EP3468908B1 - Lifting mechanism with safety brake - Google Patents

Lifting mechanism with safety brake Download PDF

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Publication number
EP3468908B1
EP3468908B1 EP17742939.6A EP17742939A EP3468908B1 EP 3468908 B1 EP3468908 B1 EP 3468908B1 EP 17742939 A EP17742939 A EP 17742939A EP 3468908 B1 EP3468908 B1 EP 3468908B1
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EP
European Patent Office
Prior art keywords
brake
scissor
catching
lifting
rail
Prior art date
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Application number
EP17742939.6A
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German (de)
French (fr)
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EP3468908A1 (en
Inventor
Hans-Joachim Polack
Hartmut Bischoff
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Bischoff Industriebremsen GmbH
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Bischoff Industriebremsen GmbH
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Publication of EP3468908A1 publication Critical patent/EP3468908A1/en
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F7/00—Lifting frames, e.g. for lifting vehicles; Platform lifts
    • B66F7/06—Lifting frames, e.g. for lifting vehicles; Platform lifts with platforms supported by levers for vertical movement
    • B66F7/0616—Suspended platforms, i.e. the load platform hangs from the base
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F17/00—Safety devices, e.g. for limiting or indicating lifting force
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F7/00—Lifting frames, e.g. for lifting vehicles; Platform lifts
    • B66F7/06—Lifting frames, e.g. for lifting vehicles; Platform lifts with platforms supported by levers for vertical movement
    • B66F7/065—Scissor linkages, i.e. X-configuration

