EP2882676A1 - Frein à friction possédant au moins un levier de frein monté sur une articulation à corps fixe - Google Patents

Frein à friction possédant au moins un levier de frein monté sur une articulation à corps fixe

Info

Publication number
EP2882676A1
EP2882676A1 EP13734759.7A EP13734759A EP2882676A1 EP 2882676 A1 EP2882676 A1 EP 2882676A1 EP 13734759 A EP13734759 A EP 13734759A EP 2882676 A1 EP2882676 A1 EP 2882676A1
Authority
EP
European Patent Office
Prior art keywords
brake
friction brake
web
solid
friction
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.)
Granted
Application number
EP13734759.7A
Other languages
German (de)
English (en)
Other versions
EP2882676B1 (fr
Inventor
Martin Schautt
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.)
ABB Gomtec GmbH
Original Assignee
Gomtec GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Gomtec GmbH filed Critical Gomtec GmbH
Publication of EP2882676A1 publication Critical patent/EP2882676A1/fr
Application granted granted Critical
Publication of EP2882676B1 publication Critical patent/EP2882676B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

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

Definitions

  • the invention relates to a friction brake according to the preamble of
  • Patent claim 1 and in particular an electromechanical friction brake for elevators.
  • Brakes of elevators include two oppositely disposed brake levers which are actuated by means of an actuator, such as an actuator. an electric motor, against an intermediate element, e.g. a brake rail, are pressed.
  • an actuator such as an actuator.
  • an electric motor against an intermediate element, e.g. a brake rail, are pressed.
  • Such friction brakes have long been on the market and in principle mature, but they tend to squeak or jerk when the brake pads are applied to the braked element. The case
  • Friction brakes with two opposing brake levers which are mounted on a solid-body joint, are known, for example, from DE 29 10 1 18 A1, DE 10 201 1 000 720 A1 or DE 10 201 1 053 178 A1.
  • Friction brake can fulfill the function of a service brake and / or an emergency brake device. This object is achieved according to the invention by the features specified in claim 1. Further embodiments of the invention will become apparent from the dependent claims. According to the invention, a friction brake for braking a
  • Transport device in particular an elevator proposed, comprising at least one pivotally mounted brake lever with a brake pad and an actuator for actuating the friction brake, wherein the at least one brake lever is suspended elastically by means of a solid-state joint.
  • the solid-body joint comprises at least one web on which a brake lever is fastened, the web twisting about its longitudinal axis when the at least one brake lever executes a pivoting movement.
  • the friction brake according to the invention also comprises means which limit or completely prevent lateral flexing of the solid-body joint.
  • the web is attached either at one or both ends and preferably has a cantilevered portion.
  • the bridge can z. B. layered from one or more layers.
  • the web has
  • the above-mentioned agents may, for. B. include a lateral stop, against which the solid-state joint or the brake lever abuts at a load of the brake and thus the extent of the lateral
  • the lateral stop can immediately adjacent to the solid-state joint, such. B. a web or a leaf spring, or in a small, z. B. amounting a few mm, distance to the solid joint can be arranged. If the stop is arranged at a distance to a web, this has the advantage that the torsional movement of the web is not hindered. However, the bridge will then bend slightly under load of the brake. On the other hand, if the stop is arranged directly adjacent to the web, the web will not bend, since it already bears against a contact surface of the stop.
  • the aforementioned lateral stop can, for. B. be formed plate-shaped. He could but z. B. also be realized as a strut.
  • the lateral stopper is part of a clamp, the z. B. two parallel spaced-apart struts or hinge elements of a solid-state hinge surrounds.
  • the clamp is preferably dimensioned so that the two joint elements or webs can twist freely or bend and only when the brake is loaded, it can hit against the inside of the clamp.
  • the means may also comprise a connecting element, which is the solid-body joint, such. B. connects a web, with another component. The solid state joint is then over the
  • the connecting element may, for. B. be designed as a strut or bridge.
  • the connecting element z. B. be designed as a kind of cross member which connects the two webs together.
  • the two webs are thereby coupled into a unit.
