EP2058262B2 - Dispositif de freinage destiné au freinage d'une cabine - Google Patents

Dispositif de freinage destiné au freinage d'une cabine Download PDF

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Publication number
EP2058262B2
EP2058262B2 EP07021915.9A EP07021915A EP2058262B2 EP 2058262 B2 EP2058262 B2 EP 2058262B2 EP 07021915 A EP07021915 A EP 07021915A EP 2058262 B2 EP2058262 B2 EP 2058262B2
Authority
EP
European Patent Office
Prior art keywords
pawl
brake
brake module
braking
operating position
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP07021915.9A
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German (de)
English (en)
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EP2058262B1 (fr
EP2058262A1 (fr
Inventor
Frank Dudde
Phillip Federle
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
TK Elevator GmbH
Original Assignee
ThyssenKrupp Elevator AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
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First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=39273563&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP2058262(B2) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by ThyssenKrupp Elevator AG filed Critical ThyssenKrupp Elevator AG
Priority to EP07021915.9A priority Critical patent/EP2058262B2/fr
Priority to DE502007007014T priority patent/DE502007007014D1/de
Priority to AT07021915T priority patent/ATE506313T1/de
Priority to ES07021915T priority patent/ES2365255T3/es
Priority to CN200880115705.0A priority patent/CN101855157B/zh
Priority to PCT/EP2008/008647 priority patent/WO2009062577A1/fr
Priority to KR1020107013027A priority patent/KR101406771B1/ko
Priority to BRPI0820041A priority patent/BRPI0820041A2/pt
Priority to JP2010533452A priority patent/JP5345150B2/ja
Publication of EP2058262A1 publication Critical patent/EP2058262A1/fr
Priority to US12/762,928 priority patent/US8863909B2/en
Publication of EP2058262B1 publication Critical patent/EP2058262B1/fr
Application granted granted Critical
Publication of EP2058262B2 publication Critical patent/EP2058262B2/fr
Active legal-status Critical Current
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces

Definitions

  • the invention relates to a braking device for braking a car, an elevator system and a method for adjusting at least one brake module.
  • 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.
  • spring 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.
  • 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.
  • 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.
  • 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.
  • this braking device has no fail-safe function.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the braking device is arranged stationary relative to the elevator shaft.
  • the brake module is configured to cooperate with a moving device.
  • 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.
  • the brake device has at least one drive for providing and varying the release force.
  • 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.
  • the brake device may comprise at least one lever which is adapted to set a distance between the brake module and the device.
  • 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.
  • 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.
  • 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.
  • 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.
  • a defined braking force can be provided.
  • 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.
  • the brake device comprises at least one brake module that can interact with at least one device and usually with at least one pawl.
  • 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.
  • 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 Lsymmetricantrieb 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.
  • 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.
  • an additional gear can be arranged.
  • the latch mechanism can have an independent and / or automatic latching aid or latching unit.
  • the brake device 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.
  • 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.
  • 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.
  • the latch 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.
  • a translation of the venting force provided for ventilation is possible.
  • a Lsterweg 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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).
  • a lever control as a component of the pawl mechanism, a translation between a L850motor 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.
  • 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.
  • 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.
  • an incident speed and the noise level at the time of engagement of the pawl and thus the brake module can be regulated.
  • electromagnet as emergency release for the pawl and non-safe drives for releasing the brake can be used.
  • 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.
  • 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.
  • a braking device can be found in elevator construction as a so-called rail brake.
  • the car to his guide rails usually a significant game.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the force required for friction contact pressure of the brake module is generated against the device.
  • 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.
  • the Lsterweg 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.
  • 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.
  • 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.
  • the pawl 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.
  • 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.
  • the braking device for braking 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.
  • 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.
  • the car along a rail 16A as a device can perform a movement.
  • a "car” is to be understood as any kind of "vehicle” for transporting goods moving relative to a hoistway.
  • 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.
  • 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.
  • the brake modules 6A are held in a position and, if necessary, moved relative to the rail 16A.
  • the brake modules 6A designed with friction linings are lifted off the rail 16A.
  • 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.
  • 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.
  • FIG. 2 A detail of a second embodiment of a brake device 2B is shown in FIG. 2 shown schematically.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • a solenoid 20D is also shown attached to the wall 14D.
  • the 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.
  • the pawl 4D is connected to the wall 14D via a spring or other energy storage device 10D.
  • 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.
  • 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.
  • the spring 10D 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.
  • 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.
  • FIG. 5 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 ,
  • 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.
  • 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.
  • a spring 10F is stretched between the brake module 6F and one of the walls 14F.
  • FIG. 6 shows FIG. 6 a stationary device and electromagnet 20F designed as a rail 16F.
  • a trained as a track Einklink Anlagen 40F is shown with an inclined plane.
  • 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.
  • 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.
  • 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.
  • 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.
  • the pawl 4F falls downward by gravity due to a pivot point 28F.
  • 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.
  • FIG. 6 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.
  • 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.
  • 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.
  • 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.
  • 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 36
  • 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 Einklink Anlagen 40G.
  • 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.
  • the Einklink Anlagen 40G is provided to realize a compressive return mechanism for the pawl 4G by the Einklink Anlagen 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.
  • FIG. 8 An eighth embodiment of a brake device 8H is shown in 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.
  • the pawl 4H drops when triggered on the trained as a support or web Einklink Anlagen 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.
  • 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.
  • 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.
  • braking devices 2I for braking are in the basis of FIG. 9 described embodiment, with the provision of each one L furnishspalts 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.
  • a release force transmitted from a pawl to a brake module 6I is changed.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the electromagnet 20J is de-energized, so that the pawl 4J falls to the level of Einklink Anlagen 40J, so that the linear motor 56J has no intervention on the brake module 6J.
  • 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.
  • the linear motor 56J retracts.
  • the pawl 4J is pushed forward on the inclined plane of the Einklink Anlagen 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.
  • 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.
  • 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.
  • braking device 2L 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.
  • 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.
  • 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.
  • FIG. 13 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.
  • 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.
  • 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 Einklink Anlagen 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.

