WO2013092160A1

WO2013092160A1 - Arrangement for a lift, and method for operating a lift

Info

Publication number: WO2013092160A1
Application number: PCT/EP2012/073953
Authority: WO
Inventors: Hans Kocher
Original assignee: Inventio Ag
Priority date: 2011-12-19
Filing date: 2012-11-29
Publication date: 2013-06-27
Also published as: EP2607287A1

Abstract

An arrangement for a lift for carrying people or goods has a sliding guide shoe (4) which can be moved along a guide rail (3) for guiding a car (2) of the lift. A sliding surface (14, 16), which is assigned to a guide surface (11, 12) of the guide rail (3) and belongs to the sliding guide shoe (4), has arranged in it at least one damping region (18, 19, 20, 29) which, for reducing vertical oscillations of the car (2) during standstill, can be pressed against the guide surface (11, 12) with the aid of an activatable control device (6), with an electric motor (23).

Description

Device for an elevator and method for operating an elevator

The invention relates to a device for a lift for people or goods promotion according to the preamble of claim 1. Furthermore, the invention relates to a method for operating an elevator. Lifts contain cabs which are movable via suspension means, for example in the form of suspension ropes or carrying straps, by means of a drive unit in an elevator shaft. In the elevator shaft guide rails are fixed, which specify a linear guide for the elevator car. To guide the cabin sliding guide shoes are often used, which are movable along a guide rail and slide with little play along the guide rail.

Sliding guide shoes for guiding elevator cars have been known and used for a long time. From DE 203 15 915 Ul, for example, a sliding guide shoe with a guide shoe housing and a two-part insert used in this is known. The in cross-section U-shaped insert has an inner plastic element which forms sliding surfaces for the guide rail.

Persons or goods entering or leaving the elevator car cause undesirable vertical vibrations of the cabin because of the elasticity of the suspension elements. Such vertical vibrations occur in particular on lifts on suspension straps based on suspension, which enjoy in recent times growing popularity. Since belts have a less favorable vibration behavior compared to steel cables, the vertical vibrations increasingly affect the comfort feeling of the passengers and the operational safety. The problem is exacerbated by the way with increasing elevator height. To reduce such vertical vibrations is known to use separate vibration damper, which - compared to, for example, catch brakes or other safety-related braking devices - act on the guide rail with a small braking force.

A damper unit for reducing vertical vibrations of the elevator car in standstill phases has become known, for example, from EP 1 424 302 A1. It shows an elevator car with a damper unit which presses one of the two mutually opposite guide surfaces of the guide rail with a pressing force. suggests. To activate the damper unit during a cabin standstill, it is mechanically coupled to a door opening unit of the cabin. When the car door is opened, a brake element located at a free end of a lever arm is simultaneously pressed against the guide rail. Because of the complicated lever and gear mechanism, however, this solution is expensive and prone to failure. Another disadvantage is that results from the unilaterally initiated braking force unfavorable distribution of forces on the cabin and on the guide rail. Incidentally, this arrangement could not be used in existing metal sheets guide rails.

It is therefore an object of the present invention to avoid the disadvantages of the known and in particular to provide a device with which in a simple and robust way vertical vibrations of the elevator car during a standstill can be reduced. In particular, a trouble-free operation as possible should be ensured during a long operating period. Furthermore, the device should be inexpensive to purchase and during operation.

These objects are achieved according to the invention with a device having the features of claim 1. The device comprises a sliding guide shoe which can be moved along a guide rail extending in a running direction. The guide rails have mutually opposite guide surfaces and a front guide surface connecting the two guide surfaces. The fact that at least one damping region is arranged at least in one of a guide surface of the guide rail sliding surface of Gleitfüh- ment shoe, which can be pressed by means of an activatable actuating device against the guide surface, various advantages can be achieved. In addition to the sliding guide, the device also optimally reduces vertical vibrations of the elevator car during a standstill, which are caused by load changes. Such load changes cause the car entering or leaving the cabin. The inventive device can be further manufactured as a compact Gleitführungs- and vibration damping module. Due to the special integration of a damper unit to reduce the vertical vibrations of the cabin in Gleitführungsschuh no separate damper units are required. Another advantage results from the considerable weight savings. Finally, it is easily possible with the device, existing plants with low like to convert effort (retrofit).

The damping region can be configured in such a way that it can be guided in a sliding position along the respective guide surface during a cabin ride in a rest position. Alternatively, the damping region may also be formed by a surface, which is arranged offset from the adjacent sliding surface and is thus not acted upon during the car ride through the guide surface. In a car standstill and in particular when the car doors are opened, the actuating device can be activated and the damping region pressed against the guide surface of the guide rail or pressed according to a control command transmitted by a control device. By means of this braking action, vertical vibrations can be reduced simply and efficiently to a sufficient extent or, if required, even completely or at least virtually prevented. Experiments have shown that comparatively low pressing forces are necessary for the reduction of vertical vibrations during a car standstill.

