EP3720799B1 - Fangvorrichtung für einen fahrkörper, aufzugsanlage mit einer fangvorrichtung und verfahren zum entsperren einer fangvorrichtung - Google Patents

Fangvorrichtung für einen fahrkörper, aufzugsanlage mit einer fangvorrichtung und verfahren zum entsperren einer fangvorrichtung Download PDF

Info

Publication number
EP3720799B1
EP3720799B1 EP18811567.9A EP18811567A EP3720799B1 EP 3720799 B1 EP3720799 B1 EP 3720799B1 EP 18811567 A EP18811567 A EP 18811567A EP 3720799 B1 EP3720799 B1 EP 3720799B1
Authority
EP
European Patent Office
Prior art keywords
retaining means
traveling body
sliding displacement
catching device
catching
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
EP18811567.9A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP3720799A1 (de
Inventor
Adrian Steiner
Christoph Schuler
Daniel Meierhans
Julian STÄHLI
Philipp Müller
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.)
Inventio AG
Original Assignee
Inventio AG
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 Inventio AG filed Critical Inventio AG
Publication of EP3720799A1 publication Critical patent/EP3720799A1/de
Application granted granted Critical
Publication of EP3720799B1 publication Critical patent/EP3720799B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

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
    • B66B5/22—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 by means of linearly-movable wedges
    • 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

