CN108137275B

CN108137275B - Sliding locking device for an elevator system

Info

Publication number: CN108137275B
Application number: CN201680055234.3A
Authority: CN
Inventors: 约瑟夫·胡斯曼
Original assignee: Inventio AG
Current assignee: Inventio AG
Priority date: 2015-09-23
Filing date: 2016-09-16
Publication date: 2020-06-09
Anticipated expiration: 2036-09-16
Also published as: ES2765704T3; MX2018003518A; RU2018112427A3; BR112018005224B1; PH12018500549A1; CN108137275A; WO2017050647A1; BR112018005224A2; RU2018112427A; PL3353105T3; MY190741A; EP3353105B1; RU2723006C2; EP3353105A1

Abstract

A sliding locking device (1) for an elevator system (2) has a movable braking element (5) which can be adjusted in the pressing direction (11) in relation to a braking process toward an abutment surface (9). In the mounted state, the rail (3) is arranged between the braking element (5) and the abutment surface (9). A guide structure (44) for the braking element (5) is provided, said guide structure having a guide surface (45) and a single guide roller unit (43). The guide roller unit (43) cooperates with the guide surface (45) such that the adjustment of the braking element (5) in the pressing direction (11) is also carried out simultaneously during the adjustment of the braking element (5) in the braking direction (22). The pressing directions (11) are each perpendicular to the brake application direction (22). The guide roller unit (43) rolls on the guide surface (45) during braking, and the guide surface (45) is configured such that the shift of the adjustment of the braking element (5) in the braking direction (22) to the adjustment of the braking element (5) in the pressing direction (11) is performed in a decreasing manner. An elevator system (2) having such a sliding lock (1) and a method for braking an elevator car (4) that can be carried out with such a sliding lock (1) are also provided.

Description

Sliding locking device for an elevator system

Technical Field

The invention relates to a sliding lock for an elevator system, to an elevator system having a sliding lock, and to a method for braking an elevator car, which can be carried out with a sliding lock.

Background

EP 1813566B 1 discloses an elevator safety device in which a linearly movable braking wedge is guided on an inclined surface so as to be brought close to the top end of the guide rail for braking. The linear movement of the braking wedge is thus achieved by means of a sliding mechanism.

A sliding locking device with a linearly displaceable locking wedge is known from WO 2005/044709 a 1. Electromechanical actuation is realized here.

A locking device with a transport roller is known from EP0968954 or EP 0883567. The transport rollers transport the respective locking wedge into the locking position during operation of the locking device, which is achieved by jamming it between the rail and the housing. The conveyor roller is knurled or toothed for this purpose.

CN 2533061 discloses a locking device with guide rollers, which are arranged in a carriage with a small gap.

The safety devices known from EP 1813566B 1 or WO 2005/044709 a1 have the following disadvantages: a large space requirement for the sliding mechanism is required, whereby the braking wedges are applied to the guide rail. In order to be able to generate a sufficient braking force, the sliding mechanism or the displacement mechanism has a small inclination relative to the guide rail. At the same time, a sufficiently large distance of the braking wedge from the guide rail tip must also be ensured in the initial state, i.e. in the case of an inactive locking device. From these two principles, it follows that one or more braking wedges must be moved over a long adjustment path, which is the fundamental reason for the large space requirement. The safety device implemented according to CN 2533061 also requires much space, since the narrow clearance of the slide determines the long guide surface. In the case of solutions implemented according to EP0968954 or EP0883567, strong damage to the rail occurs due to the transport rollers.

Disclosure of Invention

The object of the invention is to provide a better-designed sliding lock for an elevator installation, an elevator installation with a sliding lock and a method for braking an elevator car, which can be implemented with a sliding lock. In particular, the object of the invention is to provide a sliding lock for an elevator installation, an elevator installation with a sliding lock and a method for braking an elevator car, which can be implemented with a sliding lock, which allow a space-optimized arrangement or require less installation space.

The following describes solutions and proposals for a corresponding sliding locking device, a corresponding elevator installation and a corresponding method, which achieve at least some of the stated objects. Advantageous additional or alternative improvements and configurations are also provided.

The sliding locking device is assigned to the rail in a suitable manner during the installation of the elevator installation in order to cooperate for braking. The rail need not be a component of the sliding lock. In particular, the sliding locking device can also be produced and sold independently of such a rail and, of course, also independently of the other components of the elevator installation.

The use of the sliding locking device in an elevator installation and the realization of the braking process associated therewith are possible in different ways. The elevator installation can also have, for example, a plurality of elevator cars, which can each be secured against falling by at least one sliding locking device. In addition, it can also be used in such elevator installations: in which a plurality of elevator cars are arranged in a frame and jointly travel through an elevator shaft. By means of one or more sliding locking devices, it is thus possible to directly or indirectly lock one or more elevator cars for each application situation.

