EP0640552A1 - Catching and clamping device of an inclined or vertical lift's car guided on rails - Google Patents

Abstract

A catching device 3 for a carriage 1, guided on rails 2, of an inclined or vertical lift engages on each rail 2 in a clamping manner without sliding friction. It consists in each case of an eccentric 31, held on a stop and preloaded in its direction of action, and of a brake block 32 as engagement safety feature. The carriage 1 has a main frame 11, on which the car is mounted, and a sliding frame 12 which is guided in a sliding manner in the direction of travel relative to the main frame 11. To dampen the relative movement upon engagement of the catching device 3, at least one shock absorber 6 is arranged between main frame 11 and sliding frame 12. In case of an emergency, a slack-rope tripping mechanism 4 and a speed limiter 5 are provided as tripping devices, which throw the catching device 3 into engagement with the rails 2 and immediately clamp the sliding frame 12 on them by means of self-locking friction. The main frame 11 with the car runs onto the sliding frame 12 and is gradually brought to a stop via the shock absorber 6. The brake path of the carriage 1 can here be dimensioned in a manner suitable for all conceivable applications and is independent of the instantaneous coefficient of friction on the rails 2 on account of the self-locking engagement of the catching and clamping device 3. <IMAGE>

Description

The invention relates to a catching device for a carriage of a sloping or vertical elevator guided on running rails, each with a cam which engages by means of self-locking friction on each running rail, consists of an eccentrically mounted cam, held at a stop and biased in its direction of action, the axis of rotation of which on a sliding frame opposite that Main frame of the carriage is guided so that it can be pushed, and each with a brake block as an anti-tamper device, with a triggering device in the event of, for example, a broken rope and / or exceeding a predeterminable maximum speed of the carriage for engaging the cam plate biased in the effective direction on the associated running rail and with at least one shock absorber for damping the relative movement between the sliding frame and the main frame when the cams engage the running rails.

Rail-bound inclined or vertical elevators are to be fitted with safety brakes according to international standards in order to bring the carriage or car to a standstill in emergencies, such as a broken rope or exceeding the permissible maximum speed. Friction brakes are predominantly used as safety brakes, which in such cases, after being triggered by suitable devices with friction linings, slide on the running rails. This has the disadvantage that the braking distance from gripping the safety gear to the standstill of the carriage cannot be clearly predetermined because it depends on the current coefficient of friction on the running rails; First of all, the running rails generally consist of structural steel profiles with unprocessed surfaces and can be partially corroded or iced up, especially in the case of elevators installed outdoors, which has a strong influence on the momentary coefficient of friction on the friction pairing and thus the braking distance.

In the case of construction lifts that are intended exclusively for the transport of loads, there are also blocking devices as safety brakes and / or speed limiters, which grip the running rails in a force-locking manner or even engage in a form-fitting manner in the rail guide, for example in accordance with DE-GM 77 27 207 a safety catch device with a spring-preloaded device Eccentric as a cam disc, which clamps the carriage against a brake block on the running rail, self-locking. Such blocking devices have practically no appreciable braking distance, if they grip this is associated with correspondingly high braking decelerations and with undesirable noises.

A safety brake and a speed limiter for a rail-guided vertical elevator with the generic features mentioned above have become known from DE-PS 119 240. As a catching device, two rotatable eccentric disks connected to each other by a shaft are provided, which engage the associated running rail without sliding friction and press them against a brake block as an anti-tamper device; on each eccentric disc, the axis of rotation can move in a pushing manner transversely to the running direction of the car and is supported on the car frame by a spring or a hydraulic buffer. In this known safety brake, the stroke on the eccentric disc corresponds directly to the transverse damping path, since the eccentric disc does not act in a blocking manner on the running rail, but rather rolls on it during braking; the damping path is therefore quite short, so that the braking delay when gripping the safety gear is correspondingly high, because the inclination of the curve on the eccentric must be chosen small so that its engagement on the running rail remains in the area of self-locking friction and less than the full for the damping path Revolution of the eccentric disc is available. In this known arrangement, a spring can also be used as a damping device for the kinetic energy of the car, since the eccentric disc cannot swing back.

