EP2794454B1 - Agencement pour ascenseur - Google Patents

Agencement pour ascenseur Download PDF

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Publication number
EP2794454B1
EP2794454B1 EP12794705.9A EP12794705A EP2794454B1 EP 2794454 B1 EP2794454 B1 EP 2794454B1 EP 12794705 A EP12794705 A EP 12794705A EP 2794454 B1 EP2794454 B1 EP 2794454B1
Authority
EP
European Patent Office
Prior art keywords
guide
sliding
arrangement
arrangement according
braking
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
EP12794705.9A
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German (de)
English (en)
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EP2794454A1 (fr
Inventor
Hans Kocher
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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Filing date
Publication date
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Priority to EP12794705.9A priority Critical patent/EP2794454B1/fr
Publication of EP2794454A1 publication Critical patent/EP2794454A1/fr
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Publication of EP2794454B1 publication Critical patent/EP2794454B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B7/00—Other common features of elevators
    • B66B7/02—Guideways; Guides
    • B66B7/04—Riding means, e.g. Shoes, Rollers, between car and guiding means, e.g. rails, ropes
    • B66B7/041—Riding means, e.g. Shoes, Rollers, between car and guiding means, e.g. rails, ropes including active attenuation system for shocks, vibrations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B17/00—Hoistway equipment
    • B66B17/34—Safe lift clips; Keps

