EP3938308B1 - Frein de sécurité et procédé de freinage - Google Patents

Frein de sécurité et procédé de freinage Download PDF

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Publication number
EP3938308B1
EP3938308B1 EP20714491.6A EP20714491A EP3938308B1 EP 3938308 B1 EP3938308 B1 EP 3938308B1 EP 20714491 A EP20714491 A EP 20714491A EP 3938308 B1 EP3938308 B1 EP 3938308B1
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EP
European Patent Office
Prior art keywords
guide rail
braking elements
braking
actuator
safety brake
Prior art date
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EP20714491.6A
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German (de)
English (en)
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EP3938308A1 (fr
Inventor
Hans BLÖCHLE
Adrian Steiner
Daniel Meierhans
Julian STÄHLI
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Inventio AG
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Inventio AG
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Publication of EP3938308A1 publication Critical patent/EP3938308A1/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
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces
    • B66B5/22—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces by means of linearly-movable wedges
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces

Definitions

  • the invention relates to a safety brake device and a safety brake method for an elevator with the features in the preamble of the independent claims.
  • Such a safety brake device is from WO 2005/044709 A1 known.
  • the tensionable and lockable actuating device When it relaxes, the tensionable and lockable actuating device performs a feed movement and feed force directed along the longitudinal axis of the guide rail, which drives the braking elements into the wedge-shaped narrowing catch constraint, the braking elements being pressed against the guide rail by the wedge effect and braking the cabin movement.
  • the actuating device To release the safety brake device, the actuating device must be brought back by an additional reset device with a motor and a spindle and in response to a separate control signal.
  • the EP 1 902 993 A1 shows a safety brake device with a single roller-shaped brake element, which is arranged only on one side of the guide rail and runs with its roller axis on a pivotable link guide into a wedge gap, which forms a one-sided safety catch.
  • a safety brake device with one-sided arrangement of a safety catch and a movable braking element on the guide rail is also known from WO 2015/071188 A1 known.
  • the movable and wedge-shaped braking element is driven by a pivoting lever with a force and feed movement directed along the longitudinal axis of the guide rail into the catch constraint.
  • the EP 1 930 282 A1 teaches a special holding and emergency stop braking device for an elevator system, which is designed for three different braking situations of a normal floor stop, emergency stop braking and free fall braking.
  • it has two separate and identical brake circuits arranged on both sides of the guide rail, which respond and act differently depending on the direction of travel.
  • the identical components and wedge directions of one and the other brake circuit have different dimensions and are also arranged mirror-inverted to one another.
  • the claimed safety gear technique i.e. safety gear device and safety gear method, has several advantages. They offer higher operational and accident safety and develop a stronger and better and possibly gentle braking effect.
  • the braking elements entering the forced catch can move the actuating device back into its initial position and tension it, and it can also be blocked again in this initial position.
  • the actuating device thus returns to its position automatically and already during the safety brake action initial position and is ready for the next safety brake case.
  • the starting position can be the ready position of the safety brake device.
  • the claimed safety brake device can be released from the safety position again in a simple manner after the safety situation has occurred by moving, in particular lifting, the cabin.
  • An additional reset device as in the WO 2005/044709 A1 is expendable.
  • the claimed safety brake device requires little space and has a simple design that is advantageous for safety aspects. This also distinguishes them from the WO 2005/044709 A1 out of.
  • the claimed safety brake device can also be controlled in a simple manner and, if necessary, can also be actuated and reset automatically in the event of a power failure of the elevator.
  • the safety brake device advantageously has a housing with brake elements, preferably wedge-shaped brake shoes, arranged on both sides of the guide rail and movable along the guide rail, and a catch constraint on both sides between the housing and brake elements.
  • brake elements preferably wedge-shaped brake shoes
  • the constraint on the catch can be rigid or resilient.
  • a resilient and slightly evasive design enables a gradual increase in the braking effect and avoids a hard, jerky braking jerk.
  • the safety brake device also has an actuating device for the braking elements that can be tensioned and locked, with the actuating device being unlocked and relaxed in response to a triggering event and the braking elements being in braking engagement with the guide rail brings.
  • the actuating device develops a feed force directed transversely to the longitudinal axis of the guide rail and a feed movement that is directed in the same way, which brings the braking elements on both sides into engagement with the guide rail from a laterally spaced initial position.
  • Said orientation transverse to the longitudinal axis of the guide rail includes an oblique orientation.
  • a triggering event can be, for example, a detected excessive speed and/or acceleration of the car movement.
  • the braking elements Due to the frictional contact that occurs on the guide rail, the braking elements are carried along and are forced into the catch. In doing so, they move the actuating device back into its initial position and tension it, it being possible for the actuating device to be locked again in this initial position.
  • the braking elements can be moved back by friction on the guide rail and their own weight and can return to their initial position. An additional spring, adjusting device or the like is not required for moving the braking elements back.
  • the actuating device can develop an infeed force and infeed movement directed exclusively or predominantly transversely to the longitudinal axis of the guide rail.
  • An additional feed force and feed movement directed along the guide rail can be dispensed with.
  • the actuating device can have an infeed device that can be tensioned for the braking elements and a controllable locking device for the infeed device.
  • the blocking device can be connected to a trigger of the safety brake device.
  • the tensionable feed device moves the braking elements on both sides in the manner mentioned transversely to the longitudinal axis of the guide rail and presses them onto the guide rail with a tensioning force that is also directed.
  • the locking device can lock or block the feed device in the cocked initial position.
  • the braking elements are disengaged from the guide rail.
  • the safety brake device is then deactivated.
  • the blocking device In response to a triggering event, releases the infeed device, which presses the braking elements onto the guide rail in the aforementioned manner and the safety braking process is carried out.
  • the trigger event can be of any nature. It can be an electrical or mechanical control signal, a power failure of the elevator or the like.
  • the blocking device can block the infeed device again when it is moved back into its initial position and tensioned by the braking elements entering the forced catch.
