WO2023197073A1 - Système de freinage d'urgence synchronisé - Google Patents

Système de freinage d'urgence synchronisé Download PDF

Info

Publication number
WO2023197073A1
WO2023197073A1 PCT/CA2023/050498 CA2023050498W WO2023197073A1 WO 2023197073 A1 WO2023197073 A1 WO 2023197073A1 CA 2023050498 W CA2023050498 W CA 2023050498W WO 2023197073 A1 WO2023197073 A1 WO 2023197073A1
Authority
WO
WIPO (PCT)
Prior art keywords
trigger
cable
brake
toothed
wheel
Prior art date
Application number
PCT/CA2023/050498
Other languages
English (en)
Inventor
Luc Tessier
Gérard Noel
Original Assignee
Les Produits Fraco Ltée
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 Les Produits Fraco Ltée filed Critical Les Produits Fraco Ltée
Publication of WO2023197073A1 publication Critical patent/WO2023197073A1/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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D59/00—Self-acting brakes, e.g. coming into operation at a predetermined speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2125/00—Components of actuators
    • F16D2125/18—Mechanical mechanisms
    • F16D2125/58—Mechanical mechanisms transmitting linear movement
    • F16D2125/60—Cables or chains, e.g. Bowden cables
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2127/00—Auxiliary mechanisms
    • F16D2127/008—Trigger mechanisms

