Braking device, for example with an eccentric element, for braking a travel body which can be displaced along a guide rail in a displacement direction

Abstract

A braking device (1) is described for braking a movable body (3) which can be displaced in a guided manner along a guide rail (5) in a displacement direction (47). The braking device (1) comprises a holder (17), a braking element (19), a preload element (21), a trigger element (23) and a pressing element (25). The braking element (19) has a braking surface (31) pointing toward the guide rail (5) and is held and supported on the holder (17) in such a way that the braking element (19) can be displaced relative to the holder (17) between a free-running position and a braking position, wherein the braking element (19) is laterally spaced apart from the guide rail (5) with its braking surface (31) in the free-running position and is laterally pressed against the guide rail (5) in the braking position. The pretensioning element (21) is configured to, in the deactivated configuration, not apply a force to the brake element (19) that can displace the brake element (19) toward the braking position, and in the activated configuration, apply a force to the brake element (19) that can displace the brake element (19) toward the braking position. The triggering element (23) is configured to, in a retained state, retain the pretensioning element (21) in a first configuration, and to transform the pretensioning element (21) from the deactivated configuration to the activated configuration when the triggering element (23) is activated to a released state. The pressing element (25) is configured to, in a non-operated state, not generate a force on the brake element (19) in the direction of the guide rail (5), and in an operated state, generate a force on the brake element (19) in the direction of the guide rail (5).

Description

Technical Field

[0001] The invention relates to a braking device for braking a travel body which can be displaced in a displacement direction along a guide rail, an elevator system having such a braking device, and a method for releasing a previously activated braking device in such an elevator system. Background Art

[0002] In elevator installations, the elevator car is displaced between different floors by means of a drive machine. In particular in elevator installations in high-rise buildings, the drive machine usually drives rope-like suspension devices, which hold and displace the elevator car and the counterweight. During their vertical displacement in the displacement direction, the elevator car and the counterweight are guided laterally by one or more guide rails.

[0003] The elevator car and the counterweight respectively represent a travel body that can be displaced along a substantially vertical path of travel. Below, such a travel body is introduced by taking the elevator car as an example. However, the braking device introduced here can also be used for braking the counterweight.

[0004] In order to be able to safely brake the displacement of the elevator car, a braking device is usually provided on the elevator car. The braking device can be designed in particular as an anti-fall brake and is configured to be able to brake the elevator car very efficiently and quickly, for example to prevent it from falling. The braking device usually has a braking element, which, when the braking device is activated, is pressed against one or more surfaces of the guide rail in order to generate the braking force required for braking the elevator car by the friction caused thereby. When designed as an anti-fall brake, the braking device is usually designed as a self-reinforcing device, i.e. the pressing force of the braking element against the guide rail is increased due to the relative movement between the guide rail and the braking device itself.

[0005] Conventional braking devices for elevator equipment, in particular anti-fall brakes, are described, for example, in WO 2015 / 047391 A1, WO 2005 / 044709 A1, WO 2011 / 078848 A1 and WO 2017 / 087978 A1.

[0006] It has been observed that, particularly in the case of self-energizing brake devices, resetting an already activated brake device to its original, deactivated state can be complicated. Summary of the invention

[0007] Therefore, mainly a braking device is needed, which can be returned to its initial state in a simple manner after a braking process. In addition, an elevator installation equipped with such a braking device and a method for releasing a previously activated braking device in such an elevator installation may be needed.

[0008] According to a first aspect of the present invention, a braking device for braking an elevator car that can be displaced in a displacement direction along a guide rail is proposed. The braking device has a holder, a brake element, a preload element, a trigger element and a friction generating element. The brake element is held and supported on the holder so that the brake surface of the brake element can be moved between a free running position and a braking position relative to the holder, wherein the brake element can be spaced apart from the guide rail laterally with its brake surface in the free running position and can be pressed laterally onto the guide rail in the braking position. When the preload element is in a deactivated configuration, no force is applied to the brake element to displace the brake element toward the braking position, and in an activated configuration, a force is applied to the brake element to displace the brake element toward the braking position. The trigger element holds the preload element in a first configuration in a retained state, and when the trigger element is activated to a released state, the preload element is configured to change from a first configuration to a second configuration. By means of the friction-generating element, in the actuated state, friction can be generated by contact on the guide rail in such a way that the friction-generating element causes a force to act on the brake element, which forces the brake element in the direction of the free running position.

[0009] According to a second aspect, an elevator device is introduced, which has a guide rail, an elevator car that can be displaced in a displacement direction along the guide rail, a drive device for displacing the elevator car, and a braking device installed on the elevator car with its retaining member and arranged adjacent to the guide rail according to an embodiment of the first aspect of the invention.

[0010] According to a third aspect of the invention, a method for releasing a previously activated brake device in an elevator installation according to an embodiment of the second aspect of the invention is described. When the brake device is activated, the brake element is moved relative to the retaining member counter to the displacement direction of the elevator car to be braked into a fully engaged position, in which the brake surface rests on the guide rail and the brake element is clamped between the guide rail and the retaining member. In the method, the friction-generating element of the brake device is first operated and then the brake device is displaced by displacing the elevator car in a release direction opposite to the displacement direction to be braked by means of a drive device.

[0011] The feasible features and advantages of the embodiments of the present invention may be considered to be based on the concepts and cognitions of the following description, including but not limited to the present invention.

[0012] In short, the braking device described herein has at least a retaining element, a braking element, a preload element and a triggering element. The components mentioned can be configured similarly to conventional braking devices. The braking device presented here differs from conventional braking devices in particular in that a friction generating element is additionally provided. The friction generating element can be used to temporarily and optionally generate friction with the guide rail in order to be able to generate a force acting on the braking element in this way, by means of which the braking element can be held in a fixed position on the guide rail, for example during the release process, during which the previously activated braking device is to be released again and brought into the initial state.

