• 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:
    BRAKE DEVICE WITH ELECTROMECHANICAL ACTIVATION The present invention relates to an elevator installation, an elevator car (2) which is displaceable along at least two conductor tracks (6) and the elevator car (2) it is equipped with a brake system, preferably having two elevator brakes (20). The elevator brake assembly (20) comprises a braking element (25), a force accumulator (24), shaped to compress the braking element (25) against the braking face (7) and an actuator (32) which can act on the braking element (25) and which is shaped to, in a first service position (B1), forcibly remove the braking element (7) or keeping it away from this face and so that in a second service position (B2) release a compression of the braking element (25) on the braking face (7). The braking element (25) when pressed against the braking face (7), will be moved in such a way by a relative movement between the elevator brake assembly (20) and between the elevator brake device (20) and the braking face (7) which relocates the actuator (32) to a repositioning position (B3) corresponding to the first service position (B1).
    公开号:BR112013018122B1
    申请号:R112013018122-2
    申请日:2012-09-21
    公开日:2021-03-09
    发明作者:Daniel Meierhans；Faruk Osmanbasic；Marcus Junig；Michael Geisshüsler；Nicolas Gremaud；Josef A. Muff
    申请人:Inventio Ag；
    IPC主号:
    专利说明:

    Description
    [0001] The present invention relates to a brake device for braking an elevator car, encompassing a method for braking the elevator car and an elevator installation with an elevator car and with a brake device of this kind.
    [0002] The elevator installation is mounted inside a building. It essentially consists of a cabin that, by means of support means, is joined with a counterweight or with a second cabin through a drive that acts selectively on the support means or directly on the cabin or on the counterweight, the cabin will be moved along of essentially vertical conducting rails. The elevator installation will be used to transport people and materials within the building across multiple floors. The elevator installation includes devices to protect the elevator car in the event of a failure of the drive or of the supporting means. For this purpose, braking sets are usually given which, if necessary, can brake the elevator car on the conductor rails.
    [0003] From the European patent EP 2058262 a brake device of this type has become known. This brake set can be activated in an electromagnetic way, with a latch retaining the braking module against an application force. The brake set will be activated because it is the latch separate from the braking module. To return, the ratchet will have to be fitted again.
    [0004] The present invention aims to provide a brake device that can produce a brake in the elevator car. The brake device must be able to be activated electromechanically and must be able to be repositioned in a simple way. In addition, it must be based on an approved technology with simple conformation.
    [0005] The solutions written below meet at least some of these requirements.
    [0006] An elevator brake device is proposed that is suitable for delaying and stopping an elevator cabin in action in conjunction with a braking face if necessary. Advantageously, this elevator brake assembly is arranged in an elevator displacement body, for example, in the elevator cabin itself and can cooperate with conductive rails, which for this purpose are provided with braking faces. The braking faces can also be used in a multifunctional direction to guide the displacement body. In a useful way, the elevator brake assembly may also be arranged in the drive area and the braking face may be the face of a brake disc and also a cable, for example, a cable surface.
    [0007] The elevator brake assembly comprises at least one brake element. The braking element is self-reinforcing. It covers a shape similar to an eccentric or other reinforcement curve. Self-reinforcement means that the brake element, after having been approached with an initial force against the braking face, moves automatically in a relative movement between the lift brake assembly and the braking face to a braking position. Preferably the brake element is mounted through a rotating bearing inside a brake housing, in a rotating shape, presenting a curved shape of such a conformation that a radial distance of the turning bearing curve increases over a turning angle. In this way, self-reinforcement will be achieved when turning the braking element. The initial force that is required to bring the braking element closer to the braking face will be provided by a force accumulator. The force accumulator will preferably be a prestressed spring. Naturally, hydraulic pneumatic power accumulators or weight-based accumulators are also considered according to the area of use.
