EP2925654A1

EP2925654A1 - Catching device for a traveling body of an elevator system

Info

Publication number: EP2925654A1
Application number: EP13792363.7A
Authority: EP
Inventors: Faruk Osmanbasic; Philipp Müller; Luca GÜRBER; Benedikt RIESER; Daniel Meierhans; Michael Geisshüsler
Original assignee: Inventio AG
Current assignee: Inventio AG
Priority date: 2012-11-27
Filing date: 2013-11-15
Publication date: 2015-10-07
Anticipated expiration: 2033-11-15
Also published as: AU2013351430B2; CA2891747A1; EP2925655B1; HK1210453A1; WO2014082878A1; HK1213538A1; AU2013351429A1; BR112015012174A2; CN104936882A; BR112015011997B1; EP2925654B1; RU2643078C2; CN104812689A; CN104936882B; US9708159B2; BR112015012174B1; RU2015125483A; BR112015011997A2; AU2013351430A1; WO2014082877A1

Abstract

The invention relates to a catching device (1) for an elevator system comprising at least one traveling body which is arranged in an elevator shaft in a movable manner along a guide rail (4) and/or a brake rail. The catching device is suitable for braking and retaining the traveling body on the guide rail (4) and/or on a brake rail as required. The catching device (1) comprises a control plate (6) for receiving a brake body and for positioning the brake body relative to the guide rail (4) and/or the brake rail. The brake body is designed in at least two pieces and comprises a first brake element (7) and a second brake element (8) which are arranged in a pivotal manner about a common axis (9). The first brake element (7) is substantially designed solely for braking and retaining purposes when the traveling body is moving along the guide rail (4) and/or brake rail in an upward direction, and the second brake element (8) is designed solely for braking and retaining purposes when the traveling body is moving along the guide rail (4) and/or the brake rail in a downward direction (b).

Description

Safety gear to a drive body of an elevator system

The invention relates to a safety gear and a method for demand-based braking and holding a driving body of a lift system by means of the safety gear according to the preamble of the independent claims and a

Elevator installation with such a safety gear.

Elevator systems are installed in buildings and usually consist inter alia of an elevator car, which is held with a support device. By means of a drive, the elevator car is in an upward direction, that is, substantially opposite to the action of gravity or in a downward direction, that is, substantially in the direction of the action of gravity, movable to transport people and / or goods. The movement of the elevator car, also called a running body, takes place essentially in the vertical direction.

Such known elevator systems often include safety gears in order to secure them in the event of failure of the drive or the support device or to protect against unwanted drifting or crashes. From EP 2 112 116 AI a safety gear is known which comprises an eccentrically formed brake body. The brake body is arranged in a housing. In operation, the housing is moved with the brake body so that the brake body bears against a brake rail and is pivoted by the relative movement between the brake body and the brake rail. As a result, braking regions of the brake body are positioned on the brake rail, so that the driving body is decelerated. to

Achieving the braking effect is arranged in the housing a counter-brake plate for adjusting the braking force.

WO 2012/080104 AI discloses a safety gear with a pivoting driving body for the operation of the safety gear in contact with a

Brake rail by the relative movement between the driving body and brake rail.

There is a need to make the positioning of the brake body to the brake rail and / or a guide rail of the vehicle more reliable and constructive simplify. In addition, there is a need to simplify the design of the safety gear from a braking position in a rest position in which the safety gear has no braking effect, constructively and more reliably.

It is therefore an object of the present invention to avoid the disadvantages of the known. In particular, a device and a method of the type mentioned at the outset are to be provided with which deceleration and holding of the driving body of an elevator installation can reliably take place. Also, the safety gear should be structurally simple. In addition, it is a particular object to ensure a reliable and inexpensive design of the device for returning the safety gear in the rest position in which no braking effect is exercised.

At least some of these objects are achieved with a safety gear and a method having the features of the independent claims.

The safety gear for an elevator installation with at least one drive body, which is arranged so as to be movable along a guide rail and / or a brake rail in an elevator shaft, is suitable for demand-based braking and holding of the drive body on the guide rail and / or on a brake rail. The catching device comprises a carrier for receiving a brake body and a control plate for positioning the brake body relative to the guide rail and / or the brake rail. The brake body is formed at least in two pieces and comprises a first brake element and a second brake element. The two brake elements are essentially independently movable at least in some areas. The first brake element is designed substantially only for braking and holding in process of the driving body along the guide rail and / or brake rail in an upward direction. The second brake element is designed substantially only for braking and holding in process of the driving body along the guide rail and / or the brake rail in a downward direction. The control plate can also be referred to as a base plate, since it is designed to hold the brake elements in a basic position. These terms are synonymous in this context. The two brake elements can, if necessary, brought into contact with the guide rail and / or the brake rail, or be delivered to this. Depending on the direction of travel of the driving body is inevitably, due to a frictional engagement between the brake body and guide rail and / or the brake rail, taken along the corresponding brake element and placed in a final or second braking position.

