EP3858776A1 - Safety brake for mounting operation - Google Patents

Abstract

Brake safety device with a base body for engaging over two opposing friction surfaces of an elevator rail, a movable braking element, at least one force element which presses the braking element in the direction of the guide rail and an electrically and / or hydraulically and / or pneumatically activatable first holding element which, in the activated state, the braking element holds against the action of the force element in its standby position, the braking element being able to be brought into abutment by the force element on the elevator rail when the first holding element is deactivated and thereby developing its braking or braking action, the braking device being actuated by a switch that can be mounted in or on the elevator car has a second holding element which holds the braking element in its ready position independently of the first holding element as long as the switch is actuated from the car, and which releases the braking element when the switch is not actuated.

Description

The invention relates to a brake safety device according to the preamble of claim 1. Such a brake safety device is characterized in that it is already of use in the construction phase while the elevator system is being erected. Even at this stage, it can effectively secure a building elevator that is provisionally used as an assembly elevator.

TECHNICAL BACKGROUND

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

For this purpose, it is advisable to use the elevator systems that are to be installed in the building as early as possible, well before the completion of the building and the elevator system, as assembly elevators. For this purpose, the first guide rails and an assembly platform are installed. This assembly platform is moved up using a winch or chain hoist while the guide rails and other elevator components are installed piece by piece. In the upper end of the elevator shaft, a pulley or a fixation for the support cable or the support cable strand or the chain is attached. In most cases, the later car frame is also used, on which a work platform is initially placed instead of the more or less noble cabin that is to be used later is put on, which is suitable for the transport of materials and workers. The elevator car used later is preferably built up and the car roof used as a work platform. Of course, the provisional car built in this way must be secured against falling or excessive acceleration downwards.

This protection is very easy to do with classic elevator systems. The brake safety devices are purely mechanically operated brakes, which are activated by a rotating wire rope and, in the event of overspeed, decelerated by a speed limiter. Because the overspeed governor cable remains behind the car that is continuous or falling along the guide rails, the overspeed governor cable literally "pulls" the brake or the brake wedge of the safety gear. The safety gear then literally wedges and catches the car.

the WO 2017/050857 A1 shows how the car floor of the future elevator car can be used as an assembly platform.

the WO 2014/040861 A1 shows a device for activating and deactivating a safety device of an elevator car during assembly.

the EP 2 338 821 A1 shows an elevator system in the usual mode of operation after the elevator system has been fully assembled.

Difficulties arise where modern electronically and / or hydraulically or pneumatically operated brake safety devices are to be used, ie where from from the outset those modern brake safety devices are to be used, also during assembly operations, which are to be installed anyway on the elevator system for later regular operation.

The problem here is that such modern brake safety devices can only be used in the phase in which the elevator is still being installed if the necessary electrical supply can be ensured from the start and the electronic one required for triggering such brake safety devices Control has been fully installed, regardless of the assembly step. Above all, the complete installation of the electronic control system at an early stage causes problems. The electronic controls and their sensors are known to be relatively sensitive, above all to dirt, dust and vibrations, which can hardly be avoided, for example, in the elevator installation phase.

The task on which the invention is based

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

THE SOLUTION ACCORDING TO THE INVENTION THE SOLUTION AS SUCH

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

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

In addition, the brake safety device has at least one electrically and / or hydraulically and / or pneumatically activatable first holding element which, in the activated state, holds the at least one braking element in its standby position against the action of the force element. When the first holding element is deactivated, the braking element can be brought into contact with the elevator rail by the force element. As a result, it unfolds its braking or braking effect as soon as the car continues to move.

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

DEFINITIONS FOR THE SOLUTION

A "brake safety device" is preferably understood to mean a brake for an elevator car that can be moved up and down on rails in the vertical direction and is designed to be self-locking, in such a way that in the event of a fall or excessive speed when traveling downwards, after being triggered, the elevator car automatically wedges itself on the guide rails or, in the broader sense, comes to a standstill on these with frictional engagement.

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

The term “braking element” is preferably used to denote an element which, after activating the safety gear, wedges or jams on the brake rail assigned to it. It can be designed as a brake wedge. But it does not necessarily have to have a wedge-shaped shape, but can, for. B. also be a brake roller that interacts with a differently designed wedge surface and the brake rail accordingly.

