WO2015055539A1 - Dispositif et procédé de freinage de moyens de transport - Google Patents

Dispositif et procédé de freinage de moyens de transport Download PDF

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Publication number
WO2015055539A1
WO2015055539A1 PCT/EP2014/071787 EP2014071787W WO2015055539A1 WO 2015055539 A1 WO2015055539 A1 WO 2015055539A1 EP 2014071787 W EP2014071787 W EP 2014071787W WO 2015055539 A1 WO2015055539 A1 WO 2015055539A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
braking
sliding
elements
rail
Prior art date
Application number
PCT/EP2014/071787
Other languages
German (de)
English (en)
Inventor
Hermann Gehrig
Dominik Helfer
Rudolf Ramseier
Original Assignee
Cobianchi Liftteile Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Cobianchi Liftteile Ag filed Critical Cobianchi Liftteile Ag
Priority to ES14784041T priority Critical patent/ES2798080T3/es
Priority to PL14784041T priority patent/PL3057902T3/pl
Priority to EP14784041.7A priority patent/EP3057902B1/fr
Publication of WO2015055539A1 publication Critical patent/WO2015055539A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces
    • B66B5/22—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces by means of linearly-movable wedges
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces
    • B66B5/20—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces by means of rotatable eccentrically-mounted members