In contrast, the invention has for its object a safety brake and / or a speed limiter for a carriage guided on rails of an inclined or vertical elevator with one of the stroke of the safety gear completely to create independent damping path, which can thus be dimensioned for the respective application.

To solve this problem it is provided according to the invention in the safety brake and / or the speed limiter according to the preamble of claim 1 that the sliding frame is guided in a pushing manner on the main frame in the running direction of the carriage and that the safety device engages in a blocking manner on the running rails.

According to the invention, the two eccentrics that are prestressed in the effective direction come into engagement with the respectively associated running rail after they have been triggered. The friction pairing between the eccentric and the running rail is self-locking, so that the eccentric rolls on the rails without sliding until the clearance on the brake block forming the tamper-evident block is overcome; so that the slide frame is clamped and blocked on the rails, so that the main frame of the carriage including the platform runs against the shock absorber; the greater the weight, the greater the braking force. Depending on the load, speed and the damping force set on the shock absorber, the invention results in a braking delay corresponding to the damping path until the carriage comes to a standstill. Sliding friction on the running rails does not occur at all in the invention, so that the desired braking or damping path can be predefined and dimensioned in a suitable manner, regardless of the surface condition of the running rails, for the respective use of the elevator.

A spring preload of the eccentric is possible in principle. Preferably, in the invention, however, a drop weight fixedly attached to the eccentric is used, because otherwise the catching device will not function in the event of a spring break; the spring force required for triggering also need not be monitored.

In an advantageous and expedient development of the invention, the triggering device on each eccentric consists of one trigger guard, at the stop of which the associated eccentric abuts and is kept out of engagement during normal travel, and both trigger guards are non-rotatably connected to one another via a trigger shaft connected. In an emergency, any release pivots on the release shaft and levered out both trigger guards at the same time. As a result, both eccentrics always come in at the same time, and the carriage is prevented from being skewed.

As a first release device, a slack rope release is provided in the invention, which consists of a rocker pivotally mounted on the main frame of the carriage in a swivel joint, on the levers of which the two traction cables engage, and two push rods pivotably mounted on the lever ends of the rocker in swivel joints attack the release shaft so that it can pivot in order to trigger the safety gear and blocking device in the event of a rope break.

Regardless of the first, a speed limiter is provided in the invention as a second trigger device, which consists of a sensor wheel rotatably mounted on the slide frame on each running rail and at least one radially inwardly biased, sickle-shaped centrifugal weight on the sensor wheel that is pivotally spring-loaded and that with a pin via a trigger lever on the release shaft engages in a swiveling manner in order to release the catching and blocking device in the event of the maximum speed of the carriage being exceeded. Preferably, two opposing centrifugal weights are provided on the speed limiter, which are inevitably connected to one another by means of a coupling via two further rotary joints to form a joint parallelogram, so that they can only move synchronously in the radial direction. The two flyweights are expediently arranged in a housing ring which is connected in a rotationally fixed manner to the sensor wheel and is closed with a cover on the side facing away from the sensor wheel, and slots are arranged in the cover which are penetrated by the flyweight-resistant pins; the rotating centrifugal weights are thus protected on all sides by the housing.

In a particularly advantageous development, at least one leaf spring is fastened at one end to the housing ring of the speed limiter, the other end preloading the centrifugal weights radially inwards, and the housing ring together with the leaf spring is for determination the release centrifugal force rotatably held in the circumferential direction between the cover and the sensor wheel. Preferably, two opposing leaf springs are provided, each of which acts on an associated centrifugal weight.

Fig.1

zeigt den Laufwagen eines stationären Schrägaufzugs nach der Erfindung.
Fig.1a ist eine Draufsicht und die
Fig.1b und c sind die der Fig.1a entsprechenden Ansichten, jeweils von der Seite gesehen.

