EP2828188B1 - Fangvorrichtung in einer aufzugsanlage - Google Patents

Fangvorrichtung in einer aufzugsanlage Download PDF

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Publication number
EP2828188B1
EP2828188B1 EP13708161.8A EP13708161A EP2828188B1 EP 2828188 B1 EP2828188 B1 EP 2828188B1 EP 13708161 A EP13708161 A EP 13708161A EP 2828188 B1 EP2828188 B1 EP 2828188B1
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EP
European Patent Office
Prior art keywords
guide rail
cam
cam disc
activating
brake device
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
EP13708161.8A
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German (de)
English (en)
French (fr)
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EP2828188A1 (de
Inventor
Faruk Osmanbasic
Miriam HEINI
Quirin KOLLROS
Simon BARMETTLER
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Inventio AG
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Inventio AG
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Publication date
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Priority to PL13708161T priority Critical patent/PL2828188T3/pl
Priority to EP13708161.8A priority patent/EP2828188B1/de
Publication of EP2828188A1 publication Critical patent/EP2828188A1/de
Application granted granted Critical
Publication of EP2828188B1 publication Critical patent/EP2828188B1/de
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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces
    • B66B5/20—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces by means of rotatable eccentrically-mounted members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures

Definitions

  • the present invention relates to an elevator installation, in which at least one safety system is provided against uncontrolled vertical movements of a load-receiving means or a counterweight of the elevator installation.
  • the safety system comprises at least one safety gear with a braking device, which can be brought into an activated, braking and a deactivated, non-braking state, wherein the safety device in the activated state, the load-receiving means frictionally connects to a guide rail.
  • the non-braking state of the braking device is also referred to as the normal operating state.
  • the safety system comprises at least one activation mechanism activating the brake device.
  • a limiter rope is used, which is guided in the upper region of the hoistway around the sheave of a speed limiter and in the lower part around a Umlenkseilario, one of the extending between these sheaves strands of the governor rope is coupled to an activation mechanism of the safety gear on the load receiving means.
  • the movements of the load receiving means or the counterweight are thereby transmitted via the governor rope on the pulley of the speed limiter, so that during a movement of the load receiving means or the counterweight, this sheave performs a rotational movement whose rotational speed is proportional to the travel speed of the load receiving means.
  • the overspeed governor works by blocking the pulley of the overspeed governor or by activating a rope brake on the overspeed governor if an inadmissible high speed of the load handler or counterweight occurs.
  • the limiter rope and thus the strand of the limiter rope which moves synchronously with the load suspension means or with the counterweight are stopped.
  • the stationary governor rope activates the activation mechanism of the still moving load-carrying means or the counterweight mounted safety gear and the load-receiving means is brought to a standstill.
  • load-carrying means is to be understood below to mean both load-bearing means, such as elevator cars, and counterweights.
  • JP 2000 31261 Another safety device for a driving body is disclosed.
  • the safety device is actuated by a torque detecting device when a force acting on a brake drum torque exceeds a predetermined value.
  • the publication font EP 1 902 993 A1 discloses a safety gear with a locking roller in a pivotable guide device. To catch the elevator car, the locking roller is pressed by pivoting the guide device against a guide rail and clamped or wedged due to the relative movement between the guide rail and guide means between a respect to the guide rail inclined track of the guide means and the guide rail.
  • To activate the safety gear is an electromagnet, which allows a disrupted power supply, a spring-driven movement of the guide means, whereby the locking roller is pressed against the guide rail.
  • the object of the present invention is to provide a safety gear which is optimized in its activation, but if necessary also in their reset function. In particular, it should be achieved that the least possible expenditure of force or expenditure of energy is required to activate the safety gear.
  • the solution of the task consists essentially of a mounted on the load receiving device catching means comprising a cooperating with a guide rail of the load receiving means braking device, which braking device includes a rotatable about a cam axle cam, wherein the safety gear comprises an electrically controlled activation mechanism to activate the safety gear the Turning cam about an activation rotation angle and wherein the cam is designed so that it comes into contact with the guide rail as a result of the rotation about the activation rotation angle, whereby the guide rail moving relative to the safety gear when the load handling device moves the cam rotates into a position, in which the braking device and thus the safety gear generates an intended braking action with respect to the guide rail.
