Trigger unit for actuating an elevator brake

Abstract

The invention relates to a triggering unit (1) for actuating an elevator brake (23), having a triggering body (2) which can be mounted on an elevator car, a trigger (20), a contact device (7) and an engagement link (22) by means of which the triggering unit (1) can be coupled to the elevator brake (23). The triggering unit (1) is preferably designed as a component which is completely separate from the elevator brake (23) and is connected to the elevator brake (23) only by the engagement link (22) in a predefined installation state. It is characterized in that the contact device (7) comprises a rotary arm (8) and at least two contact elements (9, 10, 11), a first contact element (9) forming a first contact zone for contacting a guide rail (21), the rotary arm (8) protruding beyond the guide rail (21) to the other side of the guide rail (21) and carrying at least one further second contact element (10, 11) there, the second contact element forming a second contact zone for contacting the guide rail (21).

Description

[0001] The present invention relates to a triggering unit for actuating an elevator brake in the general concept. Technical Background

[0002] Elevator brakes can be triggered in various ways.

[0003] In the case of a purely mechanical triggering unit, the actuation of the brake is usually triggered by a speed governor installed in the hoistway. In such a triggering unit, a self - mounted speed governor wire rope is usually assembled in the elevator hoistway and deflected by the speed governor and the tensioning roller. The speed governor wire rope is connected at one point to the brake or the braking element of the elevator car and is thus driven by the elevator car during its movement. An unacceptably high car speed then causes the speed governor to brake the speed governor wire rope. Since the speed governor wire rope then moves more slowly in the elevator hoistway than the car and the braking element attached to it, the speed governor wire rope exerts a tensile force on the braking element. This causes the braking device or the brake to be pulled and thus activated.

[0004] However, such a pure triggering unit has various disadvantages such as its tendency to malfunction when the speed governor gets dirty or relatively high installation costs. Additionally, they require space in the elevator hoistway that could actually be better used elsewhere.

[0005] Prior Art

[0006] In modern elevators, the hoistway is usually equipped with sensors arranged at regular intervals or even the entire hoistway is arranged by an electrical positioning system. In this way, any overspeed can be reliably detected. In the event of overspeed, a signal is then sent to an electromagnetic - based triggering unit.

[0007] A typical elevator brake equipped with such an electromagnetic triggering unit is described, for example, in WO2006 / 077243A1. This shows a brake for an elevator car, the braking element of which is held in an inactive position by a limiter as long as the elevator car is not to be braked. The limiter is an electromagnet that attracts the braking element in the form of a brake roller and thus prevents it from contacting the elevator guide rail. Once an unacceptable high speed is measured or for other reasons the elevator is to be braked, the electromagnet is switched off and the braking element is pressed against the guide rail by a compression spring. There, the brake roller rolls along the guide rail and into the wedge - shaped gap between the guide rail and a pressure element that is also part of the brake. The brake roller equipped with a friction surface brakes the car during this process. To return the braking element from its braking position to the inactive position, the electromagnet is activated. In this way, the braking element is moved back against the action of the compression spring to a position where it no longer contacts the guide rail. However, before the electromagnet can attract the braking element, it must be pushed out of the wedge - shaped gap. To do this, the car is usually moved back a short distance. However, this brake requires a relatively strong electromagnet because there is a relatively large air gap between the magnet and the braking element due to the rotational movement.

[0008] The electro-mechanical trigger proposed by the above patent application is specifically tailored for this elevator brake and can therefore only be used in combination therewith. It does not offer the possibility of retrofitting a large number of other proven elevator brakes.

[0009] A similar elevator brake with an electromagnetic trigger unit is disclosed in European Patent Specification EP1902993B1. However, the brake element is not directly actuated by the trigger unit, which also consists of an electromagnet and a compression spring. Instead, the electromagnet and the compression spring act on a guide element that guides the brake element. Since the air gap between the guide element and the electromagnet is smaller than in the brake from WO2006 / 077243A1, the electromagnets that can be used are significantly less powerful.

[0010] But here too, the problem of a trigger that is also specifically tailored for this brake occurs. It is also not suitable as a retrofit solution.

[0011] Therefore, unsatisfactory results still exist. Combinations of previously known elevator brakes and trigger units are generally new components that have to be carefully developed and verified for each load and speed range.

[0012] The problem underlying the invention

[0013] In view of this, the main task of the present invention is to detail a trigger unit by means of which an elevator brake that has hitherto had to be mechanically actuated or triggered by a governor rope can be triggered electrically. Preferably, an increased actuation trigger force is to be applied in order to be able to electrically actuate the elevator brake, which hitherto has relied on the high actuation trigger force that can be exerted by the governor rope that remains behind the car when triggered.

[0014] The solution according to the invention

[0015] According to the invention, this problem is solved by means of the following device features.

[0016] Correspondingly, a trigger unit for actuating an elevator brake is equipped with a trigger body, a trigger, a contact device, and an engagement link that can be mounted on an elevator car.

[0017] The elevator brake can be coupled to the trigger unit by means of the engagement link. The trigger unit is preferably designed as a component that is completely separate from the elevator brake. It is then only coupled to the elevator brake by means of the engagement link in the given installation state. Preferably, there is no further physical contact. At most, there is direct contact between the housing walls, which are mounted adjacent to each other and are generally not related to each other.

[0018] The triggering unit is characterized by the fact that the contacting device comprises a rotary arm and at least two contact members. The contacting device is used to apply or generate a required triggering force or actuating force after being triggered by friction on a guide rail. The rotary arm is pivotally fixed on one side of the guide rail or on one side of a large surface of the guide rail.

[0019] When the triggering unit is fixedly installed, the rotary arm bears a first contact member in the region between its fixed point and the guide rail.

[0020] The first contact member forms a first contact zone for contacting the guide rail. Before being triggered, the first contact member is spaced apart from the guide rail. When being triggered, it contacts the guide rail.

[0021] The rotary arm extends across the guide rail to the other side of the guide rail or to the other large surface side of the guide rail. There, the rotary arm bears at least another second contact member. The second contact member forms a second contact zone for contacting the guide rail.

[0022] The first and second contact members are arranged on the rotary arm such that the rotary arm is automatically pulled towards the guide rail under the action of the force that appears between the contact members and the guide rail in the triggered state.

[0023] The rotary arm is fixed to the triggering body such that it is braked when pulling itself towards the guide rail and can be held to a certain extent behind the triggering body. As a result, the movement it performs produces a pulling or pressing force on the engaging link. Therefore, the engaging link actuates the elevator brake, and it is easy to apply the required increased triggering force or actuating force.

[0024] A special feature of the present invention is that the self - reinforcement principle of the automatically retracting wedge caused by friction is not used for "pulling towards the guide rail". Instead, the self - reinforcement principle by means of the moment generated by the frictional force appearing on the guide rail is utilized.

[0025] "Automatically pulling towards the guide rail" means a self - reinforcement effect at least to a certain extent. This is caused by the frictional force between one or more contact members. It is designed such that the frictional force results in an even greater contact pressure on the braking contact members.