This has the advantage that the brake body is easily adaptable to the respective requirements for braking force for the upward direction and / or downward direction, which makes the operation of the device reliable and also less expensive. It is for example possible, with appropriate wear of a brake element to replace only this, if the wear of the brake elements of the brake body is different for the different directions. Thus, the operation of the safety gear is possibly cheaper than prior art safety gears. Also, a space requirement of the safety gear can be optimized because the required

Brake element can be moved independently of the other brake element.

In particular, the device comprises a counter-brake body, which is arranged such that the guide rail and / or the brake rail between the brake body and the counter-brake body can be clamped to produce a braking effect. The

Braking force can be adjusted inter alia by the applied by the counter-brake body on the guide notes and / or brake rail force. For example, the counter-brake body can be configured with disc springs, with which the acting braking force is adjustable. By the delivery of the brake elements to the guide, or brake rail is preferably the carrier together with the

Counterbrake body shifted so that the guide, or the brake rail between the brake body and the counter-brake body is clamped.

Preferably, the control plate or the base plate is positionable in a rest position and in a braking position. The positioning can be done in particular by means of a linear movement and / or a pivoting movement of the control plate. For example, so the control plate can be positioned from the rest position to the braking position by means of a linear movement, a pivoting movement or a combination of linear movement and pivotal movement. Also the positioning the control plate from the braking position back to the rest position can be done analogously also by means of linear movement, pivoting movement or a combination of linear movement and pivoting movement. This has the advantage that for the purpose of operating the safety gear only the

Control plate is positioned in the carrier, whereby it moves the brake body in a first braking position, or delivered to the rail. Thus, an actuation of the safety gear can be made independently of a travel direction and for the purpose of the operation, for example, not the entire housing of the safety gear must be moved. This makes the construction of the safety gear, in particular the actuator easier and cheaper than the prior art. In addition, a linear movement or a pivoting movement of the control plate only from the rest position to the braking position and vice versa structurally simple and reliable realized.

Preferably, the control plate by means of a particular turn-off electromagnet in the rest position preserved. This has the advantage that such a construction is easy to implement and therefore inexpensive. In addition, it can be ensured that, for example, during a power failure, the solenoid is switched off, whereby a braking effect of the safety gear is triggered, which the operation of the

Safety gear as emergency brake allows. Of course, emergency power supplies, such as a battery or a capacitor may be provided to bridge short-term power interruptions. Such emergency power supplies are of course included in a safety or control concept.

Alternatively to the use of a particular turn-off electromagnet for holding the control plate in the rest position and the use of a mechanical locking device such as a gripper or a bolt is conceivable. These may be releasably connected to the control plate, so that the control plate is movable from the rest position to the braking position.

Preferably, the control plate is movable by means of a compression spring in the braking position. This has the advantage that the control plate is reliably movable, for example, in a power failure from the rest position to the braking position by exercise a force on the control plate by the at least one compression spring in the direction of the braking position.

Alternatively to the use of a compression spring for positioning the control plate from the rest position to the braking position, the positioning can also be effected by means of a hydraulic, pneumatic or electric drive, as these are known in the art. In addition, for example, the use of a tension spring is conceivable. Preferably, the first brake element and the second brake element are pivotable.

In particular, the first brake element and the second brake element are pivotable about a common axis, preferably arranged in or on the carrier, in particular in opposite directions. This has the advantage that the positioning of the control plate and a corresponding pivoting of the brake elements, these can be brought into contact with the guide rail and / or brake rail. This is structurally simple, reliable and inexpensive to implement, since no complex facilities for positioning the safety gear are needed. In addition, advantageously necessary for actuating the brake elements initial forces are low, since only the individual brake elements are pivoted. Further, a dimension of the safety gear can be optimized because the brake elements are arranged parallel to each other on the same axis. A height is therefore minimal.

Preferably, the two brake elements or the first brake element and the second brake element are coupled to each other in such a way that they can rotate freely against each other within a predetermined displacement angle. Thus, a braking direction can automatically adjust only on the basis of one direction of travel.

The first brake element and / or the second brake element are preferably pivotable from the basic position into a first brake position in such a way that the first brake element and / or the second brake element is in contact with the guide rail and / or the brake rail.

For the purposes of the present application substantially no braking and holding takes place when the first brake element and / or the second brake element in the first braking position in contact with the guide rail and / or the brake rail is.

Preferably, the first brake element and / or the second brake element by friction with the guide rail and / or the brake rail from the first braking position in a second braking position can be pivoted.

This has the advantage that by means of a simple pivoting movement of at least one braking element, which is in contact with the guide rail and / or the brake rail, this can be brought from the first braking position to a second braking position, which is structurally easy to implement. By the relative movement between the guide rail and / or brake rail and the corresponding brake element, a further pivoting of the brake element can now take place, whereby the braking effect of the safety gear is increased. It is particularly advantageous here that this further pivoting is directly dependent on the direction of the relative movement. This direction thus decides which of the two brake elements is pivoted to the final second braking position. Thus, by means of the shaping of the brake elements, a braking force for downward and upward travel can be individually specified.