  • the connecting element may, for. B. be an integral part of the solid state joint. But it can also be a separate component, which is subsequently attached to the two webs in order to couple them together.
  • Solid body joint at least two approximately parallel spaced apart webs, to each of which a brake lever is attached, wherein the solid-state joint is integrally formed.
  • the solid state joint can, for. B. have the shape of a frame.
  • the Rahen is preferably formed plate-shaped.
  • the at least one web may have at least one lateral recess.
  • the inner voltage curves in the solid-state joint can be favorably influenced, so that inner stress peaks can be reduced, whereby the solid-body joint deflects less strongly.
  • the bridge could also be complete, z. B. in the middle, be interrupted. In this case, two cantilevered web portions (eg, each about half the length) would face each other with a gap therebetween.
  • the solid-state joint according to the invention is preferably formed in a layered manner.
  • the twistable webs of the solid-body joint are preferably formed such that they bias the brake lever or levers in the released state of the friction brake in the release direction.
  • the at least one brake lever thus experiences, even in the released state of the brake, a force which attempts to move it away from the braked element.
  • the solid-body joint is arranged together with other components such that a housing is formed, wherein the solid-body joint is a part such. B. a side surface forming the enclosure.
  • the other components of the housing can z. B. another
  • Solid joint one or more frame parts and / or one or more wall elements.
  • the housing can z. B. for sheltered housing various
  • Components of the transport device and / or the brake can be used. In this way, e.g. dispensed with individual component housing, so that the weight of the transport device can be lowered.
  • transport means means which are along a fixed path, such as a
  • Guide rail to be moved.
  • the name refers in particular Facilities suitable for transporting persons or goods, whether horizontal or vertical, and in particular elevators, lift cabins, conveyor buckets, conveyors, paternoster lifts, cars, elevators, conveyor racks, lifting platforms or elevators, etc ..
  • Friction brake a brake caliper formed from two oppositely arranged brake levers, which engages around a rail arranged therebetween.
  • At least one of the brake levers is pivotally arranged so that the brake pad which is connected to the brake lever (e.g., via a brake pad carrier) can be applied to a rail.
  • the elastic suspension is preferably designed so that the brake is held on the one hand in the unactuated state in a stable position and on the other hand, the brake lever during a braking operation slightly in
  • the elastic suspension or the solid-state joint can also be a spring, such as a spring. at least one leaf spring. According to a special
  • a spring is provided for each of the brake lever, which engages the respective brake lever.
  • Brake levers are combined in a single component.
  • the brake levers of a brake calliper can be suspended either individually or together.
  • the solid body joint, the suspension or their springs are preferably biased in the release direction of the friction brake. As a result, acts on each of the brake lever, a force or torque that supports the release of the brake pads from the friction element.
  • the individual brake levers can be mounted pivotally in addition to their elastic suspension in addition to a fixed bearing. By this measure, the Swivel the pivoting brake lever around a fixed pivot axis.
  • the brake lever z. B pivotally mounted on an opposite end of the brake pad.
  • the brake levers are preferably pivotally mounted about parallel axes. The distance of the parallel pivot axes is preferably greater than zero, but it may also be identical pivot axes. This makes it possible for the bearing forces occurring during braking in the application direction to cancel each other out with a uniform force distribution, so that the elastic suspension does not unintentionally buckle laterally.
  • opposite brake levers may be provided a brake bridge, which receives the application occurring during braking application force.
  • the brake bridge is preferably suspended by means of the elastic suspension cantilevered. If the individual brake levers (fixed) have bearings, they may for example be arranged on opposite sides of the brake bridge.
  • an actuator For actuating the friction brake, an actuator is provided.
