EP4069619A1 - Appareil de guidage et de freinage d'un corps mobile d'un système de levage, ledit corps devant être déplacé le long d'une voie de guidage - Google Patents

Appareil de guidage et de freinage d'un corps mobile d'un système de levage, ledit corps devant être déplacé le long d'une voie de guidage

Info

Publication number
EP4069619A1
EP4069619A1 EP20812382.8A EP20812382A EP4069619A1 EP 4069619 A1 EP4069619 A1 EP 4069619A1 EP 20812382 A EP20812382 A EP 20812382A EP 4069619 A1 EP4069619 A1 EP 4069619A1
Authority
EP
European Patent Office
Prior art keywords
braking
guide rail
guide
holder
rollers
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.)
Granted
Application number
EP20812382.8A
Other languages
German (de)
English (en)
Other versions
EP4069619B1 (fr
Inventor
Michael Geisshüsler
Faruk Osmanbasic
Adrian Steiner
Julian STÄHLI
Volker Zapf
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 EP4069619A1 publication Critical patent/EP4069619A1/fr
Application granted granted Critical
Publication of EP4069619B1 publication Critical patent/EP4069619B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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
    • B66B7/00—Other common features of elevators
    • B66B7/02—Guideways; Guides
    • 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
    • B66B7/04—Riding means, e.g. Shoes, Rollers, between car and guiding means, e.g. rails, ropes

