EP3057902B1 - Dispositif et procédé de freinage de moyens de transport - Google Patents

Dispositif et procédé de freinage de moyens de transport Download PDF

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Publication number
EP3057902B1
EP3057902B1 EP14784041.7A EP14784041A EP3057902B1 EP 3057902 B1 EP3057902 B1 EP 3057902B1 EP 14784041 A EP14784041 A EP 14784041A EP 3057902 B1 EP3057902 B1 EP 3057902B1
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EP
European Patent Office
Prior art keywords
brake
sliding
elements
braking
brake shoe
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.)
Active
Application number
EP14784041.7A
Other languages
German (de)
English (en)
Other versions
EP3057902A1 (fr
Inventor
Hermann Gehrig
Dominik Helfer
Rudolf Ramseier
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
COBIANCHI LIFTTEILE AG
Original Assignee
Cobianchi Liftteile AG
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Priority to PL14784041T priority Critical patent/PL3057902T3/pl
Publication of EP3057902A1 publication Critical patent/EP3057902A1/fr
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Publication of EP3057902B1 publication Critical patent/EP3057902B1/fr
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Classifications

    • 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
    • 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 brake device and a safety brake method for conveying means, in particular for elevator cars, with a supporting element to be fastened to the conveying means and at least one braking unit which is intended to act on a rail arranged in a fixed manner parallel to the conveying path.
  • the invention relates to such a brake unit.
  • Brake safety devices have the task of stopping a conveyor at too high a speed. You must be able to stop the funding loaded with the payload from free fall, with a range determined for the delay to be achieved depending on the function of the funding.
  • the disadvantage of the known safety gear devices is that after the brake safety device has been triggered, a very high force, which sometimes corresponds to a weight of more than 10 tons, must be applied in order to release the brake shoes of the safety brake device from the rail again.
  • the object of the present invention is to provide a brake safety device which overcomes the disadvantages of the prior art and can be released from the rail again after tripping with a lower force, in particular without having to accept disadvantages in the braking effect .
  • the invention relates to brake safety devices for conveying means, in particular for elevator cars, comprising at least one support element to be fastened to the conveying means, at least one clamping element and at least one braking element which is intended to act on a rail which is arranged in a stationary manner parallel to the conveying path, the braking safety device being designed in such a way that in the event of braking, the braking element is pressed against the rail by a force acting orthogonally to the rail and this force is at least partially exerted by a rotary movement of at least one of the clamping elements.
  • the brake element according to the invention comprises at least one brake shoe and at least one base element.
  • a brake shoe and a base element which, however, also represents several brake shoes or a plurality of base elements in this brake element.
  • the brake shoe comprises at least one braking surface and is arranged in such a way that it rests with the braking surface on the rail when the braking surface occurs.
  • Preferred braking surfaces have surfaces that optimize friction and / or minimize wear. This can be achieved by materials and coating processes that are known to the person skilled in the art.
  • the brake shoe also has a surface opposite the braking surface ("sliding surface-B"), which is aligned in particular parallel to the braking surface.
  • the base element is designed to be connected to the brake safety device, in particular to a base plate of the brake safety device, preferably in the form of an elastic connection.
  • the base element has a surface which is oriented in the direction of the braking surface of the brake shoe (“sliding surface-S”) and is in particular oriented parallel to the braking surface.
  • Sliding surface-B and sliding surface-S are oriented towards one another and allow the brake shoe and base element to slide along one another on a plane parallel to the braking surface, in particular in the conveying direction.
  • the sliding surface-B and sliding surface-S touch via a sliding element arranged between the brake shoe and base element, which in particular has at least one specially machined sliding surface with which it is in contact with the sliding surface-B or -S.
  • the braking element preferably additionally has at least one limiting element on one or each of its end faces.
  • the end faces correspond to those sides of a cuboid that would be orthogonal to the conveying direction in a conveying means if the cuboid were arranged as a braking element in a brake safety device.
  • Each of the limiting elements is designed to limit sliding of the brake shoe and base element in the respective conveying direction (generally “up” and “down”).
  • the brake shoe and base element are designed in this way, e.g. through recesses or shaping of their end faces that they can positively butt against one another on their end faces after reaching a certain position.
  • a preferred limiting element is formed by the end wall, the brake shoe and / or the base element.
  • the two elements of a braking element are preferably designed such that their shape limits the sliding movement, e.g. by embracing one element (brake shoe or base element) with the other.
