EP0640552B1 - 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 on rails guided carriage of an inclined or vertical elevator with one each by means of self-locking friction on each track attacking, from an eccentrically positioned, in their direction of action preloaded cam, each with a counter surface as Tamper protection, so that the safety gear on the running rails blocks, with a release device in the event of a rope break, for example and / or exceeding a predeterminable maximum speed of the carriage for engaging in the direction of action preloaded cam on the associated track, where the carriage consists of a main frame and one opposite it sliding frame guided in the running direction of the carriage, the connection between the slide frame and the main frame on both sides with the help of an elastically yielding element is provided.

Such a safety device is known from FR-A-2506279. This Safety gear has a trolley on the running rails touches down. This car, its supporting structure as Main frame is labeled, is equipped with the safety gear. The eccentric discs on both sides are over a parallelogram kept away from the tracks when the parallelogram is held by the train of the corresponding train cable (s).

On this main frame there is now a second carriage with a sliding frame put on, the pushable in the direction of travel on the The main frame. There is a connection between the both frames on both sides via a tension spring. In the event of a cable break the pull cable becomes a corner point of the parallelogram, namely the corner point at which the tension spring engages by the spring force moves so that the cam engages self-locking comes with the track. The impellers serve as counter bearings of the main frame. The spring force of the connecting element between The main frame and moving frame serve to regulate the Speed of intervention at different inclined levels. With horizontal rails, there is no braking occur.

Rail-bound inclined or vertical lifts are after international standards with safety brakes in order to Emergencies, such as broken rope or exceeding the permitted Top speed the carriage or car to a standstill bring to. Friction brakes are predominantly used as safety brakes used in such cases after triggering by suitable Devices with friction linings sliding on the running rails attack. This has the disadvantage that the braking distance from gripping the safety gear until the carriage comes to a standstill can be clearly predetermined because it is from the current Coefficient of friction on the running rails is dependent; exist first the rails in general from structural steel profiles unprocessed surfaces and can, especially in Elevators built outside, partially corroded or be iced up what the current coefficient of friction on the friction pair and thus strongly influences the braking distance.

For construction lifts that are used exclusively for the transport of goods are provided, there are safety catches and / or Speed limiters also have blocking devices connected to the Grip the rails with a force fit or even a positive fit in engage the rail guide, for example in accordance with DE-GM 77 27 207 a Safety catch device with a spring-loaded eccentric as Cam, which the carriage against a brake block on the Self-locking running rail clamped. Such blocking devices have practically no braking distance worth mentioning, though they grip this with correspondingly high braking decelerations and associated with unwanted noise.

A safety brake and a speed limiter for one rail-guided vertical elevator is known from DE-PS 119 240 become. As a catching device are two rotatable, by one Shaft interconnected eccentric discs provided without sliding friction on the associated track attack and against a brake block as an intrusion protection to press; on each eccentric disc, the axis of rotation can be transverse to Dodge moving direction of the car and is over a spring or a hydraulic buffer on the car frame supported. The stroke corresponds to this known safety brake the eccentric disc directly the transverse damping path, since the eccentric disc is not blocking on the running rail attacks, but rolls on it when braking; of the Damping travel is therefore quite short, so that the braking deceleration is accordingly high when gripping the safety gear because the slope of the curve on the eccentric must be chosen small so that their intervention on the running track in the area of self-locking Friction remains and less than full for the damping path Revolution of the eccentric disc is available. As Damping device for the car's kinetic energy In this known arrangement, a spring can also be used, since the eccentric disc cannot swing back.

Based on this prior art, the invention lies Task based on a safety gear of the type mentioned so that the carriage can cope with any type of load is braked safely and also from the stroke of the safety gear sets completely independent braking distance.

This object is achieved according to the invention for a safety gear solved the features of the preamble of claim 1, that the axis of rotation of the cam disc held at a stop pushable on the slide frame opposite the main frame of the carriage is that the counteracting surfaces serve as security against intrusion each made of one firmly connected to the slide frame Brake block exist that the elastically yielding element Shock absorber to dampen the relative movement between the sliding frame and main frame when the cams engage the running rails is.

With this safety gear, the axis of rotation of the cam is on attached to the slide frame. The cam disc now acts as soon as the Tamper protection in the form of a brake block against the rail presses. This ensures that the intervention is safe comes and there is a defined counter surface. In contrast with the FR-A-2506279 the counteracting surface by the Wheels formed that roll on the rails.