Definitions

  • the present generally concerns emergency braking systems, and more particularly to a synchronized emergency braking system used in vertical transporting machines such as, but not limited, to elevators.
  • Lifting transport equipment such as elevators, hoists and the like, are well-known and widely used in the construction industry.
  • the lifting equipment is generally used to move loads between numerous levels from the ground up, and maybe located either on the interior or the exterior of a building under construction or being renovated.
  • the lifting equipment includes a platform on which the load is placed.
  • emergency mechanical safety devices which is typically included with rack and pinion equipment, are used. Such devices are able to detect downward overspeed, i.e. free fall which is pre-set to a specific speed (known as the “tripping speed”)and which then triggers a complete braking of the equipment.
  • this design of safety device is known as a safety brake with centrifugal governor and may also be known as a ‘’parachute brake”.
  • the pre-set tripping speed is calibrated either prior to installation of the lifting equipment or is done on-site.
  • the calibration is generally imprecise ( ⁇ 5 ft/min) due to the safety device design.
  • the safety device typically called a (SAJ Type) within the lifting equipment industry is purchased from a third party and installed without modifying the brake design other than the activation speed calibration.
  • SAJ Type safety device is used for construction hoist anti-fall and ensures the safe operation of the construction elevator safety components. In a situation where a construction elevator is falling, the anti-fall safety device activates which will spin a conical drum coupled to brake pads and the brake torque is gradually increased while contact between the drum and brake pads increase.
  • Our synchronized braking system is a novel and unobvious dual centrifugal safety device system for use mainly with a rack and pinion arrangement.
  • the design provides higher capacity equipment, which affects the maximum braking capacity which now reaches 31000 lbs.
  • Machine Code Directives restrict the maximum permitted net floor area based on the Rated Load capacity of the lifting equipment, our designs which now allow higher capacities, then also allow larger net floor area, which would otherwise be limited by the machine rated load (load capacity). This means that a higher load capacity allows us to design machines larger than ever before.
  • our braking system permits the braking load to be shared. This reduces strain on the rack and pinion teeth thereby reduces damage thereto.
  • the system allows for a higher loading capacity compared to conventional systems and provides a larger floor dimensions area.
  • the system allows for easier manual reset for the brakes; and provides a so-called “last resort” to augment general safety systems.
  • a synchronized brake apparatus comprising: a first emergency safety brake; a second emergency safety brake; a first cable release member; a second cable release member; a first resilient trigger member; a second resilient trigger member; a cable network interconnecting the first cable release member, the second cable release member, the first resilient trigger, the second resilient trigger, the first emergency safety brake, the second emergency safety brake, the cable network being configured such that: i) in response to a braking signal received at the first cable release member, a first tension threshold in the cable network between the first cable release member and the second resilient trigger member decreases so as to activate a first brake.
  • the apparatus further includes the cable network interconnecting the first cable release member, the second cable release member, the first resilient trigger, the second resilient trigger, the first emergency safety brake, the second emergency safety brake, the cable network being configured such that: ii) in response to the braking signal received at the first cable release member, a second tension threshold in the cable network between the second cable release member and the first resilient trigger member decreases so as to activate a second brake.
  • each of the first and second cable release members includes a toothed activation wheel fixably connected to an interior portion of a brake drum to receive the brake signal.
  • Each of the first and second cable release members are in communication with the toothed activation wheel, each having first and second arms hingeably connected to each other, the cable release member being slidably mounted in a guide slot located in a guide plate to permit movement of the cable release member along a restricted path of travel relative to the toothed activation wheel.
  • Each of the first and second trigger rods are moveably connected to the support plate and in communication with the first and second arms, the first and second trigger rods being moveable relative to the toothed activation wheel.
  • the cable network includes i) first and second brake activation signal cables connected to the first and second cable release members to send the braking signal thereto.
  • each of the first and second resilient trigger members the brake cable having a tension threshold that is modified to permit movement of the cable release member between a default configuration and a braking configuration.
  • Each of the resilient trigger members has a second brake cable with a second tension threshold, the second brake cable being in communication with the toothed activation wheel, the resilient trigger member having a top trigger rod extending from the resilient trigger member towards the interior portion of the brake drum.
