BRAKE DEVICE

Description

[0001] The invention relates to a braking device, a guide system for a traveling body of an elevator installation and an elevator installation.

[0002] In an elevator system, a traveling body typically moves essentially vertically between different floors along a travel path. Rails are often present along the travel path. Brake rails are used to brake the traveling body. Guide rails guide the traveling body. Typically, a rail functions both as a brake rail and a guide rail. Travel bodies typically have one or more braking devices on the rail that are triggered by a trigger signal. If a control device in the elevator system detects undesired or excessively fast movement of the traveling body, the control device, often a speed governor, sends a trigger signal, usually in the form of increased tension in a speed governor rope, to the braking device, thereby activating the braking device. When the braking device is activated, the traveling body is safely stopped.Today, there's a trend toward sheet metal rails. Conventional braking devices are virtually impossible to use on sheet metal rails because the sheet metal profiles cannot withstand the stresses of a conventional braking device.

[0003] The application EP3353104 discloses a braking device that distributes the normal forces more gently across a sheet metal rail profile.

[0004] JP H02 48390 A and JP S56 56484 A show braking devices for braking on rails, each with two braking profiles.

[0005] One task can now be seen in the development of an improved braking device and an overall improved elevator system.

[0006] According to a first aspect of the invention, a braking device solves the problem. The braking device is suitable for braking on a rail with a first braking profile and a second braking profile. The braking device comprises a forcing element and a counter-holder. The forcing element has a first forcing surface designed to act on the first braking profile and a second forcing surface designed to act on the second braking profile. The counter-holder has a first counter-holder effective surface designed to act on the first braking profile and a second counter-holder effective surface designed to act on the second braking profile. The first forcing surface and the first counter-holder effective surface are arranged opposite one another on the first braking profile, and the second forcing surface and the second counter-holder effective surface are arranged opposite one another on the second braking profile.In addition, the forcing element is expandable, and the expansion brings the first forcing surface into contact with the first brake profile and the second forcing surface into contact with the second brake profile.

[0007] According to a further aspect of the invention, a guide system for a traveling body of an elevator system solves the problem. The guide system is suitable for guiding the traveling body along preferably two rails with a first braking profile and a second braking profile. The guide system comprises three or more guide elements designed to guide the traveling body such that its alignment and position relative to the rails are essentially maintained. At least one of the guide elements is designed as a braking device according to the invention. In particular, the counter-support active surfaces serve as guide surfaces.

[0008] A further aspect of the invention relates to an elevator system that achieves the object and comprises the braking device and the rail with a first braking profile and a second braking profile. The rail is formed from one or more sheet metal parts.

[0009] Possible features and advantages of embodiments of the invention may be considered, among other things and without limiting the invention, to be based on ideas and findings described below.

[0010] The first and second constraining surfaces are each surfaces of the constraining element. The first and second counter-holder surfaces are each surfaces of the counter-holder.

[0011] In a rest position, in which the braking device has not yet been triggered, the force element is removed from the surfaces of the brake profiles. The force element, and in particular the force acting surfaces of the force element, cannot touch the brake profile. The counterholder, and in particular its counterholder acting surfaces, can touch the brake profile. Typically, one of the two counterholder acting surfaces touches the corresponding brake profile, thereby transmitting a guiding force between the brake profile and the traveling body. At this moment, there is play between the other counterholder acting surface and the other brake profile. In the rest position, the function of transmitting the guiding force can alternate between the first brake profile with the first counterholder acting surface and the second brake profile with the second counterholder acting surface, thus adapting to the direction of the guiding force.

[0012] The braking device is used to brake the traveling body on the rail. To initiate a braking process, the constraining surfaces of the constraining element are each moved towards the counter-holder effective surfaces. The first constraining surface is moved towards the first counter-holder effective surface, and the second constraining surface is moved towards the second counter-holder effective surface. The constraining element preferably has a braking element, such as a brake wedge. If the constraining element has a brake wedge, contact of the brake wedge with the passing brake profile leads to an increase in the contact force in the direction of the advancing movement. With or without this increase, the constraining element generates a sufficiently large contact force in the direction of the advancing movement. The constraining element presses on both brake profiles. The rail is designed so that the brake profiles are elastically, i.e. reversibly, deformed under the contact force.The deformation is limited by the counterholder.

