Anti-fall device for elevator

Abstract

A fall arrester comprises a first brake element, a first guide element and an adjusting element. The first brake element is supported in a linear bearing on the first guide element in a slidable manner. The first guide element can be moved between a rest position and a braking initial position. The adjusting element is designed to move the first guide element from the rest position to the braking initial position, in particular for activating the fall arrester. The first brake element can perform a braking movement from the braking initial position to the braking position. The braking movement resets the first guide element to the rest position. The first guide element is guided on a first parallelogram guide.

Description

Technical Field

[0001] The invention relates to an anti-falling device for an elevator. Background Art

[0002] In elevators, the travel element, in particular the car, is usually displaced vertically along a travel path between different floors or levels in a building. At least in high-rise buildings, an elevator type is used in which the car is held by a rope-like or belt-like support and is displaced in the elevator shaft by moving the support with the aid of a drive machine. In order to at least partially compensate for the load of the car to be moved by the drive machine, a counterweight is usually fastened to the opposite end of the support. The car and the counterweight are usually protected by a fall arrest device from falling into the shaft, which could occur, for example, due to a break in the support or insufficient drive torque of the drive machine.

[0003] Such an anti-fall device can be triggered safely and quickly. Compared with a mechanically triggered anti-fall device, an electronically triggered anti-fall device has the advantage that a relatively complex mechanical speed limiting system can be omitted and the triggering cause can be detected quickly and at any subsystem of the elevator by electronic sensors. Usually, an electronically triggered anti-fall device has an energy accumulator, such as a spring, so that sufficient force or energy can be applied to trigger the brake when necessary. Therefore, an electronically triggered anti-fall device must be reset differently from a conventional mechanical anti-fall device, because this energy accumulator must be taken into account during the reset.

[0004] WO2015071188A1 shows a rotatably mounted guide element which, when the anti-fall device is activated, is first pressed against the rail by a spring force and then pressed away from the rail by a clamped brake element. The brake element only selectively contacts the rail in the initial braking position, since the brake element rotates together with the guide element. Nevertheless, an additional activation element is also provided to ensure a secure engagement. Summary of the invention

[0005] The object of the invention is to design the triggering of the safety device to be safer.

[0006] According to one aspect of the present invention, a fall prevention device for an elevator achieves this object. The fall prevention device comprises a first brake element, a first guide element and an adjusting element. The first brake element is supported in a linear bearing on the first guide element in a slidable manner. The first guide element can move between a deactivated position and a braking initial position. The adjusting element is designed to move the first guide element from the deactivated position to the braking initial position, in particular for activating the fall prevention device. The first brake element can perform a braking movement from the braking initial position to the braking position. The braking movement resets the first guide element to the deactivated position. The first guide element is guided on a first parallelogram guide.

[0007] According to a second aspect of the invention, this object is achieved by an elevator with a traveling body, in particular with a car. The traveling body travels essentially vertically along a travel path between different floors. Tracks are installed along the travel path. The traveling body has a fall arrester according to the first aspect of the invention, which can brake the traveling body on the track.

[0008] The track is preferably arranged in the elevator so that at least a portion of the track is arranged between the brake elements of the safety device. In particular, the track is arranged between the first brake element and the second brake element.

[0009] The possible features and advantages of embodiments of the present invention may be considered to be based on the ideas and insights described below, including but not limited to the present invention.

[0010] In short, the anti-fall device comprises a first guide element, on which a first brake element is linearly guided, which first brake element can be driven by an adjusting element. During the use of the anti-fall device, the anti-fall device undergoes a change state of an inactive position, a braking initial position and a braking position. These states differ in different positions or locations of the components of the anti-fall device, in particular in different positions or locations of the first guide element, the first brake element and the adjusting element. If the activation of the anti-fall brake is indicated by a signal, the adjusting element feeds the guide element and the brake element guided thereon to the track. The anti-fall device moves from the inactive position to the braking initial position, wherein the brake lining of the brake element contacts the track over its entire surface. The brake lining is designed to be pressed against the track, and the friction surface provided for this purpose is substantially parallel to the track surface. Due to the contact and relative movement between the track and the brake element, a friction force is generated between the brake element and the track, wherein the braking force further moves the brake element to the braking position.

