EP3617119A1 - Safety brake for mounting operation - Google Patents

Abstract

Brake safety device (1) with a base body (2) for gripping over two opposing friction surfaces of an elevator rail (4), a movable braking member (11), at least one force element (23) which presses the braking member (11) in the direction of the guide rail (4) and an electrically and / or hydraulically and / or pneumatically activatable first holding member (18) which, in the activated state, holds the braking member (11) in its ready position against the action of the force element (23), the braking member (11) when the first holding member is deactivated (18) can be brought into abutment by the force element (23) on the elevator rail (4) and thereby exerts its braking or braking action (1), the braking device (1) being fitted by a switch (39, 41) has an actuatable second holding element (40) which holds the braking element (11) in its ready position independently of the first holding element (18) as long as the scarf ter is actuated from the car, and the brake member (11) releases when the switch is not actuated.

Description

The invention relates to a safety brake device according to the preamble of claim 1. Such a safety brake device is characterized in that it is useful during the construction phase, even while the elevator system is being built. Even at this stage, it can effectively secure a building elevator that will be used temporarily as an assembly elevator.

TECHNICAL BACKGROUND

In the construction of tall, multi-storey buildings and in the fundamental renovation of such buildings, there is a need for elevators that can be used effectively during the assembly of the elevator system to bring the elevator material required for further assembly to the higher floors.

For this purpose it is advisable to use the elevator systems to be installed in the building as early as possible, some time before the building and the elevator system are completed, as assembly lifts. For this purpose, the first guide rails and an assembly platform are installed. This assembly platform is moved up using a cable winch or chain hoist, while the guide rails and other elevator components are installed piece by piece. In the upper end of the elevator shaft, a deflection roller or a fixation for the supporting rope or the supporting rope strand or the chain is attached. Most of the time, the later car frame is already used, on which a work platform is initially used instead of the more or less elegantly equipped cabin that will be used later is put on, which is suitable for the material and worker transport. The elevator car used later is preferably already set up and the car roof is used as a working platform. Of course, the temporary car installed in this way must be secured against falling or over-acceleration downwards.

With classic elevator systems, this protection is very easy. The brake safety devices are purely mechanically operated brakes, which are activated by a rotating wire rope, which is slowed down in the event of overspeed by a speed limiter. The fact that the speed limiter wire rope remains behind the continuous car or the car falls down along the guide rails literally means that the speed limiter wire rope "pulls" the brake or the brake wedge of the brake safety device. The brake safety device then literally wedges and thus catches the car. Difficulties arise where modern electronically and / or hydraulically or pneumatically actuated brake safety devices are to be used. H. where, from the outset, those modern brake safety devices are to be used, even in assembly operations, which are to be installed on the elevator system for later regular operation anyway.

The problem here is that such modern brake safety devices can only be used in the phase in which the elevator is still being assembled if the necessary electrical supply can be ensured from the beginning and the electronic ones required to trigger such brake safety devices Control has been installed completely, regardless of the assembly step. Especially the early complete Installing the electronic control creates problems. As is well known, the electronic controls and their sensors are relatively sensitive, above all to dirt, dust and shocks, as can hardly be avoided, for example, in the elevator installation phase.

THE TASK UNDER THE INVENTION

Against this background, the invention is based on the object of creating a modern, electrically, hydraulically or pneumatically actuated or reinforced brake safety device which also enables safe elevator operation by falling-back-and-forth movement of the elevator car if the energy supply required for its final operation and / or control infrastructure is not yet available.

THE INVENTION SOLUTION THE SOLUTION AS SUCH

The solution according to the invention consists in a brake safety device in accordance with the main claim, as described immediately below.

The brake safety device has a base body for overlapping two opposing surfaces, usually main surfaces, of a brake rail. The brake safety device has at least one movable braking element and at least one force element which presses the braking element in the direction of the guide rail.

In addition, the brake safety device has at least one electrically and / or hydraulically and / or pneumatically activatable first holding member, which in the activated state holds the at least one braking member against the action of the force element in its ready position. When the first holding element is deactivated, the braking element can be brought into abutment by the force element on the elevator rail. As a result, it develops its braking or braking effect as soon as the car moves further.

In all of this, the brake safety device is characterized by at least one second holding element which can be actuated by at least one switch which can be mounted in or on the car. The second holding member holds the braking member in its ready position independently of the first holding member as long as the switch is actuated from the car. It releases the brake wedge when the switch is not operated.

DEFINITIONS FOR THE SOLUTION

A "brake safety device" is preferably understood to mean a brake for an elevator car which can be moved up and down in the vertical direction on rails, and which is designed to be self-locking, in such a way that the car will automatically act on the guide rails in the event of a crash or excessive speed when traveling downward after being triggered wedged or, in the broader sense, comes to a frictional stop on these.

The so-called "brake rail" could be a rail that was specially laid through the shaft and only used for braking. As a rule, the guide rails required anyway for guiding the car and / or a counterweight are also used as brake rails, usually in pairs. The "main surfaces" of such a brake rail are the two surfaces which lie opposite one another and which are the largest surfaces of all the surfaces formed on such a brake rail have.