Definitions

  • the invention is based on a lifting device with a safety gear that lift, lower or otherwise manipulate loads over the linkage, according to the preamble of claims 1 and 2.
  • Safety devices are primarily known from elevator and lifting technology. Due to the safety technology required there by law, safety devices are an integral part of cable lift systems, cable-ways or hoists. They serve, in the event of failure of the drive technology or the holding or guiding means, such as carrying and pulling ropes or the like, and / or of other safety-related components, the free fall of an elevator car or work or load platform, the unchecked descent of one Prevent cable car cabin or the uncontrolled collapse of a hoist.
  • the basic principle of a safety gear is that mechanical clamping means, for. B. brake shoes, brake wedges or safety wedges, which are arranged on parts of the moving conveying or working platforms of the elevator and lifting technology, engage in fixed guide means, such as guide rails, guide surfaces or the like, in a force-fitting and / or form-fitting manner and thereby the conveying or The work platform comes to a standstill immediately or is braked so that people and / or goods are not damaged.
  • the most common type of intervention is that of frictional engagement.
  • the engagement surfaces of the brake shoes or wedges are provided with means that increase their surface roughness, for example a tooth profile or cutting edges ( DD 127 823 A1 , DE 25 00 859 B2 ).
  • the condition of the safety-relevant parts is constantly measured or monitored by means of measuring technology and / or sensors.
  • the safety device is triggered by a signal emitted by the measuring technology and / or the sensor.
  • the movement of the brake shoes or brake wedges of the safety gear can be triggered in different ways.
  • a safety device is known, for example, which is mounted on an elevator car moving along guide rails.
  • the catching device has wedges which are arranged in wedge housings arranged on both sides of the guide rail and which engage in the guide rail.
  • the safety gear is used at too high a speed or in other emergency braking situations by means of an actuating device which is connected to the wedges arranged on both sides of the guide rail.
  • the actuating device is driven, for example, by an electromagnet ( DE 690 26 216 T2 ).
  • tripping mechanisms are also known which do not require an energy supply at the time of their tripping, that is to say are effective in the event of an accident even if the energy system fails.
  • safety gear devices whose brake shoes or wedges are connected to an energy store.
  • a method for monitoring a storage and retrieval unit, in particular for operating a safety gear for a movable pallet truck, which is coupled to at least one suspension element is known, in which the load state of the at least one suspension element, in particular a measurement variable dependent on the suspension element voltage, is recorded. A signal describing the load state of the suspension element is transmitted to a control device which evaluates this signal.
  • an energy storage device is actuated which emits its energy to a holding device for the selective inhibition of movement of the lifting truck and thereby activates it.
  • a safety device for a storage and retrieval machine which operates according to this method, and which has a lifting mechanism for driving a movable lifting truck, which is coupled to at least one suspension means, has a monitoring device, a holding or catching device, an energy store and a control device. With the monitoring device, a measured variable dependent on the load of the suspension element is determined.
  • the holding or catching device is designed to use to selectively inhibit the energy provided by the energy store from an inadmissibly rapid movement of the lifting truck as soon as it receives a signal detected by the control device from the monitoring device.
  • the holding or catching device for the storage and retrieval unit has a brake for each guide carriage of the lifting truck, which engages either on the guide carriage or on the guide assigned to the guide carriage.
  • the holding or catching device is designed to generate a force and / or positive connection between the lifting truck and one of the columns of the storage and retrieval unit.
  • the safety device also has an energy store, the stored energy of which is transferred to the brakes in the event of an accident ( DE 10 2013 015 458 A1 ).
  • a safety device on a bearing device with a vertically movable feeder platform is known, which is moved over a closed cable strand and is guided on a guide rail.
  • the safety device has a safety device with brake shoes, which is attached to a module frame.
  • a speed sensor stops an actuating lever that triggers an electromagnet on the safety gear that evenly guides the brake shoes to the guide rail.
  • the brake shoes are dragged along by the friction and finally pulled tight ( DE 20 2007 005 861 U1 ).
  • DE 20 2007 005 861 U1 discloses the preamble of claims 1 and 2.
  • Such safety devices can be used advantageously in such lifting devices in which the part to be braked executes an almost exact vertical movement.
  • the lifting truck is guided on a vertical rail, so that horizontal deviations of the moving parts from the vertical during their lifting movements are negligible.
  • short braking distances of the braking device can be achieved.
  • the brakes are arranged on a component close to the guide rail and engage the guide rail for braking. Short braking distances are required in order not to exceed the maximum fall distances of loads under which people are under, specified by TÜV and DEKRA, of less than 100 mm.
  • Free-standing lifting devices in production halls for example scissor lifting devices moved with ropes, do not have a fixed vertical guide against which the brake shoes could act.
  • they usually consist of welded constructions that have larger tolerances anyway and therefore make larger horizontal deviations in their vertical stroke movements, which must be taken into account when determining the braking distances.
  • larger air gaps between the brake or clamping shoes and the brake disc or rail are required. This in turn delays the braking of the load in the event of an accident.
  • the load to be secured increases due to the extension of the load arm. Harsh workshop conditions as well as certain unfavorable influences, e.g. B.
  • the invention is therefore based on the object of developing a safety device for free-standing lifting devices, in particular scissor lifting devices, which ensures fall paths of less than 100 mm until the lifting device comes to a standstill with a space that is appropriate for the lifting device and with relatively little energy expenditure in the event of an accident.
  • the lifting device according to the invention with the characterizing feature of claims 1 and 2 has the advantage over the fact that safe braking is now guaranteed even with lifting devices not bound to guide rails within the predetermined falling distances of the loads they move.
  • free-standing or hanging scissor hoists can now be more statically relevant in the event of failure of the lifting or holding energy or in the event of failure Components are brought to a standstill on a fall distance of less than 100 mm.
  • a brake rail which represents the entire lifting height and is guided between the brake shoes of the safety brake of the safety gear is arranged on a part of the scissor lifting mechanism to be braked.
  • this brake rail therefore also makes the lifting movement of the scissor-type lifting component to be braked.
  • both the brake rail and the safety brake acting on it are rigidly connected, at least vertically, to a component moving with the scissor lift. It is also understandable that one of the two, ie either the brake rail or the safety brake, must be fixed in relation to the movement of the component to be braked.
  • the brake rail is fixed on at least one of the two crossbars of the scissor lifting mechanism in relation to the sliding movement of a scissor arm in or on the crossbar or crossbars, but horizontally perpendicular to this sliding movement, i.e. in the direction of the pivot axis of the free bearing End of the scissor leg in the respective traverse, movably arranged. Due to this horizontally floating mounting of the brake rail or brake rails on the truss (s), the horizontal deviations, that is to say the transverse movements occurring during the lifting movements of the scissor lifting mechanism, are not transmitted to the brake rail. In other words, the gap between the brake shoes and the brake rail need not be made so large in order to compensate for these design-related transverse movements of the scissor hoist. This ensures that compliance with the above. Braking criteria required short braking distances.
  • the associated safety brake must be fixed on the moving scissor arm. With the sliding movement of the scissor arm, the safety brake slides along the brake rail.
  • At least one of the brake shoes of each safety brake each has at least one slide bar, which is spring-mounted in the direction of the braking movement of the brake shoes.
  • the slide strips protrude slightly beyond the braking surface of the jaws, regardless of their horizontal position specified by the scissor arm, and thus act as protective and guide strips for them.
  • the catch jaws are adjusted in relation to the scissor linkage in such a way that the slide rails, which, like the catch jaws, take part in the horizontal movement of the legs of the scissor linkage, also move the brake rail within its floating bearing, so that the distance between the catch jaws and the brake rail is always the same remains.
  • the spring force of the resilient bearing must therefore be set at least so large that the slide bars can move the brake rail horizontally within its right and left stops.
  • the characterizing features of claim 2 describe the second variant of the arrangement of the brake rail and safety brake: the safety brake is firmly attached to the frame or the scissor hoist.
  • the brake rail must also carry out the movement of a component moved by the drive, which is required for the lifting movement of the scissor lifting mechanism.
  • the brake rail is firmly connected to the end of a scissor arm guided in the frame vertically and in the direction of the sliding movement of this end along the frame.
  • the horizontally floating arrangement of the brake rail which has already been mentioned as essential to the invention in relation to the explanations for claim 1, must also be implemented when it is attached to the end of the scissor arm guided in the frame, ie the brake rail is arranged to be horizontally movable in the direction of its pivot axis at the end of the scissor arm. so that the brake rail can move horizontally in the narrow gap between the jaws of the safety brake of the safety gear during the lifting movements.
  • the catch jaws irrespective of design-related deviations of the components of the scissor lifting mechanism from the vertical, only have to carry out a very short braking distance, so that in the event of an accident, the drive fails or components fail Falling distances of less than 100 mm can be guaranteed to stop the scissor hoist.
  • the setting of the spring force of the slide rails is also carried out in this version in such a way that the slide rails provide sufficient resistance to the horizontal deflection of the parts of the scissor linkage that is transferred to the brake rail, thus ultimately causing their horizontal displacement within their right and left stops, so that the brake rail during The lifting movement of the scissor lifting mechanism does not touch the catch jaws.
  • an electromagnet is used as the actuator, the armature of which is connected to at least one of the brake shoes.
  • the response times for electromagnets are in the millisecond range.
  • the energy supply to the safety gear in hanging transport systems, such as those used in production lines by vehicle manufacturers is simpler, since the electrical energy is present over the entire transport path via sliding contacts. There is therefore no need to carry a supply unit on each scissor hoist, as would be required with hydraulic or pneumatic brakes.
  • the relatively high effort that would arise to ensure leak-free connections of the supply lines to the respective safety gear is eliminated.
  • a mechanical energy store is used as the actuator, the free end of which is connected to at least one of the brake shoes.
  • Mechanical energy stores have the advantage that they do not require any energy to trigger them in the event of an accident.
  • the safety brake is designed as a floating caliper brake, with at least one of the brake shoes being floating.
  • a slide bar is arranged on both sides of the brake shoes. This ensures a more even guidance of the brake rail and an optimal air gap between the jaw and the brake rail, which also helps to shorten the action time.
  • the brake rail is made of a softer material than the braking surface of the catching shoes, for example aluminum, which protects the braking surfaces against premature wear.
  • the braking surface of the brake shoes is provided with means for increasing their surface roughness, for example a sawtooth profile. This results in an improved braking effect.
  • An improved braking effect is also achieved by combining different surface profiles on one and the same braking surface.
  • the size of the horizontal mobility of the brake rail corresponds at least to the measure of the deviation of the movement of the lifting mechanism from the vertical.
  • Fig. 1 shows a scissor lift sling 1 integrated into a transport system. Only a portion of a transport rail 2 is shown of the transport system, which is designed as a double I-rail, on which the scissor lift sling 1 is arranged to be movable by means of two transport roller systems 3.
  • the scissor lift suspension 1 consists of two intersecting scissor legs, one of which is designed as a simple scissor arm 4 and the other as a double scissor arm 5 with two struts parallel to one another, between which the simple scissor arm 4 is passed. In the middle, the simple scissor arm 4 and the double scissor arm 5 are connected to one another in an articulated manner.
  • the two scissor legs 4, 5 are articulated with an upper frame 6 and with their lower end with a lower frame 7, wherein both frames 6, 7 extend with their long sides parallel to the transport rail 2. At least one of the ends of the scissor legs 4, 5 is in addition to its articulated connection also connected horizontally displaceably in the respective frame 6, 7, so that each scissor leg 4, 5 can also slide along at least one of its ends along the longitudinal extent of the frame 6, 7 .
  • the scissor legs 4, 5 are each fastened at their articulated ends to the upper frame 6 to one of the transport roller systems 3.
  • the upper frame 6 in the region of its articulated connection with the double shear leg 5, a cable drum 8 is arranged on the transport roller system 3, which receives a lifting cable 9.
  • the upper frame 6 consists of two longitudinal spars 10 which are connected to one another at one end by means of a yoke 11 which slides on them. With their other end, the two longitudinal spars 10 are connected to one another in an articulated manner with the upper end of the double shank leg 5, which, not visible here, is attached to the transport roller system 3.
  • the sliding yoke 11 is articulated to the upper end of the simple scissor arm 4 and a suspension 12, which is connected to the transport roller system 3 as a second fastening of the upper frame 6 on the transport rail 2, so that the scissor lifting suspension 1 is positioned centrally under the transport rail 2 is.
  • the end of the lifting cable 9 rolling off the cable drum 8 is further connected to the lower end of the double shear leg 5, so that depending on the direction of rotation of the cable drum 8, it raises the lower frame 7 connected to it, which carries a load beam 13 on its underside and can lower.
  • the lower end of the double shear leg 5 is additionally also arranged to be longitudinally displaceable between the longitudinal sides of the lower frame 7.
  • a brake rail 14 is mounted in pivot bearings 15 perpendicular to their length, that is, in the direction of the axes of the articulated bearings of the scissor legs 4, 5.
  • the double shear leg 5 Above its articulated and longitudinally displaceable connection to the lower frame 7, the double shear leg 5 has two safety brakes 16, each of which is operatively connected to one of the brake rails 14.
  • Fig. 2 shows A as a detailed view Fig. 1 a horizontal section through one of the pivot bearings 15, in which the brake rails 14 are floating with their ends perpendicular to their length.
  • the pivot bearing 15 consists of a bearing block 17, which is fixedly mounted on the top of the lower frame 7 of the safety gear and receives a bolt 18 parallel to the pivot axes of the scissor legs 4, 5.
  • a self-aligning bearing 19 is slidably arranged, which receives one end of a brake rail 14 in each case.
  • the self-aligning bearing 19 has axial freedom of movement between the inner sides of the bearing block 17 and also a certain degree of angular mobility if the brake rail 14 should tilt.
  • the brake rail 14 Since the end of the brake rail 14 is firmly clamped in the self-aligning bearing 19, the brake rail 14 itself also has this freedom of movement. How from Fig. 2 recognizable, there is a gap 20 between the inside of the bearing block 17 and the brake rail 14, within which the brake rail 14 can move.
  • the bearing block 17 is closed on both sides with a bearing cover 21 and the bolt 18 is secured in the bearing block 17 with a washer 22 and a split pin 23.
  • Fig. 3 shows B as a detailed view Fig. 1 a horizontal section through one of the two catch brakes 16. It is designed as a floating caliper brake and consists of catch jaws 24 acting on both sides of the brake rail 14, which are arranged displaceably between fixed side plates 25, the viewer being the Fig. 1 facing (in Fig. 3 the lower) jaw 24 is operatively connected to the armature of an electromagnet (not shown here) via a pressure device.
  • the side plates 25 are connected to one another via a connecting plate 26, in the center of which a bushing 27 is inserted, which slidably receives a pressure piece 28 acting on the catch jaw 24.
  • the pressure piece 28 is operatively connected via a link 29 and a roller 30 to a wedge 31 which is fixedly connected to an actuating lever 32 which is arranged pivotably between the side plates 25 and is moved by the armature of the electromagnet.
  • the pressure piece 28, the backdrop 29 and the roller 30 can be pre-assembled as a unit.
  • the translation of the actuating lever 32 for generating the clamping force was chosen so high that it is not possible to push the catch jaws 24 back through the brake rail 14.
  • the side plates 25, on which the opposing catch jaw 24 is arranged to be movable in the direction of the brake rail 14, are over a base plate 33 connected to each other, into which an adjusting screw 34 acting on the back of the catch jaw 24 is screwed and secured with a nut 35.
  • a spring holder 36 is arranged on the short end face of each catch jaw 24, to which a tension spring 37 serving as a return spring for the catch jaw 24 is fastened.
  • the tension spring 37 is fastened to the side plates 25 by means of an abutment bolt 38 ( Fig. 3 ).
  • each catch jaw 24 has a lining carrier 39, to which a brake lining 40 is attached.
  • Pad carrier 39 and brake pad 40 can, like that 3 to 6 show, also be integrally formed.
  • the surface facing the brake rail 14 is provided with a structure which increases the friction between the brake rail 14 and the jaw 24. Structures of this type are shown in the illustrations of a single catch jaw 24 in FIGS 3 to 6 to recognize. While the in Fig. 4 shown 24 has a continuous sawtooth structure 41, the braking surface of the in Fig. 6 The catch jaw 24 shown is provided with two sawtooth structures 41 tapering at an angle to one another.
  • An essential feature of the invention is furthermore that at least one of the catch jaws 24 is provided with at least one slide bar 42, which in the idle state of the catch device projects slightly beyond the surface of the brake lining 40 or the sawtooth structure 41 and thereby as a protective and guide bar for the brake rail 14 and acts as protection for the brake pads 40.
  • the catch jaw 24 on both longitudinal edges of the catch jaw 24 (in Fig. 3 the lower jaw 24) each have a slide bar 42 extending over their entire length.
  • Out Fig. 5 the details of the attachment of the slide strips 42 to a catch jaw 24 are shown. They are guided on the catch jaw 24 by means of a cylinder pin 43 and fastened to the catch jaw 24 against the pressure of a compression spring 45 by a cylinder screw 44.
  • the compression spring 45 is accommodated in a blind bore which is continued as a threaded bore for the cylinder screw 44 in the catch jaw 24. Its length is such that it protrudes from the blind hole when relaxed. When the cylinder screw 44 is tightened, it becomes over the slide bar 42 compressed so that it presses the latter away from the jaw 24. The size of the protrusion of the slide bar 42 over the braking surface of the jaw 24 is adjustable via the cap screw 44.
  • the function of the slide strips 42 as protective and guide strips is to protect the braking surface of the catching jaws 24 from contact with the braking rail 14 in the idle state of the catching device and thus also to protect the braking rail 14 itself. They virtually interact with the floating brake rail 14, ie when they come into contact with the brake rail 14 due to a slight design-related transverse movement of the scissor lifting suspension 1, the slide strips 42 press the brake rail 14 in the direction of this transverse movement so that they do not touch the braking surface of the catching shoes 24. However, a narrow brake gap 46 always remains between the braking surface and the brake rail 14, which corresponds to the size of the protrusion of the slide bar 42 over the braking surface of the catching shoe 24.
  • the spring force of the compression spring 45 must be at least so great that it can bring about the transverse movement of the brake rail 14, that is to say the floating of the self-aligning bearing 19 on the pin 18 within the pivot bearing 15.
  • the safety jaws 24 only need to overcome the narrow brake gap 46, i.e. the protrusion of the slide strips 42 over the braking surfaces, against the pressure of the compression spring 45 in order to immediately press against the brake rail 14, which also results in an undesired lowering movement of the scissor lifting suspension in is stopped in the shortest possible time.
  • the compression spring 45 does not offer any appreciable resistance to the comparatively considerably greater attraction force of the electromagnet.

Description

Stand der TechnikState of the art

Die Erfindung geht aus von einer Hubeinrichtung mit einer Fangvorrichtung, die Lasten über Gestänge heben, senken oder anderweitig manipulieren, nach der Gattung des Oberbegriffs der Ansprüche 1 und 2.The invention is based on a lifting device with a safety gear that lift, lower or otherwise manipulate loads over the linkage, according to the preamble of claims 1 and 2.

Fangvorrichtungen sind vor allem aus der Aufzugs- und Hebetechnik bekannt. Aufgrund der dort gesetzlich vorgeschriebenen Sicherheitstechnik sind Fangvorrichtungen fester Bestandteil von Seilaufzugsanlagen, Schrägseilbahnen oder Hubwerken. Sie dienen dazu, im Fall des Versagens der Antriebstechnik oder der Halte- oder Führungsmittel, wie Trag- und Zugseilen o. ä., und/oder von anderen sicherheitsrelevanten Bauteilen, den freien Fall einer Aufzugskabine oder Arbeits- oder Lastenbühne, die ungebremste Talfahrt einer Seilbahnkabine oder das unkontrollierte Zusammenklappen eines Hubwerks zu verhindern.Safety devices are primarily known from elevator and lifting technology. Due to the safety technology required there by law, safety devices are an integral part of cable lift systems, cable-ways or hoists. They serve, in the event of failure of the drive technology or the holding or guiding means, such as carrying and pulling ropes or the like, and / or of other safety-related components, the free fall of an elevator car or work or load platform, the unchecked descent of one Prevent cable car cabin or the uncontrolled collapse of a hoist.