  • Friction brake according to the invention further comprises a spring assembly which biases at least one brake lever in the direction of the rail and is able to close the brake automatically, as well as a controller that controls the actuator during a braking operation such that one through the
  • Spring arrangement driven application movement is damped at least in phases. By damping the application movement less vibrations of the transport device are generated. The brake thus works more evenly and produces less annoying squeaking noises.
  • the actuator is driven in such a way that the brake pad or pads engage the rail at a comparatively lower speed than without the intervention of the actuator.
  • the smoother application of the brake pads contributes significantly to improve the braking performance of the friction brake.
  • the actuator is preferably controlled in an initial phase of the application movement such that the or the brake pads move faster in the direction of the rail than without support of the actuator. This allows the
  • the change between the supporting operation and the damping operation of the actuator can, for. B. take place at a time in which the or the brake pads have overcome the clearance and come into contact with the rail. Alternatively, the change can also be made shortly before or after this time.
  • the actuator is operated so that the application force increases almost linearly almost throughout the course of braking.
  • the actuator may e.g. be attached to a brake lever and can actuate at least one of the opposite brake lever in both Zuspann- and in the release direction.
  • the actuator moves the brake levers apart, whereby the actuator biases the spring accumulator and the spring accumulator is recharged with potential energy.
  • the actuator brings a constant force on the brake lever.
  • the brake comprises an adjusting device with which the clearance of the friction brake or acting in the applied state contact pressure of the spring assembly can be adjusted.
  • the friction brake according to the invention preferably comprises a
  • the emergency brake function is preferably realized by the spring arrangement. Emergencies are states in which proper operation of the system on which the brake is mounted can not be guaranteed can, such as the failure of the actuator in case of power failure or a crack of the rope to which a passenger cabin is suspended.
  • the emergency brake device preferably works according to the following principle: If the electromechanical actuator fails in the event of a power failure, he can
  • Spring arrangement can thus press the brake pad carrier or the brake pad against the rail, whereby the transport device is automatically braked.
  • the spring arrangement is designed so that it preferably the transport device in each loading, in particular at maximum
  • Friction brake comprise a damping element which projects in the direction of the rail on the brake pad. This can be achieved that the
  • the damping elements also ensure a uniform distribution of the clearance between the brake pads and the braked element. Furthermore, the application of the brake pads to the braked element or the rail is damped.
  • the actuator and spring assembly may comprise a common housing, e.g. can be mounted directly on a brake lever.
  • the friction brake according to the invention for example, on a
  • Elevator car or be mounted on the counterweight of the elevator.
  • Fig. 1 is a schematic view of a friction brake in a direction of movement z
  • 2 is a plan view of a passenger cabin of a passenger elevator from above.
  • Fig. 3 is a side view of the passenger cabin of Fig. 2;
  • Fig. 4 shows a special embodiment of a friction brake
  • Fig. 5a, b the time course of the application force F and of the
  • Fig. 6 is a side perspective view of a friction brake
  • Fig. 7 is a side view of two attached to the transport device
  • Fig. 8 is a schematic front view of a solid-body joint
  • Figure 10 shows a schematic front view of a enclosed solid-state joint.
  • Figure 10 is a plan view of a clip for the webs of the solid-state joint.
  • Fig. 1 1 is a perspective view of a solid-state joint.
  • Fig. 1 shows a schematic view of a friction brake 1 with a
  • Application device 15 which includes two pivotable brake lever 3 here.
  • the brake levers 3 each have at a front portion a brake pad holder (not shown) with a brake pad 4.
  • the brake pads 4 are preferably attached interchangeably to the brake pad holders. Between the two
  • Brake levers 3 extends a friction element 2 - in the present embodiment, a guide rail - which extends in a direction of movement, (z-direction) and to which the brake pads 4 can be applied to a
  • the application device 15 and the brake lever 3 form a brake caliper, which surrounds the guide rail 2 from opposite sides.