Definitions

  • the invention relates to a safety gear for a traveling body in an elevator system, an elevator system with a safety device and a method for unlocking a safety device.
  • Safety gears are used to brake a moving body in relation to the elevator shaft.
  • Safety gears in elevator systems are used with a variety of different operating principles.
  • a safety catch typically has at least one retaining means which can be brought into a locked and an unlocked state and which, in the locked state, holds the traveling body on a rail.
  • the traveling body can be a load handling device that includes an elevator car and possibly a car frame, or it can be a counterweight for an elevator system.
  • Most of the safety gears have a clamping mechanism which, after activation, for example by a speed limiter system, uses the kinetic energy of the moving vehicle to create a clamping effect between components of the safety gear and at least one fixed rail attached parallel to the travel path of the vehicle. Due to self-locking in the clamping mechanism, some of these safety gears can only be unlocked again with considerable effort after the safety catch.
  • the displacement force after locking the safety gear exceeds the available force of the drive unit or the weight of the traveling body. It is usually not possible to unlock the safety gear by manipulating it, as it is not accessible in the event of a safety catch.
  • a catching device which has a retaining means which is movable relative to the driving body within a displacement path. After the retaining means have been locked, the traveling body can be moved within a certain range, namely over the length of the displacement path, without the retaining means being unlocked. The inertial force or kinetic energy produced by the acceleration over the displacement path can be used to unlock the retaining means.
  • the pamphlet EP 2 352 689 B1 discloses a method for releasing a safety gear for a traveling body from a downward catching position in which a counterweight connected to the traveling body is first raised and brought to a higher potential energy level. If the counterweight is then moved back, this creates additional kinetic energy, which helps to unlock the safety gear.
  • This method can only be used for unlocking from a catching position in the downward direction, moreover in this case too the kinetic energy may be too low to release all the retaining means which are locked during a catching operation.
  • the pamphlet US2008/128218 A1 shows a safety gear with multiple brake pads.
  • the pamphlets EP 3 141 512 A1 and WO 2014/033846 A1 show more safety devices.
  • the pamphlet EP 2 785 626 B1 shows a method for resetting a safety brake with an electromechanical holding device, in which the holding device is first brought into a defined braking position before the holding device is released by driving in the opposite direction.
  • the same problems occur as with purely mechanical brakes; the clamping force and/or the static friction must also be overcome.
  • the present invention is based on the object of creating a safety gear, an elevator system and a method for unlocking a safety device which overcomes the disadvantages of the known and which, in particular, enables such safety gears to be unlocked with reduced release force, i.e. by using the non-reinforced drive unit of the elevator system or the Allow weight of the driving body.
  • a safety device for a traveling body with at least two retaining means can be brought into a locked and unlocked state. They are can be mounted on a traveling body or mounted on a traveling body in such a way that they hold the traveling body on a rail in the locked state.
  • At least one retaining means can be connected or is connected to the driving body in such a way that the retaining means and the driving body can be displaced relative to one another within a limited displacement path.
  • a first displacement path from a first retaining means is longer than a second displacement path from a second retaining means.
  • the shorter displacement path has a length of 0 mm. This means that the shorter displacement path can be infinitesimally short.
  • the traveling body is set in motion in a direction in which the retaining means can be unlocked
  • the retaining means with the shorter displacement path is first unlocked or released or at least partially released. Less force is required for this than for unlocking all the means of retention at the same time.
  • the retaining means is then unlocked with the longer displacement away, again requiring less force than for releasing all retaining means at the same time.
  • an upper stop preferably forms an upper limit of the displacement path and a lower stop forms a lower limit of the displacement path.
  • the stops can be firmly connected or are connected to the driving body.
  • the stop can, for example, comprise a stop screw and a locking nut, or it can be formed by other means, such as by an upper and lower end of an elongated hole.
  • the stops serve on the one hand to limit the displacement path and on the other hand as a means of transmitting force to the retaining means. If the end of the displacement path is reached after the driving body has been started, the stop hits the retaining means that is still jammed and, at best, transmits a force that is sufficient to unlock the retaining means.
  • a retaining means which is slidably arranged on the traveling body has a longer displacement path than a fixed retaining means whose displacement path has a length of 0 mm.
  • At least two retaining means are preferably connected to the driving body in such a way that they can be displaced relative to the driving body within a displacement path defined by an upper stop and a lower stop and the respective displacement paths for the at least two retaining means are of different lengths.
  • kinetic energy can be made available, which arises from the movement of the driving body along the displacement paths.
