EP2535304A1 - Device for preventing uncontrolled cabin movement - Google Patents

Abstract

The trip device (10) has a disk (11) proportional to movement of a lift car and rotatable relative to a trip element (14). A coupling mechanism (60) is arranged between the disk and the trip element. The disk and the coupling mechanism are connected to each other independent of a relative position. Rotation of the disk is transferable to the trip element in a coupled state of the device. A tripping delay device is arranged between the coupling mechanism and the trip element. A reset device returns the coupling mechanism in a starting position.

Description

TECHNICAL AREA

The invention relates to a device for preventing uncontrolled car movement to increase the reliability of a hoist, for example, an elevator. The tripping device invented for this purpose is designed so that it prevents a movement of a car on the triggering of a holding device.

STATE OF THE ART

Hoists are in danger of uncontrolled car movements. Such uncontrolled car movements are, for example, an increased speed, undesirably high accelerations or unintended movement of the car during a stop. Such possibly suddenly occurring movements can cause only discomfort for passengers, but also have more serious consequences for passengers, objects or even the hoist itself. Furthermore, it is important to people who work on the hoist, z. B. in the pit head or in the pit, perform, also to protect against accidental movement of the car.

For these reasons, a variety of safety systems are used in hoists. Thereby the necessity as well as the conditions for the use of such safety systems are determined by regulations and ordinances. However, not only by regulations of the Claim to security systems, but also due to the high cost pressure in this sector. Although these safety devices must primarily meet the security requirements set, but at the same time should be cost-effective to purchase and low-maintenance operation.

In addition, in recent years, an aesthetic aspect of this device has increasingly come to the fore, such as the increased use of transparent materials such as glass. If the "inner life" of the lifting device was previously hidden, it is now often almost completely visible to the user. Thus, it may well be advantageous to conceal this type of devices from the user by a more compact design.

A more compact design is also desirable because the available space is getting smaller. Thus, not only a reduction of the security-relevant devices is desirable, but also the integration of multiple devices in a single device. These challenges are mainly addressed by a greater use of electronics. Above all, the synergetic use of mechanics and electronics offers new starting points for revising or redesigning the operating principles of the safety equipment in consideration of the above-mentioned requirements.

So revealed the DE 10 2009 040 109 A1 a speed limiter for an elevator system. The speed limiter proposed here has a governor wheel in which a cable of the elevator system is guided. The speed limit itself takes place by a locking element which, depending on the rotational speed of the governor wheel in one of a locking means connected to the Begrenzerrad trained undercut is engageable. The locking element is formed by a Fangnockenkranz with multiple catch cams, in which the activated locking element is engaged. Depending on the configuration of the lock, the rotation of the governor wheel can be blocked at least in one direction of rotation. The engagement of the locking element, for example, at too high a speed on electromechanical way. The activation itself takes place by switching off a solenoid, whereby a catch lever falls relative to the catch cams by weight forces in an engaged position. Although not foreseen, it would theoretically be possible to trip the overspeed governor even when the car stops so as to avoid inadvertent movement of the car during the stop.

Even though the use of catch cams has been quite successful in practice, it can only guarantee a step-like latching function. In other words, a tentacle must fall between two cams so that it can engage in these cams. If, on the other hand, the catching arm falls on a catching cam, it slides over it and then falls between two catching cams, but this lengthens the catching path until the catching arm engages with the catching cam.

Due to the design principle used, the point in time at which the holding device acts and blocks the elevator depends on the point of incidence of the catching arm. This property can cause an uncomfortable feeling among the users, especially when the lift is unintentionally moved at a stop, for example if the triggering range leads to a noticeable movement of the car due to an unfavorable point of incidence of the catching arm. Furthermore, high demands are placed on the mechanical strength of the speed limiter belonging to components, in particular to the tentacle and by this operation the catches as they absorb the kinetic forces of the car. However, high demands on the strength of components are usually contrary to the goal of a more compact design.

The aim of the present invention was therefore to solve the above problems at least largely. More specifically, it was an object of the invention to provide a device for preventing uncontrolled car movement, which allows a stepless release of a holding device. Furthermore, the active principle used should allow a more compact design of the safety device and be inexpensive to produce and low maintenance.

Another important aspect of this invention was also the possibility of making the security device according to the invention remotely triggerable so that, for example, the arbitrary triggerability of the security device prescribed in a security check can be ensured. The remote release should be able to be carried out independently of the installation location of the safety device, that is, even if the device is mounted in areas of the hoist, which are difficult to access.

PRESENTATION OF THE INVENTION

A safety device according to the invention, which solves the abovementioned challenges according to the invention, is defined in independent patent claim 1. Furthermore, the dependent claims provide possible modifications and further embodiments of a device according to the invention.

