EP3672898B1 - Entraînement auxiliaire pour dispositif de freinage de sécurité - Google Patents

Entraînement auxiliaire pour dispositif de freinage de sécurité

Info

Publication number
EP3672898B1
EP3672898B1 EP18732029.6A EP18732029A EP3672898B1 EP 3672898 B1 EP3672898 B1 EP 3672898B1 EP 18732029 A EP18732029 A EP 18732029A EP 3672898 B1 EP3672898 B1 EP 3672898B1
Authority
EP
European Patent Office
Prior art keywords
pivot
auxiliary drive
pivot rod
rod
brake
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
EP18732029.6A
Other languages
German (de)
English (en)
Other versions
EP3672898A1 (fr
Inventor
Kriener KARL
René HOLZER
Leopold Latschbacher
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Wittur Holding GmbH
Original Assignee
Wittur Holding GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Wittur Holding GmbH filed Critical Wittur Holding GmbH
Publication of EP3672898A1 publication Critical patent/EP3672898A1/fr
Application granted granted Critical
Publication of EP3672898B1 publication Critical patent/EP3672898B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces

Definitions

  • the invention relates to a novel auxiliary drive for a speed governor according to the preamble of claim 1 as well as to a lift equipped therewith and to the use initially only mentioned in the description.
  • Elevator overspeed governors detect an improper travel condition of the elevator car and then activate the brake or safety gear. Once triggered, this gear, in most cases, automatically decelerates the elevator car, often to the point of stopping.
  • the term “elevator brake” is used for this purpose. It preferably refers to a “safety gear” on a car and/or counterweight, but in a broader sense, it can also refer to "braking device,” unless otherwise stated.
  • a relative movement occurs between this strand and the car. This causes the strand to actuate the elevator brake with the relatively high force required for this purpose – by utilizing the relative movement between the car and the strand of the rope loop, without requiring a particularly large drive to generate this high force.
  • speed limiters have also been proposed which use a different type of auxiliary drive to generate the force required to trigger the elevator brake.
  • auxiliary drives operate with at least one electromagnet. They have the disadvantage that they must be manually reset after being triggered. This is because the component that the electromagnet attracts to hold the auxiliary drive in the standby position has moved so far away from the at least one electromagnet after being triggered that the electromagnet cannot attract the component in question across the air gap on its own. At the very least, a very large electromagnet is required for this purpose. This is disadvantageous because it increases manufacturing and operating costs (power consumption).
  • a carriage is provided as an auxiliary drive that is completely separate in terms of space and housing from the elevator brake and is connected to the release lever of the elevator brake via a pull rod.
  • the carriage is equipped with two pivoting friction lining carriers.
  • Each of the two friction lining carriers is pivotally mounted at one lower end. It is pressed towards the brake bar by a spring just above its bearing point.
  • a lever engages. This lever is connected to a disc that is held in place by an electromagnet during normal operation. This lever holds the brake lining carrier in its released position against the force of the respective spring. As soon as the electromagnet is de-energized to trigger the elevator brake, it releases the disc. This enables the spring to press the friction lining carrier against the brake bar, so that the friction lining becomes wedged between the brake bar and the friction lining carrier. The resulting frictional forces set the carriage in motion and cause the carriage to move relative to the elevator brake.
  • the carriage exerts the tensile force required to activate the elevator brake via at least one tie rod connecting it to the elevator brake.
  • the increasingly strong wedging of the friction lining between the friction lining carrier and the brake bar during the activation process results in
  • the friction lining carrier is pushed slightly away from the brake bar, toward its released position. This brings the disc back toward the electromagnet, allowing it to be attracted to the electromagnet without bridging an air gap, for the purpose of deactivating and restarting the elevator car or counterweight.
  • This auxiliary drive is quite complex and prone to failure.
  • it requires a specially shaped, movable friction lining carrier, which provides a ramp-shaped counter surface for the friction lining, against which it can rest for wedging with the brake bar.
  • the resulting friction conditions depend not only on the contact conditions between the friction lining and the brake bar, but also on the contact conditions between the friction lining and the friction lining carrier.
  • the auxiliary drive 1 has at least one friction body that can be applied against a brake bar in a frictional manner, as well as a pivoting body on which the friction body is held so as to be displaceable relative to the friction body and pivotable together with the friction body about a main axis located outside the friction body.
