EP2760777B1 - Dispositif de freinage doté d'un dispositif d'actionnement électromécanique - Google Patents

Dispositif de freinage doté d'un dispositif d'actionnement électromécanique Download PDF

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Publication number
EP2760777B1
EP2760777B1 EP12759769.8A EP12759769A EP2760777B1 EP 2760777 B1 EP2760777 B1 EP 2760777B1 EP 12759769 A EP12759769 A EP 12759769A EP 2760777 B1 EP2760777 B1 EP 2760777B1
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EP
European Patent Office
Prior art keywords
brake
lift
braking device
brake housing
housing
Prior art date
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EP12759769.8A
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German (de)
English (en)
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EP2760777A1 (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 EP12759769.8A priority Critical patent/EP2760777B1/fr
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    • 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

Definitions

  • the invention relates to a braking device with an actuating device for braking an elevator car, a method for operating the braking device and an elevator system 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.
  • DE2139056 is such a braking device known.
  • This braking device includes a control cam similar to an eccentric.
  • the control cam is rotated about a center so that the control cam engages with the guide rail.
  • the control cam is actuated by a linkage of a mechanical speed limiter.
  • Such a mechanical speed limiter is expensive and maintenance-intensive.
  • the invention aims to provide a new actuator to such a braking device.
  • the alternative actuator should be electromechanically actuated and it should be easy to reset. In addition, they should be simple in construction and they should be possible combined to existing braking devices.
  • an elevator braking device which is suitable for delaying and holding an elevator car in cooperation with a brake rail in case of need.
  • this elevator braking device is arranged on a running body of the elevator, for example the elevator car or possibly also on the counterweight and it can cooperate with guide rails, which for this purpose comprise the brake rails.
  • the brake rails can be multifunctional also used to guide the driving body.
  • the elevator brake device can also be arranged in the region of the drive and the brake rail can be a brake disk or a brake cable.
  • the elevator brake device includes at least one brake housing.
  • the brake housing includes parts that are adapted to be brought into engagement with the brake track for the purpose of braking.
  • the elevator brake device for this purpose includes at least one brake element which is self-reinforcing, for example, with a wedge or an eccentric or other gain curve executed.
  • This brake element is preferably installed in the brake housing.
  • Self-reinforcing means that the brake element, after it has been introduced with an initial force to the brake rail, automatically moves by a relative movement between the elevator brake device and the brake rail in a braking position.
  • Such an initial force is provided by a force accumulator, which is designed to press the brake element in case of need against the braking surface by the brake housing in the vertical direction in a second position, preferably an upper position is pressed.
  • the elevator brake device further includes an actuator which can also act on the brake housing and which is designed to hold the brake housing in a first position, preferably a lower position.
  • this first position corresponds to an operating position of the elevator installation.
  • the elevator brake device In this operating position, the elevator brake device is not in braking engagement and the elevator system, or their drive body can be moved operationally.
  • the actuator can thus hold the brake housing in a first position against the force of the force accumulator in the first position.
  • the actuator allows the brake housing to slide to the second position.
  • the brake housing is to vertical, or in a longitudinal direction parallel to a braking direction, between the first, preferably lower position and the second, preferably upper Position displaced stored.
  • the braking direction results from a direction of travel of the driving body.
  • the elevator brake device further includes a support which can be attached to the drive body of the elevator installation or can be integrated therein.
  • the support includes a vertical guide which allows a substantially vertical displacement of the brake housing between the first position and the second position.
  • the energy storage of the elevator brake device includes a compression spring which acts on the brake housing and which is preferably arranged between the support and the brake housing.
  • a compression spring which acts on the brake housing and which is preferably arranged between the support and the brake housing.
  • pneumatic, hydraulic or, for example, in an arrangement on a stationary body for example when driving, and weight-based energy storage in question.
  • the brake housing includes the brake element, said brake element is pivotally mounted about a rotational axis in the brake housing. Further, the brake member is connected to a connecting part to the support, so that the brake member undergoes a rotation in a vertical displacement of the brake housing relative to the support. Thereby, the brake element can be brought into engagement with the brake rail.