Fig.2

ist eine Schnittdarstellung entlang der Linie II-II in Fig.1b,

Fig.3

ist eine Ansicht in Richtung III-III der Fig.2,

Fig.4

zeigt den erfindungsgemäßen Geschwindigkeitsbegrenzer in einer Ansicht und in einem Schnitt. In den

Fig.5 und 6

ist die Wirkungsweise der Fang- und Blockiereinrichtung nach der Erfindung in drei maßgeblichen Betriebszuständen dargestellt, wobei die Darstellungen a) bis c) in
Fig.6  jeweils einem vergrößerten Ausschnitt der Fig.5 entsprechen und die beiden
Fig.5a) bzw. 6a)  den Exzenter außer Eingriff zeigen, gemäß den
Fig.5b) bzw. 6b)  hat die Fliehkraftauslösung den Exzenter in Anlage an die Laufschiene gebracht und in den
Fig.5c) bzw. 6c)  hat der Exzenter den Gleitrahmen an der Laufschiene blockiert und den Laufwagen nach erfolgter Bremsung zum Stillstand gebracht.

A preferred embodiment according to the invention is explained in more detail below with reference to the drawing:

Fig. 1

shows the carriage of a stationary inclined elevator according to the invention.
Fig.1a is a top view and the
Fig.1b and c are the views corresponding to Fig.1a, each seen from the side.

Fig. 2

is a sectional view taken along the line II-II in Fig.1b,

Fig. 3

is a view in the direction III-III of Figure 2,

Fig. 4

shows the speed limiter according to the invention in a view and in a section. In the

Fig. 5 and 6

the mode of operation of the catching and blocking device according to the invention is shown in three significant operating states, with the representations a) to c) in
6 each correspond to an enlarged section of FIG. 5 and the two
Fig.5a) and 6a) show the eccentric disengaged, according to the
Fig. 5b) and 6b) the centrifugal force has brought the eccentric into contact with the running rail and into the
5c) and 6c) the eccentric has blocked the sliding frame on the running rail and brought the carriage to a standstill after braking.

According to FIG. 1, the carriage denoted overall by 1 of a rail-bound, inclined elevator operated by a cable winch is shown; the two pulling ropes acting on the carriage 1 are denoted by 7 in FIG. 1a. Of the Carriage 1 consists of a main frame 1₁, on which a platform 1₃ is supported at an angle via a support 1₄ at an angle α. The rails 2 shown horizontally in Figure 1 run with respect to the flat horizontal on a slope at the angle of inclination α, so that the platform 1₃ is then horizontal, on which a car, not shown in detail, is built for people or load transport. The carriage 1 has 1₁ on the main frame two axes 1₅, on each of which a two-armed rocker 1₆ is pivotally received in the middle; at the ends of each rocker 1₆ two impellers 1₇ are mounted. The wheels 1₇ engage according to Fig.1c in the overall designated 2 rail system, the rails of which consist of two U-profiles 2₁, which are screwed to box-shaped frames 2₂ and supported on foundations on slopes on supports, not shown.

On the main frame 1 1 of the carriage 1, a sliding frame 1 1 is received in a sliding manner in the running direction A and is supported on both sides by shock absorbers 6 on the main frame 1 1. On the slide frame 1 ₁, a catch and blocking device, designated as a whole by 3, is attached above each running track 2, and can be brought into engagement with the running tracks 2 von by two trigger devices 4 and 5 acting independently of one another:

The catching and blocking device 3 consists according to FIGS. 2 and 3 in each case from two sides, above each running rail 2 1 on the sliding frame 1 1 freely rotatable about its axis 3 1 1 at the stop (hidden in FIG. 3) 3 1 of a trigger guard 3 1, with eccentrics 3 1. Each eccentric 3₁ is biased by a drop weight 3₃ attached to it in its effective direction W for engagement with the running rail 2₁ and is as long as the trigger guard 3₆ holds it at its stop 3₆₁, with a certain distance above the upper leg 2₁₁ of the running rail U profiles 2₁. The effective surface of the eccentric 3₁ is formed by a curve, the slope of which is designed in the circumferential direction for self-locking friction when engaged with the upper leg 2₁₁ of the running rail 2₁. For securing against engagement, a brake block 3 2 fixed to the slide frame 1 2 provides the upper leg 2 1 1 of the running track 2 1 with a encompasses the corresponding recess; in the disengaged position shown in FIGS. 2 and 3, both on the eccentric 3 1 and on the brake block 3 2 opposite it, a certain clearance L is provided for the upper leg of the U profile 2 1. Both trigger guard 3₆ are rotatably connected to each other via a trigger shaft 3₆. If the trigger shaft 3₆ is rotated, for example by actuating the trigger lever 3₅ shown in FIGS. 2 and 3, firmly connected to the trigger bracket 3₆ and trigger shaft 3₆, then the trigger bracket 3₆ on both eccentrics 3₁ simultaneously disengages and the drop weight 3₃ rotates the eccentric 3₁ in its effective direction W for engagement with the running rail 2₁.

