EP1733992B2 - Safety brake device - Google Patents

Safety brake device Download PDF

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Publication number
EP1733992B2
EP1733992B2 EP06115315A EP06115315A EP1733992B2 EP 1733992 B2 EP1733992 B2 EP 1733992B2 EP 06115315 A EP06115315 A EP 06115315A EP 06115315 A EP06115315 A EP 06115315A EP 1733992 B2 EP1733992 B2 EP 1733992B2
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EP
European Patent Office
Prior art keywords
actuating arm
guiderail
brake
movement
unit
Prior art date
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EP06115315A
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German (de)
French (fr)
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EP1733992A1 (en
EP1733992B1 (en
Inventor
Josef Husmann
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Inventio AG
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Inventio AG
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Priority to EP06115315A priority Critical patent/EP1733992B2/en
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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
    • 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
    • B66B5/20—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 by means of rotatable eccentrically-mounted members
    • 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
    • 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 invention relates to a safety brake device for an elevator in which elevator car and counterweight are guided and movable on guide rails, wherein the elevator car or the counterweight by means of a brake unit of a trip unit on the guide rails can be fixed and the trip unit has a release arm, in frictional engagement with the Guide rail can be brought and moved by cabin movement in motion and brings the movement of the release arm brake shoes of the brake unit in contact with the guide rail according to the definition of the independent claims.
  • a safety device for a lift cage On a support element, a base plate is arranged transversely to a guide rail leading the elevator car slidably. On the base plate at least one feed lever is arranged and this opposite a brake shoe. Upon release of the brake catching device, the free end of the retracting lever comes into contact with the guide rail and is moved by the occurring, parallel to the guide rail component of the friction force in the catch position, in which the guide rail between the free end of the retraction lever and the brake shoe is clamped.
  • the retraction lever is actuated by means of a rotatable about an axis slide, which in turn is actuated by means of a rope of a speed limiter, wherein the speed limiter determines the rope in overspeed of the elevator car. Due to the relative movement of the elevator car relative to the fixed rope of the slider is set in a rotational movement and actuates the feed lever.
  • a disadvantage of the known device is that the release of the brake safety device takes place via the governor rope.
  • the tensioned over the entire shaft height limiter rope can produce noises in the elevator car due to cable vibrations and lead to false triggering of the safety brake device.
  • the speed limiter is a mechanically difficult, trouble-prone device with space requirements in the shaft head and in the shaft pit. In addition, only one speed can be monitored.
  • a safety device for a lift cage has become known.
  • an electromagnet is provided instead of the limiter.
  • the solenoid holds in the activated state a first latch lever firmly, which in turn holds a second latch lever at one end.
  • the other end of the second pawl lever engages in a groove of a spring-loaded ram, which engages a release lever.
  • a locking roller is arranged, which is movable in the event of tripping along a wedge slope and wedged with the free leg of the guide rail.
  • a disadvantage of the known device is that when triggered, the spring must accelerate the plunger and the release lever with the locking lever arranged on the long lever of the release lever. Large dead times until the effective braking of the elevator car are thus predetermined.
  • the supply of the electromagnet In the event of a power failure, the supply of the electromagnet must be buffered by means of an uninterruptible power supply so that no false tripping occurs.
  • the only acting in one direction safety gear is only suitable for small triggering speeds.
  • a safety brake device for a lift in which one side of a guide rail a brake shoe is arranged on a housing.
  • the brake shoe is parallelogram-shaped by means of links mounted on the housing and movable from a release position into a Fangstellüng, the brake shoe spring-loaded on the guide rail generates a braking force.
  • Each brake shoe, a release lever is provided, wherein the two release levers are movably connected to one another on the head side and one of the two release levers is actuated by means of limiter.
  • the release lever Upon actuation of a release lever by the governor rope, the release lever at their ends to the guide rail and are moved by the relative movement of the housing relative to the guide rail to the brake shoes out, the release lever pushing the brake shoes in the catching position.
  • the invention aims to remedy this situation.
  • the invention as characterized in claim 1, solves the problem of avoiding the disadvantages of the known devices and to provide a method for engaging a brake device and to provide a safety device that easily triggers without Beipporseil in the direction of travel down and up and easily is resettable.
  • the safety brake device can be triggered with few moving parts, whereby short response times can be realized.
  • the necessary spring for triggering can be kept small because with the release spring only small masses must be accelerated.
  • the safety brake device is triggered in the direction of travel up and down by the same parts, wherein the braking force build-up is effected by the movement of the elevator car.
  • the reset of the triggering parts is accomplished by means of the parts braking the elevator car, wherein the reset energy comes from the travel movement of the elevator car. A manual release of the elevator car and brake safety device is not necessary.
  • the safety brake device can be triggered with small electrical energy, with a pulse sufficient for triggering.
  • a capacitor is sufficient as an energy storage in case of power failure.
  • the entire brake catch system is arranged on the elevator car.
  • components such as speed limiter, governor rope, tensioner, etc. omitted.
  • the release or the release of the safety brake device is no longer limited to overspeeding.
  • the triggering can take place at any other car speed or even when the elevator car is at a standstill.
  • the release can also be made by push-button operation, for example, for service purposes.
  • the safety brake device can also be used for securing the working space, for example, in the shaft head, wherein the release takes place at a standstill or at low speed of the elevator car.
  • the safety brake device engages after driving for a few centimeters.
  • To reset the elevator car is moved in the opposite direction.
  • the braking force in the direction of travel upwards is adjustable by means arranged on the brake shoe springs.
  • the elevator car or the counterweight is fixed by means of a brake unit on the guide rails, wherein a trip unit has a release arm, which generates a frictional engagement with the guide rail and can be set by the cabin movement in a rotary motion, wherein the release arm is a carrier moved with brake shoes of the brake unit.
  • the trip unit is controlled by an electrical signal that is generated, for example, if the car speed deviates from a setpoint specification.
