AUXILIARY DRIVE FOR A BRAKE CATCHER

Description

AUXILIARY DRIVE FOR A BRAKE SAFETY DEVICE

[0001] The invention relates to a novel auxiliary drive for a speed governor according to the preamble of claim 1 as well as to a lift equipped therewith and to the use initially only mentioned in the description. TECHNICAL BACKGROUND

[0002] Elevator overspeed governors detect an improper travel condition of the elevator car and then activate the brake or safety gear. Once triggered, this gear, in most cases, automatically decelerates the elevator car, often to the point of stopping. In the following, the term "elevator brake" is used for this purpose. It preferably refers to a "safety gear" on a car and / or counterweight, but in a broader sense, it can also refer to "braking device," unless otherwise stated.

[0003] Overspeed governors in the form of an endless rope loop have been in use for a long time. The rope loop is guided over a pulley in the area of the shaft base and in the area of the shaft head. One run of the rope loop is connected to the elevator car, more precisely to the release for the elevator brake. One of the pulleys is typically designed as a speed-dependent locking device. During normal operation, one run of the rope loop is carried by the elevator car; the speed never becomes so great that one of the pulleys would block. In the event of overspeed, at least one pulley for the circulating rope loop blocks. The run of the circulating rope loop that is attached to the elevator car therefore lags behind the elevator car. This creates a relative movement between this run and the elevator car.As a result, the run actuates the elevator brake with the relatively high force required for this purpose - because the relative movement between the elevator car and the run of the rope loop is used, without the need for a particularly large drive to apply the said high force.

[0004] Such speed governors are proven to be effective, but they require a relatively high level of construction. Furthermore, the circumferential cable loop is undesirable in some cases; for example, in glass elevators, i.e., elevators that run in a glass shaft, it is considered visually disturbing.

[0005] As an alternative to the known speed limiters of the type just described, speed limiters have also been proposed which use a different type of auxiliary drive to generate the force required to trigger the elevator brake.

[0006] Most of these auxiliary drives operate with at least one electromagnet. They have the disadvantage that they must be manually reset after being triggered. This is because the component that the electromagnet attracts to hold the auxiliary drive in the standby position has moved so far away from the at least one electromagnet after being triggered that the electromagnet cannot attract the component in question across the air gap on its own. At the very least, a very large electromagnet is required for this purpose. This is disadvantageous because it increases manufacturing and operating costs (power consumption). THE STATE OF THE ART THAT FORMS THE STARTING POINT

[0007] A patent application already addressing the problem in question has been published under the number EP 2 837 592.

[0008] Here, a carriage is provided as an auxiliary drive that is completely separate in terms of space and housing from the elevator brake and is connected to the release lever of the elevator brake via a pull rod.

[0009] The carriage is equipped with two pivoting friction lining carriers. Each of the two friction lining carriers is pivotally mounted at one lower end. It is pressed towards the brake bar by a spring just above its bearing point. At the opposite end of the brake lining carrier, a lever engages. This lever is connected to a disc that is held in place by an electromagnet during normal operation. This lever holds the brake lining carrier in its released position against the force of the respective spring. As soon as the electromagnet is de-energized to trigger the elevator brake, it releases the disc. This enables the spring to press the friction lining carrier against the brake bar, so that the friction lining becomes wedged between the brake bar and the friction lining carrier. The resulting frictional forces set the carriage in motion and cause the carriage to move relative to the elevator brake.During this relative movement, the carriage exerts the tensile force required to activate the elevator brake via the at least one tie rod connecting it to the elevator brake. At the same time, the increasingly strong wedging of the friction lining between the friction lining carrier and the brake bar during the activation process causes the friction lining carrier to be pushed slightly away from the brake bar, toward its released position. This brings the disc back to the electromagnet, allowing it to be attracted to the electromagnet without bridging an air gap, for the purpose of deactivating and restarting the elevator car or counterweight.

[0010] This auxiliary drive is quite complex and prone to failure. In particular, it requires a specially shaped, movable friction lining carrier, which provides a ramp-shaped counter surface for the friction lining, against which it can rest for wedging with the brake bar. The resulting friction conditions depend not only on the contact conditions between the friction lining and the brake bar, but also on the contact conditions between the friction lining and the friction lining carrier. THE PROBLEM UNDERLYING THE INVENTION

[0011] Accordingly, it is the object of the invention to provide an auxiliary drive 1 for a preferably electrically controlled speed limiter which, after its activation, ensures particularly safe actuation of the elevator safety and / or braking device using simple means and can also be safely deactivated again without manual rework by simply restarting the elevator car in the opposite direction. THE INVENTIVE SOLUTION

[0012] This object is achieved with an auxiliary drive 1 having the features of claim 1.

[0013] Accordingly, an auxiliary drive 1 is proposed for actuating an elevator brake, preferably completely separate and spatially and physically separated from the auxiliary drive, for controlling the movement of an elevator car. In this sense, "completely separate" generally means that the auxiliary drive 1 is connected to the elevator brake only via one or more actuating elements in the form of one or more rods, cables, or similar, which transmit the actuating force generated by the auxiliary drive 1 to the elevator brake across the distance between the auxiliary drive 1 and the elevator brake. An elevator brake is preferably understood to mean a car safety and braking device, but may also be understood to mean only a safety device or only a braking device.

[0014] The auxiliary drive 1 according to the invention has at least one friction body which can be placed against a brake bar in a rubbing manner, as well as a pivoting body on which the friction body is held so as to be displaceable relative to the latter and so as to pivot together with the latter about a main axis lying outside the friction body. This means that the pivoting body defines a circular path along which the friction body moves when it pivots together with the pivoting body, which normally moves on essentially the same circular path. However, the radius of the said circular path along which the friction body moves is not constant for the friction body. Instead, it is variable, since the friction body is held on the pivoting body so as to be displaceable in translation relative to the pivoting body (if necessary in addition to and independently of its pivoting work relative to the pivoting body), so that it can move into different positions relative to or opposite the pivoting body.on the swivel body in which its smallest distance to the main axis is larger or smaller.

[0015] In all of these cases, it is particularly advantageous to design the assembly in such a way that, after contact with the brake bar, the frictional forces acting there, in conjunction with the swivel body, force the friction body further into an area where the line marking the shortest distance between the main axis and the friction bar lies. Ideally, the friction body is positioned in its final release position so that said line is in its center, at least substantially or ± 25% of the friction body's extension in the direction of travel of the car.

[0016] In addition, the auxiliary drive 1 according to the invention has a spring element consisting of one or more individual springs and at least one electromagnet as well as a transmission element for transmitting a pivoting movement of the pivoting body or the friction body to an elevator brake.

