EP2651808A2

EP2651808A2 - Lift installation comprising car and counterweight

Info

Publication number: EP2651808A2
Application number: EP11791597.5A
Authority: EP
Inventors: Josef Husmann
Original assignee: Inventio AG
Current assignee: Inventio AG
Priority date: 2010-12-17
Filing date: 2011-12-09
Publication date: 2013-10-23
Anticipated expiration: 2031-12-09
Also published as: NZ704904A; CN105668375B; CA3028212A1; ZA201304621B; CN105668375A; EP2998260A1; NZ611166A; RU2013130305A; CA2819799A1; AU2011344433B2; EP2651808B1; WO2012080106A2; US20130248296A1; US9309091B2; ES2575327T3; EP2998260B1; MX2013006934A; AU2011344433A1; AU2017202323B2; CN103261073B

Abstract

The invention relates to a lift installation (1) comprising a car (2), a counterweight (3) and safeties (11, 11.a, 11b, 11g) which are fitted to the car (2) and the counterweight (3). The car (2) contains an electrically controlled device for actuating and optionally resetting the safety (14, 14a, 14b) and the counterweight (3) also contains an electrically controlled device (14, 14g) with a safety (11, 11g), or the safety (11, 11g) of the counterweight (3) is actuated by means of a slack-line release (56).

Description

Elevator with cabin and counterweight

description

The invention relates to an elevator system with cabin and counterweight and with safety gears, which are mounted on the car and the counterweight.

Elevator systems are installed in a building. They consist essentially of an elevator car, which are connected by carrying ropes or straps with a counterweight. By means of a drive which acts selectively on the suspension means, directly on the car or the counterweight, the car and the counterweight are moved along, substantially vertical, guide rails. The elevator system is used to transport people and goods within the building over single or multiple floors.

The elevator system includes devices to secure the elevator car in the event of failure of the drive or the suspension means or to protect even with a stop in a floor from unwanted drifting or crashes. For this purpose, safety devices are usually used, which can slow down the elevator car on the guide rails in case of need.

B e s ig h r th e r e rv e d f o rc e c tio n s on th e speed limiter is activated. Increasingly, however, electronic monitoring devices are also used today, which can activate braking or safety gear if required.

In order to still be able to rely on known and proven catching devices electromechanical actuator units are required, which can operate with appropriate control safety gears.

From EP0543154 such a device is known. In this case, an auxiliary caliper brake is required, with a guide rail engaged and this Hilfszangenbrem se actuated e be standing s lifting lsystem whereby safety gears are operated. This auxiliary clamp brake is designed to move the lever system and mass parts of the safety gear can. The required electromagnetic units must be dimensioned correspondingly large. From US7575099 another such device is known. In this solution, if necessary, the safety catch of a safety gear can be operated directly by springs. The springs are biased by an electromagnet and the preloaded springs are released if necessary. At most, the springs can be reset or tensioned by a spindle drive. Also, this solenoid is to be dimensioned correspondingly large, since the entire biasing force of several springs must be directly recorded and maintained.

In many cases, brake systems or safety devices on the counterweight are also required in elevator installations. This is the case in particular if accessible spaces are present below the elevator shaft or if, for example, braking devices are required on the counterweight to prevent uncontrolled upward travel.

The invention thus aims to provide at least one alternative solution for the operation and possibly also for restoring a safety gear in an elevator installation by means of electrical control and its integration into the elevator installation. In particular, solutions for equipping the counterweight with braking or catching devices are to be shown, in which case the counterweight should also be dispensed with the use of a mechanical limiter.

This solution or solutions should preferably be able to be combined with conventional safety gears.

Other aspects such as a quick operation of the safety gear, low energy consumption, ease of installation, behavior of the device in case of power failure or component faults should be taken into account as far as possible.

The solutions defined in the independent patent claims meet at least some of these requirements and, with their embodiments according to the dependent claims, take into account other beneficial aspects.

An elevator system is used to transport goods and people in buildings. The elevator system includes at least one elevator car for receiving persons and goods, and usually a counterweight. Counterweight and elevator car are about suspension such as a carrying rope, a strap or other types of suspension means interconnected. These support means are guided over a deflection roller, or a drive pulley, and the counterweight and the elevator car thus move in the same way in the building, or in an elevator shaft provided in the building. In order to prevent a crash of the cabin and in particular also of the counterweight, or to prevent other misconduct of this car body - under the car is understood below both the elevator car as well as the counterweight - to prevent is at least the elevator car and the counterweight with a safety gear equipped. As a rule, the driving bodies each contain two catching devices, which are each assigned to a guide rail. The guide rails - usually two guide rails - lead the carriage along the elevator shaft and they include a bridge on which the safety gear can intervene for the purpose of braking. One embodiment of a conventional safety gear includes two slips. The catch wedges are mounted and guided vertically displaceable in the safety gear. In normal operation of the elevator installation, the catch wedges are in a lower standby position. If necessary, the catch wedges are pushed by a device for actuating the safety gear, along an inclined track upwards until they clamp the web of the guide rail. The frictional force created by the clamping now moves the catching wedges further into a housing of the catching device as far as the catching device or the driving body continues to move up to a wedge stop. By this further movement is, by the wedge effect of the catch wedges, the housing, which is designed to be resilient, pressed. This pressing ultimately determines a pressing force of the slips on the web of the guide rail and thus a braking force which brakes the vehicle body.

