WO2023134980A1 - Unité de libération pour actionner un dispositif de frein d'ascenseur - Google Patents

Unité de libération pour actionner un dispositif de frein d'ascenseur Download PDF

Info

Publication number
WO2023134980A1
WO2023134980A1 PCT/EP2022/087024 EP2022087024W WO2023134980A1 WO 2023134980 A1 WO2023134980 A1 WO 2023134980A1 EP 2022087024 W EP2022087024 W EP 2022087024W WO 2023134980 A1 WO2023134980 A1 WO 2023134980A1
Authority
WO
WIPO (PCT)
Prior art keywords
roller
guide rail
release
elevator
clamping
Prior art date
Application number
PCT/EP2022/087024
Other languages
German (de)
English (en)
Inventor
Rene Holzer
Karl Kriener
Original Assignee
Wittur Holding Gmbh
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 Wittur Holding Gmbh filed Critical Wittur Holding Gmbh
Publication of WO2023134980A1 publication Critical patent/WO2023134980A1/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

Definitions

  • the invention relates to a release unit for actuating an elevator brake device according to the preamble of claim 1 .
  • elevators are equipped with an elevator brake device, which brakes or slows down the car in the event of an impermissibly high travel speed. catches .
  • the cause of an impermissibly high acceleration of the car can be, for example, a malfunction in the control of a drive or his brake or a broken rope.
  • the triggering of the train brake device can be done in different ways.
  • the braking device is usually activated by a speed governor installed in the shaft.
  • a speed governor installed in the shaft.
  • a self-contained governor rope is attached in the elevator shaft, which is deflected by the overspeed governor and a tension pulley.
  • the governor rope is connected at one point to the braking device of the elevator car or connected to the braking element of the braking device. Accordingly, when the elevator car moves, it is carried along by it. An impermissibly high driving speed then causes the speed governor to brake the governor rope. Since the governor rope thus moves more slowly in the elevator shaft than the elevator cabin and the braking element attached to it, the governor rope exerts a tensile force on the braking element. This activates the braking device.
  • purely mechanical release units have various disadvantages, such as their susceptibility to faults if the overspeed governor becomes dirty or the relatively high outlay involved in assembly or installation. the additional space required in the shaft .
  • the shaft is usually equipped with sensors arranged at regular intervals or even a complete shaft copy, which detect overspeed. In the event of overspeeding, a signal is then sent to the mostly electromagnetic based trip unit.
  • triggering units are usually designed in such a way that they automatically trigger the braking process in the event of a power failure.
  • a typical elevator brake device which is equipped with an electromagnetic triggering unit, is described, for example, in WO 2006/077243 A1.
  • a braking device for an elevator car is shown, the braking element of which is held in an active position by a retaining element as long as the elevator car is not to be braked.
  • the restraining element is an electromagnet, which attracts the braking element designed as a brake roller and thus prevents contact with the guide rail of the elevator.
  • the electromagnet is switched off and the braking element is pressed in the direction of the guide rail by a compression spring.
  • the brake roller rolls off the guide rail and runs into a wedge gap between the guide rail and a pressure hull, which is also part of the braking device.
  • the brake roller equipped with a friction surface brakes the elevator car.
  • the electromagnet is activated in order to bring the braking element back from its braking position into the active position.
  • the braking element is brought back into a position in which there is no longer any contact with the guide rail.
  • the elevator car is usually set back a bit.
  • the electrically triggerable elevator brake devices now have the advantage that they can be applied loosely in front of a floor shaft door for the duration of a stop and then tighten themselves very quickly if a UCM should start.
  • the electrically triggerable elevator braking devices are returned to their ready position simply by being re-energized, and the journey can begin.
  • a disadvantage of the known braking device is the fact that it only acts in one direction, so that—depending on the type of assembly—it can only activate the braking device either in the event of impermissibly fast downward travel or only in the event of impermissibly fast upward travel. However, it cannot be applied to both cases at the same time.
  • the triggering unit comprises a triggering base body that can be mounted on the car, a trigger and a coupling element via which the triggering unit can be connected to an elevator braking device.
  • the triggering unit is preferably designed as a completely separate assembly from said elevator braking device, so that the elevator braking device is physically separate from the triggering unit. It can continue to be used with your existing certification.
  • the triggering unit is connected to the elevator brake device exclusively via the coupling element.
  • the trigger includes a trigger clamping surface which, after triggering, moves together with the clamping roller transversely to the direction of travel of the elevator in the direction of the elevator guide rail assigned to it.
  • a main clamping surface connects to the release clamping surface on both sides, seen in both directions of travel.
  • the main clamping surface is anchored separately from the release clamping surface directly on the release body.
  • the release clamping surface and the main clamping surfaces are arranged and designed in such a way that the pinch roller rolls over each end of the release clamping surface (seen in a direction parallel to the direction of travel) into the gap between a main clamping surface and the guide rail. It doesn't matter whether an upward or downward movement is currently being carried out.
  • Such a triggering unit has the advantage that an already existing braking device can be retrofitted with it.
  • the release body of the release unit is mounted on the elevator car as intended, and a connection is established between the release unit and the braking device via the coupling element.
  • the triggering unit is triggered. This causes the pinch roller of the Trip unit completes a movement relative to the trip unit. In any case, this relative movement of the clamping roller is partially transmitted to the coupling element. In this way, the braking device connected to the coupling element is switched to the braking state.
  • the braking device is typically brought into the braking state by pulling a braking member of the braking device connected to the elevator car into a wedge gap between the guide rail and a base body of the braking device. With a further movement of the elevator car along the guide rail, the braking element then automatically pulls itself further into the gap and brakes the elevator car in the process.
  • the triggering unit located in the non-triggered state In order to activate the braking device via the coupling element, the triggering unit located in the non-triggered state must first be brought into the triggered state. In the untriggered state of the trip unit, the trigger is in a position that makes it impossible for the pinch roller to make contact with the guide rail. The pinch roller carried by the release thus moves with the release unit attached to the elevator car, without a relative speed to the elevator car or assign to the trip unit on .