[0026] The decisive advantage of the self - reinforcement by means of the moment caused by friction is that the whole can be triggered again more easily than the previous self - reinforcement wedge solution by starting a reverse rotary motion. This is because releasing them usually requires a greater triggering force, and this triggering force can only be applied with some effort.

[0027] Different from the braking member of the elevator brake, the contacting device composed of the rotary arm and the contact members does not itself brake the elevator car. In terms of the force required to actuate the elevator brake, the contacting device only provides a servo effect. The function of generating the braking force for reducing the speed of the elevator car can be said to be left to the elevator brake actuated by it with at least one braking wedge.

[0028] For this reason, the trigger unit is also designed such that the self-locking force between the contact element and the guide rail is not so high as to cause damage to the guide rail. Once the braking element of the elevator brake has been placed in the braking position by means of the engagement link, the self-locking between the contact element and the guide rail is preferably cancelled.

[0029] The fact that the elevator brake and the trigger unit are connected only by means of the engagement link and otherwise represent two locally separate components means that they can be installed on the elevator car frame in a space-saving and flexible manner. In addition, various elevator brakes can be retrofitted. Since the respective engagement link represents the only interface, only an adapted engagement link needs to be provided.

[0030] The term "actuating trigger" or "activating trigger" can describe placing the trigger in a state where it actively causes the first contact element to move towards the guide rail. Preferably, however, the trigger is designed to prevent the first contact element from moving towards the guide rail in the "non-actuated" state and to allow movement by "actuating" it. If the trigger is an electromagnet, it ideally inhibits the first contact element in the energized state. "Actuating" or "activating" then causes the electromagnet to be switched off, which in turn allows the first contact element to move towards the guide rail.

[0031] Both a direct action of the trigger on the first contact element and an indirect action via other components are conceivable.

[0032] It is also conceivable to use an electric, pneumatic or hydraulic linear actuator as the trigger. In addition, the trigger can also consist of two units, one of which causes the first contact element to be inhibited and the other of which causes an active driving movement of the first contact element towards the guide rail.

[0033] The term "guide rail" preferably refers to the guide rail of the elevator car that extends in the elevator shaft. However, this term also encompasses additional rails installed in the elevator shaft that can be referred to as "braking rails".

[0034] The term "untriggered state" refers to the trigger position in which contact between the first contact element and the guide rail cannot be achieved.

[0035] The term "triggered state" refers to the trigger position in which it allows the first contact element to move towards the guide rail.

[0036] The term "braking position" refers to the position of the braking element from which it is automatically driven deeper and deeper into the wedge-shaped gap between the elevator brake and the guide rail due to the movement of the elevator car, usually until the car stops.

[0037] Preferred design options

[0038] There are many ways in which the present invention can be designed to further improve its efficiency or usability.

[0039] Particularly preferably, the swivel arm has a third contact on the other side of the guide rail. The second and third contacts are arranged on the swivel arm relative to the first contact such that the swivel arm is tensioned in the case of triggering during upward travel and in the case of triggering during downward travel. In the case of triggering during downward travel, the tensioning is effected by the interaction of the first and second contacts. In the case of downward travel, the tensioning is effected by the interaction of the first and third contacts.

[0040] The interaction between the first and third contacts takes place in the same way as the interaction between the first and second contacts. The only difference is that one of them is placed in contact with the guide rail during upward travel of the elevator car and the other during downward travel.

[0041] The triggering unit thus acts bidirectionally. It can thus trigger the brake both when the car is traveling downward and when it is traveling upward.

[0042] The second and third contacts are usually completely separate and spaced-apart components mounted on the swivel arm. But theoretically it is also conceivable to directly connect the second and third contacts to each other integrally by a bridge connection.

[0043] The term "tensioning" describes the state in which the first and the other contact are pulled or pressed against the guide rail in a self-reinforcing manner.

[0044] Another particularly preferred embodiment is that one or each pair of interacting contacts are arranged on the swivel arm on one side and the other side of the guide rail such that their paired interacting contact areas are not completely opposed in a direction orthogonal to the direction of travel of the car. Instead, they are arranged offset from each other in any case after triggering.

[0045] The term "not completely opposed" describes the fact that the first and second contacts, or the first and third contacts, are not at the same height measured in the direction of the guide rail when they are in the triggered state, i.e., when they are in contact with the guide rail.

[0046] Thus, when one contact abuts against the guide rail on one side and the other contact abuts against the guide rail on the other side, the tendency of the swivel arm to rotate in a direction opposite to the direction of travel of the car under the action of the forces between the contacts and the guide rail is enhanced. This produces a particularly advantageous servo effect.

[0047] Ideally, the first contact is a freely rotatable body of revolution.

[0048] By designing the first contact as a body of revolution, a soft contact is ensured. Otherwise, there would be a risk of the contact device jamming suddenly against the guide rail and related possible damage to the guide rail or the first contact.

[0049] The term "rotating body" can describe a roller or a roller and a sphere. However, it is clearly preferably designed as a roller.

[0050] In another preferred embodiment, the rotating arm is coupled to the engagement link at its pivotally fixed end. Preferably, the coupling is achieved by means of a common rotating pin. In this case, the rotating pin is mounted on the slider, and the rotating arm is pivotally fixed at one end to the rotating pin. Preferably, the engagement link is also fixed to the slider.

[0051] As a result, the engagement link follows any upward or downward movement of the fixed end of the rotating arm relative to the elevator car, causing the brake member of the elevator brake, which is coupled to the other end of the engagement link, to enter its braking position.

[0052] By coupling the engagement link to the rotating arm by means of a rotating pin, potential offset or inclination of the engagement link is prevented, thus ensuring a very favorable kinematic situation.

[0053] The term "rotating pin" describes a connecting member that, in combination with two axially fixed devices, prevents all relative movement except for the rotational movement of the components connected by the rotating pin.

[0054] In another preferred embodiment, the trigger unit has a lateral slider. The lateral slider preferably can move along the guiding mechanism of the trigger unit against the action of at least one spring but preferably two springs acting in opposite directions to each other or alternatively against the action of pure gravity.

[0055] If two opposed contact members carried by the rotating arm contact the guide rail, no further rotational movement of the rotating arm will occur. Instead, the entire contact device, i.e., the rotating arm together with the contact members, moves translationally along the guide rail relative to the car. This causes the engagement link coupled to the rotating arm to move, and the brake member of the brake is safely placed in the braking position, where it usually tensions itself from the braking position.

[0056] If the rotating arm together with the engagement link is now fixed to the lateral slider that can only be moved from its initial position against the action of a spring, and if there is not a sufficiently large force in the direction opposite to the spring force, it and thus the engagement link and the rotating arm will be pushed back to their initial positions by the spring action.

[0057] This action only requires the following conditions: the elevator car is at rest and the trigger of the trigger unit moves the first contact member back to a position where it no longer contacts the guide rail.

