EP2925655B1 - Dispositif antichute pour un corps mobile d'une installation de levage - Google Patents

Dispositif antichute pour un corps mobile d'une installation de levage Download PDF

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Publication number
EP2925655B1
EP2925655B1 EP13798965.3A EP13798965A EP2925655B1 EP 2925655 B1 EP2925655 B1 EP 2925655B1 EP 13798965 A EP13798965 A EP 13798965A EP 2925655 B1 EP2925655 B1 EP 2925655B1
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EP
European Patent Office
Prior art keywords
brake
braking
rail
guide rail
control plate
Prior art date
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Application number
EP13798965.3A
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German (de)
English (en)
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EP2925655A1 (fr
Inventor
Benedikt RIESER
Daniel Meierhans
Faruk Osmanbasic
Michael Geisshüsler
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Inventio AG
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Inventio AG
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Priority to EP13798965.3A priority Critical patent/EP2925655B1/fr
Publication of EP2925655A1 publication Critical patent/EP2925655A1/fr
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Publication of EP2925655B1 publication Critical patent/EP2925655B1/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
    • B66B5/20—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces by means of rotatable eccentrically-mounted members

Definitions

  • the invention relates to a safety gear and a method for on-demand braking and holding a driving body of an elevator installation by means of the safety gear according to the preamble of the independent claims and an 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.
  • the elevator car 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.
  • a safety device which comprises an eccentrically formed brake body.
  • the brake body is arranged in a housing.
  • 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.
  • braking regions of the brake body are positioned on the brake rail, so that the driving body is decelerated.
  • a counter-brake plate is arranged in the housing for adjusting the braking force.
  • WO 2012/080104 A1 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 the brake rail.
  • a device and a method of the type mentioned in the introduction should be provided, with which braking and holding of the driving body of an elevator installation can reliably take place.
  • the safety gear should be structurally simple.
  • 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 safety gear comprises a carrier for receiving a brake body and a control or base 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 substantially independently movable.
  • 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 may 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 be brought into contact with the guide rail and / or the brake rail, or delivered to this.
  • 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.
  • 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.
  • the operation of the safety gear is possibly cheaper than prior art safety gears.
  • a footprint of the safety gear can be optimized because the required brake element can be moved independently of the other brake element.
  • 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 force applied by the counter-brake body on the guide notes and / or brake rail force.
  • the counter-brake body can be configured with disc springs, with which the acting braking force is adjustable.
  • the control plate is positionable in a rest position and 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.
  • 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.
  • the positioning of the control plate from the Braking position back into the rest position can also be carried out by linear movement, pivoting movement or a combination of linear movement and pivoting movement.
  • the control plate by means of a particular turn-off electromagnet in the rest position preserved.
  • a particular turn-off electromagnet in the rest position preserved.
  • the electromagnet is switched off, as a result of which a braking effect of the safety gear is triggered, which makes it possible to operate the safety gear as an emergency brake.
  • 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 of the elevator system.
  • control plate is movable by means of a compression spring in 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.
  • a tension spring is conceivable.
  • the first brake element and / or the second brake element are pivotable.
  • the first brake element and / or 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.
  • the necessary for actuating the brake elements initial forces are low, since in each case only the individual brake elements are pivoted.
  • the first brake element and / or the second brake element are pivotable from a basic position to a first brake position such that the first brake element and / or the second brake element is in contact with the guide rail and / or the brake rail.
  • substantially no braking and holding takes place when the first brake element and / or the second brake element is in the first braking position in contact with the guide rail and / or the brake rail.
  • 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.
  • 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 to 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.
  • control plate is movable from the braking position to the rest position by pivoting the first braking element and / or the second braking element from the first braking position to the second braking position.
  • the control plate is moved back from the braking position to the rest position.
  • the first and / or the second brake element by the positioning of the control plate from its rest position to the braking position, in the first braking position to be moved.
  • the control plate is moved back from its braking position to the rest 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.
  • the solenoid holds the control plate in the rest position.
  • 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.
  • the corresponding braking element is moved to the second braking position, whereby the guide or brake rail clamped and the vehicle body is braked.
  • 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.
  • 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.
  • 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.
  • a correspondingly mounted cam may be an eccentric disc in the sense of the present application.
  • the eccentric disk is curved in sections on the side facing the guide rail and / or the brake rail.
