Rail stabilizing type fall arrestor

Abstract

The invention relates to a fall arrest brake, to a car and to an elevator installation. The fall arrest brake for arresting on a brake rail oriented in the direction of travel of an elevator installation comprises a housing, a fall arrest element and a brake lining. The brake lining and the fall arrest element are mounted opposite one another on the housing. The fall arrest element is supported on the housing in such a way that the fall arrest element can be moved infeed relative to the housing and that this infeed movement reduces the opening width between the brake lining and the fall arrest element. At least the fall arrest element or the brake lining has a recess in order to enclose a protrusion of the brake rail in the event of braking. The opening width corresponds to at least twice the depth of the recess. The car or the elevator installation has the fall arrest brake.

Description

Technical Field

[0001] This invention relates to a fall arrestor, a traveling body, and an elevator device. Background Technology

[0002] In elevator systems, the elevator car typically moves vertically along a travel path between different floors or horizontal heights within a building. Here, at least in high-rise buildings, a type of elevator is commonly used where the elevator car is held by rope-like or belt-like supports and moves within the elevator shaft by means of a drive motor that moves the supports. To at least partially compensate for the load on the elevator car to be moved by the drive motor, a counterweight is typically fixed to the opposite end of the supports. This counterweight typically has a mass equivalent to the elevator car's mass, including the average load. Depending on the elevator type, multiple counterweights and / or multiple elevator cars may also be provided in the elevator system. Both the elevator car and the counterweight are referred to as the traveling body. The traveling body moves along guide rails, guided by guide shoes on the rails.

[0003] The specification of EP1 8214771, which is an integral part of this application, describes a guide rail with a guide profile. The guide profile referred to as a spring in EP18214771 is referred to as a protrusion within the scope of this specification. Such guide rails are typically made of sheet material.

[0004] In elevator equipment, guide rails perform the function of guiding moving objects. Typically, guide rails also serve as brake rails, in that at least a portion of the guide rail engages with a brake to generate braking force for braking the moving body.

[0005] Traditional fall arrestors typically apply braking on guide rails, which can also be called brake rails. For example, EP0841280 shows a fall arrestor with fall arrest rollers. These fall arrestors generate very large contact forces on the brake rail. Without further measures, these clamping forces are too great for rails with thin webs, especially for rails made of sheet metal. Therefore, the use of guide rails with thin webs is limited, as for safety reasons, at least the elevator car should always have a fall arrestor. Summary of the Invention

[0006] Now, an elevator system will be needed to eliminate the defects shown.

[0007] According to a first aspect of the invention, an elevator device achieves the above-mentioned objective. This elevator device has a brake rail and a traveling body with an anti-fall brake for braking on the brake rail oriented in the direction of travel. The anti-fall brake includes a housing, an anti-fall element, and a brake pad. The brake pad and the anti-fall element are mounted on the housing opposite to each other. The anti-fall element is supported on the housing in such a way that it can be fed relative to the housing, and this feeding movement reduces the opening width between the brake pad and the anti-fall element. At least the anti-fall element or the brake pad has a notch to accommodate a first or second protrusion of the brake rail during braking. The brake rail has a first protrusion and / or a second protrusion. The first protrusion engages with a notch in the brake pad at least during braking, and / or the second protrusion engages with a notch in the anti-fall element at least during braking. The opening width of the anti-fall brake is at least twice the depth of the notch.

[0008] The feasible features and advantages of the embodiments of the present invention can be considered based on the concepts and understandings described below, but do not constitute a limitation on the present invention.

[0009] The brake rail can have multiple zones with different functions, such as guiding guide shoes, securing it in a shaft, or braking the traveling body. The brake rail has at least one protrusion enclosed by a notch. In its extension in the feed direction, i.e., in the direction of feed movement, the web of the brake rail extends away from the protrusion. The web is designed to absorb the clamping force applied to the protrusion. The web preferably extends between two protrusions of the brake rail. Here, the web typically forms a straight connection between the two protrusions. Thus, the clamping force on the two protrusions essentially acts as a thrust force in the web. The thickness of the web is less than the opening width of the anti-fall brake. The web can be made of a thin, lightweight material, i.e., a material with low thickness, such as sheet material.

