TR2022007350T2 - CATCHER - Google Patents

CATCHER

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Publication number
TR2022007350T2
TR2022007350T2 TR2022/007350 TR2022007350T2 TR 2022007350 T2 TR2022007350 T2 TR 2022007350T2 TR 2022/007350 TR2022/007350 TR 2022/007350 TR 2022007350 T2 TR2022007350 T2 TR 2022007350T2
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TR
Turkey
Prior art keywords
eccentric
catcher
elevator
brake
spring
Prior art date
Application number
TR2022/007350
Other languages
Turkish (tr)
Inventor
Dmitrievich Berdnikov Anton
Original Assignee
Joint Stock Company "Shcherbinsky Elevator Plant"
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Publication date
Application filed by Joint Stock Company "Shcherbinsky Elevator Plant" filed Critical Joint Stock Company "Shcherbinsky Elevator Plant"
Publication of TR2022007350T2 publication Critical patent/TR2022007350T2/en

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Abstract

Buluş asansör endüstrisi ile ilgilidir ve üretilebilirliği iyileştirmeyi, asansörün güvenlik tertibatından kaldırma kuvvetini azaltmayı, performa sını iyileştirmeyi, güvenlik tertibatı tasarımının boyutunu ve metal tüketimini azaltmayı, çalışma güvenilirliğini ve hizmet ömrünü arttırmayı amaçlamaktadır. Belirtilen teknik sonuç, eksantrik mandalın (2) ve yaylı fren pabucunun (3, 15, 24) sabitlendiği taban (1) (mahfaza) içeren yakalayıcıda (7) elde edilir. Fren baltası bileşimi, fren kuvvetini ayarlama kabiliyetine sahip, üzerlerine disk yaylı paketleri (4, 21, 26) takılmış kılavuz akslar (24) ve merkezleme yayı (16) mekanizmasına sahip sıkıştırma çubuğu (17) ve fren pabucu (3, 15, 24) içerir. Eksantrik mandal (2), yakalayıcı (7) tabanına (1) dönme imkanı ile monte edilir ve üzerine prizmaların (19 yerleştirildiği, en az biri disk yay paketi (4, 21, 26) ve bir düz ayar elemanı (22, 27) (pul veya plaka) vasıtasıyla yay yüklü eksantrik gövdeyi (18) içerirThe invention relates to the elevator industry and aims to improve manufacturability, reduce the lifting force of the elevator from the safety device, improve its performance, reduce the size and metal consumption of the safety device design, increase operating reliability and service life. The specified technical result is achieved in the catcher 7, which includes the base 1 (housing), on which the eccentric pawl 2 and the spring brake shoe 3, 15, 24 are fixed. The brake axle composition consists of guide axles (24) with disc spring packages (4, 21, 26) installed on them, capable of adjusting the brake force, and compression rod (17) and brake shoes (3, 15, 24) with a centering spring (16) mechanism. Contains. The eccentric latch (2) is mounted on the catcher (7) base (1) with the possibility of rotation and on which the prisms (19) are placed, at least one of which is the disc spring package (4, 21, 26) and a flat adjustment element (22, 27) ( It includes the spring-loaded eccentric body (18) by means of a washer or plate

Description

TARIFNAME YAKALAYICI Bulusun Teknik Alani Bulus asansörlerin yapimina, özellikle iki yönlü bir yumusak frenleme yakalayicisina iliskindir ve asansör kabininin (karsi agirlik) ayarlanan hizin asilmasi durumunda, çekis elemanlarinin devre disi kaldigi durumlar, çekis elemanlarinin kirildigi ve raylarda tutuldugu durumlar dahil olmak üzere, güvenli bir acil durdurmasi için tasarlanmistir. Bulusun Alt Yapisi Önceki teknikten, asansör yükünün kaldirilmasi için araçta bir fren tertibati bulunan bir yakalayici bilinmektedir, yük kaldirma aracinin ray iletkeni ile etkilesime giren fren tertibati, disk kaminin ekseni etrafinda döndürülebilir sekilde monte edilmis bir disk kami içerir, ayrica yakalayici elektrikle çalistirilan bir aktivasyon mekanizmasini içerir, bu da yakalayici etkinlestirmek için disk camini harekete geçiren dönüs açisina çevirir, ayrica, kam diski, aktivasyona yol açan dönüs açisi boyunca açisina dönüs nedeniyle ray iletkeni ile temas edecegi sekilde tasarlanmistir, bunun bir sonucu olarak, yük kaldirma araci güvenlik cihazina göre hareket ettiginde, ray kilavuzu kam diskini fren cihazinin ve dolayisiyla güvenlik cihazinin ray kilavuzuna göre amaçlanan frenleme eylemini ürettigi bir konuma döndürür. Elektrikle kontrol edilen aktivasyon mekanizmasi, döndürülebilir sekilde kapamaya monte edilmis bir aktivasyon kolunu ve bir aktivasyon yayini içerir, ayrica, kumanda kolu baslangiç konumuna kilitlenebilme özelligine sahip olarak monte edilmistir ve aktivasyon kolu, aktivasyon mekanizmasi serbest birakildiginda, aktivasyon yayi