[0013] As soon as the brake profile rests against the counterholder, and in particular against the two counterholder active surfaces, the respective brake profile is clamped between the counterholder active surface and the forced active surface. The braking device now develops its full braking force. The contact forces lead to frictional forces on both the two forced active surfaces and the two counterholder active surfaces, which generate the braking force of the braking device.

[0014] The rail is a profile arranged along the travel path of the vehicle body. The rail comprises the first and second brake profiles. The two brake profiles are preferably connected to each other at the rear. A typical shape, for example, is a C-profile.

[0015] The rail is advantageously designed in such a way that it can be easily and securely fastened in the shaft by, for example, having openings, slots or bores on the brake profile which serve to fasten the brake profile.

[0016] Advantageously, the rail is manufactured from sheet metal using a bending process or roll forming. On the one hand, this can be an open profile. This essentially involves folding a relatively thick sheet metal along two bending edges. This creates a profile, preferably similar to a C-profile, with the two brake profiles and the rear connection. The production of an open profile requires only a few work steps and is therefore, among other things, cost-effective. On the other hand, it can also be a closed profile. A closed profile is typically a more complex part, which is usually manufactured using roll forming. Typically, one edge of the sheet metal is connected to the other edge of the sheet metal, and a cross-section through the profile is connected several times. Preferably, the two profiles are designed as a fold, i.e. a double layer of sheet metal.An adhesive or filler can be applied between the two sheets of the double layer, or they can be placed adjacent to each other. The rear connection is advantageously designed as a hollow profile, which results in a high level of rail strength, especially with regard to the guide rails.

[0017] Alternatively, the rail can also be made from machined extruded material. Preferably, a hot-rolled C-profile is used as the blank. The C-profile in turn comprises the two brake profiles and a rear connection. The brake profiles are then machined, preferably by milling, so that the two brake profiles each have at least one smooth surface, which serves to guide the traveling body. In particular, the machined surfaces serve as contact surfaces for the counterholder. Advantageously, however, two or three surfaces of each brake profile are machined. Hybrid manufacturing processes are also conceivable in which, instead of the hot-rolled extruded profile, a relatively thick sheet is formed into a C-profile, which is then machined to create smooth surfaces.

[0018] To facilitate transport and installation, the rails are preferably divided into segments. These segments are typically 5 m or 2.5 m long.

[0019] According to a preferred embodiment of the braking device, the first, the second or both braking profiles are designed essentially as a plate with a constant plate thickness.

[0020] Advantageously, the brake profile has a substantially constant plate thickness across its entire length along the travel path of the vehicle. The plate thickness can comprise several layers of material or consist of a single layer. The plate-shaped design is easy to manufacture.

[0021] The two brake profiles are positioned at an angle to each other. This angle is preferably 0°, so that the brake profiles are arranged parallel to each other. The brake profiles can also be positioned at an angle that can be greater or less than 0°. This causes the brake profiles to move further apart from the rear connection, or they move closer together from the rear connection.

[0022] Alternatives to a plate-shaped brake profile include rounded, rod-shaped, T-shaped, or wedge-shaped brake profiles. Brake profiles with such alternative shapes can transmit even more guiding forces through a positive fit.

[0023] According to a further preferred embodiment, the first constraining surface and the second constraining surface have opposite surface normals and the first counter-holder surface and the second counter-holder surface have opposite surface normals.

[0024] The active surfaces are designed to interact with the typically flat surface of one of the brake profiles. It is therefore advantageous for the active surfaces to be essentially flat. The active surfaces can have surface structures such as profiles or roughening. Such surface structures serve to achieve optimal braking action on the constraining active surfaces or to achieve optimal braking action and / or optimal sliding properties on the counter-holder active surfaces.

[0025] Surface normals are understood to point away from the active surfaces in the direction of the braking profile with which the active surfaces are intended to interact. The surface normal is perpendicular to the plane of the active surface.