[0013] The following is a detailed introduction to the various components of the braking system and their functions.

[0014] On the one hand, the holder serves as a support for holding the brake element and enabling the brake element to be displaced or pivoted relative to the holder. Here, the holder can be designed to guide the brake element in the desired direction or along the desired path when it moves relative to the holder. For example, the holder can support and guide the brake element so that the brake element can move back and forth between a free-running position and a braking position. In this case, the brake element can, for example, pivot about an axis so that: as long as the brake element is in its free-running position, the brake surface of the brake element is spaced apart from the guide rail, and when the brake element is pivoted to its braking position, the brake surface comes into contact with the guide rail. On the other hand, the holder represents a part of the brake device that is directly or indirectly connected to the elevator car to be braked and is fixedly held relative to the elevator car. Mechanically, the holder can be designed to withstand the forces generated by the brake element during the braking process.

[0015] The brake element has a brake surface directed toward the guide rail, and the brake surface is designed to generate a strong friction force when the brake surface contacts the surface of the guide rail, which resists the further displacement of the brake element relative to the guide rail. On the one hand, these forces can enable the brake element to be displaced relative to the retaining member of the brake device during the braking process, and at this, the braking effect can be increased in a self-reinforcing manner. On the other hand, these forces can be transmitted to the retaining member to a large extent, and then to the elevator car, so that the elevator car can be efficiently braked in terms of its movement relative to the guide rail. As long as the brake device is not operated, the brake element is maintained in a free running position in which its brake surface is spaced apart from the guide rail in the lateral direction, that is, in the direction transverse to the relative surface of the guide rail. In the free running position, the gap between the brake surface and the surface of the guide rail can be several millimeters, for example. Once the brake device is operated, the brake element is displaced from the free running position to the braking position, and the brake element reaches the guide rail with its brake surface and is pressed onto the guide rail. Here, in the displacement of the brake element, the brake element can be guided by the retaining member. For example, the displacement path can be curved. In particular, the brake element can be pivoted about an axis between its free-running position and its braking position so that the displacement path extends in a circular arc or in a spiral arc and in this process the braking surface gradually approaches the surface of the guide rail against which the braking surface of the brake element is to be pressed.

[0016] The preload element is configured to displace the brake element from the free-running position into the braking position when the brake device is actuated. As long as the brake device is not actuated, the preload element should not displace the brake element. To achieve this function, the preload element is configured so that the configuration can be changed between a deactivated configuration and an activated configuration. In the deactivated configuration, the preload element does not exert a force on the brake element that moves the brake element toward the braking position. In contrast, in the activated configuration, the preload element exerts a force on the brake element that displaces the brake element from the free-running position into the braking position.

[0017] In order to keep the pretensioning element in the deactivated configuration when the braking device is not operated, the braking device further comprises a triggering element. The triggering element can also enter different states. In the holding state, the triggering element keeps the pretensioning element in its deactivated configuration, so that the braking member is not ultimately displaced into its braking position by the pretensioning element. However, if the triggering element has been activated in response to an operation of the braking device, the triggering element is transformed into a released state. Therefore, the release of the triggering element is accompanied by the pretensioning element being configured from its initial deactivated configuration to an activated configuration, so that the pretensioning element moves the braking element to its braking position.

[0018] Although the functions explained above and the structural construction of the brake device for this purpose are similar to conventional brake devices, the brake device presented here also has a friction generating element. The friction generating element can also be switched back and forth between at least two different states. In the non-operated state, the friction generating element does not rest on the guide rail, so that no friction is generated between the friction generating element and the guide rail. Therefore, no force caused by this friction is generated, which can be transmitted from the friction generating element to the brake element. As soon as the clamping element switches to its operated state, at least one surface of the friction generating element comes into contact with the opposite surface of the guide rail. Based on the friction generated here, a force can be transmitted to the friction generating element. This force is directed in the opposite direction of the movement of the elevator car and the brake device fixed thereto relative to the guide rail. The friction generating element is mechanically coupled to the brake element so that the force is transmitted to the brake element. Therefore, the friction generating element can be used in a controllable manner: the brake element is preferably not affected by other components of the brake device, in the relative movement of the brake device relative to the guide rail, and preferably the brake element is kept fixed on the guide rail.

[0019] As will be explained in more detail below, the friction-generating element can thus advantageously be used, in particular during a release process in which a previously activated brake device is to be released again, to at least temporarily hold the brake element in a fixed position on the guide rail by means of the friction-generating element while it is temporarily actuated. This temporary fixing of the brake element on the guide rail can advantageously be used to return a previously activated brake device to its original, non-actuated state in a simple manner and preferably without additional tools and / or intervention, for example by a technician.

[0020] According to one embodiment, the braking element is an eccentric element, which can be pivoted eccentrically about a pivot axis from a free-running orientation, in which a sub-region of the outer side of the eccentric element serving as a braking surface is in a free-running position, to a braking orientation, in which a sub-region of the outer side of the eccentric element serving as a braking surface is in a braking position.

[0021] In other words, the brake element can be designed as an eccentrically supported structural element. In such an eccentric element, the pivot axis usually does not extend through the geometric center of the eccentric element, but is arranged offset from the geometric center. As a result, different sub-areas of the outer side of the eccentric element are spaced apart from the pivot axis to different degrees. Therefore, different sub-areas are spaced apart to different degrees, for example from the opposite surface of the guide rail, depending on the current orientation of the eccentric element.