  • the solution has the advantage that for activating the safety gear by an actuator only the cam rotated by a triggering rotation angle and not as in EP 2 112 116 A1 the housing with the entire, heavy safety gear must be moved sideways.
  • the electrically controlled activating mechanism comprises a pivotally mounted activating lever, an electromagnet and an activating spring, the activating lever being fixed by the electromagnet turned on in an initial position corresponding to a normal operating condition of the braking device, and driven by the activating spring by turning off the electromagnet in the direction an end position is movable, wherein the activation lever is coupled to the cam so that the movement of the activation lever from its initial position towards the end position causes the rotation of the cam about the activation rotation angle and thereby brings the cam to the guide rail in contact.
  • the ratio between the holding force that the solenoid can exert in the initial position with the voltage applied to the activating lever to the electromagnetically acting force of the preloaded activating spring is in a range of 1.5: 1 to 3: 1, but is preferably about 2: 1.
  • the electromagnet is thus preferably designed so that it exerts only a secure holding function on the activation lever.
  • one electronic speed limiter for example, in case of overspeed, causes an interruption of the power supply to the solenoid, the activation lever changes from its initial position towards the end position.
  • the activation lever driven by the force of the activation spring causes the cam to rotate, for example by a first contact surface in an end region of the activation lever engaging a driver of the cam.
  • the electromagnet is turned off, whereby the activation lever performs an activating movement from its initial position in the direction of the end position.
  • its first contact surface drives the driver of the cam so that the cam is rotated and leaves its preferably spring-positioned normal position, whereby the periphery of the cam comes into contact with the guide rail.
  • the end portion of the activation lever may have a second contact surface, which becomes effective in the following case. If the cam, for example, due to inaccurate or too elastic guidance of the lifting device in contact with the guide rail device, the cam can be rotated by the guide rail, so that the safety device is activated unintentionally. In such a case, only one of usually two safety gears is activated while the second safety gear remains inactive. In order to avoid this situation, a second contact surface may be arranged in the end region of the activation lever such that the driver of the inadvertently rotated cam causes the associated activation lever to leave its initial position and move in the direction of the end position. This can be detected, for example, by a detector or switch, so that either mechanically or electrically, the second safety gear can also be activated approximately synchronously.
  • a brake device comprising a guide rail of the guide rail engaging around the brake caliper.
  • a first brake element is mounted on one side of the guide bar, held in the vertical direction in the caliper and in the horizontal direction by means of a plate spring package is elastically supported against the caliper.
  • a second brake element is arranged on the other side of the guide bar. This is supported in horizontal and vertical direction by at least one existing in the form of an eccentric paragraph on a rotatably mounted on the brake caliper and guided.
  • the cam of the brake device, the first and second brake element and the disc spring package are connected to the caliper.
  • the brake device or the caliper is preferably mounted displaceably at right angles to the guide surfaces of the guide rail or the guide web with respect to a support frame of the load receiving means on which the entire safety gear is mounted.
  • the support frame can also be an integral part of the load handling device.
  • the cam plate is preferably a disc mounted on a rotational axis fixed to the brake caliper, the periphery of which has a feathering directed in normal operation against the guide rail flattening, wherein adjoining the flattening a peripheral portion which has an increasing radius with increasing rotational angle.
  • first normal operating state of the safety gear causes the flattening a sufficient distance between the cam and the guide rail.
  • the cam is rotated by the activation lever to the activation angle of rotation, whereby the subsequent to the flattening, increasing in radius peripheral portion of the cam comes into contact with the guide rail.
  • This has the consequence that the cam is further rotated by the relative to the safety gear moving guide rail in a position in which the braking device and thus the safety gear generates a braking effect against the guide rail.