  • both end faces of a braking element have limiting elements, their spacing is dimensioned such that a sliding movement from the brake shoe to the base element in the conveying direction is still possible.
  • the sliding path is preferably shorter than the unwinding length of the clamping element assigned to the braking element, this unwinding length corresponding to the braking distance in the event of braking between the contact of the clamping element with the rail and maximum deflection of the clamping element when the conveying device is at a standstill.
  • the glide path shorter than 80% of this development length. This has the advantage that reset movements can be carried out better in the rest of the safety gear.
  • the possible glide path from one boundary to the other is preferably between 1 mm and 50 cm, particularly preferably between 0.5 cm and 5 cm.
  • the sliding surface-B and / or the sliding surface-S are preferably designed in such a way that a movement compared to a movement of the braking surface on the rail has a lower friction while the additional orthogonal force has the same effect;
  • the coefficient of friction is preferably between the sliding surface-B and the sliding surface -S based on static friction and / or sliding friction between 90% and 10%, particularly preferably below 60% of the respective coefficient of friction between the braking surface and the rail.
  • the friction values of brake elements on the rail are greater than 0.12, in particular they are sometimes also greater than 0.2 or even 0.3 (depending on the design of the braking surface in relation to static friction or sliding friction).
  • the coefficient of friction between the base element and the brake shoe of at least one brake element is preferably between 90% and 1% of the coefficient of friction of the relevant brake element on the rail, in particular between 75% and 10%.
  • the coefficient of friction (static friction or sliding friction, in each case dry) between the base element and the brake shoe of at least one of the brake elements is below 0.08, in particular below 0.05.
  • At least one of the sliding surfaces of the brake shoe, the base element and / or the sliding element is preferably provided with a special sliding ability, in particular by means of a special surface treatment (in particular by applying sliding materials, for example by rolling or vapor deposition of a metal bearing layer), by means of lubricants or by using Teflon, ceramics and glass materials.
  • the brake element additionally has at least one guide element which is designed to prevent the brake shoe and base element from sliding orthogonally to the conveying direction.
  • brake shoe and The base element is designed in such a way that it interlocks in a positive manner in such a way that only a relative sliding movement in the conveying direction is possible.
  • the side areas of the brake shoe and base element are preferably designed as guide elements, so that the base element is positively embraced by the brake shoe on both sides or the brake shoe is encompassed by the base element in this way.
  • Further preferred configurations of guide elements are as rails, grooves or linear slide, ball or roller bearings.
  • the braking element preferably in the area of at least one of the limiting elements, additionally comprises elastic damping elements, in particular springs, gas pressure springs, foam dampers and / or rubber dampers, which dampen the shock when limiting the sliding movement.
  • elastic damping elements in particular springs, gas pressure springs, foam dampers and / or rubber dampers, which dampen the shock when limiting the sliding movement.
  • the damping elements are designed to keep the base element and / or brake shoe of the brake element in question at a distance from the respective limiting elements, in particular at a distance which corresponds to greater than 10% of the glide path and / or at a distance of more than 1 cm. If the limiting elements are part of one of the elements base element or brake shoe, the other element is kept at a distance by the damping elements. In the event that the limiting elements are not part of one of the elements of the base element or brake shoe, the brake shoe and / or base element is kept spaced apart in the manner described above.
  • the damping elements of the brake shoe and base element preferably hold in such a 'normal position' relative to one another that sliding in both directions of the glide path from the normal position of more than 30% of the glide path is possible, in particular more than 40%, particularly preferably more than 47% ( approximately in the middle).
  • the normal position can be defined as the position of the elements when no forces are exerted on the brake unit, but it is preferred that the normal position is defined when forces are exerted, which corresponds to the use of the brake unit in a brake safety device for a conveyor device. In the latter case, the damping elements would include the brake shoe and base element keep their use in a related safety gear despite the weight of the conveyor in the desired normal position.
  • the sliding element is designed in such a way that it becomes wedge-shaped thicker from the center to one of its ends or to both ends, and the space between the brake shoe and base element is designed such that it extends from the center to one of its ends or becomes thicker at both ends in a wedge shape. In this way, a wedge effect can be used in the relative displacement of the brake shoe and base element, which facilitates a later release of the brake device.
  • the clamping element has at least one braking element in accordance with the preceding paragraphs (hereinafter referred to as 'clamping braking elements' for distinction).