In a first embodiment of the invention, the triggering device for triggering a holding device preventing the movement of the car, a proportional for moving the car and relative to a trigger element rotatable disc. Furthermore, a coupling mechanism, which is arranged between the disc and the trigger element, a part of the tripping device according to the invention. Another component is a trip delay device, which is arranged between the coupling mechanism and the trigger element. The disk and the coupling mechanism can be coupled to each other regardless of their relative position, so that in the coupled state of the device rotation of the disk can be transmitted to the triggering element.

The car is part of a hoist, such as an elevator or a goods lift. Accordingly, loads and / or passengers may be carried in the car. As a holding device, any known from the prior art holding device can be used. Such holding devices act, for example, by frictional engagement (eg, brake) or else by force-locking (for example, a blocking device with a pin or a cam). Preferably, a holding device based on the frictional operating principle is used in connection with the present invention. Such a holding device is for example from the EP 1 209 117 A1 known.

The rotatable in proportion to the movement of the car windscreen can be in operative connection with a pliable element, such as a rope, a V-belt, a toothed belt, etc. The disk is preferably directly in contact with the pliable element, but can also indirectly, such as Example of a rotation axis to be connected to this. Such an embodiment is preferably used in a permanently installed triggering device. If it is a moving release device, the disc preferably rolls off or along a fixed surface. The latter is preferred a guide of the car via a roller guide, that is, a guide with roller and rail used. If, on the other hand, a sliding guide is present, a flexible element is preferably guided over the pane.

Furthermore, the trigger element located relative to the rotatable disc is preferably arranged in alignment with the axis of rotation of the disc. However, it is also possible that the trigger element rotatably position according to the principle of a gear or Reibradgetriebes relative to the disc. Furthermore, it can be rotatable relative to the disc, for example, due to the space also a chain or belt drive.

Preferably, the coupling mechanism arranged between the disk and the triggering element is electrically / electronically or electromechanically activatable or deactivatable. Upon activation, the coupling mechanism establishes a mechanical connection between the disc and the trigger element, which is also referred to as a coupled state below. Accordingly, the uncoupled state refers to a situation in which the coupling mechanism does not make an operative connection between the disc and the trigger element. An example of a control and regulation device that can afford the activation and deactivation of the coupling mechanism, in addition in conjunction with a speed limiter discloses the DE 103 43 193 ,

In the initial state, that is, when the car is stationary, the coupling mechanism is in the coupled state. It should be emphasized that the coupling of the trigger element with the rotatable disc can be performed regardless of the relative position between the trigger element and rotatable disc. This allows stepless coupling. If the coupled state is established, it is possible to have a movement of the car, the is transmitted proportionally to the rotatable disk, to forward to the trigger element. The triggering element then triggers preferably by rotation, the movement of the car preventing holding device. However, it is also possible to make the release of the holding device via a longitudinal movement or a combination of a longitudinal and rotational movement.

In this case, the release delay device allows, after coupling, a fixed relative movement or a defined freedom of movement exists, which is traversed before a rotation of the disc is transmitted to the trigger element.

Furthermore, it is possible to influence the operative relationship between the triggering element and the rotatable disc, as for example by the diameter of one of these elements. An influence is mainly based on a change in the lever arm or the triggering distance, which can be run through when triggering the holding device.

The triggering device according to the invention with the features mentioned can be advantageously integrated into existing facilities. It also offers stepless coupling and a compact design. Furthermore, it is possible, by selecting the diameter of the rotatable disk or the point of application of the coupling mechanism on the rotatable disk to adjust the triggering path to the release properties of the holding device. If the operating principle of the holding device is based, for example, on a frictionally engaged connection, it is possible to activate it rapidly or slowly over a correspondingly long or short embodiment of the tripping path.

In a further embodiment of the invention, the triggering device can be triggered in two opposite directions.

In such an embodiment of a tripping device according to the invention thus, for example, a triggering of the holding device is possible regardless of the direction of movement of the car. This has the advantage that not only an uncontrolled driving movement in a downward direction can be prevented, but also an uncontrolled driving movement in the upward direction.

In a particularly preferred embodiment, the coupling between the disc and the coupling mechanism is non-positively. However, it should be emphasized that the coupling can be done both primarily non-positively and exclusively non-positively. In other words, it may well be within the meaning of the invention to perform the coupling mechanism frictionally with a form-fitting component.

It should be emphasized that in particular a non-positive or frictional connection allows a stepless coupling of the triggering element with the rotatable disc.

