EP2882676B1 - Friction brake having at least one brake lever which is mounted on a solid body joint - Google Patents

Description

The invention relates to a friction brake according to the preamble of patent claim 1 and in particular an electromechanical friction brake for elevators.

From the prior art known friction brakes as z. Used for braking elevators, comprise two oppositely disposed brake levers which are actuated by means of an actuator, e.g. 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 resulting vibrations and noises are generally perceived as disturbing and are not acceptable, especially in elevator technology.

Friction brakes with two opposite brake levers, which are mounted on a solid-body joint, for example, from DE 29 10 118 A1 , of the DE 10 2011 000 720 A1 or the DE 10 2011 053 178 A1 known. Another friction brake with a U-shaped solid-state joint, on which two brake levers are arranged, results from the FR 2 670 476 A1 ,

Disclosure of the invention

It is therefore the object of the present invention to provide a friction brake, in particular for elevators, which operates more uniformly in normal operation, without disturbing jerking movements or shocks. The friction brake according to the invention 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 is proposed which comprises 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. According to the invention, the solid-body joint comprises at least one web fastened at its opposite ends and having a cantilevered portion to which the brake lever is fixed, the web twisting about its longitudinal axis when the at least one brake lever performs a pivotal movement. In order for the solid-body joint not to deflect in the lateral direction (application or release direction) or to deflect sideways when the brake is loaded, the friction brake according to the invention also comprises means which limit or completely prevent lateral flexing of the solid-body joint.

The bridge can z. B. layered from one or more layers.

According to a preferred embodiment of the invention, the web has at least one narrower section with a smaller cross section, at which the torsion takes place.

The above-mentioned agents may, for. B. include a lateral stop, against which the solid-state joint or the brake lever abuts when a load on the brake and thus limits the extent of lateral deflection. 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.

According to a particular embodiment of the invention, 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.

Alternatively or additionally, 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 mechanically coupled via the connecting element with the other component, making it altogether stiffer. The connecting element may, for. B. be designed as a strut or bridge.

In a solid state joint with two parallel webs, 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.

According to a preferred embodiment of the invention, the solid-body joint comprises at least two approximately parallel spaced 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.

According to a particular embodiment of the invention, the at least one web may have at least one lateral recess. By means of this measure, the internal stress curves in the solid-body joint can be favorably influenced, so that internal 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.

According to one embodiment of the invention, 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.

According to a preferred embodiment of the invention, the enclosure comprises at least two solid joints, the z. B. form opposite side surfaces of the enclosure.

The housing can z. B. for the sheltered housing of various components of the transport device and / or the brake can be used. In this way, for example, can be dispensed with individual component housing, so that the weight of the transport device can be lowered.

By the term "transport means" is meant here all means which are arranged along a fixed path, e.g. a guide rail, to be moved. The term refers in particular to equipment suitable for transporting persons or goods, whether horizontal or vertical, and in particular elevators, elevator cars, buckets, conveyors, paternosters, cars, lifts, conveyor racks, lifting platforms or elevators, etc.

According to a particular embodiment of the invention, the friction brake comprises 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 in a braking operation slightly in the direction of movement of the transport device (or in the opposite direction) can be deflected. As a result, the braking behavior of the friction brake can be further optimized.

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 particular embodiment of the invention, a spring is provided for each of the brake levers, which acts on the respective brake lever. In this case, the function of the elastic suspension and the function of the mounting of the brake lever can be 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 pivotable brake lever can pivot about a fixed pivot axis. In a specific embodiment of the invention, 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.

In the case of an embodiment with brake caliper, a brake bridge can be provided between the opposite brake levers, 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.

For actuating the friction brake, an actuator is provided. The friction brake according to the invention further comprises a spring arrangement which biases at least one brake lever in the direction of the rail and is capable of automatically closing the brake, and a controller which controls the actuator during a braking operation such that a clamping movement driven by the spring arrangement at least is damped 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.

According to a preferred embodiment of the invention, the actuator is driven in such a way that the brake pad or pads engage the rail at a comparatively slower speed than without the intervention of the brake pad 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. As a result, the braking effect of the friction brake can be used at an earlier time. In a subsequent, second phase, the application movement is then preferably damped. 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.