In particular, a release of the safety gear can take place by pivoting back of the first brake element and / or the second brake element by frictional engagement with the guide rail and / or the brake rail from the second braking position to the first braking position. This corresponds in particular to an opposite relative movement relative to the relative movement during pivoting of the corresponding brake element from the first braking position to the second braking position. This has the advantage that the release of the safety gear by pivoting the corresponding brake element from the second braking position into the first braking position can be structurally simple and reliable, since, for example, no additional return device is necessary. From the first braking position, the corresponding brake element can be brought into the home position by a corresponding pivoting back.

Preferably, the control plate from the braking position to the rest position by pivoting the first brake element and / or the second brake element of the first braking position in the second braking position movable. In other words, by pivoting one of the brake elements from the first braking position to the second braking position, the control plate is moved back from the braking position to the rest position.

This has the advantage that on the one hand the first and / or the second brake element, are moved by the positioning of the control plate from its rest position to the braking position in the first braking position. On the other hand, by the subsequent continued by the frictional engagement with the guide rail and / or the brake rail further movement of the first brake element or the second brake element, the control plate is moved back from its braking position to the rest position. In the basic position, the control plate can be held again, for example by means of the locking device. The locking device may be formed, for example, as a disconnectable solenoid. Thus, the solenoid holds the control plate in the rest position. If necessary, the solenoid is turned off and the control plate is moved to the braking position, wherein it moves the brake elements in the first braking position. Depending on the direction of travel of the driving body, the corresponding braking element is moved to the second braking position, whereby the guide or brake rail clamped and the vehicle body is braked. At the same time, when moving the corresponding brake element from the first to the second braking position, as described, the control plate can be moved back to the electromagnet. This is particularly advantageous, since now only the electromagnet can be switched on to hold the control plate in the rest position. He needs no further return energy, which further simplifies the structural design of the safety gear and makes this cheaper.

Preferably, the first brake element or the second brake element takes the other of the two brake elements after pivoting about the predetermined displacement angle. Advantageously, this other of the two brake elements is rotated back substantially into its basic position, whereby at the same time this other of the two brake elements, the control plate moves back from the braking position to the rest position or pushes back. As a result, the control panel is again in its rest position and the locking device can easily hold the control panel again. Preferably, that the first brake element or the second brake element on a driver and the other of the two brake elements has a driving link on. The driver, for example a pin arranged in the first brake element, protrudes into the entraining mechanism of the other of the two brake elements. The driving link is for example an arcuate slot in the second

Braking element, wherein the arc length is performed according to the predetermined displacement angle. Within the dimensions of the driving link or within the predetermined displacement angle, the two brake elements can thus rotate freely against each other. Thus, the other of the two brake elements by the retraction of the first or the second brake element in its

Rest position be swung back, which in a simple way and the control panel is moved back into the rest position.

Preferably, the first brake element and / or the second brake element is designed as an eccentric disc. This advantageously allows a compact and simple

Construction of the safety gear.

For the purposes of the present application, an eccentric disc is understood to mean a disc having an arbitrary outer contour, which is mounted pivotably about an axis outside the geometric center point. For example, a correspondingly stored

Cam be an eccentric disc in the sense of the present application.

Preferably, the eccentric disk is curved in sections on the side facing the guide rail and / or the brake rail. In particular, the portion is curved, which in the first braking position with the guide rail and / or the

Brake rail is in contact. Particularly preferably, the radius of the eccentric disc is increasingly based on the direction of the pivoting from the first to the second braking position. This has the advantage that due to the frictional engagement between the eccentric disk in the curved area and the guide rail and / or the brake rail, the eccentric disk can be reliably pivoted into the second braking position to achieve the desired braking effect.

Preferably, the eccentric disk on the guide rail and / or the brake rail side facing just in sections. In particular, the section that is in the second braking position is in contact with the guide rail and / or the brake rail. This has the advantage that the largest possible contact surface between eccentric and guide rail and / or brake rail is made possible to achieve a high braking effect by the safety gear.

In particular, the eccentric disc has a first curved portion and a second planar portion. Over the region of the first curved portion, the safety gear can be tensioned and on reaching the second, flat portion of the largest possible contact surface for braking is available. At the same time further rotation of the eccentric disc can be stopped by the flat surface. Alternatively, of course, a continuously curved eccentric disc can be used. Here, the braking position may be defined by a stop which prevents further rotation of the eccentric disc. This alternative may be advantageous for small loads or at low speeds because a braking load corresponding to the small load or a small braking distance is small.

Preferably, the eccentric disc on the guide rail and / or the brake rail side facing away configured such that by pivoting, in particular from the first braking position to the second braking position, the eccentric a restoring force on the control plate is exercised to move the control plate in the rest position.

Preferably, the control plate on such a contact surface or control lugs that when moving the control plate in the braking position, the eccentric is pivotable in the first braking position and the restoring force on the control plate when pivoting the eccentric disc in the second braking position is exercised, or the restoring force on the control plate when pivoting takes place by the entrainment of the second eccentric disc.