[0017] The auxiliary drive 1 according to the invention is designed such that the friction body can be moved from its standby position on the pivoting body to its response position on the pivoting body and vice versa by releasing or compressing a spring element. The at least one electromagnet is arranged and dimensioned such that, in its first switching state, it holds the friction body in its standby position on the pivoting body and, in its second switching state, releases it such that, under the influence of the spring element, the friction body moves away from the at least one electromagnet into its standby position on the pivoting body and comes into frictional contact with the brake bar.

[0018] In all of this, the auxiliary drive is characterized by the fact that the friction body, the swivel body, the main axis and - when the auxiliary drive is mounted as intended, which is determined by its flanges, mounting holes, etc. - the brake bar are arranged relative to one another in such a way that the friction body swivels the swivel body around the main axis closer to the brake bar under the influence of the friction forces occurring on it when it rubs against the brake bar as intended, in such a way that the friction body is pushed back by the brake bar into a position on the swivel body that is closer, ideally at least 75% closer, to its ready position than to its response position.

[0019] The electromagnet can then attract across a greatly reduced air gap and, as a result, very efficiently pull the friction body back into its ready position without the electromagnet having to be dimensioned significantly larger than necessary for pure holding.

[0020] It is clearly preferable to design the construction in such a way that the friction body is pushed back into a position that completely corresponds to its standby position.

[0021] In all of this, the auxiliary drive 1 is designed to operate automatically. Once triggered, the pivoting of the pivoting body with the friction body and the aforementioned movement of the friction body relative to the pivoting body occur completely automatically under the influence of the sliding friction forces on the friction body – even while the auxiliary drive 1 activates the elevator brake as intended and before the elevator car comes to a standstill. FURTHER DEVELOPMENTS OF THE INVENTION

[0022] The pivot rod is expediently telescopic, either with or against the force of a spring element. Even more preferred is to design the pivot rod and the main axis such that the pivot rod can be displaced relative to the main bearing, both with and against the force of a spring element, so that the length of the pivot rod, which lies between the main bearing and the friction body, can be varied. It is particularly advantageous if the main bearing comprises a bearing sleeve that can be pivoted about the main bearing axis HLA and that encompasses the pivot rod - ideally closed around its entire circumference - and holds it displaceable in the direction of the pivot rod longitudinal axis SSL. In this way, the pivot rod can be guided very precisely using simple means.Its length, which is preferably effective along the shortest path between the main bearing and the friction lining, can be easily adjusted by pushing the pivot rod more or less far through the bearing sleeve under the influence of the currently resulting force.

[0023] The pivot rod expediently has a circular cross-section, at least in the effective area of the bearing sleeve and, if possible, also of the spring element – although (less preferred) a polygonal cross-section, e.g., an octagonal cross-section, is also possible. It is particularly advantageous if the pivot rod has a first, slimmer rod section and a second, less slender rod section adjoining it – as integrally as possible. The first rod section passes through at least one spring element, ideally one or more coil springs or one or more disc springs. Where it exits this spring element, it passes through the bearing sleeve.This makes the spring element particularly effective in that the spring element is supported on one side, directly or via an intermediate spring plate, on the shoulder between the first and second rod sections and on the other side on the bearing sleeve, if necessary with an intermediate spring plate.

[0024] It has proven particularly advantageous if the electromagnet is attached to the pivoting rod - directly or indirectly or to a holder attached to it - in such a way that it can pivot back and forth together with it.

[0025] Such a mounting ensures that the electromagnet is always optimally positioned relative to the pivot rod, regardless of its current pivoting state. This facilitates the goal of using the smallest possible electromagnet, because at no time does it have to attract across a significant air gap.

[0026] A particularly advantageous embodiment, for which protection is claimed both in the sense of a dependent claim and independently, in the sense of a subordinate claim, is characterized in that the electromagnet, which serves to hold the friction body in the standby position, presses on a pivot rod via at least one rocker lever engaged with the pivot rod when energized, wherein the point or area in which the pivot rod engages the rocker lever has a smaller effective lever arm relative to the bearing eye or bearing of the rocker lever than the point or area in which the electromagnet acts on the rocker lever. In this way, the laws of leverage result in an increase in the usable force that the electromagnet can exert.Conversely, this means that either a smaller electromagnet can be used, drawing only a lower current while holding the friction lining (during regular operation) in the standby position. Or the electromagnet used in its unchanged size can exert a higher holding force, which facilitates the automatic restart of the elevator car after arrest by providing greater security against the pivot lever being inadvertently released from the electromagnet's "grip." In the case of the subsidiary claim included here, the claim is directed to an elevator speed governor—preferably of any design—with an auxiliary drive that has the features of this paragraph.

[0027] In all of this, it is particularly advantageous if the longitudinal axis of the rocker arm is perpendicular or substantially perpendicular to the longitudinal axis SSL of the pivot rod.

[0028] Ideally, at least one rocker arm is pivotally connected to a pull rod via its bearing eye or bearing, which in turn is pivotally connected to the main axle. Therefore, it can follow the movement of the rocker arm or, due to a corresponding coupling, must necessarily follow it. This ensures that the pivot point of the rocker arm, and thus the rocker arm itself, are always ideally positioned, which is beneficial for the intended purpose.

[0029] It is ideal if the longitudinal axis of the rocker arm forms an angle of maximum 25°, preferably maximum 15°, with the longitudinal axis of the pivot rod, which ensures that the pivot point of the rocker arm is not positioned next to, but above or below the pivot rod.

[0030] It has proven particularly advantageous if the swivel body comprises one and preferably or usually at least two frame elements that are pivotally mounted about the main axis. They are connected to the swivel rod in such a way that they - preferably always - pivot together with the swivel rod, with the at least two frame elements accommodating the swivel rod between them. The frame elements make it unnecessary to attach actuating elements directly to the swivel rod, which would create a direct connection to the elevator brake and hinder the necessary mobility of the swivel rod. The task that the swivel rod has to fulfill and the task of direct mechanical communication with the elevator brake are thus decoupled, so that each of the components can specialize in the best possible management of its specific sub-task.

[0031] For this purpose, the two frame elements are preferably connected to one another by a coupling element in the form of a rod, the longitudinal axis of which runs parallel to the said main axis and preferably penetrates an elongated hole in the pivot rod, whereby "elongated hole" is understood to mean any opening ensuring the necessary mobility of the pivot rod and bringing about the necessary coupling.

[0032] It is particularly advantageous if the auxiliary drive is designed in such a way that - when the auxiliary drive is properly mounted on the elevator or its car - its friction body comes into contact with the surface of a guide rail which connects the contact surfaces of the guide rail against which the car or counterweight guide rollers and, if applicable, the brake wedges or brake rollers of the elevator brake come into contact as intended.

