CN111372880A

CN111372880A - Device for controlling a speed-limiting belt and electronic speed limiter

Info

Publication number: CN111372880A
Application number: CN201880072916.4A
Authority: CN
Inventors: 勒内·霍尔茨; 卡尔·科里纳; 利奥波德·拉什巴赫
Original assignee: Wittur Holding GmbH
Current assignee: Wittur Holding GmbH
Priority date: 2017-10-17
Filing date: 2018-10-17
Publication date: 2020-07-03
Anticipated expiration: 2038-10-17
Also published as: CN111372880B; EP3697713B1; DE202017005334U1; EP3697713A1; RU2020115597A3; WO2019077002A1; RU2020115597A

Abstract

A recording system, preferably a speed limiter system, for an elevator with a car (3), having: a speed governor (9) that follows the car (3); a flexible traction element (10) for being positionally fixed tensioned along a travel section of the car (3) between two fixing points, the lower end and the upper end of the flexible traction element (10) being fixed at the fixing points; two spring elements (13,14) between which the flexible traction element (10) is held in a floating manner; an actuator (17) for mounting on or in the flexible traction member (10); and a switch (18) operated by the actuator (17), wherein the actuator (17) is designed such that the flexible traction element (10) can be moved back and forth a distance +/- Δ L relative to the contact without operating said contact in the installed and ready-to-use condition, and is designed to operate said contact in the event that a pulling force occurs in the flexible traction element (10) which displaces the flexible traction element (10) (in the area of the actuator 17) by a distance greater than- Δ L, or the flexible traction element (10) relaxes such that it displaces a distance exceeding + Δ L.

Description

Device for controlling a speed-limiting belt and electronic speed limiter

The present invention relates to a device for controlling a speed-limiting belt according to the preamble of claim 1.

Background

In all types of elevators, there is the problem that an impermissible overspeed and even in the worst case a free fall of the elevator car has to be limited. For this purpose, the elevator is provided with a speed limiter and a brake safety device.

In this case, as before, mechanical solutions have mainly been used. They appear to be: the endless traction means loop or rope loop of the speed-limiting belt circulates in the elevator shaft between two diverting pulleys at the head and the bottom of the shaft. The endless rope loop is fixed at one location on the car. The car thus drives the endless rope loop.

One of the steering wheels is arranged on the shaft of the speed limiter. Typically, the governor is a centrifugal force dynamic governor. If the rotational speed of the steerable wheels of the speed limiter is too high, then a braking device is activated in this speed limiter, which reduces the rotational speed of the steerable wheels. Thereby, the speed limit belt moving past the steered wheels is braked. In this way, relative movement occurs between the speed-limiting belt and the car. This relative movement is generally used to activate the brake safety device by either directly articulating the speed-limiting belt on the lever of the brake safety device and then activating the brake safety device itself by its hysteresis relative to the car, or by fixing the speed-limiting belt on a component of the contact and operating the contact during said relative movement.

Such a governor system must overcome a relatively large force and is accordingly dimensioned with a large size. Furthermore, they are not totally abrasion-free.

For this reason, speed limiter systems have been proposed which move with the car and at the same time pass traction means which are positionally fixed and tensioned in the hoistway.

However, in such a speed limiter system, the following problem arises, namely that 100% control must always be ensured: i.e. the traction means over which the governor wheel passes do not exhibit impermissible over-extension or even cracking. For this purpose, the traction means is held tensioned in the shaft with a spring bias. As soon as the tension in the traction means drops below a defined limit value, it is detected. However, it has hitherto not been possible to determine whether the wheels passed by the flexible traction means permit normal free passage, independently of the direction of travel, or are not operable, for example, due to excessive bearing wear or other obstacles, so that proper functioning can no longer be guaranteed. There is also a risk of false triggering caused by sudden load peaks in the known system. Said sudden load peaks may occur on the traction means, for example because of vibrations (due to the large free length of the traction means and/or to severe acceleration at car start-up), especially also in the case of fast elevators intended to travel over a large drop.

The task on which the invention is based

In view of this, the object of the invention is to provide a speed limiter system which, on the one hand, responds very reliably and immediately recognizes and signals an impermissible change in the length of the system in response to a flexible traction means, for example, a possible jamming of the wheel driving the flexible traction means, and which, on the other hand, is particularly tamper-resistant and, in particular, vibration-resistant.

Solution according to the invention

This object is achieved by the measures of claim 1.

According to the invention, a speed limiter system for an elevator is proposed, which has a speed limiter following on the car and a similar flexible traction element for tensioning between two fixing points fixedly along the car travel, the lower and upper ends of the flexible traction element being fixed at the fixing points.