  • the trigger is mounted on the trigger base body in such a way that it or at least a section of the trigger inevitably completes a movement in the direction of the guide rail if it is triggered. In the non-triggered state, however, this movement of the trigger is blocked. Only after the trigger of the trigger unit--preferably by an electromagnet that is no longer energized--is released is the movement of the trigger together with the clamping roller in the direction of the guide rail permitted. Eventually, as the trigger moves toward the guide rail, the pinch roller carried by the trigger contacts the hoist rail and is pinched between the trigger pinch surface and the guide rail.
  • the pinch roller Due to the relative movement between the elevator car or the tripping unit connected to it and the guide rail, the pinch roller initially rolls between the tripping clamping surface and the guide rail. The pinch roller therefore performs a translatory movement counter to the direction of travel of the elevator car and consequently a movement relative to the release unit.
  • This relative movement finally transports the clamping roller into the gap between the respective main clamping surface and the guide rail, where it is clamped more firmly and now transmits its further relative movement to the coupling link connected to it, whereby the coupling link triggers the braking device.
  • the release clamping surface is thus designed and mounted in such a way that it only presses on the clamping roller with less force than the relevant main clamping surface as soon as the clamping roller has entered the gap between it and the guide rail.
  • the trigger clamping surface applies less than 2/3 the force, more preferably less than 1/2 the force, compared to a main clamping surface in action.
  • the forces that have to be applied are significantly lower than the biasing force that is required by the Triggering is required and is applied in order to train the tripping unit to reliably actuate the train brake.
  • the electromagnet can be dimensioned correspondingly smaller, which saves construction and electricity costs.
  • the main clamping surfaces are not supported on the trigger but on the trigger body, ideally via a spring directly on the trigger body.
  • the release clamping surface is part of the release or is supported on it.
  • clamping roller ideally describes a roller in the actual sense which, as described above, rolls between the respective clamping surface and the guide rail.
  • the clamping roller is not a roller in the actual sense, but merely a friction lining any geometry, for example cuboid.
  • the required relative movement between the friction lining and the elevator car for triggering the braking device via the coupling link is achieved in this case in that the brake lining is braked solely due to sliding friction on the guide rail.However, this leads to increased wear on both the guide rail as well as on the friction lining itself.
  • clamping surface preferably describes the actual surface that rests against the clamping roller, and in a broader sense usually also the entire respective element comprising the surface.
  • guide rail preferably designates the guide rail of the elevator car running in the elevator shaft. However, this term also covers an additional rail mounted in the elevator shaft, which one "Brake rail” could call.
  • Guide rail and elevation rail also have the same meaning.
  • untriggered state refers to the position of the trip unit in which contact between the pinch roller and the guide rail is not possible.
  • triggered state or “triggered state of the tripping unit” generally refers to the position of the tripping unit in which contact between the clamping roller and the guide rail is possible or already exists.
  • the trigger comprises a roller cage carrying a pinch roller.
  • This is preferably actuated via a rocker switch.
  • the roller cage moves together with the clamping roller transversely to the direction of travel of the elevator in the direction of the elevator guide rail assigned to it. This movement occurs until the pinch roller is pinched between a release nip surface of the roller cage and the hoist rail. The pinch roller then rolls between the release pinch surface of the roller cage and the elevator rail.
  • the rolling of the clamping roller takes place as a result of the relative movement between the release clamping surface along the hoisting rail and the hoisting rail.
  • the roller cage is preferably fastened to the release body in such a way that, in the event of a release, it automatically moves in the direction of the elevator rail fully pulls . This movement is blocked by the rocker in the non-triggered state of the trip unit.
  • the trigger has a rocker. This is preferably actuated by an electromagnet and at least one counteracting tension spring.
  • the rocker preferably forms a release clamping surface directly on its one rocker arm. With this she presses on the clamping roller in order to move it immediately transverse to the direction of travel of the elevator in the direction of the elevator guide rail assigned to her after it has been released. Pressure is applied to the pinch roller until the pinch roller is pinched between the trip pinch surface and the elevator track and rolls between the trip pinch face of the seesaw arm and the elevator guide track.
  • the pressure on the pinch roller continues until the pinch roller is no longer in the area between the release pinch face and the guide rail as a result of rolling on the guide rail and the associated movement relative to the release pinch face.
  • the rocker is mounted on the release body in such a way that it can rotate about a fixed axis of rotation relative to the release body.
  • the seesaw has two areas which essentially lie opposite one another and merge into one another, between which the axis of rotation is located. The two sections of the seesaw are called the seesaw arms.
  • the electromagnet acts against one of the rocker arms, preventing rotation of the other rocker arm in the direction of the guide rail.
  • the electromagnet overcomes the spring force of the tension spring.
  • the tension spring exerts a force - preferably compressive force - on the unrelated Electromagnet in contact rocker arm in the direction of the guide rail.
  • the electromagnet is preferably designed in such a way that, when energized, it exerts a compressive force on the rocker arm via a plunger.
  • the "unreleased state" of the seesaw means the state where it is impossible for the pinch roller to come into contact with the guide rail.
  • the "triggered state" of the rocker denotes the state in or from which the rocker is no longer prevented from moving the pinch roller in the direction of the guide rail.
  • the roller cage carries at least one, preferably several, eccentric rollers.
  • the roller cage comes to rest against the guide rail after it has been released in such a way that the clamping roller does not yet touch the guide rail.
  • the at least one eccentric roller is arranged and designed in such a way that the roller cage only continues its movement in the direction of the elevator guide rail when the at least one eccentric roller rolls on the guide rail due to its friction with the latter.
  • the at least one eccentric roller is preferably each assigned a restoring spring.
  • the return spring gives the eccentric roller in question a ready position in which the maximum radius of the eccentric roller extends between its axis of rotation and the guide rail.
  • the restoring spring is preferably a helical tension spring.
  • One end of the return spring or preferably a coil spring is attached to the eccentric roller. Ideally it is suspended in the area of the smallest radius of the eccentric roller.
  • the eccentric rollers have a certain "filtering function". They prevent the pinch roller from making unnecessary rolling movements, which might otherwise occur if the trip unit is activated during a stop at a landing landing door, to prevent a UCM, but none at all UCM occurs, but only a certain up and down swinging of the elevator car on the cable as a result of the dynamic loads when boarding and alighting of passengers.
