EP2760776B1 - Système de freinage à actionnement électromécanique - Google Patents

Système de freinage à actionnement électromécanique Download PDF

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Publication number
EP2760776B1
EP2760776B1 EP12759768.0A EP12759768A EP2760776B1 EP 2760776 B1 EP2760776 B1 EP 2760776B1 EP 12759768 A EP12759768 A EP 12759768A EP 2760776 B1 EP2760776 B1 EP 2760776B1
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EP
European Patent Office
Prior art keywords
brake
lift
actuator
braking device
brake element
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP12759768.0A
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German (de)
English (en)
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EP2760776A1 (fr
Inventor
Daniel Meierhans
Faruk Osmanbasic
Marcus Junig
Michael Geisshüsler
Nicolas Gremaud
Josef A. Muff
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Inventio AG
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Inventio AG
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Priority to EP12759768.0A priority Critical patent/EP2760776B1/fr
Publication of EP2760776A1 publication Critical patent/EP2760776A1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces
    • B66B5/20—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces by means of rotatable eccentrically-mounted members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces
    • B66B5/24—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces by acting on guide ropes or cables

Definitions

  • the invention relates to a braking device for braking an elevator car, a method for braking the elevator car and an elevator system with elevator car and with such a braking device.
  • the elevator system is installed in a building. It consists essentially of a cabin, which is connected via suspension means with a counterweight or with a second car. By means of a drive which acts selectively on the support means or directly on the car or the counterweight, the car is 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. These braking devices are usually used, which can slow down the elevator car on the guide rails in case of need.
  • This brake device can be actuated electromagnetically, wherein a pawl retains a brake module against a delivery force. The braking device is activated by the pawl is disconnected from the brake module. To reset the latch must be latched again.
  • the invention aims to provide a braking device which can cause braking of the elevator car.
  • the braking device should be electromechanically actuated and it should be easy to reset. It should also be based on proven technology and be simple.
  • an elevator braking device which is suitable for delaying and holding an elevator car in cooperation with a braking surface in case of need.
  • this elevator braking device is arranged on a running body of the elevator, for example, the elevator car and they can cooperate with guide rails, which are provided for this purpose with braking surfaces.
  • the braking surfaces can also be used multifunctionally for guiding the driving body.
  • the elevator brake device can also be arranged in the region of the drive and the braking surface may be a surface of a brake disc or a rope, such as a rope surface.
  • the elevator brake device includes at least one brake element.
  • the braking element is self-reinforcing. It includes an eccentric-like shape or another amplification curve. Self-reinforcing means that the brake element, after it has been brought to the braking surface with an initial force, automatically moves by a relative movement between the elevator brake device and the braking surface in a braking position.
  • the brake element is preferably rotatably arranged in a brake housing by means of a pivot bearing and has a curve shape which is designed so that a radial distance of the curve from the pivot bearing increases over a rotation angle. As a result, self-reinforcement is achieved when the braking element is rotated.
  • the initial force needed to bring the braking element to the braking surface is provided by a force accumulator.
  • the energy accumulator is preferably a tensioned spring.
  • the elevator brake device further includes an actuator which can act on the brake element.
  • the actuator keeps the brake element in normal operation in a first operating position. He presses this, the brake element against the force of the energy storage of the braking surface away or he keeps the brake element spaced from this. This allows an unrestrained method of the driving body. If necessary, the actuator releases the brake element, whereby the energy accumulator can bring the brake element in a second operating position and with what a pressing of the brake element can be made to the braking surface.
  • the brake element is installed in the brake housing.
  • the energy accumulator and the actuator are designed to be placed over the brake housing on the Intervene braking element.
  • the brake housing is horizontally displaceable, for example, stored and held in a support and the actuator is also stored in this support. This is advantageous because many elevator brake devices used today already have a brake housing, which in many cases is already mounted horizontally displaceable. The proposed embodiment can thus be realized inexpensively, since in addition to known elevator brake devices only the brake housing must be fixed by an actuator and delivered by a force storage.
  • the brake element itself is slidably mounted in the brake housing, so that it can be delivered perpendicular to the braking surface.