  • the safety brake device can have a guide device for the brake elements.
  • the braking elements can be guided towards the guide rail in a predetermined manner when acted upon by the infeed device and guided along the guide rail into the constrained catch.
  • the guide device can be designed and arranged differently.
  • the guide device can be arranged on the infeed device.
  • the braking elements are taken along during delivery and are guided by the guide device into the restraint system after contact with the rail during the entry movement.
  • the guide device can also be arranged between the housing and the braking elements.
  • This can, for example, be a link guide, a swivel guide or the like.
  • the braking elements are positioned and held in the aforesaid starting position at a lateral distance from the guide rail. This can be done by their own weight or by an additional slight force.
  • the guide device can be connected directly or indirectly to the housing.
  • the forced catch can be designed in different ways.
  • the design as a wedge constraint offers particular advantages.
  • the forced catch is arranged on both sides of the guide rail and acts on the braking elements that can be moved on both sides.
  • the arrangement of the forced catch between the braking elements and the housing has the advantage that very high wedge forces and braking forces can be supported.
  • the housing may also float to a limited extent across the guide rail. This is favorable for an even distribution of force on both sides of the guide rail.
  • the constrained catch can be arranged between the braking elements and one or more support means arranged on the housing.
  • the one or more support means can be rigidly arranged and attached to the housing. You can be massive and highly resilient.
  • the one or more support means and a connecting housing part can form a stable wedge yoke.
  • a possibly one-piece and e.g. yoke-like support means can also form the housing.
  • the one or more support means can be movably arranged on the housing.
  • the mobility can exist in particular in the direction transverse to the longitudinal axis of the guide rail. That or the moving ones A force can be applied to support means by a particularly stiff spring arrangement in the direction transverse to the longitudinal axis of the guide rail.
  • the stiff spring arrangement allows a slight deflection of the support means or means when the braking elements enter the catch constraint. This has the advantage of a gradually increasing braking effect and thus less deceleration and gentler braking.
  • the spring arrangement which is tensioned when it is moved into the catching position, develops a high tensioning force that ensures the braking and frictional connection.
  • the one or more support means can also be designed as a spring arrangement. This can be held and guided on the housing, possibly in a floating position.
  • the spring arrangement can be designed in different ways. It can be formed, for example, by individual springs, each of which acts on a support means and is supported on the housing.
  • the spring assembly may also have a clip-like or ring-like spring shape, such as a C-spring. It is open on one side and can grip the guide rail laterally, with the spring arrangement being spread or widened when the braking elements enter the forced catch.
  • An embodiment of a wedge constraint can have cooperating wedge surfaces on a braking element on the one hand and on a support means of the housing or on the advancing device on the other hand.
  • the infeed device can have an actuator that can be brought into contact with a braking element and a clamping device.
  • each of the movable braking elements can be assigned its own actuator and its own clamping device.
  • a common actuator and a common clamping means for the two-sided braking elements is possible.
  • the clamping device acts on the actuator.
  • the actuator in turn acts on an associated braking element and moves it with the mentioned force and infeed movement transversely to the longitudinal axis of the guide rail.
  • the clamping means and the actuator can be separate parts that work together. However, they can also be combined with one another to form an integral part and a structural and functional unit.
  • the structural and functional unit is structurally simple, inexpensive and particularly reliable.
  • the clamping means or its energy store of such a structural and functional unit can be designed, for example, as a torsion spring, as a clamped leaf spring or the like.
  • the actuator can be formed by a protruding arm of the clamping device.
  • the clamping device can also guide the actuator.
  • the actuator can have an action point for the blocking device, in particular the actuator, e.g. a magnet.
  • the support point of the e.g. pre-stressed clamping device is at a distance from the point of action.
  • the impact and support points can be arranged at the end areas of the structural and functional unit. For example, they can be on either side of the braking element.
  • the clamping means can be exchangeable or adjustable.
  • the actuator can be movably arranged on the housing transversely to the longitudinal axis of the guide rail. It can perform a translatory or rotary or a combined movement.
  • the infeed device can have a corresponding guide for the actuator. This can be formed and arranged, for example, between the actuator and the housing. In the structural and functional unit, the clamping device can guide the actuator. A separate guide not necessary.
  • the actuator can be arranged on the rear side of the braking element facing away from the guide rail. In this case, it can be located between an associated braking element and the housing, in particular a said support means.
  • the actuator When the braking element enters the constrained catch, the actuator is moved back into its initial position. In the starting position and catching position, the actuator can rest loosely on the rigid or movable or resilient support means. In this way, pressure forces can be transferred.
  • An actuator design as a parallel-walled transmission plate is favorable.
  • the actuator is clamped between the wedge-shaped support means and the back of the braking element, for example, and transmits the clamping forces for the safety brake without loss.
  • the infeed device can have the wedge surface.
  • the actuator can be designed, for example, as a wedge body, on which the wedge surface that interacts with the braking element is arranged to form said restraint.
  • a rigid support means can have an adapted recess with support elements, in particular a support surface, for receiving and supporting the wedge body in the starting and catching position.
  • a movable support means can be designed as a spring arrangement. As a result, a resilient catch constraint can be formed.
  • the braking element can slide in the longitudinal direction of the rail along the guide rail and the actuator and can be moved into the constrained catch.
  • the actuator can have a suitable lubricant for this purpose.
  • the braking element can also be guided on the actuator.
  • the infeed device can have said guide for the actuator.
  • This can be designed in different ways. It can be a linear guide, for example. Alternatively, a rotary guide or a combination of rotary and linear guides is also possible.
  • the guide can be arranged on the housing. It can also be arranged on a rigid or movable support means.
  • the clamping means of the infeed device has an energy store that can be designed in different ways.
  • the tensioning device or the energy store generates the force, which is aligned transversely to the longitudinal axis of the guide rail, with which the braking element that is acted upon in each case is delivered and pressed against the guide rail.