[0026] It is advantageous for the first constraining surface and the second constraining surface to have opposite surface normals, and for the first counter-holder surface and the second counter-holder surface to have opposite surface normals, as this essentially compensates for the normal forces on the surfaces. The normal forces on the first constraining surface and the normal forces on the second constraining surface are essentially equal. Since the surface normals are opposite, the forces essentially cancel each other out. If the surface normal deviates from the opposite orientation by a small angle, a large resultant force would arise on the constraining element. This large resultant force on the constraining element would then have to be absorbed, for example, by the connecting element or the attachment to the traveling body.The statements in this paragraph apply identically to the counterholder, i.e. the normal forces of the counterholder effective surfaces essentially compensate each other and the analogous comments apply as for the constraining effective surfaces.

[0027] Advantageously, in this embodiment, the brake profiles are aligned parallel to each other.

[0028] According to a first of two alternative embodiments, the first and the second constraining effective surface are arranged substantially in an intermediate region between the first and the second brake profile and the first and the second counter-holding effective surface are each arranged on the side of the first and the second brake profile facing away from the intermediate region.

[0029] The intermediate area is understood to be the space spanned by the planes spanned by the inner surface of the two brake profiles.

[0030] InIn these embodiments, the counterholder engages around the two brake profiles from the outside, and the force element is arranged in the intermediate area. To initiate a braking process, the force element is spread, whereby the force-acting surfaces of the force element are moved toward the counterholder's force surfaces.

[0031] In other words, the first and second urging surfaces move apart due to the spreading of the urging element. To achieve this, the urging element can have two parts that are pushed apart by a mechanism.

[0032] According to a second, unclaimed, embodiment, the first and second counter-holding active surfaces are arranged in an intermediate region between the first and second brake profiles and the first and second constraining active surfaces are each arranged on the side of the first and second brake profiles facing away from the intermediate region.

[0033] According to a further unclaimed embodiment, the urging element has a distance between the urging surfaces which can be narrowed, and the narrowing of the distance between the urging surfaces brings the first urging surface into contact with the first brake profile and the second urging surface into contact with the second brake profile.

[0034] In these embodiments, which are not claimed, the forcing element surrounds the two brake profiles from the outside, and the counterholding element is arranged in the intermediate area. To initiate a braking process, the forcing element is narrowed, whereby the forcing surfaces of the forcing element are moved toward the counterholding surfaces.

[0035] The brake primarily functions by having the first force-acting surface and the first counter-holder force-acting surface together clamp the first brake profile, and by having the second force-acting surface and the second counter-holder force-acting surface together clamp the second brake profile. Either the counter-holder is located on the outside of the brake profiles and the force element on the inside of the brake profiles, or the counter-holder is located on the inside of the brake profiles and the force element on the outside of the brake profiles. In both variants, the advantage is that the normal forces that arise during braking, both on the counter-holder and on the force element, essentially cancel each other out. The resulting force therefore essentially comprises the braking force generated by friction.

[0036] According to a preferred embodiment, the braking device comprises an actuator designed to effect a feed movement on the forcing element. The forcing element can be brought into contact with the braking profile by the feed movement.

[0037] The spreading or narrowing of the force element, which enables the force acting surfaces to be moved toward the brake profiles, is referred to as the feed movement. Advantageously, the actuator drives a movement that causes two sections of the force element to slide apart or towards each other, thereby leading to the feed movement. Such a feed movement can be driven by the actuator by supplying the actuator with external energy in the form of electricity, compressed air, or hydraulics, or by the actuator containing an energy storage device that stores the energy for a relative movement of the sections of the force element. In both cases, the feed movement of the force acting surfaces runs in a direction that has at least a minimal movement component in the direction of the surface normal of the brake profile.

[0038] One embodiment is an electric motor capable of moving one of the sub-regions of the force element away from another of the sub-regions via a linear drive, thereby causing the force element to spread. The two sub-regions each comprise a force-acting surface, which is preferably designed in the form of a brake pad.

[0039] According to a preferred embodiment, the constraining element comprises a braking element, preferably two braking elements, which can be brought into contact with the first braking profile and / or the second braking profile and can be brought into a braking position by a travel movement along the rail.

[0040] According to a preferred embodiment, the forcing element comprises a brake wedge or an eccentric, wherein the forcing element is designed such that a movement of the braking device in a direction along the braking profile leads to an increase in the contact pressure of the forcing element on the braking profile.

