EP1995203A1 - Velocity and acceleration monitoring device with electronically actuated servo-start for use in conveyor devices - Google Patents

Abstract

The trigger system rotary speed sensor, preferably operates without mechanical contact. It produces a signal which is evaluated in coupled electronics. The system also includes an electronically-controlled auxiliary coupling (H). When triggered, this brings a brake jaw into contact with a rotor (7) of the speed limiter. This causes the brake jaw unit (12) to pivot and rest against the rotor (7) such that self-intensification of the braking force results. As a result, the rope pulley (4a, 4b) is braked.

Description

The invention relates to a speed limiter according to the preamble of claim 1.

Such speed limiters are used in particular in cable and hydraulic elevators to activate a braking or catching device as soon as the car moves inadmissible speed or in an inadmissible manner. The term car is to be interpreted broadly and covers all types of cabins, load carriers, load-bearing platforms and the like.

Since these are safety components, such speed limiters demand high reliability.

So far known speed limiter are therefore so far most conservative and designed according to similar, proven basic principle, the maintenance of which is commonly desired by the consumer.

As a rule, speed limiters of the type discussed here are driven by an endless cable circulating in the shaft. This speed limiter cable runs in a suitable form over the pulley of the speed limiter or is even - usually in the shaft head - on the pulley of the speed limiter diverted. At its other extreme, it is deflected by another, usually at the same time the rope exciting role. At one point, the speed limiter cable is attached to the car or to the release mechanism for its brake or safety gear. The speed limiter cable therefore runs around with the current car speed, ie the peripheral speed of the pulley corresponds to the car speed. The term pulley is functionally understood by the person skilled in the art and accordingly widely understood.

The actual speed limiter consists of a pulley and an at least when exceeding a certain pulley speed responsive brake. Once activated, the latter brakes the pulley. As a result, a relative movement of the speed governor rope relative to the car occurs. This is used to trigger the brake or safety gear or to apply their initial operating forces.

Conventional speed limiters still work purely mechanically, at least as far as the triggering of the braking or the catch at overspeed is concerned. This on the one hand, because purely mechanical systems have until recently been considered to be the safest manageable and on the other because mechanical systems still offer due to their inherent reliability in case of power failure. In addition, the actuation forces required for braking or blocking the sheave can be generated most simply purely mechanically.

A typical representative of such a speed limiter describes the German patent DE 38 30 864 C1 , This speed limiter uses a mechanically excited, oscillating ratchet mechanism. This is so strongly excited at overspeed of the pulley that it collapses and blocks the pulley.

Another representative of a speed limitation device which is also typical of the basic principle is the European patent application EP 0 628 510 A2 , With this overspeed governor, the sheave is equipped with a combination of flyweights, eccentric cams and springs that rotate with it. As soon as the speed the pulley exceeds a first limit, the flyweights are deflected so far that they operate a switch and de-energize the main drive of the elevator. If the speed of the pulley still continues to increase, the flyweights are still further deflected so far that the eccentrics are rotated so far that they come to rest against the stationary brake ring and then develop their braking effect, whereby the pulley is braked. To meet the need to be able to activate the speed limiter even if there is no overspeed of the pulley, operates the EP 0 628 510 A2 a considerable design effort. This is provided by an electromechanically insertable into the turning circle of the eccentric locking pin. Enabled, the locking pin at least one eccentric cam in the way. Once the eccentric cam has reached the locking pin, it can only pass it by being pushed away from it to the outside - in a deflected position that would otherwise be taken only when the second speed limit value is exceeded. As a result, overspeed is ultimately "simulated" and the pulley braked.

Both types of speed limiters make use of the principle of centrifugal or inertia principle. Because of this, they all exhibit an acceleration-dependent behavior - the more the car accelerates out of the allowable speed range beyond the maximum allowable speed, the later, d. H. At the higher speed, the speed limiter responds because only the sluggish intrinsic masses of the triggering mechanism have to be overcome.

In light of this, it is an object of the invention to provide a speed limiter which accurately detects the instantaneous speed and responds more precisely and more quickly to any overspeed.

This object is solved by the characterizing features of claim 1.