ile harekete geçirilerek, son konum yönünde hareket ettirilebilir hale getirilir, ayrica, kumanda kolu disk camina öyle baglanmistir ki, kumanda kolunu baslangiç konumundan aktivasyon kolu tahriki ile son konuma dogru aktivasyon yayindan hareket ettirmek, disk camini Bilinen çözümün dezavantajlari sunlardir: asansörün kabin /karsi agirliginin büyük bir çaba gerektirmesi nedeniyle alicilardan alinmasi zor, kendi kendini sikilastirma kosulunu saglamak için nispeten büyük boyutlar, bu da çalisma performansini düsürür ve yapinin metal yogunlugunu arttirir. Bulusun Özeti Talep edilen bulus tarafindan çözülmesi gereken teknik problem, yakalayicilarin teknik araçlarinin cephaneliginin genisletilmesidir, Bu sayede asansörün kabin kaldirma kuvvetinin (karsi agirligin) yakalayicilardan uzaklastirilmasi, performans özelliklerinin iyilestirilmesine yardimci olmasi, yakalayici yapisinin boyutlarinin ve metal yogunlugunun azaltilmasi, yakalayicilarin çalistirilmasinin güvenilirliginin ve kullanim ömrünün arttirilmasi saglanir. Bu bulusun gerçeklestirilmesiyle elde edilen teknik sonuç, asansör ekipmaninin güvenligini arttirmak, yakalayicilarin güvenilirligini arttirmak, frenleme kuvvetinin düzenlenmesini saglamak yakalayicidan çekilme çabalarinin azaltilmasin saglamak ve yapinin metal yogunlugunun azaltilmasini saglamaktir. Belirtilen teknik sonuç, üzerine eksantrik bir mandalin ve yayli bir fren pabucunun sabitlendigi bir taban (gövde) içeren bir yakalayicida elde edilir. Fren balatasinin bilesimi, fren kuvvetini ayarlama kabiliyetine sahip, üzerlerine disk yayli paketler takilmis kilavuz akslar içerir sikistirma çubugu ve pabucu, yayli merkezleme mekanizmasina sahip. Eksantrik mandal, döndürülebilir alici gövdesine monte edilir ve üzerine prizmalarin yerlestirildigi eksantrik gövdeyi içerir, en az biri disk yaylar ve bir düz ayar elemani (halka veya plaka) vasitasiyla yay yüklüdür. Eksantrik mandal prizmalari, giris parçasinda tirtikli bir çentige sahiptir. Frenleme sirasinda kilavuz ray ile temas eden fren pabucunun dis yüzeyinde bir çentik Fren pabucunun ve sikistirma çubugunun baglanti yüzeyine yaglayici uygulanmistir. Fren pabucu ve sikistirma çubugu arasina, sikistirma çubugu ile temas eden yüzeylere uygulanan düsük sürtünmeli, kayar bir kaplamali plaka yerlestirilebilir. Sikistirma çubugu, fren pabucuna veya kayar plakaya temas yüzeyine uygulanan düsük sürtünme katsayisina sahip bir kaplamaya sahip olabilir. Disk yay paketinin fren kuvvetinin ayarlanmasi, eksantrik prizma ile fren pabucu arasindaki gerekli boslugun da düzenlendigi düz bir ayar elemani (plaka, halka) kullanilarak gerçeklestirilir. Bulusun Açiklanmasina Yardimci Sekiller Bulus, çizimlerle gösterilmektedir, burada: Sekil 1, yakalayicinin genel bir görünümünü, Sekil 2, yakalayicilarin dahil edilme mekanizmasini, Sekil 3, fren balatalarinin tasariminin genel görünümünü, Sekil 4, eksantrik mandalin tasarimini, Sekil 5a ve 5b, eksantrik mandalin nötr konuma göre dönüsünü, Sekil 6, eksantrik mandalin prizmasini, Sekil 7, eksantrik mandalin kendiliginden sikilmasi durumunu, Sekil 8, fren balatasi yapisini, Sekil 9, asansör kabini yakalayicilardan sökerken fren balatasinin hareket ettirilmesi, Sekil 10, fren pabucu ve sikistima çubugu arasinda düsük sürtünme katsayisina sahip bir kayar kaplamali plakaya sahip fren balatasini göstermektedir. Bulusun Açiklanmasina Yardimci Referans Numaralari 1. Taban 2. Eksantrik mandal 3, 15, 24. Fren pabucu 4, 21, 26. Disk yay paketi . Mil 6. Kabin alt kirisi 7. Yakalayici 8. Çekme elemani 9. Geri tepme yayi . Kol sistemi 11. Senkronizasyon mili 12. Kablo kolu 13. Çentikli sürtünme yüzeyi 14. Yaglanmis yüzey 16. Merkezleme yayi 17. Sikistirma çubugu 18. Eksantrik gövdesi 19. Prizmalar . Eksenler 22, 27. Düz ayar elemani 23. Sabitleme vidalari . Kilavuz akslar 28. Kilavuz pimler 29. Ara plaka . Kayar plaka 31. Kilavuz ray Bulusun Açiklanmasi Yakalayicilar (7) asansör emniyetinin bir parçasi olarak çalisir ve kabin hiz sinirlayicisi (karsi agirlik) yukari veya asagi durdugunda otomatik olarak devreye girer. Yakalayicilar (7), kabinin saglik açisindan güvenli bir hizlanma ile durmasini (karsi agirlik) saglamali ve sorun çözülene ve kabini yakalayicilardan (7) çikarana kadar asansör kabinini kilavuz raylarda (31) güvenli bir sekilde tutmalidir. Önerilen tasarimin yakalayicilari (7), bir yolcu veya yük asansörünün kabinine veya karsi agirligina monte edilir ve kabin veya karsi agirligin kilavuzlarinin her biri ile etkilesime girer. Yakalayicinin (7) önerilen tasariminin bilesimi, bir