Definitions

  • the invention relates to an arrangement for a lift according to the preamble of claim 1.
  • a damper unit for reducing vertical vibrations of the elevator car in standstill phases for example, from EP 1 424 302 A1 known.
  • an elevator car with a damper unit is shown, which acts on one of the two opposite guide surfaces of the guide rail with a pressing force.
  • To activate the damper unit during a cabin standstill it is mechanically coupled to a door opening unit of the cabin.
  • a brake element located at a free end of a lever arm is simultaneously pressed against the guide rail. Because of the complicated lever and gear mechanism, however, this solution is expensive and prone to failure.
  • Another disadvantage is that results from the unilaterally initiated braking force unfavorable distribution of forces on the cabin and on the guide rail.
  • the arrangement may comprise a sliding guide shoe, which is movable along a guide rail extending in a running direction.
  • the guide rails have mutually opposite guide surfaces and a front guide surface connecting the two guide surfaces.
  • the arrangement also optimally reduces unwanted vertical oscillations of the elevator car during standstill, which are caused by load changes. Due to the integration of the damper unit to reduce the vertical vibrations of the cabin in Gleitersschuh no separate damper units are required. Another advantage results from the considerable weight savings. Finally, with the arrangement it is easily possible to retrofit existing systems with little effort.
  • the common structural unit can be formed in a first embodiment by the damper unit and the guide shoe are attached to a common carrier.
  • the two components may be secured to the carrier using fasteners known to those skilled in the art. Possible fasteners are screw, rivet or form-locking connections. Conceivable, however, are other types of connection such as welding, soldering or gluing.
  • the individual components can be attached to the carrier with the same or different types of connection.
  • the carrier may comprise a fastening arrangement, for example a threaded hole or a through hole for receiving screws, via which by means of fastening means in the form of, for example, screws of the carrier to the cabin and in particular is attached to a cabin frame part of the cabin or fastened.
  • the support may be designed, for example, as a metal plate or plate-shaped surface portions which preferably connect at right angles to each other.
  • the damper unit may be integrated in a guide shoe, wherein for integration at least a portion of one of the sliding surfaces of the Gleitmentsschuhs is configured such that at least over the sliding surface portion of a pressing force on the guide rail can be applied.
  • the mentioned subregion thus forms a damping region, which is acted upon slidingly by a guide surface of the guide rail during the car ride and the stoppage phases for the vibration damping is pressed against the guide surface.
  • the sliding surface partial region can be designed in such a way that it can be guided slidingly along the respective guide surface during a cabin ride in a rest position.
  • this sliding surface partial region can have a region which forms a sliding surface in a rest position or is part of the sliding surface.
  • the sliding surface portion for generating the pressing force for the vibration damping inwardly may be deformable.
  • the sliding surface is locally deformed in an activated position.
  • the sliding surface may lie together with the damping region in the rest position on a common plane, while in the active position, the sliding surface may be curved in the damping region. Theoretically, however, it would even be conceivable to transfer this active mechanism to a brake unit.
  • the sliding surface can be formed by a sliding lining, which is supported on a resilient and preferably made of spring steel supporting wall.
  • the support wall may be deformable in the form of a curvature inwardly under the action of engaging means, for example in the form of rams or eccentric bodies or discs inwardly, the support wall automatically resumes its original shape after removal of the action of the engaging means.
  • the sliding coating can be formed for example by a flat plastic component. However, it can be advantageous if the sliding lining is part of a cross-sectionally approximately U-shaped one-piece or multi-part sliding element.
  • the support wall could be part of a support structure which is configured in cross section as a U-shaped profile. The support structure can be used together with the sliding element in the guide channel of the guide shoe housing be. It would be conceivable even an embodiment without supporting wall. In this case, the attacking means would be directly in operative connection with the sliding coating.
  • the engagement means for deforming the sliding surface for generating the pressing force for the vibration damping can have a preferably disc-shaped eccentric body, which defines a rest position or an active position depending on the rotational position.
  • damping region of the damping region may be separated in an alternative embodiment of the sliding surface.
  • a sliding surface of the sliding guide shoe associated with a guide surface of the guide rail at least one damping region can be arranged which can be pressed against the guide surface with the aid of an activatable actuating device.
  • damper unit With such integrated in the guide shoe damper unit can be efficiently and with a comparatively low pressing force sufficient for the comfort of the passengers and for plant safety vibration damping in standstill phases reach.
  • the abovementioned partial area or the damping area can be formed, for example, by a surface which is arranged set back in relation to the adjacent sliding surface and thus is not acted upon by the guide surface during the car travel.
  • the actuating device can be activated and the damping region pressed against the guide surface of the guide rail or pressed according to a control command transmitted by a control device.
  • a control device By means of this braking action, vertical vibrations can be reduced simply and efficiently to a sufficient extent or, if required, even completely or at least virtually prevented.