  • the triggering unit When the triggering unit is triggered, initially only the at least one eccentric roller comes into contact with the guide rail, while the clamping roller does not yet touch the guide rail.
  • the eccentric rollers are ideally in contact with the guide rail in the area of their maximum diameter. With a further movement of the elevator car and the associated triggering unit along the guide rail, the eccentric rollers roll along the guide rail due to the friction that occurs. Because of the eccentric diameter of the eccentric rollers, the diameter of the area of the eccentric roller in contact with the guide rail decreases continuously. This, in combination with the force still acting on the roller cage towards the guide rail (described above), causes the roller cage to move closer to the guide rail.
  • the roller cage Since the roller cage is moved in the direction away from the guide rail when the tripping unit is transferred into the non-triggered state, the contact between the clamping roller and also the at least one eccentric roller with the guide rail is eliminated. As soon as the at least one eccentric roller is no longer in contact with the guide rail, the tensile force of the restoring spring on the at least one eccentric roller causes the eccentric roller to return to its initial state. In this initial state of the eccentric roller, ideally the area of the eccentric roller with the maximum diameter faces the guide rail again.
  • eccentric roller is either a cylindrical body with an oval cross-section, which is mounted in such a way that it rotates about its longitudinal axis when rolling on the guide rail.
  • the eccentric roller can also be formed by a cylindrical body with a circular cross-section, whose axis of rotation has an offset to the longitudinal axis of the cylinder when rolling on the guide rail.
  • the "axis of rotation” of the eccentric roller describes the axis around which the eccentric roller rotates when it rolls on the guide rail.
  • the designation “eccentric diameter” of the eccentric roller describes that the distance between the axis of rotation and the lateral surface section of the eccentric roller lying against the guide rail varies as the eccentric roller rolls along the guide rail.
  • the “maximum diameter” of the eccentric roller is therefore given where the distance between the axis of rotation of the eccentric roller and the guide rail is greatest when the eccentric roller is in contact with the guide rail.
  • the "minimum diameter” is given where the distance between the axis of rotation of the eccentric roller on the guide rail is the smallest when the eccentric roller is in contact with the guide rail.
  • the roller cage is held on a purely linear guide so that it can be displaced transversely to the intended travel directions of the elevator car.
  • the linear guide preferably comprises a plurality of slide rods, along which the roller cage slides.
  • Each of the sliding rods ideally holds a compression spring element threaded on it. The compression spring element prestresses the roller cage in the direction of the guide rail.
  • the compression spring elements of the roller cage are compressed. After triggering, they relax. The roller cage is thereby moved in the direction of the guide rail. This ensures that, especially in the event of a power failure, the roller cage and the clamping roller it carries are always pressed in the direction of the guide rail, whereby the braking device is activated via the coupling element as the car moves further along the guide rail.
  • the roller cage has a roller carriage that holds the clamping roller rotatably mounted on it.
  • the roller cage has a roller carriage guide, along which the roller carriage can mostly move essentially in a straight-line translational manner in and against the intended direction of travel. The roller carriage guide, together with the roller carriage and the clamping roller as a component of the roller cage, can be moved transversely to the intended directions of travel.
  • the pinch roller is connected to the roller carriage in such a way that a relative movement of the pinch roller and roller carriage to one another in a direction parallel to the guide rail is not possible. However, a movement of the clamping roller relative to the roller carriage in a direction orthogonal to the guide rail is possible.
  • the clamping roller is ideally connected to the roller carriage with a shaft-hub connection. When the clamping roller rolls along the guide rail, the roller carriage is therefore also moved parallel to the clamping roller along the carriage guide.
  • a “roller slide” is a component on which the component to be guided by means of a linear guide - in the present case the clamping roller - is guided along the guide rail.
  • the clamping roller is rotatably mounted on a roller carriage in such a way that the axis of rotation can move along a sliding guide in the roller carriage transversely to the direction of travel of the elevator.
  • a roller slide guide is provided for this.
  • the roller carriage guide can move the roller carriage together with the clamping roller in and against the intended direction of travel.
  • the roller carriage guide preferably has two spring elements acting in opposite directions.
  • the spring elements force the roller carriage into a predefined, undeflected standby position. This is preferably done in such a way that the clamping roller is then located essentially in the area of the center of the release clamping surface.
  • the roller carriage connected to the clamping roller is displaced against one of the spring elements and in the process compresses the respective spring element.
  • the roller carriage is pushed back into the ready position by the spring force of the respectively compressed spring element.
  • the designation "middle of the release clamping surface” describes the geometric center of the release clamping surface seen in and against the intended direction of travel of the elevator car.
  • the coupling element is preferably anchored directly on the axis of the clamping roller and is thereby acted upon or subjected to a triggering tensile force or tensile force component by the latter. a compressive force or compressive force component.
  • the power transmission from the clamping roller to the coupling element preferably takes place via a bolt which is arranged coaxially to the longitudinal axis of the clamping roller and which reproduces the movement of the clamping roller parallel to the guide rail.
  • the force exerted by the pinch roller on the coupling link tensile force component or .
  • Tensile force ensures that the coupling member moves essentially parallel to the guide rail, whereby this in turn activates the braking element of the braking or Safety gear moved to the braking position.
  • the coupling element is anchored to the clamping roller in such a way that it essentially only begins to apply a triggering force to the elevator braking device when the clamping roller has been transferred to clamping between a main clamping surface and the guide rail.
  • the coupling element is preferably anchored to the clamping roller by means of a suitably dimensioned elongated hole.
  • the main clamping surface exerts a significantly higher compressive force on the pinch roller in the direction of the guide rail than the release clamping surface.
  • the fact that the pinch roller is only subjected to the weight of the coupling link and the associated elements of the braking device when it is in the area between the main clamping surface and the guide rail ensures that the pinch roller continues to roll along the guide rail and not less than 100 -percent slip spins.
  • the coupling link is preferably equipped with a bolt which, when the clamping roller rolls along the guide rail, performs a translatory movement along the elongated hole of the coupling link.
