EP1400476B1 - Parachute pour ascenseurs - Google Patents

Parachute pour ascenseurs Download PDF

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Publication number
EP1400476B1
EP1400476B1 EP03020879A EP03020879A EP1400476B1 EP 1400476 B1 EP1400476 B1 EP 1400476B1 EP 03020879 A EP03020879 A EP 03020879A EP 03020879 A EP03020879 A EP 03020879A EP 1400476 B1 EP1400476 B1 EP 1400476B1
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EP
European Patent Office
Prior art keywords
guide
safety brake
braking
safety gear
brake according
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP03020879A
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German (de)
English (en)
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EP1400476A1 (fr
Inventor
Christoph Liebetrau
Ruedi Stocker
Esben Rotboll
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Inventio AG
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Inventio AG
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Publication date
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Priority to EP03020879A priority Critical patent/EP1400476B1/fr
Publication of EP1400476A1 publication Critical patent/EP1400476A1/fr
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Publication of EP1400476B1 publication Critical patent/EP1400476B1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces

Definitions

  • the present invention relates to a safety gear for lifts according to the preamble of patent claim 1.
  • guide shoes arranged on the car are used, which are designed either as a roller guide shoes or sliding guide shoes.
  • rollers are usually provided with so-called two-dimensional or three-dimensional guidance, which roll on corresponding guide surfaces of the guide rail.
  • the sliding liners slide with little play along the guide rails, so that they give the car during the vertical conveying movement a guide in the horizontal plane. Physically separate from the guide shoes safety devices are attached to the car, which move together with this relative to the guide rail.
  • the known devices of this type operate in such a way that when exceeding the maximum speed of the car or at overspeed, the safety gear is mechanically operated by a speed limiter linkage.
  • the usual safety devices of the prior art may be associated with either the group of brake safety devices or the group of wedge or roller locking devices in terms of their design.
  • a safety brake device which has a sliding guide for guiding the car along the guide rail.
  • This safety gear in which the guide device is functionally separated from the brake or catching device, has a caliper lever mechanism and a relatively large and heavy electromagnet.
  • the use of such a safety gear is therefore uneconomical, especially in low-cost elevators with low lift, that is in the case of buildings with few floors and low conveyor speeds of the car.
  • Conventional safety gears are triggered only at overspeed or during control work (typically twice a year). Conventional safety gears are particularly of great disadvantage when the car is at the height of a floor and slipping when loading or falls uncontrollably.
  • the object of the invention described below is therefore to avoid the mentioned disadvantages of the prior art and to provide an improved safety gear.
  • the present invention has the advantage that it allows an excellent intervention of the safety gear in operating states below the overspeed, which is not readily possible in the known safety gear.
  • Conventional safety gear are never operated below normal speed during overspeed, thus preventing the early detection of a possible malfunction of the safety gear.
  • Another advantage of the present invention is that it can also be used as a multifunctional elevator braking and guiding device, as it constitutes a device which, in one and the same embodiment, three otherwise separate to a car These are a guide device for the car, a safety gear and a settling device.
  • the position of a braking element of the safety gear is controlled variable.
  • the safety gear can be put into different operating states, which each have different functions of the safety gear are assigned.
  • a positioning of the brake element determining mechanism allows to keep the brake element away from the guide surface of the guide rail in a normal state. In this normal state, the safety gear unfolds no braking effect. This normal condition of the safety gear is appropriate for a normal undisturbed ride of the car.
  • the position of the brake element can be controlled controlled such that the brake element contacts the guide surface on the guide rail and is additionally positioned relative to an abutment so that the brake element between the guide surface and the abutment is not clamped.
  • the brake is in braking readiness, ie a state of readiness for braking. If the safety gear is placed in this state, then further movement of the car may be possible to a certain extent, since the safety gear is not blocked in this state. In the state of readiness for braking, however, an interaction of the brake element with the guide rail is possible, for example by friction. This interaction between the brake element and guide rail makes it possible that the brake element - in the state of readiness for braking - in a further movement of the car relative to the other components of the safety gear and opposite to Driving direction of the car is moved.
