WO2017050647A1 - Système de parachute à glissement pour système d'ascenseur - Google Patents

Système de parachute à glissement pour système d'ascenseur Download PDF

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Publication number
WO2017050647A1
WO2017050647A1 PCT/EP2016/071936 EP2016071936W WO2017050647A1 WO 2017050647 A1 WO2017050647 A1 WO 2017050647A1 EP 2016071936 W EP2016071936 W EP 2016071936W WO 2017050647 A1 WO2017050647 A1 WO 2017050647A1
Authority
WO
WIPO (PCT)
Prior art keywords
braking
brake element
brake
rail
adjustment
Prior art date
Application number
PCT/EP2016/071936
Other languages
German (de)
English (en)
Inventor
Josef Husmann
Original Assignee
Inventio 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 Inventio Ag filed Critical Inventio Ag
Priority to CN201680055234.3A priority Critical patent/CN108137275B/zh
Priority to EP16766309.5A priority patent/EP3353105B1/fr
Priority to MX2018003518A priority patent/MX2018003518A/es
Priority to RU2018112427A priority patent/RU2723006C2/ru
Priority to MYPI2018700933A priority patent/MY190741A/en
Priority to ES16766309T priority patent/ES2765704T3/es
Priority to PL16766309T priority patent/PL3353105T3/pl
Publication of WO2017050647A1 publication Critical patent/WO2017050647A1/fr
Priority to PH12018500549A priority patent/PH12018500549A1/en

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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
    • 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

Definitions

  • the invention relates to a Gleitfangvortechnisch for an elevator system, an elevator system with a Gleitfangvortechnisch and a method for braking an elevator car, which is feasible with a Gleitfangvortechnisch.
  • an elevator safety device 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.
  • 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.
  • 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 Gleitfangvorplatz and a method for braking an elevator car, which is feasible with a Gleitfangvorraum, which are designed improved. Specifically, it is an object of the invention to provide a Gleitfangvorplatz for an elevator system, an elevator system with a Gleitfangvortechnik and a method for braking an elevator car, which is feasible with a Gleitfangvortechnisch, allow a space-optimized design or require a smaller installation space.
  • the Gleitfangvortechnische 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 Gleitfangvortechnisch.
  • 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 elevator installation may, for example, also have a plurality of elevator cars, each of which can be caught via at least one gliding device.
  • 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.
  • 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.
  • 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.
  • the ratio changes, with which translates a movement in the brake acting direction in a movement in the pressing direction.
  • 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 Bremswirkutter, 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.
  • 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 Anpresskraftbegrenzungs adopted for the counter surface, as it is also explained below.
  • Gleitfangvoroplasty 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 Gleitfangvorplatz 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 Anpressides adjustment of the brake element, and wherein the Pressing direction is perpendicular to the Bremswirkraum.
  • This also results in the advantage that over the individual guide roller unit a contact pressure is limited.
  • the braking element of the Gleitfangvorraum 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.
  • the guide assembly comprises a single guide roller unit.
  • 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.
  • 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.
  • a shaping of the movement path of the brake element during the braking process can take place via the design of the guide surface.
  • 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.
  • 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.
  • 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 Gleitfangvorraum 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.
  • 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.
  • 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.
  • 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.
  • 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 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 Bremswirkutter between about 6 ° and about 17 °.
  • 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 Bremswirkcardi 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 °.
  • a degressive course is predetermined over the range until the rail game is essentially canceled.
  • 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 Bremswirkcardi 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 Bremswirk Vietnamese 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 Anpresskraftbegrenzungs adopted.
  • the guide roller unit 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.
  • 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.
  • 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.
  • the inclination surface accordingly at the beginning of taking place in the Bremswirkraum 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.
  • 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.
  • the mating surface is adjustable against a bias of a pressing force limiting device in the pressing direction.
  • 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 Anpresskraftbegrenzungs announced.
  • 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.
  • a holding arrangement 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.
  • 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.
  • 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.
  • an actuating device which adjusts the brake element together with the guide roller unit to the rail, that a further adjustment of the brake element in the Bremswirk Vietnamese 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.
  • 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.
  • a space-saving brake in the form of the Gleitfangvorraum can be realized, which is used specifically for a rail designed as a rail.
  • 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).
  • 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.
  • Figure 1 is a Gleitfangvortechnische 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
  • FIG. 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 Gleitfangvortechnische for an elevator installation and a rail in an excerpt, schematic representation according to a further embodiment of the invention.
  • Fig. 1 shows a Gleitfangvoruze 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.
  • 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.
  • 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.
  • the brake element 5 Upon actuation, the brake element 5 is adjusted in a pressing direction 11 in the direction of the counter surface 9.
  • 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.
  • a realized at the beginning of the braking process delivery area of this rail game 12, 13 is repealed.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 Gleitfangvorides 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 Studentsragbreite 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.
  • 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 Mathragbreite and a support width, wherein the Kochragbreite is less than 50%, preferably about 20% to about 30%, the width of the mating surface 9.
  • 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.
  • 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.
  • 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 Gleitfangvorides ⁇ .
  • 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 Gleitfangvoruze 1 according to the embodiment of the invention from the designated II viewing direction in an unactuated initial state.
  • the brake element 5 In the initial state, the brake element 5 is spaced from the rail 3.
  • a holding arrangement 40 is provided which comprises spring elements 41, 42.
  • the spring elements 41, 42 are biased here.
  • 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.
  • 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.
  • Fig. 3 shows the illustrated in Fig. 2 Gleitfangvoruze 1 according to the embodiment of the invention in the actuated state.
  • a tab 46 of the actuator 32 is actuated, which actuates the lever 33 via the element 34.
  • 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.
  • an actuation or pivoting range of the tab 46 bounded by double-sided end stops 73.
  • the element 35 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 Bremswirkraum 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.
  • the guide roller 43 rolls on the guide surface 45.
  • the guide roller 43 rotates about its stationary relative to the housing part 3 arranged axis 47.
  • the movement of the brake member 5 in the Bremswirkraum 22 translated into a simultaneous movement of the brake element 5 in the Anpressraum 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.
  • a braking region 49 adjoining the feed region 48 the actual braking effect then takes place.
  • a degressive configuration of the guide surface 45 is predetermined.
  • 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 Zustell Scheme 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.
  • a vote made that the Anpresskraftbegrenzungs worn 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.
  • 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.
  • the weight of the brake element 5 via the spring elements 41, 42 can be at least partially compensated in an advantageous manner.
  • 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.
  • a further Gleitfangvoruze 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 ⁇ , so that the two Gleitfangvortechnischen 1, ⁇ 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.
  • 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.
  • a chamfer 57 is configured on the brake element 5.
  • 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 °.
  • 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.
  • 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).
  • 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.
  • 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.
  • a length 69 of the braking surface 7 along the Bremswirk Vietnamese 22 must be significantly greater than the considered in the Bremswirkcardi 22 length 70 of the chamfers 65 to 68.
  • 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.
  • 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 Gleitfangvorraum 1 for an elevator installation 2 and a rail 3 in an excerpt, schematic representation according to a further embodiment of the invention.
  • the guide roller unit 43 is mounted here on the brake element 5.
  • the guide surface 45 is arranged fixed to the housing part 3 in this embodiment.
  • the guide surface 45 can be configured on the housing part 31 '.
  • 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.
  • an incline 50 is shown by way of example.
  • 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.

