EP1982945A1 - Braking or arresting device with a roller partly running on a bronze coating and an inclined friction surface - Google Patents

Abstract

The mechanism (14) has a gap-forming section (20a) of a pressure element (19) and associated guide rails forming a gap (20). A roll (9) is pulled into the gap during a deceleration or catching action. A stop limits the distance by which the roll is pulled into the gap, and predefines a final position for the roll. The gap is locally provided with a fitting (33) which is designed and arranged such that the roll partially slides on a bearing material in the final position of the roll, and partially slides on a harder material of the pressure element forming remaining sliding surface.

Description

The invention relates to a braking or catching device for an elevator car, which is stirred in a shaft along vertical guide rails. In this case, the braking or catching device uses a provided with a friction roller as a brake body. Once activated, this role is drawn into a gap. In this case, the friction generating pressure is always greater, the further the role is drawn into the gap in the direction of its final position.

The term "elevator car or car" is used here and in the following as a collective term and includes both conventional combinations of cabins or load carriers or platforms of all kinds, which are supported by a car frame, as well as car frame-less constructions.

Braking or catching devices on elevators serve to lift an elevator car in the event of an uncontrolled driving condition or an impermissibly high driving speed, such as they z. B. in case of malfunction of the controller or a drive or its brake and a rope break may occur, decelerate.

A corresponding brake catch device is known, for example, from the European patent application EP 0 841 280 A1 known.

The proposed by said patent application brake catcher is of modern design, it comes with only a few components. Unlike the older brake catcher devices from the prior art, it requires no additional screw or disc springs to specify a defined course of the braking force up to the cabin catch. Instead, the intended for mounting on the elevator car and the brake roller overlapping housing of the brake catcher (hereinafter: the pressure body) is designed here so that it exerts itself a defined spring action. This, by the pressure body with activated brake on the one hand, possibly with the interposition of a friction lining presses directly on the guide rail and presses on the other side indirectly via the brake roller on the guide rail. The further the brake roller is pulled along its direction in the groove assigned to it, the stronger the pressure body is elastically expanded. The current braking forces are correspondingly higher. This spring effect, together with the corresponding layout of the groove or gap, where the brake roller runs under high friction, to the fact that sets the desired, defined braking effect.

A major advantage of this known brake catcher is in particular that its special design already largely counteracts home misalignment between the guide rail and the braking surface. Therefore, the use causes d. H. the activation of this brake catcher, only a slight wear on the guide rail. The brake catcher itself is only subject to low wear.

How this known brake device is triggered is not explicitly described in said patent application. However, it will be readily apparent to those skilled in the art that this brake catcher is intended for mechanical actuation of the conventional type. This, because its brake roller is equipped with an outwardly projecting beyond the housing and its cover plate, one-sided stub axle. This stub axle should obviously be connected directly or indirectly with the rope circulating in the shaft of a conventional speed limiter system, cf. Fig. 3 the EP 0 841 280 A1 , This is to be mentioned only marginally.

The of the EP 0 841 280 A1 Proposed, special type of brake or catching device has proven itself in practice. However, it has been shown that both in this and in other types of braking or catching devices with a similarly acting role problems occur when the surface pressure or the relative speed between the steel roller and the likewise steel component or components on which the Roller slides, becomes too high. It then often occurs seizure between the sliding steel components. As a result, the braking or catching device prematurely unusable - braking or catching devices are safety components on which no damage is allowed, which can affect the function in an incalculable manner, the function may not currently be affected.

In a not yet published at the time of the first application patent application of the Applicant has already been proposed to slide the role in its final position on a use or fitting of non-ferrous metal. This, in order to ensure an easier solubility of the braking or catching device and to ensure that even with often repeated operation of the braking or catching device almost always the same friction conditions occur. However, such a solution in which the roller with its entire surface over which it frictionally sliding contact with the pressure body on the non-ferrous metal, not suitable to realize a braking or catching device, the very high pressures between the roller and developed their sliding partner and thus allows extremely high braking forces. Because where the roller with the entire surface on the non-ferrous metal glides, the maximum allowable pressures are limited from the outset. Therefore, such a braking device is not usable by itself in the performance areas in which seizure occurs in constructions using steel sliding partners.

It is therefore an object of the invention to further develop braking or catching devices of the generic type such that it does not come to feed even at high pressures between the roller and its sliding partner.

According to the invention this is achieved in a braking or catching device of the type mentioned by the features of claim 1.

The tribological conditions are overall (and thus the entire sliding behavior, including that in the steel pairing) significantly improved by the fact that the gap is provided on the side of the pressure hull in the region of its end position locally with a fitting of bearing material, which is designed and arranged in that, in its final position, the roller partly slides on the bearing material and partly on the i. d. R. harder material of the rest of the sliding surface providing pressure hull. This remaining sliding surface need not necessarily be an integral part of the pressure hull. Instead, it may also be another fitting that is attached to the pressure body.

With regard to the meaning of the word fitting, it should be noted that a fitting advantageously (but not necessarily) means a separate, attached to the pressure body component. Rather, in principle, sprues or otherwise thick coatings are covered. However, the best results can be achieved by means of a component that is fastened separately and / or permanently to the pressure body and serves as a fitting. This is because the easiest way to provide for a bearing made of bearing material, which has the required thickness and abrasion resistance in said manner.

