EP3798174B1 - Dispositif de déclenchement pour un parachute - Google Patents

Dispositif de déclenchement pour un parachute Download PDF

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Publication number
EP3798174B1
EP3798174B1 EP19199914.3A EP19199914A EP3798174B1 EP 3798174 B1 EP3798174 B1 EP 3798174B1 EP 19199914 A EP19199914 A EP 19199914A EP 3798174 B1 EP3798174 B1 EP 3798174B1
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EP
European Patent Office
Prior art keywords
triggering
triggering device
pulley
bolt
safety gear
Prior art date
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EP19199914.3A
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German (de)
English (en)
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EP3798174A1 (fr
Inventor
Michael Weigel
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Inventio AG
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Inventio AG
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Priority to EP19199914.3A priority Critical patent/EP3798174B1/fr
Publication of EP3798174A1 publication Critical patent/EP3798174A1/fr
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    • 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
    • B66B5/04—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions for detecting excessive speed
    • B66B5/06—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions for detecting excessive speed electrical
    • 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 present invention relates to a triggering device for a safety gear of an elevator system, a safety device that has a triggering device, and an elevator system that has a safety device.
  • the invention relates to a triggering device that is suitable for interacting with a traction mechanism that is stationary in the elevator shaft and for being triggered electrically or electronically.
  • an elevator car In an elevator installation, an elevator car is typically displaced vertically along a travel path between different storeys or levels within a structure. At least in tall buildings, a type of elevator is usually used in which the elevator car is held by cable or belt-like suspension means and is displaced within an elevator shaft by moving the suspension means by means of a drive machine.
  • unsafe operating states can occur which stand in the way of safe further operation of the elevator system.
  • the elevator car can move too quickly or even fall due to a break in the suspension element, the failure of the drive or due to another fault.
  • An elevator system therefore has safety gears that are designed to be brought into effect in such unsafe operating states and to convert the unsafe operating state into a safe state.
  • the safety gears are usually triggered via an overspeed governor system in which an overspeed governor is housed in the shaft head or engine room.
  • a speed governor rope runs over a pulley of the speed governor and a deflection pulley in the shaft pit. Both ends of the speed governor rope are connected to a release lever of the safety gear. If the permitted speed is exceeded, the speed governor's roller is blocked. The speed governor rope is braked and activates the safety gear on the release lever on the elevator car.
  • the release lever can also be actuated by an overspeed governor that travels with the cabin and a linkage to the safety gear instead of by the overspeed governor rope.
  • Triggering devices controlled by supplied signals are also known, which trigger a safety gear.
  • Triggering devices which act on a speed limiter or a safety brake and trigger the speed limiter and/or the safety brake independently of the driving speed.
  • an elevator system can be designed to be safe against UCM (unintended car movement), whereby the car is prevented from drifting away from a floor when the doors are open, in that a sensor system registers the movement status of the car, an evaluation device detects drifting away from the floor in the movement status and the Triggering device activates a speed limiter or a safety gear via rope and/or linkage.
  • An object of the present invention can consist in improving the triggering of the safety gear.
  • a triggering device for a safety gear of an elevator system achieves the object.
  • This trigger device includes a first disc, a second disc, a pivot and a trigger plate.
  • the first pane is designed such that a traction means fixed in the elevator shaft runs over a partial area of the circumference of the first pane.
  • the second disc is like that mounted so that it can be rotated around the axis of rotation.
  • the release plate is mounted in such a way that it can be rotated around the axis of rotation.
  • the triggering device contains a coupling system which couples the triggering plate and the second disk to one another in response to an electrical or electronic triggering signal.
  • a safety braking device of an elevator installation achieves the object.
  • the safety braking device includes the triggering device and the safety gear.
  • An elevator system solves the problem.
  • the elevator installation contains the safety braking device, with the triggering device being attached to an elevator car or to a counterweight.
  • the triggering device is suitable for switching a safety gear from a ready state to a triggered state.
  • the triggered state is characterized by the fact that the safety gear brakes immediately or that at least a first step in a chain of effects is triggered which leads to the safety gear braking, in particular as soon as the triggering device moves beyond a tolerable level relative to the traction mechanism (readjustment ) emotional.