Abstract

L'invention concerne un système de parachute à glissement (1) pour un système d'ascenseur (2), présentant un élément de freinage mobile (5) qui peut être déplacé pour une opération de freinage dans une direction de pression (11) vers une surface antagoniste (9). Lorsque le système est monté, un rail (3) est agencé entre l'élément de freinage (5) et la surface antagoniste (9). Un système de guidage (44) de l'élément de freinage (5) présente une surface de guidage (45) et un ensemble rouleau de guidage (43) individuel. L'ensemble rouleau de guidage (43) coopère avec la surface de guidage (45) de telle manière qu'un déplacement de l'élément de freinage (5) se produisant dans une direction actionnant le freinage (22) provoque en même temps un déplacement de l'élément de freinage (5) dans la direction de pression (11). La direction de pression (11) est respectivement parallèle à la direction actionnant le freinage (22). L'ensemble rouleau de guidage (43) roule lors de l'opération de freinage contre la surface de guidage (45), et la surface de guidage (45) est conçue de telle manière que la transposition du déplacement de l'élément de freinage (5) se produisant dans la direction actionnant le freinage (22) en déplacement de l'élément de freinage (5) se produisant dans la direction de pression (11) s'effectue de manière dégressive. L'invention concerne par ailleurs un système d'ascenseur (2) muni dudit système de parachute à glissement (1), ainsi qu'un procédé de freinage d'une cabine d'ascenseur (4) pouvant être mis en œuvre au moyen dudit système de parachute à glissement (1).
PCT/EP2016/071936 2015-09-23 2016-09-16 Système de parachute à glissement pour système d'ascenseur WO2017050647A1 (fr)

Priority Applications (8)

Application Number Priority Date Filing Date Title
CN201680055234.3A CN108137275B (zh) 2015-09-23 2016-09-16 用于电梯设备的滑动锁止装置
EP16766309.5A EP3353105B1 (fr) 2015-09-23 2016-09-16 Systeme de parachute coulissant pour un ascenseur
MX2018003518A MX2018003518A (es) 2015-09-23 2016-09-16 Paracaidas de deslizamiento para sistema de elevador.
RU2018112427A RU2723006C2 (ru) 2015-09-23 2016-09-16 Ловитель скользящего действия для лифта
MYPI2018700933A MY190741A (en) 2015-09-23 2016-09-16 Capture device for a lift system
ES16766309T ES2765704T3 (es) 2015-09-23 2016-09-16 Dispositivo de retención deslizante para una instalación de ascensor
PL16766309T PL3353105T3 (pl) 2015-09-23 2016-09-16 Ślizgowe urządzenie chwytające do instalacji dźwigowej
PH12018500549A PH12018500549A1 (en) 2015-09-23 2018-03-14 Safety catch device for a lift system