The term “braking member” is preferably used to refer to an organ that wedges or jams on the brake rail assigned to it after activation of the brake safety device. It can be designed as a brake wedge. However, it does not necessarily have to have a wedge-shaped shape; B. can also be a brake roller that interacts accordingly with an otherwise formed wedge surface and the brake rail.

The term "holding member" denotes a device which - activated - ensures that the braking member remains in its standby position and which - deactivated - releases the braking member in such a way that it now comes into contact with the brake rail in a frictional manner and consequently automatically the desired braking effect unfolded and, due to the further movement of the car, preferably jammed automatically with the brake rail assigned to it.

The term "force element" denotes an element that can apply a bias, in the sense of a force that the braking member can automatically press against the brake rail when the holding member is deactivated. As a rule, a force element will consist of one or more - usually metal or rubber-elastic - springs. A resilient gas cushion is also conceivable.

The “base body” here is preferably or in any case the body that enables the opposing, usually passive friction lining, which is not provided with a wedge effect, to be pressed against the brake rail by the wedging of the braking member. The base body itself can exert the spring action required for this, or it is essentially rigid and leaves that to the at least one Spring element which holds said at least one friction lining displaceable perpendicular to the brake rail. The base body is preferably also used to fasten the safety brake device to the elevator car frame.

The term "switch" is generally to be understood broadly and is not necessarily restricted to a switch in the electrotechnical sense, even if such a switch may be a preferred means for a number of applications. The switch can, for example, also be a mechanical lever or a lever transmission (both preferred) or a chain of other force transmission elements with which the necessary force for the second holding member can be applied as long as permanent actuation takes place. A characteristic of the switch is that it can also interrupt the flow of force.

PREFERRED DEVELOPMENT POSSIBILITIES

In order to further improve the brake safety device according to the invention, there are a number of optional further training options, which are outlined by the subclaims.

Ideally, the switch is a dead man's switch, which in its installed state can be operated by a person who is traveling in or on the car. In this way, a very simple and very safe brake safety device is realized. As soon as the dead man's switch is not actuated, the brake safety device is ready to brake or ready to catch, ie its brake roller lies against the guide rail and wedges as soon as the car moves further. To move the car up or down move, the passenger must press and hold the function enable switch.

It is a very cheap alternative if the switch is designed as a slack rope switch. Such a slack rope switch is characterized in that it is actuated by the weight of the elevator car when the elevator is operating properly and responds when it is relieved in the event of a suspension rope failure. Such a slack rope switch has the advantage that, as it were, it is guarding the background in an inconspicuous manner and eliminating the risk of incorrect operation, which of course is inherent in a dead man's switch.

A slack rope switch is preferably understood to mean a structure that is held in a first position by the force with which the suspension rope or suspension rope strand acts on the car and changes to a second position as soon as this force is essentially eliminated due to rope breakage or rope derailment .

Ideally, the safety brake device has both a dead man's switch and a slack rope switch which, when the brake safety device is ready for operation, lies between the second holding member and the dead man's switch. In the event of a suspension cable failure, the slack rope switch disconnects the dead man switch, so that the second holding member releases the braking member even if the dead man switch is still operated.

The second holding member is preferably a purely mechanical holding member, which is coupled to the switch via a linkage, a Bowden cable or a hydraulic system and, less preferably, pneumatics, so that the second holding member is activated by the forces acting on the switch (dead man switch or slack rope switch ) are applied.

The second holding member or the Bowden cable, the linkage or the hydraulic actuator then bridges the first holding member, which was still inoperative before the elevator was completed. This means that the second holding member can, for example, move the still electroless electromagnet that forms the first holding member back and forth between its two extreme positions. In this case, the second holding member is only temporarily connected to the two components of the first holding member or the brake safety device that are movable relative to one another. It is removed and removed to complete the system. In all of the above, the first holding member is typically a holding member that is not mechanically triggered or even released in the final operation after the finished assembly in order to make the brake safety device respond, but that is electrically controlled and, for example, triggers or releases when it is switched off becomes.

Alternatively and preferably without giving up the bridging described above, the second holding member can in certain cases be an electromagnet or a hydraulic or pneumatic actuator. If it is an electromagnet and the first holding member is also an electromagnet, then the two electromagnets preferably differ in that the first electromagnet is dimensioned weaker than the second electromagnet, as a rule as follows:
In regular operation, in which only the first electromagnet is present, the electromagnet can only deactivate the brake safety device after the brake safety device has been triggered without actually braking or even catching, if the car is moved in this way, that the air gap is reduced, which the first electromagnet has to overcome when tightening the brake wedge or its link.

In contrast, the second electromagnet, which is temporarily provided for the assembly operation, is designed in such a way that it can deactivate the safety brake device even over a large air gap, without the car being moved in such a way that the air gap that the second electromagnet has has to overcome. This means that (only) the following play is possible (only) in assembly operation: the dead man's switch is not pressed, the brake roller falls off and lies against the brake rail. The dead man's switch is pressed later without the car being moved in the meantime. The second holding element now completely pulls the brake roller back into its standby position without the car having to be moved beforehand. If the dead man's switch is released and actuated again later, the game described is repeated.