  • the coupling system is activated, i.e. the release plate and the second disc are coupled together. Due to the design of the coupling elements, this coupling allows a relative movement of the triggering device to the traction means by preferably about 20 mm up and down, without the triggering plate also moving. If this range is exceeded, the release plate is taken along by the second disc.
  • Such a chain of effects could, for example, include a first step, such as bringing a braking element, in particular a safety wedge or an eccentric, into contact with a brake rail or the build-up of a normal force, such as occurs, for example, because a brake pad previously separated from the brake rail is on the brake pad is pressed.
  • a first step such as bringing a braking element, in particular a safety wedge or an eccentric, into contact with a brake rail or the build-up of a normal force, such as occurs, for example, because a brake pad previously separated from the brake rail is on the brake pad is pressed.
  • a fixed traction mechanism is installed in the elevator shaft.
  • a fixed traction mechanism essentially remains in the shaft. This means it is fixed at an upper end in the elevator shaft, i.e. the shaft head, or in a machine room located near the shaft head. From the fortification it basically runs straight down.
  • a tensioning device or tensioning mass is attached to its lower end.
  • the traction mechanism can deviate from the vertical course and, in particular, can also carry out movements that arise as a result of the interaction with the triggering device. Since the triggering device requires a fixed traction mechanism, only one traction mechanism is required, even in an elevator installation in which several elevator cars travel one above the other, in particular in the same shaft. Furthermore, it is advantageous that the attachment of the traction mechanism at the upper end requires much less space than an overspeed governor with centrifugal weights.
  • the first disc serves to accommodate the traction means that are fixed in the elevator shaft.
  • the traction means is looped over at least a portion of the circumference of the first pane.
  • the triggering device has an axis of rotation.
  • the axis of rotation is to be understood as meaning the geometric line about which at least the second disk and the release plate can be rotated.
  • the axis of rotation corresponds to the axis of symmetry of an existing pin or an existing hole, which serve to mechanically implement a bearing.
  • the second disc and the trigger plate can rotate about the axis of rotation, which serves as the axis of rotation for both of them. They can rotate freely relative to each other during normal operation. During normal operation, the second disk typically moves in accordance with the speed of the traveling body on which the triggering device is attached, and the triggering plate remains stationary.
  • the first disk may rotate about a different axis of rotation than the axis of rotation of the second disk and the trigger plate. This makes it possible to determine the position at which the traction means runs into or out of the triggering device move.
  • the triggering device can be adapted to the spatial conditions in the elevator shaft.
  • space can be created in order to optimally arrange the components of the triggering device.
  • Normal operation is ended by activating the coupling system of the trip device as soon as the trip device receives an electrical or electronic trip signal.
  • a signal is carried on one or more electrical conductors.
  • an electrical triggering signal can be a falling below or exceeding a specified voltage or a specified current. It can also be an electronic trigger signal that is transmitted via a bus system such as CAN or Ethernet and/or via a communication protocol such as RS232 or USB.
  • an electromagnet is held in a magnetized state by an electric current.
  • a drop in the supply voltage serves as a trigger signal, which reduces the magnetization of the electromagnet and achieves a mechanical effect.
  • the magnetized state holds a bolt in an operative position against a bolt-release force. Due to the reduction in magnetization, the bolt can be displaced by the bolt release force.
  • the advantage of the electrical or electronic release is that the safety gear is controlled by a control unit.
  • This control unit can react to very different operating situations by triggering the safety brake. It can therefore react to excessive speed. However, it can also react to excessive acceleration or, for example, to exceeding location-dependent limit values. For example, the speed limit values when entering a stop can be lowered to enable controlled entry at a lower speed than the nominal speed of the vehicle.
  • the second disc and the trigger plate are coupled together. Since the second disc preferably rotates at a speed proportional to the vehicle speed and the trip plate is at rest prior to tripping, the coupling of the second disc to the trip plate causes a equalization of speeds. The trigger plate now rotates with the second disc.
  • the rotational movement of the release plate is transmitted to the safety gear by means of a connecting element, thereby triggering the safety gear.