[0033] To implement the solution just mentioned, it is particularly advantageous if the two frame elements completely or partially accommodate a guide rail acting as a brake bar between them, preferably with its sections that extend beyond the pivot rod located between them in the direction of the pivot rod's longitudinal axis. This design makes it significantly easier for the friction body to frictionally interact with the surface of the guide rail that connects the two contact surfaces of the guide rail against which the guide rollers, brake wedges, etc., rest, and is oriented essentially perpendicular to them – whereby the actuating forces can nevertheless be transmitted via the shortest possible path and without ineffective "oblique pull" to the brake wedges or brake rollers that rest on both sides of the said contact surfaces of the guide rail.

[0034] In implementation of what has just been said, at least one actuating element - preferably pivotable - is attached to the ends of the frame elements which accommodate the said guide rail between them, which actuating element transmits the actuating force generated by the auxiliary drive to the elevator brake.

[0035] Within the scope of an alternative embodiment of the solution according to the invention, it is provided that a pivot rod and its main axis, or better two pivot rods and their main axes, are attached to a carriage that is movable relative to the car and / or car frame, preferably on at least two rails. Actuating elements for transmitting the actuating forces generated by the pivot rod(s) and their friction elements to the elevator brake are attached to the carriage.

[0036] The carriage in question ensures particularly precise guidance, which allows highly accurate operation of the elevator brake.

[0037] The carriage's greatest strength lies in applications where higher actuating forces are required, requiring two or more pivoting rods to operate in parallel, particularly when positioned in opposite directions and acting on two opposing contact surfaces on a guide rail. The joint mounting of the pivoting rods on the carriage ensures that all brake wedges or brake rollers of an elevator brake are always subjected to the same actuating force, and this is especially true when multiple elevator brakes are actuated by the same auxiliary drive.

[0038] Ideally, the carriage carries a bearing bracket for each main axis, so that one end of the main axis is attached to the carriage and the other end of the main axis is attached to the bearing bracket. This provides a simple, stable way of attaching the main axis, which is primarily or even solely responsible for precise guidance. The carriage preferably carries a stop bracket for each pivot rod, which, preferably together with the carriage, forms a window through which the respective pivot rod extends. The stop bracket forms a stop which, when the auxiliary drive is activated, limits the pivot angle of the pivot arm so that the pivot arm sets the carriage in motion once the stop is reached.

[0039] Protection is also sought for an elevator with an elevator drive, a rail-guided elevator car, an elevator brake, and a speed limiter that actuates the brake, as well as an electronic travel condition monitor for activating a speed limiter. The claimed elevator is characterized in that an auxiliary drive according to one of the preceding claims, together with the electronic travel condition monitor, forms the speed limiter.

[0040] Further advantages, modes of operation and possible embodiments of the invention will become apparent from the description of the embodiments with reference to the figures. FIGURE LIST

[0041] The Figure 1 shows a first embodiment of the auxiliary drive in a central longitudinal section, seen from the side, in the standby position. Figure 1A shows the embodiment according to Figure 1cut freely so that the swivel rod is clearly visible. Figure 2 shows the embodiment according to Figure 1 in three-dimensional view obliquely from the front-top. The Figure 3 shows the embodiment according to Figure 1 immediately after activation. The Figure 3A shows schematically how the friction body of the embodiment according to Figure 3 on a guide rail for the car or the counterweight. The Figure 4 shows the embodiment according to Figure 1 at the end of the activation of the elevator brake by the auxiliary drive. The Figure 5 shows the embodiment according to Figure 4 in three-dimensional view obliquely from the front-top. The Figure 6 shows the embodiment according to Figure 1 from above. The Figure 7 shows a second embodiment seen from the side, in standby position. Figure 8 shows the embodiment according to Figure 7seen from the side, immediately after its activation. The Figure 9 shows the embodiment according to Figure 7 during the release, at the moment the pivot lever reaches the upper stop. The Figure 10 shows the second embodiment after the carriage has been started. Figure 11 shows the Figure 7 in perspective view. The Figure 12 shows an enlarged section from the Figure 7 . The Figure 13 shows the second embodiment vertically from above. Figure 14 shows a simplified (not preferred) embodiment in the central longitudinal section. Figure 15 shows a partial section of the Figure 14 schematic, seen from the front, in "exploded" state. FIRST EXAMPLE OF IMPLEMENTATION

[0042] The Figure 1 shows a first embodiment of the auxiliary drive 1 according to the invention. BASIC CONCEPT

[0043] Auxiliary drive 1 is used to construct a new type of speed governor for use in an elevator. It is a so-called elevator speed governor. It is designed to be ready for installation on a car and / or an elevator counterweight.

[0044] If necessary - for example if an impermissible driving condition of the elevator car is detected which must be brought under control - the auxiliary drive 1 causes a preferably completely separate elevator brake or elevator safety device to respond, which brakes the elevator car or stops it completely, i.e. catches it.

[0045] The auxiliary drive 1 draws the required actuation energy from the kinetic energy of the elevator car. Due to its contact with the brake bar, the at least one friction element of the auxiliary drive 1 partially converts this energy into a frictional force, which is used as the actuation or triggering force for the elevator brake or elevator safety gear. However, the auxiliary drive 1 is designed in such a way that it can only generate a fraction of the braking power required to decelerate or catch an elevator car, i.e., its inherent braking effect alone cannot significantly influence the speed of the elevator car. THE MAIN AXIS

[0046] The auxiliary drive 1 according to the invention has a main axis 2, which is preferably mounted on the car, as can be seen from the Fig. 5 can be seen. The Figure 5shows the preferred, very space-saving and, in the case of glass elevators, largely hidden from the outside observer, installation in the space between two horizontally spaced crossbeams Q of the so-called car frame or "sling" - in which the car is held. These crossbeams are usually the two upper crossbeams. For easier understanding, it should be noted that, for example, in Fig. 2 only one of the two cross members is shown, while the front cross member Q facing the viewer is dismantled in order to provide a complete view of the auxiliary drive 1 according to the invention.

[0047] It is also noteworthy that the Fig. 2 clearly visible axle bolt, which defines the main axis 2, is anchored on one side to one cross member Q and on the other side to the other cross member once it is fully assembled. THE FRAME ELEMENTS

[0048] The auxiliary drive 1 further comprises two frame elements 3 mounted on or pivotable about the main axis 2. Each of these frame elements 3 is preferably designed as a plate or metal plate. It is therefore a component that has two main surfaces H and, in addition, only secondary surfaces N. Preferably, each of the two main surfaces H is at least 15 times larger in area than each of the secondary surfaces N.