In a first embodiment, the mentioned adjusting device may include a linear drive, a motor-driven lever mechanism, an eccentric or hydraulic or pneumatic means for generating the pressing force for the vibration damping.

The device may further include an electric motor for activating or driving the actuator. The electric motor can be designed, for example, as a stepping motor with which the desired pressing force for reducing the vertical vibrations of the cabin can be adjusted with high precision.

The device may have a control device or be connected or connectable to a control device, via which the electric motor or another actuator for activating or driving the adjusting device for pressing the guide surface can be actuated.

The Gleitführungsschuh can have at least one guide channel with opposite sliding surfaces. In this case, at least one of the opposite sliding surfaces having the aforementioned damping region, which can be pressed against the guide surface. The guide channel may extend in the running direction and the Include guide rail.

It may be advantageous if the device for forming the damping region comprises a recess or an interruption in the sliding surface, in which a braking surface is arranged. For example, if the device has a sliding element for forming the sliding surfaces, it may be advantageous if the braking surface is formed by a separate component. In the case of the recess, the braking surface may be arranged in the sliding surface in such a way that the braking surface is surrounded by a sliding surface. A recorded in an interruption braking surface can lie between two sliding surfaces.

For certain applications, it may be advantageous if the surface of the device facing a guide surface has a segment-like structure. For example, the device may have, on at least one side facing a guide surface of the guide rail, a braking surface to which a sliding surface section adjoins at least one and preferably both sides in relation to the running direction. The respective sliding surface can therefore consist of two sliding surface sections, which are interrupted by a braking surface or separated from each other by the braking surface.

It may be particularly advantageous when the braking surface is positioned in a rest position preferably set back by at least a minimum distance or distance from the sliding surface. For optimum driving operation, the braking surface in the rest position is positioned at a distance of at least 0.5 mm and preferably at least 1 mm from the sliding surface.

The braking surface may have a surface with a higher coefficient of friction compared to the sliding surface. Further, it may be advantageous if the sliding surface and the braking surface are based on different materials. A sliding element forming the sliding surface can consist, for example, of PTFE or UHMW-PE or of another plastic with a low coefficient of friction.

The braking surface may be, for example, a metallic surface. Of course, the braking surface could - like the adjacent sliding surfaces - also on an art Fabric material consist. To create an advantageous braking surface are, for example, known at least in the automotive industry under the names "Semi-Metallic", "Organic" or "low-metallic" known brake pads.

Good damping results can be achieved if the braking surface has a coefficient of friction which is at least twice, preferably at least three times and particularly preferably at least four times as great as that of the sliding surface.

In a further embodiment, the device may have (with respect to the guide channel) on one side a damping region with a braking surface that can be actively pressed against the guide surface. On the other side or on the opposite side, it can have a second damping region formed, for example, by a braking surface, which can be actively or passively pressed against the opposite guide surface. The variant with a two-sided activation (mutually opposite damping areas are actively pressed against the respective guide surfaces) has the advantage that in this way a comparatively large air gap for driving between the guide surface and damping area surface is particularly easy to achieve. The one-sided activation variant requires less moving parts.

An advantageous device may have on one side of the Gleitführungsschuhs a passive braking surface, which is configured stationary with respect to the Gleitführungsschuh. The device may further comprise on the other side of the Gleitführungsschuhs an activatable braking surface, which is fully or partially movable in the direction of the respective guide surface of the guide rail after activation via the adjusting device. The braking surfaces of the two sides can be configured congruent. For certain uses, it may be advantageous if the opposing braking surfaces are offset relative to one another with respect to the running direction.

The device may comprise a braking surface having a braking element which is mounted transversely and preferably displaceable in a guide housing at right angles to the direction. In the guide shoe housing may further be used a cross-sectionally U-shaped sliding element. The sliding element may be formed as a one-piece component forming a U-profile. Alternatively, in the guide shoe housing also two or three plate-shaped sliding elements, each sliding element each forming a sliding surface. The guide shoe housing may be connected or connectable to a bracket, which in turn is attached to the elevator car.

At least one brake element of the device can be designed as an activatable by means of the actuator brake pad. The brake pad may have a substantially cuboidal shape at least with respect to its contour. The device may further comprise on at least one side of a guide shoe housing facing a guide rail a cavity complementary to the brake pad, in which the brake pad is slidably received.