There are two independent triggering devices are provided, which provide for the intervention of the catching and blocking device 3 on the rails 2₁ in an emergency. The slack rope release is best seen in Fig.1a) and is generally designated 4; Furthermore, a speed limiter, generally designated 5, is arranged on each of the two catching and blocking devices 3, which responds to the catching and blocking device 3 independently of the slack rope release 4 when the carriage 1 in the direction of travel A downwards exceeds its predetermined maximum speed, bswp. because of a cable winch brake failure.

The slack rope release 4 shown in Fig.1a) consists of a 4₁₁ pivoted centrally on the main frame 1₁ rocker 4₁ mounted in the pivot joint. At the opposite levers of the rocker 4 1, the two pull cables 7 attack. At both lever ends of the rocker 4₁ push rods 4₂ are pivotally mounted in pivot joints 4₂₁, each of which engages via slots 4₂₂ on a pin 3₄₁ of the trigger shaft 3₄ of the catching and blocking device 3. The length of the slots 4₂₂ in the push rods 4₂ is matched to the damping stroke D during braking. In the event of a cable breakage of one of the two pull cables 7, the taut other cable 7 pulls the rocker 4 1 into the pivoted position shown in dashed lines in FIG. 1a), as a result of which the trigger shaft 3 'on its pins 3' 1 is rotated via the push rods 4 2, whereby the trigger guard 3 ' two eccentrics 3 1 come out of engagement and the eccentrics 3 1 engage on the running rails 2 1.

The overall speed limiter designated 5 is shown in detail in FIG . 4 . A sensor wheel 5₁ is on each track 2₁ on a sliding frame fixed sensor wheel axis 5₁₁, which coincides with the eccentric axis of rotation 3₁₁, is freely rotatable and rolls under the load of the sliding frame 1₂ on the upper leg 2₁₁ of the U-profile forming the track from 2₁; its direction of rotation in the direction of travel A down is also designated A. With the sensor wheel 5 1, an annular housing 5 2 is firmly connected and laterally closed with a housing cover 5 2 1. A centrifugal release device is located in the housing 5₂:

Two opposing crescent-shaped flyweights 5₃, 5₃ 'are each pivoted at one end in swivel joints 5₄ or 5₄' on the sensor wheel 5₁ and each have a fixed pin 5₃₁ at their other end, which extends through an oblique slot 5₇ in the housing cover 5₂₁, as shown in Fig .4 is shown at the bottom right. The two flyweights 5₃, 5₃ 'are connected via a coupling 5₆ in two further pivots 5₅, 5₅' to a parallelogram, so they always perform synchronous movements as cranks of a parallel crank mechanism. The joint parallelogram with the swivel joints 5₄-5₅-5₅'-5₄ 'is constructed so that the coupling on a flyweight 5₃ on the side facing away from it and on the other flyweight 5₃' on the side of its bearing 5 Lagerung or 5₄ 'facing it in the swivel joint 5₅ or 5₅ 'attacks. On the housing ring 5₂ two opposite leaf springs 5₈ are attached, which act on the respective centrifugal weight 5₃, 5₃ 'radially inwards and with their point of attack at the centrifugal weight 5₃ for sensor wheel-fixed storage 5₄ determine the lever arm H; thereby the flyweights 5₃, 5₃ 'are biased in a defined manner. By turning the 5₂₁ and the sensor wheel 5₁ clamped housing ring 5₂ the effective length of the lever arm H can be changed and thus the centrifugal force release and thus the maximum permissible speed of the carriage 1 can be predetermined.

