EP3468908B1 - Dispositif de levage avec dispositif d'arrêt - Google Patents

Dispositif de levage avec dispositif d'arrêt 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
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP17742939.6A
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German (de)
English (en)
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EP3468908A1 (fr
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/fr
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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.

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  • Life Sciences & Earth Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Geology (AREA)
  • Mechanical Engineering (AREA)
  • Structural Engineering (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)

Claims (11)

  1. Dispositif de levage avec un dispositif d'arrêt, composé d'un mécanisme de levage pour la manipulation au moins d'un équipement de travail, le mécanisme de levage étant actionnable par des moyens d'entraînement et le dispositif d'arrêt étant composé au moins d'un rail de freinage (14), dont la longueur effective correspond au moins à la hauteur de levage totale du mécanisme de levage, et au moins d'un frein d'arrêt (16) qui présente au moins deux mâchoires d'arrêt (24) déplaçables contre le rail de freinage (14) au moyen au moins d'un actionneur, lesquelles sont disposées des deux côtés du rail de freinage (14), et le dispositif d'arrêt étant en liaison active avec un dispositif pour le contrôle de la fonction du mécanisme de levage qui, en cas de défaillance de pièces importantes sur le plan statique et/ou d'un composant d'entraînement et/ou en cas d'un mouvement d'abaissement du mécanisme de levage non autorisé, provoqué autrement, déclenche au moins un actionneur,
    caractérisé en ce que
    - le mécanisme de levage est un mécanisme de levage à ciseaux (1) avec au moins deux branches de ciseaux (4, 5) qui forment une croix en ciseaux, sont reliées en rotation au niveau du point de croisement et dont chacune des extrémités libres est montée dans un cadre horizontal (6, 7) de façon à pouvoir pivoter, respectivement au moins l'une des extrémités libres dans le cadre (6, 7) étant également guidée à l'horizontale de manière coulissante,
    - au moins un rail de freinage (14) est disposé de façon fixe sur au moins l'un des cadres (6, 7) le long de la course de déplacement horizontale de l'extrémité guidée de manière coulissante de la ou des branches de ciseaux (4, 5)
    - en direction de la course de déplacement horizontale ainsi que dans leur hauteur par rapport au guidage horizontal de cette ou ces branches de ciseaux (4, 5) et
    - est disposé de façon mobile à l'horizontale perpendiculairement à la course de déplacement de l'extrémité de cette ou ces branches de ciseaux (4, 5), à savoir en direction de l'axe de pivotement de cette ou ces branches de ciseaux (4, 5),
    - au moins un frein d'arrêt (16) est disposé de façon fixe sur l'extrémité guidée horizontalement de façon coulissante de cette ou ces branches de ciseaux (4, 5) qui est ou sont guidées dans au moins un cadre (6, 7) relié au rail de guidage ou aux rails de guidage (14) et
    - au moins une mâchoire d'arrêt (24) de chaque frein d'arrêt (16) présente respectivement au moins une glissière (42) qui est montée de façon mobile et élastique en direction du mouvement de freinage des mâchoires d'arrêt (24) et dont la surface est légèrement en saillie au-dessus de la surface de freinage (40) des mâchoires d'arrêt (24) sous la pression de la charge du ressort.
  2. Dispositif de levage avec un dispositif d'arrêt, composé d'un mécanisme de levage pour la manipulation au moins d'un équipement de travail, le mécanisme de levage étant actionnable par des moyens d'entraînement et le dispositif d'arrêt étant composé au moins d'un rail de freinage (14), dont la longueur effective correspond au moins à la hauteur de levage totale du mécanisme de levage, et au moins d'un frein d'arrêt (16) qui présente au moins deux mâchoires d'arrêt (24) déplaçables contre le rail de freinage (14) au moyen au moins d'un actionneur, lesquelles sont disposées des deux côtés du rail de freinage (14), et le dispositif d'arrêt étant en liaison active avec un dispositif pour le contrôle de la fonction du mécanisme de levage qui, en cas de défaillance de pièces importantes sur le plan statique et/ou d'un composant d'entraînement et/ou en cas d'un mouvement d'abaissement du mécanisme de levage non autorisé, provoqué autrement, déclenche au moins un actionneur,
    caractérisé en ce que
    - le mécanisme de levage est un mécanisme de levage à ciseaux (1) avec au moins deux branches de ciseaux (4, 5) qui forment une croix en ciseaux, sont reliées en rotation au niveau du point de croisement et dont chacune des extrémités libres est montée dans un cadre horizontal (6, 7) de façon à pouvoir pivoter, respectivement au moins l'une des extrémités libres dans le cadre (6, 7) étant également guidée à l'horizontale de manière coulissante,
    - au moins un rail de freinage (14) est disposé de façon fixe sur l'extrémité guidée horizontalement de manière coulissante au moins d'une branche de ciseaux (4, 5) du mécanisme de levage à ciseaux (1)
    - en direction de la course de déplacement horizontale ainsi que dans leur hauteur par rapport à la suspension de cette ou ces branches de ciseaux (4, 5) et
    - est disposé de façon mobile à l'horizontale perpendiculairement à la course de déplacement de l'extrémité de cette ou ces branches de ciseaux (4, 5), à savoir en direction de l'axe de pivotement de cette ou ces branches de ciseaux (4, 5),
    - au moins un frein d'arrêt (16) est disposé de façon fixe sur au moins un cadre (6, 7) dans lequel est guidée l'extrémité dotée du rail de freinage (14) de la ou des branches de ciseaux (4, 5) et
    - au moins une mâchoire d'arrêt (24) de chaque frein d'arrêt (16) présente respectivement au moins une glissière (42) qui est montée de façon mobile et élastique en direction du mouvement de freinage des mâchoires d'arrêt (24) et dont la surface est légèrement en saillie au-dessus de la surface de freinage (40) des mâchoires d'arrêt (24) sous la pression de la charge du ressort.
  3. Dispositif de levage conformément à la revendication n°1 ou n°2,
    caractérisé en ce que
    un électroaimant, dont l'armature est reliée à au moins l'une des mâchoires d'arrêt (24), est utilisé comme actionneur.
  4. Dispositif de levage conformément à la revendication n°1 ou n°2,
    caractérisé en ce que
    un accumulateur d'énergie mécanique qui est relié avec son extrémité libre à au moins l'une des mâchoires d'arrêt (24), est utilisé comme actionneur.
  5. Dispositif de levage conformément à la revendication n°1, n°2 ou n°3,
    caractérisé en ce que
    le frein d'arrêt (16) est conçu comme un frein à étrier flottant.
  6. Dispositif de levage conformément à l'une des revendications n°1 à n°5,
    caractérisé en ce que
    une glissière (42) est respectivement disposée sur les deux bords longitudinaux des mâchoires d'arrêt (24).
  7. Dispositif de levage conformément à l'une des revendications n°1 à n°6,
    caractérisé en ce que
    le rail de freinage (14) est composé d'un matériau plus mou que la surface de freinage (40) des mâchoires d'arrêt (24).
  8. Dispositif de levage conformément à l'une des revendications n°1 à n°7,
    caractérisé en ce que
    la surface de freinage (40) des mâchoires d'arrêt (24) est dotée de moyens permettant l'augmentation de leur rugosité de surface.
  9. Dispositif de levage conformément à la revendication n°8,
    caractérisé en ce que
    les moyens permettant l'augmentation de leur rugosité de surface sont formés par un profil en dents de scie.
  10. Dispositif de levage conformément à la revendication n°8 ou n°9,
    caractérisé en ce que
    la surface de freinage (40) d'une mâchoire d'arrêt (24) présente des profils de surface différents.
  11. Dispositif de levage conformément à l'une des revendications n°1 à n°10,
    caractérisé en ce que
    l'étendue de la mobilité horizontale du rail de freinage (14) correspond au moins à la cote de l'écart du mouvement du mécanisme de levage à ciseaux (1) par rapport à la verticale.
EP17742939.6A 2016-06-09 2017-06-08 Dispositif de levage avec dispositif d'arrêt Active EP3468908B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016007070.6A DE102016007070A1 (de) 2016-06-09 2016-06-09 Fangvorrichtung für Hubeinrichtung
PCT/DE2017/100480 WO2017211355A1 (fr) 2016-06-09 2017-06-08 Parachute pour un dispositif de levage

