EP4038002A1 - Dispositif de frein - Google Patents

Dispositif de frein

Info

Publication number
EP4038002A1
EP4038002A1 EP20765019.3A EP20765019A EP4038002A1 EP 4038002 A1 EP4038002 A1 EP 4038002A1 EP 20765019 A EP20765019 A EP 20765019A EP 4038002 A1 EP4038002 A1 EP 4038002A1
Authority
EP
European Patent Office
Prior art keywords
braking
profile
brake
constraining
braking device
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
EP20765019.3A
Other languages
German (de)
English (en)
Inventor
Erich Bütler
Romeo LO JACONO
Mischa SALVENMOSER
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 EP4038002A1 publication Critical patent/EP4038002A1/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
    • 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
    • B66B17/00—Hoistway equipment
    • B66B17/34—Safe lift clips; Keps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B7/00—Other common features of elevators
    • B66B7/02—Guideways; Guides
    • B66B7/022—Guideways; Guides with a special shape

Definitions

  • the invention relates to a braking device, a guidance system for a traveling body of an elevator installation and an elevator installation.
  • a traveling body In an elevator system, a traveling body is typically moved essentially vertically between different floors along a travel path. There are often rails along the route. Brake rails are used to brake the car. Guide rails are used to guide the car. Typically, a rail fulfills both the function of a brake rail and a guide rail. Carriages typically have one or more braking devices for braking on the rail, which are triggered by a trigger signal. If a control device of the elevator system detects an undesired or too fast movement of the car, the control device, often a speed limiter, sends a trigger signal, usually in the form of increased tension in a speed limiter rope, to the braking device, thereby activating the braking device. The activated braking device safely stops the vehicle. Today there is a trend towards rails made of sheet metal. Conventional braking devices can hardly be used on sheet metal rails, since the sheet metal profiles cannot withstand the loads caused by a conventional braking device.
  • the application EP3353104 discloses a braking device which distributes the normal forces more gently on a rail profile made of sheet metal.
  • JP H0248390 A and JP S56 56484 A show braking devices for braking on rails, each with two braking profiles.
  • a braking device achieves the object.
  • the braking device is suitable for braking on a rail with a first braking profile and a second braking profile.
  • the braking device comprises a constraining element and a counter holder.
  • the constraining element has a first constraining active surface which is designed to act on the first braking profile and a second Forced effective area that is designed to act on the second brake profile.
  • the counterholder has a first counterholder effective surface that is designed to act on the first brake profile and a second counterholder effective surface that is designed to act on the second brake profile.
  • the first forced effective surface and the first counter-holder effective surface are arranged opposite one another on the first brake profile and the second forced effective surface and the second counter-holder effective surface are arranged opposite one another on the second brake profile.
  • the constraining element can be spread, and the spreading brings the first constrained active surface into contact with the first brake profile and the second constrained active surface with the second brake profile.
  • a guidance system for a car by means of an elevator installation solves the problem.
  • the guide system is suitable for guiding the car on preferably two rails with a first brake profile and a second brake profile.
  • the guide system comprises three or more guide elements which are designed to guide the traveling body in such a way that its alignment and the position relative to the rails are essentially maintained.
  • At least one of the guide elements is designed as a braking device according to the invention.
  • the counterholder effective surfaces serve as guide surfaces.
  • Another aspect of the invention relates to an elevator system which achieves the object and which has the braking device and the rail with a first brake profile and a second brake profile.
  • the rail is formed from one or more sheet metal parts.
  • the first constraining surface and the second constraining surface are each surfaces of the constraining element.
  • the first counterholder active surface and the second counterholder active surface are each surfaces of the counterholder.
  • the constraining element In a rest position, in which the braking device has not yet been triggered, the constraining element is removed from the surfaces of the braking profiles.
  • the constraining element, and in particular the constraining surfaces of the constraining element can be the brake profd do not touch.
  • the counterholder, and in particular its counterholder effective surfaces can touch the brake profile.