  • the retaining means with the shorter displacement path is unlocked first and then the retaining means with the longer displacement path.
  • unlocking is also understood to mean loosening a clamping mechanism of the retaining means. The loosening usually causes a force peak and this force peak or the corresponding release energy is transferred to the retaining means by the impact of the load means on the stop.
  • More than two retaining means can also be provided, each of which has different displacement paths. These are successively unlocked when the driving body starts moving after a safety catch. Groups of retaining means can also be provided, each of which has the same displacement path, for example two retaining means with a short displacement path and two retaining means with a longer displacement path.
  • the retaining means can be arranged on the running body or be such that they act on the same rail.
  • the safety gear is preferably designed so that the retaining means brake on different rails.
  • the first displacement path is up to 1.5 times as long as the second displacement path.
  • displacement paths with a length between 5 and 30mm are usually sufficient.
  • the length of the displacement paths is preferably adjustable. As a result, for example, the same components can be used for all retaining means and the displacement path can then be adjusted individually, preferably in a manufacturing plant.
  • the safety gear can have safety brackets on which the stops are attached.
  • the attacks can be releasably attached to the fishing console, so that the distance and thus the respective Displacement can be adjustable.
  • the stops can, for example, be screwed to the catch console.
  • a separate catch console can be provided for each retaining means. But it can also be arranged on a catch console several retaining means. In this case, the retaining means can be arranged next to one another in the installed state of the safety bracket, so that they can brake on different rails, or can be arranged one above the other so that they can brake on the same rail.
  • the ability of the retaining means to move relative to the carriage can be achieved, for example, by connecting it to the carriage by means of screws or bolts in slotted guide holes or by means of a dovetail slideway or prismatic slideway, by means of parallel guide link levers, by means of parallel guide leaf springs or also by means of a swivel attachment is carried out.
  • the retaining means can be fastened, for example by means of a horizontal bolt or elastic fastening, in such a way that a clamping area of the fastening means can pivot vertically over the displacement path.
  • the safety gear can comprise electromechanical retaining means, which in particular release the retaining means for braking in the deactivated state.
  • the safety gear includes electromechanical retaining means, as in the EP 2 785 626 B1 are revealed. Only in the de-energized, that is to say deactivated, state are the retaining means ready to brake the traveling body mechanically in relation to a rail.
  • the retaining means When the retaining means are unlocked, the retaining means can be brought back into a position in which they can be activated, so that when current is applied they enable the driving body to travel without resistance.
  • only one restraining means is associated with a trigger or sensor that initiates the lockout.
  • the trigger here can be a conventionally known mechanical speed governor, or it can also be an electronic speed governor.
  • the retaining means are then connected to one another via a coupling mechanism, so that the retaining means lock together.
  • the retaining means can be controlled separately.
  • This design is particularly suitable for safety gears with electromechanical Detention means, which each have their own electrical controls.
  • the safety catch thus preferably comprises electromechanical retaining means.
  • the safety gear also comprises electromagnetic holding devices which interact with the electromechanical holding means in such a way that the holding means are held open by the electromagnetic holding devices when energized and are released for braking when the power is switched off.
  • the electromagnetic holding devices are preferably controlled by an electronic speed limiter.
  • the function of the electronic speed limiter can, of course, also be integrated into an elevator controller or a corresponding safety box in the elevator system.
  • a spring element is arranged on the retaining means, for example the at least one movable retaining means is in contact with a stop, which forms the upper limit of the displacement path, or is in contact with a stop, which forms the lower limit of the displacement path forms.
  • the retaining means is held and positioned in a desired position by the spring element.
  • the spring element can press the retaining means against the lower stop.
  • a spring element can be arranged in such a way that the retaining means is pressed against the upper stop.
  • all retaining means of the safety gear or at least all retaining means that are connected to the load handling device via a displacement path, are equipped with a spring element.
  • the retaining means In normal operation, the retaining means is held in contact with the stop which forms the upper limit of the displacement path and is connected directly or indirectly to the traveling body, with this spring element having to compensate at least for the weight of the retaining means.
  • a retaining means that is effective as a unit in both directions of movement of the carriage.
  • the spring element preferably continues to press the retaining means against the upper stop. This means that the retaining means are already in the stop when a catching process is initiated when driving downhill, while the load means is still shifting within the scope of the displacement path when the catching process is initiated when the catching process is initiated.
