EP1930282B1 - Dispositif de freinage destiné à arrêter et à freiner une cabine d'ascenseur dans une installation d'ascenseur - Google Patents

Dispositif de freinage destiné à arrêter et à freiner une cabine d'ascenseur dans une installation d'ascenseur Download PDF

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Publication number
EP1930282B1
EP1930282B1 EP07122254A EP07122254A EP1930282B1 EP 1930282 B1 EP1930282 B1 EP 1930282B1 EP 07122254 A EP07122254 A EP 07122254A EP 07122254 A EP07122254 A EP 07122254A EP 1930282 B1 EP1930282 B1 EP 1930282B1
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EP
European Patent Office
Prior art keywords
brake
lining
braking
force
movable
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Application number
EP07122254A
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German (de)
English (en)
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EP1930282A1 (fr
Inventor
Nicolas Gremaud
Mathis Baur
Daniel Fischer
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Inventio AG
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Inventio AG
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Priority to EP07122254A priority Critical patent/EP1930282B1/fr
Publication of EP1930282A1 publication Critical patent/EP1930282A1/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
    • 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
    • B66B5/22—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 linearly-movable wedges
    • 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 present invention relates to a braking device for holding and braking an elevator car in an elevator installation and a corresponding method.
  • the elevator installation includes an elevator cage which is arranged to be movable along one or more rails in an elevator shaft in up and down direction.
  • the elevator car is driven by a drive either directly or indirectly by means of suspension and the car is held and secured by a braking device.
  • the cabin further includes a counterweight which is connected via the suspension means to the cabin. The counterweight partially compensates for the weight of the cab.
  • the brake device arrangement comprises two redundant brake devices, then an emergency stop should also be ensured by only one brake device, which consequently must provide twice the brake force for reasons of reliability, for example at a landing stop.
  • each own brake devices are therefore provided for the different braking situations.
  • a pure braking device for braking an elevator car known in which a movable brake pad by a Lifting device or by a movement of the elevator car, is pushed onto a wedge surface, which then delivers the movable brake pad under frictional engagement with the rail automatically. Only by this feed movement, a spring is tensioned, which can counteract an electromagnet to regulate the force acting on the movable brake pad normal force.
  • This braking device is not suitable for holding an elevator car, since it requires a movement of the elevator car for actuating.
  • the EP 1 528 028 A2 describes a holding brake device according to the preamble of claim 1, in which a reset passive brake pad assumes the function of an active, biased by a compression spring against the rail and ventilated by an actuator brake pad, if this brake pad fails.
  • the braking device is floating.
  • the same, defined by the spring tension normal force is always exerted on the brake pad upon activation or non-ventilated brake device. If such a braking device therefore assume both the holding and the emergency stop braking function, this normal force must be sufficient for braking and is thus oversized for the normal holding function.
  • Such an oversized holding normal force adversely loads the braking device and the rail and requires a high actuator energy for releasing the highly preloaded spring.
  • Object of the present invention is therefore to provide a braking device available that can exert different normal forces on brake pads upon activation of the braking device for holding and braking.
  • the normal force for holding and thus a required for ventilating, or deactivating the braking device required actuator can be performed minimally.
  • a braking device according to the preamble of claim 1 and a braking method of claim 16 further developed by the characterizing features.
  • a braking device for holding and braking an elevator car in an elevator installation, which braking device is arranged to be movable relative to a braking track, along this braking track in two traversing directions, comprises a brake pad held in a receptacle which engages in frictional engagement with the braking track a movement of the braking device relative to the braking path in at least one of the two Verfahrraumen automatically delivers and thereby spans a first chip means that the Brake pad against the rail clamped with a clamping force, and can be released by an actuator.
  • the activated actuator releases the brake pad in normal driving mode, ie it removes it from the brake track and thus interrupts the frictional connection between them, as a result of which the brake device exerts no braking action.
  • the braking device is thus deactivated. If the actuator is deactivated, the first clamping means presses the brake lining against the braking track and thus activates the braking device.
  • the thereby exerted by the clamping means on the movable brake lining normal force FLN H or pre-clamping force defines the frictional force between it and the brake track.
  • the braking device is embodied such that, when the actuator and the stationary braking device are not ventilated, a retaining force which essentially corresponds to the prestressing force and which acts in both directions of travel can be generated.
  • the pre-chip force is passed over the brake lining and the associated brake plate holder in such a way that the frictional force or the braking force can be used for holding, ie in particular the brake lining does not slip away within the scope of the intended holding force.
  • the prestressing force can thereby be kept to a minimum and since the brake pad is automatically delivered relative to the braking track during a movement of the braking device or when the intended holding force is exceeded, ie moved in such a way that the first tensioning device is tensioned further, the latter increases Normal force exerted by the first clamping means on the brake pad until a normal force FLN N sufficient for an emergency stop or the resulting braking force is made available.
  • a delivery is understood to mean, in particular, a movement of the brake lining, which already has frictional contact with the brake track, or a corresponding control means in such a way that the first clamping device is further tensioned.