Definitions

  • the present invention relates to an elevator installation.
  • the invention relates to a device with the aid of which, in an elevator installation, a traveling body to be displaced on a guide rail can be guided and braked.
  • An elevator installation usually comprises several moving bodies that are guided by at least one guide rail in order to prevent them from lateral, i.e. essentially horizontal, movements.
  • the running bodies are mostly an elevator car and often also at least a counterweight.
  • a traveling body is generally displaced vertically between different levels.
  • several guide devices are usually provided on the traveling body, for example in the form of guide shoes, which move along the vertically extending guide rail and can be supported on it in the lateral direction.
  • the elevator system In order to be able to brake vertical movements of the car, the elevator system also generally has a braking device.
  • a braking device can be designed as a so-called safety brake in order to be able to stop the vertical movement of the vehicle as safely, quickly and efficiently as possible in emergency situations such as, for example, a free fall.
  • the braking device can have a braking element which is pressed against the guide rail when the braking device is activated and which, due to the friction generated in this way, can bring about a desired braking force on the traveling body coupled to the braking device.
  • guide rails are usually not aligned perfectly parallel to a desired travel path of a vehicle.
  • at least locally delimited partial areas of a guide rail cannot be aligned linearly and perfectly vertically, but curved and / or obliquely.
  • lateral deviations in the position of a guide rail from occur at a target position of up to several millimeters. The deviations can vary along a longitudinal extension of the guide rail.
  • relatively high speeds are typically required when moving the vehicle, so that lateral deviations of the guide rail from its target position can lead to a rapid, jerky lateral displacement of the vehicle.
  • the guide devices on elevator cabs of elevator systems are mostly designed to be elastically supported.
  • the guide devices can yield to the deviations of the guide rail from its target position to a certain extent, at least within a predetermined tolerance range, without exerting strong and / or in particular jerky forces in the lateral direction on the elevator car.
  • the design of the braking device of an elevator system must also take into account the possible lateral deviations of the guide rail from its target position.
  • the braking device is usually designed in such a way that, as long as the braking device is not activated, its braking element is located laterally away from the target position of the guide rail by a sufficiently dimensioned activation distance.
  • the activation distance is selected so that the braking element does not come into contact with the guide rail even if the maximum lateral deviations of the guide rail from the target position are to be expected as long as the braking device has not been activated.
  • the relatively large activation distance to be selected in conventional braking devices means that, if the braking device is to be activated, the braking element must first be displaced over the entire activation distance until its surface comes into contact with the guide rail and a braking effect can be generated.
  • an actuator that displaces the braking element must be designed in a suitable manner in order to be able to overcome such a large activation distance.
  • to move the braking element over a large Activation distance requires a certain time, which can have a negative effect on a reaction time of the braking device or ultimately a braking distance.
  • EP 3 141 511 A1 describes a housing arrangement for a safety actuating device.
  • EP 1 400476 A1 describes a safety device for elevators.
  • a device for guiding and braking a traveling body to be displaced along a guide rail which has a holder, a guide device and a braking device.
  • the bracket can be attached to the running body.
  • Executives can be transferred between the guide device that can be guided on the guide rail and the traveling body.
  • the guide device is configured to move along at least one surface of the guide rail in the longitudinal direction of the guide rail.
  • the guide device is held and supported on the holder in such a way that the guide device is elastically displaceable relative to the holder in a direction transverse to the longitudinal direction of the guide rail by at least a predetermined tolerance distance and thereby transfers the executives to the holder.
  • the braking device has a carrier and a braking element and is configured to switch the braking element between a deactivated configuration, in which a braking surface of the braking element is laterally spacable from the guide rail, and an activated configuration, in which the braking surface of the braking element can be placed against the guide rail , reversible by one activation distance in one To shift direction transversely to the guide rail.
  • the carrier of the braking device is rigidly coupled to the guide device, so that the carrier of the braking device follows lateral displacements of the guide device relative to the holder.
  • an elevator system which has a traveling body, a guide rail and a device according to an embodiment of the first aspect of the invention, the holder of the device being attached to the traveling body and the guide device of the device being arranged displaceably guided along the guide rail is.
  • embodiments of the device proposed here are intended on the one hand to enable the moving body of an elevator system to be comfortably guided along one or more guide rails when displaced in the vertical direction and to be able to tolerate lateral deviations of the local position of the guide rail from a target position in one way that the smallest possible lateral movements, in particular as little jerky lateral movements as possible, are brought about on the driving body.
  • a tolerance distance within which the guide device can follow deviations of the guide rail from its target position should be relatively large.
  • the proposed device is intended to enable the vehicle to be braked efficiently, quickly and safely.
  • a traveling body can be understood to mean both an elevator car and a counterweight.
  • a high level of travel comfort is particularly advantageous in elevator cars. Efficient, fast and safe braking is beneficial for both elevator cars and counterweights.
  • the two stated objectives are in a certain way opposed to one another.
  • the tolerance distance with which the guide device can follow the guide rail at local lateral deviations should be as large as possible.
  • the braking devices in conventional elevator systems are usually designed and arranged in such a way that their activation distance, by which their braking elements must be laterally displaced in order to produce a braking effect by resting on the guide rail, is greater than the tolerance distance of the guide device.
