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

Definitions

• the invention relates to a release unit for actuating an elevator brake device according to the preamble of claim 1.
• Elevators are normally equipped with an elevator braking system that slows down or stops the car in the event of an impermissibly high speed. Possible causes of excessive car acceleration include a malfunction in the drive's control system or its brake, or a broken cable.
• the elevator brake device can be triggered in various ways.
• the braking device is usually activated by a speed limiter mounted in the shaft.
• a speed limiter mounted in the shaft.
• the following can be cited as an example: WO 97/31852 be referred.
• a closed-loop limiter cable is installed in the elevator shaft, guided by the speed limiter and a tension pulley.
• the limiter cable is connected at one point to the elevator car's braking system or the braking element of the braking system. Consequently, it is carried along by the elevator car as it moves.
• An excessively high travel speed causes the speed limiter to brake the limiter cable. Since the limiter cable thus moves more slowly in the elevator shaft than the elevator car and its attached braking element, it exerts a tensile force on the braking element. This activates the braking system.
• the shaft is typically equipped with sensors spaced at regular intervals, or even a complete shaft replica, that detect overspeed.
• a signal is sent to the usually electromagnetically based release unit.
• release units are typically designed to automatically initiate braking in the event of a power failure.
• a typical elevator braking device equipped with an electromagnetic release unit is used, for example, in WO 2006/077243 A1
• the diagram describes a braking device for an elevator car, in which the braking element is held in an active position by a retaining device as long as the elevator car is not to be braked.
• the retaining device is an electromagnet that attracts the braking element, which is designed as a brake roller, thus preventing it from contacting the elevator's guide rail.
• the electromagnet is deactivated, and the braking element is pushed towards the guide rail by a compression spring. There, the brake roller rolls along the guide rail and enters a wedge gap between the guide rail and the elevator car.
• a pressure element which is also part of the braking device, is used.
• the brake roller equipped with a friction surface, slows the elevator car.
• the electromagnet is activated. This moves the brake element against the force of the compression spring back into a position where it is no longer in contact with the guide rail.
• the electromagnet Before the electromagnet can engage the brake element, however, it must be pushed out of the wedge gap. For this, the elevator car is usually moved back a short distance.
• UCM unintended car movement
• the electrically triggered elevator brake devices now have the advantage that they can be loosely attached in front of a floor shaft door for the duration of a stop and then tighten themselves very quickly if a UCM should occur.
• U1 A release unit of this type is shown, which can be coupled to an existing elevator braking device via a coupling element in order to trigger it when needed.
• the release unit known from this utility model is already very advanced. It can be easily de-energized during phases in which the car remains in its standby position until the next travel request arrives, or for the purpose of UCM (Uncontrolled Mechanism of Control) prevention, resulting in considerable energy savings. This is because it is designed in such a way that, even with the electromagnet switched off and the clamping roller of the release mechanism in contact with the guide rail, it is ensured that the braking device does not immediately engage during minor, non-critical car movements, which would be unnecessary and undesirable.
• a disadvantage of the known braking device is that it only works in one direction, meaning that – depending on the type of installation – it can only activate the braking device in the event of an impermissibly fast downward movement or only in the event of an impermissibly fast upward movement. It cannot be used in both cases simultaneously.
• the object of the invention is to provide a release unit with which mechanically actuated elevator brake devices are electrically released both during downward and upward travel of the elevator car.
• the release unit for actuating an elevator brake.
• the release unit comprises a release base that can be mounted on the elevator car, a release mechanism, and a coupling element that connects the release unit to an elevator brake.
• the release unit is preferably designed as a completely separate assembly from the elevator brake, so that the elevator brake is physically separated from the release unit. It can continue to be used with its existing certification.
• the release unit In its intended installed state, the release unit is connected to the elevator braking device exclusively via the coupling link.
• the release unit comprises a release clamping surface which, after release, moves together with the clamping roller transversely to the elevator's direction of travel in the direction of its associated elevator guide rail. This movement continues until the clamping roller is wedged between the release clamping surface and the elevator rail. The clamping roller then rolls between the release clamping surface and the elevator rail, but without yet actuating the elevator braking device.
• a main clamping surface adjoins the release clamping surface on both sides, viewed in both directions of travel. The main clamping surface is anchored directly to the release unit body, separate from the release clamping surface.
