EP4072988B1 - 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 - Google Patents

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 Download PDF

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Publication number
EP4072988B1
EP4072988B1 EP20812116.0A EP20812116A EP4072988B1 EP 4072988 B1 EP4072988 B1 EP 4072988B1 EP 20812116 A EP20812116 A EP 20812116A EP 4072988 B1 EP4072988 B1 EP 4072988B1
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EP
European Patent Office
Prior art keywords
braking
brake
guide rail
holder
configuration
Prior art date
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Application number
EP20812116.0A
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German (de)
English (en)
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EP4072988A1 (fr
Inventor
Michael Geisshüsler
Faruk Osmanbasic
Adrian Steiner
Julian STÄHLI
Heinz Widmer
Volker Zapf
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Inventio AG
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Inventio AG
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Publication of EP4072988A1 publication Critical patent/EP4072988A1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces
    • B66B5/22—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces by means of linearly-movable wedges

Definitions

  • the present invention relates to a braking device for braking a moving body that can be displaced along a guide rail in a direction of displacement.
  • the invention further relates to an elevator system with such a braking device and a method for releasing a previously activated braking device in such an elevator system.
  • elevator cars are moved between different floors using a drive machine.
  • the drive machine usually drives cable-like suspension devices that hold and move the elevator car and a counterweight.
  • the elevator car and the counterweight are guided laterally by one or more guide rails during their vertical displacement along a displacement direction.
  • the elevator car and the counterweight each represent a traveling body that can be displaced along a generally vertical travel path. Such a traveling body is described below using the example of the elevator car. However, the braking device described herein can also be used to brake the counterweight.
  • a braking device is usually provided on the elevator car.
  • This braking device can in particular be designed as a safety brake and can be set up to be able to brake the elevator car very efficiently and quickly, for example to prevent it from falling.
  • the braking device typically has braking elements which are pressed against one or more surfaces of a guide rail when the braking device is activated in order to bring about the necessary braking force for braking the elevator car through the friction caused thereby.
  • the braking device is usually self-reinforcing executed, ie, a contact pressure with which the braking element is pressed against the guide rail increases due to the relative movement between the guide rail and the braking device itself.
  • Conventional braking devices for elevator systems are, for example, in WO 2015/047391 A1 , WO 2005/044709 A1 , WO 2011/078848 A1 , US 2017/240381 A1 and WO 2017/087978 A1 described.
  • a braking device for braking an elevator car that can be displaced along a guide rail in a displacement direction.
  • the braking device has a holder, a braking element, a biasing element, a triggering element and a pressing element.
  • the braking element has a braking surface that can be directed towards the guide rail and is held and mounted on the holder in such a way that the braking element can be displaced relative to the holder between a freewheeling position and a braking position.
  • the braking element can be spaced laterally from the guide rail with its braking surface in the freewheeling position and can be pressed laterally against the guide rail in the braking position.
  • the biasing element does not exert a force on the braking element that displaces the braking element towards the braking position and in an activated configuration it exerts a force on the braking element towards the braking position displacing force on the braking element.
  • the trigger element holds the biasing element in the first configuration in a holding state and, when the trigger element is activated into a released state, reconfigures the biasing element from the deactivated to the activated configuration.
  • the pressing element does not generate a force on the braking element in a direction that is orientable towards the guide rail in an unactuated state and generates a force on the braking element in a direction that is orientable towards the guide rail in an actuated state.
  • an elevator system which has a guide rail, an elevator car which can be moved along the guide rail in a displacement direction, a drive device for displacing the elevator car and a braking device attached with its holder to the elevator car and arranged adjacent to the guide rail according to an embodiment of the first aspect of the invention.
  • a method for releasing a previously activated braking device in an elevator system is described according to an embodiment of the second aspect of the invention.
  • the braking element is moved into a fully engaged position by displacing the braking element relative to the holder against a direction of displacement of the elevator car to be braked, in which the braking surface rests on the guide rail and the braking element is clamped between the guide rail and the holder.
  • the pressing element of the braking device is first actuated and then the braking device is displaced by displacing the elevator car using the drive device in a release direction opposite to the displacement direction to be braked.
  • the braking device described here has at least a holder, a braking element, a biasing element and a triggering element.
  • the components mentioned can be designed similarly with conventional braking devices.
  • the braking device described here differs from conventional braking devices in particular by the additional provision of a pressing element.
  • the pressing element can be used to press the braking element onto a surface of the guide rail in order to be able to temporarily hold it stationary on the guide rail, for example during a release process in which the previously activated braking device is to be released again and returned to its initial state.
  • the holder serves as a bearing in order to be able to hold the braking element and move it relative to the holder.
  • the holder can be designed so that the braking element moves in a desired direction or along a desired path relative to the holder.
  • the holder can support and guide the braking element in such a way that it can move back and forth between the freewheel position and the braking position, for example along a linear path.