In one embodiment, the means for actuating and possibly also for restoring the safety gear includes a single pressure accumulator, which moves the two catch wedges of the above-explained safety gear, if necessary, substantially synchronously, from the standby position to the web of the guide rail in a catching position. Furthermore, the device preferably includes a remotely actuated restoring device which can tension the accumulator back to a standby position. This takes place when the vehicle is to be released again after braking and checking the safety state of the elevator system.

The common pressure accumulator allows safe operation of the safety gear, because both wedges can be operated simultaneously and without jamming. The common pressure accumulator can also be easily coupled to safety gears, for example via a lever system.

Of course, other types of safety gear, such as a roller lock safety gear can be operated accordingly, being operated in such safety gear instead of catch wedges, fishing wheels or other similar catching organs.

An embodiment of such a device for operating and also for restoring the safety gear is disclosed in an application of the same applicant filed with the file number EP10195781.9 on the same priority date. The content of this application is also part of this application.

Another solution for controlling or for operating a safety gear is disclosed in another application of the same applicant, filed with the file number EP10195791.8 on the same priority date. The content of this application also applies as part of this application. In this solution, a driving body is used which can be controlled by means of electromagnet. The driving body is pressed in case of need to the guide rail and he can thereby actuate a coupled with the driving body safety gear. This embodiment is particularly suitable for safety gear, which can brake in both directions, as the driving body can operate the safety gear as a result of relative movement between the guide rail and safety gear.

Preferably, the device for the operation and possibly also for the provision of a safety gear is installed in a housing, or the housing is a part of the device. This housing is shaped and provided with connection plates, that the device can be attached to a safety gear or that it can be mounted together with the safety gear to the car, or the counterweight. As already mentioned, today's safety gears are usually actuated by means of a lever mechanism, which is actuated by a governor rope. These safety gears usually include a lower connection point, which allows attachment of guide shoes. The present-shaped housing is now advantageously designed so that it can be attached to this junction. The connection plate is for example between guide shoe and entrained safety gear or it is mitschraschraubt between the vehicle body and safety gear. Thus, the means for actuating and possibly also for returning the safety gear to an existing elevator installation, or an existing safety gear can be grown. It is thus ideally suited for the modernization of elevator installations.

The device for operating the safety gear can be used together with a corresponding safety gear in different configurations in elevator systems.

In a configuration variant, a pair of safety gears with associated means for operating the safety gears are arranged on the car. The devices for actuating the safety gear are controlled by an electronic limiter and any return device is controlled by a brake control unit. The electronic limiter controls, for example, directly or via the corresponding brake control unit, the electromagnets of the devices for actuation and occasionally also for restoring the safety gears. The electromagnets are preferably connected in series.

The electronic limiter may, for example, be a speed monitor as used in WO03004397, or it may be a monitor that evaluates a speed of rollers rolling on the cab along the guide rails, or it may be a safety guard system such as it is presented in EP 1602610. The electronic limiter, or the associated device is advantageously equipped with electrical energy storage, such as batteries, batteries, capacitor bank. With the help of this energy storage, the safety device is kept active for a predetermined amount of time during a power failure in the building.

Of course, instead of a pair of safety gears, a plurality of pairs of safety gears with respective associated devices for actuating the safety gear to the cabin can be grown.

In a configuration variant, the counterweight is equipped with one or more pairs of safety gears with associated facilities for actuation and possibly also for restoring the safety gears. This is especially true for elevator systems with large transport heights or elevator systems where below the elevator more rooms, such as basement or garage rooms, are often required. Even with these counterweights electronic limiters, as shown in the cabin, possible.

In a modified configuration variant, however, the counterweight does not have its own speed limiter, but the counterweight is controlled by a cabin-side safety system via signal lines, which are integrated, for example, in a compensating cable.

In a further configuration variant, the counterweight has its own electronic limiter. The electronic limiter in this case includes, for example, rollers which are arranged on the counterweight and there roll along the guide rails of the counterweight or the electronic limiter is installed in a support roller of the counterweight or driven by it. Preferably, at least two rollers are equipped with speed sensors. On the basis of the two speed pickups the speed of the counterweight is determined and if a too high speed is detected, the device for actuating the safety gear is actuated, so that the counterweight is safely stopped.

The counterweight can be supplied with energy via the compensating cable and status signals can be transmitted via a communication bus. The communication bus can be made via a powerline connection or via its own data line.

Of course, a power supply of the counterweight can also be effected by means of rechargeable batteries, which are supplied, for example, by a generator, which can be integrated in the reels, or which are each filled in a recharge cycle. Recharging can take place, for example, in stops where energy can be transmitted via a contact bridge, such as a sliding contact or via an induction coil, etc. A possible reset command can be transmitted wirelessly, for example. Similarly, a status signal of the safety gear, or the device for actuating the safety gear can be transmitted wirelessly.