This embodiment of eccentric disc and control plate has the advantage that the provision of the control plate in the rest position during pivoting of the eccentric disc in the second braking position by mechanical interactions between the two eccentric discs and the control plate is achieved. For example, the outer surface of the eccentric disc in the second braking position, starting from the pivot axis on the side facing the guide rail and / or brake rail side have a greater distance than on the side facing away from the guide rail and / or brake rail. The opposite side of the eccentric presses on the control plate., This can advantageously achieve a compact design of the safety gear. By appropriate design of the contour of the control plate, which interacts with the eccentric discs, the movement of the control plate can be achieved in the rest position. As a contact surface, the control plate on the eccentric disk facing side, for example, have a wedge-shaped surface or it may be provided with control lugs, with which the guide rail and / or brake rail opposite side of the eccentric side can cooperate. As a result, when the eccentric disk is pivoted into the second braking position, the control plate is correspondingly returned to the rest position.

In particular, the wedge-shaped surface of the control plate is designed for each brake element so that a desired pivoting can take place in the first braking position of the first and second brake element. For example, the wedge-shaped surface for the first brake element may be arranged in a first direction and for the second brake element in a second direction, which is substantially opposite to the first direction.

The safety device preferably has a first brake surface of the first brake element smaller than a second brake surface of the second brake element. In particular, the braking surface of the first braking element is at most 75% and more particularly at most 60% of the second braking surface. In particular, the first brake element has a first brake surface corresponding to approximately 50% of the second brake surface of the second brake element.

This has the advantage of a cost-effective design of the safety gear, since at a deceleration of the vehicle body in an upward direction smaller braking forces than in a deceleration in the downward direction are needed. This can be realized by appropriate adaptation of the braking surfaces of the first brake element and the second brake element. In particular, the braking surface of the brake elements is formed by the flat portion of the eccentric discs.

Preferably, the braking surface is determined by the thickness of the brake elements and in particular the eccentric discs. For example, the thickness of the first brake element

50% of the thickness of the second brake element, whereby the first braking surface is 50% of the second braking surface.

Preferably, the second brake element comprises two brake parts with in particular substantially the same braking surface, wherein the first brake element is a first

Has braking surface substantially equal to one of the brake parts of the second brake element. This has the advantage that, for example, identical brake parts can be used for braking in the upward and downward direction and that in each case only the number of brake parts for the corresponding direction is to be selected. This simplifies the handling and also the storage is simplified because the same

Brake parts are used, which is more cost-effective. For example, the brake parts may be formed as eccentric discs or other brake discs.

In particular, the first brake element is arranged between the two brake parts of the second brake element. This has the advantage that the stability and braking effect of the safety gear is improved, which makes the safety gear more reliable in operation.

At least one sensor for position monitoring and / or condition monitoring of at least the first brake element, the second brake element or the control plate or any combinations thereof is preferably arranged on and / or in the safety gear. This has the advantage that, for example, a wear or an occurrence of malfunctions can be seen at the outset, which makes the operation even more reliable. The elevator installation can be shut down automatically, for example, when the control panel leaves its rest position.

The "condition monitoring" can, with appropriate design, inter alia, to monitor the wear of the brake elements, the braking forces occurring as well Also, the speed of the pivoting of the brake elements or any combinations thereof can be used.

Preferably, the first brake element and / or the second brake element are biased in the direction of the control plate. In particular, the bias takes place by means of at least one spring. This has the advantage that is ensured in the rest position of the control plate that the brake elements are not inadvertently pivoted in the direction of the guide rail and / or brake rail and unintentionally the safety gear is triggered. The spring may be designed as a tension spring, which biases the first brake element and / or the second brake element in the direction of the basic position. Instead of

Tension springs are also possible coil springs or magnetic retraction system.

Another aspect relates to an elevator installation comprising a safety gear as described above.

An additional aspect relates to a method for demand-based braking and holding a driving body of a lift system by means of a safety gear. In particular, a safety device is preferably used as described above. The safety gear has a control plate for positioning the brake body relative to the guide rail and / or the brake rail. The brake body comprises a first brake element and a second brake element. The first brake element is designed substantially only for braking during movement of the driving body along the guide rail in an upward direction. The second brake element is designed substantially only for braking during movement of the driving body along the guide rail in a second, the upward direction opposite downward direction. The method comprises the step of braking and / or holding the drive body by positioning the first and / or second brake element on the guide rail and / or the brake rail. In this case, the first brake element and the second brake element is preferably delivered by means of the control plate to the guide rail or to the brake rail and brought into a first braking position. At the

Method of the driving body along the guide rail in the upward direction, the first brake element, regardless of the second brake element, brought from the first braking position to a second braking position. Conversely, when moving the carriage along the guide rail in a downward direction, the second Brake element, regardless of the first brake element, brought from the first braking position to the second braking position.