[0049] The plates forming the frame elements 3 may, for example, be provided with punched windows or the like for the purpose of saving weight, in addition to the holes forming axle mounts which are required anyway for proper functioning.

[0050] The two frame elements 3 are aligned completely or at least essentially parallel to one another. They accommodate a pivoting rod 4 between them, which will be explained in more detail below. The frame elements 3 can serve to support the pivoting rod 4 between them, which will be explained in more detail below. As a rule, the actuating force generated by the pivoting rod 4 or its friction body 10 is communicated to the frame elements. At least one, or preferably both, frame elements 3 in turn transmit the actuating force to at least one braking and / or safety gear of the elevator. For this purpose, one or more actuating elements 22 and 23 are provided, which will be explained in more detail later - usually pivotally attached to the frame element(s) 3. THE SWIVEL ROD

[0051] The pivot rod 4 is also pivotably mounted on the main axis 2, preferably with its one outermost end.

[0052] The exact structure of the swivel rod 4 is best seen in the cut-out Fig. 1a to recognize.

[0053] The pivot rod 4 is preferably designed as a single piece and then preferably has a cylindrical, square, or polygonal cross-section, e.g., in the shape of a hexagon or octagon. Alternatively, a telescopic two-piece design would be conceivable.

[0054] In any case, the pivot rod is variable in length, or rather, the section of the pivot rod 4 that lies between the pivot rod 4's connection to the main axis 2 and the friction body 10 held on the pivot rod 4 is variable in length. Taking these two alternative options into account, one can summarize that the pivot rod 4 is variable in length relative to the main axis 2 and can be converted from a longer state to a shorter state and vice versa.

[0055] The said pivot rod 4 is preferably characterized in that its extension in the direction of its longitudinal axis LS, which is generally completely or at least substantially identical to the direct or shortest connecting line between the main axis 2 and the friction body 10, which will be explained in more detail below, or its bearing eye for pivotally fastening the friction body 10 to the pivot rod 4, is at least a factor of 6 greater than its greatest extension perpendicular to its longitudinal axis.

[0056] How to use the Fig. 1a recognizes, the pivot rod 4 preferably passes through a bearing sleeve 5 which in turn is held rotatably about the main axis. For this purpose, the pivot rod 4 has a first rod section 7 which is preferably reduced in diameter or cross-section and which passes through the bearing sleeve in a displaceable manner relative to it - whereby the pivot rod becomes variable in length in the above-mentioned sense.

[0057] The spring element is ideally threaded onto the first rod section 7, especially if it is designed as a helical spring.

[0058] The first rod section 7 is preferably followed by a second rod section 8. The latter usually has a larger diameter or cross-section. The spring element is supported on one side preferably on the bearing sleeve and on the other side preferably on the transition between the first rod section 7 and the second rod section 8, if necessary with the interposition of a Fig. 1a spring plate not shown.

[0059] It should be noted that the use of a coil spring is particularly advantageous from a structural point of view due to its simple and secure attachment by threading. However, other spring elements 6 are theoretically also conceivable, such as disc spring assemblies or even multiple coil springs.

[0060] At its end facing away from the coil spring or spring element 6, the second rod section 8 transitions into a friction-body-side bearing or bearing eye 24, to which a friction body 10 is pivotably attached, usually by means of a corresponding pin that extends through the friction body 10 and the pivot rod. The friction body 10 can have a U-shaped configuration, with the U-legs being open toward the pivot rod. The pivot rod then engages into the friction body.

[0061] Preferably, the friction body is provided with a special friction fitting, for example in the form of a mineral, e.g. asbestos-free, friction lining as used in the automotive industry, or made of a non-ferrous or bearing metal.

[0062] How best to use the Fig. 1a As can be seen, the rod section 8 is conveniently equipped with an elongated hole 11, the function of which will be explained in more detail below.

[0063] How to use the Fig. 5 , but also based on the Fig. 1 , the two frame elements 3 are connected to each other via a coupling element 12. The coupling element is preferably a cylindrical or square pin, which is at least ten times longer in the direction of its longitudinal axis than in all other directions and which is expediently fixed, riveted, or screwed to the two frame elements 3 in such a way that its longitudinal axis 13 runs parallel to the main axis 2. The coupling element 12 passes through the elongated hole 11 (possibly with play), so that the mobility or compressibility and elongation of the pivot rod 4 within the limits defined by the elongated hole is not hindered. Thus, the elongated hole 11, together with the coupling element 12 and the frame elements 3, which in turn are linked to the braking and / or safety gear, prevents the pivot rod 4 from assuming an unauthorized position at any time - e.g., by moving out of the Fig. 1 shown position falls even further "down" or swings "down".

[0064] As already mentioned at the beginning, the pivot rod 4 is coupled to the two frame elements 3 in such a way that they always perform a pivoting movement together, apart from the completely irrelevant, small inaccuracies that may occur as a result of a certain play between the elongated hole 11 and the coupling element 12.

[0065] The at least 3-layer "sandwich" made up of the frame elements 3 and the pivot rod 4 forms a robust and well-defined pivoting mechanism. THE HOLDING MAGNET AND THE LEVERAGE ASSIGNED TO IT

[0066] In addition, a magnetic holder 14 is usually provided, which is usually firmly connected to the pivot rod 4 and therefore pivots back and forth together with it, see again Fig. 1aThe magnet holder 14 carries an electromagnet 15 (or several electromagnets, which will not be mentioned again in each case), which is actuated via the e.g. Fig. 1 is fed by the supply cable 16 shown in outline.

[0067] The electromagnet 15 is able to hold the pivot rod 4 in its shorter state against the tension of the spring element 6, as shown in Fig. 1 is shown.

[0068] This position is to be described as a standby position.

[0069] In this position, the friction body 10 is held at a distance from the brake bar 17, which can be a separate brake bar, while normally the guide rail already present for the car and / or the counterweight is used simultaneously as a brake bar.

[0070] In this context, if we take a look at the Figures 3 and 3a, then it can be seen that the friction body 10 preferably interacts with the end face of the T-post of the guide rail facing away from the T-arm. It is therefore not brought into contact with one of the surfaces 25 against which the actual brake wedges or brake rollers are brought into contact and against which the guide rollers of the car also rest, see again. Fig. 3a . Such a special system has the advantage that the friction body 10 cooperates with a friction surface that is reserved only for it and is therefore not subject to any influences from other functional elements (such as safety wedges, brake rollers, guide rollers and their potential abrasion) - which could influence the amount of friction that arises when the brake bar and the friction body 10 of the auxiliary drive 1 respond.