[0011] The advantage of the brake element being in full-surface contact with the guide rail is based on the use of a parallelogram guide which always keeps the guide rail element in the same orientation. A parallelogram guide essentially comprises four hinge arms, each having two hinges. The hinge arms are connected to one another at the hinges to form a quadrilateral. The hinge arms lying opposite one another have the same distance between the hinges, so that the quadrilateral represents a parallelogram. The hinge arms are usually designed as swing supports, i.e. rods or beams, which preferably have two hinges near their two ends. However, if the housing or the guide element has two hinges, the housing or the guide element is also considered to be a hinge arm, which are arranged in such a way and in particular spaced apart that the two hinges are suitable as hinge arms.

[0012] Examples of hinge arms are, on the one hand, a lever with at least two hinges and, on the other hand, for example also a housing (if the housing comprises at least two hinges), which corresponds to a hinge arm.

[0013] In the context of the present application, a parallelogram arm is a special articulated arm of a parallelogram guide, which articulated arm rotates during the movement of the parallelogram guide. The articulated arm thus disengages from the guide element and the housing, which guide elements are immovably fixed or parallel-moving relative to the housing. In the inactive position, the parallelogram arm preferably forms an angle of less than 45°, or a complementary angle of more than 135° with the guide element. The movement of the parallelogram guide out of the inactive position thus has a significant movement component perpendicular to the friction surface of the brake lining.

[0014] The brake element is guided on the guide element by a linear bearing. The linear bearing is used to guide the brake element in a straight line in the direction in which the linear bearing extends. The linear bearing can be installed between the brake element and the guide element as a separate structural element, or the guide element and the brake element are constructed in the contact area so that the interaction of the two contact areas produces a linear bearing. In particular, guided needle bearings and roller bearings are very suitable as linear bearings. Alternatively, the linear bearing can also be designed as a sliding surface. Advantageously, the extension direction of the linear bearing is slightly inclined relative to the friction surface of the brake lining, which is advantageously oriented vertically. The movement of the brake element from the braking initial position to the braking position first pushes the guide element back to the deactivation position and then causes the track to be stuck between the brake elements. In the braking position that is the same as the deactivation position of the guide element, the guide element rests on the housing. The normal force transmitted from the brake element to the guide element due to braking is introduced into the housing through the guide element. The housing is preferably designed so that it reacts to the guide element with a predetermined force and thereby ensures a predetermined normal force on the brake lining of the brake element. Due to its structure, the housing can be designed to be flexible, or the housing can have a preloaded spring, in particular a preloaded disc spring assembly, which yields at a predetermined force.

[0015] The transition from the inactive position of the guide element to the braking initial position is caused by the adjusting element. The adjusting element preferably causes a linear or rotational movement, which is then transmitted to the guide element directly or via mechanical components (such as gears, lever arms, cables, push rods or hydraulic systems). The movement can also be transmitted indirectly, as described below.

[0016] The braking movement is a movement caused by the friction connection of the brake element to the rail. This means that the relative movement of the rail with respect to the brake element moves the brake element and the guide element towards the braking position by means of friction. An advantage of the safety device is that the adjusting element is also returned to the position corresponding to the rest position by the braking movement. As a result, any spring that may be present in the adjusting element is biased again.

[0017] Another advantage of the anti-fall device is that the parallelogram arm is only subject to very small forces. The forces acting on the parallelogram arm are only used to hold the guide element and the brake element and possibly to push back the adjustment element. Larger forces, such as the normal force on the brake element and the friction forces formed thereby, which occur on the brake element in the braking position, are transmitted directly to the housing via the brake element and the guide element. As mentioned above, the normal force on the brake element is introduced into the housing via the guide element. The friction forces are transmitted directly from the brake element to the housing via the brake stop. The parallelogram arm does not participate in the two force transmissions.

[0018] According to a first alternative embodiment, the first parallelogram guide guides the first guide element on the adjustment slide. According to a preferred embodiment, the second parallelogram guide guides the second guide element on the adjustment slide.

