Braking device for braking a travel body displaceable along a guide rail in a displacement direction, for example with a wedge-shaped brake element

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 when the triggering element (23) is activated to a released state, transform the pretensioning element (21) from the deactivated configuration to the activated configuration. 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 retaining member, a braking element, a prestressing element, a triggering element and a pressing element. The braking element has a braking surface that can point to the guide rail, and can be held and supported on the retaining member so that the braking element can move between a free running position and a braking position relative to the retaining member. The braking element can be spaced apart from the guide rail laterally with its braking surface in the free running position, and can be pressed laterally onto the guide rail in the braking position. When the prestressing element is in a deactivated configuration, no force is applied to the braking element to displace the braking element toward the braking position, and in an activated configuration, a force is applied to the braking element to displace the braking element toward the braking position. The triggering element holds the prestressing element in a first configuration in a retained state, and when the triggering element is activated to a released state, the prestressing element is configured to be transformed from a deactivated configuration to an activated configuration. The pressing element does not generate any force on the brake element in a direction that can be oriented toward the guide rail in a non-actuated state, but generates a force on the brake element in a direction that can be oriented toward the guide rail in an actuated state.

[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 according to an embodiment of the first aspect of the invention, which is mounted on the elevator car with its retaining member and arranged adjacent to the guide rail.

[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, firstly the pressure element of the brake device is actuated 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 member, a braking element, a preload element and a triggering element. The components mentioned here can be configured similarly to conventional braking devices. The braking device presented here differs from conventional braking devices in particular in that a clamping element is additionally provided. The clamping element can be used to clamp the braking element onto the surface of the guide rail so that the braking element can be temporarily held in a fixed position on the guide rail during a release process, for example during which a previously activated braking device should be released again and brought into an 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 moved relative to the holder. In this case, the holder can be designed to guide the brake element in a desired direction or along a desired path when it is moved relative to the holder. For example, the holder can support and guide the brake element so that the brake element can be moved back and forth between a free-running position and a braking position, for example along a linear path. On the other hand, the holder represents a part of the braking device which is directly or indirectly connected to the elevator car to be braked and is held in a fixed position relative to the elevator car. Mechanically, the holder can be designed to be able 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 brake efficiently 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 linear. In particular, the displacement path can extend obliquely at a small or flat angle to the surface of the guide rail against which the braking surface of the brake element is to press.

[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 traditional brake devices, the brake device introduced here also has a clamping element. The clamping element can also be switched back and forth between at least two different states. In the unoperated state, the clamping element does not apply any force toward the guide rail to the brake element. However, once the clamping element is switched to its operated state, the clamping element will produce a force that clamps the brake element in the direction toward the guide rail. Therefore, the clamping element can be used in a controllable manner: the brake element is preferably not affected by other components of the brake device and its braking surface is moved toward the guide rail or kept on the guide rail and / or pressed onto the guide rail.

[0019] As will be explained in more detail below, the pressure 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 hold the brake element at least temporarily in a fixed position on the guide rail by the pressure element pressing the brake element with its brake surface against the guide rail with a sufficient pressing force. This temporary fixing of the brake element on the guide rail can advantageously be used to return the 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 brake element has a width which tapers in the displacement direction. The width is measured between the brake surface and a sliding surface opposite the brake surface. The retaining element forms a seat along which the brake element can be moved between the free-running position and the brake position by the cooperation of its sliding surface with the seat.

[0021] In other words, the brake element can have a greater width on the front side along the typical displacement direction of the brake element relative to the guide rail than on the rear side. The retaining member can be designed in structure in such a way that the retaining member forms a seat for the brake element designed in this way, so that the brake element can move relative to the retaining member. Here, due to the tapering design of the brake element, the retaining member and the brake element should cooperate during the braking process so that when the brake element cooperates with its sliding surface with the seat formed by the retaining member, the brake element moves from its free running position to its braking position. Here, due to the tapering geometry of the brake element and the cooperation of its sliding surface with the seat formed by the retaining member, a self-reinforcing braking effect can be achieved during the braking process. This self-reinforcing braking effect can be particularly achieved by the brake element being pushed in the direction of its rear side, i.e., in the direction of the side of the brake element with a smaller thickness, by the friction of its braking surface on the guide rail, and being clamped to this extent by the retaining member as a seat and thus pressed onto the guide rail.

[0022] In particular, according to one embodiment, the brake element can be wedge-shaped.

