EP2788271B1 - Actionnement d'un frein de sécurité - Google Patents

Actionnement d'un frein de sécurité Download PDF

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Publication number
EP2788271B1
EP2788271B1 EP12797818.7A EP12797818A EP2788271B1 EP 2788271 B1 EP2788271 B1 EP 2788271B1 EP 12797818 A EP12797818 A EP 12797818A EP 2788271 B1 EP2788271 B1 EP 2788271B1
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EP
European Patent Office
Prior art keywords
brake
braking
lift
web
presser
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.)
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Application number
EP12797818.7A
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German (de)
English (en)
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EP2788271A1 (fr
Inventor
Josef Husmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Inventio AG
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Inventio AG
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Priority to PL12797818T priority Critical patent/PL2788271T3/pl
Priority to EP12797818.7A priority patent/EP2788271B1/fr
Publication of EP2788271A1 publication Critical patent/EP2788271A1/fr
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Publication of EP2788271B1 publication Critical patent/EP2788271B1/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
    • 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
    • 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 method for braking a driving body of an elevator installation and to a corresponding elevator 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 means to secure the elevator car in the event of failure of the drive or the suspension means.
  • safety brakes are usually used, which can decelerate the elevator car on the guide rails, if necessary.
  • EP2112116 Such a safety brake is known, which can be triggered by an electro-mechanical device.
  • an electromagnet holds a brake backing plate, against an action of a spring force, in a normal position.
  • the electromagnet needs a lot of energy because it has to work constantly with high holding energy against the spring force.
  • the invention aims to provide an alternative safety brake, which can be triggered by an electro-mechanical device and which can be operated with little energy.
  • the safety brake hereinafter referred to as elevator brake device, is provided for the operation and possible braking of an elevator car on a brake bridge, preferably on a brake bridge integrated in a guide rail.
  • the elevator brake device includes a brake housing.
  • the brake housing forms the basic structure of the elevator brake device. It is preferably in one Support structure of the elevator car installed and it is preferably designed to transmit braking forces from brake bodies to the elevator car.
  • the elevator brake device can also be mounted on a counterweight of the elevator installation.
  • the elevator brake device includes a first brake body.
  • This first brake body is movably arranged on the brake housing. It is designed such that, as soon as it comes into contact with the brake bridge and this brake bridge moves relative to the elevator brake device, so when the elevator car moves along the guide rail, moves in the brake housing with the brake bar of the guide rail. By this movement, which preferably takes place by frictional engagement, the brake bridge can be clamped and the brake housing can, or the brake housing belonging spring elements can be stretched.
  • the first brake body includes a clamping eccentric or a brake eccentric is arranged rotatably about an axis of rotation arranged on the brake housing.
  • the first brake body also - instead of an eccentric - be a brake wedge.
  • a brake wedge on a keyway distanced to the brake bridge, stored. Once the brake wedge is brought into contact with the brake bridge, or is pressed against these, the brake wedge is entrained by the frictional force between the brake wedge and the brake bridge. As a result, the brake housing is pushed back in accordance with a wedge slope of the brake wedge and the brake housing is tensioned accordingly.
  • the elevator brake device includes a pusher.
  • This pusher is on Brake housing arranged so that the brake bridge between the first brake body and the pusher can be arranged.
  • the pusher is thus located on a first brake body, with respect to the brake bridge, opposite side in the brake housing.
  • the pusher is arranged so that in a normal position, a distance between the first brake body and the pusher, at least corresponding to a thickness of the brake bridge plus a, between the first brake body, the brake bridge and the pusher, driving clearance is required.
  • the pusher is designed so that it can be delivered in case of need in the direction of the first brake body, substantially in a direction perpendicular to the brake bridge line of action, and that it can be pressed against the, can be arranged between the first brake body and the pusher, the brake bridge. Furthermore, the first brake body can be brought into contact with the brake bridge by a counterforce caused by the pressing of the pusher by the pusher arranged on the brake housing pushing the brake housing away laterally and thus contacting the first brake body likewise in contact with the brake housing Brake bar brings. This type of clamping causes the first brake body, after it has been brought into contact with the brake bridge, automatically re-tensioned and thus can bring the elevator brake device to act.