  • the greater this activation distance the more difficult it is to move the braking elements quickly and efficiently over this activation distance in order to be able to bring about a braking of the vehicle.
  • the dilemma of previous elevator systems that the activation distance of the braking device generally had to be greater than the tolerance distance of the guide device can be overcome.
  • the activation distance can be smaller, for example by more than 10%, preferably more than 50% or even more than 80%, than the tolerance distance.
  • the tolerance distance of the guide device can preferably be greater than 3 mm, more preferably greater than 4 mm or even greater than 5 mm or greater than 10 mm, whereas the activation distance of the braking device is preferably less than 3 mm, more preferably less than 2 mm can.
  • the guide device can follow lateral deviations of the guide rail along which it is supposed to run with great tolerance, but the braking device only needs to shift its braking element over a short activation distance in order to be able to quickly and efficiently trigger braking of the vehicle.
  • the holder, the guide device and the braking device of the proposed device should be designed and arranged in a predetermined manner and interact with one another.
  • the holder is intended primarily to be configured to be attached to the traveling body and thereby to fix the other components of the device to the traveling body.
  • the holder should be designed to be sufficiently mechanically stable in order to be able to accommodate executives and transfer them to the moving body.
  • Executives can, for example, appear in a range from a few newtons to briefly a few kilonewtons.
  • Such executives can for example be exercised by the guide device on the holder if the guide device is displaced laterally, for example, in a jerky manner in order to follow local position deviations of the guide rail.
  • the holder can be designed as a largely rigid structure and a structure that is rigidly attached to the traveling body.
  • the holder can be designed as a frame, housing or the like, for example.
  • the holder can consist of a mechanically resilient material, in particular a metal such as steel.
  • the holder can be fastened essentially in a stationary manner on the running body, for example by being fixed to the running body with the aid of fastening means such as screws, bolts or the like.
  • the guide device is configured to be moved along at least one surface of the guide rail while following the longitudinal direction of the guide rail.
  • the guide device can have guide means which can roll, slide or move in some other way along the surface of the guide rail.
  • the guide device and the holder cooperate in such a way that the guide device can be displaced in the lateral direction relative to the holder.
  • the guide device is held and supported on the holder in such a way that it can be moved transversely to the longitudinal direction of the guide rail relative to the holder at least over the predetermined tolerance distance.
  • a mechanical coupling between the guide device on the one hand and the holder on the other hand should be designed in such a way that the relative displacement between the two components can take place elastically, i.e. without plastic and thus irreversible deformations of those used for such a coupling Components. Furthermore, the mechanical coupling between the guide device and the holder should be designed in such a way that the executives can be transferred from the guide device to the holder.
  • the guide device can thus be displaced along the guide rail and elastically follow any lateral deviations at least up to the predetermined tolerance distance. Forces caused in the lateral direction can be elastically transmitted to the holder and thus the driving body, in order to guide them on the one hand during their vertical movement, but on the other hand to avoid causing jerky lateral movements.
  • the braking device is configured to have no significant influence on the displacement of the vehicle, but to brake the vehicle, in particular possibly emergency braking, when the braking device is activated.
  • the braking device has at least one carrier and one braking element.
  • the braking element can be displaced relative to the carrier.
  • the braking element can be displaced between a deactivated configuration and an activated configuration in a direction transverse to the guide rail.
  • the braking surface of the braking element is laterally spaced from the guide rail.
  • the lateral distance or the width of the gap essentially corresponds to the activation distance of the braking device.
  • the activated configuration ie when the braking device is to perform braking, the braking surface of the braking element rests against the guide rail.
  • the braking element can be reversibly displaced between the deactivated and the activated configuration in that it is moved by the activation distance in the direction transverse to the guide rail.
  • the braking surface of the braking element can be moved in a purely linear manner, for example by displacing the entire braking element laterally.
  • the braking surface of the braking element can be displaced in a curved movement, for example a pivoting movement or a rotary movement be, for example, by the entire braking element is eccentrically displaced about a pivot axis or axis of rotation.
  • the carrier of the braking device and the guide device are rigidly coupled to one another.
  • the braking device is mechanically connected to the guide device in such a way that movements of the guide device are transmitted to the carrier of the braking device to a largely equal extent.
  • the braking device is mounted in a floating manner and its support follows lateral displacements of the guide device.
  • the braking device and in particular its carrier are thus held and guided in such a way that, on the one hand, they are always at a constant lateral distance is held to the guide rail and deviations of the guide rail from its target position can follow and on the other hand can be laterally displaced relative to the holder and thus the traveling body.
  • the lateral distance between the braking surface of the braking element of the braking device and the opposite surface of the guide rail, i.e. the activation distance of the braking device, can be significantly less than the tolerance distance by which the braking device can be elastically displaced laterally relative to the holder together with the guide device.
  • the guide device has at least one roller which is rotatable about an axis and which is configured and arranged in such a way that the roller with a lateral surface can be moved in a rolling manner along the surface of the guide rail.
  • the carrier of the braking device is rigidly connected to the axis of the roller.
  • the guide device can be designed as a type of guide shoe in which a roller rotatable about an axis is used to roll along a surface of the guide rail serving as a guide.
  • the role follows the local position of the guide rail, even if it deviates from a target position.