• the release clamping surface and the main clamping surfaces are arranged and designed so that the clamping roller rolls over each end of the release clamping surface (viewed in the direction parallel to travel) into the gap between a main clamping surface and the guide rail. It doesn't matter whether an upward or downward movement is currently being carried out.
• Such a release unit has the advantage that an existing braking device can be retrofitted with it.
• the release unit's base body is mounted on the elevator car as intended, and a connection between the release unit and the braking device is established via the coupling link.
• the triggering unit is activated. This causes the clamping roller of the The release unit performs a relative movement to the release unit. This relative movement of the clamping roller is at least partially transmitted to the coupling element. This brings the braking device connected to the coupling element into the braking state.
• the braking system is typically engaged by drawing a brake element of the car-connected braking system into a wedge gap between the guide rail and a base body of the braking system. As the car continues to move along the guide rail, the brake element automatically pulls itself further into the gap, thereby braking the car.
• the release unit To activate the braking device via the coupling link, the release unit, which is in its unactivated state, must first be moved into the activated state. In the unactivated state, the release mechanism is in a position that prevents the clamping roller from coming into contact with the guide rail. The clamping roller, carried by the release mechanism, therefore moves with the release unit attached to the car, without exhibiting any relative velocity to the car or the release unit.
• the trigger is mounted on the trigger body in such a way that, in the event of triggering, it, or at least a section of it, inevitably moves towards the guide rail. In the untriggered state, however, this movement of the trigger is blocked. Only after the trigger of the release unit is released – preferably by a de-energized electromagnet — is the movement of the trigger, along with the clamping roller, towards the guide rail permitted.
• the clamping roller carried by the trigger eventually comes into contact with the elevator rail and is clamped between the trigger clamping surface and the guide rail.
• the clamping roller Due to the relative movement between the elevator car (or its associated release mechanism) and the guide rail during operation, the clamping roller initially rolls between the release clamping surface and the guide rail. The clamping roller therefore performs a translational movement opposite to the direction of travel of the elevator car and consequently a relative movement to the release mechanism.
• This relative movement eventually transports the clamping roller into the gap between the respective main clamping surface and the guide rail, where it is clamped more firmly and now transmits its further relative movement to the coupling element connected to it, causing the coupling element to trigger the braking device.
• the release clamping surface is designed and mounted in such a way that it exerts less force on the clamping roller than the corresponding main clamping surface once the clamping roller has entered the gap between it and the guide rail.
• the release clamping surface applies less than 2/3 of the force, or even better, less than 1/2 of the force, compared to a main clamping surface in action.
• the electromagnet can be made smaller, saving on construction and electricity costs.
• the main clamping surfaces are not supported by the trigger mechanism itself, but by the trigger body, ideally via a spring directly attached to the trigger body.
• the trigger clamping surface is either part of the trigger mechanism or supported by it.
• clamping roller ideally describes a roller in the true sense, which, as described above, rolls between the respective clamping surface and the guide rail.
• the clamping roller is not a roller in the true sense, but merely a friction lining with any geometry, for example, cuboid.
• the necessary relative movement between the friction lining and the elevator car for triggering the braking device via the coupling link is achieved by the brake lining being slowed down solely by sliding friction against the guide rail. This, however, leads to increased wear on both the guide rail and the friction lining itself.
• clamping surface preferably describes the actual surface that rests against the clamping roller, and in a broader sense usually also the entire respective element encompassing the surface.
• guide rail preferably refers to the guide rail of the elevator car running in the elevator shaft. However, this term also covers an additional rail installed in the elevator shaft, which It could be called a "brake rail”.
• guide rail and elevation rail also have the same meaning.
• untriggered state refers to the position of the trigger unit in which contact between the clamping roller and the guide rail is not possible.
• triggered state or “triggered state of the release unit” generally refers to the position of the release unit in which contact between the clamping roller and the guide rail is possible or already exists.
• the release mechanism comprises a roller cage supporting a clamping roller.
• This cage is preferably actuated by a rocker arm. After release, the roller cage, together with the clamping roller, moves transversely to the direction of elevator travel in the direction of its associated elevator guide rail. This movement continues until the clamping roller is wedged between a release clamping surface of the roller cage and the elevator rail. The clamping roller then rolls between the release clamping surface of the roller cage and the elevator rail.