  • the connecting element is designed in such a way that it is able to convert the rotational movement of the release plate into a movement on the safety gear.
  • this can include a push and/or pull element, in particular if the safety brake requires a substantially linear release movement. It is also possible to transfer the movement of the release plate to the safety gear by means of pinions and chains or V-belts.
  • pinions and chains or V-belts there are also other ways of transmitting motion, such as Bowden cables, hydraulic systems, pneumatic systems or gears can be used.
  • Such a connecting element allows the triggering device to be easily adapted to different safety gears. Therefore, the same triggering device can be used for many different types of safety gears. Since only a few variants of the triggering device have to be kept in stock, the storage costs can be kept low
  • the safety gear is preferably located on the same side of the traveling body as the release device. This has the advantage that the transmission of the movement from the release plate to the safety gear can be carried out easily and cheaply. Furthermore, a second safety gear can be provided on the opposite side of the cabin, which is triggered by the movement of the same release plate.
  • the first disk is mounted in such a way that it can be rotated about the axis of rotation.
  • first disc can be rotated about the same axis of rotation about which the second disc and the release plate can already be rotated, then it is very easily possible to synchronize the movement of the first disc and the movement of the second disc.
  • the first pane and the second pane are firmly connected to one another.
  • the two discs can be designed as partial areas of a single part.
  • a fixed connection of the first and the second pane is an embodiment that can be implemented very easily.
  • the function of the first pane and the function of the second pane are combined in one component, this leads to a cost-effective solution.
  • the first disk and the second disk are connected to one another via a slipping clutch.
  • the rotational movement of the release plate is preferably limited in such a way that the release plate is reliably prevented from rotating further only after the safety brake has been released.
  • a stop can be provided for this purpose.
  • the second disc is coupled to the trigger plate, it is also stopped.
  • the driving body continues to move until it comes to a final stop, which means that the movement between the triggering device and the traction mechanism also stops.
  • a non-slip combination of traction means and first disk such as chain and pinion or toothed belt and sprocket, it is therefore advantageous that a slipping clutch allows relative movement between the first and second disks.
  • the first disk rotates about an axis that is collinear with the axis of rotation of the second disk. It is very easy to synchronize the movement of the first disk and the movement of the second disk. In addition, it is advantageous that essentially the same bearing elements, such as an axle, can be used. A slipping clutch can be implemented very easily using built-in spring and friction elements between the first and second discs.
  • the first disk and the second disk have different axes of rotation.
  • By offsetting the axes of rotation of the first and the With the second disc it is possible to shift the position at which the traction means runs into or out of the release device in order to adapt the release device to the spatial conditions in the elevator shaft.
  • space can be created in order to optimally arrange the components of the triggering device.
  • the slipping clutch can be designed in such a way that parts of the first disk and the second disk roll on one another under static friction. Alternatively, however, a belt or another connection system that limits the transmitted torque can also be provided.
  • first pane and the second pane in one component.
  • connection element to the safety gear is designed as a pull and/or push element, in particular as a pull and/or push rod.
  • a pull and/or push element is a structural element that is able to transfer tensile and/or compressive forces from a connection point, which is connected to the release plate, to a further connection point.
  • the further connection point is suitable for actuating the triggering mechanism of a safety gear.
  • Tensile and compressive forces can only be transmitted at different times, i.e. not at the same time.
  • such a pull and/or push element has an articulated mounting at both connection points, or at least at one connection point.
  • a tension element is suitable for transmitting tensile forces and includes, for example, ropes, wire, chains or pieces of sheet metal.
  • a shear element is capable of transmitting compressive forces and includes, for example, rods, beams, sheet metal with or without stiffening ribs, or tubes. thrust elements can also transmit tensile forces
  • the coupling system comprises a bolt and a recess, the coupling system being designed in such a way that the bolt can be shifted from a first position to a second position.
  • the release plate and the second disk can rotate freely relative to one another.
  • the pin engages the indentation and couples the trigger plate and the second disc.
  • the coupling system couples in particular by means of an electromagnetic actuator.
  • the electromagnetic actuator is used to move the bolt.