    [0008] In addition, the brake assembly also includes an actuator that can act on the brake element. The actuator maintains the brake element in normal operation in a first service position. In this case, it presses the brake element against the force of the force accumulator in the direction away from the braking face or keeps the brake element away from that face. This makes it possible to make an unchecked movement of the displacement body. In case of need, the operator releases the braking element, with which the force accumulator can move the braking element to a second service position and thus the braking element can be compressed against the braking face. As soon as the braking element is pressed against the braking face, it will be dragged by the relative movement between the elevator braking assembly and the braking face. With this measure, the braking element will again be moved in such a way that the brake element moves the actuator again to a reset position corresponding to a first service position. The actuator will therefore be back in its original position corresponding to normal operation. This has the advantage that an actuator retaining mechanism, for example, an electromagnet or a latch for fixing the actuator in this replacement position corresponding to the first service position, only needs to be activated with which the actuator will have been repositioned without the work repositioning. Therefore, the retaining mechanism can be formed at an advantageous cost.
    [0009] In one embodiment, the brake element is mounted inside the brake housing. The force accumulator and the actuator are so shaped that they act on the brake housing on the braking element. Advantageously, the brake housing is horizontally displaceable, for example, mounted on a support where it is retained and the actuator is also mounted within this support.
    [00010] This is advantageous because currently many used elevator brake assemblies already have Ed a brake housing that in many cases is even mounted horizontally displaceable. The proposed version can therefore be carried out at an advantageous cost because in addition to known sets of elevator brakes, only the brake housing will have to be applied by an actuator in a fixed way and through an energy accumulator.
    [00011] In another conformation the brake element itself is mounted movable inside the brake housing so that it can be applied in a vertical direction towards the braking face. The force accumulator and the actuator are shaped in such a way that they act on the brake element. The actuator, which is also advantageously mounted in the brake housing, now allows the brake element within the brake housing to be applied against the brake face. Due to the self-reinforcing property of the brake element, the brake element on subsequent activation in the brake housing will be repositioned or moved in the posterior direction and the actuator can follow this return movement with what has now been positioned in its normal original position.
    [00012] In an execution variant, the brake element of the brake assembly of the elevator by means of the rotating bearing is rotatably mounted inside the brake housing. The curvilinear shape of the braking element defines a region and central grip, which, for example, in relation to the rotating bearing, is shaped eccentrically or as a command curve so that a distance from the rotating bearing to sequential curvilinear segments of the area of tightening increases over a turning angle. In this way, when there is a relative movement between the brake assembly of the elevator and the braking face, a self-reinforcing action, by which the axis of the turning bearing when the brake element is rotated, will be repositioned. After a first displacement, the rotating bearing axis reaches its original position again, corresponding to the first service position, and the actuator will be able to follow this return movement, with which it will once again be located in its normal original position.
    [00013] The additional relative movement between the brake assembly of the elevator and the braking face causes the brake element to continue to be rotated, with the result that additional reinforcement results. This additional reinforcement first produces that, for example, an opposite brake plate in relation to the brake faces will be retracted to the opposite face of the brake and being additionally prestressed until a clamping force and a corresponding braking force has been reached enough. The additional reinforcement naturally also results in the rotating bearing shaft being repositioned in an additional direction. As the actuator normally has already reached its position corresponding to the first service position, between the brake element, that is, the brake housing and the actuator, there may be a gap in this service position.
    [00014] Alternatively, the retainer mechanism can of course also be mounted in an elastic form to enable corresponding sequential compression.
    [00015] In an execution variant, the brake element has a first braking region which is sequential to the central clamping area. This is advantageous at higher speeds. Therefore, the cam does not need to travel the entire braking path, however the braking area ends the rolling and reinforcement process and the displacement body will be paralyzed by the braking area and the braking force of the opposite braking plate. Preferably, the braking element has a second braking area that is sequential to an area of the central clamping region that is opposite to the first braking area. In this way, a set of elevator brakes with bilateral operation can be offered because, corresponding to a direction of travel, the braking element will necessarily be moved correctly.
    [00016] In an alternative mode, instead of the first braking area, the brake element has a brake shoe. This will be compressed, for example, by means of an eccentric to control the brake element by means of its rotation, against the braking face.
    [00017] In an execution variant, the elevator brake assembly also includes a brake plate. This braking plate is arranged in such a way that the braking face, that is, a corresponding conductive track can be attached between the brake element and the braking plate. Advantageously, the brake plate is attached to the brake housing by at least one brake spring. The brake spring is shaped corresponding to the mass of the displacement body to be braked. Considering the geometric conformation of the braking element and a softening resulting from the braking spring, a stiffness can be determined, that is, a molar constant and its prestressing. In this way, on the one hand, through a shape of the brake element, the insertion and return functionality can be solved and, on the other hand, through the conformation of the brake plate with the brake spring, a braking force can be regulated. .