[0022] When the eccentric element is in its free-running orientation, the sub-region of its outer side which is arranged closest to the guide rail is spaced apart from the surface of the guide rail by a gap. In contrast, when the eccentric element is in its braking orientation, the sub-region of its outer side which is then arranged closest to the guide rail is no longer spaced apart from the surface of the guide rail, but abuts against it. The eccentric element thus generates friction with the guide rail in its braking orientation by means of the sub-region which serves as a braking surface and thus generates a braking force for braking the elevator car. The eccentric element can have a circular cross section, i.e. the outer side can be cylindrical. Between the free-running orientation and the braking orientation, the eccentric element can be pivoted through an operating angle. The operating angle can be, for example, between 5° and 175°, typically between 10° and 90°, preferably between 10° and 50°.

[0023] In the following, the brake element is usually described with reference to the design of its active eccentric element. However, it should be pointed out that the brake element can also be designed with other geometric shapes and other types of support.

[0024] According to one embodiment, the preload element is designed as an elastically deformable element, in particular a spring element. The preload element is arranged and cooperates with the retaining element on the one hand and the brake element on the other hand in such a way that in its activated configuration the brake element is pivoted with its brake surface until mechanical contact with the guide rail occurs.

[0025] In other words, the preload element can be elastically deformed so that the preload element can be brought into an elastically preloaded state. For example, the preload element can be designed as a spring element, such as a helical spring or the like. In this case, the preload element can be connected to a retaining member of the braking device at one end, for example, and can cooperate with the braking element at the opposite end. In this case, the preload element should be arranged and constructed such that, when the preload element changes from its deactivated configuration to its activated configuration, the preload element causes the braking element to pivot with its braking surface toward the guide rail until the braking element comes into mechanical contact with the guide rail with its braking surface.

[0026] For example, the pretensioning element can be mechanically pretensioned in its deactivated state, and the mechanical pretensioning can be of such intensity and orientation that, when it enters its activated state, the pretensioning element pivots the brake element from its free-running orientation into its braking orientation by virtue of its pretensioning, and in the process presses its braking surface at least slightly against the guide rail. Such a pretensioning element can ensure that the brake device can be reliably activated. In this case, the pretensioning element can be realized as a passive element, i.e. the pretensioning element can also operate without its own power supply.

[0027] According to a specific embodiment, one end of the elastically deformable element cooperates eccentrically with the eccentric element and is mechanically prestressed in its inactive configuration.

[0028] In other words, the elastically deformable element can be coupled to the eccentric element preferably at a distance from the center of the eccentric element, that is, for example, from the geometric center. Preferably, the elastically deformable element should also cooperate with the eccentric element at a distance from the pivot axis of the eccentric element. In its deactivated configuration, the elastically deformable element should be elastically prestressed, that is, compressed or stretched. Thus, the elastically deformable element can exert a force on the eccentric element at a distance from its center and / or its pivot axis when it transitions into its activated configuration and, in this way, generate a torque that pivots the eccentric element. Based on this torque, the eccentric element can then be pivoted from a free-running orientation into a braking orientation.

[0029] According to another embodiment, the prestressing element can be designed as an elastically deformable element, in particular a spring element, and can in turn be arranged in such a way and cooperate with the holder on the one hand and the brake element on the other hand that the prestressing element is prestressed in a first direction in the deactivated configuration. In addition, the prestressing element can be arranged in such a way and cooperate with the holder and the brake element that the prestressing element is prestressed in a second direction pointing transversely to the first direction in the fully engaged configuration of the brake element. In the fully engaged configuration, the brake element can be displaced by the friction force on the guide rail in the opposite direction of the displacement direction beyond the position at which the brake element first comes into contact with the guide rail with its brake surface starting from the free-running position.

[0030] In other words, the pretensioning element can be configured and arranged in such a way that the pretensioning element is mechanically pretensioned in a first direction in its deactivated configuration. In its activated configuration, the pretensioning element can then first be relaxed and thereby move the brake element from its free-running orientation into its braking orientation, i.e. with its braking surface towards the guide rail. When the brake element rests with its braking surface against the guide rail, the brake element is usually moved further by the guide rail, i.e. further pivoted about the pivot axis, due to the relative movement still occurring between the guide rail and the brake device. In this process, the brake element moves towards a fully engaged configuration in which a sub-region of the brake element gradually wedges between the retaining element and the guide rail, so that the overall braking force generated is self-reinforced.

[0031] When moving towards the engaged configuration, the pretensioning element is deformed from the intermediate relaxed state back into the mechanically pretensioned state. However, this pretensioning state does not correspond to the initial pretensioning state in the inactive configuration of the pretensioning element. Instead, here, the pretensioning element is pretensioned in another second direction compared to the initial pretensioning state. This second direction can be transverse to the first direction or opposite to the first direction, in which the pretensioning element was already pretensioned in its inactive configuration.

[0032] Thus, the pretensioning element can be pretensioned in its deactivated configuration as well as in its fully engaged configuration, for example, both in tension or both in compression. However, the direction of the pretensioning can be different in the two configurations. For example, the first direction and the second direction can differ from each other by an angle of between 5° and 175°, preferably between 10° and 90° or between 10° and 50°. Alternatively, the pretensioning element can be pretensioned in tension in its deactivated configuration and in compression in its fully engaged configuration. The directions of the pretensioning can also be different in this case. In the extreme case, the two pretensionings can point in opposite directions to each other.

[0033] If the brake element is designed to be pivotable, the prestressing element can thereby pivot the brake element first from its free-running orientation into the braking orientation due to its prestressing. Then, when the brake element abuts against the guide rail and is further carried by the guide rail, the brake element moves into the fully engaged position or orientation, and in this case the prestressing element is prestressed in the other direction. Thus, when the brake element finally reaches its fully engaged configuration, the spring is stretched to such an extent and thus exerts a restoring force on the brake element, which, if the brake element is not clamped in the engaged configuration, pulls the brake element away from the fully engaged configuration and into the orientation in which the brake element abuts against the guide rail for the first time starting from the free-running position.