  • the electromagnetic actuator can be, for example, a lifting magnet, a linear drive or an electric motor with a gear that converts the movement of the drive into a substantially linear movement.
  • the electromagnetic actuator is preferably a holding magnet, which holds a holding plate against a triggering force by means of magnetic attraction, and changing, in particular switching off, the current flow through the holding magnet causes the holding plate to be set in motion by the triggering force.
  • the displacement of the bolt into the recess is preferably along a straight or curved line. Design variants are also conceivable in which the bolt is displaced in rotation into the depression.
  • the second pane can also have a number of indentations. Webs are arranged on the second disk between the indentations into which the bolt can dip, which represent an extension of the outer surface of the second disk. Depending on the position of the bolt in relation to the second disc, the bolt can either be moved directly into the recess or it hits a ridge. If the bolt hits a ridge, the bolt rests against the lateral surface of the second disk until the second disk has rotated so far that the bolt can be displaced into the recess.
  • the bolt is preferably designed essentially as a round rod. Alternatively, however, it can also have a shape that corresponds to a pawl or a nose. Preferably, the bolt and recess have a loose fit. This enables the bolt to be shifted with little friction.
  • the bolt has play in the recess if the bolt is moved to the second position.
  • the play is so large that the movements caused by the permissible loading and unloading of the cabin are tolerated without causing the triggering of the safety gear.
  • the loading and unloading of the car includes the usual payloads of an elevator, ie people entering or exiting the car or loading the car with a payload that is essentially smaller than the permissible maximum payload.
  • the play preferably arises in that the indentations, which in their spatial form contain at least the shape of the bolt displaced into the second disk, are expanded by that area which is swept over by the displaced bolt when the second disk is rotated through an angle.
  • the depression is preferably designed as a slot along the direction of rotation of the second disk on a lateral surface of the second disk.
  • the indentations particularly when using cylindrical bolts, can only have the diameter required for the bolt, including a clearance fit. Then a distance between the indentations determines the maximum tripping distance.
  • the rotational movement of the triggering plate is limited by a stop.
  • the stop can be on the release device, and in particular on Housing of the release device are located. Alternatively, however, it is also possible to attach the stop outside the triggering device.
  • a stop can, for example, be attached directly to the traveling body or to a safety gear that is adapted to the triggering device.
  • the stop restricts the movement of the trip plate in such a way that the trip plate cannot cause damage to the elevator system if the trip plate rotates too far.
  • the stop can have an elastic and/or damping covering that is fastened either to the stop or to the release plate.
  • the safety brake is activated in that the electric actuator displaces the bolt in the direction of the depression. If the car is moving, the first and second discs rotate about a common or about separate axes of rotation. The trigger plate is at rest. So even if the bolt does not hit a depression directly, after a short time one of the depressions or the depression will position itself in such a way that the bolt moves into the depression. Then the bolt can engage in the recess. This sets the trigger plate in motion. The movement of the release plate releases the safety gear via the connecting element. After the safety gear has been triggered, the release plate hits the stop and is stopped again. This essentially stops the second disc as well. Smaller relative movements are naturally possible within the scope of the clearance between the bolt and the recess.
  • the traveling body continues to move for a short time after the safety gear has been triggered. During this time, the traction mechanism continues to move through the triggering device. There is therefore a speed difference between the speed of the traction mechanism and the speed of the second pulley.
  • the triggering device has a slipping clutch between the first and second discs, so that they can slip in this short time. If the triggering device does not have a slipping clutch, the traction device slips over the first disc.
  • the triggering device has two stops.
  • the release plate if it is coupled to the second disc, will be rotated in one direction or in the opposite direction of rotation, depending on the direction of movement of the traveling body.
  • a stop is advantageously provided in both directions of rotation in order to limit the rotary movement in the respective direction.
  • the release plate is preferably held in a normal operating position during normal operation.
  • the triggering device can be held in the normal operating position by a spring or a snap lock.
  • magnetic retention systems or a design where gravity provides the correct alignment for normal operation are also possible.
