EP3353104B1 - Agencement pour système d'ascenseur avec dispositif d'arrêt - Google Patents

Agencement pour système d'ascenseur avec dispositif d'arrêt Download PDF

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Publication number
EP3353104B1
EP3353104B1 EP16766586.8A EP16766586A EP3353104B1 EP 3353104 B1 EP3353104 B1 EP 3353104B1 EP 16766586 A EP16766586 A EP 16766586A EP 3353104 B1 EP3353104 B1 EP 3353104B1
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EP
European Patent Office
Prior art keywords
rail
braking
head
guide
arrangement
Prior art date
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Application number
EP16766586.8A
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German (de)
English (en)
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EP3353104A1 (fr
Inventor
Josef Husmann
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Inventio AG
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Inventio AG
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Publication of EP3353104A1 publication Critical patent/EP3353104A1/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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B7/00—Other common features of elevators
    • B66B7/02—Guideways; Guides
    • B66B7/022—Guideways; Guides with a special shape

Definitions

  • the invention relates to an arrangement for an elevator installation with a safety device, an elevator installation with such an arrangement and a method for braking an elevator car or a counterweight which can be carried out with such an arrangement.
  • a guide rail for an elevator system which is formed from a metal sheet.
  • the guide rail is designed such that braking forces can be applied to it via a braking mechanism.
  • an internal stiffening is also proposed, which can be designed by a special shaping of the metal sheet within a hollow profile of the guide rail. The reinforcements proposed for the hollow profile then enable greater braking forces, but then also require a greater use of material and require more complex production.
  • a guide rail for an elevator is known.
  • a metal profile of the guide rail is realized, an interior of the metal profile being filled with a stiffening agent. This can be used, among other things, to solve noise problems and achieve stiffening.
  • a guide rail for an elevator system is known from a sheet metal.
  • an additional filler strip is inserted into the profile of the guide rail formed from the metal sheet, which can also be formed from a metal sheet. This prevents damage caused by braking forces that can act on the guide rail.
  • the side walls of the guide rail, on which the braking forces act are arranged so close to one another that their distance is only equal to the thickness of the metal sheet. This leads to a weakening of the design with regard to bending forces occurring transversely to the longitudinal direction. In addition, the manufacturing effort increases.
  • An object of the invention is to provide an arrangement for an elevator system with a hollow rail and with a safety device, an elevator system with such an arrangement and a method for braking an elevator car or a counterweight of an elevator system which can be carried out with such an arrangement, which are improved.
  • a safety device for braking the elevator car is referred to below, an alternative braking of the counterweight is always included.
  • the arrangement for the elevator system has a safety device and a rail.
  • the safety gear can be designed as a sliding safety gear.
  • the rail can be configured as a guide rail on which the elevator car can also be guided. Several such rails can also be provided.
  • the safety device in particular the slide safety device, interacts with the rail.
  • the rail is a hollow rail, that is to say it comprises a head which is designed as a hollow profile.
  • the braking surface of the safety device now interacts with the rail such that the braking surface projects beyond the head of the rail, so that a substantial part of the contact pressure can be introduced into a head wall of the rail designed as a hollow profile.
  • the head wall is oriented perpendicular to the braking surface.
  • An internal stiffening of the head of the rail is not necessary. With this arrangement, larger forces can be transferred to the head without plastically bending the side walls (side surfaces) of the head, since at least part of the contact pressure can be absorbed via a head wall of the head that is protruding. As a result, high resilience can be achieved even in the case of a configuration as a hollow profile. This also enables reduced manufacturing costs, since manufacturing is simplified and additional components or fillers can be saved.
  • the elevator installation has at least one elevator car that can be moved in an elevator shaft. Depending on the configuration, two or more elevator cars can also be moved together or separately through the elevator shaft. Depending on the application, a plurality of safety catch devices, in particular slide safety catch devices, can also be provided in order to allow the elevator car or elevator cars to be caught.
  • the arrangement is realized with one of the safety devices and one of the rails, in which the braking surface of the respective safety device cooperates with the respective rail in such a way that the braking surface projects above the head of the rail, so that a substantial part of the contact pressure is in a head wall as a hollow profile designed rail
  • the braking surface of the safety device is pressed against the rail during braking such that the braking surface projects beyond the head of the rail.
  • the catching device can be designed in particular as a sliding catching device.
  • the configuration as a slide stop device represents a preferred application. Accordingly, measures are also given below as to how such a slide stop device can be designed. As a result, an arrangement with a slide stop device and a rail can be realized. Depending on the application, however, a differently designed safety gear can also be used if this makes sense.
  • the catching device has a counter surface that faces the braking surface, the head of the rail being partially arranged between the braking surface and the counter surface, and that the counter surface projects beyond the head of the rail.
  • the counter surface can be designed as a further braking surface. This can a braking effect can be achieved on both sides.
  • an arrangement is also advantageously realized in which the braking surface and the counter surface protrude above the head of the rail on the head wall of the head of the rail.
  • the head wall can then advantageously absorb at least a substantial part of the pressing force, since the pressing force presses directly on the head wall.
  • the head wall is oriented perpendicular to the braking surface or if the head wall is oriented perpendicular to the counter surface. This improves the mechanical strength of the hollow profile.
  • the braking surface and / or the counter surface with respect to the head of the rail is arranged such that the braking surface or the counter surface rests with a support width on the head of the rail during braking and projects beyond the head of the rail with a projection width, the The projecting width is less than 50%, preferably 20% to 30%, of a width of the braking surface or of the counter surface.
  • the overhang is at least 20%, but less than 50% of the width of the braking surface or the counter surface.