Here, "similar flexible traction means" preferably refers to belts, but furthermore also to ropes or, less preferably and therefore, less commonly, to chains. It is therefore a mechanism which avoids any (even small or at least any major) load perpendicular to its longitudinal axis in order to take up this load by virtue of the increased tension avoided in the direction of the longitudinal axis along which it is tightened.

The governor system includes at least two spring members. Each spring element is held at one side at a fastening point, i.e. a point which is stationary during operation, and at its other side at the flexible traction element. The flexible traction member maintains a "floating" tension between the spring members, and more specifically a "single bar". That is, there is only one flexible traction member in total moving along the car, rather than having taut and slack sections as in systems having flexible traction members that cycle between the steerable wheels. The traction means is then held under tension "floating" in the sense described above or in the sense of the invention when there is a possibility that it can move a distance in the direction of the longitudinal axis along which it is tensioned, since the spring element is lengthened at one end and shortened at the other end. In other cases, however, the flexible traction element is stationary, i.e., it does not orbit.

The governor system also includes an actuator for mounting on or in the flexible traction member and an electrical, mechanical or magnetic switch actuated by the actuator. The actuator is characterized in that it is designed such that the flexible traction element, when installed and ready for use, can be moved back and forth by a distance +/- Δ L, preferably at least 2 cm, more preferably at least 2.5 cm and ideally at most 3.5 cm, relative to the switch by deformation of the spring element without the switch being actuated. It is thereby ensured that even large vibrations of the flexible traction means do not lead to a switch operation and thus to an undesired elevator stop. Similarly, the same applies to: during a strong acceleration of the car which is started again, the flexible traction means are subjected to a sudden increase in stress in the direction of its longitudinal axis. The actuator is however also designed to operate the contacts when a pulling force occurs in the flexible traction means which displaces the flexible traction means over a distance exceeding-al in the actuator area, or the flexible traction means relaxes such that it in turn displaces over a distance exceeding + al in the actuator area. As a result, it is not only possible to determine an inadmissible relaxation of the flexible traction means or even a cracking thereof. Instead, it is also possible in this way to determine whether the steering wheel carrying the flexible traction means is excessively jammed and therefore an impermissible state exists for this purpose. It is important in this case that this disturbance can be determined independently of the current driving direction when it first occurs, since the floating of the flexible traction means remains taut.

In this way, a particularly reliable and widely responsive speed limiter system is provided. The distance al is preferably at least 15 mm, more preferably at least 30 mm.

In addition, an elevator equipped with such a speed limiter system is also claimed as a whole.

Preferred embodiments of the invention

It is particularly advantageous to design the actuator as a rigid slider which has a free-running surface with respect to the contacts, which free-running surface can be displaced with respect to the contacts without operating the contacts. The tail ends of the free passing surfaces are respectively connected with the inclined surfaces used for operating the switches. The desired response delay can be set structurally by the length of the free-passage surface. Ideally, the slider is guided solely by the flexible traction element, with or without the direct involvement of a spring element. In the aforementioned case, the slider is an integral part of the flexible traction means, i.e. it is connected on both sides to one section of the flexible traction means. The slider is therefore completely in the force transmission extending through the flexible traction means in the direction of the longitudinal axis of the flexible traction means. In the latter case, one side of the slider is connected to the flexible traction member and the other side of the slider is directly connected to the spring element. The tension of the spring element is then transmitted via the slider to the flexible traction element.

Alternatively, the slider is parallel to the flexible traction element and its longitudinal axis and is fixed thereto. This is proposed in particular in the case of a design in which the flexible pulling element is a cable and the slider can be fastened to it, for example, by means of a collar, transversely to the cable.

It is particularly advantageous if the slide is part of a slide guided for translation on a slide guide or ball guide. With such a slide construction, it is particularly reliably avoided that the slide leaves its intended position due to unforeseen self-twisting or twisting of the flexible traction means and thereafter the contact can no longer be operated, although the response threshold itself is already exceeded.

In the latter case, it is desirable for the slider or the slide enclosing the slider to be mounted between one end of the flexible traction element and the spring element or between two sections of the flexible traction element.

A particularly preferred solution provides that the flexible traction means is held in tension over its entire or at least a major length between two supports or cantilevers, which in turn are fixed to the guide rail. The guide rails provide a very secure fixation to the support, completely independent of the local wall quality (determining the strength of the tenon joint). In addition, the mounting on the guide rail makes it easy to impart the required pretensioning force to the flexible traction means, since the mounting can be easily mounted, as required, slightly more closely together or slightly more widely apart in the longitudinal direction of the shaft, depending on the current length of the flexible traction means, respectively.

