EP4041666A1

EP4041666A1 - Release unit for actuating an elevator brake device

Info

Publication number: EP4041666A1
Application number: EP20792589.2A
Authority: EP
Inventors: Karl Kriener; René HOLZER; Christoph RUSSWURM; Leopold Latschbacher; Lukas SCHWAIGERLEHNER
Original assignee: Wittur Holding GmbH
Current assignee: Wittur Holding GmbH
Priority date: 2019-10-10
Filing date: 2020-10-12
Publication date: 2022-08-17
Also published as: DE202019105584U1; WO2021069739A1; JP2022551320A; KR20220116149A; CN114787062B; CN114787062A

Abstract

Release unit (1) for actuating an elevator brake device (2), having a main release body (3) that is mountable on the elevator car, a releaser (5), a contact member (6) and a coupling link (7), via which the contact member (6) is able to be connected to an elevator brake device (2), wherein the release unit (1) is designed such that the releaser (5) thereof keeps the contact member (6) at a distance from the guide rail (9) in a non-released state and brings same into frictional contact with the rail (9) in the released state, such that the contact member (6), in the event of a relative movement between the elevator car and the guide rail (9), moves along a gap between the main release body (3) and the guide rail (9), entrains the coupling link (7) and causes the elevator brake device (2) to respond automatically as a result of the movement of the coupling link (7), wherein the release unit (1) is mountable on the elevator car separately or at a spacing from the elevator brake device (2) and is connected to the elevator brake device (2) only via the coupling link (7).

Description

TRIP UNIT FOR OPERATING A BRAKING DEVICE

The invention relates to a release unit for actuating an elevator brake device according to the preamble of claim 1.

TECHNICAL BACKGROUND

Elevators are normally equipped with an elevator braking device that brakes or catches the elevator car in the event of an impermissibly high travel speed. Possible reasons for an impermissibly high acceleration of the car are, for example, a malfunction of the control of a drive or its brake or a broken cable.

The elevator brake device can be triggered in various ways. In the case of purely mechanical release units, the braking device is often activated by a speed limiter installed in the shaft. With such release units, a self-contained governor rope is attached in the elevator shaft, which is deflected by the speed governor and a tensioning pulley. The governor rope is connected at one point to the braking device of the elevator car or to the braking element of the braking device and is accordingly carried along by the elevator car when it moves. An impermissibly high driving speed then leads to the

Speed limiter brakes the governor rope. Since the governor rope thus moves more slowly in the elevator shaft than the elevator car and the brake element attached to it, the governor rope exerts a tensile force on the brake element. This activates the braking device.

Such purely mechanical release units, however, have various disadvantages, such as, for example, their susceptibility to failure when the speed governor is soiled or the relatively high effort involved in assembly. Due to the disadvantages of mechanical release units, an increasing trend towards electromagnetic releases can be observed. Such triggers are, however, usually developed individually for each elevator braking device, so that a separate safety certification must take place for each combination of triggering unit and braking device.

STATE OF THE ART

In modern elevators, the shaft is usually equipped with sensors arranged at regular intervals or even with a complete shaft copying, which detect overspeed. In the event of overspeed, a signal is then sent to the mostly electromagnetically based release unit. These trigger units are usually designed in such a way that they automatically trigger the braking process in the event of a power failure.

A typical elevator brake device which is equipped with an electromagnetic release unit is described, for example, in WO2006 / 077243A1. This shows a braking device for an elevator car, the braking element of which is held in an inactive position by a retaining element as long as the elevator car is not to be braked. The retaining element is an electromagnet that attracts the braking element, which is designed as a brake roller, and thus prevents contact with the guide rail of the elevator. As soon as an impermissibly high speed is measured or the elevator is to be braked for other reasons, the electromagnet is switched off and the braking element is pressed by a compression spring in the direction of the guide rail. There the brake roller rolls off the guide rail and runs into a wedge gap between the guide rail and a pressure body, which is also Is part of the braking device. The brake roller equipped with a friction surface brakes the elevator car. The electromagnet is activated in order to bring the braking element out of its braking position back into the inactive position. Thus, against the action of the compression spring, the braking element is brought back into a position in which there is no longer any contact with the guide rail. Before the electromagnet is able to attract the braking element, however, it must be pushed out of the wedge gap. To do this, the elevator car is usually set back a little.

However, this braking device requires a relatively strong electromagnet, since there is a relatively large air gap between the magnet and the braking element due to the pivoting kinematics.

A similar elevator brake device with an electromagnetic release unit is known from the European patent EP1902993B1. However, the braking element is not linked directly to the release unit, which also consists of an electromagnet and a compression spring. Instead, the electromagnet and the compression spring act on a guide element which guides the braking element. Since the air gap between the guide element and the electromagnet is smaller than in the braking device from WO2006 / 077243A1, a significantly less powerful electromagnet can be used.

The combinations described above

Elevator brake devices and release units are usually completely new units that have to be developed and certified for each load and speed range. THE PROBLEM UNDERSTANDING THE INVENTION

In view of this, the object of the invention is to provide a universally usable release unit with which elevator brake devices that were previously mechanically operated or triggered by means of a speed governor rope can be electrically triggered.