  • a permissible pressing force with which the braking surface can be pressed against the rail and / or a size of the braking surface are specified such that when the braking surface is pressed against the rail with the permissible pressing force there is no permanent plastic deformation of the head the rail occurs.
  • the size of the braking surface can be determined via the contact width and a length of the braking surface. A correspondingly long construction of the braking surface or the braking element can result in a reduced surface pressure.
  • the braking surface is also supported in the safety gear in such a way that the brake pad is prevented from tipping sideways. This ensures that a significant part of the contact pressure is introduced into the head wall at the head of the rail.
  • the entire rail can be designed with its head and a foot from the hollow profile, a configuration with a closed hollow profile preferably being realized. This results in simple manufacture, and additional stiffening elements or fillers can be saved.
  • the head of the rail can advantageously be designed with an at least approximately rectangular U-profile. With respect to a head wall and the adjoining side surfaces (side walls), a configuration with two right angles in profile can be realized. This results in a high degree of stability with regard to the contact pressure, which is at least partially introduced into the head wall from the side surfaces.
  • the rail has a foot and that the head of the rail merges directly into the foot. Merging directly into the foot means that the splint between the head and foot is straight without any tapering or narrowing. This saves a special rail web that connects the head to the foot. On the one hand, this results in a structural stiffening against lateral forces. On the other hand, the production is further simplified.
  • the rail is designed as a guide rail along which the elevator car can be guided.
  • the rail can not only be used for braking, but also for guiding the elevator car.
  • the rail is formed from a single, unreinforced steel sheet, wherein the material thickness of the steel sheet can be in a range from 2.0 mm to 3.0 mm.
  • the rail can be designed with a hollow profile, the material thickness of which is in a range from 2.0 mm to 3.0 mm. As a result of the predetermined arrangement, this results in very good resilience at low manufacturing costs.
  • the rail is advantageous for the rail to be composed of a plurality of rail sections and for at least the rail section following against a braking action direction to be provided with at least one chamfer on rail joints provided between the rail sections.
  • a chamfer also has a positive effect on the smooth running of the elevator car itself, since it can reduce abrasion and the associated noise generation of the guide shoe itself. It is of course particularly advantageous if a bevel is provided on the rail joints provided between the rail sections on each of the two abutting rail sections.
  • the chamfer can, for example, by pressing or pressing the affected head areas of the rail can be carried out.
  • Rail joints designed in this way can also be used independently of a type of safety device or even independently of a safety device, since, as stated above, abrasion of guide shoes, in particular slide guide shoes, is improved by this configuration.
  • the braking surface and / or the counter surface is provided, at least in the braking direction, with a chamfer, which is preferably selected from a range from 5 ° to 20 °. It is particularly advantageous that the chamfer is designed with a chamfer angle of 15 °. This represents an additional or alternative possibility to compensate for jumps occurring in the area of rail joints.
  • the braking surface is formed on a movable braking element of the safety device, which is adjustable for a braking process in a pressing direction towards a counter surface, the rail being arranged between the braking element and the counter surface, a guide arrangement being provided for the braking element
  • the guide arrangement has a guide surface and a single guide roller unit, the guide roller unit cooperating with the guide surface in such a way that when the brake element is adjusted in a direction of braking action, the brake element is adjusted in the pressing direction and the pressing direction is perpendicular to that Braking direction is.
  • a safety device designed as a slide safety device can be realized in this way.
  • the safety device can be rigidly connected to the elevator car.
  • the rails are arranged stationary in the elevator shaft.
  • the use of the slide stop device in an elevator system and the implementation of a braking process in this regard are possible in different ways.
  • the elevator installation can, for example, also have a plurality of elevator cabs, each of which can be caught by at least one slide catch device.
  • use in elevator systems is also possible in which several elevator cars are arranged in a frame and are driven together through one elevator shaft. The one or more elevator cars can thus be caught directly or indirectly by one or more sliding safety devices in relation to the respective application.
  • the braking element can advantageously be guided over the individual guide roller unit.
  • the guide roller unit transmits the contact pressure to a brake housing of the slide stop device.
  • the design of the guide arrangement with the individual guide roller unit enables a construction size, but a long brake lining can nevertheless be implemented on the movable brake element.
  • a slide stop device used for an elevator system has a movable braking element that is adjustable for a braking process in a pressing direction towards a counter surface, with a rail of the elevator system being arranged between the brake element and the counter surface in the assembled state of the slide stop device, a guide arrangement for the Brake element is provided, the guide arrangement having a guide surface and a single guide roller unit, the guide roller unit cooperating with the guide surface in such a way that when the brake element is adjusted in a braking direction, the brake element is adjusted in the pressing direction, and the pressing direction is perpendicular to the direction of braking.
  • This also has the advantage that degressive delivery is made possible via the individual guide roller unit.
  • Degressive means that a large delivery route is traversed in a first delivery area and the delivery route decreases in relation to an actuation stroke in a further delivery area.
  • a rail that is in principle less resilient, but which can be produced more cost-effectively than, for example, a rail stiffened on the inside, can be used.
  • the arrangement of the braking surface of the braking element relative to the head of the rail nevertheless enables a large contact pressure to be achieved without plastic deformation of the rail.
  • the braking element of the sliding safety device is used for the braking process adjusted in the pressing direction towards the counter surface, the rail being arranged between the braking element and the counter surface, the individual guide roller unit and the guide surface of the guide arrangement also interacting here in such a way that when the braking element is adjusted in the braking direction of action, Pressing direction adjustment of the braking element takes place, and furthermore the pressing direction is perpendicular to the braking direction.