• the rolling of the clamping roller occurs as a result of the relative movement between the release clamping surface along the elevator rail and the elevator rail itself.
• the roller cage is preferably attached to the release base body in such a way that, in the event of a release, it automatically initiates a movement in the direction of the elevator rail. This movement is completed. In the undischarged state of the trigger unit, this movement is blocked by the rocker.
• the release mechanism has a rocker arm.
• This rocker arm is preferably actuated by an electromagnet and at least one opposing tension spring.
• the rocker arm preferably forms a release clamping surface directly on one of its arms. This surface presses on the clamping roller, causing it to move immediately, after release, transversely to the direction of elevator travel in the direction of its associated elevator guide rail. The pressure on the clamping roller is exerted until the roller is clamped between the release clamping surface and the elevator guide rail and rolls between the release clamping surface of the rocker arm and the elevator guide rail.
• the pressure on the clamping roller is therefore maintained until the clamping roller, as a result of rolling along the guide rail and the associated relative movement to the release clamping surface, is no longer located in the area between the release clamping surface and the guide rail.
• the rocker arm is mounted on the trigger body in such a way that it can rotate around a fixed axis of rotation relative to the trigger body.
• the rocker arm has two overlapping, essentially opposing sections, between which the axis of rotation is located. These two sections of the rocker arm are called rocker arms.
• the electromagnet acts against one of the rocker arms, thus preventing the other rocker arm from rotating towards the guide rail. In doing so, the electromagnet overcomes the spring force of the tension spring.
• the tension spring exerts a force – preferably a compressive force – on the arm not connected to the Electromagnets in contact rocker arm point in the direction of the guide rail.
• the electromagnet is preferably designed such that, when energized, it exerts a pressure force on the rocker arm via a plunger.
• the "untriggered state" of the rocker refers to the state in which it is impossible for the clamping roller to come into contact with the guide rail.
• the "triggered state" of the rocker refers to the state in which, or from which, the rocker is no longer prevented from moving the clamping roller towards the guide rail.
• the roller cage is provided with at least one, preferably several, eccentric rollers. After release, the roller cage, with its at least one eccentric roller, comes to rest against the guide rail in such a way that the clamping roller does not yet touch the guide rail.
• the at least one eccentric roller is arranged and designed such that the roller cage only continues its movement towards the elevator guide rail once the at least one eccentric roller rolls along the guide rail due to friction.
• Each of the at least one eccentric rollers is preferably associated with a return spring.
• the return spring defines a ready position for the respective eccentric roller, in which the maximum radius of the eccentric roller extends between its axis of rotation and the guide rail.
• the return spring is preferably a helical tension spring. One end of the return spring, or preferably the helical tension spring, is hooked onto the eccentric roller. Ideally, it is hooked in the region of the smallest radius of the eccentric roller.
• the eccentric rollers have a certain "filtering function". They prevent the clamping roller from performing unnecessary rolling movements, as could otherwise occur if the release unit is activated during a stop at a floor shaft door to prevent a UCM (Uncontrolled Mechanism of Control), but no UCM actually occurs, only a certain amount of up-and-down oscillation of the car on the rope due to the dynamic loads when passengers are boarding and alighting.
• UCM Uncontrolled Mechanism of Control
• the eccentric rollers are in contact with the guide rail at their maximum diameter.
• the eccentric rollers roll along the rail due to friction. Because of the eccentric diameter of the rollers, the diameter of the area of the roller in contact with the guide rail decreases continuously. This, combined with the force (described above) still acting on the roller cage towards the guide rail, causes the roller cage to move closer to the guide rail.
• the clamping roller carried by the roller cage eventually comes into contact with the guide rail. Only when the car and its associated release unit continue to move along the guide rail does the clamping roller roll along the guide rail as described above, thereby activating the braking device via the coupling link. If, however, the car does not move further along the guide rail, for example because the mechanism for triggering the If the acceleration of the elevator car triggered by the release mechanism was only a consequence of temporary rope stretch, the release mechanism can be reset to its unactivated state without resetting the elevator. The elevator can then continue to operate.
• the roller cage moves away from the guide rail when the release unit is switched to the unactivated state, the contact between the clamping roller and the at least one eccentric roller with the guide rail is broken. As soon as the at least one eccentric roller is no longer in contact with the guide rail, the tensile force of the return spring on the at least one eccentric roller causes it to return to its initial position. Ideally, in this initial position, the area of the eccentric roller with the maximum diameter is again facing the guide rail.