The brake pad may have a bearing opening, for example in the form of a bore, in which an eccentrically mounted in the guide shoe housing rotatably mounted eccentric body or in which a rotatably mounted in the guide shoe housing control body. Eccentric body or control body may be connected directly or via a gear for driving the rotational movement with an electric motor. The eccentric body of the adjusting device based on an eccentric mechanism can have a circular-cylindrical lateral surface at least in one active section. The control body has a lateral surface for specifying a non-circular control curve. The eccentric mechanism allows a precise and at the same time simple loading of the braking surface with a pressing force with high power transmission to reduce the vertical vibrations of the elevator car in standstill phases, whereby small actuators (for example electric motor) can be used. Of course, in principle, other solutions for moving the brake pad would be conceivable.

Opposite the brake pad, a holding jaws preferably provided with a braking surface can be arranged as a passive brake element in the sliding guide shoe. Theoretically, however, it would also be conceivable to provide the retaining jaws with a surface which could correspond to the adjacent sliding surface. When activating the opposite brake pad, the guide rail is clamped between the brake pad and holding jaws. The holding jaws thus forms a kind of abutment on which the guide rail can be supported.

The holding jaw may preferably be fixed with a holder for holding the guide be connected. It may be particularly advantageous if the Gleitfüh- ment shoe has a brake pad opposite sliding surface and when the braking surface of the holding jaw is positioned in a rest position preferably set back by at least a minimum distance relative to the adjacent sliding surface.

It may be advantageous further if the sliding surface adjacent to the holding jaws is resiliently embedded in the device in such a way that - when pressure is applied by the guide rail after activation of the opposing brake pad - the sliding surface mentioned gives way. The braking surface of the holding jaw can thus be arranged comparatively rigidly in the guide shoe, while the adjacent sliding surfaces can yield. Thus, an efficient and simple braking application for the reduction of vertical vibrations of the elevator car in standstill phases is ensured even on the opposite side, without causing a disturbing braking effect when driving the car.

An alternative embodiment relates to a device having two braking elements each having a braking surface, which are movable simultaneously with a common adjusting device. The brake elements may preferably be fixedly connected to each other and about a (preferably symmetrically with respect to the sliding surfaces and / or braking surfaces arranged) axis of rotation from a rest position to an active position for applying the pressing force for the vibration damping are pivotable. The two brake elements can be configured monolithically or integrally by means of fastening means. The adjusting device may comprise a clamping lever arrangement, on which the two brake elements are arranged.

An alternative device may comprise a damping region, which forms a sliding surface in a rest position or is part of the sliding surface. In this case, the damping region of the sliding surface for generating the pressing force for the vibration damping inwardly (or in the direction of the guide surface of the guide rail) may be deformable. The sliding surface is locally deformed in an activated position. The sliding surface may lie together with the damping region in the rest position on a common plane, while in the active position, the sliding surface may be curved in the damping region. Theoretically, however, it would even be conceivable to transfer this active mechanism to a brake unit for braking an elevator car. The sliding surface can be formed by a sliding lining, which is supported on a resilient and preferably made of spring steel supporting wall. The support wall can be deformed in the form of a curvature inwardly under the action of attacking means, for example in the form of rams or eccentric bodies or discs inwardly, the support wall automatically resumes its original shape after removal of the action of the engaging means. The sliding coating can be formed, for example, by a flat plastic B auteil. However, it can be advantageous if the sliding lining is part of a cross-sectionally approximately U-shaped one-piece or multi-part sliding element. Likewise, the support wall could be part of a support structure which is configured in cross section as a U-shaped profile. The support structure may be inserted together with the sliding element in the guide channel of the guide shoe housing. It would be conceivable even an embodiment without supporting wall. In this case, the attacking means would be directly in operative connection with the sliding coating.

The engagement means for deforming the sliding surface for generating the pressing force for the vibration damping can have a preferably disc-shaped eccentric body, which defines a rest position or an active position depending on the rotational position.

The invention may further be directed to an elevator having a cab guided along guide rails, the cab having at least one device in the manner previously described. It may be particularly advantageous if the cabin has at least one such device and a conventional guide shoe. For example, depending on the guide rail, the cabin can have a guide shoe having a damping function for reducing the vertical vibrations of the cabin and a guide shoe without such a damping function.

Another aspect of the invention relates to a method of operating an elevator. The elevator has a Gleitführungsschuh, which is movable along a guide rail. The guide shoe has at least one sliding surface sliding along a guide surface of the guide rail and causing vertical vibrations of the elevator car during a standstill by load changes by persons entering or leaving the cabin by pressing a damping region disposed in the sliding surface against the guide surface of the guide rail reduced.