According to a preferred embodiment of the invention, 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. To release the brake, the actuator moves the brake levers apart, whereby the actuator biases the spring accumulator and the spring accumulator is recharged with potential energy. To hold a specific braking position, the actuator brings a constant force on the brake lever. To apply the actuator lowers its power, wherein the application of the brake lever is performed by the bias of the spring assembly.

According to a preferred embodiment of the invention, 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 an emergency braking device, with which they are automatically tensioned in an emergency can. The emergency brake function is preferably realized by the spring arrangement. Emergencies are such conditions in which the proper operation of the system on which the brake is mounted, can not be guaranteed, 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 operates according to the following principle: If the electromechanical actuator fails in the event of a power failure, it can no longer oppose the application force of the spring arrangement. The spring arrangement can thus press the brake pad carrier or pads with the brake pad against the rail, as a result of which the transport device is automatically braked.

For this purpose, the spring arrangement is designed so that it can put the transport device in each loading state, especially at maximum load, from maximum acceleration of the transport device in the standstill preferably.

According to a particular embodiment of the invention, the friction brake may comprise a damping element which projects in the direction of the rail over the brake pad. It can thereby be achieved that the brake pads do not grind on the rail in the opened state of the brake and do not generate any vibrations. 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 can for example be mounted on an elevator car or on the counterweight of the elevator.

Brief description of the drawings

• Fig. 1 eine beispielhafte Ausführung einer Reibungsbremse, die kein Teil der Erfindung ist und dem besseren Verständnis der Erfindung dienen soll;
• Fig. 2 eine Aufsicht auf eine Fahrgastkabine eines Personenaufzuges von oben;
• Fig. 3 eine Seitenansicht der Fahrgastkabine von Fig. 2;
• Fig. 4 eine spezielle Ausführungsform einer Reibungsbremse mit Dämpfungselementen; und
• Fig. 5a,b den zeitlichen Verlauf der Zuspannkraft F und des vom Bremsbelagträger zurückgelegten Wegs während einer Bremsung;
• Fig. 6 eine seitliche, perspektivische Ansicht einer Reibungsbremse;
• Fig. 7 eine Seitenansicht von zwei an der Transporteinrichtung befestigten Bremsen;
• Fig. 8 eine schematische Frontansicht eines Festkörpergelenks;
• Fig. 9 eine schematische Frontansicht eines eingefassten Festkörpergelenks;
• Fig. 10 eine Aufsicht einer Klammer für die Stege des Festkörpergelenks;
• Fig. 11 eine perspektivische Ansicht eines Festkörpergelenks.

The invention will now be described by way of example with reference to the accompanying drawings. Show it:

• Fig. 1 an exemplary embodiment of a friction brake, which is not part of the invention and is intended to better understand the invention;
• Fig. 2 a top view of a passenger cabin of a passenger elevator from above;
• Fig. 3 a side view of the passenger cabin of Fig. 2 ;
• Fig. 4 a special embodiment of a friction brake with damping elements; and
• Fig. 5a, b the time course of the application force F and the distance traveled by the brake pad carrier during braking;
• Fig. 6 a side perspective view of a friction brake;
• Fig. 7 a side view of two attached to the transport brakes;
• Fig. 8 a schematic front view of a solid state joint;
• Fig. 9 a schematic front view of a enclosed solid-state joint;
• Fig. 10 a plan view of a clip for the webs of the solid-state joint;
• Fig. 11 a perspective view of a solid state joint.

Embodiments of the invention

In the presentation of Fig. 1 it is an example intended to facilitate the understanding of the invention. Fig. 1 shows a schematic view of a friction brake 1 with an 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 interchangeably attached to the brake pad holders. Between the two brake levers 3, a friction element 2 extends - 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 exert a braking force. The application device 15 and the brake lever 3 form a brake caliper, which surrounds the guide rail 2 from opposite sides.

Alternatively, the friction element 2 may be formed instead of the guide rail as a separately provided for the brake rail.