Preferably, the fitting consists of a non-ferrous metal. Non-ferrous metals have the required tribological properties. Ideally, a non-ferrous metal is selected that can withstand high pressures. Such a non-ferrous metal is for example bearing bronze.

In the context of a preferred embodiment it is provided that the pressure body (or the additional fitting on which the roller next to the lining of bearing material glides) is made of tempered steel, instead of spring steel. This brings significant advantages in the machining of the pressure hull, because spring steel can only be machined extremely bad.

Preferably, the role carries by their sliding on the bearing material or the fitting of bearing material intended from bearing material and drags the worn bearing material in the area in which the roller slides on the pressure body, d. H. The steel surface is provided with non-ferrous metal particles.

It makes sense that the role in the area with which it rolls in the course of their way through the gap until shortly before reaching their final position between the guide rail and the pressure body, a profiling, in particular a profiling in the form of a knurl. The purpose of such a profiling is to influence the friction conditions in such a way that it is always ensured that the roll substantially rolls both on the guide rail and on the pressure body in the phase in which it is progressively drawn deeper into the gap. and does not slide appreciably. As a result, the role reliably reaches its final position. At the same time, said profiling ensures that the roll still rolls on the guide rail when it has reached its final position. This is the only way to ensure that the effect according to the invention occurs.

Ideally, the knurl is designed so that between the guide rail and the role actually to real stiction or a combination of static friction and possibly positive fit in the area of the knurling tips, so that the roll rolls completely on the guide rail.

A development of the invention provides that the fitting consists of a bolt of a suitable bearing material, which is rotationally held in a corresponding receiving bore of the pressure hull. In this case, both the bolt and the receiving bore assigned to it are milled or ground over, at least in the region in which the roller slides as intended on the bolt. This is done by first inserting the bolt into the bore, even before the contour has been milled or ground, which determines the contact between the pressure body and its fitting from the bearing material determined in the role. The milling or grinding process takes place afterwards. In this way, the fitting of the bearing material can be easily and very firmly connected to the pressure hull. Under a bolt is preferably understood round material. A four-, six- or multi-bolt is conceivable in principle, but de praxi actually rather a Theoretikum, as in the pressure body much easier a corresponding round recording for the bolt can be incorporated, as a four- or more-edged.

Preferably, the stop that limits the path that the roller is pulled into the gap, and thus each defines an end position for the role, designed so that the material removal at the fitting of the bearing material is at least partially compensated by the fact that the role can be pulled further into the gap between the pressure hull and the guide rail, when the fitting of the bearing material is noticeably worn. Within the scope of a specific embodiment, which will be described in more detail below, this is achieved in that the groove used in said embodiment is designed such that the friction surface or knurl of the roll in the end position still has the corresponding clearance with respect to the pressure body. if the fitting is a little worn and thereby provides over the shoulders of the role of an end position for the role, which no longer corresponds to their original end position.

Although the wear on the part of the fitting from the bearing material usually does not pose a too great problem. This is because, according to the current statutory provisions and thus also in accordance with the invention, initially no longer required than that the braking or catching device four times can be actuated consecutively and each work properly. However, in recent years, increasingly adopted to use the brake or catching device not only in emergencies, but also in regular operation - for example, to thwart a creeping of the car from its stop position or to make a temporary shelter protection. Such, additional use of the braking or catching device in the regular area then of course requires a much greater wear resistance. This can be achieved in accordance with what has been said.

In a further advantageous embodiment of the invention it is provided that the roller on both sides next to its portion which rolls on the guide rail, shoulders offset, which have a smaller diameter compared to the rolling-off on the guide rail portion. At the same time it is provided that the gap-forming portion of the pressure body has a groove for receiving the provided for contact with the guide rail friction surface of the roller. In this case, the groove is designed so that when the roller is in its final position, play between the friction surface (the largest circumference) of the roller and the groove, so that the friction surface has no or no significant contact with the pressure body and its fitting and the role pressure body side, at least substantially only by the sliding friction between the i. d. R. smooth shoulders and the pressure body and the fitting is braked. Unlike between the friction surface or knurl and the pressure body can be between the i. d. R. smooth shoulders and the pressure hull a high degree of sliding friction are generated without significant wear occurs - while a steel knurl would literally mill the bearing material when sliding on a fitting of bearing material under high pressure until the knurled has, rub the i. d. Obviously, smooth shoulders are usually just so much fog that avoiding galling between adjacent steel surfaces in the neighborhood. Therefore, with such a design, a high friction power (and thus a corresponding braking or catching effect) can be realized by the geometry and in particular the wedge angle of the gap are selected so that up to 35% higher pressure is achieved, as in braking - or catching devices in which only steel surfaces slide on each other.

Another disadvantage of the otherwise very developed and very advantageous brake catch device according to EP 0 841 280 A1 is that the roller associated with the counter-pressure surface of the body, which comes into contact with the other side of the guide rail, tilts with increasing elastic expansion of the body and therefore just in the final phase of braking or catching only with a part of their intended to rest provided on the guide rail surface rests there, which can lead to problems.