[0041] The braking elements, particularly in the form of brake wedges or eccentrics, each form a sub-area of the force-acting element and each have a force-acting surface. The force-acting element may also comprise further sub-areas, for example, a guide for the braking elements.

[0042] The force element preferably has a first braking element. The first braking element has the first force element effective surface. A feed movement moves the first braking element toward the first braking profile until it comes into contact with it. The contact initially involves a relatively low normal force. The contact of the first braking element with the first braking profile generates frictional forces, so that the travel movement moves the braking elements along with them and shifts them into a braking position. This increases the normal force. The normal force leads to a frictional force that is sufficiently large to brake and hold the traveling body.

[0043] The advantage is that the feed movement can be effected by a drive or a feed spring with a small force. The significant portion of the normal force is generated by the fact that the travel movement leads to a further feed movement through the braking element. If the constraining element only has a first braking element, one advantage is that only one braking element has a bearing, making the manufacturing of the braking device cost-effective.

[0044] Advantageously, the constraining element comprises a first braking element and a second braking element. The first braking element has the first constraining element effective surface, and the second braking element has the second constraining element effective surface. The two braking elements are brought into contact with the braking profiles via a feed movement. Initially, the contact involves a relatively low normal force. Due to the travel movement, the contact of the braking elements with the braking profiles causes the braking elements to be brought into a braking position.

[0045] The advantage of the braking device with two braking elements lies in the symmetrical further feed movement of the braking elements upon contact with the braking profiles, which ensures that the braking forces on the first and second constraining surfaces increase synchronously. This allows the connecting element of this braking device to be weaker and more cost-effective, since the torques acting on the constraining element are relatively small.

[0046] Another advantage is that releasing the brake device after braking requires only a small release force. Since both brake elements are slidably mounted on the force-locking element, a single release force is sufficient to return the two brake elements along their mountings on the force-locking element to their original position with minimal effort.

[0047] Alternatively, the force element can have just one braking element. This design is more cost-effective because only one braking element is movably guided. The feed is then no longer symmetrical. On the first side, the side with the braking element, there is sliding between the first counter-holding active surface and the first braking profile, and thus a frictional force exists during engagement. The braking element initially adheres to the braking profile. Because it is guided with low friction, the static friction force is very low. On the second braking profile, however, neither the force-acting surface nor the counter-holding active surface move with the braking profile, meaning that frictional forces exist on both active surfaces. During engagement, the braking force on the second braking profile is therefore significantly greater than on the first braking profile. Essentially the same applies to releasing the braking device.The braking element slides very easily along the guide, while the other three active surfaces, which are not located on a braking element, cause large forces due to sliding friction when lifting the traveling body, which must be overcome in addition to the weight of the traveling body.

[0048] According to a preferred embodiment, the actuator can be activated by an electrical or electronic signal.

[0049] The electrical signal supplied from the outside can provide sufficient energy on its own to drive the feed movement, for example, via an electric motor, or the electrical signal can control the feed movement driven by other energy sources. The other energy sources can be, for example, a separate electrical power supply or an energy storage device, such as a tensioned spring in the force element. The electrical or electronic signal merely serves to release the energy flow from this energy source or energy storage device.

[0050] In an advantageous embodiment, a tensioned spring is held by a latch. By switching off the supply current of the electromagnet that holds the latch, the tensioned spring is initially partially released, allowing the sections of the constraining element to move relative to each other. The remaining spring tension serves as a normal force on the active surfaces. The brake profiles, or rather their connection to each other, are designed such that the play with the counterholder is overcome by the forces exerted by the constraining element, allowing the brake profiles to be clamped between the constraining and counterholder active surfaces.

[0051] According to a further embodiment, the counterholder and the forcing element are directly connected to each other by means of a connecting element.

[0052] According to a preferred embodiment, the connecting element allows a relative movement of the constraint element relative to the counterholder, which in the region of the first constraint effective surface and the second constraint effective surface is substantially perpendicular to the first constraint effective surface, to the second constraint effective surface, to the first counterholder effective surface and / or to the second counterholder effective surface.

[0053] The relative movement of a vertically moving lift is therefore essentially horizontal when installed.