  • the sliding surface in these clamping brake elements is preferably shorter than the sliding surface in the braking elements opposite these clamping elements. This improves the opening of the wedged braking device, since the conveying means can now be moved relatively easily by sliding over the sliding surfaces. If the sliding surface of the clamping brake element ends, the present movement of the conveying means acts in the form of a jerk, which briefly provides a very large force for releasing the clamping element.
  • At least one of the clamping elements and at least one of the braking elements is arranged such that they lie on opposite sides of the rail in question when used according to the invention.
  • a clamping element or a pair of clamping elements is assigned to each brake element of the brake safety device in this way.
  • At least one of the clamping elements preferably has at least one brake shoe or at least one brake element.
  • At least one of the braking elements is fastened on a base plate which can be moved at least approximately at right angles to the conveying path relative to the supporting element, preferably elastically, preferably by means of springs. Due to the mobility of the base plate, this is due to the forces occurring during the braking process automatically aligned in such a way that the contact forces of the braking element acting at right angles to the rail and a braking element arranged on the other side of the rail are exactly the same.
  • the braking element can be moved at least approximately at right angles to the conveying direction relative to the base plate against the force of spring means.
  • the braking force can be predetermined by the choice and preload of these spring means.
  • a braking element according to the invention can have further recesses or additional elements which improve its function.
  • the base element has recesses for receiving parts of elastic elements for connection to a base plate.
  • the base element and / or brake shoe comprise elements which prevent a "falling apart", ie a relative movement of the two elements along the surface normal of the braking surface, or sliding surface S and -B.
  • These are preferably pins that protrude from one element (brake shoe or base element) on the side surfaces parallel to the sliding surfaces S and -B and fit into the recesses in the side surfaces of the other element in a form-fitting manner but along the conveying direction via the sliding path.
  • the brake shoes involved slide on the respective base elements relative to them opposite to the direction of movement now present and remain on the rail while the entire remaining brake safety device moves together with the conveyor. This movement also moves the clamping elements involved (with their rotary movement) and the brake is released, which is accompanied by a reduction in the braking force. If at least one of the base elements hits a limiting element or if the braking force drops below a certain value due to the movement of the clamping elements, the brake shoes can be released from the rail by a very low force and the brake safety catch is free again.
  • the braking device according to the invention can be used not only to secure elevator cars, but also any hoists.
  • Figure 1 shows a brake safety device on which the invention is based, viewed from a plane orthogonal to the conveying direction.
  • the rail 3, which is encompassed by the brake safety device, can be clearly seen.
  • the braking effect is achieved in that the clamping element 2 presses against the rail, whereby the braking element 1 automatically comes into contact with the rail.
  • the braking is carried out by pressing the clamping element 2 and the braking element 1 together.
  • Such a brake safety device is equipped with the brake element according to the invention.
  • the braking element 1 is elastically connected to a base plate by means of springs 6. This elastic connection limits the braking effect to a predetermined value and, depending on the embodiment, can have different spring forces or can even be omitted entirely.
  • the clamping element 2 When braking, the clamping element 2 is pressed laterally against the rail by a slide arranged horizontally here. Braking is triggered, for example, by means of electromagnets, electric motors or a release cable which, guided by a deflection, blocks the elevator car in the event of excessive speed and thereby moves the slider.
  • the clamping element has a triangular shape and is rotatably mounted at a pivot point 4. If the clamping element 2 touches the moving rail 3 when it is moved, it automatically rotates due to the acting frictional forces, which can be reinforced by brake shoes on the corresponding surfaces of the clamping element. The small lateral movement of the slide and the rotation wedges the clamping element 2 against the rail 3 and the braking element 1 is firmly pressed against the rail 3 from the other side, which is thus clamped between the clamping element 2 and the braking element 1.
  • Figures 3, 4 and 6 show a preferred brake element of a brake safety device according to the invention once in the assembled ( Figure 3 ) and once disassembled ( Figure 4 ) Status.
  • Figure 5 also shows a cross section of the braking element according to section line III-III in Figure 3 .
  • the brake element comprises a brake shoe 7 and a base element 8, the brake shoe 7 having a recess into which the base element 8 fits, so that it can be moved relative to the brake shoe (to the right and left in the figures).
  • the two parts fit into one another orthogonally to the conveying direction, preferably without play, so that the side walls of the brake shoe represent guide elements.
  • the recess in the brake shoe 7 is additionally worked such that there are limiting elements 11 on the end faces (here on the right and left, which would correspond to the conveying direction in the installed state of the brake safety device), which consist of the wall of the brake shoe 7.
