• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    DEVICE FOR STOPPING AN ELEVATOR CAR, AND, ELEVATOR SYSTEM WITH AN INTEGRATED EMERGENCY STOP DEVICE A device for stopping an elevator car that travels up or down along guide rails installed in an elevator shaft includes a chassis mounted on one side of the car, and a speed limiter, a safety gear guide device mounted on the chassis. The speed limiter detects when excessive car speed is occurring. The guide device that guides the elevator car along a guide rail. The safety gear is vertically aligned with the guide device on the chassis and to the elevator car via the frictional engagement of the elevator guide rail, which passes through a channel formed in each safety gear and the guide device. The guide device causes the elevator car to stop by the frictional engagement of the guide rail when the speed limiter detects that excessive carriage speed is occurring.
    公开号:BR112012028572B1
    申请号:R112012028572-6
    申请日:2010-05-18
    公开日:2021-02-02
    发明作者:Jose Miguel Aguado；Luis Marti；Jose Luis Vergara；Andrés Monzon；Francisco Luis Sanz；Francisco Cervera
    申请人:Otis Elevator Company；
    IPC主号:
    专利说明:

    KNOWLEDGE OF THE INVENTION
    [001] Typical elevator systems include an elevator car attached to a tying counterweight. A lifting motor and a brake act together to move the elevator car and counterweight up and down in an elevator shaft, transporting passengers or cargo from one floor to another. An elevator controller and driver provides power for and control operation of the elevator system.
    [002] Elevators typically also include a safety system to prevent an elevator from traveling at excessive speeds in response to an elevator component that brakes or otherwise becomes non-operative. Traditionally, elevator safety systems include a mechanical speed sensing device commonly referred to as a speed limiter, a tensioning device and safety gear to selectively engage elevator guide rails frictionally. The speed limiter is traditionally mounted either in a machine room or at the top of the elevator shaft. The safety system is mounted on the car, and the tensioning device, usually a cable or other connection, connects the system with the limiter. When the limiter detects a dangerous situation due to excessive travel speed, it sends a signal to the safety gear via the tensioning device. The safety gear then engages the guide rails, and into the elevator car. BRIEF SUMMARY OF THE INVENTION
    [003] A device for stopping an elevator car that travels up or down along guide rails installed in an elevator shaft includes a chassis mounted on one side of the car, and a speed limiter, a guide device and safety gear mounted on the chassis. The speed limiter detects when excessive car speed is occurring. The guide device for guiding the elevator car along a guide rail. The safety gear is vertically aligned with the guide device on the chassis and to the elevator car via the frictional engagement of the elevator guide rail, which passes through a channel formed in each safety gear and the guide device. The guide device causes the elevator car to stop by the frictional engagement of the guide rail when the speed limiter detects that excessive carriage speed is occurring. BRIEF DESCRIPTION OF THE DRAWINGS
    [004] FIG. 1A is a perspective view of an elevator system with an integrated safety device according to the present invention.
    [005] FIG. 1B is a front view of the elevator of FIG. 1A, showing the integrated safety device.
    [006] FIG. 2A is a perspective view of the first chassis of the integrated safety device.
    [007] FIG. 2B is a perspective view of the first chassis of the integrated safety device with a cover over the speed limiter.
    [008] FIGS. 3A - 3B are front and rear views, respectively, of the speed limiter of FIG. 2A when an overspeed condition is not occurring.
    [009] FIGS. 4A - 4B are front and rear views, respectively, of the speed limiter of FIG. 2A when an overspeed condition is occurring.
    [0010] FIG. 5 is a perspective view of the second chassis of the integrated safety device of FIG. 1B. DETAILED DESCRIPTION
    [0011] FIG. 1A is a perspective view of an elevator system with an integrated safety device according to the present invention. FIG. 1B is a front view of the elevator of FIG. 1A, with the integrated safety device. The elevator system 10 includes an elevator car 12, guide rails 14a, 14b and integrated safety device 16. The integrated safety device 16 includes first chassis 18a attached to one side of the car 12; second chassis 18b attached to the other side of the carriage 12; and connection bar 19 extending between first chassis 18a and second chassis 18b.
