EP2058262B2 - Braking device for braking a cabin - Google Patents

Abstract

The device (2F) has a brake module (6F) cooperating with a mechanism i.e. rail (16F), moving relative to the brake module, and a handle (4F) adjustable between two operating positions (36F, 38F). The handle is connected in the operating position (36F) with the brake module in such a manner that aerodynamic force is transferred from the handle to the brake module. The handle in the operating position (38F) is separated from the brake module such that the brake module is in contact with the mechanism. An independent claim is also included for a method for adjusting a brake module for a cabin moving relative to a lift shaft.

Description

The invention relates to a braking device for braking a car, an elevator system and a method for adjusting at least one brake module.

For braking and catching a car of an elevator system, various mechanisms are known which can be realized by suitable braking devices.

To provide a brake, for example, in the so-called fail-safe mode and thus to be able to release it again in fail-safe or fail-safe operation, such as in the document DE 100 49 168 A1 described, usually electromagnets used. However, these have the disadvantage that between friction linings, which are acted upon here by a coil arrangement, no large clearance gaps can be realized, and the weight of the brake is relatively high.

To realize larger air gaps, spring systems can be used. An example of this are spring brakes with coil springs, as in the case of the document DE 197 19 079 C1 used in crane or other industrial plants. However, such brakes are relatively heavy and require a noisy pneumatic or hydraulic vent that is susceptible to leakage and / or contamination and thus does not allow the use of safe drives to ventilate these brakes.

One from the publication DE 202 16 046 U1 known braking device comprises a disc brake, but which can also be used as a linear brake, wherein the braking force is applied directly from lever arms. In this braking device is provided that the complete ventilation system does not include self-locking components, so as to meet the requirement of a safety brake. However, such spring arrangements to provide large air gaps require a high release force, also an incidence time is long in case of failure of the power supply.

A braking device with which a large air gap can be realized, is in the document DE 100 15 263 A1 described. Here linear movements of a drive unit are used, so that brake pads this braking device can cover relatively large distances. A linear unit is used here simultaneously to generate a contact force for the brake pads. However, this braking device has no fail-safe function.

If a fail-safe brake is to be realized with the current state of the art, which has the corresponding air gap, then this would have to come to emergency braking functions to perform very quickly. However, this generates a very high noise level. A slow and thus quiet application in normal operating condition, so if there is no danger, is not possible here.

So-called safety gears, with which an instantaneous stopping can be brought about, are realized in the present state of the art by so-called wedge brakes. This is, as for example in the document EP 1 719 730 A1 described, a brake wedge applied via a mating surface to the rail of an elevator system by the resulting friction on the rail, a mating surface of the brake wedge is further retracted and thus generates the required contact force to decelerate the car. Energy that is stored by springs or weights is used here only to safely retract the brake wedge so that it generates the braking force due to the geometry and the kinematics of the entire system. Such safety gears usually generate the required braking energy by frictional forces being generated by the brake wedge or its mating surface on the rail. Another method to reduce the kinetic energy of the car, is that the brake wedge or counter surface make deformation work on a rail of the elevator system. As a result, large amounts of energy can be broken down relatively easily.

An alternative of this safety gear is in the document EP 1 283 189 A1 described. Here, a feed lever is used to generate the contact force, which takes over the function of the brake wedge in conventional brakes. This feed lever has the function of being clamped and pulled in by its geometry and arrangement when collecting an elevator car and thereby to produce a high contact pressure.

Against this background, a brake device, an elevator system and a method having the features of the independent claims are presented.

The invention relates to a braking device for braking a car moving relative to a hoistway, comprising at least one brake module intended to cooperate with a device moving relative to the brake module, and having a pawl adjustable between two operating positions, the pawl in a first operating position with the at least one brake module is connected such that from the pawl on the at least one brake module, a release force is transmitted, and wherein the pawl is separated in a second operating position of the at least one brake module, so that the at least one brake module with the device is in contact.

This braking device is also designed to realize an emergency braking in the second operating position of the pawl as an embodiment of a braking, so that the braking device can also be referred to as a so-called safety gear. In the first operating position is provided that by regulating the release force a width of a gap between the at least one brake module and the device is adjustable, so that a braking force can be adjusted in a suitable manner. Accordingly, it is also possible to allow in the first operating position an unrestricted ride of the car.

In an embodiment, the device is designed as a stationary device, for example as a rail of an elevator system. A movement of the car can be braked with the braking device and intercepted.

In a further embodiment, the braking device is arranged stationary relative to the elevator shaft. In this case, the brake module is configured to cooperate with a moving device. In this case, the moving device is, for example, as a suspension means, e.g. as a rope or a set of ropes. About such a suspension means of the car is moved within the elevator shaft. By cooperation of the brake module with the propellant, a movement of the propellant and thus of the car in the first operating position can be braked, if necessary. In the second operating position, the movement of the propellant and thus the car is braked or intercepted.

The brake device has at least one drive for providing and varying the release force.

In addition, the braking device may have, for example, a holding device designed as an electromagnet, which is designed to hold the pawl in the first operating position. The electromagnet holds the pawl in an energized state in the first operating position. The electromagnet can be supplied with electrical energy, which is provided, for example. By the elevator system, and thus energized, that the pawl is released in case of failure of the power supply from the solenoid and thus an emergency stop of the car can be brought about.

In addition, the brake device may comprise at least one lever which is adapted to set a distance between the brake module and the device.

In a variant, it can be provided that the braking device has at least one, for example. Designed as a spring, power module and / or energy storage, which is and / or is adapted to provide a braking force for the at least one brake module. The braking force of the release force vectorially counteracts.

The at least one brake module may include as a component a counterpart adapted to cooperate with the pawl, the pawl being engaged with the counterpart in the first operative position.

In a further embodiment, the braking device can have at least one latching aid, which is designed to transfer the latch, for example, automatically and / or electromechanically from the second operating position into the first operating position.

The elevator installation according to the invention has at least one braking device described above and at least one car.