  • the first and second resilient trigger members includes a hammer rod, a compression spring and a trigger rod release hingeably mounted on a resilient trigger support plate.
  • the first and second arms include i) a hinge point, the first and second arms being hingebly moveable about the hinge point; and ii) a rod contact portion disposed towards the toothed activation wheel.
  • the first and second trigger rods are connected to a plate spacer, the plate spacer being mounted around the toothed activation wheel and orientated to permit movement of the trigger rods relative to the toothed activation wheel, the first and second trigger rods each having first and second contact tips, the first contact tips each being disposed to contact the toothed activation wheel, the second contact tips each being disposed to contact the rod contact portion of the first and second arms.
  • the detector cable in a first configuration the detector cable is under tension, the first and second arms rest within the toothed wheel teeth contact zone, the rod contact portion of the first and second arms being in contact with teeth grooves, disposed them away from the triggers.
  • the detector cable is partially tensioned the first arm being hinged away from the first trigger, the second arm trigger rod are hinged away from the toothed wheel in a V-shaped configuration, the second trigger rod being disposed away from the toothed wheel displaced by the rotation of the toothed wheel.
  • the detector cable in a braking configuration is tension free, the first and second arms being hinged away from the toothed wheel in a V-shaped configuration, the first and second trigger rods being disposed away from the toothed wheel displaced by the rotation of the toothed wheel.
  • the apparatus is configured for use in vertical transporting machines including but not limited to load-carrying elevators hoists.
  • a braking apparatus comprising: a toothed activation wheel fixably connected to an inner portion of a brake drum; a cable release member mounted on a support plate on an exterior portion of the brake wheel, the cable release member being in communication with the toothed activation wheel triggers and rods system, and having first and second arms hingeably connected to each other, the cable release member being slidably mounted in a guide slot located in a guide plate to permit movement of the cable release member along a restricted path of travel to the toothed activation wheel; first and second trigger rods moveably mounted in the support plate and in communication with the first and second arms, the first and second trigger rods being moveable relative to the toothed activation wheel; and a brake cable connected to the cable release member and located to send a brake activation signal, the brake cable having a tension threshold that is modified to permit movement of the cable release member between a default configuration and a braking configuration.
  • the apparatus further including a resilient trigger member mounted on the exterior portion of the brake drum, and having a second brake cable with a second tension threshold, the second brake cable being in communication with the toothed activation wheel, the resilient trigger member having a top trigger rod extending from the resilient trigger member towards the interior portion of the brake drum.
  • a method for activating a synchronized brake apparatus comprising: interconnecting a cable network having first and second cable release members, first and second resilient triggers, and first and second emergency safety brakes; transmitting a braking signal to the first cable release member; and decreasing a first tension threshold between the first cable release member and the second resilient trigger member, thereby activating a first brake.
  • the method further includes: interconnecting the cable network having first and second cable release members, first and second resilient triggers, and first and second emergency safety brakes; transmitting the braking signal to the first cable release member; and decreasing a second tension threshold between the second cable release member and the first resilient trigger member, thereby activating a second brake.
  • each of the first and second cable release members includes a toothed activation wheel fixably connected to an interior portion of a brake drum to receive the brake signal.
  • each of the first and second cable release members are mounted on a support plate on an exterior portion of an encasing casting.
  • each of the first and second cable release members are in communication with the toothed activation wheel, each having first and second arms hingeably connected to each other, the cable release member being slidably mounted in a guide slot located in a guide plate to permit movement of the cable release member along a restricted path of travel relative to the toothed activation wheel.
  • each of the first and second trigger rods are moveably connected to the support plate and in communication with the first and second arms, the first and second trigger rods being moveable relative to the toothed activation wheel.
  • the cable network includes first and second brake activation signal cables connected to the first and second cable release members to send the braking signal thereto.
  • Each of the first and second resilient trigger members, the brake cable having a tension threshold that is modified to permit movement of the cable release member between a default configuration and a braking configuration.
