Brake catching device

Abstract

The invention relates to a brake catching device for a conveyor means, in particular for an elevator cab and / or a counterweight. A braking jaw (26) engages on a rail (2) arranged parallel to the conveyor path when the brake catching device is triggered. A draw-in lever (25) is arranged on the rail (2) face lying opposite the braking jaw (26) and can be pivoted between a release position and a braking position. In the braking position, the rail (2) is clamped between the draw-in lever (25) and the braking jaw (26). A trigger element (3) deflects the draw-in lever (25) into the braking position. For this purpose, the trigger element (3) can be moved from a release position into a braking position. A roller (5) can be moved from a release position at a distance to the rail (2) into a first braking position in contact with the rail (2) and can then be further moved parallel to the rail (2) into a second braking position in which the contact element (5) acts on the trigger element (3). A controllable actuation assembly (7 to 13) controls the movement of the roller (5).

Description

[0001] BRAKE SAFETY DEVICE

[0002] The invention relates to a braking safety device for a conveying means, in particular for an elevator car and / or a counterweight.

[0003] The purpose of safety gears is to bring a conveyor to a standstill if it is traveling at excessive speed. They must be capable of stopping the conveyor loaded with a payload from free fall, with a specified deceleration range being used. Most known safety gears have brake shoes that engage a rail oriented in the direction of travel, such as a guide rail for an elevator car. The movement of the brake shoes in these known safety gears is achieved by eccentrics, wedges, or rockers.

[0004] EP 1283189 A1 describes a device comprising a support element to be fastened to the conveyor and at least one brake shoe movably mounted thereon, which is intended to engage a rail arranged stationary parallel to the conveyor path when the safety brake device is triggered. For this purpose, the brake shoe can be moved at least approximately at right angles to the conveyor path. Furthermore, a retraction lever is provided, which is arranged on the side of the rail opposite the brake shoe and is pivotable about a first axis oriented transversely to the rail between a release position and at least one braking position. In the braking position, the rail is clamped between the end of the retraction lever and the brake shoe.A release lever, which can be pivoted about a second axis oriented transversely to the rail between a release position and at least one braking position, is coupled to the retraction lever in such a way that in every braking position of the release lever, the retraction lever is also in a braking position. This braking safety device has a simpler design and is smaller than known braking safety devices with a comparable braking effect.

[0005] The safety gear of EP 1733992 A1 consists of a braking unit and a release unit. The braking unit consists of a first brake shoe and a triangular, rotatable carrier with additional brake shoes. A release arm, which engages the rotatable carrier and brings it into the braking position, is held in the release position by a mechanical latch until triggered. To trigger the device, the mechanical latch can be released by an actively controlled electromagnetic actuator, whereupon the release arm is pressed against the guide rail by a coaxial compression spring, where a frictional connection is created with the guide rail. The release arm is rotated via the frictional connection, whereby the carrier is also rotated into the braking position. With the rotational movement and the engagement of the brake shoes on the carrier, the first brake shoe is guided to the guide rail and generates the necessary braking force.

[0006] EP 1439144 A2 discloses a safety gear for an elevator system, comprising a safety gear connected to the elevator car, which converts a relative movement of an actuating element extending along the guide rail for the elevator car into a braking force acting between the safety gear and the guide rail, causing the vehicle to decelerate. The deceleration is activated via a speed limiter. The braking device further comprises an electromechanical release device, which is provided with a brake acting electromechanically on the guide rail and is movable on the guide rail relative to the elevator car.The triggering device is coupled to the safety catch by means of the actuating element in such a way that a relative movement between the vehicle and the triggering device is converted into a relative movement of the actuating element and a braking engagement of the safety catch on the guide rail.