[0058] If the lateral slider together with the rotating arm and the engagement link is now pushed into its initial position by the spring action, the brake member is moved out of the braking position and the car can continue to move.

[0059] Ideally, the rotary arm has a guiding mechanism, preferably in the form of a slot, on which the first contact element is mounted in such a way that it can be displaced relative to the rotary arm towards the guide rail in the triggered state.

[0060] In the non-triggered state, the first contact element is in place at the end of the slot facing away from the guide rail with its longitudinal axis. If the trigger is now actuated, the first contact element is displaced towards the guide rail so that it is in place at the side of the slot facing the guide rail with its longitudinal axis.

[0061] As already described, further movement of the car causes the rotary arm to rotate when the first contact element touches the guide rail. This results in a self-locking effect.

[0062] In another preferred embodiment, the first contact element is mounted in a slotted link (German "Leitgelenk") which can be moved towards and away from the guide rail. The slotted link is designed and operable to hold the first contact element in a standby position on the rotary arm until it is triggered. In the standby position, the first contact element is spaced apart from the guide rail. During triggering, the slotted link moves the first contact element relative to the rotary arm so that the first contact element bears against the guide rail.

[0063] As already mentioned above, it is conceivable that the trigger of the trigger unit does not act directly on the first contact element but indirectly via one or more other components.

[0064] This allows the trigger to be mounted at a location remote from the first contact element. The guided slotted link is then moved from its initial position to the triggered position by means of the trigger and causes the first contact element to touch the guide rail.

[0065] The actuation of the slotted link by means of the trigger can also be done directly or indirectly via another component.

[0066] In another preferred embodiment, the slotted link has a contact surface which is preferably arranged at least substantially parallel to the guide rail. The contact surface is arranged and designed in such a way that the first contact element rolls, translates between the guide rail and the contact surface when it touches the guide rail and thus rotates the rotary arm. Ideally, the first contact element is a roller and the slotted link has at least one slot. The slot guides the shaft section of the roller, where the longitudinal axis of the slot preferably extends substantially parallel to the guide rail and the length of the slot is ideally at least 10 times its width.

[0067] The longitudinal axis of the slot is the axis along its maximum extension dimension.

[0068] Another preferred embodiment provides that the slotted link of the trigger body is held spaced apart from the guide rail via a trigger rod against the action of at least one spring. The trigger rod is preferably designed in the form of a double-armed rocker, the rocker arm supports of which are arranged between the opposed rocker arms. The trigger rod ideally has a displacement which allows its two ends, which normally move in parallel, to act in different planes.

[0069] The advantage of this design is that a pressure magnet can be used, and there is no need for a delicate tensile connection between the magnet plunger and the trigger rod. Additionally, the displacement force transmission ratio between the magnet and the spring-supported slotted link can be structurally adjusted by appropriately selecting the lever arm length.

[0070] Another important advantage is that a relatively large magnet can be mounted transversely beside the slotted link and / or the transverse slider.

[0071] In another preferred embodiment, the end of the trigger rod facing the slotted link has an actuating lug, one large surface of which faces the guide rail completely, and the other large surface faces away from the guide rail completely. The actuating lug preferably has an oblong hole or an enlarged hole, in which a tension bolt is fixed with a margin, and by means of the tension bolt, the trigger rod can pull the slotted link away from the guide rail into its standby position. In this way, a very compact actuation of the slotted link can be achieved. Only the slender arm of the trigger rod needs to be positioned between the transverse slider and the slotted link, so the space required here is correspondingly small.

[0072] Ideally, the end of the trigger rod facing away from the slotted link guiding mechanism has another actuating lug, the large surface of which faces the guide rail completely and abuts against the plunger of the trigger. In this way, a large actuating surface can be conveniently provided, which can be easily and non-slip contacted by the plunger of the trigger.

[0073] Particularly preferably, a reset member is mounted between the rotating arm and the transverse slider and tends to force the rotating arm back to its neutral position or central position, in which this or these contact members carried by the rotating arm on the guide rail side facing away from its fixed point do not contact the guide rail. The reset member is preferably designed such that it allows the rotating arm to rotate clockwise and counterclockwise. Such a reset member makes it easier for the trigger unit to be ready for the next use after restart, even when the braking and jamming just triggered by it are still in effect.

[0074] Particularly advantageously, the reset member includes a one-piece or multi-piece spring member arranged with its longitudinal axis substantially parallel to the guide rail. Such a spring member can be contacted from both sides and thus can have a reset effect in both the clockwise and counterclockwise directions.

[0075] Particularly advantageously, the spring member is supported between the rotating arm and the slider by one end on the rotating arm and the other end on the slider, and it can then be designed to "follow" the above two co-moving components.

[0076] Ideally, the spring member is mounted on the rotating arm such that it translates as a whole with the rotating arm during translational motion.

[0077] It has proven to be particularly clever to implement the reset member by means of a spring member which, together with a thrust member radially protruding beyond the spring member at its starting end and another thrust member at the other end, holds a spring guide pin screwed onto the swivel arm. Preferably, a fork-shaped left stop and right stop are provided on the transverse slide, so that when the swivel arm pivots clockwise, the spring member holds with its thrust member suspended on the left stop and is then compressed between the left stop and the swivel arm, while when the swivel arm pivots counterclockwise, the spring member holds with its other thrust member suspended on the right stop and is then compressed between the right stop and the swivel arm.

[0078] In another preferred embodiment, at least the first contact member has a coating made of plastic. The plastic preferably has a Shore hardness A of 55 - 80 and is ideally composed of polyurethane. This provides a particularly good "grip" that does not burden the guide rail.

[0079] Alternatively, in some cases it may be preferred to use at least one contact member made of steel. Ideally, it then has a knurled contact surface to ensure the required "grip".

[0080] A particularly gentle but still low - wear guide rail variant provides one or more contact members in the form of steel rollers with a rubber tread to enhance the grip, ideally in the form of two soft elastomeric sealing strips partially embedded in grooves on the left and right sides of the steel rollers.

[0081] In another preferred embodiment, there is a stop which is preferably adjustable by loosening and tightening and ideally its position can be adjusted in a direction parallel to the guide rail. The contact device preferably abuts with one of its contact members against the stop. In principle, stopping occurs once the relative movement between the swivel arm and the triggering body has progressed to the point where the engagement link has irreversibly triggered the elevator brake even before the car has stopped. When the contact device touches the stop, the clamping or self - locking between the swivel arm and the guide rail is triggered again, usually by the fact that, due to its contact with the stop, the swivel arm can now be pivoted in the opposite direction by the engagement link which moves relative to the triggering unit together with a retracting and even deeper braking member. In this way, reset can be achieved easily and quickly.

[0082] Ideally, the engagement link can be rotated towards the elevator brake and preferably towards its braking member. This facilitates adaptation to the kinematics imposed by the brake on its braking member which is not specifically designed for such actuation.