[0054] Since the four active surfaces mentioned are aligned parallel to each other, at least in pairs, a direction perpendicular to one of these active surfaces essentially denotes a direction that is also vertical to at least one of the other active surfaces. Preferably, all four active surfaces are aligned essentially parallel to each other, therefore a direction perpendicular to one of these active surfaces essentially denotes a direction that is also vertical to all other active surfaces.

[0055] The relative movement of the force element relative to the counterholder, permitted by the connecting element, essentially follows the described direction, especially in the area of the first and second force-acting surfaces, so that the force element can freely position itself according to the deformation of the two brake profiles. This allows the two force-acting surfaces to apply the same normal force to the brake profiles.

[0056] The connecting element is preferably designed as a one-piece component. A slight elasticity of the connecting element allows for relative movement. Alternatively, a design is also conceivable in which a joint or a linear bearing of the constraining element enables the relative movement. When using a joint or a linear bearing, a centering device is preferably provided that centers the constraining element relative to the counter-holding element. For example, a ball catch or a spring on the connecting element could hold the constraining element in a central position so that the constraining element has some play with the two brake profiles during driving.

[0057] The guidance system advantageously uses the counter-support active surfaces as guide surfaces of a guide element. This has the advantage that by using this braking device, one guide element can be replaced. Typically, a conventional carriage has exactly four guide units and typically exactly two braking devices. In a preferred embodiment, two of the conventionally installed guide elements are replaced by the braking device. Preferably, a cabin therefore has two braking devices, each with a guiding function, and two conventional guide elements. This arrangement is particularly advantageous if the two braking devices are attached to the bottom of the carriage and the two conventional guide elements are attached to the top of the carriage.The geometric shape of conventional guide elements is designed so that they guide either along one of the two brake profiles or, advantageously, along both brake profiles. In this case, the guide elements, analogous to the guiding properties of the counterholder, touch both inner sides of the two brake profiles or both outer sides of the two brake profiles.

[0058] Forces acting essentially perpendicular to the direction of movement of the traveling body and in the plane of at least one effective surface can advantageously be transmitted via the front edges of the brake profiles. Alternatively, these forces can also be transmitted via a separate sliding coating, for example, to the base of the rail in the form of a C-profile.

[0059] The elevator system with a rail formed from sheet metal parts is particularly cost-effective to manufacture and install. In particular, the closed rail profile design allows for excellent rigidity while maintaining a very lightweight construction. The closed rail profiles can also serve as cable ducts. Alternatively, they can be filled with a material that improves strength, reduces noise, or generally improves ride quality.

[0060] The rail, as a component of the elevator system, preferably serves as a rail for braking the traveling body and as a rail for guiding the traveling body. Alternatively, the rail can also serve solely as a brake rail. The rail is manufactured cost-effectively from sheet metal parts.

[0061] Further advantages, features, and details of the invention will become apparent from the following description of exemplary embodiments and from the drawings, in which identical or functionally equivalent elements are provided with identical reference numerals. The drawings are merely schematic and not to scale.

[0062] Showing: Fig. 1A horizontal section through a first embodiment of the braking device. Fig. 2The same section as in Fig. 1 with the safety wedges in the braking position. Fig. 3A view of the first embodiment as in Fig. 1. Fig. 4A constraining element with actuator. Fig. 5A braking device with eccentrics. Fig. 6A braking device with a constraining element with only one wedge. Fig. 7A braking device not according to the invention with an external constraining element. Fig. 8An isometric view of a designed solution. Fig. 9A guide system with rail and braking device. Fig. 10A representation of the intermediate area. Fig. 11Another representation of the intermediate area.

[0063] Fig. 1shows a horizontal section through a first embodiment of the braking device 2, as it is fastened to a traveling body 1. The braking device 2 essentially comprises the counter-holder 11 and the force element 9, which are connected to one another via the connecting element 43. The braking device engages with a first braking profile 7 and a second braking profile 8, both of which are part of the rail 5. The rail 5 is a closed profile rolled from sheet metal. The braking profiles 6 are two-layered and have a slightly larger bending radius 66 at their end. A closed profile has the advantage of being more rigid than an open profile. The rail is fastened to a rail support 53 with screws. The rail support 53 can be, among other things, a metal profile or a shaft wall.