Ideally, the safety brake device is designed such that the second holding member and the dead man's switch and / or the slack rope switch only serve the assembly operation of the elevator. After it has ended, at least the second holding element and preferably also the slack rope switch can be completely removed from the brake safety device without removing the brake safety device from the car (without impairing the function of the first holding element or the safety brake device). The safety gear is designed in such a way that it can then go into regular operation using only the first holding element.

It is particularly favorable if the second holding member consists of a Bowden cable, the core of which is suspended at one end on the braking member or on the fitting which holds the braking member movably on the base body, and the casing of which is held by the base body and in particular by a fitting temporarily fastened to the base body becomes. The basic body must be there not be one piece. It can be in several parts, ie consist of several elements firmly attached to each other, so that the envelope z. B. can also be held on the mounting bracket that fixes the electromagnet for the first holding member on the base body.

It is particularly expedient if the brake safety device is bidirectionally effective, so that it can brake or stop both impermissible states of motion in the downward and in the upward direction. The brake safety device then preferably has an additional fitting that can be attached and removed in the sense of a lock. In its installed state, this prevents the brake wedge from jamming between the base body and the guide rail when both holding members are deactivated and travel in an upward direction. In this way, the ability of the brake safety device, which is inherently present and absolutely necessary in the final operation, to also stop inadmissible states during upward travel is temporarily overridden. This is because the upward protection is not necessary in a lift that grows gradually with the counterweight not yet being mounted, so that it is particularly advantageous not to have to constantly operate the dead man's switch when traveling upwards. As long as the counterweight has not yet been installed, the weight of which typically corresponds to approximately half the nominal load of the elevator plus the dead weight of the car, the case must be excluded that the counterweight at the moment when it is heavier than the barely loaded car, due to a technical error and due to its excess weight, the car accelerated upwards in an uncontrolled manner.

Ideally, the additional fitting should be designed in such a way that it prevents the brake wedge or the brake roller from coming into contact with the guide elements of the safety gear or the brake rail when driving upwards. This reduces wear, even when the elevator is used extensively in the Assembly phase. In particular, the additional fitting is such that, in the case of a brake roller, it holds it in such a way that its axis does not roll on one of the soffits of the elongated hole in the swivel fitting - at least when the car moves in the direction in which the brake catch is deactivated or impossible. as long as the additional fitting is installed. This protects the soffits against wear. Because normally the axes are roughened where they come into contact with the soffits in regular operation. It makes sense. In this way, when the brake catch is triggered regularly between the rail and the knurling of the brake roller touching it and between two reveals of the swivel fitting and the axles of the brake roller that also roll there, also knurled or roughened, the necessary friction forces are generated to hold the brake roller securely in that position to roll, in which the brake roller is clamped between the actual base body 1 and the guide rail.

Completely independent protection for a brake safety device according to claim 11 is also sought.

A "direct operative connection" is understood here to mean that the dead man's switch and / or the slack rope switch switches the first holding member and its holding action on and / or off without a logic or evaluation device being interposed that takes into account an autonomous decision or a decision made elsewhere whether the interruption of the dead man and / or slack rope switch really triggers the safety gear or not.

Ultimately, slack rope switch or dead man switch and slack rope switch means "no brake catch". The same applies analogously where only one dead man switch is provided. Conversely, an "open" of said switches means binding "Brake safety catch activated".

Further design options, functions and advantages result from the following description of exemplary embodiments with reference to figures.

FIGURE LIST

The Figure 1 shows an exploded view of a brake safety device, as is preferably used to implement the invention.

The Figure 2 shows the safety gear according to Figure 1 , also in a partial exploded view, designed as the first embodiment and equipped with means that form a second holding member.

The Figure 3 shows the safety gear according to Figure 1 and 2 in fully assembled condition and in cooperation with the dead man's switch on the car.

The Figure 4 shows a second embodiment of the brake safety device based on the Figure 1 , which differs from the first embodiment by the intermediate slack rope switch.

The Figure 5 shows a variant with an electric dead man's switch and an electrical actuator actuated by it, which applies the required force.

The Figure 6 shows the variant according to Figure 5 , but also equipped with a slack rope switch.

The Figure 7 shows a variant in which the second holding member. comprises an electromagnet.

The Figure 8 shows the variant without a second holding member.

The Figure 9 shows a third embodiment with a braking device acting only in one direction.

EXAMPLES BASIC CONSTRUCTION OF THE BRAKE CONTROL DEVICE

The Figure 1 shows an example of the structural design and the basic function of a brake safety device 1, the type that is particularly preferably but not exclusively used for the construction of the brake safety devices according to the invention.

The brake safety device consists of a base body 2. This has in its central area a receptacle 3 for a brake rail 4, which is regularly one of the guide rails. The brake rail 4 is in Figure 1 indicated. In the area of the base body 2 it is shown partially broken away so that its details can be seen.

It can be clearly seen that the base body 2 engages over the main surfaces 5 of the brake rail 4 facing away from one another.

It is designed such that it holds at least one friction lining 6 in its ready position above the relevant main surface 5 when the brake safety device is inactive. The friction lining 6 is preferably guided on pins indicated by the reference number 7. The pins 7, which are very difficult to see here, carry a spring element, preferably in the form of a plate spring assembly 8, as shown here.

It is also equipped such that it holds at least one brake roller 11 in its ready position over the opposite main surface 5 when the brake safety device is inactive, which will be described in more detail later.