In a further particularly preferred embodiment of the invention, the coupling mechanism is a magnet. In this case, an electro-permanent magnet is preferably used.

The magnet is arranged to the disc so that it can interact with this. In other words, in the initial state, the magnet adheres to the disc, causing a kinematic connection between the disc and the trigger element. It is particularly advantageous here to carry out the magnet as Elektropermanenthaftmagneten, since such a magnet in the de-energized state adhesive properties and, in contrast, exerts no or only a very small magnetic force at an applied voltage. It should be noted that the disc for this embodiment at least partially consist of a magnetic material or is constructed. Furthermore, a part of the magnet and / or the mounting of the magnet is designed so that it can move along the longitudinal axis or approximately perpendicular to the disk.

Establishing a kinematic connection between the trigger element and the disc via a magnet forms a particularly preferred form of stepless coupling between the trigger element and the disc. In addition, the triggering in this embodiment is not only infinitely variable, but also regardless of the relative position between the disc and coupling mechanism possible, that is, after the coupling of the trip path of the holding device is activated always the same. By this advantageous embodiment of the present safety device, it is possible to couple a variety of different available on the market holding device to the safety device. However, it is also possible, if required, to make the triggering path adjustable, for example, via the point of application of the coupling mechanism or of the magnet on the disk.

In a further particularly preferred embodiment of the invention, a movement interval, which defines a defined relative movement of the disk to the triggering element in the coupled state, is adjustable with the triggering delay device.

As already mentioned, the release delay device makes it possible, after the coupling has taken place, for a defined relative movement or a defined freedom of movement to be traversed before a rotation of the disk onto the triggering element is transmitted. This makes it possible to avoid premature or premature release of the triggering device, for example, when in triggering triggering device, that is, in the coupled state, a slight movement of the car takes place by loading or unloading or the entry and exit of passengers. Furthermore, it is possible, if present, to avoid premature readjustment of the car position by the hoist control.

The tripping delay device is preferably arranged in alignment with a rotational axis or with a movement path of the tripping element. However, it is also possible to bring the release delay device with one of the above for the already executed for the trigger element indirect connection possibilities in an operative relationship with the trigger element and the disc. The release delay device may be disposed between the disc and the coupling mechanism and / or between the trigger element and / or the holding device.

In a further preferred embodiment, the tripping delay device is formed by a freewheel. Freewheels are known in the art and may be translated from a neutral uncoupled state to a coupled force transmitting state. Depending on the requirements and execution of the triggering device of the freewheel can act in one or more directions, preferably two directions.

Freewheels offer a reliable and allow a high power or torque transmission. In this case, the travel to the complete kinematic coupling from a neutral position in a force or torque transmitting position can be determined constructively.

In a further embodiment of the invention, the freewheel on a cage with clamping bodies, which between the Disc and the trigger element act. The cage is connected to the coupling mechanism. In the coupled state, the disc is connected via the clamping body with the trigger element and rotatable in the decoupled state relative to the trigger element.

Preferably, the cage abuts with the clamping bodies on the outside of the triggering element. But it can also be arranged on another component arranged therebetween. The outside of the trigger element or the intermediate part is formed as a polygon, z. B. similar to the outside of a hexagonal munt. The number of outer edges of the trigger element is arbitrary, but is preferably between 5 and 16. In addition, the outer edges may be flat or curved, preferably curved outwardly. The curvature can be formed from an oblique and / or arcuate surface. In general, the number of clamping bodies corresponds to the number of outer surfaces of the polygonal triggering element. At the outer diameter of the cage with the clamping bodies is a cylindrical inner wall which is part of the disc or is in communication therewith.

The freewheel can assume two different operating states. In the unclamped state, the pinch rollers are preferably located in the middle of the surfaces formed between two corners of the polygonal triggering element. In the clamped state of the cage relative to the unclamped state is rotated relative to the trigger element, so that the pinch rollers are no longer in the middle of an outer surface, but deflected outside the center in the direction of one of the corners or edges of the polygonal trigger element. As a result, the pinch rollers come into contact both with the outer surfaces of the trigger element and with the cylindrical inner surface of the outer ring and exert a substantially radially aligned clamping force between the rotational axis of the freewheel and the Rotation axis of the disc or the bearing located there. Thus, there is a kinematic coupling of the trigger element with the disc, so that the disc can transmit a rotational movement in the direction of the deflection position of the clamping body on the trigger element. The transmitted movement is then forwarded by the trigger element to the holding device.