Advantageously, the braking element may be guided by a single guide roller unit. The guide roller unit transmits the contact pressure to the brake housing or housing part of the sliding lock. A structural size is achieved by the arrangement of the guide structure with a single guide roller unit, wherein, however, long brake linings on the movable brake element can be achieved. The single guide roller unit also achieves pressing of the braking element against the rail over its entire length. The pressure is thus distributed over the entire length of the braking element. Possible errors in the orientation of the sliding lock relative to the rail can thus be compensated.

In particular, the guide roller unit rolls on a guide surface during braking, wherein the guide surface is configured such that the transition from the adjustment of the braking element in the braking action direction to the adjustment of the braking element in the pressing direction takes place incrementally. This means that during braking the movement in the brake application direction changes according to the transmission ratio which is converted into a movement in the pressing direction. This means that during braking, the gradient on the guide surface along which the guide roller unit is guided with respect to the brake application direction changes, which is correspondingly transmitted to the brake element. The decreasing arrangement here determines that during braking a greater gradient is first achieved in order to achieve a feed of the braking element on the rail in the braking direction over a relatively short distance, and that subsequently a relatively smaller gradient is achieved in order to achieve a sufficient contact pressure in the contact pressure direction.

The rail may advantageously be configured as a metal rail, for example formed from steel plate. However, in a modified arrangement, the track may also be formed as a concrete track. The pressure is thus designed such that the concrete surface is not sheared with the braking element resting thereon. Here, the pressure is preferably limited to less than 6N/mm². For this reason or other reasons, the pressure can be limited by a pressing force limiting device for the abutment surface, which will be explained further below.

A sliding lock for an elevator installation has a movable braking element which is adjustable in the pressing direction toward an abutment surface for a braking process, wherein in the installed state of the sliding lock the rail of the elevator installation is arranged between the braking element and the abutment surface, wherein a guide structure for the braking element is provided, wherein the guide structure has a guide surface and a single guide roller unit, wherein the guide roller unit cooperates with the guide surface such that an adjustment of the braking element in the pressing direction is also carried out simultaneously during an adjustment of the braking element in the braking action direction, and wherein the pressing direction is perpendicular to the braking action direction. The following advantages also arise here: the pressing force is defined by a single guide roller unit. This results in particular advantages if the elevator installation is implemented with an elevator car guided on at least one rail and at least one sliding locking device as described, wherein the sliding locking device is arranged on the elevator car and cooperates with the rail during braking in order to brake the elevator car, if the rail is advantageously provided with a hollow profile and if the braking element is arranged such that the braking surface of the braking element protrudes beyond the head of the rail. In this configuration, a rail having a lower load-bearing capacity can in principle be used, but can be produced more cost-effectively than, for example, a rail which is reinforced in the interior accordingly. However, in contrast to a smaller load capacity in principle, a large contact pressure can be achieved here by the arrangement of the braking element relative to the head of the rail without plastic deformation of the rail occurring.

In a method for braking an elevator car, which method is implementable with a sliding lock, the braking element of the sliding lock is adjusted for a braking process in a pressing direction towards an abutment surface, wherein a track is arranged between the braking element and the abutment surface, wherein here the guide surfaces of the single guide roller unit and the guide structure also cooperate such that an adjustment of the braking element in the pressing direction is also carried out simultaneously during an adjustment of the braking element in the braking action direction, and wherein the pressing direction is also perpendicular to the braking action direction. In this way, corresponding advantages can also be achieved by the method.

The guide structure has a single guide roller unit. In one possible configuration, the guide roller unit is realized by a single rotatable roller, which is rotatable about an axis. One possible variation of this configuration is to achieve the function of such a single roller by a plurality of rollers arranged side by side, which are collectively rotatable about a single axis. The individual roller can thus be divided to some extent into a plurality of rollers which, however, rotate about a single axis and thus have a corresponding action to the individual roller. In this way, the guide roller unit generally achieves a lower contact pressure on the track than in the case of, for example, an inclined surface on which the braking wedge slides. This is however advantageous for the combination with a track having a smaller load capacity. By the described arrangement of the guide surfaces, the shaping of the movement path of the braking element during braking can be made different from such an inclined surface or the like. Different embodiments are conceivable for the cooperation of the braking element with the guide roller unit. In this connection, the braking process is to be understood not only as a true braking, but in particular as a process of braking the feed of the wedge onto the track, i.e. the occurrence of a braking.

In one possible configuration of the cooperation of the brake element with the guide roller unit, the brake element is designed as a linearly displaceable brake wedge, wherein a guide surface is arranged on the brake wedge, wherein the brake wedge has a braking surface facing away from the guide surface and wherein the braking surface of the brake wedge cooperates with the rail during braking. With this arrangement, the guide roller unit rolls on the guide surface of the braking wedge during braking, and the braking wedge is adjusted linearly in the braking direction relative to the housing of the slide lock device. A certain engagement and pressing of the brake wedge on the rail takes place by the geometry of the guide surfaces on the brake wedge, which takes place in the pressing direction. The guide roller unit is advantageously mounted in the brake housing or in a corresponding housing part.