  • the portion which is in contact with the guide rail and / or the brake rail in the first braking position is curved.
  • 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 disc in the curved area and the guide rail and / or brake rail, the eccentric disc is reliably pivotable in the second braking position to achieve the desired braking effect.
  • the portion is flat, which is in the second braking position with the guide rail and / or the brake rail in contact.
  • 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.
  • a continuously curved eccentric disc can be used.
  • 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.
  • 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 for moving the control plate in the rest position.
  • control plate on such a contact surface, that when moving the control plate in the braking position, the eccentric disc is pivotable in the first braking position and the restoring force on the control plate during pivoting of the eccentric disc in the second braking position can be exercised.
  • 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 eccentric disc and the control plate can be achieved.
  • 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.
  • 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.
  • 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.
  • the braking surface of the first braking element is at most 75% and more particularly at most 60% of the second braking surface.
  • the first brake element has a first brake surface corresponding to approximately 50% of the second brake surface of the second brake element.
  • the braking surface of the brake elements is formed by the flat portion of the eccentric discs.
  • the braking surface is determined by the thickness of the brake elements and in particular the eccentric discs.
  • the thickness of the first brake element may amount to 50% of the thickness of the second brake element, as a result of which the first brake surface is 50% of the second brake surface.
  • the second brake element comprises two brake parts with in particular substantially the same braking surface, wherein the first brake element has a first 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.
  • the brake parts may be formed as eccentric discs or other brake discs.
  • the first brake element is arranged between the two brake parts of the second brake element.
  • 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 "condition monitoring” serves inter alia to monitor the wear of the brake elements, the braking forces occurring as well as the speed of the pivoting of the brake elements or any combination thereof.
  • the first brake element and / or the second brake element are biased in the direction of the control plate.
  • the bias takes place by means of at least one spring.
  • 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 the tension spring also spiral springs or magnetic retraction system are possible.
  • 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.
  • 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.
  • 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.
  • the first brake element regardless of the second brake element, from the first braking position brought into a second braking position.
  • the traveling body is moved along the guide rail in a downward direction, the second brake element, independently of the first brake element, is brought from the first brake position to the second brake position.
  • 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.
  • FIG. 1 is a schematic representation of an elevator system 2 with a drive body 3 comprising a safety gear according to the invention 1 for demand-based braking and holding the carriage body 3 shown.
  • 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.
  • 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.
  • the drive body 3 in many cases an elevator car, is fully supported by the drive 15.
  • there is another carriage in the elevator shaft which is opposite moved to the color body 3 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.
  • an additional brake rail to the guide rail is conceivable, for example, to decelerate the drive body 3 only in certain sections in the elevator shaft 5 by means of the safety gear 1.
  • a sensor 12 for position monitoring and / or condition monitoring of the safety gear 1 is arranged.
  • 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.
  • the safety gear 1 has a carrier 22.
  • the carrier 22 forms a housing-like, load-bearing structure for receiving clamping forces of the safety gear.
  • An axle 9 is fixedly arranged in the carrier 22.
  • 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 slidably disposed between a rest position r and a braking position e, in or on the carrier 22.
  • 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.
  • 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.
  • the first brake element 7 is likewise held in the basic position g by a spring (not shown).
  • 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 in the Figures 2-6 is not visible.
  • the arrow marked b denotes 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 in the Figures 2-6 is shown 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.
  • the compression springs 18 are arranged on the control plate 6, by means of which after switching off the Electromagnet 17, the control plate 6 is movable to a braking position s.
  • 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.
  • FIG. 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. Due to 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 pivoted counter to the axis 9. 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.
  • FIG. 5 the pivoting of the second braking 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 tensioning in the second braking position z, pulled the carrier 22 together with the counter brake lining 13 to the guide rail and tensioned 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.
  • 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 arranged to be yielding substantially parallel to the action of the restoring force u, so that an overpressure is made possible in order to ensure contact between the control plate 6 and the electromagnet 17 during the return.
  • the second brake element 8 is pivoted back to the basic position g, which is achieved by the spring 23.
  • the safety gear is back to its original position, according to the FIG. 2 , deferred.
  • FIG. 8 is a section of the safety gear 1 shown in a sectional view through the axis.
  • the axis 9 is designed as part of the carrier 22.
  • 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 approximately 50% of the second braking surface 11 of the second braking 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)
  • Braking Arrangements (AREA)
  • Emergency Lowering Means (AREA)