    [00018] In a variant of execution, the actuator covers an adherent electromagnet with an anchoring plate. In the first service position, the anchor plate touches the adherent electromagnet and is retained by it in an electromagnetic direction. With this, the actuator is being held in the first service position and the brake element is held according to a travel gap against the braking face. An air gap is designated as an air gap that is present in the service position between the brake element and the brake rail in order to allow the elevator or counterweight to move. The anchor plate touches the electromagnet directly. For this reason, a reduced current will be sufficient to preserve the necessary magnetic field and a holding force. If the current circuit of the electromagnet is interrupted, the magnetic field is neutralized and the brake element can be applied against the brake face. As already explained above, the actuator will be moved in such a way by the relative movement between the elevator assembly and the brake assembly and the brake face that it is now placed in the return position corresponding to the first service position. In this case, the anchor plate, regardless of a state of energization of the electromagnet, is brought into contact with the adhering electromagnet. In this way, a subsequent repositioning of the elevator brake assembly can be done in a simple way. Only the current circuit for the electromagnet can be connected. As the anchor plate already touches the electromagnet, the anchor plate and, therefore, the actuator will be immediately retained. No air gap needs to be overcome between the electromagnet and the anchor plate. By a return movement of the displacement body and, therefore, of the elevator brake assembly, the brake element can be moved from the prestressed brake position directly to the first service position.
    [00019] In an execution variant, the actuator can be adjusted in order to make it possible to adjust the first service position. In this way, for example, a passage gap between the braking face and the braking element can be precisely adjusted.
    [00020] In an execution variant, the actuator covers an auxiliary weight. This auxiliary weight always presses the actuator against the action of the force accumulator, and can therefore retain a drag, preferably a blocking roller, in contact with the brake element, that is, with the brake housing. The auxiliary weight can, for example, already be the weight of the anchor plate itself or it can of course be represented by an additional weight element. In an alternative or complementary way, an auxiliary spring can also be used that holds the drag, preferably the locking roller, in contact with the brake element, that is, the brake housing.
    [00021] Altogether, an elevator brake assembly of this kind is mounted in an elevator installation with an elevator cabin and advantageously directly in this same cabin. The braking face is a direct component of the conductor rail and the elevator brake assembly, for the purpose of retention and braking, attaches a thread to the conductor rail.
    [00022] Advantageously, the elevator cab has two sets of elevator brakes and these sets of elevator brakes can act on two conductive rails arranged on opposite sides of the elevator cabin. Advantageously these two elevator brake assemblies are coupled with a synchronizing bar and advantageously both elevator brake assemblies each comprise an actuator. This can increase the safety of the elevator brake sets because, in the event of failure of one of the actuators, the remaining actuator, through the synchronization bar, acts in synchronization on both elevator brake sets. This prevents braking on only one side, that is, unilateral.
    [00023] Next, the invention will be explained with examples of execution in conjunction with the figures.
    [00024] The figures show: Fig. 1 - schematic view of an elevator installation in side view, Fig. 2 - schematic view of the elevator installation in section, Fig. 3 - schematic view of an elevator brake assembly in a first service position, Fig. 4 - lift brake set of Fig. 3 in a second service position, Fig. 5 - lift brake set of Fig. 3 in a return position, corresponding to the first service position , Fig. 6 - elevator brake assembly of Fig. 3 in a clamped position, Fig. 7 - elevator brake assembly of Fig. 3 in a braked position, Fig. 8 - perspective view of a brake assembly lift ready, Fig. 9 - rear view of the brake of Fig. 8 in the first service position, Fig. 10 - top view of the brake of Fig. 8 in the first service position, Fig. 11 - rear view of the brake of Fig 8 in the second service position, Fig. 12 - top view of the brake of Fig. 8 in the second service position, Fig. 1 3 - rear view of the brake of Fig. 8 in the service position, Fig. 14 - top view of the brake of figure 8 in the braked position.
    [00025] In the figures for components of identical action in all figures the same reference signals are used.