In the illustrated embodiment, the brake 1 is realized as an elevator brake with which the passenger cabin 25 (see Fig. 2 and 3 ) of a passenger elevator is slowed down. The brake 1 is on a frame 20 of the passenger cabin 25 (see Fig. 2 ) and moves up and down with the passenger cabin 25 in the z-direction. 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 here comprises a solid-body joint, which is shown by way of example with two springs 11, each of which acts on one of the brake levers 3. The springs 11 are advantageously biased in the direction of the open position of the brake 1, so that they support the release of the brake 1.

As in Fig. 1 can be seen, at the end of the brake lever 3, which is opposite to the brake pad 4, each provided a bearing 12 to which the Brake lever 3 are pivotally mounted. The two bearings 12 are connected to each other via a brake bridge 13, which receives the forces occurring during braking in Zuspann- or release direction (x-direction). 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; For example, 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). In the brake levers 3 each have a through hole 17 is provided, through which the axis 31 is guided, wherein it protrudes on both sides of the brake caliper to the outside. 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 in this embodiment comprises a second Ankerzug 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 passage opening 17 with an internal thread and is rotatably supported by a bearing 30 at its, the electric motor 6 opposite end. The shaft 9 has at least in the region of the passage opening 17 has a corresponding external thread, which cooperates with the internal thread of the passage opening 17. Depending on the direction of rotation of the shaft 9 can be the distance 10 between the two brake levers 3 either increase or decrease.

Alternatively, 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. For this purpose, 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. In the illustrated open position of the friction brake 1, the electric motor 6 must be operated with a certain power in order to keep the friction brake open against the force of the spring arrangement 8. To perform a braking operation, the engine power is reduced so that the opposing brake levers 3 move towards each other and the brake pads 4 are pressed against the guide rail 2. The force applied by the spring assembly 8 application movement is damped by the electric motor 6 at least in phases, so that the brake pads 4 at a lower speed against the guide rail 2 than without the intervention of the electric motor 6. By gently applying the brake pads 4 shocks of the transport device can be reduced become. In addition, also the elastic suspension 5 of the brake caliper contributes to an improvement of the braking behavior.

In the course of the operation of the friction brake 1, 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 adjusted by a corresponding operation of the nut 7. The nut 7 is here part of an adjusting device, with which the distance 10 between the two brake levers 3 can be reduced or increased. This advantageously ensures that the Zuspannweg the brake lever remains constant and thus the spring accumulator acts on the brake lever with an equal pressing force in the tensioned state of the brake.

The adjusting device could alternatively be provided on the brake bridge 13. In that case, e.g. the distance between the two bearings 12 change.

Alternatively, only a single Ankerzug could be provided which is actuated by both the spring assembly 8 and by the electric motor. In this case, the spring arrangement 8 could be arranged, for example, between the electric motor and the nearest brake lever 3.

The spring arrangement 8, in addition to its function as an actuating device for the friction brake 1 in normal operation, also simultaneously has the function of an emergency braking device with which the brake can be applied in an emergency, such as an emergency. a power failure or a crack of the elevator rope, can be braked. If the electric motor 6 fails in the event of a power failure, it can no longer hold the clamping force exerted by the spring arrangement 8, as a result of which the 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.

In other emergencies, such as a rope break, the friction brake 1 can be tightened by a common operation of the brake by means of the spring assembly 8 and the electric motor 6 faster and with greater force.

Fig. 2 shows a plan view of a located in an elevator shaft 14 passenger cabin 25 of a passenger elevator from above. The passenger cabin 25 comprises a frame structure 20, for example of a welded metal frame, which is centered at a point of attachment 18 on a cable 22 (see Fig. 3 ) is suspended. The actual cabin 25 is disposed inside the frame structure 20, 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. At the passenger cabin 25 is on the side of the guide rails 2a, 2b each provided a brake 1, as in Fig. 1 is shown. The elevator is thereby guided along the guide rails 2a, 2b and can be braked simultaneously.

Fig. 3 shows again a side view of the elevator of Fig. 2 , As can be seen, the brakes 1 are arranged in a lower region of the frame structure 20, wherein a stop 23 is provided on both sides of each brake 1.