  • the triggering device has an additional roller, which serves to increase the angle of wrap of the traction means around the first pane, or to increase the contact pressure of the traction means on the first pane.
  • the traction means and the first disk in such a way that the traction means can cause a large moment on the first disk.
  • the traction means can be deflected via a deflection roller in such a way that the traction means loops around both the deflection roller and the first disk at the same angle in each case.
  • the triggering device has two deflection rollers, with the two deflection rollers being arranged before and after the first disk.
  • the two deflection rollers can be arranged in such a way that the traction means run in alignment above the triggering device and the traction means below the triggering device. This minimizes the space taken up by the traction mechanism in the shaft.
  • the traction means is designed as a toothed belt. This is advantageous because the use of the toothed belt means that smaller gear wheels or rollers and, in particular, a smaller first pulley can be used.
  • a direction of movement of the release plate is connected by means of the pull and push element, with the direction of movement of the pull and push rod activating the safety gear selectively for one of the two directions of travel.
  • the safety braking device has the advantage that the safety brake and the triggering device can be optimally matched to one another.
  • the triggering device and the safety gear can be attached to a common base plate, which facilitates installation on the driving body.
  • the elevator system is characterized by the fact that only one traction mechanism is routed through the shaft, which means that very little shaft space is required.
  • the safety braking system of the elevator installation is flexible and can be controlled by different triggering criteria that are analyzed in a control unit.
  • a traveling body 11 moves in an elevator shaft 20 along a guide rail 24.
  • the traveling body 11 has a safety device 30.
  • the safety device 30 includes the triggering device 10 and the safety brake 26.
  • At least a second safety brake is on a second Rail mounted on the opposite side of the driving body 11 in order to brake the driving body 11 symmetrically.
  • a release linkage connects the two safety brakes with each other so that both release synchronously.
  • the safety device 30 is attached to the side of the driving body.
  • the thin design of the triggering device 10 allows the driving body to pass close to the shaft wall. In addition, the space below the cabin remains free.
  • the traction means 9 is stretched.
  • a tensioning mass 28 tensions the traction means 9.
  • the tensioning mass 28 is chosen to be at least large enough for the release device, if this is provided for the respective elevator system, to cause sufficient tension in the traction means 9, even for a movement in the upward direction, so that the release plate rotates reliably can be. If only a downward catch is provided, it is sufficient to make the tensioning mass 28 large enough so that the traction means 9 is securely pulled through the triggering device 10 even when traveling upwards, and also remains tensioned above the triggering device.
  • FIGS 2 and 3 show a tripping device 10 in combination with a safety device 26, as is advantageously attached to a traveling body of an elevator system.
  • a traction means 9 which is stretched vertically in the elevator shaft runs through the release device 10 .
  • the traction mechanism is a toothed belt.
  • the two additional rollers 32 are used to feed the traction means to the first disc 1 that a sufficient Portion 7 of the first disc 1 is wrapped.
  • the disc 1 has a running groove for the toothed belt, which is provided with teeth suitable for the toothed belt. This structure ensures that the rotation of the first pane 1 is essentially defined by the position of the driving body 11 in the shaft. As a result, the speed of the first pane 1 is essentially defined by the speed of the moving body 11 in the shaft.
  • the location of the components in the 2 corresponds to a readiness state, ie the state before the safety brake 26 is triggered.
  • the position of the components in the 3 corresponds to the state after the safety brake 26 has been triggered by the triggering device 10.
  • the second disk 3 and the release plate 4 also rotate on the same axis of rotation 12 around which the first disk 1 can rotate.
  • the first disk 1 and the second disk 3 are connected to one another by means of a slip clutch in such a way that small torques are transmitted , but that slipping occurs at very high moments that could damage the toothed belt or the triggering device.
  • This is realized in that a friction area of the first disc 1 and a friction area of the second disc are pressed against one another. The moment at which slipping occurs is defined by the static friction between these two surfaces.
  • the trigger plate 4 is free to rotate during normal operation. In particular, it can rotate independently of the first disk 1 and the second disk 3.