In a further possible configuration of the cooperation of the brake element with the guide roller unit, the guide roller unit itself is supported in the brake element, while the guide surface is arranged in a fixed position relative to the brake housing, preferably on the brake housing or on the housing part itself. If the brake element is now moved in the actuating direction, the guide roller element mounted in the brake element rolls on the guide surface, so that the guide roller unit with the brake element is moved in the actuating direction relative to the housing part of the slide lock. The mounting of the guide roller unit in the brake element makes possible a more compact arrangement.

In particular, the guide roller unit rolls on the guide surface during braking, wherein the guide surface is configured such that the transition from the adjustment of the braking element in the braking action direction to the adjustment of the braking element in the pressing direction takes place in a decreasing manner. This means that during braking, the gradient on the guide surface along which the guide roller unit is guided with respect to the brake application direction changes, which is correspondingly transmitted to the brake element.

In one possible configuration, it is particularly advantageous if the guide roller unit rolls on the guide surface during braking, wherein the guide surface is configured such that the transition from the adjustment of the braking element in the brake application direction to the adjustment of the braking element in the pressing direction is located in a feed region by a gradient of the guide surface relative to the brake application direction which lies between approximately 6 ° and approximately 17 °, the feed region being located at the beginning of the adjustment in the brake application direction, the extent of the feed region being such as to eliminate the track play between the braking element, the abutment surface and the track. A decreasing curve is preferably provided which starts with a gradient of approximately 17 ° (0.30) and decreases continuously to approximately 6 ° (0.10) with a progressive movement in the brake application direction during braking. Preferably, no constant section is provided within the feed region, in which the gradient remains constant, but in principle it can be provided. Accordingly, it is in principle possible to provide a constant section at the edge of the feed region, wherein the gradient is, for example, 17 ° or 6 °. However, it is preferred to provide a decreasing curve over the area up to the substantial elimination of the track gap.

The relationship between the gradient and the gear ratio is derived from the fact that: the tangent of the angle of inclination is equal to the ratio of the adjustment of the braking element in the pressing direction to the adjustment of the braking element in the braking direction. Since 180 ° -pi radians-pi by definition and the tangent of a small angle is approximately equal to the angle itself, the ratio is approximately equal to the tilt angle for small angles. At a position with a slope of 6 ° or more precisely at a position with an inclination angle of 6 ° -0.1047 radians, the transmission ratio is equal to 0.1051. This means approximately that a (small) adjustment of, for example, 1mm in the brake actuation direction at this point is converted into an adjustment of 0.1mm in the pressing direction.

In addition or as an alternative, it is advantageous if the guide roller unit rolls on the guide surface during braking, wherein the guide surface is configured such that the transition of the adjustment of the braking element in the brake application direction to the adjustment of the braking element in the pressing direction takes place by the guide surface being smaller than a friction angle determined by a sliding friction coefficient and/or a gradient of less than approximately 6 ° with respect to the brake application direction after a feed region which is located at the beginning of the adjustment in the brake application direction, the extent of the feed region being such as to eliminate a track gap between the braking element, the abutment surface and the track, the friction coefficient being determined by a friction pair between the braking element and the track. The friction angle determined by the sliding friction coefficient satisfies the following condition: the tangent of the friction angle is at least equal to the coefficient of sliding friction of the friction pairing between the brake element (in particular the brake lining of the brake element) and the rail. This ensures that the braking element is automatically moved further after the rail gap has been eliminated by the friction forces caused. Thereby further clamping the track. A sufficiently large contact pressure is thereby achieved, but this contact pressure may or must be defined in a suitable manner, in particular by contact pressure limiting means.

It is also advantageous if the guide roller unit rolls on the guide surface during braking, wherein the guide surface is configured such that the transition from the adjustment of the braking element in the braking direction to the adjustment of the braking element in the pressing direction changes at least partially with increasing adjustment in the braking direction. In this case, it is preferable to change in continuous small steps so that no abrupt change in the gear ratio occurs. However, the transmission ratio can be constant in stages or in partial regions. This is achieved overall, for example, by a correspondingly formed inclination of the guide surface. This makes it possible to achieve firstly an advantageously rapid approach of the guide roller unit on the rail and subsequently a uniform intensification of the contact pressure until it is limited in a suitable manner if possible. For example, the inclined surface accordingly has a large gradient at the beginning of the adjustment of the brake element in the brake actuation direction, which continuously flattens out until the inclined surface transitions to a constant gradient in the region of the elimination of the track play.

It is also advantageous to provide a stop for the braking element, which defines the adjustment of the braking element in the braking direction. This prevents overloading and the associated self-destruction of the brake housing. It is also advantageous if the abutment surface can be adjusted in the pressing direction against the prestress of the pressing force limiting device. In particular, the combination of these two measures has substantial advantages. For this purpose, provision is preferably made for the stop to be designed such that the contact pressure caused by the guide structure before the stop thereon already exceeds the initial prestress of the contact pressure limiting device (abstimung). The activation of the contact force definition means in the contact direction thus takes place, which limits the contact force and at the same time enables the contact force to be set by the contact force definition means. This may be critical for different reasons. The limit of the contact pressure can be determined by the structural configuration of the rail. However, in order to achieve a large braking force, an exact setting under this limit may be meaningful. The limitation of the contact pressure can, however, also be effected for other reasons, for example by presetting a maximum braking force and thus a maximum deceleration of the elevator car.