Das Grundprinzip einer Fangvorrichtung besteht dabei darin, dass mechanische Klemmmittel, z. B. Bremsbacken, Bremskeile oder Fangkeile, die an Teilen der bewegten Förder- oder Arbeitsbühnen der Aufzugs- und Hebetechnik angeordnet sind, in feststehende Führungsmittel, wie Führungsschienen, Führungsflächen o. ä. kraft- und/oder formschlüssig eingreifen und dadurch die Förder- oder Arbeitsbühne sofort zum Stehen kommt oder zumindest so abgebremst wird, dass Personen und/oder Transportgüter nicht zu Schaden kommen. Die häufigste Art des Eingriffs ist die des Reibschlusses. Zur Erhöhung der Wirksamkeit eines solchen Reibschlusses, sind die Eingriffsflächen der Bremsbacken oder -keile mit ihre Oberflächenrauigkeit vergrößernden Mitteln, beispielsweise einem Zahnprofil oder Schneiden, versehen ( DD 127 823 A1 , DE 25 00 859 B2 ).The basic principle of a safety gear is that mechanical clamping means, for. B. brake shoes, brake wedges or safety wedges, which are arranged on parts of the moving conveying or working platforms of the elevator and lifting technology, engage in fixed guide means, such as guide rails, guide surfaces or the like, in a force-fitting and / or form-fitting manner and thereby the conveying or The work platform comes to a standstill immediately or is braked so that people and / or goods are not damaged. The most common type of intervention is that of frictional engagement. To increase the effectiveness of such a frictional engagement, the engagement surfaces of the brake shoes or wedges are provided with means that increase their surface roughness, for example a tooth profile or cutting edges ( DD 127 823 A1 , DE 25 00 859 B2 ).

Mittels Messtechnik und/oder Sensoren wird der Zustand der sicherheitsrelevanten Teile ständig gemessen oder überwacht. Im Fall des Feststellens eines abnormalen Messwertes oder Zustandes wird die Fangvorrichtung durch ein von der Messtechnik und/oder dem Sensor abgegebenes Signal ausgelöst. Die Auslösung der Bewegung der Bremsbacken oder Bremskeile der Fangvorrichtung kann auf unterschiedliche Weise erfolgen. Hierzu ist beispielsweise eine Fangvorrichtung bekannt, die an einer sich entlang von Führungsschienen bewegenden Aufzugskabine montierte ist. Als Bremsmittel weist die Fangvorrichtung Keile auf, die in beiderseits der Führungsschiene angeordneten Keilgehäusen angeordnet sind und in die Führungsschiene greifen. Die Fangvorrichtung wird bei zu hoher Geschwindigkeit oder in anderen Notbremssituationen mittels einer Betätigungsvorrichtung in Einsatz gebracht, die mit den beiderseits der Führungsschiene angeordneten Keilen verbunden ist. Die Betätigungsvorrichtung wird beispielsweise mit einem Elektromagneten angetrieben ( DE 690 26 216 T2 ).The condition of the safety-relevant parts is constantly measured or monitored by means of measuring technology and / or sensors. In the event that an abnormal measured value or state is ascertained, the safety device is triggered by a signal emitted by the measuring technology and / or the sensor. The movement of the brake shoes or brake wedges of the safety gear can be triggered in different ways. For this purpose, a safety device is known, for example, which is mounted on an elevator car moving along guide rails. As a braking device, the catching device has wedges which are arranged in wedge housings arranged on both sides of the guide rail and which engage in the guide rail. The safety gear is used at too high a speed or in other emergency braking situations by means of an actuating device which is connected to the wedges arranged on both sides of the guide rail. The actuating device is driven, for example, by an electromagnet ( DE 690 26 216 T2 ).

Bekannt sind aber auch Auslösemechanismen, die im Zeitpunkt ihrer Auslösung ohne eine Energiezufuhr auskommen, also im Havariefall auch bei Ausfall des Energiesystems wirksam sind. Das sind solche Fangvorrichtungen, deren Bremsbacken oder -keile mit einem Energiespeicher verbunden sind. So ist beispielsweise ein Verfahren zur Überwachung eines Regalbediengerätes, insbesondere zum Betreiben einer Fangvorrichtung für einen verfahrbaren Hubwagen, der mit zumindest einem Tragmittel gekoppelt ist, bekannt, bei dem der Lastzustand des zumindest einen Tragmittels, insbesondere einer tragmittelspannungsabhängigen Messgröße, erfasst wird. Ein den Lastzustand des Tragmittels beschreibendes Signal wird an eine Steuereinrichtung übermittelt, die dieses Signal auswertet. Im Fall einer Schwellwertüberschreitung wird eine Energiespeichereinrichtung angesteuert, die ihre Energie an eine Halteeinrichtung zur selektiven Hemmung einer Bewegung des Hubwagens abgibt und diese dadurch aktiviert. Eine nach diesem Verfahren arbeitende Sicherheitsvorrichtung für ein Regalbediengerät, das ein Hubwerk zum Antrieb eines verfahrbaren Hubwagens aufweist, der mit zumindest einem Tragmittel gekoppelt ist, weist eine Überwachungseinrichtung, eine Halte- oder Fangeinrichtung, einen Energiespeicher und eine Steuereinrichtung auf. Mit der Überwachungseinrichtung wird eine den Lastzustand des Tragmittels repräsentierende tragmittelspannungsabhängige Messgröße ermittelt. Die Halte- oder Fangeinrichtung ist dazu ausgebildet, mittels der vom Energiespeicher bereitgestellten Energie eine unzulässig schnelle Bewegung des Hubwagens selektiv zu hemmen, sobald sie von der Steuereinrichtung ein von der Überwachungseinrichtung erfasstes Signal erhält.However, tripping mechanisms are also known which do not require an energy supply at the time of their tripping, that is to say are effective in the event of an accident even if the energy system fails. These are safety gear devices whose brake shoes or wedges are connected to an energy store. For example, a method for monitoring a storage and retrieval unit, in particular for operating a safety gear for a movable pallet truck, which is coupled to at least one suspension element, is known, in which the load state of the at least one suspension element, in particular a measurement variable dependent on the suspension element voltage, is recorded. A signal describing the load state of the suspension element is transmitted to a control device which evaluates this signal. In the event of a threshold value being exceeded, an energy storage device is actuated which emits its energy to a holding device for the selective inhibition of movement of the lifting truck and thereby activates it. A safety device for a storage and retrieval machine, which operates according to this method, and which has a lifting mechanism for driving a movable lifting truck, which is coupled to at least one suspension means, has a monitoring device, a holding or catching device, an energy store and a control device. With the monitoring device, a measured variable dependent on the load of the suspension element is determined. The holding or catching device is designed to use to selectively inhibit the energy provided by the energy store from an inadmissibly rapid movement of the lifting truck as soon as it receives a signal detected by the control device from the monitoring device.

Die Halte- oder Fangeinrichtung für das Regalbediengerät weist je Führungsschlitten des Hubwagens eine Bremse auf, die entweder an dem Führungsschlitten oder an der jeweils dem Führungsschlitten zugeordneten Führung angreift. Die Halte- oder Fangeinrichtung ist dazu ausgebildet, einen Kraft- und/oder Formschluss zwischen dem Hubwagen und einer der Säulen des Regalbediengerätes zu erzeugen.The holding or catching device for the storage and retrieval unit has a brake for each guide carriage of the lifting truck, which engages either on the guide carriage or on the guide assigned to the guide carriage. The holding or catching device is designed to generate a force and / or positive connection between the lifting truck and one of the columns of the storage and retrieval unit.

Die Sicherheitsvorrichtung weist ferner einen Energiespeicher auf, deren gespeicherte Energie im Havariefall auf die Bremsen übertragen wird ( DE 10 2013 015 458 A1 ). Schließlich ist eine Sicherheitsvorrichtung an einer Lagervorrichtung mit einer vertikal beweglichen Zubringer-Plattform bekannt, die über einen geschlossenen Seilstrang bewegt wird und an einer Führungsschiene geführt ist. Die Sicherheitsvorrichtung weist eine Fangvorrichtung mit Bremsbacken auf, die an einem Modulrahmen befestigt ist. Ein Geschwindigkeitssensor bringt einen Stellhebel zum Anschlag, der einen Elektromagneten an der Fangvorrichtung auslöst, der die Bremsbacken gleichmäßig an die Führungsschiene heranführt. In der Folge werden die Bremsbacken durch die Reibung mitgenommen und schließlich kräftig zugezogen ( DE 20 2007 005 861 U1 ). DE 20 2007 005 861 U1 offenbart den Oberbegriff der Ansprüche 1 und 2.The safety device also has an energy store, the stored energy of which is transferred to the brakes in the event of an accident ( DE 10 2013 015 458 A1 ). Finally, a safety device on a bearing device with a vertically movable feeder platform is known, which is moved over a closed cable strand and is guided on a guide rail. The safety device has a safety device with brake shoes, which is attached to a module frame. A speed sensor stops an actuating lever that triggers an electromagnet on the safety gear that evenly guides the brake shoes to the guide rail. As a result, the brake shoes are dragged along by the friction and finally pulled tight ( DE 20 2007 005 861 U1 ). DE 20 2007 005 861 U1 discloses the preamble of claims 1 and 2.

Derartige Sicherheitsvorrichtungen sind bei solchen Hubeinrichtungen vorteilhaft anwendbar, bei denen das abzubremsende Teil eine nahezu exakte vertikale Bewegung ausführt. Beispielsweise erfolgt bei dem beschriebenen Regalbediengerät die Führung des Hubwagens an einer Vertikalschiene, so dass horizontale Abweichungen der bewegten Teile von der Vertikalen während ihrer Hubbewegungen vernachlässigbar gering sind. Unter diesen Bedingungen lassen sich kurze Bremswege der Bremseinrichtung realisieren. Die Bremsen sind an einem der Führungsschiene nahe beabstandeten Bauteil angeordnet und greifen zum Bremsen an der Führungsschiene an. Kurze Bremswege sind erforderlich, um die von TÜV und DEKRA vorgegebenen maximalen Fallwege von Lasten, unter denen sich Menschen aufhalten, von weniger als 100 mm nicht zu überschreiten.Such safety devices can be used advantageously in such lifting devices in which the part to be braked executes an almost exact vertical movement. For example, in the storage and retrieval unit described, the lifting truck is guided on a vertical rail, so that horizontal deviations of the moving parts from the vertical during their lifting movements are negligible. Under these conditions, short braking distances of the braking device can be achieved. The brakes are arranged on a component close to the guide rail and engage the guide rail for braking. Short braking distances are required in order not to exceed the maximum fall distances of loads under which people are under, specified by TÜV and DEKRA, of less than 100 mm.