[0023] In such a wedge-shaped brake element, the braking surface and the sliding surface are respectively arranged flat but obliquely to each other. Such a wedge-shaped brake element can be easily manufactured and / or operated in a brake device. In particular, a counter-sliding surface serving as a support and oriented obliquely to the opposing surface of the guide rail can be formed on the holder, along which the sliding surface of the wedge-shaped brake element can move, so that the brake element moves in a direction oblique to the guide rail and thus moves laterally from the free running position to the braking position.

[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 moved 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 introduced into a state of elastic preload. For example, the preload element can be designed as a spring element, such as a helical spring or the like. Here, the preload element can be connected to a retainer of the braking device at one end, for example, and can cooperate with the braking element at the opposite end. Here, the preload element should be arranged and constructed so that when the preload element changes from its deactivated configuration to its activated configuration, the preload element displaces the braking element toward the guide rail until the braking element makes mechanical contact with the guide rail with its braking surface. For example, the preload element can be mechanically preloaded in its deactivated state, and the mechanical preload can be of such intensity and orientation that the preload element, when it enters the activated state, moves the braking element from its free running position to its braking position by virtue of its preload, and in the process at least slightly presses against the guide rail. Such a preload element can ensure that the braking device can be reliably activated. Here, the preload element can be implemented as a passive element, that is, the preload element can also work without its own power supply.

[0026] 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 opposite 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 starting from the free-running position.

[0027] 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 brought into a relaxed state and thereby move the brake element from its free-running position to its braking position, i.e. towards the guide rail. When the brake element rests with its braking surface on the guide rail, the brake element is usually moved further by the guide rail due to the relative movement still occurring between the guide rail and the braking device. Here, the brake element moves towards a fully engaged configuration in which it gradually wedges between the retaining element and the guide rail, so that the overall braking force generated is self-reinforced. While moving towards the engaged configuration, the pretensioning element is re-deformed from an intermediate relaxed state into a mechanically pretensioned state. However, this pretensioning state does not correspond to the initial pretensioning state in the deactivated configuration of the pretensioning element. However, here, the pretensioning element is pretensioned in the opposite direction compared to the initial pretensioning state.

[0028] In other words, a preload element designed, for example, as a spring, if it has been compressed into the activated configuration before being activated, can first be relaxed as a response to the activation and, in doing so, move the brake element until its braking surface abuts against the guide rail. If the brake element is subsequently carried further by the guide rail, this initial movement of the brake element continues and the spring is thereby stretched. When the brake element finally reaches its fully engaged configuration, the spring is therefore 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 to a position in which the brake element abuts against the guide rail for the first time starting from the free-running position.

[0029] As described below, such construction and arrangement of the preload element may facilitate movement of the auxiliary brake member from the fully engaged configuration and back to the initial free-running position when the brake device is released.

[0030] 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.

[0031] 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.

[0032] In the following, possible configurations of a pressing element are described, with which the brake element can be controlled and pressed onto the guide rail, preferably independently of other components of the brake device.

[0033] According to one specific embodiment, the pressing element can be designed as an electromagnet.

[0034] When an electric current is applied to the electromagnet, the electromagnet can form a magnetic field. Due to this magnetic field, the electromagnet can be subjected to an attractive force towards the magnetizable component, such as the guide rail in this case. When the clamping element configured with the electromagnet is activated, the clamping element can be pulled towards the guide rail and the force generated thereby can be transmitted to the brake element.

[0035] According to one specific embodiment, the pressing element can be rigidly connected to the braking element.

[0036] In other words, the holding element can be connected to the brake element in such a way that the forces acting on the holding element are transferred to the brake element. For example, a pulling force which is pulled against the guide rail when the holding element is activated can be transferred to the brake element. Since the brake element is then pressed against the guide rail with its braking surface, the brake element is subject to considerable friction forces when the holding element is activated. These friction forces can result in the brake element being able to be fixed to the guide rail independently of the other components of the brake device as long as the holding element is activated.

[0037] According to one specific embodiment, the pressing element can be mounted on the brake element adjacent to the brake surface of the brake element.

[0038] In other words, the clamping element can be installed on the brake element near the braking surface of the brake element. Preferably, the clamping element can be positioned so that the surface of the clamping element pointing to the relative guide rail is flush with the braking surface of the brake element or is slightly retracted compared thereto. In other words, the surface of the clamping element can be spaced the same distance from the relative guide rail or slightly farther than the braking surface of the brake element. By this alignment or slightly retracted arrangement of the clamping element, it can be achieved on the one hand: when the clamping element is activated, the clamping element is pulled to the guide rail, but the clamping element does not contact the guide rail, or the clamping element at least not only contacts the guide rail, but in any case, the braking surface of the brake element is pressed onto the guide rail. On the other hand, the clamping element can be arranged close enough to the guide rail so that it can cooperate with the guide rail in a short distance. It may be particularly advantageous to pull the clamping element to the guide rail by means of an electromagnet.

