EP2219984B1 - Entraînement d'ascenseur et procédé d'entraînement et d'arrêt d'une cabine d'ascenseur, procédé correspondant, et système de freinage et procédé de freinage et d'arrêt d'une cabine d'ascenseur et procédé correspondant - Google Patents

Entraînement d'ascenseur et procédé d'entraînement et d'arrêt d'une cabine d'ascenseur, procédé correspondant, et système de freinage et procédé de freinage et d'arrêt d'une cabine d'ascenseur et procédé correspondant Download PDF

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Publication number
EP2219984B1
EP2219984B1 EP08849117A EP08849117A EP2219984B1 EP 2219984 B1 EP2219984 B1 EP 2219984B1 EP 08849117 A EP08849117 A EP 08849117A EP 08849117 A EP08849117 A EP 08849117A EP 2219984 B1 EP2219984 B1 EP 2219984B1
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EP
European Patent Office
Prior art keywords
relative
brake
force
brake device
lift
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EP08849117A
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German (de)
English (en)
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EP2219984A1 (fr
Inventor
Daniel Fischer
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Inventio AG
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Inventio AG
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Priority claimed from EP20070120652 external-priority patent/EP1923346B1/fr
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Priority to EP08849117A priority Critical patent/EP2219984B1/fr
Priority to PL08849117T priority patent/PL2219984T3/pl
Publication of EP2219984A1 publication Critical patent/EP2219984A1/fr
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Publication of EP2219984B1 publication Critical patent/EP2219984B1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66D—CAPSTANS; WINCHES; TACKLES, e.g. PULLEY BLOCKS; HOISTS
    • B66D5/00—Braking or detent devices characterised by application to lifting or hoisting gear, e.g. for controlling the lowering of loads
    • B66D5/02—Crane, lift hoist, or winch brakes operating on drums, barrels, or ropes
    • B66D5/12—Crane, lift hoist, or winch brakes operating on drums, barrels, or ropes with axial effect
    • B66D5/14—Crane, lift hoist, or winch brakes operating on drums, barrels, or ropes with axial effect embodying discs