In Fertigungshallen freistehende Hubeinrichtungen, beispielsweise mit Seilen bewegte Scherenhubeinrichtungen, besitzen keine feste vertikale Führung, an denen die Bremsbacken angreifen könnten. Zudem bestehen sie in der Regel aus Schweißkonstruktionen, die ohnehin größere Toleranzen aufweisen und daher bei ihren vertikalen Hubbewegungen größere horizontale Abweichungen vollführen, die bei der Bestimmung der Bremswege berücksichtigt werden müssen. Zum Ausgleich dieser horizontalen Toleranzen sind größere Lüftspalte zwischen den Brems- oder Klemmbacken und der Bremsscheibe oder -schiene erforderlich. Das wiederum verzögert das Abbremsen der Last im Havariefall. Zudem vergrößert sich durch die Auslage des Lastarmes die zu sichernde Last. Raue Werkstattbedingungen sowie bestimmte ungünstige Einflüsse, wie z. B. Temperaturschwankungen, Ölnebel oder Staubpartikel sorgen dafür, dass mit herkömmlichen Fangeinrichtungen kein konstantes Klemmmoment erreicht werden kann. Um trotz dieser ungünstigen Bedingungen die von den Sicherheitsorganen geforderte Bremssicherheit im Havariefall zu erreichen, müssten die Brems- und Klemmtechnik der im Stand der Technik beschriebenen Fangvorrichtungen überdimensional groß ausgelegt und energieintensive Aktuatoren verwendet werden.Free-standing lifting devices in production halls, for example scissor lifting devices moved with ropes, do not have a fixed vertical guide against which the brake shoes could act. In addition, they usually consist of welded constructions that have larger tolerances anyway and therefore make larger horizontal deviations in their vertical stroke movements, which must be taken into account when determining the braking distances. To compensate for these horizontal tolerances, larger air gaps between the brake or clamping shoes and the brake disc or rail are required. This in turn delays the braking of the load in the event of an accident. In addition, the load to be secured increases due to the extension of the load arm. Harsh workshop conditions as well as certain unfavorable influences, e.g. B. temperature fluctuations, oil mist or dust particles ensure that no constant clamping torque can be achieved with conventional safety gear. In order to achieve the braking safety required by the safety organs in the event of an accident despite these unfavorable conditions, the braking and clamping technology of the safety devices described in the prior art would have to be oversized and energy-intensive actuators used.

Der Erfindung liegt somit die Aufgabe zugrunde, eine Fangvorrichtung für freistehende Hubeinrichtungen, insbesondere Scherenhubeinrichtungen, zu entwickeln, die bei einem der Hubeinrichtung angemessenen Bauraum und mit verhältnismäßig geringem Energieaufwand im Havariefall Fallwege von weniger als 100 mm bis zum Stillstand der Hubeinrichtung gewährleistet.The invention is therefore based on the object of developing a safety device for free-standing lifting devices, in particular scissor lifting devices, which ensures fall paths of less than 100 mm until the lifting device comes to a standstill with a space that is appropriate for the lifting device and with relatively little energy expenditure in the event of an accident.

Die Erfindung und ihre VorteileThe invention and its advantages

Die erfindungsgemäße Hubeinrichtung mit dem kennzeichnenden Merkmal der Ansprüche 1 und 2 hat demgegenüber den Vorteil, dass ein sicheres Abbremsen nunmehr auch bei nicht an Führungsschienen gebundene Hubeinrichtungen innerhalb der vorgegebenen Fallwege der von ihnen bewegten Lasten gewährleistet ist. So können jetzt beispielsweise auch freistehende oder hängende Scherenhubwerke beim Ausfall der Hub- oder Halteenergie oder beim Versagen statisch relevanter Bauteile auf einer Fallstrecke von weniger als 100 mm zum Stillstand gebracht werden.The lifting device according to the invention with the characterizing feature of claims 1 and 2 has the advantage over the fact that safe braking is now guaranteed even with lifting devices not bound to guide rails within the predetermined falling distances of the loads they move. For example, free-standing or hanging scissor hoists can now be more statically relevant in the event of failure of the lifting or holding energy or in the event of failure Components are brought to a standstill on a fall distance of less than 100 mm.

Das wird erfindungsgemäß dadurch erreicht, dass an einem abzubremsenden Teil des Scherenhubwerks eine die gesamte Hubhöhe repräsentierende Bremsschiene angeordnet ist, die zwischen den Bremsbacken der Fangbremse der Fangvorrichtung geführt ist. Diese Bremsschiene macht somit ebenso wie auch die Fangbremse die Hubbewegung des abzubremsenden Bauteils des Scherenhubwerks mit. Hierzu ist sowohl die Bremsschiene als auch die auf diese einwirkende Fangbremse mit einem sich mit dem Scherenhubwerk bewegenden Bauteil zumindest vertikal starr verbunden. Verständlich ist auch, dass eine von beiden, also entweder die Bremsschiene oder die Fangbremse, bezogen auf die Bewegung des abzubremsenden Bauteils fest angeordnet sein muss. Gemäß der kennzeichnenden Merkmale des Anspruchs 1 ist die Bremsschiene auf mindestens einer der beiden Traversen des Scherenhubwerks bezogen auf die Gleitbewegung eines Scherenschenkels in oder auf der bzw. den Traversen fest, jedoch horizontal senkrecht zu dieser Gleitbewegung, also in Richtung der Schwenkachse der Lagerung des freien Endes des Scherenschenkels in der jeweiligen Traverse, beweglich angeordnet. Durch diese horizontal schwimmende Lagerung der Bremsschiene oder Bremsschienen auf der oder den Traversen werden die horizontalen Abweichungen, also die während der Hubbewegungen des Scherenhubwerks konstruktionsbedingt auftretenden Querbewegungen, nicht auf die Bremsschiene übertragen. Anders ausgedrückt, braucht der Spalt zwischen Bremsbacken und Bremsschiene nicht so groß ausgebildet sein, um diese konstruktionsbedingten Querbewegungen des Scherenhubwerks auszugleichen. Das gewährleistet die für die Einhaltung der o. g. Bremskriterien erforderlichen kurzen Bremswege.This is achieved according to the invention in that a brake rail which represents the entire lifting height and is guided between the brake shoes of the safety brake of the safety gear is arranged on a part of the scissor lifting mechanism to be braked. Like the safety brake, this brake rail therefore also makes the lifting movement of the scissor-type lifting component to be braked. For this purpose, both the brake rail and the safety brake acting on it are rigidly connected, at least vertically, to a component moving with the scissor lift. It is also understandable that one of the two, ie either the brake rail or the safety brake, must be fixed in relation to the movement of the component to be braked. According to the characterizing features of claim 1, the brake rail is fixed on at least one of the two crossbars of the scissor lifting mechanism in relation to the sliding movement of a scissor arm in or on the crossbar or crossbars, but horizontally perpendicular to this sliding movement, i.e. in the direction of the pivot axis of the free bearing End of the scissor leg in the respective traverse, movably arranged. Due to this horizontally floating mounting of the brake rail or brake rails on the truss (s), the horizontal deviations, that is to say the transverse movements occurring during the lifting movements of the scissor lifting mechanism, are not transmitted to the brake rail. In other words, the gap between the brake shoes and the brake rail need not be made so large in order to compensate for these design-related transverse movements of the scissor hoist. This ensures that compliance with the above. Braking criteria required short braking distances.

Wenn, wie beschrieben, die Bremsschiene in Richtung der Gleitbewegung eines Scherenschenkels in oder auf der bzw. den Traversen fest angeordnet ist, muss die zugehörige Fangbremse an dem sich bewegenden Scherenschenkel fest angeordnet sein. Mit der Gleitbewegung des Scherenschenkels gleitet die Fangbremse an der Bremsschiene entlang.If, as described, the brake rail is fixed in the direction of the sliding movement of a scissor arm in or on the truss (s), the associated safety brake must be fixed on the moving scissor arm. With the sliding movement of the scissor arm, the safety brake slides along the brake rail.

Ein weiteres erfindungswesentliches Merkmal besteht darin, dass mindestens eine der Bremsbacken jeder Fangbremse jeweils mindestens eine Gleitleiste aufweist, die in Richtung der Bremsbewegung der Bremsbacken federnd beweglich gelagert ist. Die Gleitleisten stehen mit ihrer Oberfläche unter dem Druck der Federbelastung unabhängig von ihrer durch den Scherenschenkel vorgegebenen horizontalen Position geringfügig über die Bremsfläche der Fangbacken hervor und wirken somit für diese als Schutz- und Führungsleisten. Die Justierung der Fangbacken gegenüber dem Scherenhubwerk erfolgt so, dass die Gleitleisten, die, wie auch die Fangbacken, die horizontale Bewegung der Schenkel des Scherenhubwerks mitmachen, dabei auch die Bremsschiene innerhalb ihrer schwimmenden Lagerung mitbewegen, wodurch der Abstand der Fangbacken von der Bremsschiene immer gleich bleibt. Die Federkraft der federnden Lagerung muss also mindestens so groß eingestellt sein, dass die Gleitleisten die Bremsschiene horizontal innerhalb ihres rechten und linken Anschlags bewegen können.Another feature essential to the invention is that at least one of the brake shoes of each safety brake each has at least one slide bar, which is spring-mounted in the direction of the braking movement of the brake shoes. With their surface under the pressure of the spring load, the slide strips protrude slightly beyond the braking surface of the jaws, regardless of their horizontal position specified by the scissor arm, and thus act as protective and guide strips for them. The catch jaws are adjusted in relation to the scissor linkage in such a way that the slide rails, which, like the catch jaws, take part in the horizontal movement of the legs of the scissor linkage, also move the brake rail within its floating bearing, so that the distance between the catch jaws and the brake rail is always the same remains. The spring force of the resilient bearing must therefore be set at least so large that the slide bars can move the brake rail horizontally within its right and left stops.

