EP2998260A1 - Ascenseur dote d'une cabine et d'un contrepoids - Google Patents

Ascenseur dote d'une cabine et d'un contrepoids Download PDF

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Publication number
EP2998260A1
EP2998260A1 EP15193206.8A EP15193206A EP2998260A1 EP 2998260 A1 EP2998260 A1 EP 2998260A1 EP 15193206 A EP15193206 A EP 15193206A EP 2998260 A1 EP2998260 A1 EP 2998260A1
Authority
EP
European Patent Office
Prior art keywords
counterweight
safety
elevator car
elevator
safety gear
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP15193206.8A
Other languages
German (de)
English (en)
Other versions
EP2998260B1 (fr
Inventor
Josef Husmann
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Inventio AG
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Inventio AG
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Filing date
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Publication of EP2998260A1 publication Critical patent/EP2998260A1/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
    • 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
    • B66B5/12—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions in case of rope or cable slack
    • 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
    • B66B5/12—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions in case of rope or cable slack
    • B66B5/125—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions in case of rope or cable slack electrical
    • 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
    • B66B5/22—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 linearly-movable wedges

Definitions

  • the invention relates to an elevator system with cabin and counterweight and with safety gears, which are mounted on the car and the counterweight.
  • Elevator systems are installed in a building. They consist essentially of an elevator car, which are connected by carrying ropes or straps with a counterweight. By means of a drive which acts selectively on the suspension means, directly on the car or the counterweight, the car and the counterweight are moved along, substantially vertical, guide rails.
  • the elevator system is used to transport people and goods within the building over single or multiple floors.
  • the elevator system includes devices to secure the elevator car in the event of failure of the drive or the suspension means or to protect even with a stop in a floor from unwanted drifting or crashes.
  • safety devices are usually used, which can slow down the elevator car on the guide rails in case of need. To date, such safety gears have been activated by mechanical speed limiters.
  • electronic monitoring devices are also used today, which can activate braking or safety gear if required.
  • electromechanical actuator units are required, which can operate with appropriate control safety gears.
  • EP0543154 Such a device is known.
  • an auxiliary caliper brake is required, with a guide rail engaged and this auxiliary caliper brake operates an existing lever system whereby safety gears are operated.
  • This auxiliary clamp brake is designed to move the lever system and mass parts of the safety gear can.
  • the required electromagnetic units must be dimensioned correspondingly large.
  • brake systems or safety devices on the counterweight are also required in elevator installations. This is the case in particular if accessible spaces are present below the elevator shaft or if, for example, braking devices are required on the counterweight to prevent uncontrolled upward travel.
  • the invention thus aims to provide at least one alternative solution for the operation and possibly also for restoring a safety gear in an elevator installation by means of electrical control and its integration into the elevator installation.
  • solutions for equipping the counterweight with braking or catching devices are to be shown, in which case the counterweight should also be dispensed with the use of a mechanical limiter.
  • This solution or solutions should preferably be able to be combined with conventional safety gears.
  • Other aspects such as a quick operation of the safety gear, low energy consumption, ease of installation, behavior of the device in case of power failure or component faults should be taken into account as far as possible.
  • An elevator system is used to transport goods and people in buildings.
  • the elevator system includes at least one elevator car for receiving persons and goods, and usually a counterweight.
  • Counterweight and elevator car are about suspension such as a carrying rope, a strap or other types of suspension means interconnected. These support means are guided over a deflection roller, or a drive pulley, and the counterweight and the elevator car thus move in the same way in the building, or in an elevator shaft provided in the building.
  • both the elevator car as well as the counterweight - to prevent is at least the elevator car and the counterweight with a safety gear equipped.
  • the driving bodies each contain two catching devices, which are each assigned to a guide rail.
  • the guide rails usually two guide rails - lead the carriage along the elevator shaft and they include a bridge on which the safety gear can intervene for the purpose of braking.
  • One embodiment of a conventional safety gear includes two slips.
  • the catch wedges are mounted and guided vertically displaceable in the safety gear. In normal operation of the elevator installation, the catch wedges are in a lower standby position. If necessary, the catch wedges are pushed by a device for actuating the safety gear, along an inclined track upwards until they clamp the web of the guide rail.
  • the device for actuating and optionally also for restoring the safety gear includes a single pressure accumulator, which moves the two catch wedges of the above-explained safety gear, if necessary, substantially synchronously, from the standby position to the web of the guide rail in a catching position.