The term "holding element" denotes a device which - activated - ensures that the braking element remains in its standby position and which - deactivated - releases the braking element in such a way that it now comes to rest against the brake rail with a friction fit and as a result automatically the desired braking effect unfolds and, as a result of the further movement of the car, is preferably automatically jammed with the brake rail assigned to it.

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

The term “base body” is preferred here, or in any case the body which enables the wedging of the braking member to also press the opposite, mostly passive, friction lining not equipped with a wedge effect against the brake rail. The base body can itself apply the spring action necessary for this or it is essentially rigid and leaves that to the at least one spring element, which holds said at least one friction lining displaceably perpendicular to the brake rail. The base body preferably also serves to attach the brake safety device to the car frame of the elevator.

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

PREFERRED DEVELOPMENT OPPORTUNITIES

To the brake safety device according to the invention even further improve, there are a number of optional training opportunities, which are outlined by the subclaims.

Ideally, the switch is a dead man's switch which, in its installed state, can be operated by a person who rides in or on the car. In this way, a very simple and very safe brake safety device is realized. As soon as the dead man's switch is not actuated, the safety gear is ready to brake or to catch, i.e. H. its brake roller rests against the guide rail and becomes wedged as soon as the car moves further. In order to move the car or to move it downwards, the person traveling with it must press the dead man's switch and keep it pressed.

A very cheap alternative is when the switch is designed as a slack rope switch. Such a slack rope switch is characterized in that it is kept actuated by the weight of the elevator car when the elevator is operating properly and responds when it is relieved in the event of a suspension rope failure. Such a slack rope switch has the advantage that it watches inconspicuously in the background, so to speak, and avoids the risk of incorrect operation, which of course is inherent in a dead man's switch.

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

Ideally, the safety gear has both one Dead man's switch as well as a slack rope switch, which is located in the operational state of the safety gear between the second holding element and the dead man's switch. In this case, the slack rope switch disconnects the dead man's switch in the event of a suspension cable failure, so that the second holding element releases the braking element even if the dead man's switch continues to be actuated.

The second holding element is preferably a purely mechanical holding element which is coupled to the switch via a linkage, a Bowden cable or hydraulics and, less preferably, a pneumatic system, so that the second holding element is activated by those forces that act on the switch (dead man's switch or slack rope switch ) are applied.

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

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

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

Ideally, the safety gear is designed so that the second holding element and the dead man's switch and / or the slack rope switch are only used for the assembly operation of the elevator. After its completion, at least the second holding member and Preferably, the slack rope switch can also be completely dismantled from the brake safety device without dismantling the brake safety device from the car (without impairing the function of the first holding member or the brake safety device). The brake safety device is designed in such a way that it can then go into regular operation using only the first holding member.

It is particularly advantageous if the second holding element consists of a Bowden cable, the core of which is attached at one end to the braking element or to the fitting movably holding the braking element on the base body, and its shell is held by the base body and, in particular, by a fitting temporarily attached to the base body will. The basic body does not have to be in one piece. It can be in several parts, i. H. consist of several firmly attached elements, so that the shell z. B. can also be held on the mounting bracket that fixes the electromagnet for the first holding member on the base body.

It is particularly favorable if the safety gear is bidirectionally effective, so that it can brake or terminate impermissible states of motion in the downward as well as in the upward direction. Then the brake safety device preferably has an attachable and detachable additional fitting in the sense of a lock. In its installed state, this prevents the brake wedge from becoming jammed between the base body and the guide rail when both retaining elements are deactivated and the vehicle is traveling in an upward direction. In this way, the ability of the safety gear, which is present per se and which is absolutely necessary in the final operation, to also stop impermissible states when traveling upwards, is temporarily disabled. This is because the upward protection is not necessary with an elevator that "grows with you" gradually upwards, in which the counterweight has not yet been installed, so that it is particularly cheap for Upward travel not having to constantly operate the dead man's switch. Because as long as the counterweight has not yet been installed, the weight of which typically corresponds to about half the nominal load of the elevator plus the dead weight of the car, the case can be ruled out that the counterweight is heavier than the hardly loaded car, due to a technical error and due to his excess weight, the car accelerates upwards in an uncontrolled manner.