  • the friction element 2 may be formed instead of the guide rail as a separately provided for the brake rail.
  • the brake 1 is realized as an elevator brake with which the passenger cabin 25 (see FIGS. 2 and 3) of a passenger elevator is braked.
  • the brake 1 is mounted on a frame 20 of the passenger cabin 25 (see FIG. 2) and moves with the passenger cabin 25 in the passenger compartment 25.
  • the guide rail 2 is fixed to a wall 24 of the elevator shaft 14. By pressing the brake pads 4 against the guide rail 2, a frictional force is generated, which delays the passenger cabin 25.
  • the brake 1 is freely suspended by means of an elastic suspension 5 on the frame 20 of the passenger cabin 25.
  • the elastic suspension 5 is
  • the solid-state joint here comprises two springs 1 1, each of which acts on one of the brake levers 3.
  • the springs 1 1 are advantageously biased in the direction of the open position of the brake 1, so that they support the release of the brake 1.
  • a bearing 12 is provided at that end of the brake lever 3, which is opposite to the brake pad 4, to which the brake lever 3 are pivotally mounted.
  • the two bearings 12 are connected to each other via a brake bridge 13 which, when braking in Zuspann- or release direction (x-direction) absorbs occurring forces.
  • the brake bridge 13 may be, for example, a piece of metal.
  • the friction brake 1 is driven here by means of two actuators, namely by means of a spring arrangement 8 and an electric motor 6.
  • the spring assembly 8 may e.g. comprise a plurality of leaf springs;
  • the electric motor 6 may be a brushless DC motor.
  • the spring assembly 8 drives a first Ankerzug 16 which includes an axis 31 which extends substantially in the application or release direction (x-direction).
  • the spring assembly 8 is mounted on the right end of the axis 31 shown in the picture and is supported against the right brake lever 3 from. On the other side of the brake caliper, the shaft 31 is secured by a nut 7.
  • the spring assembly 8 is biased and exerts a brake 1 closing force F from.
  • the spring assembly 8 is able to automatically brake the elevator in all operating conditions, especially at maximum load, or to keep it at a standstill.
  • the friction brake 1 comprises a second one in this embodiment
  • Anchor train 35 which is actuated by the electric motor 6.
  • the second anchor train 35 comprises a shaft 9 driven by the electric motor 6, which extends substantially in the application or release direction (x direction).
  • the shaft 9 extends through a provided in the left brake lever 3
  • the shaft 9 has at least in the region of the passage opening 17 a
  • Passage opening 17 cooperates.
  • the distance 10 between the two brake levers 3 can either increase or decrease.
  • the shaft 9 may be formed as a nut-spindle drive, which converts the rotational rotational movement of the motor in an axial longitudinal movement.
  • the bearing 30 may be formed as a nut, so that the right
  • Brake lever 3 is actuated. About the connection 29 of the engine 6 can be attached to the left brake lever 3.
  • the electric motor 6 is controlled by a control unit 32.
  • a control unit 32 In the
  • the electric motor 6 must be operated with a certain power to hold the friction brake against the force of the spring assembly 8 open. To perform a braking operation, the engine power is reduced, so that the
  • the clearance or the force acting in the tensioned state of the brake contact pressure can change due to wear.
  • the clearance or the contact force can be through a
  • the nut 7 is here part of an adjusting device, with the distance 10 between the two
  • Brake levers 3 can be reduced or increased. This will be described
  • the adjusting device could alternatively also on the brake bridge 13th
  • the distance between the two bearings 12 change.
  • only a single Ankerzug could be provided which is actuated by both the spring assembly 8 and by the electric motor.
  • the spring arrangement 8 could be arranged, for example, between the electric motor and the nearest brake lever 3.
  • the spring assembly 8 in addition to its function as an actuating device of the friction brake 1 in normal operation at the same time also the function of a
  • Friction brake 1 is automatically tensioned.
  • a prerequisite in this case is that the shaft 9 is not designed to be self-locking and it can rotate in response to the force exerted by the spring assembly 8 application force, so that the brake lever 3 to move towards each other.
  • FIG. 2 shows a plan view of an elevator shaft 14 located in an elevator shaft
  • the passenger cabin 25 of a passenger elevator comprises a frame construction 20, e.g. from a welded