Further individual features and advantages of the invention will become apparent from the following description of exemplary embodiments and from the drawings. Show it:

FIG. 1 shows a simplified representation of a lift in a side view,

FIG. 2 shows a greatly simplified representation of a device according to the invention for the elevator according to FIG. 1 in a plan view,

FIG. 3 a schematic representation of a further device in a rest position,

FIG. 4 shows the device in an active position,

Figure 5 is a schematic partial view of a device according to an alternative

Embodiment (device),

6 shows a constructive solution for the device according to the invention (in rest position) in a perspective view,

FIG. 7 shows the device from FIG. 6 in the active position,

FIG. 8 is a perspective view of an alternative device;

FIG. 9 shows a perspective view of the device according to FIG. 8 from a different angle,

FIG. 10 shows a lever arrangement with two brake elements for the device according to FIGS. 8 and 9,

Figure 11 is a rear view of the device according to the embodiment of

FIG. 8 in a somewhat reduced perspective view, FIG. 12 shows the device from FIG. 11, but without a console,

Figure 13 is a perspective view of the device according to an alternative

Embodiment,

FIG. 14 shows a plan view of the device according to FIG. 13,

Figure 15 is a front view of the device in the rest position, and

Figure 16 shows the device in the active position.

Figure 1 shows an elevator with a cab 2 movable up and down for the transport of persons or goods. As a support means for moving the car 2 are exemplary configured as a belt or ropes support means 32. For the guidance of the car 2, the elevator system 2 in the vertical direction z extending guide rails 3 on. The guide rail 3 has three planar, extending in the z-direction guide surfaces (see further below Fig. 2). On the car 2 Gleitführungs- modules 1 and 40 are arranged, which slide in the cabin ride with little play along the guide surfaces of the guide rails 3. The upper module 40 is a conventional sliding shoe. With 1, a device is referred to, on the one hand serves for sliding guidance of the cabin along the guide rails. In contrast to the sliding guide shoe 40, which is known per se, the device 1 is, on the other hand, equipped with an additional function. Specifically, with the device 1 further undesirable vertical vibrations of the cabin can be reduced during a standstill. Such vertical vibrations occur when people enter or leave the cabin 2. The change in load causes the car 2 to vibrate. This phenomenon is particularly pronounced in sling-based elevators and elevators with high shaft heights. In order to reduce these vertical oscillations, a damper unit (not shown here) integrated in the device 1, which damper unit can be actuated via a control device 33. The control device 33 sends, for example, as soon as the car stops or when the car door opens, a control command to the device 1 for activating the damper unit. The activation is usually maintained until the doors are closed again and thus no significant load changes are possible. The basic structure and the mode of action of the device according to the invention

1 can be taken from FIG. As can be seen from the highly simplified illustration according to FIG. 2, the device 1 contains a sliding guide shoe 4 for guiding the cabin

2 along the guide rail 3. The Gleitführungsschuh 4 has evidently a guide channel, which comprises the guide rail. The guide rail 3 is designed as a T-shaped profile and has a rail foot 30 attached to a shaft wall 21 and a rail web 31. The rail web 31 has two mutually opposite guide surfaces 11 and an end-side guide surface 13. The Gleitführungsschuh 4 comprises a complementary to the rail web 31 designed and sliding surfaces 14, 15, 16 having guide channel. In the region of the opposing sliding surfaces 14, 16 of the guide channel of the Gleitführungsschuhs 4 brake elements 7, 8 of a damper unit 5 are arranged on both sides. The brake elements 7 and 8 have the guide surfaces 11 facing braking surfaces 18. The braking surfaces 18 arranged in the sliding surfaces 14 form damping regions which can be pressed against the guide surfaces 14 in order to reduce the vertical vibrations of the car 2 during standstill phases by means of an activatable actuating device (not shown here). As can be seen from the rest position shown in Figure 2, the braking surfaces 18 are positioned in the rest position relative to the adjacent sliding surfaces 14 set back. For the vibration damping, the plunger-type brake elements 7, 8 are moved against the guide rail 3 and pressed against them (the respective directions of movement are indicated by the arrows e and e '). The movement of the brake elements 7, 8 is preferably carried out simultaneously. The device 1 is particularly superior in terms of cost, space and weight over the previously known systems.