There is an advantageous and expedient development of the invention the triggering device on each eccentric from one trigger guard, at whose stop the associated eccentric rests and at Normal driving is kept out of engagement and both trigger guards are non-rotatable with each other via a release shaft connected. Any trigger is activated in an emergency The trigger shaft swivels and levering both trigger guards out at the same time. As a result, both eccentrics always fall at the same time, and a tilting of the carriage becomes safe avoided.

As the first triggering device in the invention Slack rope release is provided, which consists of a on the main frame of the Carriage pivoted centrally in a swivel joint Seesaw with two levers on the levers and two on the lever ends of the rocker pivotally mounted in swivel joints There are push rods that pivot on the trigger shaft attack to one of the two pull cables in the event of a rope break trigger the catching and blocking device.

Regardless of the first is the second in the invention Tripping device provided a speed limiter, the from a bearing rotatably mounted on each slide rail on the slide frame Sensor wheel and at least one pivotable on the sensor wheel mounted, radially inward spring-loaded, sickle-shaped There is a flyweight, which is with a pin on a release lever on the release shaft pivots to in the event of a The speed limit of the Trolley to trigger the safety gear and blocking device. Preferably there are two on the speed limiter opposed centrifugal weights provided by means of a Link via two further swivel joints to a joint parallelogram are inevitably linked so that they can only move synchronously in the radial direction. The two Centrifugal weights are expediently non-rotatable with the sensor wheel connected housing ring arranged on the of the sensor wheel opposite side is completed with a lid, and in Lids are arranged in slots that are centrifugal Pins are reached; with that are the rotating ones The centrifugal weights are protected on all sides by the housing.

In a particularly advantageous development, the Speed limiter at least one leaf spring attached at one end, with the other end of the flyweights radially inwards preloaded, and the housing ring including leaf spring is for determination the release centrifugal force rotatable between in the circumferential direction Cover and sensor wheel held. Preferably two are each other opposite leaf springs are provided, each of which is on a associated centrifugal weight acts.

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. The carriage 1 consists of a main frame 1 ₁ , on which a platform 1 ₃ is supported obliquely via a support 1 ₄ at an angle of inclination α. The running rails 2 shown horizontally in FIG. 1 run on a slope at an inclination angle α with respect to the flat horizontal, so that the platform 1 ₃ then stands horizontally, on which a car, not shown in detail, for people or load transport is built. The carriage 1 has on the main frame 1 ₁ two axes 1 ₅ , on each of which a two-armed rocker 1 _{6 is} pivotally received in the middle; at the ends of each rocker 1 ₆ two impellers 1 _{7 are} mounted. The wheels 1 ₇ engage according to Figure 1C in the designated overall by 2 track system whose rails consist of two U-sections 2 _1, which are bolted to the box-shaped frame 2, ₂ and supported by means of not shown support on foundations on a slope.

1 on the main frame ₁ of the carriage 1, a slide frame 1 ₁ in the direction A is relapsing movably received and supported on both sides mounted shock absorbers 6 to the main frame 1. ₁ On the slide frame 1 ₁ , a catching and blocking device, designated as a whole by 3, is mounted above each running rail 2 ₁ and can be brought into engagement with the running rails 2 ₁ by two trigger devices 4 and 5, which act independently of one another:

2 and 3 , the catching and blocking device 3 consists of two on both sides, above each running rail 2 ₁ on the sliding frame 1 _1, freely rotatable about its axis 3 ₁₁ at the stop 3 ₆₁ (hidden in FIG. 3) of a trigger guard 3 ₆ held eccentrics 3 ₁ . Each eccentric 3 ₁ is biased by a drop weight 3 ₃ firmly attached to it in its effective direction W for engagement with the running rail 2 ₁ and is located as long as the trigger guard 3 ₆ holds it at its stop 3 ₆₁ at a certain distance above the upper leg 2 ₁₁ of the U-profile forming the running rail 2 ₁ . The active surface of the eccentric 3 ₁ is formed by a curve, the slope of which is designed in the circumferential direction for self-locking friction when it engages with the upper leg 2 _{11 of} the running rail 2 ₁ . For the engagement securing a permanently fixed on the sliding frame 1 ₁ 3 ₂ chock, of the track rail 2 ₁ surrounds the upper arm 2 with a corresponding recess ₁₁ provides; In the disengaged position shown in FIGS. 2 and 3, a certain clearance L to the upper leg of the U-profile 2 _{1 is} provided both on the eccentric 3 ₁ and on the brake block 3 ₂ opposite it. Both trigger guard 3 ₆ are _connected via a tripping shaft 3 ₆ rotatably connected to each other. When the release shaft 3 ₆ is rotated, for example. By the operation of fixedly connected to the Figure 2 and shown in Figure 3 with the trigger guard 3 ₆ and trip bar 3 ₆ trip lever 3 _5, then the trigger guard 3 ₆ device at both eccentrics 3 ₁ simultaneously disengaged and the falling weight 3 ₃ rotates the eccentric 3 ₁ in its effective direction W for engagement with the running rail 2 ₁ .

