EP2560910B1 - Lift assembly with a brake device attached to the lift cabin - Google Patents

Description

The present invention relates to an elevator installation, in which an elevator car and a counterweight run along guide rails in an elevator shaft and are driven in opposite directions. The invention particularly relates to a braking device for the elevator car or for the elevator installation.

Elevator cars usually have a braking device, which is designed as a safety gear for emergencies. This safety gear is triggered by a speed limiter and sets the elevator car at a nominal speed exceeded by means of wedge brakes on the guide rails. In normal operation, however, a braking device is used, which is coupled to a drive and, for example, ensures that the elevator car is held precisely at the height of each floor door.

The drive of the elevator car, in turn, usually takes place by means of a traction sheave around which the carrying and propelling means are guided. The braking device for normal operation is coupled to the drive and brakes the traction sheave as needed, so that the elevator car - for example, at a floor stop - is held by the braking device.

In particular, in elevator systems with large heights a precise stopping of the elevator car at the height of each floor is not always guaranteed because the support and propellant subject to an elongation, this strain must be corrected for a floor-level stopping the elevator car.

From the PCT / EP2009 / 059077 is an elevator system with an elevator car, with two vertical lateral guide structures and with two along the guide structures movable counterweights and self-propelled known. The elevator car is connected by suspension with the counterweights. Self-propelled drives are flat drives. The flat drives are mounted on opposite car sides of the elevator car, wherein each flat drive has a ring gear, which engages in complementary toothing, which are provided on the guide structures. A rotational movement of the ring gear is thus converted into a vertical movement of the elevator car. The ring gear is in connection with a brake disc, which acts on a disc brake.

The object of the present invention is to propose a reliable braking device for an elevator installation, wherein the braking device avoids the disadvantages of a brake arranged on a stationary traction sheave drive and the disadvantages of a brake arranged on a moving gear drive.

The solution to the problem consists initially in the arrangement of a braking device for the normal operation of the elevator system not on the traction sheave, but directly to the elevator car itself. This braking device is preferably attached to a support frame of the elevator car and preferably brakes on the guide rails along which the elevator car runs ,

In elevator cars, which are suspended at the top of the support frame on the support and propellant, the braking device is preferably attached to the support frame. In elevator cars, which are unterschlungen on its underside of the support and propellant, the braking device is preferably on the support frame attached.

An embodiment variant of a brake device for an elevator installation has a gear which engages in a rack on the guide rail or recesses in the guide rail, that lateral play of the guide rail is compensated. The teeth of the rack or the recesses are for this wider than the teeth of the gear.

The gear is connected by means of a shaft to a brake disc which is taken by a pair of brake shoes during a braking operation. The shaft may be integral and rigid, but preferably it is two-piece and connected to a serrated coupling so that an axial compensation displacement can take place between the gear and the brake disc along the axis of rotation of the shaft.

Further optionally, the shaft or the shaft pieces on this and beyond the serrated coupling can be configured or made of a material such that the transmission of the braking torque takes place damped or elastic. The same result can also be achieved with one or more flexible couplings. In this way, the response of the brake or the ride comfort of the elevator car can be improved.

A further preferred embodiment variant of a brake device according to the invention provides not only one toothed wheel, but two toothed wheels which are concentrically connected to one another and both run in the toothed rack or the recesses in the guide rail. The first gear has a slightly larger diameter and a correspondingly larger toothing than the second gear and is made of a soft and elastic material and drives the brake disc in the unbraked state. If, on the other hand, the brake is closed, the teeth will give it first gear after and thereby come the teeth of the second, harder gear with the rack or the recesses in the guide rail in contact. The first gear, for example, be made of plastic or rubber, while the second example, consists of metal. In this way, a quiet operation of the elevator car in the unbraked state, but at the same time ensures a secure gripping the teeth in the braked state.

The described yielding of the teeth of the first gear can also be achieved by the first gear and the second gear are not rigid, but connected to each other by means of a defined flexible coupling. The teeth of the first gear can be rigid in this case.

The toothing of the two gears with the rack or the recesses in the guide rod can be straight, but also obliquely or helically formed. The bearing of the gears on the shaft can be done with a serrated coupling, so that an axial compensation shift of the gears on the shaft can be done at curvatures in the course of the guide rail track.