  • Fig. 1 shows the inventive braking device 1 consisting of a brake unit 2 and a trip unit 3.
  • Each guide rail 5 of the elevator car for example, on the support frame of the elevator car arranged brake unit 2 is provided.
  • the brake unit 2 is arranged on a base plate 4, which is held by means of a centering spring 4.1 and a centering 4.2 in its rest position. So that no constraining forces arise, the base plate 4 is slidably mounted relative to a mounting plate 13 by means of bolts and slots.
  • the centering 4.2 a rail clearance s is set.
  • the brake unit 2 consists of a arranged on the base plate 4 first brake shoe 6 with first spring assemblies 7 and a triangular, rotatable support 8 with a second brake shoe 9 and a third brake shoe 10, wherein the carrier 8 of the first brake shoe 6 arranged opposite is.
  • the one corner of the carrier 8 is rotatably arranged on a first axis 11, wherein the first axis 11 is rotatably arranged on the base plate 4.
  • the first axis 11 extends to the opposite brake unit 2 and actuates the carrier with the brake shoes of the brake unit 2 at the same time.
  • the second brake shoe 9 is located at the other corner and the third brake shoe 10 is disposed at the third corner of the carrier 8.
  • the second brake shoe 9 is in the case of release, for example, at overspeed of the elevator car, up, indented, with a second spring assembly 12 affects the braking behavior of the elevator car and reduces the braking force.
  • the third brake shoe 10 is in the case of release, for example, at overspeed of the elevator car down, indented, usually no spring pack is provided to influence the braking behavior of the elevator car.
  • the trip unit 3 consists of an electromagnetic actuator 14 with locking pin 14.1, a guide pin 15 with a first compression spring 16 and a trigger arm 17, wherein the first compression spring 16 is arranged coaxially to the guide pin 15.
  • the actuator 14 may also operate on the hydraulic, pneumatic or electromotive principle.
  • the guide pin 15 is at one end with a pivot bearing 18 and the other end with the trigger arm 17 in conjunction, wherein the first compression spring 16 is supported at one end on the pivot bearing 18 and the other end on the trigger arm 17.
  • the locking pin 14.1 of the actuator 14 releases the guide pin 15, wherein the compression spring 16 moves the guide pin 15 and the release arm 17 in the direction of the guide rail 5.
  • a long slot 19 is provided, into which a bolt-like carrier 20 of the carrier 8 projects.
  • the release arm 17 can move relative to the driver 20 at least twice the rail clearance s.
  • the front side of the release arm 17 is provided with grooves 21.
  • the first compression spring 16 moves the release lever 17 to the guide rail 5, wherein the grooves 21 a frictional engagement with the guide rail 5 generate.
  • the release arm 17 is rotated by the frictional connection in a clockwise direction about the pivot bearing 18 and the carrier 8 is rotated by means of drivers 20.
  • the second brake shoe 9 comes into contact with the guide rail 5 and is further rotated up to a stop 29.
  • the first axis 11 is rotated and the carrier rotated with both brake shoes of the opposite brake unit.
  • the first brake shoe 6 is resiliently guided to the guide rail 5 and generates the necessary braking force on the guide rail. 5
  • the elevator car is moved counter to the previous direction of travel.
  • the carrier 8 with the brake shoes 9,10 is thereby turned back until the contact of the second brake shoe 9 with the guide rail 5 is lost.
  • the carrier 8 as shown schematically in FIG Fig. 4 shown, by means of a spring-loaded return roller 26 is returned to the rest position, wherein the return roller 26 rolls under the action of a force of a second compression spring 27 in a recess 25 of a cam 11 arranged on the first axis 11.
  • the rest position of the carrier 8 is monitored by means of sensor 28.
  • a limit switch 28 is provided which monitors the position of the sink 25.
  • the signal of the limit switch 28 means "brake unit engaged".
  • the safety brake device 1 can be used for an elevator with an elevator car and a counterweight or for several elevators traveling in an elevator shaft, wherein elevator car and counterweight are guided on guide rails and are connected and movable via suspension means and at abnormal speed by means of a brake unit 2 on the guide rails can be fixed, with a trip unit 3, the brake unit 2 in operation.
  • the inventive braking device 1 can be used for the shutdown of the elevator car or for the shutdown of the counterweight with selectable triggering criteria.
  • the inventive brake safety device can also be used for an autonomously running, self-propelled, rope or beltless elevator car (without counterweight).
  • Fig. 2 shows the brake catcher 1 in section with details of the trip unit 3.
  • the guide pin 15 has at the free end a conical transverse bore 14.2 into which a cone 14.3 of the locking bolt 14.1 fits.
  • At the pivot bearing 18 is supported by a bearing ring 18.1 from where the first compression spring 16 is supported.
  • the compression spring 16 moves the guide pin 15 and the trigger arm 17 in the direction of the guide rail 5.
  • the retraction of the locking bolt 14.1 or the unlocking of the brake unit 2 by means of a magnetic coil 14.4. If the solenoid coil 14.4 is acted upon by an electrical pulse, a bolt body 14.5 is pulled into the solenoid 14.4, whereupon the guide pin 15 is released.
  • Fig. 3 shows the brake catch device 1 with the reset mechanism for the release arm 17 and for the guide pin 15.
  • the release arm 17 is shown cut open.
  • a rotatable about a second axis 17.1 thrust washer 17.2 is held by a leaf spring 17.3 in rest position.
  • the second axis 17.1 and the leaf spring 17.3 are arranged on the release arm 17.
  • Fig. 5 to Fig. 8 show sequentially the engagement of the brake unit and the reset operation of the trip unit.
  • 3 Fig. 5 shows the brake unit 2 in the rest position or in the locking position.
  • the cone 14.3 of the locking bolt 14.1 holds the guide pin 15 fixed in the transverse bore 14.2.
  • the pressure plate 17.2 is centered by means of the leaf spring 17.3 and the carrier 8 by means of the return roller 26 in the valley 25.
  • Fig. 6 shows the position of the release arm 17 after the cone 14.3 has been pulled out of the transverse bore 14.2, wherein the first compression spring 16, the grooves 21 of the release arm 17 has led to the guide rail 5. If the elevator car does not move, the brake unit 2 remains in the unlocked state shown.
  • Fig. 8 shows the end position of the carrier 8 with the second brake shoe 9 on the stop 22 and the third brake shoe 10 is engaged or engaged with the guide rail 5.
  • the first brake shoe 6 is also engaged with the guide rail 5 and generates together with the third brake shoe 10 the braking force.
  • the return cam 8.1 has the trigger arm 17 and the guide pin 15 pushed back so far that the cone 14.3 slides in the transverse bore 14.2.
  • the brake unit 2 is as shown in FIG Fig. 8 locked again but still engaged. With a movement of the elevator car upwards (opposite direction), the carrier 8 is rotated clockwise and, after the third brake shoe 10 has lost contact with the guide rail 5, centered again by means of rolling into the recess 25 return roller 26 in the rest position. At the same time the pressure plate 17.2 is rotated by the leaf spring 17.3 back to the starting position.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)
  • Braking Arrangements (AREA)
  • Lock And Its Accessories (AREA)
  • Pens And Brushes (AREA)
  • Gear Transmission (AREA)
  • Types And Forms Of Lifts (AREA)
  • Braking Elements And Transmission Devices (AREA)
  • Cage And Drive Apparatuses For Elevators (AREA)