  • a separate sliding surface damping area is arranged, which can be pressed against the guide surface of the guide rail to reduce the vertical vibrations of the elevator car during a standstill with the aid of an activatable by means of an actuator unit, for example is. It may be particularly advantageous if the sliding surface adjacent damping area directly or at a distance of less than 300mm, preferably less than 150mm and especially preferably less than 100 mm from the edge of the sliding surface is arranged.
  • a particularly compact design can be created by the adjusting device of the damper unit is by attachment to the common carrier part of the assembly.
  • the arrangement has an activatable by means of a control unit actuator unit, wherein the actuator unit is fixed to the carrier.
  • the actuator unit may comprise an electric motor.
  • the electric motor can be designed, for example, as a stepping motor with which the desired pressing force for reducing the vertical vibrations of the cabin can be adjusted with high precision.
  • the Gleiterssschuh can have at least one guide channel with opposite sliding surfaces.
  • at least one of the opposite sliding surfaces having the aforementioned damping region, which can be pressed against the guide surface.
  • the guide channel may extend in the direction of travel and comprise the guide rail.
  • the arrangement for forming the damping region comprises a recess or an interruption in the sliding surface in which a braking surface is arranged.
  • the braking surface is formed by a separate component.
  • the braking surface may be arranged in the sliding surface in such a way that the braking surface is surrounded by a sliding surface or is arranged next to it.
  • the arrangement may have, on at least one side facing a guide surface of the guide rail, a braking surface, to which a sliding surface section adjoins at least one and preferably on both sides with respect to the running direction.
  • the respective sliding surface can therefore consist of two sliding surface sections, which are interrupted by a braking surface or separated from each other by the braking surface.
  • the braking surface is positioned in a rest position preferably set back by at least a minimum distance or distance from the sliding surface.
  • the braking surface in the rest position is positioned at a distance of at least 0.5 mm and preferably at least 1 mm from the sliding surface.
  • the braking surface may have a surface with a higher coefficient of friction compared to the sliding surface. Further, it may be advantageous if the sliding surface and the braking surface are based on different materials.
  • a sliding element forming the sliding surface can consist, for example, of PTFE or UHMW-PE or of another plastic with a low coefficient of friction.
  • the braking surface may be, for example, a metallic surface.
  • the braking surface - as the adjacent sliding surfaces - also consist of a plastic material. Good damping results can be achieved if the braking surface has a coefficient of friction which is at least twice, preferably at least three times and particularly preferably at least four times as great as that of the sliding surface.
  • the arrangement on one side (with respect to the guide channel or the guide rail) of the Gleitmentsschuhs have a damping region with an actively pressed against the guide surface braking surface.
  • it can have a second damping region formed, for example, by a braking surface, which can be actively or passively pressed against the opposite guide surface.
  • An advantageous arrangement may have on one side of the Gleit Resultssschuhs a passive braking surface, which is configured stationary with respect to the Gleit Operationssschuh.
  • the arrangement may further comprise on the other side of the Gleit Resultssschuhs an activatable braking surface, which is fully or partially movable in the direction of the respective guide surface of the guide rail after activation via the adjusting device.
  • the arrangement may comprise a braking surface having a braking element, the transversely and preferably at right angles to the direction displaced in a guide housing is stored.
  • the guide shoe housing may further be used in cross-section U-shaped sliding element.
  • the sliding element may be formed as a one-piece component forming a U-profile.
  • At least one brake element of the arrangement can be designed as an activatable by means of the actuator brake pad.
  • the brake pad may have a substantially cuboidal shape at least with respect to its contour.
  • the arrangement may further comprise on at least one side of a guide shoe housing facing a guide rail a cavity which is complementary to the brake pad and in which the brake pad is slidably received.
  • the brake pad may have a bearing opening, for example in the form of a bore, in which an eccentrically mounted in the guide shoe housing rotatably mounted eccentric body or in which a rotatably mounted in the guide shoe housing control body.
  • Eccentric body or control body can be connected directly or via a gear for driving the rotational movement with an electric motor as an actuator.
  • the eccentric mechanism allows a precise and at the same time simple loading of the braking surface with a pressing force with high power transmission to reduce the vertical vibrations of the elevator car in standstill phases, whereby small actuators (for example electric motor) can be used.
  • small actuators for example electric motor
  • a holding jaws preferably provided with a braking surface can be arranged as a passive brake element in the sliding guide shoe.
  • the guide rail is clamped between the brake pad and holding jaws.
  • the holding jaws thus forms a kind of abutment on which the guide rail can be supported.
  • the holding jaws can be firmly connected to the carrier. It may be particularly advantageous if the Gleit Resultssschuh has a brake pad opposite sliding surface and when the braking surface of the holding jaw is positioned in a rest position, preferably offset by at least a minimum distance from the adjacent sliding surface.
  • An alternative embodiment relates to an arrangement in which two braking elements each having a braking surface are provided, which are movable simultaneously with a common setting device.
  • the brake elements may preferably be fixedly connected to each other and about a (preferably symmetrically with respect to the sliding surfaces and / or braking surfaces arranged) axis of rotation from a rest position to an active position for applying the pressing force for the vibration damping are pivotable.