  • one of the two counterholder active surfaces touches the corresponding brake profile and transfers a guiding force between the brake profile and the driving body. At this moment there is play between the other counterholder effective surface and the other Bremsprofd.
  • the function of transferring the management force can alternate in the rest position between the first brake profile with the first counter-holder effective surface and the second brake profile with the second counter-holder effective surface and thus adapt to the direction of the guide force.
  • the braking device is used to brake the car on the rail.
  • each of the constraining surfaces of the constraining element are advanced in the direction of the counter-holder effective surfaces.
  • the first forced effective surface is advanced in the direction of the first counterholder active surface
  • the second forced active surface is advanced in the direction of the second counterholder active surface.
  • the constraining element preferably has a braking element such as a brake wedge. If the constraining element has a brake wedge, the contact of the brake wedge with the brake profile moving past leads to an increase in the contact pressure in the direction of the feed movement. With or without this reinforcement, the compulsory element generates a sufficiently large contact pressure in the direction of the infeed movement.
  • the compulsory element presses on both brake profiles.
  • the rail is designed in such a way that the brake sections are elastically, i.e. reversibly, deformed under the contact pressure. The deformation is limited by the counter holder.
  • the rail is a profile that is arranged along the travel path of the traveling body.
  • the rail includes the first and second brake profiles.
  • the two brake sections are preferably connected to one another at the rear.
  • a typical shape is, for example, a C-profile.
  • the rail is advantageously designed in such a way that it can be easily and securely fastened in the shaft in that there are openings, elongated holes or bores on the brake profile, for example, which are used to fasten the brake profile.
  • the rail is advantageously produced from sheet metal by means of a bending process or roll profiling.
  • it can be an open profile. Essentially, a relatively thick sheet is folded at two bending edges. This ent creates a profile, preferably similar to a C-profile, with the two brake profiles and the rear connection.
  • the production of an open profile requires only a few work steps and is therefore inexpensive, among other things.
  • it can also be a closed profile.
  • a closed profile is a typically more complex part that is mostly made by roll profiling.
  • one edge of the sheet is connected to the other edge of the sheet, and a cross section through the profile is connected several times.
  • the profiles are preferably designed as a fold, that is to say a double layer of sheet metal. An adhesive or a filler can be applied between the two sheets of the double layer, or they are in contact with one another.
  • the rear connection is advantageously designed as a hollow profile, which results in a high level of strength of the rail, in particular with regard to the executives.
  • the rail can also be made from machined strand material.
  • a hot-rolled C-profile is preferably used as a blank.
  • the C-profile in turn includes the two brake profiles and a rear connection.
  • the braking profiles are now processed, preferably by milling, in such a way that the two braking profiles each receive at least one smooth surface which is used to guide the vehicle.
  • the machined surfaces are used to make contact with the counterholder active surfaces of the counterholder.
  • two or three surfaces of each braking profile are machined.
  • Hybrid manufacturing processes are also conceivable in which, instead of the hot-rolled extruded profile, a relatively thick sheet metal is formed into a C-profile, and this is then processed in such a way that smooth surfaces are created.
  • they are preferably divided into segments. Typically, such segments are 5 m or 2.5 m long.
  • the first, the second or both brake sections are designed essentially as a plate with a constant plate thickness.
  • the braking profile advantageously has an essentially constant plate thickness over the entire extent of the braking profile along the travel path of the traveling body.
  • the plate thickness can comprise several layers of material or consist of one layer of material.
  • the design in the form of a plate is easy to manufacture.
  • the two brake profiles are at an angle to each other. This angle is preferably 0 °, so that the braking profiles are arranged parallel to one another.
  • the braking profiles can also be at an angle that can be larger or smaller than 0 °.
  • a braking profile in the form of a plate are, for example, rounded rod-shaped braking profiles, T-shaped or wedge-shaped braking profiles. Brake profiles with such alternative shapes can be transferred to other executives by means of a form fit.