It is particularly advantageous for many applications to have a damper. The provision of a damping mechanism is particularly effective due to the floating tensioning of the flexible traction member. It can help to significantly reduce the vibrations that occur in the flexible traction element during operation.

In other, generally preferred cases, however, the drive wheel weight is selected and adapted to the expected vibration frequency or natural frequency of the flexible traction means and to its specific length in the building, i.e. it acts as a damping element due to its inertia and thus influences the vibration behavior in such a way that no excessive vibrations occur or influence the system function.

Particularly preferably, the bearing or bearing points of the carriage can be designed exclusively or in addition to the ones mentioned in the preceding paragraph such that the mechanism does not jam, but friction forces occur in the bearing or bearing points, which are selected such that vibrations occurring in normal operation of the flexible traction means (i.e. as long as no overrun or other forbidden driving conditions occur) are damped such that no false triggering occurs. In order to obtain a defined friction state, plastic bearings or plastic bearing points are preferred.

An elevator or an elevator installation equipped with a system of the aforementioned type is also claimed separately.

Other independent aspects of the invention

An elevator is claimed which is equipped with a braking and/or safety device for influencing the movement of the car and a recording device, wherein the recording device is mounted on the car and moves together with the car, and the recording device carries a flexible traction means which is rigidly or elastically fixed with its end between two fixing points. The recorder is characterized in that it has a dual function. The dual functions are achieved as follows: on the one hand, it implements shaft positioning (schachtkoierung) by means of an electronic device, which determines the current position or change in position and optionally the speed of the car from the signals generated by the movement of the flexible traction means and outputs them to other elevator control devices; on the other hand, the recording device is designed as a speed limiter, in that it also has an electronic device which operates autonomously, i.e. by means of a central elevator control device, is connected directly to the electrodynamic braking safety device and switches the holding magnet of the braking safety device to the power-off state in the event of an impermissible movement, typically via an electronic power switch rather than via a relay or a contactor.

The elevator can be improved in that its recorder has a transmission wheel which is driven by a flexible traction means moving relative to the car over at least 120 °, preferably at least 150 °, and which is connected in a friction-fit or preferably form-fit manner, preferably by being arranged on the same shaft, to an incremental sensor wheel which generates at least one position signal which is (at least also) evaluated by an electronic device which electrically activates the braking and/or safety device.

Ideally, the flexible traction means interacts in a form-fitting manner with the drive wheels of the recorder. This applies to all the aforementioned subjects or variants.

The drive wheel is ideally provided with a positive-fit recess, in which the positive-fit element of the traction means can be inserted when the traction means passes the drive wheel, wherein the positive-fit recess is a groove, which is closed on one of its two narrow end sides and is open on its opposite narrow end side toward the drive wheel end side, and the grooves arranged one behind the other in the circumferential direction open in an orderly alternating manner toward the one end side and the other end side of the drive wheel.

In this way, the flexible traction means interacting with the drive wheels in a form-fitting manner can be prevented from sliding laterally. It is also possible to produce the drive wheels by casting in a rational manner by using mold halves which can be pulled apart in two directions parallel to the later defined operational axis of rotation of the drive wheels in order to release the drive wheels, wherein one mold half has projections which produce grooves open towards its side and the other mold half has projections which produce grooves open towards its side.

For many applications, it is advantageous if the form-fitting element of the flexible traction means always occupies only a part of the width of the flexible traction means transversely to its direction of movement and alternately occupies a part and another part of the width of the flexible traction means, viewed in a direction perpendicular to the direction of movement/longitudinal axis of the flexible traction means.

The form-fitting element is preferably designed as a truncated cone.

Particularly advantageously, the electronic device for supplying power to the holding magnet (which holds the at least one braking and/or safety device in the standby position in a disengaged manner) comprises: a device for measuring the current flowing through the holding magnet, which device then controls or regulates the supply of current in such a way that the current currently flowing through the holding magnet lies within a predetermined "bandwidth".

When the supply voltage of the holding magnet is set fixedly, the current which is ultimately driven via the holding magnet depends primarily on environmental parameters, in particular the ambient temperature. This ultimately means that the voltage source must be oversized in order to ensure that, in the worst case, also the holding force of the holding magnet is not absorbed accidentally and the braking and/or safety device responds, although there are no errors that would require such a response. This results in unnecessarily high currents being driven through the holding magnets during most of the life of the device in the presence of moderate environmental conditions. This causes unnecessary costs and is disadvantageous for the energy assessment of the device (power consumption labeling, etc.).