  • the position of the brake element can be changed such that the brake element automatically additionally in contact with the abutment and is clamped between the guide surface of the guide rail and the abutment.
  • This position of the brake element is called brake position. In this position, the brake element is blocked and the safety gear is in the catching position, in which further driving of the car is prevented by the guide rail being held between the brake element and a retaining element of the safety gear.
  • This safety gear can be realized as a settling device or as slip protection by the safety gear is placed in a stop in the state of braking readiness. Should under this condition, the car be charged in addition, so that the supporting members of the car are stretched and the car lowers, the brake element would be moved relative to the safety gear. As described above, the safety gear can be brought into the catching position when the car lowers by a defined minimum. With a suitable arrangement of the abutment thus slipping of the car can be prevented if the car threatens to fall due to an overload to an intolerable degree.
  • This safety gear can also serve as a guide device for the car along the guide rail.
  • the Retaining element of the safety gear is namely arranged such that it acts in the normal state of the safety gear as a guide element for guiding the car along the guide rail.
  • the range of motion in a plane perpendicular to the direction of travel of the car can be arbitrarily limited.
  • a guide for the car along the guide rail can be functionally integrated into the safety gear by a suitable design of the safety gear.
  • Such guidance is usually realized in conventional elevator systems by means of separate guide shoes independent of a safety gear.
  • the combination of a safety gear and a guide device or the integration of a guide in a safety gear is particularly inexpensive and brings an advantageous weight and space savings.
  • the safety gear allows realization in a particularly compact form.
  • the holding element and / or one or more guide elements and / or the abutment may be formed as part of the walls of a housing for the safety gear.
  • This housing can also be constructed in one piece and provides the basis for a simple modular construction of the inventive safety gear.
  • the brake element is designed as a catch roller.
  • This embodiment allows a reliable transition of the safety gear from the state of the braking readiness in the fishing position. This transition is associated with a rolling movement of the fishing reel, which is easy to control and can run automatically even with increasing wear of the retaining element and / or the fishing reel.
  • the actuating mechanism for positioning the braking element can be realized in a simple manner by means of an electromagnet. By a suitable specification of the current flowing through the electromagnet forces can be varied, by means of which the brake element can be brought into the respective desired position. Such an actuating mechanism can be controlled electronically in a simple manner.
  • Fig. 1 shows a base plate 1, on which a catch housing 2 and an electromagnet 3 of the safety gear are firmly mounted.
  • the catch housing 2 has a region with a U-shaped cross section formed by two legs 4 and 5, wherein the inside of the leg 4 is provided with a guide and brake pad 6.
  • the safety gear is mounted in a lift system to a car and thereby to a guide rail 30 (see Fig. 14 ), which is used to guide the car, adapted so that a guide flange 31 (see Fig. 4 and 14 ) of the guide rail 30 between a brake element, which is formed in the present case as a catch roller 7, and the guide and brake pad 6 is located.
  • the guide and brake pad 6 contacts a guide surface 32 of the guide flange 31.
  • the leg 4 forms together with the guide and brake pad 6 an elongated support member for the guide flange 31.
  • the other leg 5 is arranged obliquely and thus constitutes an abutment for the catching roller 7. So that the car can be braked against a direction of travel, the space between the leg 5 and the pad 6 against the direction of travel is narrowed such that the fishing roller 7 between the leg 5 and the guide flange 31 can be clamped.
  • Fig. 1 results in the present case, the space between the leg 5 and the guide and brake pad 6 tapers upwards. In the Fig. 1 illustrated safety gear is therefore suitable to counteract a drop in the car.
  • a lever mechanism 8 is actuated, which is pivotally mounted about a parallel to a longitudinal surface of the guide and brake pad 6 and perpendicular to the direction of movement of the car axis 9.
  • a free end of the lever mechanism 8 is coupled to the electromagnet 3.