[0039] According to one embodiment, the brake device has two brake elements which can be arranged on opposite sides of the guide rail and at least one pressing element which cooperates with the brake elements.

[0040] In other words, the braking device can have two braking elements, which are arranged opposite each other with their respective braking surfaces. In this case, the guide rail can be arranged in the gap between the braking surfaces. When the braking device is operated, the two braking elements can be moved from their free running position to their braking position under the drive of the respective preload elements, and in this case, their braking surfaces rest against the opposite surface of the guide rail. By providing two braking elements, in the case of the car braking thus performed, a more symmetrical force distribution in the braking device can be achieved overall. In order to be able to release the braking element again, the braking device can have at least one clamping element, which cooperates with the braking element in order to temporarily keep the braking element pressed against the guide rail. If necessary, it may be advantageous to equip each braking element with its own clamping element.

[0041] According to one embodiment, the pressing element can have a mechanism which is designed to move the pressing element toward a counter element which can be arranged on the opposite side of the guide rail relative to the pressing element.

[0042] Such an embodiment can be realized as an alternative or supplement to the above-mentioned construction of the clamping element with an electromagnet. Here, in order to activate the clamping element, the mechanism can be operated. For this purpose, the mechanism can have a controllable actuator. Such an actuator can have an electric motor, for example. When the mechanism is operated, the mechanism can move the clamping element toward the mating element. Since the mating element is arranged on the opposite side of the guide rail and can be supported on the opposite surface of the guide rail, for example, the clamping element can be pulled toward the guide rail. Since the clamping element is mechanically connected to the brake element, the brake element can be pressed onto the guide rail in this way.

[0043] 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.

[0044] 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.

[0045] 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.

[0046] 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.

[0047] 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.

[0048] In order to achieve this, the pressing element is first operated in the previously activated brake device. In this operated state, the pressing element then generates a force on the brake element that presses the brake surface of the brake element onto 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 downward when the brake device is activated, the elevator car is moved upward by the drive device to release the brake device. This movement of the elevator car in the release direction also causes the retaining member of the brake device to move in the release direction. However, since the brake element is firmly held on the guide rail due to the previously operated pressing 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. Therefore, the braking effect caused by the brake element can be released.

[0049] 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 clamping 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 hold the pretensioning element in its deactivated configuration.

[0050] In other words, in the method presented here, the actuated pressure 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.

[0051] In particular, with regard to the above-described embodiment, this may mean that the wedge-shaped brake element, which was pushed into its fully engaged position due to a previous activation and is clamped there 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.

[0052] 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 into its fully engaged position from an intermediate relaxed state to an oppositely preloaded state during the previous engagement of the brake element. 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.

[0053] However, without the support of the pressing element, the brake element will only release from the fully engaged position until the brake element is no longer pressed onto the guide rail by the retaining member. In addition, the brake element cannot be moved back to its initial position, especially because the preload element has been pushed in the opposite direction.

[0054] However, the brake element can also be pressed onto the guide rail by means of the pressing element and thus held in a fixed position on the guide rail without the need for a pressing 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 gradually moves towards its initial position, i.e. close to its free-running position, and the brake element fixed to the guide rail 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 holding state and, for example, an electromagnet arranged thereon can be activated in order to lock the pawl in the holding state. Overall, the brake device then returns to its initial configuration and is thus ready to be operated for a subsequent braking process.

[0055] 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.

[0056] 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.

[0057] 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 example with an eccentric element, for braking a traveling body that can be displaced in a displacement direction along a guide rail". 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 a wedge but as an eccentric element is introduced. Here, the other patent application is incorporated herein in its entirety by reference. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] 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.

[0059] Figure 1 An elevator installation according to an embodiment of the present invention is shown.

[0060] 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.

[0061] Figure 3 The construction of a braking device according to an alternative embodiment of the present invention is shown.

[0062] The figures are schematic and not true to scale. The same reference numerals in different figures indicate the same or equivalent features. DETAILED DESCRIPTION

[0063] 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.

[0064] 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.

[0065] Figure 2a A braking device 15 according to an embodiment of the invention is shown in cross section. The braking device 15 comprises a retaining element 17 , a braking element 19 , a preload element 21 , a triggering element 23 and a pressure element 25 .

[0066] In the example shown, the holder 17 is realized using a frame 27. This frame 27 can be fixed to the elevator car 3. Furthermore, the holder 17 comprises a guide element 29 with a guide surface extending obliquely to the guide rail 5, which serves as a seat 35 for the brake element 19.