  • damping elements can, for example, be springs guided over axes, as in the Fig. 4 shown, but you can also as in the Fig. 4 Shown on the right and left in dashed lines at the level of the brake shoe, be gas pressure springs, which possibly act together with the damping elements designated as 10.
  • a sliding element 9 was additionally inserted between these two components, which also ensures that signs of wear first appear on the easily exchangeable sliding element before the base element or the braking element can wear out.
  • this braking element 7 is pressed against the rail by a clamping element opposite the rail in the shaft of the conveying means and rubs along the braking surface 12 thereof, which results in the braking effect.
  • a clamping element opposite the rail in the shaft of the conveying means and rubs along the braking surface 12 thereof, which results in the braking effect.
  • the base element 8 Since the brake shoe 7 is connected to the base element only via the spring elements and the sliding surface, the base element 8 is caused by the mass and movement of the conveying means slide to the right relative to the braking element and remain in a certain position after the conveying means has stopped, a strong orthogonal force (clamping force) still acting on the entire braking element after the conveying means has stopped, since the clamping element is firmly clamped.
  • the brake shoe 7, which is in frictional contact with the rail via the braking surface 12, will initially not move, but the base element 7, that can be moved comparatively easily to the left via the sliding element 9 despite the strong clamping force.
  • the clamping element moves on the other side of the rail and the clamping force decreases, whereby the decrease occurs even faster than linearly.
  • the base element 8 will abut the left-hand limiting element 11 and the brake shoe is moved as well.
  • Figure 5 shows a slightly wedge-shaped sliding element 9 on both sides, which slides on a surface which has a correspondingly negative shape.
  • Such an embodiment has the advantage that the wedge shape makes it easier to release a wedged safety gear.
  • FIG 7 An advantageous embodiment of the brake shoe 7 and base element 8 is shown.
  • these two elements are positively connected to one another via a dovetail that they can slide relative to one another in one direction (here the normal of the leaf plane) and are held securely to one another in the meantime by the dovetail guide.
  • the element is what in the Figure 6 as Base element 8 was identified, the brake shoe and the element that was identified as brake shoe 7, the base element.
  • This embodiment preferably also has limiting elements which specify the end stop of the brake shoe and base element in one direction of movement or in both directions of movement. These boundary elements are not shown here, and would lie above and below the paper level.
  • FIG 8 Another advantageous embodiment of brake shoe 7 and base element 8 is shown.
  • the base element 8 which has at least partially the shape of an axis, is guided in a recess in the brake shoe 7. This guidance can take place via a form fit, or as shown here via a ball bearing.
  • This embodiment preferably also has limiting elements which specify the end stop of the brake shoe and base element in one direction of movement or in both directions of movement. These boundary elements are not shown here, and would lie above and below the paper level.
  • both end faces of a braking element have limiting elements, their spacing is dimensioned such that a sliding movement from the brake shoe to the base element in the conveying direction is still possible.
  • the sliding path is preferably shorter than the unwinding length of the clamping element assigned to the braking element, this unwinding length corresponding to the braking distance in the event of braking between the contact of the clamping element with the rail and maximum deflection of the clamping element when the conveying device is at a standstill.
  • the glide path is shorter than 80% of this development length. This has the advantage that reset movements can be carried out better in the rest of the safety gear.
  • At least one of the sliding surfaces in a braking element is preferably designed in such a way that a movement compared to a movement of the braking surface on the rail has a lower friction with the same additional orthogonal force acting, preferably the coefficient of friction is between sliding surface-B and sliding surface-S in relation to the static friction and / or the sliding friction between 90% and 10%, particularly preferably below 60% of the respective coefficient of friction between the braking surface and the Rail.
  • the friction values of brake elements on the rail are greater than 0.12, in particular they are sometimes also greater than 0.2 or even 0.3 (depending on the design of the braking surface in relation to static friction or sliding friction).
  • the coefficient of friction between the base element and the brake shoe of at least one brake element is preferably between 90% and 1% of the coefficient of friction of the relevant brake element on the rail, in particular between 75% and 10%.
  • the coefficient of friction (static friction or sliding friction, in each case dry) between the base element and the brake shoe of at least one of the brake elements is below 0.08, in particular below 0.05.
  • At least one of the sliding surfaces of the brake shoe, the base element and / or the sliding element is preferably provided with a special sliding ability, in particular by means of a special surface treatment (in particular by applying sliding materials, for example by rolling or vapor deposition of a metal bearing layer), by means of lubricants or by using Teflon, ceramics and glass materials.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)