  • first constraining active surface and the second constraining active surface have opposite surface normals and the first counter-holder active surface and the second counter-holder active surface have opposite surface normals.
  • the active surfaces are designed to interact with the typically flat surface of one of the braking profiles. It is therefore advantageous that the active surfaces are designed to be essentially flat.
  • the active surfaces can have surface structures such as, for example, profiling or roughening. Such Surface structures are used to achieve an optimal braking effect on the forced effective surfaces or to achieve an optimal braking effect and / or optimal sliding properties on the counter-holder effective surfaces.
  • Surface normals are to be understood to mean that they point away from the active surfaces in the direction of the braking profile with which the active surfaces interact.
  • the surface normal is perpendicular to the plane of the effective surface.
  • first constraining active surface and the second constraining active surface have opposite surface normals and the first counter-holder active surface and the second counter-holder active surface have opposite surface normals, since the normal forces on the active surfaces essentially compensate each other.
  • the normal forces on the first constraining surface and the normal forces on the second constraining surface are essentially of the same amount. Since the surface normals are opposite, the forces essentially cancel each other out. If the surface nor paint deviates from the opposite orientation by a small angle, a large resultant force would arise on the constraining element. This large resulting force on the constraining element would then have to be absorbed, for example, by the connecting element or the attachment to the driving body.
  • the explanations in this paragraph apply identically to the counterholder, i.e. the normal forces of the counterholder active surfaces also essentially compensate each other and the same remarks apply as for the constrained active surfaces.
  • the brake sections are advantageously aligned parallel to one another.
  • the first and the second forced effective surface are arranged essentially in an intermediate area between the first and the second brake profile and the first and the second counter-holder effective surface are each arranged on the side of the first and second brake profile facing away from the intermediate area .
  • the intermediate area is to be understood as the space that is spanned by those planes that are defined by the respective inner surface of the two brake sections be stretched.
  • the counter-holder engages around the two brake profiles from the outside, and the restraint element is arranged in the intermediate area.
  • the constraining element is spread, whereby the Zwangswirkflä surfaces of the constraining element are delivered in the direction of the counterholder effective surfaces.
  • the first constraining effective area and the second constraining effective area move away from one another due to the spreading of the constraining element.
  • the constraining element can have two parts that are pushed apart by a mechanism.
  • the first and the second counterholder active surface are arranged in an intermediate area between the first and the second braking profile and the first and the second constraining active surface are each arranged on the side of the first and second braking profile facing away from the intermediate area.
  • the constraining element has a distance between the constraining active surfaces which can be narrowed, and the narrowing of the distance between the constraining active surfaces brings the first constrained active surface into contact with the first braking profile and the second constraining active surface with the second braking profile.
  • the constraining element engages around the two brake profiles from the outside, and the counter-holder element is arranged in the intermediate area. To initiate a braking process, the constraining element is narrowed, whereby the constraining active surfaces of the constraining element are delivered in the direction of the counterholder active surfaces.
  • the way in which the brake works is primarily that the first force-acting surface and the first counter-holder active surface jointly clamp the first braking profile, and that the second constrained-active surface and the second counter-device active surface jointly clamp the second brake profile.
  • the counter holder is at the Outside of the braking profile and the constraining element on the inside of the braking profile, or the counter holder is located on the inside of the braking profile and the constraining element is on the outside of the braking profile.
  • the resulting force thus essentially comprises the braking force generated by friction.
  • the braking device comprises an actuator which is designed to bring about an infeed movement on the constraining element.