taban (1), mil (5) üzerindeki eksantrik mandal (2) ve disk yay paketine (4) sahip fren pabucu (3) içerir (Sekil 1). Iki yakalayicinin (7) eksantrik mandallari (2), kendi aralarinda ve rot kolu arasinda bir Sekil 2'de, asagidaki parçalarin (elemanlarin) pozisyonlarinin altinda isaretlendigi yakalayicilari (7) açma mekanizmasi gösterilmistir; kabin alt kirisi (6), yakalayici (7), çekme elemani (8), geri tepme yayi (9), kol sistemi (10), senkronizasyon mili (11), kablo kolu (12). Geri tepme yayi (9), asansörün normal çalismasi sirasinda alici eksantrik mandallarin (2) nötr durumda tutmak için yakalayici (7) senkronizasyon sistemine entegre edilmistir. Yakalayicilarin (7) kendiliginden açilmasinin küçük sarsintilardan ve titresimlerden korunmasini saglar. Asansörün ayarlanan hareket hizi asildiginda, çekme elemani (8) kendisine bagli olan kolu hareket ettirerek gerilir ve eksantrik mandali (2) nötr konumdan çikarir. Eksantrik mandal (2), kilavuzun çalisma yüzeyinin disleri ile temas eder. Sürtünme kuvveti nedeniyle kilavuz rayin (31) kendi kendine gerilmesi ve kilavuz rayin (31) tutucunun fren pabucuna (3, 15, 24) bastirilmasi gerçeklesir. Kendinden sikma islemini saglamak için eksantrik mandalin (2) çalisma elemanlari özel bir tirtikli yüzeye sahiptir. Kol sistemi (10) ve senkronizasyon mili (11) sayesinde yakalayicilarin (7) aktivasyonu her iki taraftan da senkron olarak gerçeklesir. Asansörün kabininin (karsi agirlik) durdurulmasi, sürtünme kuvvetinin çalismasi nedeniyle gerçeklesir ve bu da sürtünme katsayisina ve sürtünme yüzeylerinin birbirine karsi baski kuvvetine baglidir. Asansör endüstrisinde kabul edilen standartlar kabin frenlemesinin asiri yüklenmesine tabidir. Göstergelerine göre, yolcularin güvenligini saglamak için 0,2d < p < 1d araliginda olmalidir. Kabinin (karsi agirlik) izin verilen asiri yük ve yumusak frenleme gereksinimlerini karsilamak için, fren pabucu (3, 15, 24), kabinin agirligina ve yük tasima kapasitesine bagli olarak seçilen disk yay paketleri (4, 21, 26), vasitasiyla alici gövdesine kuvvet gönderir. Eksantrik mandalin (2) tasariminda ayrica, asansör kabininin yukari hareket etmesi sirasinda acil frenleme sirasinda frenleme kuvvetini ayarlamak ve güvenlik kosullarini saglamak için tasarlanmis bir disk yay paketi (4, 21, 26) vardir. Kabin durduktan (karsi agirlik) sonra, yakalayici (7) çalisma elemanlari (fren pabuçlari (3, , 24) ve eksantrik mandal (2)) asansör kabinini (karsi agirlik) sabit konumda tutmaya devam eder. Kabinin (karsi agirligin) alicilardan çikarilmasi, kabini düsük hizda yükselterek veya indirerek gerçeklestirilir. Hareket yönü, eksantrik mandalin (2) çevrildigi tarafa baglidir. Sekil 3'de fren balatasinin tasarimi su sekildedir: çentikli sürtünme yüzeyi (13), yaglanmis yüzey (14), fren pabucu (15), merkezleme yayi (16), sikistirma çubugu (17). Asansörün kabininin (karsi agirligin) yakalicilardan (7) kolayca çikarilmasini saglamak için tasarimlarinda nötr konumdan yukari ve asagi hareket edebilen hareketli birfren pabucu (3, , 24) bulunmaktadir. Asagi dogru hareket eden kabin (karsi agirlik) frenlendiginde, fren pabucu (3, 15, 24) nötr konumdan yukari dogru kaydirilir. Yukari dogru hareket eden kabin frenlendiginde (karsi agirlik) asagi dogrudur. Fren pabucunun (3, 15, 24) dis yüzeyinde, kilavuzun çalisma yüzeyinden yaglayiciyi çikarmaya ve sürtünme katsayisini zarar vermeden artirmaya yardimci olan özel bir çentik Fren pabucu (3, 15, 24) ve sikistirma çubugunun (17) birlesme yüzeyine yaglayici uygulanir. Sürtünme katsayilari arasindaki fark, fren balatasinin tüm hareketi ile birlestiginde, asansörün kabinini (karsi agirligini) yakalayicilardan (7) çikarirken, sikilan eksantrik mandalin (2) basitlestirilmis bir sekilde serbest birakilmasina katkida bulunur. Bu da, asansörün kabininin (karsi agirligin) yakalayicilardan (7) sökülme çabasinin azaltilmasina ve asansörün çalisma durumuna getirilmesinin emek yogunlugunun azalmasina ve yakalayicilarin (7) çalisma performansinin artmasina katkida bulunur. Fren baltasi tasariminda saglanan merkezleme yaylari (16), asansörün normal çalismasi sirasinda onu nominal konumda tutacak sekilde tasarlanmistir. Yakalayicinin (7) tasariminda, eksantrik mandal (2), fren pabucunu (3, 15, 24) gerekli olan kilavuza bastiran yapisal bir elemanin islevini çaba yerine getirir. Eksantrik mandalin (2) tasarim yapisi asagidaki parçalari içerir (bak. Sekil 4): eksantrik (halka veya plaka), sabitleme vidalari (23). Eksantrik mandalin tasarimi (2), yakalayici (7) gövdesinin merkezi deliginden geçen bir saftin