TRIGGER UNIT FOR ACTUATORING AN ELEVATOR BRAKE DEVICE

Description

[0001] The invention relates to a release unit for actuating an elevator brake device according to the preamble of claim 1. TECHNICAL BACKGROUND

[0002] Elevators are normally equipped with an elevator braking system that slows down or stops the car in the event of an impermissibly high speed. Possible causes of excessive car acceleration include a malfunction in the drive's control system or its brake, or a broken cable.

[0003] The elevator brake device can be triggered in various ways.

[0004] In classic, purely mechanical release units, the braking device is usually activated by a speed limiter mounted in the shaft. Reference may be made, by way of example, to WO 97 / 31852.

[0005] In these types of release units, a closed-loop limiter cable is installed in the elevator shaft, guided by the speed limiter and a tension pulley. The limiter cable is connected at one point to the elevator car's braking system or the braking element of the braking system. Consequently, it is carried along by the elevator car as it moves. An excessively high travel speed causes the speed limiter to brake the limiter cable. Since the limiter cable thus moves more slowly in the elevator shaft than the elevator car and its attached braking element, it exerts a tensile force on the braking element. This activates the braking system.

[0006] However, such purely mechanical trigger units have various disadvantages, such as their susceptibility to malfunctions due to contamination of the speed limiter or the relatively high effort required for installation or the additional space required in the shaft.

[0007] Due to the disadvantages of mechanical release units, there is an increasing trend towards electromagnetic releases.

[0008] In modern elevators, the shaft is typically equipped with sensors spaced at regular intervals, or even a complete shaft replica, that detect overspeed. In the event of overspeed, a signal is sent to the usually electromagnetically based release unit. These release units are typically designed to automatically initiate braking in the event of a power failure.

[0009] A typical elevator braking device equipped with an electromagnetic release unit is described, for example, in WO 2006 / 077243 A1. This document shows a braking device for an elevator car whose braking element is held in an active position by a retaining element as long as the elevator car is not to be braked. The retaining element is an electromagnet that attracts the braking element, which is designed as a brake roller, and thus prevents it from contacting the elevator's guide rail. As soon as an impermissibly high speed is measured, or the elevator needs to be braked for other reasons, the electromagnet is deactivated, and the braking element is pushed towards the guide rail by a compression spring. There, the brake roller rolls along the guide rail and enters a wedge gap between the guide rail and a pressure element, which is also part of the braking device.The brake roller, equipped with a friction surface, slows the elevator car. To return the brake mechanism from its braking position to the active position, the electromagnet is activated. This moves the brake mechanism against the force of the compression spring back into a position where it is no longer in contact with the guide rail. Before the electromagnet can engage the brake mechanism, however, it must be pushed out of the wedge gap. For this, the elevator car is usually moved back a short distance.

[0010] Electrically triggered elevator braking devices have an advantage over classic designs triggered by the speed limiter rope: they can also be used to prevent unintended car movement (UCM). UCM refers to the risk of an elevator car creeping away from its stopping position in front of the landing door as its load increases, for example, due to passengers boarding at a landing.

[0011] The electrically triggered elevator brake devices now have the advantage that they can be loosely attached in front of a floor shaft door for the duration of a stop and then tighten themselves very quickly if a UCM should occur.

[0012] If no UCM took place, as is usually the case, then the electrically triggered elevator brake devices are simply returned to their ready position by re-energizing them and the journey can continue.

[0013] Currently, there is a desire to make proven brake catch devices, which are still triggered purely mechanically by braking a speed limiter cable, accessible to electrical triggering.

[0014] However, the problem here is that any constructive change to an existing elevator braking device means that it has to be recertified. STATE OF THE ART

[0015] Because of this, the idea has already been promoted to continue using elevator braking devices previously triggered by the speed limiter rope unchanged and yet be able to trigger them electrically by adding a completely independent attachment device in the form of a trigger unit that simulates the pull of the omitted speed limiter rope.

[0016] Utility model DE 202019105584 U1 discloses such a release unit, which can be coupled to an existing elevator braking device via a coupling element to trigger it when needed. The release unit known from this utility model is already quite advanced. It can be easily de-energized during phases in which the car remains in its standby position until the next travel request arrives, or for the purpose of preventing uncontrolled movement (UCM), resulting in significant energy savings. This is because its design ensures that, even with the electromagnet switched off and the release's clamping roller in contact with the guide rail, the braking device does not immediately engage during minor, non-critical car movements, which would be unnecessary and undesirable.

[0017] A disadvantage of the known braking device is that it only works in one direction, meaning that – depending on the type of installation – it can only activate the braking device in the event of an impermissibly fast downward movement or only in the event of an impermissibly fast upward movement. It cannot be used in both cases simultaneously. THE PROBLEM UNDERLYING THE INVENTION

[0018] In view of this, the object of the invention is to provide a release unit with which mechanically actuated elevator brake devices are electrically released both during downward and upward travel of the elevator car. THE INVENTIONAL SOLUTION

[0019] According to the invention, this problem is solved by the features of the main claim directed to the triggering unit.

[0020] Accordingly, the problem is solved with a release unit for actuating an elevator brake. The release unit comprises a release base that can be mounted on the elevator car, a release mechanism, and a coupling element that connects the release unit to an elevator brake. The release unit is preferably designed as a completely separate assembly from the elevator brake, so that the elevator brake is physically separated from the release unit. It can continue to be used with its existing certification.

[0021] In its properly installed state, the release unit is connected to the elevator braking device exclusively via the coupling link. The release mechanism comprises a release clamping surface which, after activation, moves together with the clamping roller transversely to the elevator's direction of travel in the direction of its associated elevator guide rail. This movement continues until the clamping roller is wedged between the release clamping surface and the elevator rail. The clamping roller then rolls between the release clamping surface and the elevator rail, but without yet actuating the elevator braking device. A main clamping surface adjoins the release clamping surface on both sides, viewed in both directions of travel. The main clamping surface is anchored directly to the release mechanism body, separate from the release clamping surface.The release clamping surface and the main clamping surfaces are arranged and designed so that the clamping roller rolls over each end of the release clamping surface (viewed in a direction parallel to the direction of travel) into the gap between a main clamping surface and the guide rail. It is irrelevant whether an upward or downward movement is currently being performed.

[0022] Such a release unit has the advantage that an existing braking device can be retrofitted with it. For this purpose, the release unit's base body is mounted on the elevator car as intended, and a connection between the release unit and the braking device is established via the coupling link.

[0023] If a detection system, preferably independent of the triggering unit, measures an impermissibly high speed of the elevator car along the shaft, the triggering unit is activated. This causes the clamping roller of the triggering unit to move relative to the unit. This relative movement of the clamping roller is at least partially transmitted to the coupling element. This, in turn, engages the braking device connected to the coupling element.

[0024] The braking system is typically engaged by drawing a brake element of the car-connected braking system into a wedge gap between the guide rail and a base body of the braking system. As the car continues to move along the guide rail, the brake element automatically pulls itself further into the gap, thereby braking the car.