[0019] In other words, the safety device can have an adjustment slide which is connected to the first guide element and preferably also to the second guide element via a parallelogram guide. The adjustment slide can be moved by the adjustment element, which results in the two guide elements being provided together with their brake elements on the rail. The adjustment slide is a first indirect way of transmitting the movement from the adjustment element to the guide element.

[0020] The second brake element is preferably mounted on the second guide element. This has the advantage that the safety arrester has brake elements guided in linear bearings on both sides of the guide rail. This allows the elevator to be released, i.e. the travel body to be lifted from the safety arrester, with only a small expenditure of force, since the safety arrester slides easily along the linear bearings and the brake elements do not rub against the rails during the lifting process.

[0021] According to a preferred embodiment, the adjusting element displaces the adjusting slide relative to the housing. According to a preferred embodiment, the adjusting slide is guided on the housing in a third linear bearing.

[0022] The adjusting element preferably moves the adjusting slide directly. The adjusting element is preferably fixed to the housing and moves the guide element via the adjusting mechanism. Alternatively, the adjusting element can also be fixed to the guide element. In this case, the adjusting mechanism is connected to the housing. In addition to being guided by the parallelogram guide, the guide element is preferably also guided in another guide, which guides the guide element in a direction perpendicular to the friction surface of the brake lining. Therefore, each guide element has only one possible direction of movement, namely a linear movement perpendicular to the friction surface of the brake lining. Basically, the guide element is moving towards or away from the track. The movement of the adjusting slide opposite to the braking movement and the additional guidance bring the guide elements closer together. As a result, the distance between the friction surface of the brake lining and the track is overcome, and the brake lining and thus also the brake element including the brake lining come into contact with the track. In this way, the braking initial position is reached. The adjusting slide is preferably mounted centrally between the two guide elements. Therefore, the two guide elements can be adjusted synchronously, in particular when the adjusting slide is guided centrally between the two guide elements by a third linear bearing. If the adjusting slide is not guided, the guide element can be elastically connected to the housing, so that the brake elements are kept at a sufficient distance from each other and can be fed synchronously.

[0023] The safety brake preferably has only a single adjusting slide and a single adjusting element.

[0024] The advantage of using the third linear bearing is that the power transmission from the adjustment element to the adjustment slide can be accomplished more simply. Another advantage is that the adjustment slide guided by the third linear bearing also guides the first and second guide elements in a predetermined, preferably vertical orientation via the first and second parallelogram guides.

[0025] The third linear bearing preferably guides the adjusting slide in a central position in the direction of travel. The adjusting slide is held in a vertical orientation by the linear bearing. The guide element is connected to the adjusting slide via a parallelogram guide and is therefore also held in a vertical orientation.

[0026] According to a second alternative embodiment, the first parallelogram guide guides the first guide element on the housing. According to a preferred embodiment, the adjustment element directly moves the first guide element.

[0027] The housing has an area that can be fixed to the vehicle body by means of a fixing means. In this case, preferably a bore is provided so that the safety device can be screwed onto the vehicle body. In particular, the housing is used to accommodate components of the safety device.

[0028] In other words, the safety brake according to the second alternative embodiment has a first guide element, which is fixed to the housing via a parallelogram guide. In this configuration, it is advantageous if the adjustment element acts directly on the guide element.

[0029] The anti-fall device according to the second alternative embodiment preferably has only one first guide element. Only one fixed brake element is mounted on the other side of the track. The brake element is thus fixedly connected to the housing. As a result, the embodiment of the anti-fall device is less complicated to manufacture because there are only a few parts.

[0030] Alternatively, the anti-fall device according to the second alternative embodiment can have a fixed guide element on the side of the track opposite to the first brake element, which guide element includes a brake element that can be moved linearly. The guide element is therefore fixedly connected to the housing. This embodiment of the anti-fall device is less complicated to manufacture and can also be easily debiased.

[0031] The adjusting element preferably has an adjusting element base plate, which is fixedly connected to the housing of the safety device and is used to accommodate components of the adjusting element. The adjusting element comprises an adjusting mechanism to transmit the movement of the adjusting element relative to the housing. The adjusting mechanism moves the adjusting slide or the guide element.

[0032] According to a preferred embodiment, a bearing stop is formed on the housing for the guide element.