  • the electromagnetic actuator 2 is attached to the release plate. During normal operation, the release plate 4 is held in the in 2 shown position held. Alternatively, this can also be realized via the dead weight of the electromagnetic actuator 2 and, for example, also in combination with a stop 34 of the triggering device 10 or on the triggering plate 4 .
  • first disk 1 and the second disk 3 rotate synchronously with the movement of the traction means, while the release plate 4 and the safety gear 26 remain at rest.
  • the electromagnetic actuator 2 has a lifting magnet 18 that is suitable for this is to keep a bolt 14 out of the area of engagement with the second disk 3 against a spring force.
  • a spindle drive driven by an electric motor can also be provided, and the bolt 14 can be displaced as required.
  • an electrical or electronic triggering signal is sent to the triggering device. Due to the triggering signal, the lifting magnet 18 is no longer energized and the bolt 14 is shifted into the area of engagement with the second disk 3 .
  • the second disk 3 has indentations 16 in which the bolt 14 can engage. If the bolt 14 strikes an area of the second disk 3 between two indentations 16 , it initially contacts the surface of the second disk 3 . However, the second disc 3 will continue to rotate and will thereby allow the bolt 14 to move into the next recess 16.
  • the second disc 3 When the pin 14 is displaced into the recess 16, the second disc 3 continues to rotate while the pin 14 is stationary. After a short time, possibly even before the bolt has been completely displaced into the recess, the bolt 14 is at one end of the recess 16. As a result, the release plate 4 is swept along with the second disk 3 . Since the acceleration of the release plate 4 requires a relatively large force, slipping can occur between the first disk 1 and the second disk 3 since a slipping clutch is present there. In this case, the slipping is typically only of short duration, then stops again since the acceleration process has ended, and then starts again as soon as the rotary movement of the triggering plate 4 is stopped at the stop 34 . This position is then in 2 shown.
  • the rotation of the release plate 4 moves the pull and/or push rod 6 and thereby releases the safety gear 26 .
  • the driving body 11, on which the triggering device 10 is attached moves upwards, the push-pull rod is essentially shifted to the right. In doing so, it exerts a compressive force on the safety gear 26 or on the release mechanism of the safety gear 26 .
  • the safety gear triggers in such a way that the movement upwards is slowed down.
  • the driving body 11 moves downwards, the pull and/or push rod is shifted essentially to the left. She practices one Tensile force on the safety gear 26, or on the release mechanism of the safety gear 26 from. The safety gear is triggered in such a way that the downward movement is slowed down.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)

Claims (14)

  1. Dispositif de déclenchement (10) pour dispositif de sûreté (26) d'une installation d'ascenseur contenant
    • une première poulie (1), qui est conçue de sorte qu'un moyen de traction (9) fixé dans la cage d'ascenseur (20) s'étend sur une zone partielle (7) de la circonférence de la première poulie (1),
    • un axe de rotation (12)
    • une seconde poulie (3) qui est montée de manière à pouvoir tourner autour de l'axe de rotation (12)
    • une plaque de déclenchement (4) qui est montée de manière à pouvoir tourner autour de l'axe de rotation (12), et
    caractérisé en ce
    que le dispositif de déclenchement (10) contient un système de couplage (2) qui couple la plaque de déclenchement (4) et la seconde poulie (3) l'une à l'autre en réponse à un signal de déclenchement électrique ou électronique.
  2. Dispositif de déclenchement (10) selon la revendication 1, caractérisé en ce que un mouvement de rotation de la plaque de déclenchement (4) est transmis au dispositif de sûreté (26) au moyen d'un élément de liaison (6), et un déclenchement du dispositif de sûreté (26) se produit ainsi.
  3. Dispositif de déclenchement (10) selon la revendication 1 ou 2, caractérisé en ce que
    la première poulie (1) est montée de manière à pouvoir tourner autour de l'axe de rotation (12).
  4. Dispositif de déclenchement (10) selon l'une des revendications 1 à 3, caractérisé en ce que
    la première poulie (1) et la seconde poulie (3) sont reliées de manière fixe l'une à l'autre, en particulier les deux poulies peuvent être conçues comme des zones partielles d'une seule pièce.