  • the holder represents that component of the braking device that is directly or indirectly coupled to the elevator car to be braked and thereby remains stationary relative to the elevator car.
  • the holder can be designed in such a way that it can withstand the forces caused by the braking element during a braking process.
  • the braking element has a braking surface directed towards the guide rail, which is designed such that when the braking surface comes into contact with a surface of the guide rail, strong frictional forces are generated, which counteract a further displacement of the braking element relative to the guide rail.
  • these forces can lead to the braking element being able to shift relative to the holder of the braking device in the course of a braking process and thereby increasing the braking effect in a self-reinforcing manner.
  • these forces can be transferred to a large extent to the holder and then to the elevator car in order to efficiently brake the latter's movement relative to the guide rail.
  • the braking element remains in its freewheeling position, in which its braking surface is lateral, that is, spaced from the guide rail in a direction transverse to the opposing surface of the guide rail.
  • a gap between the braking surface and the surface of the guide rail can be, for example, several millimeters in the freewheeling position.
  • the braking element is shifted from the freewheeling position to the braking position, with its braking surface being brought towards the guide rail and pressed against the guide rail.
  • the braking element can be guided by the holder.
  • a displacement path can be linear.
  • the displacement path can run at a shallow angle obliquely to the surface of the guide rail against which the braking surface of the braking element is to be pressed.
  • the biasing element is intended to move the braking element from the freewheeling position to the braking position when the braking device is actuated. However, as long as the braking device is not actuated, the biasing element should not displace the braking element.
  • the header element is configured to be reconfigurable between a disabled configuration and an enabled configuration. In the deactivated configuration, the biasing element does not exert any force on the braking element, which would shift it towards the braking position. In the activated configuration, however, the biasing element exerts a force on the braking element that shifts it from the freewheel position to the braking position.
  • the braking device further has a trigger element.
  • the trigger element can also be brought into different states. In a holding state, the trigger element holds the biasing element in its deactivated configuration, so that ultimately the braking element is not displaced by the biasing element into its braking position. However, if the release element has been activated in response to actuation of the braking device, it transitions to a released state. The release of the triggering element is therefore accompanied by a reconfiguration of the biasing element from its initially deactivated configuration to the activated configuration, so that the biasing element shifts the braking element into its braking position.
  • the braking device described herein additionally has the pressing element.
  • the pressing element can also be switched back and forth between at least two different states. In an unactuated state, it does not exert any force on the braking element in a direction towards the guide rail. However, as soon as the pressing element is switched into its actuated state, it causes a force that presses the braking element in a direction towards the guide rail.
  • the pressing element can thus be used in a controllable manner to move the braking element with its braking surface towards the guide rail or to hold it on the guide rail and/or to press it against the guide rail, preferably independently of any influences from other components of the braking device.
  • the pressing element can thus be advantageously used, in particular during a release process in which the previously activated braking device is to be released again, to hold the braking element stationary on the guide rail at least temporarily by being supported by the pressing element is pressed with its braking surface onto the guide rail with sufficient contact pressure.
  • Such a temporary fixation of the braking element on the guide rail can be advantageously used to be able to return the previously activated braking device to its original, unactuated state in a simple manner and preferably without additional aids and / or interventions, for example by a technician.
  • the braking element has a width that tapers along the direction of displacement.
  • the width is to be measured between the braking surface and a sliding surface arranged opposite the braking surface.
  • the holder forms a counter bearing along which the braking element with its sliding surface can be moved in cooperation with the counter bearing between the freewheel position and the braking position.
  • the braking element can, for example, have a greater width on a front side in a typical direction of displacement of the braking element relative to the guide rail than on a rear side.
  • the holder can be structurally designed in such a way that it forms a counter bearing for this braking element designed in this way, so that the braking element can be displaced relative to the holder. Due to the tapered design of the braking element, the holder and the braking element should interact during a braking process in such a way that the braking element, when its sliding surface interacts with the counter bearing formed by the holder, is displaced from its freewheeling position to its braking position.
  • a self-reinforcing braking effect can be achieved during the braking process.
  • This self-reinforcing braking effect can take place in particular in that the braking element is pushed by friction of its braking surface on the guide rail in the direction of its rear side, that is to say in the direction of the side on which the braking element has a smaller thickness, and thereby becomes increasingly strong from the holder Counter bearing is clamped and thus pressed against the guide rail.
  • the braking element can be wedge-shaped according to one embodiment.
  • the braking surface and the sliding surface are each flat, but run obliquely to one another.
  • a wedge-shaped braking element can be easily manufactured and/or operated in the braking device.
  • a counter-sliding surface acting as a counter bearing and aligned obliquely relative to the opposite surface of the guide rail can be formed on the holder, along which the sliding surface of the wedge-shaped braking element can be displaced, so that the braking element moves in a direction obliquely to the guide rail and away from it Freewheel position shifted laterally to the braking position.