When the brake responds by driving the brake roller 11 into the area of the wedge surface, the friction lining 6 can be displaced by a certain amount against the forces of the plate spring assembly 8 in the direction perpendicular to the main surface of the brake rail 4, which enables the brake roller to be driven in as far as it will go more details. The normal force and thus the braking force increase the more the spring assembly is compressed. The prestressing of the respective spring element or plate spring assembly 8 can be regulated via the adjusting elements 9 designed here as nuts.

The base body 2 is also designed in such a way that - as far as its effect is concerned, preferably both in the upward direction and in the downward direction - it forms a wedge surface 10. The wedge surface 10 is arranged in such a way that the brake roller 11 can wedge between it and the main surface 5 of the brake rail lying opposite it, if it is driven into this area by the frictional forces occurring or by the force of the moving car. As a result, the brake safety device responds with considerable force and, if necessary, brings the car to a standstill, ie goes into the so-called catch.

For this purpose, the brake roller 11 is held on a swivel fitting. The swivel fitting 12 is articulated on the base body 2 so as to be pivotable about the axis S.

A guide arm 14 is held on the swivel cover 12, preferably in a tab 13 formed by it. The guide arm 14 has a bearing eye 15. The brake roller 11 is rotatably held thereon by means of a corresponding pin 16.

The guide arm 14 is by means of a spring element, here in Shape of a coil spring 17, biased towards the tab 13. The guide arm 14 can therefore pivot within the bracket 13 and also move translationally through the bracket 13. Overall, this special type of mounting enables the brake roller 11 to be driven into said area between the wedge surface 10 and the main surface 5 of the brake rail 4, as will be described in more detail shortly. The brake roller must not and must not come loose from the guide arm 14.

This is important because the guide arm 14, which is biased by the spring 17, should ensure that the brake roller 11 automatically returns to its standby position when the car brake 1 is released when the car is started again after braking or catching, as will be described in more detail below becomes.

In addition, a first holding member 18 can be seen, which is formed here by an electromagnet unit 19. The electromagnet unit 19 consists of the electromagnet 20, the plunger 21 and the pole piece 22. On the outside of the pole piece 22 there is a force element 23, which here has the shape of a helical spring.

HOW THE BRAKE CONTROL DEVICE WORKS

How to compare well Figure 1 with the other figures, the brake safety device works in such a way that the electromagnet unit 19 keeps the contact portion 24 of the pivot fitting 12 attracted to the electromagnet 20 when there is sufficient current supply - against the action of the force element 23. In this way, the guide arm 14 and the retracting spring 17 in a defined position on the swivel fitting 12 held brake roller 11 at a distance from the opposite main surface 5 of the Brake rail held. The safety gear is inactive.

If the holding current is switched off or no holding current is available, then the contact section 24 of the swivel fitting 12 is no longer tightened. The force element 23 then pivots the swivel fitting (here clockwise) in the direction of the brake rail 4 until the knurled or running surface 25 of the brake roller 11 bears against the main surface 5 of the brake rail 4.

The resulting frictional forces result in the brake roller 11 initially rolling on its knurl or running surface 15 and being driven into the area between the wedge surface 10 and the surface of the main surface 5 opposite it. As a result, the brake roller 11 and at the same time the friction lining 6 are pressed strongly against the brake rail 4. The guide arm 14 is pivoted under compression of the spring 17 and pulled a little way through the tab 13 holding it in the direction of the area "traversed" by the brake roller 11 between the wedge surface 10 and the main surface 5 of the brake rail.

In the final stage, shortly before the final catch occurs, the knurl or running surface 15 of the brake roller 11 preferably loses its direct contact with the wedge surface 10. The brake roller 11 now only rolls with its shoulders 26 on the wedge surface 10. This reduces wear.

The swivel fitting 12 is preferably connected to the brake roller such that the brake roller moves the swivel fitting back as it penetrates into the area between the wedge surface 10 and the surface of the main surface 5 opposite it, so that its distance from the electromagnet 20 is reduced or even eliminated becomes. That way the electromagnet can be made weaker because it does not have to overcome any or only a reduced air gap in order to hold the swivel fitting back in its ready position.

As soon as the safety brake device is to be released again, the electromagnet 20 is energized again in such a way that it attracts the swivel fitting 12 and the car is moved in the opposite direction in this time connection as before. The brake roller 11 thereby rolls back between the main surface 5 and the wedge surface 10 back to their wide entrance area. The guide arm 14 is pivoted back under the influence of the tension of the spring 17 and pulled back through the tab 13, on its side facing away from the brake rail 4.

Finally, the brake roller 11 is released from the area between the wedge surface 10 and the main surface 5. Since the swivel fitting 12 is again attracted to the electromagnet, the guide arm 14 now snaps back with the brake roller 10 into the ready position on the swivel lever 12.

SPECIAL PROBLEMS IN ASSEMBLY

If you consider this mode of operation, it is not difficult to see that this brake safety device is not actually suitable for securing a car in the assembly phase of the elevator if the elevator control system is not yet installed or is not yet operational and / or the electrical supply to the car is not yet guaranteed.