  • the axis of the roller moves parallel to the surface of the guide rail at a constant distance that essentially corresponds to the diameter of the roller.
  • the carrier of the braking device should be rigidly connected to the axis of the roller of the guide device.
  • the carrier can be coupled to the axis of the roller directly or indirectly via interposed rigid components such as a housing or a frame on which the axis of the roller is mounted in such a way that the axis can rotate, but essentially not can shift relative to the carrier of the braking device. Accordingly, the carrier of the braking device is held in a floating manner by the roller at a constant distance from the surface of the guide rail.
  • the guide device has at least two rollers which are each rotatable around an axis and which are configured and arranged such that each of the rollers can be moved with a lateral surface along the surface of the guide rail and the rollers can be moved along opposite surfaces of the Guide rails are movable in a rolling manner, the carrier of the braking device being rigidly coupled to the axis of at least one of the rollers.
  • the two rollers of the guide device can thus be designed and arranged in such a way that their lateral surfaces are spaced apart from one another, so that the guide rail can run in a gap between the two lateral surfaces and the two rollers can be supported on the opposite surfaces of the guide rail.
  • the two rollers can accommodate the guide rail between them.
  • a width of the gap between the outer surfaces of the rollers can essentially correspond to the thickness of the guide rail or at most be slightly greater than this. Accordingly, the guide device is held on the guide rail in two mutually opposite directions via the two rollers and is guided by this. Together with the rollers, the carrier of the braking device is then also held in the two opposite directions at a constant distance from the guide rail.
  • the guide device can have at least two rollers, which are each rotatable around an axis and which are configured and arranged in such a way that each of the rollers can be moved with a lateral surface along the surface of the guide rail and the rollers can be moved along transversely aligned surfaces of the guide rail are movable in a rolling manner, the carrier of the braking device being rigidly coupled to the axis of at least one of the rollers.
  • the rollers are thus arranged in such a way that they cannot roll on opposite surfaces of the guide rail, but on surfaces of the guide rail that run transversely to one another.
  • one roller can roll along a lateral surface and the other roller along an end face of the guide rail.
  • the axes of the two rollers are generally aligned parallel to one another, in this exemplary embodiment the axes of the two rollers are aligned transversely, in particular perpendicular, to one another.
  • the guide device can thus be supported on the guide rail in two directions running transversely to one another.
  • the guide device can be particularly preferred to equip the guide device with at least three rollers.
  • Two rollers with mutually parallel axes and mutually opposite lateral surfaces can be provided, which can be supported on opposite surfaces of the guide rail.
  • a third roller can be arranged with its axis transversely to the two other axes and be supported in a position so that its outer surface can roll along the end face of the guide rail connecting the opposite surfaces of the guide rail. In this way, the guide device is guided with its rollers in at least the two opposite directions and the direction transverse to them.
  • the axes of the rollers can be rigidly coupled to one another.
  • the axes can be arranged on the guide device in fixed positions relative to one another.
  • the axes of the various rollers can each be mounted on a component that rigidly connects them, such as a common housing or a common frame.
  • the carrier of the braking device can then also be rigidly coupled to this connecting component, so that the braking device is guided in a floating manner indirectly by the rollers of the guide device at a fixed distance parallel to the guide rail.
  • the guide device can be held and supported on the holder in such a way that the guide device can be elastically displaced relative to the holder in two mutually transverse directions and in each case transverse to the longitudinal direction of the guide rail by at least a predetermined tolerance distance and the managers in that transfers two directions to the bracket.
  • the guide device can interact with the holder in such a way that both components can be displaced in different directions relative to one another within a plane running transversely to the longitudinal direction of the guide rail. That is, the guide device can on the one hand be displaced relative to the holder in a direction which is orthogonal to the surfaces of the guide rail that also act as braking surfaces, on the other hand the guide device can also be displaced relative to the holder in a direction which is orthogonal to these surfaces connecting end face of the guide rail runs.
  • the guide device preferably has at least three rollers, for example, in order to be guided along the guide rail in the three directions mentioned, executives can thus be transferred between the guide device and the holder in all guided directions and still the Allow guide device to move elastically in all three directions relative to the holder within the specified tolerance distance.
  • the guide device is held and supported on the holder via elastic elements.
  • elastic elements can be located between the guide device and the holder, which on the one hand pass the executives on between the two components and which on the other hand are sufficiently elastically deformable to enable the guide device to be able to move within the tolerance distance relative to the holder.
  • the elastic elements can, for example, be springs, for example as spiral or helical springs, one end of which cooperates with the guide device and the opposite end of which cooperates with the holder.
  • the elastic elements can be formed with a sufficiently elastic material such as an elastomer and can be provided as a layer or layer between the guide device and the holder.
  • the elastic elements can be elastically deflectable at least over the tolerance distance.
  • the braking element can be wedge-shaped and the braking element has a sliding surface which can be arranged running obliquely to the surface of the guide rail.
  • the carrier can then have a counter-sliding surface which can be arranged running at an opposite incline to the surface of the guide rail, so that the braking element can be reconfigured during a movement relative to the carrier by sliding the sliding surface along the counter-sliding surface between the deactivated configuration and the activated configuration.
  • the braking device can be designed with one or more wedge-shaped braking elements in a manner similar to conventional safety brakes on vehicles.
  • a braking element has the braking surface on a side opposite the guide rail and has the sliding surface on the opposite side, which runs obliquely to this.