  • the braking device now comprises a first Zustellbegrenzungssch which locks a feed position of the brake pad in a first position and in a second position enables a feed movement of the brake pad. If the braking device to exercise a holding function, the first Zustellbegrenzungssch is switched to the first position. An advancing movement of the movable brake lining is effectively prevented by the delivery limiting means connected to the first position. This is preferably done actively by a power-supplied lock, so that in case of failure of this power supply, the first Zustellbegrenzungsstoff switches automatically or under the action of the feed movement of the movable brake pad in the second position. Alternatively, the body is coupled to the lock with a defined pushing-away force, so that automatically switches to a second position before slipping the pad, the lock.
  • the actuator and the lock are disabled while the elevator car moves or the lock disables itself, as the brake pad slips and exerts a corresponding pushing force on the automatically switching lock.
  • the first clamping means moves the brake pad against the brake track, which delivers this under frictional engagement.
  • the first tensioning means is tensioned so that the normal force exerted on the brake lining increases at least to a normal force FLN N sufficient for an emergency stop.
  • the actuator is deactivated while the elevator car is stationary while the lock is activated.
  • the first clamping means in turn moves the brake pad against the brake track.
  • the movable brake pad can not deliver due to the first Zustellbegrenzungsffens located in its first position, so that the force exerted on it normal force is limited to a lower, sufficient for holding normal force FLN H , or biasing force.
  • the normal forces exerted by the first tensioning means on the movable brake pad differ by the normal force increase which the tensioning means additionally applies during the advancing movement of the movable brake pad.
  • a braking device exerts at a landing stop a lower normal force FLN H on the movable brake pad and automatically provides a higher normal force FLN N in an emergency stop according to the feed movement of the movable brake pad.
  • a brake device according to the invention and a brake track are therefore less heavily loaded during normal operation.
  • the actuator can be designed for this lower normal force FLN H out.
  • the braking device instead of the first Zustellbegrenzungsmittels a multi-part brake pad, in particular a fixed brake pad and a movable brake pad, which are biased jointly by the first clamping means and released by the actuator, wherein advantageously the movable brake pad a second biasing means is biased against the braking track when the fixed brake pad comes into contact with the braking track.
  • the multi-part brake pad acts on a common braking surface of the brake track.
  • this braking device exercises a holding function, only the preload of the second clamping device acts on the movable brake lining.
  • This is preferably selected to be relatively small, so that the majority of the force exerted by the first tensioning means when the actuator is deactivated acts as a normal force on the fixed brake lining.
  • This normal force depends, inter alia, on the elasticity of the second tensioning means and on the gap between the released fixed brake pad and the brake track and can be selected accordingly.
  • the design is designed such that a large part of the normal force acts on the fixed brake pad, whereby a maximum holding force can be achieved.
  • the movable brake pad which is biased by the second tensioning means and accordingly protrudes beyond the fixed brake pad, if this does not affect the brake track, first in contact with the brake track.
  • it is delivered under frictional engagement with the brake track and clamps the first clamping means, whereby the normal force acting on the movable brake pad increases to a higher, sufficient for an emergency stop normal force FLN N , force.
  • the fixed brake lining no longer comes into contact with the brake track, the power flow takes place exclusively via the movable brake pad.
  • the emergency brake function is also guaranteed in a possible slipping out of a holding position, since the pressed with little force movable brake pad would be delivered as described with frictional engagement with the brake track.
  • a brake device also exerts a lower normal force FLN H on the fixed and movable brake pad and automatically provides a higher normal force FLN N during an emergency stop according to the feed motion of the movable brake pad.
  • FLN H normal force
  • FLN N normal force during holding
  • the approximate total forward or normal force is available for holding.
  • a feed movement of the movable brake pad and thus a sagging of the car and an increase in the normal forces acting on the brake track are prevented.
  • This possibly unexpected slipping can be subsequently detected in case of need by means of a sensor or switch.
  • This can also be a reliable statement on the security status of a braking device. For example, due to wear or hardening of the fixed brake lining, which is to effect the holding of the car in a floor, a holding ability leads to slipping of the cabin, which as described leads to a delivery of the movable brake pad and thus in turn to a hold. Since this can now be determined by means of the sensor or switch does not occur unsafe condition, as timely maintenance or repair of the braking device can be initialized.
  • the braking device is arranged on the elevator car.
  • the cabin is guided along rails, which are also used as braking track.
  • Two or more braking devices are advantageously arranged in pairs, wherein in each case at least one braking device acts on a rail. This is advantageous because in this arrangement, the elevator car is held directly and thus no oscillations occur at the car even during loading and unloading operations.
  • the braking device can also be arranged in the drive, in which case the braking track is defined by a brake disk or drum.
  • the drive can be arranged separately in or outside the shaft and an operation of the Elevator car is then carried on suspension. The drive can of course also be done directly on the cabin or on the counterweight.
  • a relative movement between brake device and brake track can be different.
  • the braking track can be mounted stationary and the braking device moves along the brake track or the braking device can be arranged stationary with the brake track or a brake disc then moves along the braking device.
  • the above-described embodiment according to claim 9 or the first embodiment according to claim 1 is developed so that they can fulfill not only the emergency stop but also a free-fall brake function. This is particularly advantageous when the braking device is arranged on the cabin.
  • this particularly preferred embodiment comprises a second Zustellbegrenzungsstoff limited in a first position, a feed movement of the movable brake pad and in a second position allows a further feed movement of the movable brake pad.