It is also advantageous to provide a holding structure which cooperates with the braking element such that the braking element is in contact with the guide roller unit during braking and/or with the braking element positioned in its ready position. It is also advantageous here if the holding structure has at least one spring element which holds the braking element on the guide roller unit and/or if the holding structure has at least one spring element which holds the braking element on the guide roller unit in such a way that the own weight of the braking element is at least partially compensated. This ensures that the braking element rests on the rail in accordance with the movement determined by the guide structure and is then guided further until, for example, a stop is reached. Premature contact of the braking element with the rail, which can lead to the braking element striking the guide roller unit due to friction, can thus also be avoided. It is also possible to adjust the braking element, which rests on the rail, preferably to a large extent with the frictional forces occurring in the braking action direction, by means of the spring element, since the own weight of the braking element is already compensated.

It is also advantageous to provide an actuating device which together with the guide roller unit adjusts the braking element on the rail such that a further adjustment of the braking element in the braking direction is effected by friction between the braking element and the rail, wherein the actuating device is preferably activatable by means of a mechanical speed limiter and/or preferably electromagnetically. The braking element can be adjusted in the braking direction by the actuating device until it rests on the rail, since the guide structure effects a corresponding change in the displacement in the pressing direction.

A space-saving brake can thus be realized in the form of a sliding lock, which brake is used in particular for rails designed as hollow rails. The braking element can be designed as a braking wedge, depending on the configuration, which is guided by a single guide roller unit of the guide structure. Here, the guide roller unit transmits the pressure to the housing portion (brake housing). The starting movement can be supported by one or more spring elements, in particular restraining springs, acting on the braking element, since the gravitational force caused by the mass of the braking element can be partially compensated.

The sliding lock can be designed in particular for low contact pressures, so that it is particularly suitable for hollow rails. The progressive change enables a rapid advance with a small overall height or the use of long braking elements with a normal overall height. The long braking element makes it possible to keep the surface pressure between the rail and the braking surface or the abutment surface small.

Drawings

In the following description preferred embodiments of the invention are explained in more detail with reference to the figures, in which corresponding elements are provided with consistent reference numerals. Wherein:

fig. 1 shows a sliding lock and a rail for an elevator system according to an exemplary embodiment of the invention in a schematic partial view;

fig. 2 shows the sliding lock arrangement shown in fig. 1 in an unactuated initial state from a viewing direction denoted II, according to an exemplary embodiment of the present invention;

fig. 3 shows the sliding lock arrangement shown in fig. 2 according to an exemplary embodiment of the invention in the actuated state.

Fig. 4 shows an elevator installation with an elevator car and a sliding locking mechanism, which corresponds to a possible configuration of the invention;

fig. 5 shows a detail of the elevator installation shown in fig. 4 for explaining one possible configuration of the invention;

FIG. 6 shows a detail shown in FIG. 5, which corresponds to another possible configuration of the present invention;

FIG. 7 shows a detail shown in FIG. 5, which corresponds to another possible configuration of the present invention; and is

Fig. 8 shows a sliding lock and a rail for an elevator system according to a further exemplary embodiment of the invention in a schematic partial view.

Detailed Description

Fig. 1 shows a schematic partial view of a sliding lock 1 and a rail 3 for an elevator installation 2 (fig. 4) according to an exemplary embodiment of the invention. The sliding lock 1 serves here to brake an elevator car 4 (fig. 4) of an elevator installation 2 during braking.

During braking, the sliding lock 1 cooperates or engages with the head 6 of the rail 3 via the braking element 5. The braking surface 7 or the brake lining 7 faces a side 8 of the head 6 of the rail 3.

Furthermore, the sliding lock 1 has an abutment surface 9 which is formed on the abutment body 10 and faces the braking surface 7 of the braking element 5.

During operation, the braking element 5 is adjusted in the pressing direction 11 in the direction of the abutment surface 9. The

rail gaps

12, 13 are first predetermined by the spacing 12 between the braking surface 7 and the side surface 8 of the rail 3 and the spacing 13 between the abutment surface 9 and the other side surface 14 of the head 6 of the rail 3. The

rail play

12, 13 is eliminated by the feed region which is realized at the beginning of the braking process. So that the braking surface 7 rests on one side and the abutment surface 9 on the other side against the side surfaces 8, 14 of the head 6.

After the

track gaps

12, 13 have been eliminated, a braking action takes place by friction between the braking surface 7 and the side 8 of the head 6. The abutment surface 9 can here likewise have the function of a braking surface or the abutment body 10 can be provided with a brake lining 9 in order to achieve a double-sided braking action.