[0034] As described below, this construction and arrangement of the preload element may facilitate movement of the auxiliary brake member out of the fully engaged configuration and back in the direction toward the initial free-running position when the brake device is released.

[0035] According to one embodiment, the trigger element can be designed as a pawl that can be moved between a locked position and an unlocked position. Thus, the pawl can, in its locked position, hold the pretensioning element in its deactivated configuration and, in its unlocked position, release the pretensioning element into its activated configuration.

[0036] In other words, a pawl can be provided as a trigger element, which pawl can be moved between a locked position and an unlocked position. In the locked position, the pawl can lock the preload element in such a way that the pawl is held in its deactivated configuration. For example, the pawl itself can be held in its locked position by means of an actuator, such as an electromagnet that can be controllably energized. When the pawl is released, i.e. when the pawl is moved into its unlocked position, the pawl releases the preload element, thereby transferring it into its activated configuration, and the brake element can then be moved from its initial free-running position into its braking position.

[0037] The following describes a possible configuration of a friction-generating element, with which the brake element can be controlled and preferably held as stationary as possible on the guide rail independently of other components of the brake device.

[0038] According to one embodiment, the friction generating element has a pressing element and an actuator. The actuator is configured to hold the pressing element spaced apart from the guide rail in the non-actuated state of the friction generating element. In the actuated state of the friction generating element, the pressing element can be pressed against the guide rail by the actuator.

[0039] In other words, the friction generating element may be composed of a plurality of subcomponents. Here, one of the subcomponents is a clamping element. The clamping element should be able to shift inside the friction generating element, that is, relative to the other subcomponents of the friction generating element, between an unoperated state and an operated state of the friction generating element. Here, the clamping element has a clamping surface, which is opposite to a surface of the guide rail. In the unoperated state, the clamping element is separated from the guide rail by a gap with its clamping surface. Therefore, no friction is generated between the clamping element and the guide rail. In the operated state, the actuator of the clamping element is in mechanical contact with the guide rail with its clamping surface. Therefore, friction occurs between the clamping element and the guide rail.

[0040] In order to be able to firmly press the pressure element onto the guide rail by means of an actuator, the friction-generating element can also have further components, such as a bearing element, which can, for example, engage the guide rail from behind starting from the opposite side, so that the friction-generating element can be supported with its bearing element on the facing-away side of the guide rail, so that the pressure element can then be pressed against the surface of the guide rail on the facing-away side.

[0041] In order to be able to generate friction forces, the pressing element can have a brake lining design on its pressing surface, which is produced, for example, from an elastomeric material.

[0042] Typically, the friction generating element can be operated using different types of actuators. For example, the pressing element can be displaced between an unoperated state and an operated state by means of hydraulics, pneumatics, mechanical adjustment elements such as those operated by an electric motor, etc.

[0043] According to one specific embodiment, the friction-generating element is advantageously designed as an electromagnet.

[0044] The electromagnet can form a magnetic field when it is energized. Based on this magnetic field, the electromagnet can be subjected to an attractive force towards the magnetizable component (for example, the guide rail in this case). In this case, the support element can be omitted. When the friction-generating element configured as an electromagnet as an actuator is activated, its clamping element can then be pulled toward the guide rail. Then, the clamping element generates a force based on the friction generated with the guide rail, which can be transmitted to the brake element through the connection with the brake element, so as to brake the brake element or keep it in a fixed position.

[0045] According to one specific embodiment, the friction-generating element has a mechanism which is configured to move the pressure element toward the abutment element, wherein the guide path can be arranged between the pressure element and the abutment element.

[0046] Such an embodiment can be realized as an alternative or in addition to the above-described construction of a friction generating element with an electromagnet. In this case, the mechanism can be operated in order to activate the friction generating element. For this purpose, the mechanism can have a controllable actuator. Such an actuator can have, for example, an electric motor. When the mechanism is operated, the mechanism can move the friction generating element towards the support element. Since the support element is arranged on the opposite side of the guide rail and can, for example, be supported on the opposite surface of the guide rail, the friction generating element can be pulled towards the guide rail. Since the friction generating element is mechanically coupled to the brake element, in this way the brake element can be braked relative to the guide rail or held in a fixed position on the guide rail.

[0047] According to one specific embodiment, the friction-generating element is pivotably connected to the brake element.

[0048] In other words, the friction generating element is mechanically coupled to the brake element in order to transmit the braking or holding force generated by the friction generating element to the brake element. However, this coupling should preferably not be rigid, i.e., be designed in such a way that any movement of the friction generating element necessarily generates a movement of the brake element in the same direction and in the same amount. Instead, the friction generating element can be pivotally coupled to the brake element so that, although the force generated by the friction generating element is transmitted to the brake element, a movement can be achieved on the brake element that is distinguishable from the movement of the friction generating element.

[0049] For example, the force achieved by the friction-generating element can cause a brake element designed as an eccentric element to pivot about its pivot axis on the holder. In particular, the force achieved by the friction-generating element and directed away from the brake element is transmitted to the brake element via the pivotable connection in such a way that the brake element moves away from the previously occupied fully engaged configuration, i.e. towards the braking configuration or ultimately towards the free-running configuration.

[0050] The embodiments of the braking device described herein can be used for an elevator installation according to the second aspect of the invention. Here, the retaining element of the braking device is mounted on the elevator car, i.e. is directly or indirectly fixed to the elevator car. Here, the braking device is arranged in such a way that it is adjacent to a guide rail guiding the elevator car and one or more braking elements of the braking device can be moved into their braking position when the braking device is operated and can cooperate with the guide rail in a braking manner.

