WO2017050647A1

WO2017050647A1 - Safety catch device for a lift system

Info

Publication number: WO2017050647A1
Application number: PCT/EP2016/071936
Authority: WO
Inventors: Josef Husmann
Original assignee: Inventio Ag
Priority date: 2015-09-23
Filing date: 2016-09-16
Publication date: 2017-03-30
Also published as: ES2765704T3; EP3353105A1; RU2018112427A; RU2723006C2; CN108137275B; MX2018003518A; MY190741A; CN108137275A; PL3353105T3; PH12018500549A1; EP3353105B1; RU2018112427A3

Abstract

A safety catch device (1) for a lift system (2) comprises a movable brake element (5) that can be adjusted in a pressing direction (11) towards a counter surface (9), for a braking procedure. In the assembled state, a disc (3) is arranged between the braking element (5) and the counter surface (9). In addition, a guide arrangement (44) is provided for the braking element (5), which comprises a guide surface (45) and an individual guide roller unit (43). The guide roller unit (43) interacts with the guide surface (45) in such a way that in the event of an adjustment of the brake element (5) occurring in a braking action direction (22), an adjustment of the braking element (5) likewise occurs in the pressing direction (11). The pressing direction (11) is respectively perpendicular to the braking action direction (22). The guide roller unit (43) rolls on the guide surface (45) during the braking procedure and the guide surface (45) is designed such that a transformation of the adjustment of the braking element (5) occurring in the braking action direction (22) decreasingly results in the adjustment of the braking element (5) occurring in pressing direction (11). The invention also relates to a lift system (2) comprising a safety catch device (1) of this type and a method for braking a lift car (4) that can be carried out with a safety catch device (1) of this type.

Description

Sliding device for an elevator installation

description

The invention relates to a Gleitfangvorrichtung for an elevator system, an elevator system with a Gleitfangvorrichtung and a method for braking an elevator car, which is feasible with a Gleitfangvorrichtung.

From EP 1 813 566 B1 an elevator safety device is known, in which a linearly movable brake wedge is guided over an inclined plane in order to bring it closer to a head piece of a guide rail for braking. The linear movement of the brake wedge is thus realized via a sliding mechanism.

From WO 2005/044709 AI a Gleitfangvorrichtung with a linearly movable brake wedge is known. The brake wedge is guided over an inclined plane. In this case, an electromechanical actuation is realized.

Safety gears with transport rollers are known from EP0968954 or EP0883567. The transport rollers transport when operating the safety gear a corresponding catch wedge in a braking position by being wedged between rail and housing. The transport rollers are knurled or toothed.

From CN 2533061 a safety gear with a guide roller is known, which is arranged in a carriage with a small gap.

Safety devices, as are known from EP 1 813 566 B1 or WO 2005/044709 AI, have the disadvantage that a large space requirement for the sliding mechanism with which the brake wedge is brought to the guide rail, is required. For a sufficient braking force to be generated, a slight inclination of the sliding or sliding mechanism is essential with respect to the guide rail. At the same time, a sufficiently large distance of the brake wedge from the head part of the guide rail must be ensured in the initial state, ie when the safety gear is deactivated. From these two criteria it follows that the or the brake wedges over a long adjustment must be moved, which is a major reason for the large footprint. The safety device according to CN 2533061 also requires a lot of space, since the narrow gap of the carriage requires a long guide surface. In the solutions designed according to EP0968954 or EP0883567, the transport rollers result in severe damage to the rail.

An object of the invention is to provide a sliding device for an elevator system, an elevator system with a Gleitfangvorrichtung and a method for braking an elevator car, which is feasible with a Gleitfangvorrichtung, which are designed improved. Specifically, it is an object of the invention to provide a Gleitfangvorrichtung for an elevator system, an elevator system with a Gleitfangvorrichtung and a method for braking an elevator car, which is feasible with a Gleitfangvorrichtung, allow a space-optimized design or require a smaller installation space.

In the following, solutions and proposals for a corresponding Gleitfangvorrichtung, a corresponding elevator installation and a corresponding method are presented, which solve at least parts of one of the tasks. Furthermore, advantageous additional or alternative developments and refinements are specified.

The Gleitfangvorrichtung is assigned during assembly of the elevator system in a suitable manner to the rail to allow for braking a cooperation. The rail is not necessarily part of the Gleitfangvorrichtung. In particular, the gliding device can also be manufactured and distributed independently of such a rail and, of course, independently of other components of the elevator installation.

The use of the Gleitfangvorrichtung in an elevator system and the realization of a related braking operation are possible in different ways. The elevator installation may, for example, also have a plurality of elevator cars, each of which can be caught via at least one gliding device. Furthermore, the use in elevator systems is possible in which a plurality of elevator cars are arranged in a frame and are driven together through a hoistway. One or more gliding devices may be used in relation to the Thus, directly or indirectly catching the one or more elevator cars take place.

Advantageously, the brake element can be guided over a single guide roller unit. The guide roller unit transmits the contact force to a brake housing or a housing part of the gliding device. Due to the configuration of the guide arrangement with the individual guide roller unit a size is possible, while still a long brake pad can be realized on the movable brake element. The single guide roller unit further allows the brake element to be pressed against the rail over its entire length. A pressure is distributed over an entire length of the brake elements. Any inaccuracies in the orientation of the gliding device to the rail can be equalized.