The braking device may each comprise a shaft or a pair of shafts coupled with a serrated coupling, each having a gearwheel pair and one brake disk per guide rail. However, it is also an embodiment variant conceivable in which the gear pairs for two guide rails by means of a single shaft or coupled with serrated couplings shaft assembly are interconnected. This embodiment variant may have a single, preferably centrally arranged brake disc.

Furthermore, a further embodiment variant of the braking device provides that on the guide rails both a toothing or rack, as well as a series of recesses is provided. In the Gear or rack runs the plastic gear and in the series of recesses, the metal gear with play and without contact with the recesses. The plastic gear and the metal gear are connected to each other by means of a defined flexible coupling, so that only under braking load, the metal gear forms a positive connection with the recesses.

In principle, it is possible to use a braking device as a static holding brake, but also as a dynamic brake. In the first case, the brake device is actuated only when the elevator car is stationary. The braking device can also be used to decelerate the elevator car and completely invade when the elevator car has reached its position.

A brake device, which is designed as a dynamic brake, may further be equipped with a braking energy recovery system by a further toothing is provided on the front side of the brake disc, in which engages a gear of a generator. The generator unfolds by its power generation a braking effect, which is preferably designed weaker than the maximum braking effect of the brake shoes on the brake disc. The energy thus obtained is fed into a battery and is available for the power supply of the drive, another running power supply or an emergency power supply.

• Durch die Ausdehnung des Trag- und Treibmittels verursachte Ungenauigkeiten beim Anhalten auf dem Stockwerk werden vermieden.
• Die Notwendigkeit allfälliger Korrekturfahrten bei ungenauer Positionierung der Aufzugskabine an den Stockwerktüren entfällt.
• Gesteigerter Fahrkomfort der Aufzugskabine.
• Verminderter Verschleiss der Bremsbacken im Falle einer dynamischen Bremsvorrichtung mit einem vorgeschalteten Generator.

The braking device or an elevator system equipped with a braking device has the following advantages over a conventional braking device or with respect to an elevator installation with a conventional braking device:

• Inaccuracies caused by the expansion of the carrier and propellant when stopping on the floor are avoided.
• The necessity of any correction trips in case of inaccurate positioning of the elevator car at the landing doors is eliminated.
• Increased ride comfort of the elevator car.
• Reduced wear of the brake shoes in the case of a dynamic braking device with an upstream generator.

The invention will be explained symbolically and by way of example with reference to figures. The figures are described coherently and comprehensively. The same reference symbols denote the same components, reference symbols with different indices indicate functionally identical or similar components.

• Fig. 1 eine schematische Darstellung einer Aufzugsanlage gemäss Stand der Technik, mit einer ersten Bremsvorrichtung bzw.
• Fangvorrichtung an einer Aufzugskabine und einer zweiten Bremsvorrichtung an einer Treibscheibe des Antriebs;
• Fig. 2 eine schematische Darstellung einer Aufzugsanlage, mit einer zweiten Bremsvorrichtung ebenfalls an der Aufzugskabine;
• Fig. 3 eine schematische und perspektivische Teildarstellung einer ersten Ausgestaltungsvariante einer zweiten Bremsvorrichtung;
• Fig. 4 eine schematische und geschnittene Teildarstellung einer zweiten Ausgestaltungsvariante einer zweiten Bremsvorrichtung und
• Fig. 5 eine schematische Teildarstellung einer dritten Ausgestaltungsvariante einer zweiten Bremsvorrichtung.

It show here

• Fig. 1 a schematic representation of an elevator system according to the prior art, with a first brake device or
• Safety gear on an elevator car and a second brake device on a traction sheave of the drive;
• Fig. 2 a schematic representation of an elevator system, with a second braking device also on the elevator car;
• Fig. 3 a schematic and perspective partial view of a first embodiment variant of a second brake device;
• Fig. 4 a schematic and sectional partial view of a second embodiment variant of a second brake device and
• Fig. 5 a schematic partial view of a third embodiment variant of a second brake device.

The Fig. 1 shows an elevator system 100 with a movable in an elevator shaft 1 elevator car 2, which is connected via a support and propellant 3 with a counterweight 4. The carrying and propellant 3 is driven during operation with a traction sheave 5 of a drive unit 6. The elevator car 2 has an upper yoke or support frame 28a and a lower yoke or support frame 28b. The elevator car 2 and the counterweight 4 are made by means of guide rails 7a and 7b extending over the shaft height for the elevator car 2, and a guide rail 7 c for the counterweight 4 out. The elevator installation 100 has a top floor with a top floor door 8, a second upper floor with a second upper floor door 9, further floors with a further floor door 10 and a bottom floor with a lowermost floor door 11.

