EP3898481A1 - Agencement de système d'ascenseur comprenant un dispositif de freinage d'ascenseur - Google Patents

Agencement de système d'ascenseur comprenant un dispositif de freinage d'ascenseur

Info

Publication number
EP3898481A1
EP3898481A1 EP19809124.1A EP19809124A EP3898481A1 EP 3898481 A1 EP3898481 A1 EP 3898481A1 EP 19809124 A EP19809124 A EP 19809124A EP 3898481 A1 EP3898481 A1 EP 3898481A1
Authority
EP
European Patent Office
Prior art keywords
brake
elevator
cabin
pusher
web
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP19809124.1A
Other languages
German (de)
English (en)
Inventor
Josef Husmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Inventio AG
Original Assignee
Inventio AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Inventio AG filed Critical Inventio AG
Publication of EP3898481A1 publication Critical patent/EP3898481A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces
    • B66B5/20—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces by means of rotatable eccentrically-mounted members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces

Definitions

  • the invention relates to an elevator system arrangement with a
  • Elevator brake device according to the preamble of claim 1.
  • a braking device for an elevator system is shown.
  • a cabin is arranged to be movable along guide rails and the cabin is equipped with a braking system with preferably two elevator braking devices.
  • the elevator brake device is provided for braking a cabin on a brake web, preferably on a brake web integrated in a guide rail.
  • the elevator brake device includes a brake housing and a brake body. This is movably arranged on the brake housing and it is designed to be moved with the brake web upon contact with the brake web and a relative movement between the brake web and brake housing. This clamps the brake bridge and tensions the brake housing.
  • the elevator brake device further includes a pusher, which is arranged on the brake housing, so that the brake bridge can be arranged with the required clearance between the brake body and the pusher. If necessary, the pusher can be adjusted in the direction of the brake body and pressed against the brake web that can be arranged between the brake body and the pusher. As a result, the brake body is also necessarily brought into contact with the brake bridge.
  • the elevator brake device further includes a pressure lever which is pivotally mounted on the brake housing and which, if necessary, acts on the pusher in order to press it onto the brake web and to bring the brake body into contact with the brake web.
  • the elevator system arrangement comprises a cabin, a brake bridge (2) and an elevator brake device which is used to brake the cabin on the brake bridge.
  • the elevator brake device comprises a brake housing, which is horizontally displaceably mounted in the elevator brake device and can be held in a standby position by an applied force.
  • the elevator brake device comprises a brake body which is movably arranged on the brake housing and which is designed to be displaced or rotated upon contact with the brake web and thereby to clamp the brake web.
  • the train brake device comprises a pusher which is arranged on the brake housing, so that the brake web can be arranged between the brake body and the pusher.
  • the pusher can be advanced in the direction of the brake body, essentially along an active line running perpendicular to the brake web.
  • the pusher can be pressed onto the brake bridge that can be arranged between the brake body and the pusher.
  • the elevator brake device is characterized in that a reference plane is spanned by the line of action and a direction of travel.
  • a level remote from the cabin is defined, which is oriented parallel to the reference level and which is shifted so far that the entire elevator brake device is located on the cabin side of the level remote from the cabin and the level remote from the cabin touches the elevator brake device.
  • a cabin-side plane is defined, which is oriented parallel to the reference plane and which is shifted so far that the entire elevator braking device is remote from the cabin-side plane and that the cabin-side plane touches the elevator braking device.
  • the distance from the cabin-side plane to the brake bridge is less than 70% of the distance from the cabin-side plane to the cabin-far plane.
  • the distance makes less than 50% of the distance from the cabin-side level to the shaft wall-side level from the cabin-side level to the brake bridge.
  • the distance from the cabin-side level to the brake bridge makes up less than 30% of the distance from the cabin-side level to the level away from the cabin.
  • the pit depth or the shaft head height can therefore be correspondingly lower. This is particularly advantageous if a building is to be given an elevator that extends to the bottom floor. The fact that no or a significantly smaller pit is required in such a case makes installation easier and cheaper.
  • the distance between the cabin-side plane and the brake web is preferably less than or equal to 29 mm.
  • a distance between a plane and a body is defined as the smallest distance that can be measured between the surface of the body and the plane. This distance is measured perpendicular to the plane. In the case of the distance to the brake web, this distance typically corresponds to the distance from the plane to the flat end face of the brake web, which is usually aligned parallel to the plane. Typically, the distance corresponds to the distance between two levels.
  • the elevator system arrangement preferably comprises two braking devices on one Cabin and also preferably two braking devices on a counterweight.
  • the cabin is used to transport goods and / or people.
  • the counterweight is used to balance the weight of the empty cabin and part of the load in the cabin.