  • the energy store can be designed, for example, as a spring, in particular a linear compression spring or torsion spring. It can also be designed as a clamp or ring-like spring, e.g. as a C-spring, and can grip the guide rail laterally. For example, it can be designed as a lamellar spring.
  • the energy store can also store potential energy of the actuator, in particular of its wedge body, or of a weight.
  • the energy store can be designed as an activatable drive element, e.g. as a fluid or motor drive element, as a piezo element or the like.
  • Such an activatable energy store can advantageously be combined with an emergency supply device, in particular an emergency power supply, which ensures that the safety brake device functions reliably even in the event of a power failure of the elevator.
  • an emergency supply device in particular an emergency power supply
  • the safety brake device functions reliably even in the event of a power failure of the elevator.
  • a fail-safe version of the Infeed device of the actuator can be deactivated if triggering the brake in the event of a power failure is not desired or not necessary.
  • the blocking device can hold the tensionable feed device in the starting position. You can thereby avoid malfunctions.
  • the collapsed safety brake device can be released again by a simple cabin movement.
  • the blocking device can have an actuator acting on the infeed device.
  • the actuator can act on the infeed device directly or indirectly, e.g. via a blocking device.
  • the actuator can advantageously be designed as an electromagnet, for example.
  • the actuator can be arranged on the housing or on, for example, a movable support means or at another location.
  • an intermediate blocking device e.g. a locking mechanism
  • the holding and blocking force can be applied by the blocking means, e.g. by positive locking.
  • the triggering force applied for example by a spring, and the counteracting holding force of the actuator acting on the locking means can be small. With such a configuration, the actuator can have a significantly reduced energy consumption.
  • the blocking device can act directly or indirectly on one or more components of the infeed device.
  • a blocking effect is possible, e.g. on the actuator, on the clamping device or on both.
  • the actuator can be connected to the trigger of the safety brake device. It can be controlled by this trigger.
  • the actuator can on the other hand, carry out an emergency release in the event of a power failure of the elevator. This happens automatically when the elevator is designed as an electromagnet in the event of a power failure.
  • the actuator can also be connected to an emergency supply device, in particular an emergency power device.
  • the invention relates to a safety brake device (4) for an elevator (1) and a safety brake method. It also relates to an elevator (1) equipped with a safety brake device (4).
  • the elevator (1) has a cabin (2), at least one guide rail (3) and a safety brake device (4).
  • the elevator (1) also has a drive for the car (2) and possibly a counterweight.
  • the elevator (1) and the cabin (2) are in figure 1 only hinted at.
  • the guide rail (3) is in figure 1 shown in front view and below in a cross section.
  • the safety brake device (4) is arranged individually or in multiples on the cabin (2). It can be arranged in any suitable position, e.g. on the cabin roof, on a cabin side facing the guide rail (3) or also on or below the cabin floor and on the roller guide or the like, with which the cabin (2) is attached to the guide rail (3). 3) is guided. Additionally or alternatively, the safety brake device (4) can be arranged on the counterweight.
  • the guide rail (3) has an upright, preferably vertical, orientation and has a longitudinal axis (15).
  • the guide rail (3) can, for example, have the T-shape shown in cross section with a web (13) and a transverse back (14) provided for rail mounting.
  • the guide device of the cabin (2) and the safety brake device (4) can act on the web (13).
  • figure 1 and 5 to 10 show different embodiments of the safety brake device (4).
  • Figure 2 to 4 is the safety brake device (4).
  • figure 1 shown in different operating positions.
  • the safety brake device (4) is used to automatically brake and bring the cabin (2) to a standstill in special operating situations, in particular emergencies, particularly when it is moving downwards in the direction of travel (32). Such a special operating situation occurs for example, when the car (2) moves at a greater speed and/or acceleration than intended, when the energy supply, in particular the electrical power supply, of the elevator (1) fails or when there is another triggering event.
  • the safety brake device (4) can be replaced by an in figure 1 trigger (12) shown schematically are acted upon and controlled. The trigger can optionally detect said special operating situation.
  • the safety brake device (4) shown has a housing (5) which is suitably connected to the cabin (2) or the counterweight in a load-bearing manner.
  • the housing (2) can be arranged rigidly or floating relative to the guide rail (3). A swimming movement is possible, in particular transversely to the longitudinal axis (15) of the rail.
  • Two or more braking elements (6, 7) are arranged in the housing (5), which are arranged on both sides of the guide rail (3), in particular on both sides of its web (13).
  • the braking elements (6,7) can move transversely to the longitudinal axis (15) and also along the longitudinal axis (15).
  • a guide device (18) can be present between the housing (5) and the braking elements (6,7). This can have a curved shape with a guide section directed transversely to the longitudinal axis (15) of the guide rail (3) and an adjoining guide section directed along the longitudinal axis (15).
  • the guide device (18) is formed, for example, by a slotted guide on the housing (5) and a guide means (22) engaging here, for example in the form of a pin or roller, on the respective braking element (6, 7).
  • the other parts of the guide device (18) are not shown for the sake of clarity.
  • a braking element (6,7) is arranged on both sides of the guide rail (3) or the web (13).
  • the number of braking elements (6, 7) arranged on both sides can also be higher.
  • the braking elements (6, 7) are designed in the illustrated embodiments, e.g. as brake shoes (19).
  • the brake shoes (19) can have a wedge shape and can be designed as wedge shoes. They each carry a wedge surface (20) on their rear side facing away from the guide rail (3) or the web (13). This is inclined toward the guide rail (3), with the braking element (6, 7) tapering upwards.
  • the front side of the braking elements (6, 7) facing the guide rail (3) or the web (13) is aligned parallel to the guide rail (13) or the web (13) and its side surfaces. It forms a friction-active pressure surface (21) and braking surface.
  • the safety brake device (4) has a safety catch (8) on both sides between the housing (5) and the braking elements (6, 7) on both sides.
  • the catch constraint (8) is designed as a wedge constraint.
  • the one or more support means (16) are rigid and fixed to the housing. They are rigidly arranged and fastened to the housing (5) or can be formed by the housing (5).
  • the catch constraint (8) is rigid. If necessary, it can swim with the housing (5).
  • the support means (16) have on their front side facing the guide rail (3) a wedge surface (17) which extends upwards and is inclined in the direction of the guide rail (3).
  • the two wedge surfaces (17) on both sides form a funnel-shaped wedge catch opening into which the braking elements (6,7) can dip.
  • the wedge surfaces (17,20) on the supporting means (16) and the braking elements (6,7) are matched to one another in terms of their size and angle of inclination and interact in such a way that the braking elements (6,7) that dip in the event of triggering pass through the wedge constriction are pressed laterally against the guide rail (3) or the web (13) and generate high braking forces in the frictional connection due to the wedge force.