In particular, the guide roller unit rolls during braking on the guide surface, wherein the guide surface is designed so that a translation of the successful in the brake action adjustment of the brake element takes place in the displacement in the pressing direction adjustment of the braking element degressive. This means that during the braking process, the ratio changes, with which translates a movement in the brake acting direction in a movement in the pressing direction. This means that during the braking process, a slope changes on the guide surface with which the guide roller unit is guided along the guide surface with respect to the brake acting direction, which transmits correspondingly to the brake element. The degressive configuration in this case requires that in a braking operation initially a greater pitch is realized to achieve a delivery of the braking element to the rail over a comparatively short distance in the Bremswirkrichtung, and then the slope is comparatively low to a sufficient contact force in the To achieve pressing direction.

The rail can be designed advantageously as a metallic rail, which is formed for example from a steel sheet. In a modified embodiment, however, the rail may also be designed as a concrete rail. The pressure is then designed so that the concrete surface is not sheared when applying the braking element to this. The pressure here is preferably limited to less than 6 N / mm ² . A limitation of the pressure for this or for another reason can be realized by a Anpresskraftbegrenzungseinrichtung for the counter surface, as it is also explained below.

Serving for an elevator installation Gleitfangvorrichtung has a movable brake element which is adjustable for a braking operation in a pressing direction to a counter surface, wherein in the assembled state of the Gleitfangvorrichtung a rail of the elevator system between the brake element and the counter surface is arranged, wherein a guide assembly for the brake element is provided, wherein the guide arrangement has a guide surface and a single guide roller unit, wherein the guide roller unit so cooperates with the guide surface, that at a successful in a brake action adjustment of the brake element takes place in the Anpressrichtung adjustment of the brake element, and wherein the Pressing direction is perpendicular to the Bremswirkrichtung. This also results in the advantage that over the individual guide roller unit a contact pressure is limited. This leads to particular advantages in the realization of an elevator installation with an elevator car which is guided on at least one rail and at least one mentioned gliding device, wherein the gliding device is arranged on the elevator car and interacts with the rail for braking the elevator car during the braking operation, when the rail is advantageously designed with a hollow profile and when the brake element is arranged such that a braking surface of the braking element projects beyond a head of the rail. Because in this embodiment, a principle less resilient rail, but can be made more cost-effective than, for example, a corresponding internally stiffened rail can be used. With regard to the principle lower load capacity, a large contact pressure can nevertheless be achieved by arranging the braking surface of the braking element relative to the head of the rail, without resulting in plastic deformation of the rail.

In the method for braking an elevator car, which is feasible with a Gleitfangvorrichtung, the braking element of the Gleitfangvorrichtung is adjusted for the braking operation in the pressing direction to the counter surface, the rail between the brake element and the counter surface is arranged, further wherein in this case the individual Guide roller unit and the guide surface of the guide arrangement act together so that at the time taking place in the brake acting adjustment of the brake element which takes place in the pressing direction adjustment of the brake selements takes place, and further wherein the pressing direction is perpendicular to the brake acting direction. In this way, corresponding advantages can also be realized by the method.

The guide assembly comprises a single guide roller unit. In one possible embodiment, the guide roller unit is realized via a single rotatable roller which is rotatable about an axis. A possible modification of this embodiment is to realize the operation of such a single roller by a plurality of juxtaposed rollers, which are rotatable together about a single axis. As a result, a single roll can be split up into a number of rolls, but they rotate together around a single axis and thus have a similar effect as a single roll. The guide roller unit realized in this way usually a lower contact pressure to the rail than, for example, with an inclined plane on which a chock slides, is the case. However, this may be particularly advantageous in relation to a combination with low loadable rails. In contrast to such an inclined plane or the like, a shaping of the movement path of the brake element during the braking process can take place via the design of the guide surface. Here, different possibilities are conceivable to implement the interaction of the braking element with the guide roller unit. Braking process is understood in this context not only the actual braking, but in particular also the delivery of the brake wedge to the rail so bring the effect of the brake.

In a possible embodiment of the interaction of the brake element with the guide roller unit, the brake element is designed as a straight sliding wedge, wherein on the brake wedge, the guide surface is configured, wherein the brake wedge has a side facing away from the guide surface braking surface and wherein the braking surface of the brake wedge in the braking operation with the Rail works together. In this embodiment, the guide roller unit then rolls off during braking on the guide surface of the brake wedge, while the brake wedge is adjusted relative to the housing of the Gleitfangvorrichtung rectilinear in the brake action direction. About the geometry of the guide surface on the brake wedge is then done, so to speak, the engagement and pressing of the brake wedge to the rail, which takes place in the pressing direction. The guide roller unit is in this case advantageously in the brake housing or the corresponding housing part stored.