In another configuration variant, the counterweight is equipped with a safety gear, which is operated only by a lack of suspension force, by means of a slack rope monitoring. This slack rope monitoring connects the suspension element to the counterweight. The slack rope monitoring includes, for example, a spring mechanism, which triggers when eliminating a tensile force in the suspension element and the Safety gear operated. In such a slack rope monitoring or slack rope release is only at a loss of suspension force on the counterweight, which is the case, for example, in a failure of a suspension means, the safety gear operated on the counterweight. In order to prevent an accidental response, for example due to rope vibrations, the slack rope monitoring is provided with a deceleration device, or a damping device, such as a pneumatic damper or a response delay. A response delay is, for example, a distance to be traveled by a slack rope release before a safety gear is brought into effect. Travel distances of about 50 to 150mm are sufficient to sufficiently delay a slack rope release in elevator systems with a travel speed of up to 1.6 m / s. A damping device, such as an oil damper, is advantageously designed to delay a response of the safety gear by up to 0.5 seconds. For greater speeds, the response delay, or a delay time of the damping device, to increase accordingly, the design values are advantageously determined with experimental arrangements.

An advantage of this variant is that no electrical connection of the counterweight to the elevator system is required and the counterweight is nevertheless effectively secured against falling. A possible false triggering of the safety gear on the counterweight can be monitored on the cabin or on the drive, since a response of this safety gear results in a sudden heavy load change in the drive or in the support means.

In another configuration variant of an elevator installation, the safety gear, or the device for actuating the safety gear, is additionally actuated by a detection device for detecting an unintentional driving away of the elevator car from a standstill. In a particularly simple embodiment of such a detection device a Mitlaufrad is pressed in case of need to a track of the elevator car. In normal operation, the idler wheel is distanced from the track, it is not driven. The detection device includes a sensor which detects a rotation of the Mitlaufrads when it is pressed against the track at a standstill by a predetermined angle of rotation and the excess when exceeding the predetermined rotation angle, the control circuit to the electromagnets of the device Operation of the safety gear interrupts. As a result, the safety gear is actuated and further slippage of the elevator car is prevented.

Combinations of the configuration variants shown for the counterweight and the cab are of course possible. In particular, for example, on the elevator car, a brake or safety gear can be used, as used in the European patent application EP 10195791.8 filed on the same priority date. This brake or safety gear is in one embodiment, a double-acting braking device, which includes, for example, an Exzenterfangvorrichtung. The s i st advantageous if only a slack rope operated safety gear is used in the counterweight. The double-acting braking device of the elevator car can secure all uncontrolled movements of the elevator car and the slack rope operated safety gear of the counterweight is only to hedge the fall of the counterweight, for example as a result of breakage of the support and Tre ibmittel. The se error can be determined by the slack rope monitoring. Also, a braking device as known from the application EP10156865 can be grown and used in an ideal manner on the elevator car.

In the following, the invention will be explained by way of example with reference to a preferred embodiment in conjunction with the figures.

Show it:

1 is a schematic view of an elevator system,

FIG. 2 is a schematic plan view of the elevator installation of FIG. 1, FIG.

3 an elevator car in the installed state in the elevator installation,

4 shows a schematic illustration of a possible electrical interconnection of the catching devices of an elevator installation,

5 shows a single safety gear with attached device for the actuation and a provision of the safety gear,

6 shows the device with the safety gear in the ready position,

7 shows the device with the safety gear in the engaged position,

8 shows the device with the safety gear in reset position,

Fig. 9 shows the device with the safety gear in reset position with closed

Retaining latch, 10 shows a series connection of a pair of electromagnets of the device for actuating the safety gear

11 shows another configuration variant of a lift installation with cabin and counterweight with integrated safety device,

In the figures, the same reference numerals are used across the figures for equivalent parts.

Fig. 1 together with Fig. 2 show a schematic elevator system 1 in an overall view. The elevator installation 1 is installed in a building or in an elevator shaft 6 of the building and serves for the transport of persons or goods within the building. The elevator installation 1 includes an elevator cage 2, which can move up and down along guide rails 10. The elevator car 2 is accessible from the building via doors. A drive 5 is used to drive and hold the elevator car 2. The drive 5 is arranged in the upper region of the elevator shaft 6 and the car 2 is connected to the drive 5 with support means 4, for example carrying ropes or carrying straps. The support means 4 are guided via the drive 5 on to a counterweight 3. The counterweight compensates for a mass fraction of the elevator car 2, so that the drive 5 has to compensate for the main thing only an imbalance between the car 2 and counterweight 3. The drive 5 is arranged in the example in the upper region of the elevator shaft 6. It could, of course, also be arranged at another location in the building, or in the area of the car 2 or the counterweight 3. The drive 5 usually includes a tachometer 51, which measures a real speed of the prime mover and transmits it to an elevator and drive control 50. The elevator and drive control 50 regulates and monitors the elevator operation, it controls the drive 5 and actuates any braking devices 52 of the drive unit 5. The elevator and drive control 50 is usually connected via a communication bus with other control devices of the elevator system. The elevator and drive control 50 is usually connected to a hanging cable 48 to the car 2. About this hanging cable 48, the cabin is powered and the hanging cable 48 also includes the required communication lines.

Of course, the elevator and drive control 50 can be designed to be single-spaced. However, various functional groups of the elevator and drive control 50 can also in their own cases at different locations in the elevator system be arranged.