  • the bolt rests against one end of the elongated hole.
  • a further rolling movement of the clamping roller in the direction of the end of the elongated hole of the coupling element then results in the movement of the clamping roller relative to the triggering unit being transmitted to the coupling element.
  • the longitudinal axis of the pinch roller is preferably in the center of the elongated hole, measured in the direction parallel to the guide rail.
  • roller cage is held in its ready position by a rocker and an electromagnet.
  • the electromagnet acts on one rocker arm, while the roller cage is anchored on the other rocker arm.
  • the electromagnet preferably acts by applying a compressive force.
  • the electromagnet acts on one rocker arm, movement of the roller cage towards the guide rail is prevented.
  • the electromagnet presses against the rocker arm assigned to it.
  • the force applied by the electromagnet in combination with the length between the point at which the force acts on the rocker and the pivot point of the rocker, causes a greater torque on the rocker than the force that acts on the roller cage in the direction of the guide rail.
  • the electromagnet is fitted with a plunger which pushes against the rocker arm when the trip unit is in the un-tripped condition.
  • the transmission ratio which results from the respective lengths of the rocker arms, can be freely selected in terms of design. Depending on how strong the electromagnet is or The transmission ratio can be selected accordingly, how high the forces to be overcome by it are in order to keep the tripping unit in the untriggered state.
  • the Brake or brake safety gear preferably has a functional principle as disclosed by EP 1853504, which is hereby made part of the disclosure of the application.
  • the brake or brake safety gear is preferably designed completely separate from the triggering unit.
  • the trip unit itself exerts essentially no braking force on the car.
  • the brake or brake safety device brakes the car by wedging it with the elevator guide rails or catches the car as soon as it has been initially activated by the tripping unit and then independently takes over the brake or brake safety regime.
  • Fig. 1 side view of the untriggered trip unit with the braking device, first embodiment.
  • Fig. 2 Central longitudinal section of the untriggered trip unit with the braking device, first embodiment.
  • Fig. 3 Isometric view of the untriggered trip unit with the braking device, first embodiment.
  • Fig. 4 side view of the release unit at the beginning of the release together with the braking device when driving downhill, first embodiment.
  • Fig. 5 Central longitudinal section of only the triggering unit at the beginning of the triggering together with the braking device when driving downhill, first embodiment.
  • Fig. 6 Isometric view of the triggering unit at the beginning of the triggering together with the braking device when driving downhill, first exemplary embodiment.
  • Fig. 7 side view of only the release unit at the beginning of the contact of the clamping roller with the guide rail together with the braking device when driving down, first embodiment.
  • Fig. 8 Central longitudinal section of only the release unit at the beginning of the contact of the clamping roller with the guide rail together with the braking device when driving down, first embodiment.
  • Fig. 10 Side view of the release unit at the beginning of the transmission of the movement of the clamping roller to the coupling link together with the braking device when driving downhill, first embodiment.
  • Fig. 11 Central longitudinal section of the release unit at the beginning of the transmission of the movement of the clamping roller to the coupling link together with the braking device when driving downhill, first embodiment.
  • Fig. 13 side view of the fully triggered triggering unit and braking device when driving downhill, first embodiment.
  • Fig. 14 Central longitudinal section of the fully triggered tripping unit with braking device when driving downhill, first embodiment.
  • Fig. 15 Isometric view of the fully triggered tripping unit without a braking device when driving downhill, first embodiment.
  • Fig. 16 Illustration of the installation situation on the car, first embodiment.
  • Fig. 17 Side view of a first side of the untriggered tripping unit with the braking device, second embodiment.
  • Fig. 19 Central longitudinal section of the untriggered trip unit without the braking device, second embodiment.
  • Fig. 21 Perspective view of the untriggered tripping unit seen from the side of the guide rail.
  • the clamping roller 5 and the eccentric roller 9 can be clearly seen on their common axis 34, which can be moved back and forth in the roller carriage 14 by means of the guide 14a.
  • the elevator brake device 23 - which can already be found in situ when renovating old buildings - is attached to the car frame when the elevator is in operation and its pressure body 27 encompasses one of the guide rails 6 in the elevator shaft.
  • the triggering unit 1 and the on-train braking device 23 are mounted one behind the other as seen in the direction of travel. This is done as visualized in the last figure 16 .
  • the elevator brake device 23 and the release unit 1 consequently move with the elevator car in its direction of travel.
  • the on train braking device 23 and the trigger unit 1 interact with each other (only) via the coupling member or. the coupling rod 22 .
  • the triggering unit 1 can use this to force the elevator brake device 23 to perform a triggering movement and the elevator brake device 23 can optionally force the triggering unit 1 to perform a reset movement if the elevator car is moved a little in the opposite direction to the previous direction after braking or catching.
  • the elevator brake device 23 is in the untriggered position. This means that the braking element 25 is not in contact with the guide rail 6 .
  • the braking element 25 In order to achieve a braking effect, the braking element 25 must be moved against the action of the return spring 26 into a wedge gap between the pressure body 27 and the guide rail 6 .
  • the braking element 25 in this case designed as a circular cylinder, rolls off the guide rail 6 and automatically pulls itself further into the wedge gap.
  • the direction of movement of Braking element 25 runs counter to the direction of travel of the elevator car. Since the pressure body 27 is designed in such a way that there is a wedge gap in both directions along the guide rail 6 , this is possible both when the elevator car travels up and down along the guide rail 6 .
  • the floating pressure body 27 of the elevator 23 is displaced in the direction orthogonal to the guide rail 6 in such a way that the brake pad 28 of the elevator 23 rests against the guide rail 6 .
  • the guide rail 6 is clamped between the braking element 25 and the brake pad 28 . This state is shown in FIG. 14 and 15 shown . This slows down the speed of the car until it comes to a standstill.
  • the brake pad 28 is supported via plate springs 29 on the pressure body 27 of the train brake device.
  • the braking element 25 in order to convert the train braking device 23 into the braking state, the braking element 25 must first be released from its position shown in FIG. 3 shown, neutral starting position (in which it has no contact with the guide rail 6) are moved out into a wedge gap, which the train braking device or. whose basic body forms with the guide rail. As soon as the braking element 25 is in such a wedge gap and rolls on the guide rail 6 , further braking takes place automatically, because the pull-up braking device is usually designed to be self-tightening.
  • the trigger unit 1 therefore serves the purpose at an excessively high speed or. acceleration or one UCM to move the braking member 25 of the elevator braking device 23 in the wedge gap.