[0025] To activate the braking device via the coupling link, the release unit, which is in its unactivated state, must first be moved into the activated state. In the unactivated state, the release mechanism is in a position that prevents the clamping roller from coming into contact with the guide rail. The clamping roller, carried by the release mechanism, therefore moves with the release unit attached to the car, without exhibiting any relative velocity to the car or the release unit.

[0026] The trigger is mounted on the trigger body in such a way that, in the event of triggering, it, or at least a section of it, inevitably moves towards the guide rail. In the untriggered state, however, this movement of the trigger is blocked. Only after the trigger of the release unit is released – preferably by a de-energized electromagnet – is the movement of the trigger, along with the clamping roller, towards the guide rail permitted.

[0027] During the movement of the trigger towards the guide rail, the clamping roller carried by the trigger eventually comes into contact with the elevator rail and is clamped between the trigger clamping surface and the guide rail.

[0028] Due to the relative movement between the elevator car (or its associated release mechanism) and the guide rail during operation, the clamping roller initially rolls between the release clamping surface and the guide rail. The clamping roller therefore performs a translational movement opposite to the direction of travel of the elevator car and consequently a relative movement to the release mechanism.

[0029] This relative movement eventually transports the clamping roller into the gap between the respective main clamping surface and the guide rail, where it is clamped more firmly and now transmits its further relative movement to the coupling element connected to it, causing the coupling element to trigger the braking device.

[0030] The release clamping surface is designed and mounted in such a way that it exerts less force on the clamping roller than the corresponding main clamping surface once the clamping roller has entered the gap between it and the guide rail. Preferably, the release clamping surface applies less than 2 / 3 of the force, or even better, less than 1 / 2 of the force, compared to a main clamping surface in action.

[0031] This means that the forces required, for example, via a continuously energized electromagnet, to hold the clamping roller in the released position against the preload of the release clamping surface are significantly lower than the preload required and applied after release to enable the release unit to reliably actuate the elevator brake. Consequently, the electromagnet can be made smaller, saving on construction and energy costs.

[0032] The main clamping surfaces are not supported by the trigger mechanism itself, but by the trigger body, ideally via a spring directly attached to the trigger body. In contrast, the trigger clamping surface is either part of the trigger mechanism or supported by it.

[0033] The term "clamping roller" ideally describes a roller in the true sense, which, as described above, rolls between the respective clamping surface and the guide rail. However, it is also conceivable that the clamping roller is not a roller in the true sense, but merely a friction lining with any geometry, for example, cuboid. In this case, the necessary relative movement between the friction lining and the elevator car for triggering the braking device via the coupling link is achieved by the brake lining being slowed down solely by sliding friction against the guide rail. This, however, leads to increased wear on both the guide rail and the friction lining itself.

[0034] The term "clamping surface" preferably describes the actual surface that rests against the clamping roller, and in a broader sense usually also the entire respective element encompassing the surface.

[0035] The term "guide rail" primarily refers to the guide rail of the elevator car running within the elevator shaft. However, this term also encompasses an additional rail installed in the elevator shaft, which could be called a "brake rail." Furthermore, the terms "guide rail" and "elevator rail" are synonymous.

[0036] The term "untriggered state" refers to the position of the trigger unit in which contact between the clamping roller and the guide rail is not possible.

[0037] The term "triggered state" or "triggered state of the release unit" generally refers to the position of the release unit in which contact between the clamping roller and the guide rail is possible or already exists. PREFERRED DESIGN OPTIONS

[0038] There are a number of possibilities to design the invention in such a way as to further improve its effectiveness or usability.

[0039] It is particularly preferred that the release mechanism comprises a roller cage supporting a clamping roller. This cage is preferably actuated by a rocker arm. After release, the roller cage, together with the clamping roller, moves transversely to the direction of elevator travel in the direction of its associated elevator guide rail. This movement continues until the clamping roller is wedged between a release clamping surface of the roller cage and the elevator rail. The clamping roller then rolls between the release clamping surface of the roller cage and the elevator rail.

[0040] The rolling of the clamping roller occurs as a result of the relative movement between the release clamping surface along the elevator rail and the elevator rail itself.

[0041] The roller cage is preferably attached to the release mechanism in such a way that, in the event of release, it automatically moves towards the elevator rail. This movement is blocked by the rocker arm when the release unit is not triggered.

[0042] In a further preferred embodiment, the release mechanism has a rocker arm. This rocker arm is preferably actuated by an electromagnet and at least one opposing tension spring. The rocker arm preferably forms a release clamping surface directly on one of its arms. This surface presses on the clamping roller, causing it to move immediately, after release, transversely to the direction of elevator travel in the direction of its associated elevator guide rail. The pressure on the clamping roller is exerted until the roller is clamped between the release clamping surface and the elevator guide rail and rolls between the release clamping surface of the rocker arm and the elevator guide rail.

[0043] The pressure on the clamping roller is therefore maintained until the clamping roller, as a result of rolling along the guide rail and the associated relative movement to the release clamping surface, is no longer located in the area between the release clamping surface and the guide rail.

[0044] The rocker arm is mounted on the trigger body in such a way that it can rotate around a fixed axis of rotation relative to the trigger body. The rocker arm has two overlapping, essentially opposing sections, between which the axis of rotation is located. These two sections of the rocker arm are called rocker arms.

[0045] To hold the rocker in the disengaged state, the electromagnet acts against one of the rocker arms, preventing the other rocker arm from rotating towards the guide rail. In doing so, the electromagnet overcomes the spring force of the tension spring. The tension spring exerts a force – preferably a compressive force – on the rocker arm not in contact with the electromagnet, in the direction of the guide rail.

[0046] The electromagnet is preferably designed such that, when energized, it exerts a pressure force on the rocker arm via a plunger.

[0047] The "untriggered state" of the rocker refers to the state in which it is impossible for the clamping roller to come into contact with the guide rail.

[0048] The "triggered state" of the rocker refers to the state in which, or from which, the rocker is no longer prevented from moving the clamping roller towards the guide rail.

[0049] In a further preferred embodiment, the roller cage is provided with at least one, preferably several, eccentric rollers. After release, the roller cage, with the at least one eccentric roller, comes to rest against the guide rail in such a way that the clamping roller does not yet touch the guide rail. The at least one eccentric roller is arranged and designed such that the roller cage only continues its movement towards the elevator guide rail once the at least one eccentric roller rolls along the guide rail due to its friction. A return spring is preferably associated with each of the at least one eccentric rollers. The return spring defines a ready position for the respective eccentric roller, in which the maximum radius of the eccentric roller extends between its axis of rotation and the guide rail. The return spring is preferably a helical tension spring.One end of the return spring, or preferably a coiled spring, is hooked onto the eccentric roller. Ideally, it is hooked in the area of ​​the smallest radius of the eccentric roller.

[0050] The eccentric rollers have a certain "filtering function". They prevent the clamping roller from performing unnecessary rolling movements, as could otherwise occur if the release unit is activated during a stop at a floor shaft door to prevent a UCM (Uncontrolled Mechanism of Control), but no UCM actually occurs, only a certain amount of up-and-down oscillation of the car on the rope due to the dynamic loads when passengers are boarding and alighting.