• eccentric roller can be understood to be either a cylindrical body with an oval cross-section, mounted in such a way that it rotates around its longitudinal axis when rolling along the guide rail.
• the eccentric roller can also be formed by a cylindrical body with a circular cross-section, whose axis of rotation is offset from the longitudinal axis of the cylinder when rolling along the guide rail.
• the "axis of rotation" of the eccentric roller describes the axis around which the eccentric roller rotates as it rolls along the guide rail.
• eccentric diameter of the eccentric roller describes the fact that the distance between the axis of rotation and the section of the eccentric roller's outer surface that rests against the guide rail varies as the eccentric roller rolls along the guide rail.
• the "maximum diameter" of the eccentric roller is therefore given where the distance between the axis of rotation of the eccentric roller and the guide rail is greatest when the eccentric roller is in contact with the guide rail.
• the "minimal diameter” is found where the distance of the axis of rotation of the eccentric roller to the guide rail is smallest when the eccentric roller is in contact with the guide rail.
• the roller cage is slidably mounted on a linear guide transversely to the intended directions of travel of the car.
• the linear guide preferably comprises several sliding bars along which the roller cage slides.
• each sliding bar has a compression spring element threaded onto it. The compression spring element pre-tensions the roller cage in the direction of the guide rail.
• the compression spring elements of the roller cage are compressed. After activation, they relax. This moves the roller cage towards the guide rail. This ensures that, even in the event of a power failure, the roller cage and the clamping roller it supports are always pressed towards the guide rail, thereby activating the braking device via the coupling link as the car continues to move along the guide rail.
• the roller cage has a roller carriage that rotatably holds the clamping roller on it.
• the roller cage also has a roller carriage guide along which the roller carriage can move, usually in a purely linear fashion, both in and against the intended direction of travel.
• the roller carriage guide, together with the roller carriage and the clamping roller, is movable transversely to the intended directions of travel as part of the roller cage.
• the clamping roller is connected to the roller carriage in such a way that relative movement between the clamping roller and the roller carriage in a direction parallel to the guide rail is impossible.
• movement of the clamping roller relative to the roller carriage in a direction orthogonal to the guide rail is possible.
• it is ideally connected to the roller carriage via a shaft-hub connection. Consequently, as the clamping roller rolls along the guide rail, the roller carriage moves parallel to the clamping roller along the carriage guide.
• a “roller carriage” is a component on which the component to be guided by means of a linear guide - in this case the clamping roller - is guided along the guide rail.
• the clamping roller is rotatably mounted on a roller carriage such that the axis of rotation can move along a sliding guide in the roller carriage transversely to the direction of elevator travel.
• a roller carriage guide is provided. Along the The roller carriage guide allows the roller carriage, together with the clamping roller, to move in and against the intended direction of travel.
• the roller carriage guide has two opposing spring elements.
• the spring elements force the roller carriage into a predefined, un-displaced ready position. This is preferably achieved such that the clamping roller is then located essentially in the area of the center of the release clamping surface.
• the roller carriage connected to the clamping roller is moved against one of the spring elements, thereby compressing that spring element.
• the spring force of the compressed spring element pushes the roller carriage back into its ready position.
• center of the release clamping surface describes the geometric center of the release clamping surface as seen in and against the intended direction of travel of the car.
• the coupling element is anchored directly to the axis of the clamping roller and is thereby subjected by it to a triggering tensile force or tensile force component, or a compressive force or compressive force component.
• the force transmission from the clamping roller to the coupling element preferably occurs via a bolt arranged coaxially to the longitudinal axis of the clamping roller, which follows the movement of the clamping roller parallel to the guide rail.
• the force exerted by the clamping roller on the coupling element The tensile force component or tensile force ensures a movement of the coupling element that runs essentially parallel to the guide rail, which in turn moves the braking element of the brake or brake catch device into the braking position.
• the coupling element is anchored to the clamping roller in such a way that it essentially only begins to exert a triggering force on the elevator brake device once the clamping roller has been brought into a clamping position between a main clamping surface and the guide rail.
• the coupling element is anchored to the clamping roller by means of a suitably dimensioned elongated hole.
• the main clamping surface exerts a significantly higher pressure force on the clamping roller towards the guide rail than the release clamping surface. Because the clamping roller is only subjected to the weight of the coupling link and the associated elements of the braking device when it is located in the area between the main clamping surface and the guide rail, it is ensured that the clamping roller continues to roll along the guide rail and does not spin freely with 100% slippage.