[0083] There is also a claim for a separate protection of an elevator braking system, which consists of an elevator brake and a trigger unit. The trigger unit triggers the elevator brake as required by engaging a connecting rod. The feature of this elevator braking system is that it is designed according to one or more of the embodiments. In this regard, the trigger unit is not necessarily a retrofit solution. Instead, there is also a desire to protect such an integrated system including the elevator brake and the corresponding trigger unit.

[0084] There is also a claim for a protection of an elevator, which has a car and the elevator braking system as described above. Description of the Drawings

[0085] Figure 1 The trigger unit in the untriggered state (normal operation) is shown together with the elevator brake.

[0086] Figure 2 A front sectional view of the trigger unit in the untriggered state is shown.

[0087] Figure 3 Shown at Figure 5 A sectional view of the trigger unit at the position shown, where the section plane is changed to a plane for comparison with other front sectional views.

[0088] Figure 4 A rear sectional view of the trigger unit in the untriggered state is shown.

[0089] Figure 5 The trigger unit during the downward movement, at the start of the triggering process, at the moment when the first contact member has moved towards and contacted the guide rail but has not yet rotated the rotating arm, is shown together with the elevator brake.

[0090] Figure 6 Shown at Figure 5 A front sectional view of the trigger unit at the moment shown is shown.

[0091] Figure 7 Shown at Figure 5 A rear sectional view of the trigger unit at the moment shown is shown.

[0092] Figure 8 The trigger unit at the start of the triggering process, at a stage slightly later than Figure 5 shown, i.e., after the rotating arm has rotated, is shown together with the elevator brake.

[0093] Figure 9 Shown at Figure 8 A front sectional view of the trigger unit at the moment shown is shown.

[0094] Figure 10 Shown at Figure 8 A rear sectional view of the trigger unit at the moment shown is shown.

[0095] Figure 11 The triggering unit showing the engaging link in the fully triggered position during downward travel, together with the elevator brake, is also shown.

[0096] Figure 12 Showing during Figure 11 The front cross-sectional view of the triggering unit at the moment shown.

[0097] Figure 13 Showing during Figure 11 The rear cross-sectional view of the triggering unit at the moment shown.

[0098] Figure 14 And Figure 8 Similarly shown is the triggering unit responding during upward travel after the rotary arm rotates.

[0099] Figure 15 Showing during Figure 14 The front cross-sectional view of the triggering unit at the moment shown.

[0100] Figure 16 Showing during Figure 14 The rear cross-sectional view of the triggering unit at the moment shown.

[0101] Figure 17 And Figure 11 Similarly shown is the triggering unit with the engaging link in the fully triggered position during upward travel, together with the elevator brake.

[0102] Figure 18 Showing during Figure 17 The front cross-sectional view of the triggering unit at the moment shown.

[0103] Figure 19 Showing during Figure 17 The rear cross-sectional view of the triggering unit at the moment shown.

[0104] Figure 20 Shown is the triggering unit equipped with adjustable stops in the state where the second contact abuts against one of the stops.

[0105] Figure 21 Is Figure 20 The front cross-sectional view of the triggering unit.

[0106] Figure 22 Shown is an embodiment of the second and third contacts.

[0107] Figure 23 Is Figure 22 The cross-sectional view of the embodiment of the second and third contacts.

[0108] Figure 24 Is Figure 1 The isometric front view of the triggering unit together with the elevator brake.

[0109] Figure 25 is Figure 1 The isometric rear view of the triggering unit of together with the elevator brake.

[0110] Figure 26 An embodiment of the triggering unit without a third contact member in the non-triggered state is shown.

[0111] Figure 27 is Figure 26 The front sectional view of the triggering unit of .

[0112] Figure 28 is Figure 27 The rear sectional view of the triggering unit of .

[0113] Figure 29 shows Figure 1 The triggering unit of together with the elevator brake, which is installed in the side beam of the car.

[0114] Figure 30 is a sectional view showing the reset member corresponding to the Figure 10 condition shown.

[0115] Figure 30a is an enlarged detailed view of Figure 30.

[0116] Figure 31 is a sectional view showing another section of the reset member 30.

[0117] Figure 31a is an enlarged detailed view showing another section of the reset member.

[0118] Preferred embodiment

[0119] With reference to Figures 1 - 29 The operation mode of the device according to the present invention will be described by way of example.

[0120] In this regard, a first embodiment is shown, whereby the elevator brake can be triggered both during downward travel and upward travel.

[0121] In another embodiment, an elevator brake equipped with an adjustable stop is shown.

[0122] In a third embodiment, a triggering unit that only allows the elevator brake to be triggered when the car is traveling downward is shown.

[0123] First Embodiment

[0124] In Figure 1 the triggering unit 1 according to the present invention is shown together with the elevator brake 23 and a section of the guide rail 21. As can be seen, both are completely separated from each other. The triggering body 2 of the triggering unit 1 is coupled to the elevator brake 23 by the engagement link 22. This is basically the only physical connection, and preferably also the only functional connection, between the elevator brake 23 and the triggering unit 1.

[0125] In Figure 1 the shown state of the trigger unit 1, it is in the untriggered position. This means that the first contact 9 is prevented from contacting the guide rail 21. The second and third contacts 10, 11 are thus also not in contact with the guide rail 21.

[0126] Based on the cross-sectional view of the trigger unit 1 as Figure 2 shown, the triggering mechanism of the trigger body 2 can be described quite clearly:

[0127] The trigger 20, which is designed here as an electromagnetic lifting / holding magnet, is energized when the trigger unit 1 is not triggered. It thereby presses its plunger 29 against the trigger lever 16. The trigger lever 16 is rotatably mounted about its axis of rotation 36 designed as a pin. As can be seen, the trigger lever 16 is preferably designed as an offset rocker, the two rocker arms of which are arranged at different heights and extend horizontally substantially parallel to each other, and the offset rocker also has an inclined or vertical connecting member. Ideally, the actuating lugs 27 and 28 extending in a substantially horizontal plane project from each rocker arm. A trigger 20 configured in this way or similarly can be accommodated adjacent to the slotted link 4 and the lateral slide guide mechanism laterally to save space.

[0128] The pressing force of the plunger 29 acting on the lower actuating lug 28 of the trigger lever 16 holds the trigger lever 16 in its untriggered position as Figure 2 shown.

[0129] The upper actuating lug 27 of the trigger lever 16 is connected to the slotted link 4 of the trigger body by a tension bolt 37. As long as the trigger lever 16 is pressed into its untriggered position by the plunger 29, the trigger lever 16 holds the slotted link 4 in its untriggered position away from the guide rail by the tension bolt 37. In this way, the trigger lever 16 resists the spring force of the two spring members preferably designed as a helical compression spring 5. The spring members act on the slotted link 4 towards the guide rail 21. The two spring members are preferably screwed onto the guide pins or each is screwed onto a guide pin, which laterally guides the slotted link 4 in the direction of the guide rail.

