which the tension member extends. The tension member may extend directly between the traction sheave and the deflector sheave. In some instances, it may not be possible to arrange a deflector sheave adjacent the elevator machine in order to guide the tension member within the hoistway. In such instances, the presence of the friction reducing element on the guide rail bracket may account for a lack of a deflector sheave adjacent the elevator machine. The traction sheave and/or the deflector sheave on the elevator car may have a diameter of less than or equal to <NUM>.

In a set of examples, the elevator car is arranged to move in a vertical direction within the hoistway and wherein a portion of the tension member extending from the deflector sheave arranged on the elevator car towards the elevator machine, extends in a plane which is angled with respect to the vertical direction. The elevator machine may be positioned, for example relative to a deflector sheave on the elevator car, such that the tension member extends in the angled plane. As will be appreciated by those skilled in the art, the angle at which the plane in which the tension member extends may change depending on the position of the elevator car within the hoistway. For example, when the elevator car is lower within the hoistway, the acute angle between the plane and the vertical direction may be larger than the acute angle between the plane and the vertical direction when the elevator car is at a higher position within the hoistway. The angle of the angled plane relative to the vertical direction may determine whether the tension member is brought into contact with the friction reducing element. For example, when the angle between the plane and the vertical is smaller, the tension member may be brought closer to the guide rail bracket, and thus contact the friction reducing element.

As discussed above, the tension member may not always be in contact with the friction reducing element, and may only contact the friction reducing element when the elevator car is at certain positions within the hoistway, e.g. when the tension member is at a particular range of angles relative to the vertical direction. In a set of examples, the elevator car is movable within a range within the hoistway, and wherein the friction reducing element is arranged such that the tension member contacts the friction reducing element during only a portion of the range of movement of the elevator car. In examples wherein the tension member is not always in contact with the friction reducing element, it will be appreciated that the friction reducing element serves to reduce the friction experienced by the tension member, rather than guide the tension member within the hoistway, as would be the case for a traditional deflector sheave adjacent the elevator machine. Reducing the amount which the tension member contacts the friction reducing element may further reduce wear on the tension member and/or the forces required to drive the tension member within the elevator system.

The friction reducing element may comprise any suitable element which has a lower coefficient of friction with the tension member, when it is in contact therewith, at least when compared to the tension member contacting the guide rail bracket without a friction reducing element. In a set of examples, the friction reducing element comprises a rounded surface which the tension member may contact in use. The rounded surface of the friction reducing element may reduce the friction experienced by the tension member, at least when compared to the tension member contacting an abrupt edge of the guide rail bracket. The rounded surface of the friction reducing element may thereby allow the tension member to pass over the guide rail bracket more easily. The rounded surface may be provided by an element attached to the guide rail bracket, or may be integrally provided with the guide rail bracket itself.

In another set of examples, the friction reducing element comprises a roller. The roller may comprise a rolling element which rolls with the tension member when it is in contact therewith. The rolling element may be mounted to the guide rail bracket by any suitable mounting means. The use of a roller may advantageously reduce the friction experienced by the tension member. As will be appreciated by those skilled in the art, when the tension member is hoisted upwards or released downwards, whilst in contact with the roller, the roller may roll with the tension member to facilitate the movement of the tension member with respect to the guide rail bracket. As such, the tension member may not drag against the friction reducing element, and thus wear of the tension member and noise generated within the system may be reduced.

The friction reducing element may be arranged at any suitable position on the guide rail bracket. In a set of examples, the friction reducing element is arranged on an upper side of the guide rail bracket. Positioning the friction reducing element on an upper side of the guide rail bracket may advantageously mean that the tension member is only in contact with the friction reducing element when the tension member extends at a certain angle within the hoistway. Reducing the amount that the tension member is in contact with the friction reducing element may reduce the wear of both the friction reducing element and the tension member thereby potentially reducing the amount of maintenance required for the elevator system.

In a set of examples, the friction reducing element comprises a friction reducing coating. The friction reducing coating may advantageously reduce the friction experienced by the tension member. The friction reducing coating may itself provide the friction reducing element, e.g. a friction reducing coating may be directly applied to the guide rail bracket. Alternatively, in examples comprising a friction reducing element which comprises a rounded surface or a roller, the friction reducing coating may be applied to the roller or the rounded surface. The friction reducing coating may comprise any coating which reduces friction, for example a Polytetrafluoroethylene (PTFE) coating.