Depending on the required tripping delay, the clamping freewheel is designed accordingly. For example, if a high tripping delay desired, the freewheel is designed so that the clamp body are deflected as far as possible before they jam the trigger element relative to the outer ring. This can be achieved by a smaller number of corners or edges in the polygonal trigger element and / or by a choice of the outer diameter of the trigger element in relation to the inner diameter of the outer ring or the disc, so that the clamping body more their clamping position in the direction of the longitudinal edges of the outer surfaces of the reach polygonal trigger element. In this case, the roll-in angle is preferably chosen so that it is not too large and thus does not provide a secure clamping action or is too small and thereby causes a self-locking.

Although the design principle of a clamping roller freewheel described here is preferably used, it is entirely within the meaning of the invention to choose alternative construction forms for the freewheel described here. Examples include pawl freewheels, pulley freewheels, wrap spring clutches, etc. Furthermore, it is possible that in the freewheel a cylindrical hub rotates within a Innenvielecks.

The use of freewheels as a tripping delay device has the advantage that they can act in one or two directions as required. Furthermore, they provide an efficient transmission possibility of a rotational movement of the disc on the trigger element. They allow this with very little space requirements of the space. By appropriate design of the freewheel, it is possible to set a nearly arbitrary tripping between between 0 ° +/- 60 °, but preferably between 0 ° +/- 20 °.

By connecting the coupling mechanism with the cage of the freewheel, it is possible to rotate the cage with the clamping bodies relative to the triggering element. If the coupling mechanism is in the coupled state, a rotation of the disc leads to entrainment of the cage and thus to entrainment of the clamping body located in the cage. This entrainment or deflection of the clamping body takes place relative to the triggering element, so that the clamping body are thereby moved into the clamping position and thus the disc can take the triggering element. Conversely, this means that in a return movement of the cage from the deflected position of the freewheel is released again, so that the disc can rotate relative to the trigger element without a torque transmission takes place.

Alternatively, it is also possible to connect the coupling mechanism with the trigger element and the holding device with the cage. In the coupled state then the coupling mechanism would rotate the trigger element upon rotation of the disc and then take the clamping cage. The triggering of the holding device would then take place via the clamping cage.

In a further embodiment of the invention, the triggering device is arranged in any position, preferably at an upper and / or lower end position of the car path. The tripping devices and the car are surrounded by a slippery revolving Transmission element connected via a relative movement of the car to the triggering device is transferable to the disc. In this case, the triggering element is preferably immovably mounted.

In such a structure, it comes in the coupled state to a blockage of the disc when the car moves relative to the triggering device. In other words, the pliable transmission element takes in the uncoupled state of the triggering device with the disc or the relative movement of the car in the form of a rotary motion is transmitted to the disc. Now, if the coupling mechanism is activated, so that the disc and the trigger element are in operative connection, it comes to a driving of the triggering element through the disc. In a fixed position of the trigger element thus comes to a blockage. If the car now continues its relative movement, the blocking of the disk can be transmitted to the car via the pliable transmission element.

Such an arrangement of the triggering device has the particular advantage that it can be mounted in addition to an existing hoist. For example, it can be installed by replacing a pulley in an existing or new elevator system. The integration into existing hoist systems by exchange of deflecting elements by a tripping device according to the invention also has the advantage that no additional space is needed. If such a device is installed at both end positions of the travel path of the car, then a redundant system can be provided in a simple manner, which further increases the operational safety of the car.

In a further preferred embodiment, the holding device is arranged together with the triggering device.

In this embodiment, the triggering element triggers the holding device, which prevents movement of the car. This can be made possible by any known from the prior art braking systems, which are preferably located at the upper and / or lower end of the car Fahrwegs. Examples of this are the braking of a load-bearing pulley, the rope, the hoist drive, etc.

Such an embodiment has the advantage, in particular with externally visible hoists, of making the car itself appear more homogeneous and less bulky due to the attachment of the car.

In a further embodiment of the invention, the holding device is arranged separately from the triggering device, wherein the holding device is triggered by a relative movement between the holding device and the transmission element.

In this case, the holding device is preferably arranged directly on the car, so that when blocking the revolving disk of the non-rigid rotating element this can be transmitted to the car at a continuation of the relative movement of the car. Since the pliable transmission element comes to a standstill when the disc is blocked, the resulting relative movement between the car and the stationary transmission element can be used to trigger the holding device.

Also in this embodiment, there is the advantage that the triggering element according to the invention can be integrated into an existing device in a simple manner and Preference is given to already existing holding devices of the respective hoist used.

In a further particularly preferred embodiment of the invention, the triggering device is arranged on the car. In this case, the disc is arranged movable relative to a limp transmission element or a guide rail, so that a movement of the car is transmitted to the disc.