[0051] When the release unit is triggered, initially only one eccentric roller makes contact with the guide rail, while the clamping roller does not yet touch it. Ideally, the eccentric rollers are in contact with the guide rail at their maximum diameter. As the car and the associated release unit continue to move along the guide rail, the eccentric rollers roll along the rail due to friction. Because of the eccentric diameter of the rollers, the diameter of the area of ​​the roller in contact with the guide rail decreases continuously. This, combined with the force (described above) still acting on the roller cage towards the guide rail, causes the roller cage to move closer to the guide rail.

[0052] During this movement of the roller cage, the clamping roller, which is carried by the roller cage, eventually comes into contact with the guide rail. Only when the elevator car and its associated release unit continue to move along the guide rail does the clamping roller roll along the guide rail as described above, thereby activating the braking device via the coupling link. If, however, the elevator car does not move further along the guide rail, for example, because the acceleration of the elevator car that triggered the release unit was only a result of temporary rope elongation, the release unit can be returned to its unactivated state without resetting the elevator. The elevator can then continue to operate.

[0053] Since the roller cage moves away from the guide rail when the release unit is switched to the unactivated state, the contact between the clamping roller and the at least one eccentric roller with the guide rail is broken. As soon as the at least one eccentric roller is no longer in contact with the guide rail, the tensile force of the return spring on the at least one eccentric roller causes it to return to its initial position. Ideally, in this initial position, the area of ​​the eccentric roller with the maximum diameter is again facing the guide rail.

[0054] Ideally, there is such an eccentric roller on each side next to the clamping roller.

[0055] An "eccentric roller" can be understood to be either a cylindrical body with an oval cross-section, mounted in such a way that it rotates around its longitudinal axis when rolling along the guide rail. Alternatively, the eccentric roller can also be formed by a cylindrical body with a circular cross-section, whose axis of rotation is offset from the longitudinal axis of the cylinder when rolling along the guide rail.

[0056] The "axis of rotation" of the eccentric roller describes the axis around which the eccentric roller rotates as it rolls along the guide rail.

[0057] The term "eccentric diameter" of the eccentric roller describes the fact that the distance between the axis of rotation and the section of the eccentric roller's outer surface that rests against the guide rail varies as the eccentric roller rolls along the guide rail.

[0058] The "maximum diameter" of the eccentric roller is therefore given where the distance between the axis of rotation of the eccentric roller and the guide rail is greatest when the eccentric roller is in contact with the guide rail.

[0059] Therefore, the "minimal diameter" is found where the distance of the axis of rotation of the eccentric roller to the guide rail is smallest when the eccentric roller is in contact with the guide rail.

[0060] In another preferred embodiment, the roller cage is slidably mounted on a linear guide transversely to the intended directions of travel of the car. The linear guide preferably comprises several sliding bars along which the roller cage slides. Ideally, each sliding bar has a compression spring element threaded onto it. The compression spring element pre-tensions the roller cage in the direction of the guide rail.

[0061] In the unactivated state of the release unit or trigger, the compression spring elements of the roller cage are compressed. After activation, they relax. This moves the roller cage towards the guide rail. This ensures that, even in the event of a power failure, the roller cage and the clamping roller it supports are always pressed towards the guide rail, thereby activating the braking device via the coupling link as the car continues to move along the guide rail.

[0062] Ideally, the roller cage has a roller carriage that rotatably holds the clamping roller on it. The roller cage also has a roller carriage guide along which the roller carriage can move, usually in a purely linear fashion, both in and against the intended direction of travel. The roller carriage guide, together with the roller carriage and the clamping roller, is movable transversely to the intended directions of travel as part of the roller cage.

[0063] The clamping roller is connected to the roller carriage in such a way that relative movement between the clamping roller and the roller carriage parallel to the guide rail is impossible. However, movement of the clamping roller relative to the roller carriage perpendicular to the guide rail is possible. To enable the clamping roller to roll along the guide rail, it is ideally connected to the roller carriage via a shaft-hub connection. Consequently, as the clamping roller rolls along the guide rail, the roller carriage moves parallel to the clamping roller along the carriage guide.

[0064] This ensures precise guidance of the clamping roller parallel to the guide rail.

[0065] A "roller carriage" is a component on which the component to be guided by means of a linear guide - in this case the clamping roller - is guided along the guide rail.

[0066] In another preferred embodiment, the clamping roller is rotatably mounted on a roller carriage such that the axis of rotation can move along a sliding guide in the roller carriage transversely to the direction of elevator travel. A roller carriage guide is provided. Along the roller carriage guide, the roller carriage, together with the clamping roller, can move in and against the intended direction of travel.

[0067] Preferably, the roller carriage guide has two opposing spring elements. The spring elements force the roller carriage into a predefined, un-displaced ready position. This is preferably achieved such that the clamping roller is then located essentially in the area of ​​the center of the release clamping surface.

[0068] As the clamping roller rolls along the guide rail, the roller carriage connected to the clamping roller is moved against one of the spring elements, thereby compressing that spring element. As soon as the release unit is returned to the disengaged state and the clamping roller is no longer in contact with the guide rail, or as soon as the friction between the clamping roller and the guide rail is sufficiently low, the spring force of the compressed spring element pushes the roller carriage back into its ready position.

[0069] The term "center of the release clamping surface" describes the geometric center of the release clamping surface as seen in and against the intended direction of travel of the car.

[0070] Preferably, the coupling element is anchored directly to the axis of the clamping roller and is thereby subjected by it to a triggering tensile force or tensile force component, or a compressive force or compressive force component.

[0071] The force transmission from the clamping roller to the coupling link preferably occurs via a bolt arranged coaxially to the longitudinal axis of the clamping roller, which follows the movement of the clamping roller parallel to the guide rail. The tensile force component or force exerted by the clamping roller on the coupling link causes the coupling link to move essentially parallel to the guide rail, thereby moving the braking element of the brake or brake catch device into the braking position.

[0072] In a further preferred embodiment, the coupling element is anchored to the clamping roller in such a way that it essentially only begins to exert a triggering force on the elevator brake device once the clamping roller has been brought into a clamping position between a main clamping surface and the guide rail. Preferably, the coupling element is anchored to the clamping roller by means of a suitably dimensioned elongated hole.

[0073] The main clamping surface exerts a significantly higher pressure force on the clamping roller towards the guide rail than the release clamping surface. Because the clamping roller is only subjected to the weight of the coupling link and the associated elements of the braking device when it is located in the area between the main clamping surface and the guide rail, it is ensured that the clamping roller continues to roll along the guide rail and does not spin freely with 100% slippage.

[0074] The coupling element is preferably equipped with a bolt that, as the clamping roller rolls along the guide rail, performs a translational movement along the elongated hole of the coupling element. Once the clamping roller has rolled a corresponding distance along the guide rail, the bolt rests against one end of the elongated hole. Further rolling movement of the clamping roller towards the end of the elongated hole of the coupling element then results in the relative movement of the clamping roller to the release unit being transmitted to the coupling element.