Claims (15)

  1. Parachute (1) pour une installation d'ascenseur (2) avec au moins un corps mobile (3) qui est apte à être déplacé dans une gaine d'ascenseur (2) le long d'un rail de guidage (4) et/ou d'un rail de freinage, le parachute (1) étant prévu pour freiner et immobiliser au besoin le corps mobile (3) sur le rail de guidage (4) et/ou sur le rail de freinage, le parachute (1) contenant un corps de freinage qui est formé au moins en deux parties, et ce corps de freinage comprenant un premier élément de freinage (7) et un second élément de freinage (8), les deux éléments de freinage (7, 8) étant mobiles globalement indépendamment l'un de l'autre, et le premier élément de freinage (7) n'étant conçu globalement que pour un freinage et une immobilisation lorsque le corps mobile (3) se déplace dans un sens montant (a) le long du rail de guidage (4) et/ou du rail de freinage, tandis que le second élément de freinage (8) n'est conçu que pour un freinage et une immobilisation lorsque le corps mobile (3) se déplace dans le sens descendant (b) le long du rail de guidage (4) et/ou du rail de freinage,
    caractérisé en ce que le parachute contient également une plaque de commande (6) pour le positionnement du corps de freinage par rapport au rail de guidage (4) et/ou au rail de freinage, de sorte que les deux éléments de freinage (7, 8) peuvent être approchés ensemble du rail de guidage (4) et/ou du rail de freinage, la plaque de commande (6) étant apte à être positionnée dans une position de repos (r) et dans une position de freinage (e), en particulier à l'aide d'un mouvement linéaire et/ou d'un mouvement pivotant.
  2. Parachute (1) selon la revendication 1, caractérisé en ce que la plaque de commande (6) est apte à être maintenue dans la position de repos à l'aide d'un électro-aimant en particulier désactivable, et en ce que la plaque de commande est apte à être amenée dans la position de freinage à l'aide d'un ressort de compression.
  3. Parachute (1) selon l'une des revendications 1 ou 2, caractérisé en ce que le premier élément de freinage (7) et/ou le second élément de freinage (8) sont disposés de manière pivotante sur un support (22) du parachute, et en particulier sur un axe (9) disposé sur le support (22), et en ce que la plaque de commande (6) est disposée mobile linéairement ou pivotante sur le support (22), de sorte que la plaque de commande (6) peut positionner le premier élément de freinage (7) et/ou le second élément de freinage (8) par rapport au rail de guidage (4) et/ou au rail de freinage.
  4. Parachute (1) selon la revendication 3, caractérisé en ce que le premier élément de freinage (7) et/ou le second élément de freinage (8) sont aptes à pivoter d'une position de base (g) jusqu'à une première position de freinage (s), de telle sorte que le premier élément de freinage (7) et/ou le second élément de freinage (8) sont en contact avec le rail de guidage (4) et/ou le rail de freinage.
  5. Parachute (1) selon la revendication 4, caractérisé en ce que le premier élément de freinage (7) et/ou le second élément de freinage (8) sont aptes à pivoter de la première position de freinage (s) jusqu'à la seconde positon de freinage (z) par friction avec le rail de guidage (4) et/ou le rail de freinage.
  6. Parachute (1) selon l'une des revendications 1 à 5, caractérisé en ce que la plaque de commande (6) est apte à être déplacée de la position de freinage (e) jusqu'à la position de repos (r), grâce au pivotement du premier élément de freinage (7) et/ou du second élément de freinage (8) de la première position de freinage (s) jusqu'à la seconde position de freinage (z).
  7. Parachute (1) selon l'une des revendications 1 à 6, caractérisé en ce que le premier élément de freinage (7) et/ou le second élément de freinage (8) sont conçus comme des disques d'excentrique.
  8. Parachute (1) selon la revendication 7, caractérisé en ce que le disque d'excentrique, sur le côté tourné vers le rail de guidage (4) et/ou le rail de freinage, est courbe par segments, en particulier le segment qui est en contact avec le rail de guidage (4) et/ou le rail de freinage dans la première position de freinage (s), et en ce que le disque d'excentrique, sur le côté tourné vers le rail de guidage (4) et/ou le rail de freinage, est plat par segments, en particulier le segment qui est en contact avec le rail de guidage (4) et/ou le rail de freinage dans la seconde position de freinage (z).