The triggering mechanism of the brake comprises a normally non-contact speed sensor and a cooperating electronics. As a result, a precise and almost instantaneous detection of the actual speed of the pulley is guaranteed because There are no masses in the game whose inertia has significant influence. At the same time it is possible by the inventive design, the speed limiter in the direction of the axis of rotation of the sheave exceptionally narrow to build, as non-contact speed sensor and the associated electronics can be much easier to miniaturize than mechanisms that trigger mechanically, such as in the form of pendulum levers or flyweight in combination with eccentrics, which naturally require some space to accommodate the required "sluggish masses", ie the pendulum lever or flyweights. This counteracts the tendency to always realize small shaft cross-sections with constant lift capacity.

In functional combination with the speed sensor and the associated electronics operates a clutch. This is controlled by the electronics and coupled to appropriate activation at least one brake shoes - preferably indirectly - to a rotating component of the speed limiter, for example to the pulley itself or to another, separate thereof component. The brake shoes, unlike the previous, designed as part of a flyweight system brake shoes stopped until its activation is characterized - preferably indirectly - deflected by the rotating component and brought to the brake rotor to the plant. So it is a kind of "servo effect" to record, because the actuation energy for the brake shoes is not externally applied, but generated internally by the rotating rope letter of the speed limiter. At externally applied auxiliary power is only the energy to apply the clutch, z. B. in the form of clamping energy for a spring store.

With appropriate design of the brake now occurs between the brake rotor and the brake shoe self-amplification, d. H. The frictional forces occurring on the brake shoe even ensure the maintenance of the contact pressure of the brake shoe to the brake rotor and thus for an automatic continuation of the braking process.

As a rule, the brake is designed so that an ever stronger contact pressure of the brake shoe takes place on the brake rotor, ie there is a self-locking of the brake rotor. The brake rotor is brought almost abruptly to a halt and blocked at standstill. The clutch allows the brake from the side Electronics ago with minimal power supply can be triggered, since neither the actual contact pressure for the brake shoe nor the force for the movement of the brake shoe is applied to the system on the brake rotor.

The term speed sensor is to be understood in a broad sense. Meant here are all current transducers in which a rotational movement generates signals that are a measure of the rotational path, the rotational speed and / or acceleration.

According to a preferred embodiment of the invention, the auxiliary clutch on a rotatable auxiliary member, preferably in the form of a rotatable about the Bremsläuferdrehachse in clockwise or counterclockwise annular body. This auxiliary member can be coupled to a peripheral component of the speed limiter, so that the auxiliary member is rotated, d. H. the actual forces for the application of the brake shoes are not externally applied by actuators, but ultimately by the pulley itself. In this case, the auxiliary member in turn is coupled to at least one, usually two brake shoes, such that the auxiliary member by its rotation, the brake shoes to the Brake rotor applies.

Such an auxiliary member has significant advantages over direct brake shoe actuation by means of corresponding, individually assigned actuators, in particular if two or more brake shoes are used. Because the auxiliary organ is a forced synchronization of the brake shoes and ensures (since usually activated by multiple actuators) that the safety-related function is fully maintained, even if an actuator fails. In addition, via the auxiliary member, at least if it is designed in the form of the said annular disc, actuator stroke and brake shoe movement decoupled from each other, so that the brake shoe movement can be "long-stroke", as the extremely short-stroke actuators.

Another advantageous embodiment provides that the brake shoes are eccentric, which are so mounted relative to the brake rotor and connected to the auxiliary clutch, that the brake shoes can be applied both by rotation in a clockwise direction and counterclockwise in the manner described in the brake rotor. In this way, the Speed limiter monitor both the up and down travel. This is particularly easy to realize when the brake shoes are eccentric, which are mounted relative to the brake rotor so that intersects at each rest position brake shoes whose smallest radius approximately with the axis of rotation of the brake rotor. The term "radius" is to be understood in each case as the shortest distance between the fulcrum of the brake shoe and a point on that outer surface of the brake shoe, which faces directly to the periphery of the brake rotor and is intended to be brought into contact with this.

Advantageously, all of the brake shoes are arranged relative to each other around the brake rotor such that the radial forces arising during the response of the speed limiter or during the blockage of the brake rotor essentially cancel each other out. This reduces the stress involved in the response and the design effort required to ensure that the overspeed governor is not exposed to any functional elastic or even plastic deformation during sudden response.