yerlestirildigi merkezi bir delige sahiptir. Tarafsiz konumuna iliskin olarak (bak. Sekil 1) eksantrik mandal (2) bir yöne veya digerine dönebilir. Dönüs yönü, asansörün kabininin (karsi agirlik) sürüs yönüne baglidir (bak. Sekil 5a ve 5b), burada: Sekil 5a - asagi dogru hareket eden kabinin (karsi agirligin) frenlenmesi, Sekil 5b - yukari dogru hareket eden kabinin (karsi agirligin) frenlenmesi. Kabin acil durum duraginda olusturulan asiri yüke iliskin teknik yönetmeliklerin gerekliliklerini yerine getirmek için frenleme kuvvetini ayarlayabilmeniz gerekir. Kabinin frenleme kuvveti, eksantrik mandal (2) tarafindan üretilen bastirma kuvvetine baglidir. Kabinin asagi hareketini durdururken, kabinin yukari hareketini frenleme kuvvetini asan bir kuvvet olusturmak gerekir. Bu nedenle, Sekli 5b'de ki kilavuz rayini (31) sekildeki baglantiya dogru iten eksantrik mandal (2) prizmasi (19) gövdeye bir disk yay paketi (4, 21, 26) vasitasiyla monte edilir. Eksantrik mandalin (2) düzgün çalismasi için, prizmalarin (19) çalisma düzlemlerinin (kilavuz rayin (31) yüzeyine sürtünen düzlemler) merkez eksenine göre tam olarak karsilikli olarak konumlandirilmasi gerekir. Prizmanin (19) konumu, istenen kalinlikta bir düz ayar elemani (22) (rondela, plaka) seçilerek ayarlanir (bak. Sekil 4). Sunulan tasarim çözümü, çesitli tasima kapasitelerine sahip asansörler için ayni tasarima sahip prizmalarin (19) ve yapisal olarak benzer eksantrik mandallarin (2) kullanilmasina izin verir ve ayrica, eksantrik mandalin (2) tamami degil, bu çelik kalitelerinden yalnizca prizmalar (19) yapildigi için alasimli çelik kalitelerinin tüketimini azaltmaya izin verir. Yük kapasitesi, disk yay paketi (4, 21, 26) sayisi ve düz ayar elemaninin (22, 27) (rondelalar, plakalar) kalinliginin seçimi ile gerçeklestirilir. Bu da eksantrik mandal (2) ve yakalayici (7) imalatinin bir bütün olarak üretim, montaj ve kalite kontrolünün üretile bilirligini arttirir. Mekanizmanin çalismasi açisindan, eksantrik mandalin (2) önerilen tasarimi, yakalayicinin (7) asansörün yavaslamasi ve yukari çikmasi sirasinda yüksek güvenilirlikle gerekli hizlanma yavaslamasi degerlerini gelistirmesini saglar. Eksantrik mandal (2) prizmasi (19), eksantrik mandal (2) yapisinin çalisma elemanidir ve çalisma sürecinde kilavuz ray (31) ile dogrudan yakalayici (7) ile etkilesime girer. Kendinden sikmayi saglamak için, eksantrik mandal (2) prizmalarinin (19) giriste özel bir çentigi vardir, bu da kendiliginden sikma aninda sürtünme katsayisindaki yerel bir artis nedeniyle eksantrik mandalin (2) ve yakalayicinin (7) boyutunu bir bütün olarak küçültmeyi mümkün kilar. Bu da, yakalayici (7) tasariminin metal tüketimini azaltmaya yardimci olur. Prizmanin (19) dis yüzeyi ve çentigin geometrisi Sekil 6'da gösterilmistir ve formül 1 ile belirlenir. Rçiußpuüâmê -_. R5- Eti iiwjph' "1 - u' burada RN, dönme ekseninden disin tepesine dikey mesafedir, RF, kilavuz ray (31) ile temas ettigi anda dönme ekseninden disin tepesine yatay mesafedir, uuiapH, eksantrik mandalin (2) mafsal tertibatindaki sürtünme katsayisidir, u kilavuz boyunca eksantrik mandal (2) prizmasinin (19) sürtünme katsayisidir, rB eksantrik mandal (2) ekseninin (20) yariçapidir (sekil 7'ye bakiniz). Sonraki her dis için RN ve RF kombinasyonlari, fren degisir. Yukarida açiklanan dislerin prizma (19) giris kisminda bulunmasi, hiz sinirlayici devreye girdiginde eksantrik mandalin (2) çalisma konumuna getirilmesini garanti eder. Yakalayici (7) fren balatalari, asansör kabininin gerekli çabayla durmasini saglar. Fren balatasi yapisi asagidaki yapi elemanlarini içerir (Sekil 8'e bakiniz): fren pabucu (24), sikistirma çubugu (17), kilavuz akslar (25), disk yay paketleri (26), düz ayar elemanlari (27) (rondelalar veya plakalar), merkezleme yaylari (16), kilavuz pimler (28). Asansör kabininin tasarimla yakalayicilardan (7) sökülme kuvvetini azaltmak için fren balatasi yapisi ayrica, yakalayicilara (7) inerken asansör kabininin hareket yönünün tersi yönünde nötr konumdan hareket ettigini dikkate alir. Asansör kabini yakalayicilardan (7) sökerken, baglanti ayrica kabin hareketinin tersi yönde hareket edecektir. Nominal konumu geçtikten sonra, eksantrik mandal (2) yerinden çikarken uç konuma konumuna hareket eder (bak. Sekil 9). Eksantrik mandalin (2) kilavuz raydan (31) tamamen çikacagi sekilde fren pabucunun ( 3, , 24) çalisma stokunun degeri seçilir. Merkezleme yaylari (16), asansörün normal çalismasi sirasinda baglantiyi nominal konumda tutar. Fren pabucu (3, 15, 24) ile sikistirma çubugu (17) arasindaki