Definitions

  • the invention relates to a brake catching device and a brake catch method for conveying means, in particular for elevator cars, with a support element to be fastened to the conveyor and at least one brake unit which is intended to engage a rail arranged stationarily parallel to the conveying path. Moreover, the invention relates to such a brake unit.
  • Brake safety devices have the task of stopping a conveyor at too high a speed. You must be able to stop the loaded with the payload conveyor from free fall, with the range to be achieved a range depending on the function of the conveyor is set. Most of the known brake safety devices have brake shoes, which on a rail oriented in the conveying direction, for example, a guide rail for an elevator skabine attack.
  • conveying direction stands for a straight line which is aligned parallel to the direction of movement of the conveying means, ie would be vertically aligned in an elevator and would include the movements "up” and "down”.
  • the present invention has the object to provide a brake device available, which overcomes the disadvantages of the prior art and can be solved by a tripping with a lower force back from the rail, in particular without having to accept disadvantages in the braking effect ,
  • This object is achieved by a brake catching device and a brake catching method according to the claims.
  • the invention relates to brake safety devices for conveying means, in particular for elevator cabins, comprising at least one support element to be fastened to the conveyor, at least one clamping element and at least one brake element which is intended to engage a rail arranged stationarily parallel to the conveyor path, the brake safety device being designed in such a way is that in the case of braking, the braking element is pressed by a force acting orthogonal to the rail to the rail and this force is at least partially exerted by a rotational movement of at least one of the clamping elements.
  • the brake element according to the invention comprises at least one brake shoe and at least one base element.
  • one brake shoe and one base element will be used, which, however, also represents a plurality of brake shoes or a plurality of base elements in this brake element.
  • the brake shoe comprises at least one braking surface and is arranged so that it rests against the rail in the brake case with the braking surface.
  • Preferred braking surfaces have surfaces which optimize the friction and / or minimize wear. This can be achieved by materials and coating methods known to those skilled in the art.
  • the brake shoe also has an area opposite the braking surface ("sliding surface B"), which is aligned in particular parallel to the braking surface.
  • the base element is designed to be connected to the safety brake device, in particular to a base plate of the safety brake device, preferably in the form of an elastic connection.
  • the base element has an aligned in the direction of the braking surface of the brake shoe surface ("sliding surface-S"), which is aligned in particular parallel to the braking surface.
  • Sliding surface B and sliding surface S are aligned towards each other and allow the brake shoe and base element on a plane parallel to the braking surface can slide along each other, especially in the conveying direction.
  • sliding surface B and sliding surface S are in direct contact with each other or between
  • Brake shoe and base element arranged sliding element, which in particular has at least one specially machined sliding surface, with which it is in contact with the sliding surface B or -S.
  • the brake element preferably additionally has at least one delimiting element on one or each of its end faces. The end faces correspond to those sides of a cuboid, which would be orthogonal to the conveying direction in the arrangement of the cuboid as a braking element in a brake safety device in a conveyor.
  • Each of the limiting elements is designed to limit sliding of the brake shoe and the base element in the respective conveying direction (usually “up and down") .
  • the brake shoe and base element are so designed, eg by recesses or shaping of their front sides, that they engage their end faces after reaching a certain position form-fitting can push against each other.
  • a preferred limiting element is formed by the end wall, the brake shoe and / or the base element.
  • the two elements of a braking element are designed so that their shape limits the sliding movement, e.g. by embracing the one element (brake shoe or base element) by the other.
  • both end faces of a brake element have limiting elements, the distance between them is dimensioned such that a sliding movement of the brake shoe towards the base element in the conveying direction is still possible.
  • the sliding path is preferably shorter than the unwinding length of the clamping element assigned to the brake element, this unrolling length corresponding to the braking distance in the brake case between contact of the clamping element with the rail and maximum deflection of the clamping element when the conveyor device is at a standstill.
  • the sliding path shorter than 80% of this run length. This has the advantage that restoring movements in the rest of the brake device can be performed better.
  • the possible glide path from one boundary to the other is between 1 mm and 50 cm, particularly preferably between 0.5 cm and 5 cm.
  • the sliding surface B and / or the sliding surface S are preferably designed such that a movement has a lower friction compared with a movement of the braking surface on the rail with the same amount of additional orthogonal force applied, preferably the coefficient of friction between sliding surface B and sliding surface S relative to the static friction and / or the sliding friction between 90% and 10%, more preferably below 60% of the respective coefficient of friction between the braking surface and the rail.
  • the friction coefficients of brake elements on the rail are greater than 0.12, in particular they are sometimes greater than 0.2 or even 0.3 (depending on the design of the braking surface based on the static friction or sliding friction).
  • the coefficient of friction between the base element and the brake shoe of at least one braking element is preferably between 90% and 1% of the coefficient of friction of the relevant braking element on the rail, in particular between 75% and 10%.
  • the friction is worth (static friction or sliding friction, each dry) between the base member and the brake shoe at least one of the brake elements below 0.08, in particular below 0.05.
  • the sliding surfaces of the brake shoe, the base element and / or the sliding member is provided with a particular lubricity, in particular by means of a special surface treatment (in particular by applying lubricating materials, eg by rolling or vapor deposition of a metal bearing layer), by lubricants or by the use of Materials of the group Teflon, ceramics and glass.
  • the brake element additionally has at least one guide element which is designed to prevent sliding of the brake shoe and the base element orthogonally to the conveying direction.
  • brake shoe and Base element designed so that they engage in a form-fitting manner, so that only a relative sliding movement in the conveying direction is possible.