THE SOLUTION MADE OF THE INVENTION

According to the invention, this problem is solved with the features of the main claim formulated as a product claim.

Accordingly, a release unit is provided for actuating an elevator brake device, with a basic release body that can be mounted on the car, a release, a contact element for generating actuating forces through frictional contact with the guide rail, and a coupling element.

The contact member can be connected to an elevator brake device via the coupling member, preferably in the manner described in more detail below.

The trigger unit is designed in such a way that its trigger keeps the contact element at a distance from the guide rail in the non-triggered state and brings it into frictional contact with the rail in the triggered state. In the event of a relative movement between the elevator car and the guide rail, the contact element which is in frictional engagement with the rail moves along a gap between the basic release body and the guide rail. The contact member takes the coupling member with it and, through the movement of the coupling member, causes the elevator brake device to respond automatically. The trigger unit is characterized in that the trigger unit can be mounted on the elevator car separately or even at a distance from the elevator brake device is and is in connection with the elevator brake device only via the coupling element.

The trigger unit is mounted on the elevator car in such a way that the basic trigger body and the trigger are near the guide rails. The distance to the guide rail is chosen so that the trigger prevents contact between the contact element and the guide rail in its untriggered state.

As long as there is no contact between the contact element and the guide rail, the contact element moves simultaneously with the elevator car through the elevator shaft. The speed and direction of movement of the car and the contact element are therefore the same.

As already described at the beginning, modern elevators usually have sensors or shaft copying in the elevator shaft which detect an impermissibly high speed of the elevator car. As soon as this is the case or some other problem, such as a power failure, requires activation of the elevator braking device, the trigger is activated, i. H. brought into its triggered state. He assumes a position through which the contact element comes into contact with the guide rail. The contact between the contact element and the trigger or the basic trigger body remains in place during this time.

As soon as the contact element is in contact with the guide rail and the trigger at the same time, it moves more slowly than the car through the elevator shaft due to the friction. During a downward movement of the car, the contact element consequently moves upwards relative to the car.

The coupling member, which is connected at one end to the contact member, and the brake wedge of the elevator brake device connected to it at the other end of the coupling member, move then also upwards relative to the car. However, since the elevator brake device mounted on the elevator car continues to move downwards in the elevator shaft simultaneously with the elevator car, the brake wedge also moves upwards relative to the elevator brake device.

The brake wedge is consequently brought into the braking position with the aid of the displacement of the contact element, which is transmitted to the elevator brake device via the coupling element, from which the elevator brake device responds automatically and finally brakes the car.

Even if the contact element interacts with the guide rail in the same way as a brake wedge does, in terms of the basic functional principle, there is a fundamental difference to the brake wedge: unlike the brake wedge, the contact element as such does not develop any braking effect on the rail, which brakes the car or more than just insignificantly decelerates. The contact element only provides the powerful servo effect that is necessary to start the elevator brake device. This function of generating braking forces that reduce the speed of the car is rather confirmed by the coupling member elevator braking device with its at least Subject to a brake key, braking roller or brake eccentric _V.

A separate assembly is understood to mean a fastening in which the release unit can be attached to and removed from the elevator car completely independently of the elevator brake device. A spaced assembly is understood to mean an assembly in which there is direct contact between the release unit and the elevator brake device solely via a coupling element, preferably in the form of a pull rod that is usually pivoted on both sides, and their separate housings have no direct physical contact with one another. Because the release unit can be mounted on the elevator car separately or at a distance from the elevator brake device, a specific release unit can be used for different elevator brake devices. The distance between the elevator brake device and the release unit is determined by the length of the coupling link.

The connection between the release unit and the elevator brake device via the coupling element is preferably releasable so that individual components of the release unit or the entire release unit or individual components of the elevator brake device or the entire elevator brake device can be exchanged. The connection or the means enabling the connection on the release unit are preferably designed in such a way that different elevator brake devices can be connected to the release unit for the purpose of their release without having to make any structural changes to the release unit. In any case, no structural changes are required, each of which would require recertification. In all of this, preferably no changes or at least no changes requiring recertification have to be made to the elevator brake device either.

The term “guide rail” preferably denotes the guide rail of the elevator car running in the elevator shaft.

However, this term also covers an additional rail installed in the elevator shaft, which could be called a "brake rail".

The term "untriggered state" denotes the position of the trigger in which contact between the contact element and the guide rail is not possible.

The term "triggered state" denotes the position of the trigger in which it was moved in the direction of the guide rail so that the contact element rests against the guide rail. The term "brake wedge" of the elevator brake device typically refers to the movable element of an elevator brake device, which triggers the braking process by inserting it into a wedge gap between the

Elevator brake device and the guide rail is retracted. It is also conceivable that the "wedge" is a role that develops a wedge effect in the gap into which it is drawn or an eccentric which, when rotated, causes an increase in the normal force.

The term "braking position" describes the position of the brake wedge from which it is automatically driven deeper and deeper into the wedge gap between the elevator brake device and the guide rail by the movement of the car until the car comes to a standstill.