Ideally, the additional fitting is designed in such a way that it prevents the brake wedge or the brake roller from coming into contact with the guide elements of the safety gear or the brake rail when traveling upwards. This reduces wear, even if the elevator is used extensively during the assembly phase. In particular, the additional fitting is designed in such a way that, in the event of a brake roller, it holds it in such a way that its axis - at least when the car is moved in the direction in which the brake catch is deactivated or impossible - does not roll on one of the reveals of the elongated hole in the swivel fitting, as long as the additional fitting is installed. This protects the reveals from wear and tear. Because normally the axles are roughened where they come into contact with the reveals during regular operation. It makes sense. In this way, when the brake catch is triggered regularly, the necessary frictional forces are created between the rail and the knurl of the brake roller that touches it and between two reveals of the swivel fitting and the knurled or roughened axes of the brake roller that roll off there to move the brake roller safely into that position to let roll, in which the brake roller is clamped between the actual base body 1 and the guide rail.

There is also a demand for completely independent protection for a brake safety device in accordance with claim 11. A "direct operative connection" is understood here to mean that the dead man's switch and / or the slack rope switch switch the first holding element and its holding effect on and / or off without a logic or evaluation device being interposed that takes an autonomous decision or a decision made elsewhere into account whether the interruption of the dead man's switch and / or the slack rope switch actually triggers the safety gear or not.

Ultimately, slack rope switch or dead man's switch and slack rope switch means "no brake stop". The same applies analogously where only one dead man's switch is provided. Conversely, if the said switches are “open”, it is bindingly “brake catch activated”.

Further design options, modes of operation and advantages emerge from the following description of exemplary embodiments on the basis of figures.

CHARACTERISTICS

• the Figure 1 shows an exploded view of a brake safety device as it is preferably used to implement the invention.
• the Figure 2 shows the safety gear according to Figure 1 , also in partial exploded view, designed as a first embodiment and equipped with means that form a second holding member.
• the Figure 3 shows the safety gear according to Figure 1 and 2 when fully assembled and in conjunction with the dead man's switch on the car.
• the Figure 4 shows a second embodiment of the safety gear based on the Figure 1 that differs from the first embodiment differs by the interposed slack rope switch.
• the Figure 5 shows a variant with an electric dead man's switch and an electric actuator operated by this, which applies the required force.
• the Figure 6 shows the variant according to Figure 5 , but also equipped with a slack rope switch.
• the Figure 7 shows a variant in which the second holding member. comprises an electromagnet.
• the Figure 8 shows the variant without a second retaining element.
• the Figure 9 shows a third embodiment with a brake safety device acting only in one direction.

EXEMPLARY EMBODIMENTS BASIC CONSTRUCTION OF THE BRAKE DEVICE

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

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

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

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

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

When the brake is activated by driving the brake roller 11 into the area of the wedge surface, the friction lining 6 can be displaced by a certain amount against the forces of the disc spring assembly 8 in the direction perpendicular to the main surface of the brake rail 4, which enables the brake roller to be driven in until it stops will be, also more details about this in a moment. The normal force and thus also the braking force increase the more the spring assembly is compressed. The preload of the respective spring element or disk spring assembly 8 can be regulated via the adjusting elements 9, which are designed here as nuts.

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

For this purpose, the brake roller 11 is held on a swivel fitting. The swivel fitting 12 is articulated on the base body 2 so that it can be swiveled about the axis S.

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

The guide arm 14 is pretensioned with respect to the bracket 13 by means of a spring element, here in the form of a helical spring 17. The guide arm 14 can therefore pivot within the bracket 13 and also move through the bracket 13 in a translatory manner. Overall, this special type of mounting enables the brake roller 11 to be driven into the said area between the wedge surface 10 and the main surface 5 of the brake rail 4, as will be described in more detail below. The brake roller must not and must not become detached from the guide arm 14.

This is important because the guide arm 14 pretensioned by the spring 17 is intended to ensure that the brake roller 11 automatically returns to its standby position when the brake safety device 1 is released again after braking or a catch, as will be described in more detail below will.

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

HOW THE BRAKING DEVICE WORKS

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

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

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

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

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

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

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

SPECIAL PROBLEMS IN THE ASSEMBLY OPERATION

If you look at this mode of operation, it is not difficult to see that this brake safety device is actually not actually suitable for securing a car during the assembly phase of the elevator if the elevator control has not yet been installed or is not yet operational and / or the electrical supply to the car is not yet ensured.

