EP2931641B1 - Catch device for a lift system - Google Patents

Description

The invention relates to a safety gear for braking an elevator car and an elevator installation with such a safety gear.

The elevator system is installed in a building. It consists essentially of a cabin, which is connected via suspension means with a counterweight or with a second car. By means of a drive, which acts either on the suspension means, directly on the cabin or on the counterweight, the cabin is moved along, substantially vertical, guide rails. The lift system is used to move people and goods within the building over single or multiple floors.

Such elevator systems include devices to secure the elevator car in the event of failure of the drive or the support means or at best to protect even in a stop in a floor from unwanted drifting away. For this purpose, safety devices are used as a rule, which can slow down the elevator car on the guide rails in case of need. Increasingly, catching devices are preferred which can be controlled by an electronic monitoring system.

From the WO 2011/113753 a braking device is known, which can be controlled electromagnetically. In this case, after delivery of a brake shoe to a brake bridge and moving elevator car, the brake shoe is rotated and longitudinally displaced. As a result, the brake shoe can build up a braking force and brake the cab.

DE 198 50 678 C1 discloses a braking device according to the preamble of claim 1.

The solution presented below aims to provide an alternative braking device or safety gear, which is also suitable for attachment to an elevator car, and which can cause braking of the elevator car. The safety gear should be easy to operate and it should be easy to reset.

A proposed safety gear consists of a brake housing which is shaped to receive substantial parts of the safety gear. The brake housing does not have to enclose these parts. The brake housing may also be a base plate on which the essential parts are arranged. This brake housing is designed to accommodate significant tension and braking forces. The brake housing includes connections for attaching the safety gear to an elevator car. The safety gear is suitable for braking or holding the elevator car on a brake bridge. This is on or in the brake housing a Bremsexzenter arranged with a cylindrical bearing bore. This brake eccentric is received by a bearing axis, wherein this bearing axis is arranged pivotably or displaceably in the brake housing. The brake eccentric arranged on the bearing axis is spaced apart from the brake bridge in a first position, and it can be brought into contact with the brake bridge in a second position. Thus, the brake eccentric can on the one hand be kept in a neutral, non-braking position, spaced from the brake bridge, and on the other hand, in the case of a required braking, can be brought into contact with the brake bridge.

The brake housing preferably has an opening through which the bearing axle projects, and a first device moves or pulls the brake eccentric together with the bearing axle into the first position. This first position is determined, for example, by an end stop of the opening. In general, a rigid stop, which is carried out for example by a breakthrough in the form of a slot is sufficient. The slot can preferably take over a leadership of the bearing axis. This is advantageous because the breakthrough can absorb significant forces that arise during braking.

Preferably, the bearing axis is pivotally mounted in the brake housing about a vertical axis. For example, the bearing axis is mounted in a rear part of the brake housing about the vertical axis. As a result, arising forces can be easily introduced into the brake housing, as an increasing distance between the vertical axis and the end stop causes a reduction of opposing forces.

Preferably, the first means for moving the brake eccentric to the first position is a spring or spring mechanism which pulls the brake eccentric into the first position defined by the end stop of the aperture. This is advantageous because the spring, on the one hand, retracts the brake eccentric, provided that it is not clamped or actuated, into the first position, and, on the other hand, influences an actuating force for advancing the brake eccentric to the brake bridge in a precisely defined, calculable order of magnitude. It is also advantageous that the spring, or the spring mechanism is elastic. Thus, for example, in an accidental strip of the brake eccentric on the brake bridge this is not engaged, but it is a relevant definable contact pressure required to rotate the brake eccentric. Accidental operation of the safety gear is thus prevented.

Preferably, the brake bridge is a component of a guide rail and the safety device interacts with this brake bridge for the purpose of braking the elevator cage. The catching device preferably further comprises a brake member, which is arranged opposite to the brake eccentric in or on the brake housing, so that the braking web of the guide rail in If necessary, between the brake eccentric and the brake member can be clamped. For this purpose, the brake eccentric, when brought from the second device in contact with the brake bridge, rotated by a relative movement between the brake bridge and safety gear so that it is pushed back into the first position. The shape of the Bremsexzenters is designed so that a distance from the outer contour to the center of the cylindrical bearing bore in the direction of rotation increases steadily. As a result, the brake eccentric is first pushed back until it in turn is present at the end stop of the breakthrough. Thereafter, or substantially simultaneously, the bearing axis is moved together with the brake housing by further rotation of the brake eccentric, so that the braking member finally also touches the brake bridge and clamped. The brake housing is preferably elastic, for example on sliding rods, laterally displaceably mounted. The sliding rods can thereby transmit a braking force, for example to the elevator car. The end stop of the opening, preferably a slot, takes over and transmits thereby caused by the brake eccentric contact pressure and transmits it into the brake housing. It is particularly advantageous that, when using a pivotable bearing axis, the brake eccentric is tilted only when pressed against the brake bridge within the required pivoting, and that the brake eccentric when pushing back to the end stop in turn reaches a flat plane to the brake work position. As a result, the brake eccentric and the bearing axis is ideal load.