  • the biasing element is designed as an elastically deformable element, in particular as a spring element. It is arranged in such a way and interacts with the holder on the one hand and the braking element on the other in such a way that that in its activated configuration it shifts the braking element with its braking surface into mechanical contact with the guide rail.
  • the prestressing element can be elastically deformed so that it can be brought into an elastically prestressed state.
  • the biasing element can be designed as a spring element, for example as a coil spring or the like.
  • the biasing element can, for example, be coupled at one end to the holder of the braking device and cooperate at an opposite end with the braking element.
  • the biasing element should be arranged and configured in such a way that when it changes from its deactivated configuration to its activated configuration, it shifts the braking element towards the guide rail until its braking surface comes into mechanical contact with the guide rail.
  • the biasing element can be mechanically biased in its deactivated state and the mechanical biasing can be so strong and directed that the biasing element, when it is brought into the activated state, uses this bias to shift the braking element from its freewheeling position to its braking position and thereby at least slightly pressed against the guide rail.
  • a biasing element can ensure that the braking device can be activated reliably.
  • the biasing element can be implemented as a passive element, i.e. without its own energy supply.
  • the biasing element can be designed as an elastically deformable element, in particular as a spring element, and in turn can be arranged and interact with the holder on the one hand and the braking element on the other hand in such a way that it is biased in a first direction in the deactivated configuration.
  • the biasing element can be arranged in such a way and cooperate with the holder and the braking element that it is biased in a second direction opposite the first direction in a fully engaged configuration of the braking element. In the fully engaged configuration, the braking element can be displaced by friction on the guide rail against the direction of displacement beyond a position in which the braking element comes into contact with the guide rail for the first time, coming from the freewheel position.
  • the biasing element may be configured and arranged such that it is mechanically biased in a first direction in its deactivated configuration. In its activated configuration, the biasing element can then initially transition into a relaxed state and thereby move the braking element from its freewheeling position to its braking position, i.e. towards the guide rail. When the braking element rests with its braking surface on the guide rail, it is typically moved further by the guide rail due to the relative movement still taking place between the guide rail and the braking device. The braking element is thereby moved towards a fully engaged configuration in which it is increasingly clamped between the holder and the guide rail, so that the overall braking force produced is self-amplifying.
  • the biasing element When moving toward the engaged configuration, the biasing element is again deformed from a temporarily relaxed state into a mechanically biased state. However, this biased state does not correspond to the original biased state in the deactivated configuration of the biasing element. Instead, in this case the biasing element is biased in the opposite direction compared to the original biased state.
  • the biasing element for example designed as a spring
  • the biasing element can initially relax in response to activation and thereby move the braking element until its braking surface rests on the guide rail. If the braking element is then carried further by the guide rail, this initial movement of the braking element is continued and the spring is thereby stretched.
  • the spring is greatly stretched and therefore exerts a reactive force on the braking element which, if not in the engaged configuration, would force the braking element away from the fully engaged configuration and toward a position at which the braking element came into contact with the guide rail for the first time coming from the freewheel position.
  • Such a configuration and arrangement of the biasing element may be advantageous when releasing the braking device to assist the braking element in moving out of the fully engaged configuration and back towards the original freewheel position.
  • the trigger element can be designed as a pawl that can be moved between a locked position and a disengaged position.
  • the pawl can hold the biasing element in its deactivated configuration in its engaged position and can release the biasing element into its activated configuration in its disengaged position.
  • a latch can be provided as a trigger element, which can be displaced between a locked and a disengaged position. In the engaged position, the latch can block the biasing element such that it remains in its deactivated configuration.
  • the pawl itself can be held in its locked position, for example, using an actuator, for example an electromagnet that can be controllably energized.
  • an actuator for example an electromagnet that can be controllably energized.
  • the pressing element can be designed with an electromagnet.
  • an electromagnet When an electromagnet is energized, it can create a magnetic field. Due to this magnetic field, the electromagnet can experience an attraction towards a magnetizable component such as the guide rail in the present case. When the pressing element formed with the electromagnet is activated, it can therefore be pulled towards the guide rail and the resulting force can be transmitted to the braking element.
  • the pressing element can be rigidly connected to the braking element.
  • the pressing element can be connected to the braking element in such a way that forces acting on the pressing element are transmitted to the braking element. For example, tensile forces with which the pressing element is pulled towards the guide rail when it is activated can be transferred to the braking element. Since the braking element with its braking surface is then pressed against the guide rail, the braking element experiences considerable frictional forces when the pressing element is activated. These frictional forces can result in the braking element being able to be fixed to the guide rail independently of other components of the braking device as long as the pressing element is activated.
  • the pressing element can be attached to the braking element adjacent to the braking surface of the braking element.
  • the pressing element can be attached to the braking element in the vicinity of its braking surface.