  • the method for braking an elevator car which can be carried out with a sliding safety device
  • the braking element of the sliding safety device is used for the braking process adjusted in the pressing direction towards the counter surface, the rail being arranged between the braking element and the counter surface, the individual guide roller unit and the guide surface of the guide arrangement also interacting here in such a way that when the braking element is adjusted in the braking direction of action, Pressing direction adjustment of the braking element takes place, and furthermore the pressing direction is perpendicular to the braking direction.
  • the guide arrangement has a single guide roller unit.
  • the guide roller unit is realized via a single rotatable roller that can be rotated about an axis.
  • a possible modification of this configuration is to implement the functioning of such a single roller by means of a plurality of rollers arranged next to one another, which can be rotated together about a single axis.
  • a single role can be divided into several roles, but they rotate together around a single axis and thus have the same effect as a single role.
  • the guide roller unit generally realizes a lower contact pressure on the rail than is the case, for example, with an inclined plane on which a brake wedge slides.
  • this can be an advantage, particularly in relation to a combination with rails that are less resilient.
  • the design of the guide surface allows the movement of the braking element to be shaped during the braking process. Different possibilities are conceivable to implement the interaction of the braking element with the guide roller unit.
  • the brake element is designed as a brake wedge, the guide surface being configured on the brake wedge, the brake wedge having a brake surface facing away from the guide surface and the brake surface of the brake wedge together with the rail during the braking process acts.
  • the guide roller unit then rolls on the guide surface of the brake wedge during the braking process, while the brake wedge is adjusted relative to the housing of the slide safety device in the braking direction.
  • the geometry of the guide surface on the brake wedge then engages and presses the brake wedge onto the rail, which takes place in the pressing direction.
  • the guide roller unit is advantageously mounted in the brake housing.
  • the guide roller unit itself is mounted in the brake element, while the guide surface is designed to be stationary with respect to the brake housing and preferably on the brake housing or a housing part itself. If the braking element is now moved in the braking action direction, the guide roller unit mounted in the braking element rolls on the guide surface, so that the guide roller unit moves with the braking element in the braking action direction relative to the housing or a housing part of the sliding safety device.
  • the storage of the guide roller unit in the braking element may enable an even more compact design.
  • the guide roller unit rolls on the guide surface during the braking process, the guide surface being designed such that a translation of the adjustment of the brake element in the direction of braking action into the adjustment of the brake element in the pressing direction takes place degressively.
  • the translation changes, with which a movement in the braking action direction translates into a movement in the pressing direction.
  • an incline changes on the counter surface with which the guide roller unit is guided along the guide surface with respect to the direction of braking action, which is correspondingly transferred to the braking element.
  • the degressive design means that a larger gradient is initially achieved during a braking operation in order to achieve a positioning of the braking element on the rail over a comparatively short distance in the direction of the braking action, and then the gradient is comparatively small in order to ensure a sufficient contact pressure in the To achieve pressing direction.
  • the guide roller unit rolls on the guide surface during the braking process, the guide surface being designed in such a way that a translation of the adjustment of the brake element in the direction of braking action into the adjustment of the brake element in the pressing direction is carried out in one Beginning of the infeed area in the braking direction of action, which extends until a rail play between the braking element, the counter surface and the rail is eliminated, by an increase in the guide surface compared to the braking direction between about 6 ° and about 17 °.
  • a degressive curve is preferably provided, which begins with an increase (translation) of approximately 17 ° (0.30) and continuously decreases during the braking process with increasing movement in the braking action direction up to an increase of approximately 6 ° (0.10) ,
  • a constant section in which the gradient remains constant is generally not provided within this infeed area, but it can in principle be provided. Accordingly, it is in principle possible for constant sections to be provided at the edges of the infeed area, in which the slope is, for example, 17 ° or 6 °.
  • a degressive course is preferably predetermined over the area until the rail play is essentially eliminated.
  • the guide roller unit rolls on the guide surface during the braking process, the guide surface being designed in such a way that a translation of the adjustment of the brake element in the direction of braking action into the adjustment of the brake element in the pressing direction is effected.
  • a first infeed area extends until there is no rail play between the braking element, the counter surface and the rail. In this delivery area, there is essentially no contact with the rail and, accordingly, there is no contact pressure. As soon as the rail clearance is eliminated, a second infeed area begins, in which the brake wedge is pressed against the rail and in which the contact pressure builds up or increases.
  • This build-up of the contact pressure is automatically made possible by an increase in the guide surface relative to the direction of braking action that is smaller than a friction angle determined by the frictional coefficient between the braking element and the rail.
  • a friction angle determined by the frictional coefficient between the braking element and the rail With a sliding friction coefficient of 0.1, this ideally results in a pitch angle of less than 6 °.
  • this slope angle is determined depending on the brake material used and the corresponding coefficient of friction.
  • the friction angle determined from the coefficient of sliding friction results here such that the tangent of the angle of friction is equal to the coefficient of sliding friction of the friction pairing between the brake element, in particular a brake lining of the brake element, and the rail. This enables a sufficiently large contact pressure, which can, however, be limited in a suitable manner, in particular by a contact force limiting device.
  • a degressive course is sought, in which the slope decreases, for example, from 17 ° to 6 ° to 4 °, and in the second infeed area, in which the Brake wedge is pressed against the rail and in which the contact pressure builds up or increases, ideally a constant course is sought, in that the slope is below 4 ° to 6 °.
  • the guide roller unit rolls on the guide surface during the braking process, the guide surface being designed such that a translation of the adjustment of the brake element in the direction of braking action into the adjustment of the brake element in the pressing direction increases with increasing adjustment in the braking direction varied.
  • the constant variation is to be understood here in such a way that there are no sudden changes in the inclination of the guide surface, but this can be constant in places.
  • an advantageous approach of the guide roller unit to the rail is possible first and then a uniform increase in the contact pressure can be achieved until this is possibly limited in a suitable manner.