It is therefore a further object of the invention to remedy this disadvantage.

This object is achieved according to a further aspect of the invention according to claim 10, characterized in that at least one of the braking or catching device intended braking or catching acting to rest on the guide rail surfaces provided inactive braking or catching device relative to hers assigned surface of the guide rail is inclined. The inclination must be dimensioned such that at least in the phase in which the braking or catching device is fully activated, the surface is aligned parallel to the surface of the guide rail which is actually associated with it and substantially bears against it over its whole area, ie. H. that intended for contact with the guide rail surface in this, the strongest load-making phase is actually applied over a large area on the guide rail. In principle, the inclined surface can be both the counter-pressure surface (preferred) and the surface on the roller that comes into contact with the guide rail as intended. The key advantage of the invention is that the pressure and the static or sliding friction forces, and the heat generated thereby, spread over a larger area, especially in the phase of maximum delay and load, which increases the risk of localized flow, burning or Welding and wear of the friction surfaces and damage to the corresponding surfaces of the guide rails significantly reduced.

Preferably, the mobility required for the alignment of the inclined surface is produced by the fact that the inclined surface moves in the course of the elastic expansion of the base body together with the corresponding leg of the body relative to the associated functional surface of the guide rail. This is achieved by not only moving towards the guide rail, but also performing a rotational movement relative to the guide rail in the resultant.

So there is no need to store the inclined surface rotatably and movably on the body. This eliminates possible sources of error - usual, bolt-guided pivot bearings inevitably represent a source of error, because they by the typical sudden response of the brakes here under discussion or

Catching devices u. U. knock out or risk running over the years by dirt and u. U. also corrosion to become stiff and lose their function. Incidentally, the waiver of a conventional pivot bearing contributes to the cost reduction.

Preferably no plate or coil springs are installed in the brake or catching device according to the invention. Because such springs are not only a cost factor, but are also a potential source of error - especially in coil springs spring breaks are never completely ruled out, especially when coupled to packages disc springs sliding and static friction influences occur during compression, which under unfavorable circumstances noticeable irregularities or deviations can occur in the reproducibility.

Preferred embodiments of the invention are illustrated in the figures of the drawing described below.

Fig. 1:

schematisch ein Bremsorgan gemäß der Erfindung;

Fig. 2:

schematisch eine erfindungsgemäße Ausführungsform einer Brems- bzw. Fangeinrichtung in einem Horizontalschnitt;

Fig. 3:

die von Fig. 2 gezeigte, bidirektional wirkende Brems- bzw. Fangeinrichtung in Richtung des Pfeils III von Fig. 2 gesehen;

Fig. 3b:

die von Fig. 3 gezeigte Ausführungsform bei in oberer Endposition befindlicher, mit ihren Schultern 11 auf den Beschlag aus Lagerwerkstoff aufgelaufener Rolle - allerdings insoweit schematisch, als das in Fig. 3 gezeigte und mit den genannten Bezugsziffern markierte Führungsblech mit dem Schlitz 23 und der Halter 25 ausgeblendet sind und der Druckkörper 19 entlang der Mitte einer der Schultern 11 geschnitten ist (der Übersicht halber wurde auf Schraffur verzichtet);

Fig. 4:

ein zweites, als lediglich unidirektional wirkende Brems- bzw. Fangeinrichtung konzipiertes Ausführungsbeispiel - wiederum insoweit schematisch, als das besagte Führungsblech mit dem Schlitz ausgeblendet ist;

Fig. 5:

das von Fig. 4 gezeigte Ausführungsbeispiel, allerdings ohne Ausblendung;

Fig. 6:

das von Fig. 5 gezeigte Ausführungsbeispiel in Ansicht senkrecht zu der Fläche der Führungsschiene, auf der die Rolle abrollt;

Fig. 7:

ein drittes Ausführungsbeispiel, das sich vom ersten Ausführungsbeispiel durch die konstruktive Gestaltung des elektrischen Auslösemechanismus unterscheidet;

Fig. 8:

die unterschiedlichen Tiefen bzw. Verläufe der Spalte für vier verschiedene Nutzlastbereiche, d. h. vier verschiedene Mitglieder einer Baureihe mit ansonsten identischen Druckkörpern;

Fig. 9:

den von den Ausführungsbeispielen verwendeten Beschlag für sich allein gesehen;

Fig. 10:

eine andere Ausführungsform der erfindungsgemäßen Brems- und Fangeinrichtung, bei der der Schenkel des Druckkörpers, der die Gegendruckfläche bereit stellt, mit einer gegenüber der zugeordneten Fläche der Führungsschiene schräg gestellten Fläche ausgerüstet ist (wahlweise bidirektional oder unidirektional ausführbar);

Fig. 11:

eine anderweitige Darstellung der von Fig. 10 gezeigten Ausführungsform, die sichtbar macht, wie der Druckkörper am Fahrkorb befestigbar ist.