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP15186514 2015-09-23
EP15186514.4 2015-09-23

Publications (1)

Publication Number Publication Date
WO2017050647A1 true WO2017050647A1 (fr) 2017-03-30

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PCT/EP2016/071936 WO2017050647A1 (fr) 2015-09-23 2016-09-16 Système de parachute à glissement pour système d'ascenseur

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Country Link
EP (1) EP3353105B1 (fr)
CN (1) CN108137275B (fr)
ES (1) ES2765704T3 (fr)
MX (1) MX2018003518A (fr)
MY (1) MY190741A (fr)
PH (1) PH12018500549A1 (fr)
PL (1) PL3353105T3 (fr)
RU (1) RU2723006C2 (fr)
WO (1) WO2017050647A1 (fr)

Citations (7)

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Publication number Priority date Publication date Assignee Title
EP0883567A1 (fr) 1996-03-01 1998-12-16 Cobianchi Liftteile Ag Parachute a prise instantanee et machoire de frein, notamment pour cabines d'ascenseur
EP0968954A1 (fr) 1998-07-03 2000-01-05 Cobianchi Liftteile Ag Dispositif parachute notamment pour cabines d'ascenseur
CN2533061Y (zh) 2002-04-04 2003-01-29 重庆宗申技术开发研究有限公司 一种链传动舷外机的密封结构
CN2583061Y (zh) * 2002-09-19 2003-10-29 上海精润金属制品有限公司 电梯安全钳
WO2005044709A1 (fr) 2003-10-07 2005-05-19 Otis Elevator Company Dispositif d'arret d'urgence exempt de cable, pouvant etre remis a zero a distance et destine a un ascenseur
WO2008128689A2 (fr) * 2007-04-18 2008-10-30 Wittur Holding Gmbh Dispositif de freinage ou blocage à galet circulant sur garniture partiellement en bronze et surface de frottement oblique
EP1813566B1 (fr) 2004-11-16 2013-09-18 Mitsubishi Denki Kabushiki Kaisha Dispositif de securite pour ascenseur

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Publication number Priority date Publication date Assignee Title
FI101782B1 (fi) * 1996-11-07 1998-08-31 Kone Corp Liukutarraaja
US7374021B2 (en) * 2002-10-09 2008-05-20 Otis Elevator Company Combined elevator guiding and safety braking device
MY151628A (en) * 2006-05-29 2014-06-30 Inventio Ag Lift facility with a braking device and method for braking a lift facility
ES2874760T3 (es) * 2010-05-18 2021-11-05 Otis Elevator Co Sistema de seguridad integrado de ascensor
RU2600423C2 (ru) * 2012-02-17 2016-10-20 Инвенцио Аг Тормозная система лифта и способ торможения кабины лифта
JP5926603B2 (ja) * 2012-04-25 2016-05-25 株式会社日立製作所 エレベータ

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0883567A1 (fr) 1996-03-01 1998-12-16 Cobianchi Liftteile Ag Parachute a prise instantanee et machoire de frein, notamment pour cabines d'ascenseur
EP0968954A1 (fr) 1998-07-03 2000-01-05 Cobianchi Liftteile Ag Dispositif parachute notamment pour cabines d'ascenseur
CN2533061Y (zh) 2002-04-04 2003-01-29 重庆宗申技术开发研究有限公司 一种链传动舷外机的密封结构
CN2583061Y (zh) * 2002-09-19 2003-10-29 上海精润金属制品有限公司 电梯安全钳
WO2005044709A1 (fr) 2003-10-07 2005-05-19 Otis Elevator Company Dispositif d'arret d'urgence exempt de cable, pouvant etre remis a zero a distance et destine a un ascenseur
EP1813566B1 (fr) 2004-11-16 2013-09-18 Mitsubishi Denki Kabushiki Kaisha Dispositif de securite pour ascenseur
WO2008128689A2 (fr) * 2007-04-18 2008-10-30 Wittur Holding Gmbh Dispositif de freinage ou blocage à galet circulant sur garniture partiellement en bronze et surface de frottement oblique

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CN108137275B (zh) 2020-06-09
EP3353105B1 (fr) 2019-12-18
RU2723006C2 (ru) 2020-06-08
CN108137275A (zh) 2018-06-08
PH12018500549A1 (en) 2018-09-10
MX2018003518A (es) 2018-06-18
EP3353105A1 (fr) 2018-08-01
RU2018112427A3 (fr) 2019-12-30
PL3353105T3 (pl) 2020-06-15
MY190741A (en) 2022-05-12
RU2018112427A (ru) 2019-10-07
ES2765704T3 (es) 2020-06-10

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