In a further possible embodiment of the interaction of the brake element with the guide roller unit, the guide roller unit itself is mounted in the brake element, while the guide surface is fixed with respect to the brake housing and preferably on the brake housing or the housing part itself. When the brake element is now moved in the brake-acting direction, the guide roller unit mounted in the brake element rolls on the guide surface, so that the guide roller unit moves with the brake element in the brake-acting direction relative to the housing part of the sliding device. The storage of the guide roller unit in the brake element in this case optionally allows an even more compact design.

In particular, the guide roller unit rolls during braking on the guide surface, wherein the guide surface is designed so that a translation of the successful in the brake action adjustment of the brake element takes place in the displacement in the pressing direction adjustment of the braking element degressive. This means that during the braking process, a slope changes on the guide surface with which the guide roller unit is guided along the guide surface with respect to the brake acting direction, which transmits correspondingly to the brake element.

In a possible embodiment, it is concretely advantageous that the guide roller unit rolls on the guide surface during the braking process, wherein the guide surface is configured such that a translation of the brake element in the direction of effecting adjustment of the brake element in the adjustment in the pressing direction of the brake element in a Beginning of the adjustment taking place in the direction of the brake-action adjustment feed range, which extends so far until a rail clearance between the brake element, the counter surface and the rail is canceled, by a slope of the guide surface against the Bremswirkrichtung between about 6 ° and about 17 °. In this case, a degressive course is preferably provided, which begins with a pitch (translation) of about 17 ° (0.30) and decreases continuously in the braking operation with increasing movement in the Bremswirkrichtung to a slope of about 6 ° (0, 10) , A constant section, in which the pitch remains constant, is preferably not provided within this delivery area, but in principle it can be seen. Accordingly, it is possible in principle for constant sections to be provided at the edges of the infeed area, in which the pitch is for example 17 ° or 6 °. Preferably, however, a degressive course is predetermined over the range until the rail game is essentially canceled.

The relationship of pitch and translation results from the fact that the tangent of the angle of the pitch is equal to the ratio of the adjustment of the braking element in the pressing direction to the adjustment of the braking element taking place in the brake acting direction. Since by definition 180 ° = π rad = π and the tangent for small angles is approximately equal to the angle itself, for small angles this ratio is approximately equal to the angle of the slope. At a point with a slope of 6 °, or more precisely an angle of the slope of 6 ° = 0, 1047 rad, the ratio is 0.1051. This means approximately that translates at this point a (small) adjustment in the braking effective direction of, for example, 1 mm in an adjustment of 0.1 mm in the pressing direction.

Additionally or alternatively, it is advantageous that the guide roller unit unrolls during the braking operation on the guide surface, wherein the guide surface is configured such that a translation of the occurring in the Bremswirkrichtung adjustment of the brake element in the taking place in the pressing direction adjustment of the brake element after one at the beginning of In the braking effect direction adjustment adjustment lying feed area, which extends so far until a rail clearance between the brake element, the counter surface and the rail is repealed, by a slope of the guide surface against the Bremswirkrichtung smaller than a by the friction between the brake element and the Rail certain sliding friction coefficient of certain friction angle and / or less than about 6 °. The friction angle determined from the sliding friction coefficient results here such that the tangent of the friction angle is at least equal to the sliding friction coefficient of the friction pairing between the brake element, in particular a brake pad of the brake element, and the rail. This ensures that after removal of the rail game, due to the frictional force caused, the braking element is automatically moved on. This will further clamp the rail. As a result, a sufficiently large contact force is made possible, but can be limited or must be limited in a suitable manner, in particular by a Anpresskraftbegrenzungseinrichtung. Furthermore, it is advantageous for the guide roller unit to roll on the guide surface during the braking process, wherein the guide surface is configured such that a translation of the brake element in the brake action direction into the adjustment of the brake element occurring in the contact pressure direction increases with increasing adjustment in the brake direction at least partially changes. The change is preferably carried out in continuous small steps such that no sudden changes in the translation occur. However, the translation can be constant in sections or in sections. This is achieved throughout, for example, by a correspondingly shaped inclination of the guide surface. As a result, an advantageous rapid approach of the guide roller unit to the rail is initially possible, and then a uniform reinforcement of the contact pressure can be achieved until this is optionally limited in a suitable manner. For example, the inclination surface accordingly at the beginning of taking place in the Bremswirkrichtung adjustment of the braking element has a large slope on the continuously flattening until the inclination surface merges into a constant slope in the area of the suspended rail game.

It is also advantageous that a stop for the brake element is provided, which limits the successful in the brake action adjustment of the brake element. This prevents overloading and the associated self-destruction of the brake housing. Furthermore, it is advantageous that the mating surface is adjustable against a bias of a pressing force limiting device in the pressing direction. Especially the combination of these two measures has significant advantages. Preferably, for this purpose, a vote is given, in which the stop is realized so that even before the impact on this mediated by the guide arrangement pressing force exceeds the initial bias of the Anpresskraftbegrenzungseinrichtung. Thus, there is an activation of the Anpresskraftbegrenzungseinrichtung in the contact pressure, which limits the contact pressure and at the same time allows adjustment of the contact pressure on the Anpresskraftbegrenzungseinrichtung. This can be essential for a variety of reasons. The limitation of the contact pressure can be determined by the structural design of the rail. Nevertheless, to achieve a high braking force, a precise adjustment under this limitation may be useful. However, the limitation of the contact pressure can also be done for other reasons, while For example, to specify a maximum braking force and thus a maximum deceleration of the elevator car.