The track 3 has a head 6 and a foot 20. At least the head 6 of the rail 3 is configured as a hollow profile. The head 6 comprises at least one head wall 21 and

lateral surfaces

8, 14 laterally adjoining the head wall 21. The side faces 8, 14 are arranged substantially perpendicular to the head wall 21. The head 6 of the rail 3 comprises the following parts of the rail 3 or the sides 8, 14: or they cooperate for braking with the braking surface 7 on one side and with the abutment surface 9 on the other side.

With regard to the braking action of the sliding lock 1, a braking action direction 22 (fig. 2) is provided, which in this exemplary embodiment is directed vertically upwards. The brake application direction 22 extends along the rail 3. Accordingly, in this exemplary embodiment the pressing direction 11, which is perpendicular to the brake application direction 22, is oriented horizontally. With regard to the three spatial dimensions, a further direction 23 is left which is oriented perpendicular to both the pressing direction 11 and the brake application direction 22. The direction 23 is also characterized in that it points from the foot 20 of the rail 3 towards the head 6.

The structure 100 of the braking surface 7, the abutment surface 9 and the head 6 of the rail 3 is designed such that the braking surface 7 protrudes over the head 6 on one side and the abutment surface 9 on the other side in the direction 23 on the head wall 21. The braking surface 7 and the abutment surface 9 therefore project over the head wall 21 of the head 6 of the rail 3 in the direction 23 beyond the head 6 of the rail 3. The abutment surface 9 can be formed here as a further braking surface 9.

A structure 100 for an elevator installation 2 with a sliding lock 1 and a rail 3 is thus formed, wherein the sliding lock 1 cooperates with the rail 3 for braking of the elevator car 4. The rail 3 comprises a head 6, wherein the head 6 of the rail 3 is formed as a hollow profile and wherein a braking surface 7 of the sliding locking device 1 cooperates with the rail 3 such that the braking surface 7 protrudes over the head 6 of the rail 3. In addition, the abutment surface 9 facing the braking surface 7 protrudes in a corresponding manner over the head 6 of the rail 3.

The side 8, the head wall 21 and the side 14 are arranged in the form of a U-profile with two right angles. Furthermore, the braking surface 7 and the abutment surface 9 are oriented parallel to each other when in contact with the head 6 to obtain a braking action. The head wall 21 is therefore oriented perpendicular to both the braking surface 7 and the abutment surface 9. It follows that the direction 23 is also oriented perpendicular to the headwall 21.

The braking surface 7 has a horizontal width B which is divided into a projecting width B1 and a support width B2. The braking action is obtained here by the abutment of the braking surface 7 on the side 8 over the bearing width b 2. The braking surface 7 projects horizontally beyond the head 6 in the direction 23 with a projecting width b1, so that this part of the braking surface 7 does not contribute to the braking action. Preferably, the projecting width B1 is less than 50%, preferably about 20% to about 30%, of the width B of the braking surface 7. Corresponding considerations are possible for the abutment surface 9. Here too, a division of the abutment surface 9 into a projection width and a bearing width takes place, wherein the projection width is less than 50%, preferably about 20% to about 30%, of the width of the abutment surface 9.

By means of this arrangement, it is achieved that the head wall 21 can optimally accommodate the forces occurring in the event of a pressing of the brake surface 7 against the head 6 in the pressing direction 11, in order to prevent the head 6 from bending on its side faces 8, 14. Furthermore, the permissible pressing force with which the braking surface 7 can be pressed against the rail 3 and the dimensions of the braking surface 7 are predetermined such that permanent plastic deformation of the head 6 of the rail 3 does not occur if the braking surface 7 is pressed against the rail 3 with the permissible pressing force. The contact pressure can be defined by a contact pressure definition device 24, which in this exemplary embodiment has two struts 25, 26, each having two spring plate packs 27 to 30.

The rail 3 may be formed from a single unreinforced steel plate, wherein the material thickness of the hollow profile of the rail 3 may be in the range of about 2.0mm to about 3.0 mm.

The slide lock device 1 has a housing 31. The housing 31 or the housing part 31 'which is mounted in the housing 31 in a displaceable manner is in this embodiment fixed in a displaceable manner laterally, so that the housing part 31' can be set or adjusted laterally. For this purpose, the housing part 31' is supported on a sliding bolt 74, wherein it is pressed against a lateral stop screw 76 in the non-actuated initial state by an elastic element 75. The housing portion 31' and the outer housing 31 may be of welded or cast construction.

The braking element 5 is adjustable relative to the housing part 31'. An actuating device 32 is provided here, which effects an adjustment of the braking element 5 on the rail 3. The actuating device 32 is connected to the second sliding lock 1' by a connecting rod 77. Further configurations of the slide lock device 1 will be described below with reference to fig. 2.