[0130] As can also be seen in Figure 2 it, neither the contact 10 nor the contact 11 is in contact with the guide rail 21 in this state of the trigger unit 1.

[0131] Figure 4 Shows Figure 2 the rear cross-sectional view. This perspective is hereinafter referred to as the rear cross-sectional view, while the perspective shown in Figure 2 is referred to as the front cross-sectional view.

[0132] The structure of the contact device 7 can be clearly seen here. The contact device includes here a swivel arm 8 and several spaced-apart contacts here in the form of contact elements 9, 10, 11.

[0133] In the present preferred case, the swivel arm has a Y-shaped configuration, which has a shank and two arms extending away from the shank in different directions. The free end of the swivel arm or its shank can be pivotally fixed to the transverse slide 12, preferably by means of a pivot pin 18.

[0134] As can be clearly seen from Figure 4 when the triggering unit 1 is installed as provided, the swivel arm 8 bears the first contact element 9 in the region between its fixed point and the guide rail 21. It forms a first contact zone for contacting the guide rail 21. Thereby, the first contact element 9 is spaced apart from the guide rail 21 before triggering. Preferably, the first contact element is a roller mounted on the swivel arm 8 so as to be freely rotatable.

[0135] It can be clearly seen from Figure 4 that the swivel arm 8 projects laterally beyond the guide rail 21 to the guide rail side remote from the fixed point of the swivel arm. There, it bears at least another second contact element 10, preferably at the end of one of its two preferably Y-shaped arms. This forms a second contact zone for contacting the guide rail 21.

[0136] If the triggering unit is capable of two-way response as Figure 4 shown, the swivel arm also drives a third contact element 11, which is preferably arranged at the end of the other of its two preferably Y-shaped arms.

[0137] It is noteworthy that when the triggering unit is installed as provided, the first and second and also the third contact elements (if any, as here) are offset from one another in height with respect to the horizontal plane. The second contact element is positioned on the swivel arm such that it is above the first contact element when viewed in the direction along the guide rail. The third contact element is positioned on the swivel arm such that it is below the first contact element when viewed in the same direction.

[0138] Even if the second and third contact elements preferably have a roller-like shape, ideally they do not rotate freely but are rigidly fixed to the swivel arm, i.e. they neither rotate nor move in the oblong holes.

[0139] Particularly advantageously, the contact elements 10 and 11 in any case have a cylindrical roller-like shape and can be tightened after loosening their locking screws so that they can then be fixed again in the tightened position. In this way, any wear on the surfaces of the contact elements 10, 11 can be easily and quickly compensated for.

[0140] It can also be seen from Figure 4It can be clearly seen that the rotary arm 8 preferably has a slot 15, the longitudinal axis of which extends substantially orthogonally to the direction of car travel. If the rotary arm is Y-shaped as here, the slot is preferably arranged in the transition region from the shank of the Y to its branch arms. The slot is penetrated by a pivot or support pin 38, which generally rotatably holds the contact member 9 on the rotary arm.

[0141] In addition, it can be seen from Figure 4 that the positioning pin 38 also extends through at least one slot 6 in the slotted link 4, the slots generally extending with their longitudinal axes parallel to the direction of car travel. Based on the rear sectional view of the trigger unit 1 in the untriggered state Figure 4 , it can be seen that the reset member 30, which will be explained in more detail below, is in its neutral position.

[0142] Based on this, it is now possible to describe how the trigger unit operates in the event of a trigger.

[0143] In Figure 5 , the trigger unit 1 together with the elevator brake 23 is shown at its triggering logical moment. The trigger 20 is actuated such that the first contact member 9 has been placed in contact with the guide rail 21. However, the elevator brake 23 or its braking member 24 is still in the untriggered state.

[0144] As can be seen from Figure 6 the front sectional view of the trigger unit 1 as shown and Figure 7 the rear sectional view of the trigger unit 1 as shown, the plunger 29 no longer exerts a pressing force on the actuating lug 28 of the trigger lever 16.

[0145] In this example, the electromagnetic lifting or holding magnet 20 is therefore no longer energized. It therefore no longer presses the plunger 29 against the trigger lever 16. As a result, the compression spring 5 pressing on the slotted link 4 no longer has any force acting on them. The slotted link 4 is thus pressed against the guide rail 21 by the compression spring 5. The first contact member 9, whose pin 38 passes through the slot 6 in the slotted link 4, is pushed along the slot 15 in the rotary arm 8 towards the guide rail 21 by the link 4. The first contact member 9 thus finally abuts against the guide rail 21. The second and third contact members 10, 11 still do not contact the guide rail 21.

[0146] What happens now can be best described while looking back at Figure 3 .

[0147] Once the first contact member 9, preferably designed as a roller that can freely rotate about its pin 38, abuts against the guide rail, it begins to roll between the guide rail and the housing section of the slotted link that abuts against it on its back side. If the car is currently moving downwards, this causes the pin 38 to translate upwards along the slot 6 in the slotted link 4.

[0148] Since the shaft pin 38 is connected to the rotary arm 8 via the elongated hole 15, a rotary motion is imposed on the rotary arm 8, which in the present downward example is in the counterclockwise direction, and this rotary motion occurs as not only shown in Figure 3 but also shown in Figure 9 . As can be clearly seen from these figures, the second contact member 10, which is located on the side of the guide rail different from the first contact member 9, contacts the guide rail due to the pivoting motion towards its end.

[0149] Since this contact member cannot rotate freely, a considerable sliding frictional force occurs between it and the guide rail. It is easy to understand that these sliding frictional forces point upwards during the downward movement. This means that they enhance the tendency of the rotary arm to rotate further in the previous rotational direction.

[0150] This rotation is blocked by the second contact member, which thus forms a stop. However, the second contact member is thereby pressed more tightly against the guide rail. In this way, an (at least certain) self - enhancing effect is obtained. As a result, even with a weak spring system, the minimum contact pressure required for proper functioning and the associated friction used to actuate the elevator brake are obtained. A spring system can be used, the spring force of which itself is not sufficient to ensure the strong contact pressure that generates the friction required to actuate the elevator brake. The use of a weaker spring system has the decisive advantage that the holding and resetting forces, which usually have to be applied electro - mechanically, are much lower. If a holding magnet is used, its power consumption during normal operation is significantly lower. Additionally, a smaller holding magnet is sufficient.

[0151] Preferably, the self - enhancing effect is so high that the rotary arm 8 is at least temporarily jammed on the guide rail or at least moves more slowly than the car in the direction of travel. The rotary arm then lags behind the triggering unit, which continues to move with the car and also the elevator brake, and the elevator brake continues to move as, for example, Figure 12 shown.

[0152] Since one end of the rotary arm is fixed to the transverse slide 12, which can be moved bidirectionally here and is preferably held in its neutral position by the opposing positioning spring 13, the transverse slide 12 moves along the guide mechanism 14, which is preferably designed as a guide rod. In this way, it usually tensions the corresponding positioning spring 13, which is usually screwed onto the guide rod. The latter is responsible for the subsequent return of the transverse slide 12. Generally, the task of this transverse slide is to ensure that the movement is always in the correct direction and without tilting.