Further, it is advantageous that a holding arrangement is provided which cooperates with the brake element so that the braking element during braking and / or in a positioning of the braking element in its standby position in contact with the guide roller unit. In this case, it is further advantageous that the holding arrangement has at least one spring element which holds the brake element on the guide roller unit, and / or that the holding arrangement has at least one spring element which holds the brake element on the guide roller unit that at least partially compensates for a dead weight of the brake element is. In this way, it is ensured that the brake element is applied to the rail in accordance with the movement determined by the guide arrangement and then continued until, for example, the stop is reached. As a result, too early contact of the brake element with the rail, which can lead to the fact that the brake element strikes against the guide roller unit due to the friction, can be avoided. By means of the spring element, it can also be achieved that the braking element applied to the rail is preferably largely adjusted with the frictional force occurring in the brake acting direction, since the dead weight of the braking element has already been compensated.

It is also advantageous that an actuating device is provided which adjusts the brake element together with the guide roller unit to the rail, that a further adjustment of the brake element in the Bremswirkrichtung is made possible by a friction between the brake element and the rail, wherein the actuating device preferably by a mechanical speed limiter and / or is preferably triggered in an electromagnetic manner. About the actuator, the brake element can be adjusted in the brake acting direction until it rests against the rail, since the guide arrangement allows the corresponding translation of the movement in the pressing direction.

Thus, a space-saving brake in the form of the Gleitfangvorrichtung can be realized, which is used specifically for a rail designed as a rail. Depending on the design, the brake element can be designed as a brake wedge which is guided over a single guide roller unit of the guide arrangement. The guide roller unit transfers in this case the pressing force on a housing part (brake housing). About one or more spring elements, in particular retaining springs, which act on the brake element, the engagement movement can be supported because the conditional by the mass of the braking element weight force can be partially compensated.

The gliding device can be designed especially for small contact forces, so that it is particularly suitable for hollow rails. The degressive translation allows a quick delivery at a lower overall height or a use of long brake elements at standard heights. Long brake elements make it possible to keep surface pressure between the rail and the braking or counterface low.

Preferred embodiments of the invention are explained in more detail in the following description with reference to the accompanying drawings, in which corresponding elements are provided with corresponding reference numerals. Show it:

Figure 1 is a Gleitfangvorrichtung for an elevator system and a rail in an excerpt, schematic representation according to an embodiment of the invention.

FIG. 2 shows the gliding device according to the exemplary embodiment of the invention shown in FIG. 1 from the viewing direction designated II in an unactuated initial state;

FIG. 3 shows the gliding device according to the exemplary embodiment of the invention shown in FIG. 2 in the actuated state; FIG.

4 shows an elevator installation with an elevator car and a gliding device according to a possible embodiment of the invention;

5 shows a detail of the elevator installation illustrated in FIG. 4 for explaining a possible embodiment of the invention;

Fig. 6 shows the detail shown in Figure 5 according to another possible embodiment of the invention. Fig. 7 shows the detail shown in Fig. 5 according to another possible embodiment of the invention and

Fig. 8 is a Gleitfangvorrichtung for an elevator installation and a rail in an excerpt, schematic representation according to a further embodiment of the invention.

Fig. 1 shows a Gleitfangvorrichtung 1 for an elevator installation 2 (Fig. 4) and a rail 3 in an excerptive, schematic representation according to an embodiment of the invention. The gliding device 1 serves to brake an elevator car 4 (FIG. 4) of the elevator installation 2 during a braking operation.

During a braking operation, the gliding device 1 cooperates via a brake element 5 with a head 6 of the rail 3. A brake surface 7 or a brake pad 7 in this case faces a side surface 8 of the head 6 of the rail 3.

Furthermore, the gliding device 1 has a mating surface 9 which is formed on a mating body 10 and faces the braking surface 7 of the braking element 5.

Upon actuation, the brake element 5 is adjusted in a pressing direction 11 in the direction of the counter surface 9. Here, first, a rail game 12, 13 predetermined by a gap 12 between the braking surface 7 and the side surface 8 of the rail 3 and a gap 13 between the mating surface 9 and another side surface 14 of the head 6 of the rail 3. About a realized at the beginning of the braking process delivery area of this rail game 12, 13 is repealed. Then, on the one hand, the braking surface 7 and on the other hand, the counter surface 9 on the side surfaces 8, 14 of the head 6 at.

After the rail game 12, 13 is released, it comes through the friction between the braking surface 7 and the side surface 8 of the head 6 to a braking effect. The mating surface 9 may in this case also have the function of a braking surface or the mating body 10 may be provided with a brake lining 9 in order to achieve a braking effect on both sides. The rail 3 has the head 6 and a foot 20. At least the head 6 of the rail 3 is designed as a hollow profile. The head 6 comprises at least one head wall 21 and laterally adjacent to the head wall 21 side surfaces 8, 14. The side surfaces 8, 14 are arranged substantially perpendicular to the head wall 21. The head 6 of the rail 3 encloses the part of the rail 3 or the side surfaces 8, 14 which acts or acts together for braking on the one hand with the braking surface 7 and on the other hand with the counter surface 9.