    [0012] The first chassis 18a is screwed on one side of the elevator car 12 and is aligned with the guide rail 14a, and the second chassis 18b is screwed on the other side of the elevator car 12 and is aligned with the guide rail 14b. Regulator cable R is anchored at the top and bottom of the elevator shaft, and passes through the first chassis 18a. Connection bar 19 connects to the first chassis 18a and the second chassis 18b, and can be located above a passenger roof in the elevator car 12 (but not above the car 12).
    [0013] The elevator car 12 travels on or is slidably or rollingly connected to the guide rails 14a, 14b and travels inside an elevator shaft (not shown). Both chassis 18a, 18b function as guide devices for keeping the carriage 12 connected slidably or rollingly to the guide rails. Both chassis 18a, 18b also act as safety locks to stop the car 12 in a speeding condition. The first chassis 18a serves as the master detects when a speeding condition is occurring and acts to stop the car 12. The connecting bar 19 mechanically connects the first chassis 18a to the second chassis 18b so that the second chassis 18b acts to stop cart 12 when the first chassis 18a acts to stop cart 12 in an emergency or when speeding is occurring.
    [0014] FIG. 2A is a perspective view of the first chassis 18a of the integrated safety device 16. The first chassis 18a includes a speed limiter 20 (which includes stop pulley 22, travel regulator mechanism 23, tension pulley 24, overflow switch) speed 26, and freewheel disk 28), first guide device 29a with channel 30a, first safety gear 31a with channel 32a and rollers 33a, first safety lever 34a and stabilizing device 36a. also shown in FIG. 2A is the regulator cable R and the connection bar 19.
    [0015] The first chassis 18a may be of metal, and includes holes for attaching the first chassis 18a to the elevator car, as well as holes for attaching the speed limiter 20, first guide device 29a and first safety gear 31a (among other parts) to him. The travel regulating mechanism 23 is attached to the stop pulley 22, which is rotatably mounted on the first chassis 18a. The travel regulator mechanism 23 is made of plastic to minimize noise from the speed limiter 20. The tension pulley 24 of the speed limiter 20 is also rotatably mounted on the first chassis 18a, in a position below the stop pulley 22. The overspeed switch 26 is attached to the first chassis 18a. and is aligned with respect to the first guide rail 14a, so that the guide rail 14a slides through channel 30a of the guide device 29a as the elevator car moves up and down in the elevator shaft. While a slide guide is shown, the first guide device 29a can be a roller guide. First safety gear 31a is attached to the first chassis 18a, and is aligned with respect to the first guide device 29a so that rail 14a can pass through channel 30a of guide device 29a and go through channel 32a of the safety gear 31a and so that the rollers 33a can properly engage the rail 14a in an emergency or overspeed condition, as described in more detail below. The channel 32a includes rollers 33a on one side. First safety lever 34a is connected to release the wheel disc 28 from the travel regulator mechanism 23. When an overspeed condition is occurring, the free wheel disc 28 is coupled to the travel regulator mechanism 23 via rollers 50a a 50c (as described in more detail with reference to FIGS. 3A to 4B). The first safety lever 34a is also connected to the first safety gear 31a. The stabilizing device 36a is connected to the first safety lever 34a to stabilize the first safety lever 34a when an overspeed is not occurring (and therefore the freewheel disk 28 and the first safety lever 34a are not coupled to the travel regulating mechanism 23). In this embodiment, the stabilizing device 36a is a spring that tilts the first safety lever 34a towards the stabilizing device 36a. Connection bar 19 connects the first safety lever 34a to a second safety lever 34b on the second chassis 18b, located on the other side of the carriage (see FIGS. 1B, 5).