  • This means that the pivoting body defines a circular path along which the friction body moves when it pivots together with the pivoting body, which normally moves on essentially the same circular path. However, the radius of the said circular path along which the friction body moves is not constant for the friction body.
  • the electromagnet can then attract across a greatly reduced air gap and, as a result, very efficiently pull the friction body back into its ready position without the electromagnet having to be dimensioned significantly larger than necessary for pure holding.
  • the pivot rod is expediently telescopic, either with or against the force of a spring element. Even more preferred is to design the pivot rod and the main axis in such a way that the pivot rod can be displaced relative to the main bearing, with and against the force of a spring element, so that the length of the pivot rod, which lies between the main bearing and the friction body, can be changed. It is particularly advantageous if the main bearing has a bearing sleeve that can be pivoted about the main bearing axis HLA for this purpose. which encompasses the pivot rod—ideally closed around its entire circumference—and holds it movable in the direction of the pivot rod's longitudinal axis SSL. In this way, the pivot rod can be guided very precisely using simple means. Its length, which preferably takes effect along the shortest path between the main bearing and the friction lining, can be easily adjusted by pushing the pivot rod further or closer through the bearing sleeve under the influence of the currently resulting force.
  • Such a mounting ensures that the electromagnet is always optimally positioned relative to the pivot rod, regardless of its current pivoting state. This facilitates the goal of using the smallest possible electromagnet, because at no time does it have to attract across a significant air gap.
  • a particularly advantageous embodiment for which protection is claimed both in the sense of a dependent claim and independently, in the sense of a subordinate claim, is characterized in that the electromagnet, which serves to hold the friction body in the ready position, presses on a pivot rod via at least one rocker arm that engages with the pivot rod when energized, whereby the point or area in which the pivot rod engages with the rocker arm has a smaller effective lever arm relative to the bearing eye or bearing of the rocker arm than the point or area in which the electromagnet acts on the rocker arm.
  • the laws of leverage result in an increase in the usable force that the electromagnet can exert.
  • the longitudinal axis of the rocker arm is perpendicular or substantially perpendicular to the longitudinal axis SSL of the pivot rod.
  • axle bolt which defines the main axis 2, is anchored on one side to one cross member Q and on the other side to the other cross member once it is fully assembled.
  • the said pivot rod 4 is preferably characterized in that its extension in the direction of its longitudinal axis LS, which is generally completely or at least substantially identical to the direct or shortest connecting line between the main axis 2 and the friction body 10, which will be explained in more detail below, or its bearing eye for pivotally fastening the friction body 10 to the pivot rod 4, is at least a factor of 6 greater than its greatest extension perpendicular to its longitudinal axis.
  • the pivot rod 4 preferably passes through a bearing sleeve 5 which in turn is held rotatably about the main axis.
  • the pivot rod 4 has a first rod section 7 which is preferably reduced in diameter or cross-section and which passes through the bearing sleeve in a displaceable manner relative to it - whereby the pivot rod becomes variable in length in the above-mentioned sense.
  • the first rod section 7 is preferably followed by a second rod section 8.
  • the latter usually has a larger diameter or cross-section.
  • the spring element is supported on one side preferably on the bearing sleeve and on the other side preferably on the transition between the first rod section 7 and the second rod section. 8, if necessary with the interposition of a Fig. 1a spring plate not shown.
  • coil spring is particularly advantageous from a structural point of view due to its simple and secure attachment by threading.
  • other spring elements 6 are theoretically also conceivable, such as disc spring assemblies or even multiple coil springs.
  • the rod section 8 is conveniently equipped with an elongated hole 11, the function of which will be explained in more detail below.
  • the elongated hole 11 together with the coupling element 12 and the frame elements 3, which in turn are linked to the braking and/or safety gear, prevents the pivot rod 4 from assuming an unauthorized position at any time - e.g., by moving out of the Fig. 1 shown position falls even further “down” or swings "down".
  • the friction body 10 is held at a distance from the brake bar 17, which can be a separate brake bar, while normally the guide rail already present for the car and/or the counterweight is used simultaneously as a brake bar.
  • Such a special system has the advantage that the friction body 10 cooperates with a friction surface that is reserved only for it and is therefore not subject to any influences from other functional elements (such as safety wedges, brake rollers, guide rollers and their potential abrasion) - which could influence the amount of friction that arises when the brake bar and the friction body 10 of the auxiliary drive 1 respond.