Definitions

  • the present invention relates to an elevator drive for driving and holding an elevator car according to claim 1.
  • An elevator drive of this kind is for example from the WO 2007/020325 known.
  • an electromagnetically actuated braking device as can be used in an elevator drive, known with a stationary housing and a rotating work shaft therein. With the working shaft, two brake discs rotatably, but axially displaceable connected. By a respective spring axially displaceable armature discs are biased with a normal force against the brake discs so that a first frictional contact between the brake discs and the housing and a second frictional contact between the rotatable relative to the housing armature discs and the brake disc is closed. The frictional forces acting in these contacts counteract a rotation between the brake disk rotatably fixed to the working shaft and the housing or the armature disks rotatably connected therewith, thus braking the working shaft. To release the brake, the armature discs are released electromagnetically against the springs. To reduce the noise that occurs when the brake is released, the armature discs are made in three parts.
  • An object of the present invention is therefore to provide an elevator drive with a braking device which increases the safety of the elevator drive.
  • an elevator drive according to the preamble of claim 1 is further developed by the characterizing features.
  • Claim 10 protects a corresponding method and with claim 11, a corresponding elevator system is protected.
  • the solution further comprises a braking device according to the preamble of claim 12 further developed by its characterizing features, and a corresponding elevator system as in claim 22 characterized and further a method for detecting the function of the braking device according to claim 26.
  • a braking device is usually installed in an elevator drive.
  • the drive is used for driving and holding an elevator car and it essentially comprises a traction sheave for transmitting a drive and / or holding force to the elevator car, a motor for driving the traction wheel and a brake assembly for holding the traction wheel.
  • a drive shaft connects the traction wheel, the engine and the brake assembly together.
  • the brake assembly includes at least two brake devices, wherein, according to one aspect of the invention, the traction wheel is disposed between the brake devices. This is advantageous because the braking moments which must be transmitted from the traction wheel to the brake devices divide. In an advantageous symmetrical distribution of the braking devices, each half on both sides of the traction wheel, reduces a torque to be transmitted in the drive shaft to half.
  • a risk of failure, or risk of breakage of the drive shaft is thereby significantly reduced.
  • a possible failure of the drive shaft is still a braking function given that the braking devices are distributed on both sides of the traction wheel.
  • the terms traction wheel and traction sheave are synonymous with respect to the present invention.
  • the braking devices are arranged substantially at the two-sided ends of the drive shaft. This provides easy maintenance and accessibility.
  • the brake devices arranged on both sides of the traction wheel can be controlled individually.
  • monitoring logic can specifically determine whether a braking device alone is able to hold the elevator car at a standstill. This is advantageously done by the fact that the control of the braking devices for closing the same takes place with a small time delay, or that alternately during a stop of the elevator car and when advantageously no transport requirement is logged, a braking device is opened briefly.
  • the monitoring logic can, during the period when only one of the braking device is closed, determine whether a braking device alone is able to hold the elevator car at a standstill. This in turn is advantageous because it allows the overall function of the brake assembly to be tested.
  • the elevator drive according to the invention is usually arranged stationarily in a driving shaft and it drives the elevator car by means of a suspension element.
  • the suspension elements are in this case wound up or unwound by the elevator drive or by the traction wheel or they are driven by the traction wheel or by the traction sheave via friction.
  • a counterweight is usually attached to the elevator car opposite end of the support means, which ensures a sufficient reaction force.
  • the elevator car and accordingly the counterweight can be hung directly or it can be hung several times by means of pulley.
  • the elevator drive can also be arranged to ride, be arranged directly on the elevator car, in which case the traction wheel acts on a stationary part, such as a rail with friction surface, a gear rod or a threaded rod or for example on a rope.
  • a stationary part such as a rail with friction surface, a gear rod or a threaded rod or for example on a rope.
  • the braking device or at least one of the braking devices of such an elevator drive, further generally includes a static element and a movable element or drive shaft which is movable relative to the static element in a first degree of freedom and is to be braked relative to the static element.
  • braking may equally include the braking of the movable relative to the static element, ie the reduction of its relative speed, as well as the complete stopping or holding the movable element.
  • the distinction between static and movable element serves only to distinguish between two elements which are movable relative to one another in one degree of freedom.
  • one of the static and movable elements can be arranged inertially fixed in order to brake the other from the static and movable element with respect to the environment.
  • the braking device can be designed in particular as a parking brake for holding the cabin.
  • the first degree of freedom may be, for example, a rotational degree of freedom.
  • the movable element can be rotatably mounted in the static element.
  • force encompasses in general terms the forces or torques acting in the respective degree of freedom in order to present the present invention, which can be applied to different braking devices acting in different degrees of freedom, together, ie when a "frictional force" is mentioned , including at rotational degrees of freedom equally the acting friction torque can be included.
  • the first degree of freedom can also be a translational degree of freedom.
  • the movable element can be displaceably mounted in the static element, as for example from the DE 41 06 595 A1 is known, in which a static element in the form of a measuring brake slides linearly along a movable element in the form of a brake application rail.
  • a first frictional contact in a first contact surface can optionally be closed by a controllable normal force acting in a second degree of freedom between the static element and the movable element.
  • a first frictional force counteracts a movement of the movable element relative to the static element.
  • the brake discs are pressed in a first contact surface against the housing. The first frictional forces occurring in these frictional engagements counteract a rotation of the working shaft rotatably connected to the brake discs.
  • the term "frictional force” in this case includes the frictional torque acting thereon due to the rotational freedom of the working shaft.
  • one or more relative elements are provided such that a second frictional contact in a second contact surface is closed between the movable element and each of the relative elements by the normal force and in the second frictional contact a second frictional force counteracts a movement of the movable element relative to the relative element.
  • the second frictional forces occurring in these frictional engagements counteract a rotation of the working shaft, which is non-rotatably connected to the brake disks, relative to the first partial disks which are connected to the housing in a rotationally fixed manner.
  • each relative element is associated with an actuating element, which is fixed in the first degree of freedom with respect to the static element, wherein between the actuating element and the relative element is closed by the normal force a third frictional contact in a third contact surface and in the third frictional contact a third frictional force counteracts a movement of the relative element relative to the actuating element.
  • actuating element which is fixed in the first degree of freedom with respect to the static element, wherein between the actuating element and the relative element is closed by the normal force a third frictional contact in a third contact surface and in the third frictional contact a third frictional force counteracts a movement of the relative element relative to the actuating element.
  • sliding friction also includes rolling friction, as occurs for example when rolling bearings.
  • a relative element of the braking device in the first degree of freedom relative to the static element between a normal position and a braking position is biased elastically and elastically into the normal position, wherein the second and third contact surfaces are designed such that a maximum second frictional force, especially when adhering in the second and third frictional contact, greater than a maximum third frictional force.
  • a movement of the relative element in the first degree of freedom beyond the brake position is, for example, positive and / or non-positive, prevented.
  • stops preferably limit the movement of the relative element between the normal position and the braking position.