  • a first step is characterized in that the activation lever is no longer held by the solenoid, that is released.
  • the activation spring causes a pivoting movement of the activation lever, whereby the rotatably mounted in the brake caliper cam is rotated by an activation rotation angle, so that the flattening of the cam rotated away from a parallel to the guide rail facing position and adjacent to the flattening, im Radius increasing peripheral portion of the cam comes into contact with the guide rail.
  • the activation spring must be like this be designed so that it can turn the cam about the required activation rotation angle via the activation lever.
  • the contact between the increasing radius in the peripheral portion of the cam and moving relative to the safety device guide rail causes further rotation of the cam until the cam has reached a position in which the cam reinforced by interaction with other elements of the braking device to the Guide rail is pressed and causes the braking device generates an intended braking action against the guide rail.
  • the force of the activation spring of the activation lever is no longer required.
  • at least a part of the peripheral surface of the cam may be provided with a toothing or micro-toothing.
  • the braking surfaces of the brake elements of the braking device are arranged at a small angle to the longitudinal direction of the guide rail, so that when initiating the braking operation in a downward movement of the load receiving means first create the lower ends of the brake elements to the guide rail.
  • vibrations or a chatter or even jumping of the brake elements can be avoided, especially during the downward movement of the load-receiving means.
  • a preferred embodiment variant of a disclosed safety gear has a second spring in addition to the activation spring.
  • This spring may for example be a tension spring, the the cam is positioned yielding in its normal position.
  • this spring is referred to as a retaining spring.
  • the retaining spring is designed and arranged so that the cam is held in its normal position during normal operation of the elevator system.
  • the retaining spring is sufficiently yielding, so that the rotation of the cam by the activation lever or by the guide rail is not hindered.
  • the retaining spring may be coupled to the activation lever such that upon release and subsequent movement of the activation lever, a bias of the retaining spring is reduced.
  • the braking device is vertical, d. H. in the direction of travel of the lifting device slidably mounted on the support frame of the lifting device. This is done, for example, by the braking device is guided by means of support bolts in vertical slots in the support frame.
  • the braking device is supported in the vertical direction by means of at least one support spring relative to the support frame, that the support spring resiliently presses the braking device in normal operation against an upper stop formed by the upper ends of the slots.
  • the entire, the electromagnet and the activation lever with its pivot bearing comprehensive activation mechanism is mounted directly to the support frame in the embodiment described here.
  • a further embodiment variant of a disclosed safety gear may include a switch for detecting the brake or the brake device. This switch detects the initial position of the activation lever and is activated during movements of the latter. It thereby gives a signal interrupting the safety circuit of the elevator installation, so that when the brake or braking device is put into operation, the drive of the elevator installation is switched off.
  • the activation spring of the activation lever can be configured instead of a torsion spring as a compression spring, tension spring or bending spring.
  • a further embodiment variant of the safety gear provides the possibility of a mechanical synchronization between two or more safety gear on a load-carrying means.
  • the "activation" of a single activation lever is sufficient and the other or the others synchronously describe the same movement.
  • Fig. 1 shows an elevator installation 100, as known from the prior art.
  • a load-receiving means or an elevator car 2 is arranged to be movable, which is connected via a support means 3 with a likewise movable counterweight 4.
  • the support means 3 is driven during operation with a traction sheave 5 of a drive unit 6, which in the upper region of the elevator shaft 1 are arranged in a machine room 12.
  • the elevator car 2 and the counterweight 4 are guided by extending over the shaft height guide rails 7a and 7b and 7c.
  • the elevator car 2 can serve a top floor 8, further floors 9 and 10 and a bottom floor 11 and thus describe a maximum travel S_M.
  • the elevator shaft 1 is formed by shaft side walls 15a and 15b, a shaft ceiling 13 and a shaft bottom 14, on which a shaft bottom buffer 16a for the counterweight 4 and two shaft bottom buffers 16b and 16c for the elevator car 2 are arranged.
  • the elevator system 100 further comprises a speed limiter system 200.
  • This in turn comprises a speed limiter 17 with a pulley 18, which is fixedly connected to a cam 19.