Landscapes

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

Claims (16)

  1. Dispositif de freinage pour freiner une cabine d'ascenseur (46) qui se déplace relativement par rapport à une cage d'ascenseur, comprenant au moins un module de freinage (6) qui est prévu pour coopérer avec un système qui se déplace par rapport au module de freinage (6), et comprenant un loquet (4) déplaçable entre deux positions de fonctionnement (36, 360, 38),
    caractérisé en ce que, dans une première position de fonctionnement (36, 360), le loquet (4) est relié audit au moins un module de freinage (6) de telle façon qu'une force d'ouverture ou force de purge (22) est transmise depuis le loquet (4) vers ledit au moins un module de freinage (6) et, dans une seconde position de fonctionnement (38), le loquet (4) est séparé dudit au moins un module de freinage (6), de telle sorte que ledit au moins un module de freinage (6) se trouve en contact avec le système, dans lequel dans la première position par une régulation de la force de purge un largeur d'un entrefer entre le moins un module de freinage e le système est réglable.
  2. Dispositif de freinage selon la revendication 1, dans lequel ledit au moins un module de freinage (6) est réalisé pour coopérer avec un système stationnaire.
  3. Dispositif de freinage selon la revendication 2, dans lequel ledit au moins un module de freinage (6) est réalisé pour coopérer avec un système stationnaire réalisé sous la forme d'un rail (16) d'une installation d'ascenseur (44).
  4. Dispositif de freinage selon la revendication 1, qui est agencé stationnaire par rapport à la cage d'ascenseur, dans lequel le module de freinage (6) est réalisé pour coopérer avec un système en déplacement.
  5. Dispositif de freinage selon l'une des revendications précédentes, qui comprend au moins un entraînement pour mettre à disposition la force d'ouverture (22).
  6. Dispositif de freinage selon l'une des revendications précédentes, qui comprend un moyen de retenue, réalisé pour retenir le loquet (4) dans la première position de fonctionnement.
  7. Dispositif de freinage selon la revendication 6, qui comprend un moyen de retenue réalisé sous forme d'électroaimant (20), ledit électroaimant (20) retenant le loquet (4) dans la première position de fonctionnement (36, 360) dans un état alimenté en courant.
  8. Dispositif de freinage selon l'une des revendications précédentes, qui comprend au moins un levier (12) réalisé pour établir une distance entre le module de freinage (6) et le système.
  9. Dispositif de freinage selon l'une des revendications précédentes, qui comprend au moins un module de force et/ou un accumulateur d'énergie, qui est réalisé pour mettre à disposition une force de freinage pour ledit au moins un module de freinage (6).
  10. Dispositif de freinage selon la revendication 9, dans lequel ledit au moins un module de force est réalisé sous forme de ressort (10).
  11. Dispositif de freinage selon la revendication 9 ou 10, dans lequel la force d'ouverture ou force de purge (22) s'oppose à la force de freinage.
  12. Dispositif de freinage selon l'une des revendications précédentes, dans lequel ledit au moins un module de freinage (6) comporte un élément antagoniste (8) qui est réalisé pour coopérer avec le loquet (4).
  13. Dispositif de freinage selon l'une des revendications précédentes, qui comprend au moins une aide à l'enclenchement (40), qui est réalisée pour faire passer le loquet (4) de la seconde position de fonctionnement (38) vers la première position de fonctionnement (36, 360).
  14. Installation d'ascenseur, qui comprend au moins une cabine d'ascenseur (46) ainsi qu'au moins un dispositif de freinage (2) selon l'une des revendications précédentes, dans laquelle ledit au moins un dispositif de freinage (2) est réalisé pour freiner un mouvement de ladite au moins une cabine d'ascenseur.
  15. Procédé pour régler au moins un module de freinage (6) pour une cabine d'ascenseur qui se déplace par rapport à une cage d'ascenseur, dans lequel ledit au moins un module de freinage (6) est prévu pour coopérer avec un système, procédé dans lequel un loquet est basculé en va-et-vient entre deux positions de fonctionnement (36, 360, 38), telles que dans une première position de fonctionnement (36, 360) le loquet (4) est relié audit au moins un module de freinage (6) de telle façon qu'une force d'ouverture (22) est transmise depuis le loquet (4) vers ledit au moins un module de freinage (6), et lors d'un basculement vers la seconde position de fonctionnement (38) ledit au moins un module de freinage (6) et le loquet (4) sont séparés l'un de l'autre, de sorte que ledit au moins un module de freinage (6) vient en contact avec le système, dans lequel, dans le cas où le loquet (4) se trouve dans la première position de fonctionnement (36, 360), on régule par modification de la force d'ouverture (22) une largeur (52) d'un intervalle (18) entre le système et ledit au moins un module de freinage (6), de sorte que la cabine (46) est freinée.
  16. Procédé selon la revendication 15, dans lequel, dans le cas où le loquet (4) se trouve dans la seconde position de fonctionnement (38), ledit au moins un module de freinage (6) vient en contact avec le système de telle façon que la cabine (46) est arrêtée.
EP07021915.9A 2007-11-12 2007-11-12 Dispositif de freinage destiné au freinage d'une cabine Active EP2058262B2 (fr)