  • the side regions of the brake shoe and the base element are designed as guide elements, so that the base element is enclosed on both sides by the brake shoe in a form-fitting manner or the brake shoe is encompassed by the base element in this manner.
  • Further preferred embodiments of guide elements are rails, grooves or linear sliding, ball or roller bearings.
  • the brake element preferably in the range of at least one of
  • Limiting elements in addition elastic damping elements, in particular springs, gas springs, foam dampers and / or rubber dampers, which dampen the shock in limiting the sliding movement.
  • the damping elements are adapted to keep the base element and / or brake shoe of the respective braking element spaced from the respective delimiting elements, in particular at a distance corresponding to greater than 10% of the sliding path and / or at a distance of more than 1 cm , If the limitation setti part of one of the elements base element or brake shoe, while the other element is held by the damping elements at a distance. In the event that the limiting elements are not part of one of the elements base member or brake shoe, brake shoe and / or base member is kept spaced in the manner described above.
  • the damping elements brake shoe and base element hold so relative to each other in a 'normal position' that in both directions of the Gleitweges a slide from the normal position of more than 30% of the Gleitweges is possible, in particular more than 40%, particularly preferably more than 47% ( approximately in the middle).
  • the normal position can be defined as the position of the elements when no forces acting on the brake unit, however, it is preferred that the normal position is defined at an action of forces, which corresponds to the use of the brake unit in a brake catch device for a conveyor. In the latter case, the damping elements would brake shoe and base element at their use in a related brake device in spite of the weight of the conveyor in the desired normal position hold.
  • the sliding element is designed such that it becomes wedge-shaped thicker from the center to one of its ends or both ends, and the space between the brake shoe and the base element is designed to extend from the center to one of its ends becomes wedge-shaped thicker towards both ends. In this way, a wedge effect can be used in the relative displacement of the brake shoe and base element, which facilitates a later release of the brake device.
  • the clamping element has at least one braking element according to the preceding paragraphs (hereinafter referred to as 'clamping brake elements' for distinction).
  • the sliding surface in these clamping brake elements is shorter than the sliding surface in the case of the brake elements lying opposite these clamping elements. This improves the opening of the wedged braking device, since the conveying means can now be relatively easily moved over a sliding over the sliding surfaces. If the sliding surface of the clamping brake element ends, the present movement of the conveying means takes the form of a jolt, which for a short time provides a very large force for releasing the clamping element.
  • At least one of the clamping elements and at least one of the brake elements is arranged so that they lie on opposite sides of the relevant rail in the insert according to the invention.
  • each braking element of the brake-catching device is assigned a clamping element or a pair of clamping elements.
  • At least one of the clamping elements has at least one brake shoe or at least one brake element.
  • at least one of the brake elements is mounted on a base plate which is movable at least approximately at right angles to the conveying path relative to the support element, preferably elastically, preferably by means of springs. Due to the mobility of the base plate, this is due to the forces occurring during the braking process automatically aligned so that the perpendicular acting on the rail pressing forces of the brake element and arranged on the other side of the rail braking element are exactly the same.
  • the braking element is movable against the force of spring means at least approximately at right angles to the conveying direction relative to the base plate.
  • the braking force can be predetermined.
  • a brake element according to the invention can also have further recesses or additional elements which improve its function.
  • the base element in particular recesses for receiving parts of elastic elements for connection to a base plate.
  • the base element and / or the brake shoe comprise elements which prevent "falling apart", ie relative movement of the two elements along the surface normal of the braking surface or sliding surfaces S and B.
  • pins which consist of the one element (brake shoe or brake shoe) Base element) on the side surfaces parallel to the sliding surfaces S and -B protrude and fit in recesses in the side surfaces of the other element in a form-fitting manner, however, along the conveying direction on the sliding movable.
  • the brake catching method according to the invention is characterized by the following steps: bringing into contact at least one of the clamping elements with the rail, preferably by a slide;
  • the conveyor is moved counter to the direction of movement in the brake case, now slide the brake shoes involved on the respective base elements relative to these against the now applied direction of movement and remain on the rail, while the rest of the restraining device moves together with the funding.
  • the clamping elements involved are also moved (with their rotational movement) and there is a release of the brake, which is accompanied by a reduction of the braking force. If at least one of the base elements abuts against a limiting element or if the braking force falls below a certain value due to the movement of the clamping elements, the brake shoes are released from the rail by a very small force and the safety brake device is released again.
  • Figure 2 is an underlying invention of the brake device of the prior
  • FIG. 3 shows a preferred brake element of a brake catch device according to the invention
  • Figure 4 shows a preferred brake element of a brake device according to the invention in disassembled state
  • Figure 5 shows schematically a preferred form of a sliding element and a this
  • Figure 6 shows a preferred braking element of a brake device according to the invention in cross section
  • FIG. 7 shows an embodiment of brake shoe and base element
  • FIG. 8 shows an embodiment of brake shoe and base element.
  • Figure 1 shows a brake device according to the invention in plan view from a plane orthogonal to the conveying direction. Clearly visible is the rail 3, which is covered by the safety brake device. The braking effect is achieved by that the clamping element 2 presses against the rail whereby automatically also the brake element
  • Such a brake device is equipped with the brake element according to the invention.
  • the brake element 1 is elastically connected to a base plate by means of springs 6. This elastic connection limits the braking effect to a predetermined value and can, depending on the embodiment, have different spring forces or even be omitted altogether.
  • the clamping element 2 is pressed laterally against the rail in the brake case by a slider arranged horizontally here.