The term "automatic response" of the elevator brake device denotes the state when the brake wedge of the elevator brake position is in the brake position.

PREFERRED DESIGN MOGL I TES

There are a number of possibilities for configuring the invention in such a way that its effectiveness or usefulness is even further improved.

It is particularly preferred to design the trigger unit in such a way that the contact element moves along into the gap between the trigger base body and the guide rail when the car is reset from the catch and thereby applies sufficient forces that it engages a brake wedge of the elevator brake device by means of the Coupling link in its fully ventilated

Ready position moved, together with the forces that occur on the brake wedge anyway when reversing. During the braking process, the brake wedge is pulled into a gap between the base body of the elevator brake device and the guide rail due to the downward movement of the elevator car and the elevator brake device attached to it.

The state when the brake wedge has been clamped in the gap between the guide rail and the base body of the elevator brake device and the car has been brought to a complete standstill is referred to as a catch.

To put a car back into operation after a catch, it is moved in the opposite direction in order to remove the brake wedge (or brake wedges) from the gap again. By moving in the opposite direction, the brake wedge is pulled out of the gap again. Since the brake wedge is still in connection with the contact element by means of the coupling member, the contact element is then completely pulled back into its standby position by the resetting movement of the brake wedge even if it temporarily no longer has sufficient frictional engagement itself, rolling in a defined manner to its standby position to move, for example because the trigger has already been attracted by the electromagnet and brought into its untriggered position. Only when the brake wedge has been moved out of the wedge gap to such an extent that there is no longer any contact does the brake wedge hang again via the coupling element on the contact element and is lowered further with its movement or falls back into the standby position under the influence of gravity.

The term "fully ventilated standby position" describes the state of the braking device in which its brake wedge has no contact with the guide rail.

In a further preferred embodiment, the contact member is connected to the coupling member in such a way that the contact member can move a certain amount without taking the coupling member.

This refinement is particularly advantageous if the trip unit according to the invention is de-energized to reduce the power consumption in standby and then changes in position or small changes in position occur over the possibly longer period of standby operation. Examples include temperature fluctuations, which are relevant not least for elevators in high-rise buildings. To be mentioned purely as an example is the case that the building has 25 floors and then the car is in its standby position on the ground floor on a more than 50 m long suspension cable. The corresponding change in length is already considerable with a temperature fluctuation of 10 ^° .

Even a slight movement away from the stop while the release unit is in the de-energized state can thus be compensated. Such a movement away can occur when the car is heavily loaded or unloaded at a stop and the car weight therefore changes significantly.

As a result of the slight lowering of the car, the brake wedge of the elevator brake device can be drawn in at least a little way into the wedge gap assigned to it, if no special precautions are taken. This hinders the trouble-free onward journey.

The fact that the contact element can move translationally by a certain amount without taking the coupling element with it means that the elevator brake device does not immediately go into its self-locking catch position. Car vibrations or other negligible car movements then do no harm. A reset movement of the car is therefore not necessary after such harmless movements, but it is sufficient to put the trigger back in its move untriggered position. The "translational" movement of the contact member by a certain amount means the movement relative to the coupling member.

Ideally, the coupling member has an elongated hole via which it is connected to the contact element, preferably with the aid of a bolt. The coupling member is only taken along by the contact member when the bolt connecting the contact member and the coupling member has reached the upper end of the elongated hole.

The embodiment under discussion here is preferably implemented in that the contact element is provided with a bolt which is guided along an elongated hole in the coupling member. The contact element, the bolt and the elongated hole must be positioned in relation to one another in such a way that the bolt is in the lower area of the elongated hole when the trigger is not triggered. After the bolt has been moved upwards by a certain amount by the contact element, it rests against the upper end of the elongated hole. A further upward movement of the contact member and the bolt relative to the coupling member then leads to the coupling member being pulled upwards by the bolt.

The bolt ideally has a diameter at the end that points away from the contact element which is greater than the diameter of the elongated hole. If the bolt with the end at which it has a smaller diameter is first passed through the elongated hole and then through the contact element and then secured with a locking ring to prevent it from slipping axially relative to the contact element, the contact element is also protected against inadmissible displacement in relation to the coupling element secured in the axial direction.

Preferably that running surface of the

Trigger base body, which the contact element runs along when it is in contact with the guide rail, and which is attached to the Adjacent trigger, pressed towards the guide rail with the aid of preloaded springs. When the contact element is located in the corresponding section of the gap between the basic release body and the guide rail, the running surface thus exerts a force on the contact element.

If the friction between the contact element and the guide rail is too low, it can under certain circumstances lead to the contact element not being able to take the coupling element and, via the coupling element, also the brake wedge of the braking device upwards relative to the car, but simply pulled by the rest of the release unit slides along the guide rail. In the worst case, this leads to the elevator brake device not being triggered.