In one application, such a safety gear is used for upgrading and / or retrofitting an elevator installation. This includes the step of installing a safety gear as described above and / or in the elevator installation for the production of an elevator installation as described above.

Further features and advantages of the invention will be explained in more detail below with reference to embodiments for better understanding, without the invention being limited to the embodiments. Show it:

Figure 1: Schematic representation of an elevator installation with a safety device according to the invention;

Figures 2-7: schematic representations of an inventive

Safety gear in sequential operating states;

FIG. 8: a sectioned side view of a brake body of the safety gear according to the invention;

FIGS. 9-12: perspective view of an embodiment of a safety gear according to the invention in sequential operating states;

FIG. 13: front view of the safety gear according to FIG. 13.

1 shows a schematic representation of an elevator installation 2 with a drive body 3 comprising a safety gear 1 according to the invention for braking and holding the driving body 3 as required. The elevator installation 2 comprises a lift shaft 5, in which a guide rail 4 is arranged, along which the drive body 3 is movable in an upward direction a or a downward direction b. The driving body 3 is suspended in the elevator shaft 5 by means of a carrying device 16 formed from cables. By means of a drive 15, which is operatively connected by the support means 16 with the drive body 3, a movement of the driving body 3 in the upward direction a and / or the downward direction b is possible. In the case of the illustrated elevator installation 2, the drive body 3, in many cases an elevator car, is fully supported by the drive 15. As a rule, in the form of a counterweight, there is another carriage in the elevator shaft, which is opposite to the color body 3 moved and which is attached according to the opposite end of the support means 16.

The mounted on the drive body 3 safety gear 1 is designed so that when needed such as a failure of the support means 16 or in case of power failure, the vehicle body can be braked and held. For this purpose, a braking effect is achieved by the safety gear 1 in interaction with the guide rail 4. If appropriate, the guide rail 4 can also be designed as a brake rail. Alternatively, the arrangement of an additional brake rail to the guide rail is conceivable, for example, the drive body 3 only in certain sections in

Lift shaft 5 slow down by means of the safety gear 1. At the safety gear 1, a sensor 12 for position monitoring and / or condition monitoring of the safety gear 1 is arranged. With the sensor 12, the braking effect of the safety gear 1 can be compared, for example, with a desired value, whereby a condition monitoring of the safety gear can be achieved. The sensor 12 can of course also be arranged elsewhere on the drive body.

The sensor 12 may also be merely a switching element which monitors a working position of the safety gear and, for example, stops the elevator system when the safety gear is actuated.

From here on and in the following, like reference characters will be used for like features throughout the figures and will therefore be explained again only as needed.

FIGS. 2-7 show diagrammatically, in a side view, the safety gear 1 according to the invention in sequentially successive operating states. For better understanding, the safety gear 1 in cooperation with the

Guide rail 4 shown, although the guide rail 4 is not part of the safety gear 1.

The safety gear 1 has a carrier 22. The carrier 22 forms a Gehäuseähn- liehe, load-bearing structure for receiving clamping forces of the safety gear. A

Axis 9 is fixedly arranged in the carrier 22. Next, the safety gear 1 includes a two-story brake body, comprising a first brake element 7 and a second brake element 8. The two brake elements are designed as eccentric discs and arranged pivotably on the common axis 9. A control plate 6 is slidable, between a rest position r and a braking position e, in or on Carrier 22 is arranged. The control plate 6 has a surface 19 as an outer contact surface. The surface 19 is in an interaction with the brake elements 7, 8. In the carrier 22, an electromagnet 17 and compression springs 18 are further arranged. The electromagnet 17 holds the control plate 6, against a force of the compression springs 18, in the rest position r. Next pulls a spring 23, the second brake element 8 elastically against the control plate 6, or against the surface 19 of the control plate 6. The second brake element 8 is thus in the basic position g. Analogously, the first brake element 7 is likewise held in the basic position g by a spring (not shown).

On the first and second brake element 7, 8 side facing away from the guide rail 4, a counter-brake body 13 is arranged on or in the carrier 22. The counter-brake body 13 is supported by means of disc springs 14 in the carrier 22 and pressed against the guide rail 4, so that a braking action by the safety gear 1 can be achieved. A contact force of the brake body 13 to the guide rail 4 is adjustable for example by selecting the bias of the disc springs.

The first brake element 7 has a first braking surface 10 and is in the basic position g. The second brake element 8 has a second braking surface 11 and is also located in the basic position g. The braking surface 11 is larger than the braking surface 10, but this is not visible in Figures 2-6.

The arrow marked with b indicates the relative movement between the drive body on which the safety gear 1 is arranged and the guide rail 4. The drive body is moved in the downward direction b, which is shown in Figures 2-6 as movement of the guide rail 4. So it has been chosen relative to the safety gear 1 fixed coordinate system.