  • the energy accumulator and the actuator are designed to act on the brake element.
  • the brake element is mounted horizontally displaceable in the brake housing.
  • the actuator which is advantageously also mounted in the brake housing now allows that the brake element can be delivered in the brake housing to the braking surface. Due to the self-reinforcing property of the brake element, the brake element is reset or pushed back during subsequent operation in the brake housing and the actuator can follow this return movement, bringing it back to its original normal position.
  • the brake element of the elevator brake device is rotatably mounted in a variant embodiment by means of the pivot bearing in the brake housing.
  • the curve shape of the braking element defines a central clamping region which is eccentric or shaped, for example, in relation to the rotary bearing, so that a distance from the rotary bearing to following curve sections of the clamping region increases over a rotation angle.
  • the further relative movement between the elevator brake device and the brake surface causes the brake element to be further rotated, which results in a further reinforcement.
  • This further reinforcement first causes, for example, one of the braking surfaces opposite brake plate is drawn to the brake counter surface and is further stretched until a sufficient clamping force and corresponding braking force is reached.
  • the further reinforcement of course also causes the axis of the pivot bearing is pushed back further. Since the actuator has usually already reached its, the first operating position corresponding position between the brake element, or brake housing, and actuator in this operating position a game arise.
  • the holding mechanism may be elastically mounted to allow a corresponding forcing.
  • the brake element has a first braking region, which adjoins the central clamping region. This is advantageous at higher speeds.
  • the eccentric does not have to roll over an entire braking distance, but the braking area terminates the rolling and amplifying process and the driving body is stopped by the braking area and the braking force of the opposing brake plate.
  • the brake element preferably has a second brake area, which adjoins an end of the middle clamping area opposite the first brake area.
  • the brake element has a brake shoe instead of the first brake region. This is, for example by a control eccentric of the brake element, pressed by rotation of the same to the braking surface.
  • the elevator brake device further includes a brake plate.
  • This brake plate is arranged such that the braking surface, or a corresponding guide rail between the brake element and the brake plate can be clamped.
  • the brake plate is fastened by means of at least one brake spring in the brake housing.
  • the brake spring is designed according to a braked mass of the vehicle. Taking into account the geometric design of the brake element and a resulting deflection of the brake spring, a stiffness or spring constant and bias thereof can be determined.
  • the engagement and restoring functionality can be solved and on the other hand, a braking force can be adjusted by means of the design of the brake plate with brake spring.
  • the actuator includes an electro-magnet with an anchor plate.
  • the anchor plate In the first operating position, the anchor plate is applied to the electro-magnet and it is held by this electromagnetically.
  • the actuator is held in the first operating position and the brake element is held accordingly with a drive-through clearance to the braking surface.
  • the anchor plate is located directly on the electromagnet. Therefore, a small current is enough to maintain a required magnetic field and holding force. If the circuit of the electromagnet is interrupted, the magnetic field drops and the brake element can be delivered to the braking surface.
  • the actuator is moved by the relative movement between the elevator brake device and the braking surface in such a way that it returns to the reset position corresponding to the first operating position.
  • the armature plate is brought into contact with the electro-magnet regardless of a BestromungsSullivan of the electromagnet.
  • a subsequent reset of the elevator braking device can be done easily. It can only be turned on the circuit to the electromagnet. Since the anchor plate is already applied to the electromagnet, the anchor plate and thus the actuator is set immediately. There is no need to overcome an air gap between the electromagnet and the armature plate.
  • the brake element can be moved from the preloaded braking position directly into the first operating position.
  • the actuator is adjustable to allow adjustment of the first operating position.
  • a passage clearance between the brake surface and brake element can be accurately adjusted.
  • the actuator includes an auxiliary weight.
  • This auxiliary weight always presses the actuator against the action of the force accumulator and thus it can hold a driver, preferably a locking roller, in contact with the brake element or the brake housing.
  • the auxiliary weight may already be the weight of the anchor plate or, of course, it may be an additional weight element.
  • an auxiliary spring can be used which holds the driver, preferably the locking roller in contact with the brake element, or the brake housing.
  • an elevator braking device in an elevator system with an elevator car and advantageously directly on the same or grown.