[0051] According to a third aspect of the invention, a method is presented, by means of which an embodiment of a braking device presented herein can be released again after it has been previously activated or operated.

[0052] Releasing the brake device can be understood here in particular to mean that the brake device can autonomously terminate the engagement of its brake element with the guide rail and thus terminate the generation of the braking force, i.e., without the need for a technician to be present or to undertake work and the brake device need not be released, for example by manual intervention.

[0053] Preferably, the release of the brake device can even be understood to mean that the brake device, after it has been previously activated or operated, i.e. immediately after a braking process, can be brought back to an initial configuration in which the elevator installation can operate normally and the brake device can be operated again if necessary. In this case, the release of the brake device can be carried out partially or even fully automatically.

[0054] In other words, the method proposed here according to the third aspect of the invention enables the elevator car to be braked by means of a braking device and then the elevator installation to be switched back to normal operation again, preferably without intervention of a technician on site, in that the braking device is released and returned to its initial state, from which the braking device can be activated again. Here, after the braking element has pressed its braking surface against the guide rail due to the previous activation of the braking device and has then moved to the fully engaged position, the braking element can be released again from the fully engaged position. Furthermore, the braking element can even be moved back to its free-running position, and then the pretensioning element can be displaced back to its deactivated configuration, and the triggering element can be set in such a state that it holds the pretensioning element in the deactivated configuration.

[0055] In order to be able to achieve this, the friction generating element is first operated in the previously activated braking device. In this operated state, the friction generating element then generates a force which is transmitted to the brake element, based on which the brake element is held fixedly on the guide rail. In this way, the brake element is fixed on the guide rail. Subsequently, the elevator car is moved in a release direction by means of a drive device, which is opposite to the displacement direction to be braked initially. In other words, if the elevator car has already moved downwards when the braking device is activated, the elevator car is moved upwards by the drive device in order to release the braking device. This movement of the elevator car in the release direction also causes the retaining member of the braking device to move in the release direction. However, since the brake element is firmly held on the guide rail due to the previously operated friction generating element, the brake element does not move with the retaining member, but moves out of its previously assumed fully engaged position relative to the retaining member. The braking effect caused by the brake element can thus be released.

[0056] According to one embodiment, the elevator car can be moved in the release direction until the braking element, which is fixedly held on the guide rail by the operated friction generating element, moves relative to the retaining member into a fixed position, in which the pretensioning element is in a position corresponding to its deactivated configuration, and the triggering element switches from its released state to its retained state in order to retain the pretensioning element in its deactivated configuration.

[0057] In other words, in the method presented here, the actuated friction-generating element can hold the brake element in a fixed position on the guide rail for a long time, until the brake element has been moved relative to the retaining part of the brake device to a sufficient extent that the pretensioning element is fully pretensioned again, i.e., in its original deactivated configuration. The pretensioning element re-tensioned in this way can then be fixed in its deactivated configuration again by returning the triggering element from the previous released state to its retained state. Overall, the brake device then returns to its initial state and can then be operated again during normal operation of the elevator installation, i.e., can be actuated again.

[0058] In particular, with regard to the above-described embodiment, this may mean that the brake element designed as an eccentric element, which has been rotated into its fully engaged position due to previous activation and has here been clamped with a sub-region between the retaining element and the guide rail, is first moved back from the fully engaged position by moving the elevator car together with the retaining element in the release direction opposite to the displacement direction originally to be braked.

[0059] In this movement, the brake element can be assisted, if necessary, by a spring acting as a preload element, provided that the spring has been driven during the previous engagement of the brake element into its fully engaged position from an intermediate relaxed state into another state extending transversely to the first state of preload or inversely preloaded. When the brake device is released, the resulting preload can assist in the process of pushing the brake element out of the fully engaged position.

[0060] However, without the support of the friction-generating element, the brake element can only be released from the fully engaged position if the eccentric element forming the brake element has only been rotated and changed orientation therein to such an extent that the brake element no longer presses with its brake surface onto the guide rail. Furthermore, the brake element cannot be moved back into its initial position, in particular because the preload element has been pushed or pulled in the opposite direction.

[0061] However, the brake element can also be held in a fixed position on the guide rail by means of the friction-generating element, without a compressive engagement with the retaining element. If the elevator car together with the retaining element is thus moved further in the release direction, the brake element is gradually pivoted toward its initial orientation, i.e., close to its free-running orientation, and the brake element, which is fixed to the guide rail by means of the friction-generating element, in turn preloads the spring forming the preloading element. Ultimately, the preloading element is brought into its deactivated configuration. The pawl forming the triggering element can then be displaced from its previously released state back into its retaining state, and, for example, an electromagnet arranged thereon can be activated in order to lock the pawl in the retaining state. Overall, the brake device then returns to its initial configuration and is thus ready to be operated for a subsequent braking process.

[0062] Here, the entire process for releasing the brake device can be automated. A technician does not have to reset the brake device to its initial configuration on site, as is the case with conventional brake devices. Instead, this can be achieved simply by appropriately moving the elevator car in the release direction and temporarily operating the pressure element of the brake device.

[0063] It should be noted that some possible features and advantages of the present invention are described here with reference to different embodiments of a brake device or an elevator system equipped with a brake device, or with reference to different embodiments of a method to be performed for releasing a previously activated brake device. A person skilled in the art recognizes that these features can be combined, adjusted or exchanged in a suitable manner to realize other embodiments of the present invention.

[0064] In addition, it should be pointed out that the applicant of the present patent application filed another patent application on the same day, the name of which is "a braking device for braking a traveling body that can be displaced in a displacement direction along a guide rail, for example, with a wedge-shaped braking element". The other patent application introduces an embodiment that can also be used in the present patent application. In particular, an embodiment in which the braking element is not designed as an eccentric element but is designed as a wedge is introduced. Here, the other patent application is incorporated herein in its entirety by reference. BRIEF DESCRIPTION OF THE DRAWINGS

[0065] The embodiments of the present invention are described below in conjunction with the accompanying drawings. Neither the drawings nor the description should be construed as limiting the present invention.