Publications (2)

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

Family

ID=59387854

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17742939.6A Active EP3468908B1 (fr) 2016-06-09 2017-06-08 Dispositif de levage avec dispositif d'arrêt

Country Status (3)

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

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108358016B (zh) * 2018-04-09 2024-03-08 中建八局第二建设有限公司 一种施工用安全升降梯
CN111874253A (zh) * 2020-08-12 2020-11-03 河北环航科技股份有限公司 一种挂弹车用安全防护装置

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Publication number Priority date Publication date Assignee Title
US3021963A (en) * 1958-10-30 1962-02-20 Manning Maxwell & Moore Inc Crane
JPS5113128A (ja) 1974-07-24 1976-02-02 Shimizu Construction Co Ltd Shokojatsukisochi
DD127823A1 (de) 1976-09-17 1977-10-12 Roland Jahn Fangvorrichtung fuer regalbedienungsgeraete oder dergleichen
DE2845266C2 (de) * 1978-10-18 1983-03-03 Ringspann Albrecht Maurer Kg, 6380 Bad Homburg Sicherheitsfeststellbremse für hydraulische Aufzüge, Hebebühnen u.dgl.
DE8811112U1 (de) * 1988-03-08 1988-12-08 Hans Lingl Anlagenbau Und Verfahrenstechnik Gmbh & Co Kg, 7910 Neu-Ulm Regalbedienungsgerät für ein Hochregallager
FI85129C (fi) 1989-12-14 1992-03-10 Kone Oy Faongapparat.
DE9416172U1 (de) * 1994-10-07 1994-12-15 Neuero Technology Gmbh, 49324 Melle Montagevorrichtung für Fahrzeuge
DE20018407U1 (de) * 2000-10-20 2001-03-22 Louis Schierholz GmbH, 28277 Bremen Vorrichtung zum geführten Heben und Senken von Lasten
DE202007005861U1 (de) 2007-04-21 2008-05-29 Bellheimer Metallwerk Gmbh Sicherheitseinrichtung
DE102007023184A1 (de) * 2007-05-18 2008-11-20 Maha Maschinenbau Haldenwang Gmbh & Co. Kg Scherenhebebühne
DE102013015458B4 (de) 2013-09-13 2019-04-18 Ssi Schäfer Automation Gmbh Sicherheitsvorrichtung für ein Regalbediengerät, Regalbediengerät sowie Verfahren zur Überwachung eines Regalbediengeräts

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Title
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Also Published As

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

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