  • both retaining means are actuated during a catching process in the opposite direction, i.e. when traveling upwards, but the braking force is then transferred to the load means with a time lag, since one of the retaining means has to travel through a greater displacement path.
  • each of their own electrical controls or actuations controls the associated retaining means with a small time shift during a catching process when traveling upwards.
  • the time shift corresponds to a time that is required to cover a distance corresponding to the difference between the two displacement paths. Coordinated in this way, both retaining means reach the lower stop at the same time, with the result that a force is finally introduced into the load-receiving means synchronously or simultaneously.
  • the arrangements can of course also be swapped.
  • the spring element or possibly gravity can press the retaining means against the lower stop in normal operation and the electrical controls or actuators then control the associated retaining means during a catching process when driving downhill in such a way that the retaining means with the shorter displacement path is controlled with the corresponding time shift.
  • the safety gear thus includes retaining means that brake in both directions of movement.
  • the retaining means is brought into the unlocked state after a downward catching operation when the lower stop strikes the retaining means.
  • the retaining means is brought into the unlocked state after an upward catching operation when the upper stop strikes against the retaining means.
  • All of the retaining means of the safety gear preferably act in both directions, with different braking forces being able to be generated for the upward and downward directions.
  • the task is also solved by an elevator installation with a safety gear as described above.
  • An elevator installation typically includes a traveling body, in particular an elevator car, and a rail.
  • the elevator system preferably also includes a second traveling body, in particular a counterweight, which is connected to the first traveling body via suspension means.
  • the elevator system can have a speed limiter device, for example with a speed limiter rope, via which a safety catch can be triggered.
  • retaining means with different displacement paths are mounted in such a way that they act on different rails.
  • they are arranged on both sides of a driving body.
  • the object is also achieved by a method for unlocking a safety gear, in particular as described above, for a traveling body of an elevator installation, the safety gear comprising at least two retaining means that can be brought from a locked to an unlocked state.
  • the driving body is set in motion against its direction of movement before the catching process and at least one retaining means is brought into an unlocked state later than at least one other retaining means.
  • a lower force must therefore be applied to release the respective retaining means than is necessary to release all of the retaining means at the same time.
  • the driving body and at least one retaining means can be moved relative to one another over a displacement path.
  • the displacement path with respect to at least one securing means is longer than a further displacement path with respect to at least one further securing means.
  • the at least one retaining means that has the shortest displacement path or that is fixedly mounted on the traveling body is therefore first unlocked or at least loosened, and then the retaining means with the longer displacement path.
  • the kinetic energy gained during the movement over the displacement path can be used to mechanically unlock the retaining means.
  • the moving body When the retaining means with the shorter displacement path is unlocked, the moving body has usually already covered part of the longer displacement path available compared to the retaining means with the longer displacement path. In one embodiment, the traveling body is then continuously moved further and, after passing through the rest of the displacement path of the longer displacement path, the traveling body strikes the retaining means with the longer displacement path. Since the retaining means with the shorter displacement path is already unlocked or at least partially released at this point in time, the entire remaining drive and kinetic energy is available for the retaining means with the longer displacement path.
  • the moving body is briefly moved again in the direction of the direction of movement before the catching process, before the moving body is again set in motion in the opposite direction to its direction of movement before the catching process and at least one further fixing means is brought into an unlocked state becomes.
  • the entire displacement path can be used to gain kinetic energy for displaceable retaining elements.
  • the activated electromagnetic retaining devices then retain the first retaining means in the unlocked position. This prevents this first retaining means from jamming again and the entire drive and kinetic energy is then available to unlock the further retaining means.
  • the retaining means are advantageously monitored by means of position sensors or corresponding switches, so that the elevator system is only released for normal operation when all the retaining means are unlocked and reset.
  • the de-energized state in a catch circuit with electromechanical retaining means can be caused by a critical event in which a catch operation is required and braking takes place by clamping or pressing the retaining means.
  • the de-energized state can also be caused by a non-critical event, for example if the elevator system is deliberately switched off or a test is carried out.