The operating principle of the device for guiding the elevator car and for reducing the vertical vibrations in standstill phases is further shown with reference to FIGS. 3 and 4. Figure 3 shows a device 1, in which the two brake elements 7, 8 are in a rest position in which they do not act on the guide rail 3. The respective brake elements 7 and 8 are mounted displaceably in the guide shoe housing 10 approximately at right angles to the running direction z and can be displaced in the x direction. The sliding surface in which the braking surface 18 is arranged approximately centrally, is constructed like a segment. The left of the guide surface 11 of the guide rail 3 assigned The sliding surface 14 therefore consists of a first and a second sliding surface section 14 'and 14 ". The sliding surface 16 associated with the guiding surface 12 consists of the similarly designed sliding surface sections 16' and 16". The distance by which the braking surfaces 18 are offset outwards or backwards relative to the sliding surfaces is designated by a. The distance a is about 1 mm. Advantageously, a minimum distance a of at least 0.5 mm is provided or adjustable in the rest position.

In Figure 4, the brake elements 7 are in an activated position in which the brake elements 7, 8 are pressed against the guide rail 3. The respective pressing forces are indicated by the arrows P and P '. Due to the pressing action, vertical vibrations can be considerably reduced without the use of large pressing forces. For sufficient vibration damping pressing forces of only 500 to 1000 N are required.

In the exemplary embodiment according to FIGS. 3 and 4, only one braking element is inserted per side. For certain applications, however, it would also be conceivable to provide two or more separate brake elements per side arranged with respect to the direction of travel z, the braking surfaces of the brake elements being arranged adjacent to one another or each being separated from one another by sliding surfaces. The braking surfaces 18 are made of a different material than the adjacent sliding surfaces 14 ', 14 "and 16', 16". The braking surfaces 18 may be an integral part of the brake elements 7 and monolithically connected thereto and therefore consist of the same material as the brake elements 7. The braking surface 18 has, for example, a coefficient of friction μ of between 0.2 and 0.3. In contrast, the sliding surfaces 14 and 16 have a coefficient of friction μ of between 0.05 and 0.1.

FIG. 5 shows a further variant of the device 1 according to the invention, although only one half of the device is shown in FIG. The device has on each side a one-piece sliding surface 14, which is formed by a thin, flat component 26. The hereinafter referred to as a support wall member 26 is attached to the edge of a guide shoe housing 10. In a cavity in the guide shoe housing 10, a displaceable in the e-direction plunger 24 is arranged, which pushes the support wall 26 approximately centrally inward in a movement in the e-direction. The so curved support wall 26 is indicated by the dashed lines. The pressure applied by the plunger 24 The impacted area of the supporting wall thus constitutes a damping area for reducing vertical vibrations of the elevator car during a standstill, which is designated by 29.

Figures 6 and 7 show a Gleitführungsschuh 4 with integrated damper unit 5. The device comprises a guide shoe housing 10 with a extending in the direction of the receiving channel in which a U-shaped in cross-section slider 35 is inserted. The sliding element 35 forms the sliding surfaces 14, 15 and 16 which are assigned to the guide surfaces of the guide rail (not shown here). The sliding surface designated 16, which is assigned to the end guide surface serves - in contrast to the opposing areas with the plane-parallel sliding surfaces 14 and 16 - Exclusively for sliding.

The side wall of the sliding member 35 with the sliding surface 14 is supported on a support wall 26 made of spring steel. The support wall 26 is in turn laterally supported on the channel side wall 39, wherein the channel side wall 39 is interrupted in, so that the support wall is exposed outside. In this area, the eccentric disc 25 can act on the support wall 26, whereby the support wall is deformed inwardly under the action of the eccentric disc. The in the active position together with the support wall 26 inwardly verfomte (left in Figure 7) side of the sliding member 35 presses against the guide rail and thus causes a sufficient reduction of the disturbing vertical vibrations of the cabin. The resilient support wall 26 automatically resumes its original shape after removal of the action.

The sliding element 35 is made of PTFE or UHMW-PE, for example. The sliding element 35 is presently designed as a preferably one-piece and monolithic component. Conceivable, however, would be a multi-part design. Thus, three sliding elements could alternatively be used in the sliding guide shoe, wherein each sliding element would each form a sliding surface.

The sliding member 35 is supported on the sliding surface 16 associated side over the entire side surface of the guide shoe housing 10. On the opposite side of the receiving channel forming side wall is interrupted, so that a central wall portion of the support member 36 is exposed. Outside of the support wall 26 is located an eccentric disc 25, which is mounted eccentrically rotatable in the guide shoe housing 10 via an adjusting device 6 from a rest position to an active position. The adjusting device includes a connected to the eccentric disc 25 lever arm 34 which can be moved via a motor-driven cable. The motor 23 for driving the adjusting device 6 is - as the guide shoe 4 - attached to the bracket or console 22. In Figure 6, the eccentric 25 are in a rest position in which the cylindrical surface of the eccentric disc 25, the support wall 26 is not acted upon or contacted only without pressure. In the present case, the drive unit 23 is designed as an electric motor, with stepper motors being used for precise control of the damper unit; For example, DC motors or AC motors are particularly advantageous. After activation of the electric motor 23, the lever arm 34 is pivoted to the position shown in Figure 7. Because of the eccentricity, the rotated eccentric 25 pushes the support wall 26 inwardly away. By this action of the eccentric disc thus a slight curvature of the support wall 26 and the associated side wall of the sliding member 35 is caused.