In a shaft head or engine room 12, the drive unit 6 and a speed limiter 13 is arranged, which shuts down the elevator car 2 at excessive speed. For this purpose, a double lever 14a and 14b is arranged on two opposite sides of the elevator car 2, which are each hinged to the elevator car 2 at a pivot point 15a and 15b. Furthermore, the double lever 14a is fixedly connected by means of a cable coupling 27 with a governor rope 19 of the speed limiter 13. The governor rope 19 is guided in the shaft head 12 via a sheave 29 of the speed limiter 13 and in a shaft pit 20 via a deflection roller 21. During the journey, the elevator car 2 drives the governor rope 19, the speed of the elevator car 2 is monitored by the speed limiter 13 via the governor rope 19. When the elevator car 2 is overspeed, the speed limiter 13 blocks the cable pulley 29, the elevator car 2, in the illustrated embodiment, dragging the governor rope 19 over the pulley 29.

Due to the friction on the sheave 29, the governor rope 19 exerts on the double lever 14a an indicated by a directional arrow tensile force 26 upwards. So operated, the double lever 14a rotates about the pivot point 15a. As a result, on the one hand, a train is transmitted upward via a linkage 17a to a first wedge brake 16a and to a second wedge brake 16b. The double lever 14a transmits by means of a fixed, approximately 90-degree angle, which is articulated at its apex in the pivot point 15a to the elevator car 2, a pressure movement on a connecting rod 18. This Connecting rod 18 in turn presses on the second double lever 14 b, which, similar to the first double lever 14 a is formed from a fixed, approximately 90-degree angle, which is articulated at its apex in the pivot point 15 b to the elevator car 2. The pressure of the connecting rod 18 thus generates a rotation of the double lever 14b and this in turn is transmitted with a linkage 17b as a pulling movement to the second wedge brake 16b.

The double levers 14a and 14b, the connecting rod 18, as well as the linkage 17a and 17b and the wedge brakes 16a and 16b form an exemplary emergency safety device or first braking device 200 of the elevator installation 100. In principle, it is also possible, the pulling movement 26 of the governor rope 19 with To couple a lever assembly that triggers the wedge brakes 16a and 16b not by pulling, but by pushing or it is possible to arrange the connecting rod 18 so that it is loaded in the actuation case to train.

The endless governor rope 19 is tensioned by means disposed in the shaft pit 20 guide roller 21, wherein a roller shaft bearing 22 is hinged at one end to a pivot point 23 and at the other end carries a tension weight 24. The support and propellant 3, as well as the governor rope 19, may be a steel wire or aramid rope, a belt or a wedge or V-ribbed belt.

On a shaft bottom 30 of the shaft pit 20, a buffer 25a for the counterweight 4 is arranged, and two buffers 25b and 25c for the elevator car. 2

The elevator installation 100 conventionally has a second braking device 300 for normal operation, which consists essentially of two traction sheave brakes 31a and 31b which, if necessary, brake the traction sheave 5 or hold it at a standstill.

The Fig. 2 1 schematically shows an elevator installation 100a, which is characterized in that a second braking device 300a for normal operation is no longer arranged on the traction sheave 5 or the drive unit 6, but on an elevator car 2a or on the counterweight 4. This second braking device 300a comprises two brakes 32a and 32b, which respectively brake on guide rails 7d and 7e, and is shown schematically and for the sake of clarity of the figure on an upper yoke or upper support frame 28c arranged. The brake device 300a may also be arranged together with the wedge brakes 16a and 16b of the safety gear 200 on the lower yoke and lower support frame 28b. The second brake device 300 can also take over the task of the first brake device 100. In this case, the second brake device operates as a service brake and in an emergency as a safety brake. The elevator car or the counterweight is then provided only with the second brake device 300.

In the Fig. 3 is shown in a schematic partial view, as the brakes 32a and 32b of the elevator system 100a of Fig. 2 can be configured and together form the second brake device 300a. The guide rail 7d has the cross section of a U-profile and thus a first flank for the guidance of a guide shoe 33 which is fixedly connected to the elevator car 2a, not shown, or to the yoke or support frame 28c. A second flank of the U-profile of the guide rail 7d has a series of recesses 34 in which engage teeth of a first gear 35 and a smaller, concentrically mounted second gear 36. These two gears 35 and 36 form a gear pair 52. The flank of the guide rail 7 d with the row of recesses 34 may also be formed as a rack 34.