  • the pulley 18 and the cam 19 are driven by a governor rope 20, because the governor rope 20 due to a fixed connection in the form of a cable coupling 21 which is connected to the load receiving means, the respective downward or upward movements of the elevator car 2 mitbeschreibt.
  • the limiter rope 20 is guided for this purpose as an endless loop over a tensioning roller 22, which is tensioned with a tensioning lever 23 by the tensioning lever 23 is mounted in a pivot bearing 24 and a weight 25 is slidably mounted on the clamping lever 23.
  • the speed limiter 17 further comprises a pendulum 26, which is pivotally mounted on an axis 27 in both directions of rotation. On one side of the pendulum 26, a roller 28 is arranged, which is used with a retaining spring not shown in detail in this figure to the elevations of the cam 19.
  • the speed limiter system 200 provides that when a first overspeed VCK is reached, the roller 28 can no longer completely traverse the valleys between the elevations of the cam 19 and thus the pendulum 26 begins to raise counterclockwise.
  • This erection movement activates a pre-contact switch 29, which electrically switches off and disengages the drive unit 6 via a control line 30 and via a controller 31.
  • the controller 31 is connected to a control device 63 for the entire elevator installation 100, in which all control signals and sensor data flow together.
  • the speed limiter system 200 provides that when a second, higher overspeed VCA is reached, the pendulum 26 lifts even further counterclockwise, thus engaging a pendulum nose 32 in recesses or locking cams 33 on the cam disc 19 , As a result, the pulley 18 is blocked and, due to the friction between the sheave 18 and the governor rope 20, generates a tensile force 34, by means of which an L-shaped double lever 35a is rotated in a pivot point 36a. The approximately horizontal one leg of the L-shaped double lever 35a thus activated via an activation rod 37a a symbolically illustrated safety gear 38a.
  • Fig. 2 shows a schematic and perspective view of an embodiment of a safety gear according to the invention 38c, which is part of an elevator system 100a or a speed limiting or safety system 200a and is arranged in a support frame 40 of a load-receiving means 2a.
  • the support frame 40 may also be the support frame of a counterweight.
  • the support frame 40 may also be an integral part of the load receiving means 2a.
  • the safety gear 38c comprises a brake device 300 and an activation mechanism 400.
  • the brake device 300 in turn comprises a brake caliper 41, which is displaceably arranged within the support frame 40 both in the vertical direction and in the horizontal direction, ie along a Z-axis as well as an X-axis.
  • the brake caliper is not yielding brake device, ie urged by means of springs, on the one hand to the right and on the other hand upwards into a stop position within the support frame 40.
  • a first brake element 42 and a second brake element 43 are preferably arranged displaceably along an adjustment axis X.
  • the adjustment axis X is approximately perpendicular to a longitudinal axis Z of an indicated guide rail 7, whose guide web 7d projects into the intermediate space between the first brake element 42 and the second brake element 43.
  • the first brake element 42 is elastic in the direction of the X-axis, Preferably, by means of prestressed disc spring packages 44a and 44b, supported against the caliper 41.
  • the activation mechanism 400 of the safety gear comprises an electromagnet 45, which is preferably resiliently mounted by means of a spring bearing 46. Furthermore, the activation mechanism 400 includes an activation lever 47, which is pivotally mounted in a pivot bearing 48 and thus forms a left arm 49a and a right arm 49b. Behind the left arm 49a, a switch 50 is arranged, which stops the drive of the elevator installation 100a as soon as the activation lever 47 pivots counterclockwise in a pivoting direction 51 due to a current interruption of the electromagnet 45.
  • the power interruption of the electromagnet 45 is preferably carried out by an electronic speed limiter, not shown.
  • the pivoting of the activation lever 47 from an initial position P I out in the pivoting direction 51 is driven by an activation spring 52, which is formed in the illustrated embodiment of the safety gear as a torsion spring.
  • the right arm 49b of the activation lever 47 has a dovetail-like end with a contact surface 53, which contact surface cooperates with a driver 54 arranged on a cam 55.
  • the cam is rotatably mounted in a pivot bearing 56.
  • the pivoting of the activation lever 47 in the pivoting direction 51 causes a rotation of the cam 55 by an activation rotation angle in a counterclockwise direction of rotation 57th
  • the cam 55 has at least one side on a cylindrical projection 58 which is arranged eccentrically to the axis of rotation of the cam, and this cylindrical projection 58 in turn has a convex peripheral outer surface 59 which cooperates with a concave inner surface 60 in the second brake element 43.
  • the rotation of the cam 55 thus causes a displacement of the second brake element 43, which displacement also contains a component in the direction of the adjustment axis X.
  • the second brake element is moved against the guide web 7d of the guide rail 7.
  • the second brake element 43 has a recess 61, through which protrudes a peripheral surface 62 of the cam 55.