This is because as long as the first holding device cannot be supplied with energy in the early assembly stage, it cannot hold the braking roller 11 in its ready position. The car can then not be moved back and forth, since the safety gear would immediately go into catch when the car begins to move.

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

THE ADDITIONAL EQUIPMENT OF THE BRAKE DEVICE

If the safety gear is to be used in the elevator installation stage, it is temporarily equipped with a second holding element 39 when the first holding element is inactive or deactivated. The second holding member 39 is of a provisional nature, since it is only grown and used during the construction phase. The brake safety device is preferably like this constructed so that the second retaining element can be dismantled again without leaving any residue.

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

The relevant details describe the Figure 2 and the Figure 3 .

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

In order to be able to fasten this additional fitting 27 to the pivot fitting 12, the pivot fitting 12 is provided with several bores or recesses 28, which preferably have an internal thread. In this way, the additional fitting 27 can simply be placed on the swivel fitting 12 from the outside and then connected to it, preferably with the aid of the screws 29. The swivel fitting 12 and the additional fitting 27, with their respective largest areas, are preferably in contact with one another over the entire surface . As a result, the swivel fitting 12 and the additional fitting 27 form a very solid unit after assembly.

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

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

In addition, a holder 33 is provided, which holds the sheath 34 of the Bowden cable. The holder 33 preferably has the shape of a plate. The holder 33 is also provided with a recess A where it would otherwise hinder the function of the part carrying it.

In the present, particularly preferred case, the holder 33 is placed on the bracket 35 which carries the first holding device or its electromagnet. The holder 33 is preferably in full contact with the bracket 35 (in the sense defined above).

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

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

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

In this stand-by position, the brake roller 11 has no contact with the brake rail, not even when the electromagnet 20 is de-energized and does not itself have a holding effect, ie. H. when the first holding member is inoperative. Therefore, the safety gear will not go into catch when the car is moved as long as the dead man's switch is held down.

If there is an uncontrolled movement or excessive speed when the car is descending, the dead man's switch is released. How to easily identify yourself using the Figure 2 can imagine, this leads to the fact that the pivot fitting 12 is released and pivots clockwise, under the influence of the force element 23, which is designed here as a spring.

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

THE TEMPORARY BLOCKING OF UPPER BRAKING

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

Because of this, it is at least impractical and, moreover, an unnecessary source of error if the dead man's switch must be kept actuated permanently even when traveling upwards.

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

This holding projection 38 interacts with the guide arm 14 of the brake roller 11, i. H. he supports him. This interaction takes place in such a way that the projection 38 also prevents the brake roller 11 from being driven down into the area between the wedge surface 10 of the base body 2 and the burn rail 4 when the car is being raised and the dead man's switch 38 is not actuated is held.

Failure to operate the dead man's switch 38 then only leads, in this configuration, to the fact that the brake roller 11 comes into contact with the surface of the brake rail 4, but then rolls freely there, is not drawn into the wedge gap and does not develop any noteworthy braking effect. The additional fitting is preferably designed so that the brake roller 11 does not come into contact with the wedge surface 10 of the base body 2 when traveling upwards and the pin 16 does not come into contact with the guide track of the swivel fitting 12, especially in the area of the knurl. Ideally, the additional fitting is even designed in such a way that the brake roller 11 does not come into contact with the brake rail 4 at all or at least does not come into contact with wear and tear.

THE OPTIONAL SLEEP ROPE SWITCH

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

In order to overcome this problem, it is particularly preferred to provide a slack rope switch 41 between the dead man's switch 38 and the second holding member, such as the one shown in FIG Figure 4 shows schematically. The slack rope switch 41 can be formed, for example, by a frame or a housing as the base body 44. The base body 44 is, on the one hand, fixed to the elevator car and, on the other hand, it is held on the end of the supporting cable or supporting cable strand 42 by a spring element.

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

In the event of a torn support cable or a jumped-off support cable, the slack cable spring element 43 suddenly relaxes. It interrupts the operative connection between the dead man's switch 38 and the second holding member 40. This interruption takes place, for example, in that a form-locking coupling which is functionally located within the Bowden cable is opened, as in FIG Figure 4 outlined. The holding effect of the core 32 of the Bowden cable is then ended. The brake safety device 1 responds.