With regard to the braking effect of the gliding device 1, a brake action direction 22 (FIG. 2) is predetermined, which in this exemplary embodiment is oriented vertically upwards. The braking action direction 22 in this case runs along the rail 3. Accordingly, in this embodiment, the pressing direction 11, which is perpendicular to the brake acting direction 22, horizontally oriented. With respect to the three spatial dimensions, a further direction 23 remains, which is oriented both perpendicular to the pressing direction 11 and perpendicular to the braking effective direction 22. The direction 23 is further characterized in that it is oriented from the foot 20 to the head 6 of the rail 3.

The arrangement 100 of the braking surface 7, the counter surface 9 and the head 6 of the rail 3 is predetermined so that on the one hand the braking surface 7 and on the other hand, the counter surface 9 project beyond the head 6 on the top wall 21 in the direction 23. Thus, the braking surface 7 and the mating surface 9 project beyond the head 6 of the rail 3 on its head wall 21 of the head 6 of the rail 3 in the direction 23. The mating surface 9 may in this case be formed as a further braking surface 9.

Thus, an assembly 100 is formed for the elevator installation 2 with the gliding device 1 and the rail 3, wherein the gliding device 1 for braking the elevator car 4 interacts with the rail 3. The rail 3 comprises the head 6, wherein the head 6 of the rail 3 is designed as a hollow profile and wherein the braking surface 7 of the Gleitfangvorrichtung 1 so cooperates with the rail 3, that the braking surface 7 projects beyond the head 6 of the rail 3. Furthermore, in a corresponding manner, the counter surface 9 facing the braking surface 7 projects beyond the head 6 of the rail 3.

The side surface 8, the head wall 21 and the side surface 14 are in the form of a U- Profiles arranged at two right angles. Further, the braking surface 7 and the counter surface 9 are oriented parallel to each other when they are in contact with the head 6 in order to achieve the braking effect. The top wall 21 is thereby oriented both perpendicular to the braking surface 7 and perpendicular to the mating surface 9. This also results in that the direction 23 is oriented perpendicular to the top wall 21.

The braking surface 7 has a horizontal width B, which is divided into a Überragbreite bl and a support width b2. The braking effect is achieved here by the abutment of the braking surface 7 on the support width b2 on the side surface 8. With the Überragbreite bl the braking surface 7 is in the direction 23 over the head 6 horizontally out, so that this part of the braking surface 7 does not contribute to the braking effect. Preferably, the transfer width bl is less than 50%, preferably about 20% to about 30% of the width B of the braking surface 7. A corresponding consideration is possible for the counter surface 9. This also results in a division of the counter surface 9 in a Überragbreite and a support width, wherein the Überragbreite is less than 50%, preferably about 20% to about 30%, the width of the mating surface 9.

By this configuration it is achieved that when pressing the braking surface 7 in the pressing direction 1 1 to the head 6, the top wall 21 can absorb the forces occurring optimally to prevent bending of the head 6 on its side surfaces 8, 14. Furthermore, an allowable contact pressure with which the braking surface 7 can be pressed against the rail 3, and a size of the braking surface 7 so specified that when pressing the braking surface 7 against the rail 3 with the allowable contact force no permanent plastic deformation of the head 6 of Rail 3 occurs. Here, a limitation of the contact pressure on a Anpresskraftbegrenzungseinrichtung 24, in this embodiment, two columns 25, 26, each with two spring assemblies 27 to 30, possible.

The rail 3 may be formed from a single, unreinforced steel sheet, wherein a material thickness of the hollow profile of the rail 3 may be in a range of about 2.0 mm to about 3.0 mm.

The gliding device 1 has a housing 31. The housing 31 or a housing part 31 'displaceably mounted in the housing 31 is shown in this embodiment laterally. leh displaced mounted, so that the housing part 31 'can adjust laterally. For this purpose, the housing part 3 is mounted on slide pins 74, wherein it is pressed in the unactuated initial state of elastic elements 75 to a lateral stop screw 76. The housing part 31 'as well as the outer housing 31 may be a welded construction or a cast construction.

The brake element 5 is adjustable relative to the housing part 3. In this case, an actuating device 32 is provided which allows an adjustment of the brake element 5 to the rail 3. The actuator 32 is connected by means of a connecting rod 77 to a second Gleitfangvorrichtung Γ. The further embodiment of the gliding device 1 is described below also with reference to FIG. 2.

Fig. 2 shows the illustrated in Fig. 1 Gleitfangvorrichtung 1 according to the embodiment of the invention from the designated II viewing direction in an unactuated initial state. In the initial state, the brake element 5 is spaced from the rail 3. By way of a lever 33 and elements 34, 35 of the actuating device 32, the brake element 5 is held in the starting position. In addition, a holding arrangement 40 is provided which comprises spring elements 41, 42. The spring elements 41, 42 are biased here. Furthermore, a guide roller unit 43 is provided, which is formed in this embodiment by a single guide roller 43. The spring elements 41, 42 hold the brake element 5 on the guide roller 43. Thereby, a guide arrangement 44 is provided, which comprises the guide roller 43 and a guide surface 45 formed in this exemplary embodiment on the brake element 5. By the holding arrangement 40, the guide surface 45 and thus the brake element 5 is held in this embodiment in constant contact with the guide roller 43.