[0153] The transverse slide pulls the engagement link in the direction opposite to the current direction of travel of the car and thereby actuates the elevator brake or the safety gear, as Figure 11 shown. If necessary, the actuation can be performed with a large force due to the "self - tensioning".

[0154] If we now jump toFigure 20 and Figure 21 it is then easy to see the following measures which can be taken to ensure that the triggering unit resets itself at the end of braking or jamming, or readies itself for resetting.

[0155] Preferably, a rigid stop ( Figure 12 ) or an adjustable stop 19 with variable positioning ( Figure 20 , 21 ) is provided for each contact 10, 11 on the side of the guide rail located opposite the fixed point of the rotating arm.

[0156] The stop 19 is in place in a certain way. That is, in such a way that the contact which is currently involved in a self - boosting effect due to its friction on the guide rail and thus in the triggering of the elevator brake abuts against the stop 19,

[0157] while the elevator brake is still in the retraction process,

[0158] but before the actual braking elements (wedges, rollers or the like) of the elevator brake have been fully retracted.

[0159] Then, what happens can be referred to Figure 20 what has been explained for the triggering of the elevator brake when the car is moving downwards:

[0160] Since the contact 10 hits the stop 19 and the stop 19 continues to move down with the triggering unit 1 because the car has not yet stopped, the contact no longer remains completely stationary or almost stationary on the guide rail, but is now also driven by the triggering unit 1. But at the same time, the engagement link 22 continues to move relative to the triggering unit, which in the current case in Figure 20 is moving upwards. Its engagement with the braking elements (braking rollers, braking wedges or the like) of the elevator brake is responsible for this. This is because at the moment seen in Figure 20 the braking elements of this elevator brake are still in the process of being retracted deeper into the elevator brake. Therefore, the braking elements continue to move relative to the elevator brake and thus also relative to the triggering unit 1.

[0161] Due to these motion conditions, the situation at the fixed point of the rotating arm 8 changes. The tensile force which previously existed at the fixed point of the rotating arm 8 and caused the elevator brake to respond is reversed and becomes a compressive force. This presses the fixed point of the rotating arm in the opposite direction, i.e., in Figure 20Push upwards. The swivel arm tightens again, and the previously self-reinforcing contact (here the contact 10) disengages from the guide rail. Re-energizing the trigger 20 causes the slotted link 4 to retract from the guide rail again via the trigger rod 16. This triggers the swivel arm 8. It now falls back into its standby position or retracts (see below) to the position it held before the trigger unit 1 was actuated or before its self-reinforcing effect occurred.

[0162] At the same time, the car stops.

[0163] To end the jamming and return the elevator to operation, the car only needs to move a short distance in the opposite direction so that the brake element (brake roller, brake wedge or the like) is free again. The elevator operation can then continue without further trouble.

[0164] Of course, an adjustable stop is not necessarily required to obtain the self-resetting effect just described. The same effect can be achieved in the Figure 12 design, for example, by sizing the cutout 3 of the trigger body such that its outer end (here the upper end) forms a stop for the contact, here the contact 10.

[0165] In this regard, the optionally particularly advantageous reset member 30 is now of interest, as shown in Figure 4 , 7 , 10, 16, 19. The important aspect here is to provide a multi-piece spring member or preferably a single-piece spring member. It is arranged and mounted such that it moves translationally when the swivel arm moves translationally. Thus, even when it moves during the actuation of its transverse slider, it accompanies the swivel arm. The spring member tends to push the swivel arm 8 back from its rotated position to its neutral or central position.

[0166] Particularly preferably, the reset member 30 is designed as shown in Figure 30. The swivel arm 8 has a spring stop 39. The spring support 39 is preferably an integral part of the swivel arm 8. It can thus be formed by two substantially L-shaped stop arms 31, preferably formed as folded sheet metal tabs. Preferably, each stop arm has a substantially semi-circular end on the side facing the fixed point of the swivel arm. In any case, this end has an eyelet for the spring guide pin 40. As can be seen, the return spring 41, ideally designed as a helical spring, is preferably screwed onto the spring guide pin 40. The thrust piece 42 is preferably screwed onto each end of the return spring or spring member 41 in the form of a thrust washer. It can be easily seen that one end of the spring guide pin is fixed between the stop arms 31 by its head and the other end by its nut (or by two nuts). It is fitted with the spring member 41 and the thrust washer 42 screwed centrally between the stop arms 31.

[0167] The transverse slider 12 also carries two limiting arms 32. They are preferably designed as an integral part of the transverse slider 12, ideally as metal plate tabs each bent through 90°. As can be seen, each limiting arm 32 has a forked notch 43. In the non-offset state of the rotary arm, the end of the limiting arm 31 associated with the rotary arm extends into each forked notch 43, leaving an aperture for the spring guide pin 40. In this way, when the rotary arm 8 is not deployed, each thrust piece 42 abuts against the limiting arm 31 and the limiting arm 32 on its outer side. The spring member 41 presses against each thrust piece 42 from the inner side. In this way, the rotary arm is held in the neutral or central position in an elastically compressed manner, in which its second contact member and possibly also the third contact members 10, 11 do not contact the guide rail.

[0168] It can be seen quite clearly from the figures what happens when the rotary arm rotates, for example, because the contact member designed as a freely rotating roller rolls between the guide rail and the rear wall of the slotted link 4 as described above.

[0169] On one side, the limiting arm 31 rotates out of the corresponding forked notch 43 away from the spring member. The thrust piece 42 now only finds support at the edge of the forked notch on this side, that is, the spring member only presses against the limiting arm 32 of the transverse slider 12 on this side.

[0170] On the other side, the limiting arm 31 rotates towards the spring member 41. It thereby compresses the spring member 41 and lifts the thrust piece 42 off the limiting arm 32 of the transverse slider 12 on this side. The compression causes the spring member 41 to tend to push the rotary arm 8 back to its neutral or central position through its tail-side limiting arm 32.

[0171] It is worth noting that each thrust piece 42 has a central opening or central hole, the size of which is set to be sufficiently oversized relative to the spring guide pin 40 such that the thrust piece 42 can be laterally positioned on the spring guide pin throughout the pivoting movement so that it can still lie flat against the retaining arm of the transverse slider. Ideally, an inclination angle of at least 20° relative to the normal of the longitudinal axis of the spring guide pin 40 can be achieved.

[0172] Different from what has been discussed so far showing the triggering when the car is descending Figures 1 - 13 , Figures 14 - 19 explain what happens when the car is ascending. What has been described above applies accordingly here.

[0173] Figure 29 Show a way in which such a triggering unit 1 can be installed in the side beam 26 of the car together with the elevator brake 23.