• the coupling link is preferably equipped with a bolt that, as the clamping roller rolls along the guide rail, performs a translational movement along the elongated hole of the coupling link. Once the clamping roller has rolled a corresponding distance along the guide rail, the bolt rests against one end of the elongated hole. Further rolling movement of the clamping roller towards the end of the elongated hole of the coupling link then results in the relative movement of the clamping roller to the release unit being transmitted to the coupling link.
• the longitudinal axis of the clamping roller is preferably located in the middle of the elongated hole, measured in a direction parallel to the guide rail.
• the roller cage is held in its ready position by a rocker and an electromagnet.
• the electromagnet acts on one rocker arm, while the roller cage is anchored to the other.
• the electromagnet preferably acts by applying a compressive force.
• the electromagnet acts on one rocker arm, movement of the roller cage towards the guide rail is prevented.
• the electromagnet presses against its assigned rocker arm.
• the force exerted by the electromagnet in combination with the distance between the point of force application on the rocker and the rocker's pivot point, generates a greater torque on the rocker than the force acting on the roller cage in the direction of the guide rail.
• the electromagnet is equipped with a plunger that presses against the rocker arm when the trigger unit is in the untriggered state.
• the transmission ratio which results from the respective lengths of the rocker arms, can be freely selected in the design. Depending on the strength of the electromagnet, or rather the forces it must overcome to keep the release unit in the unactivated state, the transmission ratio can be chosen accordingly.
• the braking or brake catch device preferably has a functional principle as described above.
• EP 1853504 The following is disclosed, and is hereby incorporated into the disclosure of the application.
• the braking or brake safety device is preferably designed to be completely separate from the release unit.
• the release unit itself exerts essentially no braking force on the elevator car.
• the braking or brake safety device brakes the elevator car by wedging it against the elevator guide rails or catches the elevator car as soon as it has been initially activated by the release unit and subsequently takes over the braking or brake safety regime independently.
• the elevator brake device 23 – which is often already present in situ during the renovation of older buildings – is attached to the car frame during elevator operation and its pressure body 27 engages one of the guide rails 6 in the elevator shaft.
• the release unit 1 and the elevator brake device 23 are mounted one behind the other in the direction of travel. This is done as shown in the last Figure 16 visualized. The elevator brake device 23 and the release unit 1 therefore move with the elevator car in its direction of travel.
• the elevator brake device 23 and the release unit 1 interact with each other (only) via the coupling element or the coupling rod 22. Through this, the release unit 1 can force a release movement on the elevator brake device 23, and the elevator brake device 23 can optionally force a reset movement on the release unit 1 if the car is moved a short distance in the opposite direction after braking or stopping.
• the floating pressure body 27 of the elevator brake device 23 is moved in a direction orthogonal to the guide rail 6 such that the brake pad 28 of the elevator brake device 23 bears against the guide rail 6.
• the guide rail 6 is clamped between the brake element 25 and the brake pad 28. This condition is maintained in Fig. 14 and 15 shown. This slows the speed of the elevator car until it comes to a standstill.
• the brake lining 28 is supported against the pressure body 27 of the elevator brake device by means of disc springs 29.
• the brake element 25 In order to bring the elevator brake device 23 into the braking state, the brake element 25 must first be released from its position. Fig. 3 The brake element 25 is moved from its neutral starting position (in which it has no contact with the guide rail 6) into a wedge gap formed by the elevator brake device or its base body with the guide rail. As soon as the brake element 25 is in such a wedge gap and rolls along the guide rail 6, further braking occurs automatically, because the elevator brake device is usually self-tightening.
• the trigger unit 1 therefore serves the purpose of preventing excessive speed or acceleration, or a UCM to move the brake element 25 of the elevator brake device 23 into the wedge gap.
• the release unit 1 according to the invention is shown together with the elevator brake device 23 and a guide rail 6 of an elevator in a side view, in the unreleased state, as is the case during normal, regular operation.
• the release unit 1 like the elevator brake device 23, is attached to the car frame of the car (not shown), see again the last figure of this publication.
• the release unit 1 and the elevator brake device 23 are connected to each other only via the coupling element 22. Otherwise, they are preferably designed as completely separate physical units. They can therefore be mounted independently of each other on the car frame. This has the great advantage that existing elevator brake devices can also be retrofitted with a release unit 1 according to the invention.
• the coupling element 22 is connected to the release unit 1 via its clamping roller 5.
• the coupling element 22 is connected to the elevator brake device 23 via the brake element 25 of the elevator brake device 23, see respective figures. Fig. 1 .