A particularly preferred solution provides that the auxiliary member carries at least one, ideally a plurality of electrically controllable actuators, which press a corresponding auxiliary friction lining against a rotating component of the speed limiter, preferably in a purely radial direction, whereupon the auxiliary member is rotated with appropriate control. The said rotating component may, in principle, be any rotating component of the overspeed governor suitable for such coupling. As a rule, however, the brake rotor will also represent the said rotating component. Because only the brake rotor offers the option described in detail below to come to a standstill after a short time by blockage, whereby the friction linings of the actuators are spared because the relative movement between the friction linings and the brake rotor then ends very quickly.

Another advantageous embodiment provides that the brake rotor is connected to the pulley or the shaft of the sheave on a further friction clutch, such that the sheave defined braked with blocked brake rotor continue to rotate can. In this way, it is ensured that the speed limiter rope is braked strongly enough to apply the necessary forces to actuate the braking or safety device, but is not slowed down so much that the speed limiter cable, which continues to move along with it until the car stops slipped on his pulley. Even the overspeed governor itself is spared, as the inertial masses, which are suddenly decelerated to a standstill in the event of a blockage, are reduced.

As a rule, the frictional torque of said further friction clutch will be adjustable, so that the actuating forces provided by the speed limiter via its cable can be adapted to the requirements of the individually used brake or safety gear.

Fig. 1:

Ein erstes Ausführungsbeispiel in Richtung entlang der Drehachse der Seilscheibe gesehen;

Fig. 2:

Eine Seitenansicht des ersten Ausführungsbeispiels (Geschwindigkeitsaufnehmer und zugehörige Elektronik demontiert);

Fig. 3:

Eine Draufsicht auf das erste Ausführungsbeispiel von oben (Geschwindigkeitsaufnehmer und zugehörige Elektronik demontiert);

Fig. 4:

Eine Teilansicht des ersten Ausführungsbeispiels im Bereich des Wellenstummels, der aus der tragenden Konstruktion herausragt und eine Scheibe trägt, die zusammen mit einem ortsfesten Sensor Pulse erzeugt;

Fig. 5:

Eine Teilansicht eines zweiten, alternativen Ausführungsbeispiels;

Fig. 6:

Eine Teilansicht eines weiteren, dritten Ausführungsbeispiels.

Further advantages and design options will become apparent from the following description of the embodiments, which are characterized by the FIGS. 1 to 4 to be illustrated. Show it:

Fig. 1:

A first embodiment seen in the direction along the axis of rotation of the pulley;

Fig. 2:

A side view of the first embodiment (speed sensor and associated electronics dismantled);

3:

A top view of the first embodiment from above (speed sensor and associated electronics dismantled);

4:

A partial view of the first embodiment in the region of the stub shaft, which protrudes from the supporting structure and carries a disc which generates pulses together with a stationary sensor;

Fig. 5:

A partial view of a second alternative embodiment;

Fig. 6:

A partial view of another, third embodiment.

The embodiment according to Fig. 1 to 4 intended construction is conceivably simple. The supporting structure of the speed limiter essentially consists of two lateral plates 1a and 1b. These are connected rigidly to one another in their lower area via an angle 2. This also forms the mounting foot. In the upper area two spacer sleeves 3 are provided for the same purpose, via which the plates 1a and 1b are screwed against each other. As a rule, the components mentioned will be made of steel, because the load-bearing structure should be as simple as possible but still as stiff as possible.

The two plates 1a and 1b carry welded, screwed or suitably mounted bushings 5, hold the rolling bearings 6, in which the shaft 4c runs, which is rotationally connected to the pulley 4. One end of the shaft protrudes as a stub shaft out of the supporting structure ( Fig. 4 ). This stub shaft preferably carries a disc which generates rotation-dependent pulses together with a suitable stationary sensor and thus forms the speed sensor, which at the same time also serves to detect the distance traveled by the car and thus the car position in the shaft and the detection of the instantaneous acceleration.

The pulley 4 consists here of two pulley sections 4a and 4b. The sheave section 4b is intended for regular operation, while the sheave section 4a is designed as a so-called "mechanical test groove", which allows the authorized monitoring station or the fitter by hanging the speed limiter rope in a traditional manner (not only electronically) for tripping speed limiter during normal driving conditions. The test groove may be omitted if necessary.