  • the distance between the first brake body and the pusher can occasionally be chosen slightly larger than the minimum passage clearance required if, for example, other brake parts are presented to the pusher.
  • the brake housing is mounted horizontally flexible or displaceable on the elevator car.
  • the brake housing, and thus the elevator brake device be aligned with the brake bridge and guide shoes of the cabin are relieved.
  • the elevator brake device further includes a pressure lever, which is pivotally mounted on the brake housing and the need for acting on the pusher to press this to the brake bridge and to bring the first brake body in contact with the brake bridge.
  • the trigger structure is located directly on the brake housing. This is advantageous because it allows the contact forces to be absorbed directly within the elevator braking device. This type tests the elevator brake device, as often done by security institutions be carried out for the individual assembly, since all functional parts in this one assembly, in the elevator braking device, are included.
  • the elevator brake device includes a second brake body, which is also arranged on the brake housing, so that the brake bridge between the first brake body and the second brake body can be arranged.
  • the second brake body is arranged so that the achievable by the first brake body voltage of the brake housing can clamp the brake bridge between the first and second brake body.
  • the first brake body is accordingly pulled or pressed in response to the pressed pusher to the brake bridge. This clamps the brake bridge.
  • a subsequent tightening of the first brake body takes place a tensioning of the brake housing, whereby the second brake body comes to further terminals.
  • the pusher is at the same time the second brake body.
  • This second brake body is mounted in the brake housing via stop bolts, partially sliding, and supported by biased pressure elements, such as a plate spring package to the brake housing.
  • the second brake body can therefore be delivered by means of a feed device over the sliding region of the stop pin to the brake bridge and the first brake body can be tightened in response to the opposite side of the brake bridge.
  • the first brake body is taken.
  • the pusher is a pushpin.
  • the pressure pin is mounted on the brake housing or on the second brake body and it is, preferably by means of the Andrückhebels, deliverable to the brake bridge.
  • the pressure pin can be delivered by means of the feed device to the brake bridge and the first brake body can be pulled in response to the opposite side of the brake bridge.
  • the first brake body is taken.
  • the pressure pin By the clamping function of the first brake body of the pusher, or in the present variant, the pressure pin, pushed back, until a plane of the second brake body is reached. After that, the elevator brake device is further tensioned.
  • the pusher, or the pressure pin with respect to the second brake body, in the normal position is reset by a small amount.
  • the pusher is a pressure roller.
  • the pressure roller is preferably mounted on the brake housing. It is, preferably by means of the Andrückhebels, deliverable to the brake bridge.
  • the pressure roller is delivered by means of the feed device to the brake bridge and the first brake body is pulled in response to the opposite side of the brake bridge.
  • the brake bridge is clamped and by a possible cabin movement of the first brake body is taken.
  • the pusher or in the present variant, the pressure roller, pushed back until a plane of the second brake body is reached. After that, the elevator brake device is further tensioned.
  • the first brake body is realized in the form of a clamping eccentric.
  • the clamping eccentric is rotatably arranged about an axis of rotation arranged on the brake housing.
  • the clamping eccentric is rotated by a frictional force generated between the clamping eccentric and the brake bridge.
  • the brake housing is pushed back and stretched.
  • Clamp eccentrics are proven components and they allow to realize the necessary delivery and return travel.
  • the clamping eccentric is centered by a return plate in the normal position. Leaving the normal position, reaching a predetermined clamping and / or reaching a braking position is detected by an electrical sensor.
  • the reset device is preferably a spring-loaded roller tappet which cooperates with a control cam, or a return cam, attached to the clamping eccentric.
  • the sensor monitors, preferably the position of the roller plunger. This is advantageous because it allows the working position of the elevator brake device can be monitored.
  • the elevator installation can thus be shut down, for example, as long as the elevator braking device is in its braking position or as long as it is in a considerable clamping area. A considerable clamping is achieved, for example, if the clamping eccentric is significantly twisted, or the reset mechanism is pressed accordingly.
  • such an elevator braking device is attached to the elevator car of the elevator installation via a horizontal slide device and a centering device.