The motor-operated actuator contains, by way of example, a cable drum 46 with which the eccentric can be rotated by means of a lever arm in a pivoting movement. The electric motor 23 thus builds up a pressing force and the coupled to the motor actuator 6 acts against a supported in the guide shoe housing 10 Lüftfeder 5. The air spring 37 thus causes a restoring force, whereby after deactivation of the electric motor 23, the eccentric disk 25 is automatically resumed the rest position. Of course, it would also be conceivable alternatively to use an activatable in two directions of rotation electric motor. The electric motor could of course also be arranged coaxially to the eccentric axis of the eccentric disc 25, wherein the motor axis could be connected directly or for example via a reduction gear with the eccentric disc. Alternatively, the electric motor could move the eccentric body 25 indirectly, for example via a toggle lever, to thereby achieve a non-linear translation.

In the exemplary embodiment according to FIGS. 6 and 7, only one of the two plane-parallel sliding surfaces for generating a pressing force against the guide rail is actively configured. The opposite sliding surface 16 acts in a passive manner by the guide rail between the two sliding surfaces 16 and 14 is clamped. theoretically However, it would also be conceivable to design both sides equally.

In contrast to the previous exemplary embodiment, in which the damping region for reducing the vertical vibrations of the car is formed by the sliding surfaces themselves, in the exemplary embodiment according to FIGS. 8 and 9 the damping regions are predetermined by separate elements provided with braking surfaces. As is apparent from Figures 8 and 9, the opposing sliding surfaces 14 and 16 each have a recess 28 in which braking surfaces 18, 19 are arranged, which each form damping regions. The braking surfaces 18 and 19 can be moved via an adjusting device 6 in the x direction back and forth. On both sides of Gleitführungs- shoe 4 are thus damping areas with an actively pressed against the guide surface of the guide rail braking surfaces 18, 19. The guide shoe housing 10 is fixedly connected to the bracket 22.

The provided with the braking surfaces 18, 19 brake elements 7, 8 are pivotable about the axis A by means of a lever assembly 38. The rotation of the lever arrangement 38 about the axis of rotation A causes (FIG. 8) that a pair of forces acting on the guide rail is constructed with the opposite direction of action. The horizontally extending in the installed state axis A is symmetrical between the sliding surfaces 14 and 16. As is apparent from Figures 8 and 9, the braking surfaces 18 and 19 against the adjacent sliding surfaces 14 and 16 in the active position slightly inward and effect so the pressure of the guide rail to reduce the unwanted vertical vibrations of the elevator car. The rectangular braking surfaces have a higher coefficient of friction than the sliding surfaces. For moving the brake elements 7 and 8, of course, other adjusting devices and actuators could be provided. The braking surfaces 18 and 19 are arranged offset with respect to the running direction z.

Thanks to the release spring 37, the lever arrangement 38 can be moved in such a way that there is a minimal clearance to the guide surfaces of the guide rail in the rest position. The clearance can be adjusted by means of a vent screw 47. Alternatively, it would also be conceivable that the spring 37 builds up the pressing force and the actuator 23, the damper unit 5 airs. The rotational movement of the electric motor 23 is converted in the present embodiment using a cable drum 46 in a linear movement and takes place without self-locking. Of course, however, alternative control devices are conceivable. In question, for example, spindle, eccentric or connecting rod with crank.

From Figure 10 shows that the lever assembly 38 is designed as a one-piece, monolithic component made of metal, to which the brake elements 7, 8 is formed. The pivot axis A is arranged centrally between the two brake elements 7 and 8.

From the perspective view according to FIG. 11, it can then be seen that the holder 22 for holding the sliding guide shoe 4 and the damper unit driven by the electric motor 23 is designed as an angle profile for reducing the vertical vibrations. Figure 12 shows a rear view of the device without console. This illustration illustrates in particular the rotatable mounting of the lever arrangement about the axis A in the guide shoe housing 10. Furthermore, two through-holes 41 can be seen in FIG. 12, into which screws for fastening the guide shoe housing to the console can be inserted. At 42, a mounting portion of the drive unit is referred to, which is receivable in a complementary recess in the console.