  • the upward immersion depth of the braking elements (6,7) in the housing (5) can be set and limited by adjustable stops (not shown), if necessary.
  • the braking elements (6,7) move upwards and counter to the downward travel direction (32).
  • the support means (16) are in Figure 1 to 6 designed to be deformable. They are connected, for example in the housing (5), for example by a cross member or the like, to form a one-piece, deformation-resistant yoke which laterally encompasses the guide rail (3). They can alternatively be fixed and supported individually and in a suitable manner in the housing (5).
  • the safety brake device (4) has an actuating device (9) that can be tensioned or locked for the braking elements (6, 7).
  • the actuating device (9) is connected to the trigger (12) and can be controlled by it.
  • the actuating device (9) is designed in such a way that it is unlocked and released when a triggering event occurs and the two-sided movable braking elements (6.7) brings into braking engagement with the guide rail (3).
  • the actuating device (9) when it is released, develops a feed force (F) directed transversely to the longitudinal axis (15) and a feed movement that is also directed.
  • F feed force
  • the braking elements (6,7) are held on the guide rail (3) by frictional contact and are moved in the opposite direction to the catch constraint (8) and inserted there during the downward travel (32) of the cabin (2).
  • the actuating device (9) is moved back into its initial position and tensioned by the braking elements (6, 7) on both sides located in the constrained catch (8).
  • the return movement and tension can again be directed transversely to the longitudinal axis (15).
  • the actuating device (9) can be locked again immediately or with a time delay.
  • Said orientation transverse to the longitudinal axis (15) of the guide rail (3) includes a vertical and an oblique orientation.
  • the oblique orientation preferably has a predominant directional component perpendicular to the longitudinal axis (15).
  • the cabin (2) is lifted again in the illustrated embodiments against the downward travel direction (32), the actuating device (9) being tensioned and locked in the starting position.
  • the braking elements (6,7) are released from the catch constraint (8) and can be moved downwards by friction and their own weight. Here they can be guided by the guide device (18) and in their downward movement by a stop or the like.
  • the actuating device (9) executes an infeed force (F) and infeed movement directed exclusively or predominantly transversely to the longitudinal axis (15).
  • Additional devices or drive means which act on the braking elements (6, 7) and push them upwards or act along the longitudinal axis (15), can be dispensed with in the exemplary embodiments shown.
  • the actuating device (9) has a feed device (10) that can be tensioned for the braking elements (6, 7) on both sides. It also has a controllable blocking device (11) for the infeed device (10). The locking device (11) is connected to the trigger (12).
  • the infeed device (10) and the blocking device (11) can each be designed in different ways. figure 1 and 5 show different examples of this. In addition, further modifications are possible.
  • the infeed device (10) has an actuator (23) that can be brought into contact with a braking element (6, 7) and a clamping means (27).
  • the infeed device (10) can have, for example, the illustrated multiple arrangement of actuators (23) and clamping means (27) arranged on both sides of the guide rail (3), which each act on one or more braking elements (6, 7) only on their rail side.
  • a combined design is possible, in which a common actuator and/or a common clamping means acts on both sides of the guide rail (3) and acts on the braking elements (6, 7) on both sides.
  • the actuator (23) and the clamping means (27) are each arranged separately from one another.
  • the clamping means (27) acts on the actuator (23), preferably on its rear side.
  • the actuator (23), for its part, acts on an associated braking element (6, 7), preferably on its front side.
  • the infeed device (10) has at least one actuator (23) and at least one clamping means (27) on both sides of the guide rail (3).
  • the clamping means (27) has at least one energy store (28).
  • the energy store (28) is designed as a spring-elastic element, in particular as a compression spring.
  • the energy store (28) is aligned transversely to the guide rail (3) and is arranged and guided lying in the housing (5).
  • the clamping means (27) can also have an adjustment means (29) for the energy store (28), with which the clamping force can be adjusted.
  • the actuator (23) is arranged on the rear side of the at least one associated braking element (6, 7) facing away from the guide rail (3). It is located between the braking element or elements (6,7) and the support means (16) of the housing (5). The actuator (23) rests loosely on the brake element (6,7) and support means (16). It can transmit compressive forces.
  • the actuator (23) is in figure 1 Eg designed as a flat transmission plate (24) with parallel main planes or outer walls.
  • the actuator (23) is aligned parallel to the wedge surfaces (17,20), for example, and has the same inclination relative to the guide rail (3). In the constrained catch (8), the actuator (23) is clamped between the wedge surfaces (17,20).
  • the actuator (23) acted upon by the clamping means (27) performs an infeed movement directed transversely to the longitudinal axis (15) in the manner mentioned, taking the associated braking element or elements (6,7) with it and disengaging it laterally from the guide rail ( 3) from a distanced initial position towards the guide rail and brings it into frictional contact.
  • the braking elements (6,7) are then moved along the longitudinal axis (15) in the direction of the restraint (8), sliding along with their rear side on the actuator (23).
  • the actuator (23) can have a lubricant (25) for the associated braking element or elements (6, 7) on its front side. This can be, for example, a low-friction coating, a roller cushion or the like.
  • the infeed device (10) can have a guide (26) for the actuator (23).
  • This is in figure 1 Eg designed as a linear guide, which is aligned transversely to the longitudinal axis (15) and guides the actuator (23) in said feed movement in this direction.
  • the guide (26) can be formed and arranged between the actuator (23) and the housing (5) or the support means (16).
  • the locking device (11) has in the variant of figure 1 an actuator (30) which acts directly on the infeed device (10). In doing so, it acts, for example, on the actuator (23) or the transmission plate (24).
  • the action on the actuator (23) or the transmission plate (24) can be direct.
  • the blocking device (11) can have, for example, the multiple arrangement shown of actuators (30) arranged on both sides of the guide rail (3), which in each case act on the infeed device (10) or its actuator (23) only on its rail side.
  • a combined design is possible, in which a common actuator (30) acts on both sides of the guide rail (3) and acts on the infeed device (10) on both sides.
  • the two-sided actuators (30) are arranged in the housing (5) and, for example, above the support means (16).
  • the actuators (23) or transmission plates (24) are angled at the upper end and have a vertical alignment here, which is aligned parallel to the active side of the respective associated actuator (30).
  • the actuators (30) are in the variant of figure 1 designed as an electromagnet.
  • the actuators (30) are connected to the trigger (12).
  • Figure 2 to 4 illustrate a safety brake process