sürtünme katsayisini en aza indirmek için temas yüzeylerine bir yaglayici uygulanir. Çalisma yüzeyinde düsük sürtünmeli bir kaplamaya sahip bir ara parça olan bir kayar plaka (30) kullanmak da mümkündür (Sekil 10'a bakiniz). Ayrica fren pabucu (24) (Sekil 8) veya ara plaka (29) (Sekil 10) ile temas yüzeyindeki sikistirma çubuguna (17) benzer bir kayar plaka (30) uygulanabilir. FrenIeme sirasinda kilavuz ray (31) ile temas eden fren pabucunun (3, 15, 24) dis yüzeyinde bir çentik vardir. Bu çentik yardimiyla, sürtünme katsayisini azaltan fren pabucu (3, 15, 24) ve kilavuzun ray (31) temas bölgesinden gres, toz ve mikro partiküller çikarilir. Disk yay paketleri (4, 21, 26) ve düz ayar elemaninin (22, 27) (rondela veya plaka) boyutu, asansörün yük tasima kapasitesine ve kullanilan kilavuz rayin (31) türüne bagli olarak seçilir. Disk yay paketleri (4, 21, 26) vasitasiyla kabin frenIeme kuvveti ayarlanir, düz ayar elemani arasinda gerekli bosluk ayarlanir. TR TR TR DESCRIPTION CATCHER Technical Field of the Invention The invention relates to the construction of elevators, in particular to a two-way soft braking catcher, and provides a safe emergency solution for the elevator car (counterweight) in case the set speed is exceeded, including situations in which the traction elements are disabled, situations in which the traction elements are broken and held on the rails. It is designed to stop. Background of the Invention From the prior art, a gripper with a brake device on the vehicle for lifting the elevator load is known. The brake device, which interacts with the rail conductor of the hoist, includes a disc cam mounted in a rotatable manner around the axis of the disc cam, furthermore, the gripper includes an electrically operated activation mechanism. contains, which rotates the disc cam to the angle of rotation which activates the catcher to activate it, moreover, the cam disc is designed in such a way that it comes into contact with the rail conductor due to the rotation to its angle along the angle of rotation leading to the activation, as a result of which, when the hoist moves relative to the safety device , the rail guide rotates the cam disc into a position where the braking device, and therefore the safety device, produces the intended braking action relative to the rail guide. The electrically controlled activation mechanism includes an activation lever and an activation spring, which are rotatably mounted on the closure, furthermore, the operating lever is mounted with the ability to be locked in the initial position, and the activation lever is activated by the activation spring in the direction of the final position when the activation mechanism is released. It is made movable, moreover, the control arm is connected to the disk glass in such a way that moving the control arm from the activation spring from the initial position towards the final position by the activation lever drive, the disk glass Disadvantages of the known solution are: the car / counter weight of the elevator is taken from the receivers as it requires a great effort relatively large dimensions to ensure difficult, self-tightening condition, which reduces operating performance and increases the metal density of the structure. Summary of the Invention The technical problem to be solved by the claimed invention is the expansion of the arsenal of technical means of the catchers, thereby removing the elevator's cabin lifting force (counterweight) from the catchers, helping to improve the performance characteristics, reducing the dimensions and metal density of the catcher structure, improving the reliability of the operation of the catchers and their service life. It is possible to increase it. The technical result achieved by realizing this invention is to increase the safety of the elevator equipment, increase the reliability of the catchers, ensure the regulation of the braking force, reduce the efforts of pulling from the catcher and reduce the metal density of the structure. The specified technical result is achieved in a catcher consisting of a base (body), on which an eccentric ratchet and a spring brake shoe are fixed. The composition of the brake pad includes guide axles with disc spring packages installed on them, with the ability to adjust the braking force. compression rod and shoe have a spring centering mechanism. The eccentric latch is mounted on the rotatable receiver body and includes the eccentric body on which the prisms are placed, at least one of which is spring loaded by