  • the vertical guide in this case has a guide length, which on the one hand is long enough to bring the brake element securely for engagement with the brake rail.
  • the vertical guide is limited so that in the braking position, a braking force can be safely introduced into the support. This limitation is preferably achieved by an upper and a lower vertical stop, which limit the guide length and which can transmit the braking force to the drive body if necessary.
  • the brake element is provided with a centering device which holds the brake element in an operating position.
  • a centering device which holds the brake element in an operating position. This ensures that the elevator brake device can provide sufficient clearance to the brake rail and so that a trouble-free operation of the elevator system is possible.
  • an air gap is called which is present in the operating position between the brake element and the brake rail to allow a method of the elevator car or the counterweight.
  • the centering device can also be designed as a snap-action or latching device.
  • the elevator brake device generates in the second position a braking force which is suitable for braking the drive body of the elevator installation in one direction of travel and for holding it at a standstill. Furthermore, the elevator brake device can be reset by a release movement opposite the direction of travel.
  • the system is tuned such that a release of the elevator brake device, or their clamping mechanism, required restoring force is greater than the force of the force accumulator.
  • the brake housing upon return of the elevator brake device from the second position back to the first position, biases the energy storage.
  • the actuator can grasp and hold the brake housing in the first position again. The actuator itself requires no further energy to reset, as is set by the reset movement of the actuator geometrically back in the first position.
  • the actuator is designed elastically damping, for example by levers of the actuator are designed to be elastic or by attachment points, such as the electro-magnet are attached via an elastic and damping pad. This dampens beats as they occur when the system is reset.
  • the brake housing is mounted horizontally displaceable in the support and held.
  • the elevator braking device can be aligned automatically during braking to the brake rail. This avoids extreme side loads on guide elements of the drive body.
  • the brake element has a central clamping region which is eccentrically or eccentrically shaped with respect to the rotary bearing.
  • a radial distance from the pivot bearing to the clamping area increases continuously over a rotation angle.
  • the brake element includes a control eccentric with a control cam.
  • the cam is eccentrically or eccentrically shaped with respect to the pivot bearing, so that a radial distance from the pivot bearing to the control cam increases over a rotation angle.
  • a brake shoe is pressed against the brake rail by rotation of the control cam and the control eccentric. This allows a good self-reinforcement of the elevator braking device be achieved and a Einzugschreib is large. External actuation forces can be kept small.
  • the elevator brake device further includes a brake plate.
  • This brake plate is arranged such that the brake rail, or the corresponding guide rail between the brake element and the brake plate can be clamped.
  • the brake plate is in this case preferably secured by means of a brake spring in the brake housing. This allows easy adjustment of the elevator brake device to required loads and allows the compensation of wear.
  • the actuator includes an electro-magnet with an anchor plate.
  • the brake housing can be electromagnetically held in the first position. In the first position while the armature plate is applied to the electro-magnet and it is held electromagnetically by this. A force of the electric holding magnet counteracts the force of the energy storage. If the electro-magnet is deactivated, the energy accumulator pushes the brake housing upwards. When moving back the brake housing from the second position to the first position, the armature plate, even in the de-energized state of the electro-magnet, inevitably brought into contact with the electro-magnet. In this way, particularly favorable elements can be used, since the electro-magnet must not bridge an air gap for resetting the elevator-braking device.
  • a jack solution can be selected, the latch when reset, for example, inevitably latched, but not yet locked. A lock then takes place, for example, only after switching on a control circuit that confirms a proper function of the elevator system.
  • the actuator includes an auxiliary weight or it is shaped accordingly, so that a driver, preferably a locking roller of the actuator, is held in contact with the brake housing.
  • the actuator includes an auxiliary spring which holds the driver or the locking roller of the actuator in contact with the brake housing.
  • the locking roller allows a friction-free lateral displacement of the brake housing and the auxiliary weight, or cause the auxiliary spring, that when returning the elevator brake device, the actuator, for example, the electro-magnet is placed in its initial position. As a result, only one coil current of the electro-magnet can be turned on and the actuator is set directly.
  • the actuator is adjustable.