In other words, in this embodiment, the disc rolls on a stationary member. Either the pliable transmission element rotates around the disk or the disk runs directly along a rail. If there is a triggering of the triggering device or the coupled state, a relative movement between the car and the limp transmission element or the guide rail is transmitted to the trigger element, which in turn triggers a holding device.

This embodiment prevents in particular unwanted movement of the car directly on the car itself, as it is protected by its own holding devices from a continuation of a relative movement. The safety is increased in this embodiment above all by the fact that, if an unwanted movement caused by failure of the rope or other components of the hoist, the prevention of movement of the car is separated from the defective parts possible.

In a further preferred embodiment of the invention, a return device is arranged on the triggering device, which preferably acts between the triggering element and the coupling mechanism, so that the coupling mechanism is automatically returned to a starting position after decoupling.

The reset device is designed so that it is in the decoupled state in equilibrium and is deflected in the coupled state from this state of equilibrium in an imbalance state. If the coupling mechanism is thus deactivated, the return device is returned to an initial position of the coupling mechanism relative to the disc.

By the return device is achieved in an advantageous manner that the coupling mechanism is always triggered from the same position. This ensures, on the one hand, an always equal release path and, on the other hand, the coupling mechanism is structurally easier to carry out, since it does not have to be completely rotatable together with the disc.

In a further preferred embodiment of the invention, the restoring device has two oppositely acting spring elements between the triggering element and the coupling mechanism. In this case, the two oppositely acting spring elements in the coupled state exert a different and in the decoupled state, the same spring force.

Spring elements represent a particularly reliable and low-maintenance machine element. Thus, by using oppositely acting spring elements can be provided for a simple and reliable functioning return device.

In a further embodiment of the invention, a cleaning device is arranged on a surface of the disc with which the coupling mechanism cooperates, which preferably has at least one fixed relative to the disc brush.

In the vicinity of hoists, dust may be contaminated, etc. By cleaning the surface of the disc in an advantageous manner cleaning device thus ensures proper functioning of the coupling mechanism. By this cleaning device, the risk is avoided that an unclean surface of the disc leads to a poor coupling of the disc with the trigger element.

In a further preferred embodiment of the invention, the triggering device further comprises a speed limiter, over which the holding device can be triggered at a fixed increased speed, wherein the holding device preferably acts parallel to the triggering element.

In this embodiment of the invention, two safety devices are thus integrated together and can thus lead to a more compact design. In this case, the triggering device ensures in this case that in an unintentional movement of the car at a stop, the holding device is triggered, while the speed limiter triggers the holding device as soon as at least one fixed limit speed or limit acceleration is exceeded.

Another possibility is to use the triggering device itself as a trigger element of a speed limiter. If a sensor detects the violation of a speed or the violation of a permissible acceleration, the triggering device is triggered by the activated coupling mechanism. This leads in the manner described above to the fact that the car is brought to a halt by the triggering device triggered by the holding device.

In a further preferred embodiment of the invention, the triggering device comprises a controller which is designed to activate the triggering device when the car is stationary or arbitrarily by a forced release, wherein the triggering device is in its initial position in the coupled state and is ready to trigger.

Preferably, the triggering device is ready to trigger as the initial state. In this coupled state, there is no electrical signal from a controller. Thus, it is ensured even in case of failure of the controller or the power supply that the reliability of the car is guaranteed.

Furthermore, the arbitrary shutdown of a control signal also allows a forced release of the triggering device, so that, for example, in the case of a security check the holding device of the car or the hoist can be checked. Conversely, this means that only when a control signal is provided when the movement of the car is intended. However, as soon as it is provided to let the car stand still, the control signal is omitted, so that when a then occurring unwanted movement of the car, the coupling mechanism is already in the coupled state. This has the consequence that a relative movement of the car is transmitted either directly or planned delayed on the trigger element and thus on the holding device.

Such control thus allows the use of the triggering device according to the invention also in other security risks, such as exceeding a specified speed or acceleration. Also, it can be obtained in the case of maintenance to protect the maintenance personnel, a corresponding forced release to prevent movement of the car.

BRIEF DESCRIPTION OF THE FIGURES

• Figur 1 zeigt eine isometrische Ansicht einer erfindungsgemäßen Auslösevorrichtung, bei der ein Teil der Auslösevorrichtung zum Zwecke einer besseren Veranschaulichung ausgeschnitten ist.
• Figur 2 ist eine Seitenansicht einer Ausführungsform einer erfindungsgemäßen Auslösevorrichtung.
• Figur 3 veranschaulicht schematisch zwei mögliche Anordnungen der Auslösevorrichtung bei einem Aufzugssystem.
• Figur 4 veranschaulicht die Funktionsweise einer beispielhaften Ausführungsform einer erfindungsgemäßen Auslösevorrichtung anhand von drei Betriebszuständen.
• Figur 5 ist eine isometrische Ansicht einer erfindungsgemäßen Auslösevorrichtung, die zusammen mit einer Haltevorrichtung angeordnet ist.