[0174] Figure 22 and Figure 23Shows a possible embodiment of the first contact 9. In this embodiment, the contact 9 is equipped with two O-rings around each of its contact surfaces. The contact surface located between the O-rings 35 is provided with knurling 34. This serves as an emergency running surface in the event of O-ring failure.

[0175] In the embodiment described herein, the contacts 10 and 11 are knurled hardened rollers that are firmly screwed to the rotating arm.

[0176] Second Embodiment

[0177] In this case, the trigger unit 1 is also equipped with an adjustable stop 19. Figure 20 and Figure 21 Shows the possible positioning of the stop 19 on the basic trigger unit. They are used to change the trigger unit 1 in such a way that it can be used for different elevator brakes without having to make design changes.

[0178] The stop 19 is positioned in the notch 3 of the trigger body 2 such that, before the brake member 24 of the elevator brake reaches its final position during the braking process, the second and third contacts 10, 11 respectively abut against them. This ensures that the self-locking between the first contact 9 and the second contact 10 or between the first contact 9 and the third contact 11 is cancelled, and the contacts 10 or 11 do not drag along the guide rail during the braking process. The process that causes the return rotation of the rotating arm 8 when the second and third contacts 10, 11 reach the stops has been explained above. However, in the above explanation, the second or third contact 10 or 11 does not contact the stop 19, but contacts the trigger body 2.

[0179] Third Embodiment

[0180] In the third embodiment, the trigger unit 1 is designed as shown to only trigger the elevator brake 23 when the elevator car is moving downwards. This embodiment is shown in Figure 26 、 Figure 27 and Figure 28 is shown.

[0181] Different from the trigger unit 1 that can initiate the braking process during both downward and upward movements, here, only two contacts 9, 10 are provided in the trigger unit 1.

[0182] The process that causes self-locking between the first and second contacts 9, 10 in the trigger unit 1 occurs in the same manner as in the case of the downward movement in the first embodiment.

[0183] The upward movement of the contact device 7 relative to the trigger body 2 and the associated upward movement of the lateral slider 12 and the brake member 24 located at the lower end of the engagement link 22 connected to the lateral slider 12 also occur in the same manner.

[0184] Here, only the spring 13 for positioning the lateral slider 12 in the neutral position can be omitted. Since the brake member 24 can only be moved upward by the engagement link 22 of this trigger unit 1, there is no risk of accidental triggering of the elevator brake if the engagement link 22 is accidentally moved downward.

[0185] List of reference numerals

[0186] 1 Trigger unit

[0187] 2 Trigger body

[0188] 3 Notch in the trigger body

[0189] 4 Slotted link

[0190] 5 Trigger spring

[0191] 6 Elongated hole in the slotted link

[0192] 7 Contact device

[0193] 8 Rotating arm

[0194] 9 First contact

[0195] 10 Second contact

[0196] 11 Third contact

[0197] 12 Lateral slider

[0198] 13 Positioning spring of the lateral slider

[0199] 14 Guide mechanism of the lateral slider

[0200] 15 Elongated hole in the rotating arm

[0201] 16 Trigger lever

[0202] 17 Positioning spring of the locking member

[0203] 18 Rotating pin on the lateral slider

[0204] 19 Adjustable stop

[0205] 20 Trigger, lifting / holding magnet

[0206] 21 Guide rail

[0207] 22 Engagement link

[0208] 23 Elevator brake

[0209] 24 Brake member of the elevator brake

[0210] 25 Rotating pin on the brake part

[0211] 26 Side beam of the car

[0212] 27 Lower actuating lug of the trigger rod

[0213] 28 Upper actuating lug of the trigger rod

[0214] 29 Plunger of the trigger rod

[0215] 30 Reset part for the rotating arm

[0216] 31 Locking surface or lug of the locking part on the rotating arm, limiting arm

[0217] 32 Locking surface or lug of the locking part on the transverse slider, limiting arm

[0218] 33 Helical spring bearing pin of the locking part

[0219] 34 Knurling on the contact part

[0220] 35 O-ring on the contact part

[0221] 36 Rotation axis of the trigger rod

[0222] 37 Tension bolt of the trigger rod

[0223] 38 Axle pin of the first contact part

[0224] 39 Spring support

[0225] 40 Spring guide pin

[0226] 41 Return spring or spring part

[0227] 42 Thrust washer or thrust part

[0228] 43 Forked notch

Claims

1. A triggering unit (1) for actuating an elevator brake (23), having a triggering body (2), a trigger (20), a contact device (7) that can be mounted on an elevator car, and an engagement link (22) by means of which the triggering unit (1) can be connected to the elevator brake (23), wherein the triggering unit (1) is designed as a component that is completely separate from the elevator brake (23) and is connected to the elevator brake (23) only by means of the engagement link (22) in a predefined installed state, characterized in that the contact device (7) includes a rotating arm (8) and at least two contact elements (9, 10, 11), the rotating arm (8) is pivotally fixed to one side of a guide rail (21), and when the triggering unit (1) is installed as predefined, the rotating arm (8) supports a first contact element (9) in the region between its fixed point and the guide rail (21), and the first contact element (9) forms a first contact area for contacting the guide rail (21), wherein the first contact element (9) is spaced apart from the guide rail (21) before being triggered and contacts the guide rail (21) when being triggered, and the rotating arm (8) extends across the guide rail (21) to the other side of the guide rail (21) and also carries at least one second contact element (10, 11) there, and the second contact element forms a second contact area for contacting the guide rail (21), wherein the first and second contact elements (9, 10) are arranged on the rotating arm (8) such that, in the triggered state, the rotating arm (8) automatically pulls itself towards the guide rail (21) under the action of the force occurring between the contact elements (9, 10) and the guide rail (21), and the rotating arm (8) is fixed to the triggering body (2) such that, during its automatic pulling towards the guide rail (21), it performs a movement that generates a tensile or compressive force on the engagement link (22), so that the engagement link (22) actuates the elevator brake (23), wherein the first contact element (9) is mounted in a slotted link (4) that can be moved closer to and away from the guide rail (21) and is designed and actuatable such that it holds the first contact element (9) in a standby position on the rotating arm (8) until being triggered, and in this standby position, the first contact element (9) is spaced apart from the guide rail (21) and is displaced relative to the rotating arm (8) during the triggering process, so that the first contact element (9) presses against the guide rail (21).

2. The trigger unit (1) according to claim 1, characterized in that, The rotating arm (8) includes a third contact element (11) on the other side of the guide rail (21), and the second contact element (10) and the third contact element (11) are arranged on the rotating arm (8) relative to the first contact element (9) such that the rotating arm (8) is tightened due to the interaction between the first and second contact elements (9, 10) and the guide rail (21) in the case of triggering during upward movement and is tightened due to the interaction between the first and third contact elements (9, 11) and the guide rail (21) in the case of triggering during downward movement, or vice versa.

3. The trigger unit (1) according to claim 1 or 2, characterized in that, One or each pair of mutually interacting contact members (9, 10, 11) are arranged on the rotating arm (8) on one side and the other side of the guide rail (21) such that their mating interaction contact areas are not completely opposed to each other in a direction orthogonal to the direction of car travel, but are arranged offset from each other.