The invention also relates to a method for adjusting at least one brake module for a car moving relative to a hoistway, wherein the at least one brake module is intended to cooperate with a device. In this method, a pawl is switched back and forth between two operating positions, wherein the pawl is connected in a first operating position with the at least one brake module such that a release force is transmitted from the pawl to the at least one brake module, and wherein the at least one brake module and the pawl are separated from each other when switching to the second operating position, so that the at least one brake module is in contact with the device.

With the method, in the event that the pawl is in the first operating position, it is possible that a width of a clearance between the device and the at least one brake module is regulated by changing the release force, so that the car is braked. A change in the release force causes application of the brake pads on the device. By further reducing the braking force in this case a defined braking force can be provided.

In the event that the pawl is in the second operating position, it is possible that the at least one brake module is in contact with the device such that the car is stopped or emergency braked.

At least one step of the method according to the invention can be carried out by the braking device according to the invention or by at least one component of this braking device. A function of at least one component of the braking device or the braking device itself can be realized as a step of the presented method.

Typically, the brake device comprises at least one brake module that can interact with at least one device and usually with at least one pawl.

With the brake device, for example, a safety brake can be realized, in which a collapse of the brake by a latch mechanism, which may include the pawl, can be triggered.

In a variant of the braking device is provided that the pawl is moved by a drive module or a drive as a component of a latch mechanism, whereby the at least one brake module can be opened and closed, wherein such a drive may also be designed as a Lüftantrieb the braking device can.

A release force of the brake device, wherein this release force is provided, inter alia, by an interaction of the pawl and the electromagnet such that the brake module is spaced from the device to provide the air gap, can by the pawl to be interrupted. Accordingly, the pawl is designed as a transmission means for providing an interaction between the drive module and the brake module.

The at least one latch mechanism may, for example, also have an energy store which is suitable for applying a force by means of which the pawl can be hooked onto the brake module, so that the pawl, after such a hooking up, starts again from the second operating position in the first Operating position and is provided between the brake module and the device of the air gap.

In an airing unit as a further optional component of the pawl mechanism of the brake device, an additional gear can be arranged. Furthermore, the latch mechanism can have an independent and / or automatic latching aid or latching unit.

During operation of the brake device, it is provided that when the electromagnet is switched off, i. Interruption of the energization of the electromagnet, the pawl is incident and thus separates from the brake module. As long as the electromagnet is energized or is, the pawl is held in the first operating position. At the moment when the electromagnet is no longer energized, the solenoid can no longer magnetically attract the pawl, so that the pawl releases from the electromagnet and thus simultaneously separates from the brake module.

The inter alia provided in the context of the invention pawl mechanism for the appropriate positioning of the pawl in a respective operating position may be formed such that braking operations to be performed by the braking device in a conventional manner are not affected.

Furthermore, the braking device may have a self-locking drive and / or a self-locking gear as a possible component of the latch mechanism.

The latching mechanism typically does not have self-locking elements for braking. In the first operating position, the latch u.a. be supplemented by a self-locking gear and a drive.

Airing the brake device and in particular of the brake module of the brake device, which usually takes place when the pawl is in the first operating position, may be provided in a design as a so-called symmetrical ventilation, which is also possible with motorized ventilation. A described symmetrical lifting can be realized by controlling at least one lever as a component of the latch mechanism, wherein such a lever is inserted in at least one fixed point. By suitable positioning of the at least one fixed point as well as dimensioning of the at least one lever, a translation of the venting force provided for ventilation is possible. In this case, a Lüftweg be realized by an eccentricity of the at least one lever. The latch mechanism described or a corresponding device for ventilation can also be used to ventilate additional brake modules.

The brake device can be designed such that a transition of the pawl from the first operating position to the second operating position takes place in a short period of time and thus jerkily. When using a suitably dimensioned energy store, in particular a spring which is designed to act on the brake module, the air gap between the brake module and the device can be closed immediately via a sufficiently large contact force, so that u.a. An emergency braking can be performed, so that the braking device can be referred to in this aspect as a safety gear. Such a safety gear is also triggered by changing the operating position of the pawl and a consequent change in position or position of the brake module relative to the device and thus activated.

An emergency braking and thus catching the moving car relative to the elevator shaft can be done in several directions. Thus, in the case that the particular stationary device is formed as a rail of an elevator system, it is possible that both an upward and a downward movement of the car can be stopped quickly and safely by the braking device.

If the device is designed as a moving device, for example as a suspension element, a downward movement of the car can be effectively braked or stopped when the brake module interacts in particular with a downwardly moving strand of the suspension element. An upward movement of the car is thereby effectively braked or stopped by the brake module interacts in particular with an upwardly moving strand of the support means. In general, a braking or stopping a movement of the car can be independent of direction by interaction of any section or strand of the suspension element with the brake module.

In a further variant, the braking device, in particular if it is designed to catch the car, have a trained as a catch wedge brake module, wherein such a catch wedge cooperates with a unit for retraction, which in turn can be triggered by the pawl in the transition to the second operating position , so that the emergency stop can be brought about the catch wedge. The generation of the braking force can then take place by a wedging action of the catching wedge.

By the invention, inter alia, a brake device with a large air gap for braking and / or catching a car can be realized. This brake device falls completely due to the compression spring for applying the brake module and the use of the electromagnet for holding the pawl in case of failure of the supply energy completely. It is thus safe in all operating situations (fail-safe).

By a lever control as a component of the pawl mechanism, a translation between a Lüftmotor as a drive of the latch mechanism and on the release force, which acts on the acted upon by the spring brake module can be adjusted. The lever control allows u.a. a symmetrical airing. As a result, the car, an elevator car or a corresponding vehicle without grinding noises of brake pads of at least one brake module start without the brake device is fully released for braking, as the brake pads simultaneously stand out from the device and thus remove it.

By means of the latching mechanism or at least one component of the latching mechanism, for example the drive or venting motor, the braking device can be opened and closed by a motor for braking. It is usually provided that the release force, which is generated via a suitable movement of the drive is transmitted from the drive via the pawl as a means for transmitting the release force to the brake module.

Due to the possibility of having brake modules, which may have brake shoes or brake pads, motorized to the device, for example. Rail, create an impact velocity of the brake pads can be controlled on the rail. As a result, further, an incident speed and the noise level at the time of engagement of the pawl and thus the brake module can be regulated.