    [00026] Fig. 1 shows an elevator installation 1 in a global view. The installation of elevator 1 is integrated in a building and serves to transport people or products inside the building. The elevator installation comprises an elevator car 2 that can move up and down along conducting rails 6. The elevator car 2 has conductive shoes 8 that move the elevator car to the greatest possible extent along a predetermined travel path. The elevator car 2 can be accessed through the building through doors. A drive 5 serves to drive and retain the elevator car 2. For example, drive 5 is arranged in the upper area of the building and the car 2 is suspended with support means 4, for example cables or support straps, in drive 5 The support means 4 are guided over the drive 5 further up to a counterweight 3. The counterweight compensates for a mass portion of the elevator car 2 so that drive 5 mainly only needs to compensate for an uneven weight between the car 2 and the counterweight 3. In the example, drive 5 is located in the upper region of the building. It could of course also be arranged elsewhere in the building or in the region of cabin 2 or counterweight 3. The elevator car 2 is equipped with a brake system that is suitable to protect and / or delay the elevator car 2 in the event of movement unexpected or over speed. The brake system is arranged in the example, below cabin 2 and is electrically operated (not shown). A mechanical speed limiter as is generally used can therefore be dispensed with.
    [00027] Fig. 2 shows the installation of the elevator of Fig. 1 in a schematic top view. The braking system comprises two sets of elevator brakes 20. The two sets of elevator brakes 20 in this example are coupled via a synchronizing bar 15 so that the two sets of elevator brakes 20 are activated together. In this way, unilateral unintentional braking can be avoided. The two brake sets of the elevator 20 are preferably of identical construction or in specular symmetry and act, if necessary, on conductor tracks 6, arranged on both sides of the cab 2. The conductor tracks 5 cover, therefore, braking faces 7, which, in cooperation with the brake assemblies of the elevator 20, can produce a braking of the elevator car 2. A synchronizer bar 15 can also be dispensed with. However, electrical synchronization means that guarantee a simultaneous release will be recommended. of elevator braking assemblies 20 arranged on both sides of the elevator car.
    [00028] Fig. 3 shows a possible version of an elevator brake assembly 20. The elevator brake assembly 20 is shaped in order to cooperate with a face and braking 7. This braking face 7 is a component of the conductive rail 6. The elevator brake assembly 20 is in a first service position B1. In this position, the brake assembly of the elevator 20 does not brake, i.e. the elevator cabin 2 can be moved. The brake assembly of the elevator 20 comprises a brake housing 21 which, via a sliding connection, is movably arranged on a support 9. The sliding joint essentially comprises a sliding conduction 23 which is integrated in the support 9 and the brake housing 21 it is mounted through a conductive bar 22 in this sliding conduction 23. The support 9 is attached to the elevator car 2 or is part of the elevator car 2. And the elevator car 2 and, therefore, support 9 is driven through a conductive shoe 8 (see Figs. 1 and 2) along the conductor track 6.
    [00029] Of course, other forms of sliding joints are also possible. Thus, the brake housing 21 could, for example, slide along the sliding paths of the support 9 or it could be joined by means of a rotating bearing with the elevator car 2, that is, the support 9. In this way, the brake housing 21 is mounted horizontally, that is, vertically towards the brake face 7. A brake element 25 is arranged in the brake housing 21.
    [00030] The braking element is connected to the brake housing 21 by means of a rotating bearing 28. In the version shown, the brake element 25 covers a clamping area 26. In the first service position B1, the brake element 25 meets up in a central position. This central position will be adjusted, for example, by means of a centering spring 42. The centering spring 42 acts on the brake element 25 and pulls it with reduced force to the central position as can be seen in Fig. 3. In relation to a longitudinal axis 28a of the rotary bearing 28, the clamping area 26 is so realized, that is, it describes in such a way a curvilinear shape, which increases a radial distance R from the longitudinal axis 28a to the clamping area 26 starting from the central position , over a turning angle (α). The clamping area 26 is followed by a brake area 27.1, 27.2. The brake area 27.1, 27.2 is adjusted as a tangential extension of the clamping area 26 in that same area. In the example, the brake element 25 preserves a first braking area 27.1 and a second braking area 27.2 which are arranged at both ends of the clamping area 26. This braking element is provided for braking in both directions of travel. The clamping area 26 preferably has a serrated section marginal to the clamping area 26 followed by a braking area 27.1, 27.2. The braking area 27.1, 27.2 is adjusted as a tangential extension of the clamping area 26 in this same area. In the example, the brake element 25 comprises a first brake area 27.1 and a second brake area 27.2 which are arranged at both ends of the clamping area 26. This brake element is provided for braking in both directions of travel. The clamping area 26 is preferably provided with a marginal serrated section or with transverse grooves in order to allow a good retention of the clamping area 26 on the braking face 7. The braking area 27.1, 27.2 is shaped like a brake pad, you can cover a special braking material such as ceramic, sintered material or hardened brake shoes.