  • the triggering of the braking takes place, for example, by electromagnets, electric motors or a release cable which, guided by a deflection, blocks the elevator car in the event of excessive speed and thereby moves the slider.
  • the clamping element in this embodiment has a triangular shape and is rotatably mounted at a pivot point 4.
  • the clamping element 2 touches the moving rail 3 when it is displaced, it automatically rotates due to the frictional forces which can be exacerbated by brake shoes on the corresponding surfaces of the clamping element. Due to the small lateral movement of the slider and the rotation, the clamping element 2 wedged against the rail 3 and the brake element 1 is pressed from the other side against the rail 3, which is thus clamped between the clamping element 2 and brake element 1.
  • Figures 3, 4 and 6 show a preferred braking element of a brake device according to the invention once in mounted ( Figure 3) and once in disassembled ( Figure 4) state.
  • FIG. 5 furthermore shows a cross section of the braking element along section line III-III in FIG. 3.
  • the brake element comprises a brake shoe 7 and a base element 8, wherein the brake shoe 7 has a recess into which the base element 8 fits, so that it can be displaced relative to the brake shoe (in the figures to the right and left). Orthogonal to the conveying direction, the two parts preferably fit into one another without play, so that the side walls of the brake shoe represent guide elements.
  • the recess in the brake shoe 7 is also worked to the extent that at the end faces (here right and left, which would correspond to the conveying direction in the installed state of the brake device) are limiting elements 11, which consist of the wall of the brake shoe 7.
  • damping elements can e.g. However, as shown in FIG. 4 at the level of the brake shoe, shown to the right and left as a dashed line, they may be gas pressure springs, which if necessary act together with the damping elements designated as 10 ,
  • a sliding element 9 was additionally inserted between these two components, which also ensures that signs of wear first come to light on the easily replaceable sliding element before wear of the base element or the braking element can take place.
  • the base element 8 is characterized by the mass and movement of the conveyor element. by sliding relative to the brake element to the right and remain after the support of the conveyor in a certain position, wherein on the entire brake element after the support of the conveyor continues a strong orthogonal force (clamping force) acts, since the clamping element is firmly clamped.
  • the conveying means for releasing the braking device is moved counter to the first-mentioned conveying direction (now to the left), first the brake shoe 7 will not move, which rubs strongly against the rail via the braking surface 12 (static friction), but the base element 7, that can be relatively easily moved to the left over the sliding element 9 despite the strong clamping force.
  • the clamping member moves on the other side of the rail and the clamping force decreases, the easing is even faster than linear.
  • the base element 8 will abut against the left-hand limiting element 11 and the brake shoe will be moved along.
  • Figure 5 shows a slightly wedge-shaped on both sides sliding element 9, which slides on a surface having a corresponding negative shape.
  • Such a configuration has the advantage that the wedge shape makes it easier to release a wedged safety brake device.
  • FIG. 7 shows an advantageous embodiment of brake shoe 7 and base element 8.
  • these two elements are positively connected to one another via a dovetail so that they can slide in one direction (in this case the normal of the sheet plane) relative to one another and are held securely to one another by the dovetail guide in the meantime.
  • the element is what is shown in FIG Base element 8 has been characterized, the brake shoe and that element which has been identified as brake shoe 7, the base element.
  • this embodiment additionally has limiting elements which predetermine the end stop of the brake shoe and the base element in one direction of movement or in both directions of movement. These boundary elements are not shown here, and would lie above and below the plane of the paper.
  • FIG. 8 shows a further advantageous embodiment of brake shoe 7 and base element 8.
  • the base element 8 which has at least partially the shape of an axis, is guided in a recess of the brake shoe 7.
  • This guide can be done via a positive connection, or as shown here via a ball bearing.
  • this embodiment additionally has limiting elements which predetermine the end stop of the brake shoe and the base element in one direction of movement or in both directions of movement. These boundary elements are not shown here, and would lie above and below the plane of the paper.
  • both end faces of a brake element have limiting elements, the distance between them is dimensioned such that a sliding movement of the brake shoe towards the base element in the conveying direction is still possible.
  • the sliding path is preferably shorter than the unwinding length of the clamping element associated with the brake element, this unwinding length corresponding to the braking distance in the brake case between contact of the clamping element with the rail and maximum deflection of the clamping element when the conveyor device is at a standstill.
  • the glide path is shorter than 80% of this unwinding length. This has the advantage that restoring movements in the rest of the brake device can be performed better.
  • At least one of the sliding surfaces is configured in a braking element such that a movement compared to a movement of the braking surface on the rail at the same high acting additional orthogonal force has a lower friction, preferably the coefficient of friction between sliding surface-B and sliding surface-S based on the static friction and / or the sliding friction between 90% and 10%, more preferably below 60% of the respective coefficient of friction between the braking surface and the Rail.
  • the coefficients of friction of brake elements on the rail are greater than 0.12, in particular they are sometimes greater than 0.2 or even 0.3 (depending on the design of the braking surface based on the static friction or sliding friction).
  • the coefficient of friction between the base element and the brake shoe of at least one brake element is preferably between 90% and 1% of the coefficient of friction of the relevant brake element on the rail, in particular between 75% and 10%.
  • the friction value (static friction or sliding friction, in each case dry) between the base element and brake shoe of at least one of the brake elements is less than 0.08, in particular less than 0.05.
  • At least one of the sliding surfaces of the brake shoe, the base member and / or the sliding member is provided with a particular lubricity, in particular by means of a special surface treatment (in particular by applying lubricating materials, for example by rolling or vapor deposition of a metal bearing layer), by lubricant or by the Use of materials of the group Teflon, ceramics and glass.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)