  • the pressing element can be positioned in such a way that its surface directed towards the opposite guide rail is arranged flush with the braking surface of the braking element or slightly set back in comparison thereto.
  • said surface of the pressing element can be spaced the same distance or slightly further from the opposite guide rail as the braking surface of the braking element.
  • the braking device has two braking elements that can be arranged on opposite sides of the guide rail and at least one pressing element that cooperates with the braking elements.
  • the braking device can have two braking elements, which lie opposite each other with their respective braking surfaces.
  • the guide rail can run in a gap between the braking surfaces.
  • the two braking elements can be moved from their freewheeling position to their braking position, driven by respective biasing elements, and their braking surfaces come into contact with opposite surfaces of the guide rail.
  • the braking device can have at least one pressing element that cooperates with the braking elements in order to temporarily keep them pressed against the guide rail. If necessary, it can be advantageous to equip each of the braking elements with its own pressing element.
  • the pressing element can have a mechanism which is configured to move the pressing element towards a counter-element that can be arranged relative to the pressing element on an opposite side of the guide rail.
  • Such an embodiment can be made as an alternative or in addition to the above-described configuration of the pressing element with an electromagnet.
  • the mechanics can be actuated to activate the pressing element.
  • the mechanics can have a controllable actuator.
  • Such an actuator can have an electric motor, for example.
  • the mechanism When the mechanism is actuated, it can move the pressing element towards the counter element. Since the counter element is arranged on the opposite side of the guide rail and can be supported, for example, on an opposite surface of the guide rail, the pressing element can thereby be pulled towards the guide rail. Because the pressure element is mechanically coupled to the braking element, in this way the braking element can be pressed against the guide rail.
  • Embodiments of the braking device described herein can be used in an elevator system according to the second aspect of the invention.
  • the holder of the braking device is attached to the elevator car, i.e. attached to it directly or indirectly.
  • the braking device is arranged in such a way that it adjoins the guide rail leading the elevator car and its braking element or braking elements can be moved into their braking position when the braking device is actuated and can thereby interact with the guide rail in a braking manner.
  • a release of the braking device can be understood in particular to mean that the braking device can independently terminate the interaction of its braking element with the guide rail and thus the effect of braking forces, i.e. without a technician having to be on site or take action and the braking device, for example manual intervention would have to solve.
  • releasing the braking device can even be understood to mean that the braking device, after it has previously been activated or actuated, i.e. following a braking process, can be brought back into an initial configuration in which the elevator system can be operated normally and the braking device Can be activated again if necessary.
  • the braking device can be released partially or even fully automatically.
  • the method proposed herein according to the third aspect of the invention can make it possible to brake the elevator car using the braking device and then, preferably without the intervention of a technician on site, to return the elevator system to its normal operation by Braking device is released and returned to its original state, from which it can be activated again.
  • the braking element can be released again from the fully engaged position after its braking surface has been pressed into contact with the guide rail due to the previous activation of the braking device and has then been moved into the fully engaged position.
  • the braking element can even be relocated back to its freewheeling position and then the biasing element can be moved back to its deactivated configuration and the triggering element can be placed in its state that keeps the biasing element in the deactivated configuration.
  • the pressing element is first actuated in the previously activated braking device.
  • the pressing element then causes a force on the braking element, due to which the braking surface of the braking element is pressed against the guide rail.
  • the braking element is fixed to the guide rail in this way.
  • the elevator car is then moved by means of the drive device in a release direction which is opposite to the displacement direction that was originally to be braked. That is, if the elevator car has moved downwards when the braking device is activated, it is moved upwards by the drive device to release the braking device. Such a movement of the elevator car in the release direction also moves the holder of the braking device in the release direction.
  • the braking element since the braking element is held firmly on the guide rail due to the previously actuated pressing element, the braking element does not move together with the holder, but is moved out of its previously occupied fully engaged position relative to it. A braking effect caused by the braking element can thus be released.
  • the elevator car can be displaced in the release direction until the braking element, which is held stationary on the guide rail by the actuated pressing element, is displaced relative to the holder into a fixing position in which the biasing element is in a position corresponding to its deactivated configuration and that Trigger element transitions from its released state to its held state to maintain the biasing element in its deactivated configuration.
  • the actuated pressing element can keep the braking element pressed in place on the guide rail until it is displaced relative to the holder of the braking device to such an extent that the preloading element is fully preloaded again, that is, in its original deactivated state configuration is located.
  • the biasing element that has been tensioned again in this way can then be fixed again in its deactivated configuration by bringing the trigger element back into its holding state from a previously released state.
  • the braking device is then back in its original state and can then be operated again during normal operation of the elevator system, i.e. can be actuated again.
  • this can mean that the wedge-like braking element, which was pushed into its fully engaged position due to the previous activation and was thereby clamped between the holder and the guide rail, is first displaced back from the fully engaged position by the elevator car together with the holder is moved into the release direction counter to the direction of displacement that was originally to be braked.