The control plate 6 is located in Fig. 2 in the rest position r and is held by means of the turn-off electromagnet 17 in the rest position r. In addition, the pressure springs 18 are arranged on the control plate 6, by means of which, after switching off the electromagnet 17, the control plate 6 in a braking position e is movable. The brake elements 7, 8 and also the counter-brake body 13 have a gap to the guide rail 4, so that the drive body is freely movable along the guide rails. In Figure 3, the safety gear 1 is shown in a first operating state in which the electromagnet 17 is turned off and the control plate 6 was brought by means of the compression springs 18 in the braking position e. By the interaction of the wedge-shaped surface portions of the surface 19 of the control plate 6 and a rear-side shape of the first brake element 7 and the second brake element 8, the two

Brake elements 7, 8 counter-pivoted about the axis 9 pivoted. As a result, a respective curved region of the brake elements 7, 8 designed as eccentric disks is brought into contact with the guide rail 4. The two brake elements 7, 8 are now in a first braking position s. They are pressed against the guide rails with a contact pressure determined by the compression springs 18.

As shown in Figure 4, by the contact between the guide rail 4 and the two brake elements 7. 8 by means of frictional engagement by the relative movement of the guide rail 4 of the two brake elements 7, 8 further pivoted. In the example, depending on the direction of the relative movement, the second brake element 8 is pivoted further. In this case loses because of the eccentric shape of the brake elements, the first brake element 7 contact with the guide rail 4 and it is withdrawn from its spring (not shown) to the control plate. Due to the design and arrangement of the second braking element 8 and the surface 19 of the control plate 6, the control plate 6 is simultaneously moved back in the direction u in the rest position r.

In Figure 5, the pivoting of the second brake element is completed in a second braking position z, whereby the second braking surface 11 has been brought into contact with the guide rail 4. The brake element 8 has during clamping in the second

Braking position z the carrier 22 together with the counter brake pad 13 is drawn to the guide rails and clamped the plate springs 14, so that a desired braking force could be built up. The brake elements 7, 8 are preferably provided by means of end stops to the carrier 22, so that further rotation of the brake elements 7, 8 is prevented upon reaching the second braking position z.

In addition, during the tensioning of the second braking element 8 into the second braking position z, the control plate 6 has been moved to the rest position r and is again in contact with the electromagnet 17. The compression springs 18 are again pre-tensioned. The electromagnet 17 is substantially parallel to the action of the restoring force u resiliently arranged so that over-pressing is made possible to ensure contact between the control plate 6 and the electromagnet 17 during recovery.

As shown in FIG. 6, after the vehicle has been decelerated or held by means of the safety gear 1, the vehicle body is moved in an upward direction a, which is also represented here by moving the guide rail 4. This results in a provision of the second brake element 8 in the first braking position s and thus releasing the safety gear 1. At the latest when reaching the first braking position s or better before the solenoid 17 is turned on to keep the control plate in the rest position r.

As shown in Figure 7, the second brake element 8 is pivoted back to the basic position g, which can be achieved by the spring 23. The safety gear is returned to its original position, as shown in FIG.

In Figure 8, a section of the safety gear 1 is shown in a sectional view through the axis. The axis 9 is designed as part of the carrier 22. On the axis 9, in turn, the first brake element 7 and the second brake element 8 are arranged. The two brake elements 7, 8 are multi-level, held by means of a mounting plate 21 on the axis 9. The first brake element 7 has a first

Braking surface 10, which is about 50% of the second braking surface 11 of the second brake element 8. The first brake element 7 is arranged between the two brake parts of the second brake element 8. The brake parts all have a thickness w of 9 to 12 mm. The axis 9 is dimensioned to take over the clamping forces arising during clamping of the brake elements 7, 8 in the second braking position.

The safety gear 1 also has plain bearings 20, by means of which the brake elements are pivotable as described above. FIGS. 9 to 12 show a further detailed embodiment of an inventive device

Catch device 1 again shown in sequential successive operating states. Equivalent parts are provided in these figures with the same reference numerals as used in the preceding figures. In the figures, the safety gear 1 is shown without guide rail 4. The safety gear 1 in turn comprises the carrier 22 which forms the housing of the safety gear and which is designed for resulting braking forces on the driving body of the elevator system transfer. The carrier 22 is executed in several parts in the example. On the carrier 22, the axis 9 is arranged, which serves for receiving the first brake element 7 and the second brake element 8. The two brake elements 7, 8 are pivotally mounted on the axis 9 via suitable bearing elements, preferably a plain bearing bush and secured against lateral slipping. The two brake elements are arranged parallel to each other. In this embodiment, the first brake element 7 includes an arcuate recess which forms a driving link 25. In the second brake element 8, a driver 26 is arranged in the form of a pin bolt, which projects into the driving link 25 of the first brake element. In the example, the driving link 25 is dimensioned such that the two brake element can be rotated against each other by a corresponding predetermined displacement angle 27 of about plus- / minus 90 degrees. A size of the predetermined displacement angle 27 results from a design of the brake elements 7, 8. In the present case, a rotation angle of the brake elements 7, 8 from the basic position g to the second braking position z is about 90 degrees, which also determines the size of the predetermined displacement angle 27 , The two brake elements 7, 8 are pulled by a spring mechanism, not shown, against the control plate 6. The control plate 6 includes a first control tab 67 which cooperates with a rear surface of the first brake member 7 and includes a second control tab 68 which cooperates with a rear surface of the second brake member 8. The control plate 6 is held by the electromagnet 17, via a corresponding magnetic holding plate 17.1 against the force of the compression springs 18 in the rest position r. The sensor 12, in the form of a switch monitors the rest position of the control plate 6 and thus an operating state of the safety gear.