  • the second Zustellbegrenzungsstoff which is like the first Zustellbegrenzungsstoff preferably actively switched by a powered barrier, so that in case of failure of this energy supply Zustellbegrenzungsstoff automatically or under the action of the feed movement of the movable brake pad in the second position, switched to the first position in which the feed movement of the movable brake pad is limited to a certain maximum movement.
  • the movable brake pad automatically adjusts itself until the second delivery limiting means prevents it from further advancing movement.
  • This predetermined by the second Zustellbegrenzungsmittel maximum feed movement limits the maximum occurring during an emergency stop normal force FLN N , so that an excessive braking deceleration on the passengers and a correspondingly high load on the braking device, the rail and the elevator car can be avoided.
  • the Zustellbegrenzungsstoff is preferably designed such that it can be deactivated even during braking, for example, if an insufficient delay in emergency stop would be detected. Thus, the normal force during braking in case of need can be further increased.
  • This second amplification stage allows a fine graded to the different braking situations braking force.
  • a braking device without this second amplification stage can be used for a freefall braking, in which case there is a braking force surplus in emergency stop operation.
  • the braking device comprises a third clamping means, which biases the movable brake pad against its advancing movement. This advantageously ensures that the movable brake pad is always in its undelivered position while driving. In an emergency stop or a free-fall braking, the movable brake pad can be delivered against the third clamping means, which is preferably formed correspondingly weak for this purpose.
  • the rigidity of the first clamping means is progressive.
  • the normal force increasing with a delivery of the movable brake lining increases more and more, so that in an emergency stop or a free-fall braking, in which a large feed movement occurs, particularly high braking forces are provided.
  • only a relatively small actuator energy must be expended for releasing the brake pads, in which the first clamping means still has a lower rigidity.
  • the first clamping means may comprise a holding clamping means whose clamping path is limited, and a reinforcing clamping means whose rigidity is higher than that of the holding clamping means.
  • Holding clamping means and reinforcing clamping means are preferably connected in series, so that first, for example, when a release of the brake pads, the actuator operates against the softer holding clamping means and this requires little energy.
  • the reinforcing clamping means can also be integrated directly into components of the braking device, for example by making brake calipers correspondingly elastically resilient.
  • the movable brake lining In order to realize the advancing movement of the movable brake lining, it can be mounted on the brake caliper via a wedge surface, which is acted on by the first tensioning means and the actuator, wherein the wedge surface effects the advancing movement of the movable brake lining. If the movable brake pad follows the relative movement of the brake track with respect to the brake device under frictional engagement, then the wedge surface simultaneously forces the brake caliper to move out perpendicular to the stroke movement of the movable brake pad. This Ausschweg can be used to tension the first clamping means.
  • the brake pad is mounted on the brake caliper via an eccentric disc, so that the eccentric disc effects the advancing movement of the brake pad.
  • the eccentric disc for example by means of cam, frictionally the relative movement of the brake track relative to the braking device, the eccentric rotates with the lifting movement of the movable brake pad and thereby changes the distance of the movable brake pad relative to the pivot point of the eccentric disc. This change in distance can be used for clamping the first clamping means.
  • the eccentric disc has an area of low rigidity. Thus, a large part of the acting biasing force is guided over the brake pad and a holding force can be obtained with minimal preload force.
  • the braking device comprises two brake circuits, each of which has a movable brake pad and a first Zustellbegrenzungssch and / or an undeliverable brake pad.
  • the two brake circuits act on a brake track with two braking surfaces, which braking surfaces are advantageously formed by opposing surfaces of a rail web.
  • the two brake circuits can thus pinch the brake track or the rail bar.
  • the deliverable brake pads both Brake circuits can be acted upon by their own first clamping devices and actuators.
  • the movable brake pads of both brake circuits are acted upon by a common first clamping means and a common actuator, which advantageously reduces the construction costs and space requirements.
  • only one of the brake circuits can be equipped with a movable brake pad and a Zustellbegrenzungsstoff and / or an undeliverable brake pad, while the other brake circuit is designed with a fixed brake pad.
  • the movable brake pads of the two brake circuits can deliver automatically at the same or different directions of travel of the elevator car relative to the rail.
  • Adjust the brake pads at different traversing directions so the Bremskrafterhöhung can act in both directions, advantageously different delivery routes and thus different braking force increases can be displayed. If, for example, the elevator car is partially balanced, different emergency brake loads can occur if the suspension element is intact, depending on the cabin load. Conversely, the braking force increase in one direction can be increased if both movable brake pads deliver in the same direction of travel.
  • FIGS. 1 to 4 show a holding and emergency stop braking device according to a first embodiment of the present invention. It shows Fig. 3 the two brake circuits comprehensive
  • each brake circuit of the braking device comprises a brake caliper 10 which is rotatably mounted on a pin 11.
  • a holding clamping means in the form of a first compression spring 3.1 elastically biases both brake calipers 10 against a guide rail 1, to which an elevator car (not shown), to which the braking device is attached, can move vertically.
  • the guide rail (1) has two braking surfaces (1a, 1b).
  • An actuator in the form of an electromagnet 4 can ventilate the brake calipers 10 against the voltage of the first compression spring 3.1 and serves in this example simultaneously as a stop, ie limits the tension of the first compression spring 3.1.