  • the device preferably includes a remotely actuable reset device which can tension the accumulator back into a standby position. This takes place when the vehicle is to be released again after braking and checking the safety state of the elevator system.
  • the common pressure accumulator allows safe operation of the safety gear, because both wedges can be operated simultaneously and without jamming.
  • the common pressure accumulator can also be easily coupled to safety gears, for example via a lever system.
  • safety gears for example via a lever system.
  • other types of safety gear such as a roller lock safety gear can be operated accordingly, being operated in such safety gear instead of catch wedges, fishing wheels or other similar catching organs.
  • a driving body which can be controlled by means of electromagnet.
  • the driving body is pressed in case of need to the guide rail and he can thereby actuate a coupled with the driving body safety gear.
  • This embodiment is particularly suitable for safety gear, which can brake in both directions, as the driving body can operate the safety gear as a result of relative movement between the guide rail and safety gear.
  • the device for the operation and possibly also for the provision of a safety gear is installed in a housing, or the housing is a part of the device.
  • This housing is shaped and provided with connection plates, that the device can be attached to a safety gear or that it can be mounted together with the safety gear to the car, or the counterweight.
  • today's safety gears are usually actuated by means of a lever mechanism, which is actuated by a governor rope.
  • These safety gears usually include a lower connection point, which allows attachment of guide shoes.
  • the present-shaped housing is now advantageously designed so that it can be attached to this junction.
  • the connection plate is for example between guide shoe and entrained safety gear or it is mitschraschraubt between the vehicle body and safety gear.
  • the device for operating the safety gear can be used together with a corresponding safety gear in different configurations in elevator systems.
  • a pair of safety gears with associated means for operating the safety gears are arranged on the car.
  • the devices for actuating the safety gear are controlled by an electronic limiter and any reset device is controlled by a brake control unit.
  • the electronic limiter controls, for example, directly or via the corresponding brake control unit, the electromagnets of the devices for actuation and occasionally also for restoring the safety gears.
  • the electromagnets are preferably connected in series.
  • the electronic limiter may be, for example, a speed monitoring device, as shown in the WO03004397 is used, or it may be a monitoring device which evaluates a rotational speed of rollers which roll on the cab along the guide rails, or it may be a safety supervisory system as shown in FIG EP1602610 is presented.
  • the electronic limiter, or the associated device is advantageously equipped with electrical energy storage, such as batteries, batteries, capacitor bank. With the help of this energy storage, the safety device is kept active for a predetermined amount of time during a power failure in the building.
  • electrical energy storage such as batteries, batteries, capacitor bank
  • the counterweight is equipped with one or more pairs of safety gears with associated facilities for actuation and possibly also for restoring the safety gears. This is especially true for elevator systems with large transport heights or elevator systems where below the elevator more rooms, such as basement or garage rooms, are often required. Even with these counterweights electronic limiters, as shown in the cabin, possible. In a modified configuration variant, however, the counterweight does not have its own speed limiter, but the counterweight is controlled by a cabin-side safety system via signal lines, which are integrated, for example, in a compensating cable. In a further configuration variant, the counterweight has its own electronic limiter.
  • the electronic limiter in this case includes, for example, rollers which are arranged on the counterweight and there roll along the guide rails of the counterweight or the electronic limiter is installed in a support roller of the counterweight or driven by it.
  • rollers which are arranged on the counterweight and there roll along the guide rails of the counterweight or the electronic limiter is installed in a support roller of the counterweight or driven by it.
  • at least two rollers are equipped with speed sensors. On the basis of the two speed pickups the speed of the counterweight is determined and if a too high speed is detected, the device for actuating the safety gear is actuated, so that the counterweight is safely stopped.
  • the counterweight can be supplied with energy via the compensating cable and status signals can be transmitted via a communication bus.
  • the communication bus can be made via a powerline connection or via its own data line.
  • a power supply of the counterweight can also be effected by means of rechargeable batteries, which are supplied, for example, by a generator, which can be integrated in the reels, or which are each filled in a recharge cycle. Recharging can take place, for example, in stops where energy can be transmitted via a contact bridge, such as a sliding contact or via an induction coil, etc.
  • a possible reset command can be transmitted wirelessly, for example.
  • a status signal of the safety gear, or the device for actuating the safety gear can be transmitted wirelessly.
  • the counterweight is equipped with a safety gear, which is operated only by a lack of suspension force, by means of a slack rope monitoring.