Ideally, the electronic means supplies power to the holding magnet through a pulse width modulation mechanism. It is thus possible to use pulsed direct current, which simplifies the supply of power by means of a battery or battery backup, which is of importance in the case of a building outage, in which case the electronics and braking and safety devices must still retain their operating capability for a long overrun time, after which the braking and/or safety devices are then activated and clamp the car to the guide rails in good time before the battery backup or the like is exhausted. The remaining power of the battery or dry cell is preferably also subsequently supported for at least another 72 hours in order to continue to supply the electronic device without data loss.

Drawings

Fig. 1 presents a general overview of the elevator of the invention, here preferably in the configuration of a roped elevator.

Fig. 2 shows a detail of fig. 1, which depicts in detail the upper fixing of the flexible traction means.

Fig. 3 shows a detail of fig. 1, which depicts in detail the lower fixing of the flexible traction means.

Fig. 4 shows a partial side view according to fig. 2, enlarged in the region of the carriage, seen from obliquely above.

Fig. 5 shows a side view, mainly from the side and in another operating state of the switch 18, according to fig. 2, partially enlarged in the region of the carriage.

Fig. 6 shows a side view in partial free section of the carriage according to fig. 5.

Fig. 7 shows a recorder in the form of a speed limiter when the housing is closed.

Fig. 8 shows the recorder in the form of a speed limiter when the housing is open, so that the steering wheel and the transmission wheel can be seen.

Fig. 9 shows a rear outside view of a recorder in the form of a speed limiter, on which side the incremental sensor wheel and electronics are arranged, with the electronics cover removed.

Fig. 10 shows a close-up of a transmission wheel preferably applied within the scope of the invention.

Fig. 11 shows a part of a flexible traction member that can be used with the transmission wheel according to fig. 10.

Fig. 12 shows a block circuit diagram of a recorder in the form of a speed limiter according to the invention.

Fig. 13 schematically shows a portion of a circuit that can be used to pulse width modulate power to the holding magnet.

Figure 14 shows a preferred embodiment of a slider that is preferably used as an actuator.

Detailed Description

Overview

Fig. 1 shows a best overview of the elevator as a whole according to the invention.

The invention therefore relates to an elevator installation 1, mostly in the form of a vertical elevator. It is generally formed by a car 3 guided for movement on vertically extending car guide rails 2. If the elevator installation as shown in fig. 1 is designed as a rope elevator, the car 3 is suspended on a hoist 4. The spreader 4 is mostly represented by one or more ropes or by one or more belts. The spreader 4 is guided to the counterweight 6 by means of drive wheels 5.

In most cases, the elevator installation is installed in a vertically extending elevator shaft 7. The elevator shaft 7 ends at its top side at the wellhead SK and at its bottom side at the shaft bottom SG.

The guidance of the spreader 4, i.e. the suspension of the car, in particular on the lower pulleys, shown here is merely exemplary.

At least one braking safety device 8 is mounted on the car, and mostly in the region of its bottom surface, completely independently of whether the elevator is designed as a rope elevator or a hydraulic elevator. Once it has been activated, it acts on the car guide rail 2. It then brakes the elevator until it stops and then clamps or clamps the car to the guide rails, mostly with self-energizing force.

Here, the brake safety device 8 is activated by an electrical signal which is obtained directly or indirectly from the speed limiter and which generally causes the voltage supply of the holding magnet to be disconnected.

The recording device 9 is preferably also designed as a speed limiter. Therefore, for the sake of conciseness and readability it is often referred to as "governor 9". But the term may be exchanged for the term "recorder 9" anywhere in the following. Similarly, the same applies to the term "speed-limiting belt".

The speed governor 9 is fixed to the car 3. Governor 9 moves up and down with the car. A flexible traction means, preferably in the form of a speed limiter belt 10, cooperates with the speed limiter 9, where a rope or other flexible traction means is also conceivable, but not preferred. The speed-limiting belt 10 is generally tensioned across the entire shaft or over the entire available travel length of the elevator route. The belts are usually tensioned only "singly", i.e. only one belt then runs through the shaft, instead of one running forward and one running backward belt edge as in the endless belt loop carried by the car.

The speed limit belt 10 is driven by the speed limiter 9. For this purpose, the speed control belt 10 is guided in the speed limiter 9 by means of a deflecting pulley. As soon as a relative movement occurs between the drive pulley of the speed limiter belt 10 and the speed limiter 9, the latter is put into rotation by the belt.