[0071] In all of this, it is particularly advantageous that the pivoting rod 4 according to the invention has a large length changeability, which is always subject to the preload of the spring element. Due to this, guide tolerances of the car of up to + / - 7.5 mm in the direction of the Fig. 3a the double arrow marked with the reference letter P is irrelevant.

[0072] It is particularly advantageous if the electromagnet 15 does not act directly on the pivot rod, but via a lever construction which increases its holding force.

[0073] For this purpose, a pull rod 18 is provided in the present case, which in turn is pivotably mounted on the main axis 2. At its end facing away from the main axis 2, the pull rod 18 carries a bearing eye 19, via which a rocker lever 20 is pivotally connected to it.

[0074] The rocker lever 20 is simultaneously pivotably attached to the pivot rod 4 or its rod section 8 via the bearing eye 21. Ideally, the bearing eye 21 is positioned closer, preferably 50% to 150% closer, to the bearing eye 19 than to the pivot point of the electromagnet 15. The pivot point of the electromagnet 15, not shown in detail here, can also be a bearing eye connected to a tab that merges into the pull rod of the magnet. Instead, however, the rocker lever 20 can also carry a flat plate section 26 that is directly attracted by the electromagnet 15, as provided in this embodiment.

[0075] Be that as it may, it is crucial that the bearing eye 21 is positioned in such a way that a lever arm results between the bearing eye 21 and the bearing eye 19 which is shorter than the lever arm between the point at which the resulting force of the electromagnet 15 acts on the rocker lever 20 and the bearing eye 21. Depending on how large the said difference is set, it is possible to multiply the holding forces of the electromagnet, for example to double them, triple them or similar.

[0076] It should also be noted that in a particularly economical design, only one pull rod 18 and one rocker lever 20 are provided, both of which are then arranged on one of the two sides of the rod section 8. Designs that are of higher quality and therefore intended to operate completely symmetrically can instead be equipped with two pull rods 18 and two rocker levers 20 that accommodate the rod section 8 between them - something like what will be explained in more detail later in the context of the second exemplary embodiment.

[0077] The crucial functionality of the auxiliary drive 1 can be easily recognized by taking a closer look at the image sequence that shows the Figures 1 , 3 and 4 offer when viewed one after the other in this order.

[0078] As already mentioned above, the electromagnet 15 is in the situation that the Figure 1shows, energized. This holds the friction body 10 in its ready position by the rocker arm 20 being pulled by the electromagnet 15 in the direction of the main axis 2. The rocker arm 20 thereby pivots about the bearing eye 19 and consequently presses the pivot rod 4 or its rod section 8 via the bearing eye 21 against the tension of the spring element 6 into its shorter position. The force applied by the electromagnet 15 acts on a longer lever arm relative to the bearing eye 19, which here represents the pivot point of the rocker arm, than the spring element 6, the force of which is introduced into the rocker arm 20 via the bearing eye 21.

[0079] It should be noted that, as an alternative to holding, a permanent magnet can also be used to hold the friction body 10 in its standby position without current. To trigger, an electromagnet is then energized, whose field overlaps that of the permanent magnet in such a way that the field of the permanent magnet is canceled out or at least weakened to such an extent that it can no longer hold the friction body 10 in its standby position. The advantage of such a reversal is that no continuous current supply is required during normal operation, which saves considerable energy. However, this requires somewhat greater structural complexity, as an energy storage device is required to reliably supply the electromagnet with a current pulse that triggers the triggering, even in the event of a power failure.

[0080] If the current supply to the electromagnet 15 is interrupted, for example because the elevator control system issues a corresponding command or because a total power failure ("blackout") has occurred, the electromagnet 15 no longer holds the end of the rocker arm 20 facing it. The rocker arm 20, which is no longer held, is lifted off the electromagnet 15. The rocker arm thereby pivots away from the main axis 2.

[0081] This leads to the Figure 3 The situation shown is established. The spring element 6 transfers the pivot rod 4 into its longer position by pressing the rod section 8 towards the brake bar 17, while the rod section 7 is pulled a short distance in the corresponding direction through the bearing sleeve 5. In this exemplary embodiment, the friction body 10 comes into frictional contact with the brake bar 17 in this way, since it comes into contact against it as a result of the elongation of the pivot arm 4.

[0082] If you imagine that the elevator car is currently traveling downwards, i.e. moving in the plane of the drawing from the top edge of the sheet to the bottom edge of the sheet, then you can easily imagine that reaction forces act on the friction body 10 as a result of the sliding friction with the brake bar 17, which move the friction body 10 against the direction of travel of the elevator car - in this case upwards.

[0083] This results in the swivel rod 4 and the frame elements 3 connected to it via the coupling element 12 being forced to pivot about the main axis 2 in a clockwise direction. The friction body 10 therefore moves relative to the car in the opposite direction to its direction of travel, i.e. upwards in the plane of the drawing, in the direction of Fig. 4shown position. In doing so, it takes the pivot rod 4, to which it is attached, with it and forces it to pivot around the main axis 2. This exerts pressure on the pivot rod 4 in the direction of the main axis 2, since the linear distance between the friction body 10 or the bearing eye 24 on the friction body side and the main axis 2 is reduced due to the rotation - the pivot axis is, so to speak, pivoted into the distance between the brake bar 17 and the main axis 2, which is decreasing in its pivoting direction. The pivot axis is thereby "compressed" or translationally displaced between the brake bar 17 and the main axis in the direction of its longitudinal axis LS. This results in the pivot rod 4 being pressed against the action of the spring element 6 and thus being returned from its longer state to its shorter state because the rod section 8 moves back in the direction of the main axis 2 and, for example,the rod section 7 is pushed back in the opposite direction through the bearing sleeve 5.

[0084] How to use the Fig. 3 can be seen, this leads to the bearing eye 21, via which the rocker arm 20 is movably connected to the rod section 8, being displaced again in the direction of the main axis 2. Since one end of the rocker arm 20 is connected to the pull rod 18 via the bearing eye 19, the rocker arm 20 is forced to perform a tilting movement (here counterclockwise), which brings its other end, facing away from the bearing eye 19, closer to the electromagnet 15 or, preferably, even allows it to rest completely against it.

[0085] In this way, the air gap across which the electromagnet 15 must attract the end of the rocker arm 20 associated with it is reduced or eliminated.

[0086] If, for example, the elevator car has gone into catching and the auxiliary drive 1 after the standstill in the Fig. 4 shown position, then restarting the car is very easy: electromagnet 15 is energized again. A (small) current to the electromagnet is sufficient, which preferably does not exceed, or does not significantly exceed, the current required to hold it in the standby position, i.e., to hold the swivel rod in its shorter state.