Since the friction between the contact element depends on the one hand on the coefficient of friction and on the other hand on the normal force with which the contact element is pressed onto the guide rail, it makes sense to increase the normal force. This can be achieved in that the area of the base body of the release unit adjoining the release is pressed in the direction of the guide rail with the aid of one or more pretensioned springs. If the contact element now passes the running surface of the area pressed by springs in the direction of the guide rail, the contact element is also pressed in the direction of the guide rail. The friction between the contact element and the guide rail is thus increased.

It is also conceivable to press the running surface of the base body of the release unit adjoining the release in the direction of the guide rail by means of hydraulic or pneumatic elements. The term “running surface” denotes the surface of the area supported by springs which faces the guide rail and which the contact element runs along.

The term “runs along” can denote both rolling, if the contact element is designed as a roller, as well as sliding along, if the contact element is designed as a brake lining.

Ideally, the trigger is a rocker arm that is set in a rotational movement in order to change from the triggered to the non-triggered state and vice versa. The trigger also has a holder which, in the triggered state, prevents all translational movements of the contact element, except upwards, parallel to the guide rail.

In the untripped state of the trigger, it must prevent contact between the contact element and the guide rail. For this it is advisable to equip the trigger with a holder on which the contact element rests in the untripped state. The holder is ideally a bowl-like or channel-like component section that prevents the roller from wobbling back and forth and possibly coming into contact with the guide rail.

The trigger, designed as a rocker arm, is rotatably mounted around a bolt that serves as a fulcrum. If a force is now exerted on the rocker arm that does not act on the pivot point, the rocker arm is set in a rotational movement around the pivot point. A rotational movement of the rocker arm in the direction of the guide rail then leads to at least part of the trigger moving in the direction of the guide rail. If the holder with the contact element is in the area of the part of the trigger rotating in the direction of the guide rail, the contact element can be brought into contact with the guide rail. This offers the advantage that no complex linear guide is required to move the To move the trigger from its untriggered position to its triggered position.

In a further preferred embodiment, an electromagnet moves the trigger into its untripped position and holds it there. At the same time, a spring acts on the release in such a way that it swivels into its released position as soon as the electromagnet is no longer energized.

If the release is actively held in its untripped position by an electromagnet while another force tries to move it into its released position, a power failure and the associated failure of the electromagnet while the car is moving automatically triggers the release unit and then triggers the Triggering the elevator braking device. It is also possible to actively keep the electromagnet in its untriggered position by means of a pneumatic, hydraulic or a unit that no longer exerts any force on the trigger in the event of a power failure.

If the element that brings the release into its released position is used as a compression or tension spring, this offers the advantage that a force is permanently exerted on the release and a malfunction due to leakage or an error in the electronics or control is excluded.

If the electromagnet and the spring element both attack at the same point or at the same height, it must be ensured that the spring force is less than the magnetic force, otherwise the trigger will be held permanently in its triggered position. If the trigger is designed as a rocker arm that rotates around a certain pivot point in order to get into the triggered or untriggered state, it is advisable to let the electromagnet attack at a greater distance from the pivot point than the spring, in order to achieve a force with the same force generate higher torque. The armature of the electromagnet is preferably connected to a plunger which presses the trigger into its untripped position and holds it there when the armature is attracted by the coil of the electromagnet.

In order to obtain freedom with regard to the design of the installation space without creating too large an air gap between the electromagnet and the trigger, it is advisable to equip the electromagnet with a plunger which presses on the trigger when the electromagnet is energized. For this purpose, the plunger is ideally attached to the armature of the electromagnet by being welded, screwed, pressed or secured with a locking ring to prevent it from slipping axially in a bore. The position of the plunger is chosen so that the plunger presses against the trigger when the armature of the electromagnet is attracted by the coil. In order not to exert any unfavorable moments on the armature via the plunger, it is useful to guide the plunger through the electromagnet coaxially to the longitudinal axis of the armature.

The tappet is ideally a shaft made of an inelastic, light material such as aluminum.

In a further preferred embodiment, the contact element is a roller which, in its activated state, rolls with one side of its roller surface on a guide rail and on the other side of its roller surface on the basic release body.

If the contact element is designed as a roller, it rolls off the guide rail when there is sufficient friction between the guide rail and the contact element in the activated state. As a result, when the car moves downwards, the contact element moves upwards relative to it without excessive wear. In contrast to one A contact element designed as a brake lining can accordingly be used for a longer period of time, a contact element designed as a roller.

The term "activated state" denotes the state when the contact element is in contact with the guide rail. This is the state at the time the trigger is triggered.

In a further preferred embodiment, the contact element is a flat brake lining. When activated, the flat brake lining rests against the guide rail. At the same time, it rests against the basic release body via a linear bearing, preferably in the form of a linear roller bearing. The flat brake lining is carried along by the sliding friction force between it and the guide rail.

To do this, the trigger must be moved perpendicular to the guide rail in order to move from the triggered to the untripped state. In the triggered state, that is, when the trigger has been moved so far in the direction of the guide rail that the brake lining is in contact with the guide rail, there is friction between the brake lining and the guide rail. So that there is no unnecessary wear on the brake lining before it is in the gap between the running surface pressed by springs in the direction of the guide rail and the guide rail, the trigger is equipped with a linear bearing against which the brake bellows rests on one side. Due to the sliding friction between the guide rail and the brake lining, the brake lining is moved upwards relative to the trigger until it reaches the gap between the running surface, which is pressed with springs in the direction of the guide rail, and the guide rail. There, the normal force exerted on the brake lining by the springs significantly increases the friction between the guide rail and the brake lining. The brake lining takes the coupling link connected to it with it and brings the brake wedge of the elevator brake device attached to the lower end of the coupling link into the braking position.