There are two trigger devices which act independently of one another and, in an emergency, provide for the engagement of the catching and blocking device 3 on the running rails 2 ₁ . 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, for example. because of a cable winch brake failure.

The slack rope release 4 shown in Figure 1a) consists of a centrally pivotally mounted in the swivel joint ₁₁ on the main frame 4 1 ₁ 4 rocker. ₁ At the opposite levers of the rocker 4 ₁ , the two pull cables 7 attack. At both lever ends of the rocker 4 ₁ , push rods 4 _{2 are} pivotally mounted in swivel joints 4 ₂₁ , each of which engages via slots 4 ₂₂ on a pin 3 _{41 of} the trigger shaft 3 _{4 of} the catching and blocking device 3. The length of the slots 4 ₂₂ in the push rods 4 ₂ is matched to the damping stroke D during braking. In the event of a cable break in 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 _{4 is} rotated on its pins 3 ₄₁ via the push rods 4 ₂ , thereby the trigger guard 3 ₆ fall at both eccentrics 3 ₁ disengaged and the eccentric 3 ₁ rely on the running rails 2. ₁

The overall speed limiter designated 5 is shown in detail in FIG . 4 . A sensor wheel 5 ₁ is freely rotatably mounted on each running rail 2 ₁ on a sensor wheel axis 5 ₁₁ fixed to the sliding frame, which coincides with the eccentric rotation axis 3 ₁₁ , and rolls under the load of the sliding frame 1 ₂ on the upper leg 2 ₁₁ of the U- forming the running rail. Profiles 2 ₁ from; 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 ₂₁ . In the housing 5 ₂ there is a centrifugal release device:

Two opposing crescent-shaped flyweights 5 ₃ , 5 ₃ 'are each pivoted at one end in swivel joints 5 ₄ and 5 ₄ ' on the sensor wheel 5 ₁ and each have a fixed pin 5 ₃₁ at their other end, which has an oblique slot 5 ₇ in the housing cover 5 ₂₁ passes through, as shown in Fig. 4 bottom right. The two flyweights 5 ₃ , 5 ₃ 'are inevitably connected to a joint parallelogram via a coupling 5 ₆ in two further swivel joints 5 ₅ , 5 ₅ ', so they always perform synchronous movements with one another as cranks of a parallel crank mechanism. The articulated parallelogram with the rotary joints 5 ₄ -5 ₅ -5 ₅ '-5 ₄ ' is constructed such that the coupling on one of the centrifugal weights 5 ₃ on the side facing away from it and on the other centrifugal weight 5 ₃ 'on the side of its bearing 5 facing it ₄ or 5 ₄ 'in the hinge 5 ₅ or 5 ₅ '. On the housing ring 5 ₂ , two opposing leaf springs 5 _{8 are} attached, which act on the respective centrifugal weight 5 ₃ , 5 ₃ 'radially inwards and determine the lever arm H with their point of application at the centrifugal weight 5 ₃ for sensor wheel-fixed mounting 5 ₄ ; thereby the centrifugal weights 5 ₃ , 5 ₃ 'are biased in a defined manner. By rotation of the clamped between the housing cover ₂₁ and sensor wheel 5 5 ₁ 5 housing ring _2, the effective length of the lever arm H can be changed and thus the centrifugal force predetermine defined triggering and thus the maximum speed of the carriage. 1

So if the centrifugal force of the centrifugal weights 5 ₃ overcomes the set pretensioning force of the two leaf springs 5 ₈ if the speed of the sensor wheel 5 ₁ is too high, the pins 5 _{31 which} pass through the housing cover 5 ₂₁ in the slot 5 ₇ pivot from their radially inner stop at a distance R ₁ to Rotary axis 5 ₁₁ radially outwards and strike at the distance R ₂ at the other end of the slot 5 ₇ , whereby they come into engagement with the release lever 3 _{5 of} the catching and blocking device 3 shown in FIGS. 2 and 3 and the trigger guard 3 ₆ trigger.

