AU2004210552A1

AU2004210552A1 - Lift installation with actuating equipment for actuating a safety brake device, a pull rod for actuating a safety brake device and a method of actuating a safety brake device

Info

Publication number: AU2004210552A1
Application number: AU2004210552A
Authority: AU
Inventors: Andre Fuchs; Bruno Wenk; Reinhard Wobcke
Original assignee: Inventio AG
Current assignee: Inventio AG
Priority date: 2003-09-10
Filing date: 2004-09-09
Publication date: 2005-03-24
Anticipated expiration: 2024-09-09
Also published as: CN1594057A; AU2004210552B2; ATE479623T1; CN1323926C; DE502004011604D1; KR20050026857A; KR101080661B1

Abstract

A lift apparatus with an actuating equipment for actuating a safety brake device, a pull rod for actuating the safety brake device, and a method for actuating the safety brake device are provided to neutralize a longitudinal displacement occurring during actuating the safety brake device by using an elastic tie rod member on a tie rod. More than one moving member are provided to be substantially movable in a vertical direction under the guidance by a guide rail(4). A pair of safety brake devices(6) are implemented on the moving member. The moving member is generally decelerated by a speed sensor. When required, an operational force generated by the speed sensor is transferred to a safety brake member(10) in the safety brake devices(6). The safety brake member(10) and an operational link member(11) are connected to each other via a pull rod(14). The operational link member(11) and the safety brake devices(6) are implemented to be cooperative with each other in various positions of the moving member. The pull rod(14) includes upper and lower pull rod members(15,17) which are elastically connected to each other via a flexible pull rod member(16). Central axis lines of the upper and lower pull rod members(15,17) are variably spaced from each other. When no load is applied, the upper pull rod member(15) is maintained to be substantially straightened with respect to the lower pull rod member(17).

Description

P001ool Section 29 Regulation 3.2(2)

AUSTRALIA

Patents Act 1990 COMPLETE SPECIFICATION STANDARD PATENT Application Number: Lodged: Invention Title: Lift installation with actuating equipment for actuating a safety brake device, a pull rod for actuating a safety brake device and a method of actuating a safety brake device The following statement is a full description of this invention, including the best method of performing it known to us: LIFT INSTALLATION WITH ACTUATING EQUIPMENT FOR ACTUATING A SAFETY BRAKE DEVICE, A PULL ROD FOR ACTUATING A SAFETY BRAKE DEVICE AND A METHOD OF ACTUATING A SAFETY BRAKE DEVICE The present invention relates to a lift installation with actuating equipment for actuating a safety brake device, a pull rod for actuating a safety brake device and a method of actuating a safety brake device, according to the definition of the patent claims.

A lift installation comprises at least one cage and, as a rule, a counterweight, which are arranged in a lift shaft to be movable. The cage and the counterweight are guided by means of guide rails substantially in vertical direction. Cage and counterweight are connected by means of support means.

The cage and, in the case of need, also the counterweight are protected by safety brakes. The safety brakes are activated in the case of excess speed or in the case of unexpected movements of the cage or the counterweight and after activation they brake the cage or the counterweight to a standstill. Cage and counterweight are travel bodies. The safety brakes are also designed to brake the travel body in the case of failure of the support means. They are known by the designation safety brake device.

Safety brake devices are usually mounted in pairs on the travel body and they are actuated by means of an associated actuating linkage. A safety brake device as a rule consists of a safety brake housing which is fastened to the travel body and at least one safety brake element which is brought into engagement on actuation by the actuating linkage. The actuating linkage is in turn actuated by other safety apparatus such as, for example, a speed limiter. The actuating linkage in that case takes over different tasks. It keeps the safety brake elements in readiness setting, actuates the safety brake device in case of need, ensures electrical monitoring and on release of the safety brake device restores the safety brake elements to the readiness setting.

A problem point of the actuating linkage consists in that the safety brake elements in order to be brought into engagement have to experience a substantially vertical stroke and a transverse setting motion. The actuating linkage in turn caused by the vertical stroke of the safety brake elements executes relative thereto, as a rule, a further transverse movement. This leads to transverse displacements between safety brake element and actuating linkage, which can lead to obstruction of the engagement process and/or to damage of the lift installation. The obstruction takes place, for example, due to tilting or jamming of the safety brake element in its guide or due to obstruction in the actuating linkage. In known arrangements this obstruction does not have a negative consequence, since the actuating linkage is mostly arranged in the upper region of the travel body and the safety brake devices at the lower end thereof. The large spacing of safety brake device from the actuating linkage neutralises the effect of the transverse displacements. Neutralisation means that compensation for the effect of the transverse displacements is provided in such a manner that no tilting or jamming results.