As will be described in more detail later, the transmission wheel is on the same shaft as the incremental sensor wheel or at least connected to the sensor wheel in a torque-transmitting manner. The sensor wheel is scanned or again generates pulses that can be counted. In this way, the current position of the car or at least the change in the current position, the current car speed and, if necessary, the current car acceleration are determined.

In general, supports 12 for the speed-limiting belt 10 are provided in the shaft bottom and in the wellhead region or at both ends of the section of road on which the car can travel. The support 12 is ideally designed in the form of a cantilever, which is fixed at one end to the guide rail or car guide rail, respectively, and projects freely with its other end into the shaft, as is seen by way of example in connection with fig. 1.

Between the supports 12, the speed-limiting belt 10 is elastically tensioned. For this purpose, the speed-limiting belt is connected to the respective support 12 not only at one end thereof, but also at the opposite end thereof, by means of

spring elements

13, 14. That is, the speed-limiting belt 10 as a whole is capable of performing a certain relative movement, i.e. "floating", parallel to the longitudinal axis of the shaft in one direction or the other, against the action of the

spring members

13, 14.

End-side fastening of flexible traction means

In many cases it is suitable that the flexible traction means or here the speed-limiting belt 10 extends with its lower end in a direction parallel to the longitudinal axis L of the shaft and up to its outermost end, see fig. 1 and 3. It is then fixed there by means of the spring element 13. The spring element 13, which establishes the connection between the speed-limiting belt and the support 12, for example, is preferably designed in the form of one or more helical springs or, in addition, for example, in the form of one or more disk spring packs.

It is furthermore advantageous if at least one end, most often the upper end, of the speed-limiting belt 10 is deflected by means of a deflection pulley 11 in a support 12, so that its free end extends perpendicularly to the direction of travel of the car 3, see fig. 1 and 2.

Particularly in the case of a speed-limiting belt 10, the diverting pulley 11 can just as effectively help to reduce the tendency of the belt 10 to twist. In other respects, this steering has the considerable advantage that, using a carriage which is also described in more detail, the carriage weight, apart from the vertically suspended carriage, plays no particular role and in particular does not increase the tendency to vibrate.

Details of the decisive role of the carriage are well visible in connection with fig. 3, 4 and 5 and in particular fig. 6.

The carriage 15 can best be described in connection with fig. 4. The slider has a guide portion 15 a. The carriage is thereby guided on the support 12 so as to be movable in translation in the direction of the longitudinal axis of the adjacent speed-limiting belt. For this purpose, the guide can be provided with a plurality of elongated holes LL, as shown in fig. 6, whereby it can be movably fixed to the support 12 with self-locking screws with the interposition of sleeves and/or spacers 16 made of a sliding material.

If one turns back to fig. 4, one then sees how the end of the speed-limiting belt is fixed to the fixed part 15c of the slide 15. In the exemplary embodiment mentioned here, the fastening part 15c can be fastened to the guide part 15a by means of one or at least one carriage side 15 b.

As can be seen well from fig. 4 and 5, the carriage 15 is provided with an actuator 17. Preferably, the actuator 17 is in the form of a slider as shown herein. A slide in the sense of the present invention means a rigid body, preferably in the form of a plate, which forms the free path 17 a. The surface of the mostly smooth-surfaced free path extends generally parallel to the longitudinal axis of the adjoining speed-limiting belt. At its two ends, the free path 17a transitions into a switching section or a first and a second ramp 17b,17c (switching ramp), respectively. Each switch ramp extends obliquely relative to the free path 17a, mostly at an angle of between 25 ° and 50 °.

As best seen in connection with fig. 5, a switch 18 is associated with the actuator 17. The switch may be a non-contact operated switch, for example in the form of a reed contact. Here, a mechanical switch 18 is preferably used, for example a switch with a switch wheel 18a rolling on the surface of the actuator 17 facing the switch wheel. As long as the switching wheel rolls along the free path section 17a, it is not operated. The operation is such that the switch wheel reaches one of the switch ramps 17b or 17c, whereby the switch is depressed. Similarly, when the switch wheel 18a is not provided, but a switch pusher or the like not shown in the drawings is slid along the actuator, the same function is achieved.

It is noted that the carriage mass and/or carriage friction can be adjusted such that the vibrations of the speed-limiting belt 10 are reduced.

Fig. 14 serves to further illustrate the actuator 17 in the form of a slider.

P1 shows the switch position when the flexible traction element is cracked or at least the lower spring element fails completely.