[0007] As disclosed in EP 3153451 A1, a triggering device for such a braking safety device can, for example, have a pivotably mounted trigger lever connectable to the braking safety device, which is intended to engage a rail arranged in a fixed position parallel to a conveyor path, wherein the trigger lever is also displaceably mounted and loaded with a clamping force acting in the direction of displacement. In a release position, the trigger lever is held in this release position by a hydraulically generated retaining force acting counter to the clamping force, wherein the trigger lever can be moved from the release position into a clamping position by deactivating the retaining force, in which clamping position the braking safety device is actuated upon further relative movement of the triggering device and the guide rail.A fluidic actuator is provided, which acts on the release element counter to the pretensioning force via a controllable source of the working fluid. DE 202022100179 U1 discloses a safety gear for an elevator car, comprising a support element attached to the elevator car and having a brake assembly for clamping engagement with the guide rail of the elevator car. Here, too, a release assembly is provided with a release element displaceable parallel to the braking direction, which is control-linked to the brake assembly to bring it into the braking position. The release assembly has a clamping roller that can be displaced from a release position into a braking position adjacent to the guide rail and, upon further relative movement of the elevator car and guide rail, rolls further essentially parallel to the braking direction into a second braking position.A force is exerted on the release element in the direction of the braking position of the release element. An electrically controllable actuating arrangement prevents or causes the contact roller to move into the first braking position, i.e. into contact with the guide rail. The release arrangement comprises a release clamping surface oriented parallel to the braking direction and the guide rail, which, together with a clamping roller, moves transversely to the elevator travel direction in the direction of the guide rail. On both sides of this release clamping surface, viewed in both directions of travel, are main clamping surfaces which are anchored to the release base body separately from the release clamping surface and do not move with the clamping roller. These main clamping surfaces are spring-mounted and are also essentially parallel to the guide rail and 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 into the gap between a main clamping surface and the guide rail, regardless of whether an upward or downward travel is currently being performed. The release clamping surface is mounted at one end of the lever, the other end of which is actuated by an electrically activated actuation arrangement with a controllable electromagnet, which holds the clamping roller in the release position against the pretensioning force. The object of the present invention was a device by means of which braking safety devices can be triggered with the highest level of safety, preferably electrically.

[0008] This object is achieved by a device according to claims 1 to 1.

[0009] These known devices must be energized in the neutral state to keep the trigger element in its passive position. Since this current consumption is to be avoided during prolonged or intentional interruptions in the operation of the conveyor, the current is interrupted, resulting in an abrupt and harsh transition to the active position with the trigger element stopping in its end position. This results in a loud noise and, if performed frequently, also carries the risk of damage to the system.

[0010] Therefore, a further object of the present invention is to improve the devices mentioned above in order to reduce the noise generated when deactivating the braking device and to ensure a soft, material-friendly deactivation.

[0011] This further object is achieved by a device according to claims 12 to 18.

[0012] The invention is based on a safety gear for a conveyor, in particular for an elevator car and / or a counterweight, comprising a support element to be attached to the conveyor, with at least one braking arrangement and a free space that, when the safety gear is installed, accommodates a rail arranged stationary parallel to the conveyor path. The braking arrangement is designed to clamp the rail located in the free space in the braking position. Furthermore, a triggering arrangement is provided, which is connected to the braking arrangement for control purposes in order to bring it into a braking position.

[0013] The device according to the invention is characterized in that the triggering arrangement comprises a triggering element which is displaceable parallel to the braking direction from a release position into at least one braking position and is coupled to the braking arrangement in such a way as to also bring the latter into a braking position; and in that the triggering arrangement has a contact element which is displaceable from a release position into a first braking position projecting maximally into the free space, wherein the contact element is further displaceable substantially parallel to the braking direction into a second braking position in which it exerts a force on the triggering element in the direction of the braking position of the triggering element, and in that an electrically controllable actuating arrangement prevents or effects the movement of the contact element into the first braking position.The braking direction is the direction in which the brake shoe moves during the braking process along the rail held in the free space. The braking direction is typically parallel to the braking surface, perpendicular to the direction of movement of the brake shoe while pressed against the rail, and coincides with the course of the rail held in the free space. This allows a simple basis for the evaluation of acceleration, speed, or weight sensors and the electrically controlled switching of the safety gear from a passive basic state to the triggered, active state.

[0014] A preferred embodiment is one in which the contact element is designed as a roller mounted on an axle, in particular with a friction-enhancing rolling circumference. To increase the frictional engagement with the rail and thus ensure optimal function when in contact with the rail, the roller can be designed as a toothed roller, or it can be knurled on the rolling circumference or provided with coatings or linings with a high coefficient of friction. The roller is preferably hardened and wear-resistant. Some of these precautions are also useful for contact elements of other designs.

[0015] An advantageous development provides a safety brake device with at least one brake shoe attached to the support element, with a braking surface extending in the braking direction, which is intended to engage a rail arranged stationary parallel to the conveyor path when the safety brake device is triggered, wherein the brake shoe is movable at least approximately at right angles to the braking surface; with at least one retraction element arranged on the side of the free space opposite the brake shoe and movable between a release position and at least one braking position, wherein the smallest possible distance exists between the retraction element and the brake shoe in the braking position. The triggering element is coupled to the retraction element in such a way as to deflect it into at least one braking position.

[0016] To achieve the stated object, such a device is characterized according to the invention in that the trigger element is provided with a guide running in its longitudinal direction, preferably in the form of an elongated hole, for the contact element or for the connection to the retraction element.

[0017] According to the invention, the contact element is preferably subjected to a preload force in the direction of the free space by means of at least one actuator. In the basic position, in which the safety gear is inactive, the electrically activatable actuating arrangement counteracts the preload force and thereby holds the contact element in the release position. A first simply constructed and functionally reliable embodiment of the invention provides a compression spring as the actuator, with the contact element being subjected to the preload force by means of at least one compression spring.