  • the catching housing 2 is preferably formed in one piece, otherwise acting as a holding element leg 4 and acting as an abutment leg 5 are so rigidly connected to each other that when jamming the fishing reel 7 of the leg 4 together with the guide and brake pad 6, pulled by the leg 5 , is pressed from the opposite side against the guide flange.
  • the lever mechanism 8 has, for example, a part which serves as a suspension 12 for the catching roller 7.
  • This suspension 12 comprises the guide 11, in which the axis 10 of the catching roller 7 is movably mounted.
  • the guide 11 may be designed as a groove or as an elongated recess.
  • the electromagnet 3 has a draw bolt 13 connected to the free end of the lever mechanism 8, said draw bolt 13 being connected by means of a magnetic field which can be generated by the electromagnet 3 Can be moved longitudinally relative to the electromagnet 3, as in Fig. 1 and 6 indicated by double arrows.
  • Fig. 2 the base plate 1 with the catch housing 2 and the electromagnet 3 is shown such that a first region with the U-shaped cross section between the two legs 4 and 5 and a second region with an L-shaped cross-section and a surface structure 14 of the guide and Brake pads 6 are clearly visible.
  • the surface structure 14 has an X-shaped profile.
  • a spring 17 is arranged on the electromagnet 3 and the electromagnet 3 is electrically actuated by a triggering device.
  • the tension bolt 13 can be moved and the free end of the lever mechanism 8 deflected against a restoring force of the spring 17.
  • the lever mechanism 8 is pivoted about a corresponding adjusting angle about the axis of rotation 9 and the position of the catching roller 7 in the intermediate space between the leg 5 and the guide flange 31 controlled changes.
  • the electromagnet 3 is energized and the tension bolt 13 is held against the spring force in an upper extreme position, so to keep the catch roller 7 away from the guide flange 31.
  • the spring 17 is therefore tensioned.
  • the tension bolt 13 is under the action of the spring 17 in a position which is displaced downwards such that the catching roller 7 is brought into contact with the guide flange 31 ( Fig. 7 ). If the catch roller 7 touches the guide flange 31, then the condition is created that the safety gear achieves a braking effect by an interaction with the guide flange 31.
  • the safety gear is then either in the state of ready to brake, as long as the fishing reel 7 is not clamped between the guide flange 31 and the leg 5, or in the catching position, when the fishing reel 7 between the guide flange 31 and the leg 5 should be clamped.
  • the safety device In a power failure or a corresponding control of the electromagnet 3, the safety device is therefore due to the action of the spring 17 either in the state of readiness for braking or in the catch position.
  • Fig. 6 the operating state is sketched, in which the elevator drives undisturbed (normal drive) and the safety brake is in the normal state.
  • the electromagnet 3 is energized and the lever mechanism 8 is deflected in such a way that the catching roller 7 is not in contact with the guide rail 30. In this position, the axis 10 of the catching roller 7 rests under the action of gravity at the lower end 27 of the guide 11 of the lever mechanism eighth
  • Fig. 7 corresponds to the operating state in which the elevator, for example, stands on a floor stop, so that between the guide rail and the car or the Safety gear no relative movement takes place.
  • the power supply to the electromagnet 3 is interrupted, whereupon the lever mechanism 8 is pivoted so far that the catch roller 7 rests against a zone 20 of the guide flange 31 of the guide rail.
  • the safety gear is ready for braking and no additional loading of the car has occurred.
  • the tiller roller 7 rests unchanged at the lower end 27 of the guide eleventh Fig. 8 corresponds to the same case, but with a wear of the guide and brake pad 6, for example, 2 mm in the area 21.
  • Fig. 9 serves to explain the operating state in which the elevator is standing and the car was loaded and has consequently lowered within the framework of the elastic compliance of the suspension or the suspension element, whereupon a movement of the safety gear relative to the stationary guide flange 31 of the guide rail 30 occurred.
  • catch roller 7 When lowering the car is already in accordance with Fig. 7 on the guide rail fitting catch roller 7 has been added under the action of friction with the guide rail 30 in a counterclockwise rotation and is rolled along the guide 11.