  • This slack rope monitoring connects the suspension element to the counterweight.
  • the slack rope monitoring includes, for example, a spring mechanism, which triggers when eliminating a tensile force in the suspension element and the Safety gear operated. In such a slack rope monitoring or slack rope release is only at a loss of suspension force on the counterweight, which is the case, for example, in a failure of a suspension means, the safety gear operated on the counterweight.
  • the slack rope monitoring is provided with a deceleration device, or a damping device, such as a pneumatic damper or a response delay.
  • a response delay is, for example, a distance to be traveled by a slack rope release before a safety gear is brought into effect. Travel distances of about 50 to 150mm are sufficient to sufficiently delay a slack rope release in elevator systems with a travel speed of up to 1.6 m / s.
  • a damping device such as an oil damper, is advantageously designed to delay a response of the safety gear by up to 0.5 seconds. For greater speeds, the response delay, or a delay time of the damping device, to increase accordingly, the design values are advantageously determined with experimental arrangements.
  • An advantage of this variant is that no electrical connection of the counterweight to the elevator system is required and the counterweight is nevertheless effectively secured against falling. A possible false triggering of the safety gear on the counterweight can be monitored on the cabin or on the drive, since a response of this safety gear results in a sudden strong load change in the drive or in the support means.
  • the safety gear or the device for actuating the safety gear, is additionally actuated by a detection device for detecting an unintentional driving away of the elevator car from a standstill.
  • a detection device for detecting an unintentional driving away of the elevator car from a standstill.
  • the detection device includes a sensor which detects a rotation of the Mitlaufrads when it is pressed against the track at a standstill by a predetermined angle of rotation and the excess when exceeding the predetermined rotation angle, the control circuit to the electromagnets of the device Operation of the safety gear interrupts.
  • the safety gear is actuated and further slippage of the elevator car is prevented.
  • a brake or safety gear can be used, as in the filed on the same priority date European patent application EP10195791.8 is used.
  • This brake or safety gear is in one embodiment, a double-acting braking device, which includes, for example, an Exzenterfangvorraum. This is advantageous if only a slack rope actuated safety gear is used in the counterweight.
  • the double-acting braking device of the elevator car can secure all uncontrolled movements of the elevator car and the slack rope actuated safety gear of the counterweight is only to hedge the fall of the counterweight, for example as a result of breakage of the carrying and propellant. This error can be detected by slack rope monitoring.
  • a braking device like the one from the registration EP10156865 is known, can be grown and used in an ideal manner to the elevator car.
  • Fig. 1 along with Fig. 2 show a schematic elevator system 1 in an overall view.
  • the elevator installation 1 is installed in a building or in an elevator shaft 6 of the building and serves for the transport of persons or goods within the building.
  • the elevator installation 1 includes an elevator cage 2, which can move up and down along guide rails 10.
  • the elevator car 2 is accessible from the building via doors.
  • a drive 5 is used to drive and hold the elevator car 2.
  • the drive 5 is arranged in the upper region of the elevator shaft 6 and the car 2 is connected to the drive 5 with support means 4, for example carrying ropes or carrying straps.
  • the support means 4 are guided via the drive 5 on to a counterweight 3.
  • the counterweight compensates for a mass fraction of the elevator car 2, so that the drive 5 has to compensate for the main thing only an imbalance between the car 2 and counterweight 3.
  • the drive 5 is arranged in the example in the upper region of the elevator shaft 6. It could, of course, also be arranged at another location in the building, or in the area of the car 2 or the counterweight 3.
  • the drive 5 usually includes a tachometer 51, which measures a real speed of the prime mover and transmits it to an elevator and drive control 50.
  • the elevator and drive control 50 regulates and monitors the elevator operation, it controls the drive 5 and actuates any braking devices 52 of the drive unit 5.
  • the elevator and drive control 50 is usually connected via a communication bus with other control devices of the elevator system.
  • the elevator and drive control 50 is usually connected to a hanging cable 48 to the car 2. About this hanging cable 48, the cabin is powered and the hanging cable 48 also includes the required communication lines.
  • the elevator and drive control 50 can be designed to be single-spaced. However, various functional groups of the elevator and drive control 50 can also in their own cases at different locations in the elevator system be arranged.
  • the elevator car 2 is equipped with a safety gear 11, or in the example with a pair of safety gears 11a, 11b, which is suitable for securing and / or decelerating the elevator car 2 during an unexpected movement, at overspeed or in a stop.