[0018] A further advantageous embodiment of the invention is characterized in that the actuator acts on a counterholder that is displaceable transversely to the braking direction and with respect to the free space, said counterholder being provided with a guide contour for the contact element. A preferred solution for such a guide is a progressive rolling contour arranged in the counterholder for a contact element designed as a roller. This ensures a smooth coupling of the triggering arrangement to the rail with subsequent progressive action on the braking arrangement. This ensures, among other things, that the safety gear is only actuated when the maximum driving force of the toothed roller has been built up.

[0019] It is particularly advantageous for the increasing effect of the contact element during the braking process if the guide, preferably the rolling contour, has at least one section whose distance from the rail decreases continuously from the release position to the braking position. Preferably, the guide can extend even further, and from the section closest to the free space toward the braking position, another section can be connected, whose distance from the rail corresponds at least to that of the release position.

[0020] A functionally reliable electrical triggering of the braking device according to the invention is possible by an actuating arrangement which has a controllable electromagnet which, when energized, acts on the contact element counter to the pretensioning force.

[0021] An alternative solution is characterized in that the actuating arrangement has at least one fluidic actuator which acts on the contact element counter to the prestressing force via a controllable source for the working fluid.

[0022] Furthermore, an embodiment could also be provided in which the actuating arrangement, when energized by means of a fluidic, electrical or electromagnetic actuator, applies a force to the contact element in the direction of the triggering position.

[0023] A further embodiment of the invention is characterized in that the triggering device is positioned on a base body of the brake assembly and is mounted thereon so that it can be displaced transversely to the braking direction. This reduces the risk of errors during installation, since the positioning of the triggering device in relation to the clearance and the braking arrangement is fixed for the respective safety gear.

[0024] For a better understanding of the invention, it is explained in more detail using the following figures.

[0025] They show in a highly simplified, schematic representation:

[0026] Fig. 1 shows a braking safety device according to the invention in the deactivated basic or starting position in a perspective view;

[0027] Fig. 2 shows the braking device of Fig. 1 seen from the direction opposite to Fig. 1;

[0028] Fig. 3 the braking device of Fig. 1 in basic position in direct side view;

[0029] Fig. 4 shows the braking device of Fig. 1 in a side view from the direction opposite to Fig. 3;

[0030] Fig. 5 shows the safety gear of Fig. 1 in activated state at the beginning of the braking process;

[0031] Fig. 6 shows the safety gear of Fig. 1 in an intermediate position during the braking process during downward movement;

[0032] Fig. 7 shows the safety gear of Fig. 1 in the end position for the braking process during downward movement;

[0033] Fig. 8 shows a further embodiment of a braking safety device according to the invention in a perspective view corresponding to Fig. 2;

[0034] Fig. 9 shows a schematic circuit diagram for the control of the braking safety devices of Figs. 1 to 8.

[0035] By way of introduction, it should be noted that in the variously described embodiments, identical parts are provided with identical reference symbols or component designations. The disclosures contained throughout the description can be applied mutatis mutandis to identical parts with identical reference symbols or component designations. Furthermore, the positional information chosen in the description, such as top, bottom, side, etc., refers to the directly described and illustrated figure, and these positional information must be applied mutatis mutandis to the new position in the event of a change in position.

[0036] Figure 1 shows an embodiment of a braking safety device 1 according to the invention for a conveyor. It is particularly intended for an elevator car or for its counterweight, which is connected to the elevator car via ropes, belts, or the like. Due to their close functional connection, both elements are summarized under the term "conveyor" in the context of the present description and claims.

[0037] The exemplary embodiment of a braking safety device explained in more detail in the following description and shown in the drawing figures is equipped with electrical release by an electrically operated holding magnet 10.

[0038] A support element 20 of the safety gear 1 can be fastened to the conveyor, to which at least one brake shoe 26 is attached. After the braking device is triggered, this brake shoe 26 finally engages a rail 2 to achieve the braking effect on the conveyor, which rail extends parallel to the path of the conveyor as the conveyor and the support element 20 continue to move relative to and parallel to the rail 2. The brake shoe 26 preferably has a braking surface that extends in the braking direction, which typically runs parallel to the extension of the rail 2. This rail 2 can be formed by an already present part of the arrangement for operating the conveyor, for example a guide, for example, of an elevator car.If such a guide or similar element is not suitable for interacting with the braking safety device 1 according to the invention, a rail 2 designed for this purpose can also be specially installed and integrated into the system in addition to equipping the conveyor means with the braking safety device 1, but is nevertheless not part of the braking safety device 1 according to the invention. The term "rail" in the context of the invention is understood to mean all such elements to which the braking safety device 1 according to the invention can engage.