  • a stop is provided for the braking element, which limits the adjustment of the braking element that takes place in the braking direction.
  • the counter surface can be adjusted in the pressing direction against a prestressing of a pressing force limiting device.
  • a coordination is preferably specified, in which the stop is implemented such that the contact force imparted by the guide arrangement exceeds the initial prestress of the contact force limiting device even before the stop. This leads to an activation of the Contact force limiting device in the pressing direction, which limits the pressing force and at the same time enables the pressing force to be adjusted via the pressing force limiting device. This can be essential for various reasons.
  • the limitation of the contact pressure can be determined by the structural design of the rail. In order to still achieve a large braking force, an exact setting under this limitation can be useful. However, the contact pressure can also be limited for other reasons, for example to specify a maximum braking force and thus a maximum deceleration of the elevator car.
  • a holding arrangement which interacts with the braking element such that the braking element is in contact with the guide roller unit in its standby position during the braking process and / or when the braking element is positioned. It is also advantageous here that the holding arrangement has at least one spring element that holds the braking element on the guide roller unit, and / or that the holding arrangement has at least one spring element that holds the braking element on the guide roller unit in such a way that a dead weight of the braking element at least partially compensates is. This ensures that the braking element is applied to the rail in accordance with the movement determined by the guide arrangement and is then continued until, for example, the stop is reached.
  • the brake element applied to the rail is preferably largely adjusted with the friction force occurring in the braking direction of action, since the dead weight of the brake element is already compensated.
  • an actuating device which, together with the guide roller unit, adjusts the braking element to the rail in such a way that friction between the braking element and the rail permits further adjustment of the braking element in the braking direction, the actuating device preferably by a mechanical speed limiter and / or can preferably be triggered in an electromagnetic manner.
  • the braking element can be adjusted in the braking effective direction via the actuating device until it rests on the rail, since the guide arrangement enables the corresponding translation of the movement in the pressing direction.
  • a space-saving brake can thus be realized in the form of the slide stop device, which is used especially for a rail designed as a hollow rail.
  • the brake element can be designed as a brake wedge which is guided over a single guide roller unit of the guide arrangement.
  • the guide roller unit transmits the pressing force to a housing or at least one housing part (brake housing).
  • the engagement movement can be supported via one or more spring elements, in particular retaining springs, which act on the brake element, since the weight force caused by the mass of the brake element can be partially compensated for.
  • the slide stop device can be designed especially for small contact forces, so that it is particularly suitable for hollow rails.
  • the degressive translation enables fast delivery with a lower overall height.
  • Fig. 1 shows an arrangement 100 for an elevator installation 2 ( Fig. 4 ) with a safety gear 1 and a rail 3 in an excerpt, schematic representation according to an embodiment of the invention.
  • the safety device 1 designed as a slide safety device 1 serves to brake an elevator car 4 ( Fig. 4 ) of the elevator system 2 during a braking process.
  • the slide safety device 1 interacts with a head 6 of the rail 3 via a braking element 5.
  • a braking surface 7 or a brake pad 7 faces a side surface 8 of the head 6 of the rail 3.
  • the slide catch device 1 has a counter surface 9, which is formed on a counter body 10 and faces the braking surface 7 of the braking element 5.
  • a rail play 12, 13 is predetermined by an intermediate space 12 between the braking surface 7 and the side surface 8 of the rail 3 and an intermediate space 13 between the counter surface 9 and a further side surface 14 of the head 6 of the rail 3.
  • This rail game 12, 13 is canceled via an infeed area realized at the beginning of the braking process.
  • the braking surface 7 and, on the other hand, the counter surface 9 lie against the side surfaces 8, 14 of the head 6.
  • the counter surface 9 can also have the function of a braking surface or the counter body 10 can be provided with a brake lining 9 in order to achieve a braking effect on both sides.
  • the rail 3 has the head 6 and a foot 20. At least the head 6 of the rail 3 is designed as a hollow profile.
  • the head 6 comprises at least one head wall 21 and side faces 8, 14 adjoining the side of the head wall 21.
  • the side faces 8, 14 are arranged essentially at right angles to the head wall 21.
  • the head 6 of the rail 3 encloses the part of the rail 3 or the side surfaces 8, 14 which, on the one hand, cooperates with the braking surface 7 and, on the other hand, with the counter surface 9.
  • the entire rail 3 with the head 6 and the foot 20 is formed from a hollow profile.
  • the side surfaces 8, 14 of the head 6 pass directly into the foot 20.
  • a connecting section can also be provided between the head 6 and the foot 20, which is designed, for example, as a tapered connecting section.
  • a tapered connecting section forms a web which is narrow in comparison to the head 6 and which then connects the head 6 to the foot 20. This can be advantageous if fastening elements for fastening the rail must be arranged in this area.
  • a braking action direction 22 ( Fig. 2 ) specified, which is oriented vertically upwards in this embodiment.
  • the braking direction 22 runs along the rail 3.
  • the pressing direction 11, which is perpendicular to the braking direction 22 is oriented horizontally.
  • there remains a further direction 23 which is oriented both perpendicular to the pressing direction 11 and perpendicular to the braking direction 22.
  • the direction 23 is further characterized in that it is oriented from the foot 20 to the head 6 of the rail 3.
  • the arrangement 100 of the braking surface 7, the counter surface 9 and the head 6 of the rail 3 is predetermined such that on the one hand the braking surface 7 and on the other hand the counter surface 9 protrude the head 6 on the head wall 21 in the direction 23.
  • the braking surface 7 and the counter surface 9 protrude the head 6 of the rail 3 on its head wall 21 of the head 6 of the rail 3 in the direction 23.
  • the counter surface 9 can be designed as a further braking surface 9.