The elevator system may comprise a plurality of guiderail brackets spaced along the length of the hoistway to support the counterweight guide rails. The friction reducing element may be positioned on any guiderail bracket within the elevator system which the tension member is likely to contact during use. In a set of examples, the elevator system comprises a plurality of guide rail brackets arranged to connect the first and second guide rails together, wherein the plurality of guide rail brackets are spaced along a length of the first and second guide rails, and wherein the friction reducing element is arranged on a guide rail bracket arranged in an uppermost position within the hoistway. The Applicant has recognised that in some configurations, the tension member may be most likely to contact the uppermost guide rail bracket. Accordingly, by arranging the friction reducing element on the uppermost guide rail bracket, this may reduce the friction experienced by the tension member. In some examples, the friction reducing element is only arranged on the guide rail bracket in the uppermost position within the hoistway.

The guide rail bracket functions to connect the counterweight guide rails and hold the counterweight guide rails at a fixed spacing with respect to one another. This may help to ensure that the counterweight runs smoothly through the guiderails. In a set of examples, the guide rail brackets may also be fixed to an internal wall of the hoistway. The guide rail brackets may be attached directly to the internal wall, or be attached via an intermediate mounting assembly.

The elevator system comprises at least one elevator car guide rail, and the elevator car guide rail is supported by the guide rail bracket. The elevator car guide rail may thus be attached to the guide rail bracket. The guide rail bracket functions to support both the counterweight guide rails and the at least one elevator car guide rail.

The elevator machine may be arranged in any suitable position within the elevator system. However, in a set of examples, the elevator machine is arranged within the hoistway. With the elevator machine arranged within the hoistway, the elevator system may be considered to be a machine room-less elevator system. The elevator machine may be offset within the hoistway with respect to the elevator car. With the elevator machine arranged in the hoistway, space constraints may, for example, prevent the use of deflector sheaves, arranged adjacent the elevator machine, for guiding the tension member towards the elevator car. Accordingly, the tension member may extend directly from the elevator machine, e.g. from a traction sheave thereof, to the elevator car. The tension member may thus extend at an angle within the hoistway, which may vary depending on the position of the elevator car. The presence of a friction reducing element on the guide rail bracket may advantageously help facilitate the presence of an elevator machine in the hoistway, particularly an elevator machine offset from the elevator car itself.

The tension member may comprise any number of ropes, steel cables, and/or coated-steel belts. In a set of examples, the tension member comprises at least one coated-steel belt. The use of a coated-steel belt may advantageously reduce the amount of space occupied by the tension member within the hoistway. The friction reducing element may be dimensioned so as to be appropriate for the tension member being used in the elevator system. For example, when the elevator system comprises a tension member in the form of a plurality of coated-steel belts, the friction reducing element may have a lateral dimension that matches that of the coated-steel belts. The friction reducing element may comprise a single element which the tension member comes into contact with or may comprise a plurality of elements which individual parts of the tension member contact.

There is disclosed herein for reference purposes a guide rail assembly for guiding a counterweight within an elevator hoistway; the guide rail assembly comprising:.

The guiderail assembly, e.g. the friction reducing element, may comprise any of the features of the examples discussed above.

In a set of examples, the friction reducing element comprises a roller.

In a set of examples, the friction reducing element comprises a rounded surface.

In a set of examples, the friction reducing element is arranged on an upper side of the guide rail bracket.

According to the invention, the guide rail assembly further comprises an elevator car guide rail connected to the guide rail support bracket.

According to a further aspect of the present invention there is provided a method of installing an elevator system, wherein the elevator system comprises:.

The elevator system and friction reducing element may comprise any of the features discussed above with respect to the other aspects and examples of the present disclosure. Components of the elevator system, e.g. the hoistway, elevator car, counterweight, first and second guide rails, the guide rail bracket, and the elevator machine may already be installed and the method may therefore involve arranging the friction reducing element in an existing elevator system. Alternatively, the method may further comprise installing any number of the other components of the elevator system.

In a set of examples, the method comprises arranging the friction reducing element on an upper side of the guide rail bracket.

Certain examples of the present disclosure will now be described with reference to the accompanying drawings, in which:.

<FIG> is a schematic view of an elevator system <NUM> in accordance with an example of the present invention. The elevator system <NUM> comprises a hoistway <NUM>.

An elevator car <NUM> and counterweight <NUM> are arranged to move vertically within the hoistway <NUM>. The counterweight <NUM> is configured to balance a load of the elevator car <NUM> and is configured to facilitate movement of the elevator car <NUM> concurrently and in an opposite direction with respect to the counterweight <NUM> within the hoistway <NUM>.