[0039] The brake shoe 26, which is preferably supported by sets of disc springs 27 and can preferably also be displaced a small distance parallel to the rail 2, can be moved at least approximately transversely to the braking surface and thus also essentially at right angles to the conveyor path and the rail 2. The movement of the brake shoe 26 towards the rail 2 is effected by a pull-in element 25 fastened to the support element 20, which is arranged on the side opposite the braking surface of the brake shoe 26 at a distance such that the rail 2 can extend between the brake shoe 26 and the pull-in element 25. The pull-in element 25 can be pivoted between a release position and at least one braking position.

[0040] A free space is defined between the brake shoe 26 and the retraction element 25, which, when the safety gear 1 is installed, accommodates the rail 2, which is arranged stationary and parallel to the conveyor path. In the passive position of the safety gear 1, the rail 2 can pass unhindered through the free space. In the braking state, at least the braking elements of the brake assembly extend far enough into this free space that the rail 2 is clamped and secured between these elements, in particular between the brake shoe 26 and the retraction element 25.

[0041] Preferably, the retraction element is designed as a fork- or V-shaped retraction lever 25 with two heads 25.1 and 25.2, and is pivotable between a release position (Figs. 1, 3) and at least one braking position (Fig. 7 as an example for the downward catch) as the most deflected end position. The heads 25.1 and 25.2 are designed, after an initial, slight pivoting of the retraction element 25 in any direction, to protrude into the free space and finally engage the rail 2 (as shown in the intermediate position in Fig. 6) and, due to the friction on the rail 2, to pivot the retraction lever 25 completely into the most deflected braking position (Fig. 7). While the illustrated embodiment is double-acting, i.e. enabling a brake catch in both directions of movement of the conveyor along the rail 2, single-acting versions are also possible, which offer either only the upward catch or only the downward catch.In this case, a pull-in lever with only one head is sufficient.

[0042] In this respective braking position, the rail 2 is clamped between the respective end of the retraction element 25 and the brake shoe 26, and the conveyor provided with the support element 20 is braked and fixed in position relative to the rail 2. Of course, embodiments with two separate retraction elements 25 are also possible, in order to have an independently acting lever for each direction of movement of the conveyor along the rail 2. At least one of the heads of at least one retraction lever, preferably the head 25.2 effective for the upward catch, for example of the V-shaped retraction lever 25, can also be supported on the lever body via disc springs 25.3.

[0043] A trigger element 3 is preferably pivotably articulated on the retraction element 25 and connects the retraction element to the trigger assembly 4 of the braking device according to the invention. The elements and assemblies of the trigger assembly 4 are mounted on or connected to a mounting plate 21, which is attached to the support element 20, on which at least the brake shoe 26 and the retraction element 25 are mounted.

[0044] In the illustrated embodiment, the tripping unit 4 comprises a roller as contact element 5, which is received and held in a counterholder 12, which in turn is fastened in or to the mounting plate 21 so as to be displaceable transversely to the rail 2. The interior of the counterholder 12, which accommodates the roller 5, is closed by a cover plate 12.2 (shown in Fig. 1, removed in Figs. 3 and 5 to 7).

[0045] In the trigger element 3, the contact element 5 is guided in a guide, which is also preferably formed by an elongated hole 3.1. In the illustrated embodiment, the axis of the roller 5 is displaceable in the elongated hole 3.1 along its longitudinal extent. This elongated hole 3.1 is arranged at the end of the trigger element 3 opposite the retraction element 25 and ensures that differences in relative speed can be compensated. The same effect can be achieved with an alternative embodiment in which the connection between the trigger element 3 and the retraction element 25 is displaceable in the longitudinal direction of the trigger element 3. A connecting element on the retraction element 25 could, for example, be received and guided in a guide, preferably an elongated hole at the end opposite the contact element 5.

[0046] On the counter-holder 12, on the opposite side with respect to the rail 2, a braking element 6 is arranged - see in particular Fig. 3 - which, when the counter-holder 12 is displaced transversely away from the rail 2 by the action of the contact element 5, is pressed against the rail 2. This braking element 6 is adjustable in distance from the rail 2 and is provided with a wear-resistant coating or a corresponding brake pad. Appropriate radii on the edges prevent damage to the rail when sliding along the rail 2. The braking element 6, together with the counter-holder 12 or the contact element 5, defines a further free space of the triggering arrangement, which is offset in the braking direction or along the rail 2 relative to the free space of the braking arrangement.