By an appropriately trained drive of the latching mechanism or a Lüftgeräts also applied via a fail-safe function contact pressure can be controlled and thus controlled and / or regulated. A motorized application of the Lüftgeräts can also be done shortly before the initiation of braking, whereby the Einfallzeit the brake or a brake module is shortened. This can be done by motor or by the pawl.

By the electromagnet as emergency release for the pawl and non-safe drives for releasing the brake can be used.

Compared to non-self-locking systems, such as a spindle drive, the incidence time is much lower by the latch mechanism. This results in that a free fall of the car in case of power failure can not take place or only very briefly. In a brake without independent provision of the pawl brake device described meets the essential requirements for safety gear for lifts to EN 81. Due to a release by the electromagnet very small incidence times are possible. The collapse of the brake device can be additionally regulated by a motor which acts on the pawl, with several speed levels.

Application areas for the braking device can be found in elevator construction as a so-called rail brake. Here is the car to his guide rails usually a significant game. However, the Lifts Directive and EN 81 require a so-called fail-safe, i. failsafe or fail-safe braking systems to prevent crash of the car or cab with very high safety. Thus, a braking system must be used, which combines large gaps and the fail-safe safety aspect.

The braking device can be realized, for example, as a rail brake; this results in that the braking force is not generated in the engine room, but on the car, ie directly where it is needed.

The brake device can be used by the latch mechanism as a safety gear in lifts. Furthermore, a combination of brake device and safety gear in the brake device is possible. This results, for example., That when both systems, i. the brake and the safety gear, do not affect extremely high delays on passengers in the car.

Thus, with the braking device u.a. a lift catcher can be realized with trip units having centrifugal forces to detect an overspeed of the car. These trip units can hang with their flyweights and thus trigger the safety gear by moving the pawl from the first to the second operating position.

Further use of the brake is possible in the field of construction machinery, in the underground and in the complete rail-bound conveying area. Due to the large air gap, the brake can be used in environments with heavy pollution. The fail-safe system provided in the context of the invention here also increases the reliability and safety of the arrangement described.

The invention therefore relates inter alia to a braking device for braking or for deceleration and / or for fixing movements of cars. The braking of rail-bound conveying means, in particular elevators, in this case takes place by friction on a stationary rail running parallel to the conveying direction as a stationary device. As an alternative to the rail, the same application is also possible for braking rotational movements on a brake disk as a device. The friction linings of the brake module are moved approximately perpendicular to the path of the rail from a release position and thus the first operating position into a braking position and thus the second operating position. This initiates a braking process. A variant of the brake device has a brake pad as a brake module.

According to another embodiment, the braking force is generated or amplified via a wedge. This wedge can be moved over its counter surface and thus at an angle less than 90 ° to the rail and therefore not perpendicular to the rail track applied.

By one or more energy storage, such as compression springs, the force required for friction contact pressure of the brake module is generated against the device. Thus, it is given that in case of failure of the supply energy, the full braking force is provided.

The movement from the braking position into the release position takes place with energy absorption of the braking device or of a corresponding overall system. A flow of the spring force is in this case diverted in the region of at least one, for example, designed as a brake shoe brake module. The spring force is bridged by means of the lever control.

An embodiment of the braking device provides an arrangement of a lever without a fixed point. In this case, the Lüftweg and thus air gap is generated by an eccentricity of the lever. A force application point can therefore lie outside a plane of the device and thus, for example, the rail. This saves, for example, when using two levers, the provision of an intermediate piece.

By varying the arrangement of a pivot point on the lever, a transmission ratio of generated to required release force can be provided. The power generation for releasing the brake module can be generated by an electric motor, hydraulically, pneumatically or by other energy converters. A translation through a gear is possible. A drive can also be used to ventilate multiple brake modules for braking and / or catching. Self-locking components can be used in this area to save energy supply, without affecting the safety function of the brake device and therefore also of the brake module. At the end of this drive and gear unit typically creates a linear motion, which is transmitted to the pawl.

In order to come up with the braking device, there are two ways to end the released state. This can be done by dropping the release force and thus moving the pawl, or thereby, by the power flow is interrupted, for example, characterized in that the pawl is posted or folded down.

Each of these two states or these two operating positions can be reliably detected by appropriate information sources and processed by a controller as another component of the braking device. This can be realized for example by switches in the end positions, measuring elements or by stepper motors.

The drop in the release force can be realized in non-inhibiting systems that the generation of the release force is interrupted. A first variant is to reverse the release force generated by the drive in their effective direction, which is also possible for self-locking systems. The second variant is based on an interruption of the power flow through the latch by this is folded down. For this purpose, the electromagnet, which holds the pawl in its position, de-energized.

By the weight of the pawl, a correspondingly shaped shape pairing between the pawl and counterpart of the brake module or by energy from previously strained elements, such as springs or other energy storage or energy converters, the pawl is brought out of position. A combination of these possibilities is also possible.

• Abbremsen von max. 1330 kg
• Verzögerung bei voll beladenem Fahrkorb und Ausfall eines Bremsgeräts, bei einer Beschleunigung von a = -0,3 g.
• Maximale Verzögerung für den Fahrgast: 1 g
• Lüftspalt der Bremse 4 mm
• Lebensdauer 9 000 000 LW (Lastwechsel)

The braking device for braking and / or catching a car is in a version for a total gross weight of max. 1330 kg designed for a ropeless elevator system. The brake device or the brake system is shifted from the engine room directly to the car or the cabin. The following framework conditions can be fulfilled, for example:

• Braking of max. 1330 kg
• Delay with fully loaded car and failure of a braking device, with an acceleration of a = -0.3 g.
• Maximum delay for the passenger: 1 g
• Air gap of the brake 4 mm
• Lifetime 9 000 000 LW (load change)

Furthermore, two brake modules can be used, so that a safety rail brake with a rail depth of about 50 mm and a rail thickness of about 16 mm is realized.