The second gear 36 is preferably integrally rotated together with a shaft 37 preferably made of metal. The gear 35, however, is made of plastic or rubber and larger than the second gear 36 and attached thereto. The recesses 34 are preferably wider than tooth pairs 43, which are each formed by the teeth of the first gear 35 and the teeth of the second gear 36. As a result, an axial displacement of the brake 32a along a rotation axis 42 is possible.

The shaft 37 may have a serrated coupling, not shown in detail, so that in addition to the axial displacement due to the wider recesses 34, a further axial compensation shift along the axis of rotation 42 in this serrated coupling can take place. The shaft 37 is mounted in bearings, not shown, preferably with roller bearings and these bearings are fixed to the elevator car 2a and the support frame 28c. The shaft 37 is further screwed by means of screw 40a-40d with a brake disc 38, which may optionally have holes 39 in favor of improved temperature behavior.

If the brake disk 38 is braked or held by brake shoes 41a and 41b arranged in pairs, a braking torque M, which acts against a rotational movement 45 of the shaft 37, is produced in the case of an exemplary downward movement 44 of the elevator car 2a. With a corresponding magnitude of the torque M, the teeth of the first gear 35 and the first gear 35 are self-decreasing and the teeth of the second gear 36 engage with the recesses 34. If, on the other hand, the brake shoes 41a and 41b are open or the torque M is low, only the teeth of the first gearwheel 35 remain in engagement with the recesses 34. With an unbraked brake disk 38, the teeth of the first gearwheel 35 form on the recesses 34 with the Guide rail 7d a positive connection. When the brake disc 38 is braked, the teeth of the second gear 36 form a positive connection with the recesses 34 with the guide rail 7d.

In the Fig. 4 is a second embodiment variant of a second braking device 300b in an elevator system 100b shown schematically. A first guide rail 7f and a second guide rail 7g are arranged in pairs and each form a square profile 51a or 51b and an angle profile 50a or 50b. The square profiles 51a and 51b are respectively enclosed by a guide shoe 33a and 33b in a U-shape and lined with sliding surfaces 46a-46c and 46d-46f. The guide shoes 33a and 33b are fixed to a support frame 28d of an elevator car 2b.

The angle profiles 50a and 50b have recesses 34a and 34b, in each of which teeth of a first gear 35a and 35b and a second, smaller, concentrically arranged gear 36a and 36b engage. The gears 35a and 36a form a gear pair 52a, and the gears 35b and 35b form a pair of gears 52b each secured by a safety shoe 47a and 47b, respectively, against axial displacements along a rotation axis 42a.

The second brake device 300b has, in contrast to the second brake device 300a of the Fig. 3 Furthermore, a common shaft 37a, which is preferably rotated integrally with a brake disc 38a. The brake disc 38a, brake shoes 41c and 41d form a single brake 32b instead of two as in the brake device 300a of FIG Fig. 3 ,

The shaft 37a and the gear pairs 52a and 52b are frictionally connected with each other by inserting opposite shaft pieces 55a and 55b of the shaft 37a into shaft flanges 49a and 49b, respectively, by a serrated coupling 48a and 48b, respectively. In this way, a transmission of a braking torque M ₁ (depending on the direction depending on the upward or downward movement of the elevator car 2b) on the gear pairs 52a and 52b and on the angle profiles 50a and 50b of the guide rails 7f and 7g guaranteed, while possible axial compensation displacement of the shaft 37a along the rotation axis 42a. Even if the guide rails 7f and / or 7g should bulge, the brake disk 38a runs relatively freely between the brake shoes 41c and 41d.

The Fig. 5 schematically shows a third embodiment variant of a second braking device 300c. A guide rail 7h provides a helical rack or toothing 34c for a first gear 35c. This first gear 35c is still made of soft, deformable material and ensured by a connection 53 with a shaft 37b, the co-rotation of a brake disc 38b, which is disposed between the brake shoes 41e and 41f and so forms a brake 32c.