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 is W in its direction of action can be brought into engagement with the running rail 2.

The normal state is shown in the two figures a) . The sensor wheel 5 ₁ rolls under the weight load through the sliding frame 1 ₂ on the upper leg 2 _{11 of} the running rail 2 ₁ without sliding. The eccentric 3 _{1 together} with the drop weight 3 ₃ is held at the stop 3 ₆₁ (visible in FIG. 6b) of the trigger guard 3 ₆ and is biased in the effective direction W by the drop weight 3 ₃ . The flyweights 5 ₃ are at normal speed under the pretension by the leaf spring 5 ₉ at their radially inner stop R ₁ (according to FIG. 4), on which their pins 5 ₃₁ rotate about the axis 5 ₁₁ without striking the release lever 3 ₅ . 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 maximum permissible speed, so that the centrifugal force release of the speed limiter 5 engages, ie overcomes its leaf spring preload, and the two centrifugal weights 5 _3, each guided as a crank of a joint parallelogram, have in common with their pins 5 ₃₁ pivot radially outwards and strike the radially outer stop R ₂ (according to FIG. ₄ ) in the slot 5 _{7 of} the housing cover 5 ₂₁ . As a result, one of the two pins 5 ₃₁ engages with the release lever 3 ₅ and releases the trigger guard 3 ₆ by rotating the release shaft 3 ₄ . On the other located on the running rail 2 ₁ 3 ₁ eccentric dasgleiche happens because both detectors rotatably on the tripping shaft 3 ₄ are connected together. The freed falling weights 3 ₃ rotate the radially projecting part of the curve on the corresponding eccentric 3 ₁ from the position shown in dashed lines in FIG. 6b) (the falling weight 3 ₃ a) in FIG. 6a)) in the direction of the arrow W in the direction shown in FIG .6b layer 3 ₃ shown by solid lines) b, in which the upper leg 3 ₁ 2 ₁₁ of the track rail 2 ₁ contacted by the eccentric.

After frictional engagement of the eccentric 3 ₁ on the upper leg 2 _{11 of} the running rail 2 ₁ , its curve according to FIG. C) rolls out of the position (the drop weight 3 ₃ b) of FIG. 6b) shown in broken lines in FIG. 6c) Position 3 ₃ c shown in solid lines in FIG. 6 c) without sliding, since the friction pairing between the running rail 2 ₁ and the eccentric 3 _{1 is designed} for self-locking friction until the air gap L entered in FIG. ₂ between the brake block 3 ₂ and the lower surface on the upper leg 2 _{11 of} the running rail 2 ₁ has been overcome and the counteractive surface on the brake block 3 _{2 is} also non-positively on the upper leg 2 _{11 of} the running rail 2 ₁ . In the position 3 ₃ c of the falling weight 3 ₃ , the sliding frame 1 ₂ of the carriage 1 on the running rail 2 _{1 is} blocked, so that only now does the actual braking begin, by the main frame 1 _{1 of} the carriage 1 against that between the sliding frame 1 ₂ and the main frame 1 ₁ arranged shock absorber 6 runs up and moves relative to the sliding frame 1 ₂ 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. Suitably a final buffer 1 ₈ is arranged on the main frame 1 _1, can ascend against the sliding frame 1 _2, when the carriage is overloaded. 1

When gripping the slack rope release 4, the catching and blocking device 3 acts analogously, only the rotation of the release shaft 3 ₄ for releasing the trigger guard 3 ₆ is initiated by the push rod 4 _{2 of} the slack rope release 4.

After the respective cause of the fault has been eliminated, the eccentrics 3 _{1 of} the catching and blocking device 3 can be unscrewed from the running rails 2 ₁ with the aid of the cable winch and hung again on the associated trigger guard 3 ₆ . Reference list 1 carriage 5 speed limiters 1 ₁ main frame 5 ₁ sensor wheel 1 ₂ sliding frame 5 ₁₁ Sensor wheel axle 1 ₃ platform 5 ₂ housing ring 1 ₄ support 5 ₂₁ Housing cover 1 ₅ axis 5 ₃ centrifugal weight 1 ₆ rocker 5 ₃₁ pen 1 ₇ impeller 5 ₄ swivel 1 ₈ end buffers 5 ₅ swivel 5 ₆ paddock 2 tracks 5 ₇ slot 2 ₁ U-profile (running track) 5 ₉ leaf spring 2 ₁₁ legs 2 ₁₂ bridge 2 ₂ frames 6 shock absorbers 3 catching and blocking device 7 pull rope 3 ₁ eccentric 3 ₁₁ Eccentric rotation axis 3 ₂ Brake block 3 ₃ Fall weight 3 ₄ release shaft 3 ₄₁ pen A Direction of travel downwards 3 ₅ release lever D damping, braking distance 3 ₆ trigger guard H lever arm 3 ₆₁ stop L air play 4 slack rope release R ₁ radial stop 4 ₁ rocker R ₂ radial stop 4 ₁₁ swivel 4 ₂ push rod 4 ₂₁ swivel 4 ₂₂ slot α angle of inclination