The following exemplary embodiments are explained with reference to the following figures:

• FIG. 1 shows an isometric view of a tripping device according to the invention, in which a part of the triggering device is cut out for the purpose of better illustration.
• FIG. 2 is a side view of an embodiment of a tripping device according to the invention.
• FIG. 3 schematically illustrates two possible arrangements of the triggering device in an elevator system.
• FIG. 4 illustrates the operation of an exemplary embodiment of a tripping device according to the invention based on three operating conditions.
• FIG. 5 is an isometric view of a tripping device according to the invention, which is arranged together with a holding device.

Identical reference symbols in the figures denote physically identical and / or functionally identical features.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

In the FIG. 1 shown embodiment according to the present invention is constructed around a common axis of rotation 2. On this axis of rotation a disc 11 is rotatably mounted. About a limp element 22, a movement of the car 20 is transmitted to the disc 11 (see FIG. 3 ). In the embodiment of the FIG. 1 the pliable element 22 is a toothed belt. It lies however It is also possible within the meaning of the invention to use other transmission elements, such as V-belts, cables, chains, etc. It is equally possible to use the movement not via a limp element but through the use of machine elements, such as gears or friction wheels , On one side of the disc 11 is the coupling mechanism 60. The in FIG. 1 Coupling mechanism 60 shown has an electro-permanent magnet 64 which is rotatably supported about the axis of rotation 2 via a pivot arm 62. Instead of the electro-permanent magnet 64, the coupling mechanism 60 can alternatively also be designed as a pressure mechanism, which can be pressed against the disk 11, for example by spring force, and thus a connection between the disk and a triggering element 14 can be produced.

About pins and / or screws 45, an outer ring 46 is fixedly connected to the disc 11. In addition, a damping in the form of rubber elements between the screws and the outer ring can be provided here in order to reduce component loads when triggered, for example at nominal speed of the vehicle cage. Of course, the outer ring 46 may also be integrated in the disc 11. In the center of the device is the trigger element 14, with which, for example, a trip bar 14 '(see FIG. 5 ) connected is. In the FIG. 5 shown trigger bar 14 'transmits the movement of the trigger element 14 here on a holding device 30. The trigger element 14 in FIG. 1 is executed on its outside as a polygon or polygon. In the particular case shown, the trigger element 14 is an octagon. Both the outer surface of the octagon and the cylindrical inner surface of the outer ring 46 form running surfaces for the intermediate clamping bodies 44 of the delay device 40. The clamping bodies 44 are accommodated in a cage 42. On each outer surface of the octagon is a clamp body 44.

Consequently, in this embodiment, a total of eight clamping bodies are arranged in the cage 42. The cage 42 is connected via the pivot arm 62 with the coupling mechanism 60 and the permanent magnet 64, respectively.

The coupling mechanism 60 in the FIG. 1 can assume two operating states. In the first operating state, the coupling mechanism 60 is in operative connection with the disk 11. In the specific case shown here, this means that the Elektropermanentmagnet 64 is de-energized, so that it adheres to the disc 11 due to the magnetic force thus present and thus couples the disc 11 via the coupling mechanism 60 with the delay element 40 and the cage 42.

When a current is applied to the electro-permanent magnets 64, the magnetic force of the permanent magnet 64 is neutralized, so that the permanent magnet 64 is spaced from the disk 11. Such a spacing can z. B. can be achieved by means of a spring. In this decoupled state, there is thus no operative connection between the disk 11 and the deceleration device 40. In other words, in this operating state, the pliable element 22 transmits a movement of the car 20 only to the disk 11 mounted on the axis of rotation 2 via the bearing 15, but without to transmit the rotational movement via the pivot arm 62 to the cage 42.