  • an adjustment of the first position of the brake housing can be performed accurately. This is made possible, for example, by the anchor plate is attached by means of an adjusting screw.
  • an elevator braking device in an elevator system with an elevator car and advantageously directly on the same or grown.
  • the brake rail is directly 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 two elevator brake devices are coupled to a synchronization bar, and advantageously both elevator brake devices each comprise an actuator.
  • 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.
  • a counterweight of the elevator system can be equipped with appropriate braking devices.
  • 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 area of the building and the car 2 hangs with support means 4, for example, carrying ropes or carrying strap on the drive 5.
  • the support means 4 are on the drive 5 on led 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 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 braking system is arranged in the example below the car 2 and it is electrically, driven for example via a monitoring module 11.
  • a mechanical speed limiter as it is commonly used, can therefore be omitted.
  • the embodiment is particularly suitable for an elevator brake device, which as a so-called safety gear prevents an overspeed of the elevator car or the counterweight in the downward direction.
  • 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 they act as needed on the arranged on both sides of the car 2 brake rails 7 a.
  • the brake rails 7 are in the example identical to the guide rails 6. In cooperation with the elevator brake devices 20, they can cause a deceleration of the elevator car 2.
  • FIG. 3 shows the elevator brake device 20 in a first position B1. This in Fig. 3 shown position also corresponds to a normal position of the elevator braking device. In this position, the drive body 2, 3, or the elevator car 2 can be moved.
  • the elevator brake device 20 does not brake.
  • a brake housing 21 is installed in a support 9. The support 9 is attached to the drive body 2, 3, usually the elevator car 2, grown. Alternatively, of course, the support 9 can also be directly part of the elevator car.
  • the brake housing 21 is in the example via sliding connections 22, 23, 50 so fixed in the support 9, that on the one hand in the vertical direction within vertical guides 50, for example in slots, is displaceable. On the other hand, it is also displaceable in the lateral direction via guide rods 22 and sliding guides 23.
  • the guide rod 22 may also be arranged directly in the slot of the vertical guide 50.
  • a feed spring 52 pushes the brake housing 21 against a, preferably adjustable stop 43.
  • the feed spring 52 may be a compression spring, a tension spring or another force element. Of course, instead of a single spring several springs can be used. It is important that the delivery force caused by the delivery spring 52 is independent of any movement states or acceleration states of the drive body.
  • An energy accumulator 24 presses the brake housing 21 with a force F24 in the upward direction.
  • an actuator 32 counteracts this force F24.
  • the actuator 32 is in the example an electro-magnet 36.
  • the electro-magnet 36 generates in the on state P1 a magnetic holding force F36 which is dimensioned such that it can hold the brake housing in the first position B1.
  • an armature plate 37 is arranged on the brake housing 21, which ensures ideal conditions of adhesion to the brake housing 21.
  • the brake housing 21 itself form the anchor plate 37.
  • a dimension of the armature plate 37 is greater than a dimension of the electro-magnet 36 is selected. This can be equalized inaccuracies in manufacturing and assembly.
  • a brake element 25 is arranged in the example about a rotational axis 28a, or about a corresponding pivot bearing 28 pivotally.
  • the brake element 25 is connected via a connecting part 46 to the support 9 and it is at the same time elastically fixed by a centering device 42, for example a pulling device or a tension spring.
  • a position of the brake element 25 is thus determined by the position of the brake housing 21, or a position of the axis of rotation 28 a, a geometry of the connecting part 46 and the force of the centering device 42.
  • the connecting part 46 is connected via a bearing point 47 to the support 9 and it is connected via an attachment point 48 to the brake element.
  • the connecting part 46 includes a freewheel in the form of a longitudinal slot 49, whose function will be explained later.
  • the brake element 25 has a central clamping region 26 on which eccentric with respect to the rotation axis 28a is formed, so that a radial distance R increases from the rotation axis 28a to the clamping portion 26 via a rotation angle.
  • To the clamping area 26 connects seamlessly a brake area 27.
  • the clamping region 26 is shaped in such a way that when the clamping region 26 is pressed against a guide rail 6, the brake element 25 is automatically taken along or further rotated.