Because as long as the first holding device cannot be supplied with energy in the early assembly stage, the brake roller 11 cannot in its Keep ready. The car cannot then be moved back and forth since the safety gear would catch immediately when the car begins to move.

In other and in particular later stages of assembly, the first holding device may already be supplied with energy. However, the electronic infrastructure and / or the speed limiter are still missing, which are necessary to recognize an emergency and then to control the first holding device in such a way that it releases the brake roller 11. In this case, the safety gear is still useless for securing the car.

THE ADDITIONAL EQUIPMENT OF THE BRAKE CONTROL DEVICE

If the brake safety device is to be used at the elevator assembly stage, then it is temporarily equipped with a second holding member 39 when the first holding member is inactive or deactivated. The second holding member 39 is of a provisional nature since it is only grown and used during the construction phase. The brake safety device is preferably designed so that the second holding member can be removed again without leaving any residue.

The second holding member 39 can preferably be activated by a dead man switch 38 on the car. The dead man switch 38 is designed such that whenever it is pressed permanently by a passenger in the car, it holds the brake wedge or the brake roller 11 in its ready position independently of the first holding member 18. As soon as the dead man switch 38 is no longer actuated, it releases the brake roller 11 or the pivot fitting 12 holding it.

The details in this regard describe the Figure 2 and the Figure 3 ,

According to the invention, the swivel fitting 12 is provided with an additional fitting 27.

In order to be able to fasten this additional fitting 27 to the pivot fitting 12, the pivot fitting 12 is provided with a plurality of bores or recesses 28, which preferably have an internal thread. In this way, the additional fitting 27 can simply be placed on the pivot fitting 12 from the outside and then connected to it, preferably with the aid of the screws 29. Preferably, the pivot fitting 12 and the additional fitting 27, with their respective largest surfaces, essentially lie against one another over their entire surfaces . As a result, the swivel fitting 12 and the additional fitting 27 form a very firm unit after assembly.

Where the additional fitting 27 would hinder the function of the pivot fitting 12, namely, for example, in the area of the second guide screw sliding in an elongated hole LL, the additional fitting 27 is provided with a recess A.

How to do well using the Figure 2 can recognize, the additional fitting 27 has a retaining eye 30 for the thickened end 31 of the core 32 of a Bowden cable. This thickened end 31 can be hooked into the holding eye 30.

In addition, a holder 33 is provided which holds the casing 34 of the Bowden cable. The holder 33 is preferably in the form of a plate. The holder 33 is also provided with a recess A where it would otherwise impede the function of the part carrying it.

In the present, particularly preferred case, the holder 33 is placed on the bracket 35, which is the first holding device or its Carries electromagnets. The holder 33 preferably lies over the entire surface (in the sense defined above) on the bracket 35.

For this purpose, this bracket 35 is provided with a plurality of bores or recesses 36. These are preferably equipped with an internal thread. In this way, the holder 33 can be connected to the bracket 35 as in FIG Figure 2 is shown.

The other, not in Fig. 2 , but in Fig. 3 shown end of the Bowden cable is attached to a dead man's switch 38. The latter is provisionally attached to the car in an access area in which it can be safely held down by a person traveling on the car.

As can easily be seen, a force in the direction of arrow P is generated by actuating the dead man's switch, which force is passed on from the dead man's switch to the second holding member via the Bowden cable. The thickened end 31 of the soul of the Bowden cable, which here is part of the second holding member 39, therefore pulls the swivel fitting 12 and with it the brake roller 11 into the ready position.

In this standby position, the brake roller 11 has no contact with the brake rail, not even when the electromagnet 20 is switched off and does not itself have a holding effect, i. H. when the first holding member is inoperative. Therefore, the safety brake does not catch when the car is moved as long as the dead man's switch is held down.

If there is an uncontrolled movement or excessive speed when the car descends, the deadman switch is released. How to easily see the Figure 2 can imagine that the Swivel fitting 12 is released and swivels clockwise, under the influence of the force element 23 designed here as a spring.

As a result, the brake roller 11 comes into contact with the surface of the brake rail. This will pull the brake roller upwards - into the in Figure 1 easily recognizable area with the wedge surface 10, which is formed between the base body 2 and the brake rail 4. As a result, the brake roller 11 is driven as described above. This will catch the car.

THE TEMPORARY BLOCKING OF THE UPWARNING BRAKE

In assembly operations, it is often not necessary to protect the car against overspeed or an uncontrolled driving state in the upward direction of travel, for the reasons already described. In addition, on many construction sites it is the case that the guide rails and the other components of the elevator to be installed in the shaft are installed from bottom to top. Because of this, the car can and should be able to be moved upwards from the shaft base as the construction progresses.

Because of this, it is at least impractical and also an unnecessary source of error if the dead man's switch has to be kept pressed even when the vehicle is moving upwards.

In order to remedy the problem, the additional fitting 27 has a holding projection 38, for example as is well shown in FIG Figure 2 can be seen.

This holding projection 38 interacts with the guide arm 14 of the brake roller 11, ie it supports it. This interaction takes place in such a way that the projection 38 also prevents the brake roller 11 from moving down into the area between the Wedge surface 10 of the base body 2 and the fuel rail 4 is driven into it when the car is moved upwards and the dead man switch 38 is not kept actuated.