Abstract

The brake chopper (1) comprises a brake unit (2) and trip unit (3). The trip unit has a trip arm (17) which is set in motion by movement of the lift cabin and can be brought into friction engagement with the guide rail on which the lift cabin and counter weight move. The movement of the trip arm brings the brake shoes (6,9,10) into contact with the guide rail. The trip arm is moved by a compression spring against the guide rail and can be unlocked by an electromagnetic actuator. Independent claim describes method for engaging brake chopper in a lift wherein the trip arm is moved through the movement of the cabin and brings the brake shoes into contact with the guide rail.

Description

Die Erfindung betrifft eine Bremsfangvorrichtung für einen Aufzug, bei dem Aufzugskabine und Gegengewicht an Führungsschienen geführt und bewegbar sind, wobei die Aufzugskabine oder das Gegengewicht mittels einer Bremseinheit von einer Auslöseeinheit an den Führungsschienen festsetzbar ist und die Auslöseeinheit einen Auslösearm aufweist, der in Reibschluss mit der Führungsschiene bringbar und durch Kabinenbewegung in Bewegung versetzbar ist und die Bewegung des Auslösearms Bremsbacken der Bremseinheit in Kontakt mit der Führungsschiene bringt gemäss der Definition der unabhängigen Patentansprüche.The invention relates to a safety brake device for an elevator in which elevator car and counterweight are guided and movable on guide rails, wherein the elevator car or the counterweight by means of a brake unit of a trip unit on the guide rails can be fixed and the trip unit has a release arm, in frictional engagement with the Guide rail can be brought and moved by cabin movement in motion and brings the movement of the release arm brake shoes of the brake unit in contact with the guide rail according to the definition of the independent claims.

Aus der Schrift EP 1 283 189 B1 ist eine Bremsfangvorrichtung für eine Aufzugskabine bekannt geworden. An einem Tragelement ist eine Grundplatte quer zu einer die Aufzugskabine führenden Führungsschiene verschiebbar angeordnet. An der Grundplatte ist mindestens ein Einzughebel angeordnet und diesem gegenüberliegend eine Bremsbacke. Beim Auslösen der Bremsfangvorrichtung kommt das freie Ende des Einzughebels in Kontakt mit der Führungsschiene und wird durch die auftretende, parallel zur Führungsschiene gerichtete Komponente der Reibkraft in die Fangstellung bewegt, in welcher die Führungsschiene zwischen dem freien Ende des Einzughebels und der Bremsbacke eingeklemmt wird.From the Scriptures EP 1 283 189 B1 a safety device for a lift cage has become known. On a support element, a base plate is arranged transversely to a guide rail leading the elevator car slidably. On the base plate at least one feed lever is arranged and this opposite a brake shoe. Upon release of the brake catching device, the free end of the retracting lever comes into contact with the guide rail and is moved by the occurring, parallel to the guide rail component of the friction force in the catch position, in which the guide rail between the free end of the retraction lever and the brake shoe is clamped.

Der Einzughebel ist mittels eines um eine Achse drehbaren Schiebers betätigbar, der wiederum mittels eines Seiles eines Geschwindigkeitsbegrenzers betätigbar ist, wobei der Geschwindigkeitsbegrenzer bei Übergeschwindigkeit der Aufzugskabine das Seil festsetzt. Durch die Relativbewegung der Aufzugskabine gegenüber dem festgesetzten Seil wird der Schieber in eine Drehbewegung versetzt und betätigt den Einzughebel.The retraction lever is actuated by means of a rotatable about an axis slide, which in turn is actuated by means of a rope of a speed limiter, wherein the speed limiter determines the rope in overspeed of the elevator car. Due to the relative movement of the elevator car relative to the fixed rope of the slider is set in a rotational movement and actuates the feed lever.

Ein Nachteil der bekannten Einrichtung liegt darin, dass die Auslösung der Bremsfangvorrichtung über das Begrenzerseil erfolgt. Das über die gesamte Schachthöhe gespannte Begrenzerseil kann durch Seilschwingungen Geräusche in der Aufzugskabine erzeugen und zu Fehlauslösungen der Bremsfangvorrichtung führen. Der Geschwindigkeitsbegrenzer ist eine mechanisch diffizile, störanfällige Einrichtung mit Platzbedarf im Schachtkopf und in der Schachtgrube. Ausserdem ist nur eine Geschwindigkeit überwachbar.A disadvantage of the known device is that the release of the brake safety device takes place via the governor rope. The tensioned over the entire shaft height limiter rope can produce noises in the elevator car due to cable vibrations and lead to false triggering of the safety brake device. The speed limiter is a mechanically difficult, trouble-prone device with space requirements in the shaft head and in the shaft pit. In addition, only one speed can be monitored.

Aus der Schrift WO 00/39016 ist eine Bremsfangvorrichtung für eine Aufzugskabine bekannt geworden. Als Auslösevorrichtung ist anstelle des Begrenzerseils ein Elektromagnet vorgesehen. Der Elektromagnet hält im aktivierten Zustand einen ersten Klinkenhebel fest, der wiederum einen zweiten Klinkenhebel am einen Ende festhält. Das andere Ende des zweiten Klinkenhebels greift in eine Nut eines federbeaufschlagten Stössels ein, der an einem Auslösehebel angreift. Am freien Ende des Auslösehebels ist eine Sperrrolle angeordnet, die im Auslösefall entlang eine Keilschräge bewegbar ist und die mit dem freien Schenkel der Führungsschiene verkeilt. Sobald der Elektromagnet stromlos geschaltet wird, gibt der erste Klinkenhebel den zweiten Klinkenhebel und der zweite Klinkenhebel den Stössel frei, der mittels der Federkraft den Auslösehebel betätigt.From the Scriptures WO 00/39016 a safety device for a lift cage has become known. As a triggering device, an electromagnet is provided instead of the limiter. The solenoid holds in the activated state a first latch lever firmly, which in turn holds a second latch lever at one end. The other end of the second pawl lever engages in a groove of a spring-loaded ram, which engages a release lever. At the free end of the release lever, a locking roller is arranged, which is movable in the event of tripping along a wedge slope and wedged with the free leg of the guide rail. Once the electromagnet is de-energized, the first pawl lever releases the second pawl lever and the second pawl lever releases the plunger, which actuates the release lever by means of the spring force.

Ein Nachteil der bekannten Einrichtung liegt darin, dass im Auslösefall die Feder den Stössel und den Auslösehebel mit der am langen Hebel des Auslösehebels angeordneten Sperrrolle beschleunigen muss. Grosse Totzeiten bis zum wirksamen Abbremsen der Aufzugskabine sind damit vorgegeben. Bei Netzausfall muss die Speisung des Elektromagneten mittels einer unterbrecherlosen Stromversorgung gepuffert werden, damit keine Fehlauslösungen auftreten. Ausserdem ist die nur in einer Richtung wirkende Fangvorrichtung nur für kleine Auslösegeschwindigkeiten tauglich.A disadvantage of the known device is that when triggered, the spring must accelerate the plunger and the release lever with the locking lever arranged on the long lever of the release lever. Large dead times until the effective braking of the elevator car are thus predetermined. In the event of a power failure, the supply of the electromagnet must be buffered by means of an uninterruptible power supply so that no false tripping occurs. In addition, the only acting in one direction safety gear is only suitable for small triggering speeds.