Fig. 2 shows the sliding lock device shown in fig. 1 in an unactuated initial state from a viewing direction denoted by II, according to an exemplary embodiment of the present invention. In the initial state the braking element 5 is spaced apart from the rail 3. The braking element 5 is held in the initial position by the

elements

34, 35 of the actuating device 32 and the lever 33. Furthermore, a holding structure 40 is provided, which comprises spring elements 41, 42. The spring elements 41, 42 are pretensioned here. Furthermore, a guide roller unit 43 is provided, which in this embodiment is formed by a single guide roller. The spring elements 41, 42 hold the braking element 5 on the guide rollers. This results in a guide structure 44 which comprises a guide roller and a guide surface 45 which is formed on the brake element 5 in this embodiment. The guide surface 45 and thus the braking element 5 are in this embodiment kept in constant contact with the guide roller by the retaining structure 40.

Fig. 3 shows the sliding lock 1 shown in fig. 2 according to an exemplary embodiment of the invention in the actuated state. During the actuation, for example, under the force of a speed limiter, a tab 46 of the actuating device 32 is actuated, which actuates the lever 33 via the element 34. In the non-actuated initial state (fig. 2), the web 46 is held by the constraining element 72. The restraining element 72 comprises a spring element or a magnet or a catch that holds the tab 46 in an un-actuated initial state with a predetermined force. Furthermore, the actuating range or pivoting range of the web 46 is delimited by end stops 73 on both sides. During the actuation of the tab 46, the element 35 converts the movement of the lever 33 into an adjustment of the braking element 5 in the braking direction 22. The configuration of the manipulator 32 may also be implemented by other types of lever designs. The braking element 5 is designed as a linearly movable braking wedge. During the adjustment of the brake element 5, the guide rollers roll on the guide surfaces 45. In this embodiment, the guide roller rotates about an axis 47, which is fixedly arranged relative to the housing part 31'. By means of the geometry of the guide surface 45, a movement of the braking element 5 in the braking direction 22 is converted into a simultaneous movement of the braking element 5 in the pressing direction 11. The braking element 5 is thereby first brought with its braking surface 7 against the side 8 of the rail 3. The support of the housing part 31' of the sliding lock 1 relative to the rail 3 is thereby provided such that the

rail play

12, 13 is eliminated on both sides of the rail 3. This can be achieved, for example, by: the abutment surface 9 is also pulled onto the rail 3 by the pressing of the braking element 5 onto the rail 3.

The feed region 48 illustrated in fig. 3 on the guide surface 45 is used here for the abutment of the braking element 5 on the rail 3. In a braking region 49, which is connected to the feed region 48, the actual braking action is again performed. A decreasing arrangement of the guide surface 45 is provided here. The

rail gaps

12, 13 are closed quickly in the feed region 48. A gradient 50, which is schematically illustrated for the brake application direction 22, is therefore greater at the beginning of the adjustment in the brake application direction 22 (i.e. in the feed region 48) than in the brake region 49. The slope 50 may be, for example, about 17 ° at the beginning and decreases to less than about 5 ° (0.1 radians) after the gap is eliminated. Automatic steering therefore takes place from the point in time when the gap is eliminated.

The movement of the braking element 5 in the braking direction 22 is delimited by a stop 51 of the housing part 31'. In the end position shown in fig. 3, the braking element 5 rests against the stop 51. The greatest possible adjustment of the braking element 5 in the braking direction 22 and accordingly also in the pressing direction 11 is thereby produced. The following is preferably coordinated here: before the end position is reached, the contact pressure limiting device 24 is actuated, as a result of which the contact surface 9 is pressed in the contact pressure direction 11 against the prestress of the spring plate packs 27 to 30. Whereby the braking force can be set. This also results in a limitation of the braking force, so that damage is prevented, in particular in the case of a fragile rail 3.

In the case of the assembly of the sliding lock 1 in the manner described, in which the braking action is directed upwards, the own weight of the braking element 5 can advantageously be at least partially compensated by the spring elements 41, 42.

A slow feed and thus a slow force build-up for generating the braking action is obtained by the decreasing gradient 50 in the braking zone 49. The gradient 50 in the braking region 49 is smaller than the friction angle, which is determined by the coefficient of sliding friction, which is generated by the friction pairing between the braking element 5 and the rail 3.

Fig. 4 shows an elevator installation 2 with an elevator car 4 and a sliding locking mechanism 1, which corresponds to a possible configuration of the invention. The slide lock 1 is represented schematically here. Furthermore, a further sliding lock 1 'is provided, which is designed according to the sliding lock 1 and cooperates in a corresponding manner with a further rail 3'. The slide lock 1 is connected to the further slide lock 1 'by a connecting rod 77 (fig. 1) in such a way that the two slide locks 1, 1' are actuated essentially synchronously. The elevator car 4 is guided on the rail 3 and also on another rail 3 ', which serves as a guide rail 3, 3'. The elevator car 4 is suspended on a traction and suspension mechanism 52.

In this possible configuration, the track 3 is divided into a plurality of

sections

53, 54, of which only the

sections

53, 54 are shown for the sake of simplicity. In this case, tolerances with respect to the ideal orientation can occur in the connecting region 55, in which the

segments

53, 54 engage one another. Suitable measures are explained below with particular reference to fig. 5 to 7.