[0075] In the untriggered position, the longitudinal axis of the clamping roller is preferably located in the middle of the elongated hole, measured in a direction parallel to the guide rail.

[0076] Ideally, the roller cage is held in its ready position by a rocker and an electromagnet. The electromagnet acts on one rocker arm, while the roller cage is anchored to the other. The electromagnet preferably acts by applying a compressive force.

[0077] As long as the electromagnet acts on one rocker arm, movement of the roller cage towards the guide rail is prevented. In the undischarged state of the release unit, the electromagnet presses against its corresponding rocker arm. The force exerted by the electromagnet, in combination with the distance between the point of force application on the rocker and the rocker's pivot point, generates a greater torque on the rocker than the force acting on the roller cage in the direction of the guide rail.

[0078] Ideally, the electromagnet is equipped with a plunger that presses against the rocker arm when the trigger unit is in the untriggered state.

[0079] The transmission ratio, which results from the respective lengths of the rocker arms, can be freely selected in the design. Depending on the strength of the electromagnet, or rather the forces it must overcome to keep the release unit in the unactivated state, the transmission ratio can be chosen accordingly.

[0080] Independent protection is also claimed for a combination consisting of a release unit as claimed and, additionally, a brake or brake safety device actuated by it, which are coupled together. The brake or brake safety device preferably has a functional principle as disclosed in EP 1853504, which is hereby incorporated into the disclosure of the application. The brake or brake safety device is preferably designed to be completely separate from the release unit. The release unit itself exerts essentially no braking force on the elevator car. The brake or brake safety device, in turn, brakes the elevator car by wedging it against the elevator guide rails or catches the elevator car as soon as it has been initially activated by the release unit and subsequently takes over the braking or brake safety regime independently. LIST OF FIGURES

[0081] Fig. 1: Side view of the untriggered release unit with the braking device, first embodiment. Fig. 2 : Central longitudinal section of the untriggered release unit with the braking device, first embodiment. Fig. 3 : Isometric view of the untriggered release unit with the braking device, first embodiment. Fig. 4 : Side view of the trigger unit at the beginning of the triggering process together with the braking device during downward travel, first embodiment. Fig. 5 : Central longitudinal section of only the triggering unit at the beginning of the triggering process together with the braking device during downward travel, first embodiment. Fig. 6 : Isometric view of the trigger unit at the beginning of the triggering process together with the braking device during downward travel, first embodiment. Fig. 7Side view of the trigger unit only at the start of contact between the clamping roller and the guide rail, together with the braking device during downward travel, first embodiment. Fig. 8 : Longitudinal section of the release unit only at the beginning of contact between the clamping roller and the guide rail, together with the braking device during downward travel, first embodiment. Fig. 9: Not provided Fig. 10 : Side view of the release unit at the start of the transmission of the movement of the clamping roller to the coupling element together with the braking device during downward travel, first embodiment. Fig. 11 : Central longitudinal section of the release unit at the beginning of the transmission of the movement of the clamping roller to the coupling element together with the braking device during downward travel, first embodiment. Fig. 12: Isometric view of the release unit at the start of the transmission of the movement of the clamping roller to the coupling element together with the braking device during downward travel, first embodiment. Fig. 13 : Side view of the fully triggered release unit and braking device during downward travel, first embodiment. Fig. 14 : Central longitudinal section of the fully triggered release unit with braking device during downward travel, first embodiment. Fig. 15 : Isometric view of the fully triggered release unit without braking device during downward travel, first embodiment. Fig. 16 : Illustration of the installation situation on the elevator car, first embodiment. Fig. 17 : Side view of a first side of the untriggered release unit with the braking device, second embodiment. Fig. 18: Side view of an opposite second side of the untriggered release unit with the braking device, second embodiment. Fig. 19 : Central longitudinal section of the undischarged release unit without the braking device, second embodiment. Fig. 20 : Central longitudinal section (opposite half) of the undischarged release unit without the braking device, second embodiment. Fig. 21 : Perspective view of the untriggered release unit seen from the side of the guide rail, the clamping roller 5 and the eccentric roller 9 on their common axis 34 are clearly visible, which can be moved back and forth by means of the guide 14a in the roller carriage 14. FIRST IMPLEMENTATION EXAMPLE

[0082] The functioning of the device according to the invention is illustrated by example by the Figs. 1 to 16 described.

[0083] For the sake of clarity, the pivot bearing 32 of the rocker 18, the bolt 34 holding the clamping roller 5, the sliding bushings 36, the pivot bearings 37 of the eccentric rollers 9, the web 38, the side plates 39 and the rod 40 for guiding the clamping roller in and against the direction of travel are shown only in the Fig. 1 - 3 with reference numbers.

[0084] In order to explain the function of the release unit 1, the function of the elevator brake device 23 will first be discussed. For this purpose, the following will be mentioned beforehand: Figures 3 and 14 , 15 as well as 16 Reference made to.

[0085] The elevator brake device 23 – which is often already present in situ during the renovation of older buildings – is attached to the car frame during elevator operation and its pressure body 27 engages one of the guide rails 6 in the elevator shaft. The release unit 1 and the elevator brake device 23 are mounted one behind the other in the direction of travel. This is done as shown in the last Figure 16 visualized. The elevator brake device 23 and the release unit 1 therefore move with the elevator car in its direction of travel.

[0086] The elevator brake device 23 and the release unit 1 interact with each other (only) via the coupling element or the coupling rod 22. Through this, the release unit 1 can force a release movement on the elevator brake device 23, and the elevator brake device 23 can optionally force a reset movement on the release unit 1 if the car is moved a short distance in the opposite direction after braking or stopping.

[0087] In Figure 3The elevator brake device 23 is in the disengaged position. This means that the brake element 25 is not in contact with the guide rail 6. To achieve a braking effect, the brake element 25 must be moved against the force of the return spring 26 into a wedge gap between the pressure body 27 and the guide rail 6. As soon as the brake element 25 is in the wedge gap and the car continues to move along the guide rail 6, the brake element 25, which in this case is designed as a circular cylinder, rolls along the guide rail 6 and automatically pulls itself further into the wedge gap. The direction of movement of the brake element 25 is opposite to the direction of travel of the car. Since the pressure body 27 is designed such that a wedge gap exists in both directions along the guide rail 6, this is possible both when the car is traveling upwards and downwards along the guide rail 6.

[0088] As soon as the brake element 25 is located in the wedge gap, the floating pressure body 27 of the elevator brake device 23 is moved in a direction orthogonal to the guide rail 6 such that the brake pad 28 of the elevator brake device 23 bears against the guide rail 6. As long as the car continues to move in the same direction and the brake element 25 continues to retract into the wedge gap, the guide rail 6 is clamped between the brake element 25 and the brake pad 28. This condition is maintained in Fig. 14 and 15 shown. This slows the speed of the elevator car until it comes to a standstill. In order to adjust the deceleration when the brake safety device engages to a permissible level, the brake lining 28 is supported against the pressure body 27 of the elevator brake device by means of disc springs 29.