    [00031] In support 9, an actuator 32 and a force accumulator 24 are integrated. Actuator 32 forms a corresponding drag by means of a locking roller 33, a stop for the brake housing 21 and, therefore, for the brake element 25 The force accumulator 24, in this example a pressure spring, presses the brake housing 21 and therefore the brake element 25 against the actuator 32. In this way, the position of the braking element 25 in relation to the rail will be determined conductor 7 therefore in relation to the braking face 7. With suitable adjustment means the position of the actuator 32 and therefore the position of the brake element 25 can in all cases be precisely adjusted. The actuator 32 is fixed by a retaining assembly, in the present example in the form of an adherent electromagnet 36 and an anchor plate 37 belonging to it.
    [00032] In addition, a braking plate 30 is located in front of the braking element 25. The braking plate 30 is arranged in the brake housing 21 and is supported by braking springs 31. The braking plate 30 is positioned such a way that the conductive rails 6 project into the intermediate space formed by the braking plate 30 and the braking element 25. A distance between the braking plate 30 and the braking element 25 in the first service position B1 is such chosen way that sufficient conductive clearance S1, S1 'is guaranteed for the guide rail 6, that is, for the corresponding braking faces. Alternatively, the braking plate 30 could also be shaped as a fixed counter-pad without elastic support by means of brake springs or it could be shaped as a brake wedge. In this way, for example, a reinforcement of an additional braking force could be obtained, depending on the direction of travel.
    [00033] A compression force F24 of the force accumulator 24 is selected in such a way that in the event of activation the brake element 25 will be compressed with such intensity against the braking face 7 that on the occasion of a relative movement between the braking face braking 7 and the braking housing 20 is dragged safely. In an example of execution, a minimum force of about 85N (Newton) is required, considering friction losses as they appear, for example, in the case of a coupling of two sets of elevator brake 20, as shown in the example in Figs. 1 and 2 by the synchronizer bar 15, an effective holding force F32 of the actuator 32 in the example is about 1000N (Newton). In this way, sufficient safety is provided so that the brake assembly of the elevator 20 does not activate due to vibrations and at the same time the force accumulator 24 can be dimensioned with sufficient intensity so that in each case there can be a safe activation of the elevator brake assembly 20.
    [00034] Considering a leverage ratio of about 1: 4 in the actuator 32 results in a required magnet holding force F36 of about 250N. a 36-color sticky electromagnet has a diameter of about 25 mm (millimeters) with a constructed height of about 20 mm (millimeters). Such an activation system can therefore be realized with small dimensions. Requires little space. Of course, these indications of values are for information only. They will be determined by the specialist based on the geometric and constructive version of the participating components.
    [00035] To activate the brake assembly of the elevator 20, in a first step, as can be predicted in Fig. 4, the adherent electromagnet 36 will be applied in a de-energized manner and the anchor plate 37 together with the complete actuator 32 is released . In this way, the compression force 24 of the force accumulator 24 is released and it presses the brake housing 21 and, therefore, the braking element 25 with the corresponding compression force F24 'against the guide rail 6, that is, against the corresponding braking face 7. Therefore, the longitudinal axis 28a of the swivel bearing 28 is applied by the extension of the clearance clearance S1. In the example, along with the braking element 25, the entire brake housing 21 has been moved. Therefore, a clearance gap S2 on the opposite side of the conductor track will be correspondingly increased.