  • the two brake elements can be configured monolithically or integrally by means of fastening means.
  • the invention may further be directed to an elevator having a cab guided along guide rails, the cab having at least one arrangement in the manner previously described. It may be particularly advantageous if the cabin has at least one such arrangement and a conventional guide shoe.
  • the cabin can have a guide shoe having a damping function for reducing the vertical vibrations of the cabin and a guide shoe without such a damping function.
  • FIG. 1 shows an elevator with a cab 2 movable up and down for the transport of persons or goods.
  • a support means for moving the car 2 are exemplary configured as a belt or ropes support means 32.
  • the elevator system 2 in the vertical direction z extending guide rails 3 on.
  • the guide rail 3 has three planar guide surfaces extending in the z-direction.
  • sliding guide modules 1 and 40 are arranged, which slide in the cabin ride with little play along the guide surfaces of the guide rails 3.
  • the upper module 40 is a conventional sliding shoe.
  • an arrangement 1 is designated, which serves on the one hand for sliding guidance of the cabin along the guide rails.
  • the arrangement 1 is equipped with an additional function.
  • a damper unit (not shown here) is integrated in the arrangement 1, which damper unit can be actuated via a control device 33.
  • the control device 33 sends, for example, as soon as the car stops or when the car door opens, a control command to the arrangement 1 for activating the damper unit. The activation is usually maintained until the doors are closed again and thus no significant load changes are possible.
  • the damper unit 4 and the guide shoe 5 are attached to a common carrier 22 and one thus form a very advantageous structural unit.
  • the carrier 22 is attached to the car 2 (in particular to a cabin frame part of the car).
  • the assembly 1 includes a sliding guide shoe 4 for guiding the car 2 along the guide rail 3.
  • the sliding guide shoe 4 has evidently a guide channel which comprises the guide rail.
  • the guide rail 3 is designed as a T-shaped profile and has a rail foot 30 attached to a shaft wall 21 and a rail web 31.
  • the rail web 31 has two mutually opposite guide surfaces 11 and an end-side guide surface 13.
  • the Gleit Resultssschuh 4 comprises a complementary to the rail web 31 designed and sliding surfaces 14, 15, 16 having guide channel.
  • brake elements 7, 8 of a damper unit 5 are arranged on both sides.
  • the brake elements 7 and 8 have the guide surfaces 11 facing braking surfaces 18th Die in
  • the sliding surfaces 14 arranged braking surfaces 18 form damping regions which can be pressed against the guide surfaces 14 to reduce the vertical vibrations of the car 2 in standstill phases by means of an activatable (not shown here) actuating device.
  • the braking surfaces 18 are positioned in the rest position relative to the adjacent sliding surfaces 14 set back.
  • the plunger-type brake elements 7, 8 are moved against the guide rail 3 and pressed against them (the respective directions of movement are indicated by the arrows e and e ').
  • the movement of the brake elements 7, 8 is preferably carried out simultaneously.
  • the arrangement 1 with the Gleit Resultssschuh 4 and with the damper unit 5 for reducing vertical vibrations of the elevator car during a standstill caused by load changes evidently forms a structural unit.
  • Such a compact arrangement 1 is particularly superior in terms of cost, space and weight over the previously known systems.
  • FIG. 3 shows an arrangement in which the two brake elements 7, 8 are in a rest position in which they do not act on the guide rail 3.
  • the respective brake elements 7 and 8 are mounted displaceably in the guide shoe housing 10 approximately at right angles to the running direction z and can be displaced in the x direction.
  • the sliding surface in which the braking surface 18 is arranged approximately centrally, is constructed like a segment.
  • the left sliding surface 14 associated with the guide surface 11 of the guide rail 3 accordingly consists of a first and a second sliding surface section 14 'and 14 ".
  • the sliding surface 16 associated with the guide surface 12 consists of the similarly designed sliding surface sections 16' and 16".
  • the distance by which the braking surfaces 18 are offset from the sliding surfaces in the rest position to the outside or back, is designated by a.
  • the distance a is about 1 mm.
  • a minimum distance a of at least 0.5 mm is advantageous.
  • the brake elements 7 are in an activated position in which the brake elements 7, 8 are pressed against the guide rail 3.
  • the respective pressing forces are indicated by the arrows P and P '. Due to the pressing action, vertical vibrations can be considerably reduced without the use of large pressing forces. For sufficient vibration damping, pressing forces of only 500 to 1000 N are required.
  • the braking surfaces 18 are made of a different material than the adjacent sliding surfaces 14 ', 14 "and 16', 16".
  • the braking surfaces 18 may be an integral part of the brake elements 7 and monolithically connected thereto and therefore consist of the same material as the brake elements 7.
  • the braking surface 18 has, for example, a coefficient of friction ⁇ of between 0.2 and 0.3.
  • the sliding surfaces 14 and 16 have a coefficient of friction ⁇ of between 0.05 and 0.1.
  • FIG. 5 shows a further variant of the inventive arrangement 1, wherein, however, in FIG. 5 only one half of the arrangement is shown.
  • the arrangement has on each side a one-piece sliding surface 14, which is formed by a thin, flat component 26.
  • the hereinafter referred to as a support wall member 26 is attached to the edge of a guide shoe housing 10.
  • a displaceable in the e-direction plunger 24 is arranged, which pushes the support wall 26 approximately centrally inward in a movement in the e-direction.
  • the so curved support wall 26 is indicated by the dashed lines.
  • the region of the supporting wall acted upon by the plunger 24 thus represents a special damping region (sliding surface partial region) for reducing vertical vibrations of the elevator cage during a standstill, which is designated by 29.