means of disc springs and a flat actuator (ring or plate). Eccentric ratchet prisms have a serrated notch on the entry piece. A notch is present on the outer surface of the brake shoe, which comes into contact with the guide rail during braking. Lubricant has been applied to the connection surface of the brake shoe and compression rod. A low-friction, sliding coated plate can be placed between the brake shoe and the compression rod, which is applied to the surfaces in contact with the compression rod. The clamping rod may have a low coefficient of friction coating applied to the contact surface of the brake shoe or sliding plate. Adjustment of the braking force of the disc spring package is carried out using a flat adjusting element (plate, ring), on which the required gap between the eccentric prism and the brake shoe is also regulated. Figures Helping to Explain the Invention The invention is illustrated by drawings, where: Figure 1 shows a general view of the catcher, Figure 2 shows the mechanism of inclusion of the catchers, Figure 3 shows a general view of the design of the brake pads, Figure 4 shows the design of the eccentric pawl, Figures 5a and 5b show the eccentric pawl. its rotation relative to the neutral position, Figure 6, the prism of the eccentric pawl, Figure 7, the automatic tightening of the eccentric pawl, Figure 8, the brake pad structure, Figure 9, moving the brake pad when removing the elevator car from the catchers, Figure 10, the low gap between the brake shoe and the compression rod shows a brake pad with a sliding lining plate with a coefficient of friction. Reference Numbers to Help Explain the Invention 1. Base 2. Eccentric pawl 3, 15, 24. Brake shoe 4, 21, 26. Disc spring package. Shaft 6. Cabin bottom beam 7. Catcher 8. Pulling element 9. Recoil spring. Arm system 11. Synchronization shaft 12. Cable arm 13. Notched friction surface 14. Lubricated surface 16. Centering spring 17. Compression rod 18. Eccentric body 19. Prisms. Axes 22, 27. Flat actuator 23. Fixing screws . Guide axles 28. Guide pins 29. Intermediate plate. Sliding plate 31. Guide rail Explanation of the Invention Catchers (7) work as a part of the elevator safety and are automatically activated when the cabin speed limiter (counterweight) stops up or down. The catchers (7) must ensure that the car stops with a health-safe acceleration (counterweight) and keep the elevator car securely on the guide rails (31) until the problem is solved and the car is removed from the catchers (7). The grippers 7 of the proposed design are mounted in the car or counterweight of a passenger or freight elevator and interact with each of the guides of the car or counterweight. The composition of the proposed design of the catcher (7) includes a base (1), eccentric pawl (2) on the shaft (5) and brake shoe (3) with disc spring package (4) (Figure 1). The eccentric latches (2) of the two catchers (7) are located between each other and the tie rod. Figure 2 shows the mechanism of opening the catchers (7), under which the positions of the following parts (elements) are marked; cabin bottom beam (6), catcher (7), pulling element (8), recoil spring (9), arm system (10), synchronization shaft (11), cable arm (12). The return spring (9) is integrated into the catcher (7) synchronization system to keep the receiver eccentric latches (2) in neutral during normal operation of the elevator. It ensures that the automatic opening of the catchers (7) is protected from small shocks and vibrations. When the set movement speed of the elevator is exceeded, the pulling element (8) is stretched by moving the arm attached to it and removes the eccentric latch (2) from the neutral position. The eccentric pawl (2) comes into contact with the teeth of the working surface of the guide. Due to the friction force, the guide rail (31) is self-tensioned and the guide rail (31) is pressed against the brake shoe (3, 15, 24) of the holder. The working elements of the eccentric ratchet (2) have a special serrated surface to ensure self-tightening. Thanks to the arm system (10) and the synchronization shaft (11), the activation of the catchers (7) occurs synchronously from both sides. Stopping the elevator cabin (counterweight) occurs due to the work of the friction force, which in turn depends on the coefficient of friction and the pressing force of the friction surfaces against each other. Standards accepted in the elevator industry are subject to overload of car braking. According to its indicators, it should be in the range of 