• the coupling element 22 is formed by a strip, preferably made of steel. At one end, facing the release unit 1, the coupling element 22 is preferably equipped with an elongated hole 17, as shown in the z . B. Fig. 1
• the bolt 34 protrudes through the elongated hole 17 of the coupling member 22.
• the end of the bolt 34 furthest from the coupling member 22 is connected to the clamping roller 5 in such a way that it follows the translational movement of the clamping roller 5 parallel to the guide rail 6 and cannot slip axially.
• a retaining ring 35 is optionally provided on the bolt 34.
• the bolt 34 In the untriggered state of the release unit 1 shown, the bolt 34, arranged coaxially to the clamping roller 5, is located exactly in or substantially in the middle of the elongated hole 17, cf. Fig. 1
• the center of the elongated hole 17 designates the area of the elongated hole 17 from which the distance to both ends of the elongated hole 17 is equal in a direction parallel to the guide rail 6.
• the bolt 34 At the beginning of the triggering of the release unit 1, the bolt 34 is initially still located in the center of the elongated hole 17, as can be seen from the Figures 3 to 7 can be seen.
• the coupling element 22 is rotatably mounted on the brake element 25 of the elevator brake device 23. This means that the coupling element 22 and the brake element 25 can rotate relative to each other, with the longitudinal axis of the brake element 25, which is designed here as a circular cylinder, serving as the axis of rotation. This has the advantage that no tension occurs between the coupling element 22 and the brake element 25 when the brake element 25 is brought into the braking state by the coupling element 22.
• the coupling element 22 To activate the braking device 23, the coupling element 22 must be subjected to a translational relative movement to the elevator braking device 23 by the release unit 1 while the car is traveling along the guide rail 6, which forces the braking element 25 into a wedge gap between the guide rail 6 and the pressure body 27 of the elevator brake device 23 is moved.
• the bolt 34 abuts one end of the elongated hole 17 and subsequently transmits the further relative movement to the release unit 1 to the coupling element 22. This, in turn, causes the coupling element 22 to pull the brake element 25 into the wedge gap, initiating the braking process. This ensures that not every actuation of the release unit, such as a prophylactic actuation to prevent UCM, immediately leads to an activation of the elevator brake device 23.
• the following explains how the triggering of the triggering unit 1 works, or how the triggering unit 1 can be returned to the untriggered state.
• Fig. 2 The untriggered release unit 1 is shown in a longitudinal section that runs through the release unit 1 at the level of the clamping roller 5.
• the undischarged state shown here is characterized by the fact that neither the clamping roller 5 nor any of the eccentric rollers 9 are in contact with the guide rail 6.
• the release unit 1 therefore moves along the guide rail 6 with the car.
• the rocker 18 is formed by a strip – ideally bent multiple times or manufactured as a sheet metal bending part, since it is usually ductile.
• the rocker arms 21 and 24 preferably run parallel to each other, at least substantially.
• the rocker 18, for example, is connected via a pivot bearing 32 according to. Fig. 2 attached to the release base 2 of the release unit 1.
• the roller bearing is attached to the rocker arm 24 of the rocker 18, which faces away from the electromagnet 19.
• fig 4 connected, cf. for example Fig. 3 This connection is designed such that a rotation of the rocker arm 24 relative to the roller bearing is prevented. fig 4 around the axis of the attachment point is possible.
• the roller cage that is preferably used consists of fig 4 preferably consisting of two side plates 39 connected to each other via a web 38.
• Each of the side plates 39 has a substantially rectangular or elongated opening. The two openings of the side plates 39 are aligned with each other in the assembled state of the roller cage.
• figs 4 opposite.
• the bolt 34 which supports the clamping roller, protrudes outwards to interact with the roller carriage guide 15, which will be explained in more detail shortly. Through the other opening, or rather... The bolt 34 also protrudes outwards through the other elongated hole, creating a connection to the coupling link 22.
• the trigger body 2 is preferably mounted on the linear guide 11, which acts transversely or perpendicularly to the guide rail.
• the linear guide 11 consists of a sliding rod 12, which is axially displaceable within the sliding bushings 36.
• the sliding bushings 36 are usually pressed into or fastened in through-holes of the trigger body 2.
• a compression spring element 13 is also supported on one side by its associated sliding bushing 36 and on the other side by a shoulder of its associated sliding rod 12.
• the roller carriage guide 15 acts, at least essentially, in and against the direction of travel. It comprises a rod 40, which is usually screwed directly to the release base body 2 and thus does not engage with the roller carriage. fig 4 with movement.
• the roller carriage 14 is slidably mounted along the rod 40.
• the clamping roller 5 is mounted on the roller carriage 14 via the bolt 34 in such a way that a translational relative movement of the bolt 34 in a direction parallel to the guide rail 6 between the clamping roller 5 and the roller carriage 14 is not possible.
• the roller carriage 14 thus follows the relative movement of the clamping roller 5 to the rest of the release unit 1.
• a translational movement of the bolt 34 in a direction transverse to the guide rail 6 relative to the roller carriage 14 is possible.