Preferably, the bearing axis is fixedly connected to an actuating lever. The actuating lever is screwed, for example, with the bearing axis, welded or connected by bolts. In any case, the connection is such that the bearing axis can be pivoted by the actuating lever about the vertical axis. Thereby, the brake eccentric can be brought by the actuating lever in contact with the brake bridge. A delivery force is such that on the one hand a retraction force of the first device can be safely overcome and in addition there is an excess of force sufficient to press the brake eccentric so strong on the brake bridge, that it can be securely rotated by the relative movement between the brake bridge and safety gear. Such a delivery force is for example of the order of 150 to 700 Newton, preferably 500 to 600 Newton. With this delivery force can be twisted securely, usually provided with a Randrierung or grooving Bremsexzenter.

If required, the actuating lever can preferably be provided by an actuator, as is known, for example, from the document WO 2011/113753 is known to be pivoted, so that the actuating lever can bring the brake eccentric in contact with the brake bridge.

Preferably, a retaining plate is used to secure the brake eccentric on the bearing axis. For this purpose, the bearing axis is provided with a stop collar, possibly with a corresponding thrust washer, by means of which a position of the brake eccentric on the bearing axis is determined. As a result, an assembly of the safety gear is easily possible. For example, the bearing axis can be pivotally mounted in a rear part of the brake housing. The operating lever can be fixed to the bearing axis before, after or together with the bearing axis. Subsequently, the brake eccentric, possibly with an integrated bearing slide bush, placed on the bearing axis and secured by means of the retaining washer on the bearing axis. The retaining plate covers the bearing bore and it is preferably fastened with a pair of screws on the bearing axis.

Preferably, the spring mechanism of the first means for pulling the Bremsexzenters in the first position comprises a pull lever, a rocker arm and at least one spring. The pull lever and the rocker arm are hinged together, wherein the pull lever is connected to the brake eccentric and the rocker arm is pivotally mounted in the brake housing. The attachment of the pull lever on the brake eccentric is designed so that a, upon pivoting of the bearing axis resulting, skew of the brake eccentric can be added. The spring continues to act on the rocker arm such that it pulls the brake eccentric into the first position via the pull lever. About the rocker arm and the arrangement of the spring, an increase in force of the retracting force can be idealized and further, the rocker arm can easily operate a switch when it reaches a braking position of the brake eccentric corresponding tilt position. For a monitoring of the safety gear is easily possible and a controller can thus, for example, operate a second safety gear also when a first safety gear accidentally caught in Fang. This prevents unilateral catching.

Preferably, the spring mechanism further includes a grid position, which secures the brake eccentric in the first position against unintentional pivoting. The grid position may be a ball catch or the like. This prevents a swinging of the brake eccentric.

In the following, the invention will be explained by way of example with reference to an embodiment in conjunction with the figures.

Figur 1

eine schematische Ansicht einer Aufzugsanlage,

Figur 2

ein Paar von Fangvorrichtungen, angebaut an eine Aufzugskabine,

Figur 3

eine Fangvorrichtung in einer ersten, unbetätigter Position,

Figur 4

die Fangvorrichtung von Figur 3 in einem Horizontalschnitt,

Figur 5

eine Fangvorrichtung in einer zweiten, betätigten Position,

Figur 6

die Fangvorrichtung von Figur 5 in einem Horizontalschnitt,

Figur 7

eine Fangvorrichtung in einer bremsenden Position, und

Figur 8

die Fangvorrichtung von Figur 7 in einem Horizontalschnitt.

Show it:

FIG. 1

a schematic view of an elevator system,

FIG. 2

a pair of safety gears, attached to an elevator car,

FIG. 3

a safety gear in a first, unactuated position,

FIG. 4

the safety gear of FIG. 3 in a horizontal section,

FIG. 5

a safety device in a second, actuated position,

FIG. 6

the safety gear of FIG. 5 in a horizontal section,

FIG. 7

a safety gear in a braking position, and

FIG. 8

the safety gear of FIG. 7 in a horizontal section.

In the figures, the same reference numerals are used across the figures for equivalent parts.