  5. Dispositif de déclenchement (10) selon l'une des revendications 1 à 3, caractérisé en ce que la première poulie (1) et la seconde poulie (3) sont reliées l'une à l'autre par l'intermédiaire d'un couplage à friction.
  6. Dispositif de déclenchement (10) selon l'une des revendications 2 à 5, caractérisé en ce que
    l'élément de liaison (6) au dispositif de sûreté est réalisé sous la forme d'un élément de traction et/ou de poussée, en particulier sous la forme d'une tige de traction et/ou de poussée (6).
  7. Dispositif de déclenchement (10) selon l'une des revendications 1 à 6, caractérisé en ce que
    le système de couplage (2) comprend un boulon (14) et un évidement (16),
    le système de couplage (2) étant conçu de telle manière que le boulon (14) peut être déplacé
    d'une première position, dans laquelle la plaque de déclenchement (4) et la seconde poulie (3) sont libres de tourner l'une par rapport à l'autre,
    à une seconde position, dans laquelle le boulon (14) vient en prise dans l'évidement (16) et couple ainsi la plaque de déclenchement (4) et la seconde poulie (3),
    en particulier au moyen d'un actionneur électromagnétique (18).
  8. Dispositif de déclenchement (10) selon la revendication 7, caractérisé en ce que le boulon (14) dans l'évidement (16), si le boulon (14) est déplacé dans la seconde position, présente un jeu, en particulier le jeu est si grand que les mouvements provoqués par le chargement et le déchargement autorisés de la cabine (111) sont tolérés sans déclenchement du dispositif de sûreté (26).
  9. Dispositif de déclenchement (10) selon l'une des revendications 1 à 8, caractérisé en ce que
    le mouvement de rotation de la plaque de déclenchement (4) est limité par une butée (34).
  10. Dispositif de déclenchement (10) selon l'une des revendications 1 à 9, caractérisé en ce que
    le dispositif de déclenchement (10) présente un galet supplémentaire (32) qui sert à augmenter l'angle d'enroulement du moyen de traction (9) autour de la première poulie (1), ou à augmenter la pression de contact du moyen de traction (9) sur la première poulie (1).
  11. Dispositif de déclenchement (10) selon l'une des revendications 1 à 10, caractérisé en ce que
    le moyen de traction (9) est réalisé sous la forme d'une courroie crantée.
  12. Dispositif de déclenchement (10) selon la revendication 6, caractérisé en ce que un sens de déplacement de la plaque de déclenchement (4) est relié au moyen de l'élément de traction et de poussée, le sens de déplacement de l'élément de traction et de poussée actionnant le dispositif de sûreté (26) sélectivement pour l'un des deux sens de circulation.
  13. Appareil de freinage de sécurité (30) d'une installation d'ascenseur (40), contenant un dispositif de déclenchement (10) selon l'une des revendications 1 à 12 et un dispositif de sécurité (26).
  14. Installation d'ascenseur (40), contenant un appareil de freinage de sécurité (30) selon la revendication 13, caractérisée en ce que
    le dispositif de déclenchement (10) est fixé à la cabine d'ascenseur (11,111) ou au contrepoids (11,112).
EP19199914.3A 2019-09-26 2019-09-26 Dispositif de déclenchement pour un parachute Active EP3798174B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP19199914.3A EP3798174B1 (fr) 2019-09-26 2019-09-26 Dispositif de déclenchement pour un parachute

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Application Number Priority Date Filing Date Title
EP19199914.3A EP3798174B1 (fr) 2019-09-26 2019-09-26 Dispositif de déclenchement pour un parachute

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EP3798174A1 EP3798174A1 (fr) 2021-03-31
EP3798174B1 true EP3798174B1 (fr) 2022-06-29

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Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4917030B2 (ja) * 2005-04-13 2012-04-18 三菱電機株式会社 エレベータ装置
EP2855325B1 (fr) 2012-05-31 2021-08-25 Otis Elevator Company Dispositif d'actionnement de réducteur de vitesse monté sur une cabine
US20170073190A1 (en) * 2015-09-14 2017-03-16 Otis Elevator Company Actuator assembly for an elevator governor system and method

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Publication number Publication date
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