[0064] The first constraining surface 13 and the first counter-holding surface 17 are arranged such that the first brake profile 7 runs between them. The second constraining surface 15 and the second counter-holding surface 19 are arranged such that the second brake profile 8 runs between them. The constraining element is designed such that it can spread to bring the braking device, starting from the rest position, into contact with the brake profile. Spreading brings the braking elements 31, i.e., the brake wedges 37, closer to the brake profiles 6. The brake wedges 37 perform a linear movement with a primary movement component in the direction of travel. The movement component toward the brake profile 6 serves to build up a normal force on the active surfaces 13, 15, 17, and 19.

[0065] The force element 9 is located in the intermediate area between the two brake profiles 6. An explanatory representation of the intermediate area can be found in the Figures 10 and 11be taken.

[0066] The connecting element 43 is designed to be slightly elastic, allowing the constraining element 9 to move easily between the brake profiles 6. The elastic restoring force of the connecting element 43 keeps the constraining surfaces 13 and 15 spaced apart from the brake profiles 6. Due to the selected arrangement, the normal forces on the four effective surfaces are essentially equal.

[0067] Fig. 2 shows a view of the first embodiment as in Fig. 1in an operating state in which the braking device 2 is braking. The braking elements 31, i.e. the brake wedges 37, are displaced into the braking position. The brake wedges 37 are displaced by the frictional force on the brake profiles 6 such that the first constraining surface 13 and the second constraining surface 15 are pressed against the brake profiles 6. The rail 5 is elastically and reversibly deformed. The brake profiles 6 are flexible and displaced up to the first counter-holder effective surface 17 and the second counter-holder effective surface 19. This displacement is accompanied by a slight deformation of the rail 5. Large normal forces act on the brake profiles 6 clamped between the brake wedges 37 and the counter-holder 11. These normal forces cause large frictional forces.The normal force is limited by the fact that the displacement of the brake wedges is limited, and the counter-holder is designed to be elastic so that, at the maximum spread of the force element 9, the braking force is limited within a target value. A set of springs as shown in . Fig. 7 shown, can also be used to limit the braking force.

[0068] Fig. 3 shows a side view of the first embodiment as shown in Fig. 1 . The braking elements 31 in the form of brake wedges are guided along a core element of the force element 9.

[0069] The first embodiment is suitable for use as a guide element in a guide system. A first clearance S1 exists between the first counter-holder active surface 17 and the first brake profile 7. A second clearance S2 exists between the second counter-holder active surface 19 and the second brake profile 8. During operation, the two clearances S1 and S2 adapt according to the loads on the guide element. Typically, one of the two clearances is canceled out by contact. The other clearance is correspondingly larger. A guiding force can be transmitted through the contact. As a result, the traveling body is securely guided at the braking device 2 against displacements perpendicular to the active surfaces 13, 15, 17 and / or 19. Displacement of the braking device 2 towards the rail is prevented by the brake profiles 6 abutting the counter-holder 11 with the increased bending radius 66.Alternatively, it would also be conceivable for the forcing element 9 to have a sliding coating on the surface opposite the connecting element 43.

[0070] Fig. 4 shows a force element 9 with actuator 29, as it is used in a braking device 2 in the Figures 1, 2 , 3 and, however, only for one brake chock 37, also in Fig. 6is used. In order to be able to spread the first positive action surface 13 on the first brake wedge 37 and the second positive action surface 15 on the second brake wedge 37 away from each other during a feed movement 30, the brake wedges are connected to a tension plate 401. The tension plate 401 is connected via a tension rod 402 to an energy storage device 55 in the form of a spring. An electromagnet 292 is able to attract a pawl lever 293. If an external electrical or electronic signal 41, in particular a drop in the supply voltage, leads to a shutdown of the electromagnet and the electromagnet therefore loses its holding capacity, a pawl 294 releases from a retaining lug 295 on the tension rod 402. As a result, the brake elements 31, or more precisely the brake wedges 37, are now moved upwards and spread away from each other.An auxiliary spring 291 serves to reliably release the latch 294, which serves to safely detach the latch lever 293 from the electromagnet 292. By cleverly designing the contact surface between the retaining lug 295 and the latch 294, the auxiliary spring 291 can be omitted in an alternative embodiment.