Fig. 5 shows a detail of the elevator installation 2 shown in fig. 4 for explaining one possible configuration of the invention. A situation is illustrated in which a misalignment occurs between the

sections

53, 54 of the rail 3 in the connecting region 55 in which the

rail sections

53, 55 engage one another, due to tolerances or the like during installation. This is represented here by the presence of a step 56 on the rail 3 against the brake application direction 22. The step 56 appears as a jump point in the side 8.

During the actuation of the sliding lock 1, the situation can occur that: the braking surface 7 of the braking element 5 bears against the rail 3 in the region of the section 53 and also makes a transition to the section 54 of the rail 3 during braking. In order to operate according to the function and to prevent possible damage, in particular to the brake lining 7, a chamfer 57 is provided on the brake element 5. Where a suitable chamfer angle 58 (fig. 2) is selected. Corresponding chamfers 9 (fig. 3) can be formed on the abutment surfaces 9 or the abutment bodies 10. The chamfers 57, 59 are provided on the braking surface 7 or the abutment surface 9 in the braking direction 22. Chamfer 58 of chamfer 57 and chamfer 60 of chamfer 59 may preferably be selected from the range of about 5 ° to about 20 °. Preferably, the chamfer 57 of the braking surface 7 and the chamfer 59 of the abutment surface 9 are formed with a chamfer angle 59, 60 of about 15 °, respectively.

Fig. 6 shows a detail shown in fig. 5, which corresponds to another possible configuration of the invention. In this exemplary embodiment, chamfers 65, 66 are provided at the connecting region 55 (rail engagement point) for the sections 54 of the rail 3 which continue counter to the brake application direction 22. In this case, a chamfer 65 is provided for the braking element 5, and a chamfer 66 is provided for the abutment 10.

Fig. 7 shows a detail as shown in fig. 5, which corresponds to another possible configuration of the invention. In this exemplary embodiment, chamfers 65 to 68 are provided on the

track sections

53, 54 in the connecting region 55 both in the brake application direction 22 and counter to the brake application direction 22. The wear characteristics are thus improved for the

sections

53, 54 of the rail 3. To this end, of course, the length 69 of the braking surface 7 in the braking action direction 22 must be significantly greater than the length 70 of the chamfers 65 to 68, viewed in the braking action direction 22. Preferably, the length 69 of the braking surface 7 is at least four times the length 70 of the individual chamfers 65 to 68.

The chamfers 65 to 68 and the length 69 of the braking surface 7 are generally dimensioned such that a possible step formation (as explained with reference to fig. 5) is balanced and wear behavior is avoided as far as possible. Balancing the step formation means that the surfaces sliding or rubbing on the connection point 55 (for example the braking surface 7, the abutment surface 9 or the guide surface of the guide shoe) do not rest on the step of the rail engagement point, but instead meet the corresponding chamfer surfaces of the chamfers 65 to 68 and pass over accordingly smoothly.

In terms of tolerances of the occurring steps 56, etc., a maximum value may for example be defined, which may be in the range of about 0.2mm to about 0.4mm depending on the application. Accordingly, the size of the chamfers 65 to 68 may be determined.

Fig. 8 shows a schematic partial view of a sliding lock 1 and a rail 3 for an elevator installation 2 according to a further exemplary embodiment of the invention. In contrast to the exemplary embodiment described with reference to fig. 1 to 3, the guide roller unit 43 is supported on the brake element 5. This means that the guide roller unit 43 is arranged on the brake element 5 in a stationary manner about the axis of rotation 47. The guide surface 45 is arranged in a stationary manner relative to the housing part 31' in the case of this configuration. In particular, the guide surface 45 may be arranged on the housing part 31'. Thus depicting another possible design for the guide structure 44. The holding structure 40 with the spring elements 41, 42 can be realized in a corresponding manner. In this embodiment, the slope 50 of the guide surface 45 also varies with respect to the movement of the braking element 5 (in cooperation with the guide roller unit 43) in the braking direction 22.

Of course, the elevator installation 2 can have one or more sliding locks 1 depending on the configuration. The sliding locking mechanism 1 can be rigidly connected to the elevator car 4 here either directly or indirectly. The rails 3, 3' are arranged in a stationary manner in an elevator shaft 71, through which the elevator car 4 can be moved.

The present invention is not limited to the described embodiments and possible configurations.

Claims

1. A sliding lock (1) for an elevator installation (2) having a movable brake element (5) which can be adjusted in a pressing direction (11) toward an abutment surface (9) for a braking process, wherein a rail (3) is arranged in the installed state between the brake element (5) and the abutment surface (9), wherein a guide structure (44) for the brake element (5) is provided, wherein the guide structure (44) has a guide surface (45) and a single guide roller unit (43), wherein the guide roller unit (43) cooperates with the guide surface (45) such that an adjustment of the brake element (5) in the pressing direction (11) is also carried out simultaneously during an adjustment of the brake element (5) in a braking direction (22), wherein the pressing direction (11) is perpendicular to the braking direction of action (22), and wherein the guide roller unit (43) rolls on the guide surface (45) during braking, characterized in that the guide surface (45) is configured such that the transition of the adjustment of the braking element (5) in the braking direction (22) to the adjustment of the braking element (5) in the pressing direction (11) is performed incrementally.