  • An arrangement 100 for the elevator installation 2 with the slide safety device 1 and the rail 3 is thus formed, the slide safety device 1 interacting with the rail 3 for braking the elevator car 4.
  • the rail 3 includes the head 6, the head 6 of the rail 3 is designed as a hollow profile and wherein the braking surface 7 of the sliding device 1 interacts with the rail 3 such that the braking surface 7 projects beyond the head 6 of the rail 3.
  • the counter surface 9 facing the braking surface 7 also projects above the head 6 of the rail 3.
  • the side surface 8, the head wall 21 and the side surface 14 are arranged in the form of a U-profile with two right angles. Furthermore, the braking surface 7 and the counter surface 9 are oriented parallel to one another when they are in contact with the head 6 in order to achieve the braking effect.
  • the head wall 21 is thereby oriented both perpendicular to the braking surface 7 and perpendicular to the counter surface 9. This also means that the direction 23 is oriented perpendicular to the head wall 21.
  • the braking surface 7 has a horizontal width B, which is divided into a projection width b1 and a support width b2.
  • the braking effect is achieved here by the fact that the braking surface 7 bears against the side surface 8 over the contact width b2.
  • the protruding width b1 is preferably less than 50%, preferably approximately 20% to approximately 30% of the width B of the braking surface 7. A corresponding observation is possible for the counter surface 9.
  • the projecting width (b1) is at least 20%, but less than 50% of the width (B) of the braking surface (7) or the counter surface (9).
  • This configuration ensures that when the braking surface 7 is pressed against the head 6 in the pressing direction 11, the head wall 21 can optimally absorb the forces that occur in order to prevent the head 6 from bending on its side surfaces 8, 14. Furthermore, a permissible pressing force with which the braking surface 7 can be pressed against the rail 3 and a size of the braking surface 7 are predetermined such that when the braking surface 7 is pressed against the rail 3 with the permissible pressing force there is no permanent plastic deformation of the head 6 Rail 3 occurs. Limitation of the contact pressure is possible via a contact force limiting device 24, which in this exemplary embodiment has two columns 25, 26, each with two spring assemblies 27 to 30.
  • the rail 3 can be formed from a single, unreinforced steel sheet, one Material thickness of the hollow profile of the rail 3 can be in a range from about 2.0 mm to about 3.0 mm.
  • the slide catch device 1 has a multi-part housing 31. It includes a housing part 31 ', which in this embodiment is laterally displaceably fastened, so that the housing part 31' can adjust laterally.
  • the housing part 31 ' is mounted on sliding bolts 74, it being pressed against a lateral stop screw 76 in the unactuated initial state by elastic elements 75.
  • the braking element 5 is adjustable relative to the housing 31 or the housing part 31 '.
  • an actuating device 32 is provided which enables the brake element 5 to be adjusted on the rail 3.
  • the actuating device 32 is connected by means of a connecting rod 77 to a second slide catch device 1 '.
  • the further embodiment of the slide stop device 1 is also described below with reference to FIG Fig. 2 further described.
  • Fig. 2 shows the in Fig. 1 Arrangement 100 shown with the slide stop device 1 according to the exemplary embodiment of the invention from the viewing direction denoted by II in an unactuated initial state.
  • the braking element 5 is spaced from the rail 3.
  • the brake element 5 is hereby held in the starting position via a lever 33 and elements 34, 35 of the actuating device 32.
  • a holding arrangement 40 is provided, which comprises spring elements 41, 42.
  • the spring elements 41, 42 are preloaded.
  • a guide roller unit 43 is provided, which in this exemplary embodiment is formed by a single guide roller 43.
  • the spring elements 41, 42 hold the brake element 5 on the guide roller 43.
  • This results in a guide arrangement 44 which comprises the guide roller 43 and a guide surface 45 formed on the brake element 5 in this exemplary embodiment.
  • the guide roller 43 is held in constant contact with the guide surface 45 by the holding arrangement 40.
  • Fig. 3 shows the in Fig. 2 Arrangement 100 shown with the sliding device 1 according to the embodiment of the invention in the actuated state.
  • a tab 46 of the actuating device 32 is actuated, which actuates the lever 33 via the element 34.
  • the tab 46 is held by means of retaining elements 72.
  • the retention elements 72 comprise spring elements or magnets or pawls, which hold the tab 46 in the unactuated initial state with predetermined forces.
  • an actuation or pivoting range of the tab 46 is limited by end stops 73 on both sides.
  • the element 35 transmits the movement of the lever 33 into an adjustment of the braking element 5 in the braking direction 22.
  • the configuration of the actuating device 32 can also be carried out by means of a different type of lever design.
  • the guide roller 43 rolls on the guide surface 45.
  • the guide roller 43 rotates about its axis 47 arranged in a fixed manner with respect to the housing part 31 ′.
  • the geometry of the guide surface 45 translates the movement of the braking element 5 in the braking direction 22 into a simultaneous movement of the braking element 5 in the pressing direction 11 the braking element 5 is first applied with its braking surface 7 to the side surface 8 of the rail 3.
  • the mounting of the housing part 31 ′ of the slide stop device 1 relative to the rail 3 is predetermined in such a way that the rail clearance 12, 13 is canceled on both sides of the rail 3. This can be achieved, for example, by pressing the braking element 5 against the rail 3 and also pulling the counter surface 9 against the rail 3, the housing 31 or, in the current version, the housing part 31 ′ slidably mounted in the housing 31 being correspondingly displaced laterally becomes.
  • An in Fig. 3 The illustrated delivery area 48 on the guide surface 45 is used to place the braking element 5 on the rail 3. The actual braking effect is then built up in a braking area 49 adjoining the delivery area 48.