  • the braking surface is directly a part of the guide rail and the elevator brake device clamps a web of the guide rail for the purpose of holding and braking.
  • the elevator car is provided with two elevator brake devices and these elevator brake devices can act on two guide rails arranged on opposite sides of the elevator car.
  • these are two Elevator brake devices are coupled to a synchronization bar, and advantageously both elevator brake devices each comprise an actuator. In this way, a safety of the elevator brake devices can be increased since, if one of the actuators fails, the remaining actuator synchronously actuates both elevator brake devices via the synchronization rod. This prevents unilateral braking.
  • Fig. 1 shows an elevator system 1 in an overall view.
  • the elevator installation 1 is installed in a building and serves to transport persons or goods within the building.
  • the elevator installation includes an elevator car 2, which can move up and down along guide rails 6.
  • the elevator car 2 is provided for this purpose with guide shoes 8, which leads the elevator car as closely as possible a predetermined route along.
  • the elevator car 2 is accessible from the building via doors.
  • a drive 5 serves to drive and hold the elevator car 2.
  • the drive 5 is arranged for example in the upper part of the building and the car 2 is suspended with support means 4, for example suspension ropes or carrying strap on the drive 5.
  • the support means 4 are on the drive 5 further to a Counterweight 3 led.
  • 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 part of the building. 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 elevator car 2 is equipped with a braking system which is suitable for securing and / or decelerating the elevator car 2 during an unexpected movement or at overspeed.
  • the brake system is arranged in the example below the car 2 and it is electrically controlled (not shown).
  • a mechanical speed limiter as it is commonly used, can therefore be omitted.
  • Fig. 2 shows the elevator system of Fig. 1 in a schematic plan view.
  • the brake system includes two elevator brake devices 20.
  • the two elevator brake devices 20 are coupled in this example by means of a synchronization rod 15 so that the two elevator brake devices 20 are actuated together.
  • the two elevator brake devices 20 are preferably of identical or mirror-symmetrical design and, if necessary, they act on the guide rails 6 arranged on both sides of the car 2.
  • the guide rails 5 contain braking surfaces 7 which, in cooperation with the elevator brake devices 20, can cause the elevator car 2 to brake.
  • On a synchronization rod 15 can also be omitted.
  • electrical synchronization means are recommended which ensure a simultaneous triggering of both sides of the elevator car arranged elevator brake devices 20.
  • Fig. 3 shows a possible embodiment of an elevator braking device 20.
  • the elevator brake device 20 is designed to cooperate with a braking surface 7. This braking surface 7 is a part of the guide rail 6.
  • the elevator brake device 20 is in a first operating position B1. In this position, the elevator brake device 20 does not brake, ie the elevator car 2 can be moved.
  • the elevator brake device 20 includes a brake housing 21 which is slidably disposed in a support 9 via a sliding connection.
  • the sliding connection essentially comprises a sliding guide 23, which is arranged in the support 9 and the brake housing 21 is mounted via a guide rod 22 in this sliding guide 23.
  • Of the Support 9 is attached to the elevator car 2 or it is a part of the elevator car 2.
  • the elevator car 2 and thus the support 9 is by means of guide shoe 8 (see Fig. 1 and 2 ) guided along the guide rail 6.
  • the brake housing 21 could slide in slideways of the support 9 or it could be connected to the elevator car 2 or support 9 via a pivot bearing.
  • the brake housing 21 is horizontal, or perpendicular to the braking surface 7, slidably disposed.
  • a brake element 25 is arranged in the brake housing 21 in the brake housing 21, a brake element 25 is arranged.
  • the brake element 25 is connected to the brake housing 21 via a rotary bearing 28.
  • the brake member 25 includes a clamping portion 26. In the first operating position (B1), the brake element 25 is in a central position. This central position is adjusted for example by a centering spring 42.
  • the centering spring 42 engages the brake element 25 and pulls it with little force in the middle position, as in the Fig. 3 seen.
  • the clamping region 26 is designed with respect to a longitudinal axis 28a of the rotary bearing 28, or describes a curve shape such that a radial distance R increases from the longitudinal axis 28a to the clamping region 26, starting from the central position, over a rotation angle ( ⁇ ).