    [0016] The first safety gear 31a acts (along with the second safety gear 31b, shown in FIG. 5) as a last emergency means to stop the elevator car 12. As mentioned above, rail 14a passes through the channel 32a of safety gear 31a. The carriage 12 is stopped when the rail 14a is frictionally engaged by rollers 33a of the safety gear 31a, such that the rail is connected to the rollers 33a and to the channel side 32a of opposite rollers. This frictional coupling connection is due to the movement of rollers 33a in the channel 32a towards the rail 14a, which is caused by the movement of the first safety lever 34a, triggered by an overspeed condition.
    [0017] The first guide device 29a guides the elevator car along the guide rail 14a in the elevator shaft (see FIG. 1A), with the guide rail 14a going through channel 30a as described above.
    [0018] The overspeed limiter 20 acts to detect an elevator car overspeed condition. Regulator cable R is statically anchored at the top and bottom of the elevator shaft (see FIG. 1A), and copies the carriage speed to the overspeed limiter 20 by turning around the stop pulley 22 and stop pulley tension 24. The cable R, which comes from the top of the elevator shaft, passes under the tension pulley 24, around, and over the stop pulley 22, and then travels down to an anchor at the bottom of the elevator shaft. This configuration ensures that the stop pulley 22 and the tension pulley 24 rotate. The travel regulating mechanism 23 rotates about the same axis as the stop pulley 22, and includes mass holders and masses that are coupled together. The operation of the travel regulating mechanism 23 is discussed in more detail below with reference to FIGS. 3A to 4B. while the stop pulley 22 rotates at angular speeds within a defined range (due to the regulating cable R), masses remain coupled and the travel regulating mechanism 23 rotates with the stop pulley 22 without engaging the over-speed switch 26 or the freewheel disk 28. The travel regulating mechanism 23 is actuated when the force that couples the masses is exceeded at a defined angular speed of the stop pulley 22. In particular, while the centrifugal force in the masses exceeds the force created by the coupling , ground supports move radially outward as a function of angular speed, trigger the overspeed switch 26 and engage the freewheel disc 28 (attached to the first safety lever 34a), coupling it to the travel regulating mechanism 23.
    [0019] When the overspeed switch 26 is triggered, the elevator power is turned off. When the freewheel disc 28 is coupled to the travel regulator mechanism 23, it moves with the travel regulator mechanism 23 (which is moving with the stop pulley 22). The first safety lever 34a is attached to the freewheel disk 28, and therefore also moves with the freewheel disk and the travel regulator mechanism 23 when the freewheel disk 28 is coupled to the travel regulator mechanism 23 ( in a speeding condition). This counterclockwise rotational movement of the first safety lever 34a overcomes the strength of the stabilizing device 36a which holds the lever 34a in a certain position. The counterclockwise rotation of the safety lever in turn causes the rollers 33a inside the first safety gear 31a to move towards the rail 14a in the channel 32a, frictionally engaging the guide rail 14a and stopping the carriage elevator. When an overspeed condition is not occurring, that is, during normal lift operation, the freewheel disk 28 is not coupled to the travel regulator mechanism 23, and the first safety lever 34a is held in position by the locking device. stabilization 36a. in the illustrative embodiment of FIG. 2A, the stabilizing device 36a is a spring (but it could be any suitable type of stabilizing device, such as a solenoid). The stabilizing device 36a works to prevent false firing of the first safety lever 34a (and thereby avoid engaging the first safety gear 31a when an overspeed is not occurring).
    [0020] As shown in FIG. 1B and in FIG. 2A, connection bar 19 connects the first safety lever 34a at one end to a second safety gear 31b (on the second chassis 18b) at the other end. In particular, connection bar 19 acts to transmit rotational movement from the first safety lever 34a when engaged (when an overspeed condition is occurring) to a second safety lever 34b of the second safety gear 31b attached to the second chassis 18b .
