Electronic fall arrest device that can be easily reset

Abstract

The invention relates to a method for preventing an elevator system (100) from falling and a fall prevention device (1) for the elevator system (100), the elevator system having a traveling body (21) arranged to be movable along a track (6). The fall prevention device comprises a first brake element (2A), a second brake element (2B), a first guide element (4A), a second guide element (4B) and an adjustment element (11). The first brake element (2A) and the second brake element (2B) can contact the track (6) for braking. A first linear bearing is constructed between the first brake element (2A) and the first guide element (4A). A second linear bearing is constructed between the second brake element (2B) and the second guide element (4B). The two guide elements (4A, 4B) can be moved between a corresponding rest position and a corresponding braking start position, wherein the adjustment element (11) moves the two guide elements (4A, 4B) from the rest position to the braking start position.

Description

Technical Field

[0001] The invention relates to a fall prevention device, an elevator system and a method for preventing a traveling body of an elevator system from falling. Background Art

[0002] In an elevator installation, the elevator car is usually moved vertically along a travel path between different floors or levels in a building. In this case, a type of elevator is used in which the elevator car is held by a rope-like or belt-like support mechanism and is moved in the elevator shaft by moving the support mechanism with the help of a drive machine. In order to at least partially compensate for the load of the elevator car to be moved by the drive machine, the counterweight is fixed to the opposite part of the support mechanism. An important aspect of elevator construction is safety. In particular, the elevator car or the counterweight must be prevented from falling, for example due to a break in the support mechanism. Failure of the drive brake may also lead to uncontrolled movement of the elevator car, which makes braking necessary. The anti-fall device can be triggered by an electrical signal. After the anti-fall device brakes the travel body, the anti-fall device is usually released by the main drive device to prevent it from falling. This usually requires a very large force.

[0003] WO2015071188 shows an anti-fall device for an elevator, which can be triggered by an electrical signal. The anti-fall device can be triggered electronically, and the drive device for operating the anti-fall brake automatically resets. It takes a lot of force to release the anti-fall brake. Summary of the invention

[0004] The object of the present invention is to improve the safety arrester in such a way that the safety arrester can be released more easily.

[0005] According to a first aspect of the present invention, an anti-falling device for an elevator can achieve the above object. The anti-falling device has a traveling body that can be arranged movably along a track. The anti-falling device includes a first brake element, a second brake element, a first guide element, a second guide element and an adjustment element. The first brake element and the second brake element can contact the track for braking. The first linear bearing is arranged between the first brake element and the first guide element, and the second linear bearing is arranged between the second brake element and the second guide element. The two guide elements can move between corresponding inactive positions and corresponding braking starting positions. The adjustment element moves the two guide elements from the inactive position to the braking starting position.

[0006] According to a second aspect of the present invention, an elevator system for transporting people or goods mainly vertically achieves this object. The elevator system comprises a car and a drive device for moving the car. The elevator system comprises the anti-fall device according to the first aspect of the present invention.

[0007] According to a third aspect of the invention, a method for preventing a moving body of an elevator system from falling by means of a fall prevention device achieves this object. In the method, a first brake element is guided by a first linear bearing along a first guide element. A second brake element is guided by a second linear bearing along a second guide element. A single or separate adjustment element acts on both guide elements, and thus the two guide elements are pivoted from a rest position to a braking start position.

[0008] The feasible features and advantages of the embodiments of the present invention may be considered to be based on the concepts and cognitions introduced below, in particular, without limiting the present invention.

[0009] The braking element of the anti-fall device is usually designed to generate friction on the track when the anti-fall device is pressed onto the track. The friction force is transmitted to the travel body and braking is achieved thereby, that is, the travel body is decelerated, in particular braked to a stop, and if the travel body is in a stopped state, the travel body is reliably kept in a stopped state. The braking element is supported along a straight line along the guide element. The bearing is preferably designed as a linear bearing. The linear bearing can be constructed as a separate structural element between the braking element and the guide element, or the linear bearing can be constructed by shaping the brake pad and the guide element in a manner adapted to each other. In both variants, the linear bearing can also include rolling bodies. In particular, the linear bearing can include rolling bodies in the form of cylindrical rollers or needle rollers, which are arranged in a planar cage, for example.