Fig. 3 shows the illustrated in Fig. 2 Gleitfangvorrichtung 1 according to the embodiment of the invention in the actuated state. Upon actuation, for example, under the force of a speed limiter, a tab 46 of the actuator 32 is actuated, which actuates the lever 33 via the element 34. In the unactuated initial state (Fig. 2), the tab 46 is held by means of retaining elements 72. The retaining elements 72 comprise spring elements or magnets or pawls, which hold the tab 46 with predetermined forces in the unactuated initial state. Next is an actuation or pivoting range of the tab 46 bounded by double-sided end stops 73. Upon actuation of the tab 46, the element 35 transmits the movement of the lever 33 in an adjustment of the brake element 5 in the Bremswirkrichtung 22. The design of the actuator 32 can also be performed by means of different lever design. The brake element 5 is designed as a straight movable brake wedge. During the adjustment of the brake element 5, the guide roller 43 rolls on the guide surface 45. In this embodiment, the guide roller 43 rotates about its stationary relative to the housing part 3 arranged axis 47. On the geometry of the guide surface 45, the movement of the brake member 5 in the Bremswirkrichtung 22 translated into a simultaneous movement of the brake element 5 in the Anpressrichtung 11. This is the Brake element 5 initially applied with its braking surface 7 to the side surface 8 of the rail 3. The mounting of the housing part 31 'of the gliding device 1 relative to the rail 3 is in this case predetermined so that the rail play 12, 13 cancels the rail 3 on both sides. This can be achieved, for example, by pressing the brake element 5 against the rail 3 and also pulling the mating surface 9 against the rail 3.

A feed region 48 on the guide surface 45 illustrated in FIG. 3 serves to apply the brake element 5 to the rail 3. In a braking region 49 adjoining the feed region 48, the actual braking effect then takes place. Here, a degressive configuration of the guide surface 45 is predetermined. In the delivery area 48, the rail game 12, 13 is quickly closed. An example illustrated slope 50 with respect to the braking action direction 22 is thus at the beginning of the successful in the brake action 22 adjustment, ie in the Zustellbereich 48, greater than in the braking area 49. The slope 50 may, for example, at the beginning about 17 ° (0.3 rad) and reduced to less than about 5 ° (0.1 rad) after clearance. This is from the date of the game suspension self-actuation given.

The movement of the brake element 5 in the braking direction 22 is limited by a stop 51 of the housing part 31 '. In the end position shown in FIG. 3, the brake element 5 abuts against the stop 51. This results in the maximum possible adjustment of the brake elements 5 in the braking direction 22 and, accordingly, in the pressing direction 11. Here is preferably to that effect a vote made that the Anpresskraftbegrenzungseinrichtung 24 is operated even before reaching the end position, whereby the counter surface 9 is slightly engaged against the bias of the spring assemblies 27 to 30 in the pressing 11. As a result, the braking force can be adjusted. This also results in a limitation of the braking force, so that in particular with sensitive rails 3 damage is prevented.

In an installation of the Gleitfangvorrichtung 1 in the manner described, in which the braking action direction 22 points upward, the weight of the brake element 5 via the spring elements 41, 42 can be at least partially compensated in an advantageous manner.

Due to the reduced slope 50 in the braking region 49, a slow delivery and thus a slower force build-up for generating the braking effect is achieved. The pitch 50 in the braking area 49 is in this case smaller than a friction angle, which is determined by the sliding friction coefficient, which results from the friction pairing between the brake element 5 and the rail 3.

Fig. 4 shows the elevator installation 2 with the elevator car 4 and the gliding device 1 according to a possible embodiment of the invention. The gliding device 1 is shown schematically here. Further, a further Gleitfangvorrichtung 1 'is provided, which is formed according to the catcher device 1 and which cooperates in a corresponding manner with a further rail 3'. The tracking device 1 is connected by means of the connecting rod 77 (Fig. 1) with the other sliding device Γ, so that the two Gleitfangvorrichtungen 1, Γ are operated substantially synchronously. The elevator car 4 is guided on the rail 3 and the further rail 3 ', which serve as guide rails 3, 3'. The elevator car 4 is suspended on a pulling and carrying means 52.

The rail 3 is divided in this possible embodiment into several sections 53, 54, wherein for simplicity only the sections 53, 54 are shown. In this case, in a connection region 55, against which the sections 53, 54 butt against one another, tolerance deviations from an ideal alignment may occur. Suitable measures are explained below, inter alia, with reference to FIGS. 5 to 7. FIG. 5 shows a detail of the elevator installation 2 illustrated in FIG. 4 for explaining a possible embodiment of the invention. Here, a situation is illustrated in which there is an offset between the sections 53, 54 of the rail 3 in the connecting region 55, in which the rail sections 53, 54 butt against each other due to tolerances during assembly or the like. This manifests itself here in that, contrary to the braking action direction 22, a step 56 has been created on the rail 3. The step 56 represents a discontinuity 56 within the side surface 8.