Aus der Schrift EP 1 205 418 A1 ist eine Bremsfangvorrichtung für einen Aufzug bekannt geworden, bei der je Seite einer Führungsschiene eine Bremsbacke an einem Gehäuse angeordnet ist. Die Bremsbacke ist parallelogrammförmig mittels Lenkern am Gehäuse gelagert und von einer Freigabestellung in eine Fangstellüng bewegbar, wobei die Bremsbacke federbeaufschlagt an der Führungsschiene eine Bremskraft erzeugt. Je Bremsbacke ist ein Auslösehebel vorgesehen, wobei die beiden Auslösehebel kopfseitig beweglich miteinander verbunden sind und einer der beiden Auslösehebel mittels Begrenzerseil betätigbar ist. Bei einer Betätigung des einen Auslösehebels durch das Begrenzerseil stossen die Auslösehebel an ihren Enden an die Führungsschiene und werden durch die Relativbewegung des Gehäuses gegenüber der Führungsschiene zu den Bremsbacken hin bewegt, wobei die Auslösehebel die Bremsbacken in die Fangstellung drängen.From the Scriptures EP 1 205 418 A1 a safety brake device for a lift has become known, in which one side of a guide rail a brake shoe is arranged on a housing. The brake shoe is parallelogram-shaped by means of links mounted on the housing and movable from a release position into a Fangstellüng, the brake shoe spring-loaded on the guide rail generates a braking force. Each brake shoe, a release lever is provided, wherein the two release levers are movably connected to one another on the head side and one of the two release levers is actuated by means of limiter. Upon actuation of a release lever by the governor rope, the release lever at their ends to the guide rail and are moved by the relative movement of the housing relative to the guide rail to the brake shoes out, the release lever pushing the brake shoes in the catching position.

Hier will die Erfindung Abhilfe schaffen. Die Erfindung, wie sie in Anspruch 1 gekennzeichnet ist, löst die Aufgabe, die Nachteile der bekannten Einrichtungen zu vermeiden und ein Verfahren zum Einrücken einer Bremsfangvorrichtung anzugeben und eine Bremsfangvorrichtung zu schaffen, die ohne Begrenzerseil in Fahrtrichtung nach unten und nach oben leicht auslösbar und leicht rücksetzbar ist.The invention aims to remedy this situation. The invention, as characterized in claim 1, solves the problem of avoiding the disadvantages of the known devices and to provide a method for engaging a brake device and to provide a safety device that easily triggers without Begrenzerseil in the direction of travel down and up and easily is resettable.

Vorteilhafte Weiterbildungen der Erfindung sind in den abhängigen Patentansprüchen angegeben.Advantageous developments of the invention are specified in the dependent claims.

Die durch die Erfindung erreichten Vorteile sind im wesentlichen darin zu sehen, dass die Bremsfangvorrichtung mit wenigen bewegten Teilen auslösbar ist, wodurch kurze Ansprechzeiten realisierbar sind. Die zur Auslösung notwendige Feder kann klein gehalten werden, weil mit der Auslösefeder lediglich kleine Massen beschleunigt werden müssen. Die Bremsfangvorrichtung wird in Fahrtrichtung nach oben und nach unten von denselben Teilen ausgelöst, wobei der Bremskraftaufbau erfolgt durch die Bewegung der Aufzugskabine. Die Rücksetzung der auslösenden Teile wird mittels der die Aufzugskabine bremsenden Teile bewerkstelligt, wobei die Rücksetzenergie aus der Fahrbewegung der Aufzugskabine kommt. Eine manuelle Entpannung der Aufzugskabine und Bremsfangvorrichtung ist nicht notwendig.The advantages achieved by the invention are essentially to be seen in the fact that the safety brake device can be triggered with few moving parts, whereby short response times can be realized. The necessary spring for triggering can be kept small because with the release spring only small masses must be accelerated. The safety brake device is triggered in the direction of travel up and down by the same parts, wherein the braking force build-up is effected by the movement of the elevator car. The reset of the triggering parts is accomplished by means of the parts braking the elevator car, wherein the reset energy comes from the travel movement of the elevator car. A manual release of the elevator car and brake safety device is not necessary.

Die Bremsfangvorrichtung ist mit kleiner elektrischer Energie auslösbar, wobei ein Impuls zur Auslösung genügt. Beipielsweise genügt ein Kondensator als Energiespeicher bei Netzausfall.The safety brake device can be triggered with small electrical energy, with a pulse sufficient for triggering. For example, a capacitor is sufficient as an energy storage in case of power failure.

Weiter vorteilhaft ist, dass das gesamte Bremsfangsystem an der Aufzugskabine angeordnet ist. Im Maschinenraum bzw. Aufzugsschacht angeordnete Komponenten wie Geschwindigkeitsbegrenzer, Begrenzerseil, Spannrolle, etc. entfallen. Die Auslösung bzw. die Entriegelung der Bremsfangvorrichtung ist nicht mehr auf Übergeschwindigkeit beschränkt. Die Auslösung kann bei jeder anderen Kabinengeschwindigkeit oder auch im Stillstand der Aufzugkabine erfolgen. Die Auslösung kann auch durch Druckknopfbetätigung, beispielsweise zu Servicezwecken vorgenommen werden.It is also advantageous that the entire brake catch system is arranged on the elevator car. In the engine room or hoistway arranged components such as speed limiter, governor rope, tensioner, etc. omitted. The release or the release of the safety brake device is no longer limited to overspeeding. The triggering can take place at any other car speed or even when the elevator car is at a standstill. The release can also be made by push-button operation, for example, for service purposes.

Die Bremsfangvorrichtung kann auch zur Sicherung des Arbeitsraumes beipielsweise im Schachtkopf verwendet werden, wobei die Auslösung im Stillstand oder bei kleiner Geschwindigkeit der Aufzugskabine erfolgt. Bei einer Auslösung im Stillstand rückt die Bremsfangvorrichtung nach einer Fahrt von wenigen Zentimetern ein. Zur Rücksetzung wird die Aufzugskabine in Gegenrichtung bewegt. Die Bremskraft in Fahrtrichtung nach oben ist mittels an der Bremsbacke angeordneten Federn einstellbar.The safety brake device can also be used for securing the working space, for example, in the shaft head, wherein the release takes place at a standstill or at low speed of the elevator car. When triggered at a standstill, the safety brake device engages after driving for a few centimeters. To reset the elevator car is moved in the opposite direction. The braking force in the direction of travel upwards is adjustable by means arranged on the brake shoe springs.

Bei der erfindungsgemässen Bremsfangvorrichtung für einen Aufzug wird die Aufzugskabine oder das Gegengewicht mittels einer Bremseinheit an den Führungsschienen festgesetzt, wobei eine Auslöseeinheit einen Auslösearm aufweist, der einen Reibschluss mit der Führungsschiene erzeugt und durch die Kabinenbewegung in eine Drehbewegung versetzbar ist, wobei der Auslösearm einen Träger mit Bremsbacken der Bremseinheit mitbewegt. Die Auslöseeinheit wird gesteuert durch ein elektrisches Signal, das beispielsweise erzeugt wird, falls die Kabinengeschwindigkeit von einer Sollwertvorgabe abweicht.In the inventive braking device for an elevator, the elevator car or the counterweight is fixed by means of a brake unit on the guide rails, wherein a trip unit has a release arm, which generates a frictional engagement with the guide rail and can be set by the cabin movement in a rotary motion, wherein the release arm is a carrier moved with brake shoes of the brake unit. The trip unit is controlled by an electrical signal that is generated, for example, if the car speed deviates from a setpoint specification.