  • FIGS. 6 and 7 show a Gleit arrangementsschuh 4 with integrated damper unit 5.
  • the arrangement comprises a guide shoe housing 10 with a extending in the direction of the receiving channel in which a U-shaped in cross-section slider 35 is inserted.
  • the sliding element 35 forms the sliding surfaces 14, 15 and 16 associated with the guide surfaces of the guide rail (not shown here).
  • the sliding surface designated 16, which is assigned to the frontal guide surface serves - in distinction to the regions lying opposite one another with the plane-parallel sliding surfaces 14 and 16 - exclusively for sliding guidance.
  • the carrier 22, on which the guide shoe 4 is fastened together with the damper unit 5, is designed as a steel plate.
  • the side wall of the sliding member 35 with the sliding surface 14 is supported on a support wall 26 made of spring steel.
  • the support wall 26 is in turn laterally supported on the channel side wall 39, wherein the channel side wall 39 is interrupted in, so that the support wall is exposed outside.
  • the eccentric disc 25 can act on the support wall 26, whereby the support wall is deformed inwardly under the action of the eccentric disc.
  • the in the active position together with the support wall 26 inwardly deformed (in FIG. 7 left) side of the sliding member 35 presses against the guide rail and thus causes a sufficient reduction of the disturbing vertical vibrations of the cabin.
  • the resilient support wall 26 automatically resumes its original shape after removal of the action.
  • the sliding element 35 is made of PTFE or UHMW-PE, for example.
  • the sliding element 35 is presently designed as a preferably one-piece and monolithic component. Conceivable, however, would be a multi-part design. Thus, three sliding elements could alternatively be used in the sliding guide shoe, wherein each sliding element would each form a sliding surface.
  • the sliding member 35 is supported on the sliding surface 16 associated side over the entire side surface of the guide shoe housing 10.
  • On the opposite side of the receiving channel forming side wall is interrupted, so that a central wall portion of the support member 36 is exposed.
  • an eccentric disc 25 which is rotatably mounted in the guide shoe housing 10 via an adjusting device 6 from a rest position to an active position.
  • the adjusting device includes a connected to the eccentric disc 25 lever arm 34 which can be moved via a motor-driven cable.
  • the motor 23 for driving the adjusting device 6 is - as the guide shoe 4 - fixed to the support or console 22.
  • FIG. 6 are the eccentric 25 in a rest position in which the cylindrical surface of the eccentric disc 25, the support wall 26 is not acted upon or contacted only without pressure.
  • the drive unit 23 is designed as an electric motor, with stepper motors being used for precise control of the damper unit; For example, DC motors are particularly advantageous or AC motors.
  • the motor-operated actuator contains, by way of example, a cable drum 46 with which the eccentric can be rotated by means of a lever arm in a pivoting movement.
  • the electric motor 23 thus builds up a pressing force and the coupled to the motor actuator 6 acts against a supported in the guide shoe housing 10 L predominantlyfeder 5.
  • the air spring 37 thus causes a restoring force, whereby after deactivation of the electric motor 23, the eccentric disk 25 is automatically resumed the rest position.
  • the electric motor could of course also be arranged coaxially to the eccentric axis of the eccentric disc 25, wherein the motor axis could be connected directly or for example via a reduction gear with the eccentric disc.
  • the electric motor could move the eccentric body 25 indirectly, for example via a toggle lever, to thereby achieve a non-linear translation.
  • the damping region for reducing the vertical vibrations of the car is formed by the sliding surfaces themselves
  • the damping ranges specified by separate, provided with braking surfaces elements are in the embodiment according to the FIGS. 8 and 9 the damping ranges specified by separate, provided with braking surfaces elements.
  • the opposing sliding surfaces 14 and 16 each have a recess 28, in the braking surfaces 18, 19 are arranged, each forming the damping regions.
  • the braking surfaces 18 and 19 can be moved via an adjusting device 6 in the x direction back and forth.
  • On both sides of the sliding guide shoe 4 are thus damping areas with an actively pressed against the guide surface of the guide rail braking surfaces 18, 19.
  • the guide shoe housing 10 is fixedly connected to the carrier 22.
  • the provided with the braking surfaces 18, 19 brake elements 7, 8 are pivotable about the axis A by means of a lever assembly 38.
  • the rotation of the lever assembly 38 about the axis of rotation A causes ( Fig. 8 ) that an acting on the guide rail force pair is constructed with opposite effective direction.
  • the horizontal state in the installed state axis A is symmetrical between the sliding surfaces 14 and 16.
  • the braking surfaces 18 and 19 are slightly inwardly in front of the adjacent sliding surfaces 14 and 16 in the active position, thus causing the pressing of the guide rail to reduce the unwanted vertical vibrations of the elevator car.
  • the rectangular braking surfaces have a higher coefficient of friction than the sliding surfaces.
  • the braking surfaces 18 and 19 are arranged offset with respect to the running direction z.
  • the lever arrangement 38 can be moved in such a way that there is a minimal clearance to the guide surfaces of the guide rail in the rest position.
  • the clearance can be adjusted by means of a vent screw 47.
  • the spring 37 builds up the pressing force and the actuator 23, the damper unit 5 airs.
  • the rotational movement of the electric motor 23 is converted in the present embodiment using a cable drum 46 in a linear movement and takes place without self-locking.
  • a cable drum 46 in a linear movement and takes place without self-locking.
  • alternative control devices are conceivable. In question, for example, spindle, eccentric or connecting rod with crank.
  • FIG. 10 shows that the lever assembly 38 is designed as a one-piece, monolithic component made of metal, to which the brake elements 7, 8 is formed.
  • the pivot axis A is arranged centrally between the two brake elements 7 and 8.