P2 shows the switching point in the upward direction when the tension of the lower spring element is too low or too high due to jamming of the transmission and/or steering wheel. Here, spring force > traction element weight force generally applies.

P3 is the lowest adjustment point that should be obtained after installation. Spring force 2x traction member gravity is generally applied here.

P4 is the highest adjustment point that should be obtained after installation.

P5 is the switching point when there is too high tension or too high tension in the down direction.

The normal operating range is between P3 and P4, with an additional safety factor of at least 50% P on both sides in both directions (P2 and P5) being specified to allow temporary force peaks that cannot be absorbed by frictional damping.

The length of the arrows P of these equal length arrows P is preferably in the range of 15 mm to 35 mm. The uppermost arrow is preferably about 0.25P long.

The bevel angle ALPA is preferably 45 +/-10%.

Recorder or speed limiter

Fig. 7 to 9 show a recording device which in this exemplary embodiment preferably operates in a dual function and is therefore referred to below as a speed limiter 9.

As is clearly apparent from fig. 7 and 9, the speed limiter can be fixed on a preferably L-shaped support foot 19, which ideally provides a plurality of elongated holes 20 or hole regions for the positionally variable fixing. A housing 21 is provided. It provides an inlet and an outlet 22 for the speed-limiting belt 9, in line F (dashed line in fig. 8) with each other. Between the two side walls S of the housing, sleeves 24 are clamped, which form bearing shafts for at least the steering wheels 23. A drive wheel 25 is also mounted on the housing between the two side walls thereof. The two diverting pulleys 23 ensure that the speed-limiting belt encircles the drive wheel 25 at an angle of at least 120 deg., more preferably at an angle of 150 deg. as shown here. The shaft carrying the drive wheels passes through a side wall of the housing and projects into the region of the rear side of the housing where the electronic device 27 is mounted. There, an incremental sensor wheel 26 is mounted on the spindle head. The incremental sensor wheel 26 is scanned by a plurality of sensors 28, for example in the form of contactless hall sensors. The pulses so generated are summed according to the sign associated with the direction of travel to determine position, and can be differentiated to determine speed and/or acceleration.

The electronic device 27 is designed to have a dual function.

On the one hand, it generates at least one position signal or position change signal, and optionally also a velocity signal and/or an acceleration signal. The signal can be processed purely internally. It can also be forwarded to a central elevator control, e.g. mounted at a suitable location in the shaft or in the machine room, according to need.

On the other hand, the electronic device 27 is designed and taught such that it can autonomously make a decision as to whether there is a prohibited driving situation (e.g. overspeed during driving or "car movement accident" before landing) without the aid or cooperation of a central elevator control. If it determines that there is such a prohibited driving state, it triggers a braking device or a braking safety device. The triggering is preferably carried out in such a way that an electronic device 27, which is directly connected or wired to the electromagnet for releasing the holding brake or the brake safety device, switches the electromagnet to the power-off state, typically by means of power electronics.

In this way, a system is provided whose readiness for use and function can be monitored completely electronically, which was not the case in the previously relay-controlled holding magnets.

Fig. 11 shows a block circuit diagram of a recording device with a speed limiter function.

An external voltage source 30 supplies a backup power supply unit 31, typically in the form of a backup battery or backup accumulator. The backup power supply unit 31 in turn supplies power to the electronic device 17 and to the encoder 32 and the associated electronic device. The electronics 17 in turn obtain data-dependent input from the encoder and also optionally via a link with other control devices, such as a central elevator control, as indicated at 35. Via the link, communication with other elevator control devices, e.g. centrally set up, is also possible.

The electronic device 17 opens the safety circuit via the safety switch 33 in the presence of the precondition. The operation of the safety switch 33 also causes the circuit powering the holding magnet to be opened.

Likewise, the electronics 17 supply the required current to one or more holding magnets. This is preferably done in a current-controlled or current-regulated manner. To this end, the electronic device 17 comprises a device which measures the current flowing through the holding magnet and controls or regulates the supply of current in such a way that the current currently flowing through the holding magnet is within a predetermined bandwidth, i.e. a predetermined value +/-a defined error value, typically less than 10%.

Fig. 13 provides a related schematic illustration. At a suitable point of one of the components of the electronic device 17, the pulse width modulated signal PWM is captured. Thereby controlling the electronic power switch 36 which then beats the voltage on or off. A corresponding voltage pulse then flows to the holding magnet 34, which drives the desired current in average.