  • a brake wedge holder 13 is slidably guided against the rail 1 and elastically mounted in this direction by a Verstärkungsspannstoff in the form of a fourth compression spring 3.2, which has a higher spring stiffness than the first compression spring 3.1.
  • the first and fourth compression springs 3.1, 3.2 together with the brake caliper 10 form a tensioning means chain or a first tensioning means 3.
  • a brake wedge 12 can move in the direction of the relative movement between the elevator car and the rail between two stops and is forcibly guided by a wedge surface 9.
  • the wedge surface 9 is oriented so that the brake wedge 12 presses the brake wedge holder 13 against the fourth compression spring 3.2 when it moves relative to the brake wedge holder 13 upwards.
  • the right brake circuit of the brake wedge presses the brake wedge recording, however, against the fourth compression spring when it moves relative to the brake wedge holder 13 down.
  • a third clamping means in the form of a relatively weak third compression spring 8 ties the brake wedge 12 in the brake wedge holder 13 in its lowermost (left brake circuit) or uppermost (right brake circuit), by the one stop limited initial position.
  • a second Zustellbegrenzungsmittel 7 is provided in the form of a wedge 7.1, the under the force of an activated lock in the form of a further electromagnet 7.2 protrudes into the wedge surface 9 and limits a movement of the brake wedge 12 along the wedge surface 9. If the additional solenoid 7.2 is activated, it presses the wedge 7.1 far enough into the wedge surface that the brake wedge 12 moves out of its initial position (FIG. Fig. 1, 2 ) only up to one in Fig.
  • the left brake circuit has a long wedge surface 9. This results in a correspondingly large delivery option and a correspondingly large clamping possibility of the clamping elements 3, resulting in a correspondingly high maximum normal force FLN F can result when the left brake wedge 12 reaches its upper end position.
  • the right brake circuit in contrast, has a shorter wedge surface. As a result, the maximum achievable normal force is smaller when the relative travel direction of the rail to the braking device is reversed. As a result, the force levels can be designed depending on the direction of travel.
  • a movable brake pad 2 is slidably guided against the rail 1 and elastically supported in this direction by a second clamping means in the form of a second compression spring 6, which has a low spring stiffness.
  • fixed brake pads 5 are arranged on the brake wedge holder 13 so that they are slightly set back against the contact surface of the movable brake pad 2 with the rail 1 when the second compression spring 6 is relaxed.
  • Fig. 1 shows the left brake circuit of the braking device in the released or deactivated state.
  • the electromagnet 4 is supplied with energy, pulls the brake caliper 10 against its acting as a stop left end face and thereby biases the first compression spring 3.1 maximum.
  • the displacement of the brake caliper 10 to the rail 1 is dimensioned so that in the released state of the movable brake pad 2 and the fixed brake pads 5, the rail 1 and the braking surface 1 a do not touch. Therefore, the second compression spring 6 is relaxed and placed the movable brake pad 2 in its from the brake wedge 12 furthest protruding initial position.
  • the third compression spring 8 is also relaxed, so that the brake wedge 12 is placed in its lowest initial position.
  • the fourth, in comparison rigid, compression spring 3.2 is relaxed, since no forces act on the brake wedge holder 13.
  • the electromagnet 4 In this released state, the electromagnet 4 must be supplied with only enough energy to maximally tension the first compression spring 3.1. In particular, therefore, he does not have to work against the fourth compression spring 3.2.
  • the elevator car and the brake device attached thereto can move vertically unhindered relative to the rail 1.
  • Fig. 2 shows the left brake circuit of the braking device at a floor stop.
  • the electromagnet 4 is deactivated.
  • the first compression spring 3.1 partially relaxes and presses on the brake caliper 10, which consequently rotates about the pin 11.
  • the movable brake pad 2 comes into contact with the rail 1.
  • the second compression spring 6 is relatively weak, it is under the action of the first compression spring 3.1, the brake caliper 10 continues to rotate around the pin 11 against the rail 1, as long stretched until the fixed brake pads 5 come into contact with the rail.
  • the brake caliper 10 continues to rotate until the fourth compression spring 3.2 is stretched so far that it exerts an equally large counter torque to the spring force of the first compression spring 3.1.
  • the electromagnet 4 must apply only a relatively small force to maximally tension the preloaded first compression spring 3.1 and so to ventilate the braking device.
  • the elevator car is held at a floor stop of two identical braking devices according to the preferred embodiment of the present invention, so that the weight G of the elevator car, or the differential force between the counterweight and the car, each to a quarter on the fixed brake pads 5 a brake circuit a braking device distributed.
  • ⁇ denotes the static friction coefficient between rail 1 and fixed brake linings 5.
  • safety factors are neglected for the sake of clarity.
  • the elevator car is thus held at a regular floor stop substantially on the frictional engagement between the fixed brake pads 5 and the rail 1 and the movable brake pad remains in his in Fig. 2 shown initial position.
  • a first Zustellbegrenzungssch is provided in place of the fixed brake pads 5, which is functionally identical to the second Zustellbegrenzungsstoff 7.
  • This first infeed limiting means completely blocks movement of the brake wedge 12 along the wedge surface 9, i. sets the brake wedge 12 in its initial position.