    [0021] FIG. 2B is a perspective view of the first chassis of the integrated safety device with a cover over the speed limiter. FIG. 2B shows the first chassis 18a with cover 38 over the speed limiter, regulator cable R, first guide device 29a with channel 30a, first safety gear 31a with channel 32a and rollers 33a, first safety lever 34a, and stabilizing device 36a.
    [0022] Cover 38 is attached to the first chassis 18a and covers speed limiter 20 to protect it. This protection of the speed limiter by the cover 38 is especially useful, for example, when a building is under construction and the elevator is in use before being closed and protected by an elevator shaft. The cover 38 is generally sheet metal, but can be of any other material that will provide protection to the speed limiter 20 without being too heavy for mounting on the first chassis 18a.
    [0023] FIG. 3A is a front view of the speed limiter and the safety lever of FIG. 2A when an overspeed condition is not occurring. FIG. 3B is a rear view of the speed limiter and the safety lever of FIG. 3A. FIGS. 3A - 3B show the travel regulating mechanism 23 with axis of rotation 40, first mass 42a, second mass 42b, third mass 42c, first mass support 44a, second mass support 44b, third mass support 44c, first connection 46a, second link 46b, third link 46c, first pivot point 48a, second pivot point 48b, third pivot point 48c, first roll 50a, second roll 50b, third roll 50c; first safety lever 34a; and freewheel disk 28.
    [0024] The speed limiter travel mechanism 23 rotates counterclockwise around the axis of rotation of the stop pulley 40 and includes first mass 42a, second mass 42b, third mass 42c, first mass support 44a, second ground support 44b, third ground support 44c. The first mass support 44a is pivotally attached to the stop pulley 22 (shown in FIG. 2A) at a first mass support pivot point 48a. The second mass support 44b is pivotally attached to the stop pulley 22 at a second mass support pivot point 48b. The third mass support 44c is pivotally attached to the stop pulley 22 at a third mass support pivot point 48c. The first dough support 44a is pivotally attached to the second dough support 44b by a second connection 46b, which includes the second roll 50b. The second mass support 44b is pivotally attached to the third mass support 44c by a third connection 46c, which includes the roller 50c. The third dough support 44c is pivotally attached to the first dough support 44a by a first connection 46b, which includes the roller 50a.
    [0025] The travel regulator mechanism 23 also includes a non-elastic releasable coupler (not shown) between one of the ground supports 44a, 44b, 44c and stop pulley 22, or between two of the ground supports, which resist centrifugal force created by the rotation of the pulley (not shown). For example, the coupler can be a magnet, as shown in Fig. 5 of U.S. Patent Application No. 2010/0059319, which is incorporated herein by reference. while the pulley rotates at angular speeds within a defined range, the coupler holds the coupled parts together, and the travel regulator mechanism 23 rotates with the stop pulley 22. The travel regulator mechanism 23 is actuated when the force provided by the coupler it is overcome by the centrifugal force on the masses 442a, 42b, and 42c at a given angular speed of the stop pulley 22, causing masses 42a, 42b, 42c and supports 44a, 44b, 44c to move radially outward.
    [0026] FIG. 4A shows the front view of the speed limiter of FIG. 3A when an overspeed is occurring. FIG. 4B shows the rear view of the speed limiter of FIG. 4A. FIGS. 4A - 4B show the travel regulating mechanism 23 with the axis of rotation 40, first mass 42a, second mass 42b, third mass 42c, first mass support 44a, second mass support 44b, third mass support 44c, first connection 46a , second link 46b, third link 46c, first pivot point 48a, second pivot point 48b, third pivot point 48c, first roll 50a, second roll 50b, third roll 50c; first safety lever 34a; and freewheel disk 28.