  • the movable element also moves under effective normal force FN in the first degree of freedom. Since the maximum second frictional force between the relative element and the movable element according to the invention is greater than the maximum third frictional force between relative element and aktuierendem element, is in the second frictional contact before static friction, while the third frictional contact comes into sliding (or rolling). In this case, the movable element takes the relative element in the first degree of freedom, until it passes from its normal in the braking position and there, for example, positively stopped by a stop or the like. The relative element thus becomes self-acting, i. Without control influence from the outside, switched from the normal position to the braking position and this change takes place in both traversing directions, ie backwards and forwards.
  • a safety margin S (FR1 + FR2) / (FR1 + FR3) can thus be made available in the event that the normal total frictional force is no longer sufficient, since, for example, the first and / or third contact surface has wear, is oiled or the normal force subsides.
  • This staggered build-up of the entire force required for braking further has a favorable effect in that a force pulse is reduced to the entire moving system, since the braking force is built up over two stages.
  • a pressure spring can be used, which on the one hand can cause pressing of the relative element in the second degree of freedom and on the other hand allows a relative displacement of the relative element in the first degree of freedom between normal and braking position.
  • the relative element can be performed in this embodiment, for example, at the same time as an anchor plate.
  • the value of the frictional force of the third contact surface (FR23) is reduced to virtually zero.
  • the third contact surface is always used. The content of this also means that this third contact surface is omitted as described and the associated friction force (FR3) assumes the value zero.
  • a malfunction may be present, for example, if the braking device does not open during driving, or if, as described above, it only applies a reduced braking force.
  • it is internally known, for example, to manually check the braking force and the wear in maintenance intervals, which is time-consuming, labor-intensive and error-prone.
  • the braking device therefore comprises a sensor device for detecting the normal and / or braking position of the relative element.
  • a sensor device may for example be a contact which is closed when the relative element comes into the braking position, and / or is opened as soon as it leaves the normal position.
  • optical sensors can monitor the position of the relative element or position sensors detect the position of the relative element.
  • the movable member also under effective normal force FN in the first degree of freedom, the movable member takes the relative element in the first degree of freedom, until it passes from its normal to the braking position.
  • An advantage of the invention results from the use of a suitable monitoring logic which monitors the correct functioning of the braking device.
  • This monitoring logic comprises the sensor device for detecting the normal and / or braking position of the relative element, a speed and / or path measuring device and the control signal to the braking device.
  • the brake device can be repealed with another sensor to determine the state contact play, or brake closed or contact play available or brake released be provided.
  • a "control signal brake” signals in the following the instruction state which gives a control device as a control signal ("to” or "open") to the braking device.
  • the "speed” corresponds to the state of the movable element or of the car or the elevator car and indicates whether the mobile element is at a standstill (o) or in motion (# 0).
  • a diagnosis of the condition can follow, for example, the following scheme: Control signal brake speed Position relative element statement to open 0 ⁇ 0 normal brake F1 X X X okay F2 X X X Brake fault / overload F3 X X X okay F4 X X X okay F5 X X X L.
  • This diagnostic scheme allows an almost continuous monitoring of the function of the braking device, in particular because at each stop (F1, F2), the target state can be detected and appropriate measures can be taken in case of deviation. There is no danger since, when the braking position is reached, an increased braking force, as a rule a braking force increased by approximately 2 times, is available. This ensures a secure hold.
  • a freewheeling of the relative element can be kept low. It can only be chosen so large that a reliable determination of the position of the relative element by the sensor device is easily possible and on the other hand by the resulting displacement of the movable element or the driving body no dangerous holding deviation, such as a step formation in an elevator car arises.
  • the selected freewheeling path is approximately 3 to 10 mm in both directions of movement corresponding to the first degree of freedom.
  • the relative element is held by means of a bias voltage in its normal position or returned to the normal position after a successful relative displacement.
  • This bias can be generated for example by means of an elastic spring, such as a simple spring bar, a mechanical rotary or coil spring or a hydraulic spring.
  • a bias by means of magnetic force is possible by magnetic poles are arranged accordingly.
  • the biasing device can be combined with a magnetic air unit.
  • the second and third contact surface are formed such that the maximum second friction force, in particular in the case of adhesion in the second and third friction contact, is also greater than the sum of the maximum third friction force and the force KV biasing the relative element into its normal position: FR ⁇ 2 ⁇ Max H > FR ⁇ 3 ⁇ Max H + KV what with negligible force KV for FR ⁇ 2 ⁇ Max H > FR ⁇ 3 ⁇ Max H is satisfied, in particular, when the second friction force is significantly greater than the third friction force: FR ⁇ 2 ⁇ Max H > > FR ⁇ 3 ⁇ Max H
  • Equation (2 ') or (2 ") also applies Equation (2) to a good approximation.
  • the movable element moves during deceleration even under the normal force in the first degree of freedom and seeks due to the principle described above to take along the relative element and from its normal to its braking position pull. In this case, there is sliding friction in the first and at least in the second or third friction contact.
  • the force KV which biases the relative element in the normal position
  • the bias voltage can generally be generated, for example, by means of an elastic spring, such as a mechanical rotary or coil spring or a hydraulic spring. If the movable element is finally decelerated to a standstill and then held, the contact states change from sliding to static friction in the first, second or third frictional contact. The occurring static friction forces are generally significantly greater than the friction forces prevailing during braking during sliding friction (or rolling friction).
  • the second and third contact surfaces are therefore designed such that the second friction force FR2 G , which occurs when sliding in the second friction contact, is less than the sum of the force KV, which biases the relative element in its normal position, and the third Friction force FR3 G and / or FR3 ", which is established during sliding or adhering in the third frictional contact, thereby holding the relative element in its normal position during deceleration
  • the second and third contact surfaces are designed such that the maximum second frictional force FR2max H , which can be maximally set when adhered in the second frictional contact, is greater than the sum of the force KV, which biases the relative element in its normal position, and the third frictional force FR3max H , which can occur when adhering in the third frictional contact.
  • condition (2) is already sufficient for the following reason: If the braking device begins the braking process, the first, second and third frictional contact are closed. In this case, there is instantaneous sliding friction in the second frictional contact between the movable element, which initially moves relative to the static element, and the relative element, which is prestressed into its normal position resting relative to the static element. In the third frictional contact between the relative element and the actuating element is initially, as long as the relative element is not accelerated, static friction before. Now, as stated above, in general, the sliding friction is significantly lower than the maximum static friction.
  • the second frictional force FR2 G acting in the second frictional contact is generally lower than the third frictional force FR3max H , which can be maximally set in the third frictional contact.
  • the second frictional force in the second frictional contact, in which sliding friction prevails will be permanently smaller during braking than the third frictional force in the third frictional contact in which static friction prevails.
  • the relative element is held in its normal position until the movable element has come to a complete halt.
  • condition (2) or neglecting the force KV of the condition (2 ') is sufficient to increase the safety of the braking device and to detect a malfunction in a braking device that only holds it. If the movable element is also braked with the braking device, fulfillment of condition (3) or (3 ') is sufficient to ensure that the relative element remains in its normal position during the normal braking operation, so that subsequently the safety reserve described above is available stands and advantageously a malfunction in holding can be determined.
  • Condition (3 ') is usually satisfied simultaneously with condition (2) or (2'), since the sliding friction (or rolling friction) is usually much lower than the static friction. According to the invention, therefore, it is generally only necessary that the maximum frictional force FR2max, which is present in the second frictional contact and is as a rule defined by the maximum frictional friction force FR2max H , be greater than the maximum frictional force FR3max present in the third frictional contact and, as a rule, by the maximum static frictional force FR3max H is determined (condition (2 ')).
  • condition (3 ') is fulfilled, so that even when braking, the relative element is held in its normal position until the holding state is reached.