    [00036] In a subsequent relative movement between the braking face 7 and the brake housing 21, the compressive force F24 causes the clamping area 26 to be dragged by the braking face 7. To this end, the clamping area 26 is advantageously structure or serrated. By dragging the clamping area 26, the braking element 25 rotates around the pivot axis 28. As the radial distance R increases, the longitudinal axis 28a will move in the direction of the clamping area 26 in the direction of position of service from the first original service position, in return movement. In Fig. 5 it can be seen that as in the course of the return movement the longitudinal axis 28a and therefore also the brake housing 21 reaches again the position corresponding to the first service position. Due to the weight adjustment of the actuator 32, the anchor plate 37 touches the clinging electromagnet 36 again. The weight adjustment results from the arrangement of the lever 35, the anchor plate 37 as well as the influence of an eventual auxiliary spring 39 or a corresponding auxiliary weight 38.
    [00037] However, the clamping area 26 continues to rotate, as can be seen in Fig. 6 and finally repositiones the braking housing 21 in such a way that the braking plate 30 also touches the conductor rail 7 and continues to turn until the braking area 27.1 has been reached as shown in Fig. 7. Up to this point of work, the longitudinal axis 28a and therefore also the brake housing 21 has been moved further back, with which, finally, they are protected the braking springs 31 of the braking plate 30. Due to the compression force of the braking plate 30 and the braking area 27.1, thus formed, against the braking faces 7 of the rail 6, there is finally a braking of the cab of the elevator 2. As can be seen in Figs. 6 and 7 after the actuator 32 has reached its repositioning position, that is, when the anchor plate 37 is leaning against the adhering electromagnet 36, the brake housing 21 will in this case be removed from the actuator 32, that is, from its roller blocking 33. It is decisive that the actuator 32 in that braked position of the brake assembly of the elevator 20 is again in a repositioning position B3 corresponding to the first service position.
    [00038] If the brake assembly of the elevator 20 now has to be repositioned, a retaining chain of the adherent electromagnet 36 can be connected in the first place. In this way, the actuator 32 will be fixed or secured without the adherent electromagnet 36 having to apply a air gap or other return energy.
    [00039] For the return, only the elevator car 2 will have to be retracted in the opposite direction to the previous braking direction. In this way, the braking element 25 will be rotated in a return movement and the brake housing 21 will be adjusted in the first service position B1 as shown in Fig. 3, through the action of the energy accumulator 24 and the fixed actuator 32. The braking element 25, for example, will be brought back to its central position by the action of the centering spring 42.
    [00040] Another example of execution is shown in Figs. 8 to 14. Basically, in this version, a capturing device is integrated in the elevator braking assembly as it has become known, for example, in the DE 2139056 specification, the elevator braking assembly 20 is integrated in a structure of the elevator car 2 The elevator car 2 also includes the conductive shoe 8 which is intended to drive the elevator car along conductive tracks (not shown). The elevator braking assembly 20 comprises a braking element 25 with a clamping area in the form of a control cam 25.1 and brake shoes 25.2 that are rotatable in the brake housing 21 around a pivot shaft 28. One synchronizer bar 15 with synchronizer lever 16 connects the two elevator brake sets 20 arranged on both sides of the elevator car 2. This ensures that the two elevator brake sets 20 cooperate. In this synchronizer bar, centering components (not shown) that regulate a central position of the control cam 25.1 can also be selectively provided and switches (not shown) that can detect a rotation of the synchronizer bar and, therefore, a service position can be provided. of the brake assembly of the elevator 20.
    [00041] The brake housing 21 through the support 9 is attached to the elevator car 2 and a conductive bar 22 enables a lateral, that is, horizontal displacement of the brake housing 21 in relation to the support 9 and the conductive rail 6.
    [00042] In normal operation, that is, in the first service position BP1, the brake element 25 and the brake plate 30 are arranged at a distance from the guide rail 6 as shown in Figs. 9 and 10. Fig. 9 in this case shows a rear perspective view and Fig. 10 shows a top view for the elevator brake assembly 20 in the first service position BP1. The actuator 32 is fixed by the adherent electromagnet 36 and the locking roller 33 of the actuator 32 keeps the brake housing 21 in the first service position by means of an adjustable stop 21.1, against the acting force F24, generated by the force accumulator 24.