  • the axis of rotation 10 of the catching roller 7 has a new (in Fig. 9 defined by the lowermost point of the axis of rotation 10) occupied position 22, which is offset in the opposite direction to the direction of movement of the car.
  • the catch roller 7 is moved closer to the leg 5, but not yet clamped between this and the guide rail. That the fishing reel 7 in the described lowering of the Car has changed its position automatically along the guide 11, is a consequence of the superposition of all forces acting on the fishing reel 7 forces. These are in particular: (i) the friction between the catching roller 7 and the guide rail 30, (ii) the friction between the axis 10 of the catching roller 7 and the guide 11, (iii) the weight of the catching roller 7 and (iv) the force, which are exerted by the guide 11 due to the action of the forces of the electromagnet 3 and the spring 17 on the fishing reel 7.
  • the safety roller 7 When the safety gear is in a state of ready to brake, as described, the safety roller 7 is in an equilibrium position which only changes when the car changes position.
  • the equilibrium position is characterized in that with a suitable orientation of the guide 11 relative to the guide rail 30, a balance of forces is set such that only with a lowering of the car and thus the catch housing 2, the lever mechanism 8 under the action of the force of the spring 17 relative to Guide rail 30 is pivoted (at a lowering of the safety gear relative to the guide rail 30, the spring 13 expands in its longitudinal direction) and during this pivotal movement, the fishing roller 7 rolls along the guide 11 while doing relative to the catch housing 2 performs a movement parallel to the guide rail 30 and opposite to the direction of travel of the car is directed.
  • the catching roller 7 assumes a new equilibrium position in the state of readiness for braking after each lowering of the car, which has a reduced distance to the leg 5. Accordingly, the tiller roller 7 when lowering the car passes through a series of equilibrium positions until the tucking roller 7 is finally clamped between leg 5 and the guide flange 31 and thus brought into the braking position.
  • the bias of the spring 17 and the shape of the guide 11 can be tuned to each other for optimization purposes to reliably control the described change in the position of the catching roller 7 relative to the guide 11 and the leg 4 in space and time.
  • the electromagnet 3 is energized and thereby the lever mechanism 8 and the catch roller 7 under the action of the electromagnet 3 and gravity so moved that the safety gear returns to the normal position.
  • the procedure described is repeated at each "stop".
  • the resilience of the suspension and the suspension means of the car and the geometric conditions of the safety gear are matched to one another in such a way that when loading the car beyond the maximum permissible weight, the fishing roller 7 rolls along the guide 11 so far that the fishing reel 7 between the oblique leg 5 and the guide rail clamped and the safety gear is placed in the catching position. In this way, the function of a settling device is realized with the safety gear.
  • Fig. 10 shows the state in which the safety gear is placed in the catching position.
  • the tiller roller 7 has the guide 11 along up to a position 23 and is now clamped between the guide rail and the leg 5.
  • the prevailing friction conditions in a region 24 lead to further jamming of the catching roller 7 in the event of a further relative movement.
  • the leg 5 is finally removed from the catching roller 7 in one direction (left in Fig. 10 ) pushed by the guide rail or pressed the tucking roller 7 against the guide flange 31.
  • Fig. 11 shows the state, for example, at 2 mm wear of the guide and brake pad 6 with a strong friction in the range 25. In the latter case, the axis 10 assumes an extreme position 26 in the upper region of the guide 11 a.
  • the force of the electromagnet 3 is no longer sufficient to release the fishing reel 7 from the deadlock and release the movement of the car again, but the safety gear is to be released in a so-called reverse drive from the fishing position, before the car can be moved down again.
  • the leg 4 is, as can be seen from the figures, formed flat.
  • the guide and brake pad 6 is preferably made of a material which preferably has a small coefficient of friction at low surface pressure and a large coefficient of friction at high surface pressure. Such materials are known, for example, from multi-plate clutches or brake pads from the automotive industry.
  • the characteristic of the coefficient of friction of the guide and brake lining 6 accordingly has the steepest possible transition zone between a region with a low coefficient of friction and a region with a very high coefficient of friction. This allows the use of the guide and brake pad 6 for the purpose of braking (with a large contact pressure) and for the purpose of guiding (with a small contact force) depending on the size of the contact force between the guide and brake pad 6 and the guide flange 31.