  • the brake device is primarily used as a holding or parking brake and is used only in case of need for dynamic braking of the drive body.
  • a requirement is, for example, a response of a speed monitoring circuit or a power failure, etc.
  • the relative element is taken immediately to the braking position (B) and then inevitably generates a higher braking force.
  • the requirement for the bias voltage are then correspondingly low, it is only designed to move the unloaded relative element (3) again in the normal position and to keep loose there with little force.
  • the second and third contact surface for example, consist of different materials.
  • the relative element on the second contact surface may have a coating for increasing the coefficient of friction ⁇ 2 and / or the actuating element may have a coating for reducing the coefficient of friction ⁇ 3 on the third contact surface.
  • the third contact surface and rolling bearings in particular needle roller bearings can be arranged to represent certain coefficients of friction.
  • the coefficients of friction of the first and second contact surfaces are substantially the same, so that substantially identical frictional forces are set in the first and second frictional contact, which can advantageously distribute the loads more uniformly.
  • the term "coefficient of friction" may in the present case comprise both the adhesion and the sliding or rolling friction value of a frictional contact, wherein in practical application the first and the second frictional contact are designed in a proven manner as friction brake lining.
  • the maximum second friction force can alternatively or additionally be greater than the maximum third friction force predetermined that the third contact surface is inclined relative to the normal force.
  • the normal force acting in the first, second and third frictional contact splits at an inclined third contact surface into a component normal to the third contact surface inducing the third frictional force and a component tangential to the third contact surface impinging upon movement into one Direction added in the first degree of freedom to the third frictional force to a thirdylonreibkraft, subtracted in the opposite movement of this.
  • the use of the inclined third contact surface results in a relative movement between the relative and aktuierendem element, a change in the normal force, for example, springs, which are used to generate this normal force, be relaxed or relaxed.
  • This is advantageously used, for example, when used in elevator systems with partially balanced counterweights, since different braking effects can thus be generated depending on a possible sliding direction.
  • force in the present application is understood to mean translational forces and torques acting in the respective degree of freedom. Different friction forces can therefore also be represented by different lever arms. Thus, for example, a larger second frictional force (in this case, a torque) can be represented by the fact that the second frictional contact is radially further spaced from a rotational axis of the movable element as the third frictional contact. For the same normal force thus resulting in different frictional forces, in this case torques.
  • the relative element and the actuating element can be moved by the normal force in the second degree of freedom so that the first, second and third frictional contact is closed.
  • a braking element may be provided, which is fixed in the first degree of freedom relative to the movable element and is moved by the normal force in the second degree of freedom so that the first, second and third frictional contact is closed.
  • the movable member may be so moved relative to the static member by the normal force in the second degree of freedom, in particular elastically deformed, that the first, second and third frictional contact is closed.
  • the actuating element in particular by an elastic means to be biased with the normal force and electromagnetic and / or hydraulic optionally be ventilated.
  • the actuating element In the event of failure of a voltage applied to an electromagnet, a pressure drop in a hydraulic line or a fault in the control of the braking device, the actuating element is no longer released, so that the normal force closes the friction contacts and thus the braking device. In the case of a defect, the braking device thus closes automatically and automatically.
  • the elevator drive according to the invention accordingly includes a braking device which is designed in such a way that the braking device can be switched into a normal position in which normal position the braking device generates a first holding force when the traveling body or stationary mobile element is stationary. This holding force is designed to keep the movable element at a standstill. Further, the brake device automatically changes in a possible movement of the movable element, regardless of a direction of movement of the normal position in a braking position. In the braking position, the braking device generates a substantially doubled or multiplied holding force or braking force.
  • this automatic change from the normal position to the braking position is monitored by means of a sensor device.
  • the advantage of this part of the invention is that a first slippage of the movable element can be detected by means of sensor device and that there is an automatic reinforcement of the holding force, whereby further slippage is prevented.
  • the elevator drive is used in an elevator, which accelerates the vehicle body, for example, electric motor or hydraulically controlled from standstill away and in turn retarded to a standstill, whereby the braking device is usually used only for holding the vehicle body at a standstill.
  • An elevator drive according to the invention with a braking device can comprise a plurality of relative elements and actuation elements associated therewith, as is the case in principle, for example, from US Pat DE 197 37 485 C1 is known.
  • the above-explained total frictional forces then result from the sums of the first and third or second frictional forces.
  • one of the possible malfunctions of a braking device may be that a total frictional force, which is composed of the first and the third friction force, is too small to hold the movable element at a standstill.
  • This malfunction can be detected when the sensor device detects that the relative element is not in its normal position.
  • a movement of the relative element is limited by stops.
  • the second frictional force which is higher in comparison with the third frictional force, is used and holds the movable element.
  • This malfunction can thus be detected without endangering the function of holding the movable element as a whole. It is only an indication that the safety reserve S is used.
  • the safety of the braking device is increased and a service can be initialized.
  • Another possible malfunction is that the brake device is incorrectly not solved, ie the first, second and third friction contact remain closed while driving. This malfunction may result, for example, from a defect of brake control units. This malfunction can also be detected if the sensor device detects that the relative element is not in its normal position. Because, as described above, takes in such a case, the movable element, the relative element in the first degree of freedom, whereby this is displaced from its normal to its braking position. A driving operation can be stopped, for example, when such a malfunction occurs, before the corresponding contact surfaces have overheated, worn or otherwise damaged.
  • a braking device In general, such a braking device is delivered in new systems, advantageously directly together with a corresponding drive unit.
  • a corresponding braking device can also be used in existing systems and elevator systems as a replacement for an existing braking device. This can be achieved especially in connection with a possible modernization of a drive control increased security.
  • a corresponding modernization set can be prepared in tune with known elevator systems.
  • Fig. 1a, 1b show a braking device as it is used for an elevator drive, according to an embodiment of the present invention in the released, non-braking state in a side or frontal view.
  • the braking device comprises a static element in the form of a multi-part housing 1 which is inertially fixed.
  • a movable element in the form of a working shaft 2 is rotatably mounted and has with respect to the housing 1 to the rotational degree of freedom ⁇ .
  • On the shaft are two brake elements in the form of brake discs 5 axially displaceable, but rotationally fixed, for example by means of a spline or a key (not shown).
  • Two actuator elements in the form of armature discs 4 are axially displaceable, but rotatably mounted in the housing 1.
  • three bolts 9 are distributed over the circumference, pass through the passage or blind holes in the housing 1 and the armature discs 4 and on which the armature discs 4 slide.
  • a relative element in the form of a disc 3 is mounted axially displaceable.
  • the discs 3 each have three groove-like recesses 10 with a groove bottom, which pass through the bolts 9 in such a way that they rest on the respective groove base and thus rotatably support the discs 3.
  • a rotation of the discs 3 is positively limited by the flanks of the grooves 10, wherein the discs can be rotated by a certain angle before the bolts 9 abut the respective flanks.
  • Fig. 1a, 1b show the braking device in the released state.
  • electromagnets pull the armature disks 4 against the tension of a compression spring 7 away from the brake disks 5, which thereby can rotate freely with the working shaft 2.
  • the Relative elements 3 held by the above-mentioned springs in their normal position, indicating a fault-free operation.
  • Fig. 2a, 2b show the braking device in the closed state.
  • the electromagnets are no longer supplied with energy, so that the armature discs 4 are acted upon by the springs 7 with a normal force FN in the direction of a second, axial degree of freedom y.