Thus, for example, Specification US 3 441 107 shows an actuating linkage in which the vertical stroke is produced by means of an actuating linkage which is arranged in the upper part of the travel body. In the case of this arrangement there results a large distance, which substantially corresponds with the height of the travel body, between safety brake device and actuating linkage. The transverse setting movement relative to the rail surface is in that case made possible by means of a one-dimensional joint incorporated in the safety brake element. In the case of this solution there is no compensation for the transverse displacement which results due to the pivot motion of the actuating lever. This solution is accordingly inadequate particularly in the case of arrangement of the actuating linkage in the immediate vicinity of the safety brake device. In addition, the joint requires much space and diminishes the strength of the safety brake element in the zone of the joint.

US 2 719 608 shows a further actuating linkage for actuating safety brake devices. In the case of this embodiment as well a vertical stroke, which is required for activation of the safety brake device, is produced by means of an actuating linkage which is arranged in the upper part of the cage or at the upper beam of a cage frame. The vertical stroke of the actuating linkage is transferred by means of pull rods to the safety brake elements arranged below the cage.

Joints at the upper and lower ends of the pull rod provide compensation for a transverse displacement resulting through a pivot movement of the actuating lever. In the case of the shown solution compensation for a transverse adjusting motion of the safety brake elements relative to the rail surface is not provided. In addition, this solution is usable only for arrangements in which a large distance is present between safety brake element and actuating linkage, whereby the uncompensated transverse displacements do not have a disturbing effect.

Moreover, a negative effect with the shown solution is that in the case of an unintended actuation of a safety brake element, for example as a consequence of wiping of the safety brake element against a rail connection. This is not necessarily recognised by the actuating linkage, since the pull rod tends to lateral deflection at the upper joint.

US 2 274 000 shows a further embodiment of an actuating linkage in which an actuating linkage is arranged in the upper region of the cage and a vertical stroke is transferred to the safety brake elements arranged in the lower region of the cage.

All illustrated arrangements have the disadvantage that as a consequence of the transverse displacements resulting from the movement courses of actuating linkage and safety brake element a large spacing between actuating levers and safety brake element is required. This linkage is not suitable for installation in the immediate vicinity of a safety brake device.

Specification EP 0 806 394 shows actuation by means of a Bowden pull.

The Bowden pull connects the safety brake element with the actuating linkage.

The actuating linkage can now be arranged at virtually any desired position on the travel body. This solution has the disadvantage that the Bowden pull has to be satisfactorily guided and fastened. Mounting thereof is correspondingly complicated. The easy motion of the system has to be regularly checked within the scope of the maintenance. The Bowden pull is correspondingly cost-intensive and requires much space for accommodation of the connecting elements.

The outlined embodiments have various disadvantages: A large spacing a spacing corresponding with the height of the travel body of safety brake device from the actuating linkage is necessary.

Much space is required for arrangement of the connecting elements at the safety brake element.

The strength of the safety brake element is diminished.

The solutions are cost-intensive.

The object of the present invention consists in defining a solution for neutralisation of the transverse displacements which arise during actuation of the safety brake elements, which solution eliminates the disadvantages of the outlined embodiments and in addition can be managed without constructional change of existing safety brake elements. Obviously, the mounting is to be as simple as possible.

This object is fulfilled by the invention in accordance with the definition of the independent patent claims.

The invention relates to a lift installation consisting of at least one travel body which is secured by means of a safety system against rapid dropping down or other unexpected movements. The safety system consists of a speed limiting system, an actuating linkage and at least one pair of safety brake devices. The speed limiting system detects rapid dropping down or unexpected movement of the travel body and actuates the safety brake devices by means of the actuating linkage. The safety brake device comprises at least one safety brake housing and at least one safety brake element, which in the case of actuation is brought by the actuating linkage into a working position which allows the safety brake device to apply the requisite braking forces. The actuating linkage in normal operation keeps the safety brake elements in the readiness setting and in case of need brings the safety brake elements into the operating setting thereof, it ensures the electrical monitoring of the safety brake device and resets the safety brake elements into the readiness setting in the case of resetting or release of the safety brake device.