FIG. 1 shows an elevator system 1 in an overall view. The elevator installation 1 is installed in a building and serves to transport persons or goods within the building. The elevator installation includes an elevator car 2, which can move up and down along guide rails 6. The elevator car 2 is accessible from the building via doors. A drive 5 serves to drive and hold the elevator car 2. The drive 5 is arranged in the upper area of the building and the car 2 is suspended by means of support means 4, for example carrying ropes or carrying straps, on the drive 5. The suspension means 4 are further accessible via the drive 5 a counterweight 3 led. The counterweight compensates for a mass fraction of the elevator car 2, so that the drive 5 has to compensate for the main thing only an imbalance between the car 2 and counterweight 3. The drive 5 is arranged in the example in the upper part of the building. It could of course also be arranged in the area of the car 2 or the counterweight 3.

The elevator car 2 is equipped with a safety gear 10 which is suitable for securing and / or decelerating the elevator car 2 in the event of unexpected movement, overspeeding or stopping. The safety gear 10 is arranged below the car 2 in the example. The elevator installation 2 further includes a safety controller 11, which in the example is arranged on the elevator car 2. The safety controller 11 monitors movements of the elevator car 2 and activates the safety gear 10 if necessary. In the present example, see FIG. 2 , Two safety gears 10, and a pair of safety gears 10, left and right of the elevator car 2, where they interact with guide rails 7, if necessary. The pair of safety gears 10 is operated in the example of a central actuator 8, which in turn is controlled by the safety controller 11. The actuator 8 is connected by means of connecting rods 9, preferably tie rods to the safety gear 10.

The safety gear 10 is in the in the FIGS. 3 to 8 running example of a brake housing 17. The brake housing is designed as a supporting structure. It is connected via at least one slide bar 34 and tilt stops to the elevator car 2. The brake housing 17 is made for example as a casting, as a welded construction or from another machined structure. It is designed to receive required braking and pressure forces and to transfer to the elevator car 2. The brake housing 17 is held, for example via a spring arrangement (not shown) on the slide bar 34 in a base position defined by a stop screw 17a. Thus, the brake housing 17 can align laterally to the brake pad 7 a of the guide rail 7 upon actuation of the safety gear 10.

In the brake housing 17, a bearing axle 18 is arranged. This is arranged pivotably about a vertical axis 27a in the brake housing 17. On a front part of the bearing shaft 18, a brake eccentric 15 is arranged via a sliding shell 26. The brake eccentric 15 has for this purpose a cylindrical bearing bore 16 and the bearing shaft 18 includes, preferably, a collar on which the brake eccentric can strike. The brake eccentric 15 further has, starting from a central region, a rising in both directions outer curve shape, which ends in a braking surface with a straight portion. The brake housing 17 has, in the region between the brake eccentric 15 and the vertical axis 27 a, an opening 24, preferably a slot, through which the bearing axle 18 can protrude.

The opening 24 includes an end stop 24a on which the bearing axis 18 can be present and which is arranged so that the brake eccentric can be arranged substantially perpendicular to the brake bridge 7a, or a contact surface of the brake eccentric lies flat to the brake bridge. The opening 24 is designed such that it allows a delivery of the brake eccentric 15 to the brake bridge 7a. The delivery corresponds to at least a double amount of a game between the braking surfaces and the brake bridge. The delivery is for example about 3 to 8 millimeters. Preferably, the opening 24 is shaped so that it leads the bearing axis 18 in the vertical direction, so that braking and pressing forces can be transmitted via the end stop 24a of the opening 25.

The brake eccentric 15 is secured with a retaining plate 29 on the bearing axis 18. The holding plate 29 is screwed, for example, with an end face of the bearing axis. Of course, the brake eccentric 15 could also be held with a clamping or securing ring.

In the example of the bearing axis 18 is provided with an actuating lever 27. The operating lever 27 is on the bearing axis 18 with a bearing journal of the vertical axis 27a and a bolt 27c so connected that an introduced into the operating lever 27 actuating force 27 can pivot the Lagerachs 18 about the vertical axis 27. The actuating lever 27 is, by means of a connection point 27b, connected to the connecting rod 9, preferably in the form of pull or push rods. The connecting rods 9 are, as related to FIG. 2 explained, connected to an actuator 8. In the examples of FIGS. 3 to 8 the connecting rod 9 is provided with a length adjustment 9a, so that a desired position of the bearing axis 18 can be adjusted accurately. Preferably, one of the connections from the actuator 8 to the pivotable axle 18 is made with play or an elastic connection. This can be compensated for inaccuracies or forces that can occur, for example, when resetting.