  • the clamping region 26 is knurled, for example.
  • the connecting part 46, the centering device 42 and the position of the brake element 25 are tuned such that between the brake element 25 and guide rail 6, a clearance S1 can be adjusted.
  • the location of the braking element 25 in this non-braking arrangement is in the Fig. 3 designated 25a.
  • the brake housing 21 further includes a brake plate 30, which is designed as a brake counter-coating. Between brake element 25 and brake plate 30, in the non-braking arrangement according to FIG. 25a, there is an intermediate space corresponding to a thickness of guide rail 6, or a brake rail 7, plus twice the amount of drive-through clearance S1.
  • the clearance S1 is usually about 1.5 mm (millimeters) to 3.0 mm (millimeters).
  • the monitoring module 11 of the elevator installation 1 detects a fault in the elevator installation which requires intervention of the elevator braking device 20, the monitoring module 11 deactivates the actuator 32, respectively interrupts a power supply to the electro-magnet 36.
  • the monitoring module is advantageously designed in this way in that the power supply to the electro-magnet 36 is not only interrupted but regulated so that the magnetic field is degraded rapidly. As a result, a fast response of the elevator braking device can be achieved.
  • the degraded magnetic field eliminates the holding force F36 of the electro-magnet 36 and the energy storage 24 pushes the brake housing 21 together with the axis of rotation 28a up in a first intermediate position B2 'as in Fig. 4 seen.
  • the brake housing, or the axis of rotation 28a of the brake member 25 is vertically, in a direction parallel to a braking direction, shifted. This shifting is made possible by the vertical guide 50.
  • the brake element is now retained by the connecting part 46 at the attachment point 48, resulting in a rotation of the brake member 25 about the rotation axis 28a. This takes place until the clamping region 26 of the brake element 25 comes into contact with the guide rail 6, or is pressed against the guide rail 6. In Fig. 4 this position of the brake member 25 is designated 25b.
  • the brake element 25 is automatically rotated by the clamping portion 26 of the guide rail 6, whereby the brake housing 21 is pushed away until the passage clearance S1 'between the brake plate 30th and guide rail 6 is released and continue until the brake portion 27 of the brake member 25 is reached.
  • the brake housing 21, or the axis of rotation 28a of the brake element 25 has now reached a second position B2 in Fig. 5 is shown.
  • the brake element has reached its braking position, which in the Fig. 5 designated 25c.
  • the second position B2 in the support 9 is determined by the design and dimension of the vertical guide 50.
  • the vertical guide 50 is limited in this embodiment by a lower vertical stop 50u and an upper vertical stop 50o.
  • the brake area 27, together with the brake plate 30, generates a required braking force to securely brake and hold the vehicle body.
  • the braking force is transmitted via the guide rod 22 and the boundary of the vertical guide 50, or in the example via the upper vertical stop 50o to the support 9 and further to the drive body 2, 3.
  • the attachment point 48 on the brake element 25 has also moved downward in the longitudinal slot 49 of the connecting part 46. This means that with successful clamping between clamping region 26 and guide rail 6 and reaching the boundary of the vertical guide 50, and the corresponding vertical stop, the connecting part 46 is relieved and passes into a freewheel.
  • the drive body 2, 3 is now raised. This is usually done with the help of the drive 5 of the elevator installation 1 or, if this is defective, with other aids or traction devices.
  • the brake housing 21 thus again reaches the original first position B1 and the armature plate 37 is brought to the electro-magnet 36. If the monitoring module 11 is a corresponding release, the magnetic field of the electro-magnet 36 can be turned on, whereby the brake housing 21st can be held again in this first position B1. During further movement of the vehicle in the upward direction, the still clamping brake element 25 rotates back to the in Fig. 3 shown normal position is reached again.
  • the contact surface between armature plate 37 and electro-magnet 36 is provided, for example, with a sliding layer, which favors a lateral resetting of the brake housing 21.
  • a sliding layer which favors a lateral resetting of the brake housing 21.
  • the shape of the brake element 25 is exemplary. Other shapes are possible. The forms are usually determined by experiments, or optimized.