  • functional elements such as safety wedges, brake rollers, guide rollers and their potential abrasion
  • the pivoting rod 4 according to the invention has a large length changeability, which is always subject to the preload of the spring element. Due to this, guide tolerances of the car of up to +/- 7.5 mm in the direction of the Fig. 3a the double arrow marked with the reference letter P is irrelevant.
  • electromagnet 15 does not act directly on the pivot rod, but via a lever construction which increases its holding force.
  • the bearing eye 21 is positioned in such a way that a lever arm is created between the bearing eye 21 and the bearing eye 19 which is shorter than the Lever arm between the point at which the resulting force of the electromagnet 15 acts on the rocker lever 20 and the bearing eye 21.
  • it is possible to multiply the holding forces of the electromagnet for example to double, triple or similar.
  • the crucial functionality of the auxiliary drive 1 can be easily recognized by taking a closer look at the image sequence that shows the Figures 1 , 3 and 4 offer when viewed one after the other in this order.
  • the electromagnet 15 is in the situation that the Figure 1 shows, energized. This holds the friction body 10 in its standby position by pulling the rocker arm 20 by the electromagnet 15 in the direction of the main axis 2.
  • the rocker arm 20 pivots about the bearing eye 19 and consequently presses the pivot rod 4 or its rod section 8 via the bearing eye 21 against the tension of the spring element 6 into its shorter position.
  • the force applied by the electromagnet 15 acts on a longer Lever arm than the spring element 6, the force of which is introduced into the rocker lever 20 via the bearing eye 21.
  • the electromagnet 15 no longer holds the end of the rocker arm 20 facing it.
  • the rocker arm 20, which is no longer held, is lifted off the electromagnet 15.
  • the rocker arm thereby pivots away from the main axis 2.
  • one or more actuating elements 22, 23 are preferably attached to the frame element(s) 3—possibly also directly to the pivot rod 4. These one or more actuating elements transmit the actuating forces generated by the auxiliary drive 1 in the manner according to the invention to the braking or safety wedges or braking or safety rollers, which belong to the car safety and/or braking device, which is generally spatially and physically completely separate and usually also has a separate housing from the auxiliary drive 1.
  • This separation has the great advantage of enabling modularization of the system.
  • a single auxiliary drive 1 is sufficient, otherwise a few, to provide a trigger for various series of car safety and/or braking devices with varying performance.
  • a pivotable actuating member 22 is attached or hinged to the frame element 3, or preferably to the frame elements 3.
  • this is preferably a pull rod, see FIG. Fig. 5 .
  • the drawbar is attached to the end of the respective frame element 3 which is furthest away from the main axis 2.
  • this end already overlaps the surfaces of the guide rail provided for the guide rollers or brake wedges, which here represents the brake bar 17.
  • the Figures 7 to 13 show a second embodiment.
  • the second embodiment is preferably characterized in that a pair of the auxiliary drives 1 according to the invention is always used together, usually in such a way that the brake body of one auxiliary drive 1 interacts with a first active surface of the guide rail and the second auxiliary drive 1 interacts with a second active surface of the same guide rail, which is exactly opposite to this.
  • the pivot rod 4 in this second embodiment is also preferably designed to consist of several sections.
  • the pivot rod 4 is "length-adjustable" in the sense described above and can be converted from a longer state to a shorter state and vice versa.
  • the pivot rod 4 is preferably characterized in that its extension in the direction of its longitudinal axis LS, which is normally completely or at least substantially identical to the direct connecting line between the main axis 2 and the friction body 10 or its bearing eye for pivotally fastening the friction body 10 to the pivot rod 4, is at least a factor of 5 larger than its greatest extent perpendicular to its longitudinal axis.
  • the swivel rod can also be designed in the same way as the one described above. Fig. 1a illustrated.
  • the pivot rod 4 is guided in the lateral direction essentially only by the bearing sleeve 5 via the main axis 2 formed with its participation.
  • each of the two rocker arms 20 is pivotably attached to the pivot rod 4 or its second rod section 8 via a bearing eye 21, as described there. The above also applies to the positioning of the bearing eye 21.
  • the Figure 7 shows a state in which the electromagnet 15 is energized.
  • the friction body 10 is thereby held in its standby position, spaced from the brake bar 17 or the guide rail. This is achieved by the rocker lever 20 being pulled by the electromagnet toward the main axis 2, as already described above for the first embodiment.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)
  • Cage And Drive Apparatuses For Elevators (AREA)