The elevator car 2 is equipped with a safety gear 11, or in the example with a pair of safety gear I Ia, 1 lb, which is suitable to secure the elevator car 2 in an unexpected movement, at overspeed or in a halt and / or to delay , The safety gear 1 1, I I a, I Ib is arranged below the car 2 in the example.

The safety gear 11, or each of the safety gears I Ia, I Ib is connected to a respective device for actuating the safety gear 14, 14a, 14b. The means for operating the safety gear 14, 14a, 14b is connected to a brake control 46, which includes the means for actuating the safety gear 14, 14a, 14b for the purpose of operating the safety gear 11, I Ia, I Ib and possibly also for returning the device 14, 14a, 14b can control. The brake control 46 includes or is connected to an electronic limiter or a corresponding speed sensor 57. A mechanical speed limiter, as it is commonly used, can therefore be omitted. The electronic limiter, or the corresponding speed sensor 57 is executed as already described in the general part and will not be explained here. Of course, the electronic limiter or the corresponding speed sensor 57 can be arranged directly on the car 2 or signals from the elevator control 50 can also be used.

The device for actuating the safety gear 14, 14a, 14b and the brake control 46 is connected in the illustrated example to an energy store 44 with associated charger 45 and voltage converter 59.

Details of this embodiment are described in connection with FIG. 4.

In the illustrated example according to FIGS. 1 and 2 and the counterweight 3 is equipped with safety gears 11g. These in turn are suitable for securing and / or delaying the counterweight 3 in the event of unexpected movement or overspeeding. The safety gear 11 g is also arranged below the counterweight 3 in the example. The counterweight is connected by means of a compensating cable 49 to the car 3. Compensation cable 49 are used, especially in larger buildings, to compensate for a weight of the support means 4, which shifts during the process of car 2 and counterweight 3 against each other. In the present Example includes this compensating cable 49 electrical lines, which on the one hand supplies the counterweight 3, or arranged there brake control 46g, an energy storage 44g and an associated charger 45g with voltage converter 59g with energy and required electrical signals.

The arrangement and function of the safety gear 1 lg, the means for operating the safety gear 14g and associated parts substantially corresponds to the embodiment shown in the car 2. Of course, also includes the safety gear 11g on the counterweight 3 usually at least a pair of safety gears 11g with associated means for actuating the respective safety gear.

In the illustrated example, in particular, the counterweight 3 has its own electronic limiter, or a corresponding speed sensor 57g. This sensor essentially consists in that a rotational speed of rollers, for example, is made of guide rollers. With this arrangement, no further security-relevant data is required. The compensating cable 49 accordingly does not have to transmit any security-relevant data.

In Fig. 3 is a drive body, or an elevator car 2 or analogously, a counterweight 3 with an attached safety gear 11 and associated means for actuating and in the example also shown for returning the safety gear 14. The elevator car 2 or counterweight 3 is suspended on a suspension element 4 and is guided by means of guide shoes 58 along guide rails 10.

The triggering of the safety gear is initialized by an electronic speed limiter eGB 57 via a brake control 46.

In one embodiment, a speed sensor 57 is integrated in at least two rollers. The rollers rotate along a travel speed of the driving body according to the guide rails 10. An evaluation unit (not shown) compares the signals of the two speed sensors 57 with each other and determines the actual driving speed. If there is any discrepancy between the signals, an alarm is triggered and the system is shut down. If one or both signals of the two speed sensors 57 show too high a travel speed, the control circuit of the two devices for actuating the safety gear 14 is interrupted and the safety gears 11 are actuated.

Other versions of the electronic speed limiter eGB 57 are possible as described in the general part. The speed limiter eGB 57 may be located on the cab or counterweight or in the engine room, or it may be arranged in redundant form at multiple locations.

An energy module 43 advantageously provides the energy at the same time for the brake control, possibly the speed measurement and the possible operation of the rear-part device. It is usually powered by a hanging cable, or a compensating cable with energy.

4 shows an exemplary arrangement and electrical circuit of the catching device in an elevator installation. In the shaft 6, advantageously in the vicinity of the drive, the elevator and drive control 50 is arranged. The elevator and drive control 50 includes a safety circuit 42. This safety circuit 42 is interrupted when the elevator installation is in a safety-relevant state which is not compatible with normal driving. Such a condition exists, for example, when an access door to the car is not properly closed, or when an emergency switch is operated, and so on. In an interruption of the safety circuit 42, the drive of the elevator system is usually stopped and a drive brake 52 is actuated. As a rule, the elevator and drive control 50 also has information about the driving speed of the drive, which is generally transmitted from a drive speed sensor 51 to the elevator and drive control 50. The elevator and drive control 50 is preferably further connected by means of a communication bus 47 to the rest of the elevator system and of course the elevator system has an electrical power network 53.