  • FIG. 1 to 4 show the triggering unit 1 according to the invention together with the elevator braking device 23 and a guide rail 6 of an elevator in a side view, in the non-triggered state, as is the case with normal, regular travel.
  • the release unit 1 like the elevator brake device 23, is fastened to the car frame of the car, which is not shown, cf. again the last figure of this publication.
  • the tripping unit 1 and the elevator brake device 23 are only connected to one another via the coupling element 22 in the exemplary embodiment discussed here. Otherwise, they are preferably designed as units that are physically completely separate from one another. They can therefore be installed independently of one another on the car frame. This has the great advantage that elevator braking devices that are already present on existing elevators can each be retrofitted with a tripping unit 1 according to the invention.
  • the coupling element 22 is connected to the tripping unit 1 via its clamping roller 5 .
  • the coupling element 22 is connected to the elevator braking device 23 via the braking element 25 of the elevator braking device 23, see FIG. 1 in each case.
  • the coupling member 22 is formed by a bar, which is preferably made of steel. At one end facing the tripping unit 1, the coupling member 22 is preferably equipped with a slot 17, such as z. B. Fig. 1 shows .
  • the bolt 34 protrudes through the elongated hole 17 of the coupling member 22 .
  • the bolt 34 is connected at its end remote from the coupling member 22 to the pinch roller 5 in such a way that it follows a translational movement of the pinch roller 5 parallel to the guide rail 6 and cannot slip in the axial direction.
  • the retaining ring 35 is optionally provided on the bolt 34 .
  • the bolt 34 arranged coaxially to the clamping roller 5 is located exactly in or essentially in the center of the elongated hole 17, cf. Fig. 1 .
  • the center of the slot 17 designates the area of the slot 17 from which the distance to both ends of the slot 17 is the same in the direction parallel to the guide rail 6 .
  • the bolt 34 is initially still located in the center of the elongated hole 17, which can be seen from FIGS. 3 to 7.
  • the coupling member 22 is rotatably mounted on the brake element 25 of the pull-up brake device 23 .
  • the coupling element 22 In order to activate the braking device 23, the coupling element 22 must be forced by the triggering unit 1 while the car is moving along the guide rail 6, a translational movement relative to the train braking device 23, which forces the braking element 25 into a wedge gap between the Guide rail 6 and the pressure body 27 of the train brake device 23 moves.
  • the bolt 34 hits one of the ends of the elongated hole 17 and from then on transmits the further movement relative to the triggering unit 1 to the coupling link 22 .
  • Fig. 2 the untriggered trip unit 1 is shown in a longitudinal section which runs through the trip unit 1 at the level of the pinch roller 5 .
  • the non-triggered state that can be seen here is characterized in that neither the clamping roller 5 nor one of the eccentric rollers 9 is in contact with the guide rail 6 .
  • the release unit 1 consequently moves with the car along the guide rail 6 .
  • possible contact of the clamping roller 5 with the guide rail 6 is prevented.
  • the well in Fig. presses. 2 to be seen electromagnet 19 in energized state with its plunger 31 on the rocker arm 21 of the rocker 18 .
  • the electromagnet 19 is screwed to the release body 2 , which can be seen clearly from FIG. 3 becomes recognizable.
  • the rocker 18 is of a - ideally multiple bent or. manufactured as a bent sheet metal part, since it is mostly ductile - formed a bar.
  • the rocker arms 21 and 24 preferably run parallel to one another, at least essentially.
  • the rocker 18 is like a pivot bearing 32, for example.
  • Fig. 2 attached to the trip body 2 of the trip unit 1 .
  • the roller cage 4 is connected to the rocker arm 24 of the rocker 18 facing away from the electromagnet 19, cf. about Fig. 3 .
  • This connection is designed in such a way that the rocker arm 24 can rotate relative to the roller cage 4 about the axis of the connection point.
  • the roller cage 4 that is preferably used consists preferably of two side plates 39 which are connected to one another via a web 38 .
  • Each of the side plates 39 has a substantially rectangular or breakthrough designed as a slot. The two openings in the side plates 39 are opposite one another when the roller cage 4 is in the assembled state.
  • the roller cage 4 is preferably on the transverse or.
  • Linear guide 11 acting perpendicularly to the guide rail is mounted on the release base body 2 .
  • the linear guide 11 consists in each case of a sliding rod 12 which is mounted in the sliding bushes 36 in an axially displaceable manner.
  • the slide bushings 36 are usually pressed or fastened into through-holes in the release base body 2 .
  • a compression spring element 13 is supported on one side on the associated sliding bush 36 and on the other side on a shoulder of the sliding rod 12 associated with it.
  • the roller carriage guide 15 just mentioned acts, at least essentially, in and against the direction of travel. It comprises a rod 40 which is usually screwed directly to the release base body 2 and then just does not move with the roller cage 4 .
  • the roller carriage 14 is movably mounted along the rod 40 .
  • the clamping roller 5 is also mounted on the roller carriage 14 via the bolt 34 in such a way that a translational relative movement of the bolt 34 in a direction parallel to the guide rail 6 between the clamping roller 5 and the roller carriage 14 is not possible.
  • the roller carriage 14 thus pulls along the relative movement of the clamping roller 5 to the rest of the tripping unit 1 .
  • a translational movement of the bolt 34 in a direction transverse to the guide rail 6 relative to the roller carriage 14 is, however, possible.
  • the bolt 34 is mounted in the roller carriage so that it can be displaced in the direction perpendicular to the guide rail. This means that despite being guided by the roller carriage 14 , the clamping roller is not prevented from moving transversely or horizontally together with the roller cage 4 . perpendicular to To move the direction of travel towards or away from the guide rail.
  • two spring elements 16 are threaded onto the rod 40 of the roller carriage guide. These are compressed by the roller carriage 14 when it follows the movement of the clamping roller 5 from its starting position. As soon as the clamping roller 5 is no longer pressed against the guide rail 6 by the main clamping surface 8, the compression springs 16 cause the roller carriage 14 to be brought back into the starting position together with the clamping roller 5.
  • the electromagnet 19 has the task of counteracting the spring force of the compression springs 13 via the rocker 18 and thereby preventing a movement of the roller cage 4 together with the clamping roller 5 in the direction of the guide rail 6 .
  • the ratio of the lengths of the rocker arms 21 and 24 can thus be used to adjust the force to be applied by the electromagnet 19 in order to overcome the spring force of the compression springs 13, at least in terms of construction.
  • This has the advantage that the electromagnet 19 can have a relatively small size or electromagnetic force and can therefore be designed to be lighter, cheaper and draw a lower continuous current.
  • the first phase of tripping like . Fig. 4 to 6
  • the eccentric rollers 9 are each designed as circular cylinders or circular cylinder sections, which ideally consist of non-slip plastic or elastomer or are surrounded by a friction lining.
  • the eccentric rollers are rotatably mounted on the roller cage 4 .