[0087] Now the car only needs to be moved a little in the opposite direction to its previous movement (here: upwards). This will move the friction body 10 back to the Fig. 2shown position by a pivoting movement counterclockwise. However, and this is not shown here, the holding magnet 15 still holds the pivot rod 4 in its shorter state, so that the friction body 10 does not find itself in the position that the Fig. 2 shows, but in the position that the Fig. 1 shows. THE ACTUATORS

[0088] As briefly mentioned above, one or more actuating elements 22, 23 are preferably attached to the frame element(s) 3—possibly also directly to the pivot rod 4. These one or more actuating elements transmit the actuating forces generated by the auxiliary drive 1 in the manner according to the invention to the braking or safety wedges or braking or safety rollers, which belong to the car safety and / or braking device, which is generally spatially and physically completely separate and usually also has a separate housing from the auxiliary drive 1. This separation has the great advantage of enabling modularization of the system. Preferably, a single auxiliary drive 1 is sufficient, otherwise a few, to provide a trigger for various series of car safety and / or braking devices with varying performance.

[0089] The figures clearly show that a pivotable actuating member 22 is attached or hinged to the frame element 3, or preferably to the frame elements 3. In the present case, this is preferably a pull rod, see FIG. Fig. 5 The pull rod is hingedly attached to the end of the respective frame element 3 that is furthest away from the main axis 2. Preferably, this end already overlaps the surfaces of the guide rail provided for the guide rollers or brake wedges, which here represents the brake bar 17.

[0090] It is easy to understand that each of the pivoting actuating elements 22 is pulled upwards when the two frame elements 3 perform their pivoting movement, here clockwise. The pull rods then pull on the brake wedges or brake rollers of the elevator brake or elevator safety gear. These then come into contact with the braking surfaces of the guide rail and are usually driven into a wedge gap between the brake body and the guide rail, thus braking with great force or arresting the elevator car. This driving in usually occurs without any intervention by the auxiliary drive 1, solely through the self-locking or self-reinforcing mechanism, which the elevator car safety and / or braking device also uses. The auxiliary drive 1 can therefore be designed to be small or with comparatively low performance.

[0091] The key advantage of this is that the auxiliary drive 1 can therefore be designed asymmetrically, e.g., in the sense that only a single auxiliary drive 1 is provided, which interacts frictionally with only a single brake or guide rail. Due to the comparatively low friction and, above all, the low transverse forces that occur on the auxiliary drive 1, there is no need to always provide an auxiliary drive 1 on two opposing brake or guide rails, whose transverse forces act in opposite directions and thus compensate each other.

[0092] A notable advantage of the auxiliary drive 1 according to the invention is that the auxiliary drive 1, with appropriate design, can optionally contribute to releasing the elevator safety or elevator braking device again without the need for manual resetting. This is because the moment the elevator car, for example, moves from the position of the Fig. 4 by actuating its drive and then moving it back in the opposite direction, ie in the exemplary embodiment, lifting it, a downward force is generated on the friction body 10, which is transmitted as a pressure force to the actuating elements, which thereby help to release the brake wedges or brake rollers of the safety or braking device from their wedging with the guide rail and to return them to their ready position.

[0093] It is also noteworthy that a further pivotable actuating element 23 is attached to each of the frame elements 3, preferably at the end facing away from the guide rail or brake bar 17. This further pivotable actuating element serves, if necessary, to actuate the braking or safety gear of the elevator car, which is arranged on the opposite side and acts on the opposite guide rail. Thus, only a single auxiliary drive 1 may be needed to trigger both or more car brakes or car safety gears in the event of overspeed. SECOND EXAMPLE

[0094] The Figures 7 to 13 show a second embodiment. BASIC CONCEPT

[0095] This second embodiment does not differ from the first embodiment in its mode of operation or in the basic nature of its relative movement, but in the different mounting of the pivot rod 4 without additional pivotable frame elements 3 and in a slide 27 which functionally replaces the frame elements 3.

[0096] The second embodiment is preferably characterized in that a pair of the auxiliary drives 1 according to the invention is always used together, usually in such a way that the brake body of one auxiliary drive 1 interacts with a first active surface of the guide rail and the second auxiliary drive 1 interacts with a second active surface of the same guide rail, which is exactly opposite to this.

[0097] However, this is not absolutely necessary. Even with this design, the use of a single drive would be conceivable, with a passive counter-side in the form of a bearing roller or a sliding surface. The entire structure could then optionally be mounted on a floating horizontal bearing, ensuring a uniform force distribution even when using only one drive.

[0098] What was said above for the first embodiment also applies to this second embodiment, unless otherwise stated in the following explanations. THE MAIN AXIS

[0099] The auxiliary drive 1 according to the invention according to this second embodiment also has a main axis 2. This is preferably fixed in a stationary manner to a carriage 27, which in turn is attached to the car so as to be relatively movable along rails 30.

[0100] In order to securely hold the main axis 2, the carriage 27 is preferably equipped with a C-shaped bracket 28, which receives and holds the second end of the main axis 2 projecting from the carriage 27. The C-shaped bracket 28 is preferably a bent sheet metal part and is welded, screwed, or riveted to the carriage 27 with its two free legs. A component of the main axis 2 is also preferably a bearing sleeve 5, from which sections of the main axis 2 protrude on both sides. The bearing sleeve 5 is well integrated in the Fig. 12 to recognize.

[0101] In this second embodiment, too, the bearing sleeve 5 is preferably penetrated by a first, preferably cylindrical rod section 7, which is held in the bearing sleeve 5 so as to be displaceable back and forth. THE SWIVEL ROD

[0102] As described above for the first embodiment, the pivot rod 4 in this second embodiment is also preferably designed to consist of several sections. Here, too, the pivot rod 4 is "length-adjustable" in the sense described above and can be converted from a longer state to a shorter state and vice versa.

[0103] Here too, the said pivot rod 4 is preferably characterized in that its extension in the direction of its longitudinal axis LS, which is generally completely or at least substantially identical to the direct connecting line between the main axis 2 and the friction body 10 or its bearing eye for pivotally fastening the friction body 10 to the pivot rod 4, is at least a factor of 5 greater than its greatest extension perpendicular to its longitudinal axis.

[0104] The swivel rod can also be designed in the same way as the one described above. Fig. 1aillustrated.

[0105] However, in this embodiment, the pivot rod 4 is guided in the lateral direction essentially only by the bearing sleeve 5 via the main axis 2 formed with its participation. THE FRONT STOP OF THE SWIVEL ROD

[0106] The feature in which this second embodiment differs fundamentally from the first embodiment described above is the front stop 29 of the pivot rod.

[0107] This front stop 29 can also be designed in the manner of a C-shaped bracket, which is attached to the carriage 27 in a similar manner to the previously mentioned C-shaped bracket.