  • a degressive configuration of the guide surface 45 is specified.
  • the rail game 12, 13 is quickly closed.
  • An example of an incline 50 with respect to the braking direction 22 is greater at the beginning of the adjustment in the braking direction 22, that is to say in the infeed area 48, than in the braking area 49.
  • the slope 50 can be approximately 17 ° (0.3 rad) at the beginning. amount and be reduced to less than about 5 ° (0.1 rad) after the game is canceled. This means that there is self-activation from the time the game is canceled.
  • the movement of the braking element 5 in the braking direction 22 is limited by a stop 51 of the housing part 31 ′.
  • the braking element 5 rests on the stop 51.
  • a coordination is preferably carried out in such a way that the pressing force limiting device 24 is actuated before the end position is reached, as a result of which the counter surface 9 is somewhat indented in the pressing direction 11 against the bias of the spring assemblies 27 to 30. This enables the braking force to be adjusted. This also results in a limitation of the braking force, so that damage is prevented, particularly in the case of sensitive rails 3.
  • the dead weight of the braking element 5 can advantageously be at least partially compensated for by the spring elements 41, 42.
  • the slope 50 in the braking area 49 is smaller than a friction angle, which is determined by the sliding friction coefficient, which results from the friction pairing between the braking element 5 and the rail 3.
  • Fig. 4 shows the elevator installation 2 with the elevator car 4 and the sliding safety device 1 according to a possible embodiment of the invention.
  • the sliding safety device 1 is shown schematically here.
  • a further slide catching device 1 ' is provided, which is designed in accordance with the constant catching device 1 and which interacts in a corresponding manner with a further rail 3'.
  • the leveling device 1 is connected by means of the connecting rod 77 ( Fig. 1 ) connected to the further slide catch device 1 ', so that the two slide catch devices 1, 1' are actuated essentially synchronously.
  • the elevator car 4 is guided on the rail 3 and the further rail 3 ', which serve as guide rails 3, 3'.
  • the elevator car 4 is suspended from a traction and suspension means 52.
  • the rail 3 is divided into a plurality of sections 53, 54, only sections 53, 54 being shown for simplification. This may result in tolerance deviations from an ideal alignment in a connection area 55, at which the sections 53, 54 abut against one another in abutting manner. Suitable measures are listed below, inter alia, using the 5 to 7 explained.
  • Fig. 5 shows a detail of the in Fig. 4 shown elevator system 2 to explain a possible embodiment of the invention.
  • a situation is illustrated in which there is an offset between the sections 53, 54 of the rail 3 in the connection region 55, in which the rail sections 53, 54 abut against one another, due to tolerances during assembly or the like. This manifests itself in the fact that a step 56 on the rail 3 has arisen counter to the direction of braking action 22.
  • the stage 56 represents a jump point 56 within the side surface 8.
  • a chamfer 57 on the brake element 5 is designed for functional operation and to prevent damage that could occur in particular on the brake lining 7.
  • a corresponding chamfer 59 ( Fig. 3 ) can be formed on the counter surface 9 or the counter body 10. The chamfers 57, 59 are provided in the braking direction 22 on the braking surface 7 or the counter surface 9.
  • the chamfer angle 58 for the chamfer 57 and a chamfer angle 60 for the chamfer 59 can preferably be selected from a range from approximately 5 ° to approximately 20 °.
  • the chamfer 57 of the braking surface 7 and the chamfer 59 of the counter surface 9 are preferably each formed with a chamfer angle 59, 60 of approximately 15 °.
  • Fig. 6 shows that in Fig. 5 shown detail according to a further possible embodiment of the invention.
  • the section 54 of the rail 3 following the braking action direction 22, ie the rail section 54 is provided with chamfers 65, 66 on the connecting region 55 (rail joint).
  • the chamfer 65 is provided in relation to the braking element 5, while the chamfer 66 is provided in relation to the counter body 10.
  • Fig. 7 shows that in Fig. 5 shown detail according to a further possible embodiment of the invention.
  • chamfers 65 to 68 on the rail sections 53, 54 are provided on the connection region 55 both in and counter to the braking direction 22.
  • An abrasive behavior with respect to the sections 53, 54 of the rail 3 is thereby improved.
  • a length 69 of the braking surface 7 along the braking effective direction 22 must be significantly greater than the length 70 considered in the braking effective direction 22 of one of the chamfers 65 to 68.
  • the length 69 of the braking surface 7 is at least four times the length 70 of an individual chamfer 65 to 68.
  • the chamfers 65 to 68 are dimensioned together with the length 69 of the braking surface 7 so that a possible step formation, as it is based on the Fig. 5 is illustrated, leveled out and abrasive behavior is avoided as far as possible.
  • Leveling equalized means that a surface sliding or rubbing over the connection point 55 - such as the braking surface 7, the counter surface 9 or a guide surface of a guide shoe - does not abut a step of the rail joint, but meets corresponding chamfer surfaces of the chamfers 65 to 68 and accordingly gently is directed.
  • Levels 56 occurring within the scope of tolerances or the like can be limited, for example, to a maximum value which, depending on the application, can be in a range from approximately 0.2 mm to approximately 0.4 mm.
  • the chamfers 65 to 68 can then be dimensioned accordingly.
  • the pressing force is distributed over the contact width d2 and the length 69 of the braking surface 7.
  • the pressing force per surface can be reduced by a correspondingly large length 69. If, for example, the length 69 is specified twice as long as is the case with a conventional safety gear with the same clamping force, then the pressing, that is the pressing force per unit area, is halved.
  • a safety device 1, in particular a sliding safety device 1, with a low surface pressure can thus interact with the rail 3 designed as a hollow rail 3.