  • the safety gear 38c is located in the in Fig. 2 illustrated arrangement in a first operating state P1, which corresponds to the normal operating state in which the safety gear in the normal operation of Elevator system 100a is located.
  • the brake elements 42 and 43 are spaced from the guide web 7d of the guide rail 7c.
  • the peripheral surface 62 of the cam 55 is also spaced from the guide web 7d of the guide rail 7c, because it has a flat 63, which is aligned parallel to the guide rail 7 in this first operating state P1.
  • the cam 55 is resiliently held by a retaining spring 64 in a normal position.
  • the activation lever 47 is held in this initial operating state P1 by the electromagnet 45 against the force of the in the present example designed as a torsion spring activation spring 52 in its initial position P I.
  • a second operating state P2 is shown, in which, after the detection of a catching situation, the electromagnet 45 has released the activation lever 47 and the activation lever has been swung out of its initial position counterclockwise by the activation spring 52 in the pivoting direction 51.
  • the driver 54 of the cam 55 is just in contact with a first contact surface 53 in the end of the activation lever 47, and the cam 55 has been rotated in the direction of rotation 57 by the activation rotation angle, so that a flank 63 adjacent, in Radius increasing peripheral portion 65 of the cam in contact with the guide bar 7 d of the guide rail 7 has arrived.
  • the safety gear 38c, in particular the activation lever 47 and the cam 55 are in the second operating state P2, in which the further rotation of the cam 55 no longer depends on a movement of the activation lever 47, because due to the contact of the radius increasing peripheral portion 65 of the cam 55th with the guide rail 7 and the existing relative to the cam upward movement 67 of the guide rail 7, the further rotation of the cam is effected.
  • the normal position of the cam ensuring retention spring 64 is stretched.
  • the rolling of the radius increasing in the peripheral portion 65 on the guide rail 7 causes a shift of the entire caliper 41 and the entire braking device 300 relative to the guide rail, first the first brake member 42 on the guide web 7d of the guide rail comes to rest and then the cup spring packages 44a , 44b are increasingly compressed.
  • Fig. 4 shows the safety gear 38c in a state in which the brake device 300 has reached its maximum braking force.
  • the contact pressure of the cam 55 to the guide web 7d of the guide rail 7 and the further progressive downward movement 66 of the safety gear 38c and the further progressive relative upward movement 67 of the guide rail 7 has a further rotation of the cam 55 and thus further unrolling its radius increasing peripheral portion 65 occurred on the guide rail.
  • the brake caliper 41 has shifted correspondingly far to the left, whereby the cup spring packages 44a, 44b compressed more and the contact forces between the cam 55 and the guide bar 7d as well as between the first brake element 42 and the guide bar were further increased.
  • the brake device 300 which essentially comprises the brake caliper 41, the first brake element with the disk spring packages 44a, 44b, the second brake element 43 and the cam 55, is designed as a unit that can also be displaced in the vertical direction in the support frame 40 ,
  • the braking device is guided by means of carrying bolts 69a and 69b in vertically arranged oblong holes 71a and 71b of the supporting frame 40.
  • a support spring 68 which elastically supports the braking device on the support frame 40, is designed and prestressed so that the braking device 300 is raised so much in the direction of the vertical axis Z that the support bolts 69a and 69b guided in the oblong holes 71a and 71b at the upper ends 70a and 70b of the slots strike.
  • a relative movement between the braking device 300 and the support frame 40 of the lifting device is made possible, which, as described below, helps to solve after a capture on the guide rail clamped braking device 300 and thereby the safety gear in the first operating state P1 , ie return to its normal operating state.
  • Fig. 4 also shows the situation of the safety gear before such a return operation.
  • the activation lever 47 is in its swung out of its initial position activation position and has no contact with the driver 54 of the cam 55.
  • the serving for compliant positioning of the cam in its normal position retaining spring 64 is maximally stretched.
  • Fig. 5 shows the safety gear 38c during a return operation.
  • the load-receiving means 2a is lifted with its support frame 40, preferably by means of the elevator drive, resulting in a downward relative movement of the guide rail or the guide rail web 7d relative to the safety gear 38c result.
  • This causes the entire brake device 300, which includes the caliper 41, the first brake element 42 with the plate spring packages 44a, 44b, the second brake element 43 and the cam 55, and which is clamped on the guide rail land 7d, against the force of Support spring 68 is moved relative to the support frame down.