  • the cabin and counterweight are preferably connected to a main drive via a suspension element.
  • the cabin is preferably guided along the guide rails, which preferably run vertically in the shaft.
  • the brake housing which is displaceably mounted in the elevator brake device, can preferably be displaced in the horizontal direction.
  • the horizontal displacement either reduces the clearance between the brake bridge and the brake body, or the clearance between the brake bridge and the pusher or the brake pad is reduced.
  • a position of the brake housing in which both parts of the clearance are sufficiently large is preferably maintained in that a positioning spring is present for each direction and the brake housing presses in the direction of this position.
  • the brake body is movably arranged on the brake housing and it is designed to be moved with the brake web upon contact with the brake web and a relative movement between the brake web and brake housing.
  • the pusher designates that body or part of a body that is suitable for pressing the brake bridge. It can therefore be a roll, a set of rolls, a sliding surface or just a surface contour.
  • the pusher can be adjusted in the direction of the brake body, essentially along an effective line running perpendicular to the brake bridge, from a position spaced from the brake bridge in the ready position to the brake bridge, in order to continue to press on the brake bridge, thereby displacing the brake housing laterally and
  • “Cabin side” refers to that side of the elevator braking device that faces away from the rail, or one that is perpendicular to it, essentially in FIG Alignment pointing towards the cabin.
  • the elevator brake device is usually attached to the cabin on this side. This orientation is perpendicular to
  • the brake body is preferably designed in the form of an eccentric which can be rotated about an axis and whose contour is designed such that the eccentric presses even more strongly on the brake web by moving the eccentric with the brake web.
  • the eccentric is preferably designed in such a way that it has a contour which, by rotating the eccentric about its bearing axis, initially reduces the distance between the eccentric and the brake web, and is able to push the brake web away when it is turned further.
  • the brake body can also be designed in the form of a catch wedge, which is fed essentially linearly at a small angle to the surface of the brake web to the rail.
  • the elevator brake device further includes a pressure lever which is pivotally mounted on the brake housing and which, if necessary, acts on the pusher in order to press it onto the brake web, thereby displacing the brake housing laterally and bringing the brake body into contact with the brake web.
  • the pressure lever which is designed, for example, as a lever, is preferably connected to the brake housing.
  • a bearing point between the pressure lever and the brake housing allows relative rotation about a pivot axis.
  • pressing the pusher against the brake web at the bearing point results in a force on the brake housing, as a result of which the brake housing is laterally displaced.
  • the lateral displacement then brings the brake body into contact with the brake bridge.
  • the brake housing is then preferably prevented by the jamming of the brake body against the previous movement
  • the pivot axis of the pressure lever is advantageously aligned horizontally.
  • the pivot axis of the pressure lever is advantageously oriented perpendicular to the line of action. This pivot axis is preferably perpendicular to the end face of the
  • the pressure lever is located completely away from the cabin of a plane which is oriented parallel to the reference plane and which is shifted to such an extent that the entire brake web is remote from this plane and that this plane is the
  • the elevator brake device is advantageously located at least partially above a floor level.
  • the floor level is the level on which the passengers or the payload stand and which is aligned steplessly to the floors reached.
  • the very narrow design leaves more space for the cabin, and thus for the passengers in the cabin, than if additional space for a conventional safety gear would have to be provided between the cabin and the rail.
  • the elevator brake device advantageously projects less than 50 mm below the floor level.
  • the elevator brake device preferably does not project any further below the floor level than the vertical extent of a floor construction.
  • the required depth of the shaft pit is determined solely by the thickness of the cabin floor and not by the components of the elevator brake device.
  • the energy for setting the trigger comes from several springs.
  • the redundancy of the spring increases security. Even if a spring breaks, the elevator brake device can trigger safely.
  • the pressure lever is advantageously held by a releasable holding device, the holding force of the holding device being able to be generated electromagnetically.
  • An electromagnet of the holding device preferably generates an electromagnetic field, which then, in interaction with a ferromagnetic plate, generates the holding force and thus holds the pressure lever.
  • the pressure lever advantageously has a plate or flat surface which can be brought into contact with an electromagnet of the holding device. If the electromagnet is activated, the plate or the flat surface is replaced by the
  • Electromagnets that is held by an electromagnetically generated holding force.
  • An electromagnet creates a magnetic field, which creates an attractive force on paramagnetic and magnetic materials.
  • the advantage of such a configuration is that the magnet can be released by electronic triggering. This allows a quick reaction and a more reliable triggering of the elevator brake device.