  • Each of the resilient trigger members has a second brake cable with a second tension threshold, the second brake cable being in communication with the toothed activation wheel, the resilient trigger member having a top trigger rod extending from the resilient trigger member towards the interior portion of the brake drum.
  • the first and second resilient trigger members includes a hammer rod, a compression spring and a trigger rod release hingeably mounted on a resilient trigger support plate.
  • the first and second arms include i) a hinge point, the first and second arms being hingebly moveable about the hinge point; and ii) a rod contact portion disposed towards the toothed activation wheel.
  • the first and second trigger rods are connected to a plate spacer, the plate spacer being mounted around the toothed activation wheel and orientated to permit movement of the trigger rods relative to the toothed activation wheel, the first and second trigger rods each having first and second contact tips, the first contact tips each being disposed to contact the toothed activation wheel, the second contact tips each being disposed to contact the rod contact portion of the first and second arms.
  • the detector cable in a first configuration is tension free, the first and second arms being hinged away from the toothed wheel in a V-shaped configuration, the rod contact portion of the first and second arms being in contact with the first and second trigger rods, which are disposed away from the toothed wheel because of the toothed wheel rotation.
  • the detector cable in an intermediate configuration is partially tensioned so that the first arm rests within the teeth area, and from the second arm, the second trigger rod is hinged away from the toothed wheel in a V-shaped configuration, the second trigger rods being disposed away from the toothed wheel because of the toothed wheel rotation.
  • the detector cable in a braking configuration is tension free because the first and second arms are hinged away from the toothed wheel in a V- shaped configuration, the first and second trigger rods being disposed away from the toothed wheel because of the toothed wheel rotation.
  • the method is configured for use in vertical transporting machines including but not limited to load-carrying elevators hoists.
  • Fig. i is a perspective front view of a car showing the location of a brake synchronization apparatus, the view showing a panel removed for ease of viewing:
  • Fig. 1A is a perspective close-up view of the brake synchronization apparatus mounted inside the car of Fig. i;
  • Fig. 2 is a perspective outside rear view of the car of Fig. i showing the location of a plurality of gear wheels;
  • Fig. 2 A is a close-up perspective view of the plurality of gear wheels of Fig. 2;
  • Fig. 3 is a perspective view of an embodiment of a brake synchronization apparatus with an exploded view of a trigger mechanism
  • Fig. 4 is an exploded perspective view of an embodiment of a brake drum showing a brake activator
  • Fig. 5 is a close-up view of a cable release member with trigger rods engaging a toothed activation wheel
  • Fig. 6 is a close-up view of a cable release member with trigger rods partially engaging a toothed activation wheel
  • Fig. 7 is a close-up view of a cable release member with trigger rods disengaged from a toothed activation wheel
  • Fig. 8 is a close-up view of a cable release member with trigger rods fully disengaged from a toothed activation wheel
  • Fig. 9 is a perspective view of a trigger mechanism showing a detector cable with tension removed
  • Fig. 10 is a perspective side view of the apparatus showing the trigger mechanism with a hammer rod and spring holder in a released configuration with the trigger rods engaging the toothed activation wheel;
  • Fig. 11 is a plan view of two brake drums with brake cables interconnecting the trigger mechanism and the cable release member;
  • Fig. 12 is a close-up perspective view of the trigger mechanism
  • Fig. 13 is a side view of the trigger mechanism of Fig. 12;
  • Fig. 14 is a rear view of the trigger mechanism of Fig. 12;
  • Fig. 15 is a side view of the trigger mechanism showing movement (arrow) during a braking operation
  • Fig. 16 is a rear view of the trigger mechanism showing movement (arrow) during the braking operation
  • Fig. 17A illustrates Step 1 of a safety device dual activation sequence in which a governor hammer activation includes a hammer being pushed out by a centrifugal force past a rotation speed threshold;
  • Fig. 17B illustrates Step 2 of the safety device dual activation sequence in which drum rotation and dual mechanism trigger involves brake drum and activation wheel is driven by the governor hammer and thereafter constant pressure is applied to the brake cable so that both rods are activated which triggers the release of the brake cable;
  • Fig. 17C illustrates Step 3 of the safety device dual activation sequence (Brake cable mechanical signal) in which a first safety device is activated to trigger the brake cable thus causing pulling on the second safety device which triggers the second safety device top trigger. Pressure from the cable is released and the spring-loaded rod is pulled; and
  • Fig. 17D illustrates Step 4 of the safety device dual activation sequence (Top trigger activation) in which a top trigger rod releases the governor within the second safety device in the direction of the arrows.
  • the term “consisting of’ is intended to mean including and limited to whatever follows the phrase “consisting of’. Thus, the phrase “consisting of’ indicates that the listed elements are required or mandatory and that no other elements may be present.