[0010] The inactive position of the safety device corresponds to the normal operating state and allows the moving body to move along the track. The brake element is spaced apart from the track. The braking surfaces of the brake elements are preferably oriented parallel to the track and therefore also parallel to each other. Compared to the other operating states, the brake elements are preferably farthest apart from each other in the inactive position.

[0011] In order to start braking, the guide element can be moved from the corresponding inactive position to the corresponding braking start position. In the braking start position, the edge of the brake element is in contact with the track. Due to the contact with the track and the pressing force acting on the track and the relative movement of the track, the brake element is pushed along the guide rail, that is, in the linear bearing. Reaching the braking start position of at least one of the two brake elements is a prerequisite for braking. Here, the movement from the inactive position to the braking start position can have a time delay between the first guide element and the second guide element.

[0012] The travel body of an elevator system can usually be divided into a car and one or more counterweights, and the car and usually the counterweight generally have two anti-fall devices for braking on the track. The track is a brake rail and can also be a guide rail.

[0013] The anti-fall device preferably has a single adjustment element. The adjustment element is suitable for generating relative movement between the two end regions of the adjustment element. Here, the adjustment element can act along a straight line and generate a force between the two end regions to generate movement. The force applied by the adjustment element to the main body fixed thereon through the two end regions is basically oriented along the connecting line between the two end regions and acts on the two end regions in opposite directions. Alternatively, the adjustment element can also have a rotational effect and establish a torque between the two end regions to generate movement. The torque applied by the adjustment element to the main body fixed thereon through the two end regions acts on the two end regions in opposite directions. The adjustment element can be controlled by a trigger signal. The first end region of the two end regions of the adjustment element is preferably connected to the first guide element, and the second end region of the two end regions of the adjustment element is connected to the second guide element. Here, the first position of the adjustment element keeps the guide element in the deactivated position, and the second position of the adjustment element presses the brake element onto the track through the guide element in the braking starting position.

[0014] The advantage of the anti-fall device is that a method for triggering and resetting the anti-fall device can be implemented. During normal operation of the elevator system, when traveling and loading and unloading processes are carried out on the floors, the anti-fall device is in the inactive position. Via a monitoring unit, which can be part of the anti-fall device, the anti-fall device can receive a trigger signal, which causes the adjustment element to move the two guide elements from the inactive position to the braking start position. Advantageously, the adjustment element not only moves the guide elements until they are in contact with the rail, but also exerts a force on the guide elements so that the brake element is pressed onto the rail at least to the extent that the friction force generated here is reliably sufficient to move the brake element along the linear bearing into the braking position. In the braking position, the brake element clamps the rail with a normal force, which is designed to stop the travel body safely.

[0015] Advantageously, by moving the brake element along the linear bearing into the braking position, the guide element is moved back into the inactive position. Advantageously, the normal force on the brake element is much greater than the force with which the adjustment element can feed the brake element toward the rail by means of the guide element. Thus, moving the brake element along the linear bearing into the braking position causes the adjustment element to return from its second position to its first position.

[0016] Advantageously, the first position of the adjusting element is fixed by the adjusting element before the safety device is released. During release, the guide element remains in the inactive position. The safety device can therefore be triggered again directly after release without further steps.

[0017] Advantageously, despite the high static friction generated by the two brake elements on the rail, the release of the safety device when the travel body is released from the safety device generates only very small additional forces caused by the weight of the travel body. The reason for this is that the two brake elements are guided in a linear bearing, which can move essentially without friction. Advantageously, the brake elements can remain attached to the rail and the travel body can slide out of the safety device by sliding along the linear bearing from the braking position through the position in which the brake elements lose contact with the rail to the idle position. Since the linear bearing advantageously has very low friction, the drive device essentially only needs to lift the weight of the travel body plus the very low friction of the linear bearing when it is lifted, i.e. when the travel body is released.

[0018] According to a preferred embodiment, the anti-fall device further comprises a housing. The first guide element is pivotably supported on the housing of the anti-fall device in a first bearing. In particular, the second guide element is pivotably supported on the housing of the anti-fall device in a second bearing.