On the car 2 are various other electrical components, which are connected via the hanging cable 48, for example via the communication bus 47 but also the safety circuit 42 to the elevator and drive control 50. These components, among other operational parts, such as door control, lighting, etc., the brake control 46, usually an electronic speed limiter 57, a power module 43 and the means for operating the safety gear 14th

The device for actuating the safety gear 14 is attached to the respective safety gear 14 and can actuate it in case of need and possibly, depending on the embodiment, back down again. The device for actuating the safety gear 14 is actuated by the brake control 46, for example via a control circuit electromagnet 54 to actuate the safety gear 11 and to reset them, for example via a control circuit restoring device 55, again. The device for actuating the safety gear 14 is preferably incorporated in the safety circuit 42. This causes that when triggered device for actuating the safety gear 14 inevitably the safety circuit 42 is opened and the drive of the elevator system is stopped. The energy module 43 supplies the safety device 62 with the associated brake control 46 and preferably also with the device for actuating the safety gear 14 with energy. In the illustrated example, the optional return device of the safety gear 14 is supplied with a voltage of 12V DC and the brake controller 46 is supplied with a voltage of 24V DC. For this purpose, the energy module 43 has an energy store 44, which in the example is connected to the power grid 53 via a charger 45 and charged by it. To generate different voltages, a voltage converter 59 is provided in the example. As a result, commercially available products, for example from the automotive industry, can be used, for example as a return device, since 12V components are available there very cheaply.

The counterweight 3 is also equipped in the example of FIG. 4 with safety gears 11g. The safety gears 11g are in turn provided with means for operating the safety gears 14g and the counterweight has its own safety device 62g with associated brake control 46g and energy module 43g which are essentially the same as explained in the example of the cabin 2. About a compensating cable 49 is the power grid 53 and the communication bus 47 led to the counterweight 3. The safety circuit 42 is not performed in this embodiment to the counterweight 3, but the safety messages of the safety gear 1 lg and the means for actuating the safety gear 14g are processed in the brake control 46g and transmitted via the communication channel 47 to the elevator control 50. Further, in this embodiment, the counterweight 3 has first and second speed sensors 57g which measure a traveling speed of the counterweight. At the counterweight, the speed sensors are preferably installed in rollers. The two speed sensors 57g can be monitored for compliance and from this a safe speed signal can be generated. Due to this safe speed signal, the brake control can operate the safety gear 1 lg when a too high speed of the counterweight is detected.

Alternative designs and combinations are possible. Instead of the power network on the counterweight, a follower pulley generator can charge the energy storage of the counterweight 44g, and instead of the wired communication bus, a wireless communication bus can be used. Thus, could be dispensed with the compensating cable 49.

5 now shows the safety gear 11 with attached device for actuation and with a return of the safety gear 14. The safety gear 11 is in the example a single-acting gliding device. Catches 12 are pressed in case of need by the means for actuating and resetting the safety gear 14 via an actuator 17 by means of lever arms 20a, 20b upwards into a catching position, or until they rest against the guide rail 10. Then, the movement of the mass to be braked, or the car 2 or the counterweight 3 and the friction between the arresting wedge 12 and rail 10 ensures the construction of a normal and braking force. To reset the safety gear, the mass to be braked must first move upward, so that the slips 12 are released from its clamping position. Then, when the frictional force between the slinger and the rail is sufficiently small, the slipper 12 can be returned to a standby position by the lever arms 20a, 20b via connecting plates 13. The device for actuating and resetting the safety gear 14 is screwed by means of a connection plate 16 with the safety gear 11.

In the example, the safety gear is operated from below, Alternatively, the operation can also be done from above by the means for actuating and resetting the safety gear pulls up the slips for actuation from above and then pushes back for retraction the slips. In the example, the safety gear is further used in such a way that it brakes a downward movement of the driving body, or of the car or of the counterweight. The device could also be used in reverse, along with the safety gear, in that the device for operating and resetting the safety gear retains slips in an upper operating position and, as required, moves them downwardly to decelerate an unintended ride upwards.

In the example, a safety gear 11 is shown with catch wedges. The presented device for actuating and resetting the safety gear can, of course, also work together with a roller catching device, wherein instead of catching wedges, catching rollers are actuated. A use of Exzenterfangvorrichtungen is possible, in which case the eccentric means of an actuating rod is rotated by the means for actuating and resetting the safety gear.

In the following FIGS. 6 to 9, a structure and functional sequence of a device for actuating and resetting the safety gear, in connection with the safety gear shown in Fig. 5 is explained.

Fig. 6 shows the electrically operated safety gear 11 together with the means for actuating and resetting the safety gear 14 in the standby position or in a normal position, as it corresponds to the normal operation of the elevator system. The device for actuating and resetting the safety gear 14 is mounted by means of a connecting plate 16 to the safety gear 11, preferably screwed. The catch wedges 12 are in the normal position shown at the bottom and have horizontally several millimeters distance from the guide rail, so that they can not touch the same in the process of driving body (not shown). The catch wedges 12 are held by the actuator 17, or by the lever arm 20 integrated in the actuator 17, or by the lever arms 20a, 20b (see FIG. 5) integrated in the actuator 17, by means of the connecting tabs 13. The actuator 17 is pivotally mounted in the housing 15 on a pivot axis 18 and it further comprises a control arm 22 which cooperates via a retaining lug 23 and retaining pawl 27 with an electromagnet 28. A pressure accumulator 24, in the example designed as a compression spring, engages via a pressure axis 25 also on the control arm 22, and on the actuator 17 and provides a required operating force ready to operate in case of need, ie when releasing the retaining lug 23, the safety gear.