With the ventilation device of the brake device, two brake modules can be ventilated symmetrically. That Both brake shoes move away from the rail at the same time. As a result, even when the brake is not fully released, the car can already start without any grinding noises. It is also possible to reduce the clearance gap shortly before reaching a stop. As a result, speed losses can be compensated by the translation of the lever. The use of lighter, slower motors as drives for pawl mechanisms is thereby possible.

If lower landing speeds can be realized, the noise level at the time of the brake decreases significantly, which is an increase in comfort for the passengers.

With the braking device for braking a plurality of tripping speeds can be realized due to the structure with motor operation and latch release. Through the use of the electromagnet, the braking device for braking as a safety device for overspeed is down and up for conventional cable lifts alike suitable.

The electromagnet can be designed as a safety magnet to be supplied with 12V. The braking device can be used as a braking, holding and safety gear. As a result, maximum delays to the passenger at the simultaneous incidence of all brake modules can be significantly reduced. The braking device can also be used for an unsafe drive, whereby an incident speed can be controlled and a symmetrical release behavior can be controlled. A fixation of the motor as a drive of the latch mechanism is to be constructed depending on the installation situation. A bolt at the rear end of, for example, designed as a motor drive can, for example, be firmly fixed. A bolt connecting the pawl and the motor can be linearly guided to receive the power of the motor.

The described invention can u. a. be used as safety gear and / or safety brake. With the pawl a tensile and / or compressive force transmission is possible. In the context of the invention, the braking force can be adjusted by the release force. Furthermore, use of the brake device as a rope brake is possible, in this case it is provided that the brake module is fixed and is in contact with a moving rope as a device to effect a braking. In a further embodiment, the braking device can also be used for braking rotational movements of rotating devices.

Further advantages and embodiments of the invention will become apparent from the description and the accompanying drawings. It is understood that the features mentioned above and those yet to be explained below can be used not only in the particular combination indicated, but also in other combinations or in isolation, without departing from the scope of the present invention.

Figur 1

zeigt in schematischer Darstellung eine erste Ausführungsform einer erfindungsgemäßen Bremsvor- richtung.

Figur 2

zeigt in schematischer Darstellung ein Detail ei- ner zweiten Ausführungsform einer erfindungsgemä- ßen Bremsvorrichtung.

Figur 3

zeigt in schematischer Darstellung zwei Beispiele für Klinken einer dritten Ausführungsform einer erfindungsgemäßen Bremsvorrichtung.

Figur 4

zeigt in schematischer Darstellung eine vierte Ausführungsform einer erfindungsgemäßen Bremsvor- richtung.

Figur 5

zeigt in schematischer Darstellung eine fünfte Ausführungsform einer erfindungsgemäßen Bremsvor- richtung.

Figur 6

zeigt in schematischer Darstellung eine sechste Ausführungsform einer erfindungsgemäßen Bremsvor- richtung in drei verschiedenen Betriebsstellun- gen.

Figur 7

zeigt in schematischer Darstellung eine siebte Ausführungsform einer erfindungsgemäßen Bremsvor- richtung.

Figur 8

zeigt in schematischer Darstellung eine achte Ausführungsform einer erfindungsgemäßen Bremsvor- richtung.

Figur 9

zeigt in schematischer Darstellung ein Beispiel für eine Aufzuganlage mit zwei neunten Ausfüh- rungsformen einer erfindungsgemäßen Bremsvorrich- tung.

Figur 10

zeigt in schematischer Darstellung eine zehnte Ausführungsform einer erfindungsgemäßen Bremsvor- richtung.

Figur 11

zeigt in schematischer Darstellung eine elfte Ausführungsform einer erfindungsgemäßen Bremsvor- richtung.

Figur 12

zeigt in schematischer Darstellung ein Detail ei- ner zwölften Ausführungsform einer erfindungsge- mäßen Bremsvorrichtung.

Figur 13

zeigt in schematischer Darstellung ein Detail ei- ner dreizehnten Ausführungsform einer erfindungs- gemäßen Bremsvorrichtung.

The invention is illustrated schematically by means of embodiments in the drawing and will be described in detail below with reference to the drawing.

FIG. 1

shows a schematic representation of a first embodiment of a brake device according to the invention.

FIG. 2

shows a schematic representation of a detail of a second embodiment of a brake device according to the invention.

FIG. 3

shows a schematic representation of two examples of pawls of a third embodiment of a brake device according to the invention.

FIG. 4

shows a schematic representation of a fourth embodiment of a brake device according to the invention.

FIG. 5

shows a schematic representation of a fifth embodiment of a brake device according to the invention.

FIG. 6

shows a schematic representation of a sixth embodiment of a brake device according to the invention in three different operating positions.

FIG. 7

shows a schematic representation of a seventh embodiment of a brake device according to the invention.

FIG. 8

shows a schematic representation of an eighth embodiment of a brake device according to the invention.

FIG. 9

shows a schematic representation of an example of an elevator system with two ninth embodiments of a brake device according to the invention.

FIG. 10

shows a schematic representation of a tenth embodiment of a brake device according to the invention.

FIG. 11

shows a schematic representation of an eleventh embodiment of a brake device according to the invention.

FIG. 12

shows a schematic representation of a detail of a twelfth embodiment of a brake device according to the invention.

FIG. 13

shows a schematic representation of a detail of a thirteenth embodiment of a brake device according to the invention.

In the FIG. 1 schematically from above shown first embodiment of a brake device 2A for braking a car comprises a pawl 4A and two brake shoes designed as brake modules 6A, which are connected to a common counterpart 8A, said counterpart 8A in the in FIG. 1 shown first operating position with the pawl 4A in contact. It is envisaged that the car along a rail 16A as a device can perform a movement. In the context of the present invention, a "car" is to be understood as any kind of "vehicle" for transporting goods moving relative to a hoistway.

In this first operating situation, the two brake modules 6A are spaced from the rail 16A by a spring 10A and two levers 12A respectively mounted on a wall 14A via pivot points 28A to form two symmetrical air gaps 18A.