  • the safety gear 11, 11a, 11b is arranged below the car 2 in the example.
  • the safety gear 11, or each of the safety gear 11a, 11b is connected to a respective device for actuating the safety gear 14, 14a, 14b.
  • the means for operating the safety gear 14, 14a, 14b is connected to a brake control 46, which comprises the means for actuating the safety gear 14, 14a, 14b for the purpose of actuating the safety gear 11, 11a, 11b and possibly also for returning the device 14, 14a, 14b can control.
  • the brake control 46 includes or is connected to an electronic limiter or a corresponding speed sensor 57.
  • a mechanical speed limiter, as it is commonly used, can therefore be omitted.
  • the electronic limiter, or the corresponding speed sensor 57 is executed as already described in the general part and will not be explained here. Of course, the electronic limiter or the corresponding speed sensor 57 can be arranged directly on the car 2 or signals from the elevator control 50 can also be used.
  • the device for actuating the safety gear 14, 14a, 14b and the brake control 46 is connected in the illustrated example to an energy store 44 with associated charger 45 and voltage converter 59. Details of this embodiment are related to Fig. 4 described.
  • the counterweight 3 equipped with safety gears 11g. These in turn are suitable for securing and / or delaying the counterweight 3 in the event of unexpected movement or overspeeding.
  • the safety gear 11 g is also arranged below the counterweight 3 in the example.
  • the counterweight is connected by means of a compensating cable 49 to the car 3. Compensation cable 49 are used, especially in larger buildings, to compensate for a weight of the support means 4, which shifts during the process of car 2 and counterweight 3 against each other.
  • this compensating cable 49 electrical lines, which on the one hand supplies the counterweight 3, or arranged there brake control 46g, an energy storage 44g and an associated charger 45g with voltage converter 59g with energy and required electrical signals.
  • the arrangement and function of the safety gear 11g, the means for operating the safety gear 14g and associated parts substantially corresponds to the embodiment shown in the car 2.
  • the safety gear 11g on the counterweight 3 usually at least a pair of safety gears 11g with associated means for actuating the respective safety gear.
  • the counterweight 3 has its own electronic limiter, or a corresponding speed sensor 57g.
  • This sensor essentially consists in that a rotational speed of rollers, for example, is made of guide rollers. With this arrangement, no further security-relevant data is required.
  • the compensating cable 49 accordingly does not have to transmit any security-relevant data.
  • Fig. 3 is a drive body, or an elevator car 2 or, analogously, a counterweight 3 with an attached safety gear 11 and associated device for actuation and in the example also shown for resetting the safety gear 14.
  • the elevator car 2 or counterweight 3 is suspended on a suspension element 4 and is guided by means of guide shoes 58 along guide rails 10.
  • the triggering of the safety gear is initialized by an electronic speed limiter eGB 57 via a brake control 46.
  • a speed sensor 57 is integrated in at least two rollers. The rollers rotate along a travel speed of the driving body according to the guide rails 10.
  • An evaluation unit (not shown) compares the signals of the two speed sensors 57 with each other and determines the actual driving speed.
  • An alarm is triggered and the system is shut down. If one or both signals of the two speed sensors 57 show too high a travel speed, the control circuit of the two devices for actuating the safety gear 14 is interrupted and the safety gears 11 are actuated.
  • Other versions of the electronic speed limiter eGB 57 are possible as described in the general part.
  • the speed limiter eGB 57 may be located on the cab or counterweight or in the engine room, or it may be arranged in redundant form at multiple locations.
  • An energy module 43 advantageously provides the energy at the same time for the brake control, possibly the speed measurement and the possible operation of the restoring device. It is usually powered by a hanging cable, or a compensating cable with energy.
  • Fig. 4 shows an exemplary arrangement and electrical circuit of the capture device in an elevator system.
  • the elevator and drive control 50 includes a safety circuit 42.
  • This safety circuit 42 is interrupted when the elevator installation is in a safety-relevant state which is not compatible with normal driving. Such a condition exists, for example, when an access door to the car is not properly closed, or when an emergency switch is actuated, etc.
  • the elevator and drive control 50 In the event of an interruption of the safety circuit 42, generally the drive of the elevator installation is stopped and a drive brake 52 is actuated.
  • the elevator and drive control 50 also has information about the driving speed of the drive, which is generally transmitted from a drive speed sensor 51 to the elevator and drive control 50.