  • the electromechanical retaining means can be designed in such a way that readiness for braking can only be restored if the retaining means is tensioned by a movement relative to the rail and brought back into the starting position. If the de-energized state occurs as a result of a non-critical event, clamping may not occur at all and the retaining means will be released when moving off, it is not brought into the ready position, i.e. into the position that it assumes when the driving body moves normally.
  • the driving body Before releasing the retaining means, the driving body can then be moved in the direction of a movement direction before the catching process in order to tension the retaining means. The driving body is then set in motion in the opposite direction to the direction of movement before the catching process. After crossing the displacement path, the retaining means can collide with a stop, as a result of which the retaining means is unlocked. The driving body is kept moving against the direction of movement before the catching process, as a result of which the further securing means collides against a further stop after crossing the further displacement path, whereby the further securing means is also brought into its unlocked state.
  • the retaining means are designed to be electromechanical.
  • unlocking involves the following steps. Firstly, holding devices, in particular electromagnetic holding devices, are activated in order to prepare them for holding the retaining means in a ready position. For this purpose, for example, a magnet is energized, which is then able to hold a counterpart attached to the retaining means.
  • the driving body is moved in a first direction of travel, preferably in the direction of movement that existed before the catching process, in order to tighten or re-tighten the retaining means.
  • the retaining means is either brought into a locked position or the locked position is reinforced after a catching operation.
  • the retaining means is now in a defined blocking position.
  • the movement in the first direction of travel ensures that the safety gear assumes a position that corresponds to the one it is after a catching process in the direction of the first direction of travel.
  • the first direction of travel thus corresponds to the direction of movement before the catching process.
  • the driving body is then moved in a direction opposite to the first direction of travel in order to bring the retaining means into a ready position in which they are held by the activated holding device.
  • the traveling body If the traveling body is moved in a direction opposite to the first direction of travel, the retaining means are gradually released from the rail and are brought back into an unlocked position.
  • the driving body Before the regular driving operation is resumed after the deactivation of the electromechanical retaining means, the driving body is therefore first moved in a direction in which the retaining means is either brought into the locked position or the locked position is reinforced. This creates a defined initial state for unlocking the retaining means, which is independent of whether a critical or non-critical event has led to the de-energized state. From this state, the safety gear can be unlocked according to the method described above, in which the retaining means are unlocked one after the other.
  • the traveling body is the elevator car and is connected via a carrying cable to another traveling body in the form of a balancing weight or a counterweight, and both are driven together by a drive unit. After a catching process when the elevator car is traveling down, the counterweight is first lifted and then moved down. In particular, it is a method as in the EP 2 352 689 B1 is revealed.
  • the retaining means can have a base body with a recess for the rail, on one side of which there is a first brake shoe supported by spring elements and on the opposite side of which there is a second brake shoe.
  • the latter is supported on an eccentric mounted in the base body, which is non-rotatably connected to a rolling disc which has a flat area on its circumference.
  • a rolling disc which has a flat area on its circumference.
  • the retaining means can have a base body with a cutout for the rail, on one side of which there is a braking plate and on the other side of which there is a clamping ramp running at an angle to the rail.
  • the retaining means has a trigger mechanism and a clamping body.
  • a release mechanism guides the clamping body between the rail and the clamping ramp, which moves relative to the latter, in such a way that the clamping body wedges between these two.
  • the elevator system 100 consists essentially of a traveling body 2 guided on rails 1a, 1b, a drive unit 3, a counterweight 4, a number of suspension ropes 5 and a speed limiter system 6.
  • the driving body 2 comprises a cabin 10, a cabin frame 11, upper guide shoes 12 and a safety device 13 according to the invention. These also carry two lower guide shoes 17a, 17b.
  • the traveling body 2 and the counterweight 4 are suspended from the carrying cables 5 guided via a traction sheave 18 of the drive unit 3 and are moved up and down along the rails 1a, 1b by the drive system formed from these components.
  • a speed limiter rope 20 which is normally moved synchronously with the driving body 2, is blocked by a speed limiter 21, which, via a release lever 15, puts the retaining means 14a, 14b of the safety gear 13, which are connected to one another via a coupling mechanism 22, into the braking state, i.e. deactivate them accordingly.
  • Clamping mechanisms contained in the retaining means 14a, 14b generate a clamping effect between the retaining means 14a, 14b and the guide rails 1a, 1b, utilizing the kinetic energy of the traveling body 2.
  • Figures 2a to 2c illustrate the mode of operation of the inventive safety device 13 attached to a traveling body 2.