  • the braking element can optionally be supported by the spring acting as a biasing element, provided that this spring was driven from a temporarily relaxed state into an oppositely biased state during the previous engagement of the braking element into its fully engaged position.
  • the resulting preload can help push the braking element out of the fully engaged position when the braking device is released.
  • the braking element would only be released from the fully engaged position until it was no longer pressed against the guide rail by the holder. In addition, the braking element could not be moved back to its original position, in particular because the biasing element would already push in the opposite direction.
  • the braking element can also be pressed onto the guide rail without any pressing interaction with the holder and can thus be held in a stationary manner on the guide rail. If the elevator car along with it the holder is therefore moved further in the release direction, the braking element successively moves towards its original position, ie in the vicinity of its freewheeling position, with the braking element fixed to the guide rail successively prestressing the spring forming the biasing element. Ultimately, the biasing element is brought to its deactivated configuration. The pawl forming the trigger element can then be moved from its previously released state back into its holding state and, for example, the electromagnet provided thereon can be activated in order to lock the pawl in the holding state. Overall, the braking device is then back in its initial configuration and is therefore ready to be actuated for a subsequent braking process.
  • the entire process for releasing the braking device can be carried out automatically. As is usually the case with conventional braking devices, a technician does not need to return the braking device to its original configuration on site. Instead, this can be achieved solely by appropriately moving the elevator car in the release direction and temporarily actuating the pressing element of the braking device.
  • Fig. 1 shows an elevator system 1 according to an embodiment of the present invention.
  • the figure only shows components that enable an understanding of the present invention.
  • the elevator system 1 can have further components, which are not shown for reasons of clarity.
  • the elevator system 1 comprises a moving body in the form of an elevator car 3, which can be vertically displaced within an elevator shaft 7. During its vertical displacement, the elevator car 3 is guided laterally by guide rails 5, which are attached to side walls 9 of the elevator shaft 7 and run along an entire travel path of the elevator car 3. The elevator car 3 is held by rope-like support means 13, which can be displaced by means of a drive device 11. Two braking devices 15 are attached to the elevator car 3. The braking devices 15 are each arranged adjacent to one of the guide rails 5 and can interact with it to generate a braking force.
  • Fig. 2a shows in cross section a braking device 15 according to an embodiment of the invention.
  • the braking device 15 comprises a holder 17, a braking element 19, a biasing element 21, a triggering element 23 and a pressing element 25.
  • the holder 17 is implemented in the example shown using a frame 27.
  • This frame 27 can be attached to the elevator car 3.
  • the holder 17 includes a guide element 29 with a guide surface which runs obliquely to the guide rail 5 and which acts as a counter bearing 35 for the brake element 19.
  • the braking element 19 is designed as a brake wedge.
  • the braking element 19 has a braking surface 31 directed towards the guide rail 5.
  • the braking element 19 is held and mounted on the holder 17 in such a way that it can be displaced on the one hand in or against a displacement direction 47 in which the braking device 15 is displaced relative to the guide rail 5, i.e. vertically, and on the other hand also in a transverse direction can be displaced to the displacement direction 47, i.e. horizontally.
  • the braking element 19 can slide along the guide element 29 of the holder 17 with a sliding surface 33 opposite the braking surface 31 on the oblique guide surface serving as a counter bearing 35.
  • the braking element 19 can be between one in Fig. 2a illustrated freewheel position and one in Fig. 2b To illustrate the braking position can be shifted back and forth.
  • a suitable bearing for example a plain bearing or a bearing designed with several rollers, can be formed for this purpose on the sliding surface 33 of the braking element 19 and/or the counter bearing 35 of the guide element 29 (not shown).
  • the braking element 19 In the freewheeling position, the braking element 19 is spaced with its braking surface 31 from an opposite surface of the guide rail 5, whereas in the braking position its braking surface 31 rests against the guide rail 5.
  • the braking device 15 has the biasing element 21.
  • the biasing element 21 is an elastically deformable element such as a Spring 37.
  • this spring 37 is arranged between the frame 27 of the holder 17 and an end stop 51 of a rod 49 connected to the braking element 19.
  • the biasing element 21 remains in a deactivated configuration, as shown in Fig. 2a is illustrated. In this deactivated configuration, the biasing element 21 is mechanically biased.
  • the spring 37 used for this purpose is mechanically compressed.
  • the braking device 15 has the triggering element 23.
  • this triggering element 23 is designed with a pawl 39.
  • This pawl 39 can be held in a holding state by means of an electromagnet 41 in that the trigger element 23 holds the biasing element 21 in its first configuration.
  • Biasing element 21 is an elastically deformable element such as a spring 37.
  • the triggering element 23 can be activated into a released state, for example by no longer energizing the electromagnet 41 in the embodiment shown as an example and thus releasing the pawl 39.