According to the invention the connection of actuating linkage with the safety brake element is produced by means of a substantially vertically arranged tie rod, which is substantially stiff in tension direction and compression direction, but permits horizontal displacements between the safety brake element and the actuating linkage. This is achieved in that the tie rod is provided with a flexible tie rod member between the upper and the lower tie rod member, which flexible member permits limited transverse displacements between the upper and the lower end of the tie rod. The flexible tie rod member is appropriately resilient in bending. In unloaded state it keeps the upper and the lower tie rod member in one and the same axis, i.e. the upper tie rod member in the unloaded state is kept substantially rectilinear relative to the lower tie rod member. The unloaded state substantially corresponds with the non-installed state free of external forces. In the case of transverse loading it permits axial and angular deviations between the upper and the lower tie rod member within the scope of transverse displacements produced by the safety brake element and the actuating linkage. The resilience of the flexible tie rod member in bending is sufficiently large to neutralise the transverse displacements arising between safety brake element and actuating linkage and is sufficiently small that all compressive forces which can arise, for example, on forcing up the safety brake element, do not lead to kinking of the tie rod. The actuating rod is mounted, without impairing the function of the safety system, together, or in the immediate vicinity, with the safety brake device below, above or within the height of the travel body.

The advantage of this solution consists in that the spacing between safety brake device and actuating linkage can be constructed to be small, little space for arrangement of the tie rod is required, the safety brake element is not diminished in its strength and the connecting constructions at the actuating linkage and safety brake device can be taken over unchanged, whereby provision of the actuating linkage and the safety brake device in a manner favourable in costs and in mounting is made possible.

The invention is explained in detail in the following on the basis of forms of embodiment, by way of example, according to Figs. 1 to 3, in which: Fig. 1 shows, by way of example, a lift installation with safety brake devices attached to a travel body, Fig. lb shows, by way of example, a lift installation with safety brake devices arranged above the travel body, Fig. 2 shows a part of an actuating linkage with attached safety brake device and Fig. 3 shows an example of a tie rod.

A schematic arrangement of a lift installation is shown in Fig. 1. A cage 2 and a counterweight 3 are arranged to be movable, by guide rails 4, in substantially vertical direction. The cage 2 is connected with the counterweight 3 by way of support means and is driven by a drive motor. The cage 2 and the counterweight 3 are travel bodies 1. In the illustrated example one travel body 1 is equipped with a safety system which stops the travel body in the case of excess speed or a failure of the support means 5, as is required in lift standards such as, for example, European Lift Standard EN81-1. The safety system is formed by safety brake devices 6, an actuating linkage 11, which are together installed in a lower cage support 8, and a speed monitoring means 7 which is connected with the actuating linkage 11 by way of an actuating cable 13 and an actuating lever 12. The illustration is schematic, thus the kind of support means arrangement is not relevant, and the cage support 8 can, with appropriate design of the travel body 1, also be arranged outside the travel body 1 as shown in Fig.

lb.

In the case of need the entire safety system can also be installed at the second travel body 2. If the travel body 1 is operated by means of an own running gear, without support means, the safety system can be appropriately adapted. If the speed monitoring means is, for example, constructed electronically, drive control of the actuating linkage can take place directly.

As apparent in Fig. 1, the safety brake devices 6 are arranged directly below the actuating linkage 11. The actuating linkage 11 which actuates the safety brake device 6 is divided into a lefthand and a righthand part. The two parts are connected together by means of a connecting rod 27. The actuating lever 12 is, as illustrated in Fig. 2, connected onto a shaft 18. The illustrated righthand part of the actuating linkage 11 is connected with the lefthand part of the actuating linkage by means of a connecting lever 26 and the connecting rod 27 in such a manner that the movements of the two parts are synchronised. A restraining spring 28 keeps the actuating linkage 11 in a position defined by an operating abutment. The safety brake elements 10 are incorporated in a safety brake housing 9 and are fastened by means of a substantially vertically arranged tie rod 14 to a tie rod fork 19. The tie rod 14 consists of an upper tie rod member a flexible tie rod member 16 and a lower tie rod member 17. The flexible tie rod member 16 allows limited transverse displacements between the upper and the lower end of the tie rod 15, 17. The flexible tie rod member 16 is constructed to be appropriately resilient in bending. In unloaded state or in uninstalled state it keeps the upper and the lower tie rod members 15 andl7 in one and the same axis, i.e. the upper tie rod member 15 in the unloaded state is kept substantially rectilinear with respect to the lower tie rod member 17. In the case of transverse loading, it permits axial and angular deviations between the upper and the lower tie rod members 15 and 17 within the scope of the transverse displacements caused by the safety brake element 10 and the actuating linkage 11. The resilience of the flexible tie rod member 16 in bending is, however, sufficiently large for the transverse displacements arising between safety brake element and actuating linkage 11 to be equalised and it is sufficiently small that all compressive forces, which can arise, for example, when the safety brake element is pressed up, do not lead to kinking of the tie rod 14.