  • FIG. 7 An alternative embodiment of the known from the previous example elevator brake device 20 is in Fig. 7 shown.
  • the actuator 32 is executed by means of a lever mechanism. Instead of the direct electromagnetic restraint, the brake housing 21 and thus the axis of rotation 28a of the brake element 25 is held in the first position B1 via a locking roller 33.
  • the locking roller 33 is arranged on a locking lever 35 which is mounted in a pivot point 34.
  • the locking lever 35 is now held by the electro-magnet 36 with associated armature plate 37 in the first position P1.
  • the locking roller 33 can yield and the energy accumulator 24 can push the brake housing 21 together with the axis of rotation 28a upwards into the second position B2 ', B2, as explained in the preceding exemplary embodiment.
  • the foundeds can be carried out as previously described.
  • the locking lever 35 is reset together with the locking roller 33 and the anchor plate 37, for example by an auxiliary weight 38 or an auxiliary spring 39, so that the armature plate 37 abuts upon reaching the first position B1 and first position P1 of the actuator on the electro-magnet 36.
  • a lateral displacement of the brake housing 21 can be done easily because the locking roller 33 generates virtually no lateral sliding resistance.
  • a required electromagnetic force of the electro-magnet 36 can be made low because the required force F36 of the electro-magnet 36 can be reduced by selecting the lever arrangement.
  • a horizontally arranged pivot bearing can be used or instead of the brake plate 30, a counter-brake wedge can be used, which causes an additional gain.
  • a further embodiment of an elevator braking device 20 is in the Fig. 8s, 8f and 9s, 9f explained.
  • a braking device is used as an example as in the basic structure of the DE2139056 is known.
  • the Figs. 8s and 8f make the elevator brake device 20 in the first position B1, with 8s showing a side view and 8f a front view.
  • the Figs. 9s and 9f show the same elevator brake device 20 in the second position B2.
  • the in the Figs. 8s and 8f shown first position B1 again corresponds to the normal position of the elevator brake device 20.
  • the drive body 2, 3, or the elevator car 2 can be moved.
  • the elevator brake device 20 does not brake.
  • the brake housing 21 is in turn installed in the support 9.
  • the support 9 is attached to the drive body 2, 3.
  • the support 9 in this embodiment be directly part of the elevator car, or the driving body.
  • the brake housing 21 is in the example about the single guide rod 22 in the vertical guide 50 so fixed in the support 9, that it is displaceable in the vertical direction within the vertical guides 50, here in the form of slots. Also in this example, the vertical guide 50 is limited by vertical stops 50u, 50o. At the second end of the brake housing 21 is a tilt stop 51 which is designed to initiate, in cooperation with the guide rod 22 and the corresponding vertical stop of the vertical guide 50, required braking forces from the brake housing 21 into the support 9. At the same time, the brake housing 21 is of course also mounted in the lateral direction on the guide rods 22 slidably. The spring 52 presses the brake housing 21 in this example against the adjustable stop 43.
  • This adjustable stop 43 is for example a stop screw, which is screwed into the support 9 and which thus determines a lateral position of the brake housing 21 in the support 9.
  • the energy accumulator 24 presses in this embodiment, the brake housing 21 with a force F24 in the upward direction.
  • a force F24 in the upward direction.
  • the actuator 32 is in turn an electro-magnet 36.
  • the electro-magnet 36 generates in the on state P1, a magnetic holding force F36, which is dimensioned so that it can hold the brake housing 21 via a brake housing stop 21 'in the first position B1 ,
  • the electro-magnet 36 acts on the brake housing stopper 21 'via the lock lever 35 and the lock roller 33 arranged on the lock lever.
  • the locking lever 35 acts via a lever translation, which is determined by the pivot point 34 of the locking lever 35.
  • the brake element 25 is arranged.
  • the brake element 25 includes in this embodiment a control eccentric 44 and a brake shoe 45.
  • the control eccentric 44 is pivotally mounted about the axis of rotation 28a, and about the corresponding pivot bearing 28.
  • the control eccentric 44 is connected via the connecting part 46 to the support 9 and it is at the same time elastically fixed by the centering device 42.