Claims (9)

1. The catching device of an inclined or vertical lift's carriage (1) guided on rails (2), said lift including a cam disk assembly (eccentric disk 3₁) mounted in an eccentric way and prestressed in the active direction at each rail (2) with self-locking friction, whereby the antagonistic surfaces (3₂) insure the engagement respectively, so that the catching device (3) engages the rails (2) in an blocking relationship, with an releasing device (4, 5) in the case that a cable breaks and/or the allowed velocity of the carriage (1) is exceeded for engagement with the cam disk assembly (3₁) at the associated rail (2), whereby the carriage (1) is composed of a main frame (1₁) and of a slide frame (1₂) which is slidably mounted in the direction of the movement (A) of the carriage (1), whereby the connection between slide frame (1₂) and main frame (1₁) comprises on both sides an elastic means (6), characterized in that the axis of rotation (3₁₁) of the cam disk assembly (3₁) held against an abutment (3₆₁) at the slide frame (1₂) is slidably mounted opposite to the main frame (1₁) of the carriage (1), in that the antagonistic surfaces (3₂) insuring the engagement comprise brake blocks (3₂) mounted with the slide frame, and in that the elastic means is a shock absorber (6) for damping the relative movement between slide frame (1₂) and main frame (1₁) when the cam disk assembly (3) engages the rails (2).
2. The catching device as claimed in claim 1, further comprising a gravity weight (3₃) mounted with each eccentric disk (3₁) to prestress the eccentric disk (3₁).
3. The catching device as claimed in claim 1 or claim 2, characterized in that the releasing devices (4 and 5) comprise a retreat bow (3₆) with an abutment (3₆₁) at each eccentric disk (3₁), which are connected together with a release shaft (3₄).
4. The catching device for a carriage (1) as claimed in claim 3, wherein said first releasing device comprises a slack rope release (4), comprising:

   The rocker (4₁), swively (swivel joint 4₁₁) mounted to said main frame (1₁) of the carriage (1) and to which ends said cables (7) are connected, and

   push rods (4₂), swively (swivel joint 4₂₁) coupled to the ends of said rocker (4₁),

   for swively engaging said release shaft (3₄).
5. The catching device as claimed in claim 3, wherein said second releasing device comprises an overspeed safety device (5) comprising

   one sensor wheel (5₁) which is rotably (axis 5₁₁) mounted on each rail (2) with the slide frame (1₂), and

   at least one crescent fly weight (5₃), swively mounted to said sensor wheel (5₁) and prestressed radially inward toward an axis of rotation of said sensor wheel (5₁),

   said at least one crescent fly weight (5₃) having a pin (5₃₁) swively engaging the release shaft (3₄).
6. The catching device as claimed in claim 5, further comprising two opposing fly weights (5₃), connected together by a coupler (5₆) via two swivel joints (5₅) to form a joint parallelogram (5₄-5₅-5₅'-5₄') so that said fly weights (5₃) move synchronously in a radial direction of said sensor wheel.
7. The catching device as claimed in claim 6, wherein the two fly weights (5₃) are disposed in a case ring (5₂) connected with the sensor wheel (5₁), whereby the case ring (5₂) is closed on the side opposite to the sensor wheel (5₁) with a case cover (5₂₁), said case ring (5₂) has slots (5₁) therein through which said pins (5₃₁) protrude.
8. The catching device as claimed in claim 7, wherein an end of said at least one leaf spring (5₈) is attached to the case ring (5₂) and another end of said leaf spring (5₈) presses said fly weights (5₃) radially toward said axis of rotation of said sensor wheel (5₁), wherein the case ring (5₂) together with the leaf spring (5₈) is rotably mounted in the direction of the circumference between case cover (5₂₁) and sensor wheel (5₁) for the determination of the releasing centrifugal force.
9. The catching device as claimed in claim 8, wherein each two of said leaf springs (5₈) are mounted opposite to each other to engage one associated fly weight (5₃).

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