    [00043] As an alternative to the adjustable stop 21.1, the position of the brake housing 21 can also be adjusted using the locking roller 33. For this purpose, the locking roller 33 can be secured, for example, with an eccentric shaping shaft on the lever blocking 35. By turning this axis of blocking roller 33, therefore, the lateral position of the brake housing 21 on the support 9 can be precisely adjusted and therefore the position towards the braking face 7, that is, towards the guide rail 6 .
    [00044] For the purpose of activating the elevator's braking assembly, the adherent electromagnet 33 will be switched off. Therefore, the blocking roller will no longer be able to supply blocking force, whereby the force accumulator 24 can press the brake housing 21 together with the braking element 25 against the braking face 7 of the conductor rail 6 as shown in Figs. 11 and 12.
    [00045] Here, too, it can be seen that, due to the application of the brake housing, a gap between the braking element 25 and the braking face 7 is neutralized, while the gap S1 + S1 'between the plate is increased braking 30 and rail 6 in the first activation step.
    [00046] By a relative movement between the braking element 25 and the guide rail 6, the control cam 25.1 of the braking element 25 will be rotated and the brake shoe 25.2 will be compressed through the control cam 25.1 on the braking face 7 of the conductor rail 6 (compares Fig. 8), with which there is a braking of the elevator car 2. Naturally, in this process, the braking plate 30 will be retracted on the brake housing 21, with which the conductor rail 6 it will get stuck between the brake plate 30 and the brake shoe 25.2 and at the same time the brake housing 21 will again be returned in the direction of the first service position. In this case, the auxiliary weight 38 of the actuator 32 causes the actuator 32 to follow this repositioning until the actuator 32 is back in its original position, corresponding to normal operation. This has the advantage that the actuator retaining mechanism, for example, an electromagnet or latch to fix the actuator in this return position B3 corresponding to the first service position B1, only needs to be activated, with which the actuator 32 will have been repositioned without further repositioning work. Therefore, the retaining mechanism can be formed at an advantageous cost. Figs. 13 and 14 present the elevator brake assembly 20 in the braked position, and the actuator, as described, is again in its B3 position corresponding to normal operation.
    [00047] The displayed arrangements can be varied by the specialist. The brakes can be mounted above or below the cab 2. Several pairs of brakes can also be used in a cab 2. Of course, the braking assembly can also be used in an elevator installation with several cabs, when then each cab has at least one of these braking assemblies. The brake set, if necessary, can also be mounted on counterweight 3 or it can be mounted in an automatic displacement cab.
    权利要求:
    Claims (14)
    [0001]
    1. Elevator brake device for braking an elevator car (2) on a braking face (7) preferably on a braking face (7), integrated in a conductive rail (6), the brake set being The elevator shaft (20) comprises, - a brake housing (21). - a braking element (25) which, via a rotating bearing (28), is rotatably mounted on the brake housing (21) and the braking element (25) has a curvilinear shape (25.1, 26), in relation to the rotating bearing (28), it is so shaped that a radial distance (R) from the turning bearing (28) to the curve (25.1, 26) increases by a turning angle (α). - a force accumulator (24) which is shaped to press the braking element (25) with a force (F24) against the braking face (7). - an actuator (32) acting on the braking element (25) and which is shaped to, in a first service position (B1), forcibly move the braking element (25) against the force of the force accumulator (24 ) of the braking face (7) or keep the element away from this face and to, in a second service position (B2), release a compression of the braking element (25) against the braking face (7). characterized by the fact that the braking element (25), once pressed against the braking face (7), by a relative movement between the elevator brake assembly (20) and the braking face (7), will be moved in such a way that the actuator (32) will be repositioned to a repositioning position (B3), corresponding to the first service position (B1).
    [0002]
    2. Elevator brake device according to claim 1, characterized by the fact that the brake element (25) is integrated in the brake housing (21) and the force accumulator (24) and the actuator (32) act on the braking element (25) through the brake housing (21).
    [0003]
    3. Elevator brake device according to claim 2, characterized in that the brake housing (21) is mounted horizontally displaceable on a support (9) being retained there and the actuator (32) is mounted on the support (9).