[0019] According to a preferred embodiment, the first bearing and / or the second bearing are each pivotably mounted about an associated pivot axis, which is oriented parallel to the braking surface of the brake element. In particular, the respectively associated pivot axis is also substantially perpendicular to the sliding direction of the respectively associated first or second linear bearing. The permissible pivoting movement preferably spans an angle of less than 10°.

[0020] According to a preferred embodiment, the first brake element is designed in a wedge-shaped manner. In particular, the first and second brake elements are designed in a wedge-shaped manner.

[0021] According to a preferred embodiment, the adjusting element has an actuating element and an energy storage device.

[0022] The energy accumulator can store a certain amount of energy in a callable manner continuously and reliably, so that the amount of energy is sufficient to move the guide element from the rest position to the braking start position with sufficient force and sufficient speed. The adjustment element is used to keep the energy accumulator in the charged position and ensure reliable triggering.

[0023] An alternative embodiment of the adjusting element comprises an electric accumulator as energy store and a drive as an operating element which can be controlled by a control signal.

[0024] According to a preferred embodiment, the operating element can hold the energy accumulator in a charged state in which a certain amount of energy is stored. In response to a trigger signal, the operating element releases the energy accumulator and the amount of stored energy moves at least one of the guide elements from the deactivated position to the braking start position. According to a preferred embodiment, the energy accumulator is designed as a spring element.

[0025] The expression "loaded" means that the accumulator has absorbed a certain amount of energy. Alternatively, the accumulator may comprise a compressible amount of gas in a reservoir, a counterweight that can be lifted in a gravitational field or a rechargeable accumulator.

[0026] The spring element can be a tension spring, a compression spring or a torsion spring. Metal springs such as leaf springs, helical springs or disc springs are particularly advantageous. However, these springs can also be made of alternative materials, such as carbon fiber reinforced plastics. Alternatively, air springs can also be used.

[0027] Here, the energy accumulator is preferably a mechanical energy accumulator, such as a spring or a counterweight. Energy can be stored by tightening the spring or lifting the counterweight. The movement of the energy accumulator associated with the energy accumulator is preferably directly coupled to the two guide elements. In the inactive position, the adjustment element prevents the spring from relaxing or the counterweight from lowering. In the inactive position, the guide element is advantageously held in a position corresponding to the inactive position. The trigger signal preferably releases the energy accumulator, and the movement of the energy accumulator is transmitted to the guide element.

[0028] In an alternative embodiment, the actuating device comprises a brake element controlled by the trigger signal. In the rest position, the brake element holds the energy accumulator in the charged position by means of a static friction force while overcoming the force of the energy accumulator.

[0029] According to a preferred embodiment, the operating element comprises a holding element and an electromagnet, which holds the holding element against the force of the energy accumulator when current is flowing and releases the energy accumulator by a trigger signal, in particular by cutting off the current.

[0030] The holding element is preferably made of a ferromagnetic material. The holding element and the electromagnet are designed so that the electromagnet, through which current flows, can hold the holding element, so that in the inactive position the energy accumulator is held in the loaded position against the force of the energy accumulator. The force of the energy accumulator is preferably reduced by a transmission, in particular a pawl, so that the electromagnet can be designed to be weak.

[0031] According to a preferred embodiment, the first bearing on the first guide element is arranged between a first area of ​​the first guide element on which the first brake element is guided and a second area of ​​the first guide element on which the adjustment element acts, and / or the second bearing on the second guide element is arranged between a first area of ​​the second guide element on which the second brake element is guided and a second area of ​​the second guide element on which the adjustment element acts.

[0032] The advantage of this arrangement of the bearing is that the bearing forces on the first guide element or the second guide element always point in the direction of the housing. In particular, when the guide element is moved from the rest position to the braking start position and also in the braking position, the bearing forces point in the direction of the housing. The bearing can thus be designed as a half bearing, thereby enabling simple and rapid assembly. Alternatively, the bearing can of course also be mounted on one of the two ends of the guide element.

[0033] According to a preferred embodiment, the adjusting element generates a force substantially between the second region of the first guide element and the second region of the second guide element. This has the advantage that both guide elements can be moved into the braking starting position using one adjusting element.