An elevator machine <NUM>, which comprises a traction sheave <NUM>, is also arranged within the hoistway <NUM>. The elevator system <NUM> may thus be considered to be a machine room-less elevator system. The elevator machine <NUM> is offset with respect to the elevator car <NUM> such that the elevator car <NUM> can move to a position within the hoistway <NUM> whereby the elevator car <NUM> is at least partially adjacent the elevator machine <NUM>. This is depicted in <FIG>. Arranging the elevator machine <NUM> in the hoistway <NUM> may reduce the volume within a building which is occupied by the elevator system <NUM>. Of course, the elevator machine <NUM> may be arranged in any other suitable manner.

The elevator machine <NUM> drives a traction sheave <NUM> to drive a tension member <NUM> which is coupled to the elevator car <NUM> and counterweight <NUM>. The elevator machine <NUM> is configured to control movement between the elevator car <NUM> and the counterweight <NUM>, and thus control the position of the elevator car <NUM> within the hoistway <NUM>.

The tension member <NUM> extends between a first termination <NUM> and a second termination <NUM>. The first and second terminations <NUM>, <NUM> are points at which the tension member <NUM> is held in a fixed position within the hoistway <NUM>. In the example depicted, the counterweight <NUM> comprises a first deflector sheave <NUM> around which the tension member <NUM> passes. The tension member <NUM> also passes around a second deflector sheave <NUM> and a third deflector sheave <NUM> arranged on the elevator car <NUM>. In the example depicted, the second and third deflector sheaves <NUM>, <NUM> guide the tension member <NUM> along an underside <NUM> of the elevator car <NUM>. This arrangement is typically known as an 'underslung' arrangement. Of course, any other suitable arrangement of the tension member <NUM> with respect to the counterweight <NUM> and the elevator car <NUM> may be utilised and any number of deflector sheaves may be utilised.

When the elevator machine <NUM> drives the traction sheave <NUM> to rotate, the traction sheave <NUM> drives movement of the tension member <NUM> causing the elevator car <NUM> to move upwards, whilst the counterweight <NUM> simultaneously moves downwards, or cause the elevator car <NUM> to move downwards, whilst the counterweight <NUM> simultaneously moves upwards.

Whilst not shown in <FIG>, the counterweight <NUM> is constrained to move within the hoistway <NUM> along first and second counterweight guide rails <NUM>, <NUM>. These counterweight guide rails <NUM>, <NUM> are shown in <FIG> and will be described in more detail below. The counterweight guide rails <NUM>, <NUM> constrain the counterweight <NUM> to move vertically within the hoistway <NUM>. Additionally, the elevator system <NUM> comprises at least one elevator car guide rail <NUM> (not shown in <FIG>), which guides the elevator car <NUM> to move vertically within the hoistway <NUM>. A guide rail bracket <NUM> extends between the first and second counterweight guide rails <NUM>, <NUM> and acts to couple the first and second counterweight guide rails <NUM>, <NUM> together. The car guide rail <NUM> may also be mounted to the guide rail bracket <NUM>, as is shown in <FIG> and described in more detail below. The guide rail bracket <NUM> may be connected, for example via a wall mounting bracket (not shown in this Figure), to an inside wall <NUM> of the hoistway <NUM>. In the example depicted in <FIG>, a friction reducing element, in the form of a roller <NUM> is arranged on the guide rail bracket <NUM>. The roller <NUM> will be described in more detail below with reference to <FIG>.

In the elevator system <NUM> depicted in <FIG>, the tension member <NUM> extends directly from the elevator machine <NUM>, specifically the traction sheave <NUM> thereof, to the second deflector sheave <NUM> on the elevator car <NUM>. As a result, as the elevator car <NUM> moves within the hoistway <NUM>, the angle <NUM> of the tension member <NUM> (i.e. the angle <NUM> of the plane in which the tension member <NUM> extends) with respect to a vertical direction <NUM> extending through the hoistway <NUM>, changes depending on the position of the elevator car <NUM> within the hoistway. For example, as the elevator car <NUM> moves downwards within the hoistway <NUM>, the angle <NUM> between the tension member <NUM> and the vertical axis <NUM> will reduce, which will result in the tension member <NUM> being brought closer to the guide rail bracket <NUM>. The presence of the roller <NUM> advantageously means that even as the angle <NUM> of the tension member <NUM> reduces, the tension member <NUM> will not drag against the guide rail bracket <NUM> itself, and instead it will come into contact with the roller <NUM>. The roller <NUM> will reduce the friction experienced by the tension member <NUM> and allow the tension member <NUM> to move more freely. As discussed previously, this may reduce wear on the tension member <NUM>, which may reduce the amount of maintenance required as well as ensuring the safety of the elevator system <NUM>. Additionally, it may reduce the load on the elevator machine <NUM> and may reduce the amount of noise generated during operation of the elevator system <NUM>.