  • the load which is further reduced in this way may make it possible to further reduce the manufacturing outlay, since, for example, a material thickness of the steel sheet used to produce the rail can be reduced. This results in combination with the arrangement 100, in which the brake pad 7 projects beyond the head wall 21 of the head 6.
  • the rail 3 can for example be designed as a rolled, closed rail with a sheet thickness of 2.5 mm. If the width B is, for example, 30 mm, which is divided into a protruding width b1 of 10 mm and a support width b2 of 20 mm, then the following statically tolerable press forces result depending on the length 69. With a length 69 of 100 mm a statically tolerable press force from 75 KN. With a length 69 of 200 mm, a statically tolerable press force of 105 KN results. It should be noted that these statically tolerable press forces are to be understood as examples and also depend on the material of the rail 3. These comparatively high statically tolerable press forces now result from the fact that 45 KN are absorbed from the neighboring area, in particular the head wall 21, via the support portion. The remaining contact pressure per unit area is then 0.3 kN / mm 2 .
  • a coefficient of friction of the friction pairing of the braking element 5 and the rail 3 can be, for example, in a range from 0.11 to 0.13.
  • a total mass of approximately 1,500 kg can then be braked with the braking element 5, which has a length 69 of 200 mm, if a maximum permissible contact pressure of 40 kN is set and a pair of slide safety devices 1, 1 '( Fig. 4 ) with two braking surfaces 7, 9 each.
  • the determination of the maximum value of 40 kN for example, then takes into account a safety factor of at least 2.5.
  • the total mass of 1,500 kg results in a payload of the elevator car 4 of, for example, 700 kg.
  • the arrangement 100 in particular with regard to the distribution of the width B over the overhang width b1 and the support width b2, is specified and the braking surface 7, in particular over the width B and the length 69, can be dimensioned to be sufficient To achieve braking effect with an optimal load.
  • the line of action of force can lie within the rail area and at the same time be placed as close as possible to the head wall 21 of the rail 3.
  • the arrangement 100 is particularly suitable if an inexpensive rail 3 designed as a guide rail 3 can now, according to the embodiment shown, be used simultaneously as a rail 3 for braking the elevator car or the counterweight.
  • One possible area of application is elevator systems 2, which are designed for a small load range. An inexpensive elevator installation 4 can thus be implemented.
  • Fig. 8 shows an arrangement 100 with a constant trapping device 1 for an elevator installation 2 and a rail 3 in an excerpt, schematic representation according to a further exemplary embodiment of the invention.
  • the guide roller unit 43 is mounted here on the brake element 5.
  • the guide surface 45 is in this embodiment, it is arranged in a stationary manner relative to the housing part 31 ′.
  • the guide surface 45 can be configured on the housing part 31 '.
  • a further possible design for the guide arrangement 44 is thus characterized.
  • the holding arrangement 40 with the spring elements 41, 42 can be implemented in a corresponding manner.
  • the slope 50 of the guide surface 45 also varies with respect to the movement of the braking element 5, which takes place together with the guide roller unit 43, in the braking direction 22 Fig. 8 an incline 50 is shown as an example.
  • the elevator installation 2 can have one or more sliding safety devices 1.
  • the sliding safety device 1 can be directly or indirectly rigidly connected to the elevator car 4.

Landscapes

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

Claims (13)

  1. Agencement (100) pour système d'ascenseur (2) avec dispositif d'arrêt (1) et rail (3), le dispositif d'arrêt (1) permettant de freiner une cabine d'ascenseur (4) ou un contrepoids conjointement avec le rail (3) et une surface de freinage (7) du dispositif d'arrêt (1) pouvant exercer une force de pression contre le rail (3), le rail comprenant une tête (6) et la tête (6) du rail (3) étant réalisée sous la forme d'un profilé creux (6), caractérisé en ce que la surface de freinage (7) du dispositif d'arrêt (1), conjointement avec le rail (3), permet que la surface de freinage (7) dépasse de la tête (6) du rail (3), de sorte qu'une partie substantielle de la force de pression dans une paroi de tête (21) du rail réalisé sous la forme d'un profilé creux (6) peut être introduite, la paroi de tête (21) étant orientée perpendiculairement à la surface de freinage (7).
  2. Agencement selon la revendication 1, caractérisé en ce que le dispositif d'arrêt (1) comporte une surface antagoniste (9) orientée vers la surface de freinage (7), la tête (6) du rail (3) étant disposée partiellement entre la surface de freinage (7) et la surface antagoniste (9), et en ce que la surface antagoniste (9) dépasse de la tête (6) du rail (3).
  3. Agencement selon l'une des revendications 1 ou 2, caractérisé en ce que la surface de freinage (7) et/ou la surface antagoniste (9) est disposée par rapport à la tête (6) du rail (3) de telle manière que la surface de freinage (7) ou la surface antagoniste (9), lors du freinage par rapport à une largeur d'appui (b2), repose sur la tête (6) du rail (3) et dépasse de la tête (6) du rail (3) par la largeur de dépassement (b1), la largeur de dépassement (b1) représentant au moins 20 %, mais moins de 50 % de la largeur (B) de la surface de freinage (7) ou de la surface antagoniste (9).
  4. Agencement selon la revendication 2 ou 3, caractérisé en ce que la surface antagoniste (9) est réalisée sous la forme d'une autre surface de freinage (9).
  5. Agencement selon l'une des revendications 1 à 4, caractérisé en ce que la force de pression par laquelle la surface de freinage (7) peut être pressée contre le rail (3), et/ou une taille de la surface de freinage (7) sont prédéfinies de telle manière qu'une pression de la surface de freinage (7) contre le rail (3) par la force de pression ne provoque pas de déformation plastique durable de la tête (6) du rail (3).