Show it:

Fig. 1:

schematically a brake member according to the invention;

Fig. 2:

schematically an embodiment of the invention a braking or catching device in a horizontal section;

3:

the of Fig. 2 shown, bidirectional braking or catching device in the direction of arrow III of Fig. 2 seen;

3b:

the of Fig. 3 embodiment shown in befindlicher in upper end position, with their shoulders 11 accumulated on the fitting of bearing material role - however, in so far as schematically, as in Fig. 3 shown and marked with the above reference numerals guide plate with the slot 23 and the holder 25 are hidden and the pressure body 19 is cut along the center of the shoulders 11 (hatching omitted for clarity);

4:

a second, designed as only unidirectional braking or catching device embodiment - again in so far as schematically, as the said guide plate is hidden with the slot;

Fig. 5:

that from Fig. 4 shown embodiment, but without suppression;

Fig. 6:

that from Fig. 5 embodiment shown in view perpendicular to the surface of the guide rail on which rolls the roll;

Fig. 7:

a third embodiment, which differs from the first embodiment by the structural design of the electrical release mechanism;

Fig. 8:

the different depths or gradients of the column for four different payload areas, ie four different members of a series with otherwise identical pressure bodies;

Fig. 9:

seen the fitting used by the embodiments alone;

Fig. 10:

another embodiment of the braking and catching device according to the invention, in which the leg of the pressure body, which provides the counter-pressure surface is equipped with an inclined surface relative to the associated surface of the guide rail (optionally bidirectionally or unidirectionally executable);

Fig. 11:

another representation of the Fig. 10 shown embodiment, which makes visible how the pressure hull on the car can be fastened.

How out Fig. 2 can be seen, the guide rails 2 a connected via a web 6 with a rail foot 7 rail head 8, which the active surfaces of the guide rail forms, with which the braking or catching device according to the invention interacts after activation.

In a braking or catching device according to the invention, a braking member in the form of a roller 9 is provided, which is close to its two lateral end faces (see Fig. 1 ) is provided with shoulders 11. The outermost lateral surface of the roller 9 serves as a friction surface 12. For this purpose, it is provided with a knurling or with a different profiling. The latter serves to reliably pull the roller (9) into the gap or roll it in until the roller (9) reaches its end position. In addition, the knurl also ensures that in the end position of the role at least no significant sliding between the roller (9) and the guide rail (2) occurs, but rolls the role on the guide rail.

The Fig. 2 shows a braking or catching device 14 according to the invention in a horizontal section. The braking or catching device has a pressure body 19, which essentially corresponds to a U-profile, but u. U. could also have the cross section of a slotted circular or elliptical profile. Decisive is that the two legs 16, 17 in the region of their free ends, the guide rail 2 include. Like last but not least Fig. 3b shows, the pressure body 19 on its leg 16 on a gap-forming portion 20a, which together with the corresponding guide rail forms a gap 20 in intended mounted braking device 14, in which the roller 9 is guided. In this case, the gap-forming portion 20a has a groove 21, which receives the friction surface 12 (see Fig. 1 ) of the roller 9 allows. The pressure hull consists of a suitable tempering steel, as it is used for the production of screw and disc springs. Which tempering steels have hitherto been used for screw and disc springs is known to the person skilled in the art. The inventively necessary spring action is achieved by suitable design of the base body 19 as a U-profile or the like. Unlike spring steel, such tempered steel can be machined very easily.

The roller 9 is rotatable on a z. In Fig. 3 shown axis 22, which, as of Fig. 3 illustrated, an opening 23 in the leg 16 (or in an attachment of the leg in the form of a holding plate 18) passes through and is held in a holder 25.

As mentioned and by the Fig. 3b . 4 and 7 shown, the gap 20 is essentially limited on the one hand by the guide rail and on the other hand by the gap-forming portion 20a of the pressure hull. In this case, the contour of the gap-forming portion 20a corresponds to one of Fig. 8 shown contours. Each of these selectable contours corresponds to a specific response characteristic and a maximum achievable braking friction.

Between the up-driving and down-driving portions of the gap-forming portion in the embodiments of FIG Fig. 3b and 7 a preferably V-shaped contoured locking surface 31 is provided. This is designed so that the roller 9 (despite the inevitable friction influences) is retracted and held in almost always the same position at re-deactivation. This ensures z. B. a corresponding return spring, about as, as of the Fig. 3 and 7 shown.

For completeness, it should be noted that such devices are possible, which are designed as only unidirectional braking or catching devices, ie seen from the locking surface of only one direction are provided with a gap 20, ie only with the upper or lower Part of the Fig. 8 shown outlines are about the same as from Fig. 4 illustrated.

The embodiments according to Fig. 3 or 3b and 7 differ in principle only in the nature of their triggering mechanism.

That from Fig. 3 or 3b shown embodiment uses a pivotable holder 25, which holds the role in rest position and possibly the movement of the role in the gap participates, as in detail in the prepublished international application WO 2006/077243 A1 which is referred to herein to avoid repetition, as to the pivotal holder or mechanism which serves to initiate the braking by bringing the roller into contact with the guide rail from the rest position and the roller later returns to their rest position.

In contrast, uses the of Fig. 7 shown embodiment of a triggering or return mechanism, as in the German application 10 2006 043 890 is fully referred to here to avoid repetition.