  • the pawl 39 can then be removed from its in Fig. 2a shown locked position, in which it blocks a movement of the spring 37 used as a biasing element 21, into an in Fig. 2b shown disengaged position, in which it releases the biasing element 21, can be moved.
  • the pawl 39 can be pivoted about a central axis for this purpose.
  • the prestressing element 21 released in this way can then move the rod 49 with its end stop 51 and the braking element 19 fastened therein vertically upwards, that is to say against the direction of displacement 47, due to its mechanical prestressing prevailing therein, as shown in Fig. 2b is illustrated.
  • the braking element 19 slides with its sliding surface 33 along the counter bearing 35 and is accordingly pressed with its braking surface 31 against the guide rail 5.
  • the braking device 15 has a counter-pressing element 43, which is also attached to the holder 17 and is supported with respect to the frame 27 of the holder 17 via counter-pressing springs 53 is.
  • the braking element 19 As soon as the braking surface 31 of the braking element 19 rests on the guide rail 5, the braking element 19 is displaced further along the oblique counter bearing 35 in the direction of displacement 47 contrary to this direction of displacement 47 due to the relative movement between the braking device 15 and the guide rail 5. Due to the wedge-shaped design of the braking element 19, the contact pressure caused by the braking element 19 via its braking surface 31 on the guide rail 5 increases. The overall braking effect achieved by the braking device 15 is therefore self-reinforcing.
  • the braking element 19 is down to one in Fig. 2c fully indented configuration shown.
  • the braking device 15 causes high braking forces, with the help of which the elevator car 3 attached to it can be braked effectively and quickly to a standstill.
  • the braking element 19 moves from the position in which it reaches its braking position and its braking surface 31 is in contact with the guide rail 5 for the first time, up to the position in which the braking element 19 has reached its fully engaged configuration, the braking element 19 further displaced relative to the frame 27 of the holder 17.
  • the prestressing element 21, which is attached at one end to the end stop 51 of the rod 49, is also stretched beyond its temporarily relaxed configuration into a tension-prestressed configuration.
  • the electromagnet 45 of the pressing element 25 is energized for this purpose.
  • the electromagnet 45 causes a magnetic field, due to which the pressing element 25 is pulled towards the magnetizable guide rail 5. Since the pressing element 25 is rigidly connected to the braking element 19, the braking element 19 is pulled towards the guide rail 5 due to this force. Furthermore, since the pressing element 25 is attached adjacent to the braking surface 31 of the braking element 19, i.e. in the example shown is arranged in alignment with this braking surface 31, the braking surface 31 of the braking element 19 is pressed against the guide rail 5 with the help of the actuated pressing element 25 and in this way Braking element 19 is fixed in place on the guide rail 5.
  • the elevator car 3 is moved against the original displacement direction 47 in a release direction 65, ie upwards in the example shown. Together with the elevator car 3, the holder 17 is also displaced. Since the braking element 19 is pressed against the guide rail 5 and is held stationary thereon, the braking element 19 is thereby moved out of its previously fully engaged configuration.
  • the braking element 19 would soon lose the contact pressure against the guide rail 5, since it would no longer be held pressed against the guide rail 5 by the counter bearing 35 of the guide element 29.
  • the biasing element 21 would then transmit the movement of the holder 17 to the braking element 19. Accordingly, the braking element 19 would then begin to move together with the holder 17. The braking element 19 could therefore no longer be returned to its original configuration.
  • the pressing effect of the pressing element 25 causes the braking element 19 to remain stationary on the guide rail 5 even without interaction with the counter bearing 35. Accordingly, the braking element 19, as in Fig. 2e illustrated, can be further displaced relative to the holder 17 by moving the elevator car 3 together with the holder 17 further in the displacement direction 47.
  • the biasing element 21 is successively compressed until it has finally reached its deactivated configuration again.
  • the trigger element 23 can be reconfigured back into its holding state.
  • the electromagnet 41 can be energized and thereby the pawl 39 can be moved back into its locked position.
  • the braking element 19 can be held on the guide rail 5 until it has reached its starting position relative to the holder 17, and the entire braking device 15 can in this way be automatically returned to its original configuration become.
  • the braking device 15 has two braking elements 19 which are arranged on opposite sides relative to the guide rail 5.
  • the holder 17 accordingly has two oppositely inclined surfaces, which act as counter bearings 35, on corresponding guide elements 29.
  • Each of the braking elements 19 can slide along one of these counter bearings 35 with its sliding surface 33.
  • a contact pressure ultimately brought about by the brake elements 19 on the guide rail 5 in a fully engaged configuration can be adjusted or limited by counterpressure springs 53, which in this case support each of the guide elements 29 on the frame 27 of the holder 17.