[0089] In order to bring the elevator brake device 23 into the braking state, the brake element 25 must first be released from its position. Fig. 3The brake element 25 is moved from its neutral starting position (in which it has no contact with the guide rail 6) into a wedge gap formed by the elevator brake device or its base body with the guide rail. As soon as the brake element 25 is in such a wedge gap and rolls along the guide rail 6, further braking occurs automatically, because the elevator brake device is usually self-tightening.

[0090] The release unit 1 therefore serves the purpose of moving the brake element 25 of the elevator brake device 23 into the wedge gap in the event of excessively high speed or acceleration or a UCM. The undissolved state according to Figs. 1 to 4

[0091] In the Figs. 1 to 4 The release unit 1 according to the invention is shown together with the elevator brake device 23 and a guide rail 6 of an elevator in a side view, in the unreleased state, as is the case during normal, regular operation.

[0092] The release unit 1, like the elevator brake device 23, is attached to the car frame of the car (not shown), see again the last figure of this publication. In the embodiment discussed here, the release unit 1 and the elevator brake device 23 are connected to each other only via the coupling element 22. Otherwise, they are preferably designed as completely separate physical units. They can therefore be mounted independently of each other on the car frame. This has the great advantage that existing elevator brake devices can also be retrofitted with a release unit 1 according to the invention.

[0093] The coupling element 22 is connected to the release unit 1 via its clamping roller 5. The coupling element 22 is connected to the elevator brake device 23 via the brake element 25 of the elevator brake device 23, see respective figures. Fig. 1 .

[0094] The coupling element 22 is formed by a strip, preferably made of steel. At one end, facing the release unit 1, the coupling element 22 is preferably equipped with an elongated hole 17, as shown in the z . B. Fig. 1 The bolt 34 protrudes through the elongated hole 17 of the coupling member 22. The end of the bolt 34 furthest from the coupling member 22 is connected to the clamping roller 5 in such a way that it follows the translational movement of the clamping roller 5 parallel to the guide rail 6 and cannot slip axially. To prevent the coupling member 22 from slipping off the bolt 34 in the axial direction, a retaining ring 35 is optionally provided on the bolt 34.

[0095] In the Figs. 1 to 4 In the untriggered state of the release unit 1 shown, the bolt 34, arranged coaxially to the clamping roller 5, is located exactly in or substantially in the middle of the elongated hole 17, cf. Fig. 1The center of the elongated hole 17 designates the area of ​​the elongated hole 17 from which the distance to both ends of the elongated hole 17 is equal in a direction parallel to the guide rail 6. At the beginning of the triggering of the release unit 1, the bolt 34 is initially still located in the center of the elongated hole 17, as can be seen from the Figures 3 to 7 can be seen.

[0096] The coupling element 22 is rotatably mounted on the brake element 25 of the elevator brake device 23. This means that the coupling element 22 and the brake element 25 can rotate relative to each other, with the longitudinal axis of the brake element 25, which is designed here as a circular cylinder, serving as the axis of rotation. This has the advantage that no tension occurs between the coupling element 22 and the brake element 25 when the brake element 25 is brought into the braking state by the coupling element 22.

[0097] In order to activate the braking device 23, the coupling element 22 must be subjected to a translational relative movement to the elevator braking device 23 by the release unit 1 during the journey of the car along the guide rail 6, which moves the braking element 25 into a wedge gap between the guide rail 6 and the pressure body 27 of the elevator braking device 23.

[0098] This occurs because the clamping roller 5 of the release unit 1 is brought into contact with the guide rail 6 and, as a result of the movement of the release unit 1 connected to the car, rolls along the guide rail 6 parallel to it. This causes the clamping roller 5 and the bolt 34 connected to it to perform a translational relative movement to the release unit 1, which runs – at least substantially – parallel to the guide rail 6.

[0099] The bolt 34 abuts one end of the elongated hole 17 and subsequently transmits the further relative movement to the release unit 1 to the coupling element 22. This, in turn, causes the coupling element 22 to pull the brake element 25 into the wedge gap, initiating the braking process. This ensures that not every actuation of the release unit, such as a prophylactic actuation to prevent UCM, immediately leads to an activation of the elevator brake device 23.

[0100] The following explains how the triggering of the triggering unit 1 works, or how the triggering unit 1 can be returned to the untriggered state.

[0101] In Fig. 2 The untriggered release unit 1 is shown in a longitudinal section that runs through the release unit 1 at the level of the clamping roller 5.

[0102] The undischarged state shown here is characterized by the fact that neither the clamping roller 5 nor any of the eccentric rollers 9 are in contact with the guide rail 6. The release unit 1 therefore moves along the guide rail 6 with the car.

[0103] In the unactivated state, any possible contact between the clamping roller 5 and the guide rail 6 is prevented. To prevent contact between the clamping roller 5 or the eccentric rollers 9 and the guide rail 6, the clamping roller 5 presses firmly against the guide rail 6. Fig. 2 The electromagnet 19, in its energized state, with its plunger 31, rests on the rocker arm 21 of the rocker 18. The electromagnet 19 is screwed to the release base 2, which is clearly visible from the Fig. 3 becomes apparent.

[0104] The rocker 18 is formed by a strip – ideally bent multiple times or manufactured as a sheet metal bending part, since it is usually ductile. The rocker arms 21 and 24 preferably run parallel to each other, at least substantially.

[0105] The rocker 18, for example, is connected via a pivot bearing 32 according to. Fig. 2 attached to the release base 2 of the release unit 1. The roller bearing is attached to the rocker arm 24 of the rocker 18, which faces away from the electromagnet 19. fig 4 connected, cf. for example Fig. 3 This connection is designed such that a rotation of the rocker arm 24 relative to the roller bearing is prevented. fig 4 around the axis of the attachment point.

[0106] As can also be seen well from the Fig. 3 As can be seen, the roller cage that is preferably used consists of fig 4preferably consisting of two side plates 39 connected to each other via a web 38. Each of the side plates 39 has a substantially rectangular or elongated opening. The two openings of the side plates 39 are aligned with each other in the assembled state of the roller cage. figs 4 opposite.

[0107] Through a breakthrough or elongated hole in the roller cage figs 4 The bolt 34, which supports the clamping roller, protrudes outwards to interact with the roller slide guide 15, as will be explained in more detail below. The bolt 34 also protrudes outwards through the other opening or elongated hole, creating a connection to the coupling element 22.

[0108] The roller box fig 4The trigger body 2 is preferably mounted on the linear guide 11, which acts transversely or perpendicularly to the guide rail. The linear guide 11 consists of a sliding rod 12, which is axially displaceable within the sliding bushings 36. The sliding bushings 36 are usually pressed into or fastened in through-holes of the trigger body 2. A compression spring element 13 is also supported on one side by its associated sliding bushing 36 and on the other side by a shoulder of its associated sliding rod 12.

[0109] The roller carriage guide 15, already mentioned, acts, at least essentially, in and against the direction of travel. It comprises a rod 40, which is usually screwed directly to the release base body 2 and thus does not engage with the roller carriage. fig 4 with movement. The roller carriage 14 is slidably mounted along the rod 40.