The embodiment according to Fig. 4 differs from that of the Fig. 3 . 3b and 7 Shown by the fact that it acts only unidirectionally and - as shown here - is primarily intended for the mechanical release by a fastened to the axis 22 Geschwindigkeitsbegrenzerseil. Both are optionally possible in all other embodiments.

The interaction of the role or the entire braking or catching device with the guide rail is now representative of all embodiments that, as regards the interaction with the guide rail, work the same way, on the basis of the Fig. 3 and 3b shown embodiment.

Said holder 25 is surrounded by a spring 28, which is designed as a compression spring and biases the roller 9 in the direction of the guide rail 2. This spring 28 counteracts a Soleniod (not shown), which is controlled by an electronic unit, not shown here, which is housed in the elevator shaft from which, if necessary, at least parts can also be installed cabin-fixed.

In this case, the solenoid is de-energized when the braking or catching device should respond because either an emergency, ie an overspeed exists, or u. U. also because the elevator car is to be set in regular operation, z. As in the context of maintenance or service work for protection space protection or to prevent a wallowing the elevator car from its stop position. As a result, the spring 28 moves the holder 25 and thus the roller 9 against the guide rail 2, so that this with its friction surface 12 (see Fig. 1 ) on the guide rail 2 (see Fig. 3 ) comes to the plant. It is thereby rotated, but also moved translationally relative to the pressure body 19. Namely, such that it soon not only touches the guide rail 2, but also the rear side, the groove 21, or, more precisely, the bottom of the groove 21st

As the elevator car descends, the roller 9 rotates clockwise (as viewed in FIG Fig. 3 ). As a result, the roller 9, once it has come back into contact with the bottom of the groove 21, with its friction surface or knurl 12 on the one hand on the guide rail 2 and on the other hand on the bottom of the groove 21. Thus, the roller 9 is getting deeper pulled into the wedge-shaped narrowing gap 20. At or shortly before reaching its end position, the friction or contact conditions change on the role. The groove 21 is now so deep that the friction surface or knurl 12 loses contact with the bottom of the groove and the roller 9 rests on the pressure body side only with their shoulders 11 on the pressure body 19. At least in the end position, it is therefore the case that the friction surface or knurl 12 has at least substantially clearance and the braking or catching friction is produced at least predominantly by the sliding of the shoulders 11 on the pressure body 19 or the fitting 33. At the same time, the shoulders 11 predetermine the end position of the roll by pressing on the side of the press against a surface which is so steep that the roll can not be pulled further into the gap.

The decisive first aspect of the invention in this context is in Fig. 3b to recognize. The pressure body 19 is provided with a fitting 33 of bearing metal, here in the form of bearing bronze. This is arranged and designed so that the shoulders 11 slide in the end position partially on the fitting 33 and partially directly on the base body, ie partially slide on the relative to the fitting 33 much firmer material of the body 19. On the special design, which preferably has this fitting 33 is to be discussed immediately.

The fitting 33 is dimensioned and arranged so that the roller, once it has reached its end position, slides with part of the contact surface of its shoulders 11 on the fitting 33 consisting of bearing material and with the other part of the contact surface of its shoulders 11 on the harder material of the pressure hull 19. It goes without saying that the surface which represents the firmer of the two said sliding surfaces on the pressure body, does not necessarily have to be an integral part of the pressure hull 19, but z. B. also by a in the broadest sense attached to the actual pressure body, further fitting can be formed (not shown here, but claim variant).

The roller or shoulders 11 of the roller are substantially harder or stronger than the bearing material of the fitting 33. The sliding of the shoulders 11 on the fitting 33 of the bearing material leads to a positive at the relatively high pressure that is encountered here This abrasion is introduced by the rotating roller in the surface area in which the roller with its shoulders 11 slides on the pressure body 19, and obviously fills the valleys of the surface roughness of the roller 9 on , It has been found that the abrasion can prevent effectively effective that it comes between the shoulders 11 of the roller 9 and the pressure body 19 to a seizure (local micro-welding and tearing) and thus destruction, as it is otherwise relatively quickly observed when steel slides under high surface pressure and speed on steel. On the other hand, the fitting 33 is subjected to significantly less wear by the roller than when the roller is fully or substantially exclusively slid on the fitting 33.

This effect can be exploited to significantly increase the maximum braking forces and thus the performance of the braking or catching device with largely unchanged geometry or largely unchanged material costs. Since, when the fitting according to the invention is used, seizure between the shoulders 11 of the roller 9 and the pressure body 19 takes place only at pressures of at least 30% higher, the gap 20 or the gap-forming portion 20a can be designed so that the roller 9 in its End position a correspondingly higher pressure compared to the rail 2 and the pressure body 19 developed, resulting in a correspondingly higher, braking force acting frictional force results.

The ratio of the surface with which the shoulders 11 slide in the final position of the roller 9 on the bearing material of the fitting 33 to the surface with which the shoulders 11 slide on the pressure body, requires careful adjustment to the individual case. In principle, the surface with which the shoulders 11 of the roller 9 slide on the bearing material should not be unnecessarily large. Rather, it should be just so large that sufficient abrasion is generated to prevent between the shoulders 11 of the roller 9 and the Pressure body, where the greater part of the forces transmitted, seizure occurs. On this basis, the expert can easily determine by experiments, as the area ratios are to be selected in the specific case.