[0034] According to a preferred embodiment, the first region of the first guide element is positioned in the rest position against a first stop of the housing, and in particular the first region of the second guide element is positioned in the rest position against a second stop of the housing.

[0035] The stop serves to transfer the normal force of the brake element generated during braking from the guide element to the housing. The advantage is that the guide element rests flat on the stop and the forces acting on the guide element are transferred to the stop. As a result, the guide element does not bend and can be manufactured in large quantities at low cost.

[0036] According to a preferred embodiment, the adjusting element is under tension in the rest position and therefore the two guide elements are pressed against corresponding stops in the rest position.

[0037] According to a further embodiment, the two guide elements are held on the respective stops by means of fixing elements, in particular permanent magnets or mechanical snaps.

[0038] There may be play between the two stops and the associated guide element. Vibrations occurring during travel may cause the guide element and the stop to collide with each other and generate noise. The guide element is advantageously fixed by a fixing element.

[0039] During the movement from the rest position to the braking start position, the two guide elements can also move completely asymmetrically. In particular, when using fixing elements, initially only one of the guide elements is conveyed, and the second guide element is only released by its fixing element when the first guide element is pressed onto the track.

[0040] According to a preferred embodiment, the safety arrester has a roughly cuboid middle region between the first brake element in the rest position and the second brake element in the rest position, and the adjustment element on the safety arrester is positioned so that the adjustment element is always located outside the middle region to infinite extension along its longest main axis.

[0041] According to a further embodiment, the safety arrester has an additional resetting system.

[0042] If the safety brake is triggered without the vehicle moving, the brake element remains in the braking starting position. To reset the safety brake, the vehicle can be moved in such a way that the brake element is moved from the braking starting position to the braking position. The additional resetting system simplifies the resetting of the safety brake by resetting the adjusting element directly, i.e. without moving the carriage.

[0043] Here, the additional reset element transfers the anti-fall device to the deactivated position. Here, in particular, the energy accumulator is loaded again. Such a reset element can be constructed by a suitable drive device, such as an electric motor, which can re-bias the energy accumulator, such as in the form of a spring. However, the reset can also be done by manual force, because the manual force is transmitted to the energy accumulator by a mechanical device, such as a Bowden cable or a lever system. For example, the manual force can be applied by inserting a screwdriver into an opening inside the car. Preferably, the hidden pressure rod or lever can also be operated in the car, so that the manual force can be transferred to the energy accumulator.

[0044] In this case, the pushing, pulling or pulling movement is transmitted to the energy store, which is thus charged.

[0045] Braking elements, guide elements, linear bearings and stops appear in the present application in the first and second embodiments. If these terms are used without the reference numeral "first" or "second", the description of these embodiments applies to both embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Further advantages, features and details of the invention are apparent from the following description of exemplary embodiments and from the drawings, in which identical elements or elements having the same function are provided with the same reference numerals. The drawings are only schematic and not drawn to scale.

[0047] in:

[0048] Figure 1 a side view showing the fall arrest device in a deactivated position;

[0049] Figure 2 Show Figure 1 A cross-sectional view of the fall arrest device in FIG.

[0050] Figure 3 An elevator system with a fall prevention device is shown;

[0051] Figure 4 A side view showing the anti-fall device in a braking starting position;

[0052] Figure 5 A side view showing the fall arrest device in the braking position;

[0053] Figure 6 A detail view showing an adjustment element;

[0054] Figure 7 A detailed view showing the area of ​​the brake element; and

[0055] Figure 8 A further embodiment of a brake element is shown. DETAILED DESCRIPTION

[0056] Figure 1 The side view of the safety brake 1 in the idle position is shown. The first guide element 4A rests on the stop 10A and the second guide element 4B rests on the second stop 10B. The two guide elements 10A, 10B guide the brake elements 2A, 2B respectively. The linear bearings 5A, 5B designed as independent components assume the guiding function. The guide elements 4A, 4B extend from the area of ​​the brake pads 2A, 2B via two bearings 9A, 9B to the adjustment element 11. The adjustment element 11 comprises a spring serving as an energy accumulator 3 and an adjustment element 12. Both the operating element 12 and the energy accumulator 3 are connected independently of one another to the two first areas of the guide elements 4A, 4B. The operating element 12 with the electromagnet 7 and the retaining plate 8 can hold the energy accumulator 3 in the charged position. The safety brake 1 is fixed to the vehicle body in such a way that the rail 6 extends through between the two brake elements 2A, 2B. The bearings 9A, 9B introduce the bearing forces of the guide elements 4A, 4B into the housing 14. The housing 14 further comprises stops 10A, 10B. The first braking surface 111A and the second braking surface 111B are used for braking on the rail 6 .