Abstract

L'invention concerne un dispositif de freinage et un procédé de freinage de moyens de transport, en particulier de cabines d'ascenseur, comprenant un élément porteur à fixer sur le moyen de transport et au moins une unité de freinage destinée à venir en prise avec un rail disposé immobile et parallèle au trajet de transport. En outre, l'invention concerne une unité de freinage de ce type, comprenant au moins une mâchoire de frein et au moins un élément de socle. Chaque mâchoire de frein comprend au moins une surface de freinage et elle est disposée de façon à appuyer sur un rail avec la surface de freinage en cas de freinage. En outre, chaque mâchoire de frein comporte une surface ("surface de glissement B") opposée à la surface de freinage, qui est orientée en particulier parallèlement à la surface de freinage, et chaque élément de socle est conçu pour être relié au dispositif de freinage. L'élément de socle comporte une surface ("surface de glissement S") orientée dans la direction de la surface de freinage de la mâchoire de frein, et la surface de glissement B et la surface de glissement S sont orientées l'une vers l'autre et permettent à la mâchoire de frein et à l'élément de socle de glisser le long l'une de l'autre sur un niveau parallèlement à la surface de freinage de la mâchoire de frein respective.
PCT/EP2014/071787 2013-10-14 2014-10-10 Dispositif et procédé de freinage de moyens de transport WO2015055539A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
ES14784041T ES2798080T3 (es) 2013-10-14 2014-10-10 Procedimiento y dispositivo de freno de seguridad para medios de transporte
PL14784041T PL3057902T3 (pl) 2013-10-14 2014-10-10 Urządzenie zabezpieczające hamulec oraz sposób chwytania i hamowania do środków przenoszących
EP14784041.7A EP3057902B1 (fr) 2013-10-14 2014-10-10 Dispositif et procédé de freinage de moyens de transport