In a first approximation, it can be said that the entire surface with which the roller slides in the final position on the pressure body 19 and the fitting 33 should be divided so that the roller never more than 50%, better but 20% to a maximum of 35% or 20% to 30% of their area on the fitting 33 slides. Just between the last-mentioned limits, the ideal value or a near-ideal value for the area distribution can be found relatively simply by means of tests of the usual kind.

As a rule, care should also be taken that the profiled friction surface or knurl 12 of the roller 9 does not come into contact with the fitting 33 (or at most minimally or briefly), so that the profiled friction surface or knurl 12 of the roller does not possibly added with abrasion, which she has abgespant from the fitting 33 and thereby deprived of their actual function - namely the function to ensure that between the roller 9 and the guide rail 2 substantially no sliding occurs.

The particular in Fig. 3b shown fittings 33 can be attached very easily. This is provided by the not yet finished pressure element 19 in the end regions of its later columns 20 and grooves 21, each with a transverse bore. In this transverse bore then a suitably directed bolt from the bearing material is used or-pressed. Then, the column 20 and the grooves 21 are milled into the pressure body 19. The bearing pin is cut and thereby automatically receives the correct contour. Namely, a contour, which looks like when the again dismantled fitting Fig. 6 illustrated. When over-milling is taken to ensure that at least locally more than 180 ° of the total circumference of the bolt remain, which ensures that the bolt can not fall out of the cut by the over-drilled hole in the body.

Even a rotation can be relatively easily realized. This z. B. by the fitting is provided with a half-bore 34 a, with a corresponding to a Position of the pressure body 19 mounted half-bore 34b corresponds such that z. B. a grooved pin or otherwise, precisely fitting stop finding bolt can be taken. This then prevents by its positive connection twisting, cf. Fig. 3b and 4 , With regard to these half-bores 34a and 34b as well, the simplest way to manufacture them is to drill the pressure body at the corresponding point when the bearing pin is inserted or pressed in so that the half-bores 34a and 34b result on their own with the best accuracy of fit.

The previously described for braking in downhill or inadmissible case of the car conditions are mutatis mutandis when braking in the same, so that what is said applies accordingly. One need only keep in mind that the roller 9 rotates counterclockwise during braking in upward direction and therefore in the lower of the two in Fig. 3 imaged gap 20 is pulled.

In order to deactivate the braking or catching device after the deceleration of a downward movement of the elevator car, the elevator car is driven a bit far up in all embodiments. The skew of the gap 20 and the groove 21 are selected and matched so that the roller does not slide along the guide rail during this upward movement of the elevator car, but is now driven inversely by it and in the direction of its inactive position in the area between the upward pointing back and the down-facing gap section rolls back. Once the roller has come close to its inactive position, it is retracted to its rest position (correspondingly connected solenoid) in good time before the roller is torn into the descending portion of the gap 20 from the inactive position of the roller and now there unintentionally brakes.

The same applies to the deactivation of the braking or catching device after braking an upward movement of the elevator car.

How to choose the skew of the gap 20 and the groove 21 exactly, can not be fixed flat rate for all possible geometries and materials of the brake and catch. The exact interpretation in individual cases, however, can easily be determined by the person skilled in the art Expert knowledge and the usual calculations or a manageable number of tests are determined - which are anyway required with such braking or catching devices, since the braking or catching devices must already be designed due to the technical requirements of the elevator construction so that they are in In case of an emergency stop, do not delay so hard that the passengers fall.

At the in Fig. 3 illustrated embodiment, a recess 32 is provided to reduce the rigidity of the pressure body 19 in the lower region. As a result, a correspondingly lower rigidity is effected in the section corresponding to an upward travel of the pressure body 19, and thus a lower contact pressure of the roller 9, resulting in a lower deceleration during braking. Alternatively (not shown here), the ramps are not mirror-symmetrical, but executed with a different pitch or length, which also sets the desired effect. The measures are generally useful, ie can be used profitably in all of the embodiments shown, if necessary.

The Fig. 10 illustrates the second, independent aspect of the invention, according to which one of the braking or catching acting to be provided on a guide rail 2 provided surface 43 opposite to the rail head 8 associated surface of the guide rail 2 is inclined. As can be clearly seen, the inclined surface 43 is designed here in the form of a friction lining 15. This is rigidly attached to the leg 17 of the pressure body 19. The friction lining thus does not move with respect to the entire pressure body, ie it does not carry out a relative movement with respect to the leg 17 holding it, but moves with the leg 17. As a result, it comes with fully expanded pressure body with its friction surface largely completely on the associated surface of the guide rail 2 to the plant, whereby optimal friction and loading conditions are achieved.

The inclination of the invention is particularly effective to advantage when the pressure body 19, the elasticity ensures the correct installation of the inclined surface at full load, not rigidly attached to the car, but as well as Fig. 11 shown.