If the brake 32c - depending on the upward or downward movement of the elevator car and corresponding rotational movement about a rotation axis 42b - a counter-rotating brake torque M ₂ builds up, transmits itself twisting first gear 35c of this braking torque M ₂ by means of a compound 53 annularly surrounding flexible coupling 54 on a second gear 36 c, the teeth engage only under this load in a separate, only provided for this purpose series of recesses 34 d. Otherwise, without load, the teeth of the second gear 36c run freely and without any contact with the recesses 34d. As with the previous second brake devices 300a and 300b also, this second gear 36c is made of solid, torsionally rigid material, but thanks to the flexible coupling 54 absorbs a correspondingly large braking torque M ₂ damped.

Claims (13)

1. Lift installation (100, 100a-100c) with a lift cage (2, 2a, 2b) movable along guide rails (7a-7h) and a counterweight (4) movable along guide rails (7a-7h), wherein provided for braking the lift cage (2, 2a, 2b) and the counterweight (4) is at least one brake device (300) in which at least one gearwheel (35, 35a-35c) is disposed in mechanically positive connection with the guide rail (7a-7h) and the gearwheel (35, 35a-35c) can be braked by means of a brake (38, 38a-b, 41a-41f), characterised in that a first gearwheel (35, 35a-35c) is provided, which when the brake (38, 38a-b, 41a-41f) is released is disposed in mechanically positive connection with the guide rail (7a-7h), and that a second gearwheel (36, 36a-36c) is provided, which is arranged concentrically with the first gearwheel (35, 35a-35c) and which when the brake (38, 38a-b, 41a-41f) is activated is disposed in mechanically positive connection with the guide rail (7a-7h).
2. Lift installation (100a-100c) according to claim 1, characterised in that the first gearwheel (35, 35a-35c) is made of a resiliently deformable material and coupled with the second gearwheel (36, 36a-36c), wherein the second gearwheel (36, 36a-36c) has a smaller diameter than the first gearwheel (35, 35a-35c) and is made of metal.
3. Lift installation (100a-100c) according to one of claims 1 and 2, characterised in that the teeth of the first gearwheel (35, 35a-35c) and the teeth of the second gearwheel (36, 36a-36c) engage in a row of recesses (34, 34a-34d) at the guide rail (7d-7h).
4. Lift installation (100a-100c) according to any one of claims 1 to 3, characterised in that the brake (38, 38a-b, 41a-41f) comprises a brake disc (38, 38a-b) which is connected with the gearwheels (35, 35a-35c, 36, 36a-36c) by means of a shaft (37, 37a-b).
5. Lift installation (100a-100c) according to any one of the preceding claims, characterised in that the recesses (34, 34a-34d) are wider than the first gearwheel (35, 35a-35c), wider than the second gearwheel (36c) or wider than the first gearwheel (35, 35a, 35b) and the second gearwheel (36, 36a, 36b).
6. Lift installation (100a-100c) according to any one of the preceding claims 2 to 5, characterised in that the shaft (37a) comprises at least one shaft member (55a, 55b) connectible with a shaft flange (49a, 49b) by means of a splined coupling (48a, 48b).
7. Lift installation (100a-100c) according to any one of the preceding claims 2 to 6, characterised in that the shaft (37, 37a, 37b) consists of resilient material so that a braking torque (M, M₁, M₂) is transmissible to the guide rail (7d-7h) under damping.
8. Lift installation (100a-100c) according to any one of the preceding claims 2 to 7, characterised in that the shaft (37, 37a, 37b) comprises at least one flexible coupling.
9. Lift installation (100a-100c) according to any one of the preceding claims 3 to 8, characterised in that the first gearwheel (35c) and the second gearwheel (36c) are coupled by a flexible coupling (54).
10. Lift installation (100a-100c) according to any one of the preceding claims 2 to 9, characterised in that the first gearwheel (35c) and the row of recesses (35c) have inclined toothing.
11. Lift installation (100a-100c) according to any one of the preceding claims 3 to 10, characterised in that the braking device (300b) comprises two gearwheel pairs (52a, 52b), a common shaft (37a) and a common brake disc (38a).
12. Lift installation (100a-100c) according to any one of the preceding claims 9 to 11, characterised in that a row of recesses (34c) is formed for the first gearwheel (35c) and a second, separate row of recesses (34d) is formed for the second gearwheel (36c) in a common guide rail (7h).
13. Lift installation (100a-100c) according to any one of the preceding claims, characterised in that the brake device (300a-300c) is coupled with a generator.

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