  • the centering device advantageously comprises a double arrangement of springs or stops, which hold the brake housing resiliently in a central position. This centering device is set during installation of the elevator installation or during maintenance thereof.
  • the pusher of the elevator brake device by means of a, loaded with a preloaded spring, actuator can be pressed if necessary to the brake bridge.
  • a feed mechanism of the elevator brake device such as pushers, pressure levers, pressure pins and rollers, unloaded in normal operation.
  • the force-loaded in normal operation parts are thus concentrated in a preferably separate actuator.
  • each case at least two elevator brake devices are attached to an elevator car, which in each case act as required on both sides of the elevator car arranged brake webs, or guide rails.
  • forces of the elevator brake devices can be symmetrically introduced into the elevator car and an actuator can directly synchronously access the two feed mechanisms of the elevator brake 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 shaft doors 12.
  • 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 installation 1 is controlled by an elevator control 10.
  • the elevator control 10 accepts user requests, optimizes the operation of the elevator installation and controls the drive 5.
  • the elevator car 2 and, if necessary, the counterweight 3 is further 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 comprises in the example two identical safety brakes or elevator brake devices 20, 20 ', which are mounted on both sides of the drive body 2, 3 on the same.
  • the elevator brake devices 20, 20 ' are arranged in the example below the car 2 and they are electrically actuated via a brake controller 11.
  • This brake control 11 preferably also includes an electronic speed or Fahrkurvenbegrenzer the driving movements of the elevator car 2 monitored.
  • 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 the two elevator brake devices 20, 20 '.
  • the two elevator brake devices 20, 20 'are as in FIG Fig. 3 shown in more detail, coupled via connecting rods 16, 16 'to an actuator 15, so that the two elevator brake devices 20, 20' can be necessarily operated together.
  • an unintentional unilateral braking can be avoided and the two elevator brake devices 20, 20 'are easily actuated via the common actuating unit 15, which is controlled by the brake controller 11.
  • the brake rails 7 are identical to the guide rails 6 in the example.
  • a brake housing 21 of the elevator brake device is attached by means of a slide 35 to the support structure of the elevator car 2 ( Fig. 4a ).
  • the slider 35 for example, slide rods allow the brake housing 21 is slidably mounted laterally to the car 2 and they allow the introduction of vertical braking forces into the cabin.
  • the brake housing 21 is supported laterally with a centering device 34 to the cabin.
  • the centering device 34 is provided with spring 34 'and stops 33.1, 33.2, which allow lateral displacement of the brake housing on both sides with small forces, which, however, reset the brake housing in an adjustable central position in the absence of external lateral forces.
  • stops 33.1, 33.2 for example, lateral bending rods can be used, which reset the brake housing in each case in the center position.
  • a first brake body 22 is arranged on the brake housing 21, a first brake body 22 is arranged.
  • the first brake body is in the example a clamping eccentric 23.
  • the first brake body 22, and the clamping eccentric 23 is rotatably mounted about an axis of rotation 24 which is fixedly arranged in the brake housing.
  • the first brake body 22 is shaped such that a distance of the clamping eccentric 23 to the rotation axis 24, starting from a zero position over a rotation angle, continuously increases. In end regions, the clamping eccentric 23 merges into a braking surface.
  • the first brake body 22 is positioned by a return actuator (37) in the zero position.
  • the first brake body 22 for this purpose includes a return curve 40 which is rotatable together with the first brake body 22.
  • the return cam 40 is flattened in the region of the zero position and a roller tappet 38 presses against the return cam 40.
  • the roller tappet 38 is loaded with a tappet spring 39, so that the roller tappet 38 always presses against the return cam 40.
  • a corresponding restoring moment of the first brake body 22 takes place.
  • the shape of the return curve 40 with countersinks and elevations can influence a course of the restoring moment.
  • the roller tappet 38 is a spring-loaded roller lever.
  • the roller tappet may also be a direct, longitudinally sprung plunger.
  • the position of the first brake body 22 is detected by means of the position of the roller tappet 38 via a sensor 36, for example a safety switch, since a twisted first brake body 22 pushes the roller tappet back and activates the sensor 36.
  • a sensor 36 for example a safety switch
  • a pusher 25 is further arranged on the brake housing 21, which is welded together in the example of several parts.
  • the pusher 25 is in the example according to the FIGS. 4 to 7 designed as a pressure pin 26.
  • the pressure pin 26 is assembled with a second brake body 30.
  • the second brake body 30 includes a brake member 30.1 which is supported via pressure elements 31 in the brake housing 21.
  • the pressure pin 26 is guided in the brake member 30.1 by means of a bore, so that it is movable through the brake member 30.1.