[0033] The housing of the anti-fall device can accommodate the guide element and serve as a support for the guide element. The support has a support stop. In the braking position, the guide element is fixedly pressed against the support stop. In the deactivated position, the guide element preferably abuts against the support stop. In the housing, two guide elements are respectively mounted on opposite sides of the track via a brake element, so that the track can be clamped between the brake elements. Alternatively, the housing can have a fixed brake element fixedly mounted on the housing, which is mounted opposite to the guide element and the brake element corresponding to the guide element. The housing is designed so that it can withstand the forces generated in the braking position. In addition, the housing is designed to be flexible so that a normal force that is as constant as possible is generated on the brake element for brake elements with different degrees of wear. This also ensures that the normal force and thus the friction force remain below the maximum permissible value.

[0034] According to a preferred embodiment, the first parallelogram guide guides the first guide element on the second guide element.

[0035] In this embodiment, the second guide element can be fixedly mounted on the housing. The advantage of this embodiment is that the guide element guides the brake element on both sides of the rail. This makes it easier to lift the safety brake out of the braking position. This is because both brake pads can easily slide along the respective guide element.

[0036] According to another embodiment, the parallelogram guide has an operable parallelogram arm, which is connected to the guide element. The operable parallelogram arm can be directly operated by the adjustment element.

[0037] The operable parallelogram arm preferably has a further joint, through which the adjustment mechanism on the parallelogram arm transmits the movement.The transmission of movement through the parallelogram arm is another indirect transmission of movement from the adjustment element to the guide element.

[0038] According to a further embodiment, the adjusting element can be activated by an electrical or electronic trigger signal.

[0039] In this case, the CAN bus can transmit data packets, i.e. electronic signals, to the control unit of the safety brake, whereby the control unit activates the adjusting motor, which causes the adjusting element to move. In this case, the adjusting motor or the electromagnet and the control unit are operated with energy from an external or internal power supply of the safety brake. Alternatively, a voltage or a current can also be applied directly to the electrical connection, i.e. the electrical signal can cause the adjusting motor or the electromagnet to operate. In this case, the adjusting motor or the electromagnet is powered directly via the electrical connection.

[0040] According to another embodiment, the adjusting element comprises an energy accumulator, a holding element and an electromagnet. In the energized state, the electromagnet holds the holding element against the force of the energy accumulator. The electrical or electronic trigger signal releases the energy accumulator. In particular, the electrical or electronic trigger signal releases the energy accumulator by cutting off the current. In particular, the energy accumulator is designed as a spring.

[0041] In other words, the energy accumulator is usually a biased spring, which is held by an electromagnet in such a way that the energy accumulator does not move. Due to the continuous power supply of the anti-fall device, the electromagnet can attract the holding element and thus prevent the movement of the energy accumulator. As soon as the power supply of the anti-fall device fails, the magnetic field decreases, the electromagnet can no longer hold the holding element, and the energy accumulator is released. The release of the energy accumulator generates a movement which is transmitted to the adjustment mechanism. The electromagnet is preferably fixedly connected to the adjustment element substrate. The holding element is movably mounted on the adjustment element substrate together with the spring and the adjustment mechanism. Alternatively, the holding element can be fixedly connected to the adjustment element substrate and the electromagnet is movably mounted on the adjustment element substrate together with the spring and the adjustment mechanism.

[0042] In addition to the spring, alternative energy storage devices are, for example, compressed air storage devices or biasing blocks. The spring can be understood here as a steel spring, an elastomer spring or a gas spring. Here, the spring can be installed as a tension spring, a compression spring or a torsion spring.

[0043] According to another embodiment, the parallelogram guide has parallelogram arms connected to the guide element. A first acute angle between the extension direction of the parallelogram arms and a perpendicular to the friction surface of the brake lining in the initial braking position is greater than a second acute angle between the direction of the linear bearing on the guide element and a perpendicular to the friction surface of the brake lining in the initial braking position.

[0044] This ensures that, when the first brake element is engaged, the force transmitted to the first guide element via the linear guide pushes the guide element into the rest position.