Claims (14)

  1. Dispositif d'entraînement auxiliaire (1) pour l'actionnement d'un frein d'ascenseur (31) comportant au moins un corps de frottement (10) pouvant être appliqué contre une palette de frein (17), un corps pivotant, sur lequel le corps de frottement (10) est déplaçable relativement à ce dernier et maintenu de manière pivotante autour d'un axe principal (2) situé à l'extérieur du corps de frottement (10), un élément ressort (6) et au moins un électro-aimant (15), ainsi qu'un organe de transmission (22, 23) pour transmettre un mouvement de rotation du corps pivotant ou du corps de frottement (10) au frein d'ascenseur (31), le corps de frottement (10) pouvant être amené, sous l'effet de la détente de l'élément ressort (6), de sa position de repos sur le corps pivotant à sa position de contact sur le corps pivotant, l'électro-aimant (15) maintenant le corps de frottement (10) dans sa position de repos sur le corps pivotant dans son premier état de commutation et le libérant dans son deuxième état de commutation, où, dans ce deuxième état de commutation, le corps de frottement (10) libéré se déplace sous l'influence de l'effet de l'élément ressort (6) loin de sa position de repos sur le corps pivotant et peut venir en contact de manière frictionnelle avec ladite palette de frein (17), un espace d'air étant formé entre l'électro-aimant (15) et une pièce qu'il attire dans son premier état de commutation, caractérisé en ce que la pièce est un levier basculant (20) et que, lorsque le dispositif d'entraînement auxiliaire est monté sur un chariot d'ascenseur, le corps de frottement (10) libéré du dispositif d'entraînement auxiliaire monté se place contre la palette de frein (17) de manière frictionnelle lors de la descente du chariot, ce qui provoque un rapprochement du corps de frottement (10) autour de l'axe principal (2) vers la palette de frein (17) sous l'effet des forces de frottement et le corps pivotant décrit un chemin circulaire que suit le corps de frottement (10), et lorsque le corps de frottement (10) se rapproche de la palette de frein (17), il est repoussé vers une position sur le corps pivotant plus proche de sa position de repos que de sa position de contact, ou correspondant à sa position de repos, ce qui tend à remettre sous tension l'élément ressort (6), et l'espace d'air est ainsi réduit ou éliminé, l'électro-aimant (15) devant attirer un bout du levier basculant (20) dans son premier état de commutation, le levier basculant (20) étant pivotable autour de son œil de montage (19) ou son palier à une tige de traction (18), qui est elle-même pivotable autour de l'axe principal (2), et la tige pivotante (4) étant pivotable autour de son un des deux extrémités par rapport à l'axe principal (2) et portant le corps de frottement (10), lequel est pivotable par rapport à la tige pivotante (4).
  2. Dispositif d'entraînement auxiliaire (1) selon la revendication 1, caractérisé en ce que la tige pivotante (4) est télescopable avec et contre la force d'un élément ressort (6), ou peut se déplacer avec et contre la force d'un élément ressort (6) de manière à modifier la longueur de la tige pivotante (4) entre l'axe principal (2) et le corps de frottement (10).
  3. Dispositif d'entraînement auxiliaire (1) selon l'une des revendications précédentes, caractérisé en ce que l'électro-aimant (15) est fixé à la tige pivotante (4) de manière à pouvoir pivoter avec celle-ci.
  4. Dispositif d'entraînement auxiliaire (1) selon l'une des revendications précédentes, caractérisé en ce que l'électro-aimant (15), lorsqu'il est alimenté, exerce une pression sur la tige pivotante (4) via au moins un levier basculant (20) en prise avec la tige pivotante (4), le point ou la zone d'interaction de la tige pivotante (4) avec le levier basculant (20) ayant un bras de levier effectif plus petit que le point ou la zone où l'électro-aimant (15) agit sur le levier basculant (20).