  • At the clamping area 26 includes a brake area 27.1, 27.2.
  • the braking region 27.1, 27.2 snuggles against this as a tangential continuation of the clamping region 26.
  • the brake element 25 includes a first brake area 27.1 and a second brake area 27.2, which are arranged at both ends of the clamping area 26.
  • the clamping region 26 is preferably provided with a Randr réelle or with transverse grooves to allow a good gripping of the clamping portion 26 on the braking surface 7.
  • the brake area 27.1, 27.2 is designed as a brake pad. It may include a special brake material, such as ceramic, sintered material, or hardened brake shoes.
  • an actuator 32 and a force storage 24 is arranged. The actuator 32 forms a stop for the brake housing 21 and thus for the brake element 25 via a locking roller 33 or a corresponding driver.
  • the actuator 32 is fixed by a retainer, in the example in the form of an electro-magnet 36 and associated anchor plate 37.
  • a brake plate 30 is located opposite the brake element 25, a brake plate 30.
  • the brake plate 30 is disposed in the brake housing 21 and supported by brake springs 31 in this.
  • the Brake plate 30 is arranged such that the guide rail 6 projects into the space defined by the brake plate 30 and brake member 25 intermediate space.
  • a distance between brake plate 30 and brake element 25 is selected in the first operating position B1 so that a sufficient clearance S1, S1 'is ensured for the guide rail 6, or to the corresponding braking surfaces.
  • the brake plate 30 could of course also be designed as a solid counter-covering, without resilient support by means of brake springs, or it could be designed in the form of a brake wedge. This would allow, for example, an additional, direction-dependent gain of a braking force.
  • a pressing force F24 of the force accumulator 24 is selected so that in the case of actuation, the brake element 25 is pressed so strongly against the braking surface 7 that it is safely taken in a relative movement between the brake surface 7 and the brake housing 21.
  • this requires a force of at least about 85 N (Newton).
  • an effective retention force F32 of the actuator 32 in the example is about 1000 N (Newton).
  • a corresponding electro-magnet 36 has a diameter of about 25 mm (millimeters) at a height of about 20 mm (millimeters).
  • Such an actuation system can thus be realized with small dimensions. It takes up little space. Of course, these values are informative. They are determined by the skilled person due to the geometric and constructive design of the parts involved.
  • the electro-magnet 36 is de-energized and the armature plate 37 together with the complete actuator 32 is free.
  • the pressing force F24 of the force accumulator 24 is released and he pushes the brake housing 21 and thus the brake element 25 with the corresponding pressing force F24 'against the guide rail 6, and the corresponding braking surface 7.
  • the longitudinal axis 28a of the pivot bearing 28 is thus by the amount of Passage game S1 delivered.
  • the entire brake housing 21 has moved along with the brake element 25. Therefore, a passage clearance S2 on the opposite side of the guide rail is increased accordingly.
  • the clamping region 26 is advantageously structured or knurled for this purpose.
  • the brake member 25 rotates about the rotation axis 28.
  • the longitudinal axis 28a according to the increase in the radial distance R from the longitudinal axis 28a to the clamping portion 26, pushed back in the direction of the original first operating position.
  • Fig. 5 can be seen how in the course of pushing back the longitudinal axis 28a and thus also the brake housing 21 again reaches the position corresponding to the first operating position.
  • the anchor plate 37 is in turn on the electro-magnet 36. The weight adjustment results from the arrangement of the lever 35, the anchor plate 37 and the influence of a possible auxiliary spring 39 or a corresponding auxiliary weight 38th
  • the clamping portion 26 continues to rotate as in FIG Fig. 6 can be seen, and finally pushes the brake housing 21 back so that the brake plate 30 also bears against the guide rail 7 and he continues to turn until the brake area is reached 27.1, as in Fig. 7 shown.
  • the longitudinal axis 28a and thus also the brake housing 21 has been set back further, as a result of which the brake springs 31 of the brake plate 30 are finally tensioned.
  • the elevator car 2 is finally braked.