[0045] According to another embodiment, the first acute angle is at least 10° greater than the second acute angle. BRIEF DESCRIPTION OF THE DRAWINGS

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

[0047] Here:

[0048] Figure 1a shows a fall arrest device in a deactivated position according to a first alternative embodiment;

[0049] Figure 1b The anti-fall device is shown in a braking initial position according to a first alternative embodiment;

[0050] Figure 1c shows a fall arrest device in a braking position according to a first alternative embodiment;

[0051] Figure 2a shows a fall arrest device in a deactivated position according to a second alternative embodiment;

[0052] Figure 2b The anti-fall device according to the second alternative embodiment is shown in the braking initial position;

[0053] Figure 2c shows the fall arrester in a braking position according to a second alternative embodiment;

[0054] Figure 3 A fall arrest device having an operable parallelogram arm is shown;

[0055] Figure 4 A fall arrester is shown with an adjustment element which is partially integrated into a counter-stop;

[0056] Figure 5 The adjustment element is shown as a modular component;

[0057] Figure 6An elevator with a fall arrest device is shown. DETAILED DESCRIPTION

[0058] Figure 1a to Figure 1c A safety brake 1 is shown according to a first alternative embodiment. The safety brake 1 is designed to clamp the rail 6 if necessary, so as to achieve a braking effect.

[0059] In the deactivated position, such as Figure 1a As shown, the adjustment mechanism 19 as a subcomponent of the adjustment element 15 holds the adjustment slide 18. In the inactive position, the two guide elements 12a, 12b are far enough apart that the brake elements 11a, 11b guided on the guide elements 12a, 12b are spaced far enough from the rail 6. The guide elements 12a, 12b abut against the support stop 27 of the support 25. The support 25 is part of the housing 13. The parallelogram arm 17 connects the two guide elements 12a, 12b to the adjustment slide 18.

[0060] To activate the safety device 1, the signal causes the adjusting element 15 to move the adjusting mechanism 19 in the triggering direction 35, so that the adjusting slide 18 moves in the direction of the triggering movement 37. Figure 1b As the guide element 12 can only be moved perpendicularly to the direction of the triggering movement 37, the guide elements move toward each other and away from the corresponding support stop 27. As soon as the brake elements 11a, 11b are pressed against the rail 6 with a sufficiently large normal force, the brake elements move along the guide elements 12a, 12b in the direction of the braking position, as shown. Figure 1c As shown. As a result, the guide elements 12a, 12b are pushed away from the rail 6 by the wedge shape of the guide elements 12a, 12b and the brake elements 11a, 11b. The guide elements 12a, 12b are pressed until they are pressed against the abutment stop 27. Once the abutment stop 27 is contacted, a further movement of the brake elements 11a, 11b leads to a sharp increase in the normal force on the brake elements 11a, 11b. The brake elements 11a, 11b are moved further until both brake stops 21 are reached. The housing 13 of the safety brake is designed so that the abutment stop 27 yields slightly under the load of the normal force, so that the required normal force remains essentially constant, even if the brake elements 11a, 11b are worn during the braking process or multiple braking processes.

[0061] Brake position Figure 1c The invention has the advantage that the adjusting mechanism 19 and thus also the adjusting element 1 are moved by the movement from the braking initial position to the braking position. In the braking position, the adjusting mechanism 19 and thus also the adjusting element 15 are again in the same position as in the initial deactivated position. In particular, the energy accumulator in the adjusting element 15 is also biased again. No further energy supply is required to bias the energy accumulator in the adjusting element 15 again.

[0062] Figure 2a to Figure 2c FIG. 1 shows a second alternative embodiment of a fall arrester 1 . The basic operating principle is the same as in the first alternative embodiment. The adjusting element 15 is Figure 2a to Figure 2c Not shown. Figure 3 , Figure 4 and Figure 5 Possible configurations of suitable adjustment elements 15 are shown.