The operating principle of the triggering device 10 is in the FIG. 4 explained in more detail. In the FIG. 4 the coupling mechanism 60 is in communication with the disc 11 (not shown), that is, it is in the coupled state. If there is a rotational movement of the disc 11, for example due to an unwanted movement of the car 20, then the Elektropermanentmagnet 64 follows this movement together with the pivot arm 62 and the cage 42. The rotational movement of the cage 42 is also on the clamp body 44th transferred, so that they are deflected in the direction of a longitudinal edge 18 of the octagon. Due to the polygonal design of the trigger element 14, the diameter of the trigger element 14 increases or decreases at regular successive angular intervals. In contrast, since the inner surface of rotation 48 of the outer ring 46 is cylindrical, there is a periodic narrowing or widening of the gap between the trigger element 14 and the outer ring 46th

If the clamping bodies 44 are deflected by the cage 42 in the direction of the constriction, that is to say in the direction of the longitudinal edges 18 of the polygonal triggering element 14, then the clamping bodies 44 jam between the outer ring 46 and the triggering element 14. The clamping force caused by the clamping bodies 44 increases with increasing deflection. It follows that up to a complete unfolding of the clamping action a free play Δα exists, during which the cage 42 already transmits the rotational movement of the disc 11 to the clamping body, so that a deflection of the clamping body takes place. However, at least at the beginning of this deflection, there is still no entrainment of the triggering element 14. The deflection Δα of the triggering element 14 can be designed so constructively by the person skilled in the art that the transmission of the rotational movement of the disc 11 takes place only after a predetermined free play Δα. For this purpose, the alternating clearance between the outer surface 16 of the trigger element 14 and the inner cylindrical surface of revolution 48 of the outer ring 46 is designed accordingly.

Without deflection, the clamping bodies are in a starting position which, viewed approximately from the cross section of the triggering element 14, lies at half the edge length of an outer surface 16. It should be noted that a deadlock in the in FIG. 4 embodiment shown in both directions is possible. This can be in the present embodiment, a rotational movement in both directions transmitted to the trigger element. Depending on the configuration of the delay device 40, however, a take-along in only one direction is quite possible.

If the rotational movement exceeds the free play Δα, the rotational movement from the disc 11 to the triggering element 14 is transmitted (see FIG Figure 4c ). This rotational movement can be transmitted, for example, to a holding device 30 of the car 20. Furthermore, it is possible to design the triggering element 14 fixed, so that no entrainment of the triggering element 14 can take place, but instead the turntable 11 is blocked. Such an embodiment is disclosed in FIG. 3 illustrated. If there is a blockage of the disc 11, a circumferential movement of the pliable element 22 is prevented. Now moves the car 20 on, this is done with a relative movement relative to the limp element 22. This relative movement can in turn be used to trigger a holding device 30 located on the car.

Furthermore, in FIG. 3a illustrates an embodiment as a redundant system, ie the triggering device according to the invention is located on both end sides of the hoist. On the other hand is in FIG. 3b the design shown as a permanently installed release device on only one side of the travel of the hoist. In this case, the wrap angle of the disc 1 is increased by additionally attached rollers 24. This can optimally shape the transmission of the relative movement between the disc 11 and the pliable element 22 in both the stationary and in the traveling embodiment.

As in FIG. 5 However, it is just as possible to attach the triggering device 10 directly to the car. In the in FIG. 5 shown embodiment is the Triggering element 14 positively connected to a square bar 14 '. The in this embodiment to the triggering device 10 and thus to the disc 11 fixed pliable element 22 transmits in the coupled state in a relative movement of the car 20 a rotational movement on the square bar 14 '. As stated above, this can take place only after a free play Δα when a deceleration mechanism is installed between the disc 11 and the triggering element 14 and / or between the triggering element 14 and the triggering transfer element 14 ', which is exemplified here as a square bar. Otherwise, there is a transmission of the rotational movement of the disc 11 on the trigger element and thus on the tripping square 14 'directly instead. By the rotation of the trigger element 14 ', there is an activation of the holding device 30, which prevents further movement of the car 20 relative to the guide rail 23. Another embodiment of a roller guide is for example the DE 103 43 193 refer to.

Furthermore, it is possible to have one in the FIG. 4 shown return mechanism 50 to be integrated into the tripping device 10. The in FIG. 4 shown return mechanism is disposed between the pivot arm 62 and the trigger element 14. According to the double-acting property of in FIG. 4 shown embodiment of the tripping device 62 are mounted between the trigger element 14 and the pivot arm 62 two acting in opposite directions return springs 52.

In an equilibrium state, or at an initial position, which substantially coincides with the starting position of the clamping body 44, the return springs are equally deflected or exert the same spring force between the trigger element 14 and the pivot arm 62. However, if the clamping bodies 44 are in a deflected state, the restoring spring 52 and the extent of the second spring are shortened Return spring 52. Thus, the spring force of the shortening spring 52 decreases, while it increases according to the law of the spring with the second spring with increasing deflection. The return elements, such as the return springs in this embodiment, may have linear and non-linear properties. This results in an imbalance of forces, which is canceled by the fact that the clamping body are returned to their original position. This has the advantage that a rotation of the disc 11 with respect to the trigger element 14 can take place virtually without friction, since the clamping body 44 in the starting position preferably only in contact with the outer surface 16 of the polygon or the trigger element 14. Thus, an unintentional relative rotation of the cage relative to the trigger element 14, for example due to vibrations, can be avoided.