  • the actuator 32 has reached its reset position, ie when the armature plate 37 rests against the electro-magnet 36, the brake housing 21 at best by the actuator 32, and its locking roller 33 are moved away. It is crucial that the actuator 32 is again in this braking position of the elevator brake device 20 in one of the first operating position corresponding reset position B3. If now the elevator braking device 20 is to be reset, a holding current of the electro-magnet 36 can be turned on first. As a result, the actuator 32 is fixed or fixed without the electro-magnet 36 still has to apply an air gap or otherwise return energy. To reset only the elevator car 2 has to be reversed opposite to the previous direction of braking.
  • the brake member 25 is turned back and the brake housing 21 by the power storage 24 and the fixed actuator 32 in the first operating position B1, as in Fig. 3 shown set.
  • the brake element 25 itself is brought, for example by the centering spring 42 back into its central position.
  • Another embodiment is in the 8 to 14 shown.
  • a safety gear is integrated in the elevator braking device, as for example from the disclosure DE2139056 is known.
  • the elevator brake device 20 is integrated into a structure of the elevator car 2.
  • the elevator car 2 also includes the guide shoe 8 which is provided for guiding the elevator car along guide rails (not shown).
  • the elevator brake device 20 includes a brake element 25 with a clamping region in the form of a control eccentric 25.1 and brake shoes 25.2, which are rotatably mounted in the brake housing 21 about a rotation axis 28.
  • a synchronization rod 15 with synchronization lever 16 connects the two elevator brake devices 20 arranged on both sides of the elevator car 2. This ensures that the two elevator brake devices 20 engage with each other.
  • centering parts may be provided which set a center position of the control eccentric 25.1 and it can switch (not shown) are provided, which can determine a rotation of the synchronization rod and thus an operating position of the elevator brake device 20.
  • the brake housing 21 is fastened to the elevator car 2 via the support 9, wherein a guide rod 22 enables a lateral or horizontal displacement of the brake housing 21 with respect to the support 9 and the guide rail 6.
  • a guide rod 22 enables a lateral or horizontal displacement of the brake housing 21 with respect to the support 9 and the guide rail 6.
  • the brake element 25 and the brake plate 30 are spaced from the guide rail 6, as in the FIGS. 9 and 10 shown.
  • Fig. 9 shows a perspective rear view
  • Fig. 10 shows a plan view of the elevator brake device 20 in the first operating position BP1.
  • the actuator 32 is fixed by the electro-magnet 36 and the locking roller 33 of the actuator 32 holds the brake housing 21 via an adjustable stop 21.1, against the force generated by the force storage 24 acting force F24, in the first operating position.
  • the position of the brake housing 21 can also be adjusted via the locking roller 33.
  • the locking roller 33 may be fastened, for example with an eccentrically shaped axis on the locking lever 35. By rotating this axis of the locking roller 33 can thus the lateral position of the brake housing 21 in the support 9 and thus the position of the braking surface 7, and guide rail 6 are set exactly.
  • the electro-magnet 36 is turned off.
  • the lock roller can therefore no longer provide blocking force, whereby the force accumulator 24 can press the brake housing 21 together with the brake member 25 against the braking surface 7 of the guide rail 6, as in the FIGS. 11 and 12 is shown.
  • the force accumulator 24 can press the brake housing 21 together with the brake member 25 against the braking surface 7 of the guide rail 6, as in the FIGS. 11 and 12 is shown.
  • the illustrated arrangements can be varied by the person skilled in the art.
  • the brakes can be mounted above or below the car 2. It can also be used on a car 2 more Bremspaare.
  • the braking device can also be used in an elevator installation with several cabins, in which case each of the cabins has at least one such braking device. If necessary, the braking device can also be mounted on the counterweight 3 or it can be mounted on a self-propelled cab.