  5. Dispositif d'entraînement auxiliaire (1) selon la revendication immédiatement précédente, caractérisé en ce que l'axe longitudinal du levier basculant (20) est perpendiculaire ou sensiblement perpendiculaire à l'axe longitudinal de la tige pivotante (SSL) de la tige pivotante (4).
  6. Dispositif d'entraînement auxiliaire (1) selon l'une des revendications précédentes, caractérisé en ce que le ou les leviers basculants (20) sont pivotablement fixés à une tige de traction (18), qui elle-même est pivotablement fixée à l'axe principal (2).
  7. Dispositif d'entraînement auxiliaire (1) selon l'une des revendications 5 ou 6, caractérisé en ce que l'axe longitudinal du levier basculant (20) forme un angle d'au maximum 25°, de préférence au maximum 15° avec l'axe longitudinal de la tige pivotante (SSL) de la tige pivotante (4).
  8. Dispositif d'entraînement auxiliaire (1) selon l'une des revendications 1 à 7, caractérisé en ce que le corps pivotant comprend un ou de préférence au moins deux éléments de cadre (3) montés pivotants autour de l'axe principal (2) et connectés à la tige pivotante (4) de manière à pivoter ensemble avec elle, les au moins deux éléments de cadre (3) entourant la tige pivotante (4).
  9. Dispositif d'entraînement auxiliaire selon la revendication 8, caractérisé en ce que les deux éléments de cadre (3) sont reliés entre eux par un élément de couplage (12) sous la forme d'une tige dont l'axe longitudinal (13) est parallèle à l'axe principal (2) et traverse de préférence un trou allongé (11) de la tige pivotante (4).
  10. Dispositif d'entraînement auxiliaire (1) selon la revendication 8 ou 9, caractérisé en ce que les deux éléments de cadre (3) reçoivent également une rampe de guidage (17) tout ou en partie entre eux, de préférence avec les sections qui dépassent la tige pivotante (4) dans la direction de l'axe longitudinal de la tige pivotante (SSL).
  11. Dispositif d'entraînement auxiliaire (1) selon l'une des revendications précédentes, caractérisé en ce que le dispositif d'entraînement auxiliaire (1) est conçu de manière à ce que, lors du montage du dispositif d'entraînement auxiliaire (1) sur l'ascenseur ou son chariot, son corps de frottement (10) vienne en contact avec la surface d'un rail de guidage (17) qui relie les surfaces de contact (25) du rail de guidage (17) contre lesquelles les rouleaux de guidage du chariot ou du contrepoids et éventuellement les coins ou rouleaux de frein du frein d'ascenseur (31) viennent normalement en contact.
  12. Dispositif d'entraînement auxiliaire (1) selon l'une des revendications 1 à 7, caractérisé en ce que la tige pivotante (4) et son axe principal (2), de préférence deux tiges pivotantes (4) et leurs axes principaux (2) sont fixées à un chariot (27) mobile sur au moins deux rails par rapport au chariot et/ou au cadre du chariot, auquel sont également fixés des organes de commande (22, 23) pour transmettre les forces de commande générées par la ou les tiges pivotantes (4) et leurs corps de frottement (10) au frein d'ascenseur (31).
  13. Dispositif d'entraînement auxiliaire (1) selon la revendication 12, caractérisé en ce que le chariot (27) porte un support (28) pour chaque axe principal (2), de sorte qu'une extrémité de l'axe principal (2) est fixée au chariot (27) et l'autre extrémité de l'axe principal (2) est fixée au support (28).
  14. Ascenseur avec un entraînement d'ascenseur, un chariot guidé par des rails, un frein d'ascenseur (31) et un limiteur de vitesse qui l'actionne, ainsi qu'une surveillance électronique de l'état de fonctionnement pour activer un limiteur de vitesse, caractérisé en ce qu'un dispositif d'entraînement auxiliaire (1) selon l'une des revendications précédentes forme avec la surveillance électronique de l'état de fonctionnement le limiteur de vitesse.
EP18732029.6A 2017-06-14 2018-06-14 Entraînement auxiliaire pour dispositif de freinage de sécurité Active EP3672898B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE202017103555.7U DE202017103555U1 (de) 2017-06-14 2017-06-14 Hilfsantrieb für eine Bremsfangvorrichtung
PCT/EP2018/065799 WO2018229183A1 (fr) 2017-06-14 2018-06-14 Entraînement auxiliaire pour dispositif de freinage