  • the constraining element can be brought into contact with the braking profile by the feed movement.
  • the actuator drives a movement that allows two partial areas of the constraining element to slide apart or to slide towards one another and thereby leads to the infeed movement.
  • Such an infeed movement can be driven by the actuator in that the actuator is supplied with energy from the outside in the form of electricity, compressed air or hydraulics, or in that the actuator contains an energy store that stores the energy for a relative movement of the subregions of the constraining element.
  • the direction of the infeed movement of the constraining active surfaces runs in both cases in a direction which has at least a minimal movement component in the direction of the surface normal of the braking profile.
  • One embodiment is an electric motor which is able to remove one of the sub-areas of the constraining element from another of the sub-areas via a linear drive and thereby cause the constraining element to expand.
  • the two sub-areas each include a forced effective surface, which is preferably designed in the form of a brake lining.
  • the constraining element comprises a braking element, preferably two braking elements, which can be brought into contact with the first braking profile and / or the second braking profile and by one Movement along the rail can be brought into a braking position or are.
  • the constraining element comprises a brake wedge or an eccentric, the constraining element being designed such that a movement of the braking device in one direction along the braking profile leads to an increase in the contact pressure of the constraining element on the brake profile.
  • the braking elements in particular in the form of brake wedges or eccentrics, each form a partial area of the constraining element and each have a constraining surface.
  • the constraining element can also comprise further sub-areas, in particular this can be, for example, a guide for the braking elements.
  • the constraining element preferably has a first braking element.
  • the first brake element has the first constraining element effective area.
  • An infeed movement moves the first brake element towards the first brake profile until it comes into contact with it.
  • the contact initially involves a relatively low normal force.
  • the contact of the first brake element with the first brake profile generates frictional forces, so that the driving movement moves the brake elements with them and shifts them into a braking position. This increases the normal force.
  • the normal force leads to a frictional force that is large enough to brake and hold the driving body.
  • the advantage is that the feed movement can be brought about by a drive or a feed spring with a small force.
  • the main part of the normal force builds up in that the travel movement through the braking element leads to a further infeed movement. If the constraining element exclusively has a first braking element, then there is an advantage that only the one braking element has a bearing, and the production of the braking device is therefore inexpensive.
  • the constraining element advantageously has a first braking element and a second braking element.
  • the first braking element has the first constraining element effective surface
  • the second braking element has the second constraining element effective surface.
  • the two brake elements are brought into contact with the brake sensors via an infeed movement.
  • the contact initially involves a relatively low normal force.
  • the contact between the braking elements and the braking force causes the braking elements can be brought into a braking position.
  • the advantage of the braking device with two braking elements lies in the symmetrical further infeed movement of the braking elements upon contact with the braking force, which ensures that the braking forces on the first forced effective surface and on the second forced effective surface increase synchronously.
  • the connecting element of this braking device can be weaker and more cost-effective, since the torques on the constraining element are relatively small.
  • both brake elements are displaceably mounted on the constraining element, a release force is sufficient, which can move the two braking elements back to their original position along their storage on the constraining element with little effort.
  • the compulsory element can only have one braking element.
  • Such an embodiment is more cost-effective because only one braking element is movably guided.
  • the infeed is no longer symmetrical.
  • On the first side ie with the braking element, there is sliding between the first counter-holder effective surface and the first braking profile, and there is thus a frictional force during engagement.
  • the braking element initially sticks to the braking profile. Since it is guided with little friction, the static friction force is very low.
  • the second braking profile neither the forced active surface nor the counter-holder active surface move with the braking profile, so both active surfaces have frictional forces.