  • the armature discs 4 press the relative elements 3 against the brake discs 5, which are thereby axially displaced and pressed against the housing 1 with the same normal force.
  • a first, second or third frictional contact closes under this normal force FN ,
  • a first or second friction force or a friction torque
  • ⁇ i G denotes the Gleitreibwert in the first and second frictional contact.
  • FR3max H ⁇ 3 H ⁇ FN, where ⁇ 3 H indicates the static frictional value in the third frictional contact. This is chosen such that the maximum third static friction force is greater than the second Gleitreibkraft: ⁇ ⁇ 3 H > ⁇ ⁇ 2 G ⁇ ⁇ ⁇ 3 H ⁇ FN > ⁇ ⁇ 2 G ⁇ FN ⁇ FR ⁇ 3 ⁇ Max H > FR ⁇ 2 G
  • the definition ⁇ 3 H > ⁇ 2 G is to be understood such that the value of ⁇ 3 H , irrespective of its tolerance position, is greater than the value of ⁇ 2 G , irrespective of its tolerance position.
  • a possible malfunction of the braking device is that the braking device does not solve faulty when the working shaft is put back into operation.
  • the monitoring logic 11 evaluates the signal of the sensor device 8 using other signals, such as movement or speed state of the driving body or the movable element 2 and / or a brake signal indicating whether the brake to or is open, and outputs any error information to an elevator control (not shown), which stops the drive of the working shaft 2 and thus prevents annealing of the brake discs 5 and triggers a corresponding service message.
  • signals such as movement or speed state of the driving body or the movable element 2 and / or a brake signal indicating whether the brake to or is open
  • a further possible malfunction of the braking device is that the holding force applied by the braking device is insufficient.
  • the holding force applied by the braking device is insufficient.
  • Fig. 4 shows a braking device according to a second embodiment in the released state in a lateral section.
  • This braking device is provided for an elevator installation, in which the braking device 24.1, 24.2 to a brake disc of an elevator drive, as in the FIGS. 11 and 12 is shown attached or in which the housing 1, which on an elevator car 16, similar to in Fig. 13 shown, may be fixed, in a first degree of freedom x along a brake rail 2, 15 moves.
  • an electromagnet draws an anchor element 4 against the bias of a compression spring 7 in a second degree of freedom y in the housing 1, so that the housing 1 along the brake rail can slide smoothly.
  • the electromagnet (or other suitable air actuators) is switched off ( Fig. 5 ), the compression spring 7 presses the anchor element 4 in the second degree of freedom y with a normal force FN against a relative element 3, which is arranged displaceably in the anchor element 4 along the first degree of freedom x and by two-sided compression springs in a normal position A ( Fig. 4 . 5 ) is held.
  • the relative element 3 is pressed with the normal force FN against the brake rail 2, 15, which in turn is pressed against the housing 1.
  • a blocking braking device that does not dissolve despite movement of the housing 1 relative to the brake rail 2, as well as too low Bacreibkraft FRmax according to equation (6 ") leads to a take away of the relative element 3 by the brake rail 2 in the first degree of freedom x until it is stopped at an upper stop in the anchor element 4 (not shown), whereby a sensor 8 registers the transition of the relative element from the normal position A (FIG. Fig. 5 ) in this brake position B ( Fig. 6 ) and outputs a malfunction message.
  • the maximum second and third frictional forces were respectively realized by a corresponding selection of the coefficients of friction ⁇ 2, ⁇ 3, in particular of the static frictional values ⁇ 2 H , ⁇ 3 H.
  • the different maximum frictional forces can also be realized in that the third contact surface 6.3 is inclined relative to the normal force.
  • Fig. 7 in a schematic diagram of the forces acting on a relative element 3 forces when exposed to the common normal force FN.
  • the principle shown can be implemented, for example, in the first or second embodiment, in which case the same reference numerals correspond to the same elements, the actuating element 4 in Fig. 7 So for example, the armature disk 4 in the first or the anchor element 4 in the second embodiment corresponds.
  • a displacement of the relative element 3 relative to the actuating element 4 inevitably results in a change in a feed path along the degree of freedom y.
  • This change causes an increase or decrease in the normal force FN according to a force characteristic of Zustellaktoren such as the compression spring 7 ( 4 to 6 ).
  • a braking force can be influenced according to a movement or braking direction.
  • the exemplary embodiments make reference to a coordination of the sliding and static friction coefficients of the friction surfaces in order to be able to reliably detect a malfunction both during sole holding as well as during braking and subsequent holding. This is achieved by the condition ⁇ ⁇ 2 G ⁇ ⁇ ⁇ 3 H ⁇ ⁇ ⁇ 2 H is fulfilled.
  • This is not mandatory, since in many of today's applications a braking device is normally used only for holding, for example, an elevator car at a standstill. A use of the braking device for braking is only necessary in an error case and therefore already constitutes an error situation itself. It is not necessary in these individual cases that the relative element 3 remains in its normal position.
  • the braking device is 24.1, 24.2 as in the Fig. 10 shown in a drive 20 of an elevator installation 18 (as described below with reference to FIG Fig. 13 is explained) ein- or grown.
  • the drive 20 includes one or more traction sheaves or traction wheels 22 which is integrated or mounted in a drive shaft 2.
  • the drive shaft 2 is driven by a motor 21 and held by the brake device 24.1, 24.2 at a standstill or braked, if necessary. In some cases, a translation can be arranged between the motor 21 and the drive shaft 2.
  • the drive 20 thus also includes the braking device 24.1, 24.2 which usually two substantially identical units is divided. Each of the units is in its braking position (B) taken in a position to the moving body and hold on.
  • the two units are assembled into a single braking device and arranged at one end of the drive shaft.
  • the drive shaft in this embodiment corresponds to the movable element 2.
  • This type of arrangement is cost-effective, since the braking device can be pre-assembled, for example, as a complete unit.
  • the two units of the braking device 24.1, 24.2 are attached to the two ends of the drive shaft 2. This means that the traction sheave 22 is arranged between the units of the braking device 24.1, 24.2. When braking a braking or holding torque is thus distributed away from the traction sheave 22 on the two units.
  • the brake force gain between normal and braking position can be influenced. If, for example, a plurality of brake discs 5 and relative elements 3 or static elements 1 can be arranged one behind the other, a desired brake gains can be achieved by carrying out the freewheeling path of the individual relative or static elements. In the example according to Fig.
  • FIG. 11 and FIG. 12 show an alternative arrangement of an elevator drive 20 with brake devices that do not belong to the invention.
  • brake devices that do not belong to the invention.
  • braking devices 24.1, 24.2, 24.3, etc. as in 4 to 6 described distributed over a circumference of a brake disc 2, which forms a unit with the drive shaft.
  • Fig. 13 shows an elevator system 18 with elevator drive 20 which is arranged in the upper region of a chute 12.
  • the elevator drive 20 drives the elevator car 16 by means of the traction wheel 22 via carrying and propelling means 13.
  • the carrying and propelling means 13 connects the elevator car 16 to a counterweight 17, so that, corresponding to a driving direction the elevator drive the cabin 16 upwards, and the counterweight 17 is moved downwards or reversed accordingly with a changed direction of rotation of the elevator drive.
  • the elevator drive 20 is held by its brake devices 24.1, 24.2, the car and counterweight 17 are also at a stop or at a standstill.
  • cab 16 and counterweight 17 are connected via pulleys 14 to the carrying and propellant 13.
  • the drive 20 may also be arranged instead of one of the deflection rollers 14.
  • the two units of the braking device attached to the two ends of the drive shaft 2. This means that the traction sheave 22 is arranged between the units of the braking device 24.1, 24.2. When braking a braking or holding torque is thus distributed away from the traction sheave 22 on the two units. This results in much better power distributions in the drive shaft 2 and a risk of failure of the brake device due to a breakage of the drive shaft 2 is reduced.
  • the individual units or devices of the brake assembly preferably units as in the embodiments of the Fig. 4 to Fig. 7 are shown and explained, arranged directly on the elevator car, it is advantageous to divide the brake units on both sides of the elevator car.
  • the resulting braking and holding forces can thus be introduced in half each in the corresponding brake or guide rails.
  • the brake arrangement is divided among, for example, four brake devices, two of the brake devices are advantageously arranged below the elevator car and the remaining two brake devices are arranged in the upper region of the elevator car. This not only optimizes the introduction of force into the brake or guide rails, but also optimizes the introduction of force into the elevator car itself.
  • the person skilled in the art will recognize further advantageous arrangements.
  • he distributes the brake units on the elevator car and counterweight or on the car, or counterweight and pulleys or traction sheaves. This allows a distribution of braking and holding forces on different components or load zones. This increases the reliability because individual components are only burdened with partial forces.