  • a correspondingly complementarily inclined counter-sliding surface is provided on the holder.
  • the wedge-shaped braking element can be displaced relative to the holder in a direction parallel to the longitudinal direction of the guide rail.
  • the wedge-shaped braking element slides along the counter-sliding surface and is thereby simultaneously in moved in an orthogonal direction towards the guide rail until the braking surface of the braking element rests against the opposite surface of the guide rail.
  • a contact pressure between the braking element and the guide rail is further increased by the fact that the braking element is carried along by the guide rail by the friction acting between the two components and is pulled further along the counter-sliding surface and thus pressed even more strongly against the guide rail.
  • the wedge-shaped braking element Before activating the braking device, the wedge-shaped braking element can be moved with its braking surface, for example only a few millimeters away from the surface of the guide rail, always parallel to the surface of the guide rail, since it is always together with the carrier of the braking device due to its rigid coupling with the guide device is kept at the desired distance from the surface of the guide rail.
  • This activation distance can be relatively small, for example less than 3 mm. To activate the braking device, this activation distance can then be overcome quickly and without a large displacement path by the braking element of the braking device.
  • the braking device can furthermore have an electrical actuator which is configured to move the braking element between the deactivated configuration and the activated configuration.
  • the electric actuator can for example have an electric motor which, with a suitable energy supply, can move the braking element from the deactivated configuration to the activated configuration and, if necessary, also back again.
  • the braking device can be activated with the aid of an electrical signal that is easy to transmit and / or returned to its deactivated configuration after activation.
  • the displacement of the braking element can often only be carried out relatively slowly with the aid of an electrical actuator, since sufficiently large actuating forces should also be brought about at the same time. It is therefore advantageous for the device described herein that the braking element is already in the deactivated state Configuration can always be positioned very close to the surface of the guide rail and thus only needs to be shifted over a short activation distance.
  • An alternative embodiment of the electrical actuator can contain a spring and a trigger, the trigger comprising, for example, an electromagnet that holds the spring in a tensioned position via a holding plate held by means of magnetic forces. By interrupting the current flow, the retaining plate and thus the spring are released and the spring shifts the braking element into the activated configuration.
  • FIG 1 shows an elevator installation according to an embodiment of the present invention.
  • Fig. 2 shows a vertical sectional view through a device according to an embodiment of the present invention.
  • FIG 3 shows a horizontal sectional view through a device according to an embodiment of the present invention.
  • FIG. 1 shows an elevator installation 1 according to an embodiment of the present invention.
  • the elevator installation 1 has a traveling body 2 in the form of an elevator car 3, which can be displaced vertically within an elevator shaft 5.
  • the elevator car 3 is held by suspension means 17, which can be displaced by a control 15 controlled by a drive machine 13.
  • the elevator car 3 can move along guide rails 7, which run vertically along walls of the elevator shaft 5.
  • the drive machine 13 can be designed as a winch. Alternatively, the drive machine 13 can be designed as a drive pulley drive with a drive roller.
  • the elevator installation 1 also includes a counterweight and possibly a pulley in addition to the traction sheave drive.
  • the suspension element is extended in order to also hold the counterweight.
  • the suspension element is guided by the counterweight, via the drive roller and possibly via one or more deflection rollers to the elevator car 3.
  • the driving roller, the counterweight, the deflecting roller and the extension of the suspension element are not shown in FIG. 1.
  • the counterweight can also have a device 9.
  • devices 9 for guiding and braking the elevator car 3 are attached to a floor of the elevator car 3.
  • such devices 9 can also be attached at a different location on the elevator car 3.
  • the devices 9 are designed on the one hand, similar to guide shoes, to prevent the elevator car 3 from moving laterally, that is to say horizontally, during its vertical travel through the elevator shaft 5.
  • the devices 9 can optionally be supported in this task by additionally provided guide shoes 11.
  • the devices 9 should serve to be able to brake the elevator car 3 in its vertical movement. In particular, it should be possible to carry out rapid and effective emergency braking of the elevator car 3 with the devices 9.
  • FIGS. 2 and 3 Details of an embodiment according to the invention of such a device 9 for guiding and braking the elevator car 3 are shown in FIGS. 2 and 3 in a vertical and a horizontal sectional view. For the sake of clarity, some components, in particular components of a braking device 41, are only shown in dashed lines in FIG. 3.
  • the device 9 has a holder 19 with the aid of which the entire device 9 can be attached to the elevator car 3.
  • the holder 19 is structurally designed in such a way that it can transfer executives as they typically occur when the elevator car 3 is displaced in a guided manner along the guide rails 7.
  • the device 9 also has a guide device 21.
  • the guide device 21 can move along at least one of two opposing surfaces 31, 33 of the guide rail 7 in the longitudinal direction 35 of the guide rail 7.
  • the guide device 21 is held on the holder 19 so that it can be displaced elastically, so that the guide device 21 can be moved elastically relative to the holder 19 in a direction 37 transverse to the longitudinal direction 35 of the guide rail 7 by at least a tolerance distance 39 of, for example, several millimeters Executives on the bracket 19 transfers.
  • the device 9 also has a braking device 4L.
  • the braking device 41 has a carrier 43 and a braking element 45.
  • the braking element 45 is arranged in such a way that a braking surface 47 of the braking element 45 is laterally spaced from the guide rail 7.
  • a distance between the braking surface 47 and the opposite surface 31, 33 of the guide rail 7 is referred to here as the activation distance 49.
  • the braking element 45 is arranged in such a way that the braking surface 47 rests against the guide rail 7.
  • an electrical actuator 57 can control the braking element 45 along the counter-sliding surface 53 over the activation distance 49 towards the guide rail 7 shift so that its braking surface 47 rests on the opposite surface 31, 33 of the guide rail 7 and thus a braking force can be generated by friction.