  • the axis of rotation of the pivot bearing 37 of the eccentric rollers 9 does not run coaxially to the longitudinal axis of the eccentric rollers 9 . Instead, the axis of rotation is offset in the direction away from the guide rail 6, as the name "eccentric roller” suggests. If the car now moves further along the guide rail 6, the eccentric rollers 9 roll along the guide rail 6. Due to the described Arrangement of the pivot bearing 37 leads to the fact that the roller cage 4 is moved further in the direction of the guide rail 6 under the constant pressure of the compression springs 13, as a result of which the clamping roller 5 now comes into contact with the guide rail 6.
  • the eccentric rollers have one or preferably two tasks.
  • clamping roller does not come into contact with the guide rail or even bounce against it and is therefore impaired in the long term, even if the triggering unit is triggered prophylactically at each stop to avoid a potential UCM.
  • a restoring spring 10 in the form of a tension spring acts on each of the eccentric rollers 9 and is fastened to the roller cage 4 with its end facing away from the eccentric roller 9 . This ensures that the eccentric rollers 9 are returned to their starting position as soon as they are no longer in contact with the guide rail 6 .
  • Third phase of tripping like . Fig. 10 to 12
  • the clamping roller 5 moves out of the gap between the release clamping surface 7 and the guide rail 6 and into the gap between the upper main clamping surface 8 and the guide rail 6, cf. Fig. 11 .
  • the release clamping surface 7 is an integral part of the roller cage 4 . It is preferably formed here by the web 38 connecting the two side plates 39 of the roller cage 4 .
  • the only task of the release clamping surface 7 in the course of the release is to allow the clamping roller to initially roll between it and the guide rail.
  • the compressive force applied by the compression springs 13 to the clamping roller 5 via the release clamping surface 7 in the direction of the guide rail 6 is just large enough to reliably produce the friction required for the clamping roller 5 to roll off the guide rail 6 . If the clamping roller 5 had to force the coupling element 22 to move via the bolt 34 already in the area of the release clamping surface 7, the compressive force applied in the direction of the guide rail 6 would have to be significantly greater in order to be able to rule out slippage on the guide rail, which, however, would also significantly increase the force required to reset to the starting position. Due to the elongated hole 17 in the coupling member 22, the pinch roller 5 must, however, first roll a little along the guide rail 6 before it forces the coupling member 22 to move relative to the tripping unit 1 via the bolts 34.
  • the clamping roller 5 still rolls along the guide rail 6 even after it has reached the end of the elongated hole 17 and continues to carry out a translational movement relative to the tripping unit 1, there is a significantly stronger compressive force in the direction of the guide rail in the gap between the main clamping surface 8 and the guide rail 6 6 applied.
  • the main clamping faces 8 are an integral part of the spring 30 .
  • the spring 30 is, for example, a sheet steel made of spring steel, which has a U-shaped cross section with two symmetrical legs that are parallel to the main clamping surfaces 8 .
  • the spring 30 is screwed to the release body 2 and is supported on it.
  • the spring 30 is optionally designed in such a way that the compressive force applied to the clamping roller 5 is greatest when the clamping roller enters the gap between the main clamping surface 8 and the guide rail 6 . With progressive movement of the clamping roller 5 in this gap (or at least in the area of the end of the gap), the spring force of the spring 30 decreases. The stronger the lift-up braking device itself is about to become wedged on the guide rail, the smaller the triggering force that is still actuated. This ensures that the pinch roller 5 after the work is done, d. H . after the final triggering of the lift brake device, not under great pressure on the slides along the guide rail until the car has come to a standstill. This prevents unnecessary wear from occurring on the clamping roller 5 or the guide rail 6 when the braking process has already been initiated.
  • the compression springs 13 can be dimensioned significantly weaker. This in turn has the consequence that the electromagnet 19 has to overcome a significantly lower spring force in order to move the tripping unit 1 into the untriggered state or to move it. to keep in the untriggered state .
  • Electromagnet 19 are used.
  • the fig . 13 to 15 show the trip unit 1 in the maximum tripped state.
  • the clamping roller 5 has moved so far relative to the roller cage 4 that the braking element 25 of the braking device 23 has entered the wedge gap between the pressure body 27 and the guide rail 6 via the coupling element 22 and the brake pad 28 is in contact with the guide rail 6 .
  • a trapezoidal constriction 41 is provided at the opening in the side plates 39 of the roller cage 4 .
  • the bolt 34 connecting the clamping roller 5 to the roller carriage 14 moves over the incline of the trapezoidal constriction 41 and is thereby moved away from the guide rail 6 in a direction transverse to the guide rail 6 .
  • the diameter of the bolt 34 is less than the width of the opening in the side plate 39 of the roller cage 4, measured in the direction transverse to the guide rail 6 at the narrowest point of the opening.
  • the clamping roller 5 is also moved away from the guide rail 6 so that it no longer bears against the guide rail 6 .
  • the pinch roller 5 is then again in its non-released state.
  • This second exemplary embodiment differs in that a roller cage guided on linear bearings transversely to the direction of travel of the elevator car is no longer used the release clamping surface 7 is realized. Instead, such a roller cage is saved.
  • a rocker 18 is used, on one rocker arm 24 of which the release clamping surface 7 is realized and which takes over the release process.
  • this second exemplary embodiment also functions in principle in the same way as was described for the first exemplary embodiment. What is described there also applies here, unless something else expressly results from the differences explained below.
  • the rocker 18 which has a first rocker arm 21 and a second rocker arm 24 , can be seen clearly here.
  • the first rocker arm 21 is subjected to a compressive force by the electromagnet 19 as long as it is activated, that is to say carries current.
  • the rocker rotates about the rotary bearing 32 which preferably passes through the spring eye formed by the rotary arm spring 13 and connecting the rotary arms.
  • the release clamping surface 7 is formed on the second rocker arm 24, preferably by a sheet metal tab which is bent approximately at right angles to the rocker arm 24 and is integrally connected to the latter.
  • the pinch roller 5 is guided by means of a roller carriage 14 on the roller carriage guide 15 in the same way as has already been described above for the first exemplary embodiment.
  • the roller carriage 14 is best seen in FIG.
  • a spring holding arm is preferably attached to the roller carriage 14, on which the end of the eccentric roller return spring 42 facing away from the eccentric roller 9 is suspended. The other end of this spring 42 is hooked onto the eccentric roller 9 . Since the eccentric roller 9 and the clamping roller 5 sit on a common axis 34, which can be pushed back and forth transversely to the direction of travel on the roller carriage 14, as shown in FIG. 21, this spring 42 also pulls the clamping roller away from the guide rail. At the moment when the electromagnet 19 is no longer energized, the torsion spring 13 (cf. FIG. 21, FIG.
  • Embodiment collectively referred to as "tension spring of the rocker”.
  • Elevator braking device brake lining Disc springs of the elevator braking device