  • figure 2 shows an initial position in which the feed device (10) with its actuators (23) assume an initial position under tension of the energy stores (28), in particular springs.
  • the actuators (23) preferably lie flat against the respectively assigned support means (16) and its wedge surface (17).
  • the actuators (23) are held in this initial position by the blocking device (11) and their actuators (30), in particular the energized electromagnets.
  • the braking elements (6,7) on both sides are laterally spaced from the guide rail (3) in the starting position.
  • the actuators (30) release the infeed device (10) and its actuators (23), whereby these are moved in the transverse direction towards the guide rail (3) under the action of the energy store (28) and the braking element or elements ( 6.7) on the guide rail (3).
  • figure 3 shows this release position.
  • the braking elements (6, 7) are guided in their closing movement by the guide device (18).
  • the catching position is shown, in which the braking elements (6,7) on both sides are moved upwards along the guide rail (3) and into the catching constraint (8). They are also guided by the guide device (18) during this movement. In the catching position, the braking elements (6, 7) are pressed against the guide rail (3) with a large wedge force and brake the cabin movement, preferably to a standstill.
  • the wedge shape of the braking elements (6,7) on both sides has the infeed device (10) and its actuators (23) back in the in figure 2 shown initial position and in contact with the respective support means (16) is moved back.
  • the clamping means (27) have been tightened again.
  • the blocking device (11) can block the delivery device (10) again, with the actuators (30) acting directly on the actuators (23) and holding them in the starting position with magnetic force.
  • figure 5 shows two variants of the safety brake device (4), one of which is shown in the left half of the figure and the other in the right half of the figure.
  • the second variant in the right half of the picture figure 5 shows a modification of figure 1 regarding the formation of the locking device (11).
  • the blocking device (11) has a blocking means (31) which interacts with the infeed device (10), in particular with the associated actuator (23), and holds it in place.
  • the blocking means (31) is designed, for example, as a movable, in particular pivotable, catch hook which grips and holds the upper end of the actuator (23) or the transmission plate (24) in a form-fitting manner.
  • a different design is possible, for example as a vertical and displaceable, for example bolt-shaped, bar or the like.
  • the actuator (30) acts indirectly on the infeed device (10), in particular its associated actuator (23).
  • the actuator (30) acts on the blocking means (31) together with a spring or another triggering means.
  • the actuator (30) acts against the triggering means and holds the locking means (31) in the locked position.
  • the actuator (30) releases the blocking means (31), which in turn releases the infeed device (10) under the action of the trigger.
  • the actuator (30) can be arranged on the housing (5) or on a support means (16) that is rigid here, for example.
  • the actuator (30) can also be designed as an electromagnet.
  • the actuator (30) can be weaker than the directly acting actuator (30). figure 1 and requires less electrical energy for its holding function.
  • the actuator (30) in the second variant can be arranged further away from the adjacent braking element (6,7) and has fewer magnetic effects on the braking element (6,7) when energized.
  • the design of the blocking device (11) with a blocking means (31) can also be used in the other exemplary embodiments.
  • the actuator (23) and the clamping means (27) are connected to form a structural and functional unit (37).
  • the clamping means (27) or its energy store (28) is designed as a torsion spring, with the actuator (23) being formed by an upwardly protruding arm of the torsion spring, which is arranged horizontally, for example.
  • the torsion spring which is held or mounted on the housing (5) so that it can rotate in a suitable manner and is supported at a support point (38) also causes the actuator (23) to be guided.
  • the linear guide (26) present in the other exemplary embodiments can be omitted.
  • the torsion spring is arranged, for example, below the associated braking element (6,7), with the actuator (30) being arranged above said braking element (6,7) as in the other variants and on the free end of the actuator (23) at an action point (39) acts directly or indirectly.
  • the clamping means (27) is pretensioned and tries to press the actuator (23) and the braking element (6,7) against the guide rail (3).
  • figure 11 shows a variant of the structural and functional unit (37) from actuator (23) and clamping means (27) in the left half of the picture.
  • the structural and functional unit (37) is designed here as a leaf spring arranged in the housing (5) and prestressed in the initial position.
  • the preferably curved leaf spring forms both the tensioning means (27), in particular the energy store (28), and, with its long and preferably straight arm, the actuator (23).
  • the leaf spring can be clamped and fixed at a support point (38) in the lower area of the housing.
  • the point of action (39) for the locking device (11), in particular the magnet, is located at the upper end of the plate spring or the actuator (23).
  • the actuator (23) is in the aforementioned variants of figure 5 and 11 each formed as a transfer plate (24) in the manner described above.
  • figure 6 shows a further variant with an actuator (23) which has a wedge body (24') with an eccentric pivot bearing which forms the guide (26) in the form of a pivot guide.
  • the guide (26) is arranged between the housing (5) and the wedge body (24').
  • the wedge body (24') On its front side facing the guide rail (3), the wedge body (24') has a wedge surface (24") which, together with the wedge surface (20) of the associated braking element (6, 7), forms the said catch constraint (8).
  • Guide (18) can be designed in the manner described above.
  • the sliding means (25) can be arranged on the wedge surface (24").
  • the wedge body (24') tapers downwards. It can have flat surfaces or walls aligned at right angles to one another on the rear side and the top side.
  • the support element (16) has a recess (17') instead of the wedge surface (17), which receives and supports the actuator (23) and its wedge body (24') in the rest or starting position and in the catching position.
  • figure 6 shows both positions in the right half of the picture, with the catching position being shown in dashed lines.
  • the recess (17') which is deepened in a step-like manner, for example, can have supporting elements, in particular flat supporting surfaces and/or supporting projections. Its shape can be adapted to the back and top of the wedge body (24').
  • the actuators (30) can be arranged, for example, at the lower end of the wedge body (24') and the recess (17').
  • the actuators (30) at the wedge end are easily accessible for repair purposes. They can be designed to be relatively low-performance and low-consumption. Alternatively, they may be located elsewhere.
  • the energy store (28) can store the potential energy of the actuator (23), in particular its wedge body (24'). If necessary, it can also have a spring.
  • the asymmetrical suspension of the wedge body (24') supports the infeed movement by gravity when it is released. figure 6 shows this in the left half of the picture.
  • the guide (26) can be formed by a linear guide on the upper side and optionally the lower side of the wedge body (24').
  • the linear guide can be directed transversely to the guide rail (3) or its longitudinal axis (15).
  • the actuator (23) has a transmission plate (24) as in Figure 1 to 5 having.