0.2d < p < 1d to ensure the safety of passengers. In order to meet the permissible overload and soft braking requirements of the cabin (counterweight), the brake shoe (3, 15, 24) provides force to the receiver body through the disc spring packages (4, 21, 26), which are selected depending on the weight and load-carrying capacity of the cabin. sends. The design of the eccentric ratchet (2) also includes a disc spring package (4, 21, 26), designed to adjust the braking force and ensure safety conditions during emergency braking during the upward movement of the elevator car. After the car stops (counterweight), the catcher (7) working elements (brake shoes (3, , 24) and eccentric latch (2)) continue to keep the elevator car (counterweight) in a fixed position. Removal of the cabin (counterweight) from the receivers is carried out by raising or lowering the cabin at low speed. The direction of movement depends on the side to which the eccentric ratchet (2) is turned. In Figure 3, the design of the brake pad is as follows: notched friction surface (13), lubricated surface (14), brake shoe (15), centering spring (16), compression rod (17). In order to ensure that the elevator cabin (counterweight) can be easily removed from the catchers (7), their design includes a movable brake shoe (3, 24) that can move up and down from the neutral position. When the downward-moving cabin (counterweight) is braked, the brake shoe (3, 15, 24) is shifted upwards from the neutral position. The cabin moving upwards moves downwards when it is braked (counterweight). A special notch is made on the outer surface of the brake shoe (3, 15, 24), which helps to remove the lubricant from the working surface of the guide and increase the coefficient of friction without damaging it. Lubricant is applied to the mating surface of the brake shoe (3, 15, 24) and the compression rod (17). The difference in friction coefficients, combined with the entire movement of the brake pad, contributes to a simplified release of the tightened eccentric ratchet (2) when removing the cabin (counterweight) of the elevator from the catchers (7). This contributes to reducing the effort of dismantling the elevator cabin (counterweight) from the catchers (7) and reducing the labor intensity of bringing the elevator into operating condition and increasing the working performance of the catchers (7). The centering springs (16) provided in the brake axle design are designed to keep it in the nominal position during normal operation of the elevator. In the design of the catcher (7), the eccentric pawl (2) performs the function of a structural element that presses the brake shoe (3, 15, 24) to the required guide. The design structure of the eccentric latch (2) includes the following parts (see Fig. 4): eccentric (ring or plate), fastening screws (23). The design of the eccentric ratchet (2) has a central hole in which a shaft is placed passing through the central hole of the catcher (7) body. Regarding its neutral position (see Fig. 1) the eccentric pawl (2) can rotate in one direction or the other. The direction of rotation depends on the direction of travel of the elevator car (counterweight) (see Figures 5a and 5b), where: Figure 5a - braking of the downward-moving car (counterweight), Figure 5b - braking of the upward-moving car (counterweight) . You must be able to adjust the braking force to meet the requirements of the technical regulations regarding the overload created at the cabin emergency stop. The braking force of the cabin depends on the pressing force produced by the eccentric ratchet (2). When stopping the downward movement of the cabin, it is necessary to create a force that exceeds the braking force of the upward movement of the cabin. For this reason, the eccentric latch (2) prism (19), which pushes the guide rail (31) in Figure 5b towards the connection in the figure, is mounted to the body by means of a disc spring package (4, 21, 26). In order for the eccentric ratchet (2) to function properly, the working planes of the prisms (19) (the planes rubbing on the surface of the guide rail (31)) must be positioned exactly opposite each other with respect to the central axis. The position of the prism (19) is adjusted by selecting a flat adjustment element (22) (washer, plate) of the desired thickness (see Figure 4). The presented design solution allows the use of prisms (19) of the same design and structurally similar eccentric latches (2) for elevators with various carrying capacities, and also because only the