  • the pressing element 25 is formed with the aid of a mechanism 55, which is configured to move the two braking elements 19 towards each other and thereby move their braking surfaces 31 against the one arranged between them Press guide rail 5.
  • the mechanism 55 can drive a threaded rod 59, for example using an electric motor 57, and the threaded rod 59 can interact with a counter-element 61 arranged on an opposite side of the guide rail 5.
  • Preload springs 63 can cause a mechanical preload within the mechanism 55.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)
  • Braking Arrangements (AREA)
  • Bearings For Parts Moving Linearly (AREA)
  • Elevator Control (AREA)

Claims (14)

  1. Dispositif de freinage (1) destiné au freinage d'un corps mobile (3) d'une installation d'ascenseur (1) pouvant être déplacé le long d'un rail de guidage (5) en étant guidé dans un sens de déplacement (47),
    le dispositif de freinage (1) présentant :
    un moyen de maintien (17),
    un élément de frein (19),
    un élément de précontrainte (21), et
    un élément de libération (23),
    l'élément de frein (19) présentant une surface de freinage (31) orientable par rapport au rail de guidage (5) et étant maintenu et monté sur le moyen de maintien (17) de telle sorte que l'élément de frein (19) peut être déplacé par rapport au moyen de maintien (17) entre une position de roue libre et une position de freinage, l'élément de frein (19) avec sa surface de freinage (31) pouvant être espacé latéralement du rail de guidage (5) dans la position de roue libre et pouvant être pressé latéralement contre le rail de guidage (5) dans la position de freinage,
    dans une configuration désactivée, l'élément de précontrainte (21) n'exerçant pas de force déplaçant l'élément de frein (19) vers la position de freinage sur l'élément de frein (19), et, dans une configuration activée, ledit élément de précontrainte exerçant une force déplaçant l'élément de frein (19) vers la position de freinage sur l'élément de frein (19),
    dans un état de maintien, l'élément de libération (23) maintenant l'élément de précontrainte (21) dans la configuration désactivée et, lors de l'activation de l'élément de libération (23) dans un état libéré, ledit élément de libération faisant passer l'élément de précontrainte (21) de la configuration désactivée vers la configuration activée, caractérisé en ce que le dispositif de freinage présente en outre un élément de pression (25),
    l'élément de pression (25) dans un état non activé ne produisant aucune force sur l'élément de frein (19) dans un sens qui est orientable par rapport au rail de guidage (5) et, dans un état activé, produisant une force sur l'élément de frein (19) dans le sens orientable par rapport au rail de guidage (5).
  2. Dispositif de freinage selon la revendication 1,
    l'élément de frein (19) présentant une largeur diminuant le long du sens de déplacement (47), mesurée entre la surface de freinage (31) et une surface de glissement (33) agencée en regard de la surface de freinage (31) et
    le moyen de maintien (17) formant un contre-palier (35), le long duquel l'élément de frein (19) peut être déplacé avec sa surface de glissement (33) en coopération avec le contre-palier (35) entre la position de roue libre et la position de freinage.
  3. Dispositif de freinage selon l'une des revendications précédentes, l'élément de frein (19) étant en forme de coin.
  4. Dispositif de freinage selon l'une des revendications précédentes,
    l'élément de précontrainte (21) étant réalisé sous la forme d'un élément élastiquement déformable, en particulier sous la forme d'un élément ressort, et étant agencé et coopérant avec le moyen de maintien (17) d'une part et l'élément de frein (19) d'autre part de telle sorte que, dans sa configuration activée, il déplace l'élément de frein (19) avec sa surface de freinage (31) jusqu'à un point de contact mécanique avec le rail de guidage (5).
  5. Dispositif de freinage selon l'une des revendications précédentes,
    l'élément de précontrainte (21) étant réalisé sous la forme d'un élément élastiquement déformable, en particulier sous la forme d'un élément ressort, et étant agencé et coopérant avec le moyen de maintien (17) d'une part et l'élément de frein (19) d'autre part de telle sorte que, dans la configuration désactivée, il est précontraint dans une première direction et que, dans une configuration entièrement en retrait de l'élément de frein (19), il est précontraint dans une seconde direction opposée à la première direction, l'élément de frein (19), dans la configuration entièrement en retrait, pouvant être déplacé par frottement sur le rail de guidage (5) à l'encontre du sens de déplacement (47) au-delà d'une position dans laquelle l'élément de frein (19), venant de la position de roue libre, s'appuie pour la première fois sur le rail de guidage (5).
  6. Dispositif de freinage selon l'une des revendications précédentes,
    l'élément de libération (23) étant réalisé sous la forme d'un cliquet (39) pouvant être déplacé entre une position enclenchée et une position désenclenchée, et le cliquet (39), dans sa position enclenchée, maintenant l'élément de précontrainte (21) dans sa configuration désactivée et, dans sa position désenclenchée, libérant l'élément de précontrainte (21) dans sa configuration activée.