Claims (10)

  1. Elément de freinage (1) pour un dispositif de freinage, comprenant au moins une mâchoire de frein (7) et au moins un élément de socle (8), chaque mâchoire de frein (7) comprenant au moins une surface de freinage (12) qui est disposée de telle sorte que, en cas de freinage, la mâchoire de frein (7) peut s'appuyer avec la surface de freinage (12) sur un rail (3), et chaque mâchoire de frein (7) comportant en outre une surface (« surface de glissement B »), opposée à la surface de freinage (12), et chaque élément de socle (8) étant conçu pour être raccordé au dispositif de freinage, et l'élément de socle (8) comportant une surface (« surface de glissement S ») orientée en direction de la surface de freinage (12) de la mâchoire de frein (7), et la surface de glissement B et la surface de glissement S étant orientées l'une par rapport à l'autre de telle sorte que la mâchoire de frein (7) au moins au nombre de un et l'élément de socle au moins au nombre de un peuvent glisser le long l'une de l'autre sur un plan parallèlement à la surface de freinage (12) au moins au nombre de un de la mâchoire de frein (7) au moins au nombre de un respective, et caractérisé en ce que l'élément de freinage (1) comprend en plus au moins un élément de glissement (9) entre au moins une mâchoire de frein (7) et au moins un élément de socle (8) de sorte que les surfaces de glissement B et surfaces de glissement S respectives sont en contact par le biais de l'élément de glissement (9).
  2. Elément de freinage (1) selon la revendication 1, caractérisé en ce que le mouvement glissant des surfaces de glissement surface de glissement B et surface de glissement S s'effectue au moins, de préférence exclusivement, dans la direction de transport.
  3. Elément de freinage (1) selon l'une des revendications précédentes, l'élément de glissement (9) étant de préférence constitué de telle sorte qu'il s'épaissit en forme de coin en partant du milieu et en allant vers une de ses extrémités ou vers les deux extrémités, et l'espace intermédiaire entre la mâchoire de frein (7) respective et l'élément de socle (8) respectif est formé de façon correspondante de sorte qu'il s'épaissit en forme de coin en partant du milieu et en allant vers une de ses extrémités ou vers les deux extrémités.
  4. Elément de freinage (1) selon l'une des revendications précédentes, caractérisé en ce que l'élément de freinage (1) comporte en plus au moins un élément de limitation (11) sur un ou sur chacun de ses côtés frontaux, chacun des éléments de limitation (11) étant conçu pour limiter un glissement de la mâchoire de frein (7) respective et de l'élément de socle (8) respectif dans la direction de transport respective, les mâchoires de frein (7) respectives et les éléments de socle (8) respectifs étant de préférence formés de sorte qu'ils peuvent buter les unes contre les autres par liaison de forme au niveau de leurs côtés frontaux une fois atteinte une position définie.
  5. Elément de freinage (1) selon l'une des revendications précédentes, caractérisé en ce que chaque surface de glissement B et surface de glissement S est constituée de telle sorte que, comparé à un mouvement des surfaces de freinage (12) respectives sur le rail (3), un mouvement présente un frottement de glissement et/ou d'adhérence plus faible en présence d'une force orthogonale supplémentaire de hauteur égale, le coefficient de frottement entre l'élément de socle et la mâchoire de frein d'au moins un élément de freinage se situant de préférence entre 90 % et 1% du coefficient de frottement de l'élément de freinage concerné sur le rail, et en particulier au moins une des surfaces de glissement de la mâchoire de frein (7) au moins au nombre de un, de l'élément de socle (8) au moins au nombre de un et/ou de l'élément de glissement (9) au moins au nombre de un étant munie d'un traitement de surface particulier, de téflon, de céramique, de verre et/ou de lubrifiant.