Upon actuation of the gliding device 1, the situation may arise that the braking surface 7 of the brake element 5 is applied to the rail 3 in the region of the section 53 and a transition to the section 54 of the rail 3 takes place during the braking process. For a proper operation and to prevent damage that could occur in particular on the brake pad 7, a chamfer 57 is configured on the brake element 5. Here, a suitable chamfer angle 58 (FIG. 2) is selected. A corresponding chamfer 59 (FIG. 3) can be formed on the mating surface 9 or the mating body 10. The chamfers 57, 59 are provided in the braking action direction 22 on the braking surface 7 and the counter surface 9, respectively. The chamfer angle 58 for the chamfer 57 and a chamfer angle 60 for the chamfer 59 may preferably be selected from a range of about 5 ° to about 20 °. Preferably, the chamfer 57 of the braking surface 7 and the chamfer 59 of the counter surface 9 are each formed with a chamfer angle 59, 60 of about 15 °.

Fig. 6 shows the detail shown in Fig. 5 according to another possible embodiment of the invention. In this exemplary embodiment, the section 54 of the rail 3 following the braking action direction 22, ie the rail section 54, is provided with chamfers 65, 66 at the connecting region 55 (rail joint). Here, the chamfer 65 is provided with respect to the brake element 5, while the chamfer 66 is provided with respect to the counter body 10.

Fig. 7 shows the detail shown in Fig. 5 according to another possible embodiment of the invention. In this exemplary embodiment, chamfers 65 to 68 on the rail sections 53, 54 are provided on the connection region 55 both in opposite directions as compared to the brake action direction 22. An abrasive behavior in relation to the sections 53, 54 of the rail 3 is thereby improved. It is understood that for this purpose a length 69 of the braking surface 7 along the Bremswirkrichtung 22 must be significantly greater than the considered in the Bremswirkrichtung 22 length 70 of the chamfers 65 to 68. Preferably, the length 69 of the braking surface 7 is at least four times as large as that Length 70 of a single chamfer 65 to 68.

The chamfers 65 to 68 are dimensioned in conjunction with the length 69 of the braking surface 7 so that a possible step formation, as illustrated with reference to FIG. 5, equalized and an abrasive behavior is avoided as possible. Levels equalized means that a sliding over the joint 55 or friction surface - such as the braking surface 7, the mating surface 9 or a guide surface of a guide shoe - not present at a stage of the rail joint, but meets corresponding chamfer surfaces of the chamfers 65 to 68 and correspondingly gentle is steered.

In the context of tolerances or the like occurring steps 56 can be limited, for example, to a maximum value, which may be depending on the application in a range of about 0.2 mm to about 0.4 mm. Accordingly, then the dimensioning of the chamfers 65 to 68 take place.

Fig. 8 shows a Gleitfangvorrichtung 1 for an elevator installation 2 and a rail 3 in an excerpt, schematic representation according to a further embodiment of the invention. In contrast to the embodiment described with reference to FIGS. 1 to 3, the guide roller unit 43 is mounted here on the brake element 5. This means that the axis 47, about which the guide roller unit 43 rotates, is fixedly arranged on the brake element 5. The guide surface 45 is arranged fixed to the housing part 3 in this embodiment. In particular, the guide surface 45 can be configured on the housing part 31 '. Thus, another possible design for the guide assembly 44 is characterized. The holding arrangement 40 with the spring elements 41, 42 can be realized in a corresponding manner. The pitch 50 of the guide surface 45 also varies in this embodiment in relation to the movement of the brake element 5, which takes place together with the guide roller unit 43, in the brake acting direction 22. In FIG. 8, an incline 50 is shown by way of example. It is understood that the elevator installation 2 can have one or more sliding safety devices 1, depending on the design. The gliding device 1 can in this case be directly or indirectly rigidly connected to the elevator car 4. The rails 3, 3 'are arranged stationarily in an elevator shaft 71, through which the elevator car 4 can be moved during operation.

The invention is not limited to the described embodiments and possible embodiments.

Claims

claims

1. Gleitfangvorrichtung (1) for an elevator installation (2) with a movable brake element (5), which is adjustable for a braking operation in a contact pressure (11) to a counter surface (9), wherein in the mounted state, a rail (3) between the brake element (5) and the counter surface (9) is arranged, wherein a guide assembly (44) for the brake element (5) is provided, wherein the guide assembly (44) has a guide surface (45) and a single guide roller unit (43) the guide roller unit (43) cooperates with the guide surface (45) in such a way that an adjustment of the brake element (5) taking place in the contact pressure direction (11) takes place during an adjustment of the brake element (5) taking place in a brake action direction (22) Pressing device (11) is perpendicular to the braking action direction (22) and wherein the guide roller unit (43) rolls on the guide surface (45) during the braking operation,

characterized in that the guide surface (45) is designed so that a translation of the braking effect in the direction (22) taking place adjustment of the braking element (5) in the in the pressing (11) taking place adjustment of the braking element (5) is degressive.