In this context, it should be noted that the speed limiter according to the invention does not necessarily have to form the upper or lower deflection of the endless Geschwindigkeitsbegrenzerseils - even if that will be the case regularly, as in this way quite simply a sufficiently large, the slippage of the rope safely prevent wrap around the pulley can be realized if the necessary tension roller is able to apply a sufficiently large clamping force.

Substantially immediately adjacent to the sheave 4, a brake rotor 7 is mounted on the shaft 4. Although this has disk-like shape here, in the present case, however, acts like a drum brake, since its peripheral surface is the friction surface. This helps to make the construction in the direction of the main axis of rotation (the shaft 4) extremely flat.

The brake rotor 7 is not rigidly connected to the shaft 4, but via a friction brake. This consists of the two rotationally fixed but axially displaceable mounted on the shaft 4 thrust washers 8, which are clamped by a screwed onto the shaft shaft nut 9 with the interposition of springs 10 via friction linings 11 targeted against the brake rotor 7. In this way, the shaft 4 is acted upon with a blocked brake rotor with a defined braking torque. The brake torque applied in this way suffices, on the one hand, to decelerate the speed governor cable running over the cable pulley 4 to such an extent that it can apply the forces required to actuate a braking or catching device and, on the other hand, prevents it from being jerked by the i.sup. d. R. sudden blocking of the brake rotor 7 overuse can occur. At the same time, this makes it possible to provide the groove of the sheave with a suitable geometry, for example in the form of a wedge groove, so that slip can occur between the speed limiter rope and its pulley. For slip disturbs especially when the speed limiter is to realize a shaft copying. The springs 10 are usually carried out, as here, as disc springs, which naturally build very flat.

Above and below the brake rotor 7 pivotable brake shoes 12 are mounted on the plate 1b. The brake shoes 12 are designed and stored so that they are up to the response of the speed limiter of Fig. 1 assume the neutral position shown. In this neutral position exists between the brake rotor and the brake shoes a low but sufficient clearance, which is usually less than 1.2 mm and ideally is about 0.6 to 0.9 mm. This reliably prevents the brake shoes from being inadvertently come into contact with the brake rotor, even if it is expected in the course of time with some dirt, on the other hand, but so no unnecessary backlash exists that must be overcome before the brake shoes come to rest. From the said neutral position, the brake shoes are pivotable both clockwise and counterclockwise. They are shaped and / or eccentrically mounted so that they, regardless of the direction in which they are pivoted, come into contact with the brake rotor when they are pivoted more than slightly. Therefore, the speed limiter can trigger bidirectional brakes, ie intervene both down and up.

The construction shown here is designed to be self-locking - as soon as the brake shoes 12 come into contact with the brake rotor, they are entrained by the brake rotor and thereby increasingly pressed against the brake rotor. In fractions of a second, they wedged with the brake rotor and block him. Due to the symmetrical arrangement of the brake shoes on the circumference of the brake rotor thereby lift the radial components of the abruptly occurring forces on the brake shoes, which in particular protects the bearings of the speed limiter.

Preferably, the circumferential surface of the brake rotor which comes into action with the brake shoes and optionally also the active surface of the brake shoes is finely corrugated or finely toothed. The purpose of this is to ensure the said entrainment of the brake shoes even if there is purely metallic contact between the brake rotor and the brake shoes. The corrugation or toothing is so fine that no preferred direction and no preferential positions arise, d. H. certain positions that must take the brake shoes and the brake rotor relative to each other to get caught. Because it is a significant aspect of the invention that the brake rotor, in contrast to the usual ratchet locks has no significant backlash, d. H. almost independently of its current rotational position sustainable braking with the at least one brake shoes can interact.

In order to trigger the overspeed governor by applying the brake shoes to the brake rotor, an auxiliary clutch is provided. This includes a in both directions rotatable annular body 13, here in the form of a multi-edged along its circumference and equipped with two retaining tabs 14 sheet metal part. The annular body 13 is mounted coaxially with the shaft 4. For this purpose, it slides on a corresponding shoulder of one of the bearing bushes 5, ie it is mounted in a decoupled manner by the rotational movement of the shaft 4. The ring body is by return springs 15 in his from Fig. 1 pulled shown rest position.