  • the detection of situations that require the safety gear to be triggered can be left to a central or decentralized control unit. This monitors the arrangement of the elevator system and triggers the elevator brake device if necessary.
  • One advantage of electronic triggering is that there is no need for expensive mechanical speed limiters that take up a lot of space.
  • the holding device is movably mounted, and the pusher touches the holding device after it has been caught.
  • the brake bridge As the brake body moves or rotates to clamp the brake bridge, the brake bridge is moved to the side. Since the brake bridge is pushed aside by the brake body when the brake is released, the pusher is also pushed aside, and the pressure lever is not only brought into its starting position, but even slightly beyond it. So that the pressure lever can do this, the holding device has the possibility of pivoting away elastically. After catching, the contact surface is brought back into contact with the holding device and the springs are also tensioned again. As a result, the braking device can be brought back into a standby position very easily. Preferably, only the
  • Holding device reactivated and the cabin lifted out of the catch by means of a main drive. Neither a reset motor nor a directly active actuating element is necessary to tension the springs of the elevator brake device again and to bring the plate and the electromagnet into contact again.
  • the holding device is advantageously movably mounted. Depending on the condition of the brake pad and the severity of the braking process, the handle is moved back to the ready position to different degrees.
  • the movable mounting now allows the contact surface not only to move up to the contact with the holding device, but to continue the movement beyond this position and to remain in contact with the holding device. But this without the Pusher, the pressure lever or the holding device can be damaged.
  • the pusher advantageously has a roller for rolling on the brake bridge.
  • the pusher is preferably designed as a roller, as a result of which the force that arises between the pusher and the brake web, if necessary, is essentially perpendicular to the braking surface of the brake web.
  • the same goal can also be achieved by designing the handle as a slightly sliding covering.
  • the pusher designates that body or part of a body that is suitable for pressing the brake bridge. It can therefore be a roller, a roller set, a sliding surface, a skid or just a suitable convex surface contour.
  • the elevator brake device has a pair of positioning springs which are designed to ensure that the passage play to the brake bridge is ensured in the non-triggered state.
  • the positioning spring keeps the brake housing in a position that does not allow unnecessary contact with the brake bridge. This enables the elevator system arrangement to function quietly and with little interference.
  • the positioning springs allow the brake housing to be pressed to one side first by the pressure lever and then to the other side by the brake body.
  • the distance between two geometric units is defined so that it is the shortest possible distance that connects a point of one body with a point of the other body.
  • Fig. 1 is a schematic view of the elevator system arrangement from the side.
  • Fig. 2 is an isometric view of the elevator brake device
  • Fig. 3 is a horizontal projection of the elevator brake device including the brake bridge and a part of the cabin.
  • Fig. 4 includes a vertical projection of the elevator brake device
  • FIG. 1 shows an elevator system arrangement 1 which comprises two elevator brake devices 5.
  • a cabin 3 is movably attached along two guide rails, which in this example also include the brake webs 2.
  • the cabin 3 is guided on the guide rails via guide shoes 4.
  • the train brake devices 5 are arranged completely above the floor level 18 in the cabin 3.
  • the floor level 18 identifies the surface on which a passenger or the payload stands in the cabin 3.
  • Below the floor level 18 is the floor structure 25, which absorbs the forces of the passengers or the payload.
  • Figures 2, 3 and 4 show the same embodiment of the invention.
  • 2 shows an isometric view of the elevator brake device 5.
  • the brake web 2 is not shown in this view.
  • 3 shows a horizontal view of the same elevator brake device 5, in which the brake web 2 is also shown schematically.
  • Fig. 4 shows a vertical view of the same elevator brake device 5, in which the brake web 2 is located.
  • FIGS 2, 3 and 4 show the elevator brake device 5 in the ready position. This is the normal operating position of the elevator brake device 5 and permits normal operation of the elevator system 1.
  • the elevator brake device 5 is fastened via mounting rails 24, which are part of the elevator brake device 5, to a side plate 23 of the cabin 3.
  • a brake housing 6 is mounted laterally displaceably in the housing rails 28.
  • a pressure lever 11, a brake pad 16 and a brake body 7 are all attached to the brake housing 6 in this embodiment.
  • At the push lever 11 is in contact with a holding device 14 and is held by this in the standby position.
  • the pressure lever 11 has a pusher 8, which in this example consists of rollers.
  • the holding device 14 includes an electromagnet 26, which is designed to hold the pressure lever 11 on a contact surface.
  • the pressure lever 11 is acted upon by four tensioned springs 13.
  • the Haltvor device 14 is able to hold these spring forces. Because the pressure lever 11 is held by the holding device 14, the lever 8 can be held at a distance of at least one passage clearance 9a from the brake web 2. Characterized in that the Bremsge housing 6 is centered over the positioning spring 15, the brake pad 16, which is supported in the exemplary embodiment by two packages of plate springs 27, is kept at least one clearance clearance 9a from the brake web 2.