  • Metal frame which is suspended centrally at a point of attachment 18 on a rope 22 (see Fig. 3).
  • the actual cabin 25 is inside the
  • Frame structure 20 is arranged, wherein between the cab 25 and the frame structure 20 damping elements 21 are arranged, which provide for a better ride comfort.
  • the passenger cabin 25 can be entered or left via a sliding door 19.
  • the passenger cabin 25 is guided in its direction of movement (z-direction) by two guide rails 2a, 2b which extend on opposite sides of the cabin 25 in the z-direction.
  • On the passenger cabin 25 is on the side of the guide rails 2a, 2b each provided a brake 1, as shown in Fig. 1.
  • the elevator is thereby guided along the guide rails 2a, 2b and can be braked simultaneously.
  • FIG. 3 again shows a side view of the elevator of FIG. 2.
  • the brakes 1 are arranged in a lower area of the frame construction 20, a stop 23 being provided on each side of each brake 1.
  • a plurality of stops 23 are provided here, which are each arranged at a small distance from the brake levers 15. When the braking forces acting on the brakes 1 are high, the brake levers 15 abut against the lateral stops 23, limiting their movement.
  • the stops 23 are attached to the frame 20 here. The rigidity of the suspension 5 of the brake lever 15 and the position of the
  • Stops 23 is preferably matched to one another such that the
  • Fig. 4 shows a sectional view of the brake of Fig. 1 in a plane perpendicular to the plane of the drawing.
  • the brake 1 shown here comprises several
  • Damping elements 24 and 25 made of an elastic, eg rubber-like, material.
  • the damping elements 24 are each attached to the side of the brake pads 4 on the brake levers 3 (or brake pad carriers (not shown)) and protrude in the application direction (x-direction) on the brake pad 4 in the direction of
  • the damping elements 24 serve essentially to prevent the brake linings 4 from grinding on the guide rail 2 in the released state of the brake. In addition, a uniform clearance between the brake pads 4 and the guide rail 2 can be adjusted by means of the damping elements 24.
  • the damping elements 24 or 25 may be made of a rubbery material or contain such material.
  • the elasticity of the damping elements 24 or 25 may be made of a rubbery material or contain such material.
  • Damping elements 24 is preferably set so that the force required to apply the brake 1 force is not significantly greater than without
  • the damping elements 25 are also attached to the side of the brake pads 4 on the brake levers 3. However, they protrude in the direction of the stops 23 (z-
  • the damping elements 25 may optionally be arranged on both sides of the brake pads 4.
  • Per page can be one or more
  • Damping elements 25 may be provided.
  • Fig. 1 shows another embodiment of the damping elements 24, in which a damping element 27 is fixed by means of an elastic element 28 on the brake lever 3.
  • FIG. 5 a shows the time profile of the application force F during a braking operation of the friction brake 1.
  • the characteristic A shows the course of the application force in a braking operation, which is effected solely by the spring assembly 8.
  • the Curve B shows the course of the application force in a braking operation, in which the spring assembly 8 and the electric motor 6 cooperate.
  • the braking process begins at a time t 0 ; at time ti A or ti B , the clearance is overcome, and the brake pads 4 are applied to the guide rail 2.
  • this state is achieved faster during a braking operation with electromotive assistance (characteristic B) than during a braking process without electromotive assistance (characteristic A). This is achieved in that the electric motor 6 in the initial phase of
  • characteristic curve A Without electromotive assistance will overshoot the clamping force due to the inertia of the brake lever and the brake pad. In contrast, this overshoot according to characteristic B can be effectively prevented by the interaction of actuator 6 and spring assembly 8.
  • Fig. 5B shows the time course of the distance covered by the brake levers 3 during braking s
  • the curve A 'again shows the course without electromotive action
  • the characteristic B' shows the course with electromotive assistance.
  • the brake levers 3 move almost over the entire application path s ne nn at a substantially constant speed, while the brake lever 3 in a purely mechanically driven
  • the brake shown in Figures 1 to 4 can be used in addition to their function as a service brake and emergency brake as a safety brake, with the unwanted movements of the passenger cabin 25, as they occur for example when boarding or disembarking people, can be prevented.