The activation or deactivation of the coupling mechanism, which causes the coupled or decoupled state between the disc 11 and the trigger element 14, may be differently motivated. Thus, it is possible to put the triggering device in the coupled state as soon as the car 20 comes to a halt at a stop or at another intended position. Normally, in such a position further movement of the car 20 is undesirable. Accordingly, the triggering device 10 can avoid such unwanted movement by cooperating with a holding device 30.

Another or additional possibility of using the triggering device 10, this is due to trigger other conditions, such as at too high an acceleration or too high a speed. In such a case, the triggering device 10 could be triggered electronically via a controller (not shown) and so via other devices, such as a Holding device to end or avoid the undesirable condition. It is also possible for the triggering device 10 for the purpose of technical maintenance or technical verification of the functioning of the car or the hoist forcibly trigger. Furthermore, the triggering element in all the embodiments mentioned or combinations thereof alone or additionally trigger an electrical signal, which in turn activates other properties of the hoist wired or wireless, such as the holding device 30th

Claims (15)

A triggering device (10) for triggering a holding device (30) preventing the movement of a car (20), comprising: a disk (11) rotatable in proportion to the movement of the car (20) and relative to a trigger element (14), a coupling mechanism (60) disposed between the disc (11) and the trigger member (14), and a trip delay device (40) disposed between the coupling mechanism (60) and the trigger element (14), wherein the disc (11) and the coupling mechanism (60) are coupled to each other regardless of their relative position and a rotation of the disc (11) in the coupled state of the device (10) on the trigger element (14) is transferable. Tripping device according to claim 1, characterized in that
the triggering device is triggered in two opposite directions. Tripping device according to claim 1 or 2, characterized in that
the coupling between the disc (11) and the coupling mechanism (60) is non-positive. Tripping device according to one of the preceding claims, characterized in that
the coupling mechanism (60) comprises a magnet (64), preferably an electro-permanent magnet. Tripping device according to one of the preceding claims, characterized in that
with the release delay device (40) is a movement interval (Δα), which defines a fixed relative movement of the disc (11) to the trigger element (14) in the coupled state, is adjustable. Tripping device according to one of the preceding claims, characterized in that
the trip delay device (40) is formed by a freewheel. Tripping device according to claim 6, characterized in that
the freewheel having a cage (42) with clamping bodies (44) which act between the disc (11) and the trigger element (14), wherein the cage (42) is connected to the coupling mechanism (60) and the disc (11) in the coupled Condition on the clamping body with the trigger element (14) is connectable and in the decoupled state relative to the trigger element (14) is rotatable. Tripping device according to one of the preceding claims, characterized in that
the triggering device (10) is arranged at an arbitrary position, preferably at an upper and / or lower end position of the car (20), and is connected to the car (20) via a revolving, limber transmission element (22), via which a relative Movement of the car (20) with respect to the disc (11) is transferable. Tripping device according to claim 8, characterized in that
the holding device (30) is arranged together with the triggering device (10). Tripping device according to claim 8, characterized in that
the holding device (30) is arranged separately from the triggering device (10), wherein the holding device (30) is triggered by a relative movement between the holding device (30) and the transfer element (22). Tripping device according to one of the preceding claims, characterized in that
the triggering device (10) is arranged on the car (20) and the disc (11) is movable relative to a flexible transmission element (22) or a guide rail (23), so that movement of the car (20) onto the disc (11 ) is transmitted. Tripping device according to one of the preceding claims, characterized in that
a reset device (50) is arranged on the triggering device (10), which acts between the triggering element (14) and the coupling mechanism (60), so that the coupling mechanism (60) is independently traceable to a starting position after decoupling. Tripping device according to claim 12, characterized in that
the return device (50) has two oppositely acting spring elements between the trigger element (14) and the coupling mechanism (60), which in the coupled state exert a different and in the decoupled state, the same spring force. Tripping device according to one of the preceding claims, characterized in that
the triggering device (10) further comprises a speed limiter, over which the holding device (30) can be triggered at a predetermined increased speed, wherein the holding device (30) preferably acts parallel to the triggering element (14). Tripping device according to one of the preceding claims, characterized in that
the tripping device (10) comprises a controller which is designed to activate the tripping device (10) when the car is stationary or at random by a forced release, wherein the tripping device (10) is in its initial position in the coupled state and ready to be triggered.

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