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

However, more complex, but more comfortable variants are also conceivable, such as the Fig. 5 indicates.

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

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

This variant has the advantage that the slack rope switch can be integrated much more easily because it can be designed as an electrical switch and does not have to be represented as a mechanical switch.

FURTHER MODIFICATION

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

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

THE ADDITIONAL FITTING

The following example uses the Figure 9 however, the additional fitting 27 and the pin 16, which is preferably matched to it, are described in a meaningful manner for all exemplary embodiments.

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

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

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

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

When traveling upwards and the electromagnet 20 is de-energized, the swivel fitting 12 and the swivel axis S swivel counterclockwise until the brake roller 11 comes to rest on the brake or guide rail 4. If the car moves further upwards due to a lack of braking and catching action, the braking roller 11 rolls on the braking rail 4. Its pin 16, which forms the axis of rotation of the brake roller 11, rotates. Usually the in Fig. 9 Shank of the pin 16 that cannot be seen on the reveal of the elongated hole LL to rest in order to roll off there. Since the shaft is roughened there, it finds the necessary grip on the reveal surface, which, however, would cause wear in the constellation in question here.

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

OTHERS

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

However, one can easily imagine that, in principle, use for other types of brake safety devices is also possible and also claimed, in the sense of a further exemplary embodiment that is not currently shown in the figures and is not preferred.

Think of those brake safety devices that work with at least one traditional wedge or even two wedges of this type attached to both sides of the brake or guide rail. This wedge or each of these wedges is z. B. driven by a bias spring in the direction parallel or opposite parallel to the direction of travel in a gap and begins to brake or even to catch as soon as the electromagnet holding it is not energized. Such a wedge can also be held in its ventilated position, for example, by a Bowden cable temporarily attached - pulled by means of a dead man's switch.

In addition to the claims already made, additional independent protection will be claimed for:
The use of a power transmission element operated by a dead man's switch on the car, in particular in the form of a Bowden cable or a mechanical linkage, in order to hold at least one brake safety device according to one of the claims provided for this in this application in its ready position by operating the dead man's switch and thereby use the elevator as an assembly elevator can - preferably without having to provide a different brake safety device than the one that is used for regular operation after the elevator system has been fully completed.

The use of a slack rope switch for an elevator as a panic safety device, in order to have the brake safety device respond in the event of the suspension rope being torn off or derailed, even if the dead man's switch is still pressed and thus a brake safety device is still in the ready position, in that the dead man's switch is rendered inoperative by the slack rope switch.

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

Finally, a completely different variant should also be mentioned, such as the Figure 8 disclosed.

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

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

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

Protection on its own or in conjunction with claims already made is also claimed for a brake safety device with a base body for engaging over two opposing friction surfaces of an elevator rail, a movable braking element, at least one force element that presses the braking element in the direction of the guide rail and an electrical and / or hydraulically and / or pneumatically activatable first holding element, which in the activated state holds the braking element against the action of the force element in its standby position Brake catching effect unfolds, characterized in that the brake catching device comprises an electrical, pneumatic and / or hydraulic energy store which, when the brake catching device is ready for operation, moves along with the car and with the first holding element it is a dead man's switch and / or a slack rope switch in direct operative connection, so that the dead man's switch and / or the slack rope switch directly control the energy flow between the energy store and the first braking element.

REFERENCE LIST

1

Brake safety device

2

Base body

3

recording

4th

Brake rail

5

Main surface of the brake rail

6th

Friction lining

7th

Pin for moving the friction lining

8th

Disc spring package

9

Adjustment element for the preload of the disc spring assembly

10

Wedge surface

11

Brake roller, which functionally forms the brake wedge here

12th

Swivel fitting

13th

Tab

14th

Guide arm

15th

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

16

Pin that forms the axis of the brake roller

17th

Coil spring

18th

First holding organ

19th

Solenoid unit

20th

Electromagnet

21

Plunger

22nd

Pole piece

23

Power element

24

Contact section

25th

Knurled or primary running surface of the brake roller

26th

Shoulder of the brake roller

27

Additional fitting

28

Hole / recess

29

screw

30th

Holding eye for the thickened end of the Bowden cable

31

Thickened end of the Bowden cable

32

Soul of the bowden cable

33

Holder for the sheath of the Bowden cable

34

Cover of the Bowden cable

35

Bracket to hold the electromagnet unit

36

Bracket to hold the electromagnet unit

37

Hole / recess

38

screw

39

Dead man's switch

40

Second holding organ

41

Slack rope switch

42

Support rope or strand

43

Slack rope spring element

44

Base body

45

Form-fit coupling

46

Additional electromagnet

47

Actuator / drive

48

Energy supply or battery / accumulator

S.