The annular body 13 is coupled via a suitable - executed here particularly low friction in the form of a roller drive - toothing with the brake shoes. The coupling is usually largely free of backlash, so that even small rotational movements of the ring body force pivoting of the brake shoes. On the other hand, the coupling is preferably designed so that there is a certain clearance between the brake shoes and the ring body in the radial direction. This ensures that the storage of the ring body in the course of the sudden, u. U. bouncing response of the brake shoes of these no significant radial forces are communicated.

The two aforementioned holding tabs 14 of the ring body 13 each carry one of the actuators 16, by means of which the electronics brings the speed limiter to respond when needed. The presence of two actuators 16 increases the operational safety, since each of the actuators is usually designed so that it also produces the required effect alone if necessary.

The actuators 16, not shown here in detail, may be designed, for example, as electromagnetically retractable plunger against the action of a biasing spring, at the inner end of which a friction lining is attached. As long as the actuators are energized, the respective friction lining is held in a ventilated position. When the actuators are de-energized, their spring pushes its associated plunger in the direction of the brake rotor. As soon as the friction linings of the actuators sustainably come into contact with the brake rotor, the brake rotor takes the ring body with it. This happens regardless of the current direction of rotation of the brake rotor, since the plungers are ideally aligned so that they are pressed in a purely radial direction of the brake rotor.

The ring body 13 synchronizes the movement of the brake shoes, pivots them and brings them, as soon as it has turned more than slightly, to rest on the brake rotor. Since a self-locking design was chosen here, the brake rotor is now suddenly blocked, whereby the relative movement between the brake rotor and the friction linings of the actuators ends. This prevents that the friction linings wear out unnecessarily. The synchronization through the ring body ensures that both brake shoes really come into contact with the brake rotor at the same moment and that the brake rotor is effectively clamped, if necessary, without the elasticity of the construction, which can never be completely avoided, having a rudimentary effect. In addition, the ring body 13 ensures redundancy with its synchronization. Even if one of the two actuators fails, both brake shoes are reliably applied to the brake rotor, and not just one, as would be the case if both brake shoes each own a separate actuator would be assigned.

In this context, a significant advantage of the coupling formed by the ring body 13 with its actuators 16 for triggering the speed limiter - the way the brake shoes between their inactive position and the position in which they rest for the first time on the brake rotor cover, is unhabhängig from the stroke of the actuators. This results in significant freedom, at least in the construction phase. Furthermore, the auxiliary clutch or its actuators are mechanically substantially decoupled from the brake shoes - in the sense that it is not necessary that auxiliary clutch or actuators also apply the reaction forces on the brake shoes when engaging the brake rotor according to the law of "Actio = Reactio "arise. Because these reaction forces are intercepted by the journals around which the brake shoes pivot.

Incidentally, it should be noted that the clutch is designed so that it has no backlash, ie that the ring body 13 is immediately taken as soon as the friction linings of the plunger rest on the brake rotor, regardless of where on the circumference or on the face the brake rotor, the friction linings first come to rest.

The annular body 13 finally facilitates the release after the release of the speed limiter. As soon as the car is raised again, for example after a catch in the downward direction, the pulley of the speed limiter is moved backwards, whereby the blockage of the brake rotor is canceled, since under the train of the return springs 15 standing annular body 13 lifts the brake shoes from the brake rotor, in retracts neutral position and holds there, as long as the actuators are energized again.

The Fig. 4 shows the region of the stub shaft S, which is here provided with a kind of "crown wheel" 19. This carries individual teeth 21, which are arranged side by side on a gap. Each tooth 21, which passes the here executed in the form of a forked light barrier 20 picker interrupts the light barrier and thus generates a pulse. Instead of a photocell 20 z. B. also a reed contact or the like can be used. However, a light barrier has the advantage that magnetism or inductance or stray fields have no influence and the dirt to be included in a light barrier as a disturbing factor can easily be kept away by a correspondingly sealed housing.

• Bei signifikantem Überschreiten der Nenngeschwindigkeit wird zunächst der sog. Sicherheitskreis geöffnet. Dadurch fällt die Antriebsbremse ein. Erst bei weiterem Anstieg der Geschwindigkeit wird die elektrische Versorgung der Aktuatoren unterbrochen und der Geschwindigkeitsbegrenzer dadurch in der oben beschriebenen Art und Weise ausgelöst.