  • a position of the Steuererexzenters 44 is thus by the position of the brake housing 21, and a position of the Rotary axis 28a, a geometry of the connecting part 46 and the force of the centering 42 determined.
  • the connecting part 46 is connected via the bearing point 47 to the support 9 and it is connected via the attachment point 48 to the brake element 25, and to the control eccentric 44.
  • the connecting part 46 includes a freewheel in the form of a longitudinal slot 49, whose function has already been explained in principle in the previous example.
  • the control eccentric 44 has a control cam 44 ', which is shaped with respect to the rotation axis 28a, so that a radial distance R from the rotation axis 28a to the control curve 44' increases over a rotation angle.
  • the monitoring module 11 interrupts, for example, a power supply to the electro-magnet 36.
  • control cam 44 'and brake shoe 45 is displaced vertically in the support 9. This displacement is made possible by the vertical guide 50.
  • the control eccentric 44 is now retained by the connecting part 46 at the attachment point 48, resulting in a rotation of the control eccentric 44 about the axis of rotation 28a. This takes place until the control cam 44 'of the control eccentric 44 comes into contact with the guide rail 6, or is pressed against the guide rail 6.
  • the drive body 2, 3 is in a downward movement or as soon as he slides away, for example, the Steuererexzenters 44 is automatically rotated further, so that the brake housing 21 is pushed away until the passage play between the brake plate 30 and guide rail 6 is repealed.
  • the brake shoe 45 is brought into contact with the guide rail 6 by rotation of the control eccentric 44, or pressed against this.
  • the elevator brake device 20 has reached the braking position.
  • the entire functionality in the longitudinal slot 49 and power transmission arise analogously as explained in connection with the previous embodiments.
  • the traveling body 2, 3 is now raised again. Since the brake element 25, or the control eccentric 44 is still clamped together with the brake shoe 45 and the brake plate 30 on the guide rail 6, the support 9 can be set within the vertical guide 50 in motion.
  • the brake housing 21 thus again reaches the original first position B1 and the locking lever 35, or the anchor plate 37, which may be arranged on the blocking lever, is brought to the electric holding magnet 36. If the monitoring module 11 is a corresponding release, the magnetic field of the electro-magnet 36 can be turned on, whereby the brake housing 21 again in this first Position B1 can be held.
  • the vertical guide 50 also allows the drive body 2, 3 during reset, regardless of the clamping resistance of the elevator brake device in motion can be set and that upon reaching the first end of the vertical guide 50, a kinetic energy of the driving body 2, 3rd helps to reset the elevator brake device.
  • 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)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)
  • Cage And Drive Apparatuses For Elevators (AREA)
  • Braking Arrangements (AREA)

Claims (15)

  1. Dispositif de freinage d'ascenseur pour freiner un corps mobile (2, 3) d'une installation d'ascenseur sur un rail de freinage (7) disposé à la verticale, de préférence sur un rail de freinage (7) intégré dans un rail de guidage (6), le dispositif de freinage d'ascenseur (20) contient :
    - un carter de frein (21), étant précisé que le carter de frein (21) est disposé dans le corps mobile (2, 3) pour pouvoir coulisser verticalement dans une glissière verticale (50) entre une première position (B1) et une seconde position (B2),
    - un accumulateur d'énergie (24) qui agit avec une force (F24) sur le carter de frein (21) et qui pousse celui-ci en direction de la seconde position (B2),
    caractérisé en ce que le dispositif de freinage d'ascenseur (20) contient également un actionneur manoeuvrable (32) qui, dans une première position (P1), maintient le carter de frein (21) dans la première position (B1), et
    une force de freinage provoquée par le dispositif de freinage (20) est apte à être transmise au corps mobile (2, 3) par l'intermédiaire d'une limitation de la glissière verticale (50).
  2. Dispositif de freinage d'ascenseur selon la revendication 1, caractérisé en ce que l'actionneur (32), dans une seconde position (P2), libère le carter de frein, moyennant quoi un coulissement du carter de frein (21) en direction de la seconde position (B2) a lieu, étant précisé que grâce au coulissement du carter de frein (21) en direction de la seconde position (B2), un élément de freinage (25) du dispositif de freinage d'ascenseur (20) est apte à être mis en contact avec le rail de freinage (7).