[0047] At least one arrangement for applying a force to the counterholder 12 and thus also to the roller 5 in the direction of the rail 2 is provided, preferably formed by two compression springs 7, each preferably located in a spring guide 15 that prevents buckling. These compression springs 7 apply a defined force to the counterholder 12 with the roller 5 in the direction of the rail 2. However, embodiments could also be provided in which the contact element 5 is directly subjected to the force directed toward the rail 2.Finally, the counterholder 12 is provided with a coupling plate 11 which is connected via a preferably length-adjustable connecting arrangement which allows the coupling plate 11 to approach the counterholder 12 against the action of elastic elements, preferably compression springs 8, but preferably limits the maximum distance of the coupling plate 11 from the counterholder 12 in an adjustable manner, for example via fitting shoulder screws.

[0048] As can be seen in Figs. 3 and 5 to 7, in which the normally present cover plate 12.2 is not shown, the counterholder 12 has a defined rolling contour 12.3 on its rear inner side opposite the free space for the rail 2. When acted upon by means of the compression spring 7, the rolling contour 12.3 and contact element 5 are in contact and the counter-holder 12 transfers the force of the compression spring 7 to the roller 5 via the rolling contour 12.3. The rolling contour 12.3 is designed to run progressively from its initial section, which here is the central section for the braking safety device 1 acting in both directions, towards the braking position of the contact element 5, so that when the roller 5 moves along the rolling contour 12.3, on the one hand the counter-holder 12 is pressed away from the rail 2 running through the free space and the roller 5, on the other hand, is pressed more and more strongly in the direction of the rail 2.Adjacent to the end section of the rolling contour 12.3 closest to the rail 2 is a receiving area for the roller 5, which is now in its final braking position, in which the roller 5 can be received in order to allow the counter-holder 12 to approach the rail 2 again without any further contact force on the rail 2 and in the process to lift the braking element 6 off the rail 2 again. In the counter-holder 12 and also in the cover plate 12.2, the axis of the roller 5 is guided in a curved elongated hole 12.1 in order to enable movement along the rolling contour 12.3 and to enable the counter-holder 12 to first move away from the rail 2 received in the free space between the contact element 5 and the braking element 6 (see Figs. 5 and 6) and, in the end position (Fig. 7), to move again towards the free space. Therefore, the elongated hole 12.1 also has a central section parallel to the rolling contour 12.3 following course and its end sections are then curved in the opposite direction.

[0049] As can be clearly seen in Fig. 2, the roller 5 is movably connected to the counter-holder 12 by its axis in such a way that, in its basic state, it is held centrally on the rolling contour 12.3 and in the elongated hole 12.1, but can still be deflected upwards or downwards after the braking device 1 is triggered. For this purpose, the axis of the roller 5 is fastened in a lower retraction guide element 18, which is biased downwards by a tension spring 14. The upper retraction guide element 19 acts on the axis of the roller 5 from below and is biased upwards by the upper tension springs 14. When the braking device is not active, the roller 5 is therefore held in a basic position in equilibrium between the tension springs 14. The end of the tension springs 14 opposite the axis of the roller 5 is fastened to an upper spring retaining element 16 and a lower spring retaining element 17.The approximately U-shaped retraction guide elements 18, 19 must also follow the movement components transverse to the free space and the rail 2, and are therefore displaceable along the surface of the counterholder 12 transversely to its longitudinal extent. The tension springs 14 also act in this transverse direction to center the elongated holes of the retraction guide elements 18, 19. According to the invention, the retaining effect on the contact element 5 is achieved by an electrically controllable actuation arrangement that is attached or mounted on or to the mounting plate 21. This arrangement is clearly visible in Figs. 1 and 2. In the embodiment shown in the drawings, an electronically controllable electromagnet 10, in particular a holding magnet, is used for this purpose.

[0050] In the basic position of Figures 1 to 3 of the not yet triggered safety gear, the electromagnet 10 is energized, whereby the coupling plate 11 is held by the magnetic force in the position closest to the electromagnet 10, preferably in contact with it. The electromagnet 10 is preferably coupled to an eccentric 9, which is protected in a housing and can be actuated by a rotary motor 13, preferably a DC motor, preferably with a planetary gear. This arrangement allows the electromagnet 10 to be moved toward or away from the rail 2 in alignment or parallel to the movement of the roller 5. This arrangement allows a simple automatic return of the roller 5 and the counter-holder 12 to the basic position. When the rotary motor 13 is actuated, the electromagnet 10 is moved toward the coupling plate 11 and, when energized, can again effect the magnetic coupling.The spring action of the compression springs 8 between the coupling plate 11 and the counterholder 12 allows these two elements to be brought closer together with secure docking, as this allows force peaks to be cushioned if the electromagnet 10 is guided too far towards the counterholder 12 by the eccentric 9. Upon further actuation of the rotary motor 13, the coupling plate 11, the counterholder 12 and the contact element 5 and all other elements attached to it are returned to the inactive home position via the eccentric 9.

[0051] The essential stages of the release and braking process will be explained in more detail below with reference to drawing figures 3 and 5 to 7 in particular.