• the bolt 34 is usually mounted in the roller carriage so that it can slide in a direction perpendicular to the guide rail. This means that, despite being guided by the roller carriage 14, the clamping roller is not prevented from moving together with the roller bearing.
• fig 4 perpendicular or perpendicular to to move towards or away from the guide rail in the direction of travel.
• Two spring elements 16, usually designed as compression springs, are threaded onto the rod 40 of the roller carriage guide. These are compressed by the roller carriage 14 when it follows the movement of the clamping roller 5 from its initial position. As soon as the clamping roller 5 is no longer pressed against the guide rail 6 by the main clamping surface 8, the compression springs 16 cause the roller carriage 14, together with the clamping roller 5, to return to its initial position.
• the electromagnet 19 has the task of counteracting the spring force of the compression springs 13 via the rocker 18 and thereby preventing movement of the roller bearing. figs 4 to prevent the clamping roller 5 from moving towards the guide rail 6.
• the force required by the electromagnet 19 to overcome the spring force of the compression springs 13 can thus be adjusted, at least from a design perspective, by the ratio of the lengths of the rocker arms 21 and 24. This has the advantage that the electromagnet 19 can have a relatively small size and/or electromagnetic force, and can therefore be made lighter, less expensive, and draw a lower continuous current.
• the clamping roller 5 does not immediately make contact with the guide rail 6. Initially, only the eccentric rollers 9 of the roller cage are in contact. figs 4 attached to guide rail 6. They hold the roller box. fig 4 far enough away from the side of the guide rail facing him that the clamping roller does not yet come into contact with the guide rail. This is because the roller cage fig 4 preferably has a constriction 41 or a step or other suitable spacer device which the The axle of the clamping roller 5, formed by the bolt 34, is initially held far enough away from the guide rail that the outer circumference of the clamping roller does not yet come into contact with the guide rail.
• the eccentric rollers 9 are each designed as circular cylinders or sections of circular cylinders, ideally made of grippy plastic or elastomer, or surrounded by a friction lining.
• the eccentric rollers are attached to the roller cage.
• fig 4 The eccentric rollers 9 are rotatably mounted.
• the axis of rotation of the pivot bearing 37 of the eccentric rollers 9 is not coaxial with the longitudinal axis of the eccentric rollers 9. Instead, the axis of rotation is offset away from the guide rail 6, as the name "eccentric roller” suggests.
• the eccentric rollers 9 roll along the guide rail 6. Due to the described arrangement of the pivot bearing 37, this results in the roller bearing fig 4 under the continuous pressure of the compression springs 13, it is moved further towards the guide rail 6, which now brings the clamping roller 5 into contact with the guide rail 6.
• the eccentric rollers have one or preferably two tasks.
• clamping roller does not come into contact with the guide rail or even bounce against it, and therefore is not permanently impaired, even if the trigger unit is prophylactically triggered at each stop to avoid a potential UCM.
• Each eccentric roller 9 is acted upon by a return spring 10 in the form of a tension spring, the end of which faces away from the eccentric roller 9 rests on the roller bearing.
• fig 4 is attached. This ensures that the eccentric rollers 9, as soon as they are no longer in contact with the guide rail 6, are returned to their starting position.
• FIG. 10 to 12 The figure shows how the clamping roller 5 rolls along the guide rail 6 as a result of a further downward movement of the car.
• the clamping roller 5 moves in the opposite direction to the direction of travel of the car. It thus performs a translational relative movement to the release unit 1 in the opposite direction of travel.
• the clamping roller 5 moves out of the gap between the release clamping surface 7 and the guide rail 6 and into the gap between the upper main clamping surface 8 and the guide rail 6, cf. Fig. 11
• the release clamping surface 7 is an integral part of the roller cage in this embodiment.
• figs 4 It is preferably used here by the two side plates 39 of the roller cage figs 4 connecting bridge 38 formed.
• the sole purpose of the release clamping surface 7 is to enable an initial rolling of the clamping roller between it and the guide rail during the release process.
• the compressive force applied by the compression springs 13 via the release clamping surface 7 to the clamping roller 5 in the direction of the guide rail 6 is just sufficient to reliably generate the friction required for the clamping roller 5 to roll along the guide rail 6. If the clamping roller 5 had to force movement on the coupling element 22 via the bolt 34 in the area of the release clamping surface 7, the applied compressive force in the direction of the guide rail 6 would have to be significantly greater to prevent slippage on the guide rail, which, however, would also significantly increase the force required to return to the starting position.
• the clamping roller 5 must first roll a short distance along the guide rail 6 before it forces the coupling element 22 to undergo translational relative movement to the release unit 1 via the bolt 34.
• the spring 30 is, for example, a steel sheet made of spring steel, which has a U-shaped cross-section with two symmetrical legs parallel to the main clamping surfaces 8. The spring 30 is screwed to the release base body 2 and is supported by it.