The safety gear includes a brake member 23 which is arranged opposite to the brake eccentric 15 in the brake housing 17 so that the brake pad 7a can be arranged between the brake eccentric 15 and the brake member 23. The brake member is supported in the brake housing 17 by means of compression springs 23a, preferably prestressed compression springs 23a. The brake member 23 can be biased by means of spring pin 23b and adjusting nuts 23c, against the compression springs 23a.

The brake eccentric is further, by means of a first device 19, held in a first position, as in the FIGS. 3 and 4 is shown. A pull lever 30 attached to the brake eccentric is connected to a rocker arm 31, which in turn is pivotally mounted in a retaining plate 19a fastened to the brake housing 17. The rocker arm 31, so that the pull lever 30 and finally the brake eccentric 15 together with the bearing axis 18 are held in the first position, while they are pulled against the end stop 24 a of the aperture 24. A position of the rocker arm 31 and thus a position of the brake eccentric 15 are monitored by a switch 32 by means of a switching cam 32a. In the, in the FIGS. 3 and 4 shown, first position is the brake eccentric in its center position. He is distanced from the brake bridge 7a and the brake housing 17 is located at an end position determined by the stop screw. The safety gear 10 and thus the elevator car 2 can thus move freely. The switch 32 is in an unactuated switch position and this signal is passed as needed to the safety controller 11 or to the elevator control 6. Optionally, in the illustrated solution in the switching curve 32a, a grid position 33, for example in the form of a Kugelschnäppers, integrated. This provides an additional holding force which keeps the brake eccentric in the first position. A retaining force of the spring 21 can be selected correspondingly smaller. The grid position can also be arranged, for example, in the case of the brake eccentric 15

In the FIGS. 5 and 6 the safety gear 10 is actuated. The connecting rod 9 pulls on the actuating lever 27 and thus pivots the bearing shaft 18 and the brake eccentric in the direction of the brake bridge 7a in a second position. Characterized the brake eccentric 15 is delivered to the brake bridge and the brake housing is pulled on the slide bar 34 to the brake bridge, so that the brake bridge 7a between the brake eccentric 15 and brake member 23 is clamped. The brake eccentric is, according to a pivoting of the bearing axis 18, inclined. A connection from the pull lever 30 to the brake eccentric 15 is designed with lateral play, that the pull lever 30 can also be inclined to the brake eccentric 15, or that he does not jam. At best, a contact surface of the Bremsexzenters 15, which comes when delivering the first in contact with the brake bridge 7 a rounded or obliquely touched.

Now moves the safety gear 10 in relation to the brake bridge 7a downwards, the brake eccentric 15 is rotated in the clockwise direction, as in the FIGS. 7 and 8 is apparent. Therefore, the brake eccentric 15 further pushes the brake housing back and biases the compression springs 23a of the brake member 23. In this case, the brake eccentric 15, together with the bearing shaft 18, is pushed back to the end stop 24a. The brake eccentric 15 thereby passes back into a plane perpendicular to the brake bridge 7a, or, with respect to the contact surface from the brake eccentric 15 to the brake bridge 7a, a plane of operation. Upon reaching the end stop 24a, a contact force is significantly increased and a corresponding braking force is generated. This brakes the elevator car 2 on the brake bridge 7a. Since a distance from the vertical axis 27c of the bearing shaft 27c to the aperture 24 can be made significantly larger than a distance from the brake eccentric 15 to the aperture 24, a reaction force to the vertical axis 27c can be kept small.

At the same time, the spring mechanism 19 was rotated by the rotating brake eccentric 15 and the switch 32 was actuated by the switching cam 32a. A safety circuit for the elevator control 6 is thereby interrupted, for example, and the safety controller 11 can register the response of the safety gear.

At the same time, by a pushing back of the Bremsexzenters 15 - he is yes, together with the bearing axis 18 on the end stop 24a of the opening 24 - and the operating lever 27 and the connecting rods 9 moved back. As a result, for example, the actuator 8, or a force part of the actuator 8, are stretched again.

For the purpose of resetting the safety gear, only the safety gear 10, or the elevator car 2, can now be moved back. As a result, the brake eccentric 15 is turned back. If the actuator 8 is activated at this time, it can hold the brake eccentric directly in the first position, and the safety gear is in the in the FIGS. 3 and 4 shown restored first position.

The operation in the opposite direction of travel is analogous, in which case the brake eccentric 15 is rotated in the opposite direction.