A further exemplary embodiment of a device according to the invention relates to FIG. 13. The device 1 has on one side a brake element 7, which is mounted so as to be displaceable in the guide shoe housing 10 in a cavity in the x-direction. The brake element 7 has a braking surface 18 in the region of an inner side facing the guide rail. The guide channel is interrupted in the region of the mutually opposite guide surfaces. In the interruption created by the cavity for receiving the brake element 7, the braking surface 18 is accommodated, which thus lies between two sliding surface sections 16 'and 16 " Adjusting device comprises an eccentric body 45, which is fixed in a rotationally fixed manner on a driving axle stub 43 of the motor 23. The disc-shaped eccentric body 45 is accommodated eccentrically rotatably mounted in a bearing opening 44. The eccentric body 45 cooperates with the bearing opening 44 such that when the eccentric disc 45 rotates Brake pad moved back and forth in x-direction can be. To create the active position, the brake element 7 must be moved from the rest position shown in Figure 13 in the direction of arrow e. The axis of rotation of the motor is denoted by R. Z denotes the central axis for the eccentric body 45. The axis-parallel axes R and Z extend in the installed state (ie when the device is mounted on the cab and the guide rail is enclosed) in the horizontal direction.

The brake element 7 is designed here as a monolithic brake pad. Accordingly, since the brake pad is preferably made of metallic materials (e.g., steel), the braking surface 18 has a metallic surface. To increase the braking efficiency, it would also be conceivable to coat the brake pad in the region of the side 18 with a brake pad or to attach such. Good damping results can be achieved if the braking surface 18 has a coefficient of friction which is at least twice as large as that of the sliding surface 16. Opposite the brake pad 7 is provided with a braking surface 20 holding jaws 9 is arranged as a passive braking element. The device 1 thus has on one side a damping region with an actively pressed against the against a guide surface of a guide rail braking surface 18. On the other side it has a formed by the braking surface 20 second damping region, which is pressed passive in the active position against the guide rail. The holding jaw 20 as a passive brake element thus forms a kind of abutment on which the guide rail 5 can be supported upon activation of the damper unit. From the rest position shown in FIG. 13, no action is taken on the guide surfaces of the guide rail (not shown here) by the braking surfaces 18 and 20. In the simplified illustration of the device according to FIG. 13, the respective sliding surfaces 14 ', 14 "and 16' and 16" are predetermined by the guide shoe housing 10. Of course, one or more separate inserts can be used at the top and bottom, wherein the inner insert part would respectively form the sliding surfaces (see the following Fig. 15 and 16).

The braking surface 18 of the holding jaw 7 is positioned offset back in the rest position shown in Figure 13 with respect to the adjacent sliding surface. The aforementioned sliding surface is composed of the sliding surface sections 16 'and 16 "which adjoin the braking surface 18 laterally, and the same applies to the opposite side, here too, the braking surface consisting of the sections 20' and 20" opposite the sliding surface 14 positioned offset. The holding jaws 7 is firmly connected to the holder 22. The holding jaws 7 and thus also the braking surface 20 are thus arranged comparatively rigidly in the device, while the adjacent sliding surface portions 14 'and 14 "of the sliding surface 14 can yield and so a braking frictional contact between the braking surface 20 and the associated guide surface of the guide rail is made possible. This can - as can be seen from Figures 15 and 16 - be achieved by additional elements 50, which can be compressed when creating the active position.

FIG. 14 shows a view of the device 1 in the z-viewing direction. Evident is this the electric motor 23 with its drive axis R. The axis of rotation R and the eccentric to Z parallel Z axis extending evidently perpendicular to the end-side guide surface 15. The holder 22 consists essentially of three planar surface portions, each perpendicular to each other , On a surface portion of the bracket 22 is provided for attaching the device 1 to the elevator car (esp. To a frame of the elevator car) designated 49 bore. A fastening screw received in the borehole 49 (not shown here) forms an axis of rotation for a kind of floating mounting of the device 1 in the elevator. Tests have shown that thanks to the mounting arrangement via the bore 49, a reliably functioning device is provided.

Figures 15 and 16 show the device in the two operating positions. In the rest position according to FIG. 15, the braking surfaces 18 and 20 are recessed relative to the adjacent sliding surfaces and each form an air gap. In the region of the retaining jaws 9 associated side, the sliding surfaces for the guide surface 11 by elements of an elastic material (preferably plastic) are given. To create the active position, the motor is activated. The preferably connected to the engine via a gear stub axle 43 then undergoes a 180 ° - rotation about the R axis, whereby the brake element is displaced against the guide surface 12. The thus shifted brake element is shown in FIG. To allow the sliding movement, the brake element 7 has a non-circular bearing opening 44 cooperating with the cylindrical circumference of the eccentric body. At about the same time, the elastic elements 50 are compressed on the opposite side and the braking surface 20 against which the guide surface 11 is pressed. With such an The optimal vertical oscillation of the cabin during a standstill can be reduced to the desired level. Instead of an eccentric mechanism, the sliding movement for pressing the braking surfaces on the guide surfaces could be generated in other ways. Thus, for example, the braking element 7 could also be moved by means of a linear drive, a lever mechanism or even using hydraulic or pneumatic means.