    [0027] As mentioned above, when an overspeed is occurring, the force by which the coupler (not shown) holds the masses 42a, 42b, 42c together is overcome, and masses 42a, 42b, 42c and supports 44a, 44b, 44c move radially outward, first link 46a, second link 46b, third link 46c, move due to their respective connections to supports 44a, 44b, 44c. The movement of the connections 46a, 46b, 46c results in rollers 50a, 50b, 50c coming into contact with the freewheel disc 28. The contact of the rollers 50 with the disc 28 couples the freewheel disc 28 to the travel regulator mechanism 23 Once the travel regulator mechanism 23 is engaged, the freewheel disc 28 moves with it. The first safety lever 34a, which is attached to the freewheel disk 28, also moves, engaging the first safety gear 31a (see FIGS. 2A and 2B).
    [0028] Connecting the masses 42a, 42b, 42c, supports 44a, 44b, 44c, and connections 46a, 46b, 46c to form the generally circular regulating mechanism 23 prescribes the movement of the mass supports 44a, 44b, 44c such that when in in an unactivated state, the mass supports 44a, 44b, 44c are radially spaced around the axis of rotation of the pulley 40 and, when actuated, the mass supports 44a, 44b, 44c move radially outward as a function of speed angled to substantially create the circumference in a generally circular shape until the outer arcuate edges of the mass holders 44a, 44b, 44c fire the overspeed switch 26 (see FIG. 2A) and the rollers 50a, 50b, 50c of the connections 46a, 46b, 46c move radially inward and engage the freewheel disk 28. When the overspeed switch 26 is engaged, the elevator power is turned off. As the travel regulating mechanism 23 forms a substantially contiguous cycle at the outer edges of the mass holders 44a, 44b, 44c and provides the previously described controlled movement, once the travel regulating mechanism 23 is actuated, it will almost immediately fire the overspeed switch 26 and engage the freewheel disk 28 regardless of the angular position.
    [0029] The speed limiter of FIGS. 3A - 4B is shown for example purposes only. A different type of speed limiter can be used to detect an overspeed condition and engage a safety lever that causes the gear to stop the elevator car.
    [0030] FIG. 5 illustrates the second chassis 18b of the integrated safety device 16, according to an embodiment of the present invention, and includes the second guide device 29b with channel 30b, second safety gear 31b with channel 32b, second safety lever 34b , second stabilizing device 36b and connection bar 19. The second chassis 18b can be sheet metal, and includes holes to secure the chassis 18b to the elevator car on the opposite side wall of the car 12 than from the first chassis 18a, as well as holes for attaching the second guide device 29b, second safety gear 31b and second safety lever 34b to the chassis 18b. The second guide device 29b is attached to the second chassis 18b and is aligned with respect to the second guide rail 14b (shown in FIG. 1B.) So that the guide rail 14b can pass through channel 30b of the second guide device 29b. while a sliding guide is shown, the second guide device 29b can also be a roller guide. The second safety gear 31b is attached to the second chassis 18b and is aligned with respect to the second guide device 29b, so that the guide rail 14b passes through channel 32b of the second safety gear 31b and through channel 30b of the second guide device 29b. The second safety lever 34b connects the second safety gear 31b and the connection bar 19. The connection bar 19 can pass above the car roof to connect the first safety lever 34a on the first chassis 18a to the end 60 of the second safety lever 34b on the second chassis 18b.
    [0031] The second guide device 29b guides the elevator car along the second guide rail 14b in the elevator shaft (see FIG. 1B) with the guide rail 14b going through channel 30b, as described above. The second guide device 29b also helps to ensure that the second safety gear 31b is properly aligned with the second guide rail 14b, which also passes through channel 32b of the second safety gear 31b, so that the second safety gear 31b frictionally engages the second guide rail 14b to assist in stopping the elevator car in an emergency. The connection bar 19 mechanically connects the second safety lever 34b (at the end 60) to the first safety lever 34a (as shown in FIG. 2A). When an overspeed is detected, and the freewheel disk 28 and first safety lever 34a are both coupled to the travel regulator mechanism 23, the first safety lever 34a moves, causing the rollers 33a of the first gear 31a frictionally engage the guide rail 14a, as described above. The second safety lever 34b, connected to the first safety lever 34a by the connecting bar 19, also moves, causing the rollers (not shown) on the second gear 31b to move into channel 32b and frictionally engage the guide rail 14b. The frictional engagement of the guide rail 14b by the rollers of the second gear 31b is done in the same manner as described in relation to the frictional engagement of the guide rail 14a by the rollers 33a of the first gear 31a (see FIG. 2A). The stabilizing device 36b is connected to the second safety lever 34b to stabilize the second safety lever 34b when an overspeed is not occurring. In this embodiment the stabilizing device 36b is a spring, tilting the second safety lever 34b towards the stabilizing device 36b.