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)

Abstract

L'invention concerne une unité de libération (1) pour actionner un dispositif de frein d'ascenseur (23), comprenant un corps principal de libération (2) qui peut être monté sur la cabine d'ascenseur, un moyen de libération (20) et un élément de couplage (22), au moyen desquels l'unité de libération (1) peut être reliée à un dispositif de frein d'ascenseur (23), l'unité de libération (1) étant de préférence conçue sous la forme d'un ensemble qui est complètement séparé dudit dispositif de frein d'ascenseur (23) et qui est relié au dispositif de frein d'ascenseur (23) exclusivement via l'élément de couplage (22) dans l'état monté prévu, le moyen de libération (20) comprenant une surface de serrage de libération (7), qui, après la libération, se déplace conjointement avec un rouleau de serrage (5) transversalement à la direction de déplacement de l'ascenseur dans la direction du rail de guidage d'ascenseur (6) attribué à celui-ci, jusqu'à ce que le rouleau de serrage (5) soit serré entre la surface de serrage de libération (7) et le rail d'ascenseur (6) et roule entre la surface de serrage de libération (7) et le rail d'ascenseur (6), une surface de serrage principale (8), qui est ancrée sur le corps principal de libération (2) séparément de la surface de serrage de libération (7), étant reliée des deux côtés, comme observé dans les deux directions de déplacement, à la surface de serrage de libération (7), et la surface de serrage de libération (7) et les surfaces de serrage principales (8) étant agencées et conçues de telle sorte que le rouleau de serrage (5) roule sur chaque extrémité de la surface de serrage de libération (7) dans l'espace entre une surface de serrage principale (8) et le rail de guidage (6), indépendamment du fait qu'un déplacement vers le haut ou vers le bas a lieu actuellement.
PCT/EP2022/087024 2022-01-13 2022-12-20 Unité de libération pour actionner un dispositif de frein d'ascenseur WO2023134980A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE202022100179.0 2022-01-13
DE202022100179.0U DE202022100179U1 (de) 2022-01-13 2022-01-13 Auslöseeinheit zum Betätigen einer Aufzugbremsvorrichtung