  7. Dispositif de freinage selon l'une des revendications précédentes,
    l'élément de pression (25) étant conçu avec un électroaimant (45).
  8. Dispositif de freinage selon l'une des revendications précédentes,
    l'élément de pression (35) étant relié de manière rigide à l'élément de frein (19).
  9. Dispositif de freinage selon l'une des revendications précédentes,
    l'élément de pression (25) étant monté sur l'élément de frein (19) de manière adjacente à la surface de freinage (31) de l'élément de frein (19).
  10. Dispositif de freinage selon l'une des revendications précédentes,
    le dispositif de freinage (15) présentant deux éléments de frein (19) pouvant être agencés sur des côtés opposés du rail de guidage (5) et au moins un élément de pression (25) coopérant avec les éléments de frein (19).
  11. Dispositif de freinage selon l'une des revendications précédentes,
    l'élément de pression (25) présentant une mécanique (55), qui est configurée pour déplacer l'élément de pression (25) vers un contre-élément (61) pouvant être agencé par rapport à l'élément de pression (25) sur un côté opposé du rail de guidage (5).
  12. Installation d'ascenseur (1) présentant :
    un rail de guidage (5),
    un corps mobile (3) pouvant être déplacé de manière guidée le long du rail de guidage (5) dans un sens de déplacement (47),
    un appareil d'entraînement (11) destiné à déplacer le corps mobile (3), et
    un dispositif de freinage (15), monté avec son moyen de maintien (17) sur le corps mobile (3) et disposé de manière adjacente au rail de guidage (5), selon l'une des revendications 1 à 11.
  13. Procédé permettant de libérer un dispositif de freinage (15) préalablement activé dans une installation d'ascenseur (1) selon la revendication 12,
    lorsque le dispositif de freinage (15) est activé, l'élément de frein (19) étant en retrait dans une position entièrement en retrait par le déplacement de l'élément de frein (19) par rapport au moyen de maintien (17) à l'encontre d'un sens de déplacement (47) à freiner du corps mobile (3), dans laquelle position la surface de freinage (31) s'appuie sur le rail de guidage (5) et l'élément de frein (19) est serré entre le rail de guidage (5) et le moyen de maintien (17),
    dans lequel le procédé présente :
    - l'actionnement de l'élément de pression (25) du dispositif de freinage (15), et
    - le déplacement du dispositif de freinage (15) par le déplacement du corps mobile (3) à l'aide de l'appareil d'entraînement (11) dans un sens de libération (65) opposé au sens de déplacement (47) à freiner.
  14. Procédé selon la revendication 13, le corps mobile (3) étant déplacé dans le sens de libération (65) jusqu'à ce que l'élément de frein (19), maintenu de manière fixe en emplacement sur le rail de guidage (5) par l'élément de pression (25) actionné, soit déplacé par rapport au moyen de maintien (17) jusque dans une position de fixation, dans laquelle l'élément de précontrainte (21) est dans une position correspondant à sa configuration désactivée et l'élément de libération (23) passe de son état libéré à son état de maintien, afin de maintenir l'élément de précontrainte (21) dans sa configuration désactivée.
EP20812116.0A 2019-12-12 2020-12-01 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 Active EP4072988B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP19215738 2019-12-12
PCT/EP2020/084115 WO2021115846A1 (fr) 2019-12-12 2020-12-01 Dispositif de freinage, équipé par exemple d'un élément de freinage cunéiforme, pour freiner un corps roulant déplaçable de manière guidée dans une direction de déplacement le long d'un rail de guidage

Publications (2)

Publication Number Publication Date
EP4072988A1 EP4072988A1 (fr) 2022-10-19
EP4072988B1 true EP4072988B1 (fr) 2024-03-06

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EP20812116.0A Active EP4072988B1 (fr) 2019-12-12 2020-12-01 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

Country Status (8)

Country Link
US (1) US11891275B2 (fr)
EP (1) EP4072988B1 (fr)
JP (1) JP2023506189A (fr)
KR (1) KR20220110212A (fr)
CN (1) CN114787065A (fr)
AU (1) AU2020402079B2 (fr)
BR (1) BR112022011301A2 (fr)
WO (1) WO2021115846A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202019101479U1 (de) * 2019-03-15 2020-06-18 Inventio Ag Fangbremseinrichtung

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Publication number Publication date
BR112022011301A2 (pt) 2022-09-06
US11891275B2 (en) 2024-02-06
WO2021115846A1 (fr) 2021-06-17
US20230011263A1 (en) 2023-01-12
CN114787065A (zh) 2022-07-22
AU2020402079A1 (en) 2022-06-30
AU2020402079B2 (en) 2024-04-04
EP4072988A1 (fr) 2022-10-19
JP2023506189A (ja) 2023-02-15
KR20220110212A (ko) 2022-08-05

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