  • By a suitable choice of material it is therefore possible, according to the invention provided for functional combination of brake and Make leadership institutions in a single multi-functional brake in the form of the present safety gear and optimize their applications as a brake or as a guide device for the car
  • the guide 11 for the axis 10 of the roller 7 is not a rectilinear shape, but it is provided with a central region 28 in which it first makes a bow to the left and then an arc to the right. This curvature can be optimized depending on the application.
  • the detailed course of the guide 11 between the lower end 27 and the upper extreme position 26 determines the extent to which the catching roller 7 changes its position relative to the leg 5 when the catching housing 2 is moved by a predetermined amount along the guide rail 30. In any case, this change is non-linear as a function of the travel along the guide rail 30 when the guide 11 has a curved course.
  • FIG. 12 A due to the special course of the curvature of the guide 11 special feature is in Fig. 12 shown.
  • the curvature of the guide is exaggerated for reasons of clarity.
  • the suspension 12 of the lever mechanism 8 is according to Fig. 12 such that, depending on the operating state, the position of the axis 10 of the catching roller 7 along the guide 11 can change at least approximately discontinuously at two points.
  • the average longitudinal direction of these grooves or elongated recesses preferably forms an angle with the direction of travel of the car. Because of its curvilinear course, the guide 11 has several points at which the catch roller 7 has a stable position due to its shape.
  • the suspension 12 has a lower detent position at the lower end 27 of the guide 11 for normal operation in the normal state of the safety gear at energized electromagnet 3, a middle detent position in the region 28 or above the region 28 of the guide 11 for operation as a settling device or the operation of the safety gear in the catch position in each case with de-energized electromagnet 3, and an upper detent position at the position 26 'at the upper end of the guide eleventh
  • Fig. 13 shows a guide 29, which can be used as a simplified alternative to the guide 11 in the safety gear and has a linear course.
  • the guide 29 has no change of direction.
  • no detent position in the central region of the guide 29 is formed to more precisely control the position of the tiller roller 7 during operation as a settling device, in contrast to the example according to Fig. 12 ,
  • Fig. 14 shows an example of a simple guide rail 30 with a guide flange 31 whose thickness is designed so that it in the free space 16 (see. Figures 3 and 5 ) fits.
  • the guide rail 30 with the guide flange 31 is arranged vertically in the elevator shaft.
  • the car in this case carries two or four safety gears that interact with the guide rails.
  • the principle of the present invention is independent of the thickness or shape of this guide flange, if at least one guide surface 32 is present.
  • the current position of the electromagnet 3 and thus the state of the safety gear is determined in the example shown by two switches 18 and 19, which monitor the position of the tension bolt 13 and the deflection of the lever mechanism 8 and thus also the operating state of the safety gear.
  • One switch 18 is provided to indicate whether the safety gear of the elevator system is in standby and the other switch 19 (also called “brake engagement switch") to indicate whether the safety gear is in the catching position.
  • the brake-in-engagement switch is conveniently located in the safety circuit of the elevator system.
  • the safety gear can have a two-dimensional or even a three-dimensional guide for the car on the catch housing.
  • a two-dimensional or even a three-dimensional guide for the car on the catch housing is shown in a very schematic way.
  • the safety gear according to Fig. 15 has in addition to the guided along the guide 29 Fangrolle 67 a holding element 64 with a guide and brake pad 66 and an abutment 65.
  • the safety gear comprises an actuating mechanism (eg, an electromagnet, or a mechanical or pressure-controlled means) arranged to act on this catching mechanism 67 and the (lever) mechanism 68 to act on its position relative to the catching roller 67 to change the elongated guide flange 62.
  • the safety gear according to Fig. 15 is characterized in that an additional guide member 69 is provided, the guide surface is provided with a guide pad 70.
  • the guide pad 70 may be designed differently than the guide and brake pad 66, for example, as a low-wear pad with low coefficient of friction. The latter makes sense, since the guide element 69 exclusively has a guiding function and, in contrast to the retaining element 64, does not have to develop any braking action.