The pressure body 19 is here, comparable to the saddle of a vehicle disc brake, floatingly mounted on the elevator car. Serve as a guide for the floating storage per brake or catching each two spaced apart from each other on the elevator car rail-like structure, here in the form of flat iron F, which form a substantially horizontally aligned rail pair, so to speak. The pressure body 19 is provided at its upper and lower edge in each case with a groove N1 or N2 for engagement for the said flat iron, so that the pressure body can be inserted between the two flat iron.

Both grooves have, compared to the width of the flat iron, a certain lateral play on. In addition, at least one of the two grooves N1 and N2 on a special design, namely, it runs altogether sufficiently inclined. This takes into account the fact that the pressure body is elastically bent under the influence of the force with which the roller is pulled into the gap in the case of braking or catching, so that the two grooves respectively attached to the underside and the upper side no longer be aligned, unless appropriate action is taken. The oblique course or the helix angle α of the at least one groove is ideally chosen such that the groove still provides a precisely defined guide provided with a permissible clearance when the braking or catching device is inactive, namely because the lower edge of the left and the upper edge of the right Groove flank unfold a defined guiding effect. The fact that the groove flanks are inclined, ensures that the pressure body can deform without hindrance, without affecting the leadership.

Ideally, the inclined surface 43 is inclined by an angle β between 0.5 ° and 5 °.

The first and the second aspect of the invention are initially independent of each other, ie, the inclination is also useful if no fitting is provided from a bearing material on which the roller partially slides and vice versa. If both measures are applied together, the result is a strong one combinatorial effect. Because the partial sliding of the roller 19 on the fitting of bearing material allows at substantially the same pressure significantly higher sliding speeds between the roller 9 and the pressure body 19 - and just these significantly higher sliding speeds or (at constant sliding speed) pressures dictate it make sure that the surfaces of the braking or catching device that come into contact with the guide rail as intended come into contact with the guide rail at full load and not only have inefficient line contact there.

Quite generally, it should also be noted that a kinematic reversal of the principle "roll with central knurl and lateral shoulders" or "pressure body with central groove and support surfaces adjoining on both sides" can be selected without departing from the scope of the invention. In other words, the groove 21 does not necessarily have to be designed on the side of the pressure hull. Instead, the groove can also be made on the roll, where it is flanked on both sides by knurled peripheral portions of the roll. The gap-forming portion 20a of the pressure body is then formed complementary in a corresponding manner. In particular, then takes the place of the groove 21, a projection which is flanked on both sides by lower-lying sections that come as intended with the knurls of the roller in contact - before they lift off when reaching the end position of the role, so that the role only on the Lead glides.

However, this modification is more susceptible to tilting of the roller and therefore not preferred.

List of assigned reference numbers

2

guide rail

6

Bridge of the guide rail

7

rail

8th

railhead

9

role

11

Shoulder

12

Friction surface of the roller

15

friction lining

16

leg

17

leg

18

attached to the pressure hull retaining plate

19

pressure vessels

20

gap

20a

slit-forming section

21

groove

22

axis

23

breakthrough

25

swiveling holder

28

feather

31

Detent surface for determining the inactive rest position

32

incision

33

Fitting made of bearing material

34

Fitting or anti-rotation pin for fitting

34b

Half holes for receiving the anti-rotation pin

41

Position in which the roller rests in the groove base

42

Position in which the shoulders abut the pressure body

43

inclined friction surface (counter-pressure surface)

D

direction of rotation

N1

first retaining groove of the pressure hull

N2

second retaining groove of the pressure hull

F

flat iron

α

Helix angle of the groove

β

Helix angle of the friction surface

Claims (21)