[0108] The front stop 29 can optionally represent a lateral guide for the pivot rod 4 and / or provide a rear guide for the friction body 10 connected to the pivot rod 4 in the manner already described above.

[0109] Preferably, however, the main function of the front stop 29 is to provide the inventive pivoting movement of the pivot rod 4 about the main axis 2 with an upper stop, thereby limiting the pivoting movement upon activation. Such a stop then causes the pivoting movement of the pivot rod to terminate at the moment the pivot rod strikes the front stop 29, and the frictional forces still generated on the friction body 10 thereby move the carriage 27 as a whole, upwards in this embodiment. This will be discussed in more detail later.

[0110] Optionally, the front stop 19 can additionally limit the return pivoting movement that the pivot rod 4 performs when the elevator car starts moving again from the catch. THE HOLDING MAGNET AND THE LEVERAGE ASSIGNED TO IT

[0111] This second embodiment also features a magnet holder 14, which is usually firmly connected to the pivot rod 4 and therefore pivots back and forth with it. Here, too, the magnet holder 14 carries one or more electromagnets 15, as already mentioned above.

[0112] In its standby position, the friction body 10 is held at a distance from the brake bar or the guide rail acting as a brake bar.

[0113] Unlike the first embodiment described above, in this second embodiment it is preferably the case that the friction body 10 comes to rest on one of the surfaces 25 of the guide rail used as a brake bar 17, against which the actual brake wedges or brake rollers are also brought to rest and against which the guide rollers of the elevator car or counterweight also normally rest.

[0114] In this embodiment, too, it is particularly advantageous if the electromagnet does not act directly on the pivot rod, but via a lever construction that increases its holding force.

[0115] The basic functionality of this lever construction has already been described above in connection with the first embodiment, and it is repeated here.

[0116] The difference, however, is that in this embodiment, two parallel tie rods 18 are present, both of which are pivotably mounted on the main axis 2. The two tie rods 18 hold the pivot rod 4 between them. Each of the two tie rods 18 is in turn connected to its own rocker arm 20. The rocker arms 20 are also arranged such that they hold the pivot rod 4 between them. As in the first embodiment, each of the two rocker arms 20 is pivotably attached to the pivot rod 4 or its second rod section 8 via a bearing eye 21, as described there. The above also applies to the positioning of the bearing eye 21.

[0117] This double design of the pull rod 18 and the rocker lever 20 with the pivot rod 4 accommodated in between ensures particular precision, since the forces are absorbed more evenly. HOW IT WORKS

[0118] The functionality of the second embodiment can best be understood by looking at the Figures 7 , 8 , 9 and 10 comprehend.

[0119] The Figure 7 shows a state in which the electromagnet 15 is energized. The friction body 10 is thereby held in its standby position, spaced from the brake bar 17 or the guide rail. This is achieved by the rocker lever 20 being pulled by the electromagnet toward the main axis 2, as already described above for the first embodiment.

[0120] When the electromagnet is deenergized, the electromagnet 15 no longer holds the end of the rocker arm 20 facing it. The pivot rod 4 is thereby lengthened or is displaced by the force of the spring element and, under the influence of the tension of the spring element 6, brings the friction body 10 into contact with the brake bar 17, as already described above for the first embodiment and in Fig. 8 shown for the second embodiment.

[0121] If one imagines that the elevator car is currently traveling downwards, i.e., moving in the plane of the drawing from the top edge of the sheet to the bottom edge of the sheet, then one can easily understand that frictional forces act in the friction body 10 as a result of the sliding friction with the brake bar 17, which move the friction body 10 against the direction of travel of the elevator car, i.e. upwards. On the way up, during which the carriage is usually not moved or not moved significantly, the pivot lever 4 soon comes to rest against the upper edge of the front stop 29. The pivot lever 4 can now move no further clockwise. This snapshot shows the Fig. 9 .

[0122] However, since reaction forces continue to act on the friction body 10 due to the sliding friction with the brake bar 17, the friction body 10 continues to be pulled upwards. This results in the respective friction body 10 now moving the carriage 27 along its rails 30, in the present embodiment upwards, into the Fig. 10 The carriage thus moves relative to the car. This transfers actuating forces with high precision via the actuating elements 22 to the car safety and / or braking device (only shown in outline), which is then triggered.

[0123] How to easily compare the Figures 7 , 8 , 9 and 10As can be seen, in this second embodiment the pivoting of the pivot rod 4 (here clockwise) also results in the pivot rod 4 being compressed against the action of the spring element 6 and thereby being returned from its longer state, which it had assumed after its release, to its shorter state - because the second rod section 8 moves again in the direction of the main axis 2 and, for example, pushes the first rod section 7 back through the bearing sleeve 5.

[0124] Here, too, this results in the bearing eye 21, via which the respective rocker arm 20 is movably connected to the rod section 8, being displaced again in the direction of the main axis 2. This forces the rocker arm to undergo the previously described tilting movement, so that its other end, facing away from the bearing eye 19, is again brought closer to the electromagnet 15 or is placed against it. Here, too, this reduces or eliminates the air gap across which the electromagnet must attract the end of the rocker arm assigned to it. MISCELLANEOUS

[0125] The design with the pivot rod 4, which the first and second embodiments promote, is particularly advantageous.

[0126] Finally, however, based on the Figures 14 and 15It should be noted that, theoretically, simplified designs without the swivel rod are also conceivable, which are arranged and function as described for the first embodiment.

[0127] The Figures 14 and 15 roughly illustrate that the friction body 10 can be equipped, for example, with lateral guide strips F, with which it is displaceably guided in slots S of the frame elements 3, which in principle correspond to the first embodiment, which receive it between them and which in turn can be pivoted about the main axis 2.

[0128] Fig. 14 shows that two spring elements 6 and two electromagnets 15 can be present. If these release the friction body 10, it is moved by the spring elements into Fig. 14 pressed to the left against the brake bar not shown here.

[0129] Then a pivoting movement takes place, as described for the first embodiment, which presses the friction body again against the force of the spring elements in the direction of the electromagnets 15.