• the spring 30 is optionally designed such that the compressive force applied to the clamping roller 5 is greatest when the clamping roller enters the gap between the main clamping surface 8 and the guide rail 6. As the clamping roller 5 moves further into this gap (or at least towards the end of the gap), the spring force of the spring 30 decreases. This is because the more the elevator brake mechanism itself is about to wedge itself against the guide rail, the smaller the release force that is still being applied. This ensures that the clamping roller 5 is not subjected to excessive pressure on the guide rail after it has completed its function, i.e., after the elevator brake mechanism has been fully released. The car slides along the guide rail until it comes to a complete stop. This prevents unnecessary wear on the clamping roller 5 or the guide rail 6 once the braking process has already begun.
• the compression springs 13 can be significantly smaller. This, in turn, means that the electromagnet 19 has to overcome a significantly lower spring force to move the release unit 1 into the unreleased state or to hold it in the unreleased state. Therefore, a much smaller electromagnet 19 can also be used.
• the Figs. 13 to 15 The figures show the release unit 1 in its fully triggered state.
• the clamping roller 5 has moved relative to the roller cage as far as possible.
• fig 4 moved so that the brake element 25 of the brake device 23 has entered the wedge gap between pressure body 27 and guide rail 6 via the coupling element 22 and the brake pad 28 rests against the guide rail 6.
• the electromagnet 19 simply needs to be energized again. Then the plunger 31 presses against the rocker arm 21 again. This causes the rocker arm 24 with the attached roller bearing to move. fig 4 moved back into the position facing away from the guide rail 6. In doing so, the eccentric rollers 9 lift The clamping roller 5 moves away from the guide rail 6 and rotates back into its starting position due to the tensile force of the return springs 10 acting upon it. However, the clamping roller 5 continues to be pressed against the guide rail 6 by the main clamping surface 8 and remains in contact with it.
• the clamping roller 5 only returns to the gap between the release clamping surface 7 and the guide rail 6 when the brake element 25 is moved out of the wedge gap by reversing the car, and the clamping roller 5 is thereby carried along via the coupling link 22 and the bolt 34.
• a trapezoidal narrowing 41 is provided, for example.
• the bolt 34 connecting the clamping roller 5 to the roller carriage 14 moves over the slope of the trapezoidal constriction 41 and is thereby moved away from the guide rail 6 in a direction transverse to the guide rail 6. This is possible because the diameter of the bolt 34 is smaller than the width of the opening in the side plate 39 of the roller carriage. figs 4 , measured in a direction perpendicular to the guide rail 6 at the narrowest point of the opening. In doing so, the clamping roller 5 is also moved away from the guide rail 6, so that it no longer rests against the guide rail 6. The clamping roller 5 is then back in its unactivated state.
• This second embodiment differs in that it no longer uses a roller cage guided on linear bearings transverse to the direction of travel of the car, on which The trigger clamping surface 7 is implemented. Instead, such a roller cage is omitted.
• a rocker 18 is used, on one of whose rocker arm 24 the trigger clamping surface 7 is implemented and which performs the triggering process.
• the rocker 18 is clearly visible here, comprising a first rocker arm 21 and a second rocker arm 24.
• the first rocker arm 21 is subjected to a compressive force by the electromagnet 19 as long as it is activated, i.e., carrying current.
• the rocker rotates around the pivot bearing 32, which preferably extends through the spring eye formed by the pivot spring 13 and connecting the pivot arms.
• the release clamping surface 7 is formed on the second rocker arm 24, preferably by a sheet metal flap bent at approximately a right angle to the rocker arm 24 and integrally connected to it.
• the clamping roller 5 is guided on the roller carriage guide 15 by means of a roller carriage 14, as already described above for the first embodiment.
• the roller carriage 14 can best be seen from the Figure 20
• a spring retaining arm is preferably attached to the roller carriage 14, to which the end of the eccentric roller return spring 42 facing away from the eccentric roller 9 is hooked. The other end of this spring 42 is hooked onto the eccentric roller 9.
• the eccentric roller 9 will roll along the guide rail 6, and its eccentricity will then allow the clamping roller 5 to move further towards and against the guide rail 6. The moment the clamping roller 5 is clamped between the surface of the guide rail 6 and the release clamping surface 7, it undergoes a rolling motion and eventually comes into contact with one of the main clamping surfaces 8 and the guide rail, depending on whether the car is currently traveling upwards or downwards. This results in the same bidirectional triggering as described for the first embodiment.

Landscapes

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

Applications Claiming Priority (2)

Publications (2)

Family

ID=80221955

Family Applications (1)

Country Status (6)

Families Citing this family (5)

Family Cites Families (4)

• 2022
  • 2022-01-13 DE DE202022100179.0U patent/DE202022100179U1/de active Active
  • 2022-12-20 CN CN202280088964.9A patent/CN118556031A/zh active Pending
  • 2022-12-20 WO PCT/EP2022/087024 patent/WO2023134980A1/de not_active Ceased
  • 2022-12-20 EP EP22843197.9A patent/EP4463409B1/de active Active
  • 2022-12-20 PL PL22843197.9T patent/PL4463409T3/pl unknown
  • 2022-12-20 ES ES22843197T patent/ES3061746T3/es active Active

Also Published As

Similar Documents

Legal Events