  • the elevator and drive control 50 is preferably further connected by means of a communication bus 47 to the rest of the elevator system and of course the elevator system has an electrical power network 53.
  • various other electrical components which are connected via the hanging cable 48, for example via the communication bus 47 but also the safety circuit 42 to the elevator and drive control 50.
  • These components among other operational parts, such as door control, lighting, etc., the brake control 46, usually an electronic speed limiter 57, a power module 43 and the means for operating the safety gear 14th
  • the device for actuating the safety gear 14 is attached to the respective safety gear 14 and can actuate them in case of need and reset, if necessary, depending on the embodiment.
  • the device for actuating the safety gear 14 is actuated by the brake control 46, for example via a control circuit electromagnet 54 to actuate the safety gear 11 and to reset them, for example via a control circuit restoring device 55, again.
  • the device for actuating the safety gear 14 is preferably incorporated in the safety circuit 42. This causes that when triggered device for actuating the safety gear 14 inevitably the safety circuit 42 is opened and the drive of the elevator system is stopped.
  • the energy module 43 supplies the safety device 62 with the associated brake control 46 and preferably also with the device for actuating the safety gear 14 with energy.
  • the optional return device of the safety gear 14 is supplied with a voltage of 12V DC and the brake controller 46 is supplied with a voltage of 24V DC.
  • the energy module 43 has an energy store 44, which in the example is connected to the power grid 53 via a charger 45 and charged by it.
  • a voltage converter 59 is provided in the example.
  • commercially available products for example from the automotive industry, can be used, for example as a resetting device, since 12V components are available there very cheaply.
  • the counterweight 3 is in the example after Fig. 4 also equipped with safety gears 11g.
  • the safety gears 11g are in turn provided with means for operating the safety gears 14g and the counterweight has its own safety device 62g with associated brake control 46g and energy module 43g which are essentially the same as explained in the example of the cabin 2.
  • a compensating cable 49 is the power grid 53 and the communication bus 47 led to the counterweight 3.
  • the safety circuit 42 is not performed in this embodiment to the counterweight 3, but the safety messages of the safety gear 11g and the means for actuating the safety gear 14g are processed in the brake control 46g and transmitted via the communication channel 47 to the elevator control 50.
  • the counterweight 3 has first and second speed sensors 57g which measure a traveling speed of the counterweight. At the counterweight, the speed sensors are preferably installed in rollers. The two speed sensors 57g can be monitored for compliance and from this a safe speed signal can be generated. Due to this safe speed signal, the brake control can operate the safety gears 11g when a too high counterweight is detected.
  • Alternative designs and combinations are possible.
  • a follower pulley generator can charge the energy storage of the counterweight 44g, and instead of the wired communication bus, a wireless communication bus can be used. Thus, could be dispensed with the compensating cable 49.
  • Fig. 5 now shows the safety gear 11 with attached device for actuation and with a provision of the safety gear 14.
  • the safety gear 11 is in the example to a single-acting Gleitfangvorraum.
  • Catches 12 are pressed in case of need by the means for actuating and resetting the safety gear 14 via an actuator 17 by means of lever arms 20a, 20b upwards into a catching position, or until they rest against the guide rail 10. Then, the movement of the mass to be braked, or the car 2 or the counterweight 3 and the friction between the arresting wedge 12 and rail 10 ensures the construction of a normal and braking force.
  • the mass to be braked To reset the safety gear, the mass to be braked must first move upward, so that the slips 12 are released from its clamping position.
  • the slipper 12 can be returned to a standby position by the lever arms 20a, 20b via connecting plates 13.
  • the device for actuating and resetting the safety gear 14 is screwed by means of a connection plate 16 with the safety gear 11.
  • the safety gear is operated from below, Alternatively, the operation can also be done from above by the means for actuating and resetting the safety gear pulls up the slips for actuation from above and then pushes back for retraction the slips.
  • the safety gear is further used in such a way that it brakes a downward movement of the driving body, or of the car or of the counterweight.
  • the device could also be used in reverse, along with the safety gear, in that the device for operating and resetting the safety gear retains slips in an upper operating position and, as required, moves them downwardly to decelerate an unintended ride upwards.
  • a safety gear 11 is shown with catch wedges.
  • the presented device for actuating and resetting the safety gear can, of course, also work together with a roller catching device, wherein instead of catching wedges, catching rollers are actuated.
  • a use of Exzenterfangvorraumen is possible, in which case the eccentric means of an actuating rod is rotated by the means for actuating and resetting the safety gear.