  • a distance S1 is set between the first brake body 22 and the second brake body 30, a distance S1 is set.
  • This distance S1 allows an arrangement of guide rails 6, and a brake bar 7 in this space.
  • the distance S1 can be adjusted by the design and setting of the pressure elements 31 and the associated stop pin 32.
  • the distance S1 is usually adjusted so that it corresponds to a thickness S3 of the brake bridge 7 of the guide rail 6 plus a desired clearance S2 between the brake bridge 7 and braking surfaces of the first and second brake body 22, 30.
  • Usual clearance S3 are about 1.5 to 3.5 mm.
  • the elevator brake device 20 of the pressure pin 26 is set so that it is behind by a small amount behind a braking surface of the second brake body 30, and the brake member 30.1.
  • the distance S1 between the first brake body 22 and the pusher 25, or the pressure pin 26 at least equal to the thickness of the brake bridge S3 plus the passage clearance S2 required between the first brake body 22, the brake bridge 7 and the pusher 25.
  • the pressure pin 26 is connected to a pressure lever 28 and the pressure lever 28 is pivotally mounted in the brake housing 21 about a bearing point 29.
  • the pressure lever 28 is further connected via connecting rods 16, 16 'to the actuator 15.
  • the pressure lever 28 In the normal position according to 4 and 4a is the pressure lever 28, substantially powerless, in the normal position. Between pusher 25 and the first brake body at least the distance S1 is set. The first brake body 22 is held in the zero position by the return plate 37 and the sensor 36 does not detect any braking Status. In this normal position, the elevator car with the attached elevator brake device 20 can move freely.
  • Fig. 5 and 5a the elevator brake device 20 is actuated.
  • the actuator 15 moves via the connecting rod 16 on the pressure lever 28.
  • the pressure lever 28 pivots accordingly to the bearing point 29 and provides the pressure pin 26 to the brake bridge 7 to.
  • the advancing of the pusher 25, or of the pressure pin 26 takes place substantially perpendicular to the brake bridge 7. Essentially means that it may give 28, for example, due to any pivoting radii of the Andrückhebels slightly curved forms of movement.
  • the pressure pin 26 protrudes beyond the braking surface of the second brake body 30, or the brake member 30.1, before.
  • the actuator 15 continues to pull and the pressure pin 26 is pressed further.
  • the brake housing Because of the force acting on the brake housing reaction force, the brake housing is laterally displaced against the centering device 34 by the stop 33.2 the centering spring 34 'pushes back. With the brake housing, the first brake body 22 is delivered to the brake bridge 7 and the clamping eccentric 23 of the first brake body 22 comes into frictional or driving contact with the brake bridge 7.
  • the contact force for pressing the clamping eccentric 23 to the brake bridge 7 be about 600N. This is a guideline that may vary depending on the materials used.
  • the elevator control can interrupt another driving operation of the elevator installation. Due to the shape of the return curve 40 and an arrangement of the sensor 36, a time or switching point of the sensor 36 can be determined. In general, the switching point of the sensor 36 is selected or set such that only a significant rotation of the clamping eccentric 23 leads to a switching of the sensor 36. This prevents accidental switching, for example as a result of a short-time rail contact.
  • the car 2 can now be moved in an opposite direction, whereby the clamping eccentric 23 is rotated back until the normal position, as in 4 and 4a is shown reached.
  • FIG. 8 and 8a An alternative embodiment is in the Fig. 8 and 8a shown.
  • the pressure pin 26 of the previous example is replaced by a pressure roller 27.
  • the pressure roller is mounted above the brake body on the brake housing, wherein also in this embodiment, an actuation via the pressure lever 28, which now 26 instead of the pressure pin the pressure roller 27, takes place.
  • the entire functionality of this solution corresponds to the remarks below, as in the example of Fig. 4 to 7 explained.
  • the pressure pin 26 according to the Fig. 4 to 7 omitted and the pressure lever can act directly on the second brake body.
  • the printing elements 31 are guided, for example, with a stop pin 32, which enables a delivery of the brake body 30 and comes to rest on pressing back on a stop to then build up a corresponding pressing force.
  • the pusher 25, be it as a pressure pin 26, as a pressure roller 27 or directly as a brake body by other elements, such as pneumatic, are delivered to the brake bridge.
  • first brake body in the form of a clamping eccentric and a clamping wedge or a tensioner can be used.
  • a clamping or braking wedge or according to a tension roller along an oblique retraction path is moved and a feed movement is effected by the retraction path.
  • the illustrated embodiments and processes can be further varied by the expert.
  • the essentially symmetrical shape of the clamping eccentric as in the Fig. 4 to 8 apparent allows use of the elevator braking device in both directions or instead of in Fig. 3 shown central actuator 15 can also be used individual, the elevator brake devices associated actuator.