Driving wheel and flexible traction part thereof

Fig. 10 shows a close-up of a drive wheel which is not necessarily but preferably used here. It is provided with a form-fitting concavity into which the form-fitting part of the traction means can be placed when the traction means moves past the drive wheel. The positive-fit concavities are grooves N which are closed on one of their two narrow end sides (i.e., narrow end side 29) and open on their opposite narrow end side toward the end side of the drive wheel. The grooves arranged one behind the other in the circumferential direction open out in an orderly alternating manner, ideally one after the other between the grooves, towards one end side and the other end side of the drive wheel. The advantages thus obtained are mentioned in the preamble of the description.

A flexible traction element cooperating with such a transmission wheel can be designed as shown in fig. 11. Here, the form-fitting elements F of the flexible traction means 10 each occupy only a part of the width of the flexible traction means 10. The form-fitting elements F, viewed in the direction of the longitudinal axis LA of the flexible traction means 10, alternately occupy one part and another part of the width of the flexible traction means 10. This kind of structure has guaranteed very smooth operation in combination with the drive wheel of corresponding design.

In the case of a flexible traction means which is to be inexpensive, it is provided that there is only one row along its longitudinal axis LA, for example such a form-fitting element, see fig. 11. In the flexible traction means, the form-fitting elements are positioned centrally on the flexible traction means 10, i.e. along the longitudinal axis LA, in line one after the other, as shown in fig. 11. This is not shown in the drawing in particular, but can be easily imagined in connection with the description just given, in accordance with fig. 11.

Final phrase

The slider-like design of the actuator 17 is the simplest and most safe to work with and is therefore clearly superior to other designs.

But for patent rights the following matters are to be noted: however, in particular in the case of a flexible traction means guided over a wheel, a corresponding function can also be assumed thereby, by specifying a corresponding dead space for operating the wheel between two switching positions. Thus, the wheel can be connected, for example, to a cam which is normally in the 9 o ' clock position (in fault-free normal operation) and which is below the 6 o ' clock position and is then switched when the flexible traction means is cracked or stretched, and which is above the 12 o ' clock position and is then also switched when the upward traction is too high.

List of reference numerals

1 Elevator installation

2 guide rail

3 Car

4 lifting appliance

5 driving wheel

6 counterweight

7 elevator shaft

8 braking safety device or braking and/or safety device

9 speed limiter

10 flexible traction element, for example in the form of a speed-limiting belt

11 steering wheel in a speed-limiting belt support

12 speed-limiting belt support

13 lower spring part

14 spring part

15 sliding seat

15a slide guide

15b side of the slide

15c fixing part

16 shim made of sliding material

17 actuator

17a free road section

17b first inclined plane

17c second inclined plane

18 switch

18a switch wheel

19 speed limiter supporting foot

20 long hole

21 case shell

22 inlet and outlet of the cabinet

23 steering wheel

24 sleeve

25 driving wheel

26 incremental sensor wheel

27 electronic device

28 sensor

Closed narrow end side of 29 grooves

3024V external supply voltage

31 reserve power supply means, mostly in the form of reserve dry cells or reserve accumulators

32 encoder for generating position change signal

33 safety switch or safety circuit

34 holding magnet of braking and/or safety device

35 to other control devices, e.g. central elevator control devices

36 power switch for pulse width modulation

Longitudinal axis of L well

Longitudinal axis of LA flexible traction member

Slot in LL slide

SK well head

SG shaft bottom

Line F

S side wall

N groove

Length arrow of P

Operating point of P1-P5 slider-like actuator

Claims

1. A recording system, preferably a speed limiter system, for an elevator with a car (3), having:

a speed governor (9) which follows the cage (3),

a flexible traction element (10) for being tensioned in a stationary manner along the travel path of the car (3) between two fixing points, the lower end and the upper end of the flexible traction element (10) being fixed at the two fixing points,

two spring elements (13,14) between which the flexible traction element (10) is held in a floating manner,

an actuator (17) for mounting on or in the flexible traction means (10), and

a switch (18) operated by the actuator (17),

it is characterized in that the utility model is characterized in that,

the actuator (17) is designed such that the flexible traction element (10) can be moved back and forth over a distance +/-DeltaL relative to the contacts without operating said contacts when installed and ready for use, and is designed to operate said contacts when a tensile force occurs in the flexible traction element (10) which displaces the flexible traction element (10) (in the region of the actuator 17) over a distance greater than-DeltaL, or the flexible traction element (10) relaxes such that it displaces over a distance exceeding + DeltaL.