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

Abstract

L'invention concerne un entraînement d'ascenseur (20) servant à l'entraînement et à l'arrêt d'une cabine d'ascenseur, comportant essentiellement une roue de traction (22) destinée à transmettre une force d'entraînement et d'arrêt à la cabine d'ascenseur, un moteur (21) destiné à entraîner la roue de traction (22) et un système de freinage destiné à arrêter la roue de traction (22). Un arbre d'entraînement (2) connecte la roue de traction, le moteur et le système de freinage. Le système de freinage comporte au moins deux dispositifs de freinage (24.1, 24.2), la roue de traction (22) étant disposée entre les dispositifs de freinage (24.1, 24.2). Ceci se révèle avantageux du fait que les moments de freinage (MB1,2) transmis par la roue de traction (22) aux dispositifs de freinage (24.1, 24.2) se répartissent. En cas de répartition symétrique avantageuse des dispositifs de freinage (24.1, 24.2), c.-à-d. une moitié sur chacun des deux côtés de la roue de traction, le moment à transmettre est réduit de moitié dans l'arbre d'entraînement (2). Un risque de défaillance ou de rupture de l'arbre d'entraînement (2) est ainsi réduit considérablement. Par ailleurs, la fonction de freinage est conservée en cas de défaillance de l'arbre d'entraînement (2) du fait que les dispositifs de freinage (24.1, 24.2) sont répartis sur les deux côtés de la roue de traction (22).

Claims (23)