[0130] Of course, such simplified drives can also be installed in pairs in a construction that otherwise corresponds to the second embodiment. LIST OF REFERENCE SYMBOLS

[0131] 1Auxiliary drive 2Main axle 3Frame element 4Pivot rod 5Bearing sleeve 6Coil spring or spring element 7First rod section 8Second rod section 9Second cylindrical bolt section 10Friction element 11Elongated hole 12Coupling element 13Longitudinal axis of the coupling element 14Magnet holder 15Electromagnet or holding magnet 16Supply cable 17Brake bar or guide rail 18Pull rod 19Bearing eye 20Rocker lever 21Bearing eye (in the center of the rocker lever) 22Pivoting actuating element 23Further pivoting actuating element 24Bearing eye on the friction body side 25Contact surface for brake wedges, brake rollers, and car guide rollers 26Flat plate cut for magnetic attraction by the electromagnet 27Carriage 28C-shaped bracket 29 front stop 30 rail 31 elevator brake QCrossbeam of the car frame or "sling" HMain surface of a frame element NNSecondary surface of a frame element LSLongitudinal axis of the swivel rod HLAMain bearing axis SSLSwivel rod longitudinal axis PDouble arrow FGuide rail SSlot (for guiding a guide rail)

Claims

1. Auxiliary drive (1) for actuating an elevator brake (31) with at least one friction element (10) that can be applied against a brake rail (17), a pivot body on which the friction element (10) is mounted such that it is displaceable relative to said body and pivotable together with said body around a main axis (2) located outside the friction element (10), a spring element (6), and at least one electromagnet (15), as well as a transmission element (22, 23) for transmitting a pivoting movement of the pivot body or of the friction element (10) to the elevator brake (31), wherein the friction element (10) can be moved from its standby position on the pivot body to its actuating position on the pivot body by relaxation of the spring element (6), wherein the at least one electromagnet (15) in its first switching state holds the friction element (10) in its standby position on the pivot body and in its second switching state releases it, wherein in the second switching state the released friction element (10), under the influence of the force of the spring element (6), can move away from its standby position on the pivot body from the at least one electromagnet (15) and come into frictional engagement with the said brake rail (17), wherein in the second switching state there is an air gap between the electromagnet (15) and a component which the electromagnet (15) attracts in the first switching state, characterized in that: the component is a rocker lever (20), and that, when the auxiliary drive is mounted on an elevator car, the released friction element (10) of the mounted auxiliary drive (1) during a downward travel of the car comes into frictional engagement with the brake rail (17) via the pivot body, where the pivot body is or comprises a pivot rod (4) which is length-adjustable relative to the main axis (2), and is pivotably supported at the main axis (2), , whereby the friction element (10) pivots the pivot body, under the influence of the friction forces acting on it, about the main axis (2) in such a way that it moves closer to the brake rail (17), wherein the pivot body defines a circular path which the friction element (10) follows, so that during this pivoting movement the friction element (10) is pushed back from the brake rail (17) into a position on the pivot body that is closer to its standby position than to its actuating position, or corresponds to its standby position, thereby re-tensioning the spring element (6), and thereby reducing or eliminating the air gap across which the electromagnet (15) must attract the corresponding end of the rocker lever (20) in the first switching state, wherein the pivot rod (4) is pivotably mounted at one of its ends on the main axis (2) and carries at its other end the friction element (10), which is pivotably mounted on the pivot rod (4) relative to the rod.

2. Auxiliary drive (1) according to claim 1, characterized in that the pivot rod (4) is telescopable with and against the force of a spring element (6), or is displaceable relative to the main axis (2) in such a way that the length of the pivot rod (4) between the main axis (2) and the friction element (10) is changable.

3. Auxiliary drive (1) according to one of the preceding claims, characterized in that the electromagnet (15) is mounted on the pivot rod (4) in such a way that it can pivot back and forth together with it.

4. Auxiliary drive (1) according to one of the preceding claims, characterized in that in the energized state, the electromagnet (15) presses via at least one rocker lever (20) engaging with the pivot rod (4) onto the pivot rod (4), wherein the point or region in which the pivot rod (4) engages with the rocker lever (20) has a smaller effective lever arm relative to the bearing eye (19) or bearing of the rocker lever (20) than the point or region in which the electromagnet (15) acts on the rocker lever (20).

5. Auxiliary drive (1) according to the immediately preceding claim, characterized in that the longitudinal axis of the rocker lever (20) runs perpendicular or substantially perpendicular to the pivot rod longitudinal axis (SSL) of the pivot rod (4).

6. Auxiliary drive (1) according to one of the preceding claims, characterized in that the at least one rocker lever (20) is pivotably connected via the bearing eye (19) or bearing to a traction rod (18), which in turn is pivotably mounted on the main axis (2).

7. Auxiliary drive (1) according to one of claims 5 or 6, characterized in that the longitudinal axis of the rocker lever (20) encloses an angle of a maximum of 25°, preferably a maximum of 15°, with the pivot rod longitudinal axis (SSL) of the pivot rod (4).

8. Auxiliary drive (1) according to one of claims 1 to 7, characterized in that the pivot body comprises one and preferably at least two frame elements (3) which are pivotably supported around the main axis (2) and are connected to the pivot rod (4) in such a way that they pivot together with the pivot rod (4), wherein the at least two frame elements (3) enclose the pivot rod (4) between them.

9. Auxiliary drive according to claim 8, characterized in that the two frame elements (3) are connected to one another by a coupling element (12) in the form of a rod whose longitudinal axis (13) runs parallel to said main axis (2) and preferably passes through a slot (11) in the pivot rod (4).

10. Auxiliary drive (1) according to claim 8 or 9, characterized in that the two frame elements (3) also partially or completely enclose a guide rail (17), preferably with those sections that project beyond the pivot rod (4) in the direction of the pivot rod longitudinal axis (SSL).

11. Auxiliary drive (1) according to one of the preceding claims, characterized in that the auxiliary drive (1) is configured such that - when the auxiliary drive (1) is properly mounted on the elevator or its car - its friction element (10) comes into contact with a surface of a guide rail (17), which connects the contact surfaces (25) of the guide rail (17) that are normally engaged by the car or counterweight guide rollers and, if applicable, the brake wedges or brake rollers of the elevator brake (31).

12. Auxiliary drive (1) according to one of claims 1 to 7, characterized in that a pivot rod (4) and its main axis (2), preferably two pivot rods (4) and their main axes (2), are mounted on a carriage (27) which is movable along at least two rails relative to the car and / or car frame, and on which actuating devices (22, 23) are mounted for transmitting the actuating forces generated by the pivot rod(s) (4) and their friction elements (10) to the elevator brake (31).

13. Auxiliary drive (1) according to claim 12, characterized in that the carriage (27) carries a bearing bracket (28) for each main axis (2) so that one end of the main axis (2) is attached to the carriage (27) and the other end of the main axis (2) is attached to the bearing bracket (28).

14. Elevator with an elevator drive, a car guided on rails, an elevator brake (31) and a speed governor actuating said brake, and an electronic travel condition monitoring system for activating the speed governor, characterized in that an auxiliary drive (1) according to one of the preceding claims, together with the electronic travel condition monitoring system, forms the speed governor.