[0052] Starting from the basic position of Fig. 3, with the electromagnet 10 still energized during normal operation of the conveyor, which electromagnet still holds the contact element 5, the counter-holder 12 and the braking element 6 in the release position, and in which the triggering element 3 and the retraction element 25 coupled thereto also remain in the release position, in the event of an event, the braking safety device is triggered by a sensor arrangement for speed monitoring and / or acceleration monitoring and / or weight monitoring.

[0053] In the embodiment of the invention shown here, the current supply to the electromagnet 10 is stopped, so that under the action of the compression springs 7, the counter-holder 12 and due to the action of the rolling contour 12.3 on the contact element 5, the contact element itself is moved in the direction of the rail 2, until the contact element 5 finally rests on the rail 2 and comes into frictional engagement with it. The braking safety device 1 is therefore in the activated position shown in Fig. 5. In this state of the braking safety device, the triggering element 3 has not yet been moved and the retraction element 25 has also not yet been deflected from its release position. Due to the frictional engagement of the roller 5 with the rail 2, which can be achieved by designing the roller 5 as a toothed roller or by other processing orCoating of the rolling circumference can be optimized to achieve a higher coefficient of friction, the contact element 5 is rolled between the rail 2 and the rolling contour 12.3 from the neutral position or release position between the tension springs 14 in the direction of a braking position - in Fig. 6, therefore upwards for the downward arrest - and is thereby deflected from its central position. The contact element 5 is displaced along the rolling contour 12.3 and the elongated hole 12.1 in the counter-holder 12 and also moves to the end of the elongated hole 3.1 of the triggering element 3, with the counter-holder 12 and braking arrangement 25, 26 advancing. With further slight relative movement of the conveyor provided with the braking safety device 1, the contact element 5 comes into the section of the rolling contour 12.3 and the elongated hole 12 closest to the rail 2.1, is thus pressed firmly against the rail 2 and finally pulls the trigger element 3, after reaching the upper end of its elongated hole 3.1, a first distance upwards, further toward a braking position. This causes an initial, slight deflection of the retraction element 25 coupled to the trigger element 3 from its release position until its lower head 25.1, the one for the downward catch, reaches the free space between the retraction element 25 and the brake shoe 26, where it also finally rests against the rail 2 and comes into frictional engagement, as shown in Fig. 6 with the illustration of the limit position for the downward catch.

[0054] However, the movement of the roller 5 along the progressive rolling contour 12.3, at the same time as the roller 5 is pressed against the rail 2, causes the counter-holder 12 to be moved away from the rail 2, counter to the action of the compression springs 7. At the same time, the braking element 6 is pulled towards the rail 2, comes into frictional engagement with the rail 2 and supports the braking effect in this first braking phase of the downward catch.

[0055] As the conveyor continues to move relative to the rail 2, the pull-in element 25 pivots further and further due to the frictional engagement of the head 25.1 of the pull-in lever 25 with the rail 2, until it finally reaches the braking position shown in Fig. 7, its end position for downward arrest. In doing so, it exerts its greatest contact pressure and simultaneously pulls the brake shoe 26 against the rail 2, so that the greatest braking effect is achieved. As the pull-in element 25 pivots, the triggering element 3 is also moved further opposite to the movement of the braking safety device 1, i.e. upwards in Fig. 7, onto the triggering device 4 with the roller 5. This allows the roller 5, which is still in frictional engagement with the rail 2, to also be moved a little further upwards.The contact element 5 thereby reaches an area in the counterholder 12 whose distance from the rail 2 corresponds at least to that area of ​​the rolling contour 12.3 against which the contact element 5 rests in the position at the beginning of the braking process. The counterholder 12 can now approach the rail 2 again under the action of the compression springs 7, and the opposite braking element 6 is lifted off the rail 2 again. No further force is exerted on the contact element 5 itself in the direction of the rail 2. The braking effect is now achieved solely via the retraction lever 25 and the brake shoe 26.

[0056] Fig. 8 shows a further, slightly modified embodiment of a braking device according to the invention. In this version, the mounting plate 21 is not connected to the support element 20 of the braking device 1. The mounting plate 21 is therefore not fixed relative to the rail 2, but rather is coupled to the laterally displaceably mounted base body 24 of the braking device 1, preferably fixedly mounted thereto.

[0057] All of the above-described emergency procedures are clearly carried out as quickly as possible, with the individual components moving at the highest possible speed, and with corresponding noise generation. Starting from the basic position, with electromagnet 8 still energized during normal operation of the conveyor and thus the actuating arrangement still held in the release position, in which the triggering arrangement 4 also remains in the release position, in the event of an incident, triggered, for example, by a sensor arrangement 29 for speed monitoring and / or acceleration monitoring and / or weight monitoring, the braking safety gear is triggered. The energization of the electromagnet 10 is thereby terminated, so that under the action of the compression springs 7, 8, the triggering element 3 is moved towards rail 2 until it finally rests against rail 2 and comes into frictional engagement with it. The braking safety gear is thus in the activated position.If the safety gear is to be deactivated in the interest of energy efficiency, for example during a prolonged standstill of the conveyor and the entire system, whereby the electromagnet 10 is de-energized, it is desirable to carry out the deactivation gently and quietly in order to protect the material and to reduce noise.