Ideally, the contact element is coated with plastic, preferably with polyurethane with a Shore A hardness of 65-80 ^°.

In order to ensure an ideal coefficient of friction between the guide rail and the contact element while at the same time minimizing wear and tear, it is advisable to equip the contact element with a plastic such as polyurethane.

If the contact element is a roller, it is advantageous to equip only the area of the roller jacket surface with this material, while the rest of the roller is made of metal in order to maintain the high strength of the roller.

The coupling member is preferably pivotable on the elevator brake device and preferably articulated on its brake wedge.

For this purpose, it is advisable to produce the connection between the coupling element and the contact element, as well as the connection between the coupling element and the brake wedge, via bolts which are rotatably mounted relative to the coupling element. This prevents the coupling link from tilting or bending.

It should also be said that independent protection for an entire elevator or vertical elevator with at least one release unit according to the invention is also desired.

In addition, independent protection for the use of the triggering units according to the invention for triggering elevator brake devices of different designs is also claimed. The elevator brake devices preferably remain unchanged or unchanged to the extent that they do not require any new approval or certification. The said Elevator brake devices that are triggered with it are typically of completely different types and not just differently dimensioned variants of one and the same construction.

FIGURE LIST

Fig. 1 tripping unit in the untriggered position together with an elevator brake device.

Fig. 2 tripping unit, in which the contact member has been brought into contact with the guide rail, together with an elevator brake device.

3 tripping unit in the state immediately before the activation of the elevator brake device, together with an elevator brake device.

4 tripping unit together with the elevator braking device in the braking position.

5 shows a sectional view of the release unit in the position shown in FIG. 1, together with an elevator brake device.

6 shows a sectional view of the trip unit in the position shown in FIG. 2, together with an elevator brake device.

7 shows a sectional view of the trigger unit in the position shown in FIG. 3, together with an elevator brake device.

8 shows a sectional view of the release unit during activation of the elevator brake device, together with an elevator brake device.

9 shows a sectional view of the release unit in the position shown in FIG. 4, together with an elevator brake device.

10 shows a sectional view of the electromagnet provided for activating the trigger. 11 shows a sectional view of the elevator brake device in the inactive position.

Fig. 12 illustrates the preferred way of installing the construction according to the invention in the vertical beam of a car frame.

EXAMPLE OF EXECUTION

The mode of operation of the device according to the invention is described by way of example with reference to FIGS. 1 to 11.

In Fig. 1, a trip unit 1 of the claimed type is shown together with an elevator brake device 2. The release unit 1 and the elevator brake device 2 are both attached to the car of an elevator, which, however, is not shown here. In the present case, the release unit 1 is arranged above the elevator brake device 2. The release unit 1 and the elevator brake device 2 are, as can be seen, structurally completely separated from one another. Their housings are preferably spaced apart from one another. In any case, they are functionally completely separate from one another.

The only connection of a physical and, as a rule, also of a functional nature is the coupling element 7, designed in the manner of a rod, here preferably articulated at one end to the trigger unit 1 and preferably articulated at its other end to the elevator brake device or its brake wedge, which is shown in bridges the gap between the housings in most cases.

The elevator braking device 2 is used in the exemplary embodiment listed here to brake an impermissibly fast or uncontrolled descent of an elevator or of the elevator car belonging to the elevator. Before the operation of the release unit 1 and the interaction of the release unit 1 with the elevator brake device 2 is explained, for the sake of patent completeness, the following briefly describes the operation of an elevator brake device 2 as it is used together with the release unit 1.

For this purpose, the elevator brake device 2 is shown in FIG. 11 in the sectional view. Unlike the release unit 1, the elevator brake device 2 is in many cases fastened transversely to or floatingly on the elevator car and, in the assembled state, engages around the guide rail 9 with its base body 30. It is not in the inactive position shown in FIG the guide rail 9 in contact. On one side of the rail 9, the base body 30 holds a brake wedge 11 in a brakable position, while on the opposite side of the rail 9 a brake lining 25 attached to a carrier plate 24 is held in a brakable position. To the

To bring the elevator brake device 2 into its braking position, the brake wedge 11 must be moved upwards, for example along the linear ball bearing 27, into the narrowing gap between the guide rail 9 and the base body 30.

Due to the transversely displaceable or floating fastening of the elevator brake device 2 on the car, the brake lining 25 also comes into contact with the guide rail 9, so that the guide rail 9 is clasped by the brake wedge 11 and the brake lining 25. In order to avoid an excessive deceleration, which may lead to injury to persons in the elevator, plate springs 26 are often provided as braking force limiters on the elevator braking device 2, as shown here. The simultaneous downward movement of the elevator car and thus also of the elevator brake device 2 leads to an independent further retraction of the brake wedge 11 into the gap between the guide rail 9 and the base body 30. The braking process is thus self-locking.