  • the braking force on the second braking profile is significantly greater than on the first braking profile.
  • the braking element slides along the guide very easily, while the other three active surfaces that are not on a Bremsele element cause large forces due to the sliding friction when lifting out the Lahr body, which must be overcome in addition to the weight of the Lahr body.
  • the actuator can be activated by an electrical or electronic signal.
  • the electrical signal that is supplied from the outside can generate enough energy by itself provide, for example, to bring about the infeed movement via an electric motor, or the electrical signal controls the infeed movement which is driven by other energy sources.
  • the other energy sources are used, for example, as a separate electrical power supply or an energy store, such as a tensioned spring of the constraining element.
  • the electrical or electronic signal only serves to release the flow of energy from this energy source or this energy store.
  • a tensioned spring is held by a pawl.
  • the tensioned spring is initially partially relaxed in order to move the subregions of the constraining element relative to one another.
  • the remaining spring tension serves as a normal force on the active surfaces.
  • the braking profiles, or their connection to one another, is designed in such a way that the play to the counterholder is overcome due to the forces caused by the constraining element, and thus the braking profiles can be clamped between the constraining surfaces and the counterholder active surfaces.
  • the counter holder and the constraining element are directly connected to one another by means of a connecting element.
  • the connecting element allows a relative movement of the constraining element relative to the counterholder, which in the area of the first constrained active surface and the second constrained active surface is essentially perpendicular to the first constrained active surface, to the second constrained active surface, to the first counterholder active surface and / or to the second constrained active surface.
  • a direction perpendicular to one of these active surfaces essentially denotes a direction which is also vertical to at least one of the other active surfaces. All four active surfaces are preferably essentially parallel to one another aligned, therefore designates a direction perpendicular to one of these active surfaces, essentially a direction which is also vertical to all other active surfaces.
  • the relative movement of the constraining element relative to the counter-holder, which is permitted by the connecting element, essentially has the direction described, especially in the area of the first and second constraining effective surface, so that the constraining element is positioned freely according to the deformation of the two brake sections. This allows the two constraining surfaces to apply the same normal force to the brake profile.
  • the connecting element is preferably designed as a one-piece component. A slight elasticity of the connecting element allows the relative movement. Alternatively, however, a construction is also conceivable in which a joint or a linear mounting of the constraining element enables the relative movement.
  • a centering device is preferably present which centers the constraining element relative to the counter-holder element. For example, a ball catch or a spring on the connecting element could hold the constraining element in a central position so that the constraining element has a play in relation to the two brakes during the ferry operation.
  • the guide system advantageously uses the counterholder effective surfaces as guide surfaces of a guide element. This has the advantage that a guide element can be replaced by using this braking device.
  • a conventional traveling body has exactly four guide units and typically exactly two braking devices.
  • two of the conventionally installed guide elements are replaced by the braking device.
  • a cabin preferably has two braking devices with a guide function and two conventional guide elements. This arrangement is particularly advantageous if the two braking devices are attached to the bottom of the traveling body and the two conventional guide elements are attached to the top of the traveling body.
  • the geometrical shape of the conventional guide elements is designed in such a way that they either lead on one of the two brake sections or, advantageously, lead on both brake sections.
  • the guide elements analogous to the guide property of the counter-holder, touch both inner sides of the two brake sections or both outer sides of the two brake profiles.
  • the elevator system with a rail that is formed from sheet metal parts is particularly inexpensive to manufacture and install.
  • the rail profiles are designed as closed rail profiles, excellent rigidity with a very light construction can be achieved at the same time.