So if the centrifugal force of the centrifugal weights 5₃ overcomes the set pretensioning force of the two leaf springs 5₈ at too high a speed of the sensor wheel 5, the housing cover 5₂₁ will pivot in Slot 5₇ penetrating pins 5₃₁ radially outward from their radially inner stop at a distance R₁ to the axis of rotation 5₁₁ and strike at a distance R₂ at the other end of the slot 5₇, thereby engaging with the trigger lever 3₅ shown in FIGS. 2 and 3, the catch - And blocking device 3 get and trigger the trigger 3₆.

The mode of operation of the catching and blocking device 3 is explained in detail below in connection with the speed limiter 5 with reference to FIGS. 5 and 6, the FIGS . A) to c) of which correspond directly to one another, the details relating to the carriage 1 being better shown in FIG. 5 emerge, while the details relating to the catching and blocking device 3 and the centrifugal force release 5 can best be seen from FIG. 6:

The direction of travel in the downward direction of travel is designated by A; the catching and blocking device 3 can be brought into engagement with the running rail 2 in its effective direction W.

The normal state is shown in the two figures a) . The sensor wheel 5 1 rolls under the weight load by the sliding frame 1 2 on the upper leg 2 1 1 of the running rail 2 1 without sliding. The eccentric 3₁ including the drop weight 3₃ is held at the stop 3₆₁ (visible in Fig.6b) of the trigger 3₆ and biased by the drop weight 3₃ in the effective direction W. The flyweights 5₃ are at normal speed under the pretension by the leaf spring 5 ihrem at their radially inner stop R₁ (according to Fig.4), on which their pins 5₃₁ rotate about the axis 5₁₁ without striking the trigger lever 3₅. The shock absorber 6 is retracted in the normal state shown.

According to the two Fig.b) , the carriage 1, for whatever reason, exceeded its permissible maximum speed, so that the centrifugal force release of the speed limiter 5 engages, ie overcomes its leaf spring preload, and the two centrifugal weights 5₃, each guided as a crank of a joint parallelogram, together with pivot their pins 5₃₁ radially outwards and strike the radially outer stop R₂ (according to Fig.4) in the slot 5₇ of the housing cover 5₂₁. Because of this, one of the two pins 5₃₁ engages with the trigger lever 3₅ and releases the trigger guard 3₆ by rotating the trigger shaft 3₄. At the eccentric 3 1 located on the other rail 2 1, the same thing happens since both release devices are connected to one another in a rotationally fixed manner via the release shaft 3 '. The freed falling weights 3₃ rotate the radially projecting part of the curve on the respective eccentric 3₁ from the position shown in dashed lines in FIG. 6b) (the falling weight 3₃a) in FIG. 6a)) in the direction of the arrow W in the in FIG. 6b) Solid lines shown position 3₃b, in which the eccentric 3₁ contacts the upper leg 2₁₁ of the running rail 2₁.

After the non-positive contact of the eccentric 3 1 on the upper leg 2 1 1 of the running rail 2 1, its curve according to FIG. C) rolls from the position (the drop weight 3 3 b) of FIG. 6 b) shown in broken lines in FIG. 6 c) into the position in FIG. 6 c) with continuous lines position 3₃c from without sliding, since the friction pairing between the track 2₁ and eccentric 3₁ is designed for self-locking friction until the air clearance L entered in Fig.2 between the brake block 3₂ and the lower surface on the upper leg 2₁₁ of the track 2₁ is overcome and the counteractive surface on the brake block 3₂ is also non-positively on the upper leg 2₁₁ of the rail 2₁. In the position 3₃c of the falling weight 3₃, the sliding frame 1₂ of the carriage 1 on the running rail 2₁ is blocked, so that the actual braking only begins by the main frame 1₁ of the carriage 1 against the shock absorber 6 arranged between the sliding frame 1₂ and the main frame 1₁ and runs up moves relative to the sliding frame 1₂ in the running direction A, so that the shock absorber 6 extends.