[0057] Figure 2 Show Figure 1 BB of the safety brake 1 in FIG. Between the two brake elements 2A, 2B there is a substantially cuboid middle region 20. This cuboid middle region 20 serves to define a space for accommodating the rail 6. For this purpose, the middle region 20 can extend to infinity along its longest main axis. The adjusting element 11, of which only the operating element 12 is shown, is located outside this middle region 20, which extends to infinity.

[0058] Figure 3 An elevator system 100 is shown. Such an elevator system 100 comprises at least one drive device 22, rails 6 and a car 21. In addition, such an elevator system 100 comprises at least one anti-fall device 1, such as Figure 1 As can be seen. Figure 3 As shown in the example on the left in FIG, the safety device 1 can be located substantially to the side of the car 21. In this case, in the vertical projection of the elevator, there is substantially no overlapping area between the car 21 and the safety device 1. Alternatively, as shown in FIG. Figure 3 As shown in the example on the right, the safety device 1 can be located substantially below the car 21. Here, in any possible horizontal projection of the elevator, there is substantially no overlapping area between the car 21 and the safety device 1.

[0059] Figure 4 Shown in braking starting position Figure 1 Side view of the anti-fall device 1 in FIG. The braking starting position is reached by interrupting the current flowing through the electromagnet 7. As a result, the holding force between the electromagnet 7 and the retaining plate 8 decreases, and the energy accumulator 3 is designed to, i.e., in particular to be able to exert sufficient force, to push the two guide elements 4A, 4B apart in the energy accumulator 3, i.e., between the second area of ​​the first guide element 4A and the second area of ​​the second guide element 4B. The energy accumulator 3 is designed as a compression spring. As a result, the brake elements 2A, 2B guided on the guide elements 4A, 4B are moved relative to each other and in the direction of the track. This process can also take place asymmetrically. The first brake pad 2A has already made contact with the track 6 and has therefore already completely reached the braking starting position. The second brake pad 2B is still a short distance from the track 6 and has therefore not yet completely reached the braking starting position. As soon as the second brake pad 2B also makes contact with the track, the residual offset remaining in the partially relaxed energy accumulator 3 acts on the contact point of the brake pads 2A, 2B with the track 6 via the guide elements 4A, 4B acting as a lever. When the two brake pads 2A, 2B contact the rail, the residual force of the energy accumulator 3 is transferred from the two guide elements 4A, 4B to the brake pads 2A, 2B and the rail 6. The normal force generated between the rail 6 and each of the two brake pads 2A or 2B then causes the brake elements 2A, 2B to move to the braking position if the rail 6 moves in the direction to be braked relative to the anti-fall device 1. The first braking surface 111A and the second braking surface 111B are used to apply the normal force to the rail 6.

[0060] Figure 5The side view of the anti-fall device 1 in the braking position is shown, wherein the brake elements 2A, 2B are pushed into the braking position. In the braking position, the brake elements 2A, 2B exert a very large normal force on the rail 6. This normal force is limited in such a way that the housing 14 can be elastically widened, so that the brake elements 2A, 2B in the braking position, even if the brake elements 2A, 2B are worn, can generate sufficient normal force. Sufficient normal force generates sufficient friction to ensure reliable anti-fall. The normal force applied by the brake elements 2A, 2B to the brake rail 6 is much greater than the contact force generated by the energy accumulator 3 on the brake elements 2A, 2B in the braking starting position via the guide elements 4A, 4B. Therefore, during the movement into the braking position, the two moving brake elements 2A, 2B move the guide elements 4A, 4B back to the corresponding stops 10A, 10B. As a result, the energy accumulator 3 is loaded again. By this movement, the retaining plate 8 and the electromagnet 7 are in contact with each other again, or at least close to each other to such an extent that switching on the electromagnet 7 can cause the retaining plate and the electromagnet to attract each other. In the braking position, the safety brake 1 can hold the travel body for any length of time. The first braking surface 111A and the second braking surface 111B are used for braking on the rail 6 and are pressed flat against the rail 6 for this purpose. The braking surface has a braking profile.