  • first and second safety devices 12, 12A are modified and installed on a lifting apparatus (also known as a “car”) 13.
  • the safety devices 12, 12A are mounted in a frame 15.
  • the safety device 12, 12A are each in communication with a plurality of axially rotatable gear wheels 17 mounted in a rear portion 19 of the car 13.
  • the safety device 12 includes a top, resilient trigger mechanism 14 mounted on a top portion of the safety device.
  • the mechanism 14 is mounted on a top trigger mechanism support plate 16 and includes a top trigger rod 18, top trigger compression spring 20, and a trigger rod release 22.
  • the top trigger rod 18 is threaded through a modified M16 bolt 24 for location into a mechanism housing 26.
  • a brake activation detector 28 is mounted on an exterior portion 30 of the safety device exterior casing 32 and extends into the interior of the exterior casing 32.
  • a brake activator signal cable 34 is connected to the brake activation detector 28. Furthermore, the safety device drum and toothed wheel assembly 36, as best seen in Fig. 4, provides a one-piece portion.
  • the drum and toothed wheel assembly 36 is generally conical-shaped which rotates inside the casing 32 and presses against a brake pad during a braking operation.
  • the safety device drum 36 includes a toothed activation wheel 36 that is fixedly welded to the interior of the safety device drum 36.
  • An activation detector cable release member 38 includes first and second arms 40, 42 that are hingeably connected to each other about a hinge point 68.
  • the ghosted image (dotted lines for ease of illustration) illustrates the drum 36 welded to the toothed wheel.
  • the cable release member 38 also includes first and second detector trigger rods 46, 48, and an assembly plate spacer 50.
  • the trigger rods 46, 48 are slidably mounted in the assembly plate spacer 50.
  • the assembly plate spacer 50 serves two purposes.
  • a centrifugal mass boosterplate 52 is located in between the centrifugal mass 56 and the safety brake housing plate (not numbered) so as to raise the centrifugal mass to the original drum level.
  • a modified brake shaft 58 is mounted on an outer ring support plate (not shown) and holds a hammer rod 60 and a resilient spring member 62. The hammer rod 60 and spring member 62 are disposed generally orthogonal relative to a safety device drum axis 64.
  • the first and second arms 40, 42 include a hinge point 68 so that the first and second arms 40, 42 can hingeably move thereabouts.
  • the hinge point 68 is mounted on a "slotted" cylinder 73., with the cylinder 73 being fitted outside of the plate spacer 50 for guiding the hinge point 68 therealong on a restricted path of travel 73.
  • the first and second trigger rods 46, 48 are connected to the plate spacer 50, which is mounted around the toothed wheel 36 and orientated to permit movement of the trigger rods 46,48 relative to the toothed wheel 36 (see arrows).
  • the first and second trigger rods 46, 48 each have first and second contact tips 70, 72.
  • the first contact tips 70 are each disposed to contact the toothed activation wheel 36.
  • the second contact tips 72 are each disposed to contact a rod contact portion 79 of the first and second arms 40, 42.
  • the operation of the cable release member is shown specifically with reference to Figs 5, 6, 7 and 8.
  • the detector cable is tension free so that the first and second arms 40, 42 are hinged away from the toothed wheel to achieve a V-shaped configuration.
  • the detector cable 34 is under tension.
  • Figure 7 shows the configuration in which the cable tension is removed
  • Figure 8 the system shows the configuration after tension is removed.
  • the first and second arms 40, 42 are hinged away from the toothed wheel 36 in a V-shaped configuration.
  • the rod contact portion 79 of the first and second arms 40, 42 are in contact with the first and second trigger rods 46, 48, which are disposed away from the toothed activation wheel 36 thereby removing the tension from the cable.
  • the detector cable 34 is partially tensioned so that the first arm 40 is hinged away from the second arm 42.
  • the second trigger rod are hinged away from the toothed wheel in a V-shaped configuration.
  • the first and second trigger rods 46, 48 are configured in such a way that if the toothed activation wheel 36 rotates, the trigger rods 46, 48 will move away therefrom.
  • the detector cable in a braking configuration, is tension free and has been pulled by the second brake spring loaded top trigger mechanism trigger mechanism so that the first and second arms are hinged away from the toothed wheel in a V-shaped configuration.
  • one of the two safety devices 12 will activate first, upon activation the brake drum and its welded activation wheel 36 will start turning, so as to trigger the activation trigger rods 46, 48. After the rods have triggered the two detector cable releases 40, 42, it cancels tension over the detector signal cable of the second brake.
  • the signal of activation (tension removed from the cable) is sent from the first safety device 12 to the second safety device 12A, a top trigger release occurs almost simultaneously, allowing the spring 20 to trip the detector and pull on the rod 18.
  • the first and second emergency safety brakes 12, 12A are denoted to permit their description. This description in no way implies that one emergency brake is “first” operated followed by a “second” emergency brake.
  • the qualification "first” could apply to any of the brake activating first.