The non-actuation of the dead man's switch 38 then, in this constellation, merely leads to the brake roller 11 coming to rest on the surface of the brake rail 4, but then rolling freely there, not being drawn into the wedge gap and having no appreciable braking effect. The additional fitting is preferably designed in such a way that the brake roller 11 does not come into contact with the wedge surface 10 of the base body 2 during the upward travel and the pin 16 does not come into contact with the guideway of the pivot fitting 12, especially in the area of the knurled design. Ideally, the additional fitting is even such that the brake roller 11 does not come into contact with the brake rail 4 at all or at least does not come into contact with wear during upward travel.

THE OPTIONAL SLEEPING ROPE SWITCH

Practice shows that in extreme situations, for example in the event of a suspension cable failure or the suspension cable jumping off the traction sheave, it can happen that the dead man switch 38 is held in panic out of alarm and the brake safety device is therefore not activated in good time.

To deal with this problem, it is particularly preferred to provide a slack rope switch 41 between the dead man switch 38 and the second holding member, such as that Figure 4 schematically shows. The slack rope switch 41 can be formed, for example, by a frame or a housing as the base body 44. The base body 44 is fixed on the one hand on the car and on the other hand it is held on the end of the suspension cable or suspension cable strand 42 by a spring element.

The slack rope spring element 43 is kept compressed under the influence of the dead weight of the car hanging on the suspension rope or suspension rope strand 42. The slack rope switch 41 remains closed or inactive. As long as the slack rope switch 41 remains closed or inactive, the actuation force or actuation effect of the dead man switch 38 is transmitted unhindered to the second holding member 40.

In the event of a broken suspension cable or a broken suspension cable, the slack rope spring element 43 suddenly relaxes. It interrupts the operative connection between the dead man's switch 38 and the second holding member 40. This interruption takes place, for example, by opening a form-fitting coupling that is effectively within the Bowden cable, as in FIG Figure 4 outlined. Then the holding effect of the soul 32 of the Bowden cable is ended. The brake safety device 1 responds.

The simplest and therefore ideal design of the dead man's switch 38 is that of a lever, via which the person holding it exerts muscular strength which is sufficient to keep the second holding member activated, cf. Fig. 4 ,

However, somewhat more elaborate but more comfortable variants are conceivable, such as the one Fig. 5 shows.

Here, for example, a power supply source traveling on the car is provided, which actuates an electric actuator which applies the necessary force to the Bowden cable.

In this case, the dead man's switch 38 can be designed as a purely electrical switch, for example a button, which only switches on and for as long as it is pressed is held.

This variant has the advantage that the slack rope switch is much easier to integrate because it can be designed as an electrical switch and does not have to be shown as a mechanical switch.

FURTHER MODIFICATION

The Fig. 7 shows a variant in which the second holding member is designed as an additional electromagnet 46. This electromagnet is stronger than the electromagnet, which may form the first holding member. When this electromagnet is no longer energized, the pivot fitting 12 pivots in the direction of the guide rail and brings the brake roller into contact with it. As soon as this electromagnet is energized again, it is able to tighten the swivel fitting 12 again even over the large air gap and to swivel it back into its ready position.

It is noteworthy that this second electromagnet is temporarily attached to the first electromagnet or to its retaining bracket for the time the elevator system is being installed. For this purpose, a temporary, additional holding bracket can be provided, which is screwed directly onto the base body or, ideally, said holding bracket and then carries the second electromagnet. After completion of the assembly, this additional bracket and the second electromagnet are removed. Typically, it is not necessary to remove the brake safety device from the car. The connections are made accordingly.

THE ADDITIONAL FITTING

Below is the example of Figure 9 but described with meaningfulness for all exemplary embodiments of the additional fitting 27 and the pin 16 which is preferably matched to it.

Finally, on the Fig. 9 to refer. This shows a safety gear that is only effective in one direction, for example in the downward direction as a fall protection and against excessive speed downwards.

The pivot fitting is designed here completely differently than in the exemplary embodiments discussed so far, and the electromagnet 20 and the spring element 17 are installed next to one another.

Here too, however, the equipment according to the invention can easily be attached, approximately as that Fig. 2 shows. It is sufficient, for example, to make the two plates between which the spring element 17 is held a little longer, or to provide them with screw-on extensions, in order to then remove the second holding element 40 from FIG Fig. 2 to be able to attach here. The second holding member is in the Figure 9 not shown.

The additional fitting 27 and the pin 16, which forms the axis of the brake roller, can also be clearly seen here, as by Fig. 1 shown.

When driving upwards and the electromagnet 20 is de-energized, the pivot fitting 12 and the pivot axis S pivot in the counterclockwise direction until the brake roller 11 comes to rest on the brake or guide rail 4. If the car moves upwards due to a lack of braking and catching effect, it rolls the brake roller 11 on the brake rail 4. His pin 16 rotates, which forms the axis of rotation of the brake roller 11. Usually it comes in Fig. 9 Invisible shaft of the pin 16 on the reveal of the elongated hole LL to the plant to roll there. Since the shaft is roughened there, the necessary grip is found on the reveal surface, which would, however, cause wear in the constellation in question here.