  • the brake 1 can z. B. be tensioned by the controller 32, as long as the elevator is at a standstill.
  • Elevator brake 1 also be used to a specific Respect speed profile at the top or bottom shaft end or to ensure a security space on or below the elevator car, as required for example for assembly work.
  • the motor 6 of the brake 1 is controlled accordingly by the elevator control 32.
  • FIG. 6 shows a perspective view of a friction brake 1 according to a second embodiment of the invention.
  • the friction brake 1 comprises two oppositely arranged, pivotally mounted brake levers 3, wherein for the sake of clarity, only one brake lever 3 is shown.
  • Brake levers 3 are elastically suspended by means of a special solid-state joint 36.
  • the Festkorpergelenk 36 has in this case two parallel webs 37, to each of which a brake lever 3, z. B. by means of a
  • the webs 37 are each attached at its two ends and have in the middle a freely-supporting portion. In the area of the web ends, in each case a tapered section 39 is provided, on which the webs 37 can twist.
  • the brake levers 3 execute a pivoting movement in the application or brake release direction (x-direction) when the brake 1 is actuated, the webs 37 twist about their longitudinal axis 38. In this process, an internal stress builds up in the
  • the Festkorpergelenk 36 which acts as a spring and tries to put the brake lever 3 back to its original position. That the Festkorpergelenk 36 has the properties of a mechanical spring.
  • the webs 37 are connected to each other here and thus form a one-piece Festkorpergelenk 36.
  • the Festkorpergelenk 36 including the webs 37 may be made for example of metal.
  • the Festkorpergelenk 36 can be formed layered.
  • the Festkorpergelenk 36 and the webs 37 are preferably designed so that in the open position of the friction brake 1, no force on the
  • Exercise brake lever 3 can also be designed such that they bias the brake levers 3 in the release state of the brake 1 in the release direction.
  • the distance of the parallel pivot axes 38 is preferably greater than zero. This makes it possible for the bearing forces occurring during braking in the application direction to cancel each other out with a uniform force distribution, so that the elastic suspension 5 does not unintentionally buckle laterally.
  • the elastic suspension 5 and the solid-state joint is also designed so that the brake 1 is held on the one hand in the unactuated state in a stable position and on the other hand, the brake lever 3 at a
  • Transport device can be deflected. This is achieved here by a certain elasticity of the solid-state joint 36.
  • Fig. 7 shows the lower portion of a passenger cabin 25 with two brakes 1 a, 1 b, wherein a brake 1 a on the left guide rail 2a engages, and the other brake 1 b on the right guide rail 2b attacks.
  • the braking forces can be evenly distributed left and right, so that e.g. a tilting or skewing of the passenger cabin 25 during a
  • Braking process can be avoided. It is also possible to use more than two brakes, but care should be taken that the sum of the braking forces on the left and right is as evenly distributed as possible.
  • an upper 48 and lower frame member 49 is used, the upper frame member 48 is fixedly connected to the frame 20 of the passenger cabin 25.
  • the brakes 1 a, 1 b could be mounted above the passenger cabin 25.
  • the two brakes 1 a and 1 b each include a solid-state joint 36 a and 36 b, which are arranged opposite one another.
  • the solid-state joints 36a and 36b can be mounted either directly or indirectly, via another component, on the frame parts 48, 49 or possibly also on other components.
  • a plurality of screws are provided for fastening the solid-body joints 36a, 36b, which are in corresponding threaded holes 41 in the solid-state joint 36 and in the frame part 48/49 be screwed.
  • the attachment of the solid-state joints 36a, 36b can also take place via an additional component 47, which may have, for example ribs for stiffening the attachment.
  • an additional component 47 which may have, for example ribs for stiffening the attachment.
  • Solid joint 36a is connected directly to the frame part 48 and 49, respectively.
  • the solid joints 36a, 36b are spaced from each other, arranged opposite each other and form either alone or together with the upper and / or lower frame part 48,49 a (partially open) housing 44, the
  • Clarification is framed by a thick dash-dot line.
  • the demarcated from the housing 44 interior z. B. be used to integrate or protect individual components of the brake.
  • the drive 45 of the brake could at least partially protrude into the space and / or be secured within it.