[0063] Figure 2a The deactivated position of the safety device 1 is shown. To transfer to the initial braking position, Figure 2b As shown, the guide element 12 is moved into the initial braking position by means of an adjustment element (not shown). As soon as the brake element 11a is pressed against the rail 6 with a sufficiently large normal force, the brake element moves along the guide element 12 in the direction of the braking position. As a result, the brake element 11a of the safety brake 1 is pressed against the rail 6 sufficiently to move the safety brake 1 together with the entire vehicle body laterally until the fixed brake element 41 also contacts the rail 6. Furthermore, the guide element 12 is moved to the support stop 27 of the support 25. The support 25 is fixedly connected to the housing 13. Once the support stop 27 is contacted, further movement of the brake element 11a causes a sharp increase in the normal force on the brake element 11a. The brake element 11a is further pushed until the brake element reaches the brake stop 21. The housing 13 of the safety brake is designed so that the support stop 27 and the fixed brake element 41 yield slightly under the load of the normal force, so that the required normal force remains essentially constant, even if the brake elements 11a, 41 are worn during the braking process or during multiple braking processes.

[0064] Figure 2b Examples of the first angle α and the second angle β are shown.

[0065] The force transmitted between the guide element 12 and the brake element 11 on the linear bearing acts perpendicularly to the direction of the linear bearing, because the linear bearing is essentially frictionless. By making the first angle α greater than the second angle β, it is ensured that the force transmitted between the guide element 12 and the brake element 11 on the linear bearing presses on the guide element 12 at a certain angle, so that the guide element 12 supported by the parallelogram is pushed back in the direction of the rest position.

[0066] Figure 3The safety brake 1 is shown with the adjustment element 15 of the first embodiment according to a second alternative embodiment. The adjustment element acts on the operable parallelogram arm 81. The operable parallelogram arm 81 is lengthened compared to the conventional parallelogram arm 17, which is just long enough to connect two hinges. The electromagnet 101 is designed to hold the holding element 102. The holding element 102 is under tension bias by the spring 103. The spring 103 is therefore a tension spring. In order to trigger the safety brake, the power supply to the electromagnet 101 is interrupted as a trigger signal. The holding element 102 releases the electromagnet 101 and the spring 103 moves the guide element 12a into the braking initial position via the operable parallelogram arm 81. In the braking position, the guide element 12a then contacts the support stop 27 of the support 25 again. As a result, the operable parallelogram arm 81 and the holding element 102 are also in the same position as in the original rest position. That is, once the electromagnet 101 is powered again, the electromagnet holds the holding element 102 again.

[0067] Figure 4 The safety brake 1 with the adjustment element 15 of the second embodiment is shown according to a second alternative embodiment. The electromagnet 101 is designed to hold the holding element 102. Here, the holding element 102 is implemented on the guide element 12. The guide element 12 is under tension bias by the spring 103. Therefore, the spring 103 is a tension spring. Alternatively, a spring can be installed around the electromagnet 101, which will then be used as a compression spring. In order to trigger the safety brake, the power supply to the electromagnet 101 is interrupted as a trigger signal. The holding element 102 releases the electromagnet 101 and the spring 103 moves the guide element 12 to the braking initial position. In the braking position, the guide element 12 then contacts the support stop 27 of the support 25 again. As a result, the holding element 102 is also in the same position as the original inactive position. Therefore, as soon as the electromagnet 101 is powered again, the electromagnet holds the holding element 102 again.

[0068] Figure 5 An adjusting element 15 is shown, which can be easily replaced as a modular component for the safety brake 1 if necessary. In particular, the adjusting element 15 is suitable for the safety brake 1 according to the first alternative embodiment, such as Figure 1a to Figure 1c This adjusting element 15 is also suitable for the anti-fall device 1 according to the second alternative embodiment, such as Figure 2a to Figure 2cAs shown. The electromagnet 101 is designed to hold the holding element 102. The electromagnet 101 is fixed to the adjustment element 15, and the holding element 102 is movably supported together with the adjustment mechanism 19. Alternatively, the holding element 102 can also be fixed to the adjustment element 15, and the electromagnet 101 can be movably supported together with the adjustment mechanism 19 on the adjustment element guide 104. The guide element 12 is under tension bias by the spring 103. Therefore, the spring 103 is a tension spring. In order to trigger the anti-fall brake, the power supply to the electromagnet 101 is interrupted as a trigger signal. The holding element 102 releases the electromagnet 101, and the spring 103 moves the adjustment mechanism 19. By reaching the braking position, the adjustment mechanism 19 moves back again, so that once the electromagnet 101 is powered again, the electromagnet holds the holding element 102.