  • the brake body 7 is located on the other side of the brake web 2.
  • the brake housing 6 is centered via the positioning spring 15, the brake body 7 is kept at a distance from the brake web 2 by a clearance clearance 9b. So that the brake housing 6 can be held at a horizontal target position, the brake housing 6 is elastically held in a central position via the positioning springs 15. This maintains the clearance play 9a, 9b.
  • the positioning springs 15 and the clearance play can be clearly seen in FIG. 4.
  • a pivot axis 12 of the pressure lever 11 is oriented perpendicular to the line of action 10 and horizontally in FIG. 2.
  • the pusher 8 is designed as a role, the role in this con struction is only loaded by radial forces. If, for example, the swivel axis 12 were oriented vertically, as in EP 2 788 271, the rollers would be pressed onto the brake web 2 at different angles and the point of contact with the brake web 2 also changed its distance from the end face of the brake web 2.
  • the pusher 8 in FIG. 2 is designed as a pair of rollers.
  • the pusher 8 could also simply be designed as a well sliding contact surface with the brake web 2.
  • FIG. 3 also shows a guide shoe 4, a side plate 23 of the cabin and, only schematically, a part of the floor structure 25 of the cabin 3.
  • the elevator brake device 5 is at least partially above a floor level 18. In FIG. 3 is even the essential part of the elevator brake device 5 above the floor level 18. Only the two fastening rails 24 protrude slightly below the floor level 18. However, these project less than 50 mm below the floor level 18, and remain in the vertical extent of the floor structure 25.
  • the cabin 3 is moved along the guide rails.
  • the guide rails which in this example include the brake web 2, run through the guide shoe 4 and between the brake pad 16 and the brake body 7.
  • the direction of travel 19 is drawn upward, but of course also includes a downward direction of travel.
  • the force exerted by the pusher 8 on the brake web acts essentially along the line of action 10. Since the pusher 8 is designed as a pair of rollers, no significant proportions of frictional force can arise. If the pusher 8 were only designed as a sliding coating, the force would also include frictional force components.
  • the side plate 23 hides part of the positioning spring 15 in FIG. 3.
  • the positioning spring 15 can be seen clearly in FIG. 4.
  • the level 20 remote from the cabin is that level which is aligned parallel to a level spanned by the line of action 10 and a direction of travel 19, and is displaced so far away from the cabin wall 22 that the elevator braking device 5 is just touched.
  • the plane 21 on the cabin wall side is the plane which is aligned parallel to a plane which spans the effective line 10 and a direction of travel 19 is, and as far as the car wall 22 is shifted that the winding device 5 is just touched.
  • the complete elevator brake device 5 is therefore located between the plane 21 on the car wall side and the plane 20 remote from the car.
  • the elevator brake device 5 can be triggered electronically. Typically, a device feeds the electromagnet 26 and thus the elevator brake device 5 is stable in the ready position.
  • the elevator system arrangement has a central or decentralized control unit. This monitors the elevator system arrangement and, if necessary, triggers the elevator brake device by turning off the current through the electromagnet 26 via the supply device.
  • the pressure lever 11 which is loaded by springs 13 under tension, releases from the holder device 14.
  • the pressure lever 11 rotates about the pivot axis 12 of the pressure lever 11, so that the trigger 8 first picks up the drive game 9a to the brake bridge 2.
  • the pusher 8 pushes the entire brake housing 6 to the side via the pivot axis 12, to the left in FIG.
  • the passage play 9b is now also reduced.
  • the brake body 7 touches the brake web 2, this part of the brake body 7 is carried along. As a result, the brake body 7 performs a roll-in movement, and it presses more and more onto the brake web 2.
  • the brake housing 6 Due to the roll-in movement, the brake housing 6 is now shifted to the other side, in FIG. 4 to the right. As a result, the brake lever 11 is turned back via the pusher 8, the springs 13 are tensioned again, and the contact surface is brought back into contact with the holding device 14. The brake housing is moved even further until the brake pad 16 is pressed against the brake web 2 with a large clamping force and the actual braking force is thereby generated. The brake web 2 is now clamped between the brake pad 16 and the brake body 7 and the resulting frictional forces bring about a braking force.
  • the holding device 14 is resiliently mounted, and allows the pressure lever 11 to be rotated further beyond the ready position.
  • the total passage play which results from the sum of the passage plays 9a and 9b, is predetermined by the design of the elevator brake device 5.
  • the distribution of the total passage play 9a, 9b between the two passage games 9a and 9b can be adjusted by adjusting the lock nuts on the positioning springs 15 and readjusted if necessary.
  • the alignment of the pivot axis 12 means that the distance between the pusher 8 and the end face 17 of the brake web 2 remains essentially constant. This ensures a safe execution of the braking process, since the pusher 8 can neither press next to the brake bridge 2, nor can the rolling direction of the rollers of the pusher 8 deviate from the direction of travel 19.
  • the elevator brake device 5 is attached to the side plate 23.
  • the positioning springs 15 are supported on the side plate 23 of the cabin. Of course, it would also be possible to let this support act against a component of the train brake device 5 or against another part of the cabin 2.