In order to prevent such wear, the additional fitting 27 is mounted until the final completion and the subsequent start of regular operation. Like the additional fittings 27 in the other exemplary embodiments, it forms a rolling surface for the pin 16, which prevents it (as it will do later) from rolling on the reveal of the elongated hole LL. The rolling surface, as everywhere, is preferably concave or cylindrical section-shaped and ideally extends through an angle of more than 90 °. In addition, as everywhere else, it is preferred that the pin 16 ideally has a head with an enlarged diameter and usually has a predominantly cylindrical head surface with which it rolls on the rolling surface on the additional fitting. The maximum radius of the head is ideally at least 40% larger than the radius with which it otherwise rolls on the reveal.

OTHERS

The use according to the invention of the special brake safety device described at the outset is particularly advantageous and is therefore clearly preferred. The reason for this is that this brake safety device can be moved in the opposite direction without manual resetting simply by moving the car can be released again when the car z. B. was stopped by accidentally releasing the dead man's switch while driving and the safety gear then started to catch at full speed.

However, it is easy to imagine that, in principle, use for other types of safety gear is also possible and also claimed, in the sense of a further, but not currently preferred, embodiment which is not shown in the figures at the moment.

One thinks here of such safety gear devices that work with at least one traditional wedge or even two wedges of this type attached on both sides of the brake or guide rail. This wedge or each of these wedges is used e.g. B. driven by a bias spring in the direction parallel or opposite parallel to the direction of travel in a gap and begins to brake or even catch as soon as the electromagnet holding it released is not energized. Such a wedge can also e.g. can be held in its released position by a temporarily attached Bowden cable - pulled by a dead man's switch.

In addition to the claims already made, independent protection will also be claimed in due course for:
The use of a power transmission element actuated by a dead man's switch on the car, in particular in the form of a Bowden cable or a mechanical linkage, in order to hold at least one brake safety device in its ready position by actuating the dead man's switch and to use the elevator as an assembly elevator as a result of one of the claims provided for in this application can - preferably without another safety gear to be provided as that which will be used for regular operation after the elevator system has been completely completed.

The use of a slack rope switch for an elevator as a panic protection in order to have the dead man switch respond even if the dead man switch is still depressed and therefore a brake safety catch is still in the standby position in the event that the suspension cable is torn off or derailed, in that the dead man switch is made inoperative by the slack rope switch.

A brake safety device with an electrically and / or hydraulically and / or pneumatically activatable first holding member which, in the activated state, holds the braking member in its ready position against the action of the force element, the braking member being brought into contact with the elevator rail by a force element when the first holding member is deactivated can and thereby unfolds its braking or braking action, characterized in that the braking device has a holding device - which can be actuated preferably in a dead man's switch, which can be mounted in or on the car - and which uses a different holding principle compared to the first holding member, the braking member being independent of the first Holds the holding member in its standby position as long as a switch - or the dead man's switch is actuated from the car - and which the brake member releases when the switch is flipped or the dead man's switch is not operated.

Finally, there is also a completely different variant to be mentioned, like the one Figure 8 disclosed.

The basic construction of this brake safety device corresponds completely the safety gear, which also forms the preferred basis of the previously described first forms of the invention.

This is also a brake safety device with a base body for gripping over two opposing friction surfaces of an elevator rail, a movable braking member, at least one force element which presses the braking member in the direction of the guide rail and an electrically and / or hydraulically and / or pneumatically activatable first holding member, which, in the activated state, holds the braking member against the action of the force element in its ready position, the braking member being able to be brought into abutment by the force element on the elevator rail when the first holding member is deactivated and thereby unfolding its braking or braking action. This variant is distinguished by the fact that the brake catch device comprises an electrical, pneumatic and or hydraulic energy store which moves along the car when the brake catch device is ready for operation. This energy store is in direct operative connection with the first holding member via a dead man's switch and / or a slack rope switch. The operative connection is such that the dead man's switch and / or the slack rope switch directly control the energy flow between the energy store and the first braking element. This preferably means that there is a direct power supply line (electric cable or pipe and / or hose) between the energy storage unit traveling on the car, which is physically interrupted only by an openable and closable dead man switch and / or by an openable and closable slack rope switch, but not by any other Switch or breaker, cf. Fig. 8 , The routing of the power supply line takes place between the brake safety device or its first and only holding member and the energy store usually completely within or on the car, as by Fig. 8 shown, using the example of the design of the first and only holding member as an electromagnet. No hanging cable is required which leads to a fixed area outside the car in order to receive signals from there which influence the direct connection between the energy store and the first and only holding member. the energy storage. It may be useful to equip the electromagnet, which forms the first holding element here, with the possibility of at least a temporary (e.g. time-controlled) over-current supply in order to enable the swivel fitting to be tightened again without moving the car.

In connection with the overpowering, it can be useful to temporarily use an overpowering electromagnet as the first and only holding element in the assembly phase, which can endure the said overpowering particularly well. A weaker electromagnet can then be used again for the final operation after the end of the assembly phase.