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

Claims (14)

  1. Dispositif de freinage d'ascenseur pour freiner une cabine d'ascenseur (2) sur une surface de freinage (7), de préférence sur une surface de freinage (7) intégrée dans un rail de guidage (6), le dispositif de freinage d'ascenseur (20) contient :
    - un carter de frein (21),
    - un élément de freinage (25) qui est disposé en rotation dans le carter de frein (21) à l'aide d'un palier de rotation (28), et l'élément de freinage (25) présente la forme d'une came (25.1, 26) qui est formée par rapport au palier de rotation (28) de telle sorte qu'une distance radiale (R) entre ledit palier (28) et la came (25.1, 26) va en augmentant sur un angle de rotation (α),
    - un accumulateur d'énergie (24) qui est conçu pour presser l'élément de freinage (25) avec une force (F24) contre la surface de freinage (7),
    - un actionneur (32) qui agit sur l'élément de freinage (25) et qui est conçu pour repousser celui-ci, dans une première position de fonctionnement (B1), de la surface de freinage (7) à l'encontre de la force de l'accumulateur d'énergie (24) ou pour le maintenir éloigné de ladite surface (7), et pour autoriser, dans une seconde position de fonctionnement (B2), une pression de l'élément de freinage (25) contre la surface de freinage (7),
    caractérisé en ce que l'élément de freinage (25), quand il est pressé contre la surface de freinage (7), est déplacé grâce à un mouvement relatif entre le dispositif de freinage d'ascenseur (20) et la surface de freinage (7), de telle sorte que l'actionneur (32) soit ramené dans une position de rappel (B3) correspondant à la première position de fonctionnement (B1).
  2. Dispositif de freinage d'ascenseur selon la revendication 1, étant précisé que l'élément de freinage (25) est monté dans le carter de frein (21) et que l'accumulateur d'énergie (24) et l'actionneur (32) agissent sur l'élément de freinage (25) par l'intermédiaire du carter de frein (21).
  3. Dispositif de freinage d'ascenseur selon la revendication 2, étant précisé que le carter de frein (21) est monté et retenu dans un support (9) pour pouvoir coulisser horizontalement, et que l'actionneur (32) est monté dans le support (9).
  4. Dispositif de freinage d'ascenseur selon l'une des revendications 1 à 3, étant précisé que l'élément de freinage (25) est monté en rotation dans le carter de frein (21) à l'aide du palier de rotation (28), et que la forme de came de l'élément de frein (25) comporte une zone de serrage centrale (26) qui a une forme excentrique par rapport au palier de rotation (28), de sorte que la distance radiale (R) entre le palier de rotation (28) et la zone de serrage (26) va en augmentant sur un angle de rotation (α).
  5. Dispositif de freinage d'ascenseur selon la revendication 4, étant précisé que l'élément de freinage (25) comporte une première zone de freinage (27.1) qui fait suite à la zone de serrage centrale (26), et que l'élément de freinage (25) comporte de préférence une deuxième zone de freinage (27.2) qui fait suite à une extrémité de la zone de serrage centrale (26) opposée à la première zone de freinage.
  6. Dispositif de freinage d'ascenseur selon l'une des revendications 1 à 3, étant précisé que l'élément de freinage (25) est monté en rotation dans le carter de frein (21) à l'aide du palier de rotation (28) et comporte un excentrique de commande (25.1) avec une forme de came, étant précisé que la forme de came de l'excentrique de commande (25.1) a une forme excentrique par rapport au palier de rotation (28), de sorte qu'une distance radiale (R) entre le palier de rotation (28) et la forme de came dudit excentrique de commande (25.1) va en augmentant sur un angle de rotation (α), étant précisé que grâce à une rotation de l'excentrique de commande (25.1), une mâchoire de frein (25.2) est apte à être pressée contre la surface de freinage (7).
  7. Dispositif de freinage d'ascenseur selon l'une des revendications 1 à 6, étant précisé que le dispositif de freinage d'ascenseur (20) contient également une plaque de freinage (30) qui est disposée de telle sorte qu'une surface de freinage (7) ou un rail de guidage correspondant (6) est apte à être serré entre l'élément de freinage (25) et la plaque de freinage (30).
  8. Dispositif de freinage d'ascenseur selon la revendication 7, étant précisé que la plaque de freinage (30) est apte à être fixée dans le carter de frein (21) à l'aide d'un ressort de frein (31).