  • the distance covered by the brake lining 45 along the counter-sliding surface 53 is greater than the activation distance 49.
  • the carrier 43 of the braking device 41 is rigidly coupled to the guide device 21. Accordingly, the carrier 43 follows the lateral displacements of the guide device 21 relative to the holder 19 when the guide device 21 moves in a guided manner along the guide rail 7.
  • the holder 19 is designed as a frame that is U-shaped in horizontal section.
  • the holder 19 surrounds the guide device 21 from three sides, that is, both on opposite sides along the horizontal direction 37 transversely to the longitudinal direction 35 of the guide rail 7 and on one side of the guide device 21, which extends in a further horizontal direction 59 from the Guide rail 7 is turned away.
  • the frame of the holder 19 is made mechanically stable, for example with a thick sheet of metal.
  • the holder 19 is fastened to the traveling body 2 so as to be mechanically loadable, for example with the aid of screw connections.
  • the guide device 21 has a support frame 55 on which a plurality of rollers 23 are each fixed so as to be rotatable about axes 25.
  • the support frame 55 is again designed in a U-shape.
  • Axes 25 ', 25 are mounted on the end faces of two mutually parallel arms of this U-shaped support frame 55, so that rollers 23', 23" attached to them can be rotated around one of axes 25 ', 25 "at a distance from one another in direction 37 are.
  • a gap of a predefined width results between the outer surfaces 24 ', 24 "of these rollers 23', 23".
  • the guide rail 7 extends in this gap. The width of the gap is dimensioned such that it corresponds to the thickness of the guide rail 7.
  • the lateral surfaces 24 ', 24 "of the two rollers 23', 23" can roll along the opposite surfaces 31, 33 of the guide rail 7.
  • a third roller 23 ''' is with its axis 25''' in an inner area of the U-shaped Support frame 55 arranged.
  • the axis 25 of this roller 23 extends perpendicular to the axes 25 25 ′′ of the other two rollers 23 23 ′′.
  • This third roller 23 ''' is aligned and positioned in such a way that it can roll with its jacket surface 24''' along an end face 32 of the guide rail 7.
  • the support frame 55 of the guide device 21 is coupled to the holder 19 via elastic elements 29, for example in the form of springs 27.
  • the elastic elements 29 are arranged and aligned in such a way that the guide device 21 with its support frame 55 can be elastically displaced relative to the holder 19 both in the horizontal direction 37 and in the horizontal direction 59 perpendicular thereto, at least within the tolerance distance 39 .
  • the support frame 55 of the guide device 21 can thus be displaced within a horizontal plane in all directions by at least the tolerance distance 39, so that rollers 23 attached to it, even in the event that the guide rail 7 does not always run locally at its target position, but deviates from it, always can roll along the surfaces 31, 32, 33 of the guide rails 7.
  • the braking device 41 is rigidly connected with its carrier 43 in the example shown to the carrier frame 55 of the guide device 21.
  • the braking element 45 of the braking device 41 is thus always carried in a floating manner with the movement of the guide device 21 and is always at a predetermined lateral distance from the surfaces 31, 32, 33 of the respectively assigned guide rail 7.
  • This lateral distance can be equal to or smaller than be the activation distance 49 over which the braking element 45 must be displaced in order to rest against an opposite surface 31, 32, 33 in the activated configuration of the braking device 41 and thereby generate a desired braking effect.
  • the braking device 41 is equipped with two wedge-shaped braking elements 45.
  • Each wedge-shaped braking element 45 has, on a side opposite the braking surface 47, a sliding surface 51 which runs obliquely to the surface 31, 33 of the guide rail 7, which it is opposite.
  • a corresponding counter-sliding surface 53 is located on the carrier 43 of the braking device 41 formed, which runs diagonally opposite to the respective surface 31, 33 of the guide rail 7.
  • the braking element 45 can be shifted from the deactivated configuration into the activated configuration with the aid of the electrical actuator 57 (only shown schematically).
  • the carrier 43 can have a bearing rail which encompasses the counter-sliding surface 53 and which can be folded away from the rest of the carrier 43, as is shown in WO 2015 071188.
  • the bearing rail is articulated at one of its ends to the rest of the carrier 43, so that the movement in the joint leads to a movement of the bearing rail in the direction 37.
  • the electrical actuator 57 can move the bearing rail laterally, i.e. in the direction 37 transverse to the longitudinal direction 35 of the guide rail 7, towards the guide rail 7.
  • the actuator 57 can move the braking element towards the guide rail 7 in that the sliding surface 51 is briefly lifted off the counter-sliding surface 53.
  • the braking element 45 can have a groove which opens the braking element 45 towards the actuator 57.
  • the actuator 57 presses in the lateral direction on the bottom of the groove in the braking element 45.
  • the groove is designed in such a way that it creates the required space in the braking element 45 so that the braking element 45 remains movable along the longitudinal direction 35 when the electrical actuator 57 in an extended state protrudes at least partially into the braking element.
  • the actuator 57 can shift the braking element 45 in the longitudinal direction 35 of the guide rail 7, with its sliding surface 51 sliding along the counter-sliding surface 53 of the carrier 43 and thus also being moved laterally towards the guide rail 7.
  • the braking element 45 As soon as the braking element 45 rests against the guide rail 7 with its braking surface 47, it is moved further in the longitudinal direction 35 of the guide rail 7 by the friction acting between the two components. The contact pressure between the braking element 45 and the guide rail 7 is further increased due to the wedge shape of the braking element 45.
  • the device 9 described herein for guiding and braking the car 2 offers the possibility of comfortably operating the elevator car 3 with the aid of the to guide elastically displaceable guide device 21 over the tolerance distance during its vertical displacement along the guide rail 7.
  • the braking device 41 of the device 9 with its braking element 45 or its braking elements 45 in the deactivated configuration can be moved past the guide rail 7 with very little lateral play, since the braking device 41 is rigidly coupled to the guide device 21. Accordingly, the braking device 41 can be activated quickly and effectively by engaging the braking element 45 or the braking elements 45 over an activation distance 49 that is smaller than the tolerance distance 39 towards the guide rail 7.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Types And Forms Of Lifts (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)