Protection on its own or in conjunction with claims that have already been set up is also claimed for a brake safety device with a base body for engaging over two opposing friction surfaces of an elevator rail, a movable braking element, at least one force element that presses the braking element in the direction of the guide rail and an electrical and / or hydraulically and / or pneumatically activatable first holding element which, in the activated state, holds the braking element in its ready position against the action of the force element, the braking element when the first element is deactivated Holding member can be brought to the system by the force element on the elevator rail and thereby unfolds its braking or braking action, characterized in that the braking device comprises an electrical, pneumatic and or hydraulic energy storage device which moves with the brake holding device ready for operation on the car and with the first holding member a dead man's switch and / or a slack rope switch is in direct operative connection, such that the dead man's switch and / or the slack rope switch directly control the energy flow between the energy store and the first braking element.

REFERENCE SIGN LIST

1

Safety gear

2

Basic body

3

admission

4

Brake rail

5

Main surface of the brake rail

6

Friction lining

7

Pin for the flexible guidance of the friction lining

8th

Disc spring package

9

Adjustment element for preloading the disc spring assembly

10

Wedge surface

11

Brake roller, which functionally forms the brake wedge here

12th

Swivel fitting

13

Tab

14

Guide arm

15

Bearing eye of the guide arm for the axis of the brake roller

16

Pin that forms the axis of the brake roller

17

Coil spring

18th

First holding organ

19

Electromagnetic unit

20th

Electromagnet

21

Pestle

22

Pole piece

23

Force element

24

Contact section

25

Knurled or primary running surface of the brake roller

26

Shoulder of the brake roller

27

Additional fitting

28

Bore / recess

29

screw

30

Holding eye for the thickened end of the Bowden cable

31

Thickened end of the Bowden cable

32

Soul of the Bowden cable

33

Holder for the casing of the Bowden cable

34

Bowden cable sheath

35

Bracket for holding the electromagnetic unit

36

Bracket for holding the electromagnetic unit

37

Bore / recess

38

screw

39

Dead man switch

40

Second holding organ

41

Slack rope switch

42

Suspension rope or rope rope strand

43

Slack rope spring element

44

Basic body

45

Positive coupling

46

Additional electromagnet

47

Actuator / drive

48

Power supply or battery / accumulator

S

Swivel axis

P

Arrow, symbolizes the power of the Bowden cable

A

Recess

F

Car

LL

Long hole

Claims (12)

Brake safety device with a base body for gripping over two opposing friction surfaces of an elevator rail, a movable braking element, at least one force element which presses the braking element in the direction of the guide rail and an electrically and / or hydraulically and / or pneumatically activatable first holding element which, in the activated state, the braking element holds against the action of the force element in its standby position, the braking element being able to be brought into contact with the force element on the elevator rail when the first holding element is deactivated and thereby exerting its braking or braking action, characterized in that the braking device is activated by an in or on the car mountable switch actuatable second holding member which holds the braking member independently of the first holding member in its standby position as long as the switch is actuated from the car and which releases the braking member when the switch is not operated. Safety gear according to claim 1, characterized in that the switch is a dead man's switch, which in its installed state can be operated by a person who is traveling in or on the car. Brake safety device according to claim 1, characterized in that the switch is a slack rope switch which is operated by the weight of the elevator car when the elevator is operating correctly. Brake safety device according to claims 1 to 3, characterized in that the brake safety device has both a dead man switch and a slack rope switch. Safety brake device according to claim 4, characterized in that in the operational state of the safety brake device, the slack rope switch lies between the second holding member and the dead man switch and the slack rope switch disconnects the dead man switch in the event of a suspension cable failure, so that the second holding member releases the brake member even when the dead man switch is still operated. Brake safety device according to one of claims 1 to 5, characterized in that the second holding member comprises an additional electromagnet or an additional hydraulic or pneumatic cylinder. Brake safety device according to one of claims 1 to 5, characterized in that the second holding member is a purely mechanical holding member which is coupled to the dead man's switch via a linkage, a Bowden cable or a hydraulic system, such that the second holding member is activated by those forces which be applied to the dead man's switch. Brake safety device according to claim 6, characterized in that the second holding member consists of a Bowden cable, the core of which is hooked at one end to the braking member or to the fitting which holds the braking member movably on the base body and whose shell is from the base body and in particular one temporarily to the base body attached fitting is held. Brake safety device according to one of the preceding claims, characterized in that the second holding member and the dead man's switch and / or the slack rope switch serve the assembly operation of the elevator and after its completion without dismantling the The safety brake device from the car can be completely removed from the safety brake device, the brake safety device being designed in such a way that it can then go into normal operation using only the first holding element. Safety brake device according to one of the preceding claims, characterized in that the safety brake device is bidirectionally effective, so that it can brake or end both impermissible movement states in the downward and in the upward direction, the brake safety device having an additional fitting which can be fitted and removed, which is built into it State prevents the braking member from engaging or jamming when the two holding members are deactivated and travel in an upward direction between the base body and the guide rail. Brake safety device (1) according to one of the preceding
Claims, characterized in that the attachable and detachable additional fitting (27) is capable of moving the braking member as far as possible from the wedge surface (10) of the base body (2) and / or the guideway of the swivel lever (12) of the brake safety device ( 1) to ensure that there is no wear and tear on the brake safety device (1) when the brake member moves. Elevator with a car vertically up and down along guide rails, characterized in that the elevator is equipped with at least two brake safety devices according to one of claims 1 to 11.

Images