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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 (12)

  1. Dispositif de freinage d'ascenseur pour freiner une cabine d'ascenseur (2) sur une aile de freinage (7), de préférence une aile de freinage (7) intégrée dans un rail de guidage (6), le dispositif de freinage d'ascenseur (20, 20') contient :
    - un carter de frein (21),
    - un premier corps de frein (22) qui est disposé mobile sur le carter de frein (21) et qui est conçu pour être déplacé avec l'aile de freinage (7) lors d'un contact avec celle-ci et d'un mouvement relatif entre ladite aile de freinage (7) et le carter de frein (21), et pour serrer ainsi l'aile de freinage (7) et contraindre le carter de frein (21),
    - un poussoir (25) qui est disposé sur le carter de frein (21), de sorte que l'aile de freinage (7) est apte à être disposée entre le premier corps de frein (22) et le poussoir (25),
    ∘ étant précisé que dans une position normale, une distance (S1) entre le premier corps de frein (22) et le poussoir (25) correspond au moins à une épaisseur (S3) de l'aile de freinage plus un jeu de passage (S2) nécessaire entre le premier corps de frein (25), l'aile de freinage (7) et le poussoir (25),
    ∘ que le poussoir (25) est apte à être avancé en cas de besoin en direction du premier corps de frein (22), globalement le long d'une ligne d'action perpendiculaire à l'aile de freinage (7), et que le poussoir (25) est apte à être pressé contre l'aile de freinage (7) apte à être disposée entre le premier corps de frein (22) et le poussoir (25),
    caractérisé en ce que
    ∘ le premier corps de frein (22) est apte à être mis en contact avec l'aile de freinage (7) par une force antagoniste provoquée par l'application du poussoir (25) contre l'aile de freinage (7), et
    ∘ étant précisé que le dispositif de freinage d'ascenseur (20, 20') contient également un levier de pression (28) qui est monté pivotant sur le carter de frein (21) et qui agit au besoin sur le poussoir (25) pour presser celui-ci contre l'aile de freinage (7), déplacer ainsi le carter de frein (21) latéralement et mettre le premier corps de frein (22) en contact avec l'aile de frein (7).
  2. Dispositif de freinage d'ascenseur selon la revendication 1, étant précisé que le dispositif de freinage d'ascenseur (20) contient un second corps de frein (30), qui est disposé sur le carter de frein (21), de sorte que l'aile de freinage (7) est apte à être disposée entre le premier corps de frein (22) et le second corps de frein (30), et de sorte que la contrainte du carter de frein apte à être provoquée par le premier corps de frein (22) fait que l'aile de freinage (7) peut être serrée entre les premier et second corps de frein (30).
  3. Dispositif de freinage d'ascenseur selon la revendication 1, étant précisé que le poussoir (25) est conçu comme un second corps de frein (30), et que ce second corps de frein (30) est monté dans le carter de frein (21) par l'intermédiaire de tiges de butée (32) et est en appui par rapport au carter de frein (21) par l'intermédiaire d'éléments de pression (31), de sorte que le second corps de frein (30) est apte à être avancé vers l'aile de freinage (7), de préférence à l'aide du levier de pression (28).
  4. Dispositif de freinage d'ascenseur selon l'une des revendications 1 ou 2, étant précisé que le poussoir (25) est constitué par une tige de pression (26) qui est montée sur le carter de frein (21) ou sur le second corps de frein (30), de sorte que la tige de pression (26) est apte à être avancée vers l'aile de freinage (7), de préférence à l'aide du levier de pression (28).