2. Sliding device according to claim 1,

characterized,

in that the guide roller unit (43) has a single roller (43) rotatable about an axis (47) or a plurality of rollers (43) rotatable together about a single axis (47).

3. Sliding device according to claim 1 or 2,

characterized,

in that the brake element (5) is designed as a brake wedge (5) in that the guide surface (45) is configured on the brake wedge (5), that the brake wedge (5) has a braking surface (7) facing away from the guide surface (45) and the braking surface (7) of the brake wedge (5) cooperates with the rail (3) during the braking process.

4. Sliding device according to claim 3,

characterized,

in that the guide roller unit (43) is mounted in a housing part (3).

5. Sliding device according to claim 1 or 2,

characterized,

in that the guide surface (45) is stationary relative to a housing part (31 ') and that the guide roller unit (43) is mounted in the brake element (5).

6. Gleitfangvorrichtung according to any one of claims 1 to 5, characterized in that the guide roller unit (43) during braking on the guide surface (45) rolls, wherein the guide surface (45) is configured such that a translation of the in the Bremswirkrichtung (22) successive adjustment of the brake element (5) in the in the pressing direction (11) taking place adjustment of the brake element (5) in an at the beginning of the in the Bremswirkrichtung (22) adjustment adjustment lying feed area, which extends so far until a rail game (12, 13) between the brake element (5), the mating surface (9) and the rail (3) is lifted by a slope (50) of the guide surface (45) relative to the Bremswirkrichtung (22) between about 6 ° and about 17 °,

and or

in that the guide roller unit (43) rolls on the guide surface (45) during the braking operation, wherein the guide surface (45) is designed such that a translation of the brake element (22) into the brake element (5) in the direction of contact (11 ) taking place adjustment of the brake element (5) after a at the beginning of the in the Bremswirkrichtung (22) adjustment adjustment lying Zustellbereich (48), which extends so far until a rail game (12, 13) between the brake element (5), the counter surface (9) and the rail (3) is lifted, by a slope (50) of the guide surface (45) relative to the Bremswirkrichtung (22) smaller than a determined by the friction by the pair between the braking element (5) and the rail (3) Sliding friction coefficient of certain friction angles and / or less than about 6 °,

and or

in that the guide roller unit (43) rolls on the guide surface (45) during the braking operation, wherein the guide surface (45) is designed such that a translation of the brake element (22) into the brake element (5) in the direction of contact (11 ) successive adjustment of the brake element (5) with increasing in the brake acting direction (22) resulting adjustment at least partially changes.

7. Sliding device according to one of claims 1 to 6,

characterized,

in that a stop (51) is provided for the brake element (5) which limits the adjustment of the brake element (5) taking place in the brake action direction (22).

8. Sliding device according to one of claims 1 to 7,

characterized,

in that the mating surface (9) is adjustable in the pressing direction (11) against a bias of a contact pressure limiting device (24).

9. Sliding device according to one of claims 1 to 8,

characterized,

a holding arrangement (40) is provided which cooperates with the brake element (5) in such a way that the brake element (5) comes into contact with the guide roller unit (43) during the braking operation and / or during positioning of the brake element (5) in its ready position. is.

10. Sliding device according to claim 9,

characterized,

in that the holding arrangement (40) has at least one spring element (41, 42) which holds the brake element (5) on the guide roller unit (43) and / or that the holding arrangement (40) has at least one spring element (41, 42) which supports the Brake element (5) on the guide roller unit (43) holds that a weight of the brake element (5) is at least partially compensated.

11. Sliding device according to one of claims 1 to 10,

characterized,

in that an actuating device (32) is provided which, together with the guide roller unit (43), adjusts the brake element (5) on the rail (3) in such a way that a further adjustment takes place by friction between the brake element (5) and the rail (3) of the brake element (5) in the braking action direction (22), wherein the actuating device (32) is preferably triggered by a mechanical speed limiter and / or preferably in an electromagnetic manner.

12. Elevator installation (2) with an elevator car (4) which is guided on at least one rail (3), and at least one gliding device (1) according to one of claims 1 to 11, wherein the gliding device (1) on the elevator car (4 ) is arranged and for braking the elevator car (4) in the braking operation with the rail (3) cooperates.

13. Elevator installation according to claim 12,

characterized,

that the rail (3) is designed with a hollow profile and that the brake element (5) is arranged such that a braking surface (7) of the brake element (5) projects beyond a head (6) of the rail (3).

14. A method for braking an elevator car (4) which is feasible with a Gleitfangvorrichtung (1) according to one of claims 1 to 11, wherein a brake element (5) of the Gleitfangvorrichtung (1) for a braking operation in a contact pressure (11) to a Counter-surface (9) is adjusted out, wherein a rail (3) between the brake element (5) and the counter surface (9) is arranged, wherein a single guide roller unit (43) and a guide surface (45) of a guide assembly (44) together act, that in one in a Bremswirkrichtung (22) taking place adjustment of the brake element (5) at the same time in the pressing (11) occurring successful adjustment of the brake element (5), and wherein the contact pressure (11) is perpendicular to the brake acting direction (22) ,