  • Fig. 6 to 9 is a structure and operation of a device for operating and with provision of the safety gear, in connection with in Fig. 5 illustrated safety gear explained.
  • Fig. 6 shows the electrically actuated safety gear 11 together with the means for actuating and resetting the safety gear 14 in the ready position or in a normal position, as it corresponds to the normal operation of the elevator system.
  • the device for actuating and resetting the safety gear 14 is mounted by means of a connecting plate 16 to the safety gear 11, preferably screwed.
  • the catch wedges 12 are in the normal position shown at the bottom and have horizontally several millimeters distance from the guide rail, so that they can not touch the same in the process of driving body (not shown).
  • the catch wedges 12 are from the actuator 17, or from the integrated lever 17 in the actuator 20, or integrated in the actuator 17 lever arms 20a, 20b (see Fig. 5 ) by means of, or the connection tabs 13, held.
  • the actuator 17 is pivotally mounted in the housing 15 on a pivot axis 18 and it further comprises a control arm 22 which cooperates via a retaining lug 23 and retaining pawl 27 with an electromagnet 28.
  • lever arm 20 is preferably installed via a vertical joint 21 in the actuator 17.
  • This joint allows lateral compensation when the catch wedge 12 shifts laterally when pushed along a wedge slope.
  • the lever arm 20 itself can also be designed to be elastic, or the connecting lug 13 can be designed so that a lateral displacement is made possible.
  • the lever arms 20a, 20b are then preferably assembled to the actuator 17 via a central pivot body 19.
  • the actuator 17 is made of various individual parts, such as pivoting body 19, Lever arms 20, 20a, 20b and control arm 22 constructed.
  • the actuator can also be constructed in one piece, for example as a molded part.
  • a lever distance between the connecting plate 13 and the pivot axis 18 in comparison to the control distance between the pressure axis 25 and pivot axis 18 is selected to be large. This leverage is about 5: 1.
  • engagement paths on the accumulator and control arm are small. This is advantageous because it allows a quick operation of the safety gear can be achieved.
  • a required stroke of the slips 12 is about 100mm until a clamping of the slips on the guide rail takes place. Because of the 5: 1 ratio, the stroke on the pressure axis is only about 20mm.
  • the mass of the two catch wedges With a pressure storage force of about 1000N to 1400N, the mass of the two catch wedges, which in the example is about 2 x 1.5 kg, can be moved to the catching position within less than 0.1 seconds.
  • This fast response time can be optimized.
  • the design of the pressure accumulator is chosen so that, for example, even if a compression spring - which is equivalent to a power loss of a spring coil - there is still enough residual power to operate the safety gear.
  • the electromagnet 28 is operated according to the quiescent current principle. That is, a holding force is present as long as current flows. In this state, therefore, the solenoid 28 holds the retaining latch 27, which in turn holds on the retaining lug 23 the control arm 22 and thus the pressure accumulator 24.
  • the actuator 17 is fixed and the catch wedges 12 are held on the lever 20 and the terminal plate 13.
  • accidental operation of the catch wedges for example, by accidental strip the guide rail, prevented.
  • the position of the actuator 17 is monitored by a first position sensor 38.
  • the means for operating and resetting the safety gear 14, as further in FIG Fig. 6 can be seen, provided with a mounting lock 41.
  • the mounting lock 41 can, for easy installation in the housing, as in the Fig. 6 shown by dash-dotted outline, are used and then holds the actuator, preferably mechanically in the ready position. As a result, the device can be easily retracted and mounted in the terminal lugs. This is helpful because during assembly of the safety gear, or the device for actuating and resetting the safety gear usually electrical parts are not wired.
  • this mounting lock is coupled to the position sensor 38 in order to prevent commissioning of the elevator installation with a mounting lock inserted.
  • the mounting lock 41 can be removed and deposited, for example, in the housing with a retaining clip, and the means for actuating and resetting the safety gear 14 is then like previously explained by the electromagnet 28 held in the standby position.
  • the retaining pawl 27 gives, as in Fig. 7 can be seen, the retaining lug 25 of the control arm 22, and the actuator 17 free and the operating force of the accumulator 24 now pushes the catch wedges 12 upwards in the catching position.
  • the driving body, or the elevator car or the counterweight is necessarily braked. Simultaneously with the operation of the slips 12 of the first position sensor 38 is actuated, whereby the safety circuit 42 of the elevator system (see Fig. 4 ) is interrupted.