  • the controller 46 of the brake in the room.
  • the housing 44 can be used as a housing for various components.
  • Component housing can thus be dispensed with, whereby the weight of the transport device 25 can be reduced.
  • one or more (separating) walls 53 may be provided for stiffening and / or for separating the housing 44.
  • the at least partially enclosed space can be subdivided into (separate) subspaces 44a and 44b. That the space may be composed of a plurality of subspaces 44a and 44b.
  • further components may be attached to the aforementioned components (eg, 36a, 36b, 48, 49), as shown in Figs.
  • the solid-body joint 36 are secured to the side skirt (50).
  • the aforementioned components 36a, 36b, 47, 48, 49, 50 can be used as such even to surround the space 44. This creates an at least partially enclosed space 44, which is arranged from the at least two opposite
  • Solid joints 36a, 36b and an upper enclosure 48 and / or lower enclosure 49 and / or lateral enclosure 50 is formed. That the space 44 can thus be delimited or edged from all sides.
  • the frame 20 and the upper and lower skirt 48/49 could be formed integrally.
  • the upper and / or lower and / or lateral enclosure may be integrally formed, e.g. be formed as a U-profile.
  • Swivel axles 38 'no longer run parallel, but bend through.
  • the friction brake 1 therefore comprises means (eg 42, 50, 52) which limit or completely prevent a lateral bending of the solid-body joint.
  • these means each comprise a lateral stop 50, against which the respective web 37 abuts when the brake is loaded.
  • the stopper 50 thus limits the extent of the lateral deflection.
  • the lateral stop 50 may be immediately adjacent to the web 37 or in a small, z. B. a few mm amount, distance to the web 37 may be arranged. When the stopper 50 is spaced from the web, the
  • Torsional movement of the web 37 is not hindered. However, the web 37 will then bend slightly under load of the brake. If the stop 50, however, arranged directly adjacent to the web 37, the web 37 will not bend, since it is already applied to a contact surface of the stop 50. Since the lateral stops 50 have no other functions to fulfill (eg twisting), they can be designed to be stiff so that they do not bend themselves under the influence of lateral forces.
  • the lateral stop 50 is here plate-shaped, but it could also be realized as a kind of strut, rod-shaped.
  • the lateral enclosure 50 is used as a lateral stop 50.
  • the webs 37 have a special recess 51 which determines the decisive for the deflection cross-section of the webs 37 in a middle
  • Recesses 50 may be provided.
  • the lateral stop 50 may have one or more recesses.
  • these include a clamp 52 which engages around two parallel spaced webs 37.
  • the clamp 52 is preferably dimensioned so that the two webs 37 can twist freely and only when the brake is applied, it hits the inside of the clamp. But it could also be designed so that the webs 37 abut already in the unloaded state on the inner surface of the bracket 52.
  • the bracket can z. B. in a recess 51 (see FIG. 9) of the webs 37 engage. As a result, it is firmly positioned on the webs 37 and can not slip or come loose.
  • the clamp 52 engages around the webs 37 approximately in the middle, since there the lateral deflection is strongest.
  • Fig. 1 1 shows a third embodiment of the means for preventing or
  • these include one or more connecting elements 42, 42 'in the form of
  • Cross braces or bridges which connect the webs 37 at their cantilevered portion.
  • the connecting elements 42 are an integral part of the solid-body joint 36 and advantageously designed so that they restrict the torsional movement of the link 37 about the pivot axis 38 only imperceptibly.
  • the connecting element 42 'could also be designed as a separate component, which is subsequently attached to the webs 37.
  • the connecting element 42 ' can be formed as a thin plate, which allows a torsional movement of the webs 37, but prevents lateral bending.
  • the separate component may e.g. screwed to the webs 37, glued or welded. If cavities 40 result between the two webs 37, they can be provided with an elastic sealant, e.g. Silicone, to be filled out.
  • a connecting element 42 could be provided which has a web 37 with another component, for. B. the lateral stop 50 connects. In this case, the web 37 would be mechanically coupled via the connecting element 42 with the other component, whereby the web 37 would be altogether stiffer.
  • lateral collars 50, clasps 52, and stiffeners 42 may be used in any combination to prevent lateral deflection of struts 37.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)