  6. Elément de freinage (1) selon l'une des revendications précédentes, caractérisé en ce que l'élément de freinage (1) comporte en plus au moins un élément de guidage qui est conçu pour empêcher un glissement d'une moins une mâchoire de frein (7) et d'au moins un élément de socle (8) de façon orthogonale à la direction de transport, en particulier les mâchoires de frein (7) respectives et les éléments de socle (8) respectifs étant formés de telle sorte qu'ils s'imbriquent par liaison de forme de telle façon que seul un mouvement de glissement relatif dans la direction de transport est possible.
  7. Elément de freinage (1) selon l'une des revendications précédentes, caractérisé en ce que l'élément de freinage (1), de préférence dans la zone d'au moins un des éléments de limitation (11), comprend en plus au moins un élément d'amortissement (10) élastique, en particulier des ressorts, des ressorts pneumatiques, des amortisseurs à mousse et/ou des amortisseurs en caoutchouc, qui amortissent le choc lors de la limitation du mouvement de glissement, les éléments d'amortissement maintenant en particulier la mâchoire de frein et l'élément de socle dans une position normale l'une par rapport à l'autre de telle sorte que, dans les deux directions de la course de glissement, un glissement de plus de 30 % de la course de glissement à partir de la position normale est possible.
  8. Dispositifs de freinage pour moyens de transport, comprenant au moins un élément porteur à fixer sur le moyen de transport, au moins un élément de serrage (2) et au moins un élément de freinage (1) selon l'une des revendications précédentes, l'élément de freinage (1) étant destiné à agir sur un rail (3) disposé de façon stationnaire parallèlement à la course de transport, et le dispositif de freinage étant conçu de telle sorte que, en cas de freinage, l'élément de freinage (1) est pressé contre le rail (3) par une force agissant de façon orthogonale au rail (3), et cette force est exercée au moins partiellement par un mouvement rotatif d'au moins un des éléments de serrage (2).
  9. Dispositif de freinage selon la revendication 8, caractérisé en ce qu'au moins un élément de serrage (2) comprend au moins un élément de freinage (1) selon les revendications 1 à 7 (désigné ci-dessous comme « éléments de freinage-serrage »), la surface de glissement chez ces éléments de freinage-serrage étant plus courte que la surface de glissement chez les éléments de freinage (1) affectés à ces éléments de serrage (2).
  10. Procédé de freinage avec un dispositif de freinage selon la revendication 9, caractérisé par les étapes
    - mise en contact d'au moins un des éléments de serrage (2) avec le rail (3), de préférence par une coulisse,
    - exercice d'une force de l'élément de serrage (2) sur le rail (3) de façon orthogonale à la direction de transport par un mouvement de rotation de l'élément de serrage (2), ce qui conduit à un faible mouvement du moyen de transport et à un mouvement qui y est lié d'au moins un des éléments de freinage (1) dans la direction du rail (3) ;
    - coincement des éléments de serrage (2), rails (3) et éléments de freinage (1) respectifs par la poursuite du mouvement de rotation de l'élément de serrage (2) ;
    - glissement de la/des mâchoire(s) de frein (7) de tous les éléments de freinage (1) impliqués à l'opposé de la direction de mouvement du moyen de transport relativement à l'élément de socle (8) au moins au nombre de un respectif.
EP14784041.7A 2013-10-14 2014-10-10 Dispositif et procédé de freinage de moyens de transport Active EP3057902B1 (fr)