The advantage of the flexible tie rod member 16 is to be seen in that it absorbs angular deviations and transverse displacements which inevitably result during actuation of the elements. These deviations and displacements result from, for example, a pivot movement of the tie rod fork 19 during lifting up of the safety brake elements 10, the sliding of the safety brake elements 10 on chamfers given in the safety brake housing 9, or as a consequence of inaccuracies in mounting. In the illustrated example, the deviations and displacements are up to 10 mm. The flexible tie rod member 16 neutralises these displacements and deviations without leading to jamming of individual parts. The arrangement of the actuating linkage 11 directly above the safety brake device 6 is thereby made possible and the assembly cost can be kept low, since costly alignment operations are redundant. It can be produced economically and the safety brake device 6 is not changed.

The flexible tie rod member 16 is, as apparent in Figs. 2 and 3, inseparably connected with the upper tie rod member 15 and the lower tie rod member 17.

They together form the tie rod 14. The flexible tie rod member 16 is advantageously made of steel materials. Thus, proven, commercially available and thereby economic products can be used.

The flexible tie rod member substantially consists of a cord. The best functional characteristics thereby result. An optimum resilience of the flexible tie rod member 16 in bending is achieved. Alternatively, a single wire or a cable with corresponding flexibility and resilience in bending can also be used. The dimensions of the flexible tie rod member 16 are selected in such a manner that the free length thereof is shorter than the length of the adjoining tie rod members 17. In a preferred size, the free length of the flexible tie rod member 16 is, moreover, smaller than a tenth of the value of the diameter thereof. The flexible tie rod member 16 designed in such in a manner requires little constructional space. Moreover, it makes it possible for the tie rod 14 to be able to transmit compression forces as are required for actuation of any switching elements that may be present. The flexible tie rod member is fixedly connected with the upper tie rod member 15 and the lower tie rod member 17. Fig. 3 shows an advantageous embodiment in which the connection is achieved by means of friction couple in that the flexible tie rod member 16 is pressed together with the upper tie rod member 15 and the lower tie rod member 17. Other connections are possible. A mechanically positive connection is achieved, for example, in that the ends of the flexible tie rod member are bent or deformed. In a further embodiment the connection is produced by gluing, by soldering or combinations of different forms of connection. These possible forms of embodiment enable space-saving, technically established and at the same time economic embodiments of the tie rod 14.

The lower tie rod member 17 is fixedly connected, for example screwed, with the safety brake element 10 and the upper tie rod member 15 is advantageously suspended by an upper knife-edge 22 and associated setting nut 22 and fixing nut 20 at the tie rod fork 19 to be adjustable in height. This enables a mounting of the safety brake devices and the associated actuating linkage in a manner which is optimal in costs, since adjustment operations can be undertaken by simple aids. The use of a knife-edge 22 allows a wedge-free connection of the tie rod 14 with the tie rod fork 19.

If it is possible to dispense with an adjustability by means of the setting nut 21, in a simplified version the knife-edge 22 is fixedly connected with the upper tie rod 15 or it is a part thereof. In that case it is possible to dispense with the adjusting nut 21 and the fixing nut 20. This is an embodiment which is particularly optimal in costs.

A compensating spring 24 advantageously urges the tie rod 14 and thus the safety brake element 10 into the lower position thereof. The compensating spring 24 is adjusted in such a manner that a pressing up of the safety brake element causes actuation of switches 30. Several advantages are achieved by this solution. On the one hand the safety brake element is kept in its lower position. Thus, an erroneous actuation of the safety brake device, for example as a consequence of unevennesses in the travel path or vibrations, is prevented. In the case of actuation of the safety brake device from outside, for example as a consequence of travel of the safety brake element 10 against an obstacle, the switch 40 is actuated and the lift installation is stopped.

On actuation of the actuating linkage 11 the safety brake elements 10 are lifted up in such a manner that they come into engagement with the guide rail 4 or a corresponding brake partner. After reaching this position the movement of the actuating linkage 11 is advantageously limited by a defined abutment (not shown). Thus, the actuating linkage 11 can be relieved of reaction forces which are generated by the speed monitoring means 7. The arrangement of the compensating springs 24 now permits an individual, automatic engagement of the individual safety brake elements 10 up to the final operating or braking setting thereof. A reduced loading of the actuating linkage thereby results, which allows an optimum design of the entire safety brake system.