  • This downward displacement of the braking device 300 relative to the support frame 40 is limited by the fact that the support bolts 69a and 69b leading the braking device strike the lower stops 74a and 74b of the elongated holes 71a and 71b arranged vertically in the support frame 40.
  • the load handling means moved upwardly by the elevator drive has accumulated enough kinetic energy to move the braking means clamped on the guide rail land 7d up against its braking force relative to the guide rail land.
  • the return spring 64 is at one end, as in the example Fig. 5 visible, attached to the support frame. Alternatively, this end of the return spring 64 may be attached to the activation lever 47, or coupled to this. This is advantageous because upon activation and subsequent movement of the activation lever 47, a bias voltage and, accordingly, the restoring force of the return spring 64 is reduced.
  • the activation lever 47 is stopped at the end of its by the activation spring 52 driven activation movement by acting on the right arm 49b lever stop 75.
  • this lever stopper 75 is connected to the sliding vertically relative to the support frame 40 braking device 300, or with the caliper 41, while the activation lever 47 is rotatably supported on the support frame 40 via the pivot bearing 48.
  • Fig. 6 is a side view of the in the Figures 2-5 shown catching device 38c shown.
  • the arrangement of guided in the slot 71b of the support frame 40 support pin 69b clearly visible.
  • the caliper 41 is also guided by a guide 79 in describing an up / down movement 80.
  • the cup spring packages 44a and 44b are preferably secured together by means of a fuse 81.
  • Fig. 7 is a safety gear 38d shown with a braking device 300a, which is characterized in that brake elements 42a and 43a are each arranged at an angle of attack W1 and W2 to a guide rail 7e.
  • the angles of attack W1 and W2 are preferably identical.
  • the safety gear 38d corresponds to the Catch device 38c off Fig. 3 and the positional situation shown therein of a cam 55a and an activating mechanism 400a with an activating lever 47a and an electromagnet 45a.
  • the safety gear 38d has a brake caliper 41a, which is adjustably mounted in a support frame 40a of a load-receiving means 2b.
  • the safety gear 38d is part of an elevator system 100b or with a speed limit system 200b.
  • Fig. 8 schematically shows a braking device 300e with a modified embodiment of a cam 55e for a safety gear according to the invention.
  • the periphery of the cam plate is configured such that the flattening 63e is followed by a radius-increasing peripheral portion 65e followed by a straight tangential peripheral portion 85e formed as a second brake element 43e.
  • the brake element 43e may consist of the material of the cam or may be a brake pad connected to the cam.
  • Fig. 9 shows the braking device 300e according to Fig. 8 in the state in which after activation by the activation lever, the cam 55e has been rotated by the guide rail 7e so far that the straight, tangential peripheral portion 85e abuts the guide rail 7e and prevents further rotation of the cam.
  • the brake device 300e slides with the above-mentioned contact forces between the second brake element 43e of the cam 55e and the guide rail 7e and between the first brake element 42e and the guide rail 7e relative to the guide rail until the friction generated by the contact forces to the load receiving means Brought to a standstill.
  • Fig. 10 shows a modified embodiment of a safety gear according to the invention, which has substantially the same features as in the Fig. 2 to 6 described safety gear and also fulfills the same purpose. However, some components of this modified embodiment are arranged slightly differently and are partially altered.
  • the most significant difference from the safety gear described above is that the activation mechanism 400k is not fixed to the support frame of the load receiving means, but is connected to the brake device or to the brake caliper.
  • the lever stop 75k is connected to the support frame 40k instead of the caliper.
  • the activation lever 47k is arranged in this embodiment so as to activate the cam 55k when it moves in the clockwise direction.
  • This activation movement is no longer driven by an activation spring in the form of a torsion spring, but by a coil spring 52k acting from below on the left arm of the activation lever 47k.
  • the restraining the activation lever in its initial position P I , in Fig. 10 invisible electromagnet acts from below on the left arm of the activation lever, and also the coupling between the right arm of the activation lever 47k and the cam 55k is designed slightly differently. Striking is also an additional swivel lever 90k.
  • the switch 50k is controlled by the position of the cam 55k, so that when turning the cam from the normal position - regardless of the position of the activation lever - the switch 50k is actuated and thus the drive of the elevator is stopped.
  • This embodiment of the switch 50k and the arrangement of the retaining spring 64k can of course be used analogously in the previous embodiments. The remaining functions are essentially unchanged from the originally described embodiment of the safety gear.
EP13708161.8A 2012-03-20 2013-03-08 Fangvorrichtung in einer aufzugsanlage Active EP2828188B1 (de)