  • the carrier 22 for holding the Gleitmentsschuhs 4 and driven by the electric motor 23 damper unit for reducing the vertical vibrations is designed as a one-piece angle profile with perpendicular to each other adjacent plate-shaped surface portions, wherein the surface portions are back connected by a support structure rigidly together.
  • a fastening arrangement not shown here, the support 22 is fastened to a cabin by means of fastening means, such as screws.
  • FIG. 12 shows a rear view of the arrangement without console.
  • This illustration illustrates in particular the rotatable mounting of the lever arrangement about the axis A in the guide shoe housing 10
  • FIG. 12 two through holes 41 can be seen, are inserted into the screws for attaching the guide shoe housing to the console.
  • a mounting portion of the drive unit is referred to, which is receivable in a complementary recess in the console.
  • the designed as an electric motor 23 actuator unit is obviously attached to the carrier 22.
  • the arrangement 1 has on one side a brake element 7, which is displaceably mounted in the guide shoe housing 10 in a cavity in the x-direction.
  • the brake element 7 has a braking surface 18 in the region of an inner side facing the guide rail.
  • the guide channel is interrupted in the region of the mutually opposite guide surfaces.
  • Adjusting device comprises an eccentric body 45, which is fixed in a rotationally fixed manner on a driving axle stub 43 of the motor 23.
  • the actuator unit configured as an electric motor 23 is fastened to the carrier 22.
  • the disc-shaped eccentric body 45 is accommodated eccentrically mounted rotatably in a bearing opening 44 Eccentric body 45 cooperates with the bearing opening 44 in such a way that the brake pad can be moved back and forth in the x-direction when rotating the eccentric disk 45.
  • the brake element 7 To create the active position, the brake element 7 must be displaced in the direction of the arrow e from the rest position shown in FIG
  • the axis of rotation of the engine is denoted by R.
  • Z denotes the central axis for the eccentric body 45.
  • the axially parallel axes R and Z extend in the installed state (ie when assembly is mounted on the cabin and the guide rail comprises) in the horizontal direction indicated by the arrow y of the Cartesian coordinate system shown here.
  • the brake element 7 is designed here as a monolithic brake pad. Since the brake pad is preferably made of metallic materials (eg steel), therefore, the braking surface 18 has a metallic surface. To increase the braking efficiency, it would also be conceivable to coat the brake pad in the region of the side 18 with a brake pad or to attach such. Good damping results can be achieved if the braking surface 18 has a coefficient of friction which is at least twice as large as that of the sliding surface 16. Opposite the brake pad 7 is provided with a braking surface 20 holding jaws 9 is arranged as a passive braking element. The arrangement 1 thus has on one side a damping region with an actively against the pressed against a guide surface of a guide rail braking surface 18.
  • the braking surface 18 of the holding jaw 7 is in the in FIG. 13 shown rest position relative to the adjacent sliding surface offset back positioned.
  • This sliding surface is composed of the sliding surface sections 16 'and 16 "adjoining the braking surface 18 laterally, and the same applies to the opposite side.
  • the braking surface consisting of the sections 20' and 20" is positioned offset from the sliding surface 14.
  • the holding jaws 7 is firmly connected to the carrier 22.
  • the holding jaws 7 and thus also the braking surface 20 are thus arranged comparatively rigidly in the arrangement, while the adjacent sliding surface portions 14 'and 14 "of the sliding surface 14 can yield and so a braking frictional contact between the braking surface 20 and the associated guide surface of the guide rail is made possible. like from the FIGS. 15 and 16 can be achieved - can be achieved by additional elements 50, which can be compressed when creating the active position.
  • FIG. 14 is a view of the arrangement 1 shown in the z-direction. Visible from this is the electric motor 23 with its drive axis R. The axis of rotation R and the eccentric to Z parallel Z axis extending evidently perpendicular to the end-side guide surface 15.
  • the carrier 22 consists essentially of three planar surface portions, each perpendicular to each other , On a surface portion of the carrier 22 is provided for attaching the assembly 1 to the elevator car (esp. To a frame of the elevator car) designated 49 bore. A mounting screw received in the borehole 49 (but not shown here) forms an axis of rotation for a kind of floating mounting of the arrangement 1 in the elevator. Tests have shown that thanks to the mounting arrangement via the bore 49, a reliably functioning arrangement is provided.
  • FIGS. 15 and 16 show the arrangement in the two operating positions.
  • the braking surfaces 18 and 20 are set back relative to the adjacent sliding surfaces and each form an air gap.
  • the sliding surfaces for the guide surface 11 by elements of an elastic material are given.
  • the motor is activated.
  • the preferably connected via a gear with the motor stub axle 43 then undergoes a 180 ° rotation about the R-axis, whereby the brake element is displaced against the guide surface 12.
  • the thus shifted brake element is in FIG. 16 shown.
  • the brake element 7 has a non-circular bearing opening 44 cooperating with the cylindrical circumference of the eccentric body.
  • the elastic elements 50 are compressed on the opposite side and the braking surface 20 against which the guide surface 11 is pressed.
  • the braking element 7 could also be moved by means of a linear drive, a lever mechanism or even using hydraulic or pneumatic means.
  • FIGS. 3 and 4 are the respective braking surfaces between two sliding surface sections and thus overall in each case in a sliding surface.
  • the damping range is also in the sliding surface, in which case the damping area is part of the sliding surface, for which reason the term sliding surface partial area was therefore used. How out FIG. 17 however, it should be understood that the damping area for reducing the vertical vibrations of the elevator car during a standstill need not necessarily be located in the sliding surfaces.