  5. Dispositif de freinage d'ascenseur selon l'une des revendications 1 ou 2, étant précisé que le poussoir (25) est constitué par un galet de pression (27) qui est monté sur le carter de frein (21), de sorte que le galet de pression (27) est apte à être avancé vers l'aile de freinage (7), de préférence à l'aide du levier de pression (28).
  6. Dispositif de freinage d'ascenseur selon l'une des revendications 1 à 5, étant précisé que le premier corps de frein (22) contient un excentrique de contrainte (23) qui est apte à tourner sur un axe de rotation (24) disposé sur le carter de frein (21), et que lors d'une pression de l'excentrique de contrainte (23) contre l'aile de frein (7), ledit excentrique (23) est tourné par une force de friction provoquée entre l'excentrique (23) et l'aile de freinage (7), moyennant quoi le carter de frein (21) est repoussé et contraint.
  7. Dispositif de freinage d'ascenseur selon la revendication 6, étant précisé que l'excentrique de contrainte (23) est centré dans la position normale par un organe de rappel (37), et que le fait qu'il quitte la position normale ou qu'il atteigne une position de serrage ou qu'il atteigne une position de freinage est constaté par un capteur électrique (36).
  8. Dispositif de freinage d'ascenseur selon la revendication 7, étant précisé que le capteur électrique (36) détecte une position de l'organe de rappel (37) afin de constater que la position normale a été quittée ou la position de serrage atteinte ou la position de freinage atteinte.
  9. Installation d'ascenseur avec un dispositif de freinage d'ascenseur selon l'une des revendications 1 à 8, étant précisé que le dispositif de freinage d'ascenseur (20, 20') est fixé à la cabine d'ascenseur (2) par l'intermédiaire d'un dispositif de coulissement (35) et d'un dispositif de centrage (34).
  10. Installation d'ascenseur selon la revendication 9, étant précisé que le poussoir (25) est apte à être pressé au besoin contre l'aile de freinage (7) à l'aide d'un actionneur (15).
  11. Installation d'ascenseur selon l'une des revendications 9 ou 10, étant précisé que la cabine d'ascenseur (2) est équipée de deux dispositifs de freinage d'ascenseur (20, 20'), qui agissent au besoin sur des ailes de freinage (7) disposées des deux côtés de la cabine (2).
  12. Procédé pour freiner une cabine d'ascenseur d'une installation d'ascenseur, étant précisé que la cabine (2) est équipée d'un dispositif de freinage d'ascenseur (20, 20') et que le dispositif de freinage d'ascenseur (20, 20') comporte un poussoir (25),
    que le poussoir (25) est pressé en cas de besoin contre une aile de freinage (7), globalement le long d'une ligne d'action perpendiculaire à ladite aile de freinage (7),
    qu'un carter de frein (21) du dispositif de freinage d'ascenseur (20, 20') est repoussé suivant une force de pression du poussoir (25),
    qu'un premier corps de frein (22) disposé sur le carter de frein (21) en face du poussoir (25) est mis en contact avec l'aile de frein (7) par le repoussernent du carter de frein (21), et que ce premier corps de frein (22) est déplacé avec l'aile de frein (7) à la suite du contact avec celle-ci et d'un mouvement relatif entre ladite aile de frein (7) et le carter de frein (21), et que l'aile de frein (7) est ainsi serrée et le carter de frein (21) contraint,
    étant précisé qu'un levier de pression (28) qui est monté pivotant sur le carter de frein (21) agit au besoin sur le poussoir (25) afin de presser celui-ci contre l'aile de frein (7) et de mettre le premier corps de frein (22) en contact avec l'aile de frein (7).
EP12797818.7A 2011-12-09 2012-11-27 Actionnement d'un frein de sécurité Active EP2788271B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
PL12797818T PL2788271T3 (pl) 2011-12-09 2012-11-27 Uruchamianie hamulca bezpieczeństwa
EP12797818.7A EP2788271B1 (fr) 2011-12-09 2012-11-27 Actionnement d'un frein de sécurité