Anhand der beiliegenden Figuren wird die vorliegende Erfindung näher erläutert.Reference to the accompanying figures, the present invention will be explained in more detail.

Es zeigen:

  • Fig. 1 eine erfindungsgemässe Bremsfangvorrichtung in räumlicher Darstellung,
  • Fig. 2 die Bremsfangvorrichtung im Schnitt,
  • Fig. 3 die Bremsfangvorrichtung mit Rücksetzmechanismus für eine Auslöseeinheit,
  • Fig. 4 die Bremsfangvorrichtung mit Rücksetzmechanismus für eine Bremseinheit und
  • Fig. 5 bis Fig. 8 den Einrückvorgang der Bremsfangvorrichtung.
Show it:
  • Fig. 1 an inventive brake device in a spatial representation,
  • Fig. 2 the safety brake device in section,
  • Fig. 3 the safety brake device with reset mechanism for a trip unit,
  • Fig. 4 the safety brake device with reset mechanism for a brake unit and
  • Fig. 5 to Fig. 8 the engagement process of the safety brake device.

Fig. 1 zeigt die erfindungsgemässe Bremsfangvorrichtung 1 bestehend aus einer Bremseinheit 2 und einer Auslöseeinheit 3. Je Führungsschiene 5 der Aufzugskabine ist eine, beispielsweise am Tragrahmen der Aufzugskabine angeordnete Bremseinheit 2 vorgesehen. Die Bremseinheit 2 ist an einer Grundplatte 4 angeordnet, die mittels einer Zentrierfeder 4.1 und einer Zentrierschraube 4.2 in ihrer Ruhestellung gehalten wird. Damit keine Zwangskräfte entstehen, ist die Grundplatte 4 gegenüber einer Einbauplatte 13 mittels Bolzen und Langlöchern verschiebbar gelagert. Mittels der Zentrierschraube 4.2 wird ein Schienenspiel s eingestellt. Fig. 1 shows the inventive braking device 1 consisting of a brake unit 2 and a trip unit 3. Each guide rail 5 of the elevator car, for example, on the support frame of the elevator car arranged brake unit 2 is provided. The brake unit 2 is arranged on a base plate 4, which is held by means of a centering spring 4.1 and a centering 4.2 in its rest position. So that no constraining forces arise, the base plate 4 is slidably mounted relative to a mounting plate 13 by means of bolts and slots. By means of the centering 4.2 a rail clearance s is set.

Im wesentlichen besteht die Bremseinheit 2 aus einer an der Grundplatte 4 angeordneten ersten Bremsbacke 6 mit ersten Federpaketen 7 und aus einem dreieckförmigen, drehbaren Träger 8 mit einer zweiten Bremsbacke 9 und mit einer dritten Bremsbacke 10, wobei der Träger 8 der ersten Bremsbacke 6 gegenüberliegend angeordnet ist. Die eine Ecke des Trägers 8 ist drehbar an einer ersten Achse 11 angeordnet, wobei die erste Achse 11 drehbar an der Grundplatte 4 angeordnet ist. Die erste Achse 11 reicht bis zur gegenüberliegenden Bremseinheit 2 und betätigt den Träger mit den Bremsbacken der Bremseinheit 2 gleichzeitig.In essence, the brake unit 2 consists of a arranged on the base plate 4 first brake shoe 6 with first spring assemblies 7 and a triangular, rotatable support 8 with a second brake shoe 9 and a third brake shoe 10, wherein the carrier 8 of the first brake shoe 6 arranged opposite is. The one corner of the carrier 8 is rotatably arranged on a first axis 11, wherein the first axis 11 is rotatably arranged on the base plate 4. The first axis 11 extends to the opposite brake unit 2 and actuates the carrier with the brake shoes of the brake unit 2 at the same time.

Die zweite Bremsbacke 9 ist an der weiteren Ecke und die dritte Bremsbacke 10 ist an der dritten Ecke des Trägers 8 angeordnet. Die zweite Bremsbacke 9 wird im Auslösefall, beispielsweise bei Übergeschwindigkeit der Aufzugskabine, nach oben, eingerückt, wobei ein zweites Federpaket 12 das Bremsverhalten der Aufzugskabine beeinflusst bzw. die Bremskraft reduziert. Die dritte Bremsbacke 10 wird im Auslösefall, beispielsweise bei Übergeschwindigkeit der Aufzugskabine nach unten, eingerückt, wobei üblicherweise kein Federpaket zur Beeinflussung des Bremsverhaltens der Aufzugskabine vorgesehen ist.The second brake shoe 9 is located at the other corner and the third brake shoe 10 is disposed at the third corner of the carrier 8. The second brake shoe 9 is in the case of release, for example, at overspeed of the elevator car, up, indented, with a second spring assembly 12 affects the braking behavior of the elevator car and reduces the braking force. The third brake shoe 10 is in the case of release, for example, at overspeed of the elevator car down, indented, usually no spring pack is provided to influence the braking behavior of the elevator car.

Im wesentlichen besteht die Auslöseeinheit 3 aus einem elektromagnetischen Aktuator 14 mit Verriegelungsbolzen 14.1, einem Führungsbolzen 15 mit einer ersten Druckfeder 16 und einem Auslösearm 17, wobei die erste Druckfeder 16 koaxial zum Führungsbolzen 15 angeordnet ist. Der Aktuator 14 kann auch nach dem hydraulischen, pneumatischen oder elektromotorischen Prinzip arbeiten. Der Führungsbolzen 15 steht einenends mit einem Drehlager 18 und anderenends mit dem Auslösearm 17 in Verbindung, wobei sich die erste Druckfeder 16 einenends am Drehlager 18 und anderenends am Auslösearm 17 abstützt. Der Verriegelungsbolzen 14.1 des Aktuators 14 gibt den Führungsbolzen 15 frei, wobei die Druckfeder 16 den Führungsbolzen 15 und den Auslösearm 17 in Richtung Führungsschiene 5 bewegt. Am freien Ende des Auslösearms 17 ist ein Langschlitz 19 vorgesehen, in den ein bolzenartiger Mitnehmer 20 des Trägers 8 ragt. Der Auslösearm 17 kann sich gegenüber dem Mitnehmer 20 mindestens um das zweifache Schienenspiel s bewegen. Die Stirnseite des Auslösearm 17 ist mit Rillen 21 versehen.Essentially, the trip unit 3 consists of an electromagnetic actuator 14 with locking pin 14.1, a guide pin 15 with a first compression spring 16 and a trigger arm 17, wherein the first compression spring 16 is arranged coaxially to the guide pin 15. The actuator 14 may also operate on the hydraulic, pneumatic or electromotive principle. The guide pin 15 is at one end with a pivot bearing 18 and the other end with the trigger arm 17 in conjunction, wherein the first compression spring 16 is supported at one end on the pivot bearing 18 and the other end on the trigger arm 17. The locking pin 14.1 of the actuator 14 releases the guide pin 15, wherein the compression spring 16 moves the guide pin 15 and the release arm 17 in the direction of the guide rail 5. At the free end of the release arm 17, a long slot 19 is provided, into which a bolt-like carrier 20 of the carrier 8 projects. The release arm 17 can move relative to the driver 20 at least twice the rail clearance s. The front side of the release arm 17 is provided with grooves 21.