Further, the lever arm 20 is preferably installed via a vertical joint 21 in the actuator 17. This joint allows lateral compensation when the catch wedge 12 shifts laterally when pushed along a wedge slope. Of course, instead of the articulation 21, the lever arm 20 itself can also be designed to be elastic, or the connecting lug 13 can be designed so that a lateral displacement is made possible.

In the views according to FIGS. 6 to 9, only one lever arm 20 is visible in each case. However, it is clear in connection with FIG. 5 that in each case two lever arms 20a, 20b are arranged next to one another, which actuate the associated catch wedges. The lever arms 20a, 20b are then preferably assembled to the actuator 17 via a central pivot body 19.

In the example, the actuator 17 is made of various individual parts, such as pivoting body 19, Lever arms 20, 20a, 20b and control arm 22 constructed. Of course, the actuator can also be constructed in one piece, for example as a molded part.

In the example, a lever distance between the connecting plate 13 and the pivot axis 18 in comparison to the control distance between the pressure axis 25 and pivot axis 18 is selected to be large. This lever ratio is approximately 5: 1. As a result, engagement paths on the accumulator and control arm are small. This is advantageous because it allows a quick operation of the safety gear can be achieved. In one example, a required stroke of the slips 12 is about 100mm until a clamping of the slips on the guide rail takes place. Because of the 5: 1 ratio, the stroke on the pressure axis is only about 20mm. With a pressure storage force of about 1000N to 1400N, the mass of the two catch wedges, which in the example is about 2 x 1.5 kg, can be moved to the catching position within less than 0.1 seconds. By taking measures on the actuator that reduce the mass of the actuator, such as perforated lever or lever material made of aluminum or other lightweight yet solid materials, this fast response time can be optimized.

The design of the pressure accumulator is chosen so that, for example, even if a compression spring - which is equivalent to a power loss of a spring coil - there is still enough residual power to operate the safety gear.

The electromagnet 28 is operated according to the quiescent current principle. That is, a holding force is present as long as current flows. In this state, therefore, the solenoid 28 holds the retaining latch 27, which in turn holds on the retaining lug 23 the control arm 22 and thus the pressure accumulator 24. Thus, the actuator 17 is fixed and the catch wedges 12 are held on the lever 20 and the terminal plate 13. As a result, accidental operation of the catch wedges, for example, by accidental strip the guide rail, prevented.

Further, the position of the actuator 17 is monitored by a first position sensor 38.

In one embodiment, the device for actuating and resetting the safety gear 14, as further shown in Fig. 6, provided with a mounting lock 41. The mounting lock 41 can, for easy installation in the housing, as shown in Fig. 6 by dash-dotted outline, are used, and then holds the actuator, preferably mechanically in the ready position. As a result, the device can be easily retracted and mounted in the terminal lugs. This is helpful because during assembly of the safety gear, or the device for actuating and resetting the safety gear usually electrical parts are not wired. In an advantageous embodiment, this mounting lock is coupled to the position sensor 38 in order to prevent commissioning of the elevator installation with a mounting lock inserted. After installation of the device, or after the electrical wiring and control of the means for actuating and resetting the safety gear 14, the mounting lock 41 can be removed and deposited, for example, in the housing with a retaining clip, and the means for actuating and resetting the safety gear 14 is then like previously explained by the electromagnet 28 held in the standby position.

Now, if the current flow in the electromagnet 28, for example by the brake control 46 (see Fig. 1 to 4) or another safety device, interrupted, then its magnetic force disappears. The retaining pawl 27 is, as shown in Fig. 7, the retaining lug 25 of the control arm 22, and the actuator 17 free and the operating force of the pressure accumulator 24 now pushes the catch wedges 12 upwards into the catching position. The driving body, or the elevator car or the counterweight is necessarily braked. Simultaneously with the operation of the slips 12 of the first position sensor 38 is actuated, whereby the safety circuit 42 of the elevator system (see FIG. 4) is interrupted. Advantageously, the electromagnet 28, a second position sensor 39, such as a micro-switch, arranged, which monitors the position of the holding latch 27 itself. This second position sensor 39 may be used to early detect an accidental opening of the retaining pawl 27, or to control a provision of the device for actuating and resetting the safety gear 14 as explained below.

In Fig. 7 to 9, the resetting or releasing the safety gear is shown by way of example. The device for actuating and resetting the safety gear 14 comprises a return lever 31, on which the electromagnet 28 is arranged together with the retaining pawl 27 and the second position sensor 39. The return lever 31 is pivotally mounted on the pivot axis 18, so that a pivot radius of the retaining lug 23 of the control arm 22 and the retaining pawl 27 follow the same pivot path. The return lever 31 is connected to a rear portion 30. The rear part device 30 comprises in the example a spindle slide 35 which is connected to the return lever 3 1. The spindle slide 35 is by means of a Spindle axis 34 of a spindle drive 33 moves back and forth. Furthermore, the restoring device 30 comprises a third position sensor 40, again preferably a microswitch, which detects a retracted position of the spindle slide 35 and thus of the return lever 31.