  • the guide rails 1a, 1b, the retaining means 14a, 14b, the safety brackets 16a, 16b, lower guide shoes 17a, 17b and spring elements 41a, 41b can be seen.
  • the retaining means 14a, 14b are each fastened to the catch brackets 16a, 16b in a vertically displaceable manner with collar screws 43 guided in elongated holes 42a, 42b.
  • the displacement path 7a of the first retaining means 14a is longer than the displacement path 7b of the second retaining means 14b.
  • Detachable screws 40 and positioning screws 45 enable the adjustment of the optimal displacement paths 7a, 7b.
  • the spring elements 41a, 41b keep the retaining means 14a, 14b in contact with the respective upper stop 8a, 8b against their respective weight.
  • FIG 2a the position of the retaining means 14a, 14b is shown after a catching process from a downward movement of the traveling body 2, which also corresponds to the position in normal operation.
  • the clamping mechanisms of the retaining means 14a, 14b, which are stuck with self-locking on the guide rails 1a, 1b, are unlocked by using the drive unit 3 of the elevator installation 100 (see 1 ) the driving body 2 is moved upwards with the greatest possible acceleration.
  • the counterweight 4 can first be raised somewhat so that the kinetic energy of the counterweight falling or moving back contributes to the acceleration. The lifting can be done as shown in the EP 2 352 689 B1 is executed.
  • Figure 2b shows the arrangement of the safety gear 13 after a travel path of the traveling body 2, which corresponds to the shorter displacement path 7b.
  • the lower guide shoe 17 serving as the lower stop 9b moves with the traveling body 2 and hits the retaining means 14b which is still clamped. Using the kinetic energy of the entire driving body 2, the clamping mechanism is unlocked or detached from the final clamping point. The lower stop 9a of the other catch console 16a has not yet reached the retaining means 14a.
  • Figure 2c shows the arrangement of the safety gear 13 after a travel path that corresponds to the longer displacement path 7a.
  • the retaining means 14b with the shorter displacement path is already unlocked. Since the complete reset of the retaining means requires a greater distance after it has been detached from the terminal clamping point, the retaining means 14b is still in contact with the lower stop 9b. It will only be pressed against the upper stop 8b after it has been completely detached from the spring element 41b.
  • the lower stop 9a After covering the longer displacement path 7a, the lower stop 9a also hits the retaining means 14a, which is still jammed, and unlocks it.
  • the unlocking effect of the safety gear 13 according to the invention is also given in the case of safety procedures from an upward movement of the traveling body 2 .
  • Either double-acting retaining means (not shown in detail) or two single-acting retaining means (also not shown in detail) each associated with one direction of movement are used.
  • the retaining means 14a, 14b clamp themselves frictionally on the guide rails 1a, 1b and thus move relative to the safety brackets 16a, 16b against the force of the spring elements 41a, 41b up to Stop on the lower guide shoes 17a, 17b.
  • the retaining means 14a, 14b usually remains in this position even after the moving body 2 has come to a standstill.
  • the moving body 2 with the catch brackets 16a, 16b is lowered with the greatest possible acceleration , which usually happens with the help of the drive unit 3.
  • the upper stop 8b strikes the corresponding retaining means 14b and unlocks it. If, after a further sinking movement, the longer displacement path 7a has also been covered, the other upper stop 8a also hits the corresponding retaining means 14a, as a result of which this is also unlocked.
  • FIG. 3 schematically shows a second example of a safety device 13' according to the invention after a safety procedure from a downward movement of the traveling body 2.
  • the in 3 The position shown also corresponds to the position in normal operation.
  • the safety gear largely corresponds to the in Figures 2a to 2c
  • the retaining means 14a, 14b are each fastened to the safety brackets 16a, 16b in a vertically displaceable manner with two collar screws 43 guided in elongated holes 42a, 42b.
  • the upper stops 8a, 8b are also integrated into the catch brackets 16a, 16b.
  • the lower stops 9a', 9b' are not fixed by the guide shoes 17a, 17b.
  • the lower stops 9a', 9b' and thus the lower limits of the displacement paths 7a', 7b' are given by the elongated holes 42a, 42b.
  • the lower stops 9a', 9b' are therefore not adjustable.
  • the upper stops can also be provided by the upper ends of the elongated holes 42a, 42b.
  • FIG. 4 shows schematically another example of an elevator installation 100'. This corresponds to the elevator system 100 in large parts 1 and also includes a running body 2 guided on rails 1a, 1b, a drive unit 3, a counterweight 4, a number of carrying cables 5 and a speed limiter system 6'.
  • the speed limiter system 6' comprises an electronic speed limiter 6.1, which uses signal lines 6.2 to hold electromagnetic holding devices 23a, 23b of the retaining means 14a, 14b.
  • the retaining means 14a, 14b are held open by electromagnetic holding devices 23a, 23b when energized and are released for braking when the current is switched off.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Types And Forms Of Lifts (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)
  • Cage And Drive Apparatuses For Elevators (AREA)
EP18811567.9A 2017-12-07 2018-12-06 Fangvorrichtung für einen fahrkörper, aufzugsanlage mit einer fangvorrichtung und verfahren zum entsperren einer fangvorrichtung Active EP3720799B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP17205780 2017-12-07
PCT/EP2018/083820 WO2019110740A1 (de) 2017-12-07 2018-12-06 Fangvorrichtung für einen fahrkörper, aufzugsanlage mit einer fangvorrichtung und verfahren zum entsperren einer fangvorrichtung