In order to be able to trigger the braking process, a bore 28 is provided, for example, on the braking element or brake wedge 11, into which a bolt 29 for connection to the coupling element 7 of the triggering unit 1 is driven. An upward movement of the coupling element 7 in the assembled state of the release unit 1 and the elevator brake device 2 thus leads to the elevator brake device 2 responding automatically.

The point is that the release unit 1 (regularly by more than a factor of 5, usually by more than a factor of 10) applies lower frictional forces than the elevator brake device 2. Because of this, the function of the release unit 1 is essentially limited to responding to the elevator brake device to bring, for example by bringing the brake wedge into the position from which it automatically pulls in. G

It can be clearly seen in FIG. 3 that the coupling element 7, which is mostly designed in the manner of a rod, preferably has a C-shaped shape with a connecting extension adjoining it on one side for fastening the contact element 6. In this way, the coupling member can engage from behind into the interior of the elevator brake device 2 and move its brake wedge 11, cf. FIG. 12, which illustrates this in an easily comprehensible manner.

In the state of the trigger unit 1 shown in FIG. 1, the contact element 6 of the trigger unit 1 is not in contact with the guide rail 9 of the elevator. Thus, an activation of the via the coupling member 7 with the trip unit 1 connected elevator brake device 2 prevented and the elevator can be moved up and down in normal operation.

If an impermissibly high downward speed of the car is detected, the triggering unit 1 is brought into the position shown in FIG. 2. For this, the contact element 6, which is designed here as a roller 6, is moved in the direction of the guide rail 9, so that the roller jacket surface 22 of the contact element 6 is in contact with the guide rail 9.

The contact element 6, which initially still has the same downward speed as the car and the remaining triggering unit 1 located on the car, then rolls along the guide rail 9. When viewed relative to the car and the rest of the triggering unit 1, the contact element 6 thus moves upwards. Here, the contact member 6 with the aid of a bolt 8 along the elongated hole 23 in

Coupling link 7 out. At the end facing away from the contact element 6, the bolt 8 has a diameter which is greater than the diameter of the elongated hole 23. Since the bolt in the contact element 6 is secured against axial slipping, it is thus ensured in the assembled state that the contact element 6 does not move away from the elongated hole 23 to an inadmissible extent in the axial direction.

Due to the upward movement of the contact element 6 considered relative to the rest of the triggering unit 1, the contact element 6 or the bolt 8 soon rests against the upper end of the elongated hole 23 of the coupling element 7.

This state is shown in FIG. 3. As soon as the bolt 8 of the contact element 6 rests against the upper end of the elongated hole 23, a further upward movement of the contact element 6 relative to the elevator car also leads to a relative to the elevator car and the elevator brake device connected to it

2 upward movement of the coupling link 7. As a result, the brake wedge 11 of the elevator brake device 2 is pulled up into the gap between the guide rail 9 and the base body 30 of the elevator brake device 2, which now leads to an automatic response of the elevator brake device 2 due to the further downward movement of the elevator car.

In Fig. 4 the position of the trigger unit 1 and the elevator braking device 2 is shown during the braking process.

The processes inside the release unit 1 are explained with reference to FIGS. The trip unit 1 is shown in section.

In FIG. 5, the release unit 1 is in the same position as in FIG. 1.

The contact element 6 lies on the holder 14 of the trigger 5, which is in the untripped state. The latter preferably has the shape of a rocker arm, usually in the shape of a T. The pivot point 23 is essentially where the two arms of the T meet its shaft. The shaft of the T forms the holder 14

Since the trigger 5 is at a corresponding distance from the guide rail 9 in the inactive state, the contact element 6 does not come into contact with the guide rail.

The trigger 5 is held in this position by an electromagnet 16. For this purpose, the electromagnet 16 is connected to a plunger 20 which presses against an arm, ie the lower end of the trigger 5, as long as the electromagnet 16 is energized. At the same time, the compression spring 15 acts against the action of the plunger 20 also on the lower end of the trigger 5. The torque of the spring 15 around the pivot point 31 of the trigger 5 is less than the torque of the plunger 20 around the pivot point 31. In the present embodiment this is achieved by the spring engaging closer to the pivot point 31 than the plunger 20 and the force of the The spring 15 is less than or at most the same size as the force exerted by the electromagnet 16 on the plunger 20. However, it is also conceivable to have the spring 15 and the plunger 20 attack the trigger 5 at the same distance from the pivot point 31, the spring force then being less than the magnetic or magnetic force. Ram force must be.

As soon as an impermissibly high speed of the car is detected, the electromagnet 16 is no longer energized. Since the plunger 20 is then no longer caused by the electromagnet 16 to hold the trigger 5 in its untripped position, the trigger 5 is rotated by the spring force of the compression spring 15 in a clockwise direction around the pivot point 31 until the contact element 6 on the guide rail 9 is applied. The trigger 5 is then in the triggered position. This state is shown in FIG. 6 and FIG. 2.