Landscapes

  • Cage And Drive Apparatuses For Elevators (AREA)
  • Braking Arrangements (AREA)
  • Lift-Guide Devices, And Elevator Ropes And Cables (AREA)

Claims (11)

  1. Dispositif pour un ascenseur avec un coulisseau (4), mobile le long d'un guide (3), pour guider une cabine d'ascenseur (2), et avec une unité formant amortisseur (5) pour réduire les vibrations verticales de la cabine d'ascenseur pendant un arrêt, caractérisé en ce que l'unité formant amortisseur (5) et le coulisseau (4) forment une unité de construction.
  2. Dispositif selon la revendication 1, caractérisé en ce que l'unité formant amortisseur (5) et le coulisseau (4) sont fixés à un support commun (22).
  3. Dispositif selon la revendication 1 ou 2, caractérisé en ce que le support (22) comporte un dispositif de fixation (49) par l'intermédiaire duquel ledit support (22) est fixé ou apte à être fixé à l'aide de moyens de fixation à la cabine (2) et en particulier à un élément de châssis de la cabine.
  4. Dispositif selon l'une des revendications 1 à 3, caractérisé en ce que l'unité formant amortisseur (5) est intégrée dans le coulisseau (4), étant précisé que pour l'intégration, au moins une zone partielle de l'une des surfaces de coulissement (14) du coulisseau (4) est conçue de telle sorte qu'au moins par l'intermédiaire de la zone partielle de surface de coulissement (29) une force de pression puisse être appliquée sur le guide (3).
  5. Dispositif selon l'une des revendications 1 à 3, caractérisé en ce que l'unité formant amortisseur (5) est intégrée dans le coulisseau (4), étant précisé que pour l'intégration, il est prévu dans une surface de coulissement (14, 16) du coulisseau (4) associée à une surface de guidage (11, 12) du guide (3) au moins une zone d'amortissement (18, 19), séparée de la surface de coulissement, qui est apte à être pressée à l'aide d'un dispositif de manoeuvre (6) contre la surface de guidage (11, 12).
  6. Dispositif selon l'une des revendications 1 à 3, caractérisé en ce qu'il est prévu, près d'une surface de coulissement (14, 16) du coulisseau (4), une zone d'amortissement (18), séparée de la surface de coulissement, qui, pour réduire les vibrations verticales de la cabine d'ascenseur pendant un arrêt, est apte à être pressée contre une surface de guidage (11, 12) du guide (3) à l'aide d'un dispositif de manoeuvre (6) apte à être activé à l'aide d'une unité formant actionneur (23).
  7. Dispositif selon la revendication 6, caractérisé en ce qu'une zone d'amortissement (18) voisine de la surface de coulissement (14, 16) est disposée directement contre celle-ci ou à une distance de moins de 300 mm, de préférence de moins de 150 mm et plus spécialement de moins de 100 mm.
  8. Dispositif selon l'une des revendications 1 à 7, caractérisé en ce que le dispositif de manoeuvre (6) de l'unité formant amortisseur (5), en étant fixé au support commun (22), est un élément constitutif de l'unité de construction.
  9. Dispositif selon l'une des revendications 1 à 8, caractérisé en ce qu'il dispose d'une unité formant actionneur (23), apte à être commandée à l'aide d'une unité de commande (33), pour activer l'unité formant amortisseur (5), étant précisé que l'unité formant actionneur (23) est fixée au support (22).
  10. Dispositif selon l'une des revendications 1 à 9, caractérisé en ce qu'il comprend une unité formant actionneur pour activer l'unité formant amortisseur (5) avec un moteur électrique (23).
  11. Ascenseur avec au moins un dispositif selon l'une des revendications 1 à 10.
EP12794705.9A 2011-12-19 2012-11-29 Agencement pour ascenseur Active EP2794454B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP12794705.9A EP2794454B1 (fr) 2011-12-19 2012-11-29 Agencement pour ascenseur