  3. Dispositif de freinage d'ascenseur selon la revendication 1 ou 2, caractérisé en ce que le dispositif de freinage d'ascenseur (20) contient également un support (9) qui est monté sur le corps mobile (2, 3) de l'installation d'ascenseur ou intégré dans celui-ci, et étant précisé que le support (9) contient la glissière verticale (50) qui permet le coulissement globalement vertical du carter de frein (21) entre la première position (B1) et la seconde position (B2), étant précisé que la première position (B1) est de préférence une position inférieure, et la seconde position (B2) une position supérieure.
  4. Dispositif de freinage d'ascenseur selon la revendication 3, caractérisé en ce que l'accumulateur d'énergie (24) contient un ressort de compression qui agit sur le carter de frein (21) et qui est disposé de préférence entre le support (9) et le carter de frein (21).
  5. Dispositif de freinage d'ascenseur selon la revendication 3 ou 4, caractérisé en ce que l'élément de freinage (25) est monté dans le carter de frein (21) pour pouvoir pivoter sur un axe de rotation (28a), et l'élément de freinage (25) est relié par un élément de liaison (46) au support (9) de sorte qu'il est soumis à une rotation par rapport au support (9) lors d'un coulissement vertical du carter de frein (21), moyennant quoi l'élément de freinage (25) est accouplé au rail de freinage (7).
  6. Dispositif de freinage d'ascenseur selon l'une des revendications 1 à 5, caractérisé en ce que l'élément de freinage (25) est pourvu d'un dispositif de centrage (42) qui maintient ledit élément de freinage (25) dans une position d'attente.
  7. Dispositif de freinage d'ascenseur selon l'une des revendications 1 à 6, caractérisé en ce que le dispositif de freinage d'ascenseur (20), dans la seconde position (B2), produit une force de freinage qui est apte à freiner le corps mobile (2, 3) de l'installation d'ascenseur dans un sens de circulation et à le maintenir à l'arrêt, et étant précisé que le dispositif de freinage d'ascenseur (20) peut être ramené dans sa position initiale par un mouvement de déblocage opposé au sens de circulation, étant précisé qu'une force de rappel nécessaire pour débloquer le dispositif de freinage d'ascenseur (20) est supérieure à la force (F24) de l'accumulateur d'énergie (24), de sorte que le carter de frein (21), lors du retour du dispositif de freinage d'ascenseur (20) de la seconde position (B2) à la première position (B1), peut contraindre l'accumulateur d'énergie (24) et que l'actionneur (32) peut arrêter et maintenir le carter de frein (21) dans la première position (B1).
  8. Dispositif de freinage d'ascenseur selon l'une des revendications 5 à 7, caractérisé en ce que l'élément de freinage (25) comporte une zone de serrage centrale (26) qui a une forme excentrique ou qui est formée à la manière d'un excentrique par rapport à l'axe de rotation (28a), de sorte qu'une distance radiale (R) entre ledit axe de rotation (28a) et la zone de serrage (26) va en augmentant sur un angle de rotation, ou en ce que l'élément de freinage (25) contient un excentrique de commande (44) avec une came de commande (44') qui a une forme excentrique ou est formée à la manière d'un excentrique par rapport à l'axe de rotation (28a), de sorte qu'une distance radiale (R) entre ledit axe de rotation (28a) et la came de commande (44') va en augmentant sur un angle de rotation, étant précisé que grâce à une rotation de l'excentrique de commande (44), une mâchoire de frein (45) est pressée contre le rail de freinage (7).
  9. Dispositif de freinage d'ascenseur selon l'une des revendications 1 à 8, caractérisé en ce que le dispositif de freinage d'ascenseur (20) contient une plaque de frein (30) qui est disposée de telle sorte que le rail de freinage (7) ou le rail de guidage correspondant (6) puisse être serré entre l'élément de frein (25) et ladite plaque de frein (30), étant précisé que la plaque de frein (30) est fixée dans le carter de frein (21) de préférence à l'aide d'un ressort de frein (31).