[0067] In the present case, the brake element 19 is designed as a brake wedge. The brake element 19 has a brake surface 31 facing the guide rail 5. The brake element 19 is held and supported on the holder 17 in such a way that the brake element can be moved along or against the displacement direction 47 of the brake device 15 relative to the guide rail 5, i.e. vertically, and on the other hand, can also be moved in a direction transverse to the displacement direction 47, i.e. horizontally.

[0068] For this displaceability, the brake element 19 can slide along the guide element 29 of the holder 17 with the sliding surface 33 opposite to the brake surface 31 on the inclined guide surface serving as the abutment 35. Here, the brake element 19 can be Figure 2a The free running position shown and Figure 2b The guide rail 5 is moved back and forth between the braking positions shown. On the sliding surface 33 of the braking element 19 and / or the support 35 of the guide element 29, suitable bearings, such as sliding bearings or bearings equipped with a plurality of rollers (not shown) can be formed. In the free-running position, the braking element 19 is spaced apart with its braking surface 31 from the opposing surface of the guide rail 5, while in the braking position, the braking element rests with its braking surface 31 on the guide rail 5.

[0069] In order to be able to move the brake element 19 from its free-running position in the direction of its braking position, the brake device 15 has a preload element 21. The preload element 21 is an elastically deformable element, for example a spring 37. As shown in the figure, the spring 37 is located between the frame 27 of the holder 17 and the end stop 51 of the rod 49 connected to the brake element 19. As long as the brake device 15 is not operated, the preload element 21 remains in the deactivated configuration, such as Figure 2a As shown. In this deactivated configuration, the preload element 21 is mechanically preloaded. In the example shown, the spring 37 used for this purpose is mechanically compressed.

[0070] In order to keep the preload 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 preload element 21 in its first configuration. The preload element 21 is an elastically deformable element, for example a spring 37.

[0071] 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 37 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 about a central axis for this purpose.

[0072] The preload element 21 released in this way can then, due to the mechanical preload present therein, move the rod 49 with its end stop 51 and the brake element 19 fixed therein vertically upwards, i.e. in the opposite direction of the displacement direction 47, as shown in FIG. Figure 2b Here, the brake element 19 slides with its sliding surface 33 along the support 35 and correspondingly presses with its braking surface 31 onto the guide rail 5 .

[0073] 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 53 .

[0074] As soon as the braking surface 31 of the brake element 19 abuts against the guide rail 5, the brake element 19 is displaced further along the obliquely arranged abutment 35 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 wedge-shaped configuration of the brake element 19, the contact 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.

[0075] Finally, the brake element 19 is displaced 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.

[0076] During the movement of the brake element 19 from the position in which it has reached its braking position and firstly with its braking surface 31 rests against the guide rail 5 to the position in which the brake element 19 has reached its fully engaged configuration, the brake element 19 is further displaced relative to the frame 27 of the holder 17. As a result, the pretensioning element 21, which is fixed at one end to the end stop 51 of the rod 49, is also stretched out of its intermediate relaxed configuration into a configuration pretensioned under tension.

[0077] 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.

[0078] 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.

[0079] In order to release the brake device 15, its pressure element 25 is first actuated. In the example shown, the electromagnet 45 of the pressure element 25 is energized for this purpose. In this case, the electromagnet 45 generates a magnetic field, due to which the pressure element 25 is pulled toward the magnetizable guide rail 5. Since the pressure element 25 is rigidly connected to the brake element 19, the brake element 19 is pulled toward the guide rail 5 due to this force. In addition, since the pressure element 25 is mounted adjacent to the brake surface 31 of the brake element 19, i.e., in the example shown, it is arranged flush with the brake surface 31, the brake surface 31 of the brake element 19 is pressed against the guide rail 5 by means of the actuated pressure element 25, in this way the brake element 19 is fixed on the guide rail 5 in a fixed position.

[0080] After the pressing element 25 is operated in this manner, as in Figure 2d , the elevator car 3 is moved in a release direction 65, 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 held therein in a fixed position, the brake element 19 is moved out of its previously fully engaged configuration.

[0081] However, without the pressing action of the pressing element 25, the brake element 19 will quickly lose its pressing force on the guide rail 5, since the brake element is no longer held pressed against the guide rail 5 by the abutment 35 of the guide element 29. The preload element 21 then transmits the movement of the retaining element 17 to the brake element 19. As a result, the brake element 19 will then begin to move together with the retaining element 17. As a result, the brake element 19 can no longer be reset to its initial configuration.