  • the guide (26) is arranged at the lower end of the actuator (23) and in the housing (5). It is designed as a swivel guide.
  • the actuator (23) has a laterally angled arm on which the clamping means (27) engages. This can have, for example, a spring as an energy store (28). The spring pushes the pivotable actuator (23) in the direction of the guide rail (3).
  • the blocking device (11) acts on the upper end of the actuator (23) or the transmission plate (24).
  • the blocking device (11) has, for example, the blocking means (31) described above.
  • an actuator (30) in particular a magnet, can act directly.
  • the locking device (11) and the guide (26) or the pivot bearing are at opposite ends of the actuator (23) and spaced relatively far apart.
  • the locking device (11) has a larger lever than the clamping device (27) and can be relieved by the correspondingly reduced holding force.
  • figure 7 and 8th show another variant of the safety brake device (4) in different operating positions.
  • a front view is shown.
  • figure 8 shows a plan view according to arrow VIII of FIG figure 7 .
  • This variant differs in several features from the exemplary embodiments described above.
  • the changes relate in particular to the design of the one or more support means (16), the locking device (11), the infeed device (10), in particular its one or more actuators (23) and the clamping means (17), and the guide device (18).
  • the one or more actuators (23) are in a similar manner as in figure 6 designed as a wedge body (24') with a wedge surface (24") pointing towards the guide rail (3). They are movably arranged in or on the housing (5).
  • the guide (26) can be designed, for example, as a linear guide with a transverse alignment to the longitudinal axis (15). It can be formed and arranged, for example, between the top and bottom of the wedge body (24') and the housing (5).
  • the guide (18) for the braking elements (6,7) can be arranged between the feed device (10) and the respective braking element (6,7). In figure 7 and 8th it is arranged and formed between the wedge surfaces (20, 24"). Furthermore, a lubricant (25) can also be arranged between the wedge surfaces (20, 24").
  • the guide device (18) can, for example, according to the top view from figure 8 be designed as an undercut groove guide.
  • the guide (18) allows a sliding movement of the respective braking element (6,7) along the wedge surface (24") of the associated wedge body (24') and prevents detachment in the transverse direction.
  • the braking element (6,7) is held in place by means of the guide (18 ) is held on the respective wedge body (24') and taken along during its feed and return movement.
  • the one or more support means (16) are in the variant of figure 7 and 8th movably arranged on the housing (5). You can move transversely to the longitudinal axis (15) of the guide rail (3). In particular, you can dodge in this direction. The path of movement can be very small.
  • the one or more support means (16) are subjected to a force transversely to the longitudinal axis (15) of the guide rail (3) by a spring arrangement (33).
  • the support means (16) are designed as a spring arrangement (33), here in the form of a C-spring.
  • the spring arrangement (33) is arranged lying and encompasses according to figure 8 laterally the guide rail (3).
  • Block-like contact elements are arranged on the free spring ends, for example, on which the respective wedge body (24') rests loosely in the starting and catching position.
  • the spring arrangement (33) can be designed, for example, as a lamellar spring or in some other way.
  • the lamellar spring shown has a package of several flat and curved spring-elastic C-lamellas, each with high spring stiffness, layered one on top of the other.
  • the slats can be arranged and connected on a curved support.
  • the spring arrangement (33) can form a spring-loaded catch constraint (8) that dampens the brake jerk.
  • the spring arrangement (33) is initially widened or spread out of its initial position. The resulting clamping forces are absorbed and supported within the self-retaining spring arrangement (33). In the course of braking or at the latest when the safety brake device (4) and the braking elements (6, 7) are released, the spring arrangement (33) returns to its initial position.
  • the spring arrangement (33) is held and supported on the housing (5) in a suitable manner, e.g. This can be done by means of one or more holders (36) which are designed, for example, like bolts. They enable the above-described spring movement when retracting and extending the braking elements (6,7) on the safety catch (8). On the other hand, they define the position of the spring arrangement (33) and the support means (16).
  • the clamping device (17) has also been modified compared to the exemplary embodiments described above.
  • an energy store (28) in the form of a spring in the form of a spring.
  • This can, for example, also be designed as a lamellar spring and can also have a C-shape. It can also be connected to the holders (36).
  • the spring (28) engages with its free spring ends on the associated wedge body (24'). It can be firmly or loosely connected to the respective wedge body (24').
  • the spring (28) and the spring arrangement (33) can have the same direction of action.
  • the spring (28) has a lower spring stiffness than the spring arrangement (33). As in the exemplary embodiments described above, it presses on the actuator (23) or wedge body (24') and, when the blocking device (11) is triggered, presses it in the direction of the guide rail (3).
  • the C-spring has a smaller mouth width than the spring arrangement (33).
  • figure 7 and 8th show in the respective left half of the image the rail-side delivery position of the braking element (6) and the delivery device (10) with its spring (28) and its actuator (23) or wedge body (24').
  • the spring (28) can also be designed as a lamellar spring. It can also be connected to the one or more holders (36). Sufficient movement play for the spring movements can be provided via slots or the like.
  • the spring (28) can, for example, be arranged on the spring arrangement (33) or integrated into it.
  • the locking device (11) can also be designed in a different way.
  • the blocking device (11) has one or more actuators (30) which act directly or indirectly via a blocking means (31) on the associated actuator (23) or wedge body (24').
  • the blocking device (11) can have a certain amount of movement play and can follow the evasive movements of the spring arrangement (33) when the braking elements (6, 7) move in and out of the catch constraint (8).
  • the locking device (11) can act on the tensioning means (27) and lock and block it in the tensioned initial position.
  • the actuator (30) and possibly a blocking means (31) can be placed between the clamping means (27), in particular the spring accumulator (8), and the housing (5) or the spring arrangement (33) can be arranged.
  • the actuator or actuators (30) can follow the aforementioned spring movements of the spring arrangement (33).
  • the clamping means (27) can also follow these spring movements. This applies in particular to the spring movement between the catching position and the starting position.
  • the actuators (23) or wedge bodies (24') are firmly connected to the clamping means and follow its movements.
  • the actuators (23) or wedge bodies (24') are also held in the initial position.
  • figure 9 and 10 show two further variants of the safety brake device (4), which differ in several features from the embodiments described above.
  • the one or more support means (16) are each movably arranged on the housing or frame (5). They are each acted upon by a spring arrangement (33) which has a high level of spring stiffness and allows the support means (16) to yield slightly when the braking element (6, 7) moves into the constrained catch (8).