  1. Entraînement d'ascenseur (20) pour entraîner et pour arrêter une cabine d'ascenseur (16) ou un véhicule, contenant
    - une roue de traction (22) pour fournir une force d'entraînement et/ou une force d'arrêt pour la cabine d'ascenseur (16) ou le véhicule,
    - un moteur (21) pour entraîner la roue de traction (22) ;
    - un dispositif de freinage pour arrêter la roue de traction (22), et
    - un arbre d'entraînement (2) qui relie la roue de traction (22), le moteur (21) et le dispositif de freinage,
    étant précisé que le dispositif de freinage comporte au moins deux mécanismes de freinage (24.1, 24.2),
    caractérisé en ce que la roue de traction (22) est disposée entre les mécanismes de freinage (24.1, 24.2) et étant précisé que les mécanismes de freinage (24.1, 24.2) sont disposés globalement aux extrémités de l'arbre d'entraînement (2).
  2. Entraînement d'ascenseur (20) selon la revendication 1, caractérisé en ce que les mécanismes de freinage (24.1, 24.2) disposés des deux côtés de la roue de traction (22) sont commandés individuellement, de sorte qu'un système logique de surveillance (11) peut voir si un mécanisme de freinage (24.1, 24.2) seul est en mesure de maintenir la cabine d'ascenseur (16) immobilisée.
  3. Entraînement d'ascenseur (20) selon la revendication 2, caractérisé
    - en ce qu'une commande des mécanismes de freinage (24.1, 24.2) pour fermer ceux-ci a lieu avec un décalage dans le temps, ou
    - en ce que pendant un arrêt de la cabine d'ascenseur (16) un mécanisme de freinage (24.1, 24.2) est ouvert temporairement,
    et le système logique de surveillance (11) constate, pendant le laps de temps où l'un des mécanismes de freinage (24.1, 24.2) est fermé, si un dispositif de freinage (24.1, 24.2) seul est en mesure de maintenir la cabine d'ascenseur (16) immobilisée.
  4. Entraînement d'ascenseur selon l'une des revendications précédentes, étant précisé que le mécanisme de freinage (24.1, 24.2) est pourvu
    - d'un élément statique (1),
    - d'un élément mobile (2) qui est mobile par rapport à l'élément statique suivant un premier degré de liberté (ϕ ; x) correspondant à un sens de circulation du véhicule, étant précisé qu'entre l'élément statique (1) et l'élément mobile (2) un premier contact de friction dans une première surface de contact (6.1) peut être fermé par une force normale (FN) qui agit suivant un deuxième degré de liberté (y), étant précisé que dans le premier contact de friction, une première force de friction (FR1) agit à l'encontre d'un mouvement de l'élément mobile, par rapport à l'élément statique (1),
    - et d'un élément relatif (3) qui est apte à être approché en direction de l'élément mobile (2) suivant le deuxième degré de liberté (y), étant précisé qu'entre l'élément mobile (2) et l'élément relatif (3), un deuxième contact de friction dans une deuxième surface de contact (6.2) est fermé par la force normale (FN), étant précisé que dans le deuxième contact de friction une deuxième force de friction (FR2) agit à l'encontre d'un mouvement de l'élément mobile, par rapport à l'élément relatif,
    caractérisé en ce que l'élément relatif (3) est mobile suivant le premier degré de liberté (ϕ ; x) par rapport à l'élément statique (1), entre une position normale (A) et une position de freinage (B), étant précisé que l'élément relatif (3) est contraint dans la position normale (A).
  5. Entraînement d'ascenseur (20) selon la revendication 4, caractérisé en ce que qu'un mouvement de l'élément relatif (3) au-delà de la position de freinage (B) est bloqué.
  6. Entraînement d'ascenseur (20) selon l'une des revendications 4 ou 5 précédentes, caractérisé en ce que le mécanisme de freinage (24.1, 24.2) contient par ailleurs
    - un élément d'actionnement (4) qui est fixe suivant le premier degré de liberté (ϕ ; x), par rapport à l'élément statique (1), et qui est apte à être approché en direction de l'élément mobile (2), suivant le deuxième degré de liberté (y), étant précisé qu'entre l'élément d'actionnement (4) et l'élément relatif (3), à l'état approché, un troisième contact de friction dans une troisième surface de contact (6.3) est fermé par la force normale (FN), du fait qu'une troisième force de friction (FR3) agit à l'encontre d'un mouvement de l'élément relatif (3) par rapport à l'élément d'actionnement (4) ;
    étant précisé que les deuxième et troisième surfaces de contact (6.2, 6.3) sont conçues pour qu'une deuxième force de friction maximale (FR2max) de la deuxième surface de contact (6.2) soit plus grande qu'une troisième force de friction maximale (FR3max) de la troisième surface de contact (6.3).
  7. Entraînement d'ascenseur (20) selon l'une des revendications 4 à 6 précédentes, caractérisé en ce que le mécanisme de freinage (24.1, 24.2) comprend par ailleurs un dispositif de détection (8) pour relever la position normale et/ou la position de freinage (A, B) de l'élément relatif (3).
  8. Entraînement d'ascenseur (20) selon la revendication 7, caractérisé en ce que le système logique de surveillance (11) analyse des signaux du dispositif de détection (8), un signal de commande du mécanisme de freinage (24.1, 24.2) et un état de mouvement de l'élément mobile (2), et définit une fonction du mécanisme de freinage (24.1, 24.2).
  9. Entraînement d'ascenseur (20) selon la revendication 8, caractérisé en ce que le système logique de surveillance (11) constate comme fonction un dysfonctionnement si
    - le signal de commande du mécanisme de freinage (24.1, 24.2) affiche "fermé", l'état de mouvement de l'élément mobile (2) affiche "0" et l'élément relatif (3) se trouve dans sa position de freinage (B) ; ou
    - le signal de commande du mécanisme de freinage (24.1, 24.2) affiche "ouvert", l'état de mouvement de l'élément mobile (2) affiche "≠0" et l'élément relatif (3) se trouve dans sa position de freinage (B).
  10. Entraînement d'ascenseur (20) selon l'une des revendications 8 ou 9, caractérisé en ce que le système logique de surveillance (11) constate comme fonction une fonction normale si
    - le signal de commande du mécanisme de freinage (24.1, 24.2) affiche "fermé", l'état de mouvement de l'élément mobile (2) affiche "0" et l'élément relatif (3) se trouve dans sa position normale (A) ; ou
    - le signal de commande du mécanisme de freinage (24.1, 24.2) affiche "fermé", l'état de mouvement de l'élément mobile (2) affiche "≠0" et l'élément relatif (3) se trouve dans sa position de freinage (B) ; ou
    - le signal de commande du mécanisme de freinage (24.1, 24.2) affiche "ouvert", l'état de mouvement de l'élément mobile (2) affiche "≠0" et l'élément relatif (3) se trouve dans sa position normale (A).
  11. Entraînement d'ascenseur (20) selon l'une des revendications 6 à 10 précédentes, caractérisé en ce que la deuxième surface de contact (6.2) du mécanisme de freinage (24.1, 24.2) présente un coefficient de friction (µ), en particulier un coefficient de friction par adhérence (µH) , plus grand que la troisième surface de contact (6.3).
  12. Entraînement d'ascenseur (20) selon l'une des revendications 6 à 11 précédentes, caractérisé en ce que la troisième surface de contact (6.3) du mécanisme de freinage (24.1, 24.2) est inclinée par rapport à la force normale (FN).
  13. Entraînement d'ascenseur (20) selon l'une des revendications 6 à 12 précédentes, caractérisé en ce que l'élément relatif (3) et/ou l'élément d'actionnement (4) du mécanisme de freinage (24.1, 24.2) sont déplacés par la force normale (FN) suivant le deuxième degré de liberté (y) de telle sorte que les premier, deuxième et troisième contacts de friction se ferment.
  14. Entraînement d'ascenseur (20) selon l'une des revendications 6 à 13, caractérisé en ce que le mécanisme de freinage (24.1, 24.2) comprend par ailleurs un élément de freinage (5) qui est fixe suivant le premier degré de liberté (ϕ) par rapport à l'élément mobile (2) et qui est déplacé suivant le deuxième degré de liberté (y) par la force normale (FN) de telle sorte que les premier, deuxième et troisième contacts de friction se ferment.
  15. Entraînement d'ascenseur (20) selon l'une des revendications 6 à 14 précédentes, caractérisé en ce que l'élément mobile (2) et l'élément statique (1) du mécanisme de freinage (24.1, 24.2) sont déplacés, en particulier déformés, l'un par rapport à l'autre suivant le deuxième degré de liberté (y) par la force normale (FN) de telle sorte que les premier, deuxième et troisième contacts de friction se ferment.
  16. Entraînement d'ascenseur (20) selon l'une des revendications 6 à 15 précédentes, caractérisé en ce que l'élément d'actionnement (4) du mécanisme de freinage (24.1, 24.2) est contraint par la force normale (FN), en particulier à l'aide d'un élément élastique (7), et est desserré sélectivement par voie électromagnétique et/ou hydraulique.
  17. Entraînement d'ascenseur (20) selon l'une des revendications 6 à 16 précédentes, caractérisé en ce que le mécanisme de freinage (24.1, 24.2) comprend plusieurs éléments relatifs (3) et des éléments d'actionnement (4) associés à ceux-ci, étant précisé qu'un deuxième contact de friction dans une deuxième surface de contact (6.2) se ferme grâce à une force normale (FN) entre chaque élément relatif (3) et l'élément mobile (2), et qu'un troisième contact de friction dans une troisième surface de contact (6.3) se ferme grâce à la force normale (FN) entre chaque élément relatif (3) et l'élément d'actionnement (4) associé.
  18. Procédé pour entraîner et pour arrêter une cabine d'ascenseur (16) ou un véhicule à l'aide de l'entraînement d'ascenseur (20) comprenant
    - une roue de traction (22) pour fournir une force d'entraînement et/ou une force d'arrêt pour la cabine d'ascenseur (16),
    - un moteur (21) pour entraîner la roue de traction (22),
    - un dispositif de freinage pour arrêter la roue de traction (22), et
    - un arbre d'entraînement (2) qui relie la roue de traction (22), le moteur (21) et le dispositif de freinage, étant précisé que le dispositif de freinage contient au moins deux mécanismes de freinage (24.1, 24.2), lesquels mécanismes de freinage (24.1, 24.2) sont disposés des deux côtés de la roue de traction (22), étant précisé que lors d'une première étape du procédé, un premier mécanisme de freinage (24.1) est actionné, de préférence s'ouvre,
    que lors d'une deuxième étape du procédé, l'efficacité du mécanisme de freinage (24.1, 24.2) en contact de freinage ou d'arrêt est contrôlée, et
    que lors d'une étape de procédé supplémentaire, soit le premier mécanisme de freinage (24.1) est à nouveau actionné, de préférence refermé, soit le deuxième mécanisme de freinage (24.2) est actionné.
  19. Installation d'ascenseur (18) avec un entraînement d'ascenseur (20) selon l'une des revendications 1 à 17, caractérisée
    - en ce que l'entraînement d'ascenseur (20) est disposé de manière stationnaire dans une gaine d'ascenseur (12) et peut soulever, abaisser et arrêter la cabine d'ascenseur (16) à l'aide d'un moyen de support et d'entraînement (13) qui relie ledit entraînement d'ascenseur (20) à la cabine (16), ou
    - en ce que l'entraînement d'ascenseur (20) est disposé sur la cabine d'ascenseur (16) et transmet une force de traction à la gaine (12) à l'aide de la roue de traction (22), et la cabine (16) peut être soulevée, abaissée et/ou arrêtée à l'aide de cette force de traction.
  20. Installation d'ascenseur selon la revendication 19, caractérisée en ce que parmi l'élément statique (1) et l'élément mobile (2) du mécanisme de freinage (24.1, 24.2) de l'entraînement d'ascenseur (20), l'un est fixe par inertie tandis que l'autre est accouplé à un véhicule, en particulier à une cabine de l'installation d'ascenseur, de manière à pouvoir arrêter et/ou freiner ladite cabine.
  21. Installation d'ascenseur selon la revendication 19 ou 20, caractérisée en ce que la force normale (FN) est calculée pour qu'une force d'arrêt provoquée dans la position normale (A) du mécanisme de freinage (24.1, 24.2) de l'entraînement d'ascenseur (20) soit suffisante pour arrêter de manière sûre le véhicule avec sa charge autorisée.
  22. Installation d'ascenseur selon l'une des revendications 19 à 21, caractérisée en ce que la force normale (FN) est calculée pour qu'une force de glissement provoquée dans la position de freinage (B) du mécanisme de freinage (24.1, 24.2) de l'entraînement d'ascenseur (20) soit suffisante pour freiner de manière sûre le véhicule avec sa charge autorisée.
  23. Installation d'ascenseur selon l'une des revendications 19 à 22, caractérisée en ce que la force de glissement provoquée dans la position de freinage (B) du mécanisme de freinage (24.1, 24.2) de l'entraînement d'ascenseur (20) est supérieure d'au moins 50% à la force d'adhérence provoquée dans la position normale (A) du mécanisme de freinage (24.1, 24.2).
EP08849117A 2007-11-14 2008-11-06 Entraînement d'ascenseur et procédé d'entraînement et d'arrêt d'une cabine d'ascenseur, procédé correspondant, et système de freinage et procédé de freinage et d'arrêt d'une cabine d'ascenseur et procédé correspondant Active EP2219984B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP08849117A EP2219984B1 (fr) 2007-11-14 2008-11-06 Entraînement d'ascenseur et procédé d'entraînement et d'arrêt d'une cabine d'ascenseur, procédé correspondant, et système de freinage et procédé de freinage et d'arrêt d'une cabine d'ascenseur et procédé correspondant
PL08849117T PL2219984T3 (pl) 2007-11-14 2008-11-06 Napęd dźwigu oraz sposób napędzania i utrzymywania kabiny dźwigu, odpowiedni sposób oraz urządzenie hamulcowe i sposób spowalniania i utrzymywania kabiny dźwigu oraz przynależny sposób