4. The trigger unit (1) according to claim 1, characterized in that, The first contact member (9) is a freely rotatable rotary body.

5. The trigger unit (1) according to claim 1, characterized in that, The rotating arm (8) is coupled to the engaging link (22) at or in the immediate vicinity of its pivotally fixed end.

6. The trigger unit (1) according to claim 5, characterized in that, The rotating arm (8) is coupled to the engaging link (22) by a common rotating pin (18).

7. The trigger unit (1) according to claim 1, characterized in that, The triggering unit (1) includes a lateral slider (12) which can move along the guiding mechanism of the triggering unit (1) against the action of at least one positioning spring (13) and, in some cases, also against the action of pure gravity, wherein a rotating pin (18) is mounted on the slider (12), one end of the rotating arm (8) is pivotally fixed to the rotating pin, and wherein the engaging link (22) is fixed to the slider (12).

8. The trigger unit (1) according to claim 7, characterized in that, The lateral slider (12) can overcome the action of at least two positioning springs (13) acting in opposite directions to each other.

9. The trigger unit (1) according to claim 1, characterized in that, The rotating arm (8) has a guiding mechanism in the form of a slot (15), on which the first contact member (9) is mounted such that it can be moved relative to the rotating arm (8) in the direction of the guide rail (21) during triggering.

10. The trigger unit (1) according to claim 4, characterized in that, The slotted link (4) has a contact surface arranged at least substantially parallel to the guide rail (21), the contact surface being arranged and designed such that when the first contact member (9) contacts the guide rail (21), it rolls, translates between the guide rail (21) and the contact surface and thus rotates the rotating arm (8).

11. The trigger unit (1) according to claim 10, characterized in that, The first contact member (9) is a roller, and the slotted link (4) includes at least one slot (6) guiding the axial portion of the roller, wherein the longitudinal axis of the slot (6) is substantially parallel to the guide rail (21), and wherein the length of the slot (6) is at least 10 times its width.

12. The trigger unit (1) according to claim 1, characterized in that, The slotted link (4) of the triggering body (2) is held spaced apart from the guide rail (21) via a triggering rod (16) against the action of at least one triggering spring (5) through the trigger (20), the triggering rod (16) being designed in the shape of a double-arm rocker, its rocker support being located between the opposing rocker arms and having a crank enabling its two ends to act in different planes.

13. The trigger unit (1) according to claim 12, characterized in that, The end of the triggering rod (16) facing the slotted link (4) has an actuating lug (27), one large surface of the actuating lug facing completely towards the guide rail (21) and the other large surface facing completely away from the guide rail (21), wherein the actuating lug (27) has a slot or an oversize hole in which a tension bolt (37) is anchored with a clearance, and the triggering rod (16) can pull the slotted link (4) away from the guide rail to its standby position with the tension bolt.

14. The trigger unit (1) according to claim 13, characterized in that, The end of the triggering rod (16) facing away from the slotted link guiding mechanism has another actuating lug (28), one large surface of the actuating lug facing completely towards the guide rail (21) and bearing on the plunger (29) of the trigger (20).

15. The trigger unit (1) according to claim 7, characterized in that, in There is an embedded reset member (30) between the rotary arm (8) and the transverse slider (12), which tends to push the rotary arm (8) back into its neutral or central position, in which neutral or central position, the contact member(s) (10, 11) carried by the rotary arm (8) on the side facing away from its fixed point to the guide rail (21) do not contact the guide rail (21), whereby the reset member (30) is designed such that it allows the rotary arm (8) to rotate clockwise and counterclockwise.

16. The trigger unit (1) according to claim 15, characterized in that, The reset member (30) includes a one-piece or multi-piece spring member (41) arranged with its longitudinal axis substantially parallel to the guide rail (21).

17. The trigger unit (1) according to claim 16, characterized in that, The spring member (41) is supported between the rotary arm (8) and the transverse slider (12) at its one end and the other end.

18. The trigger unit (1) according to claim 17, characterized in that, The spring member (41) is mounted on the rotary arm (8) such that it translates integrally with the rotary arm (8) during translational movement.

19. The trigger unit (1) according to claim 18, characterized in that, The spring member (41) is held on the rotary arm (8) and is screwed onto the spring guide pin (40) together with thrust members (42) at its starting end and ending end, wherein fork-shaped left and right stops are provided on the transverse slider (12), such that when the rotary arm (8) is rotated clockwise, the spring member (41) and its thrust members (42) are suspended on the left stop and are subsequently compressed between the left stop and the rotary arm (8), and when the rotary arm (8) is rotated counterclockwise, its other thrust member (42) is suspended on the right stop and is subsequently compressed between the right stop and the rotary arm (8).

20. The trigger unit (1) according to claim 1, characterized in that, At least the first contact member (9) has a plastic coating with a Shore hardness A of 55 - 80 and is made of polyurethane.

21. The trigger unit (1) according to claim 20, characterized in that, All contact members (9, 10, 11) have plastic coatings.

22. The trigger unit (1) according to claim 1, characterized in that, At least one contact member (9, 10, 11) is made of steel and has a knurled contact surface.

23. The trigger unit (1) according to claim 1, characterized in that, There is an adjustable stop (19), when the relative movement between the rotary arm (8) and the trigger body (2) has progressed to the extent that the engagement link (22) has irreversibly triggered the elevator brake (23), the rotary arm (8) abuts against the stop with one of its contact members (9, 10, 11), such that the clamping or self-locking between the rotary arm (8) and the guide rail (21) is triggered again.

24. The trigger unit (1) according to claim 23, characterized in that, The stop (19) is position adjustable in a direction parallel to the guide rail (21).

25. The trigger unit (1) according to claim 23, characterized in that, The stop (19) acts on the contact member (9, 10, 11) located at the end of the rotary arm (8) facing away from the engagement link (22), and the stop (19) is positioned such that the relative movement of the further tightened elevator brake (23) with respect to the trigger body (2) applied to the engagement link (22) causes the rotary arm (8) to rotate in the opposite direction through the engagement link (22), such that its clamping with the guide rail (21) is cancelled and the rotary arm (8) is pressed back to its neutral position.

26. The trigger unit (1) according to claim 1, characterized in that, The engagement link (22) is pivotally connected to the elevator brake (23).

27. The trigger unit (1) according to claim 26, characterized in that, The engagement link (22) is pivotally connected to the brake member (24) of the elevator brake (23).

28. An elevator braking system, comprising an elevator brake (23) and a triggering unit (1), the triggering unit triggering the elevator brake (23) through an engagement link (22) when needed, characterized in that, The triggering unit (1) is designed according to one of claims 1 to 27.

29. An elevator having a car and an elevator braking system according to claim 28, characterized in that, In the assembled state of the elevator braking system, the triggering unit (1) is installed in the car frame (26) of the elevator.

Images