[0066] Figure 1 An elevator installation according to an embodiment of the present invention is shown.

[0067] Figure 2a to Figure 2f A braking device according to an embodiment of the invention is shown in different stages when the braking device is activated and then released.

[0068] The figures are only schematic and not true to scale. The same reference numerals in different figures denote the same or equivalent features. DETAILED DESCRIPTION

[0069] Figure 1 An elevator installation 1 according to one embodiment of the invention is shown. In this figure, only components are shown which are helpful for understanding the invention. The elevator installation 1 may have further components, which are however not shown for the sake of clarity.

[0070] The elevator installation 1 comprises a travel body in the form of an elevator car 3, which can be moved vertically in an elevator shaft 7. During its vertical movement, the elevator car 3 is guided laterally by guide rails 5, which are mounted on the side walls 9 of the elevator shaft 7 and extend along the entire travel path of the elevator car 3. The elevator car 3 is held by a rope-like suspension 13, which can be moved by means of a drive 11. Two brake devices 15 are mounted on the elevator car 3. The brake devices 15 are arranged adjacent to one of the guide rails 5 and can cooperate with it to generate a braking force.

[0071] Figure 2a A braking device 15 according to an embodiment of the invention is shown in cross section. The braking device 15 comprises a holder 17 , a braking element 19 , a preload element 21 , a triggering element 23 and a friction generating element 25 .

[0072] In the example shown, the holder 17 is realized using a frame 27. The frame 27 can be fastened to the elevator car 3. The frame 27 is designed to transfer the forces generated by the braking device 15 to the elevator car 3, in particular to brake the elevator car. In addition, the frame 27 serves to hold or support other components, such as, in particular, the braking element 19, the preload element 21 and the triggering element 23.

[0073] The brake element 19 has on its outer side a brake surface 31 which points toward the guide rail 5. The brake surface 31 can be pressed due to its material or its structure so that a high friction force is generated when it comes into contact with the guide rail 5.

[0074] The brake element 19 is designed in this case as an eccentric element 29. In the example shown, the eccentric element 29 has a circular cross section and can be pivoted about an eccentrically arranged shaft 30. Here, the shaft 30 is coupled to the frame 27 of the holder 17. Thus, the eccentric element 29 can be pivoted relative to the holder 17 into different orientations.

[0075] As long as the brake device 15 is not actuated, the eccentric element 29 forming the brake element 19 is pivoted to Figure 1In the free running orientation shown in , in which the braking surface 31 is laterally spaced from the opposite surface of the guide rail 5. Therefore, in the non-actuated state, no friction occurs between the braking element 19 and the guide rail 5.

[0076] When the brake device 15 is operated, the eccentric element 29 is pivoted from its free-running orientation into a braking orientation. In the braking orientation, the braking surface 31 is Figure 2b As shown, contact is made with the opposite surface of the guide rail 5. By means of this mechanical contact, a considerable friction is generated between the brake element 19 and the guide rail 5 in the actuated state.

[0077] In order to be able to pivot the brake element 19 from its free-running orientation toward its braking orientation, the brake device 15 has a preload element 21. The preload element 21 is an elastically deformable element, for example a spring 33. In the example shown, the spring 33 is arranged between a first fixing point 35 on the frame 27 of the holder 17 and a second fixing point 37 on the brake element 19. Here, the second fixing point 37 is arranged eccentrically on the eccentric element 29, in particular away from the shaft 30 and preferably close to the periphery of the eccentric element 29.

[0078] As long as the brake device 15 is not actuated, the preload element 21 remains in the deactivated configuration. Figure 2a As shown. In this deactivated configuration, the prestressing element 21 is mechanically prestressed in a first direction. In the example shown, the spring 33 used for this purpose is mechanically stretched.

[0079] In order to keep the pretensioning element 21 in the deactivated configuration as long as the brake device 15 is not actuated, the brake device 15 has a triggering element 23. In the example shown, the triggering element 23 is designed with a pawl 39. The pawl 39 can be kept in a holding state by means of an electromagnet 41, in that the triggering element 23 holds the pretensioning element 21 in its first configuration.

[0080] When the brake device 15 is to be operated, the trigger element 23 can be activated in the released state, for example by no longer energizing the electromagnet 41 in the illustrated embodiment and thus releasing the pawl 39. The pawl 39 can then be released from Figure 2a The locking position shown is moved to Figure 2b The unlocked position shown, in the locked position, the pawl blocks the movement of the spring 33 used as the preload element 21, in the Figure 2b In the unlocking position shown in , the pawl releases the pretensioning element 21. In the example shown, the pawl 39 can be pivoted for this purpose.

[0081] The preload element 21 released in this way can, due to the mechanical preload present therein, pivot the eccentric element 29 from its free-running orientation into its braking orientation, as in Figure 2bDue to its eccentric mounting about the axis 30 , the braking surface 31 here comes into contact with the guide rail 5 laterally.

[0082] In order to be able to appropriately counteract the forces acting on the brake element 19 and thus on the holder 17 , the brake device 15 has a counterpressure element 43 which is also mounted on the holder 17 and is supported in relation to the frame 27 of the holder 17 via a counterpressure spring 45 .

[0083] As soon as the braking surface 31 of the brake element 19 abuts against the guide rail 5, the brake element 19 is further pivoted counter to the displacement direction 47 due to the relative movement between the brake device 15 and the guide rail 5 in the displacement direction 47. Due to the configuration of the brake element 19 as an eccentric element 29, the pressing force exerted by the brake element 19 via its braking surface 31 on the guide rail 5 increases. As a result, the braking effect achieved overall by the brake device 15 is self-reinforcing.