    [0032] The second chassis 18b, with the second guiding device 29b, second safety gear 31b and second safety lever 34b, assists the first chassis 18a in stopping the elevator car 12 when an overspeed condition is detected. As the connecting rod 19 mechanically connects the second safety lever 34b to the first safety lever 34a so that the second safety lever 34b causes the second safety gear 31b to frictionally engage the guide rail 14b when the first safety gear safety 31a frictionally engages the first guide rail 14a (in an overspeed condition), the need for a speed limiter 20 on the second chassis 18b to detect when an overspeed is occurring is eliminated. The inclusion of the second chassis 18b on the opposite side of the elevator car 12 from the first chassis 18a helps the car to have a smoother and more efficient stop in an emergency situation (than if only the first chassis 18a were present in the elevator car 12 ).
    [0033] The inclusion of the first chassis 18a with a speed limiter 20, first guide device 29a, first safety gear 31a, and first safety lever 34a; second chassis 18b with second guide device 29b, second safety gear 31b and second safety lever 34b; and connection bar 19 connecting the first safety lever 34a and the second safety lever 34b, provides an elevator system with a compact and reliable safety device that is simple to assemble and install. The first chassis 18a serves as a common mounting reference for all elements attached to the first chassis 18a (speed limiter 20, first guide device 29a, first safety gear 31a, and first safety lever 34a). Similarly, the second chassis 18b serves as a common mounting reference for elements attached to the second chassis 18b (second guide device 29b, second safety gear 31b and second safety lever 34b). The common mounting reference for each individual chassis 18a, 18b allows the assembly and verification of each chassis 18a, 18b and its parts at the factory. This also ensures that all elements on each respective chassis 18a, 18b are aligned with each other, minimizing additional adjustments and assembly time when installing an elevator system.
    [0034] Additionally, by positioning the speed limiter 20 on the first chassis 18a, it can be directly connected to the first safety gear 31a, minimizing delays in activating the first safety gear 31a, after a speeding condition is detected. In past elevator systems, the speed limiter is usually mounted on top of the elevator shaft or in an engine room, requiring the speed limiter to be connected to the safety gear with a cable, which sometimes causes delays in activating the safety gear after detecting an overspeed due to the length and elasticity of the cable. By positioning the speed limiter 20 adjacent to the first safety gear 31a on the first chassis 18a, they can be directly connected (by the first safety lever 34a) minimizing delays in activating the first safety gear 31a an over speed condition occurs. The second safety gear 31b can also be activated with minimal delays due to the connection of the first safety lever 34a and the second safety lever 34b through the connection bar 19.
    [0035] Another important advantage of the integrated elevator safety device 16 is a reduction in the space required for the speed limiter, guide device and safety gear. Previously, the speed limiter, guide device and safety gear were mounted separately, taking up space in separate locations (the speed limiter in the elevator shaft or in an engine room, with the guide device and the safety gear in the car). By mounting the speed limiter, guide device and safety gear on a first common chassis and by mounting a second guide device and second safety gear on a second common chassis, each chassis will be mounted on the elevator car, the The amount of space required in the elevator shaft for various elevator safety devices is reduced.