Braking and / or catching device (14) for an elevator car, which is guided in a shaft along vertical guide rails (2), with a pressure body (19) to be fastened to the car, the gap-forming portion (20a) together with the associated guide rail forms a gap (20) in which in braking or catching a roller (9) is pulled in, wherein a stop is provided, which is the way, the roller (9) is pulled into the gap (20) limited and thus each defines an end position for the roller (9) and rolls the role in its final position substantially on the guide rail (2) and on the pressure body (19) slides; characterized in that the gap (20) in the region of its end position on the side of the pressure body (19) is provided locally with a fitting (33) of a bearing material, which is designed and arranged such that the roller (9) in its end position partially slides on the bearing material and partially on the harder material of the rest of the sliding surface providing pressure hull (19). Braking and / or catching device according to claim 1, characterized in that the fitting (33) consists of the bearing material of a non-ferrous metal, preferably bearing bronze. Braking and / or catching device according to claim 1 or 2, characterized in that the pressure body (19) consists of tempered steel. Braking and / or catching device according to one of the preceding claims, characterized in that the roller (9) by their sliding on the fitting (33) of bearing material intended abolishes bearing material and entrains in the area in which the roller (9) on the Pressure body slides. Braking and / or catching device according to one of the preceding claims, characterized in that the roller (9) in the region with which it rolls on the guide rail (2) carries a profiling, in particular in the form of a knurl, which determines the friction conditions influenced such that the roller (9) until it reaches its end position, on the guide rail (2) and on the pressure body (19) rolls to just before the final position. Braking and / or catching device according to claim 5, characterized in that the fitting (33) is designed or arranged so that the knurl (12) does not or substantially not on the fitting (33) slides. Braking and / or catching device according to one of the preceding claims, characterized in that the fitting (33) consists of the bearing material of a bolt of appropriate material which is rotationally held in a corresponding receiving bore (33 a) of the pressure hull, wherein both the bolt as well as the receiving bore at least in the area in which the roller (9) slides as intended on the bolt, are milled or ground. Braking and / or catching device according to one of the preceding claims, characterized in that the stop, which limits the path that the roller (9) is drawn into the gap (20), and thus in each case an end position for the roller (9). provides, is formed so that the material removal on the fitting (33) from the bearing material is at least partially compensated by the fact that the roller (9) slightly further into the gap (20) between the pressure body (19) and the guide rail (2) pulled becomes. Braking and / or arresting device according to one of the preceding claims, characterized in that the roller (9) on both sides next to its portion (12), which rolls on the guide rail (2), offset shoulder (11) with respect to said section ( 12) of smaller diameter, and the gap forming portion (20a) of the pressure body (19) has a groove (21) for receiving the contact with the guide rail (2) provided friction surface (12) of the roller (9), wherein the groove so is designed such that when the roller (9) is in its end position, clearance exists between the friction surface (12) of the roller (9) and the groove (21) such that the friction surface (12) has no or no has substantial frictional contact to the pressure body and the roller (9) on the pressure body side is at least substantially only braked by the sliding friction between the shoulders (11) and the pressure body (19) or the fitting (33). Braking and / or catching device for an elevator car, which is guided in a shaft along vertical guide rails (2) with a pressure body (19) to be fastened to the car, the gap-forming section (20a) together with the guide rail assigned to it when installed as intended (2) forming a gap (20) into which a roller (9) is dragged in the event of braking or catching, a stop being provided which engages the path which the roller (9) is drawn into the gap (20); limited and thus each defines an end position for the roller (9) and the roller (9) in its final position substantially on the guide rail (2) rolls and on the pressure body (19) slides; characterized in that at least one of the sides of the braking or catching device intended for braking or catching intended to rest on a guide rail surfaces (eg 43) with inactive braking or catching device relative to its associated surface of the guide rail (2) is set obliquely, such that this surface (43) aligns with its fully or up to stop activated braking or catching device parallel to its associated surface guide rail (2) and substantially full-surface rests against her. Braking and / or catching device according to claim 10, characterized in that the pressure body (19) is a multi-limbed, preferably C-shaped or circular, slotted body at one point, which is designed so that in braking or catching a leg ( 16) comes into contact with a first functional surface of the guide rail (2) and a second leg (17) comes into contact with a second functional surface of the guide rail (2), wherein the pressure body (19) as such by pulling the roller (9) is elastically expanded in the gap (20) and determines the amount of expanding forces, the size of the braking or catching forces. Braking and / or catching device according to claim 11, characterized in that the mobility required for the alignment of the inclined surface (43) is produced by the inclined surface (43) being formed in the course of the elastic widening of the pressure body (19). moved together with the corresponding leg of the pressure body (19) relative to the associated functional surface of the guide rail (2). Braking and / or catching device according to claim 12, characterized in that the inclined surface (43) is an integral part of the pressure body (19) or is substantially rigidly connected to the pressure body (19). Braking and / or catching device according to one of the preceding claims in conjunction with claim 10, characterized in that the inclined surface (43) is inclined and is in communication with the pressure body (19) that the inclined surface (43 ) abuts only partially on the guide rail (2) in a first phase of the braking or catching case, but at least as long leads to an increase in the braking or catching effect until the inclined surface (43) in a second phase of the brake - Or Fangfalles substantially completely rests against the guide rail (2). Braking and / or catching device according to one of the preceding claims in conjunction with claim 10, characterized in that the brake and / or catching device has no screw or disc springs. Braking and / or catching device according to one of the preceding claims in conjunction with claim 10, characterized in that the inclined surface (43) is not the roller (9), but with the roller (9) cooperating counter surface (15) of the Pressure body, which acts on the roller (9) opposite side of the guide rail (2). Braking and / or catching device according to one of the preceding claims in conjunction with claim 10, characterized in that the inclined surface (43) is formed by a on the pressure body (19) fixed pad (15) of a bearing metal, preferably bearing bronze or brass. Braking or catching device according to one of the preceding claims, characterized in that the pressure body (19) is floating on the elevator car storable. Braking or catching device according to claim 18, characterized in that the Duck body (19) at its, in the installed position seen upper and lower edge guide portions, preferably in the form of grooves, for floating mounting of the pressure hull (19) between two attached to the elevator car Rails, preferably in the form of substantially parallel-horizontally mounted flat iron having. Braking or catching device according to claim 19, characterized in that the grooves are designed so that they ensure in each state of the braking or catching their sufficiently accurate floating storage, but without in the case of activation of the braking or catching the to hinder elastic deformation of their pressure body. Braking or catching device according to one of claims 18 or 19, characterized in that at least one of the grooves is aligned at the intended mounted and inactive braking or catching device obliquely to the rail section running in it, such that the side walls of two opposing and for guiding on the same rail serving grooves only substantially aligned with each other, when the pressure body of the brake or catching device has reached approximately its intended maximum in the intended operation deformation.

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