[0084] Finally, the brake element 19 is pivoted to Figure 2c In this configuration, the brake device 15 generates a high braking force, with the help of which the elevator car 3 mounted thereon can be efficiently and quickly braked to a standstill.

[0085] During the pivoting movement of the brake element 19 from the position or orientation in which it has reached its braking position and firstly with its braking surface 31 resting against the guide rail 5 to the position or orientation in which the brake element 19 has reached its fully engaged configuration, the brake element 19 is further pivoted relative to the frame 27 of the holder 17. As a result, the pretensioning element 21, which is fixed at one end to the second fixing point 37, is also stretched beyond its intermediate relaxed or at least not highly tensioned configuration into a configuration further pretensioned under tension. However, the spring 33 forming the pretensioning element 21 extends in this case in a direction different from that which was initially the case in the free-running orientation. As a result, the force exerted by the pretensioned pretensioning element 21 on the brake element 19 in the free-running orientation on the one hand and in the fully engaged configuration on the other hand generates opposite torques on the brake element 19.

[0086] In other words, the preloaded preload element 21 attempts to pivot the brake element 19 in the fully engaged configuration back into the braking orientation or ultimately into the free-running orientation. However, in the fully engaged configuration, the forces that clamp the eccentric brake element 19 against the guide rail 5 dominate, so that the brake element 19 remains in its fully engaged configuration despite the restoring force generated by the preload element 21 unless further measures are taken.

[0087] In conventional braking devices, once a braking device has been operated (wherein the braking element has been moved to its fully engaged configuration) it is difficult to release the brake again, ie return to its original configuration.

[0088] refer to Figure 2d to Figure 2f It is described below how, using the brake device 15 proposed here, such a release of the brake device 15 can be performed easily and usually without the intervention of a technician, ie preferably fully automatically.

[0089] In order to release the brake device 15, its friction-generating element 25 is first actuated. In the example shown, the actuator 49 of the mechanism 48 of the friction-generating element 25 is activated for this purpose. The actuator 49 then displaces the pressure element 51, which was previously already spaced apart from the guide rail 5 due to the preload generated by the spacing spring 55, towards the guide rail 5. The bearing element 53 can engage the guide rail 5 from behind on the opposite side. By pressing the pressure element 51 against the guide rail 5 and supporting it there on the bearing element 53, a significant friction with the guide rail 5 can be generated by the friction-generating element 25, which can achieve a braking force opposite to the displacement direction 47 of the brake device 15 relative to the guide rail 5.

[0090] Such a braking force can be transmitted from the friction generating element 25 to the brake element 19, for example, by means of a coupling rod 57. The force transmission can take place in such a way that the force generates a torque acting on the eccentric element 29. For this purpose, the coupling rod 57 can act on the eccentric element 29, for example, eccentrically, in particular at a distance from the axis 30 of the eccentric element. In this case, the coupling rod 57 can be pivotable relative to the eccentric element 29.

[0091] After the friction generating element 25 is operated in this manner, as in Figure 2d , the elevator car 3 is moved in a release direction 59, i.e. upwards in the example shown, counter to the initial displacement direction 47, by means of the drive device 11. As a result, the retaining element 17 is also displaced together with the elevator car 3. Since the brake element 19 is pressed onto the guide rail 5 and is thereby held fixedly thereon, the brake element 19 is moved out of its previously fully engaged configuration, i.e. is pivoted back in the direction of the free-running orientation.

[0092] Without the braking action of the friction generating element 25, the brake element has immediately lost the pressing force of its brake surface 31 against the guide rail 5, because the brake element has reached an orientation in which the brake surface 31 no longer bears against the guide rail 5. Therefore, the brake element 19 has then begun to move together with the holder 17 without further pivoting. As a result, the brake element 19 can no longer be reset back to its initial configuration.

[0093] However, the braking effect of the operated friction generating element 25 or the effect of fixation on the guide rail 5 causes the brake element 19 to be subjected to a torque without the brake element itself being in contact with the guide rail 5. Here, the force generating the torque is transmitted from the friction generating element 25 to the brake element 19 via the coupling rod 57. Figure 2e As shown in FIG. 1 , the elevator car 3 can be further pivoted relative to the holding element 17 by moving the elevator car 3 together with the holding element 17 further in the release direction 59 .

[0094] In this case, the pretensioning element 21 is continuously tensioned until the pretensioning element finally reaches its inactive configuration again. Figure 2f As shown, the triggering element 23 can be configured back to its holding state. To this end, the electromagnet 41 can be energized and the pawl 39 can be moved back to its locking position again.

[0095] Finally, by means of the braking action that the friction generating element 25 can generate, the brake element 19 can be pivoted for a long time until the brake element reaches its starting position relative to the holder 17, so that the entire brake device 15 can automatically reset to the initial configuration.

[0096] It should be pointed out that the specific configuration of the components of the brake device 15 in FIG. 2 is merely exemplary. As an alternative to the configuration shown, the brake element 19 can be implemented, for example, not as an eccentric element 29 but by means of a displaceable brake wedge. The preload element 21 can be implemented, for example, by other components suitable for applying a suitably directed force to the brake element 19 instead of by means of a spring 33. The trigger element 23 can be implemented, for example, not as a pawl 39 but by other components that controllably prevent the movement of the brake element 19. The friction generating element 25 can have components other than those shown in order to controllably generate friction with the guide rail 5. For example, the friction generating element 25 can be configured with an electromagnet that can be pulled toward the guide rail 5 when it is energized.

[0097] 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 may also be used in combination with other features or steps of other embodiments described above. Any reference signs in the claims should not be interpreted as limiting.