[0110] Furthermore, the clamping roller 5 is mounted on the roller carriage 14 via the bolt 34 in such a way that a translational relative movement of the bolt 34 in a direction parallel to the guide rail 6 between the clamping roller 5 and the roller carriage 14 is not possible. The roller carriage 14 thus follows the relative movement of the clamping roller 5 to the rest of the release unit 1. However, a translational movement of the bolt 34 in a direction transverse to the guide rail 6 relative to the roller carriage 14 is possible. For this purpose, the bolt 34 is usually mounted in the roller carriage so that it can slide in a direction perpendicular to the guide rail. This means that, despite being guided by the roller carriage 14, the clamping roller is not prevented from moving together with the roller bearing. fig 4 to move perpendicular or perpendicular to the direction of travel towards or away from the guide rail.

[0111] Two spring elements 16, usually designed as compression springs, are threaded onto the rod 40 of the roller carriage guide. These are compressed by the roller carriage 14 when it follows the movement of the clamping roller 5 from its initial position. As soon as the clamping roller 5 is no longer pressed against the guide rail 6 by the main clamping surface 8, the compression springs 16 cause the roller carriage 14, together with the clamping roller 5, to return to its initial position.

[0112] In the undischarged state of the release unit 1, in which the electromagnet 19 with its plunger 31 - as in Fig. 2 shown - against the rocker arm 21 of the rocker 18, are the compression springs 13, which press the roller bearing fig 4 Pre-tension in the direction of the guide rail, compressed, since it or the sum of all such compression springs is weaker than the force applied by the electromagnet.

[0113] The electromagnet 19 has the task of counteracting the spring force of the compression springs 13 via the rocker 18 and thereby preventing movement of the roller bearing. figs 4 to prevent the clamping roller 5 from moving towards the guide rail 6. The force required by the electromagnet 19 to overcome the spring force of the compression springs 13 can thus be adjusted, at least from a design perspective, by the ratio of the lengths of the rocker arms 21 and 24. This has the advantage that the electromagnet 19 can have a relatively small size and / or electromagnetic force, and can therefore be made lighter, less expensive, and draw a lower continuous current. The first phase of the triggering process according to Figs. 4 to 6

[0114] As soon as an impermissibly high speed or acceleration of the car is detected by a detection system (not shown), the current to the electromagnet 19 is switched off. This triggered state of the release unit 1 is shown in the figures. Figs. 4 to 6depicted.

[0115] The good in Fig. 5 The de-energized electromagnet 19 no longer exerts a pressure force on the plunger 31, so the rocker arm 21 is no longer loaded by the plunger 31. This results in no force opposing the spring force of the compression spring elements 13 of the linear guide 11. The compression springs 13 can therefore relax. This releases the roller bearings. fig 4 The sliding rods 12, which are screwed or bolted and axially displaceable in the sliding bushings 36, are displaced in the direction of the guide rail 6. This is due to the screwing or bolting of the sliding rods 12 to the roller cage. fig 4 The roller box will also be used. fig 4pushed towards the guide rail 6. By activating the release unit 1 when the electromagnet 19 is not energized, the requirement for reliable release even in the event of a power failure is met. This also results in lower power consumption of the elevator when stationary.

[0116] After the electromagnet 19 is de-energized, the clamping roller 5 does not immediately make contact with the guide rail 6. Initially, only the eccentric rollers 9 of the roller cage are in contact. figs 4 attached to guide rail 6. They hold the roller box. fig 4 far enough away from the side of the guide rail facing him that the clamping roller does not yet come into contact with the guide rail. This is because the roller cage fig 4preferably has a constriction 41 or a step or other suitable spacer device that initially holds the bolt 34 forming the axis of the clamping roller 5 sufficiently far from the guide rail that the outer circumference of the clamping roller does not yet come into contact with the guide rail. The eccentric rollers 9 are each designed as circular cylinders or sections of circular cylinders, ideally made of grippy plastic or elastomer or surrounded by a friction lining. The eccentric rollers are mounted on the roller cage fig 4The eccentric rollers 9 are rotatably mounted. The axis of rotation of the pivot bearing 37 of the eccentric rollers 9 is not coaxial with the longitudinal axis of the eccentric rollers 9. Instead, the axis of rotation is offset away from the guide rail 6, as the name "eccentric roller" suggests. As the car moves along the guide rail 6, the eccentric rollers 9 roll along the guide rail 6. Due to the described arrangement of the pivot bearing 37, this results in the roller bearing fig 4 under the continuous pressure of the compression springs 13, it is moved further towards the guide rail 6, which now brings the clamping roller 5 into contact with the guide rail 6.

[0117] The eccentric rollers have one or preferably two tasks.

[0118] Firstly, they prevent the naturally metallic clamping roller 5 from noisily bouncing against the guide rail 6 after triggering.

[0119] Furthermore, they can have the additional advantage that the clamping roller does not come into contact with the guide rail or even bounce against it, and therefore is not permanently impaired, even if the trigger unit is prophylactically triggered at each stop to avoid a potential UCM. The second phase of the triggering process according to Figs. 7 and 8

[0120] Based on the Fig. 7 and especially based on the Fig. 8 It becomes clear that the clamping roller 5 only comes into contact with the guide rail 6 when the eccentric rollers 9 have rolled a certain arc length along the guide rail 6. Figures 7 to 9 illustrate this in the case of a downward movement of the car along the guide rail 6.

[0121] This has the advantage of providing a certain buffer before the braking device 23 is triggered. This is important, for example, when the triggering unit is already pressed against the car rail, perhaps to ensure that the car standing still in front of a stop is under no circumstances able to creep away from the stop under the influence of its changing load; this is referred to as UCM or "Unintended Car Movement".

[0122] However, one wants to avoid any activation of the safety device if the car movement is only a matter of millimeters. If the clamping roller 5 actually rolls along the guide rail 6 and, via the coupling element 22, moves the brake element 25 of the brake device 23 into the wedge gap, the brake element 25 would have to be moved out of the wedge gap to restart the elevator. This is only possible by moving the car back slightly.

[0123] Each eccentric roller 9 is acted upon by a return spring 10 in the form of a tension spring, the end of which faces away from the eccentric roller 9 rests on the roller bearing. fig 4 is attached. This ensures that the eccentric rollers 9, as soon as they are no longer in contact with the guide rail 6, are returned to their starting position. Third phase of the triggering process according to Figs. 10 to 12

[0124] In the Figs. 10 to 12 The figure shows how the clamping roller 5 rolls along the guide rail 6 as a result of a further downward movement of the car. The clamping roller 5 moves in the opposite direction to the direction of travel of the car. It thus performs a translational relative movement to the release unit 1 in the opposite direction of travel.

[0125] The clamping roller 5 moves out of the gap between the release clamping surface 7 and the guide rail 6 and into the gap between the upper main clamping surface 8 and the guide rail 6, cf. Fig. 11 The release clamping surface 7 is an integral part of the roller cage in this embodiment. figs 4 It is preferably used here by the two side plates 39 of the roller cage figs 4 connecting bridge 38 formed.