Die kennzeichnenden Merkmale des Anspruchs 2 beschreiben die zweite Variante der Anordnung von Bremsschiene und Fangbremse: Die Fangbremse ist fest an dem oder den Rahmen des Scherenhubwerks befestigt. Demzufolge muss die Bremsschiene die für die Hubbewegung des Scherenhubwerks erforderliche Bewegung eines vom Antrieb bewegten Bauteils mit ausführen. Hierzu ist die Bremsschiene mit dem in dem Rahmen geführten Ende eines Scherenschenkels vertikal und in Richtung der Gleitbewegung dieses Endes entlang des Rahmens fest verbunden. Die bereits zu den Erläuterungen zu Anspruch 1 als erfindungswesentlich benannte horizontal schwimmende Anordnung der Bremsschiene muss auch bei deren Befestigung an dem in dem Rahmen geführten Ende des Scherenschenkels umgesetzt sein, d. h. die Bremsschiene ist an dem Ende des Scherenschenkels in Richtung seiner Schwenkachse horizontal beweglich angeordnet, so dass sich während der Hubbewegungen die Bremsschiene in dem eng bemessenen Spalt zwischen den Fangbacken der Fangbremse der Fangvorrichtung horizontal bewegen kann. Dadurch brauchen, wie bereits bei den Erläuterungen zu Anspruch 1 beschrieben, die Fangbacken, unabhängig von konstruktiv bedingten Abweichungen der Bauteile des Scherenhubwerks von der Vertikalen, nur einen sehr kurzen Bremsweg auszuführen, so dass im Havariefall vom Ausfall des Antriebs oder des Versagens von Bauteilen bis zum Stopp des Scherenhubwerks Fallwege von weniger als 100 mm gewährleistet werden können.The characterizing features of claim 2 describe the second variant of the arrangement of the brake rail and safety brake: the safety brake is firmly attached to the frame or the scissor hoist. As a result, the brake rail must also carry out the movement of a component moved by the drive, which is required for the lifting movement of the scissor lifting mechanism. For this purpose, the brake rail is firmly connected to the end of a scissor arm guided in the frame vertically and in the direction of the sliding movement of this end along the frame. The horizontally floating arrangement of the brake rail, which has already been mentioned as essential to the invention in relation to the explanations for claim 1, must also be implemented when it is attached to the end of the scissor arm guided in the frame, ie the brake rail is arranged to be horizontally movable in the direction of its pivot axis at the end of the scissor arm. so that the brake rail can move horizontally in the narrow gap between the jaws of the safety brake of the safety gear during the lifting movements. As a result, as already described in the explanations for claim 1, the catch jaws, irrespective of design-related deviations of the components of the scissor lifting mechanism from the vertical, only have to carry out a very short braking distance, so that in the event of an accident, the drive fails or components fail Falling distances of less than 100 mm can be guaranteed to stop the scissor hoist.

Die Einstellung der Federkraft der Gleitleisten erfolgt auch bei dieser Ausführung so, dass die Gleitleisten der auf die Bremsschiene übertragenen horizontalen Auslenkung der Teile des Scherenhubwerks ausreichend Widerstand entgegenbringen, letztendlich also ihre horizontale Verschiebung innerhalb ihres rechten und linken Anschlags bewirken, so dass die Bremsschiene während der Hubbewegung des Scherenhubwerks die Fangbacken nicht berührt.The setting of the spring force of the slide rails is also carried out in this version in such a way that the slide rails provide sufficient resistance to the horizontal deflection of the parts of the scissor linkage that is transferred to the brake rail, thus ultimately causing their horizontal displacement within their right and left stops, so that the brake rail during The lifting movement of the scissor lifting mechanism does not touch the catch jaws.

Es versteht sich von selbst, dass zum Auslösen der Fangvorrichtung die Funktion des Scherenhubwerks ständig überwacht werden muss. Dazu gehört die Erfassung der Hubbewegung, der Funktion der Antriebskomponenten und des Zustandes sowie der Funktion statisch relevanter Bauteile des Scherenhubwerks.It goes without saying that the function of the scissor hoist must be constantly monitored to trigger the safety gear. This includes the detection of the lifting movement, the function of the drive components and the condition as well as the function of statically relevant components of the scissor lifting gear.

Obwohl nicht näher beschrieben soll an der Stelle aber auf die Möglichkeit der Umkehrung des Prinzips der schwimmenden Lagerung hingewiesen werden. Anstelle der schwimmenden Lagerung der Bremsschiene kann diese auch fest und dafür die Fangbremse schwimmend gelagert sein.Although not described in more detail, the possibility of reversing the principle of the floating bearing should be pointed out here. Instead of the floating mounting of the brake rail, it can also be fixed and the safety brake can be floating.

Nach einer vorteilhaften Ausgestaltung der Erfindung wird als Aktuator ein Elektromagnet verwendet, dessen Anker mit mindestens einem der Bremsbacken verbunden ist. Im Vergleich zu mechanischen, pneumatischen oder hydraulischen Aktuatoren liegen die Reaktionszeiten bei Elektromagneten im Bereich von Millisekunden. Außerdem gestaltet sich die Energieversorgung der Fangeinrichtung bei Hängetransportsystemen, wie sie beispielsweise in Fertigungsstrecken von Fahrzeugherstellern eingesetzt werden, einfacher, da die elektrische Energie über Schleifkontakte über den gesamten Transportweg vorhanden ist. Es entfällt somit die Mitführung eines Versorgungsaggregats an jedem Scherenhubwerk, wie sie bei Hydraulik- oder Pneumatikbremsen erforderlich wäre. Zudem entfällt der verhältnismäßig hohe Aufwand, der zur Gewährleistung leckagefreier Verbindungen der Versorgungsleitungen mit der jeweiligen Fangvorrichtung entstehen würde.According to an advantageous embodiment of the invention, an electromagnet is used as the actuator, the armature of which is connected to at least one of the brake shoes. Compared to mechanical, pneumatic or hydraulic actuators, the response times for electromagnets are in the millisecond range. In addition, the energy supply to the safety gear in hanging transport systems, such as those used in production lines by vehicle manufacturers, is simpler, since the electrical energy is present over the entire transport path via sliding contacts. There is therefore no need to carry a supply unit on each scissor hoist, as would be required with hydraulic or pneumatic brakes. In addition, the relatively high effort that would arise to ensure leak-free connections of the supply lines to the respective safety gear is eliminated.

Nach einer anderweitigen vorteilhaften Ausgestaltung der Erfindung wird als Aktuator ein mechanischer Energiespeicher verwendet, der mit seinem freien Ende mit mindestens einem der Bremsbacken verbunden ist. Mechanische Energiespeicher haben den Vorteil, dass sie zur Auslösung im Havariefall keine Energie benötigen.According to another advantageous embodiment of the invention, a mechanical energy store is used as the actuator, the free end of which is connected to at least one of the brake shoes. Mechanical energy stores have the advantage that they do not require any energy to trigger them in the event of an accident.

Nach einer ebenfalls vorteilhaften Ausgestaltung der Erfindung ist die Fangbremse als eine Schwimmsattelbremse ausgeführt, wobei mindestens einer der Bremsbacken schwimmend gelagert ist. Dadurch wird zusätzlich zu der durch die schwimmende Lagerung der Bremsschiene zwischen dieser und dem Scherenhubwerk erreichten Zentrierung auch eine Zentrierung innerhalb der Fangbremse selbst erreicht, so dass beim Bremsvorgang kein Biegemoment auf die Bremsschiene ausgeübt wird und die Aktionszeit von dem Auslösen der Fangeinrichtung bis zum vollständigen Abbremsen des Scherenhubwerks nochmals verkürzt wird.According to a likewise advantageous embodiment of the invention, the safety brake is designed as a floating caliper brake, with at least one of the brake shoes being floating. As a result, in addition to the centering achieved by the floating mounting of the brake rail between this and the scissor hoist, centering is also achieved within the safety brake itself, so that no braking torque is exerted on the brake rail during the braking process and the action time from the triggering of the safety gear to complete braking the scissor linkage is shortened again.

Nach einer zusätzlichen vorteilhaften Ausgestaltung der Erfindung ist beiderseits der Bremsbacken jeweils eine Gleitleiste angeordnet. Dadurch wird eine gleichmäßigere Führung der Bremsschiene sowie ein optimaler Lüftspalt zwischen Fangbacke und Bremsschiene gewährleistet was ebenso zur Verkürzung der Aktionszeit beiträgt.According to an additional advantageous embodiment of the invention, a slide bar is arranged on both sides of the brake shoes. This ensures a more even guidance of the brake rail and an optimal air gap between the jaw and the brake rail, which also helps to shorten the action time.

Nach einer ebenfalls vorteilhaften Ausgestaltung der Erfindung besteht die Bremsschiene aus einem weicheren Material als die Bremsfläche der Fangbacken, beispielsweise aus Aluminium, wodurch die Bremsflächen vor frühzeitigem Verschleiß geschützt werden.According to a likewise advantageous embodiment of the invention, the brake rail is made of a softer material than the braking surface of the catching shoes, for example aluminum, which protects the braking surfaces against premature wear.

Nach einer besonders vorteilhaften Ausgestaltung der Erfindung ist die Bremsfläche der Bremsbacken mit Mitteln zur Vergrößerung ihrer Oberflächenrauigkeit, beispielsweise einem Sägezahnprofil, versehen. Dadurch wird eine verbesserte Bremswirkung erreicht. Eine verbesserte Bremswirkung wird auch durch die Kombination unterschiedlicher Oberflächenprofile an ein und derselben Bremsfläche erreicht.According to a particularly advantageous embodiment of the invention, the braking surface of the brake shoes is provided with means for increasing their surface roughness, for example a sawtooth profile. This results in an improved braking effect. An improved braking effect is also achieved by combining different surface profiles on one and the same braking surface.

Nach einer zusätzlichen vorteilhaften Ausgestaltung der Erfindung entspricht die Größe der horizontalen Beweglichkeit der Bremsschiene mindestens dem Maß der Abweichung der Bewegung des Hubwerks von der Vertikalen. Bei einer solchen Bewegungsfreiheit der Bremsschiene wird eine Querkraftbelastung und damit Biegebeanspruchung der Bremsschiene vermieden. Sie macht quasi jede Querbewegung des Scherenhubwerks mit, ohne dass sie an ihren rechten oder linken Anschlag anstößt. Hierzu muss die Querlagerung der Bremsschiene so eingestellt werden, dass bei mittiger Stellung des Scherenhubwerks der Abstand der Bremsschiene von ihrem rechten und linken Anschlag gleich groß ist.According to an additional advantageous embodiment of the invention, the size of the horizontal mobility of the brake rail corresponds at least to the measure of the deviation of the movement of the lifting mechanism from the vertical. With such freedom of movement of the brake rail, a lateral force load and thus bending stress of the brake rail is avoided. It practically follows every transverse movement of the scissor hoist without hitting its right or left stop. For this purpose, the transverse mounting of the brake rail must be set so that the distance of the brake rail from its right and left stop is the same when the scissor lift is in the center.

Weitere Vorteile und vorteilhafte Ausgestaltungen der Erfindung sind der nachfolgenden Beschreibung, der Zeichnung und den Ansprüchen entnehmbar.Further advantages and advantageous embodiments of the invention can be found in the following description, the drawing and the claims.