In this first operating position is further provided that an electromagnet 20A pulls the pawl 4A upwards (ie against gravity). This measure makes it possible for the brake modules 6A to be connected to the pawl 4A via the counterpart 8A. A required for this purpose, symbolized by an arrow release force 22A, is provided by a not shown here drive a latch mechanism by reciprocating the pawl 4A. About the pawl 4A and the counterpart 8A, the brake modules 6A are held in a position and, if necessary, moved relative to the rail 16A.

In the embodiment of FIG. 1 the brake modules 6A designed with friction linings are lifted off the rail 16A. Starting from derin FIG. 1 shown first operating position is provided in case of failure of energization of the electromagnet 20A, that the pawl 4A from the electromagnet 20A and thus also from the counterpart 8A, in which the pawl is hooked 4A dissolves, and moves to a second operating position. This means at the same time that the two brake modules 6A their in FIG. 1 leave shown positions and are pressed by the spring 10A against the rail 16A and thus cause a braking of the car here not shown relative to the rail 16A.

The release force 22A is no longer transmitted by a change in position of the pawl 4A and the brake modules 6A fall due to a fail-safe function of the brake device 2A a. This applies due to the use of the electromagnet 20A even when the supply voltage. An alternative to this is provided by a functional model of a latch mechanism for pulling air forces.

A detail of a second embodiment of a brake device 2B is shown in FIG FIG. 2 shown schematically. Here are of the brake device 2B, a brake module 6B and a lever 12B, which is hinged to a wall 14B about a pivot point 28B, shown. The lever 12B cooperates with a force accumulator 13B such that the brake module 6B remains in the position shown here. The brake module 6B is further spaced from a rail 16B to form a release gap 18B. In this second embodiment, the lever 12B has no fixed pivot point.

FIG. 3 shows in a schematic representation in its upper portion a first example of a pawl 4C, which has an arm 24C with an inclined end 26C. This first example of the pawl 4C is adapted to cooperate with a counterpart 8C, which is connected to at least one brake module, not shown here.

A second example of a pawl 40C includes an arm 240C having a rounded end 260C (see lower portion of Figs FIG. 3 ). This second example of the pawl 40C is adapted to engage with a counterpart 80C which is provided with at least one in FIG. 3 not shown brake module is connected to cooperate. Also shows FIG. 3 Electromagnet 20C, which are each energized and thus attract the pawls 4C, 40C, so that for both pawls 4C, 40C respectively, the first operating position is realized.

As FIG. 3 1, the pawls 4C, 40C and in particular the arms 24C, 240C of the pawls 4CV, 40C may have different shapes and combinations of geometries, not shown.

In the case of both examples, the pawls 4C, 40C are rotatably supported via pivot points 28c relative to a wall 14C. A release force, through which a gap between the brake modules and an in FIG. 3 is not shown, is transmitted via the pawls 4C, 40C. The two electromagnets 20C hold the pawls 4C, 40C in their respective positions.

FIG. 4 shows a schematic representation of a fourth embodiment of a braking device 2D with a pawl 4D, which is rotatable about a pivot point 28D relative to a wall 14D. It is also in FIG. 4 a solenoid 20D is also shown attached to the wall 14D. In the FIG. 4 shown fourth embodiment of the braking device 2D according to the invention also has at least one counterpart 8D, which is connected to at least one further brake module not shown here. Furthermore, the pawl 4D is connected to the wall 14D via a spring or other energy storage device 10D.

In the in FIG. 4 shown operating position, the pawl 4D is pulled upwards by the electromagnet 20D, so that the pawl 4D is connected to the counterpart 8D and thus the at least one brake module connected to the counterpart 8D is released with the formation of a clearance with a stationary device. As soon as the electromagnet 20D is released from a current source, for example in the event of a power failure, the pawl 4D snaps down so that the connection of the pawl 4D to the counterpart 8D is disconnected and braking is initiated for the at least one brake module at least one brake module contacts the stationary device to generate friction.

By providing the spring 10D, jamming of the pawl 4D is prevented because the release force acts on the pawl 4D from right and left. A weight force of the pawl 4D counteracts a frictional force. In order to ensure release of the brake device 2D, it is provided here that the spring 10D is compressed between the pawl 4D and the wall 14D, so that a spring force of the spring 10D acts downward. Once the solenoid 20D is de-energized, the pawl 4D disengages and falls down, urged by the spring 10D.

FIG. 5 shows a schematic representation of a fifth embodiment of a brake device 2E with a latch mechanism, which is designed for tensile forces.

This fifth embodiment of the brake device 2E comprises a pawl 4E with an arm 24E, at the end of which an arc 30E is arranged, wherein this arc 30E has at one end a ball 32E. The arm 24E of the pawl 4E is slidably and rotatably fixed via a pivot 28E relative to a wall 14E. On the wall 14E is also an electromagnet 20E fixed in the in FIG. 5 shown operating position is energized and thus the latch 4E pulls up. Via a further pivot point 29E is a counterpart 8E of a brake module 6E, which here has a brake pad 34E, rotatably mounted relative to the wall 14E. Between the wall 14E and the brake module 6E, a spring 10E is compressed. The fact that the spring 10E pushes the brake module 6E to the right is prevented by the pawl 4E being in communication with the counterpart 8E of the brake module, thereby providing a release force counteracting the spring 10E.

In the embodiment of FIG. 5 is the same operating principle as provided in the preceding embodiments. The only difference is that tensile forces can now be applied to the brake module 6E by means of the spring 10E for releasing the brake module. A latch mechanism for acting on the pawl 4E and thus also for the indirect application of the brake module 6E works in principle exactly as in the preceding examples.

FIG. 6 shows a sixth embodiment of a brake device 2F in three different operating positions, namely a first variant of a first operating position 36F in its upper portion of Figure 6, a second variant of a first operating position 360F in a central portion of FIG. 6 and an embodiment of a second operating position 38F in a lower portion of FIG FIG. 6 ,

The embodiment of the FIG. 6 shows a sixth embodiment of a braking device in three operating positions 36F, 360F, 38F of a pawl 4F and resulting operating positions of a brake module 6F. In detail, the brake device 2F comprises the pawl 4F with an arm 24F, a bow 30F and a ball 32F, walls 14F and further the brake module 6F with a counterpart 8F and a brake lining 34F. In this case, a spring 10F is stretched between the brake module 6F and one of the walls 14F. Also shows FIG. 6 a stationary device and electromagnet 20F designed as a rail 16F. In FIG. 6 Furthermore, a trained as a track Einklinkhilfe 40F is shown with an inclined plane.