  9. Parachute (1) selon l'une des revendications 7 ou 8, caractérisé en ce que le disque d'excentrique, sur le côté opposé au rail de guidage (4) et/ou au rail de freinage, est conçu de telle sorte que grâce à un pivotement du disque d'excentrique, en particulier de la première position de freinage (s) jusqu'à la seconde position de freinage (z), une force de rappel (u) peut être exercée sur la plaque de commande (6), de sorte que ladite plaque de commande (6) est apte à être déplacée jusqu'à la position de repos (r) et/ou en ce que la plaque de commande (6) présente une surface de contact telle que lors du déplacement de ladite plaque de commande (6) jusqu'à la position de freinage (e), le disque d'excentrique est apte à pivoter jusqu'à la première position de freinage (s) et que la force de rappel (u) peut être exercée sur la plaque de commande (6) lors du pivotement du disque d'excentrique jusqu'à la seconde position de freinage (z).
  10. Parachute (1) selon l'une des revendications 1 à 9, caractérisé en ce qu'une première surface de freinage (10) du premier élément de freinage (7) est plus petite qu'une seconde surface de freinage (11) du second élément de freinage (8), la première surface de freinage (10), en particulier, représentant au maximum 75 % et en particulier au maximum 60 % de la seconde surface de freinage (11).
  11. Parachute (1) selon la revendication 10, caractérisé en ce que le second élément de freinage (8) comprend deux parties de freinage, en particulier des disques d'excentrique, avec en particulier globalement la même surface de freinage, le premier élément de freinage (7) présentant une première surface de freinage globalement égale à l'une des parties de freinage du second élément de freinage (8), et en particulier le premier élément de freinage (7) étant disposé entre les deux parties de freinage du second élément de freinage (8).
  12. Parachute (1) selon l'une des revendications 1 à 11, caractérisé en ce que sur et/ou dans le parachute (1) est disposé au moins un capteur pour la surveillance de position et/ou la surveillance d'état d'au moins le premier élément de freinage (7), le second élément de freinage (8) ou la plaque de commande (6) ou de n'importe quelles combinaisons de ceux-ci.
  13. Parachute (1) selon l'une des revendications 1 à 12, caractérisé en ce que le premier élément de freinage (7) et/ou le second élément de freinage (8) sont précontraints en direction de la plaque de commande (6) en particulier à l'aide d'au moins un ressort (23).
  14. Installation d'ascenseur (2) comprenant un parachute (1) selon l'une des revendications précédentes.
  15. Procédé pour freiner et immobiliser au besoin un corps mobile (3) d'une installation d'ascenseur (2) à l'aide d'un parachute (1), le parachute (1) contenant une plaque de commande (6) pour le positionnement d'un corps de freinage, formé au moins en deux parties, par rapport à un rail de guidage (4) et/ou à un rail de freinage, moyennant quoi en cas de besoin, pour freiner et immobiliser au besoin le corps mobile (3),
    - un premier élément de freinage (7) et un second élément de freinage (8) du corps de freinage sont approchés du rail de guidage (4) et/ou d'un rail de freinage à l'aide de la plaque de commande (6) et sont amenés dans une première position de freinage (s), et
    - lorsque le corps mobile (3) se déplace dans un sens montant (a) le long du rail de guidage (4), le premier élément de freinage (7), indépendamment du second élément de freinage (8), est amené de la première position de freinage (s) à une seconde position de freinage (z), et lorsque le corps mobile (3) se déplace dans un sens descendant (b) le long du rail de guidage (4), le second élément de freinage (8), indépendamment du premier élément de freinage (7), est amené de la première position de freinage (s) à la seconde position de freinage (z).
EP13798965.3A 2012-11-27 2013-11-15 Dispositif antichute pour un corps mobile d'une installation de levage Active EP2925655B1 (fr)