Zeichnungdrawing

Der Gegenstand der Erfindung ist in den Zeichnungen am Beispiel eines in ein Transportsystem eingebundenen Scherenhubgehänges dargestellt und wird im Folgenden näher erläutert. Es zeigen:

Fig. 1
eine räumliche Darstellung eines Scherenhubgehänges einer erfindungsgemäßen Hubeinrichtung,
Fig. 2
eine Schnittdarstellung der schwimmenden Lagerung der Bremsschiene der Fangvorrichtung aus Fig. 1 (Einzelheit A),
Fig. 3
eine Schnittdarstellung einer Fangbremse der Fangvorrichtung aus Fig. 1 (Einzelheit B),
Fig. 4
eine räumliche Darstellung einer Fangbacke,
Fig. 5
eine Schnittdarstellung durch eine Fangbacke und
Fig. 6
eine Fangbacke mit einer besonders gestalteten Bremsfläche.
The object of the invention is illustrated in the drawings using the example of a scissor lift sling integrated in a transport system and is explained in more detail below. Show it:
Fig. 1
3 shows a spatial representation of a scissor lifting suspension of a lifting device according to the invention,
Fig. 2
a sectional view of the floating mounting of the brake rail of the safety device Fig. 1 (Detail A),
Fig. 3
a sectional view of a safety brake of the safety device Fig. 1 (Detail B),
Fig. 4
a spatial representation of a jaw,
Fig. 5
a sectional view through a jaw and
Fig. 6
a jaw with a specially designed braking surface.

Beschreibung des AusführungsbeispielsDescription of the embodiment

Fig. 1 zeigt ein in ein Transportsystem eingebundenes Scherenhubgehänge 1. Von dem Transportsystem ist lediglich ein Teilstück einer Transportschiene 2 gezeigt, die als Doppel-I-Schiene ausgebildet ist, auf der das Scherenhubgehänge 1 mittels zweier Transportrollensysteme 3 verfahrbar angeordnet ist. Das Scherenhubgehänge 1 besteht aus zwei sich kreuzenden Scherenschenkeln, von denen der eine als einfacher Scherenschenkel 4 und der andere als Doppelscherenschenkel 5 mit zwei parallel zueinander beabstandeten Streben ausgebildet ist, zwischen denen der einfache Scherenschenkel 4 hindurchgeführt ist. In ihrer Mitte sind der einfache Scherenschenkel 4 und der Doppelscherenschenkel 5 gelenkig miteinander verbunden. Mit ihrem oberen Ende sind die beiden Scherenschenkel 4, 5 mit einem oberen Rahmen 6 und mit ihrem unteren Ende mit einem unteren Rahmen 7 gelenkig verbundenen, wobei sich beide Rahmen 6, 7 mit ihren langen Seiten parallel zur Transportschiene 2 erstrecken. Mindestens eines der Enden der Scherenschenkel 4, 5 ist zusätzlich zu seiner gelenkigen Verbindung auch horizontal verschiebbar in dem jeweiligen Rahmen 6, 7 verbunden, so dass jeder Scherenschenkel 4, 5 mit mindestens einem seiner Enden auch entlang der Längsausdehnung der Rahmen 6, 7 gleiten kann. Die Scherenschenkel 4, 5 sind an ihren gelenkig mit dem oberen Rahmen 6 verbundenen Enden jeweils an einem der Transportrollensysteme 3 befestigt. Fig. 1 shows a scissor lift sling 1 integrated into a transport system. Only a portion of a transport rail 2 is shown of the transport system, which is designed as a double I-rail, on which the scissor lift sling 1 is arranged to be movable by means of two transport roller systems 3. The scissor lift suspension 1 consists of two intersecting scissor legs, one of which is designed as a simple scissor arm 4 and the other as a double scissor arm 5 with two struts parallel to one another, between which the simple scissor arm 4 is passed. In the middle, the simple scissor arm 4 and the double scissor arm 5 are connected to one another in an articulated manner. With their upper end, the two scissor legs 4, 5 are articulated with an upper frame 6 and with their lower end with a lower frame 7, wherein both frames 6, 7 extend with their long sides parallel to the transport rail 2. At least one of the ends of the scissor legs 4, 5 is in addition to its articulated connection also connected horizontally displaceably in the respective frame 6, 7, so that each scissor leg 4, 5 can also slide along at least one of its ends along the longitudinal extent of the frame 6, 7 . The scissor legs 4, 5 are each fastened at their articulated ends to the upper frame 6 to one of the transport roller systems 3.

Oberhalb des oberen Rahmens 6 ist im Bereich seiner gelenkigen Verbindung mit dem Doppelscherenschenkel 5 eine Seiltrommel 8 an dem Transportrollensystem 3 angeordnet, die ein Hubseil 9 aufnimmt. Wie aus Fig. 1 erkennbar, besteht der obere Rahmen 6 aus zwei Längsholmen 10, die an ihrem einen Ende mittels eines verschiebbar auf ihnen gleitenden Jochs 11 miteinander verbunden sind. Mit ihrem anderen Ende sind die beiden Längsholme 10 gelenkig mit dem oberen Ende des Doppelscherenschenkels 5 miteinander verbunden, das, hier nicht sichtbar, an dem Transportrollensystem 3 angehängt ist. Das gleitende Joch 11 ist mit dem oberen Ende des einfachen Scherenschenkels 4 sowie einer Aufhängung 12 gelenkig verbunden, die als zweite Befestigung des oberen Rahmens 6 an der Transportschiene 2 mit dem Transportrollensystem 3 verbunden ist, so dass das Scherenhubgehänge 1 mittig unter der Transportschiene 2 positioniert ist.Above the upper frame 6, in the region of its articulated connection with the double shear leg 5, a cable drum 8 is arranged on the transport roller system 3, which receives a lifting cable 9. How from Fig. 1 As can be seen, the upper frame 6 consists of two longitudinal spars 10 which are connected to one another at one end by means of a yoke 11 which slides on them. With their other end, the two longitudinal spars 10 are connected to one another in an articulated manner with the upper end of the double shank leg 5, which, not visible here, is attached to the transport roller system 3. The sliding yoke 11 is articulated to the upper end of the simple scissor arm 4 and a suspension 12, which is connected to the transport roller system 3 as a second fastening of the upper frame 6 on the transport rail 2, so that the scissor lifting suspension 1 is positioned centrally under the transport rail 2 is.

Das von der Seiltrommel 8 abrollende Ende des Hubseils 9 ist im Weiteren mit dem unteren Ende des Doppelscherenschenkels 5 verbunden, so dass es in Abhängigkeit der Drehrichtung der Seiltrommel 8 den mit ihm verbundenen unteren Rahmen 7, der an seiner Unterseite eine Lasttraverse 13 trägt, heben und senken kann. Hierzu ist im vorliegenden Beispiel das untere Ende des Doppelscherenschenkels 5 zusätzlich auch noch längsverschiebbar zwischen den Längsseiten des unteren Rahmens 7 angeordnet. Jeweils auf der Oberseite der Längsseiten des unteren Rahmens 7 ist eine Bremsschiene 14 in Schwenklagern 15 senkrecht zu ihrer Länge, also in Richtung der Achsen der gelenkigen Lagerungen der Scherenschenkel 4, 5, schwimmend gelagert. Oberhalb seiner gelenkigen und längsverschiebbaren Verbindung mit dem unteren Rahmen 7 weist der Doppelscherenschenkel 5 zwei Fangbremsen 16 auf, die jeweils mit einer der Bremsschienen 14 in Wirkverbindung stehen.The end of the lifting cable 9 rolling off the cable drum 8 is further connected to the lower end of the double shear leg 5, so that depending on the direction of rotation of the cable drum 8, it raises the lower frame 7 connected to it, which carries a load beam 13 on its underside and can lower. For this purpose, in the present example, the lower end of the double shear leg 5 is additionally also arranged to be longitudinally displaceable between the longitudinal sides of the lower frame 7. Each on the top of the long sides of the lower frame 7, a brake rail 14 is mounted in pivot bearings 15 perpendicular to their length, that is, in the direction of the axes of the articulated bearings of the scissor legs 4, 5. Above its articulated and longitudinally displaceable connection to the lower frame 7, the double shear leg 5 has two safety brakes 16, each of which is operatively connected to one of the brake rails 14.

Fig. 2 zeigt als Detailansicht A aus Fig. 1 einen Horizontalschnitt durch eines der Schwenklager 15, in denen die Bremsschienen 14 mit ihren Enden senkrecht zu ihrer Länge schwimmend gelagert sind. Das Schwenklager 15 besteht aus einem Lagerbock 17, der auf der Oberseite des unteren Rahmens 7 der Fangvorrichtung fest montiert ist und parallel zu den Schwenkachsen der Scherenschenkel 4, 5 einen Bolzen 18 aufnimmt. Auf dem Bolzen 18 ist ein Pendellager 19 verschiebbar angeordnet, das jeweils ein Ende einer Bremsschiene 14 fest aufnimmt. Das Pendellager 19 hat zwischen den Innenseiten des Lagerbocks 17 axiale Bewegungsfreiheit und auch eine gewisse Winkelbeweglichkeit, falls es zum Verkanten der Bremsschiene 14 kommen sollte. Da das Ende der Bremsschiene 14 in dem Pendellager 19 fest eingespannt ist, hat auch die Bremsschiene 14 selbst diese Bewegungsfreiheit. Wie aus Fig. 2 erkennbar, befindet zwischen den Innenseiten des Lagerbocks 17 und der Bremsschiene 14 jeweils ein Spalt 20, innerhalb dem sich die Bremsschiene 14 bewegen kann. Der Lagerbock 17 ist beidseitig mit einem Lagerdeckel 21 verschlossen und der Bolzen 18 mit einer Scheibe 22 und einem Splint 23 in dem Lagerbock 17 gesichert. Fig. 2 shows A as a detailed view Fig. 1 a horizontal section through one of the pivot bearings 15, in which the brake rails 14 are floating with their ends perpendicular to their length. The pivot bearing 15 consists of a bearing block 17, which is fixedly mounted on the top of the lower frame 7 of the safety gear and receives a bolt 18 parallel to the pivot axes of the scissor legs 4, 5. On the pin 18, a self-aligning bearing 19 is slidably arranged, which receives one end of a brake rail 14 in each case. The self-aligning bearing 19 has axial freedom of movement between the inner sides of the bearing block 17 and also a certain degree of angular mobility if the brake rail 14 should tilt. Since the end of the brake rail 14 is firmly clamped in the self-aligning bearing 19, the brake rail 14 itself also has this freedom of movement. How from Fig. 2 recognizable, there is a gap 20 between the inside of the bearing block 17 and the brake rail 14, within which the brake rail 14 can move. The bearing block 17 is closed on both sides with a bearing cover 21 and the bolt 18 is secured in the bearing block 17 with a washer 22 and a split pin 23.