The substantially electronic realization of the speed limiter is also advantageous insofar as it allows a number of additional functions that make the speed limiter according to the invention clearly superior to previous mechanical solutions. These additional functions are primarily activated by means of electrical signals and usually implemented by software. These are the following additional functions, each of which is advantageous on its own, but in particular in combination:

• If the nominal speed is significantly exceeded, the so-called safety circuit is first opened. As a result, falls the drive brake. Only with further increase of the speed, the electrical supply of the actuators is interrupted and thereby triggered the speed limiter in the manner described above.

Due to the fully electronic release of the mechanical brake, the speed limiter according to the invention is predestined for a remote electrical release for test purposes as well as electrical reset after release.

In addition, the triggering can be done not only depending on the speed, but also at abnormal acceleration (eg a> 1.7 m / s ² ) - so z. B. a breakage of the support means is detected early and preventive catching or braking in free fall with gravitational acceleration can take place before overspeeding has occurred. As a result, the kinetic energy to be converted by the safety gears in the event of danger is significantly reduced and safety is increased.

Furthermore, the speed limiter invention is particularly well suited to monitor the standstill of the car with the doors open in the stop. For this purpose, the speed limiter on the part of the central elevator control to provide the information that the car is in the stop. The effective release can then after an uncontrolled or unwanted because of the open doors car movement of z. B. 75 mm.

The almost technically identical function can be used for temporary protection of harbors, d. H. be used to secure people under the cabin or on the car roof. The speed limiter is then triggered externally as soon as an unwanted car movement or a penetration of the car into the shelter is detected.

The position, speed and acceleration signals generated internally by the speed limiter can be forwarded to the elevator control and serve there as reference signals, eg. B. to realize a shaft copying.

By means of another input signal (or button on the electronics), the speed threshold values (opening of the safety circuit and release of the brake) can be reduced by a defined factor. The factor can be chosen such that the speed limiter triggers already at nominal speed in order to be able to check the function of the safety gear without mechanical modification (electronic test groove), that is, without having to transfer the speed limiter cable from the cable groove provided for operation into an adjacent cable groove, which has a much smaller diameter and thus already simulates "overspeed" in regular operation.

All safety-relevant functions are realized by two independent, parallel action branches (processors with input and output circuits), which additionally monitor each other's function.

If the actuators are designed in the form of tripping coils, they are regularly switched off briefly (for a few microseconds, which has no mechanical effect) and thus checks the electrical switching elements.

The interruption of the safety circuit is done by a bridge-like circuit with four relay contacts, each two relays are controlled by a processor. In the shunt branch, the resistance is measured. This allows a check of the relay functions, whereby the safety circuit remains closed. If a relay or processor fails, the safety circuit can still be opened with the remaining components.

The rotation of the pulley is detected by three sensors, the resulting regularities of the signals (signal sequence, prohibited states) are used for error detection. If an error occurs, all functions can still be fulfilled with the remaining two sensors.

The supply of electronics is secured by accumulator against failure. After the detection of a fault by the electronics, the standstill of the car is awaited before the system is shut down by opening the safety circuit.

Unsecure states of the elevator (in terms of position, speed and acceleration) are reacted at any time by directly opening the safety circuit or switching off the tripping inhibiting coils.

The Fig. 5 shows a partial section of an alternative embodiment. This embodiment is the same as the first embodiment except for the differences discussed below. The previous description of the first embodiment therefore also applies to this embodiment.

• Die Hilfskupplung H kommt bei diesem Ausführungsbeispiel ohne ein zusätzliches, verdrehbares Hilfsorgan aus, baut also extrem simpel. Stattdessen besteht die Hilfskupplung hier aus je einem Aktuator 22, der direkt in den ihm zugeordneten Bremsbacken 12 integriert ist. Der Aktuator 22 besteht aus einem Stößel 24 aus einem magnetischen Werkstoff. An seiner dem Bremsläufer 7 zugewandten Seite ist der Stößel 24 mit einem Reibbelag 26 versehen. Solange die Spule 23 bestromt ist, hält sie den Stößel 24 gegen die Kraft der Feder 25 in gelüfteter Position, in der er keinen Kontakt mit dem Bremsläufer 7 hat.