  • the movable brake pad 2 which can now no longer deliver by the method of the brake wedge 12 along the wedge surface 9, like a fixed brake pad, so that, as described above with respect to the first embodiment, a sagging of the elevator car at a floor stop or a high bias of the first compression spring 3.1 can be avoided.
  • Fig. 3 shows the braking device in an emergency stop.
  • the elevator car in the exemplary embodiment has two identical brake devices according to the first embodiment of the present invention, of which, for example, each act on both sides of the car arranged guide rails 1.
  • the elevator car should be able to be braked to a standstill with intact suspension by the braking device, for example, if the engine brake of the drive unit fails or there is a control defect.
  • the remaining brake device at least does not further accelerate, even in an overload condition.
  • each braking device alone must be able to support the overweighting force Ü of the elevator car. Accordingly, each brake circuit must exert a significantly higher frictional force on the rail 1 in relation to the above-described holding at a floor stop.
  • an overload condition of 125% of the normal load and a weight difference of 50% of the normal load between the counterweight and the cab there is thus the requirement for a factor of three increased braking force and thus a correspondingly increased normal force.
  • the normal force generated by the second compression spring 6 causes a force acting on the movable brake lining friction, which seeks to take this in the direction of the relative movement of the braking device relative to the rail 1. If, for example, the elevator car moves vertically downwards, the movable brake lining 2 is displaced upward. He takes the brake wedge 12, which slides on the wedge surface 9 upwards.
  • the brake caliper 10 runs against the stop formed by the end face of the electromagnet 4, which prevents further compression of the first compression spring 3.1. Shifts now the movable brake pad 2 with the brake wedge 12 further up and presses the brake wedge holder 13 further outward, so only the fourth, stiffer compression spring 3.2, or defined by the brake caliper 10 or other components of the braking device spring stiffness, further excited.
  • the rigidity of the first clamping means 3 increases progressively.
  • the left brake circuit exerts a higher normal force on the rail 1 than is the case with a hold at a floor stop, in which the electromagnet is deactivated after the elevator car has come to a standstill: on the one hand, the movable brake lining 2 is established under frictional engagement with the rail 1 and thereby clamps the first clamping means 3 more than at a floor stop.
  • the additional tensioning path can be specified by the choice of the wedge angle and / or its length.
  • the stiffness of the first clamping means 3 jumps to a significantly higher value as soon as the brake caliper 10 strikes the electromagnet 4 and the first compression spring 3.1 can not be further compressed. The further delivery is completely implemented in the compression of the stiffer fourth compression spring 3.2. It goes without saying that the wedge angle must be chosen taking into account the expected coefficient of friction, so that an independent delivery is guaranteed.
  • the movable brake pad 2 thus adjusts itself to a frictional engagement with the rail 1 during a movement of the elevator car relative to the rail automatically and thereby tensions the first chip means 3, so that the normal force acting on the movable brake pad and thus the frictional force applied by the brake device increases , Nevertheless, the electromagnet 4 only has to apply a relatively small amount of energy to the braking device ventilate, as this only the first compression spring 3.1 must be stretched maximum.
  • the delivered movable brake pad is first moved in the direction of its normal position, which is defined for example by spring 8, before the brake device is released. This can be achieved by moving the brake device in a brake opposite direction.
  • the movable brake pads 2 of the two brake circuits with different travel direction of the elevator car relative to the rail automatically: due to the opposite inclined wedge surfaces, the movable brake lining of the left brake circuit increases when the elevator car is braked during a downward travel, while the movable Brake pad of the right brake circuit is delivered when an emergency stop occurs during an upward movement of the elevator car.
  • different brake force gains can be specified for the up and down direction, which is particularly advantageous in partially balanced lifts in which the over the intact suspension means with a counterweight connected elevator car in case of failure of Drive unit is pulled up or slips down.
  • both brake circuits can deliver relative to the rail even in the same direction of travel of the elevator car and thus increase the braking force particularly strong in an emergency stop in a direction of movement.
  • Another advantage of the present invention is found when the frictional force between rail 1 and fixed brake pad 5 is erroneously too low because, for example, the fixed brake pad or rail is worn or soiled, so that the friction coefficient decreases. If the frictional force applied via the fixed brake pad 5 is insufficient in the case of a floor stop, then as described above, the elevator car will sag a little. As a result, the movable brake lining 2 continues to increase until the tension of the first clamping device 3, which is increased by its delivery, becomes so great that a sufficient frictional force is generated.
  • the present invention provides a safety-redundant braking device that automatically adjusts itself to faulty low frictional force at a floor stop until a sufficient frictional force is present to keep the elevator car safely.
  • This feed movement could be detected by a sensor, whereby a sagging in the hold could be detected and appropriate maintenance could be initialized.
  • Fig. 4 shows the braking device in a freefall braking. Essentially, this runs like the emergency stop described above. However, since the suspension element is defective in a freefall braking and the elevator car is no longer at least partially braked by a counterweight and an internal friction of a drive unit, here the braking device must apply an even higher braking force.
  • the second Zustellbegrenzungsstoff 7 is deactivated by the other solenoid 7.2 is not supplied with energy.