Due to the elastic suspension 5 of the brake lever 15, these are slightly carried along by the guide rail 2 during a braking operation. When the passenger cabin 25 moves upwards, the brakes 1 are deflected downwards (ie counter to the direction of movement of the passenger cabin 25) and vice versa. In order to limit this movement of the brake lever 15 and in particular to prevent the springs 5 from bending too much or even tearing off, 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 stiffness 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 brake levers 3 and brake pads 4 only against strong stops, but not with weaker braking against the stops 23.

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 a plurality of damping elements 24 and 25 made of an elastic, for example rubber-like, material.

The damping elements 24 are each attached laterally to the brake pads 4 on the brake levers 3 (or brake pad carriers (not shown)) and protrude in the application direction (x direction) via the brake pad 4 in the direction of the guide rail 2. In the illustrated embodiment, one damping element 24 per brake lever 3 is provided in each case. However, it is also possible to provide more damping elements 24 per brake lever 3.

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 is preferably adjusted so that the force required to apply the brake 1 is not significantly greater than without damping elements 24.

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-direction) via the brake lever 3. As a result, an impact of the brake levers 3 against the laterally arranged stops 23 can be buffered.

The damping elements 25 may optionally be arranged on both sides of the brake pads 4. One or more damping elements 25 can be provided per side.

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. 5a shows the time course of the application force F during a braking operation of the friction brake 1. In this case, 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 t _1A or t _1B , the clearance is overcome, and the brake pads 4 are applied to the guide rail 2. As can be seen, 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 is driven in the initial phase of the braking operation in the application direction, so that the brake levers 3 move toward the guide rail 2 more quickly.

After applying the brake pads 4 on the guide rail 2, the clamping force is substantially linear up to reaching a rated clamping force F _nom increased by appropriate control of the motor 6, and then maintained at this value. In contrast, the application force F builds up faster in a purely mechanical, driven by the spring assembly 8 braking, whereby the brake pads 4 push with greater force against the rail 2. The characteristic curve A shows a much larger gradient in the middle range. As a consequence of this, the brake levers 3 vibrate, which is the cause of squeaking or jerking movements.
Upon reaching the Nennzuspannkraft F _call occurs in the characteristic curve A without motorized assistance due to the inertia of the brake lever and brake pad to an overshoot of the clamping force. 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 traveled by the brake levers 3 during braking path s, the characteristic A 'again the course without electromotive action, and the characteristic B' shows the course with electromotive assistance.

As can be seen, the brake lever 3 move almost the entire brake application's _call at a substantially constant speed, while the brake lever 3 at a purely mechanically driven braking in an initial phase initially slower and then move much faster than in characteristic B '. At time t _1A or t _1B , the clearance of the brake is overcome and the brake levers 3 come into contact with the guide rail 2. The path s at which the brake pads 4 come into contact with the guide rail 2 is indicated by a dashed line 34. In this state, the speed at which the brake pads 4 abut against the guide rail 2, in characteristic B 'substantially less than in the characteristic A'. The characteristic curve A 'shows a significantly greater slope than the characteristic curve B'. As a result, the vibration caused by the impact of the brake linings is correspondingly lower according to characteristic curve B '.

In the purely mechanically driven braking (characteristic A '), the speed of the brake lever 3 is reduced in the further course, as the spring assembly 8 relaxes. According to curve B 'the brake lever 3, however, continue to be driven at a constant speed and reach before the characteristic curve A' the rated application distance s _call.

By a suitable control of the electric motor, it is thus possible to dampen the tensioning movement of the brake levers 3 caused by the spring arrangement 8 and, in particular, to apply the brake levers 3 at a lower speed to the guide rail 2. If the electric motor 6 is controlled in such a way that the brake levers 3 move comparatively faster at least in an initial phase of a clamping movement, it is possible to achieve a desired nominal clamping force simultaneously or even before the purely mechanically driven braking.

The in the FIGS. 1 to 4 shown brake 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. In addition, the elevator brake 1 can 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. The brake levers 3 are elastically suspended by means of a special solid-state joint 36. The solid-state hinge 36 has in this case two parallel webs 37, to each of which a brake lever 3, z. B. by means of a screw, is attached.