  • the closed rail profiles can also serve as a cable duct. Or they are filled with a material that is used to improve strength, reduce noise or improve driving quality in general.
  • the rail as a component of the elevator system is preferably used as a rail for braking the traveling body and as a rail for guiding the traveling body.
  • the rail can also only serve as a brake rail.
  • the rail is inexpensively manufactured from sheet metal parts.
  • Fig. 1 A horizontal section through a first embodiment of the braking device.
  • FIG. 2 The same section as from FIG. 1 with the safety wedges in the braking position.
  • FIG. 3 A view of the first embodiment as in FIG. 1.
  • Fig. 4 A compulsory element with an actuator.
  • FIG. 5 A braking device with an eccentric.
  • Fig. 6 A braking device with a constraining element with only one wedge.
  • 7 shows a braking device not according to the invention with an external constraining element.
  • Figure 8 is an isometric view of a designed solution.
  • Fig. 9 A guide system with rail and braking device.
  • the braking device 2 essentially comprises the counter holder 11 and the constraining element 9, which are connected to one another via the connecting element 43.
  • the braking device is in engagement with a first braking profile 7 and a second braking profile 8, which are both part of the rail 5.
  • the rail 5 is a closed profile rolled from sheet metal.
  • the braking profiles 6 are two-ply and have a slightly larger one at their end
  • Bending radius 66 A closed profile has the advantage that it has greater strength than an open profile.
  • the rail is fastened to a rail support 53 with screws.
  • the rail support 53 can be a metal profile or a shaft wall, among other things.
  • the first forced active surface 13 and the first counter-holder active surface 17 are net angeord that the first braking profile 7 runs between them.
  • the second forced active surface 15 and the second counter-holder active surface 19 are arranged in such a way that the second braking profile 8 runs between them.
  • the constraining element is designed in such a way that it can spread in order to bring the braking device, starting from the rest position, into contact with the braking profile. Spreading brings the braking elements 31, that is to say the braking wedges 37, closer to the braking profiles 6.
  • the brake wedges 37 perform a linear movement with a main movement component in the direction of travel.
  • the movement component in the direction of the braking profile 6 serves to build up a normal force on the active surfaces 13, 15, 17 and 19.
  • the constraining element 9 is located in the intermediate area between the two brake profiles 6.
  • An explanatory illustration of the intermediate area can be seen in FIGS.
  • the connecting element 43 is designed to be slightly elastic, so that the Zwangsele element 9 can easily move between the brake sections 6.
  • the elastic restoring force of the connecting element 43 keeps the constraining surfaces 13 and 15 of the Bremspro filen 6 spaced.
  • the normal forces on the four active surfaces have essentially the same amounts due to the chosen arrangement.
  • FIG. 2 shows a view of the first embodiment as in FIG. 1 in an operating state in which the braking device 2 is braking.
  • the braking elements 31, that is to say the braking wedges 37, are shifted into the braking position.
  • the brake wedges 37 are displaced by the frictional force on the brake profiles 6 in such a way that the first constrained active surface 13 and the second constrained active surface 15 are pressed against the brake profiles 6.
  • the rail 5 is elastically and reversibly deformed.
  • the braking profiles 6 are resilient and displaced as far as the first counterholder active surface 17 and the second counterholder active surface 19. This shift is accompanied by a slight deformation of the rail 5. Large normal forces act on the brake profiles 6 clamped between the brake wedges 37 and the counter holder 11.
  • the normal force causes large frictional forces.
  • the normal force is limited by the fact that the displacement of the brake wedges is limited and that the counterholder is designed to be elastic in such a way that the braking force is limited in the range of a setpoint when the constraining element 9 is maximally spread.
  • a set of springs as shown in Fig. 7 can also be used to limit the braking force.
  • FIG. 3 shows a side view of the first embodiment as in FIG. 1.
  • the braking elements 31 in the form of brake wedges are guided along a core element of the constraining element 9.
  • the first embodiment is suitable to be used as a guide element in a guide system.
  • the two games S1 and S2 will adapt to the loads on the guide element.
  • one of the two games is canceled by touch.
  • the other game is correspondingly larger.
  • touch is a leader transferable.
  • the traveling body in the braking device 2 is safely guided against displacements perpendicular to the active surfaces 13, 15, 17 and / or 19.