  • the support means (16) can deviate in the transverse direction to the longitudinal axis (15) of the guide rail (3), as a result of which the respective spring arrangement (33) is tensioned and a high tension and spring force that maintains the braking and holding effect of the safety brake device (4). developed.
  • Movable support means (16) with a wedge surface ((17) are arranged on both sides of the guide rail (3), which are each guided movably by means of, for example, a linear guide (35) on the housing (5) transversely to the axis (15).
  • the support means (16 ) become acted upon in each case by a spring arrangement (33) and pressed against the guide rail (3).
  • the spring arrangement (33) can be formed by strong compression springs, for example.
  • the spring arrangements (33) are supported on the housing (5). Arrows indicate the direction of movement of the support means (16).
  • figure 9 shows the initial position in the right half of the figure and the catching position of the braking element (6) in a dashed representation.
  • the hidden wedge surface (17) is shown in dashed lines.
  • the infeed position assumed after the actuator (30) has been triggered is shown with the actuator (23) displaced linearly, for example, and the contact of the braking element (6) with the guide rail (3).
  • the actuator (23) of the delivery device (10) is in the variant of figure 9 guided on the respective support means (16) by means of a guide device (26).
  • the actuator (23) has a transmission profile (34) which can, for example, laterally encompass the associated support means (16) and its front edge.
  • the guide (26) can be arranged between the actuator (23) or transmission profile (34) and the associated support means (16).
  • the support means (16) have said wedge surface (17) on their front side facing the guide rail (3).
  • the respective actuator (23) can lie flat against this wedge surface (17) in the rest position and the catching position.
  • the actuator (23) or the transmission profile (34) has a correspondingly designed front side arranged parallel to the wedge surface (17). Arrows illustrate the movement between the actuator (23) and the associated support means (16).
  • the clamping device (27) is in the variant of figure 9 arranged between the respective support means (16) and the actuator (23), in particular its transmission profile (34).
  • the energy store (28) is formed by a spring, for example.
  • the energy store (28) can be arranged in or on the respective support means (16).
  • the guide device (18) can be arranged and formed between the actuator (23), in particular its respective transmission profile (34), and the respective associated braking element (6,7).
  • the guide device (18) can be designed, for example, as an undercut groove guide.
  • a friction-reducing lubricant (25) can be arranged between the transmission profile (34) and the respective braking element (6, 7).
  • the braking elements (6,7) are designed as wedge-shaped brake shoes (19).
  • the braking elements (6,7) are moved into the restraint (8), pushing the respective transmission profile (34) back into the starting position and into contact with the wedge surface (17) with their wedge surfaces (20).
  • the support means (16) can also be pushed to the side a little and the spring arrangements (33) can thereby be tensioned.
  • the blocking device (11) has actuators (30), for example electromagnets or the like, for directly or indirectly holding the respective actuator (23) or transmission profile (34).
  • the actuators (30) are arranged on the support means (16).
  • the spring arrangement (33) can be designed, for example, as a clip-like or ring-like spring, in particular as a so-called C-spring. This can laterally surround the guide rail (3) like a yoke and be connected to the outside of the support means (16). This can be a fixed connection, with the spring arrangement (33) keeping the support means (16) floating in the housing (5).
  • the spring arrangement (33) can be guided and held on the housing (5) in a suitable manner, for example in the apex area of its curved shape.
  • the spring arrangement (33) can be designed, for example, as a lamellar spring or in some other way.
  • the at figure 9 existing leadership (35) omitted.
  • the actuators (23) of the infeed device (10) are in turn arranged so as to be movable relative to the support means (16).
  • the guide (26) is arranged and formed between the actuators (23), in particular transmission profiles (34), and the housing (5). This can be arranged, for example, a linear guide on the top and bottom of the transmission profiles (34) and their contact point to the upper and lower housing plates.
  • the clamping device (27) is in the variant of figure 10 also designed differently.
  • the energy store (28) is formed, for example, by a likewise clip-like or ring-like, in particular C-shaped, spring. This acts on both actuators (23) or transmission profiles (34) from the outside and encompasses them while the support means (16) with lateral movement.
  • the energy store (28) can be arranged separately from the spring arrangement (33). Alternatively, it can be integrated there.
  • the locking device (11) and its actuators (30) are also in the variant of figure 10 arranged on the support means (16). You can as well in figure 9 act directly on the respective back of the transmission profiles (34) and hold them against the clamping means (27) in the rest position. Alternatively, an indirect effect via a blocking means (31) is possible.
  • the catching device (4) can be connected in a suitable manner to the cabin (2) and/or the counterweight in a rigid or possibly floating manner. It is also connected to a trigger (12), not shown.
  • the one or more actuators (30) can be arranged below the braking elements (6, 7) and thereby inside or outside the housing (5).
  • the third variant in the left half of the image figure 5 be reversed accordingly.
  • the actuators (30) can be designed in a different way instead of the electromagnets shown. For example, they can be electrically powered and thereby expanding actuators, e.g. piezo elements or the like. In the event of a power failure in the elevator (1), these can react in a similar way to electromagnets and lose their force and holding effect in the event of a power failure.
  • the energy stores (28) of the tensioning means (27) can be designed as drive elements that are activated when triggered and only then develop an infeed force (F) and infeed movement and drive the actuator (23).
  • the energy stores (28) can be connected to an emergency supply device (not shown), in particular an emergency power device.
  • an emergency power device This has, for example, a battery or an accumulator and monitors the energy supply of the elevator (1) with a detection and control device. If overspeeding or overacceleration is detected, the energy store (28) designed as a drive element is activated via the battery or accumulator and carries out the infeed movement. Otherwise, the drive element can also be controlled by the trigger (12), in which case its energy supply can be provided by the energy supply of the elevator (1) or possibly also by the emergency power supply. This design would have the advantage that a power failure does not immediately lead to an undesired engagement of the safety brake.
  • the guide (26) can be designed as a combined swivel and linear guide instead of the straight guide or swivel guide shown.
  • the actuator (23) can, for example, be rotatably held and guided on the underside or at another location.
  • the guide (26) does not have to be particularly exact either. This can possibly be dispensed with if the movement space of the actuator (23) is restricted in some other way.
  • a lifting device can also be present, which also acts on the braking elements (6,7) and moves them along the guide rail (3) in the direction of the forced catch (8), if necessary only with a short impulse.