Publications (1)

Publication Number Publication Date
WO2023134980A1 true WO2023134980A1 (fr) 2023-07-20

Family

ID=80221955

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2022/087024 WO2023134980A1 (fr) 2022-01-13 2022-12-20 Unité de libération pour actionner un dispositif de frein d'ascenseur

Country Status (2)

Country Link
DE (1) DE202022100179U1 (fr)
WO (1) WO2023134980A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT525820A1 (de) * 2022-02-04 2023-08-15 Cobianchi Liftteile Ag Bremsfangvorrichtung
WO2023148266A1 (fr) 2022-02-04 2023-08-10 Cobianchi Liftteile Ag Dispositif de saisie de frein
WO2023148267A1 (fr) 2022-02-04 2023-08-10 Cobianchi Liftteile Ag Dispositif d'amorçage de frein
AT525821A1 (de) * 2022-02-04 2023-08-15 Cobianchi Liftteile Ag Bremsfangvorrichtung
CN114537547A (zh) * 2022-02-15 2022-05-27 华侨大学 一种电梯导轨垂直度与平行度自动检测机构吸附夹紧装置

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1997031852A1 (fr) 1996-03-01 1997-09-04 Cobianchi Liftteile Ag Parachute a prise instantanee et machoire de frein, notamment pour cabines d'ascenseur
WO2006077243A1 (fr) 2005-01-21 2006-07-27 Wittur Ag Dispositif de freinage ou d'arret d'une cabine d'ascenseur
EP2837592A1 (fr) * 2013-08-13 2015-02-18 Aplicaciones Electromecanicas Gervall, S.A. Système d'entraînement destiné à un engrenage de sécurité d'ascenseur
DE202019105584U1 (de) 2019-10-10 2019-10-22 Wittur Holding Gmbh Auslöseeinheit zum Betätigen einer Aufzugbremsvorrichtung

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1997031852A1 (fr) 1996-03-01 1997-09-04 Cobianchi Liftteile Ag Parachute a prise instantanee et machoire de frein, notamment pour cabines d'ascenseur
WO2006077243A1 (fr) 2005-01-21 2006-07-27 Wittur Ag Dispositif de freinage ou d'arret d'une cabine d'ascenseur
EP1853504A1 (fr) 2005-01-21 2007-11-14 Wittur AG Dispositif de freinage ou d'arret d'une cabine d'ascenseur
EP2837592A1 (fr) * 2013-08-13 2015-02-18 Aplicaciones Electromecanicas Gervall, S.A. Système d'entraînement destiné à un engrenage de sécurité d'ascenseur
DE202019105584U1 (de) 2019-10-10 2019-10-22 Wittur Holding Gmbh Auslöseeinheit zum Betätigen einer Aufzugbremsvorrichtung

Also Published As

Publication number Publication date
DE202022100179U1 (de) 2022-01-20

Similar Documents

Publication Publication Date Title
WO2023134980A1 (fr) Unité de libération pour actionner un dispositif de frein d'ascenseur
EP1733992B1 (fr) Dispositif parachute
EP2760776B1 (fr) Système de freinage à actionnement électromécanique
EP2058262B1 (fr) Dispositif de freinage destiné au freinage d'une cabine
EP3197812B1 (fr) Frein d'ascenseur
EP2828188B1 (fr) Dispositif antichute dans une installation d'ascenseur
EP1902993B1 (fr) Mécanisme de retour automatique pour un dispositif de freinage de type ABS
EP3405423A1 (fr) Dispositif de freinage pour une cabine d'un système d'ascenseur
WO2021069739A1 (fr) Unité de déclenchement destinée à actionner un dipsositif de freinage d'ascenseur
EP3519339B1 (fr) Actionneur électromécanique pour actionner un frein d'un système d'ascenseur
DE102013111385A1 (de) Auslösevorrichtung einer Fangvorrichtung für eine Aufzugskabine einer Aufzugsanlage
DE202017103555U1 (de) Hilfsantrieb für eine Bremsfangvorrichtung
DE10334654A1 (de) Seilbremse
EP1400476B1 (fr) Parachute pour ascenseurs
EP4077190B1 (fr) Dispositif d'arrêt pour un ascenseur
CH684190A5 (de) Gleitfangvorrichtung für Aufzüge.
WO2008006396A1 (fr) Système électronique multifonction combiné de freinage de secours et de détection
EP1841679B1 (fr) Dispositif de freinage d'urgence destine a une cabine d'ascenseur
DE202015106237U1 (de) Aufzugssicherheitseinrichtung mit energiesparendem Auslöser
DE102007052280B4 (de) Richtungsunabhängig ansprechender Geschwindigkeitsbegrenzer
DE202022100182U1 (de) Auslöseeinheit zum Betätigen einer Aufzugbremsvorrichtung
EP3798174B1 (fr) Dispositif de déclenchement pour un parachute
EP1489039B1 (fr) Frein de câble pour ascenseur
EP3468908A1 (fr) Parachute pour un dispositif de levage
EP3927641A1 (fr) Système de déclenchement pour un dispositif d'arrêt, installation d'ascenseur et procédé pour faire fonctionner une installation d'ascenseur

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 22843197

Country of ref document: EP

Kind code of ref document: A1

DPE1 Request for preliminary examination filed after expiration of 19th month from priority date (pct application filed from 20040101)