[0071] Since the traveling body moves in the direction of travel 33, the frictional force between the brake wedges 37 and the brake profiles 6 helps to drive the brake wedges 37 further upwards as soon as the brake wedges 37 touch the brake profiles 6.

[0072] Fig. 5 shows a force element 9 with braking elements 31, which are designed as eccentrics 39. The functioning of such a design is analogous to the Fig. 1 to 4 . In contrast to the feed movement of the brake wedge, the feed movement of the eccentric 39 is based on a rotary movement of the eccentric 39.

[0073] Fig. 6shows a braking device 2 which has a constraining element 9 which only has one braking element 31, here in the form of a braking wedge 37. The first constraining surface 13 is designed directly on the constraining element 9. A very thin connecting element 43 is also shown. The rails 5 and the counterholder 11 with the two counterholder surfaces 17 and 19 are essentially the same as in the previous figures, which each comprise two braking elements 31. When this braking device is engaged, the first constraining surface 13 already rubs against the first braking profile 7, while the second constraining surface 15 adheres to the second braking profile 8 and is thereby pulled along, leading to an increase in the normal force and thus the braking force on the first constraining surface 13. The second constraining surface 15 does not yet produce any significant braking forces, since the braking element 31 is guided essentially friction-free on the constraining element 9.Only when the braking element 31 abuts against a stop on the forcing element 9 will the braking force generated on the second forcing surface 15 also make a significant contribution to the braking force.

[0074] Fig. 7shows a braking device 2 not according to the invention with an outer constraining element 9. The constraining element 9, which has a distance a between the first constraining surface 13 and the second constraining surface 15, can be narrowed. The narrowing of the constraining element, i.e., a reduction in the distance a between the two constraining surfaces 13 and 15, brings the two constraining surfaces 13 and 15 into contact with the brake profiles 6. The braking device 2 comprises a brake wedge 37 and a spring assembly 71, both of which are attached to the constraining element 9. This allows the counterholder to be designed very simply. In contrast to the previous embodiments, the counterholder 11 is now in the intermediate area between the first brake profile 7 and the second brake profile 8. The connecting element 43 allows a relative displacement of the counterholder 11 relative to the constraining element 9.The two counter-holding surfaces 17 and 19 can therefore each rest against the brake profiles 6 and can transmit the pressure forces between the counter-holding surfaces 17 and 19 without exerting large forces on the connecting element 43.

[0075] Rail 5 is formed from sheet metal and has an asymmetrical design. The open profile allows for production in a few steps.

[0076] The concepts of Fig. 7can also be combined with the concepts from the previous figures. It is particularly possible for the constraining element 9 to have braking elements 31 on both sides. In such a case, it is advantageous to design the counterholder 11 to be somewhat flexible in order to achieve a defined braking force. For example, the counterholder could have a spring assembly 71. The braking elements 31 can be designed as brake wedges 37 or eccentrics, even as a single eccentric. Instead of the open braking profile 5, a closed braking profile 5 can also be used.

[0077] Fig. 8 shows an isometric view of a designed solution. The constraint element 9 is located in the intermediate area, between the brake profiles (not shown).

[0078] The actuator, of which the energy storage device 55 is visible, is located inside the counterholder 11. The braking elements 31 are designed as brake wedges 37, with the first force element active surface 13 and the second force element active surface 15 each located on a brake wedge 37. The counterholder 11 has the first force element active surface 17 and the second force element active surface 19. The force element active surfaces 17 and 19 are designed as sliding linings to guide the traveling body.

[0079] Fig. 9 shows a guide system 47 of an elevator system 3 with rail 5 and braking device 2. The rail 5 comprises two braking profiles 6. The rail 5 serves as a guide for the traveling body 1, so that it can move along the rail 5 in the direction of travel movement 33. In addition to the two braking devices 2 at the bottom of the car, the traveling body 1 is also guided by two further guide elements 51.

[0080] The guide elements 51 and the braking devices 2 guide the traveling body 1 via contact with the respective outer surfaces of the braking profiles 6.

[0081] Fig. 10 and Fig. 11 show detailed definitions of the intermediate region 25. The intermediate region 25 is understood to be the space spanned by those planes spanned by the respective inner surface of the first brake profile 7 and the second brake profile 8.