On the first and second brake element 7, 8 opposite side of the safety gear is in turn arranged analogously to the previous solution of the counter-brake body 13 on or in the carrier 22. The counter-brake body 13 is supported by means of disc springs 14 in the carrier 22. Between brake elements 7, 8 and the counter-brake body 13, the guide rail 4 can be arranged and pressed, so that a corresponding braking effect by the safety gear 1 can be achieved. A contact force of the brake body 13 to the guide rail 4 is adjustable for example by selecting and adjusting the bias of the disc springs. In Figure 9, the control plate 6 is in its rest position r. The electromagnet is energized. The first brake element 7 is pulled by a spring mechanism (not shown) to the control lug 67 and the second brake element 8 is pulled accordingly to the control lug 68. The brake elements 7, 8 and the entire safety gear 1 is in a basic position g, so that the carriage freely along the

Guide rails would be movable. A gap to the counter-brake body 13 is correspondingly large, so that the guide rail can be arranged freely movable.

In Figure 10, the solenoid is de-energized and the compression spring 18 pushes the control cam 6 in the direction of the brake elements 7, 8. Thus, the first control nose rotates

67, the first brake element 7 from the basic position g in the first braking position s and at the same time rotates the second control cam 68, the second brake element 8 from the basic position g in the first braking position s. The rotation takes place until the brake elements 7, 8 are rotated so far that they can clamp the guide rail. The sensor 12 detects the delivery of the control plate 6 and can a corresponding

Signal to a control of the elevator.

Because of the clamping of the brake elements 7, 8 is now in an assumed downward movement of the safety gear with respect to a guide rail, the first brake element 7 as shown in Figure 11 further rotated in the counterclockwise direction and it increasingly tightens the safety gear because of its preferably eccentric shape. The second brake element 8 remains in its first braking position s and slips along the guideway. The further rotation of the first brake element 7 takes place until an intermediate position of the angle of rotation between the two brake elements 7, 8, the predetermined displacement angle 27, which is determined by the interaction of the driver 26 and the driving link 25 is reached. This condition can be seen in FIG.

As a result of the further movement of the catching device, the first brake element 7 is, of course, further rotated as shown in FIG. 12 until its essentially flat surface formed as a braking surface rests on the guide rail. Thus, the maximum operating point or the second braking position z of the first brake element 7 is reached. In Figure 13, which shows a front view of the safety gear in the working position according to Figure 12, it can be seen how a gap between the counter brake pad 13 and the braking surface of the first brake element is minimal. This means that one Guide rail, which would be located in this space would be clamped maximum as explained in the previous figures 2 to 7.

As can be seen in FIGS. 12 and 13, the first brake element 7 carries the second brake element 8 by means of driver 25 and driving cam 26 and rotates it back to the original basic position g. A rear side of the second brake element presses the control plate 6 in its position corresponding to the rest position r. Accordingly, while the first brake element 7 causes a braking of the driving body by its clamping action to guide rail and counter brake pad, the control plate 6 is already brought to the solenoid 17 in a position corresponding to the rest position r.

For a reset of the safety gear only the solenoid 17 can now be energized again and the safety gear 1 can be reset in a return movement as it was explained in connection with Figure 6.

In the preceding examples, the function was explained with reference to a direction of travel. Of course, the function sequence is analogous analogously for an opposite direction of travel. Variations of braking force curves are possible by different design of the brake elements 7, 8 in the form of eccentric discs or of course the brake elements 7, 8 are variable as explained for example in connection with Figure 8.

Further details shown in FIGS. 9 to 13, such as, for example, sealing devices for securing settings of the disk springs 14 correspond to conventional embodiments of safety gears and are not explained further.

Claims

Safety gear (1) for an elevator installation (2) with at least one drive body (3), which is movably arranged along a guide rail (4) and / or a brake rail in an elevator shaft (5), whereby the safety gear (1) can be braked as required and Holding the driving body (3) on the guide rail (4) and / or the brake rail is provided,

wherein the safety gear (1) includes a brake body,

wherein the brake body is formed at least in two pieces and comprises a first brake element (7) and a second brake element (8),

wherein the two brake elements (7, 8) are at least partially movable independently of each other and the first brake element (7) substantially only for braking and holding in process the driving body (3) along the guide rail (4) and / or the brake rail in one Upward direction (a) is substantially configured, and wherein the second brake element (8) is designed only for braking and holding in process of the driving body (3) along the guide rail (4) and / or the brake rail in a downward direction (b),

characterized in that the first brake element (7) and the second brake element (8) about a common axis (9) are pivotally mounted.