Landscapes

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

Abstract

L'invention concerne un agencement de système d'ascenseur (1) comprenant une cabine, un pont de frein (2) et un dispositif de freinage d'ascenseur (5) destiné à freiner la cabine (3) sur le pont de frein (2), de préférence sur un pont de frein (2) intégré dans un rail de guidage, le dispositif de freinage d'ascenseur (5) comprenant : • un boîtier de frein (6) qui est monté coulissant dans le dispositif de freinage d'ascenseur (5) et qui est maintenu en position d'attente par une force appliquée, • un corps de frein (7) qui est agencé mobile sur le boîtier de frein (6) et qui est conçu pour serrer le pont de frein (2), • un poussoir (8) qui est agencé sur le boîtier de frein (6) de sorte que le pont de frein (2) puisse être agencé entre le corps de frein et le poussoir (8), caractérisé en ce que, lors du montage du dispositif de freinage d'ascenseur (5), la distance entre le plan limite côté cabine (21) du dispositif de freinage d'ascenseur (5) et la face frontale du pont de frein (2) est inférieure à 70 % de la distance entre le plan limite côté cabine (21) du dispositif de freinage d'ascenseur (5) et le plan (20) éloigné de la cabine.
EP19809124.1A 2018-12-21 2019-12-02 Agencement de système d'ascenseur comprenant un dispositif de freinage d'ascenseur Pending EP3898481A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP18215591 2018-12-21
PCT/EP2019/083351 WO2020126445A1 (fr) 2018-12-21 2019-12-02 Agencement de système d'ascenseur comprenant un dispositif de freinage d'ascenseur