Before a reset is initialized, the carriage has been moved back against the direction of capture in the rule. Thus, the catch wedges 12 are released from its clamping position and they are essentially loose, or loaded only by a force of the pressure accumulator 24 on the guide rails.

After a successful braking of the vehicle body by the safety gear 11 and correspondingly actuated device for actuating and resetting the safety gear 14, as shown in Fig. 7, now pivots the spindle drive 33 - after initialization by the brake control 46 (Fig. 4) - via the spindle axis 34 and the spindle slide 35, the return lever 31 down to the control lever 22 so that the retaining pawl 27 is moved to the retaining lug 23, as shown in Fig. 8. Upon reaching the retaining lug 23, the retaining lug 23 presses the retaining pawl 27 back to the switched-on electromagnet 28, which now holds the retaining pawl 27 again, as shown in Fig. 9. This position is detected by the second position sensor 39. This is at the same time a control input to the brake control, the direction of travel of the spindle drive 33 to turn and the spindle slide 35, now together with the control arm in the standby position, shown in Fig. 6, move back. This stand-by position is reached as soon as the third position sensor 40 is actuated by the retracted spindle carriage 35, whereby the provision is completed and the means for operating and returning the safety gear 14 again in its standby position, since at the same time as the retraction of the control arm 22, of course, the pressure accumulator 24 was stretched again. It is apparent that now during a retraction of the device, in a faulty behavior of the vehicle at any time, by switching off the electromagnet 28, the safety gear can be operated directly again.

In addition, it should be noted that, of course, other types of drives, such as a linear motor or another rotary actuator can be used instead of the spindle reset. A spindle drive is advantageous because such spindle drives are often used for example for the operation of car windows and to procure correspondingly low.

Further advantageous additions are further apparent in FIGS. 6 to 9. Thus, the spindle slide 35 is connected in one embodiment via a force limiter 36, such as a screen spring 37 to the return lever. Thus, an overload of the return device 30 is prevented when the drive body is moved during the return movement itself, which could act on the slips 12 an unexpected pressure force on the return device. The force limiter 36 limits the pressure force in the return device, or in the spindle axis 34 to about 100N. If the maximum value is exceeded, then the clamping lever can move in the freewheel. To retighten the cocking lever, the tension member is moved upwards.

Next, a shape of the retaining pawl 27 is selected such that the retaining pawl is in turn opened when, for example, the still wedged catch wedges 12 prevent retraction of the same. In this case, the retaining pawl can be opened again by the force of the return device 30. Since at this time, the second position sensor 39 is also opened again, or actuated, the brake control can detect this condition and restart the reset.

Fig. 10 shows an advantageous connection of the electromagnets 28 in a typical use of two means for actuation and recovery of a pair of safety gears. Here, as explained in FIGS. 1 to 4, in each case a device for actuating the safety gear is connected to a safety gear. The two electromagnets 28 are in this case connected in series and are acted upon via the brake control 46 with a required holding current. With this serial connection, the two devices for actuating and resetting the safety gear are exactly synchronized to milliseconds electrically. The two to be operated safety gear thus trigger simultaneously.

At the same time it is also ensured that when an electrical interruption in a coil of the solenoid 28 trigger both safety gears and no one-sided harmful catching takes place. A mechanical synchronization with a lever linkage is no longer necessary.

In Fig. 11 a to the Fig. 1 or 3 complementary or alternative embodiment of the safety concept of an elevator system 1 is shown. Here, the elevator car 2 with safety gears 11, I Ia, I Ib and associated means for actuating the safety gear 14, 14a, 14b equipped with brake control 46, as described above in connection with FIGS. 1 to 3. This also includes optional a corresponding speed sensor 57 and / or a safety sensor 62. In this embodiment, the elevator car 2 further includes an optional detection means 60 for detecting an unwanted driving away of the elevator car from a standstill. In this case, a follower wheel is pressed in case of need to a track of the elevator car. In normal operation, the idler wheel is distanced from the track, it is not driven. The detection device 60 includes a sensor, which rotates the Mitlaufrads when it is pressed against the raceway at a standstill, by a predetermined angle of rotation and interrupts the device for operating the safety gear 14, 14a, 14b when exceeding the predetermined rotation angle. As a result, the safety gear 1 1, I Ia, 1 lb actuated and further slippage of the elevator car is prevented. Such a detection device 60 in the form of a monitoring device is disclosed in the European application EP10195788.4 of the same applicant, filed on the same day.

The counterweight 3 is in contrast equipped with a substantially known safety gear 11g, which is actuated by a slack rope release 56. This means that the safety gear 11g is operated when a suspension force decreases below a preset value for a predetermined period of time. Breaking thus, for example, the support means 4 in the elevator system, the safety gear of the elevator car 2 would be actuated via the brake control 46 and the elevator car would be braked safely, and because of the now suddenly missing load capacity in the suspension means the slack rope release 56 would operate the safety gear 11g of the counterweight and the counterweight Save 3 from a crash. By means of a deceleration device 63, for example by means of a damping device, in the slack rope release 56, it is achieved that, in the case of a short-term oscillation process, no triggering of the safety gear 1 lg takes place.