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

Claims (15)

  1. Dispositif de freinage parachute pour un ascenseur (1) comportant un rail de guidage (3) vertical,
    dans lequel le dispositif de freinage parachute (4) présente un boîtier (5) comportant des éléments de freinage (6,7) disposés des deux côtés du rail de guidage (3) et mobiles le long du rail de guidage (3),
    une contrainte parachute (8) des deux côtés entre le boîtier (5) et les éléments de freinage (6,7) et
    un dispositif d'actionnement (9) pouvant être tendu et verrouillé pour les éléments de freinage (6,7),
    dans lequel le dispositif d'actionnement (9) est déverrouillé et détendu suite à un événement de déclenchement et amène les éléments de freinage (6,7) en prise de freinage avec le rail de guidage (3), caractérisé en ce que le dispositif d'actionnement (9) est conçu
    - pour qu'il développe, lors de sa détente, une force d'avance (F) et un mouvement d'avance orientés transversalement à l'axe longitudinal (15) du rail de guidage (3) et qui amènent les éléments de freinage (6,7) des deux côtés en prise avec le rail de guidage (3) à partir d'une position initiale écartée latéralement,
    - dans lequel les éléments de freinage (6,7) sont entraînés par contact par friction sur le rail de guidage (3) et entrent dans la contrainte parachute (8),
    - et pour qu'il soit ramené dans sa position initiale par les éléments de freinage (6,7) se trouvant dans la contrainte parachute (8) et soit tendu et verrouillé.
  2. Dispositif de freinage parachute selon la revendication 1, caractérisé en ce que le dispositif d'actionnement (9) développe une force d'avance (F) et un mouvement d'avance orientés exclusivement ou principalement transversalement à l'axe longitudinal (15) du rail de guidage (3).
  3. Dispositif de freinage parachute selon la revendication 1 ou 2, caractérisé en ce que le dispositif d'actionnement (9) présente un dispositif d'avance (10) pouvant être tendu pour les éléments de freinage (6,7).
  4. Dispositif de freinage parachute selon la revendication 3, caractérisé en ce que le dispositif d'actionnement (9) présente un dispositif de verrouillage (11) pouvant être commandé pour le dispositif d'avance (10).
  5. Dispositif de freinage parachute selon la revendication 4, caractérisé en ce que le dispositif de freinage parachute (1) présente un déclencheur (12) relié au dispositif de verrouillage (11).
  6. Dispositif de freinage parachute selon l'une quelconque des revendications précédentes, caractérisé en ce que le dispositif de freinage parachute (1) présente un dispositif de guidage (18) pour les éléments de freinage (6,7).
  7. Dispositif de freinage parachute selon la revendication 6, caractérisé en ce que le
    dispositif de guidage (18) est disposé entre le boîtier (5) et les éléments de freinage (6,7) ou entre le dispositif d'avance (10) et les éléments de freinage (6,7).
  8. Dispositif de freinage parachute selon l'une quelconque des revendications précédentes, caractérisé en ce que la contrainte parachute (8) est réalisée de manière à être rigide ou élastique.
  9. Dispositif de freinage parachute selon l'une quelconque des revendications précédentes, caractérisé en ce que la contrainte parachute (8) est réalisée entre les éléments de freinage (6,7) et un ou plusieurs moyens d'appui (16) disposés sur le boîtier (5).
  10. Dispositif de freinage parachute selon la revendication 9, caractérisé en ce que le ou les moyens d'appui (16) sont réalisés et disposés de manière à être rigides et solidaires du boîtier.
  11. Procédé permettant le freinage parachute pour un ascenseur (1) comportant un rail de guidage (3) vertical au moyen d'un dispositif de freinage parachute (4) qui présente un boîtier (5) comportant des éléments de freinage (6,7) disposés des deux côtés du rail de guidage (3) et mobiles le long du rail de guidage (3), une contrainte parachute (8) des deux côtés entre le boîtier (5) et les éléments de freinage (6,7) et un dispositif d'actionnement (9) pouvant être tendu et verrouillé pour les éléments de freinage (6,7), dans lequel le dispositif d'actionnement (9) est déverrouillé et détendu suite à un événement de déclenchement et amène les éléments de freinage (6,7) en prise de freinage avec le rail de guidage (3), dans lequel le dispositif d'actionnement (9) développe, lors de sa détente, une force d'avance (F) et un mouvement d'avance orientés transversalement à l'axe longitudinal (15) du rail de guidage (3) et qui amènent les éléments de freinage (6,7) des deux côtés en prise avec le rail de guidage (3) à partir d'une position initiale écartée latéralement, dans lequel les éléments de freinage (6,7) sont entraînés par contact par friction sur le rail de guidage (3) et entrent dans la contrainte parachute (8), dans lequel le dispositif d'actionnement (9) est ramené dans sa position initiale par les éléments de freinage (6,7) se trouvant dans la contrainte parachute (8) et est tendu et verrouillé.
  12. Procédé selon la revendication 11, caractérisé en ce que le dispositif d'actionnement (9) développe une force d'avance (F) et un mouvement d'avance orientés exclusivement ou principalement transversalement à l'axe longitudinal (15) du rail de guidage (3).
  13. Procédé selon la revendication 11 ou 12, caractérisé en ce que le dispositif d'actionnement (9) présente un dispositif d'avance (10) pouvant être tendu pour les éléments de freinage (6,7) et un dispositif de verrouillage (11) pouvant être commandé pour le dispositif d'avance (10), dans lequel le dispositif de verrouillage (11) maintient le dispositif d'avance (10) tendu dans une position initiale.
  14. Procédé selon la revendication 13, caractérisé en ce que le dispositif d'avance (10) présente un actionneur (23) pouvant être amené en contact avec un élément de freinage (6,7) et un moyen de serrage (27), lesquels sont reliés à une unité structurelle et fonctionnelle (37).
  15. Procédé selon la revendication 13 ou 14, caractérisé en ce que le dispositif de verrouillage (11), en particulier un aimant, agit sur l'actionneur (23) à distance d'un point d'appui (38) du moyen de serrage (27).
EP20714491.6A 2019-03-15 2020-03-13 Frein de sécurité et procédé de freinage Active EP3938308B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE202019101479.2U DE202019101479U1 (de) 2019-03-15 2019-03-15 Fangbremseinrichtung
PCT/EP2020/056899 WO2020187757A1 (fr) 2019-03-15 2020-03-13 Dispositif de freinage d'arrêt et procédé de freinage d'arrêt

Publications (2)

Publication Number Publication Date
EP3938308A1 EP3938308A1 (fr) 2022-01-19
EP3938308B1 true EP3938308B1 (fr) 2023-05-03

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EP20714491.6A Active EP3938308B1 (fr) 2019-03-15 2020-03-13 Frein de sécurité et procédé de freinage

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US (1) US11884514B2 (fr)
EP (1) EP3938308B1 (fr)
CN (1) CN113574001B (fr)
AU (1) AU2020242986B2 (fr)
BR (1) BR112021015242A2 (fr)
DE (1) DE202019101479U1 (fr)
WO (1) WO2020187757A1 (fr)

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EP3674248B1 (fr) * 2018-12-31 2022-09-07 KONE Corporation Frein de stationnement de cabine d'ascenseur
ES2935963T3 (es) * 2019-05-08 2023-03-13 Otis Elevator Co Aparato de montaje para freno de seguridad
WO2021115846A1 (fr) * 2019-12-12 2021-06-17 Inventio Ag Dispositif de freinage, équipé par exemple d'un élément de freinage cunéiforme, pour freiner un corps roulant déplaçable de manière guidée dans une direction de déplacement le long d'un rail de guidage
EP3932844A1 (fr) * 2020-07-01 2022-01-05 KONE Corporation Parachute, système d'ascenseur, et procédé de fonctionnement d'un engrenage de sécurité d'un système d'ascenseur
EP4177207A1 (fr) * 2021-11-04 2023-05-10 Otis Elevator Company Actionneur de sécurité électronique sans friction

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WO2015071188A1 (fr) * 2013-11-15 2015-05-21 Inventio Ag Parachute pour ascenseur
DE102014004356A1 (de) * 2014-03-27 2015-10-01 Thyssenkrupp Elevator Ag Bremseinrichtung für einen Fahrkorb einer Aufzuganlage

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WO2021115846A1 (fr) * 2019-12-12 2021-06-17 Inventio Ag Dispositif de freinage, équipé par exemple d'un élément de freinage cunéiforme, pour freiner un corps roulant déplaçable de manière guidée dans une direction de déplacement le long d'un rail de guidage

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EP1902993A1 (fr) * 2006-09-19 2008-03-26 Wittur AG Mécanisme de retour automatique pour un dispositif de freinage de type ABS
WO2015071188A1 (fr) * 2013-11-15 2015-05-21 Inventio Ag Parachute pour ascenseur
DE102014004356A1 (de) * 2014-03-27 2015-10-01 Thyssenkrupp Elevator Ag Bremseinrichtung für einen Fahrkorb einer Aufzuganlage

Also Published As

Publication number Publication date
CN113574001B (zh) 2023-01-20
US20220177272A1 (en) 2022-06-09
BR112021015242A2 (pt) 2021-10-05
DE202019101479U1 (de) 2020-06-18
US11884514B2 (en) 2024-01-30
EP3938308A1 (fr) 2022-01-19
AU2020242986A1 (en) 2021-10-07
WO2020187757A1 (fr) 2020-09-24
CN113574001A (zh) 2021-10-29
AU2020242986B2 (en) 2023-07-27

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