[0126] The sole purpose of the release clamping surface 7 is to enable an initial rolling of the clamping roller between it and the guide rail during the release process.

[0127] The compressive force applied by the compression springs 13 via the release clamping surface 7 to the clamping roller 5 in the direction of the guide rail 6 is just sufficient to reliably generate the friction required for the clamping roller 5 to roll along the guide rail 6. If the clamping roller 5 had to force movement on the coupling element 22 via the bolt 34 in the area of ​​the release clamping surface 7, the applied compressive force in the direction of the guide rail 6 would have to be significantly greater to prevent slippage on the guide rail, which, however, would also significantly increase the force required to return to the starting position.

[0128] However, due to the elongated hole 17 in the coupling element 22, the clamping roller 5 must first roll a short distance along the guide rail 6 before it forces the coupling element 22 to undergo translational relative movement to the release unit 1 via the bolt 34.

[0129] To ensure that the clamping roller 5 continues to roll along the guide rail 6 even after reaching the end of the elongated hole 17 and maintains a translational relative movement to the release unit 1, it is subjected to a significantly stronger compressive force in the gap between the main clamping surface 8 and the guide rail 6, acting towards the guide rail 6. This is achieved by the main clamping surfaces 8 being supported by a spring 30. It is also conceivable that the main clamping surfaces 8 are an integral part of the spring 30. The spring 30 is, for example, a steel sheet made of spring steel, which has a U-shaped cross-section with two symmetrical legs parallel to the main clamping surfaces 8. The spring 30 is screwed to the release base body 2 and is supported by it.

[0130] The spring 30 is optionally designed such that the compressive force applied to the clamping roller 5 is greatest when the clamping roller enters the gap between the main clamping surface 8 and the guide rail 6. As the clamping roller 5 moves further into this gap (or at least towards the end of the gap), the spring force of the spring 30 decreases. This is because the more the elevator brake mechanism itself begins to wedge itself against the guide rail, the smaller the release force that is still being applied. This ensures that the clamping roller 5 does not slide along the guide rail under excessive pressure after the elevator car has come to a complete stop, i.e., after the final release of the elevator brake mechanism. This prevents unnecessary wear on the clamping roller 5 or the guide rail 6 once the braking process has already begun.

[0131] Since the compressive force required to move the coupling element 22 on the clamping roller 5 is generated by the spring 30 supported on the release base 2 and not by the compression springs 13, the compression springs 13 can be significantly smaller. This, in turn, means that the electromagnet 19 has to overcome a significantly lower spring force to move the release unit 1 into the unreleased state or to hold it in the unreleased state. Therefore, a much smaller electromagnet 19 can also be used. The final phase of the triggering process according to Figs. 13 to 15

[0132] The Figs. 13 to 15 The figures show the release unit 1 in its fully triggered state. The clamping roller 5 has moved relative to the roller cage as far as possible. fig 4 moved so that the brake element 25 of the brake device 23 has entered the wedge gap between pressure body 27 and guide rail 6 via the coupling element 22 and the brake pad 28 rests against the guide rail 6.

[0133] To return the release unit 1 to the unreleased state, the electromagnet 19 simply needs to be energized again. Then the plunger 31 presses against the rocker arm 21 again. This causes the rocker arm 24 with the attached roller bearing to move. fig 4 The eccentric rollers 9 are moved back to the position facing away from the guide rail 6. During this movement, they lift off the guide rail 6 and, due to the tensile force of the return springs 10 acting upon them, rotate back to their initial position. However, the clamping roller 5 remains pressed against the guide rail 6 by the main clamping surface 8 and rests against it. The clamping roller 5 only returns to the gap between the release clamping surface 7 and the guide rail 6 when the brake element 25 is moved out of the wedge gap by reversing the car, and the clamping roller 5 is carried along by the coupling element 22 and the bolt 34.

[0134] At the breakthrough of the side plates 39 of the roller cage figs 4 As already mentioned, a trapezoidal narrowing 41 is provided, for example.

[0135] Shortly before the clamping roller 5 reaches its starting position, the bolt 34 connecting the clamping roller 5 to the roller carriage 14 moves over the slope of the trapezoidal constriction 41 and is thereby moved away from the guide rail 6 in a direction transverse to the guide rail 6. This is possible because the diameter of the bolt 34 is smaller than the width of the opening in the side plate 39 of the roller carriage. figs 4 , measured in a direction perpendicular to the guide rail 6 at the narrowest point of the opening. In doing so, the clamping roller 5 is also moved away from the guide rail 6, so that it no longer rests against the guide rail 6. The clamping roller 5 is then back in its unactivated state. SECOND EXAMPLE

[0136] This second embodiment differs in that it no longer uses a roller cage guided on linear bearings transverse to the direction of travel of the car, on which the release clamping surface 7 is located. Instead, such a roller cage is omitted. A rocker arm 18 is used, on one of whose rocker arm 24 the release clamping surface 7 is located, and which performs the release process.

[0137] Nevertheless, this second embodiment functions in principle in the same way as described for the first embodiment. What was described there also applies here, unless the differences explained below explicitly state otherwise.

[0138] The difference becomes most apparent when looking at the Figure 19The rocker 18 is clearly visible here, comprising a first rocker arm 21 and a second rocker arm 24. The first rocker arm 21 is subjected to a compressive force by the electromagnet 19 as long as it is activated, i.e., carrying current. The rocker rotates around the pivot bearing 32, which preferably extends through the spring eye formed by the pivot spring 13 and connecting the pivot arms. The release clamping surface 7 is formed on the second rocker arm 24, preferably by a sheet metal flap bent at approximately a right angle to the rocker arm 24 and integrally connected to it.

[0139] The clamping roller 5 is guided on the roller carriage guide 15 by means of a roller carriage 14, as already described above for the first embodiment. The roller carriage 14 can best be seen from the Figure 20A spring retaining arm is preferably attached to the roller carriage 14, to which the end of the eccentric roller return spring 42 facing away from the eccentric roller 9 is hooked. The other end of this spring 42 is hooked onto the eccentric roller 9.