Im Auslösefall bewegt die erste Druckfeder 16 den Auslösehebel 17 an die Führungsschiene 5, wobei die Rillen 21 einen Reibschluss mit der Führungsschiene 5 erzeugen. Bewegt sich die Aufzugskabine nach oben, wird der Auslösearm 17 über den Reibschluss im Uhrzeigersinn um das Drehlager 18 gedreht und der Träger 8 mittels Mitnehmer 20 mitgedreht. Nachdem die zweite Bremsbacke 9 das zweifache Schienenspiel s überwunden hat, gelangt die zweite Bremsbacke 9 in Kontakt mit der Führungsschiene 5 und wird bis zu einem Anschlag 29 weitergedreht. Dabei wird die erste Achse 11 mitgedreht und der Träger mit beiden Bremsbacken der gegenüberliegenden Bremseinheit mitgedreht. Mit der Drehbewegung der zweiten Bremsbacke 9 wird die erste Bremsbacke 6 federnd an die Führungsschiene 5 geführt und erzeugt die notwendige Bremskraft an der Führungsschiene 5.When triggered, the first compression spring 16 moves the release lever 17 to the guide rail 5, wherein the grooves 21 a frictional engagement with the guide rail 5 generate. If the elevator car moves upward, the release arm 17 is rotated by the frictional connection in a clockwise direction about the pivot bearing 18 and the carrier 8 is rotated by means of drivers 20. After the second brake shoe 9 has overcome the double rail clearance s, the second brake shoe 9 comes into contact with the guide rail 5 and is further rotated up to a stop 29. In this case, the first axis 11 is rotated and the carrier rotated with both brake shoes of the opposite brake unit. With the rotational movement of the second brake shoe 9, the first brake shoe 6 is resiliently guided to the guide rail 5 and generates the necessary braking force on the guide rail. 5

Zum Lösen der Bremseinheit 2 wird die Aufzugskabine entgegen der vorhergehenden Fahrtrichtung bewegt. Der Träger 8 mit den Bremsbacken 9,10 wird dabei zurückgedreht bis der Kontakt der zweiten Bremsbacke 9 mit der Führungsschiene 5 verloren geht. Dann wird der Träger 8, wie schematisch in Fig. 4 gezeigt, mittels einer gefederten Rückstellrolle 26 in die Ruhelage zurückgeführt, wobei die Rückstellrolle 26 unter Einwirkung einer Kraft einer zweiten Druckfeder 27 in eine Senke 25 einer an der ersten Achse 11 angeordneten Kurvenscheibe 23 rollt. Die Ruhelage des Trägers 8 wird mittels Sensor 28 überwacht. Als Sensor 28 ist beispielsweise ein Grenzwerttaster 28 vorgesehen, der die Lage der Senke 25 überwacht. Das Signal des Grenzwerttasters 28 bedeutet "Bremseinheit eingerückt".To release the brake unit 2, the elevator car is moved counter to the previous direction of travel. The carrier 8 with the brake shoes 9,10 is thereby turned back until the contact of the second brake shoe 9 with the guide rail 5 is lost. Then the carrier 8, as shown schematically in FIG Fig. 4 shown, by means of a spring-loaded return roller 26 is returned to the rest position, wherein the return roller 26 rolls under the action of a force of a second compression spring 27 in a recess 25 of a cam 11 arranged on the first axis 11. The rest position of the carrier 8 is monitored by means of sensor 28. As a sensor 28, for example, a limit switch 28 is provided which monitors the position of the sink 25. The signal of the limit switch 28 means "brake unit engaged".

Bewegt sich die Aufzugskabine nach unten wird der Auslösearm 17 über den Reibschluss im Gegenuhrzeigersinn um das Drehlager 18 gedreht und der Träger 8 mittels Mitnehmer 20 mitgedreht. Nachdem die dritte Bremsbacke 10 das zweifache Schienenspiel s überwunden hat, gelangt die dritte Bremsbacke 10 in Kontakt mit der Führungsschiene 5 und wird bis zu einem Anschlag 29 weitergedreht. Der weitere Verlauf des Bremsvorganges und des Rücksetzvorganges ist sinngemäss der Fahrtrichtung der Aufzugskabine nach oben.Moves the elevator car down the trigger arm 17 is rotated about the frictional engagement in the counterclockwise direction about the pivot bearing 18 and the carrier 8 is rotated by means of driver 20. After the third brake shoe 10 has overcome the double rail clearance s, the third brake shoe 10 comes into contact with the guide rail 5 and is further rotated up to a stop 29. The further course of the braking process and the reset process is analogous to the direction of travel of the elevator car upwards.

Auf dem letzten Abschnitt der Drehbewegung des Trägers 8 wird mittels Rückstellnocken 8.1 der Auslösearm 17 entgegen der Kraft der ersten Druckfeder 16 zurückgestossen, wobei der Führungsbolzen 15 wieder mit dem Verriegelungsbolzen 14.1 des Aktuators 14 verrastet.On the last section of the rotary movement of the carrier 8, the release arm 17 is pushed back against the force of the first compression spring 16 by means of return cam 8.1, wherein the guide pin 15 is again locked to the locking bolt 14.1 of the actuator 14.

Die Bremsfangvorrichtung 1 kann verwendet werden für einen Aufzug mit einer Aufzugskabine und einem Gegengewicht oder für mehrere in einem Aufzugsschacht verkehrende Aufzüge, wobei Aufzugskabine und Gegengewicht an Führungsschienen geführt sind und über Tragmittel verbunden und bewegbar sind und bei abnormaler Geschwindigkeit mittels einer Bremseinheit 2 an den Führungsschienen festsetzbar sind, wobei eine Auslöseeinheit 3 die Bremseinheit 2 in Betrieb setzt. Die erfindungsgemässe Bremsfangvorrichtung 1 kann für die Stillsetzung der Aufzugskabine oder für die Stillsetzung des Gegengewichtes bei wählbaren Auslösekriterien verwendet werden. Die erfindungsgemässe Bremsfangvorrichtung kann auch für eine autonom verkehrende, selbstfahrende, seil- oder riemenlose Aufzugskabine (ohne Gegengewicht) verwendet werden.The safety brake device 1 can be used for an elevator with an elevator car and a counterweight or for several elevators traveling in an elevator shaft, wherein elevator car and counterweight are guided on guide rails and are connected and movable via suspension means and at abnormal speed by means of a brake unit 2 on the guide rails can be fixed, with a trip unit 3, the brake unit 2 in operation. The inventive braking device 1 can be used for the shutdown of the elevator car or for the shutdown of the counterweight with selectable triggering criteria. The inventive brake safety device can also be used for an autonomously running, self-propelled, rope or beltless elevator car (without counterweight).