With knowledge of the present invention the lift expert can change the set forms and arrangements as desired. For example, the expert can use safety brake devices with one or two safety brake elements, or the safety brake elements can be constructed in the form of rollers. The illustrated tie rod can be connected, for example, by means of eyes or forks. Further changes are possible.

Claims

1. Lift installation with at least one travel body which is arranged to be movable substantially vertically with guidance by guide rails wherein a pair of safety brake devices is mounted at at least one travel body and on actuation, generally by means of a speed monitoring means these devices retard the travel body wherein an actuating force produced in case of need by the speed monitoring means is transmitted by means of an actuating linkage (11) to the safety brake elements (10) of the safety brake devices wherein the connection of the actuating linkage (11) with the safety brake elements (10) is effected by means of pull rods characterised in that the actuating linkage (11) and the safety brake devices are mounted in the immediate vicinity below, above or within the height of the travel body that the pull rods (14) consist of an upper pull rod member (15) and a lower pull rod member (17) connected together by a flexible pull rod member (16) in a manner resilient in bending, that axial deviations between the centre axis of the upper pull rod member (15) and the centre axis of the lower pull rod member (17) are possible and that in unloaded state the upper pull rod member (15) is kept substantially rectilinear relative to the lower pull rod member (17).

2. Lift installation according to claim 1, characterised in that the flexible pull rod member (16) consists of steel and/or the flexible pull rod member (16) consists of a cord, a cable or a wire.

3. Lift installation according to one of the preceding claims, characterised in that the free length of the flexible pull rod member (16) is shorter than the length of the upper pull rod member (15) or the lower pull rod member (17).

4. Lift installation according to one of the preceding claims, characterised in that the free length of the flexible pull rod member (16) corresponds with less than one tenth of the value of the diameter thereof.

Lift installation according to one of the preceding claims, characterised in that the flexible pull rod member (16) is connected with the upper pull rod member (15) and/or the lower pull rod member (17) by means of mechanically positive coupling, friction coupling, gluing, soldering or a combination of these connections.

6. Lift installation according to one of the preceding claims, characterised in that the pull rod is connected by means of a compensating spring (24) with the actuating linkage wherein the compensating spring (24) is arranged and dimensioned in such a manner that on pressing up of the safety brake element a switch (30) mounted at the actuating linkage (11) is actuated and the compensating spring (24) in normal operation of the safety brake element (10) is kept in its position of readiness.

7. Lift installation according to one of the preceding claims, characterised in that the pull rod is connected by means of a compensating spring (24) with the actuating linkage wherein the compensating spring (24) protects the actuating linkage (11) against overloading when the safety brake elements are guided beyond the position which corresponds with the end position of the actuating linkage (11).

8. Lift installation according to one of the preceding claims, characterised in that the normal position of the safety brake elements (10) is set and fixed by means of setting and fixing nuts (21, 20) mounted at the pull rod (14).

9. Lift installation according to one of claims 1 to 8, characterised in that the pull rod is suspended at the actuating linkage. Method of actuating safety brake devices in a lift installation with at least one travel body which is arranged to be movable substantially vertically with guidance by guide rails wherein a pair of safety brake devices is mounted at at least one travel body and on actuation, generally by means of speed monitoring means these devices retard the travel body wherein an actuating force produced in the case of need by the speed monitoring means (7) is transmitted to the safety brake elements (10) of the safety brake devices by means of an actuating linkage wherein the connection of the actuating linkage (11) with the safety brake elements (10) is effected by means of pull rods characterised in that the pull rod (14) consists of an upper pull rod member and a lower pull rod member which are connected together by a flexible pull rod member (16) in a manner resilient in bending, that axial deviations between the centre axis of the upper pull rod member (15) and the centre axis of the lower pull rod member (17) are made possible and that in the unloaded state the upper pull rod member (15) is kept substantially rectilinear with respect to the lower pull rod member (17) and the actuating linkage (11) and the safety brake devices are mounted in the immediate vicinity below, above or within the height of the travel body DATED this 9th day of September 2004 INVENTIO AG WATERMARK PATENT TRADE MARK ATTORNEYS 290 BURWOOD ROAD HAWTHORN VICTORIA 3122 AUSTRALIA