Fig. 3 zeigt als Detailansicht B aus Fig. 1 einen Horizontalschnitt durch eine der beiden Fangbremsen 16. Sie ist als eine Schwimmsattelbremse ausgebildet und besteht aus beiderseits der Bremsschiene 14 angreifenden Fangbacken 24, die zwischen feststehenden Seitenplatten 25 verschiebbar angeordnet sind, wobei die dem Betrachter der Fig. 1 zugewandte (in Fig. 3 die untere) Fangbacke 24 über eine Druckvorrichtung mit dem Anker eines hier nicht näher dargestellten Elektromagneten in Wirkverbindung steht. Die Seitenplatten 25 sind über eine Verbindungsplatte 26 miteinander verbunden, in der mittig eine Buchse 27 eingelassen ist, die ein auf die Fangbacke 24 wirkendes Druckstück 28 gleitend aufnimmt. Das Druckstück 28 steht über eine Kulisse 29 und eine Rolle 30 mit einem Keil 31 in Wirkverbindung, der mit einem zwischen den Seitenplatten 25 schwenkbar angeordneten und vom Anker des Elektromagneten bewegten Betätigungshebel 32 fest verbunden ist. Das Druckstück 28, die Kulisse 29 und die Rolle 30 können als Einheit vormontiert sein. Die Übersetzung des Betätigungshebels 32 zur Erzeugung der Klemmkraft wurde so hoch gewählt, dass ein Zurückdrücken der Fangbacken 24 durch die Bremsschiene 14 nicht möglich ist. Die Seitenplatten 25, an denen die gegenüberliegende Fangbacke 24 in Richtung der Bremsschiene 14 beweglich angeordnet ist, sind über eine Grundplatte 33 miteinander verbunden, in die eine auf die Rückseite der Fangbacke 24 wirkende Einstellschraube 34 eingeschraubt und mit einer Mutter 35 gesichert ist. Fig. 3 shows B as a detailed view Fig. 1 a horizontal section through one of the two catch brakes 16. It is designed as a floating caliper brake and consists of catch jaws 24 acting on both sides of the brake rail 14, which are arranged displaceably between fixed side plates 25, the viewer being the Fig. 1 facing (in Fig. 3 the lower) jaw 24 is operatively connected to the armature of an electromagnet (not shown here) via a pressure device. The side plates 25 are connected to one another via a connecting plate 26, in the center of which a bushing 27 is inserted, which slidably receives a pressure piece 28 acting on the catch jaw 24. The pressure piece 28 is operatively connected via a link 29 and a roller 30 to a wedge 31 which is fixedly connected to an actuating lever 32 which is arranged pivotably between the side plates 25 and is moved by the armature of the electromagnet. The pressure piece 28, the backdrop 29 and the roller 30 can be pre-assembled as a unit. The translation of the actuating lever 32 for generating the clamping force was chosen so high that it is not possible to push the catch jaws 24 back through the brake rail 14. The side plates 25, on which the opposing catch jaw 24 is arranged to be movable in the direction of the brake rail 14, are over a base plate 33 connected to each other, into which an adjusting screw 34 acting on the back of the catch jaw 24 is screwed and secured with a nut 35.

Wie auch aus den Fig. 4 bis 6 zu erkennen, ist jeweils an der kurzen Stirnseite jeder Fangbacke 24 eine Federhalterung 36 angeordnet, an der eine für die Fangbacke 24 als Rückholfeder dienende Zugfeder 37 befestigt ist. Mit ihrem anderen Ende ist die Zugfeder 37 mittels eines Widerlagerbolzens 38 an den Seitenplatten 25 befestigt (Fig.3).As from the 4 to 6 to recognize, a spring holder 36 is arranged on the short end face of each catch jaw 24, to which a tension spring 37 serving as a return spring for the catch jaw 24 is fastened. At its other end, the tension spring 37 is fastened to the side plates 25 by means of an abutment bolt 38 ( Fig. 3 ).

Wie aus Fig. 3 erkennbar, weist jede Fangbacke 24 einen Belagträger 39 auf, an dem ein Bremsbelag 40 befestigt ist. Belagträger 39 und Bremsbelag 40 können, wie die Fig. 3 bis 6 zeigen, auch einstückig ausgebildet sein. In dem Fall ist die der Bremsschiene 14 zugewandte Fläche mit einer die Reibung zwischen Bremsschiene 14 und Fangbacke 24 erhöhenden Struktur versehen. Solche Strukturen sind aus den Darstellungen einer einzelnen Fangbacke 24 in den Fig. 3 bis 6 zu erkennen. Während die in Fig. 4 dargestellte Fangbacke 24 eine durchgehende Sägezahnstruktur 41 aufweist, ist die Bremsfläche der in Fig. 6 dargestellten Fangbacke 24 mit zwei im Winkel zueinander zulaufenden Sägezahnstrukturen 41 versehen.How from Fig. 3 recognizable, each catch jaw 24 has a lining carrier 39, to which a brake lining 40 is attached. Pad carrier 39 and brake pad 40 can, like that 3 to 6 show, also be integrally formed. In this case, the surface facing the brake rail 14 is provided with a structure which increases the friction between the brake rail 14 and the jaw 24. Structures of this type are shown in the illustrations of a single catch jaw 24 in FIGS 3 to 6 to recognize. While the in Fig. 4 shown 24 has a continuous sawtooth structure 41, the braking surface of the in Fig. 6 The catch jaw 24 shown is provided with two sawtooth structures 41 tapering at an angle to one another.

Ein wesentliches Merkmal der Erfindung besteht ferner darin, dass mindestens eine der Fangbacken 24 mit mindestens einer Gleitleiste 42 versehen ist, das im Ruhezustand der Fangvorrichtung leicht über die Oberfläche des Bremsbelages 40 oder die Sägezahnstruktur 41 übersteht und dadurch als Schutz- und Führungsleiste für die Bremsschiene 14 und als Schutz für die Bremsbeläge 40 wirkt. Im vorliegenden Beispiel ist an beiden Längskanten der mit dem Anker des hier nicht näher dargestellten Elektromagneten verbundenen Fangbacke 24 (in Fig. 3 der unten Fangbacke 24) jeweils eine über ihre gesamte Länge reichende Gleitleiste 42 angeordnet. Aus Fig. 5 sind die Details der Befestigung der Gleitleisten 42 an einer Fangbacke 24 dargestellt. Sie sind mittels eines Zylinderstifts 43 auf der Fangbacke 24 geführt und einer Zylinderschraube 44 gegen den Druck einer Druckfeder 45 an der Fangbacke 24 befestigt. Die Druckfeder 45 ist in einer Sackbohrung, die als Gewindebohrung für die Zylinderschraube 44 in der Fangbacke 24 weitergeführt ist, untergebracht. Ihre Länge ist so bemessen, dass sie im entspannten Zustand aus der Sackbohrung herausragt. Mit dem Anziehen der Zylinderschraube 44 wird sie über die Gleitleiste 42 zusammengedrückt, so dass sie Letzteres von der Fangbacke 24 wegdrückt. Die Größe des Überstandes der Gleitleiste 42 über die Bremsfläche der Fangbacke 24 ist über die Zylinderschraube 44 einstellbar.An essential feature of the invention is furthermore that at least one of the catch jaws 24 is provided with at least one slide bar 42, which in the idle state of the catch device projects slightly beyond the surface of the brake lining 40 or the sawtooth structure 41 and thereby as a protective and guide bar for the brake rail 14 and acts as protection for the brake pads 40. In the present example, on both longitudinal edges of the catch jaw 24 (in Fig. 3 the lower jaw 24) each have a slide bar 42 extending over their entire length. Out Fig. 5 the details of the attachment of the slide strips 42 to a catch jaw 24 are shown. They are guided on the catch jaw 24 by means of a cylinder pin 43 and fastened to the catch jaw 24 against the pressure of a compression spring 45 by a cylinder screw 44. The compression spring 45 is accommodated in a blind bore which is continued as a threaded bore for the cylinder screw 44 in the catch jaw 24. Its length is such that it protrudes from the blind hole when relaxed. When the cylinder screw 44 is tightened, it becomes over the slide bar 42 compressed so that it presses the latter away from the jaw 24. The size of the protrusion of the slide bar 42 over the braking surface of the jaw 24 is adjustable via the cap screw 44.

Die Funktion der Gleitleisten 42 als Schutz- und Führungsleisten besteht darin, die Bremsfläche der Fangbacken 24 im Ruhezustand der Fangvorrichtung vor einer Berührung mit der Bremsschiene 14 und somit auch die Bremsschiene 14 selbst zu schützen. Sie treten quasi mit der schwimmend gelagerten Bremsschiene 14 in Wechselwirkung, d. h. bei Kontakt mit der Bremsschiene 14 aufgrund einer geringfügigen konstruktionsbedingten Querbewegung des Scherenhubgehänges 1 drücken die Gleitleisten 42 die Bremsschiene 14 in Richtung dieser Querbewegung, so dass sie die Bremsfläche der Fangbacken 24 nicht berührt. Dabei bleibt jedoch immer ein schmaler Bremsspalt 46 zwischen der Bremsfläche und der Bremsschiene 14 erhalten, der der Größe des Überstandes der Gleitleiste 42 über die Bremsfläche der Fangbacke 24 entspricht. Damit versteht es sich von selbst, dass die Federkraft der Druckfeder 45 mindestens so groß sein muss, dass sie die Querbewegung der Bremsschiene 14, also das Gleiten des Pendellagers 19 auf dem Bolzen 18 innerhalb des Schwenklagers 15 bewirken kann. Beim Auslösen der Fangvorrichtung brauchen die Fangbacken 24 lediglich den schmalen Bremsspalt 46, also den Überstand der Gleitleisten 42 über die Bremsflächen, gegen den Druck der Druckfeder 45 zu überwinden, um sofort gegen die Bremsschiene 14 zu drücken, wodurch auch eine ungewollte Senkbewegung des Scherenhubgehänges in kürzester Zeit gestoppt wird. Die Druckfeder 45 setzt dabei der vergleichsweise erheblich größeren Anzugskraft des Elektromagneten keinen nennenswerten Widerstand entgegen. Bezugszahlenliste 1 Scherenhubgehänge 31 Keil 2 Transportschiene 32 Betätigungshebel 3 Transportrollensystem 33 Grundplatte 4 Einfacher Scherenschenkel 34 Einstellschraube 5 Doppelscherenschenkel 35 Mutter 6 Oberer Rahmen 36 Federhalterung 7 Unterer Rahmen 37 Zugfeder 8 Seiltrommel 38 Widerlagerbolzen 9 Hubseil 39 Belagträger 10 Längsholm 40 Bremsbelag 11 Gleitendes Joch 41 Sägezahnstruktur 12 Aufhängung 42 Gleitleiste 13 Lasttraverse 43 Zylinderstift 14 Bremsschiene 44 Zylinderschraube 15 Schwenklager 45 Druckfeder 16 Fangbremse 46 Bremsspalt 17 Lagerbock 18 Bolzen 19 Pendellager 20 Spalt 21 Lagerdeckel 22 Scheibe 23 Splint 24 Fangbacke 25 Seitenplatten 26 Verbindungplatte 27 Buchse 28 Druckstück 29 Kulisse 30 Rolle The function of the slide strips 42 as protective and guide strips is to protect the braking surface of the catching jaws 24 from contact with the braking rail 14 in the idle state of the catching device and thus also to protect the braking rail 14 itself. They virtually interact with the floating brake rail 14, ie when they come into contact with the brake rail 14 due to a slight design-related transverse movement of the scissor lifting suspension 1, the slide strips 42 press the brake rail 14 in the direction of this transverse movement so that they do not touch the braking surface of the catching shoes 24. However, a narrow brake gap 46 always remains between the braking surface and the brake rail 14, which corresponds to the size of the protrusion of the slide bar 42 over the braking surface of the catching shoe 24. It therefore goes without saying that the spring force of the compression spring 45 must be at least so great that it can bring about the transverse movement of the brake rail 14, that is to say the floating of the self-aligning bearing 19 on the pin 18 within the pivot bearing 15. When the safety gear is triggered, the safety jaws 24 only need to overcome the narrow brake gap 46, i.e. the protrusion of the slide strips 42 over the braking surfaces, against the pressure of the compression spring 45 in order to immediately press against the brake rail 14, which also results in an undesired lowering movement of the scissor lifting suspension in is stopped in the shortest possible time. The compression spring 45 does not offer any appreciable resistance to the comparatively considerably greater attraction force of the electromagnet. <b> List of reference numbers </b> 1 Scissor lift hangers 31 wedge 2nd Transport rail 32 Operating lever 3rd Transport roller system 33 Base plate 4th Simple scissor leg 34 Adjusting screw 5 Double leg 35 mother 6 Upper frame 36 Spring holder 7 Lower frame 37 Tension spring 8th Rope drum 38 Abutment bolts 9 Hoist rope 39 Brake pads 10th Longitudinal spar 40 Brake pad 11 Sliding yoke 41 Sawtooth structure 12th suspension 42 Slide bar 13 Load beam 43 Dowel pin 14 Brake rail 44 cylinder head screw 15 Swivel bearing 45 Compression spring 16 Safety brake 46 Brake gap 17th Bearing block 18th bolt 19th Self-aligning bearing 20th gap 21 Bearing cap 22 disc 23 Sapwood 24th Jaw 25th Side plates 26 Connecting plate 27 Rifle 28 Pressure piece 29 Backdrop 30th role