Fig. 2 zeigt die Bremsfangvorrichtung 1 im Schnitt mit Einzelheiten der Auslöseeinheit 3. Der Führungsbolzen 15 weist am freien Ende eine konische Querbohrung 14.2 auf, in die ein Konus 14.3 des Verriegelungsbolzens 14.1 passt. Am Drehlager 18 stütz sich ein Lagerring 18.1 ab, an dem sich die erste Druckfeder 16 abstützt. Wird der Konus 14.3 des Verriegelungsbolzens 14.1 aus der Querbohrung 14.2 gezogen, bewegt die Druckfeder 16 den Führungsbolzen 15 und den Auslösearm 17 in Richtung Führungsschiene 5. Das Zurückziehen des Verriegelungsbolzens 14.1 bzw. das Entriegeln der Bremseinheit 2 erfolgt mittels einer Magnetspule 14.4. Wird die Magnetspule 14.4 mit einem elektrischen Impuls beaufschlagt, wird ein Bolzenkörper 14.5 in die Magnetspule 14.4 gezogen, worauf der Führungsbolzen 15 freigesetzt wird. Gleichzeitig wird ein in Verbindung mit dem Bolzenkörper 14.5 stehender Stössel 14.8 entgegen einer Kraft einer dritten Druckfeder 14.6 in Bewegung versetzt, der einen Sicherheitskontakt 14.7 öffnet, wobei das unterbrochene Signal des Sicherheitskontaktes 14.7 "Bremseinheit entriegelt" bedeutet. Sobald die Magnetspule 14.4 wieder elektrisch signallos ist, wird der Verriegelungsbolzen 14.1 mittels der dritten Druckfeder 14.6 in Richtung Führungsbolzen 15 bewegt, bis der Konus 14.3 am Führungsbolzen ansteht. Der Konus 14.3 kann erst in die Querbohrung 14.2 bewegt werden, nachdem der Führungsbolzen 15 wieder in seine Ausgangslage zurückgekehrt ist. Fig. 2 shows the brake catcher 1 in section with details of the trip unit 3. The guide pin 15 has at the free end a conical transverse bore 14.2 into which a cone 14.3 of the locking bolt 14.1 fits. At the pivot bearing 18 is supported by a bearing ring 18.1 from where the first compression spring 16 is supported. When the cone 14.3 of the locking bolt 14.1 is pulled out of the transverse bore 14.2, the compression spring 16 moves the guide pin 15 and the trigger arm 17 in the direction of the guide rail 5. The retraction of the locking bolt 14.1 or the unlocking of the brake unit 2 by means of a magnetic coil 14.4. If the solenoid coil 14.4 is acted upon by an electrical pulse, a bolt body 14.5 is pulled into the solenoid 14.4, whereupon the guide pin 15 is released. At the same time a standing in conjunction with the bolt body 14.5 plunger 14.8 against a force of a third compression spring 14.6 is set in motion, which opens a safety contact 14.7, wherein the interrupted signal of the safety contact 14.7 "brake unit unlocked" means. As soon as the magnet coil 14.4 is again electrically signalless, the locking pin 14.1 is moved in the direction of the guide pin 15 by means of the third compression spring 14.6 until the cone 14.3 engages the guide pin. The cone 14.3 can only be moved into the transverse bore 14.2 after the guide pin 15 has returned to its original position.

Fig. 3 zeigt die Bremsfangvorrichtung 1 mit dem Rücksetzmechanismus für den Auslösearm 17 bzw. für den Führungsbolzen 15. Der Auslösearm 17 ist aufgeschnitten dargestellt. Eine um eine zweite Achse 17.1 drehbare Druckscheibe 17.2 wird mittels einer Blattfeder 17.3 in Ruhelage gehalten. Die zweite Achse 17.1 und die Blattfeder 17.3 sind am Auslösearm 17 angeordnet. Fig. 3 shows the brake catch device 1 with the reset mechanism for the release arm 17 and for the guide pin 15. The release arm 17 is shown cut open. A rotatable about a second axis 17.1 thrust washer 17.2 is held by a leaf spring 17.3 in rest position. The second axis 17.1 and the leaf spring 17.3 are arranged on the release arm 17.

Fig. 5 bis Fig. 8 zeigen sequenziell den Einrückvorgang der Bremseinheit und den Rücksetzvorgang der Auslöseeinheit 3. Fig. 5 zeigt die Bremseinheit 2 in der Ruhelage bzw. in der Verriegelungslage. Der Konus 14.3 des Verriegelungsbolzens 14.1 hält den Führungsbolzen 15 fest in der Querbohrung 14.2. Die Druckscheibe 17.2 ist mittels der Blattfeder 17.3 und der Träger 8 mittels der Rückstellrolle 26 in der Senke 25 zentriert. Fig. 6 zeigt die Lage des Auslösearmes 17 nachdem der Konus 14.3 aus der Querbohrung 14.2 gezogen worden ist, wobei die erste Druckfeder 16 die Rillen 21 des Auslösearmes 17 an die Führungsschiene 5 geführt hat. Falls sich die Aufzugskabine nicht bewegt, bleibt die Bremseinheit 2 im gezeigten Entriegelungszustand. Falls sich die Aufzugskabine nach unten bewegt, dreht sich der Auslösearm 17 im Gegenuhrzeigersinn um das Drehlager 18 und dreht den Träger 8 mittels Mitnehmer 20 um die erste Achse 11 mit wie gezeigt in Fig. 7. Mit der Drehung des Trägers trifft der Rückstellnocken 8.1 auf die Druckscheibe 17.2 und drückt den Auslösearm 17 und den Führungsbolzen 15 in Richtung Drehlager 18, wobei der Konus 14.3 des Verriegelungsbolzens 14.1 auf dem Führungsbolzen 15 gleitet. Fig. 8 zeigt die Endlage des Trägers 8 mit der zweiten Bremsbacke 9 am Anschlag 22 und der dritten Bremsbacke 10 eingerückt bzw. im Eingriff mit der Führungsschiene 5. Die erste Bremsbacke 6 ist ebenfalls im Eingriff mit der Führungsschiene 5 und erzeugt zusammen mit der dritten Bremsbacke 10 die Bremskraft. Der Rückstellnocken 8.1 hat den Auslösearm 17 und den Führungsbolzen 15 soweit zurückgedrückt, dass der Konus 14.3 in die Querbohrung 14.2 gleitet. Die Bremseinheit 2 ist wie gezeigt in Fig. 8 erneut verriegelt aber noch eingerückt. Mit einer Bewegung der Aufzugskabine nach oben (Gegenrichtung) wird der Träger 8 im Uhrzeigersinn gedreht und, nachdem die dritte Bremsbacke 10 den Kontakt mit der Führungsschiene 5 verloren hat, mittels der in die Senke 25 rollenden Rückstellrolle 26 erneut in der Ruhelage zentriert. Gleichzeitig wird die Druckscheibe 17.2 mittels der Blattfeder 17.3 wieder in die Ausgangslage gedreht. Fig. 5 to Fig. 8 show sequentially the engagement of the brake unit and the reset operation of the trip unit. 3 Fig. 5 shows the brake unit 2 in the rest position or in the locking position. The cone 14.3 of the locking bolt 14.1 holds the guide pin 15 fixed in the transverse bore 14.2. The pressure plate 17.2 is centered by means of the leaf spring 17.3 and the carrier 8 by means of the return roller 26 in the valley 25. Fig. 6 shows the position of the release arm 17 after the cone 14.3 has been pulled out of the transverse bore 14.2, wherein the first compression spring 16, the grooves 21 of the release arm 17 has led to the guide rail 5. If the elevator car does not move, the brake unit 2 remains in the unlocked state shown. If the elevator car moves down, the trigger arm 17 rotates counterclockwise about the pivot bearing 18 and rotates the carrier 8 by means of driver 20 about the first axis 11 as shown in FIG Fig. 7 , With the rotation of the carrier of the return cam 8.1 hits the pressure plate 17.2 and presses the trigger arm 17 and the Guide pin 15 in the direction of pivot bearing 18, wherein the cone 14.3 of the locking bolt 14.1 slides on the guide pin 15. Fig. 8 shows the end position of the carrier 8 with the second brake shoe 9 on the stop 22 and the third brake shoe 10 is engaged or engaged with the guide rail 5. The first brake shoe 6 is also engaged with the guide rail 5 and generates together with the third brake shoe 10 the braking force. The return cam 8.1 has the trigger arm 17 and the guide pin 15 pushed back so far that the cone 14.3 slides in the transverse bore 14.2. The brake unit 2 is as shown in FIG Fig. 8 locked again but still engaged. With a movement of the elevator car upwards (opposite direction), the carrier 8 is rotated clockwise and, after the third brake shoe 10 has lost contact with the guide rail 5, centered again by means of rolling into the recess 25 return roller 26 in the rest position. At the same time the pressure plate 17.2 is rotated by the leaf spring 17.3 back to the starting position.