Priority Applications (2)

Application Number Priority Date Filing Date Title
PL13708161T PL2828188T3 (pl) 2012-03-20 2013-03-08 Urządzenie chwytające w instalacji dźwigowej
EP13708161.8A EP2828188B1 (de) 2012-03-20 2013-03-08 Fangvorrichtung in einer aufzugsanlage

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP12160396 2012-03-20
PCT/EP2013/054689 WO2013139616A1 (de) 2012-03-20 2013-03-08 Fangvorrichtung in einer aufzugsanlage
EP13708161.8A EP2828188B1 (de) 2012-03-20 2013-03-08 Fangvorrichtung in einer aufzugsanlage

Publications (2)

Publication Number Publication Date
EP2828188A1 EP2828188A1 (de) 2015-01-28
EP2828188B1 true EP2828188B1 (de) 2017-05-17

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Application Number Title Priority Date Filing Date
EP13708161.8A Active EP2828188B1 (de) 2012-03-20 2013-03-08 Fangvorrichtung in einer aufzugsanlage

Country Status (18)

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US (2) US9457990B2 (zh)
EP (1) EP2828188B1 (zh)
KR (1) KR102036941B1 (zh)
CN (1) CN104203791B (zh)
AU (1) AU2013234581B2 (zh)
BR (1) BR112014022945B1 (zh)
CA (1) CA2865538C (zh)
ES (1) ES2635020T3 (zh)
HK (1) HK1204313A1 (zh)
MX (1) MX347499B (zh)
MY (1) MY170812A (zh)
NZ (1) NZ629351A (zh)
PL (1) PL2828188T3 (zh)
PT (1) PT2828188T (zh)
RU (1) RU2607906C2 (zh)
SG (1) SG11201405459SA (zh)
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ES2635020T3 (es) 2017-10-02
HK1204313A1 (zh) 2015-11-13
US9457990B2 (en) 2016-10-04
SG11201405459SA (en) 2014-10-30
WO2013139616A1 (de) 2013-09-26
RU2014142013A (ru) 2016-05-20
US20130248298A1 (en) 2013-09-26
BR112014022945B1 (pt) 2021-07-13
MX347499B (es) 2017-04-28
PT2828188T (pt) 2017-08-21
NZ629351A (en) 2016-04-29
BR112014022945A2 (pt) 2017-06-20
RU2607906C2 (ru) 2017-01-11
KR20140138754A (ko) 2014-12-04
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US20160318736A1 (en) 2016-11-03
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MY170812A (en) 2019-08-30
KR102036941B1 (ko) 2019-11-26
ZA201407176B (en) 2016-05-25
PL2828188T3 (pl) 2017-10-31
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US9919898B2 (en) 2018-03-20

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