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50663/2013A AT514878A1 (de) 2013-10-14 2013-10-14 Bremsfangvorrichtung und -verfahren für Fördermittel
ATA50663/2013 2013-10-14

Publications (1)

Publication Number Publication Date
WO2015055539A1 true WO2015055539A1 (fr) 2015-04-23

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ID=51703155

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Application Number Title Priority Date Filing Date
PCT/EP2014/071787 WO2015055539A1 (fr) 2013-10-14 2014-10-10 Dispositif et procédé de freinage de moyens de transport

Country Status (5)

Country Link
EP (1) EP3057902B1 (fr)
AT (1) AT514878A1 (fr)
ES (1) ES2798080T3 (fr)
PL (1) PL3057902T3 (fr)
WO (1) WO2015055539A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EA030810B1 (ru) * 2016-06-29 2018-09-28 Открытое Акционерное Общество "Могилевский Завод Лифтового Машиностроения" (Оао "Могилевлифтмаш") Ловитель кабины лифта двустороннего действия
CN108726314A (zh) * 2018-08-20 2018-11-02 西继迅达（许昌）电梯有限公司 安全钳电子触发提拉机构
CN114901581A (zh) * 2019-11-07 2022-08-12 谢切尔宾斯基电梯厂股份有限公司 防坠器
US11565909B2 (en) * 2019-11-06 2023-01-31 Otis Elevator Company Stabilizing device of elevator car and an elevator system

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EP1719730A1 (fr) * 2005-05-04 2006-11-08 Cobianchi Liftteile Ag Parachutes pour ascenseur
CN102417130A (zh) * 2010-09-24 2012-04-18 株式会社日立制作所 紧急制动装置以及使用该紧急制动装置的电梯
WO2012144988A1 (fr) * 2011-04-19 2012-10-26 Otis Elevator Company Frein d'ascenseur doté d'un élément de desserrage du frein

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DE2701672A1 (de) 1977-01-17 1978-07-20 Glacier Gmbh Deva Werke Dichtanordnung
EP1719730A1 (fr) * 2005-05-04 2006-11-08 Cobianchi Liftteile Ag Parachutes pour ascenseur
CN102417130A (zh) * 2010-09-24 2012-04-18 株式会社日立制作所 紧急制动装置以及使用该紧急制动装置的电梯
WO2012144988A1 (fr) * 2011-04-19 2012-10-26 Otis Elevator Company Frein d'ascenseur doté d'un élément de desserrage du frein

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"Polytetrafluorethylen", WIKIPEDIA, - 2007, XP055349011, Retrieved from the Internet <URL:https://de.wikipedia.org/wiki/Polytetrafluorethylen>
K.-H. GROTE, J. FELDHUSEN: "DUBBEL, Taschenbuch fur den Maschinenbau", 2007, SPRINGER- VERLAG, ISBN: 978-3-540-49714-1, pages: 2pp, E71, XP055351412
PG SYSTEMTECHNIK GMBH & CO.,: "Warum PTFE-Gleitlager? / Why use PTFE bearings?/", CUSTOMER INFORMATION SHEET, September 2012 (2012-09-01), XP055314056

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EA030810B1 (ru) * 2016-06-29 2018-09-28 Открытое Акционерное Общество "Могилевский Завод Лифтового Машиностроения" (Оао "Могилевлифтмаш") Ловитель кабины лифта двустороннего действия
CN108726314A (zh) * 2018-08-20 2018-11-02 西继迅达（许昌）电梯有限公司 安全钳电子触发提拉机构
US11565909B2 (en) * 2019-11-06 2023-01-31 Otis Elevator Company Stabilizing device of elevator car and an elevator system
CN114901581A (zh) * 2019-11-07 2022-08-12 谢切尔宾斯基电梯厂股份有限公司 防坠器

Also Published As

Publication number Publication date
EP3057902B1 (fr) 2020-03-25
EP3057902A1 (fr) 2016-08-24
AT514878A1 (de) 2015-04-15
ES2798080T3 (es) 2020-12-09
PL3057902T3 (pl) 2020-11-16

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