Abstract

L'invention concerne un appareil (9) de guidage et de freinage d'un corps mobile (2) d'un système de levage, ledit corps devant être déplacé le long d'une voie de guidage (7), ledit appareil comprenant un moyen de retenue (19), un dispositif de guidage (21) et un dispositif de freinage (41). Le moyen de retenue (21) est destiné à être fixé au corps mobile (2) et peut transmettre des forces de guidage entre le dispositif de guidage (21) qui est guidé sur la voie de guidage (7) et le corps mobile (2). Le dispositif de guidage (21) est conçu pour se déplacer le long d'au moins une surface (31, 32, 33) de la voie de guidage (7) dans la direction longitudinale (35) de la voie de guidage (7). Le dispositif de guidage (21) est retenu et monté sur le moyen de retenue (19) de telle sorte que le dispositif de guidage (21) puisse être déplacé élastiquement par rapport au moyen de retenue (19) dans une direction transversale (37, 59) par rapport à la direction longitudinale (35) de la voie de guidage (7) par au moins une distance de tolérance prédéterminée (39) et transmette ainsi les forces de guidage au moyen de retenue (19). Le dispositif de freinage (41) comporte un support (43) et un élément de frein (45) et est conçu pour déplacer l'élément de frein (45) de manière réversible par une distance d'activation (49) dans une direction transversale (37) par rapport à la voie de guidage (7) entre une configuration désactivée, dans laquelle une surface de frein (47) de l'élément de freinage (45) est espacée latéralement de la voie de guidage (7) et une configuration activée, dans laquelle la surface de frein (47) de l'élément de frein (45) repose contre la voie de guidage (7). Le support (43) du dispositif de freinage (41) est solidaire du dispositif de guidage (21), de sorte que le support (43) du dispositif de freinage (41) suive des mouvements latéraux du dispositif de guidage (21) par rapport au moyen de retenue (19).
EP20812382.8A 2019-12-02 2020-12-02 Dispositif de guidage et de freinage d'un corps mobile d'une installation d'ascenseur à déplacer le long d'un rail de guidage Active EP4069619B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP19212903.9A EP3831759A1 (fr) 2019-12-02 2019-12-02 Dispositif de guidage et de freinage d'un corps mobile d'une installation d'ascenseur à déplacer le long d'un rail de guidage
PCT/EP2020/084231 WO2021110726A1 (fr) 2019-12-02 2020-12-02 Appareil de guidage et de freinage d'un corps mobile d'un système de levage, ledit corps devant être déplacé le long d'une voie de guidage

Publications (2)

Publication Number Publication Date
EP4069619A1 true EP4069619A1 (fr) 2022-10-12
EP4069619B1 EP4069619B1 (fr) 2023-10-04

Family

ID=68762629

Family Applications (2)

Application Number Title Priority Date Filing Date
EP19212903.9A Withdrawn EP3831759A1 (fr) 2019-12-02 2019-12-02 Dispositif de guidage et de freinage d'un corps mobile d'une installation d'ascenseur à déplacer le long d'un rail de guidage
EP20812382.8A Active EP4069619B1 (fr) 2019-12-02 2020-12-02 Dispositif de guidage et de freinage d'un corps mobile d'une installation d'ascenseur à déplacer le long d'un rail de guidage

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP19212903.9A Withdrawn EP3831759A1 (fr) 2019-12-02 2019-12-02 Dispositif de guidage et de freinage d'un corps mobile d'une installation d'ascenseur à déplacer le long d'un rail de guidage

Country Status (6)

Country Link
US (1) US20230049908A1 (fr)
EP (2) EP3831759A1 (fr)
KR (1) KR20220101114A (fr)
CN (1) CN114787063A (fr)
AU (1) AU2020396188A1 (fr)
WO (1) WO2021110726A1 (fr)