The maximum damping and braking distance is denoted by D in FIGS. 5 and 6 and can be dimensioned in a suitable manner for the respective application by designing the associated components. An end buffer 1₈ is expediently arranged on the main frame 1₁, against which the sliding frame 1₂ can open when the carriage 1 is overloaded.

When gripping the slack rope release 4, the catching and blocking device 3 acts analogously, only the rotation of the release shaft 3₄ for releasing the trigger 3₆ is initiated by the push rod 4₂ of the slack rope release 4.

After eliminating the respective cause of the malfunction, the eccentrics 3 1 of the catching and blocking device 3 can be freely rotated from the running rails 2 1 with the aid of the cable winch and hooked in again on the associated trigger guard 3 '.

Claims (9)

1.) Catching device for a carriage (1) guided carriage (1) of an inclined or vertical elevator, each with a self-locking friction on each rail (2) attacking, from an eccentrically mounted, held at a stop (3₆₁) and in their Direction of action biased cam (eccentric 3₁), whose axis of rotation (3₁₁) on a sliding frame (1₂) relative to the main frame (1₁) of the carriage (1) is guided so that it can be pushed, and each with a brake block (3₂) as an engagement lock, with a release device (4 or 5) if, for example. Rope break and / or exceeding a predetermined maximum speed of the carriage (1) for the engagement of the cam disc (eccentric 3₁) biased in the effective direction on the associated running rail (2) and
with at least one shock absorber (6) for damping the relative movement between the sliding frame (1₂) and
Main frame (1₁) when the cam discs (eccentric 3) engage the running rails (2),
characterized,
that the sliding frame (1₂) in the running direction (A) of the carriage (1) is slidably guided on the main frame (1₁), and
that the catching device (3) acts on the running rails (2) in a blocking manner. 2.) Catching device according to claim 1, characterized in that for biasing each eccentric (3₁) a drop weight (3₃) is used, which is fixedly attached to the eccentric (3₁). 3.) catching device according to claim 1 or 2, characterized in
that the triggering device (4 or 5) on each eccentric (3₁) consists of a trigger guard (3₆) with a stop (3₆), which are rotatably connected to each other via a trigger shaft (3₄). 4.) catching device for a cable-operated carriage (1) according to claim 3, characterized in
that a slack rope release (4) is provided as the first triggering device - One on the main frame (1₁) of the carriage (1) pivotable in the middle (pivot joint 4₁₁) mounted rocker (4₁), on the levers of the pulling cables (7), and - There are two on the lever ends of the rocker (4₁) pivotable (swivel 4₂₁) push rods (4₂), - The pivot shaft on the release shaft (3₄). 5.) Safety device according to claim 3, characterized in that a speed limiter (5) is provided as the second triggering device - One on each track (2) rotatable (axis 5₁₁) on the sliding frame (1₂) mounted sensor wheel (5₁) and - At least one on the sensor wheel (5₁) pivotally mounted, radially inward spring-loaded, sickle-shaped flyweight (5₃), - That engages with a pin (5₃₁) on the trigger shaft (3₄) pivotally. 6.) Catching device according to claim 5, characterized in that two mutually opposite flyweights (5₃) are provided, which by means of a coupling (5₆) via two further rotary joints (5₅) to form a parallelogram (5₄-5₅-5₅'-5₄ ') are necessarily connected to each other in such a way that they can move synchronously in the radial direction. 7.) Catching device according to claim 6, characterized in that the two flyweights (5₃) in a with the sensor wheel (5₁) rotatably connected housing ring (5₂) are arranged on the side facing away from the sensor wheel (5₁) with a cover (5₂₁ ) is complete, and that in the cover (5₂₁) slots (5₁) are arranged, which are penetrated by the centrifugal weight-resistant pins (5₃₁). 8.) Catching device according to claim 7, characterized in that at least one leaf spring (5₈) is fixed at one end to the housing ring (5₂), which biases the flyweights (5₃) radially inward with its other end, and that the housing ring (5₂) is velvet Leaf spring (5₈) for determining the release centrifugal force in the circumferential direction is rotatably held between the cover (5₂₁) and sensor wheel (5₁). 9.) Catching device according to claim 8, characterized in that two opposite leaf springs (5₈) act on an associated flyweight (5₃).

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