  • the electromagnet 4 first, the movable brake pad 2 in frictional contact with the rail 1, is taken from this and put it to. This increases the force acting in frictional contact between the movable brake pad and rail normal force and, accordingly, the braking force. Since the wedge 7.1 is no longer locked by the further electromagnet 7.2, the brake wedge 12 presses it out of the Wedge surface 9 down and can drive up to a top (left brake circuit) end position where it is stopped by the other of the two stops in the brake wedge holder 13.
  • this maximum braking force is achieved only in a freefall braking, while the activated second Zustellbegrenzungsffen limits the braking force in an emergency stop to a lower value and thus unnecessarily high loads on the guide rail 1, the elevator car, the braking device and the passenger avoids.
  • a free fall can only take place in the downward direction, generally only one side of the braking device (in the example shown, the left side) is equipped with a corresponding feed stroke and the other side has a correspondingly reduced feed stroke.
  • further delivery delimiting means may be used to define intermediate braking values.
  • the Zustellbegrenzungsstoff 7 may be equipped in place of the electromagnets 7.2 with a spring grid system, which allows a Weghold the Zustellbegrenzungsstoffs when a definable holding force is exceeded.
  • FIGS. 5A to 5D show an alternative delivery of the movable brake lining 2 by an eccentric disc 12 'in the various braking situations “ventilated” ( Fig. 5A ), “Floor stop” ( Fig. 5B ), “Braking downwards” ( Fig. 5C ) or “braking downwards” ( Fig. 5D ).
  • the braking device with this alternative delivery corresponds in its basic structure of the first embodiment described above, so that only the differences from the first embodiment will be discussed below.
  • the movable brake pad 2 ' is guided on an eccentric disk 12', which is mounted rotatably about a pin 14 on an eccentric mount 13 '.
  • the eccentric receptacle 13 ' corresponds to the extent of the brake wedge receptacle 13 of the first embodiment, so that the subsequent construction with the first clamping means, actuator and the like is not shown.
  • a second brake circuit advantageously consists of a fixed brake pad 5, which in a manner already shown by compression spring 3.2 and pliers 10 connected to a first clamping means, actuator and the like.
  • the shape of the cam 12'a in this case defines a rotational angle to be traversed, since the control cam is rotated so far frictionally until the eccentric disc has the brake pad 2 ', 5' delivered to the rail so far that this takes over a major part of the normal force.
  • the cam is advantageously provided with Reibunter spander surface, for example, roughened and hardened.
  • the elastic region 6 'of the control disk 12'a is designed according to the invention such that during a relative movement of the braking device to the rail 1, the control cam is rotated, but on the other hand when holding in a floor of the substantial part of the normal force from the brake pad 2', 5 'is taken ,
  • the control cam 12'a together with the eccentric disk 12 'defines the tensioning of the braking device.
  • the brake device stretched wide and built up a correspondingly high braking force.
  • a free fall of the elevator car can be secured.
  • braking up as in Fig. 5D it can be seen that the braking device is relatively less tensioned by the control cam 12'a rotating in the reverse direction, whereby a correspondingly lower braking force is established.
  • a feed movement by means of a Zustellbegrenzungsmittels be limited occasionally by the rotational movement of the Excenters is limited by a switchable lock. Attention should be paid to a careful coordination of the control cam with the Excenters.
  • the cam is in the areas of rotation limitation, or at the place where the cam is in the rotation limiting the rail in contact, also elastic perform.
  • the braking device shown is shown using the example of a use as a car brake. However, this device is also executable as part of the drive. Likewise, it can be placed on the counterweight. Furthermore, at the Examples only spoken of coefficient of friction. Of course, the interpretation can also take into account differences between static friction and Gleitreibwert.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)
  • Braking Arrangements (AREA)
  • Cage And Drive Apparatuses For Elevators (AREA)

Claims (16)

  1. Dispositif de freinage pour arrêter et freiner une cabine d'ascenseur dans une installation d'ascenseur,
    le dispositif de freinage est disposé de manière à être mobile par rapport à une glissière de frein (1), le long de celle-ci, dans deux sens de déplacement,
    le dispositif de freinage contient un logement (13) avec une garniture de frein (2, 5), et un premier moyen de contrainte (3),
    le logement (13) avec la garniture de frein (2, 5) est apte à être débloqué par un actionneur (4),
    à l'état activé, non débloqué, du dispositif de freinage, le premier moyen de contrainte (3) contraint le logement (13) et la garniture de frein (2, 5) avec une force de contrainte préalable contre la glissière de frein (1), étant précisé que quand le dispositif de freinage est à l'arrêt, la garniture de frein (2, 5) produit une force d'arrêt qui agit dans les deux sens de déplacement, laquelle force d'arrêt est définie essentiellement par la force de contrainte préalable,
    caractérisé en ce qu'à l'état activé, non débloqué, du dispositif de freinage et lors d'un mouvement relatif consécutif du dispositif de freinage dans l'un au moins des sens de déplacement, une partie de la garniture de frein (2, 5) renforce automatiquement le premier moyen de contrainte (3) et, ainsi, la force de contrainte qui agit sur le logement (13) et sur la garniture de frein (2, 5), et produit ainsi une force de freinage dirigée à l'opposé du sens de déplacement du dispositif de freinage, laquelle force de freinage est définie essentiellement par cette force de contrainte renforcée.