2. The sliding lock arrangement as claimed in claim 1, characterized in that the guide roller unit (43) has a single roller which is rotatable about the axis (47) or a plurality of rollers which are jointly rotatable about the single axis (47).

3. Sliding locking device according to claim 1 or 2, characterised in that the braking element (5) is designed as a braking wedge (5), that a guide surface (45) is arranged on the braking wedge (5), that the braking wedge (5) has a braking surface (7) facing away from the guide surface (45), and that the braking surface (7) of the braking wedge (5) cooperates with the rail (3) during braking.

4. The sliding lock device according to claim 3, wherein the guide roller unit (43) is supported in the housing portion (31').

5. The sliding lock arrangement as claimed in claim 1 or 2, characterized in that the guide surface (45) is fixed in position relative to the housing part (31') and the guide roller unit (43) is supported in the brake element (5).

6. The sliding lock according to claim 1 or 2, characterized in that the guide roller unit (43) rolls on a guide surface (45) during braking, wherein the guide surface (45) is arranged such that the transition from the adjustment of the braking element (5) in the braking action direction (22) to the adjustment of the braking element (5) in the pressing direction (11) is located by a gradient (50) of the guide surface (45) between 6 ° and 17 ° with respect to the braking action direction (22) in a feed region which is located at the beginning of the adjustment in the braking action direction (22) and which extends to such an extent that the rail gap (12, 13) between the braking element (5), the abutment surface (9) and the rail (3) is eliminated,

and/or

The guide roller unit (43) rolls on the guide surface (45) during braking, wherein the guide surface (45) is configured such that the change of the adjustment of the braking element (5) in the braking direction (22) to the adjustment of the braking element (5) in the pressing direction (11) is made by the guide surface (45) being located after a feed area (48) with respect to the braking action direction (22) which is located at the beginning of the adjustment in the braking action direction (22) and which extends to such an extent that a track gap (12, 13) between the braking element (5), the abutment surface (9) and the track (3) is eliminated, by a friction pair between the braking element (5) and the track (3), by a friction angle which is smaller than the friction angle determined by the sliding friction coefficient and/or a gradient (50) which is smaller than 6 DEG,

and/or

The guide roller unit (43) rolls on the guide surface (45) during braking, wherein the guide surface (45) is configured such that the transition of the adjustment of the braking element (5) in the braking direction (22) to the adjustment of the braking element (5) in the pressing direction (11) changes at least partially with increasing adjustments in the braking direction (22).

7. Sliding lock according to claim 1 or 2, characterised in that a stop (51) for the brake element (5) is provided, which limit the adjustment of the brake element (5) in the brake application direction (22).

8. Sliding lock according to claim 1 or 2, characterised in that the abutment surface (9) can be adjusted in the pressing direction (11) against the prestress of the pressing force limiting device (24).

9. Sliding lock according to claim 1 or 2, characterised in that a retaining structure (40) is provided which cooperates with the brake element (5) in such a way that the brake element (5) comes into contact with the guide roller unit (43) during braking and/or with the brake element (5) positioned in its ready position.

10. Sliding lock according to claim 9, characterised in that the holding arrangement (40) has at least one spring element (41, 42) which holds the brake element (5) on the guide roller unit (43) and/or that the holding arrangement (40) has at least one spring element (41, 42) which holds the brake element (5) on the guide roller unit (43) in such a way that the own weight of the brake element (5) is at least partially compensated.

11. The sliding lock according to claim 1 or 2, characterized in that an actuating device (32) is provided, which together with the guide roller unit (43) adjusts the brake element (5) on the rail (3) in such a way that a further adjustment of the brake element (5) in the brake application direction (22) is achieved by friction between the brake element (5) and the rail (3), wherein the actuating device (32) can be triggered by a mechanical speed limiter and/or electromagnetically.

12. An elevator installation (2) having an elevator car (4) guided on at least one rail (3) and at least one sliding locking device (1) according to one of claims 1 to 11, wherein the sliding locking device (1) is arranged on the elevator car (4) and cooperates with the rail (3) during braking for braking of the elevator car (4).

13. Elevator installation according to claim 12, characterized in that the rail (3) is provided with a hollow profile and the braking element (5) is arranged such that the braking surface (7) of the braking element (5) protrudes over the head (6) of the rail (3).

14. Method for braking of an elevator car (4), which method can be implemented with a sliding locking device (1) according to one of claims 1 to 11, wherein the braking element (5) of the sliding locking device (1) is adjusted in a pressing direction (11) towards the abutment surface (9) for a braking process, wherein a rail (3) is arranged between the braking element (5) and the abutment surface (9), wherein the individual guide roller unit (43) cooperates with the guide surface (45) of the guide structure (44) such that an adjustment of the braking element (5) in the pressing direction (11) is also carried out simultaneously during an adjustment of the braking element (5) in the braking action direction (22), and wherein the pressing direction (11) is perpendicular to the braking action direction (22).