Abstract

L'invention concerne un frein à friction (1) destiné à freiner un dispositif de transport guidé par rail (26), en particulier un ascenseur, comprenant au moins un frein à friction (15) qui comporte une garniture de frein (4) pouvant être pressée contre un rail (2) pour freiner le dispositif de transport (26), et un actionneur (6) destiné à actionner le ou chaque levier de frein (15). Selon l'invention, on propose une articulation à corps fixe (36) qui présente au moins une tige (37) à laquelle est fixé un levier de frein (3), la tige (37) se tordant autour de son axe longitudinal (38) lorsque le levier de frein (3) décrit un mouvement de pivotement. Par ailleurs, l'invention comporte des moyens (42, 42', 50, 52) qui limitent ou interdisent une flexion de la tige (37) dans la direction latérale (x).
EP13734759.7A 2012-08-10 2013-07-08 Frein à friction possédant au moins un levier de frein monté sur une articulation à corps fixe Active EP2882676B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012107362.7A DE102012107362A1 (de) 2012-08-10 2012-08-10 Reibungsbremse mit wenigstens einem an einem Festkörpergelenk gelagerten Bremshebel
PCT/EP2013/064353 WO2014023497A1 (fr) 2012-08-10 2013-07-08 Frein à friction possédant au moins un levier de frein monté sur une articulation à corps fixe

Publications (2)

Publication Number Publication Date
EP2882676A1 true EP2882676A1 (fr) 2015-06-17
EP2882676B1 EP2882676B1 (fr) 2017-06-07

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EP13734759.7A Active EP2882676B1 (fr) 2012-08-10 2013-07-08 Frein à friction possédant au moins un levier de frein monté sur une articulation à corps fixe

Country Status (4)

Country Link
US (1) US9511977B2 (fr)
EP (1) EP2882676B1 (fr)
DE (1) DE102012107362A1 (fr)
WO (1) WO2014023497A1 (fr)

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US10442662B2 (en) * 2013-12-19 2019-10-15 Inventio Ag Caliper brake for elevator systems
DE202015104095U1 (de) * 2015-08-05 2016-11-09 Wittur Holding Gmbh Aufzug mit Bremseinrichtung nach Art einer Zangenbremse
US10266270B2 (en) * 2015-08-21 2019-04-23 Textron Innovations, Inc. Locking system for articulating aircraft seat
DE102016201415A1 (de) * 2016-01-29 2017-08-03 Thyssenkrupp Ag Pneumatische Bremsbetätigung in einer Aufzugsanlage
AT520448B1 (de) * 2018-04-25 2019-04-15 Ve Vienna Engineering Forschungs Und Entw Gmbh Schwimmsattelbremse
DE102018114309B4 (de) 2018-06-14 2021-07-22 Physik Instrumente (Pi) Gmbh & Co. Kg Bremsvorrichtung sowie Antriebseinheit und Positioniervorrichtung
EP3674244B1 (fr) * 2018-12-31 2022-09-14 KONE Corporation Frein de stationnement de cabine d'ascenseur
CN115676549A (zh) * 2021-07-21 2023-02-03 奥的斯电梯公司 电梯安全系统和电梯设备

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FR2644765B2 (fr) * 1988-06-08 1991-07-05 Leroy Somer Frein electromagnetique a machoires de serrage
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Also Published As

Publication number Publication date
US9511977B2 (en) 2016-12-06
DE102012107362A1 (de) 2014-02-13
EP2882676B1 (fr) 2017-06-07
US20150217970A1 (en) 2015-08-06
WO2014023497A1 (fr) 2014-02-13

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