When the elevator car <NUM> is in the position shown in <FIG>, the tension member <NUM> is in contact with the roller <NUM>. The tension member <NUM> may remain in contact with the roller <NUM> as the elevator car <NUM> is lowered from the position shown in <FIG>. The roller <NUM> may therefore roll with the tension member <NUM> as the elevator car <NUM> is raised and lowered. However, the tension member <NUM> may not always be in contact with the roller <NUM>. <FIG> is a schematic view of the elevator system <NUM>, shown in <FIG>, wherein the elevator car <NUM> has been driven vertically upwards in the hoistway <NUM> by operation of the elevator machine <NUM>. In moving the elevator car <NUM> upwards, the counterweight <NUM> has moved downwards within the hoistway <NUM>. As depicted, the angle <NUM> between the tension member <NUM> and the vertical axis <NUM> has increased. As a result, in the position depicted in <FIG>, the tension member <NUM> is no longer in contact with the roller <NUM>. Thus, as will be appreciated, the roller <NUM> may serve to prevent the tension member <NUM> from directly contacting the guide rail bracket <NUM> when the elevator car <NUM> is in certain positions within the hoistway <NUM>. As such, the tension member <NUM> may only contact the roller <NUM> for a portion of the range of movement of the elevator car <NUM> within the hoistway <NUM>. Of course, even though the tension member <NUM> may not normally be in contact with the roller <NUM> at certain positions within the hoistway, if the tension member <NUM> were to be caused to sway for any reason, the tension member <NUM> may sway towards, and contact, the roller <NUM>. The roller <NUM> may, therefore, prevent the tension member from contacting the guide rail bracket <NUM> in such instances.

<FIG> shows a perspective view of a counterweight guide rail assembly <NUM> which may be utilised in the elevator system <NUM> shown in <FIG>. <FIG> shows the first and second guide rails <NUM>, <NUM> which guide the counterweight <NUM>. Also shown is an elevator car guide rail <NUM>, which is coupled to the guide rail bracket <NUM>. The elevator system <NUM> may comprise a further elevator car guide rail arranged opposite the elevator car guide rail <NUM> shown in <FIG>. The further elevator car guide rail may, for example, be affixed to a wall of the hoistway <NUM>. The counterweight <NUM> comprises a frame <NUM> which supports a plurality of weights <NUM>. As will be appreciated by those skilled in the art, an appropriate number of weights <NUM> may be arranged within the frame <NUM> to balance the weight of the elevator car <NUM>. The frame <NUM>, of the counterweight <NUM>, is guided along the first and second counterweight guide rails <NUM>, <NUM> by four guide shoes <NUM>. Whilst a specific form of counterweight <NUM> is illustrated and described above, any other suitable form of counterweight <NUM> may be utilised.

As depicted in <FIG>, the roller <NUM> is arranged on the guide rail bracket <NUM> which is in an uppermost position, i.e. the guide rail bracket <NUM> which is closest to the elevator machine <NUM>. The guide rail assembly <NUM> may comprise further guide rail brackets <NUM> arranged along the length of the first and second counterweight guide rails <NUM>, <NUM>, but which are not shown in this Figure. The guide rail bracket <NUM> couples the first and second counterweight guide rails <NUM>, <NUM> together via mounting assemblies <NUM> arranged at each end of the guide rail bracket <NUM>.

<FIG> shows a close-up view of the upper portion of the guide rail assembly <NUM> focussing on the guide rail bracket <NUM> and the roller <NUM> arranged thereon. As shown in this Figure, the tension member <NUM> comprises three sub-members 14A, 14B, 14C. The sub-members 14A, 14B, 14C may have any suitable form. For example, they may comprise coated-steel belts. Whilst three sub-members 14A, 14B, 14C are illustrated, it will be appreciated that the tension member <NUM> may comprise any number of sub-members. The roller <NUM> has a width which is greater than the lateral extent of the tension member <NUM>, i.e. the lateral extent of the three sub-members 14A, 14B, 14C, such that the entire tension member <NUM> comes into contact with the roller <NUM> when the tension member <NUM> moves towards the guide rail bracket <NUM>.