Priority Applications (1)

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PL14784041T PL3057902T3 (pl) 2013-10-14 2014-10-10 Urządzenie zabezpieczające hamulec oraz sposób chwytania i hamowania do środków przenoszących

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ATA50663/2013A AT514878A1 (de) 2013-10-14 2013-10-14 Bremsfangvorrichtung und -verfahren für Fördermittel
PCT/EP2014/071787 WO2015055539A1 (fr) 2013-10-14 2014-10-10 Dispositif et procédé de freinage de moyens de transport

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EP3057902A1 EP3057902A1 (fr) 2016-08-24
EP3057902B1 true EP3057902B1 (fr) 2020-03-25

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AT (1) AT514878A1 (fr)
ES (1) ES2798080T3 (fr)
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EA030810B1 (ru) * 2016-06-29 2018-09-28 Открытое Акционерное Общество "Могилевский Завод Лифтового Машиностроения" (Оао "Могилевлифтмаш") Ловитель кабины лифта двустороннего действия
CN108726314A (zh) * 2018-08-20 2018-11-02 西继迅达（许昌）电梯有限公司 安全钳电子触发提拉机构
CN112758798A (zh) * 2019-11-06 2021-05-07 奥的斯电梯公司 升降机轿厢的稳定装置和升降机系统
RU2718706C1 (ru) * 2019-11-07 2020-04-14 Акционерное общество "Щербинский Лифтостроительный Завод" Ловитель

Citations (1)

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Publication number Priority date Publication date Assignee Title
DE29614516U1 (de) * 1996-08-21 1998-01-02 C. Haushahn Gmbh & Co, 70469 Stuttgart Fangvorrichtung

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2701672C3 (de) 1977-01-17 1980-08-14 Glacier Gmbh Deva Werke, 3570 Stadtallendorf Dichtanordnung für ein Gleitlager zum Tragen schwerer Lasten
EP1719730A1 (fr) * 2005-05-04 2006-11-08 Cobianchi Liftteile Ag Parachutes pour ascenseur
JP5244878B2 (ja) * 2010-09-24 2013-07-24 株式会社日立製作所 非常止め装置及びそれを用いたエレベータ
WO2012144988A1 (fr) * 2011-04-19 2012-10-26 Otis Elevator Company Frein d'ascenseur doté d'un élément de desserrage du frein

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE29614516U1 (de) * 1996-08-21 1998-01-02 C. Haushahn Gmbh & Co, 70469 Stuttgart Fangvorrichtung

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WO2015055539A1 (fr) 2015-04-23
EP3057902A1 (fr) 2016-08-24
AT514878A1 (de) 2015-04-15
ES2798080T3 (es) 2020-12-09
PL3057902T3 (pl) 2020-11-16

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