The difference from the first embodiment lies in the following:

• The auxiliary clutch H comes in this embodiment without an additional, rotatable auxiliary member, so it builds extremely simple. Instead, the auxiliary clutch here consists of an actuator 22, which is integrated directly into its associated brake shoes 12. The actuator 22 consists of a plunger 24 made of a magnetic material. On its side facing the brake rotor 7, the plunger 24 is provided with a friction lining 26. As long as the coil 23 is energized, it holds the plunger 24 against the force of the spring 25 in the released position in which he has no contact with the brake rotor 7.

As soon as the electronics detects overspeed or decides for any other reason that it should be triggered, it switches the coil 23 de-energized. The spring 25 then pushes the plunger 24 with its friction lining 26 against the brake rotor 7. This then tears the brake shoes 12 literally with him, d. H. swings him. As a result, depending on the direction of rotation, one of the main active surfaces HW of the brake shoe 12 now comes into contact with the brake rotor 7 for the first time. This tends to lead to a further pivoting of the brake shoe. This occurs - with appropriate interpretation - self-locking between the brake rotor 7 and the brake shoe 12 a. This leads to a sudden blockage of the brake rotor 7. The blockade is solved in the same manner as previously described for the first embodiment. As soon as the brake rotor 7 rotates back in the opposite direction, the tension between the brake shoe 12 and the brake rotor 7 dissolves. Since the plunger of the actuator, which in the meantime has been energized again, has already been retracted to its rest position at this time, the return spring 29 can now release the brake shoes 12 pull back to its neutral position.

The Fig. 6 shows a partial section of a third embodiment. Again, this embodiment is the same except for the differences discussed below constructed as the first embodiment. The description given at the beginning of the first embodiment therefore also applies to this embodiment.

• Dieser Geschwindigkeitsbegrenzer ist einfach-wirkend ausgeführt, d. h. vermag nur die Geschwindigkeit in einer Fahrtrichtung zu begrenzen. Im Gegensatz zu den vorzugsweise symmetrisch ausgebildeten Nocken des ersten Ausführungsbeispiels verwendet dieses Ausführungsbeispiel asymmetrisch geformte Nocken, bei denen wirklich nur an den Stellen "Material" vorhanden ist, an denen Wirkung auftritt, was Materialaufwand bzw. Massenträgheit gering hält und zugleich Freigang in einer Drehrichtung sicherstellt, selbst bei - warum auch immer - fehlerhaftem Ansprechen der Elektronik während der Fahrt in entsprechender Richtung.

The difference from the first embodiment lies in the following:

• This speed limiter is single-acting, ie only able to limit the speed in one direction of travel. In contrast to the preferably symmetrically shaped cams of the first embodiment, this embodiment uses asymmetrically shaped cams, which really only in the places "material" is present at which effect occurs, which minimizes material cost or inertia and at the same time ensures freedom in one direction even if - whatever - faulty response of the electronics while driving in the appropriate direction.

In general it can be said that the invention can be used equivalently for all types of vertical and inclined lifts iw S., but primarily it is designed for passenger and goods lifts in the true sense.

LIST OF REFERENCE NUMBERS

1 a

housing plate

1b

housing plate

2

angle

3

Stand Off

4

sheave

4a

small pulley section

4b

large pulley section

4c

Pulley shaft

5

bearing bush

6

roller bearing

7

brake rotor

8th

clutch discs

9

shaft nut

10

Disc springs

11

friction linings

12

brake shoes

13

ring body

14

retaining tabs

15

return spring

16

actuator

17

transmission

18

Hilfsreibbelag

19

crown

20

Light barrier

21

Teeth of the crown wheel

22

actuator

23

Kitchen sink

24

tappet

25

- not forgiven -

26

friction lining

27

retaining ring

28

Electrical supply

29

return spring

H

auxiliary clutch

HO

subsidiary body

S

stub shaft

HW

Main active surface of the brake shoe

Claims (16)