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP11192831 2011-12-09
PCT/EP2012/073674 WO2013083430A1 (fr) 2011-12-09 2012-11-27 Actionnement d'un frein de sécurité
EP12797818.7A EP2788271B1 (fr) 2011-12-09 2012-11-27 Actionnement d'un frein de sécurité

Publications (2)

Publication Number Publication Date
EP2788271A1 EP2788271A1 (fr) 2014-10-15
EP2788271B1 true EP2788271B1 (fr) 2015-04-15

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EP12797818.7A Active EP2788271B1 (fr) 2011-12-09 2012-11-27 Actionnement d'un frein de sécurité

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US (1) US9919899B2 (fr)
EP (1) EP2788271B1 (fr)
CN (1) CN103987644B (fr)
BR (1) BR112014013484A8 (fr)
CO (1) CO7030945A2 (fr)
ES (1) ES2542415T3 (fr)
PL (1) PL2788271T3 (fr)
WO (1) WO2013083430A1 (fr)

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EP3233707A1 (fr) * 2014-12-17 2017-10-25 Inventio AG Unité d'amortissement pour ascenseur
US10584014B2 (en) * 2015-12-07 2020-03-10 Otis Elevator Company Robust electrical safety actuation module
US10252884B2 (en) 2016-04-05 2019-04-09 Otis Elevator Company Wirelessly powered elevator electronic safety device
ITUA20163368A1 (it) * 2016-05-12 2017-11-12 Marchesini Group Spa Dispositivo di stabilizzazione per stabilizzare articoli durante il loro sollevamento e raggruppamento
CN106081783B (zh) * 2016-08-30 2018-10-02 常熟市佳能电梯配件有限公司 一种防止电梯轿厢意外移动的电磁制动器及制动方法
CN106185529B (zh) * 2016-09-07 2018-06-15 张卫 电梯应急手闸
EP3587323A1 (fr) * 2018-06-22 2020-01-01 Otis Elevator Company Système d'ascenseur
EP3620419A1 (fr) * 2018-09-07 2020-03-11 KONE Corporation Système d'engrenage de sécurité progressif de décélération constante
AU2019406965B2 (en) * 2018-12-21 2023-05-11 Inventio Ag Lift system arrangement with a lift brake device
CN111377334A (zh) * 2018-12-27 2020-07-07 上海三菱电梯有限公司 电梯制动部件及制动装置
EP3674248B1 (fr) * 2018-12-31 2022-09-07 KONE Corporation Frein de stationnement de cabine d'ascenseur
CN114852818B (zh) * 2022-04-15 2023-08-25 南通江中光电有限公司 一种具有防坠功能的电梯导靴

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JP2004262652A (ja) 2002-09-23 2004-09-24 Inventio Ag エレベータ用の安全装置
US7097003B2 (en) * 2003-07-21 2006-08-29 The Peelle Company Ltd. Elevator landing door broken chain safety device
BRPI0601926B1 (pt) * 2005-06-17 2018-06-12 Inventio Aktiengesellschaft Dispositivo de pára-quedas do freio
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ES2363443T3 (es) * 2006-11-08 2011-08-04 Otis Elevator Company Dispositivo de frenado de ascensor.
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JP5409109B2 (ja) * 2009-05-13 2014-02-05 三菱電機株式会社 エレベータ用非常停止装置
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US10442662B2 (en) * 2013-12-19 2019-10-15 Inventio Ag Caliper brake for elevator systems

Also Published As

Publication number Publication date
WO2013083430A1 (fr) 2013-06-13
EP2788271A1 (fr) 2014-10-15
BR112014013484A2 (pt) 2017-06-13
CN103987644A (zh) 2014-08-13
CN103987644B (zh) 2016-02-03
BR112014013484A8 (pt) 2017-06-13
CO7030945A2 (es) 2014-08-21
US20140332324A1 (en) 2014-11-13
US9919899B2 (en) 2018-03-20
ES2542415T3 (es) 2015-08-05
PL2788271T3 (pl) 2015-08-31

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