    [0036] An additional advantage of the integrated security device of the present invention is the cost reductions created by the reduction of space required as well as the reduction in the time to install the system. The installation of two chassis, where each one already has the safety devices aligned and checked, saves time and labor that would otherwise be spent installing the speed limiter, the guide devices and the safety gears separately, aligning them properly and connecting them together.
    [0037] While the invention has been described with reference to exemplary modalities, it will be understood by those skilled in the art that various changes can be made and equivalents can be substituted for elements of the same to be outside the scope of the invention. For example, a different type of speed limiter or a different safety lever can be used. In addition, many modifications can be made to adapt materials or particular situations to the teachings of the invention without departing from its essential scope. Therefore, it is intended that the invention is not limited to the particular modalities disclosed, but that the invention includes all modalities that are within the scope of the appended claims.
    权利要求:
    Claims (14)
    [0001]
    1. Device for stopping an elevator car (12) that travels along guide rails (14a, 14b) installed in an elevator shaft, characterized by the fact that it comprises: a first chassis (18a) mounted on one side of the car elevator (12); a speed limiter (20), mounted on the first chassis (18a), to detect when a car overspeed is occurring; a first guide device (29a), mounted on the first chassis (18a), to guide the elevator car (12) along the first guide rail (14a); and a first safety gear (31a), mounted on the first chassis (18a) aligned with the first guide device (29a), to stop the elevator car (12) by frictionally engaging the first elevator guide rail (14a) when a speeding car is detected by the speed limiter; a first safety lever (34a) connecting the speed limiter (20) to the first safety gear (31a) to make the first safety gear (31a) frictionally engage the first guide rail (14a) when the limiter speed (20) detects that a car overspeed is occurring; a second chassis (18b) mounted on one side of the elevator car (12) opposite the first chassis (18a) and aligned with respect to the second guide rail (14b); a second guide device (29b), mounted on the second chassis (18b), to guide the elevator car (12) along the second guide rail (14b); and, second safety gear (31b), mounted on the second chassis (18b) aligned with the second guide device (29b), to stop the elevator car (12) by frictionally engaging the second elevator guide rail (14b) when a speeding car is detected by the speed limiter (20).
    [0002]
    Device according to claim 1, characterized in that it further comprises: a first stabilizing device (36b) to stabilize the first firm safety lever (34a) while the lift is in normal operation.
    [0003]
    Device according to claim 1, characterized in that the second guide device (29b) is mounted on the second chassis (18b) above the second safety gear (31b) such that a channel formed in the second guide device (29b) and a channel formed on the second safety gear (31b) are vertically aligned, allowing the second guide rail (14b) to pass through the channels.
    [0004]
    Device according to claim 1, characterized in that it additionally comprises: a second safety lever (34b) connected to the second safety gear (31b) to frictionally engage the second guide rail (14b) when the speed limiter (20) detects that a car speeding is occurring.
    [0005]
    5. Device according to claim 1, characterized in that it additionally comprises: a connection bar (19) for connecting the first safety lever (34a) to the second safety lever (34b) so that the second safety lever (34b) causes the second safety gear (31b) to frictionally engage the second guide rail (14b) when the first safety lever (34a) causes the first safety gear (31a) to frictionally engage the first safety rail. guide (14a).
    [0006]
    6. Device according to claim 1, characterized in that it further comprises: a second stabilizing device (36b) to stabilize the second firm safety lever (34b) while the lift is in normal operation.
    [0007]
    Device according to claim 1, characterized in that the speed limiter (20) comprises: a stop pulley (22) rotatably mounted on the chassis (18a, 18b); a regulator with rollers, connected to the stop pulley, the regulator configured to increase in diameter due to the centrifugal force at a certain excess speed; a tension pulley (24) rotatably mounted on the chassis (18a, 18b); a regulator cable (R) that winds around the stop pulley (22) and the tension pulley (24) and is attached to a top and bottom of the elevator shaft to copy the speed of the carriage to the regulator; a stop switch mounted on the chassis (18a, 18b) that is activated when the regulator has increased in diameter, and when actuated, it turns off the elevator power; and a freewheel disk (28) attached to the first safety lever (34a), which couples the first safety lever (34a) to the regulator by contact with the rollers when the regulator has increased in diameter due to an overspeed condition .