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. When the brake levers 3 execute a pivoting movement in the application or release direction (x-direction) when the brake 1 is actuated, the webs 37 twist around their longitudinal axis 38. An internal stress in the solid-state joint 36 builds up, which acts like a spring and trying to put the brake lever 3 back to its original position. That the solid-state joint 36 has the properties of a mechanical spring.

The webs 37 are connected to each other here and thus form a one-piece solid-body joint 36. The solid-state joint 36 including the webs 37 may be made of metal, for example. In a particular embodiment, the solid-state joint 36 can be formed in a layered manner.

The solid-state joint 36 or the webs 37 are preferably designed such that they exert no force on the brake levers 3 in the open position of the friction brake 1. Alternatively, however, they 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 in a stable position on the one hand in the unactuated state and on the other hand, the brake lever 3 can be deflected slightly against the direction of movement of the transport device during a braking operation. 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 1a, 1b, with one brake 1a on the left guide rail 2a engages, and the other brake 1b on the right guide rail 2b attacks. In this way, the braking forces can be evenly distributed left and right, so that, for example, tilting or skewing of the passenger cabin 25 can be avoided during a braking operation. 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.

To attach the brakes 1 a and 1 b to the passenger cabin 25, 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. Alternatively, 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.

In the illustrated embodiment, a plurality of screws (not shown) 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. In the picture of Fig. 7 For example, the right solid-state joint 36b is fixed to the component 47, while the left solid-state joint 36a is directly connected 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, which is framed by a thick dash-dot line for clarity , The side surfaces of the enclosure 44 are formed by the solid-state joints 36a, 36b and optionally other components.

The demarcated from the housing 44 interior z. B. be used to integrate or protect individual components of the brake. For example, the drive 45 of the brake could at least partially protrude into the space and / or be secured within it. It is also possible to integrate the controller 46 of the brake in the room. Also required for the elevator system components, such. Sensors or control units can be integrated into the room. Thus, the housing 44 can be used as a housing for various components. An additional component housing can thus be dispensed with, as a result of which the weight of the transport device 25 can be reduced.

For stiffening and / or for separating the housing 44, one or more (separating) walls 53 may be provided. In this way, 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.

To further close the space, other components (eg, 47, 50) may be attached to the aforementioned components (eg, 36a, 36b, 48, 49), as in FIGS Fig. 7 and 9 is shown. Alternatively or in addition to the attachment of the solid-body joint 36 on the upper frame part 48, 49, 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 results in an at least partially enclosed space 44, which is formed from the at least two oppositely disposed solid-state hinges 36a, 36b and an upper enclosure 48 and / or lower enclosure 49 and / or lateral enclosure 50. That is, the space 44 can thus be delimited or edged from all sides.

Further, the frame 20 and the upper and lower skirt 48/49 could be formed integrally. Further, the upper and / or lower and / or lateral enclosure may be integrally formed, e.g. be formed as a U-profile.

Advantageously, the brake levers 3 mounted on the solid-body joint 36 should not bend under the action of force when the brake 1 is applied. That is, the pivot axes 38 of the solid-state joint 36 should always be parallel to each other. However, as in Fig. 8 indicated, the webs 37 of the solid-state joint 36 under heavy load during application of the brake lever 3 laterally, ie bend in the release direction, so that the pivot axes 38 'no longer run parallel, but to bend.

According to the invention, the friction brake 1 therefore comprises means (eg 42, 50, 52) which limit or completely prevent a lateral bending of the solid-body joint. At the in Fig. 9 illustrated embodiment, these means each comprise a lateral stop 50, against which the respective web 37 abuts when a load on the brake. 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. If the stop 50 is arranged at a distance to 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 do not need to perform any other functions (e.g., twisting), they can be designed to be sufficiently rigid so that they do not bend themselves under the influence of the lateral forces.

The lateral stop 50 is here plate-shaped, but it could also be realized as a kind of strut, rod-shaped. Advantageously, the lateral enclosure 50 is used as a lateral stop 50.