Publications (2)

Publication Number Publication Date
EP3720799A1 EP3720799A1 (de) 2020-10-14
EP3720799B1 true EP3720799B1 (de) 2022-06-01

Family

ID=60627512

Family Applications (1)

Application Number Title Priority Date Filing Date
EP18811567.9A Active EP3720799B1 (de) 2017-12-07 2018-12-06 Fangvorrichtung für einen fahrkörper, aufzugsanlage mit einer fangvorrichtung und verfahren zum entsperren einer fangvorrichtung

Country Status (5)

Country Link
US (1) US11807496B2 (es)
EP (1) EP3720799B1 (es)
CN (1) CN111448156B (es)
ES (1) ES2922492T3 (es)
WO (1) WO2019110740A1 (es)

Family Cites Families (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001192184A (ja) * 2000-01-11 2001-07-17 Toshiba Corp エレベータ非常止め装置
TW593117B (en) 2000-12-07 2004-06-21 Inventio Ag Safety brake and method for unlocking a safety brake
CN101428722B (zh) 2004-04-20 2012-09-05 三菱电机株式会社 电梯的紧急停止系统
MY143851A (en) * 2006-12-05 2011-07-15 Inventio Ag Braking device for holding and braking a lift cabin in a lift facility
EP2352689B1 (de) 2008-12-04 2013-04-10 Inventio AG Verfahren zum lösen eines lastaufnahmemittels oder eines ausgleichsgewichts eines aufzugs aus einer fangstellung
JP5345039B2 (ja) * 2009-11-10 2013-11-20 株式会社日立製作所 エレベーターの非常止め装置
MX2013006934A (es) 2010-12-17 2013-07-22 Inventio Ag Instalacion de ascensor que comprende cabina y contrapeso.
WO2012137248A1 (ja) * 2011-04-05 2012-10-11 三菱電機株式会社 エレベーター装置
WO2013070234A1 (en) * 2011-11-11 2013-05-16 Otis Elevator Company Elevator braking device with automatic reset feature
IN2014CN03943A (es) 2011-11-29 2015-07-03 Inventio Ag
JP5481510B2 (ja) * 2012-03-13 2014-04-23 株式会社東芝 停止装置及びそれを備えるエレベータ
WO2013186869A1 (ja) * 2012-06-13 2013-12-19 株式会社日立製作所 エレベータの非常止め装置
CN104583111B (zh) * 2012-08-28 2016-07-20 株式会社日立制作所 电梯的紧急制动装置以及电梯
WO2014082878A1 (de) * 2012-11-27 2014-06-05 Inventio Ag Fangvorrichtung zu einem fahrkörper einer aufzugsanlage
WO2015003964A1 (de) * 2013-07-10 2015-01-15 Inventio Ag Absturzsicherung für eine plattform
CN106494962B (zh) * 2015-09-08 2019-12-10 奥的斯电梯公司 一种电梯用安全装置
DE102016200593A1 (de) * 2016-01-19 2017-07-20 Thyssenkrupp Ag Bremseinrichtung für einen Fahrkorb eines Aufzugsystems
CN110650913B (zh) * 2017-04-04 2022-04-05 Fl史密斯公司 矿井运输工具安全制动器