Claims

claims

1. A device for a lift for transporting persons or goods with a on a guide rail (3) for guiding a car (2) of the elevator along movable sliding guide shoe (4), characterized in that in a guide surface (11, 12) of the guide rail (3) associated sliding surface (14,15, 16, 17) of the Gleitführungsschuhs (4) at least one damping region (18, 19, 20, 29) is arranged to reduce vertical oscillations of the car (2) during a standstill with the aid of activatable actuating device (6) against the guide surface (11, 12) can be pressed.

2. Device according to claim 1, characterized in that the device for the formation of the damping region comprises a recess (28) or an interruption (29) in the sliding surface (14, 16), in which a braking surface (18, 19, 20) is arranged.

3. Apparatus according to claim 1 or 2, characterized in that the device on at least one of a guide surface (14, 16) of the guide rail (3) side facing a braking surface (18, 19, 20), to which in relation to the running direction (Z) on at least one and preferably on both sides each a sliding surface portion (14 ', 14 ", 16', 16") connects.

4. Apparatus according to claim 2 or 3, characterized in that the braking surface (18, 19, 20) is positioned offset back in a rest position relative to the sliding surface (14, 16).

5. Device according to one of claims 2 to 4, characterized in that the braking surface (18, 19, 20) compared to the sliding surface (14, 16) has a surface with a higher coefficient of friction.

6. Device according to one of claims 2 to 5, characterized in that the damping region is arranged on one side of the Gleitführungsschuhs (4) and an active against the against the guide surface (11) pressable braking surface (18) and that the device on the the other side a second attenuation Fung area with an active or passive against the opposite guide surface (12) pressable Bremsfiäche (19, 20).

7. Device according to one of claims 2 to 5, characterized in that the device comprises on one side of the Gleitführungsschuhs (4) has a passive braking surface (20) which is fixed with respect to the Gleitführungsschuh (4) and that they on a Side of Gleitführungsschuhs (4) has an activatable braking surface (18) which is fully or partially movable in the direction of the respective guide surface after activation of the adjusting device (6).

8. Device according to one of claims 1 to 7, characterized in that the device comprises a braking surface (18, 19) exhibiting brake element (7, 8), transversely and preferably at right angles to the direction (z) displaceable in a guide shoe housing (10) is stored.

9. Apparatus according to claim 8, characterized in that at least one brake element as by means of actuating device (6) activatable brake pad (7) is configured.

10. The device according to claim 9, characterized in that the brake pad has a bearing opening (44), in which an eccentrically in the guide shoe housing (10) rotatably mounted eccentric body (45) is arranged.

11. The device according to claim 9 or 10, characterized in that relative to the brake pad (7) is preferably arranged with a braking surface (20) holding jaws (9) is arranged as a passive braking element.

12. The device according to claim 1, characterized in that the device of the damping region (29) in a rest position forms a sliding surface or part of the sliding surface (14) and that provided for the vibration damping sliding surface (14) for generating the pressing force for the vibration damping inward or in the direction of the guide surface (11) of the guide rail (3) is deformable.

Apparatus according to claim 12, characterized in that the sliding surface (14) by a sliding lining or a sliding element (35) is formed, which is supported on a resilient support wall (26) preferably made of spring steel, wherein the support wall (26) under the action of engaging means ( 25) is deformable inwardly in the form of a curvature and wherein the support wall (26) automatically resumes its original shape after removal of the action by the engaging means (25).

14. The apparatus according to claim 13, characterized in that the engagement means for deforming a sliding surface (14) for generating the pressing force for the vibration damping has a preferably disc-shaped eccentric body (25), which defines a rest position or an active position depending on the rotational position.

15. A method for operating an elevator system for transporting persons or goods with a on a guide rail (3) for guiding a car (2) of the elevator along sliding Gleitführungsschuh (4), characterized in that in a guide surface (11, 12) of the Guide rail (3) associated sliding surface (14, 16) of the Gleitführungsschuhs (4) at least one damping region (18, 19, 20, 29) is arranged, which for reducing vertical vibrations of the cabin (2) during a standstill by means of an activatable actuating device ( 6) against the guide surface (11, 12) is pressed.