Priority Applications (10)

Application Number Priority Date Filing Date Title
EP07021915.9A EP2058262B2 (fr) 2007-11-12 2007-11-12 Dispositif de freinage destiné au freinage d'une cabine
DE502007007014T DE502007007014D1 (de) 2007-11-12 2007-11-12 Bremsvorrichtung zum Bremsen eines Fahrkorbs
AT07021915T ATE506313T1 (de) 2007-11-12 2007-11-12 Bremsvorrichtung zum bremsen eines fahrkorbs
ES07021915T ES2365255T3 (es) 2007-11-12 2007-11-12 Aparato de frenado para frenar una cabina.
KR1020107013027A KR101406771B1 (ko) 2007-11-12 2008-10-13 리프트 카를 브레이킹하기 위한 브레이킹 장치
PCT/EP2008/008647 WO2009062577A1 (fr) 2007-11-12 2008-10-13 Système de freinage destiné à freiner une cabine d'ascenseur
CN200880115705.0A CN101855157B (zh) 2007-11-12 2008-10-13 用于制动轿箱的制动设备
BRPI0820041A BRPI0820041A2 (pt) 2007-11-12 2008-10-13 Dispositivo de freio para frear um carro de elevador
JP2010533452A JP5345150B2 (ja) 2007-11-12 2008-10-13 リフト車を制動するための制動装置
US12/762,928 US8863909B2 (en) 2007-11-12 2010-04-19 Braking device for braking a lift car

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP07021915.9A EP2058262B2 (fr) 2007-11-12 2007-11-12 Dispositif de freinage destiné au freinage d'une cabine

Publications (3)

Publication Number Publication Date
EP2058262A1 EP2058262A1 (fr) 2009-05-13
EP2058262B1 EP2058262B1 (fr) 2011-04-20
EP2058262B2 true EP2058262B2 (fr) 2016-06-01

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Application Number Title Priority Date Filing Date
EP07021915.9A Active EP2058262B2 (fr) 2007-11-12 2007-11-12 Dispositif de freinage destiné au freinage d'une cabine

Country Status (10)

Country Link
US (1) US8863909B2 (fr)
EP (1) EP2058262B2 (fr)
JP (1) JP5345150B2 (fr)
KR (1) KR101406771B1 (fr)
CN (1) CN101855157B (fr)
AT (1) ATE506313T1 (fr)
BR (1) BRPI0820041A2 (fr)
DE (1) DE502007007014D1 (fr)
ES (1) ES2365255T3 (fr)
WO (1) WO2009062577A1 (fr)

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WO1994002402A1 (fr) † 1992-07-21 1994-02-03 Tetra Laval Holdings & Finance S.A. Methodes et appareils de manutention de bandes
EP0841282A1 (fr) † 1996-11-11 1998-05-13 Inventio Ag Dispositif de déclanchement de frein
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DE502007007014D1 (de) 2011-06-01
CN101855157B (zh) 2014-08-06
BRPI0820041A2 (pt) 2017-10-03
US8863909B2 (en) 2014-10-21
ES2365255T3 (es) 2011-09-27
US20110100761A1 (en) 2011-05-05
ATE506313T1 (de) 2011-05-15
JP5345150B2 (ja) 2013-11-20
WO2009062577A1 (fr) 2009-05-22
KR20100099699A (ko) 2010-09-13
CN101855157A (zh) 2010-10-06
JP2011503481A (ja) 2011-01-27
EP2058262B1 (fr) 2011-04-20
KR101406771B1 (ko) 2014-06-12
EP2058262A1 (fr) 2009-05-13

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