  • the qualification "second” would apply to the brake that is being tripped by the first. Due to the design of the system, there is no way to control which brake will trip first. In a first scenario, the device on top trips first and sends a signal from the side cable release to the second brake top trigger. In a second scenario, the same would apply, but in this case from the lower brake prescriptive.
  • the second brake top trigger release 22 upon signal (removal of the cable tension), the second brake top trigger release 22 is pushed by the top trigger compression spring 20. This pulls on the top trigger rod 18.
  • the top trigger rod when the top trigger rod is pulled, it releases the hammer rod 60 and spring holder spring within the centrifugal mass at the center of the brake so that the hammer 22 becomes free of tension.
  • the second safety devices will automatically activate due to the released hammer now driving the drum, and due to the downward movement of the machine. In this condition rotation speed becomes irrelevant and the slightest movement of the centrifugal mass activates the hammer release.
  • first and second safety devices 12, 12A are modified and installed on a lifting apparatus (also known as a “car”).
  • a set of brake cables 34 connects the top trigger mechanisms and brake activation detectors of each safety device 12, 12A.
  • brake activation signal cables in which one cable tip assembles to the brake activation detector (sending signal) and theother tip assembled to the top trigger mechanism (receiving signal), with two cables 34 linking both safety devices in a “criss-cross” fashion, as best seen in Fig. 17C any of brake activating first will signal the other one to activate simultaneously in a matter of fraction of second.
  • Step 1 in an activation operation involves a governor hammer activation using a governor module 99.
  • a hammer 100 is pushed out by the centrifugal forces acting thereon, which exceeds a rotation speed threshold.
  • Axial rotation about a pinion gear shaft 102 is illustrated by the arrows 104.
  • Step 2 of the activation operation involves drum rotation and dual mechanism trigger. Specifically, a brake drum 106 (dotted line item) and an activation wheel 36 are driven by the governor hammer 100. Constant pressure is applied to the brake cables 34. One of the two rods in the plate will push on one of the latches to release a pin that is linked to the cable end.
  • Step 3 of the activation operation involves a brake cable mechanical signal.
  • the first safety device 12 that is activated triggers the brake cable 34 which pulls on the second safety device 12A. This then triggers the second top trigger so that pressure from the cable 34 is released.
  • the spring-loaded top rod is then pulled, is under tension due to the spring load located at the other end of the cable. Without any tension anymore, the spring-loaded application from the top trigger of the opposite brake will trip, lifting a rod that moves through the second brake, all the way inside.
  • Step 4 of the activation operation involves a top trigger activation. By pulling on the rod this then removes the restriction for activation inside the second brake. As noted above, this removes the restriction to the hammer, and the slightest rotation of the system will engage the hammer to the drum. In short, it cancels the restriction of the small spring 62, as shown on Fig. 4. that normally fight against the centrifugal force.
  • the braking system can be described as a synchronized brakes apparatus.
  • the system includes a first brake, a second brake, a first cable release member, a second cable release member, a first resilient trigger member and a second resilient trigger member.
  • a cable network is designed to interconnect the first cable release member, the second cable release member, the first resilient trigger, the second resilient trigger, the first brake, and the second brake.
  • the cable network is configured so that a braking cable network connects between the first cable release member and the second resilient trigger member decreases so as to activate a first brake.
  • the cable network interconnects the first cable release member, the second cable release member, the first resilient trigger, the second resilient trigger, the first brake, and the second brake.
  • the cable network is configured such that in response to the braking signal received at the first cable release member, a second tension threshold in the cable network between the second cable release member and the first resilient trigger member decreases so as to activate a second brake.
  • both safety devices must be reset manually, as well as all release components of the synchronized braking system. Testing results
  • a drop test is a controlled free fall of a lifting equipment. All machine design codes request that periodic drop test be performed under specific conditions, which are a) time period; b) testing weight; c) within a certain activation speeds range; and d) within a certain MIN and MAX retardation.
  • Phase 3 - Synchronized system test The design 3 shown in previous phase 2 was built as a prototype of a synchronized apparatus for testing. We were ready to simulate the drop test with the same conditions that failed on phase 1. After the test, there were no failure of the brake original parts, assembly plates, nor any rack or pinion tooth. The top trigger rod release warped due to the impact speed of the spring. That part will be reinforced in the final revision of the designed. The activation detector releases components warped a bit too and needed to bereinforced as well.