Claims (7)

  1. Safety gear (1) for an elevator, wherein elevator car and counterweight are guided and movable on guiderails, wherein the safety gear (1) has a braking unit (2) and an actuating unit (3), wherein, by means of the braking unit (2), the elevator car or the counterweight is arrestable by the actuating unit (3) on the guiderails (5), and the actuating unit (3) has an actuating arm (17), which can be brought into frictional engagement with the guiderail (5) and can be set into motion by movement of the car, and the movement of the actuating arm (17) brings brake shoes (6,9,10) of the braking unit (2) into contact with the guiderail (5), wherein, by means of a compression spring (16), the actuating arm (17) can be brought against the guiderail (5) and, by means of an actuator (14), the actuating arm (17) can be unlocked, characterized in that, at one end, by means of a guide bolt (15), the actuating arm (17) is borne in a swivel bearing (18) and, at the other end, to improve the frictional engagement with the guiderail (5), has grooves (21), and the compression spring (16) is arranged coaxially with the guide bolt (15) and rests at one end on the actuating arm (17) and at the other end on a bearing ring (18.1) of the swivel bearing (18).
  2. Device according to Claim 1, characterized in that resetting of the actuating arm (17), of the guide bolt (15), and of the compression spring (16), takes place by means of the swiveling movement of a support (8) of the brake shoes (9,10).
  3. Device according to one of claims 1 or 2, characterized in that resetting cams (8.1) of the support (8) of the brake shoes (9, 10) actuate a compression disk (17.2) of the actuating arm (17) and reset the actuating arm (17).
  4. Device according to one of the foregoing claims, characterized in that, provided for the purpose of returning the support (8) into the neutral position is a spring-loaded resetting roller (26) which, under the effect of a force of a compression spring (27), can be rolled into a depression (25) of a cam disk (23) that is arranged rollably on a first shaft (11) of the support (8).
  5. Device according to one of the foregoing claims, characterized in that the actuator (14) can have applied to it an energy impulse and thereby unlock the actuating arm (17).
  6. Device according to Claim 5, characterized in that the actuator (14) has a locking bolt (14.1) with a cone (14.3), wherein the cone (14.3) penetrates into a crosswise drilled hole (14.2) of the guide bolt (15) and, on occurrence of an energy impulse, the cone (14.3) unlocks the guide bolt (15).
  7. Method for engaging a safety gear (1) for an elevator, wherein elevator car and counterweight are guided and movable on guiderails, wherein, by means of a braking unit (2), the elevator car or the counterweight is arrestable on the guiderails (5) by an actuating unit (3), wherein an actuating arm (17) of the actuating unit (3) is brought into frictional engagement with the guiderail (5), wherein, through the movement of the car, the actuating arm (17) is set in motion and, through the movement of the actuating arm (17), brake shoes (6,9,10) of the braking unit (2) are brought into contact, and, by the movement of the car, engagement, with the guiderail (5), wherein the actuating arm (17), which is unlockable by means of the actuator (14), is brought, by means of a compression spring (16), against the guiderail (5), characterized in that, at one end, by means of a guide bolt (15), the actuating arm (17) is borne in a swivel bearing (18) and, at the other end, has grooves (21) to improve the frictional engagement with the guiderail (5), and the compression spring (16) is arranged coaxially with the guide bolt (15) and rests at one end on the actuating arm (17) and at the other end on a bearing ring (18.1) of the swivel bearing (18).
EP06115315A 2005-06-17 2006-06-12 Safety brake device Active EP1733992B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP06115315A EP1733992B2 (en) 2005-06-17 2006-06-12 Safety brake device

Applications Claiming Priority (2)

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EP05105374 2005-06-17
EP06115315A EP1733992B2 (en) 2005-06-17 2006-06-12 Safety brake device

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EP1733992A1 EP1733992A1 (en) 2006-12-20
EP1733992B1 EP1733992B1 (en) 2010-02-17
EP1733992B2 true EP1733992B2 (en) 2013-02-27

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US (1) US7299898B2 (en)
EP (1) EP1733992B2 (en)
JP (1) JP5026743B2 (en)
KR (1) KR101227710B1 (en)
CN (1) CN1880208B (en)
AT (1) ATE457954T1 (en)
AU (1) AU2006202693B2 (en)
BR (1) BRPI0601926B1 (en)
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ATE457954T1 (en) 2010-03-15
KR20060132506A (en) 2006-12-21
ES2341359T3 (en) 2010-06-18
CN1880208B (en) 2010-09-15
KR101227710B1 (en) 2013-01-29
DE502006006147D1 (en) 2010-04-01
CN1880208A (en) 2006-12-20
EP1733992A1 (en) 2006-12-20
ES2341359T5 (en) 2013-06-25
US20070007083A1 (en) 2007-01-11
EP1733992B1 (en) 2010-02-17
BRPI0601926A (en) 2007-02-13
AU2006202693B2 (en) 2011-06-30
AU2006202693A1 (en) 2007-01-11
BRPI0601926B1 (en) 2018-06-12
US7299898B2 (en) 2007-11-27
JP2006347771A (en) 2006-12-28
JP5026743B2 (en) 2012-09-19

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