In the first variant of the first operating position 36F, the pawl 4F and thus the brake module 6F are in a first operating situation, so that an air gap 18F is present between the brake lining 34F and the rail 16F. This is achieved by energizing the electromagnet 20F so that this electromagnet 20F pulls up the pawl 4F. Furthermore, the arc 30F of the pawl 4F surrounds the counterpart 8F of the brake module 6F, the ball 32F of the pawl 4F abutting against the counterpart 8F of the brake module 6F and thus pulling the brake module 6F to the left by providing a release force against a force of the spring 10F.

In a second variant of the first operating position 360F, which in the middle section of FIG. 6 4, it is shown that the pawl 4F is moved to the right by manipulating a not shown drive of a pawl mechanism by changing a release force transmitted from the pawl 4F to the brake module 6F, whereby the ball 32F and thus also the pawl 4F from the counterpart 8F of the brake module 6F releases and enables a movement of the brake module 6F to the right, driven by application of the spring 10F. As a result, the brake pad 34F of the brake module 6F comes into abutment against the rail 16F, thus braking a relative movement of a car of an elevator system having the sixth embodiment of the brake device 2F shown here, relative to the rail 16F of the elevator system.

The second operating position 38F is in the lower section of FIG FIG. 6 shown. It is provided that, for example, in an emergency, a power supply of the electromagnet 14 F is interrupted, so that this electromagnet 14 F, the pawl 4 F no longer in the upper or middle portion of the FIG. 6 shown position for the realization of the first operating positions 36F, 360F.

As a result, the pawl 4F falls downward by gravity due to a pivot point 28F. Thus, a connection between the pawl 4F and the counterpart 8F of the brake module 6F is released and the brake module 6F pushed by the expanding between the brake module 6F and the wall 14F spring 10F jerkily in the direction of the rail 16F, so that by interaction of the brake pad 34F with the rail 16F is brought to full braking, so that a movement of the car, which is equipped with the sixth embodiment of the braking device 6F shown here, is intercepted.

Accordingly, shows FIG. 6 the brake device 2F and in particular the brake module 6F in the context of the first variant of the first operating position 36F in a fully ventilated state. To achieve the second variant of the first operating position 360F is provided here that a collapse of the brake module 6F is effected by a movement of the pawl 4F in the direction of the rail 4F by changing the release force.

In the lower section, to provide the second operating position 38F, the brake module 6F is closed by rotation of the pawl 4F downwards.

A provision of the pawl 4F from the second operating position 38F in the first variant of the first operating position 36F and thus the initial position via a fixation by the electromagnet 20F by this is energized again, and the pawl 4F of Hand is lifted up.

An optional extension allows the 2F brake device to be equipped with a self-contained return mechanism.

In such return mechanisms, the depending pawl 4F is retracted by a spring or a motor, for example a venting motor of a pawl mechanism designed to regulate the venting force after it has traveled a certain distance by the latching aid 40F as a counterpart, as in FIG the first variant of the first operating position 36F, brought. It is provided that the pawl 4F is pushed along a path of the latching aid 40F, wherein the ball 32F and the sheet 30F of the pawl 4F move below the counterpart 8F. However, when the electromagnet 20F is still de-energized, the pawl 4F flips down when attempting to release the brake module 6F. However, when the solenoid 20F keeps the latch 4F in balance, the brake module 6F is released by pulling the motor.

In the FIG. 7 7 schematically shows a brake device 2G comprises a pawl 4G, a counterpart 8G of a brake module, not shown here, an electromagnet 20G, a pivot point of the pawl 28G, walls 14G and trained as a path Einklinkhilfe 40G.

In FIG. 7 it is provided that the pawl 4G is connected to the counterpart 8G, so that the brake device 2G and in particular the brake module are in a ventilated state and thus the first operating position. After releasing the brake device 2G and thus also the brake module, which is achieved by interrupting a current connection to the electromagnet 20G, the pawl 4G turns down about the pivot point 28G and thereby separates from the counterpart 8G and thus also from the brake module.

To return the pawl 4G from the released operating position to the in FIG. 7 to bring shown first operating position, here the Einklinkhilfe 40G is provided to realize a compressive return mechanism for the pawl 4G by the Einklinkhilfe 40G with an extension 42G, which is fixed to an arm 24G of the pawl 4G cooperates, and thus regulates a movement provided for latching the pawl 4G.

An eighth embodiment of a brake device 8H is shown in FIG FIG. 8 shown schematically. Also, this eighth embodiment of the brake device 8H comprises a pawl 4H, a brake module 6H with a counterpart 8H, a spring 10H clamped between a wall 14H and the brake module 6H to provide a tensile force. Also shows FIG. 8 an electromagnet 20H, a brake pad 34H and a latch 40H.

For this described braking device 2H with a tensile force transmission via the pawl 4H is the restoring device in the embodiment in FIG. 8 shown. Here, the pawl 4H drops when triggered on the trained as a support or web Einklinkhilfe 40H, along which the pawl 4H is moved in a forward movement by a spring or a motor of a latch mechanism. The latching aid 40H, along which the pawl 4H moves therethrough, guides it around the counterpart 8H and thus again results in contact between the pawl 4H and the electromagnet 20H. If the latter is de-energized, no airing of the brake module 6H can be initiated by a motor movement since the pawl 4H has no engagement in the counterpart 8H due to the shape of the latching aid 40H on which it is running. When the electromagnet 20H is energized, the pawl 4H can lift off the latching aid 40H, so that it is possible to release the brake module 6H. A connection of the brake device 2H for braking can be done via dampers on a car, not shown here.

The storage of the electromagnet 20H can be done fixed. A co-movement of the electromagnet 20H with the pawl 4H is also possible to avoid friction between the electromagnet 20H and the pawl 4H when it is moved relative to the counterpart 8H by changing a release force. The electromagnet 20H can additionally be articulated by a spring and a corresponding bearing in order to achieve a gapless contact between the pawl 4H and the electromagnet 20H.