  • a suitable safety switch can be provided, which measures or monitors the wear of the guide covering and, in case of excessive wear, shuts down the elevator installation.
  • the multifunctional safety gear is brought according to the invention in the regular driving operation of the elevator at each stop in the state of the brake readiness by the current of the electromagnet is turned off.
  • the execution of the safety gear allows the lowering of the car in the stop when loading, without jamming the catch organs with the guide rail. By moving the catch organs at each stop, there is an automatic control of the Functioning of the multifunctional rail brake instead.
  • the described switches 18 and 19 can also be replaced by a sensor which is suitable for characterizing the instantaneous position of the braking element or its change in order to detect the instantaneous operating state of the safety gear and if necessary to derive therefrom signals for controlling the elevator installation.
  • the safety gear can also be designed to brake for any direction of travel along a guide rail.
  • the abutment must only be suitably aligned relative to the guide rail in accordance with the respective purpose, in order to enable pinching of the brake element.
  • the brake element must be performed accordingly to allow an automatic transition between the normal position of the safety gear in the state of readiness for braking and from there to the respective fishing position. With suitable guidance of the brake element and suitable Arrangement of corresponding abutment, a single inventive safety gear for braking along each of the two directions of travel can be formed, which can be realized along a guide rail.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)

Claims (16)

  1. Parachute pour ascenseurs, destiné à freiner une cabine dans un système d'ascenseur comprenant au moins un rail de guidage (30, 62) pourvu d'au moins une surface de guidage de forme allongée (32 ; 63), le parachute comprenant un élément de support (4, 6 ; 64, 66) et une butée (5 ; 65) entre lesquels un élément de freinage (7 ; 67) est positionné contre la surface de guidage (32 ; 63) dans un état normal ou dans une position de freinage, étant précisé qu'un mécanisme (8 ; 68) peut amener l'élément de freinage (7 ; 67) destiné à freiner la cabine dans la position de freinage, dans laquelle ledit élément de freinage (7 ; 67) est bloqué entre la surface de guidage (32 ; 63) et la butée (5 ; 65), et le parachute comprenant par ailleurs un mécanisme d'actionnement (3, 17) qui est disposé de telle sorte qu'il agit par l'intermédiaire du mécanisme (8 ; 68) sur l'élément de freinage (7 ; 67) et, de manière commandée, maintient celui-ci éloigné de la surface de guidage (32 ; 63), dans un état normal,
    caractérisé en ce que le mécanisme d'actionnement (3, 17) comprend par ailleurs un dispositif qui peut amener l'élément de freinage (7 ; 67) en contact avec la surface de guidage (32 ; 63) et dans une position d'attente de freinage, étant précisé que l'élément de freinage (7), lors d'un déplacement de la cabine, peut passer automatiquement de cette position d'attente de freinage à la position de freinage en se déplaçant par rapport à la butée (5, 65) et en sens inverse par rapport au sens de déplacement de la cabine, et que le mécanisme d'actionnement (3, 17) peut ramener de manière commandée l'élément de freinage (7) de la position d'attente de freinage à l'état normal.
  2. Parachute selon la revendication 1, caractérisé en ce que l'élément de freinage (7 ; 67) est conçu comme un galet de parachute.
  3. Parachute selon la revendication 1 ou 2, caractérisé en ce que la butée (5 ; 65) est disposée par rapport à l'élément de support (4, 6 ; 64, 66) de telle sorte qu'il y a entre l'élément de support (4, 6 ; 64, 66) et la butée (5 ; 65) un espace qui va en rétrécissant en sens inverse par rapport au sens de déplacement de la cabine.
  4. Parachute selon l'une des revendications 1 à 3, caractérisé en ce que le mécanisme (8 ; 68) est monté pour pouvoir pivoter sur un axe (9) ou pour pouvoir coulisser de telle sorte que l'élément de freinage (7 ; 67) puisse être mis en contact avec la surface de guidage (32 ; 63).