    [0008]
    Device according to claim 1, characterized in that the guide device (29a, 29b) is mounted on the first chassis (18a) above the first safety gear (31a) such that a channel formed in the guide device (29a, 29b) and a channel formed in the first safety gear (31a) are vertically aligned, allowing the first guide rail (14a) to pass through the channels.
    [0009]
    Device according to claim 1, characterized in that it additionally comprises: a cover (38) mounted on the first chassis (18a) to protect the speed limiter (20).
    [0010]
    10. Elevator system (10) with an integrated emergency stop device, characterized by the fact that the system comprises: an elevator car (12) for traveling up and down along the first and second guide rails ( 14a, 14b) installed in an elevator shaft; a first chassis (18a) mounted on one of the side walls of the elevator car (12); the first chassis (18a) having mounted on it: a speed limiter (20) to detect when car over speed is occurring; a first guide device (29a) to guide the elevator car (12) along the first guide rail (14a); first safety gear (31a) vertically aligned with the first guide device (29a) which stops the elevator car (12) by the frictional engagement with the first elevator guide rail (14a); and a first safety lever (34a) connecting the speed limiter (20) to the first safety gear (31a) to initiate the frictional engagement of the first safety gear (31a) with the first guide rail (14a) when the speed limiter (20) detects that a car speeding is occurring; and a second chassis (18b) mounted on an opposite side of the elevator car (12), the second chassis (18b) having mounted on it: a second guide device (29b) to guide the elevator car (12) along the second guide rail (14b); second safety gear (31b) vertically aligned with the second guide device (29b) which stops the elevator car (12) by the frictional engagement with the second elevator guide rail (14b); and a second safety lever (34b) connecting the first safety gear (31a) to a second safety gear (31b) to make the second safety gear (31b) frictionally engage the second guide rail (14b) .
    [0011]
    System according to claim 10, characterized in that it additionally comprises: a connection bar (19) that connects the first safety lever (34a) to the second safety lever (34b) so that the second safety lever (34b) causes the second safety gear (31b) to frictionally engage the second guide rail (14b) when the first safety lever (34a) causes the first safety gear (31a) to frictionally engage the first safety rail. guide (14a).
    [0012]
    System according to claim 10, characterized in that it additionally comprises: a cover (38) mounted on the first chassis (18a) to protect the speed limiter (20).
    [0013]
    13. System according to claim 10, characterized in that it further comprises: a first stabilizing device (36a) to stabilize the first firm safety lever (34a) while the lift is in normal operation.
    [0014]
    System according to claim 13, characterized in that it additionally comprises: a second stabilizing device (36a) to stabilize the second safety lever (34b) firmly while the elevator is in normal operation.
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    同族专利:
    公开号 | 公开日
    JP5827321B2|2015-12-02|
    BR112012028572A2|2016-08-02|
    ES2874760T3|2021-11-05|
    EP2571799B1|2021-03-17|
    CN102892699A|2013-01-23|
    KR20130040912A|2013-04-24|
    RU2012146601A|2014-06-27|
    HK1181026A1|2013-11-01|
    US20130098711A1|2013-04-25|
    RU2544904C2|2015-03-20|
    JP2013526471A|2013-06-24|
    CN102892699B|2014-12-24|
    EP2571799A1|2013-03-27|
    EP2571799A4|2018-02-14|
    WO2011146050A1|2011-11-24|
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    法律状态:
    2019-01-15| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-08-27| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-01-05| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-02-02| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 10 (DEZ) ANOS CONTADOS A PARTIR DE 02/02/2021, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    PCT/US2010/035254|WO2011146050A1|2010-05-18|2010-05-18|Integrated elevator safety system|
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