[0010] As mentioned at the beginning, conventional counterweights have disadvantages when used with thin webs. In particular, the web can buckle and / or bend under compressive loads. This significantly reduces the clamping force, and consequently, the braking force acting on the protrusions. Now, anti-fall brakes allow braking on a web whose thickness is much smaller than the distance between the anti-fall element and the brake pads—that is, braking on a thin web. Here, the web has protrusions at two opposite ends. These protrusions can preferably be configured as extensions of the web, or protrude from the web through structural transitions, such as widening or narrowing. In conventional anti-fall brakes, the essentially flat brake pads and anti-fall element slip off the web, and the web buckles and / or bends under the load of the anti-fall element.

[0011] By using a brake pad with a notch or a fall arrestor element with a notch, the fall arrestor can self-align along the brake rail once it engages. The notch accommodates a protrusion on the web, thus engaging the web and preventing the web from slipping off the brake pad or fall arrestor element where the notch is located. The notch positions the fall arrestor relative to the brake rail. The position of the protrusion within the notch is thus defined. However, without further measures, the fall arrestor will still rotate about an axis located within the notch. This rotation is preferably prevented. For example, the fall arrestor can be fixedly connected to the vehicle. The vehicle is preferably guided by additional guide shoes of the vehicle or additional notches of other fall arrestors, thereby preventing rotation of the vehicle and therefore also preventing rotation of the fall arrestor.

[0012] The housing of the anti-fall brake serves as a friction lock between the brake pads and the anti-fall element. During braking, the clamping force applied is transmitted from the brake pads to the anti-fall element through the housing. Furthermore, the housing is used to secure the anti-fall brake to the vehicle body, for example, by having elongated holes, round holes, or fixing bolts.

[0013] The anti-fall element is guided on the housing by a guide. The guide allows relative movement between the housing and the anti-fall element. This relative movement is guided from a rest position to a braking position, in which the anti-fall element is a distance from the brake rail, and in which the anti-fall element presses against the brake rail with a clamping force. After the anti-fall element first contacts the brake rail, the resulting friction causes the braking element to feed further toward the brake rail. This further feeding can be defined by an end stop. Then, after the feeding is complete, the friction acts as a braking force on the traveling body.

[0014] Brake pads are arranged on the side of the web of the brake rail opposite the anti-fall element. The brake pads act as a support for the clamping force applied by the anti-fall element. The brake pads are designed to generate friction under the applied clamping force, which is used to stop or hold the moving vehicle.

[0015] The brake pads can also be designed as another movable anti-fall element. Both anti-fall elements can be easily pulled back along their guides. The required separation force is significantly less than when the anti-fall brake and brake pads are released, in which case the brake pads move relative to the brake rail under a large clamping force. This makes it easier to release the anti-fall brake after a fall has occurred.

[0016] Preferably, the opening width corresponds to at least five times, or even better, ten times, the depth of the notch. Here, the portion of the braking rail between the first and second protrusions is preferably formed flat.

[0017] According to a preferred embodiment, the notch is oriented along the travel direction, wherein the travel direction is oriented perpendicular to the opening width direction.

[0018] Whether the notch is on the fall arrestor or the brake pads, it is oriented in the direction of travel of the elevator body. Therefore, the notch extends in the same direction as the brake rail. Typically, this is vertical, as the elevator body usually moves up and down within the elevator system.

[0019] According to a preferred embodiment, both the fall arrestor and the brake pad have notches.

[0020] By using brake pads with notches and anti-fall elements with notches, the anti-fall brake can be guided more reliably along the brake rail. Once the two protrusions of the anti-fall brake are held in place by the two notches, the brake rail is reliably guided. The notches engage with the web in such a way that they receive the protrusions on the web and prevent the web from slipping off the brake pads or anti-fall element. Because both the brake pads and the anti-fall element have notches, the anti-fall brake can be correctly positioned, and its rotational orientation can also be determined. Thus, the guide shoes of the elevator equipment are relieved of load during an anti-fall operation.

[0021] Advantageously, the notch is deep enough to prevent web slippage, and it also prevents localized twisting of the protrusion (i.e., one of the ends of the web). Due to this altered edge condition, the buckling or bending load on the web increases many times over, as the protrusion is both positioned within the notch and maintained in the correct orientation, i.e., parallel to the web. For this purpose, a sufficient depth is equivalent to at least twice the opening width of the notch. Here, the opening width of the notch is the width of the notch measured along the surface of the anti-fall element or brake pad.