Landscapes

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

Abstract

Appareil de freinage synchronisé comportant deux freins de sécurité d'urgence, deux éléments de libération de câble, deux déclencheurs élastiques et un réseau de câbles destiné à relier entre eux les freins, les éléments de libération et les déclencheurs. Le réseau est agencé de telle façon que, en réponse à un signal de freinage reçu au niveau d'un élément de libération de câble, un premier seuil de tension dans le réseau de câbles, entre le premier élément de libération de câble et le second élément déclencheur élastique, diminue afin d'activer un second frein.
PCT/CA2023/050498 2022-04-12 2023-04-12 Système de freinage d'urgence synchronisé WO2023197073A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US202263329917P 2022-04-12 2022-04-12
US63/329,917 2022-04-12

Publications (1)

Publication Number Publication Date
WO2023197073A1 true WO2023197073A1 (fr) 2023-10-19

Family

ID=88328570

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CA2023/050498 WO2023197073A1 (fr) 2022-04-12 2023-04-12 Système de freinage d'urgence synchronisé

Country Status (1)

Country Link
WO (1) WO2023197073A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB9605634D0 (en) * 1995-03-24 1996-05-22 Jungheinrich Ag A braking assembly
US5937973A (en) * 1996-11-11 1999-08-17 Inventio Ag Brake triggering device
US20080271961A1 (en) * 2006-05-19 2008-11-06 Hydro-Mobile Inc. Braking device for elevating platform assembly
US20130133984A1 (en) * 2011-11-29 2013-05-30 Inventio Ag Safety brake with resetting
DE102016208403A1 (de) * 2016-05-17 2017-11-23 Thyssenkrupp Ag Geschwindigkeitsbegrenzer für einen Aufzug

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB9605634D0 (en) * 1995-03-24 1996-05-22 Jungheinrich Ag A braking assembly
US5937973A (en) * 1996-11-11 1999-08-17 Inventio Ag Brake triggering device
US20080271961A1 (en) * 2006-05-19 2008-11-06 Hydro-Mobile Inc. Braking device for elevating platform assembly
US20130133984A1 (en) * 2011-11-29 2013-05-30 Inventio Ag Safety brake with resetting
DE102016208403A1 (de) * 2016-05-17 2017-11-23 Thyssenkrupp Ag Geschwindigkeitsbegrenzer für einen Aufzug

Similar Documents

Publication Publication Date Title
US4175727A (en) Single failure proof crane
US9061864B2 (en) Method for operating elevators to test brakes
RU2495290C2 (ru) Тормоз кабины лифта с колодками, приводимыми в действие пружинами, соединенными с зубчатым приводом
KR20140042769A (ko) 비상정지장치를 구동시키고 리셋시키기 위한 장치
US11059697B2 (en) Brake force verification of an elevator brake
EP2636626A1 (fr) Dispositif d'ascenseur
CA1213846A (fr) Dispositif de serrage sur cable
US3830346A (en) Safety brake
CN101531307A (zh) 电梯的终端层强制减速装置
WO2023197073A1 (fr) Système de freinage d'urgence synchronisé
AU625954B2 (en) Brake mechanism for a storage and retrieval machine
US7128189B2 (en) Equipment for engaging a safety braking device for a lift cage
US11230456B2 (en) Elevator emergency brake with shoes
JP5026078B2 (ja) エレベータ装置
CN214733596U (zh) 一种电梯制动器响应时间检测装置
JP2004345803A (ja) 昇降体の非常止め装置、非常止め復帰装置及び非常止め復帰方法
EP1512656B1 (fr) Contrepoids
US2244893A (en) Elevator governor
JP5159039B2 (ja) 乗客コンベアのガバナ装置
KR101967590B1 (ko) 엘리베이터용 조속기 및 엘리베이터 장치
CN111392598A (zh) 防超载装置及方法
DE10154578A1 (de) Vorrichtung für die Aufzugsnotbremsung
KR20170035243A (ko) 승강기의 비상 제동장치
JP6751367B2 (ja) 非常停止装置及びエレベーター
KR102009999B1 (ko) 엘리베이터용 단방향 비상 제동장치

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: 23787335

Country of ref document: EP

Kind code of ref document: A1