[0082] Finally, it should be noted that terms such as "having," "comprising," etc., do not exclude other elements or steps, and terms such as "a" or "an" do not exclude a plurality. Furthermore, it should be noted that features or steps described with reference to one of the above embodiments may also be used in combination with other features or steps of other embodiments described above. Reference signs in the claims are not to be considered as limitations.

Claims

1. A brake device (2) for a traveling body (1) of an elevator installation for braking on a rail (5) having a first braking profile (6,7) and a second braking profile (6,8), the brake device (2) comprising a forcing element (9) and a counter-support (11), the forcing element (9) having a first forcing working face (13), which is adapted to act on the first braking profile (6,7), and a second forcing working face (15), which is adapted to act on the second braking profile (6,8), and the counter-support having a first counter-support working face (17), which is adapted to act on the first braking profile (6,7), and a second counter-support working face (19), which is adapted to act on the second braking profile (6,8), so that the first forcing working face (13) and the first counter-support working face (17) are arranged opposite one another at the first braking profile (6,7) and the second forcing working face (15) and the second counter-support working face (19) are arranged opposite one another at the second braking profile (6,8), characterized in that the forcing element (9) can be spread, and the spreading brings the first forcing working face (13) into contact with the first braking profile (6,7) and the second forcing working face (15) with the second braking profile (6,7,8).

2. The brake device (2) according to claim 1, characterized in that the first, the second or both braking profiles (6,7,8) are configured essentially as a plate with a constant plate thickness.

3. The brake device (2) according to claim 1 or 2, characterized in that the first forcing working face (13) and the second forcing working face (15) have opposite surface normals and in that the first counter-support working face (17) and the second counter-support working face (19) have opposite surface normals.

4. The brake device (2) according to any of claims 1 to 3, characterized in that the first and the second forcing working face (13,15) are arranged essentially in an intermediate region (25) between the first and the second braking profile (6,8) and the first and the second counter-support working face (17,19) are each arranged on the side of the first and the second braking profile (6,7,8) that faces away from the intermediate region.

5. The brake device (2) according to claim 1, characterized in that the brake device (2) comprises an actuator, which is adapted to bring about an advancing motion (30) against the forcing element (9) and in that the forcing element (9) can be brought into contact with the braking profile (6,7,8) by the advancing motion (30).

6. The brake device (2) according to any of claims 1 to 5, characterized in that the forcing element (9) comprises a braking element, preferably two braking elements (31), which can be brought into contact with the first braking profile (6,7) and / or the second braking profile (6,8) and can be brought into a braking position by a travel motion along the rail (5).

7. The brake device (2) according to any of claims 1 to 6, characterized in that the forcing element (9) comprises a brake wedge (37) or an eccentric (39), the forcing element (9) being configured such that a motion of the brake device (2) in a direction along the braking profile (6,7,8) leads to an increase in the contact pressure of the forcing element (9) against the braking profile (6,7,8).

8. The brake device (2) according to any of claims 5 to 7, characterized in that the actuator can be activated by an electrical or electronic signal (41).

9. The brake device (2) according to any of claims 1 to 8, characterized in that the counter-support (11) and the forcing element (9) are connected directly to one another by means of a connecting element (43).

10. The brake device (2) according to claim 9, characterized in that the connecting element (43) allows a relative motion of the forcing element (9) relative to the counter-support (11), which motion in the region of the first forcing working face (13) and the second forcing working face (15) is essentially perpendicular - to the first forcing working face (13), - to the second forcing working face (15), - to the first counter-support working face (17) and / or - to the second counter-support working face (19).

11. A guiding system for a traveling body (1) of an elevator installation which is suitable for guiding the traveling body (1) on two rails (5) having a first braking profile (6,7) and a second braking profile (6,8), characterized in that, the guiding system comprises three or more guiding elements (51) which are configured to guide the traveling body (1) in such a way that its alignment and position relative to the rails (5) are essentially maintained, and at least one of the guiding elements (51) is configured as a brake device (2) according to any of claims 1 to 10, and in particular the counter-support working faces (17,19) serve as a guiding surface.

12. An elevator installation which has a brake device (2) according to any of claims 1 to 10 and which has a rail (5) with a first braking profile (6,7) and a second braking profile (6,8), characterized in that the rail (5) is formed from one or more sheet metal parts.