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EP12194422 2012-11-27
PCT/EP2013/073990 WO2014082877A1 (fr) 2012-11-27 2013-11-15 Mécanisme de sécurité pour un corps mobile d'un système d'ascenseur
EP13798965.3A EP2925655B1 (fr) 2012-11-27 2013-11-15 Dispositif antichute pour un corps mobile d'une installation de levage

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EP (2) EP2925654B1 (fr)
JP (1) JP6181768B2 (fr)
KR (2) KR102128638B1 (fr)
CN (2) CN104812689B (fr)
AU (2) AU2013351430B2 (fr)
BR (2) BR112015011997B1 (fr)
CA (2) CA2891747C (fr)
ES (2) ES2622286T3 (fr)
HK (2) HK1210453A1 (fr)
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PH (2) PH12015501107B1 (fr)
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CN104936882B (zh) 2017-02-22
EP2925654A1 (fr) 2015-10-07
BR112015011997B1 (pt) 2022-01-18
PH12015501107A1 (en) 2015-08-17
WO2014082877A1 (fr) 2014-06-05
MX2015006593A (es) 2015-12-15
KR102128638B1 (ko) 2020-07-01
MX358850B (es) 2018-09-06
PH12015501158B1 (en) 2015-08-10
CA2892539A1 (fr) 2014-06-05
BR112015012174B1 (pt) 2022-06-14
ES2711448T3 (es) 2019-05-03
AU2013351430B2 (en) 2016-12-22
HK1210453A1 (en) 2016-04-22
EP2925654B1 (fr) 2019-01-16
KR20150089071A (ko) 2015-08-04
AU2013351429A1 (en) 2015-06-11
BR112015012174A2 (pt) 2019-12-17
AU2013351429B2 (en) 2017-01-19
KR102113895B1 (ko) 2020-05-22
PH12015501107B1 (en) 2015-08-17
MX363590B (es) 2019-03-28
CN104812689A (zh) 2015-07-29
AU2013351430A1 (en) 2015-06-11
EP2925655A1 (fr) 2015-10-07
JP2015535518A (ja) 2015-12-14
CA2891747A1 (fr) 2014-06-05
CA2892539C (fr) 2020-09-15
US20150298937A1 (en) 2015-10-22
ES2622286T3 (es) 2017-07-06
MX2015006627A (es) 2015-08-05
CN104812689B (zh) 2017-03-08
RU2015125483A (ru) 2017-01-11
KR20150089070A (ko) 2015-08-04
US20150329323A1 (en) 2015-11-19
HK1213538A1 (zh) 2016-07-08
PH12015501158A1 (en) 2015-08-10
CN104936882A (zh) 2015-09-23
US9708159B2 (en) 2017-07-18
CA2891747C (fr) 2020-09-15
RU2643078C2 (ru) 2018-01-30
JP6181768B2 (ja) 2017-08-16
US9663326B2 (en) 2017-05-30
WO2014082878A1 (fr) 2014-06-05
BR112015011997A2 (pt) 2017-07-11

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