Instead of the spring mechanism 19 may be used any retraction device, for example, only a spring. Of course, instead of the pull or push rods 9 connecting means such as a pull rope or a hydraulic actuation can be provided. The traction cable could, if necessary, act directly on the pivotable bearing axle 18 via deflecting rollers or via a Bowden cable. Alternatively, the bearing shaft 18 may also be guided via a longitudinal guide, such as a parallel guide or a guide carriage, in the brake housing 17, so that the bearing axis 18 can be displaced together with the brake eccentric 15 to the brake bridge 7a.

Claims (12)

1. Safety brake (10) for braking or holding a lift cage (2) at a brake web (7a), comprising:

   - a brake eccentric (15) with a cylindrical bearing bore (16), and

   - a brake housing (17) with a bearing axle (18) for mounting the brake eccentric (15), characterised in that the bearing axle (18) is arranged in the brake housing to be pivotable or displaceable so that the brake eccentric (15), which is arranged on the bearing axle (18), in a first position can be kept at a spacing from the brake web (7a) and in a second position can be brought into contact with the brake web (7a).
2. Safety brake (10) according to claim 1, characterised in that the brake housing has a passage (24) through which the bearing axle (18) projects, wherein a first device (19) moves the brake eccentric (15) together with the bearing axle (18) into the first position and the first position is determined by an end stop (24a) of the passage (24).
3. Safety brake (10) according to claim 1 or 2, characterised in that the bearing axle (18) is arranged in the brake housing (17) to be pivotable about a vertical axis (27a).
4. Safety brake (10) according to claim 2 or 3, characterised in that the first device (19) for moving the brake eccentric into the first position comprises a spring (21) or spring mechanism (30, 21, 31), which draws the brake eccentric (15) into the first position defined by the end abutment (24a) of the passage (24).
5. Safety brake (10) according to claim 2 or 3, wherein the brake web (7a) is a component of a guide rail (7) and the safety brake (10) co-operates with this brake web (7a) for the purpose of braking the lift cage (2) and the safety brake (10) further comprises a brake member (23) which is arranged opposite the brake eccentric (15) in or at the brake housing (17) so that the brake web (7a) of the guide rail (7) can when required be clamped between the brake eccentric (15) and the brake member (23), wherein the brake eccentric (15) when it is brought by the second device (25, 27) into contact with the brake web (7a) is so rotated by a relative movement between brake web (7a) and safety brake (10) that together with the bearing axle (18) it is pushed back into the first position and the end stop (24a) of the passage (24) accepts a pressing force generated by the brake eccentric (15) and transmits it to the brake housing (17).
6. Safety brake (10) according to any one of claims 2 to 5, characterised in that the bearing axle (18) is fixedly connected with an actuating lever (27) and the actuating lever (27) together with the bearing axle (18) is pivotable about the vertical axis (27a) and the actuating lever (27) when required is pivotable by an actuator (8) together with the bearing axle (18) to bring the brake eccentric (15) into contact with the brake web (7a).
7. Safety brake (10) according to any one of the preceding claims, characterised in that the brake eccentric (15) is secured on the bearing axle (18) by a mounting plate (29).
8. Safety brake (10) according to any one of claims 2 to 7, characterised in that a spring mechanism (30, 21, 31) of the first device (19) for drawing the brake eccentric (15) into the first position comprises a pull lever (30), a rocker (31) and a spring (21), wherein the pull lever (30) and the rocker (31) are pivotably connected together and wherein the pull lever (30) is connected with the brake eccentric (15) and the rocker (31) is pivotably mounted in the brake housing (17), and the spring (21) so acts on the rocker (31) that it draws the brake eccentric (15) into the first position by way of the pull lever (30).
9. Safety brake (10) according to claim 8, characterised in that the rocker (31) actuates a switch (32) when it reaches a tilt setting corresponding with a braking setting of the brake eccentric (15).
10. Safety brake (10) according to claim 8 or 9, characterised in that the spring mechanism (30, 21, 31) includes a detent setting (33) which secures the brake eccentric (15) in the first position against unintended pivotation.
11. Lift installation (1) with a lift cage (2) and at least one pair of safety brakes (10) according to any one of the preceding claims, wherein the pair of safety brakes (10) is actuated by a centrally arranged actuator (8) and wherein the actuator can act on the actuating lever (27) of the safety brakes (10) by way of pulling or pushing means (9).
12. Lift installation (1) according to claim 11, wherein the actuator (8) is controlled by a safety control (11) and the safety control (11) in the case of excess speed of the lift installation (1) or in the case of unintended movement of the lift cage (2) from a stopping position activates the actuator (8) in order to actuate the at least one pair of safety brakes (10).

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