2. System according to claim 1, characterized in that the actuator (17) is a rigid slider having a free path (17a) with respect to the switch (18) and at both ends of which a ramp (17b,17c) is connected, respectively, for operating the switch (18).

3. System according to claim 2, characterized in that the slider is guided only by the flexible traction means (10) with or without direct participation of the spring.

4. A system according to claim 3, characterised in that the slider is fixed to the flexible traction member (10) in parallel to its Longitudinal Axis (LA).

5. A system according to claim 2, characterized in that the slide is part of a slide (15) guided in translation on slide or ball guide means.

6. System according to claim 3 or 5, characterised in that the slider or the slide (15) surrounding the slider is mounted between one end of the flexible traction element (10) and a spring element (13,14) or between two sections of the flexible traction element (10).

7. System according to one of the preceding claims, characterized in that the flexible traction means (10) is held taut over its entire length or at least its main length between two cantilevers which are themselves fixed to the guide rail (2).

8. System according to one of the preceding claims, characterized in that a damper is provided, which reduces the vibrations of the flexible traction means (10).

9. System according to one of the preceding claims, characterized in that the upper spring element (14) is dimensioned such that its spring force is greater than the gravitational force of the flexible traction element (10), so that the upper spring element (14) pulls up the flexible traction element (10) even if the lower spring element (13) relaxes or fails completely and is thus substantially or completely free of tensile forces.

10. Elevator with a system according to one of the preceding claims, preferably in the form of a speed limiter system.

11. Elevator, preferably with a system according to one of the preceding claims, with a braking and/or safety device (8) for influencing the movement of the car and a recorder (9),

wherein the recorder (9) is mounted on the car (3) and moves with the car (3), and the recorder (9) passes a flexible traction member (10), said flexible traction member (10) being rigidly or elastically fixed with its ends between two fixing points,

it is characterized in that the utility model is characterized in that,

the recorder (9) has a dual function in the following way:

on the one hand, it realizes the shaft positioning because it is provided with an electronic device (27) which determines the current position or position change of the car (3) according to the signal generated by the flexible traction component (10) and outputs the same to other elevator control devices, and

on the other hand, the recording device is designed as a speed limiter (9) and is also provided with an autonomous electronic device (27) which is directly connected with an electrically operated brake safety device (8) in a wired mode and can cut off the current of one or more holding magnets of the brake safety device (8) under the condition of unallowable movement.

12. Elevator according to claim 10 or 11, characterized in that the speed limiter (9) has a transmission wheel (25) which is driven around at least 120 °, preferably at least 150 °, by a flexible traction element (10) moving relative to the car (3), and that the transmission wheel (25) is connected in a form-fitting manner, preferably by being arranged on the same shaft, to an incremental sensor wheel (26) which generates at least one position signal which is evaluated by an electronic device (27) which activates the braking and/or safety device (8) electrically.

13. Elevator according to claim 10 or 11, characterized in that the flexible traction element (10) interacts in a form-fitting manner with the transmission wheel (25) of the speed limiter (9).

14. Elevator according to claim 13, characterized in that the drive wheel is provided with a positive-fit concavity into which the positive-fit element of the traction means can be placed when the traction means passes the drive wheel, wherein the positive-fit concavity is a groove which is closed at one of its two narrow end sides and open at its opposite narrow end side towards the end face of the drive wheel, and in that the grooves arranged one after the other in the circumferential direction open in an orderly alternating manner towards one end side and the other end side of the drive wheel.

15. Elevator according to claim 14, characterized in that the form-fitting parts of the flexible traction means (10) each occupy only a part of the width of the flexible traction means (10) and

the positive-locking elements alternately occupy one part and another part of the width of the flexible traction means (10) as seen in the direction of the Longitudinal Axis (LA) of the flexible traction means (10), or only occupy one part of the width of the flexible traction means (10) as seen in the direction of the Longitudinal Axis (LA) of the flexible traction means (10) and are positioned centrally on the flexible traction means with respect to the width of the flexible traction means.

16. Elevator according to claim 10 or 11, characterized in that the form-fitting element is designed as a truncated cone.

17. Elevator according to one of the preceding claims, characterized in that the electronic device (17) supplies power to one or more of the attracting magnets which hold the at least one braking and/or safety device in the standby position in a disengaged manner,

the electronic device (17) comprises means for measuring the current flowing through one or more of the holding magnets and for controlling or regulating the supply of power in such a way that the current currently flowing through one or more of the holding magnets is within a predetermined bandwidth.

18. Elevator according to claim 17, characterized in that the electronic device supplies power to one or more of the holding magnets by means of a pulse width modulation mechanism.