  2. Dispositif de freinage selon la revendication 1, caractérisé en ce que la garniture de frein (2, 5) est en plusieurs parties, étant précisé que la garniture en plusieurs parties (2, 5) peut agir sur une surface de freinage commune (la) de la glissière de frein (1) et que la garniture de frein en plusieurs parties (2, 5) disposée dans le logement (13) comprend une garniture de frein fixe (5) et une garniture de frein mobile (2), et étant précisé que la garniture de frein fixe (5) est apte à être contrainte, avec la garniture de frein mobile (2), par le premier moyen de contrainte (3) et est apte à être débloquée par l'actionneur (4).
  3. Dispositif de freinage selon la revendication 2, caractérisé en ce qu'une grande partie de la force d'arrêt définie par la force de contrainte préalable agit par l'intermédiaire de la garniture de frein fixe (5) lorsque le dispositif de freinage est à l'arrêt, et en ce qu'une grande partie de la force de freinage définie par la force de freinage renforcée agit par l'intermédiaire de la garniture de frein mobile (2) lorsque le dispositif de freinage est déplacé.
  4. Dispositif de freinage selon la revendication 2 ou 3, caractérisé en ce que la garniture de frein mobile (2) est contrainte contre la glissière de frein (1) par un deuxième moyen de contrainte (6) quand la garniture de frein fixe (5) est en contact avec ladite glissière de frein (1).
  5. Dispositif de freinage selon l'une des revendications 2 à 4, caractérisé en ce qu'il comprend également un troisième moyen de contrainte (8) qui contraint la garniture de frein mobile (2) à l'encontre du sens d'avance de celle-ci.
  6. Dispositif de freinage selon l'une des revendications 2 à 5, caractérisé en ce que la garniture de frein mobile (2) est montée par l'intermédiaire d'une surface de coin (9) dans le logement (13) qui est actionné par l'actionneur (4), la surface de coin (9) provoquant, lors d'un mouvement relatif entre le dispositif de freinage et la glissière de frein (1), le mouvement d'avance de la garniture de frein mobile (2).
  7. Dispositif de freinage selon la revendication 1, caractérisé en ce que la garniture de frein (2, 5) est montée par l'intermédiaire d'une plaque d'excentrique (12') dans le logement (13) qui est sollicité par le premier moyen de contrainte (3) et par l'actionneur (4), la plaque d'excentrique (12') provoquant, lors du mouvement du dispositif de freinage par rapport à la glissière de frein, le mouvement d'avance de la garniture de frein (2, 5).
  8. Dispositif de freinage selon la revendication 7, caractérisé en ce que la plaque d'excentrique (12') présente une zone de moins grande rigidité (6').
  9. Dispositif de freinage selon la revendication 6, caractérisé en ce que le dispositif de freinage comprend par ailleurs un premier moyen de limitation d'avance qui empêche un mouvement d'avance de la garniture de frein (2, 5), dans une première position, et permet un mouvement d'avance de la garniture de frein (2, 5), dans une seconde position.
  10. Dispositif de freinage selon la revendication 9, caractérisé en ce qu'il comprend un deuxième moyen de limitation d'avance (7) qui limite un mouvement d'avance de la garniture de frein mobile (2), dans une première position (fig. 1-3 ; 5A-5C), et permet un mouvement d'avance de la garniture de frein mobile (2), dans une seconde position (fig 4 ; fig 5D).
  11. Dispositif de freinage selon l'une des revendications précédentes, caractérisé en ce que la rigidité du premier moyen de contrainte (3) est progressive.
  12. Dispositif de freinage selon l'une des revendications précédentes, caractérisé en ce qu'il comprend deux circuits de frein qui sont actionnés par l'actionneur (4) et le premier moyen de contrainte (3), les deux circuits de frein présentant chacun une garniture de frein (2, 5) apte à être avancée, ou un circuit de frein présentant une garniture de frein (2, 5) apte à être avancée tandis que l'autre circuit de frein présente seulement une garniture de frein fixe (5).
  13. Dispositif de freinage selon la revendication 12, caractérisé en ce que les garnitures de frein aptes être avancées des deux circuits de frein s'avancent automatiquement en présence de sens de déplacement identiques ou différents du dispositif de freinage par rapport à la glissière de frein.
  14. Dispositif de freinage selon l'une des revendications précédentes, caractérisé en ce qu'il est disposé dans une unité d'entraînement, et la glissière de frein comporte un disque de frein ou un tambour de frein relié de préférence d'une seule pièce à une poulie motrice de l'unité d'entraînement, les deux sens de déplacement étant définis par la rotation radiale avant ou arrière du disque de frein ou du tambour de frein.
  15. Dispositif de freinage selon l'une des revendications 1 à 13, caractérisé en ce qu'il est disposé sur la cabine d'ascenseur de préférence par paire, la glissière de frein étant constituée par un rail de guidage de la cabine, et les deux sens de déplacement étant définis par le mouvement montant ou descendant globalement vertical de la cabine.
