EP2882676B1 - 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 Download PDF

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Publication number
EP2882676B1
EP2882676B1 EP13734759.7A EP13734759A EP2882676B1 EP 2882676 B1 EP2882676 B1 EP 2882676B1 EP 13734759 A EP13734759 A EP 13734759A EP 2882676 B1 EP2882676 B1 EP 2882676B1
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EP
European Patent Office
Prior art keywords
brake
friction brake
web
friction
solid
Prior art date
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Application number
EP13734759.7A
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German (de)
English (en)
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EP2882676A1 (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
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ABB Gomtec GmbH
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Publication of EP2882676A1 publication Critical patent/EP2882676A1/fr
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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
    • 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.
  • friction brakes 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.
  • an actuator e.g. an electric motor
  • intermediate element e.g. a brake rail
  • 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.
  • the friction brake according to the invention can fulfill the function of a service brake and / or an emergency brake device.
  • a friction brake for braking a transport device in particular an elevator
  • an elevator 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.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • 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.
  • 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.
  • the at least one web may have at least one lateral recess.
  • 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.
  • 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 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.
  • transport means 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.
  • 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.
  • a spring is provided for each of the brake levers, which acts on the respective brake lever.
  • 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.
  • 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.
  • 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.
  • the friction brake 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.
  • 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.
  • the braking effect of the friction brake can be used at an earlier time.
  • 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.
  • 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.
  • To apply the actuator lowers its power, wherein the application of the brake lever is performed by the bias of the spring assembly.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • 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;
  • 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).
  • 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.
  • the distance 10 between the two brake levers 3 can be the distance 10 between the two brake levers 3 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.
  • the electric motor 6 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.
  • 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.
  • the elastic suspension 5 of the brake caliper contributes to an improvement of the braking behavior.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 '.
  • 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.
  • 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'.
  • the vibration caused by the impact of the brake linings is correspondingly lower according to characteristic curve B '.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 elevator system components such. Sensors or control units can be integrated into the room.
  • 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.
  • one or more (separating) walls 53 may be provided.
  • 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.
  • FIGS Fig. 7 and 9 are shown.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • 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.
  • the lateral enclosure 50 is used as a lateral stop 50.
  • 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.
  • the force curve or the internal stresses in the web 37 are favorably influenced.
  • a plurality of recesses 50 may be provided.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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)

Claims (14)

  1. Frein à friction (1) destiné au freinage d'un dispositif de transport (26), notamment d'un ascenseur, comprenant au moins un levier de frein (3) monté de manière pivotante et muni d'une garniture de frein (4), lequel levier de frein est suspendu de manière élastique au moyen d'une articulation à corps fixe (36), ainsi qu'un actionneur (6) permettant l'actionnement du frein à friction (1), caractérisé en ce que l'articulation à corps fixe (36) présente au moins une barrette (37), rattachée à ses deux extrémités opposées et présentant une section de support libre, à laquelle le levier de frein (3) est rattaché de manière que la barrette (37) se tord autour de son axe longitudinal (38) lorsque le levier de frein (3) effectue un mouvement de pivotement, et en ce que, en outre, il est prévu des moyens (42, 42', 50, 52) visant à limiter ou à empêcher un fléchissement de la barrette (37) dans la direction latérale (x).
  2. Frein à friction (1) selon la revendication 1, caractérisé en ce que les moyens (42, 50, 52) comprennent une butée latérale (50, 52).
  3. Frein à friction (1) selon la revendication 2, caractérisé en ce que la butée latérale (50, 52) est conçue en forme de plaque.
  4. Frein à friction (1) selon les revendications 2 et 3, caractérisé en ce que la butée latérale (50, 52) constitue une partie d'un crampon (52) qui entoure deux barrettes (37) espacées parallèlement l'une de l'autre.
  5. Frein à friction (1) selon la revendication 1, caractérisé en ce que les moyens (42, 50, 52) comprennent au moins un élément de liaison (42, 42') qui relie la barrette (37) à un autre composant (37, 47).
  6. Frein à friction (1) selon la revendication 5, caractérisé en ce que l'élément de liaison (42) constitue un pont ou une âme.
  7. Frein à friction (1) selon la revendication 5 ou 6, caractérisé en ce que l'élément de liaison (42) relie une première barrette (37) à une deuxième barrette (37) parallèle à la première.
  8. Frein à friction (1) selon la revendication 5 ou 6, caractérisé en ce que l'élément de liaison (42) relie une première barrette (37) à un composant (47) disposé de manière latérale.
  9. Frein à friction (1) selon l'une des revendications précédentes, caractérisé en ce qu'il est prévu une articulation à corps fixe (36) comprenant deux barrettes (37) espacées parallèlement l'une de l'autre auxquelles est rattaché un levier de frein (3) respectif, l'articulation à corps fixe (36) se composant d'un élément unitaire.
  10. Frein à friction (1) selon l'une des revendications précédentes, caractérisé en ce que l'articulation à corps fixe (36), lorsque le frein (1) se trouve à l'état desserré, précontraint le ou les leviers de frein (3) dans un sens de desserrage.
  11. Frein à friction (1) selon l'une des revendications précédentes, caractérisé en ce que l'articulation à corps fixe (36) est disposée conjointement avec d'autres composants (47, 48, 49) de manière à produire une enceinte (44), l'articulation à corps fixe (36) constituant une partie de ladite enceinte (44).
  12. Frein à friction (1) selon l'une des revendications précédentes, caractérisé en ce que l'enceinte (44) comprend au moins deux articulations à corps fixe (36) qui forment des surfaces latérales opposées de l'enceinte (44).
  13. Frein à friction (1) selon l'une des revendications précédentes, caractérisé en ce que la barrette (37) présente un évidement qui réduit la section transversale active de ladite barrette (37).
  14. Frein à friction (1) selon l'une des revendications précédentes, caractérisé en ce que ledit frein à friction (1) comprend un dispositif à ressort (8) qui précontraint au moins un levier de frein (3) dans le sens du serrage (x), l'actionneur (6) étant commandé par une unité de commande (32) de manière qu'un mouvement de serrage du frein à friction (1) provoqué par le dispositif à ressort (8) est amorti au moins par phases.
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)

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EP2882676A1 EP2882676A1 (fr) 2015-06-17
EP2882676B1 true 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

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

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ES2656196T3 (es) * 2013-12-19 2018-02-26 Inventio Ag Freno de zapatas para instalaciones de ascensor
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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DE102011053178B3 (de) * 2011-08-31 2012-11-29 Klaus-Peter Kapp Reibungsbremse mit einer senkrecht zur Zuspannrichtung wirkenden Aktoreinheit

Also Published As

Publication number Publication date
WO2014023497A1 (fr) 2014-02-13
US20150217970A1 (en) 2015-08-06
US9511977B2 (en) 2016-12-06
DE102012107362A1 (de) 2014-02-13
EP2882676A1 (fr) 2015-06-17

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