  • a displacement of the braking device 2 towards the rail is prevented by the fact that the braking sections 6 with the enlarged bending radius 66 are in contact with the counter holder 11.
  • the constraining element 9 has a sliding coating on the surface opposite the connecting element 43.
  • FIG. 4 shows a constraining element 9 with an actuator 29, as it is used in a braking device 2 in FIGS. 1, 2, 3 and, however, only for a brake wedge 37, also in FIG. 6.
  • the brake wedges are connected to a tension plate 401 a related party.
  • the tension plate 401 is connected to an energy store 55 in the form of a spring via a tension rod 402.
  • An electromagnet 292 is capable of a ratchet lever
  • a pawl 294 is released from a retaining lug 295 on the pull rod 402 Bremsele elements 31, or more precisely the brake wedges 37, moved upwards and spread apart from one another.
  • An auxiliary spring 291 which is used to reliably detach the pawl lever 293 from the electromagnet 292, also serves to reliably trigger the pawl 294.
  • the auxiliary spring 291 can be dispensed with in an alternative embodiment.
  • Fig. 5 shows a constraining element 9 with braking elements 31 which are configured as eccentric 39 tet.
  • the mode of operation of such an embodiment is analogous to FIGS. 1 to 4.
  • the feed movement of the eccentric 39 in contrast to the feed movement of the brake wedge, is based on a rotary movement of the eccentric 39.
  • Fig. 6 shows a braking device 2 which has a constraining element 9 that only has a braking element 31, here in the form of a brake wedge 37.
  • the first positive force surface 13 is designed directly on the positive force element 9.
  • a very thin connecting element 43 is also shown.
  • the rails 5 and the counterholder 11 with the two counterholder active surfaces 17 and 19 are designed essentially the same as in the previous figures, which each comprise two braking elements 31.
  • the second forced active surface 15 does not yet produce any substantial braking forces, since the braking element 31 is guided on the restraining element 9 essentially without friction. Only when the braking element 31 hits a stop on the constraining element 9 will the braking force generated on the second constraining surface 15 also make a significant contribution to the braking force.
  • the braking device 2 comprises a brake wedge 37 and a spring assembly 71, both of which are attached to the constraining element 9.
  • the counter holder 11 is now in contrast to the previous embodiments in the intermediate area between the first brake profile 7 and the second brake profile 8.
  • the connecting element 43 allows a relative displacement of the counterholder 11 relative to the constraining element 9.
  • the two Ge counterholders 17 and 19 can each apply to the braking profiles 6, and can transmit the pressure forces between the counterholder effective surfaces 17 and 19 without exerting great forces on the connecting element 43.
  • the rail 5 is formed from sheet metal and configured asymmetrically.
  • the open profile allows production with just a few work steps.
  • FIG. 7 can also be combined with the concepts from the previous figures. It is particularly possible that the constraining element 9 on both Pages has braking elements 31. In such a case, it is advantageous to make the counter holder 11 somewhat flexible in order to obtain a defined braking force.
  • the counter holder could have a spring assembly 71.
  • the Bremsele elements 31 can be designed as brake wedges 37 or eccentrics, also as a single eccentric. Instead of the open braking profile 5, a closed braking profile 5 can also be used.
  • Figure 8 shows an isometric view of a designed solution.
  • the constraining element 9 is located in the intermediate area, between the braking profiles (not shown).
  • the actuator of which the energy store 55 is visible, is located in the interior of the counter holder 11.
  • the brake elements 31 are designed as brake wedges 37, the first effective constraining element surface 13 and the second constrained element effective surface 15 each being located on a brake wedge 37.
  • the counterholder 11 has the first counterholder active surface 17 and the second counterholder active surface 19.
  • the counterholder active surfaces 16, 17 and 19 are designed as sliding linings in order to serve to guide the vehicle.
  • Fig. 9 shows a guide system 47 of an elevator system 3 with rail 5 and Bremsvor direction 2.
  • the rail 5 comprises two brake profiles 6 each.
  • the rail 5 serves as a guide for the traveling body 1, so that it moves along the rails 5 in the direction of travel movement 33 can move.
  • the driving body 1 is in addition to the two Bremsvor directions 2 down on the cabin also over two other guide elements 51 ge leads.
  • the guide elements 51 and the braking devices 2 guide the traveling body 1 via contact with the respective outer surfaces of the braking profiles 6.
  • the intermediate area 25 is to be understood as the space that is spanned by those planes that are spanned by the respective inner surface of the first braking profile 7 and the second braking profile 8.