  9. Dispositif de freinage d'ascenseur selon l'une des revendications 1 à 8, étant précisé que l'actionneur (32) contient un électro-aimant adhérent (36) avec une plaque d'induit (37), étant précisé que dans la première position de fonctionnement (B1), la plaque d'induit (37) est appliquée contre l'électro-aimant adhérent (36) et est retenue par celui-ci de manière électromagnétique, et que la plaque d'induit (37), quand l'actionneur (32) est ramené dans la position de rappel (B3) correspondant à la première position de fonctionnement (B1), est mise en contact avec l'électro-aimant adhérent (36) même à l'état sans courant de ce dernier.
  10. Dispositif de freinage d'ascenseur selon la revendication 9, étant précisé que l'actionneur (32) est réglable pour permettre un réglage de la première position de fonctionnement (B1).
  11. Dispositif de freinage d'ascenseur selon l'une des revendications 1 à 10, étant précisé que l'actionneur (32) contient un poids auxiliaire (38) qui maintient un organe d'entraînement, de préférence un galet de blocage (33), en contact avec l'élément de freinage (25) ou avec le carter de frein (21), ou
    que l'actionneur (32) contient un ressort auxiliaire (39) qui maintient un organe d'entraînement, de préférence le galet de blocage (33), en contact avec l'élément de freinage (25) ou avec le carter de frein (21).
  12. Installation d'ascenseur avec une cabine d'ascenseur et avec des rails de guidage pour guider la cabine d'ascenseur (2) et avec au moins un dispositif de freinage d'ascenseur (20) selon l'une des revendications 1 à 11, étant précisé qu'une surface de freinage (7) est intégrée dans le rail de guidage (6) et que le dispositif de freinage d'ascenseur (20) agit au besoin sur la surface de freinage (7) du rail de guidage (6).
  13. Installation d'ascenseur selon la revendication 12, étant précisé que la cabine d'ascenseur (2) est pourvue de deux dispositifs de freinage d'ascenseur (20) et que ces dispositifs de freinage d'ascenseur (20) peuvent agir sur deux rails de guidage (6) disposés sur des côtés opposés de la cabine (2), et étant précisé que ces deux dispositifs de freinage d'ascenseur (20) sont accouplés à une barre de synchronisation (15).
  14. Procédé pour freiner une cabine d'ascenseur (2) dans une installation d'ascenseur sur une surface de freinage (7), de préférence sur une surface de freinage (7) intégrée dans un rail de guidage (6), à l'aide d'un dispositif de freinage d'ascenseur (20) selon l'une des revendications 1 à 10, contenant les étapes :
    - de désactivation d'un actionneur (32) ;
    - de pression d'un élément de freinage (25) contre la surface de freinage (7) grâce à un accumulateur d'énergie (24) ;
    - de déplacement de l'élément de freinage (25) grâce à un mouvement relatif entre l'élément de freinage (25) et la surface de freinage (7) de telle sorte que l'élément de freinage (25) ramène forcément l'actionneur (32) dans une position de rappel (B3) correspondant à une première position de fonctionnement de l'actionneur (32).
EP12759768.0A 2011-09-30 2012-09-21 Système de freinage à actionnement électromécanique Active EP2760776B1 (fr)

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EP11183387 2011-09-30
EP12759768.0A EP2760776B1 (fr) 2011-09-30 2012-09-21 Système de freinage à actionnement électromécanique
PCT/EP2012/068636 WO2013045358A1 (fr) 2011-09-30 2012-09-21 Système de freinage à actionnement électromécanique

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ES (1) ES2566063T3 (fr)
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KR20140082942A (ko) 2014-07-03
ES2566063T3 (es) 2016-04-08
CN103648954A (zh) 2014-03-19
BR112013018122A2 (pt) 2016-11-08
WO2013045358A1 (fr) 2013-04-04
CN103648954B (zh) 2016-01-20
EP2760776A1 (fr) 2014-08-06
US20150329324A1 (en) 2015-11-19
US9828213B2 (en) 2017-11-28
US20130081907A1 (en) 2013-04-04
BR112013018122B1 (pt) 2021-03-09
US9120643B2 (en) 2015-09-01
MX2014003700A (es) 2014-07-28
KR102068846B1 (ko) 2020-01-21
MX341637B (es) 2016-08-25

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