Publications (1)

Publication Number Publication Date
EP3898481A1 true EP3898481A1 (fr) 2021-10-27

Family

ID=64901889

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19809124.1A Pending EP3898481A1 (fr) 2018-12-21 2019-12-02 Agencement de système d'ascenseur comprenant un dispositif de freinage d'ascenseur

Country Status (5)

Country Link
US (1) US20220024721A1 (fr)
EP (1) EP3898481A1 (fr)
CN (1) CN113195392B (fr)
AU (1) AU2019406965B2 (fr)
WO (1) WO2020126445A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114436095A (zh) 2020-11-02 2022-05-06 奥的斯电梯公司 滚轮系统、滚轮制动装置及电梯系统
CN114368702B (zh) * 2022-01-11 2024-03-15 安徽舒马克电梯股份有限公司 一种箱式电梯制动装置

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Publication number Priority date Publication date Assignee Title
JP2874558B2 (ja) * 1994-06-06 1999-03-24 三菱電機株式会社 エレベーター用非常止め装置
MY192706A (en) * 2004-12-17 2022-09-02 Inventio Ag Lift installation with a braking device, and method for braking and holding a lift installation
BRPI0601926B1 (pt) * 2005-06-17 2018-06-12 Inventio Aktiengesellschaft Dispositivo de pára-quedas do freio
US8302739B2 (en) * 2007-01-05 2012-11-06 Continental Teves Ag & Co. Ohg Brake device for a lift car
US9169104B2 (en) * 2010-12-17 2015-10-27 Inventio Ag Activating a safety gear
KR20140002760A (ko) * 2011-03-22 2014-01-08 오티스 엘리베이터 컴파니 엘리베이터 제동 시스템
ES2566063T3 (es) * 2011-09-30 2016-04-08 Inventio Ag Dispositivo de freno con accionamiento electromecánico
ES2547452T3 (es) * 2011-09-30 2015-10-06 Inventio Ag Dispositivo de freno con dispositivo de accionamiento electromecánico
PL2788271T3 (pl) 2011-12-09 2015-08-31 Inventio Ag Uruchamianie hamulca bezpieczeństwa
KR102036941B1 (ko) * 2012-03-20 2019-11-26 인벤티오 아게 리프트 시스템에서의 캐치 디바이스
BR112015011997B1 (pt) * 2012-11-27 2022-01-18 Inventio Ag Freio de segurança para um sistema de elevador com pelo menos um corpo móvel e método para a frenagem e retenção de um corpo móvel de um sistema de elevador
ES2625397T3 (es) * 2012-12-10 2017-07-19 Inventio Ag Instalación de ascensor con un limitador de velocidad
US9745171B2 (en) * 2012-12-13 2017-08-29 Inventio Ag Safety brake for an elevator installation
AT514822A1 (de) * 2013-10-10 2015-04-15 Cobianchi Liftteile Ag Auslösevorrichtung für eine Fangvorrichtung
EP2883826B1 (fr) * 2013-12-16 2018-07-04 Inventio AG Frein d'ascenseur
ES2682749T3 (es) * 2014-09-24 2018-09-21 Inventio Ag Freno de ascensor
CN104986641B (zh) * 2015-07-03 2017-07-21 上海富朗德机械设备有限公司 一种升降机用驱动装置失速防坠落锁紧机构

Also Published As

Publication number Publication date
CN113195392A (zh) 2021-07-30
CN113195392B (zh) 2023-01-17
US20220024721A1 (en) 2022-01-27
WO2020126445A1 (fr) 2020-06-25
AU2019406965B2 (en) 2023-05-11
AU2019406965A1 (en) 2021-06-24

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