[0069] Figure 6 An elevator 201 with a travel body 202 is shown. The travel body 202 is moved along a travel path by a drive 204 connecting the travel body 202 to a support mechanism 203. A track 6 is installed along the travel path. The travel body is guided by guide shoes 205 on the track. Two safety devices 1 are designed to be able to brake the travel body 202 on the track 6.

[0070] 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 above-described embodiments. Any reference signs in the claims should not be interpreted as limiting.

Claims

1. An anti-falling device (1) for an elevator, comprising: The first brake element (11a), a first guide element (12a), and A regulating element (15), wherein The first brake element (11a) is supported displaceably in a linear bearing on the first guide element (12a). The first guide element (12a) is movable between a rest position and a braking initial position, The adjusting element (15) is designed to move the first guide element (12a) from the rest position to the braking initial position, and The first brake element (11a) is capable of performing a braking movement from a braking initial position to a braking position, and the braking movement resets the first guide element (12a) to a rest position, It is characterized in that The first guide element (12a) is guided by two parallelogram arms of a first parallelogram guide extending parallel to each other.

2. The anti-fall device (1) according to claim 1, characterized in that: The adjusting element (15) is designed to move the first guide element (12a) from the rest position to a braking initial position in order to activate the safety device (1).

3. The anti-fall device (1) according to claim 1, characterized in that: The first parallelogram guide guides the first guide element (12a) on the adjustment slide (18).

4. The anti-fall device (1) according to claim 3, characterized in that: The second parallelogram guide guides the second guide element (12b) on the adjustment slide (18).

5. The anti-fall device (1) according to claim 3 or 4, characterized in that: The adjusting element (15) moves the adjusting slide (18) relative to the housing (13).

6. The anti-fall device (1) according to claim 5, characterized in that: The adjusting slide (18) is guided on the housing (13) in a third linear bearing.

7. The anti-fall device (1) according to claim 1, characterized in that: The first parallelogram guide guides the first guide element (12a) on the housing (13).

8. The anti-fall device (1) according to claim 1, characterized in that: The first parallelogram guide guides the first guide element (12a) on the second guide element (12b).

9. The anti-fall device (1) according to any one of claims 1 to 4, characterized in that: The adjustment element (15) directly moves the first guide element (12a).

10. The anti-fall device (1) according to claim 5, characterized in that: For each guide element (12), a bearing stop (27) is formed on the housing (13).

11. The anti-fall device (1) according to claim 4, characterized in that: The parallelogram guide has an actuable parallelogram arm (81) connected to the guide element (12), wherein the actuable parallelogram arm (81) can be directly actuated by the adjusting element (15).

12. The anti-fall device (1) according to any one of claims 1 to 4, characterized in that: The regulating element (15) can be activated by an electrical or electronic trigger signal.

13. The anti-fall device (1) according to claim 11, characterized in that: The adjusting element (15) comprises an energy storage device, a holding element (102) and an electromagnet (101), which holds the holding element (102) against the force of the energy storage device in an energized state and releases the energy storage device through an electrical or electronic trigger signal.

14. The anti-fall device (1) according to claim 13, characterized in that: The energy accumulator is an energy accumulator designed as a spring (103).

15. The anti-fall device (1) according to claim 13, characterized in that: The electromagnet releases the energy storage device by switching off the current.

16. The anti-fall device (1) according to claim 11, characterized in that The parallelogram guide has a parallelogram arm connected to the guide element (12), and A first acute angle (α) between the extension direction of the parallelogram arms and a perpendicular to the friction surface of the brake lining in the initial braking position is greater than a second acute angle (β) between the direction of the linear bearing on the guide element (12) and a perpendicular to the friction surface of the brake lining in the initial braking position.

17. The anti-fall device (1) according to claim 16, characterized in that The first acute angle (α) is at least 10° greater than the second acute angle (β).

18. An elevator having a traveling body, wherein: The traveling body travels substantially vertically along the travel path between different floors, and Install the track along the travel path, It is characterized in that The travel body has a safety brake according to any one of claims 1 to 17 , which is capable of braking the travel body on the rails.

19. The elevator according to claim 18, characterized in that The traveling body is a car.

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