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP11194302.3A EP2607288A1 (fr) 2011-12-19 2011-12-19 Agencement pour ascenseur
PCT/EP2012/073952 WO2013092159A1 (fr) 2011-12-19 2012-11-29 Système pour un ascenseur
EP12794705.9A EP2794454B1 (fr) 2011-12-19 2012-11-29 Agencement pour ascenseur

Publications (2)

Publication Number Publication Date
EP2794454A1 EP2794454A1 (fr) 2014-10-29
EP2794454B1 true EP2794454B1 (fr) 2015-09-30

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EP11194302.3A Withdrawn EP2607288A1 (fr) 2011-12-19 2011-12-19 Agencement pour ascenseur
EP12794705.9A Active EP2794454B1 (fr) 2011-12-19 2012-11-29 Agencement pour ascenseur

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EP11194302.3A Withdrawn EP2607288A1 (fr) 2011-12-19 2011-12-19 Agencement pour ascenseur

Country Status (11)

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US (1) US20140339025A1 (fr)
EP (2) EP2607288A1 (fr)
KR (1) KR20140106700A (fr)
CN (1) CN103998364B (fr)
AU (1) AU2012358572B2 (fr)
BR (1) BR112014014345B1 (fr)
CA (1) CA2856780A1 (fr)
ES (1) ES2557982T3 (fr)
IN (1) IN2014CN04438A (fr)
MX (1) MX343943B (fr)
WO (1) WO2013092159A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107098286B (zh) 2016-02-22 2021-05-11 奥的斯电梯公司 电梯制动器和电梯制动器的减震垫更换方法
CN108285081B (zh) 2017-01-10 2021-08-03 奥的斯电梯公司 升降机轿厢的稳定装置及其控制方法、升降机系统
KR102007089B1 (ko) * 2017-10-31 2019-08-02 현대엘리베이터주식회사 엘리베이터의 저층부 탑승 시 종진동 저감장치
WO2019197703A1 (fr) * 2018-04-09 2019-10-17 Kone Corporation Ascenseur doté d'un agencement de frein à rail
CN108529410B (zh) * 2018-07-10 2019-12-13 上海应用技术大学 防滑夹紧装置
CN112758798A (zh) * 2019-11-06 2021-05-07 奥的斯电梯公司 升降机轿厢的稳定装置和升降机系统
WO2021198092A1 (fr) * 2020-03-31 2021-10-07 Inventio Ag Patin de guidage coulissant pour ascenseur
US11834300B2 (en) * 2021-08-10 2023-12-05 Tk Elevator Innovation And Operations Gmbh Stabilizing assemblies and methods of use thereof

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2003008319A1 (fr) 2001-07-16 2003-01-30 Mitsubishi Denki Kabushiki Kaisha Dispositif ascenseur
JP2004123331A (ja) * 2002-10-03 2004-04-22 Hitachi Building Systems Co Ltd エレベータのガイド装置
JP2005001800A (ja) * 2003-06-11 2005-01-06 Toshiba Elevator Co Ltd エレベータ装置
JP4410248B2 (ja) * 2004-03-15 2010-02-03 三菱電機株式会社 エレベータの制動装置
SG138531A1 (en) * 2006-06-19 2008-01-28 Inventio Ag Method of checking lift braking equipment, a method for placing a lift installation in operation and equipment for carrying out placing in operation
CN101622185B (zh) * 2007-01-05 2014-07-16 因温特奥股份公司 电梯轿厢以及用于保持和制动电梯轿厢的方法
JP5341204B2 (ja) * 2008-12-05 2013-11-13 オーチス エレベータ カンパニー 振動ダンパを用いたエレベータかごの位置決め
ES2626307T3 (es) * 2010-12-22 2017-07-24 Otis Elevator Company Amortiguador de fricción para reducir el movimiento de la cabina de un ascensor

Also Published As

Publication number Publication date
EP2607288A1 (fr) 2013-06-26
KR20140106700A (ko) 2014-09-03
CA2856780A1 (fr) 2013-06-27
IN2014CN04438A (fr) 2015-09-04
ES2557982T3 (es) 2016-02-01
MX343943B (es) 2016-11-30
AU2012358572A1 (en) 2014-07-03
AU2012358572B2 (en) 2017-08-31
CN103998364A (zh) 2014-08-20
BR112014014345B1 (pt) 2021-05-04
BR112014014345A2 (pt) 2017-06-13
EP2794454A1 (fr) 2014-10-29
MX2014007288A (es) 2014-07-30
US20140339025A1 (en) 2014-11-20
WO2013092159A1 (fr) 2013-06-27
CN103998364B (zh) 2017-03-22

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