  16. Procédé pour arrêter et freiner une cabine d'ascenseur dans une installation d'ascenseur, à l'aide d'un dispositif de freinage qui est disposé de manière à être mobile par rapport à une glissière de frein (1), le long de celle-ci, dans deux sens de déplacement,
    lequel dispositif de freinage contient un logement (13) avec une garniture de frein (2, 5), le logement (13) avec la garniture de frein (2, 5) étant apte à être débloqué par un actionneur (4),
    lequel dispositif de freinage contient par ailleurs un premier moyen de contrainte (3), étant précisé qu'à l'état activé, non débloqué, du dispositif de freinage, le logement (13) et la garniture de frein (2, 5) sont contraints par le premier moyen de contrainte (3) avec une force de contrainte préalable contre la glissière de frein (1), moyennant quoi quand le dispositif de freinage est à l'arrêt, une force d'arrêt qui agit dans les deux sens de déplacement est produite,
    caractérisé en ce que grâce à un mouvement relatif consécutif du dispositif de freinage dans l'un au moins des sens de déplacement, le premier moyen de contrainte (3) et, ainsi, la force de contrainte qui agit sur le logement (13) et sur la garniture de frein (2, 5), sont renforcés automatiquement par une partie au moins de la garniture de frein (2, 5).
EP07122254A 2006-12-05 2007-12-04 Dispositif de freinage destiné à arrêter et à freiner une cabine d'ascenseur dans une installation d'ascenseur Active EP1930282B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP07122254A EP1930282B1 (fr) 2006-12-05 2007-12-04 Dispositif de freinage destiné à arrêter et à freiner une cabine d'ascenseur dans une installation d'ascenseur

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP06125391 2006-12-05
EP07122254A EP1930282B1 (fr) 2006-12-05 2007-12-04 Dispositif de freinage destiné à arrêter et à freiner une cabine d'ascenseur dans une installation d'ascenseur

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EP1930282A1 EP1930282A1 (fr) 2008-06-11
EP1930282B1 true EP1930282B1 (fr) 2010-08-04

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US (1) US8312972B2 (fr)
EP (1) EP1930282B1 (fr)
JP (1) JP2008143706A (fr)
KR (1) KR101393877B1 (fr)
CN (1) CN101200259B (fr)
AT (1) ATE476390T1 (fr)
AU (1) AU2007237346B2 (fr)
BR (1) BRPI0704603B1 (fr)
CA (1) CA2613124C (fr)
DE (1) DE502007004629D1 (fr)
HK (1) HK1124029A1 (fr)
MX (1) MX2007015323A (fr)
MY (1) MY143851A (fr)
NZ (1) NZ563353A (fr)
RU (1) RU2007145049A (fr)
SG (1) SG143226A1 (fr)

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US6371261B1 (en) * 1997-11-06 2002-04-16 Otis Elevator Company Molybdenum alloy elevator safety brakes
EP0999168A3 (fr) * 1998-11-03 2001-03-07 Gerhard Schlosser Dispositif de freinage à double action pour ascenseurs ou dispositifs de desserte de rayonnage
CN1267332C (zh) * 2000-06-22 2006-08-02 因温特奥股份公司 安全制动装置和安全制动时制动力与承载装置质量适配的方法
TW593117B (en) * 2000-12-07 2004-06-21 Inventio Ag Safety brake and method for unlocking a safety brake
TW513374B (en) * 2000-12-08 2002-12-11 Inventio Ag Safety brake with retardation-dependent braking force
DE10127664C1 (de) * 2001-06-07 2003-04-17 Kendrion Binder Magnete Gmbh Elektromagnetisch betätigbare Bremsvorrichtung
CN1313346C (zh) * 2001-06-29 2007-05-02 三菱电机株式会社 电梯紧急制动装置
SI1528028T1 (sl) 2003-10-27 2010-08-31 Inventio Ag Zavora za dvigalo
BRPI0601926B1 (pt) * 2005-06-17 2018-06-12 Inventio Aktiengesellschaft Dispositivo de pára-quedas do freio

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2666743A1 (fr) 2012-05-25 2013-11-27 Inventio AG Système de freinage doté dýun dispositif de nettoyage
DE102014004356A1 (de) * 2014-03-27 2015-10-01 Thyssenkrupp Elevator Ag Bremseinrichtung für einen Fahrkorb einer Aufzuganlage
EP3388380A1 (fr) 2017-04-12 2018-10-17 KONE Corporation Procédé et ascenseur
WO2018189307A1 (fr) 2017-04-12 2018-10-18 Kone Corporation Procédé et ascenseur

Also Published As

Publication number Publication date
BRPI0704603A (pt) 2008-07-22
CN101200259B (zh) 2010-09-29
MX2007015323A (es) 2009-02-13
AU2007237346A1 (en) 2008-06-19
EP1930282A1 (fr) 2008-06-11
ATE476390T1 (de) 2010-08-15
US8312972B2 (en) 2012-11-20
US20080128218A1 (en) 2008-06-05
HK1124029A1 (en) 2009-07-03
MY143851A (en) 2011-07-15
NZ563353A (en) 2009-06-26
CA2613124A1 (fr) 2008-06-05
SG143226A1 (en) 2008-06-27
DE502007004629D1 (de) 2010-09-16
KR20080052449A (ko) 2008-06-11
BRPI0704603B1 (pt) 2020-04-28
RU2007145049A (ru) 2009-06-20
JP2008143706A (ja) 2008-06-26
AU2007237346B2 (en) 2013-07-04
CN101200259A (zh) 2008-06-18
KR101393877B1 (ko) 2014-05-15
CA2613124C (fr) 2014-09-23

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