In Fig. 7, the same position of the trip unit 1 as in Fig. 3 is shown.

It is also noteworthy in FIG. 7 that it shows how the contact element 6 has swiveled the trigger 5 against the force of the spring 15 acting on it again in the direction of its untriggered position. This pivoting is preferably carried out in that the contact element runs along the other arm of the T-shaped trigger facing away from the plunger 20 and, because of its opposite support on the guide rail, pushes this arm away from itself or its center. This will usually lead to a reduction in the air gap on the holding magnet, which can be used to optionally work with a small magnet. This pivoting also has another effect. By moving the trigger in the direction of its untriggered position, the compression spring is compressed again. This will cock the trigger. This ensures that the Contact element is acted upon with sufficient normal force immediately after triggering to find the frictional force required for its further intended displacement despite the fact that the lever ratios are unfavorable when it is removed from the inactive standby position.

In the course of the just mentioned pivoting of the trigger, the contact member 6 or the roller that preferably forms it has already moved upwards by the amount of the length of the elongated hole 23 of the coupling member 7 relative to the downward moving car. The bolt 8, which connects the contact member 6 to the coupling member 7, rests against the upper end of the elongated hole 23. The contact element 6 is located at the upper end of the trigger 5, just before the running surface 12 of the basic release body 3, which is equipped with the pretensioned compression springs 13. The running surface 12 is generally to be arranged with the arm of the T-shaped one facing it Trigger 5 can be brought into alignment, so that an at least substantially aligned path results, along which the contact member 6 can move

With a further downward movement of the car or a further upward movement of the contact element 6 relative to the rest of the triggering unit 1, the contact element 6 runs into the gap between the running surface 12 of the basic triggering body 3 and the guide rail 9. The running surface 12 is supported by the pretensioned compression springs 13, which are located on the housing 4 of the basic release body 3, in the direction of

Guide rail 9 pressed. As a result, the contact member 6 is also pressed in the direction of the guide rail 9 when passing the gap, whereby the friction between the roller jacket surface 22 and the guide rail 9 is significantly increased. The roller jacket surface 22 is ideally made of polyurethane and / or a material with a Shore A hardness of 65-80 ^° . This guarantees a high level of friction.

In a version that is less preferred for reasons of the higher noise level, a roller with a steel jacket surface is also conceivable as an alternative. This variant is preferably designed with a knurl to ensure friction even on oiled rail surfaces.

The increase in the friction between the contact element 6 and the guide rail 9 ensures that the contact element 6 continues to roll and moves upwards relative to the rest of the release unit 1 without slipping and without being pulled down by the rest of the release unit 1. Since the contact element 6 also takes the coupling member 7 upwards relative to the elevator car via the bolt 8, the brake wedge 11 of the elevator brake device 2 is also moved upwards, which leads to the elevator brake device 2 responding automatically.

During the braking process, the contact element 6 is located above the running surface 12 and can move freely without being stressed. The force of gravity is neglected. This state is shown in FIG. 9 and FIG. 4.

After the elevator brake device 2 has completely braked the car, the brake wedge 11 can be brought back from the braking position to its starting position by moving the car up a little. As a result, the brake wedge 11 comes downward out of the wedge gap between the base body assigned to it and the guide rail. This leads to the contact element 6 moving downwards relative to the rest of the triggering unit 1 and thereby taking the coupling element 7 with it as soon as the bolt 8 rests against the lower end of the elongated hole 23 of the coupling element 7. The brake wedge 11 is consequently also moved downwards relative to the rest of the elevator brake device 2.

After the contact member 6 has passed the gap between the running surface 12 and the guide rail 9, it falls back into its starting position due to gravity and remains on the holder 14 of the trigger 5. However, this only applies if the holding magnet had already been energized again beforehand and has therefore already brought the trigger 5 back into its untripped position or at least held it there. Otherwise, on the way back, the contact element 6 hits the preferably correspondingly beveled corner of the trigger 5. It then pushes it back in the direction of its untriggered position so that the air gap on the holding magnet is sufficiently small to allow the holding magnet to be energized again to hold the trigger in its untripped position against the spring force.

In Fig. 10, the electromagnet 16 is shown in the sectional view. The plunger 20 is connected to the armature 19 of the electromagnet, usually by pressing. It protrudes in the axial direction through the coil 21 and the housing 17 surrounding the coil 21 as well as the housing 18 surrounding the electromagnet 16 in order to be able to act on the trigger 5. On the left side, the housing 18 has a through-hole through which the plunger 20 protrudes when the electromagnet 16 is not energized.

The construction according to the invention is typically operated in a power-saving manner. If the car remains in the standby position for a long time, the energization of the holding magnets is stopped so that the contact elements come to rest on the guide rail.

Compared with the conventional mechanical release of the elevator brake devices, release using the Trip units 1 according to the invention have the advantage that no synchronization is required. Rather, it is structurally ensured that a simultaneous electrical actuation of the release units results in a synchronous response even without special synchronization. The omission of the synchronization means that a considerable amount of installation space can be saved, mostly in the area below the car. This noticeably meets the need for smaller shaft pits or shaft heads.