[0058] For this purpose, the invention provides that the safety gear is equipped with a control system 28 for the triggering arrangement 4, which, upon manual input from a user who switches off the system, or according to a predeterminable schedule that is stored or can be fed into the control system 28, moves the triggering element 3 into the triggering position while the triggering arrangement is still active, but does not allow it to rush forward into this triggering position due to the force of the compression springs 7, 8. In this triggering position, the triggering element 3 is fixed in contact with the rail 2, typically due to the action of the compression springs 7, 8. In this position, the power supply to the triggering arrangement 4 is deactivated via the control system 28. In particular, this power interruption deactivates the respective electromagnet 10, without the element initially held back thereby being able to move any further.A button, a lever, a keyboard and / or mouse 30, or the like, can be connected to the controller 28 as actuating elements for deactivating the safety gear. Alternatively, the sensor system can also be integrated into the controller 28 or formed by the controller itself.

[0059] In order to ensure particularly quiet and gentle switching to the deactivated state, the control 28 for the triggering arrangement 4 is designed such that, in the event of a manual input or according to a predeterminable time schedule, the triggering element 3 moves into the triggering position more slowly than in an emergency. For this purpose, the electric rotary motor 13, which acts on the triggering element 3 in order to move it from the triggering position back into the passive position after an emergency, is preferably activated already in the passive position and with the electromagnet 10 still activated. The rotary motor 13 is also preferably operated more slowly, i.e. at a lower speed, than when the triggering element 3 is returned after an emergency. An embodiment according to the invention in which the rotary motor 13 is designed to move in only one direction of rotation is particularly simple in terms of control and operation.

[0060] To resume operation of the conveyor with the braking safety device according to the invention, the deactivation must be reactivated either via the operating elements 30 or by reactivating the power supply of the triggering arrangement 4 according to the predeterminable schedule. After the electromagnet 10 is re-energized by the electric motor 13, the triggering element 3 is moved back to the passive position. As in an emergency, the triggering element 3 is retracted against the action of the compression springs 7, 8.

[0061] The control system explained above can also be used independently for safety gears other than those of the present application and for brakes of elevators, lifting equipment, or the like.

[0062] The scope of protection is determined by the claims. However, the description and drawings must be used to interpret the claims. Individual features or combinations of features from the various embodiments shown and described may represent independent inventive solutions. The problem underlying these independent inventive solutions can be derived from the description.

[0063] Reference symbol list

[0064] Safety brake device 16 spring retaining element

[0065] Rail 17 spring retaining element

[0066] Trigger element 18 Retraction guide element

[0067] Slot 19 retraction guide element

[0068] Trigger arrangement 20 support element

[0069] Roll 21 mounting plate

[0070] Brake element 24 base body

[0071] Compression spring 25 retraction lever

[0072] Compression spring 25.1 head for downward catch

[0073] Eccentric 25.2 head for upward catch

[0074] Electromagnet 25.3 Disc spring

[0075] Coupling plate 26 brake shoe

[0076] Counterholder 27 disc spring package

[0077] Slot 28 control

[0078] Cover plate 29 Sensor

[0079] Progressive rolling contour 30 control element

[0080] Rotary motor 31 SW module normal operation

[0081] Tension spring 32 SW module deactivation

[0082] leadership

Claims

P a t e n t a n s p r ü c h e 1. Brake safety device for a conveying means, in particular for an elevator car and / or a counterweight, comprising a support element (20) to be attached to the conveying means, having at least one brake arrangement (25, 26), and a free space which, in the installed state of the brake safety device, accommodates a rail (2) arranged in a fixed position parallel to the conveying path, wherein the brake arrangement (25, 26) is designed to clamp the rail (2) accommodated in the free space in the braking position; and comprising a release arrangement which is connected to the brake arrangement (25, 26) for control purposes in order to bring it into a braking position, characterized in that the release arrangement (3, 5) comprises a release element (3) which is displaceable parallel to the braking direction from a release position into at least one braking position and is coupled to the brake arrangement (25, 26) in such a way as to also bring it into a braking position;and that the release arrangement comprises a contact element (5) which is displaceable from a release position into a first braking position projecting maximally into the free space, wherein the contact element (5) is further displaceable substantially parallel to the braking direction into a second braking position in which it exerts a force on the release element (3) in the direction of the braking position of the release element (3), and that an electrically controllable actuating arrangement (7 to 19) prevents or causes the movement of the contact element (5) into the first braking position.