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
EP20070120652 EP1923346B1 (fr) 2006-11-16 2007-11-14 Dispositif de freinage, installation d'ascenseur et procédé de détermination d'une fonction du dispositif de freinage et ensemble de modernisation
EP08102368 2008-03-07
EP08849117A EP2219984B1 (fr) 2007-11-14 2008-11-06 Entraînement d'ascenseur et procédé d'entraînement et d'arrêt d'une cabine d'ascenseur, procédé correspondant, et système de freinage et procédé de freinage et d'arrêt d'une cabine d'ascenseur et procédé correspondant
PCT/EP2008/065066 WO2009062881A1 (fr) 2007-11-14 2008-11-06 Entraînement d'ascenseur et procédé d'entraînement et d'arrêt d'une cabine d'ascenseur, procédé correspondant, et système de freinage et procédé de freinage et d'arrêt d'une cabine d'ascenseur et procédé correspondant

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EP2219984A1 EP2219984A1 (fr) 2010-08-25
EP2219984B1 true EP2219984B1 (fr) 2011-08-17

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EP (1) EP2219984B1 (fr)
AU (1) AU2008323024B2 (fr)
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DE19737485C1 (de) * 1997-08-28 1999-06-17 Stromag Ag Elektromagnetisch betätigbare Bremse und Mehrfachbremsaggregat
JP2000344449A (ja) * 1999-06-02 2000-12-12 Teijin Seiki Co Ltd エレベータ用駆動装置
FI106192B (fi) * 1999-09-16 2000-12-15 Kone Corp Hissin nostokoneisto
DE102004054013A1 (de) * 2004-11-09 2006-05-11 Robert Bosch Gmbh Scheibenbremse
PL1671912T3 (pl) * 2004-12-17 2011-07-29 Inventio Ag Instalacja dźwigowa z urządzeniem hamującym i sposób hamowania i zatrzymywania instalacji dźwigowej
BRPI0601926B1 (pt) * 2005-06-17 2018-06-12 Inventio Aktiengesellschaft Dispositivo de pára-quedas do freio
FI119877B (fi) * 2005-08-19 2009-04-30 Kone Corp Hissin turvajärjestely
SG138531A1 (en) * 2006-06-19 2008-01-28 Inventio Ag Method of checking lift braking equipment, a method for placing a lift installation in operation and equipment for carrying out placing in operation

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102431866A (zh) * 2011-10-20 2012-05-02 苏州通润驱动设备股份有限公司 一种夹持在曳引机的曳引轮上的安全制动装置
US20220356923A1 (en) * 2019-06-28 2022-11-10 Continental Teves Ag & Co. Ohg Multiple disk brake for a rotatable element

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AU2008323024A1 (en) 2009-05-22
PL2219984T3 (pl) 2012-01-31
WO2009062881A1 (fr) 2009-05-22
EP2219984A1 (fr) 2010-08-25
AU2008323024B2 (en) 2015-06-04

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