With knowledge of the present invention, the elevator expert can arbitrarily change the set shapes and arrangements. For example, you can. Thus, the control unit 46 and / or the control unit 43 and / or the speed sensors 57 can be designed as separate modules, or these modules can be combined in a safety package. This security package can also be part of an elevator control. The device for actuation and possibly for restoring the safety gear can be mounted as a module to a safety gear, or it can also be used with a safety gear, in Essentially be assembled in one piece.

Furthermore, of course, instead of the safety gear shown in FIGS. 5 to 9 with mounted device for the operation and a provision of the safety gear, a safety gear with means for operating the safety gear according to the disclosure of the European application EP 10195791.8 or another electrically actuated brake can be used ,

Claims

claims

1. elevator installation with an elevator car (2) and a counterweight (3) which are each guided by at least two guide rails (10), the counterweight and the elevator car are connected and supported by a suspension element (4), wherein the suspension element (4 ) is guided over a deflection roller or a drive pulley, so that the counterweight (3) and the elevator car (2) move in the same way in the building,

wherein the elevator car (2) comprises at least two catching devices (11, 1a, 1b) arranged on the elevator car (2), which are each associated with a guide rail (10) and which each have the guide rails (10) by means of a catch element (12). to brake as required and holding the elevator car (2) on the guide rails (10), and

with a device (14) arranged on the elevator car (2) for actuating the safety gears, which is connected to at least one of the safety gears (11, 11a, 11b) for actuating the same, and

with at least one electronic safety device (62) which monitors a safety state of the elevator installation and which, if required, actuates the device for actuating the safety devices (14) for actuating the safety device (11, 11a, 11b),

wherein the counterweight (3) at least two on the counterweight (3) arranged catching devices (11, 11g) includes, each associated with a guide rail (10) and which ever by means of a catch element (12), the guide rails (10) for demand-based braking and Holding the counterweight (3) to the guide rails (10),

the counterweight (3) being connected to the suspension means via a slack rope release (56),

wherein the safety gears (11, 11g) of the counterweight (3) by means of the

Counterweight (3) arranged slack rope release (56) are actuated when the support means is limp, and

wherein the slack rope release (56) includes a deceleration device (63) which delays actuation of the safety gear (11, 11g) when slack rope appears in the suspension element.

2. Elevator installation with an elevator car (2) and a counterweight (3) according to claim 1, wherein the delay device (63) includes a freewheel which is traversed prior to actuation of the safety gear (11, 1 lg).

3. elevator installation with an elevator car (2) and a counterweight (3) according to claim 1 or 2, wherein the delay device (63) includes a damping device, preferably an oil damper, which delays actuation of the safety gear (11, 1 lg).

4. elevator installation with an elevator car (2) and a counterweight (3) according to one of claims 1 to 3, wherein a drive (5) of the elevator installation includes a monitoring which a sudden or unexpected load change to the carrying and propelling means (4) which can connect the elevator car (2) and the counterweight (3) to one another.

5. elevator installation with an elevator car (2) and a counterweight (3) according to one of the preceding claims, wherein the at the elevator car (2) arranged safety gear (11) are double-acting safety gear, which can brake in both upward and downward direction.

6. elevator installation with an elevator car (2) and a counterweight (3), which are each guided by at least two guide rails (10), the counterweight and the elevator car are connected and supported by a suspension element (4), wherein the suspension element (4 ) is guided over a deflection roller or a drive pulley, so that the counterweight (3) and the elevator car (2) move in the same way in the building,

wherein the elevator car (2) comprises at least two catching devices (11, 11a, 11b) arranged on the elevator car (2, 11), which are each associated with a guide rail (10) and depending on the length of a catch element (12) the guide rails (12). 10) to the need-based braking and holding the elevator car (2) on the guide rails (10) engage, and

with a device (14) arranged on the elevator car (2) for the actuation of the safety gears, which is equipped with at least one of the Safety gears (11, 11a, 11b) for actuating them, and

wherein the safety gear (11, 11g) of the counterweight (3) is connected by means of a counterweight (3) for actuating the safety gear, which is in communication with at least one of the safety gears (11, 11g) , be operated, and

wherein the device (14g) for actuation and return of the safety gear arranged on the counterweight (3) is actuated by an electronic safety device (62g), and

wherein said safety device (62g) is controlled via a compensating cable (49) with integrated communication bus (47).

7. elevator installation with an elevator car (2) and a counterweight (3) according to claim 6, wherein the counterweight is in this case supplied via the compensating cable with energy.

8. elevator installation with an elevator car (2) and a counterweight (3) according to claim 7, wherein the communication bus is used for the transmission of status signals.

9 elevator installation with an elevator car (2) and a counterweight (3) according to claim 8, wherein the communication bus is guided via a power line connection in the communication bus.

10. elevator installation with an elevator car (2) and a counterweight (3) according to claim 6, wherein the energy supply of the counterweight is effected via a battery, and wherein the batteries of a generator, which is integrated in a guide wheel which carries the counterweight, is fed

or wherein the battery is fed in each case in a holding position of the elevator car or the counterweight via a contact bridge.

1 1. Elevator installation with an elevator car (2) and a counterweight (3) according to any one of claims 6 - 10, wherein the counterweight of a cabin side

Security system via signal lines, which are preferably integrated in a compensating cable is controlled.