[0022] According to an alternative implementation, the fall protection element is designed as a fall protection wedge.

[0023] Here, the notches are preferably oriented parallel to the direction of travel. According to a preferred embodiment, the anti-fall element is designed as an anti-fall roller, and in particular, the notches are distributed around the circumference of the anti-fall roller.

[0024] Therefore, the notches always have a portion that orients the circumferentially distributed notches parallel to the direction of travel. If the anti-fall element is fed to the brake rail, this is also the portion of the protrusion that contacts the brake rail. Thus, the anti-fall roller can be installed in any orientation, with a portion of the notches always correctly oriented.

[0025] According to a first alternative embodiment of the brake pads, the brake pads are fixedly mounted on the housing.

[0026] Specifically, the housing may provide a recess into which the brake pads can be inserted and optionally secured. This securing method minimizes manufacturing costs and is therefore inexpensive.

[0027] According to a second alternative and preferred embodiment of the brake pad, the clamping force on the brake pad is limited by a tensioning body in a pre-tightened state.

[0028] The limiting of the clamping force can preferably be achieved in such a way that the tensioning body is pressed towards the brake rail in a pre-tensioned state, and when the rated clamping force is reached, the brake pads can be pushed back by the brake rail, thus keeping the clamping force substantially constant. The leaf spring is preferably configured as a clamping body, pressing the brake pads or their retainers against the stop with a predetermined clamping force. Once the brake rail applies a force greater than the predetermined braking force to the brake pads, the brake pads will separate from the stop, and only a negligible increase in clamping force, within the spring stiffness range of the leaf spring, is possible. If the clamping force is too high, the brake pads may retract. By limiting the clamping force, the braking force is also limited.

[0029] According to a preferred embodiment, the opening width of the notch gradually tapers from the surface of the brake pad or anti-fall element toward the bottom of the notch.

[0030] This means that the notch has a smaller width at its bottom than at its surface, and that the reduction in width is preferably symmetrical and preferably continuous. This reduction in the width of the notch in the direction of its depth can be described as a gradual taper.

[0031] One advantage of the tapering is that it allows the protrusion of the brake rail to engage securely with the recess. Preferably, the protrusion is shaped such that it has a tapering that matches the tapering of the recess. This means that upon insertion, the thinnest part of the protrusion, i.e., the tip, inserts into the widest part of the recess. This ensures that even with large positional tolerances between the protrusion and the recess, the protrusion can still be inserted into the recess. The shape of the protrusion is particularly advantageously consistent with the shape of the recess.

[0032] According to a preferred embodiment, the width of the first and / or second protrusions is greater than the width at the bottom of the corresponding recess of the brake pad or anti-fall element.

[0033] The width of a protrusion can refer to any width of the protrusion, but specifically the width of the tip of the protrusion.

[0034] Therefore, the protrusion does not reach the bottom of the notch, but first abuts against the slightly inclined side of the notch. The side is inclined at a very small angle relative to the direction of the clamping force. Thus, the protrusion is also clamped between the two sides. As a result, the braking force achieved on the protrusion, especially the braking force achieved by the brake pads, is enhanced.

[0035] The tapering notch is particularly advantageous in its engagement with a protrusion, which is also preferably tapering in the same manner. The first advantage is that this ensures better insertion of the tapering end of the protrusion into the notch, as described above. The second advantage is that the side angles dramatically increase the braking force without placing a greater thrust on the web of the brake rail. And the third advantage is that the mating shape of the notch and protrusion results in the protrusion being held in the correct position and oriented parallel to the nominal position of the web, i.e., parallel to the connecting line between the two notches. This leads to maximum buckling or bending load on the web. The web is clamped at the protrusion (fourth Euler bend), not just hinged (second Euler bend). This means that the safety against buckling and bending can be significantly improved by a pair of matching or uniformly nested protrusions and notches.

[0036] According to a preferred embodiment, the housing of the anti-fall brake has a contact area to prevent the brake rail from bending under clamping force.