[0140] Since the eccentric roller 9 and the clamping roller 5 are located on a common axis 34, which, according to the Figure 21 Because the roller carriage 14 can be moved back and forth perpendicular to the direction of travel, this spring 42 also pulls the clamping roller away from the guide rail. The moment the electromagnet 19 is no longer energized, the swivel spring 13 pivots (see figure). Figure 21 , Figure 18 and Figure 17The rocker 18 is positioned such that the release clamping surface 7 located on its rocker arm 24 presses against or onto the clamping roller, thereby pushing the common axis 34 of the clamping roller 5 and the eccentric roller 9 towards the guide rail. The movement initially ends when the eccentric roller 9 comes into contact with the guide rail 6. If the car continues to move, the eccentric roller 9 will roll along the guide rail 6, and its eccentricity will then allow the clamping roller 5 to move further towards and against the guide rail 6. The moment the clamping roller 5 is clamped between the surface of the guide rail 6 and the release clamping surface 7, it undergoes a rolling motion and eventually comes into contact with one of the main clamping surfaces 8 and the guide rail, depending on whether the car is currently traveling upwards or downwards.This results in the same bidirectional triggering as described for the first embodiment. REFERENCE MARK LIST

[0141] 1Trigger unit 2Trigger base body 3Not assigned 4Roller cage 5Clamping roller 6Guide rail 7Trigger clamping surface 8Main clamping surface 9Eccentric rollers 10Return spring (of the eccentric roller) 11Linear guide 12Sliding rods 13Compression spring element of the linear guide (first embodiment) or torsion spring (second embodiment), collectively referred to as "tension spring of the rocker". 14Roller carriage 15Roller carriage guide 16Spring elements of the roller carriage guide 17Ovary hole 18Rocker 19Electromagnet 20Trigger 21Rocker arm (on which the electromagnet acts) 22Coupling element or23 Connecting rod 24 Elevator brake device 25 Rocker arm 26 Brake element of the elevator brake device 27 Return spring of the brake device 28 Pressure body of the elevator brake device 29 Brake lining of the elevator brake device 30 Disc springs of the elevator brake device 31 Spring of the main clamping surfaces 32 Plunger of the electromagnet 32 ​​Swivel bearing of the rocker 33 Vertical support of the car frame 34 Bolt for connecting clamping roller and coupling link 35 Retaining ring of the bolt 36 Sliding bushings of the slide rods 37 Swivel bearing of the eccentric rollers 38 Web of the roller cage 39 Side plates of the roller cage 40 Rod of the roller carriage guide 41 Narrowing 42 Eccentric roller return spring.

Claims

1. Trigger unit (1) for actuating an elevator brake device (23) with a release base body (2) that can be mounted at the elevator car, a trigger (20) and a coupling member (22) via which the trigger unit (1) can be connected to an elevator brake device (23), wherein the trigger unit (1) is preferably designed as a an assembly completely separate from said elevator brake device (23), which, when mounted as intended, is connected to the elevator brake device (23) exclusively via the coupling member (22), wherein the trigger (20) comprises a trigger clamping surface (7) which, after triggering, moves together with a clamping roller (5) transversely to the direction of travel of the elevator in the direction of the elevator guide rail (6) assigned to it until the clamping roller (5) is clamped between the trigger clamping surface (7) and the elevator rail (6) and rolls between the trigger clamping surface (7) and the elevator rail (6), characterized in that a main clamping surface (8) is connected to the release clamping surface (7) on both sides, as seen in both directions of travel, which is anchored to the release base body (2) separately from the release clamping surface (7), and wherein the release clamping surface (7) and the main clamping surfaces (8) are arranged and designed in such a way that the clamping roller (5) rolls over each end of the release clamping surface (7) into the gap between a main clamping surface (8) and the guide rail (6), regardless of whether an upward or downward movement is currently being performed.

2. Trigger unit (1) according to claim 1, characterized in that the release mechanism (20) comprises a roller cage (4) carrying a clamping roller (5), preferably actuated by a rocker (18), which, after release, moves together with the clamping roller (5) transversely to the direction of travel of the elevator in the direction of the elevator guide rail (6) assigned to it until the clamping roller (5) is clamped between a release clamping surface (7) of the roller cage (4) and the elevator rail (6) and rolls between the release clamping surface (7) of the roller cage (4) and the elevator guide rail (6).

3. Trigger unit (1) according to claim 1, characterized in that the release mechanism (20) has a rocker (18) actuated preferably by an electromagnet (19) and at least one tension spring counteracting this, preferably a torsion spring, which rocker has a release clamping surface (7) on its one rocker arm (24) with which it presses on the clamping roller (5) in order to move it immediately after release transversely to the direction of travel of the elevator in the direction of the elevator guide rail (6) assigned to it until the clamping roller (5) is clamped between the release clamping surface (7) and the elevator rail (6) and rolls off between the release clamping surface (7) of the rocker arm (24) and the elevator rail (6).

4. Trigger unit (1) according to claim 1, characterized in that the roller cage (4) carries at least one, preferably several eccentric rollers (9), with which the roller cage (4) after release comes into contact with the guide rail (6) in such a way that the clamping roller (5) does not yet touch the guide rail (6), wherein the at least one eccentric roller (9) is arranged and designed in such a way that the roller cage (4) only continues its movement in the direction of the elevator guide rail (6) if the at least one eccentric roller (9) rolls on the guide rail (6) due to its friction with the guide rail (6), wherein the at least one eccentric roller (9) is preferably each assigned a return spring (10) which gives the respective eccentric roller (9) a standby position in which the maximum radius of the eccentric roller (9) extends between its axis of rotation and the guide rail (6), wherein the return spring (10) is preferably a coil spring (10), one end of which is attached to the eccentric roller (9).

5. Trigger unit (1) according to one of the preceding claims, characterized in that the roller cage (4) is held in a manner that allows it to slide on a linear guide (11) transverse to the intended directions of travel of the elevator car, wherein the linear guide (11) preferably comprises several slide rods (12) along which the roller cage (4) slides and ideally each of which holds a compression spring element (13) threaded onto it, which springs the roller cage (4) in the direction of the guide rail (6).

6. Trigger unit (1) according to one of the preceding claims, characterized in that the clamping roller (5) is rotatably mounted on a roller carriage (14) in such a way that the axis of rotation can move along a sliding guide in the roller carriage (14) transversely to the direction of travel of the elevator, wherein a roller carriage guide (15) is provided along which the roller carriage (14) together with the clamping roller (5) can move in and against the intended direction of travel.

7. Trigger unit (1) according to the immediately preceding claim, characterized in that the roller carriage guide (15) has two counteracting spring elements (16) which force the roller carriage (14) into a predefined, undeflected standby position, preferably in such a way that the clamping roller (5) is then located in the area of the center of the release clamping surface (7).

8. Trigger unit (1) according to one of the preceding claims, characterized in that the coupling member (22) is anchored directly to the axle of the clamping roller (5).

9. Trigger unit (1) according to one of the preceding claims, characterized in that the coupling member (22) is anchored to the clamping roller (5), preferably by means of a correspondingly dimensioned elongated hole (17), in such a way that the coupling member (22) essentially only begins to apply a triggering force to the lift brake device (23) when the clamping roller (5) has been transferred into a clamping position between a main clamping surface (8) and the guide rail (6).

10. Trigger unit (1) according to one of the preceding claims, characterized in that the roller cage (4) is held in its standby position by a rocker (18) and an electromagnet (19), wherein the electromagnet (19), which preferably acts by applying a compressive force, acts on one rocker arm (21), while the roller cage (4) is anchored to the other rocker arm (24).

11. Safety device for an elevator consisting of a trigger unit (1) according to one of the preceding claims, which itself exerts essentially no braking force on the elevator car, and a thereby activated braking or brake-catching device (23), preferably designed to be completely separate from it, which in turn brakes or catches the elevator car, - preferably by wedging it against the elevator guide rails (6) - as soon as it has been initially activated by the Trigger unit (1).

12. Elevator with at least one safety device according to claim 11.