    [0004]
    Elevator brake device according to any one of claims 1 to 3, characterized in that the braking element (25) through the rotating bearing (28) is pivotally mounted in the brake housing (21) and the curvilinear shape of the braking element (25) presents a central clamping region (26) which, in relation to the rotating bearing (28), is eccentrically shaped so that the radial distance (R) of the turning bearing (28) for clamping area (26) is increased by a turning angle (α).
    [0005]
    5. Elevator brake device, according to claim 4, characterized by the fact that the braking element (25) has a first braking region (27.1) that is sequential to the central clamping area (26), presenting the braking element (25) preferably a second braking area (27.2) which is sequential at one end of the central clamping area (26) opposite the first brake region.
    [0006]
    Elevator brake device according to any one of claims 1 to 3, characterized in that the braking element (25) through the slewing bearing (28) is pivotally mounted within the brake housing (21) and presents a control cam (25.1) of curvilinear shape, and the curvilinear shape of the control cam (25.1), in relation to the rotating bearing (28), is eccentrically shaped, so that a radial distance (R) is widened from the swivel bearing (28) to the curvilinear shape of the control cam (25.1) on the turning angle (α) and by turning the control cam (25.1) a brake shoe (25.2) can be compressed against the face of braking (7).
    [0007]
    Elevator brake device according to any one of claims 1 to 6, characterized in that the elevator brake assembly (20) also comprises a brake plate (30) which is so arranged in a brake (7), that is, a corresponding guide rail (6) can be stuck between the brake element (25) and the brake plate (30).
    [0008]
    Elevator brake device according to claim 7, characterized in that the brake plate (30) is secured with a brake spring (31) within the brake housing (21).
    [0009]
    Elevator brake device according to any one of claims 1 to 8, characterized by the fact that the actuator (32) comprises an adherent electromagnet (36) with an anchoring plate (37), being in the first position service (B1) the anchor plate (37) leans against the adherent electromagnet (36) and is maintained by it in an electromagnetic form, and the anchor plate (37), after the actuator (32) in the return movement has been repositioned in the repositioning position (B3) corresponding to the first service position (B1), also in the de-energized state of the adhering electromagnet (36) is brought into contact with the adhering electromagnet (36).
    [0010]
    10. Elevator brake device according to claim 9, characterized by the fact that the actuator (32) is adjustable in order to allow an adjustment of the first service position (B1).
    [0011]
    Elevator brake device according to any one of claims 1 to 10, characterized in that the actuator (32) comprises an auxiliary weight (38) that maintains a drag, preferably a blocking roller (33), in contact with the braking element (25), that is, with the brake housing (21), or the actuator (32) includes an auxiliary spring (39) that keeps the drag, preferably the locking roller (33 ), in contact with the braking element (25), that is, with the brake housing (21).
    [0012]
    12. Elevator installation with an elevator car and conducting rails for driving the elevator car (2) and having at least one elevator brake device (20), as defined in any one of claims 1 to 11, characterized by the fact that a braking face (7) is integrated in the conductor track (6) and the elevator brake device (20) acts on the braking face (7) of the conductor track (6) if necessary.
    [0013]
    13. Elevator installation according to claim 12, characterized by the fact that the elevator car (2) has two elevator brake devices (20) and these elevator brake devices (20) can act on two rails conductors (6), arranged on opposite sides of the elevator car (2), and these two elevator brake devices (20) are coupled with a synchronizer bar (15).
    [0014]
    14. Method for braking an elevator car (2) in an elevator installation on a braking face (7), preferably on a braking face (7) integrated in a conductive rail (6), by means of a device elevator brake (20), as defined in any one of claims 1 to 10, characterized in that it comprises the steps, - deactivating an actuator (32); - compress a braking element (25) against the braking face (7) by an energy accumulator (24); - move the braking element by a relative movement between the braking element (25) and the braking face (7) in such a way that the braking element (25) forcibly resets the actuator (32) to a position of repositioning (B3) corresponding to a first service position of the actuator (32).
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    法律状态:
    2018-12-11| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-12-31| 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]|
    2021-03-09| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 21/09/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    EP11183387|2011-09-30|
    EP11183387.7|2011-09-30|
    PCT/EP2012/068636|WO2013045358A1|2011-09-30|2012-09-21|Brake device with electromechanical actuation|
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