[0037] Nevertheless, if the web bulges due to overload, the bulging is performed such that the deformed sheet contacts the contact area on the anti-fall brake. This contact area overcomes further bulging. First, it prevents the sheet from bending. Furthermore, the web's ability to absorb contact forces is preserved. Thus, the clamping force and braking force remain sufficiently large to brake and hold the vehicle. Therefore, even though the brake rail is bulging, the anti-fall brake continues to apply full braking force because the bulging of the brake rail is limited by the contact area. This ensures that the vehicle is securely fixed and will not fall.

[0038] According to a preferred embodiment of the elevator equipment, the brake rail is formed from sheet material.

[0039] Due to the advantages of the aforementioned anti-fall brake, elevator equipment with brake rails made of sheet material can be created. Such brake rails made of sheet material are inexpensive to manufacture. The brake rail can consist of several parts.

[0040] According to a preferred embodiment of the elevator equipment, the brake rail is formed as a hollow profile. This hollow profile can be produced, in particular, by roll forming or extrusion. This brake rail is lightweight, exceptionally stable, and has low manufacturing costs.

[0041] According to alternative implementations of elevator equipment, the brake rail is designed as a T-shaped profile or a double T-shaped profile.

[0042] However, anti-fall brakes can also be used on other brake rails with webs. Typical examples of such brake rails are T-profiles or double-T profiles. Here, the protrusions can be used in their original state, or preferably the profile is machined, for example by milling or grinding, so that the protrusions are tapered and / or conform to tolerances, such as 1 mm.

[0043] According to a preferred embodiment, the traveling body is supported by a load-bearing device, which triggers a fall protection device if the load-bearing capacity is lost. The load-bearing device is used to connect the lifting device of the elevator equipment to the traveling body. Therefore, the load-bearing device is designed to detect a decrease in the tension on the lifting device.

[0044] In other words, the anti-fall brake is activated by a slack rope detection. Preferably, the slack rope detection is performed mechanically and is based on the condition that the spring is kept in a taut position by the weight of the moving body. Once the weight of gravity is lost, for example due to free fall, the energy of the spring is directed to the anti-fall element in such a way that the spring is pushed into a triggered state, i.e., pushed against the brake rail. Attached Figure Description

[0045] Other advantages, features, and details of the invention arise from the following description of embodiments and accompanying drawings, wherein identical or functionally equivalent elements are given the same reference numerals. The drawings are merely schematic and not actual scale.

[0046] in:

[0047] Figure 1 A cross-sectional view showing one embodiment of the anti-fall brake is shown;

[0048] Figure 2 Showing with Figure 1 Bottom view of the same implementation;

[0049] Figure 3 Showing with Figure 1 and Figure 2 A perspective view of the same implementation method;

[0050] Figure 4 Elevator equipment with anti-fall brake is shown;

[0051] Figure 5 An embodiment of the fall arrestor rollers of the fall arrestor brake is shown;

[0052] Figure 6 An embodiment of the anti-fall wedge of the anti-fall brake is shown. Detailed Implementation

[0053] Figure 1A fall arrestor 1 is shown, comprising a housing 5, a brake pad 7, and a fall arrestor element 6. A brake rail 3 is mounted between the brake pad 7 and the fall arrestor element 6. The brake rail 3, designed as a hollow rail, has different areas for guiding or braking. The brake rail 3 has two protrusions 22a and 22b. The fall arrestor 1 is guided along the brake rail 3 such that protrusion 22a aligns with a recess 21a in the fall arrestor element 6 and protrusion 22b aligns with a recess 21b in the brake pad. Here, the opening width D of the fall arrestor is slightly greater than the maximum distance between the two protrusions 22a and 22b, allowing the fall arrestor 1 to be easily moved across the brake rail 3 and installed. The two recesses 21a and 21b each have a depth t (ta and tb). Here, the depth ta of the recess 21a on the fall arrestor element 6 is the same as the depth tb of the recess 21b on the brake pad 7. When the fall arrestor 6 is designed as a fall arrestor roller 40, the notch 21a is designed to surround the fall arrestor.