  10. Dispositif de freinage d'ascenseur selon l'une des revendications 1 à 9, caractérisé en ce que l'actionneur (32) contient un électro-aimant adhérent (36) avec une plaque d'induit (37) qui peuvent maintenir le carter de frein (21) de manière électromagnétique dans la première position (B1), étant précisé que dans la première position de fonctionnement (P1), 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 le carter de frein est ramené de la seconde position (B2) dans la première position (B1), est mise en contact avec l'électro-aimant adhérent (36) même à l'état sans courant de ce dernier.
  11. Dispositif de freinage d'ascenseur selon la revendication 10, caractérisé en ce que l'actionneur (32) contient de préférence un poids auxiliaire (38) qui maintient un organe d'entraînement, de préférence un galet de blocage (33), en contact avec le carter de frein (21), ou
    en ce que l'actionneur (32) contient de préférence un ressort auxiliaire (39) qui maintient l'organe d'entraînement, de préférence le galet de blocage (33), en contact 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'un rail de freinage (7) est intégré dans le rail de guidage (6) et que le dispositif de freinage d'ascenseur (20) agit au besoin sur le rail 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 que ces deux dispositifs de freinage d'ascenseur (20) sont accouplés à une barre de synchronisation (15).
  14. Procédé pour faire fonctionner un dispositif de freinage d'ascenseur d'un corps mobile (2, 3) d'une installation d'ascenseur, lequel dispositif de freinage d'ascenseur (20) est destiné au freinage sur un rail de freinage (7) disposé à la verticale, de préférence sur un rail de guidage (7) intégré dans un rail de guidage (6) de l'installation d'ascenseur, étant précisé
    - qu'un carter de frein (21) du dispositif de freinage d'ascenseur (20) est disposé dans le corps mobile (2, 3) pour pouvoir coulisser verticalement dans une glissière verticale (50) entre une première position (B1) et une seconde position (B2),
    - que le carter de frein (21) est maintenu dans la première position (B1) par un actionneur manoeuvrable (32),
    - qu'un accumulateur d'énergie (24) du dispositif de freinage d'ascenseur (20) agit avec une force (F24) sur le carter de frein (21), moyennant quoi le carter de frein (21) est poussé en direction de la seconde position (B2), et
    - qu'une force de freinage provoquée par le dispositif de freinage (20) est transmise au corps mobile (2, 3) par l'intermédiaire d'une limitation de la glissière verticale (50).
  15. Procédé pour faire fonctionner un dispositif de freinage d'ascenseur selon la revendication 14, étant précisé que l'actionneur manoeuvrable (32) libère le carter de frein en cas de besoin, moyennant quoi le carter de frein (21) coulisse en direction de la seconde position (B2) à l'aide de la force (F24) de l'accumulateur d'énergie (24), étant précisé que grâce au coulissement dudit carter de frein (21) en direction de la seconde position (B2), un élément de freinage (25) du dispositif de freinage d'ascenseur (20) est mis en contact avec le rail de freinage (7).
EP12759769.8A 2011-09-30 2012-09-21 Dispositif de freinage doté d'un dispositif d'actionnement électromécanique Active EP2760777B1 (fr)

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EP11183388 2011-09-30
PCT/EP2012/068639 WO2013045359A1 (fr) 2011-09-30 2012-09-21 Système de freinage à actionnement électromécanique
EP12759769.8A EP2760777B1 (fr) 2011-09-30 2012-09-21 Dispositif de freinage doté d'un dispositif d'actionnement électromécanique

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CN103648953A (zh) 2014-03-19
US9457989B2 (en) 2016-10-04
US20130081908A1 (en) 2013-04-04
MX2014003699A (es) 2014-07-22
KR20140082966A (ko) 2014-07-03
CN103648953B (zh) 2016-06-15
BR112013018423B1 (pt) 2021-03-16
MX348031B (es) 2017-05-23
KR101997300B1 (ko) 2019-10-01
EP2760777A1 (fr) 2014-08-06
ES2547452T3 (es) 2015-10-06
WO2013045359A1 (fr) 2013-04-04
BR112013018423A2 (pt) 2016-10-11

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