Safety gear (1) according to claim 1, characterized in that the first brake element (7) and the second brake element (8) are coupled together so that they can rotate freely within a predetermined displacement angle (27).

Safety gear (1) according to claim 1 or 2, characterized in that the safety gear further includes a control plate (6) for positioning the brake body relative to the guide rail (4) and / or the brake rail, wherein the control plate (6) in a rest position ( r) and a braking position (e) is positionable, in particular by means of a linear movement and / or a pivoting movement, wherein the control plate (6) by means of a particular turn-off electromagnet in the rest position is durable and that the control plate is movable by means of a compression spring in the braking position.

Safety catch (1) according to claim 3, characterized in that the axis (9) on which the first brake element (7) and the second brake element (8) are arranged pivotably on a support (22) and that further the control plate (6 ) is arranged linearly or pivotably on the carrier (22), so that the control plate (6) the first brake element (7) and / or the second brake element (8) can position relative to the guide rail (4) and / or the brake rail, wherein the first brake element (7) and / or the second brake element (8) are pivotable from a basic position (g) to a first brake position (s) such that the first brake element (7) and / or the second brake element (8) engage in Contact with the guide rail (4) and / or the brake rail can be brought.

Safety catch (1) according to claim 4, characterized in that the first brake element (7) and / or the second brake element (8) by frictional engagement with the guide rail (4) and / or the brake rail from the first braking position (s) in a second Braking position (z) is pivotable, and

in that the control plate (6) is movable from the braking position (e) to the rest position (r) by pivoting the first braking element (7) and / or the second braking element (8) from the first braking position (s) to the second braking position (e.g. ).

Safety gear (1) according to claim 5, characterized in that the first brake element (7) or the second brake element (8) the other of the two brake elements (7, 8), after pivoting about the predetermined displacement angle (27) entrains and this other the both brake elements (7, 8) is rotated back substantially into its basic position (g) and thereby the control plate (6) from the braking position (e) moved back to the rest position (r).

Safety catch (1) according to one of claims 2 to 6, characterized in that the first brake element (7) or the second brake element (8) has a driver (26) which in a driving link (25) of the other of the two brake elements (7 , 8) so that they can rotate freely about the predetermined displacement angle (27) against each other. Safety gear (1) according to one of claims 1 to 7, characterized in that the first brake element (7) and / or the second brake element (8) is designed as an eccentric disc.

Safety catch (1) according to claim 8, characterized in that the eccentric disk is curved in sections on the side facing the guide rail (4) and / or the brake rail, in particular the portion which is in the first braking position (s) with the guide rail (4). and / or the brake rail is in contact and that the eccentric disk on the guide rail (4) and / or the brake rail facing side is partially planar, in particular the portion in the second braking position (z) with the guide rail (4) and / or the brake rail is in contact.

Safety gear (1) according to one of claims 3 to 9, characterized in that the control plate (6) has a first control lug (67), which controls the first brake element (7) and the control plate (6) has a second control lug (68) , which drives the second brake element (8).

Safety catch (1) according to one of claims 1 to 10, characterized in that a first braking surface (10) of the first braking element (7) is smaller than a second braking surface (11) of the second braking element (8), wherein in particular the first braking surface ( 10) is at most 75% and more particularly at most 60% of the second braking surface (11).

Safety gear (1) according to claim 11, characterized in that the second brake element (8) comprises two brake parts, in particular eccentric discs, in particular substantially the same braking surface, wherein the first brake element (7) has a first braking surface substantially equal to one of the brake parts of the second Has braking elements (8), and wherein in particular the first brake element (7) between the two brake parts of the second brake element (8) is arranged.

Safety gear (1) according to one of claims 1 to 12, characterized in that on and / or in the safety gear (1) at least one sensor (12) for Position monitoring and / or condition monitoring of at least the first brake element (7), the second brake element (8) or the control plate (6) or any combinations thereof is arranged.

Safety catch (1) according to one of claims 3 to 13, characterized in that the first brake element (7) and / or the second brake element (8) in the direction of the control plate (6), in particular by means of at least one spring (23), are biased ,

Elevator installation (2) comprising a safety gear (1) according to one of the preceding claims.

Method for on-demand braking and holding a driving body (3) of an elevator installation (2) by means of a safety gear (1), wherein the safety gear (1) at least a two-piece brake body with a first and a second brake element (7, 8) includes if necessary for braking as required and holding the driving body (3),

- The first brake element (7) and the second brake element (8) of the brake body are delivered to a guide rail (4) and / or to a brake rail and brought into a first braking position (s), and

- When the drive body (3) along the guide rail (4) in an upward direction (a), the first brake element (7) from the first braking position (s) in a second braking position (z) is brought, or in the method of the driving body (3 ) is brought along the guide rail (4) in a downward direction (b), the second brake element (8) from the first braking position (s) to a second braking position (z),

wherein the first brake element (7) and the second brake element (8) are pivoted about a common axis (9) when being brought into the first braking position (s).