[0054] The anti-fall brake 1 moves along the travel direction 2 during travel, i.e., substantially upward or downward. If the anti-fall brake is triggered, the anti-fall roller 40 moves, resulting in at least one component of movement in the feed direction 8. Consequently, notches 21a and 21b are pushed over protrusions 22a and 22b. The notches 21a and 21b ensure that the brake rail 3 and the anti-fall element 6 or brake pad 7 remain correctly positioned and oriented. This prevents the brake rail 3 from slipping off the anti-fall element 6 or brake pad 7. Here, the width 30 of the notch is substantially equivalent to the thickness of the protrusions 22a and 22b. During braking, the anti-fall brake 1 applies a large force to the brake rail 3. Without proper measures, this could cause the brake rail 3 to buckle and bend under load. To prevent this, the anti-fall brake 1 has a contact area 54 that limits the buckling of the brake rail 3.

[0055] and Figure 1 compared to, Figure 2 The carrier device 53 and the trigger rod 56 are also shown.

[0056] Figure 3 Showing with Figure 1 and Figure 2 Another perspective view of the same implementation method. Figure 3 In the diagram, the anti-fall brake 1 is shown along with other components of the elevator equipment. The guide shoe 73 is mounted here on the traveling body 10, shown as counterweight 72. The load-bearing device 53 carries the traveling body 10. Once the tensile load is no longer applied to the load-bearing device 53, the trigger spring 55 can extend. Here, the trigger spring causes movement on the trigger rod, which moves the anti-fall roller 40 substantially upward along the groove 57. Since the groove 57 is slightly inclined relative to the travel direction 2, this also produces a component of movement along the feed direction 8. Once the anti-fall roller 40 contacts the brake rail (… Figure 3(Not shown in the image), the anti-fall roller is further moved upward and toward the feed direction 8 by relative motion. The anti-fall brake 1 has a floating support 70 relative to the traveling body 10, which is realized through two elongated holes. This floating support allows the anti-fall brake to move easily in the feed direction.

[0057] Figure 4 An elevator assembly 4 with a fall arrestor 1 is shown. The elevator assembly has three traveling bodies 10, two counterweights 72, and an elevator car 71. Each counterweight 72 is connected to a lifting device 12, which is connected to the elevator car 71 via deflecting rollers 11 mounted above the elevator assembly. The fall arrestor 1 is mounted on the counterweights above upper guide shoes 73 and is designed to brake on one of the two brake rails 3. The fall arrestor is designed to be triggered and prevent the counterweights 72 from falling in the event of a breakage of the lifting device 12.

[0058] Figure 5 An embodiment of the fall arrestor roller 40 of the fall arrestor 1 is shown. A portion of the brake rail 3 is also shown. Figure 5 Two views are shown. Here, notches 21a are distributed over the entire circumference 41 of the anti-fall roller 40. Protrusions 22a are end regions of the web 23, which are connected to the web 23 without transition. The shape of the protrusions 22a is adapted to the shape of the notches, which results in the edge conditions of the web being supported in a hinged manner. That is, the protrusions can easily rotate within the notches. During the braking process, the contact area between the anti-fall roller 40 and the protrusions 22a is very small. This embodiment can be further improved by adapting the shape of the notches to the shape of the protrusions.

[0059] Figure 6 Two figures illustrate one embodiment of the anti-fall wedge 50 of the anti-fall brake 1. One of the figures also shows the brake rail 3 and the brake pad 7. A notch 21a and a protrusion 22a extend straight along the anti-fall wedge 50 in the direction of travel 2. The protrusion 22a is designed as a machined end region of the web 23, thus the transition from the web 23 to the protrusion 22a is visible. The brake pad 7 also has a braking force limiting portion 57. Once the force acting on the brake pad 7 exceeds a predetermined force, the tensioning mechanism 51 is tensioned according to that force. The brake pad 7 is then pushed away by the brake rail 3. Here, although the force acting on the tensioning mechanism 51 and consequently on the brake rail 3 increases slightly, it remains almost constant.

[0060] exist Figure 5 and Figure 6In this design, the notch 21a is preferably narrowed. Here, the notch 21a essentially has an opening width 30, a width 31 at the bottom 32 of the notch 21a, and a depth t. The width 31 of the notch 21a at the bottom 32 is smaller than the opening width 30. Therefore, when the anti-fall brake is triggered, the protrusion 22a is pressed against the bottom 32 of the notch in the feed direction, and the tapered notch 6 also clamps the protrusion 22a from both sides, thereby increasing the braking effect. Here, the angle of the side 33 is small, and the angle with the feed direction of the anti-fall element 6 is small.