  6. Agencement selon l'une des revendications 1 à 5, caractérisé en ce que le rail (3) entier, conjointement avec sa tête (6) et un pied (20), est réalisé sous la forme d'un profilé creux et/ou en ce que le rail (3) est réalisé sous la forme d'un profilé creux fermé et/ou en ce que la tête (6) du rail (3) est réalisée au moins approximativement sous la forme d'un profilé en U rectangulaire et/ou en ce que le rail (3) comporte un pied (20) et en ce que la tête (6) du rail (3) va directement dans le pied (20).
  7. Agencement selon l'une des revendications 1 à 6, caractérisé en ce que le rail (3) est réalisé sous la forme d'un rail de guidage (3) le long duquel la cabine d'ascenseur (4) peut être guidé, et/ou que le rail (3) est formé d'une seule tôle d'acier non renforcée et/ou une épaisseur de matériau du profilé creux du rail (3) est comprise dans la plage allant de 2,0 mm à 3,0 mm.
  8. Agencement selon l'une des revendications 1 à 7, caractérisé en ce que le rail (3) est composé de plusieurs sections de rail (53, 54), et en ce que, au niveau des jonctions de rail prévues entre les sections de rail (53, 54), respectivement au moins la section de rail (54) suivant la direction opposée à la direction actionnant le freinage (22) est pourvue d'au moins un chanfrein (65, 66).
  9. Agencement selon l'une des revendications 1 à 8, caractérisé en ce que la surface de freinage (7) et/ou la surface antagoniste (9), au moins dans la direction actionnant le freinage (22), est pourvue d'un chanfrein (57, 59), le chanfrein (57, 59) étant de préférence choisi dans une plage allant de 5 à 20 ° et de manière davantage préférée de 15 °.
  10. Agencement selon l'une des revendications 1 à 9, caractérisée en ce que la surface de freinage (7) est réalisée au niveau d'un élément de freinage (5) amovible du dispositif d'arrêt (1), lequel élément de freinage peut être déplacé pour une opération de freinage dans une direction de pression (11) vers une surface antagoniste (9), le rail (3) étant disposé entre l'élément de freinage (5) et la surface antagoniste (9), un système de guidage (44) étant prévu pour l'élément de freinage (5), le système de guidage (44) comportant une surface de guidage (45) et un ensemble rouleau de guidage (43) individuel, l'ensemble rouleau de guidage (43), conjointement avec la surface de guidage (45), permettant qu'un déplacement de l'élément de freinage (5) se produisant dans une direction actionnant le freinage (22) provoque en même temps un déplacement de l'élément de freinage (5) dans la direction de pression (11), et la direction de pression (11) étant perpendiculaire à la direction actionnant le freinage (22).
  11. Système d'ascenseur (2) comportant au moins une cabine d'ascenseur (4) mobile dans une cage d'ascenseur (71) et au moins un agencement (100) selon l'une des revendications 1 à 10, le dispositif d'arrêt (1) étant disposé au niveau de la cabine d'ascenseur (4) et étant mobile conjointement avec celle-ci dans la cage d'ascenseur (71).
  12. Système d'ascenseur selon la revendication 11, caractérisé en ce que le dispositif d'arrêt (1) est relié de manière rigide à la cabine d'ascenseur (4) et en ce que le rail (3) est disposé de manière fixe dans la cage d'ascenseur (71).
  13. Procédé de freinage d'une cabine d'ascenseur (4) d'un système d'ascenseur (2), lequel procédé est mis en œuvre à l'aide d'un agencement (100) selon l'une des revendications 1 à 10, la surface de freinage (7) du dispositif d'arrêt (1) étant pressée contre le rail (3) de telle manière que la surface de freinage (7) dépasse de la tête (6) du rail (3).
EP16766586.8A 2015-09-23 2016-09-19 Agencement pour système d'ascenseur avec dispositif d'arrêt Active EP3353104B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP15186504 2015-09-23
PCT/EP2016/072173 WO2017050697A1 (fr) 2015-09-23 2016-09-19 Agencement pour système d'ascenseur avec dispositif d'arrêt

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EP3353104A1 EP3353104A1 (fr) 2018-08-01
EP3353104B1 true EP3353104B1 (fr) 2020-01-29

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CN (1) CN108137274B (fr)
ES (1) ES2770898T3 (fr)
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KR20220069947A (ko) * 2019-09-30 2022-05-27 인벤티오 아게 브레이크 디바이스

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MY192706A (en) * 2004-12-17 2022-09-02 Inventio Ag Lift installation with a braking device, and method for braking and holding a lift installation
PL1671912T3 (pl) 2004-12-17 2011-07-29 Inventio Ag Instalacja dźwigowa z urządzeniem hamującym i sposób hamowania i zatrzymywania instalacji dźwigowej
FI20100129A (fi) 2010-03-24 2011-09-25 Kone Corp Hissin johde ja hissi
KR101382027B1 (ko) 2010-04-22 2014-04-04 미쓰비시덴키 가부시키가이샤 엘리베이터의 비상정지장치
RU2565638C2 (ru) 2010-05-21 2015-10-20 Отис Элевэйтор Компани Направляющая из листового металла для подъемной системы
CN104870355B (zh) * 2012-12-14 2018-06-29 奥的斯电梯公司 用于升降机系统的金属薄片导轨
CN204079158U (zh) * 2014-08-22 2015-01-07 吴江全胜机电有限公司 抗扭转型空心电梯导轨

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CN108137274A (zh) 2018-06-08
ZA201802502B (en) 2019-07-31
ES2770898T3 (es) 2020-07-03
CN108137274B (zh) 2020-06-09
EP3353104A1 (fr) 2018-08-01

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