In Fig. 9 the webs 37 on a special recess 51 which reduces the decisive for the deflection cross-section of the webs 37 in a central portion. As a result, the force curve or the internal stresses in the web 37 are favorably influenced. Optionally, a plurality of recesses 50 may be provided. In addition, the lateral stop 50 may have one or more recesses.
The connection of the stops 50 with the upper and / or lower skirt 48, 49 gives additional stability.

Fig. 10 shows a second embodiment of the means for preventing or limiting lateral deflection of the webs 37. In this case, these include a bracket 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. Advantageously, the clamp 52 engages around the webs 37 approximately in the middle, since there the lateral deflection is strongest.

The clip 52 may also be provided in addition to the stops 50 and / or other means.

Fig. 11 shows a third embodiment of the means for preventing or limiting lateral deflection of the webs 37. In this case, these comprise one or more connecting elements 42, 42 'in the form of cross braces or bridges which interconnect 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.

Alternatively, the connecting element 42 'could also be designed as a separate component, which is subsequently attached to the webs 37. For example, 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.

Alternatively or additionally, 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.

Furthermore, several means can be combined to stiffen the webs 37. For example, lateral collars 50, clasps 52, and stiffeners 42 (e.g., cross braces) may be used in any combination to prevent lateral deflection of struts 37.

Claims (14)

1. Friction brake (1) for slowing down a transport device (26), in particular a lift, comprising at least one pivotably arranged brake lever (3) having a brake lining (4) which is elastically fixed by means of a flexure hinge (36), and an actuator (6) for actuating the friction brake (1), characterised in that the flexure hinge (36) has at least one web (37) which is fastened on its two opposite ends and a free section on which the brake lever (3) is fastened such that the web (37) twists about its longitudinal axis (38) when the brake lever (3) carries out a pivoting movement, and that further means (42, 42', 50, 52) are provided which limit or prevent sagging of the web (37) in a lateral direction (x).
2. Friction brake (1) according to claim 1, characterised in that the means (42, 50, 52) comprise a lateral stop (50, 52).
3. Friction brake (1) according to claim 2, characterised in that the lateral stop (50, 52) is formed to be plate-shaped.
4. Friction brake (1) according to claim 2 and 3, characterised in that the lateral stop (50, 52) is part of a clamp (52) which encompasses two webs (37) which are arranged in parallel at a distance from each other.
5. Friction brake (1) according to claim 1, characterised in that the means (42, 50, 52) comprise at least one connection element (42, 42') which connects the web (37) to another component (37, 47).
6. Friction brake (1) according to claim 5, characterised in that the connection element (42) is formed as a bridge or web.
7. Friction brake (1) according to claim 5 or 6, characterised in that the connection element (42) connects a first web (37) to a second web (37) which is arranged in parallel.
8. Friction brake (1) according to claim 5 or 6, characterised in that the connection element (42) connects a first web (37) to a laterally arranged component (47).
9. Friction brake (1) according to one of the preceding claims, characterised in that a flexure hinge (36) is provided which comprises two webs (37), which are arranged in parallel at a distance from each other, to which a brake lever (3) is fastened in each case, wherein the flexure hinge (36) is formed as one piece.
10. Friction brake (1) according to one of the preceding claims, characterised in that the flexure hinge (36) prestresses the brake lever(s) (3) in the released state of the brake (1) in a release direction.
11. Friction brake (1) according to one of the preceding claims, characterised in that the flexure hinge (36) is arranged together with other components (47, 48, 49) in such a way that an encasing housing (44) is formed, wherein the flexure hinge (36) forms a part of the encasing housing (44).
12. Friction brake (1) according to one of the preceding claims, characterised in that the encasing housing (44) comprises at least two flexure hinges (36) which form opposite side surfaces of the encasing housing (44).
13. Friction brake (1) according to claim 1, characterised in that the web (37) has a recess which reduces the effective cross section of the web (37).
14. Friction brake (1) according to one of the preceding claims, characterised in that the friction brake (1) comprises a spring arrangement (8) which prestresses at least one brake lever (3) in the application direction (x), wherein the actuator (6) is controlled by a control unit (32) in such a way that an application movement of the friction brake (1) caused by the spring arrangement (8) is damped at least in phases.

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