[0061] exist Figure 6 In this design, the shape of the protrusion 22a is also adapted to the shape of the notch, which results in the clamping of the web boundary conditions once the anti-fall brake is triggered. In other words, the protrusion is guided in position and orientation such that it is oriented along the nominal position of the web. This significantly reduces the risk of web buckling.

[0062] Finally, it should be noted that terms such as "having" and "comprising" do not exclude other elements or steps, and terms such as "a" or "one" do not exclude multiple. Furthermore, it should be pointed out that features or steps described with reference to one of the above embodiments can also be used in combination with other features or steps of the other embodiments described above. Any reference numerals in the claims should not be construed as limiting.

Claims

1. Elevator installation (4) having: Fall arrester (1) for implementing a brake on a brake rail (3) oriented in a travel direction (2) of an elevator installation (4), wherein The fall arrest brake (1) comprises a housing (5), a fall arrest element (6) and a brake lining (7), wherein The brake lining (7) and the fall arrest element (6) are mounted opposite to each other on the housing (5), The fall arrest element (6) is supported on the housing (5) in such a way that it can be subjected to a feed motion relative to the housing (5) and that this feed motion (8) reduces the opening width (D) between the brake lining (7) and the fall arrest element (6), and The fall arrest element (6) and the brake lining (7) each have a recess (21, 21a, 21b) in order to embed a protrusion (22, 22a, 22b) of the brake rail in the event of a braking situation, wherein The opening width (D) of the fall arrest brake (1) corresponds to at least twice the depth (t) of the recess (21, 21a, 21b), and The brake rail (3) has a first protrusion (22b) and a second protrusion (22a), characterized in that The first protrusion (22b) engages into the recess (21b) in the brake lining (7) at least during the braking process, The second protrusion (22a) engages into the recess (21a) in the fall arrest element (6) at least during the braking process, and In the direction of the feed motion (8), a web (23) of the brake rail (3) extends away from the protrusions.

2. Elevator installation (4) according to claim 1, characterized in that The recesses (21, 21a, 21b) are oriented in the direction of travel (2), wherein the direction of travel (2) is oriented perpendicular to the direction of the opening width (D).

3. Elevator installation (4) according to claim 1 or 2, characterized in that The opening width (D) of the recesses (21, 21a, 21b) tapers from the surface (34) of the brake lining (7) or the fall arrest element (6) towards the bottom (32) of the recesses (21, 21a, 21b).

4. Elevator installation (4) according to claim 1 or 2, characterized in that The fall arrest element (6) is designed as a fall arrest roller (40) and the recesses (21, 21a) are distributed around the circumference (41) of the fall arrest roller (40).

5. Elevator installation (4) according to claim 1 or 2, characterized in that The fall arrest element (6) is designed as a fall arrest wedge (50).

6. Elevator installation (4) according to claim 1 or 2, characterized in that The pressing force on the brake lining (7) is limited by a tensioning body (51) in a pretensioned state.

7. Elevator installation (4) according to claim 1 or 2, characterized in that The brake lining (7) is fixedly mounted on the housing (5).

8. Elevator installation (4) according to claim 1 or 2, characterized in that The brake rail (3) is formed from a sheet.

9. Elevator installation (4) according to claim 1 or 2, characterized in that The brake rail (3) is formed as a hollow profile.

10. Elevator installation (4) according to claim 1 or 2, characterized in that The brake rail (3) is designed as a T-profile or a double T-profile.

11. Elevator installation (4) according to claim 1 or 2, characterized in that The running body (10) is carried by a carrier device (53) which, in the event of a loss of the carrying force, triggers the fall arrest brake (1).

12. Elevator installation (4) according to claim 1 or 2, characterized in that The width of the first and / or second protrusion (22a, 22b) is greater than the width (31) on the bottom (32) of the respective corresponding recess (21a, 21b) of the brake lining (7) or the fall arrest element (6), respectively.

13. Elevator installation (4) according to claim 1 or 2, characterized in that The housing (5) of the fall arrest brake (1) has an abutment region (54) to prevent the brake rail (3) from bending under the pressing force.

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