Swivel axis

P.

Arrow, symbolizes the power of the Bowden cable

A.

Recess

F.

Car

LL

Long hole

Claims (11)

Brake safety device with a base body (2) for engaging over two opposing friction surfaces of an elevator rail, a movable braking element, at least one force element (23) which presses the braking element in the direction of the guide rail and an electrically and / or hydraulically and / or pneumatically activatable first holding element ( 18), which in the activated state holds the braking element in its ready position against the action of the force element (23), the braking element being able to be brought into contact with the lift rail by the force element (23) when the first holding element (18) is deactivated and thereby its braking - or brake catching effect unfolds, characterized in that the brake catching device (1) has a second holding element (40) which can be actuated by a switch which can be mounted in or on the car (F) and which holds the braking element in its ready position independently of the first holding element (18), as long as the switch is operated from the car (F) d, and that releases the braking element when the switch is not actuated, and that the switch is a slack rope switch (41) which is actuated by the weight of the car (F) when the elevator is operating properly. Brake safety device according to Claim 1, characterized in that the brake safety device (1) has both a dead man's switch (39) and the slack rope switch (41). Brake safety device according to Claim 2, characterized in that the dead man's switch (39) in its installed state can be actuated by a person who is traveling in or on the car. Brake safety device according to claim 2 or 3, characterized in that when the brake safety device is operational, the slack rope switch (41) is located between the second retaining element (40) and the dead man's switch (39) and the slack rope switch (41) is the dead man's switch (39) in the event of a suspension cable failure. separates, so that the second holding element (40) releases the braking element even if the dead man's switch (39) is still activated. Brake safety device according to one of Claims 1 to 4, characterized in that the second holding member (40) comprises an additional electromagnet (46) or an additional hydraulic or pneumatic cylinder. Brake safety device according to one of Claims 1 to 4, characterized in that the second holding element (40) is a purely mechanical holding element which is coupled to the dead man's switch (39) via a linkage, a Bowden cable or a hydraulic system, in such a way that the second holding element ( 40) is activated by those forces that are applied to the dead man's switch (39). Brake safety device according to claim 6, characterized in that the second holding element (40) consists of a Bowden cable, the core (32) of which is attached at one end to the braking element or to the fitting which holds the braking element movably on the base body and whose casing (34) is held by the base body and in particular a fitting temporarily attached to the base body. Brake safety device according to one of the preceding claims, characterized in that the second holding element (40) and the dead man's switch (39) and / or the slack rope switch (41) are used for the assembly operation of the elevator and after its completion without dismantling the The brake safety device (1) from the car (F) can be completely dismantled from the brake safety device (1), the brake safety device (1) being designed in such a way that it can then go into regular operation using only the first holding member (18). Brake safety device according to one of the preceding claims, characterized in that the brake safety device (1) is bidirectional, so that it can brake or terminate impermissible movement states in the downward as well as in the upward direction, the brake safety device (1) having an additional fitting that can be attached and removed (27) which, in its installed state, prevents the braking element from engaging or jamming between the base body (2) and the guide rail in a braking manner when both holding elements are deactivated and the vehicle is traveling in an upward direction. Brake safety device (1) according to one of the preceding claims, characterized in that the attachable and detachable additional fitting (27) via its geometric shape is capable of removing the braking element from the wedge surface (10) of the base body (2) and / or the guide track of the swivel lever (12) of the safety gear (1) so that no wear is caused on the safety gear (1) when the braking element is moved. Elevator with a car (F) which can be moved vertically up and down along guide rails, characterized in that the elevator is equipped with at least two brake safety devices (1) according to one of Claims 1 to 10.

Images