[0061] In order to release the elevator system, the electromagnet 7 is first switched on again. The current flowing through the electromagnet 7 is thus activated. In particular, the gap that may exist between the retaining plate 8 and the electromagnet 7 is small enough here so that the switching on of the electromagnet 7 can attract the retaining plate 8. The anti-fall device 1 is thus ready for use again and can be triggered at any time. The release process is completed by lifting the travel body out. Due to the static friction between the rail 6 and the brake elements 2A, 2B, the brake elements 2A, 2B remain stationary while the travel body is lifted out upwards. Here, the brake elements 2A, 2B slide along the linear bearings 5A, 5B into the deactivated position. Therefore, there is almost no additional friction and the release process can be carried out using a normal drive motor.

[0062] Figure 6 A detailed view of an adjustment element 11 with an alternative operating element 12 is shown. The clamping element 61 can either clamp the rod 63 and thus hold the energy accumulator 3 in a biased position, or release the rod 63 and thus trigger the anti-fall device. This embodiment has flaps 64A and 64B that allow the operating element 12 and the energy accumulator 3 to rotate relative to the guide elements 4A, 4B. The rod 63 is fixedly connected to the flap 64B. The clamping carrier 62 is fixedly connected to the flap 64A. In another alternative configuration, the adjustment element can include a drive device monitored by a trigger signal.

[0063] Figure 7 A detailed view in the region of the brake element 2A is shown. Figure 1In addition to the elements known from the prior art, a fixing element 13 is also installed here. Preferably, the fixing element 13 is mounted on the housing and serves as an extension of the stop 10A. The purpose is to eliminate any gaps between the stop 10A and the guide element 4A, or at least to fix them in such a way that the guide element is at least reliably held at a distance from the rail 6. In addition, tipping is effectively prevented. The first braking surface 111A serves to apply a normal force to the rail.

[0064] Figure 8 Another embodiment of a brake element is shown, which allows the housing to be designed rigidly. Instead of the situation where the housing must be elastically designed to prevent excessive normal forces from occurring in the braking position, the brake elements 2A, 2B can be designed so that the spring assembly 82 in the brake element limits the normal force. In particular, the spring assembly 82 can be composed of a disc spring 81. Here, only the first brake element 2A, only the second brake element or both brake elements can have a spring assembly. The first brake surface 111A and the second brake surface 111B are used to apply the normal force to the rail.

[0065] Finally, it should be noted that terms such as "having", "comprising", etc. do not exclude other elements or steps, and terms such as "a" or "an", etc. do not exclude a plurality. Furthermore, it should be pointed out that features or steps that have been described with reference to one of the above embodiments can also be used in combination with other features or steps of other above-described embodiments. Any reference signs in the claims should not be interpreted as limiting.

Claims

1. An anti-falling device (1) for an elevator system (100), the elevator system having a traveling body, the traveling body being arranged to be able to travel along a track (6), the anti-falling device comprising: a first brake element (2A), the first brake element (2A) being designed in a wedge shape, The second brake element (2B), The first guiding element (4A), The second guide element (4B) and Adjustment element (11), wherein The first brake element (2A) and the second brake element (2B) are capable of coming into contact with the rail (6) for braking. A first linear bearing is configured between the first brake element (2A) and the first guide element (4A). A second linear bearing is configured between the second brake element (2B) and the second guide element (4B), and The two guide elements (4A, 4B) are movable between a respective rest position and a respective braking start position, It is characterized in that The adjusting element (11) moves the two guide elements (4A, 4B) from the inactive position to the braking starting position; The safety device (1) comprises a housing (14), and the first guide element (4A) is supported on the housing (14) of the safety device (1) in a manner such that it can pivot in a first bearing (9A). The first bearing (9A) is pivotably supported about an associated pivot axis, which is oriented parallel to the braking surface (111A, 111B) of the associated braking element (2A, 2B) and is substantially perpendicular to the sliding direction of the first linear bearing, The first bearing (9A) on the first guide element (4A) is arranged between a first area of ​​the first guide element (4A) on which the first brake element (2A) is guided and a second area of ​​the first guide element (4A) on which the adjustment element (11) acts, The first region of the first guide element (4A) is positioned in the idle position so as to abut against a first stop (10A) of the housing (14), In the braking starting position, the adjusting element exerts a force on the guide element such that the braking element is pressed against the rail at least to such an extent that the frictional forces generated thereby are reliably sufficient to move the braking element along the linear bearing into the braking position.