  5. Parachute selon l'une des revendications 1 à 4, caractérisé en ce que la position de l'élément de freinage (7 ; 67) est apte à être modifiée le long d'un guide (11 ; 29) du mécanisme (8 ; 68).
  6. Parachute selon la revendication 5, caractérisé en ce que le mécanisme d'actionnement comprend un dispositif pour produire une force (3, 17), et l'élément de freinage (7 ; 67), sous l'action de cette force, est apte à être amené en contact avec la surface de guidage (32 ; 63) et à être maintenu dans des positions d'équilibre, le guide (11 ; 29) et la force étant adaptés mutuellement de telle sorte que l'élément de freinage (7), lors d'un déplacement de la cabine, se déplace automatiquement par rapport à la butée (5, 65) et en sens inverse par rapport au sens de déplacement de la cabine.
  7. Parachute selon la revendication 5 ou 6, caractérisé en ce que ce guidage (11, 29) pour l'axe (10) du galet de parachute (7 ; 67) est formé par des rainures ou par des creux oblongs dans une suspension (12) du galet de parachute.
  8. Parachute selon l'une des revendications 1 à 7, caractérisé en ce que le mécanisme d'actionnement comprend un électro-aimant (3) qui, sous tension, agit par l'intermédiaire du mécanisme (8 ; 68) sur l'élément de freinage (7 ; 67) et maintient celui-ci éloigné de la surface de guidage (32 ; 63).
  9. Parachute selon la revendication 8, caractérisé en ce que l'électro-aimant (3) comprend un boulon tirant (13) et un ressort (17) et est apte à être commandé électriquement par un dispositif de déclenchement, et le boulon tirant (13) est apte à être déplacé à l'aide d'un champ magnétique apte à être produit avec l'électro-aimant de telle sorte que l'élément de freinage (7 ; 67), quand l'électro-aimant (3) est hors tension, se trouve dans une position d'attente de freinage, le boulon tirant (13) étant positionné sous l'action du ressort (17) de telle sorte que l'élément de freinage (7 ; 67) touche la surface de guidage (32 ; 63), et en ce qu'en mode de circulation, l'électro-aimant (3) est sous tension et le boulon tirant (13) est maintenu à l'encontre de la force du ressort (17) dans une position pour laquelle l'élément de freinage (7 ; 67) est positionné loin de la surface de guidage (32 ; 63).
  10. Parachute selon la revendication 9, caractérisé en ce que le ressort (17) présente une contrainte et la contrainte et le guidage (11) sont adaptés mutuellement pour que le galet de parachute (7) , quand l'électro-aimant (3) est hors tension, se déplace automatiquement, lors d'un déplacement de la cabine, par rapport à la butée (5, 65) et en sens inverse par rapport au sens de la cabine.
  11. Parachute selon l'une des revendications 5 à 7 ou 10, caractérisé en ce que le guidage est conçu pour que l'élément de freinage (7 ; 67) soit maintenu dans une position de verrouillage.
  12. Parachute selon l'une des revendications 1 à 11, caractérisé en ce que l'élément de support (4, 6 ; 64, 66) est conçu comme un premier élément de guidage pour guider la cabine le long de la surface de guidage (32 ; 63).
  13. Parachute selon la revendication 12, caractérisé en ce qu'un second élément de guidage (69) est prévu, espacé du premier, pour guider la cabine le long d'une aile de guidage (63) du rail de guidage (30) qui comprend la surface de guidage (32, 63).
  14. Parachute selon la revendication 13, caractérisé en ce que l'élément de support (4, 6 ; 64, 66) et le second élément de guidage (69) forment des parties d'un carter de parachute (2).
  15. Parachute selon l'une des revendications 1 à 14, caractérisé en ce que l'élément de support (4, 6 ; 64, 66) et la butée (5 ; 65) sont formés chacun au moins en partie par une branche d'un carter de parachute (2) et sont montés avec le mécanisme d'actionnement (3) sur une plaque de base (1), en ce que dans une zone du carter de parachute (2), ces branches présentent une section transversale en U et en ce que l'espace entre la branche (5 ; 65) qui agit comme butée et la surface de guidage (32 ; 63) va en rétrécissant en sens inverse par rapport au sens de circulation de la cabine.