Claims (11)

  1. Lifting device with a catching device, consisting of a lifting mechanism for manipulating at least one working means, whereby the lifting mechanism is driveable by means of drive means and the catching device consists of at least one brake rail (14), the effective length of which corresponds to the total lifting height of the lifting mechanism, and at least one catch brake (16) that has at least two catching jaws (24), which are movable against the brake rail (14) by at least one actuator and arranged on both sides of the brake rail (14), and whereby the catching device stands in operative connection with a device for monitoring the function of the lifting mechanism, which in the case of failure of statically relevant components and/or a drive component and/or an otherwise caused unacceptable lowering movement of the lifting mechanism triggers the at least one actuator, characterised in that
    - the lifting device is a scissor lift (1) with at least two scissor legs (4, 5), which form a scissor cross, are rotatably connected to each other at the point of intersection and the free ends of which are each pivotally mounted in a horizontal frame (6, 7), whereby always at least one of the free ends in the frame (6, 7) can also undergo guided horizontal displacement,
    - the at least one brake rail (14) is fixedly disposed at at least one of the frames (6, 7) along the horizontal travel of the guided displaceable end of the scissor leg or the scissor legs (4, 5)
    - in the direction of the horizontal travel as well as in its height with respect to the horizontal guide of this scissor leg or these scissor legs (4, 5) and
    - is movably disposed horizontally perpendicular to the travel of the end of this scissor leg or these scissor legs (4, 5), i.e. in the direction of the pivot axis of this scissor leg or these scissor legs (4, 5),
    - the at least one catch brake (16) is fixedly disposed at the guided horizontally displaceable end of that scissor leg or those scissor legs (4, 5), which is or are guided in the at least one frame (6, 7) connected to the brake rail or brake rails (14) and
    - at least one catching jaw (24) of each catch brake (16) always has at least one sliding strip (42), which is spring mounted so as to be movable in the direction of the braking movement of the catching jaws (24) and the surface of which under the pressure of the spring load projects slightly beyond the brake surface (40) of the catching jaws (24).
  2. Lifting device with a catching device, consisting of a lifting mechanism for manipulating at least one working means, whereby the lifting mechanism is driveable by means of drive means and the catching device consists of at least one brake rail (14), the effective length of which corresponds to the total lifting height of the lifting mechanism, and at least one catch brake (16) that has at least two catching jaws (24), which are movable against the brake rail (14) by at least one actuator and arranged on both sides of the brake rail (14), and whereby the catching device stands in operative connection with a device for monitoring the function of the lifting mechanism, which in the case of failure of statically relevant components and/or a drive component and/or an otherwise caused unacceptable lowering movement of the lifting mechanism triggers the at least one actuator,
    characterised in that
    - the lifting device is a scissor lift (1) with at least two scissor legs (4, 5), which form a scissor cross, are rotatably connected to each other at the point of intersection and the free ends of which are each pivotally mounted in a horizontal frame (6, 7), whereby always at least one of the free ends in the frame (6, 7) can also undergo guided horizontal displacement,
    - the at least one brake rail (14) is fixedly disposed at the guided horizontally displaceable end of at least one scissor leg (4, 5) of the scissor lifting mechanism (1)
    - in the direction of the horizontal travel as well as in its height with respect to the mounting of this scissor leg or these scissor legs (4, 5) and
    - is movably disposed horizontally perpendicular to the travel of the end of this scissor leg or these scissor legs (4, 5), i.e. in the direction of the pivot axis of this scissor leg or these scissor legs (4, 5),
    - the at least one catch brake (16) is fixedly disposed at the at least one frame (6, 7), in which the end of the scissor leg or both scissor legs (4, 5) provided with the brake rail (14) is guided, and
    - at least one catching jaw (24) of each catch brake (16) always has at least one sliding strip (42), which is spring mounted so as to be movable in the direction of the braking movement of the catching jaws (24) and the surface of which under the pressure of the spring load projects slightly beyond the brake surface (40) of the catching jaws (24).
  3. Lifting device in accordance with Claim 1 or 2,
    characterised in that,
    an electromagnet is used as actuator, the armature of which is connected to at least one of the catching jaws (24).
  4. Lifting device in accordance with Claim 1 or 2,
    characterised in that,
    a mechanical energy store is used as actuator, the free end of which is connected to at least one of the catching jaws (24).
  5. Lifting device in accordance with Claim 1, 2 or 3,
    characterised in that,
    the catch brake (16) is designed as a floating-caliper brake.
  6. Lifting device in accordance with one of the Claims 1 to 5,
    characterised in that,
    a sliding strip (42) is always disposed at both of the two longitudinal edges of the catching jaws (24).
  7. Lifting device in accordance with one of the Claims 1 to 6,
    characterised in that,
    the brake rail (14) consists of a softer material than the brake surface (40) of the catching jaws (24).
  8. Lifting device in accordance with one of the Claims 1 to 7,
    characterised in that,
    the brake surface (40) of the catching jaws (24) is provided with means of increasing its surface roughness.
  9. Lifting device in accordance with Claim 8,
    characterised in that,
    the means for increasing its surface roughness is by a saw-tooth profile.
  10. Lifting device in accordance with Claim 8 or 9,
    characterised in that,
    the brake surface (40) of a catching jaw (24) has various surface profiles.
  11. Lifting device in accordance with one of the Claims 1 to 10,
    characterised in that,
    the extent of the horizontal movability of the brake rail (14) corresponds to at least the dimension of the deviation from the vertical of the movement of the scissor lift mechanism (1).
EP17742939.6A 2016-06-09 2017-06-08 Lifting mechanism with safety brake Active EP3468908B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016007070.6A DE102016007070A1 (en) 2016-06-09 2016-06-09 Safety catch for lifting device
PCT/DE2017/100480 WO2017211355A1 (en) 2016-06-09 2017-06-08 Catch device for a lifting mechanism

Publications (2)

Publication Number Publication Date
EP3468908A1 EP3468908A1 (en) 2019-04-17
EP3468908B1 true EP3468908B1 (en) 2020-04-22

Family

ID=59387854

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17742939.6A Active EP3468908B1 (en) 2016-06-09 2017-06-08 Lifting mechanism with safety brake

Country Status (3)

Country Link
EP (1) EP3468908B1 (en)
DE (1) DE102016007070A1 (en)
WO (1) WO2017211355A1 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108358016B (en) * 2018-04-09 2024-03-08 中建八局第二建设有限公司 Safe elevator is used in construction

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3021963A (en) * 1958-10-30 1962-02-20 Manning Maxwell & Moore Inc Crane
JPS5113128A (en) 1974-07-24 1976-02-02 Shimizu Construction Co Ltd SHOKO JATSUKI SOCHI
DD127823A1 (en) 1976-09-17 1977-10-12 Roland Jahn CATCH DEVICE FOR SHELF-OPERATING DEVICES OR THE LIKE
DE2845266C2 (en) * 1978-10-18 1983-03-03 Ringspann Albrecht Maurer Kg, 6380 Bad Homburg Safety parking brake for hydraulic lifts, lifting platforms and the like.
DE8811112U1 (en) * 1988-03-08 1988-12-08 Hans Lingl Anlagenbau Und Verfahrenstechnik Gmbh & Co Kg, 7910 Neu-Ulm, De
FI85129C (en) 1989-12-14 1992-03-10 Kone Oy catching device
DE9416172U1 (en) * 1994-10-07 1994-12-15 Neuero Technology Gmbh Mounting device for vehicles
DE20018407U1 (en) * 2000-10-20 2001-03-22 Schierholz Louis Gmbh Device for guided lifting and lowering of loads
DE202007005861U1 (en) 2007-04-21 2008-05-29 Bellheimer Metallwerk Gmbh safety device
DE102007023184A1 (en) * 2007-05-18 2008-11-20 Maha Maschinenbau Haldenwang Gmbh & Co. Kg Scissor lift
DE102013015458B4 (en) 2013-09-13 2019-04-18 Ssi Schäfer Automation Gmbh Safety device for a storage and retrieval unit, storage and retrieval unit and method for monitoring a storage and retrieval unit

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
WO2017211355A1 (en) 2017-12-14
EP3468908A1 (en) 2019-04-17
WO2017211355A4 (en) 2018-02-01
DE102016007070A1 (en) 2017-12-14

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