Speed limiter for an elevator installation, comprising a pulley for a speed limiter cable, an activatable brake for braking the sheave and a release mechanism activating the brake as a function of the speed of the sheave, characterized in that the trigger mechanism comprises an electronically evaluable signal generating, preferably non-contact speed sensor and an electronics cooperating therewith, as well as an auxiliary clutch (H) which can be controlled by the electronics and, upon activation, couples at least one brake shoe (12) to a revolving component (7) of the overspeed governor so that the brake shoe (12) pivots therefrom and is applied to a brake rotor (7) such that self-reinforcement occurs between the brake rotor (7) and the brake shoe (12) and then the pulley (4a, 4b) is braked. Speed limiter according to claim 1, characterized in that the auxiliary clutch (H) has a rotatable auxiliary member (HO), preferably in the form of a centrally rotatable about the Bremsläuferdrehachse the speed limiter annular body (13) which can be coupled to a rotating component (7) of the speed limiter is that the auxiliary member (HO) is rotated, wherein the auxiliary member (HO) in turn with at least one, usually two brake shoes (12) is coupled, such that the auxiliary member (HO) by its rotation, the brake shoes (12) to the Braking rotor (7) applies. Speed limiter according to claim 2, characterized in that the at least one brake shoe (12) is rotatably mounted and coupled via a transmission (17), preferably in the form of a roller gear with the auxiliary member (HO). Speed limiter according to claim 3, characterized in that the at least one brake shoe (12) is an eccentric mounted relative to the brake rotor (7) and connected to the auxiliary clutch (H) that the brake shoe (12) both can be applied to the brake rotor (7) by rotation in a clockwise direction as well as counterclockwise in the manner described. Speed limiter according to one of the preceding claims, characterized in that the at least one brake shoe (12) is an eccentric which is mounted relative to the brake rotor (7) so that in the rest position of the brake shoe (12) its smallest radius (R) approximately with the axis of rotation of the brake rotor cuts. Speed limiter according to one of the preceding claims, characterized in that all the brake shoes (12) are arranged relative to each other about the brake rotor (7) around that arise at least substantially cancel the radial forces arising during braking. Speed limiter according to Claim 2 or one of the preceding claims in conjunction with Claim 2, characterized in that the auxiliary member (HO) carries at least one, preferably two, electrically controllable actuators (16) which, when appropriately controlled, have an associated auxiliary friction lining against a rotating component of the speed limiter, preferably in the purely radial direction, whereupon the auxiliary member (HO) is rotated. Speed limiter according to one of the preceding claims, characterized in that the said rotating component of the speed limiter is also the brake rotor (7). Speed limiter according to one of the preceding claims, characterized in that the brake rotor (7) is connected to the pulley (4a, 4b) or the shaft (4c) of the pulley via a further friction clutch (8, 9, 10, 11), that the sheave (4a, 4b) defined with braked brake rotor braked continue to turn. Speed limiter according to one of the preceding claims, characterized in that the auxiliary clutch (H) has no backlash, that is configured so, that it can engage in triggering regardless of the current rotational position of its operatively associated circumferential component (7) to this. Speed limiter according to one of the preceding claims, characterized in that the at least one brake shoe (12) has no backlash, ie independent of the current rotational position of the brake rotor (7) can self-reinforcing interact with this. Speed limiter according to Claim 7 or one of the preceding claims in conjunction with Claim 7, characterized in that the or the electrically actuatable actuators (16) are electromagnets which together with the electronics driving them are designed such that a functional test of the electromagnets during operation and in particular when the car dwells in the stop, it is possible, for example, by the electromagnets being switchable or de-energized for such a short time that the correct functioning of the electronics can be checked taking into account the system reaction time of the electromagnets without the auxiliary clutch ( H) finally occurs. Speed limiter according to claim 7 or 12 or one of the preceding claims in conjunction with claim 7 or 12, characterized in that the or the electrically controllable actuators (16) are spring-biased, held by energization in the release position Auslösehemmspulen. Speed limiter according to one of the preceding claims, characterized in that the Drehzahlaufnehmer and the electronics cooperating therewith also monitor instantaneous acceleration and / or the rotational travel of the pulley (4a, 4b) and the auxiliary clutch (H) regardless of when a certain instantaneous acceleration or a certain rotational speed is exceeded Activate the instantaneous speed of the pulley (7). Speed limiter according to one of the preceding claims, characterized in that the internally generated signals corresponding to the relative path of the car movement in combination with an internal or external counter and a reference signal indicating a particular position, preferably one of the extreme positions (up or down) of the car, can be used to determine the absolute position of the car in the hoistway. Conveying means with a guided on guide rails car, a drive system and cooperating with the guide rails braking or catching device for terminating inadmissible states of motion of the car and a speed limiter for triggering the braking or catching device, characterized in that the speed limiter according to one of the preceding claims is designed.

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