REFERENCE LIST

1 trip unit

2 elevator braking device

3 basic release body

4 Housing of the basic release body

5 trigger, rocker arm

6 contact body, role

7 coupling link

8 bolts to connect the coupling link and

Contact body

9 guide rail

10 not awarded

11 brake wedge

12 Running surface of the basic release body

13 springs

14 Holder for contact element on the rocker arm

15 spring acting on the trigger

16 electromagnet

17 case around spool

18 housing around electromagnet

19 armature of the electromagnet

20 tappets

21 coil of electromagnet

22 outer roller surface of the contact element

23 elongated hole in coupling link

24 Support plate for brake lining Brake lining of the elevator brake device Disc springs of the elevator brake device Linear ball bearings in the elevator brake device Bore in the brake wedge Bolt for connecting the coupling link and brake wedge Base body of the elevator brake device Pivot of the trigger Vertical carrier of the car frame

Claims

PATENT CLAIMS

1. Trigger unit (1) for actuating an elevator brake device (2) with a trigger base body (3) that can be mounted on the car, a trigger (5), a contact element (6) and a coupling member (7) via which the contact element (6) is connected to a Elevator brake device (2) can be connected, the trigger unit (1) being designed in such a way that its trigger (5) is the contact element

(6) keeps at a distance from the guide rail (9) in the untriggered state and brings it into frictional contact with the rail (9) in the released state, so that the contact element (6) moves in the event of a relative movement between the car and the guide rail (9) moves along a gap between the basic release body (3) and the guide rail (9), takes the coupling member (7) with it and causes the elevator brake device (2) to respond automatically through the movement of the coupling member (7), characterized in that the release unit (1 ) can be mounted on the elevator car separately or at a distance from the elevator brake device (2) and is only connected to the elevator brake device (2) via the coupling element (7).

2. tripping unit (1) according to claim 1, characterized in that the contact member (6) is connected to the coupling member (7) in such a way that the contact member (6) can move a certain amount without taking the coupling member (7) with it .

3. Trip unit (1) according to one of the preceding claims, characterized in that the coupling member (7) has an elongated hole (23) via which it is connected to the contact member (6), preferably with the aid of a bolt (8), so that the coupling element (7) is only taken along by the contact element (6) when the bolt (8) connecting the contact element (6) and the coupling element (7) has reached the upper end of the elongated hole (23).

4. tripping unit (1) according to claim 1, characterized in that that running surface (12) of the tripping base body (3) which the contact member (6) runs along when it is in contact with the guide rail (9), and that of the trigger (5) is pressed with the help of pretensioned springs (13) in the direction of the guide rail (9) and exerts a force in the direction of the guide rail (9) on the contact element (6) when this is in the corresponding section of the gap between the basic release body (3) and the guide rail (9).

5. tripping unit (1) according to any one of the preceding claims, characterized in that the trigger (5) is a rocker arm (5) which is set in a rotational movement to come from the tripped to the untripped state and vice versa, and the has a holder (14) for the contact element (6) which, when triggered, prevents all translational movements of the contact element (6) except upwards parallel to the guide rail (9).

6. tripping unit (1) according to any one of the preceding claims, characterized in that an electromagnet (16) moves the trigger (5) into its untriggered position and holds it there, at the same time a spring (13) acts on the trigger (5) in this way that it swivels into its released position as soon as the electromagnet (16) is no longer energized.

7. Trip unit (1) according to one of the preceding

Claims, characterized in that the armature (19) of the electromagnet (16) is connected to a plunger (20) which presses the trigger (5) into its untripped position and holds it there when the armature (19) is removed from the coil ( 21) of the electromagnet (16) is attracted.

8. tripping unit (1) according to one of the preceding claims, characterized in that the contact member (6) is a roller (6) which, in its activated state, rolls with one side of its roller jacket surface (22) on a guide rail (9) and rolls with the other side of its outer roller surface (22) on the basic release body (3).

9. Trip unit (1) according to one of the preceding

Claims, characterized in that the contact element (6) is a flat brake lining which, in the activated state, rests against the guide rail (9) and at the same time rests against the release base body (3) via a linear bearing, preferably in the form of a linear roller bearing, and through the sliding friction force between him and the guide rail (9) is taken.

10. Trip unit (1) according to one of the preceding claims, characterized in that the contact element (6) consists of plastic or is coated ^{with such a plastic, preferably polyurethane with a Shore A hardness of 6580 °.}

11. Trip unit (1) according to one of the preceding claims, characterized in that the coupling member (7) is pivotable can be articulated to the elevator brake device (2) and preferably to its brake wedge (11).

12.Use of a trigger unit (1) according to one of the preceding claims for triggering elevator brake devices (2) of different types.

13. Elevator with a car that can be moved along guide rails (9) and a speed limiter that triggers an elevator brake device (2) in the event of overspeed or an abnormal travel condition, by means of an electrical signal that preferably acts directly on the elevator brake device (2) and this to respond, characterized in that the elevator has at least one, better still at least two release units (1) according to one of the preceding claims 1 to 11.