  • This second position sensor 39 may be used to early detect an accidental opening of the retaining pawl 27, or to control a provision of the device for actuating and resetting the safety gear 14 as explained below.
  • the device for actuating and resetting the safety gear 14 comprises a return lever 31, on which the electromagnet 28 is arranged together with the retaining pawl 27 and the second position sensor 39.
  • the return lever 31 is pivotally mounted on the pivot axis 18, so that a pivot radius of the retaining lug 23 of the control arm 22 and the retaining pawl 27 follow the same pivot path.
  • the return lever 31 is connected to a return device 30.
  • the restoring device 30 comprises in the example a spindle slide 35 which is connected to the return lever 31.
  • the spindle slide 35 is by means of a Spindle axis 34 of a spindle drive 33 moves back and forth.
  • the restoring device 30 comprises a third position sensor 40, again preferably a microswitch, which detects a retracted position of the spindle carriage 35 and thus of the return lever 31.
  • the spindle slide 35 is connected in one embodiment via a force limiter 36, such as a screen spring 37 to the return lever.
  • a force limiter 36 limits the pressure force in the return device, or in the spindle axis 34 to about 100N. If the maximum value is exceeded, then the clamping lever can move in the freewheel. To retighten the cocking lever, the tension member is moved upwards.
  • a shape of the retaining pawl 27 is selected such that the retaining pawl is in turn opened when, for example, the still wedged catch wedges 12 prevent retraction of the same. In this case, the retaining pawl can be opened again by the force of the restoring device 30. Since at this time, the second position sensor 39 is also opened again, or actuated, the brake control can detect this condition and restart the reset.
  • Fig. 10 shows an advantageous connection of the electromagnets 28 in a typical use of two means for actuation and recovery of a pair of safety gears.
  • each connected to a device for actuating the safety gear with a safety gear The two electromagnets 28 are in this case connected in series and are acted upon via the brake control 46 with a required holding current.
  • the two devices for actuating and resetting the safety gear are exactly synchronized to milliseconds electrically.
  • the two to be operated safety gear thus trigger simultaneously.
  • Fig. 11 is one to the Fig. 1 or 3 complementary or alternative embodiment of the safety concept of an elevator system 1 shown.
  • the elevator car 2 with safety gears 11, 11a, 11b and associated means for actuating the safety gear 14, 14a, 14b equipped with brake control 46, as previously in connection with the Fig. 1 to 3 is described.
  • This also includes optional a corresponding speed sensor 57 and / or a safety sensor 62.
  • the elevator car 2 further includes an optional detection means 60 for detecting an unwanted driving away of the elevator car from a standstill. In this case, a follower wheel is pressed in case of need to a track of the elevator car. In normal operation, the idler wheel is distanced from the track, it is not driven.
  • the detection device 60 includes a sensor, which rotates the Mitlaufrads when it is pressed against the raceway at a standstill, by a predetermined angle of rotation and interrupts the device for operating the safety gear 14, 14a, 14b when exceeding the predetermined rotation angle. As a result, the safety gear 11, 11a, 11b is actuated and further slippage of the elevator car is prevented.
  • a detection device 60 in the form of a monitoring device is in the European application EP10195788.4 of the same applicant filed on the same day.
  • the counterweight 3 is in contrast equipped with a substantially known safety gear 11g, which is actuated by a slack rope release 56.
  • the safety gear 11g is operated when a suspension force decreases below a preset value for a predetermined period of time. Breaking thus, for example, the support means 4 in the elevator system, the safety gear of the elevator car 2 would be actuated via the brake control 46 and the elevator car would be braked safely, and because of the now suddenly missing load capacity in the suspension means the slack rope release 56 would operate the safety gear 11g of the counterweight and the counterweight Save 3 from a crash.
  • a deceleration device 63 for example by means of a damping device, in the slack rope release 56, it is achieved that, in the case of a short-term oscillation process, no triggering of the safety gear 11g takes place.
  • the elevator expert can arbitrarily change the set shapes and arrangements.
  • the brake control 46 and / or the power module 43 and / or the speed sensors 57 can be designed as separate assemblies, or these assemblies can be combined in a security package.
  • This security package can also be part of an elevator control.
  • the device for actuation and possibly for restoring the safety gear can be mounted as a module to a safety gear, or it can also be used with a safety gear, in Essentially be assembled in one piece.