prisms (19) are made from these steel grades, and not the entire eccentric latch (2). Allows to reduce the consumption of alloy steel grades. The load capacity is achieved by choosing the number of disc spring packages (4, 21, 26) and the thickness of the flat adjusting element (22, 27) (washers, plates). This increases the manufacturability of the production, assembly and quality control of the eccentric latch (2) and catcher (7) manufacturing as a whole. In terms of the operation of the mechanism, the proposed design of the eccentric ratchet (2) allows the catcher (7) to develop the necessary values of acceleration deceleration with high reliability during deceleration and ascent of the elevator. The eccentric ratchet (2) prism (19) is the working element of the eccentric ratchet (2) structure and interacts directly with the catcher (7) via the guide rail (31) during the working process. To ensure self-tightening, the prisms 19 of the eccentric ratchet (2) have a special notch at the entrance, which makes it possible to reduce the size of the eccentric ratchet (2) and the catcher (7) as a whole due to a local increase in the coefficient of friction at the time of self-tightening. This helps reduce the metal consumption of the catcher (7) design. The outer surface of the prism (19) and the geometry of the notch are shown in Figure 6 and are determined by formula 1. Rçiußpuüâmê -_. R5- Eti iiwjph' "1 - u' where RN is the vertical distance from the axis of rotation to the top of the tooth, RF is the horizontal distance from the axis of rotation to the top of the tooth at the moment of contact with the guide rail (31), uuiapH is the coefficient of friction in the joint assembly of the eccentric ratchet (2), u is the coefficient of friction of the prism (19) of the eccentric pawl (2) along the guide, rB is the radius of the axis (20) of the eccentric pawl (2) (see figure 7). For each subsequent tooth, the combinations of RN and RF, the brake changes. The prism of the teeth described above (19) located at the entrance ensures that the eccentric pawl (2) is brought to the operating position when the speed limiter is activated. The catcher (7) brake pads ensure that the elevator car stops with the necessary effort. The brake pad structure includes the following structural elements (See Figure 8) : brake shoe (24), compression rod (17), guide axles (25), disc spring packages (26), flat adjusting elements (27) (washers or plates), centering springs (16), guide pins (28). In order to reduce the removal force of the elevator car from the catchers (7) by design, the brake pad structure also takes into account that when descending to the catchers (7), it moves from the neutral position in the opposite direction to the direction of movement of the elevator car. When removing the elevator car from the catchers (7), the coupling will also move in the opposite direction of the car movement. After passing the nominal position, the eccentric pawl (2) moves to its end position while disengaging (see Fig. 9). The working stock value of the brake shoe (3, 24) is selected so that the eccentric pawl (2) completely comes out of the guide rail (31). Centering springs (16) keep the connection in the nominal position during normal operation of the elevator. To minimize the coefficient of friction between the brake shoe (3, 15, 24) and the compression rod (17), a lubricant is applied to the contact surfaces. It is also possible to use a slide plate 30, which is a spacer with a low-friction coating on the working surface (see Figure 10). Additionally, a sliding plate (30) similar to the compression bar (17) can be applied on the contact surface with the brake shoe (24) (Figure 8) or intermediate plate (29) (Figure 10). There is a notch on the outer surface of the brake shoe (3, 15, 24), which contacts the guide rail (31) during braking. With the help of this notch, grease, dust and micro particles are removed from the contact area of the brake shoe (3, 15, 24) and the guide rail (31), which reduces the coefficient of friction. The size of the disc spring packages (4, 21, 26) and the flat adjustment element (22, 27) (washer or plate) is selected depending on the load-carrying capacity of the elevator and the type of guide rail (31) used. Cabin braking force is adjusted by means of disc spring packages (4, 21, 26), and the necessary gap is adjusted between the flat adjustment element.TR TR TR

TR2022/007350 2020-11-03 CATCHER TR2022007350T2 (en)

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