Landscapes

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

Abstract

L'invention concerne un dispositif de frein (2) d'un corps en déplacement (1) d'un système d'ascenseur. Le dispositif de frein (2) est adapté au freinage sur un rail (5) présentant un premier profil de freinage (7) et un second profil de freinage (8). Le dispositif de frein (2) comprend un élément d'action automatique (9) et un contre-support (11). L'élément d'action automatique (9) présente une première surface d'action automatique (13) qui est conçue pour agir sur le premier profil de freinage (7), et une seconde surface d'action automatique (15) qui est conçue pour agir sur le second profil de freinage (8). Le contre-support (11) présente une première surface d'action de contre-support (17) qui est conçue pour agir sur le premier profil de freinage (7), et une seconde surface d'action de contre-support (19) qui est conçue pour agir sur le second profil de freinage (8). La première surface d'action automatique (13) et la première surface d'action de contre-support (17) sont disposées à l'opposé l'une de l'autre sur le premier profil de freinage (7), et la seconde surface d'action automatique (15) et la seconde surface d'action de contre-support (19) sont disposées à l'opposé l'une de l'autre sur le second profil de freinage (8). L'élément d'action automatique (9) peut être étendu, et l'extension amène la première surface d'action automatique (13) en contact avec le premier profil de freinage (7) et la seconde surface d'action automatique (15) en contact avec le second profil de freinage (8).
EP20765019.3A 2019-09-30 2020-09-04 Dispositif de frein Pending EP4038002A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP19200616 2019-09-30
PCT/EP2020/074847 WO2021063631A1 (fr) 2019-09-30 2020-09-04 Dispositif de frein

Publications (1)

Publication Number Publication Date
EP4038002A1 true EP4038002A1 (fr) 2022-08-10

Family

ID=68104533

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20765019.3A Pending EP4038002A1 (fr) 2019-09-30 2020-09-04 Dispositif de frein

Country Status (7)

Country Link
US (1) US11912535B2 (fr)
EP (1) EP4038002A1 (fr)
JP (1) JP2022549963A (fr)
KR (1) KR20220069947A (fr)
CN (1) CN114531870B (fr)
BR (1) BR112022005599A2 (fr)
WO (1) WO2021063631A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11242222B2 (en) * 2018-10-26 2022-02-08 Otis Elevator Company Elevator braking device mechanism

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3211259A (en) * 1962-11-09 1965-10-12 Otis Elevator Co Monorail for counterweight frames
JPS5656484A (en) * 1979-10-09 1981-05-18 Mitsubishi Electric Corp Elevator device
JPH0791005B2 (ja) * 1988-08-08 1995-10-04 三菱電機株式会社 エレベータ用非常止め装置
JP3798853B2 (ja) * 1996-08-30 2006-07-19 オーチス エレベータ カンパニー エレベーターのガイドレール
EP1697248A4 (fr) * 2003-12-09 2009-07-01 Otis Elevator Co Rail de guidage pour ascenseur
MY143851A (en) * 2006-12-05 2011-07-15 Inventio Ag Braking device for holding and braking a lift cabin in a lift facility
CN102892700B (zh) 2010-05-21 2016-04-27 奥的斯电梯公司 用于电梯系统的金属板导轨
EP2760776B1 (fr) * 2011-09-30 2015-06-03 Inventio AG Système de freinage à actionnement électromécanique
BR112015012174B1 (pt) * 2012-11-27 2022-06-14 Inventio Ag Freio de segurança para uma instalação de elevador com pelo menos um corpo móvel e método para frear e fixar um corpo móvel de uma instalação de elevador por meio de um freio de segurança
EP2931642B1 (fr) 2012-12-14 2019-11-20 Otis Elevator Company Rail de guidage composé d'une tôle métallique pour système d'ascenseur
CH707833A1 (de) * 2013-03-28 2014-09-30 Phoenix Mecano Komponenten Ag Aufzugsanlage mit einer Bremsvorrichtung.
ES2920375T3 (es) * 2014-02-04 2022-08-03 Otis Elevator Co Carril guía combinado para un sistema de ascensor
CN108137274B (zh) * 2015-09-23 2020-06-09 因温特奥股份公司 升降机系统的组件、升降机系统和制动升降机轿厢的方法
CN109466995B (zh) * 2017-09-08 2020-11-27 奥的斯电梯公司 简单支撑的再循环电梯系统

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Publication number Publication date
CN114531870B (zh) 2024-03-05
WO2021063631A1 (fr) 2021-04-08
KR20220069947A (ko) 2022-05-27
JP2022549963A (ja) 2022-11-29
US11912535B2 (en) 2024-02-27
BR112022005599A2 (pt) 2022-07-19
US20220348439A1 (en) 2022-11-03
CN114531870A (zh) 2022-05-24

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