  • a safety gear with means for operating the safety gear according to the disclosure of the European application EP10195791.8 or another electrically actuated brake can be used.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)
  • Cage And Drive Apparatuses For Elevators (AREA)
  • Types And Forms Of Lifts (AREA)
  • Motorcycle And Bicycle Frame (AREA)
EP15193206.8A 2010-12-17 2011-12-09 Ascenseur dote d'une cabine et d'un contrepoids Active EP2998260B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP10195785 2010-12-17
PCT/EP2011/072278 WO2012080106A2 (fr) 2010-12-17 2011-12-09 Appareil d'élévation à cabine et contrepoids
EP11791597.5A EP2651808B1 (fr) 2010-12-17 2011-12-09 Appareil d'élévation à cabine et contrepoids

Related Parent Applications (2)

Application Number Title Priority Date Filing Date
EP11791597.5A Division-Into EP2651808B1 (fr) 2010-12-17 2011-12-09 Appareil d'élévation à cabine et contrepoids
EP11791597.5A Division EP2651808B1 (fr) 2010-12-17 2011-12-09 Appareil d'élévation à cabine et contrepoids

Publications (2)

Publication Number Publication Date
EP2998260A1 true EP2998260A1 (fr) 2016-03-23
EP2998260B1 EP2998260B1 (fr) 2018-10-17

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EP11791597.5A Active EP2651808B1 (fr) 2010-12-17 2011-12-09 Appareil d'élévation à cabine et contrepoids
EP15193206.8A Active EP2998260B1 (fr) 2010-12-17 2011-12-09 Ascenseur dote d'une cabine et d'un contrepoids

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EP11791597.5A Active EP2651808B1 (fr) 2010-12-17 2011-12-09 Appareil d'élévation à cabine et contrepoids

Country Status (15)

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US (1) US9309091B2 (fr)
EP (2) EP2651808B1 (fr)
CN (2) CN105668375B (fr)
AU (2) AU2011344433B2 (fr)
BR (2) BR122020024188B1 (fr)
CA (2) CA3028212C (fr)
ES (2) ES2575327T3 (fr)
HK (1) HK1185330A1 (fr)
MX (2) MX2013006934A (fr)
MY (1) MY167502A (fr)
NZ (2) NZ611166A (fr)
PL (1) PL2651808T3 (fr)
RU (1) RU2583829C2 (fr)
WO (1) WO2012080106A2 (fr)
ZA (1) ZA201304621B (fr)

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EP3608276A1 (fr) * 2018-08-10 2020-02-12 Otis Elevator Company Actionneur de sécurité électrique d'ascenseur
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EP3620419A1 (fr) * 2018-09-07 2020-03-11 KONE Corporation Système d'engrenage de sécurité progressif de décélération constante
KR101996595B1 (ko) * 2018-09-19 2019-07-04 주식회사 휴먼엔티 엘리베이터의 안전장치
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NZ704904A (en) 2015-03-27
PL2651808T3 (pl) 2016-09-30
CN103261073B (zh) 2016-03-16
CN105668375B (zh) 2018-05-11
ZA201304621B (en) 2014-09-25
US20130248296A1 (en) 2013-09-26
WO2012080106A2 (fr) 2012-06-21
HK1185330A1 (zh) 2014-02-14
ES2575327T3 (es) 2016-06-28
EP2651808B1 (fr) 2016-03-09
NZ611166A (en) 2015-02-27
AU2011344433A1 (en) 2013-06-13
BR112013014977B1 (pt) 2021-04-13
MX2013006934A (es) 2013-07-22
CA3028212C (fr) 2020-08-25
CN105668375A (zh) 2016-06-15
ES2703362T3 (es) 2019-03-08
AU2011344433B2 (en) 2017-03-23
CN103261073A (zh) 2013-08-21
CA3028212A1 (fr) 2012-06-21
AU2017202323B2 (en) 2018-12-13
CA2819799A1 (fr) 2012-06-21
EP2998260B1 (fr) 2018-10-17
BR122020024188B1 (pt) 2021-04-13
RU2583829C2 (ru) 2016-05-10
EP2651808A2 (fr) 2013-10-23
US9309091B2 (en) 2016-04-12
AU2017202323A1 (en) 2017-04-27
CA2819799C (fr) 2019-06-11
BR112013014977A2 (pt) 2016-09-13
MX343414B (es) 2016-11-04
WO2012080106A3 (fr) 2012-08-30
MY167502A (en) 2018-09-04
RU2013130305A (ru) 2015-01-27

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