In FIG. 9 1 schematically shows an embodiment of an elevator installation 44I with two rails 161 as a stationary device of the elevator installation 44I, a car 46I and two embodiments of a ninth embodiment of a braking apparatus 2I for braking the car 46I, each with two brake modules 6I. It is here provided that a thickness 48I of one of the rails 16I is 16 mm and a depth 50I of one of the rails 16I is approximately 50 mm.

In the FIG. 9 shown braking devices 2I for braking are in the basis of FIG. 9 described embodiment, with the provision of each one Lüftspalts 181 with a width 521 of 4 mm between each brake module 6I and a rail 16I in the first operating position, which is achieved in that not shown here pawls with the brake modules 6I are connected.

In order to decelerate a movement of the car 461 relative to the rails 16I, to change a width 52I of a respective air gap 18I, a release force transmitted from a pawl to a brake module 6I is changed. In order to intercept the car 46I, it is provided that the brake modules 6I disengage from the pawls and reach a second operating position so that the brake modules 18I touch the rails 16I, thereby generating friction.

FIG. 10 shows a schematic representation of a Tenth embodiment of a brake device 2J, which like the other embodiments already presented a pawl 4J, an electromagnet 20J, a brake module 6J with a brake pad 34J, a counterpart 8J, mounted on a wall 14J electromagnet 20J and a latching 40J includes.

This embodiment of the brake device 2J is provided as a component of a vehicle designed as a car. In FIG. 10 the pawl 4J and the brake module 6J are in a first variant of a first operating position 36J, wherein between the brake pad 34J of the brake module 6J and a rail 16J, to which the car can move, a ventilation gap 18J is present. To indicate a second variant of a first operating situation 360J, an arc 30J and a ball 32J of the pawl 4J are shown in phantom in a second position of the first operating position 360J offset to the right, which ensures that the pawl 4J changes when a release force is changed and thus Move brake module 6J in the direction of the rail 16J and thus causes a braking effect of the car.

Further shows FIG. 10 a latching mechanism 54J designed as a ventilation unit, which has a linear motor 56J mounted on a wall 14J and a lever 12J and a lever arm 58J. In this case, the lever 12J is connected at a first end to the linear motor and connected at a second end via a pivot point 28J with the lever arm 58J. The lever arm 58J is mounted on a wall 14J via a second pivot point and rotatably connected to the pawl 4J via a third pivot point 28J.

In this embodiment, the brake device 2J with the ventilation unit or the latch mechanism 34J is basically in FIG. 10 shown. A translational movement of the linear motor 56J is transmitted to the brake module 6J via a lever transmission provided via the lever 12J, the lever arm 58J and the pawl 4J, for varying the release force and further a position of the brake module 6J via the pawl 4J.

In front of the brake module 6J, the pawl 4J is interposed, which is held by the electromagnet 20J in a horizontally oriented first operating position 36J. As a result, the pawl 4J engages with the counterpart 8J connected to the brake module 6J and can move the brake module upon movement of the linear motor 56J, thereby regulating the release force.

In order for the linear motor 56J not to be treated as a safety component, unlatching of the linear motor 56J by the electromagnet 20J can be achieved. For this purpose, the electromagnet 20J is de-energized, so that the pawl 4J falls to the level of Einklinkhilfe 40J, so that the linear motor 56J has no intervention on the brake module 6J. By this arrangement, the brake module 6J can be opened and closed by a motor. Large air gaps 18J can also be realized by adjusting the release force and the geometry of the lever 58J. However, a collapse of the brake module 6J is also possible via the pawl 4J.

If the latch 4J is triggered and assumes a second operating position, it is no longer possible to ventilate for the time being. To retract the latch 4J, the linear motor 56J retracts. As a result, the pawl 4J is pushed forward on the inclined plane of the Einklinkhilfe 40J and thereby lifted until it again has contact with the electromagnet 20J. If this is still de-energized, no engagement of the pawl 4J in the counterpart 8J is possible. However, when the electromagnet 20J is energized again, the pawl 4J is held by it in a horizontal position again. Airing is now possible again with the 56J linear motor.

FIG. 11 shows a ventilation device of a schematically illustrated embodiment of a braking device 2K with a pawl 4K and a brake module 6K, which includes a brake pad 34K, a counterpart 8K and brake lever 60K and fixed points 62K. The schematic representation of FIG. 11 further shows an electromagnet 20K, which attracts the pawl 4K in an energized state and a portion of a lever arm 58K, via which a force of a motor not shown here can be transferred to the pawl 4K.

In this ventilation device a release force, here a compressive force of the motor for releasing the brake module 6K is used. The motor or linear motor is connected to the upper hole 58K on the pawl 4K. In a first operating position, the motor presses the pawl 4K on the counterpart 8K and then on the lever 60K of the brake module 6K. The levers 60K are fixedly mounted at their fixed points 62K. This creates a rotation about these fixed points 62K. Pressing the motor thereby causes the brake shoes 34K to move apart. The engine for airing bypasses. thus compensates for the contact force exerted by a spring, not shown, which acts on the brake shoes 34K in the region of a rail. The latch 4K itself presses on the counterpart 8K.

The contacting surfaces of the pawls 4K and the counterpart 8K are inclined by a few degrees to an axis of the pawl 4K. This results in the released state at the latch 4K a release force down. This is compensated by the placed on the pawl 4K electromagnet 20K again. Triggering the pawl 4K is thus possible by switching off the voltage at the electromagnet 20K. The pressure force due to the airing and the weight of the pawl 4K itself always lead to a fall when the electromagnet 20K is de-energized. Due to the fail-safe function of the brake device 2K, the brake pads 34 of the brake module 6K are always pressed by the spring in case of supply energy failure.

FIG. 12 shows a schematic representation of an example of a twelfth brake device 2L with a Pawl 4L, which is mounted on a wall 14L, an electromagnet 20L and a counterpart 8L of a brake module not shown here.