Claims

1. A braking device (15) for braking a travel body (3) of an elevator installation (1) which is displaceable in a manner that it can be guided along a guide rail (5) in a displacement direction (47), in, The braking device (15) comprises: Retaining member (17), Braking element (19), Preload element (21), a trigger element (23), and a friction generating element (25), The brake element (19) is held and supported on the holder (17) in such a way that a brake surface (31) of the brake element (19) can be displaced relative to the holder (17) between a free-running position and a braking position, wherein the brake element (19) can be spaced apart laterally from the guide rail (5) with its brake surface (31) in the free-running position and can be pressed laterally against the guide rail (5) in the braking position, The preload element (21) does not exert a force on the brake element (19) in the deactivated configuration that can displace the brake element (19) toward the braking position, and exerts a force on the brake element (19) in the activated configuration that can displace the brake element (19) toward the braking position. The trigger element (23) in the holding state holds the pretensioning element (21) in the deactivated configuration, and when the trigger element (23) is activated to the released state, the pretensioning element (21) is configured to be changed from the deactivated configuration to the activated configuration. By means of the friction generating element (25), in the non-actuated state, no friction can be generated by abutting against the guide rail (5), so that the friction generating element (25) does not generate a force on the brake element (19) caused by this friction, and By means of the friction generating element (25), in the actuated state, friction can be generated by contacting the guide rail (5) in such a way that the friction generating element (25) generates a force on the brake element (19) caused by this friction, which loads the brake element (19) in the direction of the free running position.

2. The brake device according to claim 1, in, The brake element (19) is an eccentric element (29) which can be pivoted eccentrically about a pivot axis (30) from a free-running orientation, in which a sub-region of the outer side of the eccentric element (29) serving as a brake surface (31) is in a free-running position, into a braking orientation, in which a sub-region of the outer side of the eccentric element (29) serving as a brake surface (31) is in a braking position.

3. The brake device according to claim 2, in, The preload element (21) is designed as an elastically deformable element and is arranged and cooperates with the retaining element (17) on the one hand and the brake element (19) on the other hand in such a way that, in its activated configuration, the preload element pivots the brake element (19) with its brake surface (31) into mechanical contact with the guide rail (5).

4. The brake device according to claim 3, in, The elastically deformable element is a spring (33).

5. The braking device according to claim 3, wherein: The end of the elastically deformable element cooperates eccentrically with the eccentric element (29) and is mechanically prestressed in its inactive configuration.

6. The braking device according to any one of claims 1 to 5, in, The preload element (21) is designed as an elastically deformable element and is arranged and cooperates with the retaining member (17) on the one hand and the brake element (19) on the other hand in such a way that the preload element is preloaded in a first direction in the deactivated configuration and is preloaded in a second direction transverse to the first direction or pointing opposite to the first direction in the fully engaged configuration of the brake element (19), wherein the brake element (19) in the fully engaged configuration can be displaced by friction on the guide rail (5) in the opposite direction to the displacement direction (47) beyond the position in which the brake element (19) first abuts against the guide rail (5) with its brake surface (31) starting from the free running position.

7. The brake device according to claim 6, in, The elastically deformable element is a spring (33).

8. The braking device according to any one of claims 1 to 5, in, The trigger element (23) is designed as a pawl (39) which can be displaced between a locked position and an unlocked position, and the pawl (39) holds the pretensioning element (21) in its deactivated configuration in its locked position, and releases the pretensioning element (21) into its activated configuration in its unlocked position.

9. The braking device according to any one of claims 1 to 5, in, The friction generating element (25) has a pressing element (51) and an actuator (49), wherein the actuator (49) is configured to enable the pressing element (51) to be maintained spaced apart from the guide rail (5) when the friction generating element (25) is not operated, and to enable the pressing element (51) to be pressed against the guide rail (5) by means of the actuator (49) when the friction generating element (25) is operated.

10. The brake device according to claim 9, in, The friction-generating element (25) has a mechanism (48) which is configured to move a pressure element (51) toward an arranged abutment element (53), wherein the guide rail (5) can be arranged between the pressure element (51) and the abutment element (53).

11. The braking device according to any one of claims 1 to 5, in, The friction generating element (25) is constructed with an electromagnet.

12. The braking device according to any one of claims 1 to 5, in, The friction generating element (25) is pivotably connected to the brake element (19).

13. An elevator device (1), comprising: Guide rail (5), A travel body (3) displaceable in a manner that it can be guided along a guide rail (5) in a displacement direction (47), a drive device (11) for displacing the traveling body (3), and A braking device (15) according to any one of claims 1 to 12, which is mounted with its retaining element (17) on a travelling body (3) and is arranged adjacent to the guide rail (5).

14. A method for releasing a previously activated brake device (15) in an elevator installation (1) according to claim 13, in, When the brake device (15) is activated, the brake element (19) is engaged into a fully engaged position by displacing the brake element (19) relative to the holder (17) counter to the displacement direction (47) of the travel body (3) to be braked, wherein the brake surface (31) abuts against the guide rail (5) and the brake element (19) is clamped between the guide rail (5) and the holder (17). Wherein, the method comprises: operating a friction generating element (25) of a brake device (15), and The brake device (15) is displaced by displacing the travel body (3) in a release direction (59) opposite to the displacement direction (47) to be braked by means of a drive device (11).

15. The method according to claim 14, wherein: The travel body (3) is displaced in the release direction (59) until the brake element (19) which is held on the guide rail (5) in a positionally fixed braking manner by the operated friction generating element (25) is moved relative to the retaining element (17) into a fixed position, in which the pretensioning element (21) is in a position corresponding to its deactivated configuration and the triggering element (23) is transferred from its released state to its retained state in order to retain the pretensioning element (21) in its deactivated configuration.

Images