Family Cites Families (21)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1581459A (en) * 1924-07-11 1926-04-20 Otis Elevator Co Elevator safety appliance
FI85129C (fi) * 1989-12-14 1992-03-10 Kone Oy Faongapparat.
FI84253C (fi) * 1989-12-18 1991-11-11 Kone Oy Faongsapparat foer en hiss.
JP3381350B2 (ja) * 1993-02-03 2003-02-24 株式会社日立製作所 エレベータ用非常止め装置およびエレベータ
FI105091B (fi) * 1997-01-30 2000-06-15 Kone Corp Johdejarru
JPH11199159A (ja) * 1997-11-06 1999-07-27 Otis Elevator Co エレベータ安全制動機
KR200278377Y1 (ko) * 2002-02-22 2002-06-20 정인숙 엘리베이터 비상정지장치
EP1400476B1 (fr) 2002-09-23 2009-10-21 Inventio Ag Parachute pour ascenseurs
ES2395817T3 (es) 2002-10-09 2013-02-15 Otis Elevator Company Dispositivo combinado de guiado y freno de seguridad para ascensor
AU2003300127A1 (en) * 2003-12-31 2005-08-03 Otis Elevator Company Elevator safety device
ES2473323T3 (es) * 2005-11-08 2014-07-04 Dynatech, Dynamics & Technology, S. L. Sistema de acu�amiento para dispositivo de seguridad progresivo bidireccional
FI118124B (fi) * 2006-01-17 2007-07-13 Kone Corp Johdejarru
ATE504532T1 (de) * 2006-11-08 2011-04-15 Otis Elevator Co Aufzugbremsvorrichtung
MY143851A (en) * 2006-12-05 2011-07-15 Inventio Ag Braking device for holding and braking a lift cabin in a lift facility
EP2760777B1 (fr) * 2011-09-30 2015-06-17 Inventio AG Dispositif de freinage doté d'un dispositif d'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
CN103010900A (zh) * 2012-12-19 2013-04-03 北京升华电梯有限公司 直行电梯轮式导靴
MY185622A (en) 2013-11-15 2021-05-26 Inventio Ag Safety brake for an elevator
EP3141511B1 (fr) 2015-09-08 2019-01-02 Otis Elevator Company Assemblage de boîtier pour un dispositif d'actionnement de sécurité
US10889468B2 (en) * 2016-12-13 2021-01-12 Otis Elevator Company Electronics safety actuator
CN108285081B (zh) * 2017-01-10 2021-08-03 奥的斯电梯公司 升降机轿厢的稳定装置及其控制方法、升降机系统

Also Published As

Publication number Publication date
US20230049908A1 (en) 2023-02-16
CN114787063A (zh) 2022-07-22
EP3831759A1 (fr) 2021-06-09
KR20220101114A (ko) 2022-07-19
EP4069619B1 (fr) 2023-10-04
AU2020396188A1 (en) 2022-06-23
WO2021110726A1 (fr) 2021-06-10

Similar Documents

Publication Publication Date Title
EP2760776B1 (fr) Système de freinage à actionnement électromécanique
EP3405423B1 (fr) Dispositif de freinage pour une cabine d'un système d'ascenseur
EP2760777B1 (fr) Dispositif de freinage doté d'un dispositif d'actionnement électromécanique
EP2651809B1 (fr) Actionnement d'un parachute
EP2925655B1 (fr) Dispositif antichute pour un corps mobile d'une installation de levage
EP1853504B1 (fr) Dispositif de freinage ou d'arret d'une cabine d'ascenseur
EP2547617B1 (fr) Installation d'ascenseur équipée d'un dispositif de frein et d'un actionneur
EP1930280A1 (fr) Dispositif de freinage et rail de guidage d'un ascenseur avec surface de freinage trapézoïdale
EP2855327B1 (fr) Unité d'amortissement pour ascenseur
EP4077190B1 (fr) Dispositif d'arrêt pour un ascenseur
EP2582606B1 (fr) Frein d'arrêt à dispositif de blocage
WO2017017119A1 (fr) Unité d'amortissement destinée à un ascenseur
EP4069619B1 (fr) Dispositif de guidage et de freinage d'un corps mobile d'une installation d'ascenseur à déplacer le long d'un rail de guidage
WO2020126445A1 (fr) Agencement de système d'ascenseur comprenant un dispositif de freinage d'ascenseur
EP2855328B1 (fr) Unité d'amortissement pour ascenseur
EP3037375A1 (fr) Installation d'ascenseur dotée d'un dispositif d'arrêt et de réglage pour un système de cabine d'ascenseur
EP4072988B1 (fr) Dispositif de freinage, par exemple pourvu d'élément de freinage cunéiforme, permettant de freiner un corps de roulement pouvant être déplacé par guidage le long d'un rail de guidage dans un dispositif de déplacement
EP3774629B1 (fr) Frein à mâchoires pour une installation d'ascenseur, servant en particulier de frein de maintien et de sécurité
WO2018109020A1 (fr) Frein de stationnement
WO2017167881A1 (fr) Agencement de guidage pour système d'ascenseur
EP4038002A1 (fr) Dispositif de frein
EP1930281B1 (fr) Dispositif de freinage et rail de guidage d'un ascenseur avec surface de freinage trapézoïdale
WO2020160744A1 (fr) Système d'ascenseur

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20220504

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20230612

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502020005558

Country of ref document: DE

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG9D

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20231226

Year of fee payment: 4

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20231004

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20231004

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20240105

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20240204

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20231004

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20231004

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20231004

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20240204

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20240105

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20231004

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20240104

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20240205

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20231227

Year of fee payment: 4

Ref country code: CH

Payment date: 20240102

Year of fee payment: 4