Also Published As

Publication number Publication date
CN111448156B (zh) 2021-10-29
WO2019110740A1 (de) 2019-06-13
ES2922492T3 (es) 2022-09-15
EP3720799A1 (de) 2020-10-14
US11807496B2 (en) 2023-11-07
CN111448156A (zh) 2020-07-24
US20200325001A1 (en) 2020-10-15

Similar Documents

Publication Publication Date Title
EP2760777B1 (de) Bremseinrichtung mit elektromechanischer betätigungseinrichtung
EP2925655B1 (de) Fangvorrichtung zu einem fahrkörper einer aufzugsanlage
EP1213247B1 (de) Vorrichtung und Verfahren zum Entsperren einer Fangvorrichtung
EP2651809B1 (de) Betätigung einer fangvorrichtung
EP1733992B2 (de) Bremsfangvorrichtung
EP2058262B1 (de) Bremsvorrichtung zum Bremsen eines Fahrkorbs
EP1905717B1 (de) Verfahren zum Betreiben einer Aufzugsanlage, eine mit diesem Verfahren betreibbare Aufzugsanlage und eine Sicherheitseinrichtung für diese Aufzugsanlage
EP3197812B1 (de) Aufzugbremse
EP2895416B1 (de) Betätigungselement für eine fangvorrichtung
WO2013139616A1 (de) Fangvorrichtung in einer aufzugsanlage
DE2753445A1 (de) Sicherheitsvorrichtung fuer eine fahrstuhlanlage
DE102007015277A1 (de) Aufzugsanlage mit einer Aufzugskabinenbremseinrichtung und Verfahren zum Bremsen einer Aufzugskabine
EP3538468B1 (de) Seilbremse, aufzugskabine und aufzugsanlage
DE202019105584U1 (de) Auslöseeinheit zum Betätigen einer Aufzugbremsvorrichtung
DE102012016336A1 (de) Geschwindigkeitsbegrenzer für ein Aufzugsystem
EP4077190B1 (de) Fangvorrichtung für einen aufzug
EP2582606B1 (de) Haltebremse mit gesperre
EP3265415B1 (de) Bremsvorrichtung für einen fahrkorb einer aufzugsanlage
EP1841679B1 (de) Notbremseinrichtung für eine aufzugskabine
EP3720799B1 (de) Fangvorrichtung für einen fahrkörper, aufzugsanlage mit einer fangvorrichtung und verfahren zum entsperren einer fangvorrichtung
DE102007010940A1 (de) Vorrichtung und Verfahren zum Betätigen einer Parksperre eines Getriebes
DE102009040109A1 (de) Geschwindigkeitsbegrenzer für ein Aufzugsystem
EP3037375A1 (de) Aufzugsanlage mit einem Halte- und Verstellsystem für eine Aufzugskabinenanordnung
EP3924284B1 (de) Aufzugsystem
EP2050706B1 (de) Festhaltevorrichtung

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20200421

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20220111

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 1495277

Country of ref document: AT

Kind code of ref document: T

Effective date: 20220615

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502018009837

Country of ref document: DE

RAP4 Party data changed (patent owner data changed or rights of a patent transferred)

Owner name: INVENTIO AG

REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2922492

Country of ref document: ES

Kind code of ref document: T3

Effective date: 20220915

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG9D

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20220601

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220601

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220901

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220601

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220601

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220902

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220601

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220901

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220601

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220601

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220601

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220601

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220601

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220601

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220601

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221003

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220601

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220601

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221001

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502018009837

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220601

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220601

26N No opposition filed

Effective date: 20230302

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220601

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20221231

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20221206

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20221231

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20221206

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20221231

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20221231

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20231219

Year of fee payment: 6

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220601

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20231226

Year of fee payment: 6

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: ES

Payment date: 20240118

Year of fee payment: 6

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220601

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20231227

Year of fee payment: 6

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220601

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20181206

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220601

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220601

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220601

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220601