Publications (2)

Publication Number Publication Date
EP3672898A1 EP3672898A1 (fr) 2020-07-01
EP3672898B1 true EP3672898B1 (fr) 2025-07-23

Family

ID=59580571

Family Applications (1)

Application Number Title Priority Date Filing Date
EP18732029.6A Active EP3672898B1 (fr) 2017-06-14 2018-06-14 Entraînement auxiliaire pour dispositif de freinage de sécurité

Country Status (7)

Country Link
EP (1) EP3672898B1 (fr)
CN (1) CN111032554B (fr)
DE (1) DE202017103555U1 (fr)
ES (1) ES3037718T3 (fr)
HU (1) HUE073114T2 (fr)
RU (1) RU2759771C2 (fr)
WO (1) WO2018229183A1 (fr)

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WO2012128758A1 (fr) * 2011-03-22 2012-09-27 Otis Elevator Company Système de freinage d'ascenseur
EP2837592A1 (fr) 2013-08-13 2015-02-18 Aplicaciones Electromecanicas Gervall, S.A. Système d'entraînement destiné à un engrenage de sécurité d'ascenseur
EP3153451A1 (fr) * 2015-10-08 2017-04-12 Cobianchi Liftteile Ag Déclencheur de parachute à prise progressive

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DE202017103555U1 (de) 2017-07-20
ES3037718T3 (en) 2025-10-06
CN111032554A (zh) 2020-04-17
RU2759771C2 (ru) 2021-11-17
HUE073114T2 (hu) 2025-12-28
EP3672898A1 (fr) 2020-07-01
RU2020100117A3 (fr) 2021-09-22
CN111032554B (zh) 2021-07-13
RU2020100117A (ru) 2021-07-14
WO2018229183A1 (fr) 2018-12-20

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