  16. Parachute selon l'une des revendications 1 à 15, caractérisé en ce que l'élément de support (4, 6 ; 64, 66) est plat et est pourvu d'un revêtement de guidage et de freinage (6) composé d'un matériau qui présente un faible coefficient de friction en présence d'une faible pression de surface, et un coefficient de friction élevé en présence d'une pression de surface élevée.
EP03020879A 2002-09-23 2003-09-15 Parachute pour ascenseurs Expired - Lifetime EP1400476B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP03020879A EP1400476B1 (fr) 2002-09-23 2003-09-15 Parachute pour ascenseurs

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP02405819 2002-09-23
EP02405819 2002-09-23
EP03020879A EP1400476B1 (fr) 2002-09-23 2003-09-15 Parachute pour ascenseurs

Publications (2)

Publication Number Publication Date
EP1400476A1 EP1400476A1 (fr) 2004-03-24
EP1400476B1 true EP1400476B1 (fr) 2009-10-21

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Families Citing this family (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT501415B1 (de) * 2005-01-21 2009-01-15 Wittur Gmbh Brems- bzw. fangeinrichtung für eine aufzugskabine
DE102006043890A1 (de) * 2006-09-19 2008-03-27 Wittur Ag Selbstrückstellmechanismus für eine Bremsfangeinrichtung Typ BSG
ES2363443T3 (es) * 2006-11-08 2011-08-04 Otis Elevator Company Dispositivo de frenado de ascensor.
KR20140042769A (ko) 2010-12-17 2014-04-07 인벤티오 아게 비상정지장치를 구동시키고 리셋시키기 위한 장치
CN104781175B (zh) 2012-11-13 2016-09-14 因温特奥股份公司 具有安全制动器的电梯
DE102013111385A1 (de) 2013-10-15 2015-04-16 Manfred Lienemann Auslösevorrichtung einer Fangvorrichtung für eine Aufzugskabine einer Aufzugsanlage
CN106672756B (zh) * 2017-01-16 2022-10-04 苏州德林宝电梯制造有限公司 智能家用电梯
DE102017110256A1 (de) 2017-05-11 2018-11-15 Thyssenkrupp Ag Sicherheitseinrichtung für eine Aufzugsanlage, Aufzugsanlage und Verfahren zum Betreiben einer Sicherheitseinrichtung
EP3483108B1 (fr) * 2017-11-09 2020-02-19 KONE Corporation Déclencheur d'engrenage de sécurité d'ascenseur
DE102018205633A1 (de) * 2018-04-13 2019-10-17 Thyssenkrupp Ag Aufzugsanlage
EP3766816B1 (fr) * 2019-08-29 2022-03-30 Dynatech, Dynamics & Technology, S.L. Dispositif électromécanique unidirectionnel d'arrêt d'urgence d'ascenseur
EP3831759A1 (fr) 2019-12-02 2021-06-09 Inventio AG Dispositif de guidage et de freinage d'un corps mobile d'une installation d'ascenseur à déplacer le long d'un rail de guidage

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE805782C (de) * 1949-05-27 1951-05-31 Gustav Hahn Dipl Ing Bremsfangvorrichtung fuer Aufzuege
DE3706802A1 (de) * 1987-03-03 1988-09-15 Karlheinz Menkhoff Geschwindigkeitsbegrenzer mit fangbremsen bei z.b. fahrkoerben
EP0364520A1 (fr) * 1988-02-26 1990-04-25 MERCK PATENT GmbH Element de construction mecanique
US5002158A (en) * 1990-08-03 1991-03-26 Otis Elevator Company Elevator safety
FI103962B (fi) * 1996-11-07 1999-10-29 Kone Corp Tarraaja
US6173813B1 (en) * 1998-12-23 2001-01-16 Otis Elevator Company Electronic control for an elevator braking system

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