If the in FIG. 12 shown braking device 2L is in the first operating position, it is provided that the solenoid 20L is energized and thus pulls the pawl 4L upwards. Furthermore, a variable release force 22L is applied from a drive of a mechanism of the pawl 4L, not shown here, whereby a connection between the pawl 4L and the counterpart 8L of the brake module is provided. Due to the release force 22L, a release force 64L is generated at the contact surface between the pawl 4L and the counterpart 8C, which is not vertical to the line of action of the release force 22L. This release force 64L is applied to energized electromagnet 20L. If a power supply for the electromagnet 2L is interrupted, the pawl 4L detaches itself from the electromagnet 20L due to its mass and falls down, interrupting a connection of the pawl 4L to the counterpart 8L and thus also to the brake module. By the weight of the pawl 4L an additional, typically small contribution to the release force 64L is contributed. This results in that the pawl 4L and the brake module occupy a second operating position, is canceled by a present during the first operating position air gap between a rail not shown here and the brake module, so that braking or catching a car, the here shown twelfth embodiment of the braking device 2L, is effected.

A holding device of a thirteenth embodiment of a brake device 2M is shown in FIG FIG. 13 shown schematically. This holding device comprises a latching aid 40M, a magnetic attachment 66M, a connection plate 68M, a spacer 70M and two Z-profiles 72M. This holding device FIG. 13 is provided as a frame for a ventilation device, the electromagnet and a jack, not shown, and an unillustrated counterpart of a brake module, which are described in the preceding figures, however, provided.

In the right-hand area, the two Z-profiles 72M absorb the braking force from underlying brake shoes. The Z-profiles 72M are bolted to the two spacers 70M. These absorb the braking forces and forward them down to the connection plate 68M, which can be moved horizontally depending on the application.

Thus, in the event that the brake module is closed, the spacer 70M absorbs the braking forces and forwards them. Holes 74M of the spacer 70M engage bolts that provide the fulcrums for lever control of the vent. The spacer 70M thus absorbs the spring force in the region of a guide rail in the released state. In the middle of FIG. 13 On the spacer 70M is seen the bracket 66M for the electromagnet, which holds the latch in balance. In the left area is the Einklinkhilfe 40M to see that returns the pawl by a movement of a motor of a latch mechanism again automatically in the starting position and thus a first operating position shown.

Throughout the brake device 2M, all bolt connections are made to be independent of the load case, i. Braking or airing, no bends transmitted. The bolts, which assume a joint function here, are only subjected to shear, so that an asymmetric arrangement of levers and brake shoes is realized.

Claims (16)

1. A braking apparatus for braking a elevator car (46) moving in relation to a elevator shaft, comprising at least one brake module (6) which is provided for cooperating with a device moving in relation to the brake module (6), and comprising a pawl (4) adjustable between two operating positions (36, 360, 38), characterized in that the pawl (4), in a first operating position (36, 360), is connected to the at least one brake module (6) in such a manner that a releasing force or bleeding force (22) is transmitted to the at least one brake module (6) by the pawl (4), and in that the pawl (4), in a second operating position (38), is separated from the at least one brake module (6), so that the at least one brake module (6) is in contact with the device, wherein in the first operating position by means of a regulation of the bleeding force a width of an air gap between the at least one break module (6) and the device is adjustable.
2. The braking apparatus according to claim 1, in which the at least one brake module (6) is designed for cooperating with a stationary device.
3. The braking apparatus according to claim 2, in which the at least one brake module (6) is designed for cooperating with a stationary device designed as a rail (16) of a elevator installation (44).
4. The braking apparatus according to claim 1, which is arranged fixedly in relation to the elevator shaft, the brake module (6) being designed for cooperating with a moving device.
5. The braking apparatus according to any one of the preceding claims, which has at least one drive for providing the releasing force or bleeding force (22).
6. The braking apparatus according to any one of the preceding claims, which has a holding device which is designed for holding the pawl (4) in the first operating position.
7. The braking apparatus according to claim 6, which has a holding device designed as an electromagnet (20), this electromagnet (20) holding the pawl (4) in an energized state in the first operating position (36, 360).
8. The braking apparatus according to any one of the preceding claims, which has at least one lever (12) which is designed for setting a clearance between the brake module (6) and the device.
9. The braking apparatus according to any one of the preceding claims, which has at least one force module and/or one energy accumulator, which force module and/or which energy accumulator are/is designed for providing a brake force for the at least one brake module (6).
10. The braking apparatus according to claim 9, in which the at least one force module is designed as a spring (10).
11. The braking apparatus according to claim 9 or 10, in which the releasing force (22) counteracts the brake force.
12. The braking apparatus according to any one of the preceding claims, in which the at least one brake module (6) has a counterpiece (8) which is designed for cooperating with the pawl (4).
13. The braking apparatus according to any one of the preceding claims, which has at least one latching aid (40) which is designed for transferring the pawl (4) from the second operating position (38) into the first operating position (36, 360).
14. An elevator installation, comprising at least one elevator car (46) and at least one braking apparatus (2) according to any one of the preceding claims, the at least one braking apparatus (2) being designed for braking a movement of the at least one elevator car (46).
15. A method for setting at least one brake module (6) for an elevator car moving in relation to an elevator shaft, the at least one brake module (6) being provided for cooperating with a device, in the method a pawl being switched to and fro between two operating positions (36, 360, 38), wherein the pawl (4), in a first operating position (36, 360), is connected to the at least one brake module (6) in such a manner that a releasing force (22) is transmitted to the at least one brake module (6) by the pawl (4), and wherein, during changeover into the second operating position (38), the at least one brake module (6) and the pawl (4) are separated from one another, so that the at least one brake module (6) comes into contact with the device, in which, in the event that the pawl (4) is in the first operating position (36, 360), a width (52) of a releasing gap or bleeding gap (18) between the device and the at least one brake module (6) is regulated by a change in the releasing force or bleeding force (22), so that the elevator car (46) is braked.
16. The method according to claim 15, in which, in the event that the pawl (4) is in the second operating position (38), the at least one brake module (6) comes into contact with the device in such a manner that the elevator car (46) is stopped.

Images