[0082] However, the pressing action of the pressing element 25 keeps the brake element 19 fixedly positioned on the guide rail 5 even if it does not cooperate with the support 35. Therefore, the brake element 19 can be Figure 2e As shown, a further displacement relative to the holding element 17 takes place in that the elevator car 3 together with the holding element 17 is further displaced in the displacement direction 47 .

[0083] In this case, the pretensioning element 21 is continuously compressed 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.

[0084] Finally, the brake element 19 can be held on the guide rail 5 by the pressure effect that the pressure element 25 can generate until the brake element reaches its starting position relative to the retaining element 17, so that the entire brake device 15 can automatically return to the original configuration.

[0085] Finally, reference Figure 3 An alternative design of the brake device 15 is presented. In this embodiment, the brake device 15 has two brake elements 19, which are arranged on opposite sides relative to the guide rail 5. Accordingly, the holder 17 has two surfaces arranged obliquely opposite to each other on the respective guide element 29, which serve as abutments 35. Each brake element 19 can slide with its sliding surface 33 along one of these abutments 35. The contact force ultimately caused by the brake element 19 on the guide rail 5 in the fully engaged configuration can be adjusted or limited by means of a counterpressure spring 53, which in this case supports each guide element 29 on the frame 27 of the holder 17.

[0086] In the example shown, the pressing element 25 is constructed here by means of a mechanism 55, which is configured to move the two brake elements 19 toward each other and, in the process, to press the brake surfaces 31 of the brake elements against the guide rail 5 arranged therebetween. For this purpose, for example, the mechanism 55 can drive a screw 59 by means of an electric motor 57, and the screw 59 can cooperate with a counterpart element 61 arranged on the opposite side of the guide rail 5. A preload spring 63 can generate a mechanical preload in the mechanism 55.

[0087] 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 The clamping element (25) The brake element (19) has a brake surface (31) which can be directed toward the guide rail (5), and the brake element (19) is held and supported on a holder (17) so that the brake element (19) can be displaced relative to the holder (17) between a free-running position and a brake position, the brake element (19) being able to be spaced apart laterally from the guide rail (5) with its brake surface (31) in the free-running position and being able to be pressed laterally against the guide rail (5) in the brake 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. The pressing element (25) does not exert any force on the brake element (19) in a direction that can be oriented toward the guide rail (5) in an unoperated state, and exerts a force on the brake element (19) in a direction that can be oriented toward the guide rail (5) in an operated state until the brake element (19) is moved relative to the retaining member (17) of the brake device (15) to an extent sufficient to fully preload the preload element (21) again.

2. The brake device according to claim 1, in, The brake element (19) has a width which tapers in the displacement direction (47), the width being measured between the brake surface (31) and a sliding surface (33) arranged opposite the brake surface (31), and The retaining element (17) forms a seat (35) along which the brake element (19) can be displaced between a free-running position and a brake position when a sliding surface (33) of the brake element cooperates with the seat (35).

3. The braking device according to claim 1 or 2, in, The brake element (19) is wedge-shaped.

4. The braking device according to claim 1 or 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 brake element (19) is displaced with its brake surface (31) into mechanical contact with the guide rail (5).

5. The brake device according to claim 4, in, The elastically deformable element is a spring element.

6. The braking device according to claim 1 or 2, 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 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 where the brake element (19) first abuts against the guide rail (5) starting from the free running position.

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

8. The braking device according to claim 1 or 2, 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 claim 1 or 2, in, The pressing element (25) is designed with an electromagnet (45).

10. The braking device according to claim 1 or 2, in, The pressing element (25) is rigidly connected to the braking element (19).

11. The braking device according to claim 1 or 2, in, The pressing element (25) is mounted on the brake element (19) adjacent to the brake surface (31) of the brake element (19).

12. The braking device according to claim 1 or 2, in, The brake device (15) has two brake elements (19) which can be arranged on opposite sides of the guide rail (5) and at least one pressing element (25) cooperating with the brake elements (19).

13. The braking device according to claim 1 or 2, in, The pressing element (25) has a mechanism (55) which is configured to move the pressing element (25) toward a counter element (61) which can be arranged on the opposite side of the guide rail (5) relative to the pressing element (25).

14. 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 13, which is mounted with its retaining element (17) on a travelling body (3) and is arranged adjacent to the guide rail (5).

15. A method for releasing a previously activated braking device (15) in an elevator installation (1) according to claim 14, 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: actuating a pressing element (25) of the brake device (15), and The brake device (15) is displaced by displacing the travel body (3) in a release direction (65) opposite to the displacement direction (47) to be braked by means of a drive device (11).

16. The method according to claim 15, wherein: The travel body (3) is displaced in the release direction (65) until the brake element (19) which is fixedly held on the guide rail (5) by the actuated pressure 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.

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