2. Brake catch device according to claim 1, characterized in that the contact element (5) is designed as a roller mounted on an axle, in particular with a rolling circumference that increases friction.

3. Brake catch device according to claim 1 or 2, comprising at least one brake shoe (26) attached to the support element (20), with a braking surface extending in the braking direction, which is designed to engage a rail (2) arranged in a fixed position parallel to the conveying path when the brake catch device is triggered, wherein the brake shoe (26) is movable at least approximately perpendicular to the braking surface; comprising at least one insertion element (25) arranged on the side of the free space opposite the brake shoe (26) and movable between a release position and at least one braking position, wherein in the braking position the smallest possible distance exists between the insertion element (25) and the brake shoe (26), wherein the release element (3) is connected with the The insertion element (25) is coupled in such a way as to deflect it into at least one braking position, characterized in that the release element (3) is provided with a guide extending in its longitudinal direction, preferably in the form of an elongated hole (3.1), for the contact element (5) or for the connection to the insertion element (25).

4. Brake catch device according to claim 1, characterized in that the contact element (5) is subjected to a preload force in the direction of the free space by means of at least one actuator, and wherein the electrically activatable actuating arrangement acts against the preload force and holds the contact element (5) in the release position.

5. Brake catch device according to claim 3, characterized in that the contact element (5) is subjected to the preload force by means of at least one compression spring (7).

6. Brake catch device according to claim 3, characterized in that the actuator acts on a counterholder which is displaceable transversely to the braking direction and with respect to the free space and which is provided with a guide contour (12.3) for the contact element (5).

7. Brake catch device according to claim 5, characterized in that the guide contour (12.3) has at least one section whose distance from the rail (2) decreases continuously from the release position of the contact element (5) to the braking position, and that preferably a section follows from the section of the guide contour (12.3) closest to the rail (2) to the braking position, the distance from the rail (2) of which corresponds at least to that of the release position.

8. Brake catch device according to claim 1, characterized in that the actuating arrangement has a controllable electromagnet (10) which, when energized, acts on the contact element (5) against the preload force.

9. Brake catch device according to claim 1, characterized in that the actuating arrangement has at least one fluidic actuator which acts on the contact element (5) against the preload force via a controllable source for the working fluid.

10. Brake catch device according to claim 1, characterized in that the actuating arrangement, when energized by means of a fluidic, electrical or electromagnetic actuator, exerts a force on the contact element (5) in the direction of the release position.

11. Brake catch device according to claim 1, characterized in that the release arrangement (3, 5, 6) is positioned on a base body (24) of the brake arrangement (25, 26) and is mounted so as to be displaceable with it transversely to the braking direction.

12. Brake safety device for a conveying means, in particular for an elevator car and / or a counterweight, comprising: a) at least one brake arrangement (25, 26) connected to the conveying means; b) a release arrangement (3, 5) which is connected to the brake arrangement (25, 26) for control purposes in order to bring it into the braking position; c) at least one release element (3) which is integrated into the release arrangement (3, 5) and which can be selectively moved between a release position and a passive position; d) an actuator (7) which applies a preload force to the release element (3) in the direction of the release position;characterized by e) an electrically controllable actuating arrangement (7 to 13) for changing the position of the release element (3) between passive position and release position, wherein the actuating arrangement, in the activated state, acts against the preload force and holds the release element (3) in the passive position, and f) a control (28) for the actuating arrangement (7 to 13), which is designed, upon manual input or according to a predefinable schedule, to move the release element (3) to the release position when the actuating arrangement is active and then to deactivate the power supply to the actuating arrangement, and subsequently, until a new manual input or according to the predefinable schedule, to reactivate the power supply to the actuating arrangement (7 to 13) and to move the release element (3) back to the passive position.

13. Brake catch device according to claim 12, characterized in that the actuating arrangement (7 to 13) has a controllable electromagnet (10) which, when energized, acts on the release element (3) against the preload force.

14. Brake catch arrangement according to claim 12 or 13, characterized in that the control (28) for the actuation arrangement (7 to 13) is designed to activate the actuation arrangement in the case of manual input or according to a predefinable schedule such that the release element (3) is moved into the release position more slowly than in an emergency.

15. Brake catch arrangement according to one of claims 12 to 14, characterized in that the actuating arrangement (7 to 13) has an electric rotary motor (13) which acts on the release element (3) to move it between passive position and release position.

16. Brake catch arrangement according to claim 15, characterized in that the rotary motor (13) is designed to move in only one direction of rotation.

17. Brake catch device according to claim 15, characterized in that in the case of manual input or according to a predefinable schedule, the rotary motor (13) is operated at a lower speed than after an emergency.

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