<FIG> shows a side view of one of the mounting assemblies <NUM>, shown in <FIG>, which includes the guide rail bracket <NUM> and illustrates the further components that are mounted thereto. For reference, in the view shown in <FIG>, an end face <NUM> of the guide rail bracket <NUM> is visible. As depicted, the roller <NUM> comprises a rolling element <NUM> which is mounted to the guide rail bracket <NUM> by two support brackets <NUM>. The support brackets <NUM> are fixed in place by fixing elements <NUM>. A counterweight guide rail support <NUM>, a car guide rail support <NUM> and a wall mount <NUM> are also provided and secured together using a series of fixing elements <NUM>. The car guide rail support <NUM> is attached to the guide rail bracket <NUM>. The guide rail bracket <NUM> is fixed to the wall mount <NUM> and guide rail support <NUM> by fixing elements <NUM>. Counterweight guide rail fixing elements <NUM> are provided on the counterweight guide rail support <NUM> and are used to secure the counterweight guide rails <NUM>, <NUM> to the counterweight guide rail support <NUM>. A car guide rail fixing element <NUM> is provided to fix the elevator car guide rail <NUM> to the car guide rail support <NUM>, which is attached to the guide rail bracket <NUM>. For example, the car guide rail fixing element <NUM> may secure a portion, e.g. a rear portion, of the car guide rail <NUM> to the car guide rail support <NUM>. The car guide rail fixing element <NUM> may comprise a clamping plate <NUM> which secures the car guide rail <NUM> to the car guide rail support <NUM>. Any number of car guide rail fixing elements <NUM> may be utilised. The mounting assembly <NUM> conveniently mounts, e.g. supports, the counterweight guide rails <NUM>, <NUM>, the elevator car guide rail <NUM> and the roller <NUM> arranged on the guide rail bracket <NUM>. The wall mount <NUM> may be used to fix the mounting assembly to an internal wall <NUM> of the elevator system <NUM>. The fixing elements described above may comprise any suitable fixing element, e.g. a nut and corresponding bolt.

<FIG> shows a top view of the guide rail bracket <NUM>, coupled at each end to the mounting bracket assemblies <NUM>. As shown, the roller <NUM> is attached to a top surface <NUM> of the guide rail bracket <NUM> such that the roller <NUM> is arranged on an upper side of the guide rail bracket <NUM>.

<FIG> shows a side view of another mounting assembly <NUM> which comprises a different form of friction reducing element <NUM>. The mounting bracket assembly <NUM> is otherwise identical to the mounting bracket assembly <NUM> discussed above. Instead of a friction reducing element in the form of a roller <NUM>, the friction reducing element <NUM> is a static element which comprises a rounded contact surface <NUM>, which the tension member <NUM> may contact during operation of the elevator system. The friction reducing element <NUM> is mounted to the guide rail bracket <NUM>. The rounded contact surface <NUM> of the friction reducing element <NUM> may reduce the friction experienced by the tension member <NUM>, when compared to contacting the guide rail support bracket <NUM> directly. At least the rounded contact surface <NUM> may, in some examples, be coated with a friction reducing coating, for example PTFE. This may further reduce the friction experienced by the tension member <NUM>. Whilst two examples of a friction reducing element <NUM>, <NUM> are depicted, it will be appreciated that any friction reducing element which reduces the friction experienced by the tension member <NUM> when it moves towards the guide rail bracket <NUM>, <NUM> may be utilised.

Claim 1:
An elevator system (<NUM>) comprising:
a hoistway (<NUM>);
an elevator car (<NUM>) and a counterweight (<NUM>) arranged to move within the hoistway (<NUM>);
a first counterweight guide rail (<NUM>) and a second counterweight guide rail (<NUM>) arranged to guide the counterweight (<NUM>) within the hoistway (<NUM>);
a guide rail bracket (<NUM>; <NUM>) which connects the first (<NUM>) and second (<NUM>) counterweight guide rails together;
an elevator machine (<NUM>) arranged to drive a tension member (<NUM>), which couples the elevator car (<NUM>) and counterweight (<NUM>) together, to move the elevator car (<NUM>) within the hoistway (<NUM>); and
a friction reducing element (<NUM>; <NUM>) arranged on the guide rail bracket (<NUM>; <NUM>) such that if the tension member (<NUM>) moves towards the guide rail bracket (<NUM>; <NUM>), the tension member (<NUM>) contacts the friction reducing element (<NUM>, <NUM>), characterized in that, the elevator system comprises at least one elevator car guide rail (<NUM>), wherein the elevator car guide rail (<NUM>) is supported by the guide rail bracket (<NUM>, <NUM>).