2. The anti-fall device (1) according to claim 1, characterized in that: A single adjusting element (11) moves the two guide elements (4A, 4B) from a rest position to a braking start position.

3. The anti-fall device (1) according to claim 1 or 2, characterized in that: The second guide element (4B) is mounted on a housing (14) of the safety brake (1) in a pivotable manner in a second bearing (9b).

4. The anti-fall device (1) according to claim 3, characterized in that: The second bearing (9B) is pivotably supported about an associated pivot axis which is oriented parallel to the braking surface (111A, 111B) of the associated braking element (2A, 2B) and which is substantially perpendicular to the sliding direction of the associated second linear bearing.

5. The anti-fall device (1) according to claim 1 or 2, characterized in that: The first and second brake elements (2A, 2B) are designed in a wedge-shaped manner.

6. The anti-fall device (1) according to claim 1 or 2, characterized in that: The adjusting element (11) has an operating element (12) and an energy storage device (3).

7. The anti-fall device (1) according to claim 6, characterized in that: The operating element (12) is capable of keeping the energy accumulator (3) in a charged state with stored energy, and the operating element (12) releases the energy accumulator (3) in response to a trigger signal, and the stored energy moves at least one of the guide elements (4A, 4B) from a deactivation position to a braking starting position.

8. The anti-fall device (1) according to claim 6, characterized in that: The operating element (12) comprises a holding element (8) and an electromagnet (7), wherein the electromagnet (7) holds the holding element (8) against the force of an energy accumulator (3) in an energized state, and the operating element (12) releases the energy accumulator (3) by a trigger signal.

9. The anti-fall device (1) according to claim 8, characterized in that: The operating element (12) releases the energy store (3) by interrupting the current.

10. The anti-fall device (1) according to claim 1 or 2, characterized in that: The second bearing (9B) on the second guide element (4B) is arranged between a first area of ​​the second guide element (4B) on which the second brake element (2B) is guided and a second area of ​​the second guide element (4B) on which the adjustment element (11) acts.

11. The anti-fall device (1) according to claim 10, characterized in that: The first region of the second guide element (4B) is positioned in the idle position so as to abut against a second stop (10B) of the housing (14).

12. The anti-fall device (1) according to claim 11, characterized in that: The adjusting element (11) is subjected to a tensile force in the rest position, and as a result, in the rest position, the two guide elements (4A, 4B) are pressed against corresponding stops (10A, 10B).

13. The anti-fall device (1) according to claim 11, characterized in that: The two guide elements (4A, 4B) are held on respective stops (10A, 10B) by means of a fixing element (13).

14. The anti-fall device (1) according to claim 13, characterized in that: The fixing element (13) is a permanent magnet or a mechanical buckle.

15. The anti-fall device (1) according to claim 10, characterized in that: The adjustment element (11) generates a force primarily between the second region of the first guide element (4A) and the second region of the second guide element (4B).

16. An elevator system (100) for transporting people or goods mainly vertically, the elevator system comprising: Car, A drive device (22) for moving the car, Characterized in that the elevator system (100) comprises an anti-fall device (1) according to any one of claims 1 to 15.

17. A method for securing a travelling body of an elevator system (100) against falling by means of a fall arrest device (1) according to any one of claims 1 to 15, wherein: The first brake element (2A) is guided along the first guide element (4A) via a first linear bearing, The second brake element (2B) is guided along the second guide element (4B) via a second linear bearing, and is characterized in that: A single adjusting element (11) acts on the two guide elements (4A, 4B), and thereby the two guide elements (4A, 4B) are pivoted from a rest position to a braking start position.

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