Brake system
Patent Information
- Application Number
- EP2024709762
- Authority / Receiving Office
- EP · EP
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2023-03-27
- Filing Date
- 2024-03-11
- Publication Date
- 2026-02-11
AI Technical Summary
Elevator braking systems fail to allow safe and easy movement of the traveling body during power failures, as hydraulic brakes become difficult to release manually, posing a challenge for emergency situations like passenger evacuation.
A braking system with an emergency cylinder actuated by muscle power, connected hydraulically to the brake system, allowing manual release of the brake through a separable actuator, ensuring the brake can be opened even during power failures, and automatically re-engaging when power is restored.
Enables the safe and easy movement of the elevator cabin during power failures by allowing manual release of the brake using muscle power, ensuring passenger safety and facilitating evacuation while maintaining secure braking during normal operation.
Smart Images
Figure EP2024056387_03102024_PF_FP_ABST
Abstract
Description
[0001] braking system
[0002] The present invention relates to a braking system for a traveling body of an elevator, the traveling body, the elevator and a method for emergency opening of the brake of the braking system.
[0003] In an elevator, a car is typically moved vertically along a travel path between different floors or levels within a building. At least in tall buildings, a type of elevator is used in which the car is held by rope- or belt-like suspension elements and is moved within an elevator shaft by moving the suspension elements using a drive motor. To at least partially compensate for the load of the car moved by the drive motor, a counterweight can be attached to an opposite end of the suspension elements. The car and counterweight are the elevator's traveling body. To protect the traveling body from falling along the travel path, the traveling body is often equipped with brakes. Such brakes can be designed as hydraulic brakes.
[0004] For safety reasons, hydraulic brakes are typically designed to be preloaded by a spring in a braking position and released by a hydraulic actuator. US9688510B2 shows a hydraulic brake in which springs for preloading a hydraulic brake are housed in the brake cylinders. US10450165B2 also shows springs for preloading a hydraulic brake in the brake cylinders.
[0005] This means that the brakes are designed to be fail-safe. In the event of a system error, such as a power outage or a defective hydraulic hose, the hydraulic actuator fails, and the brake applies. The traveling body is thus slowed and can only be moved with great difficulty. In particular, the traveling body does not fall. The springs press on the brake with a high clamping force, so that a brake pad is pressed against a brake rail with sufficient normal force. This, in accordance with the friction formula, generates sufficient braking force in interaction with the brake rail. However, this also prevents a traveling body from being moved to a shaft door, for example, to rescue passengers from the car in an emergency.
[0006] EP3097038B1 shows a removable crank for manually operating a pump of a hydraulic brake system, thereby releasing the hydraulic brake in the event of a power failure. This allows the cab to be moved, but operating the hand crank and other valves by the service technician is complicated and strenuous.
[0007] One task can therefore be seen in making it easy to move the vehicle even during a power failure.
[0008] According to a first aspect of the invention, a braking system for a traveling body of an elevator solves the problem. The braking system comprises a brake and an emergency cylinder. The brake has a first brake pad, a spring, and a hydraulic element. The spring is designed to apply a clamping force to the brake. The clamping force is transferable to the first brake pad. The hydraulic element is designed to apply a release force. The emergency cylinder is hydraulically connected to the hydraulic element via a hydraulic line, and the emergency cylinder is actuated by muscle power. Actuation of the emergency cylinder releases the brake. A closed hydraulic section can be separated by an isolating valve, and the hydraulic section comprises the emergency cylinder, the hydraulic line, and the hydraulic element.
[0009] According to a second aspect of the invention, a traveling body of an elevator with a braking system according to the first aspect of the invention solves the problem. The emergency cylinder is arranged on the traveling body.
[0010] According to a third aspect of the invention, an elevator with a braking system according to the first aspect of the invention solves the problem. The actuator is mounted in a machine room of the elevator or on the traveling body.
[0011] According to a fourth aspect of the invention, a method for emergency opening of a brake of a braking system according to the first aspect of the invention solves the problem: The method comprises the steps of: isolating a closed hydraulic area by closing the isolating valve, wherein the hydraulic area comprises the emergency cylinder, the hydraulic element and the hydraulic line.
[0012] Releasing the brake by operating the emergency cylinder using muscle power. Braking with the brake by stopping the emergency cylinder.
[0013] Possible features and advantages of embodiments of the invention may be considered, among other things and without limiting the invention, to be based on ideas and findings described below.
[0014] It is advantageous that the braking force is provided by the spring, as this ensures that the brake always closes safely when needed. The brake is only released when the elevator is operating within normal parameters, for example, when the power supply and control system are working, and when the operating condition of the elevator permits it. In the event of a power failure, a drain valve opens, draining the hydraulic fluid from the hydraulic element into a tank, and the brake closes. The drain valve preferably only closes when energized. A pump can then pump hydraulic fluid from a tank into the hydraulic element. This releases the brake. Once the journey has ended, the power supply to the pump and drain valve can be interrupted, and the hydraulic fluid from the hydraulic element flows through the drain valve into the tank.
[0015] The first brake pad of the brake serves to exert a braking force on a brake rail by pressing the first brake pad against the brake rail with a clamping force. This clamping force creates a frictional force on the brake rail via a friction coefficient. The first brake pad has a surface suitable for exerting a braking force on the brake rail.
[0016] The aspects of the invention make it possible to move a vehicle, and in particular a cabin, during a prolonged power failure. The emergency cylinder is preferably designed as a single-acting hydraulic cylinder with a displaceable piston in a cylinder. The enclosed hydraulic area preferably consists essentially of the emergency cylinder, the hydraulic element, and the hydraulic line connecting the two. This enclosed hydraulic area is tightly sealed by the closure of the isolation valve, so that the hydraulic fluid contained therein circulates exclusively in the enclosed hydraulic area. The hydraulic fluid cannot therefore leave the enclosed hydraulic area. In particular, the isolation valve separates the other hydraulic components of the braking system, such as the tank, the pump, or the drain valve, from the enclosed hydraulic area.The hydraulic fluid used is preferably essentially incompressible. This ensures that the volume of hydraulic fluid flowing into the hydraulic line upon actuation of the emergency cylinder flows completely into the hydraulic element. This means that the hydraulic fluid cannot flow into the tank via the drain valve, which is open during a power failure, and the hydraulic fluid cannot flow into the tank via the pump.
[0017] By separating the cylinder, the movement of the emergency cylinder is directly linked to the movement of the hydraulic element. The brake spring ensures that the brake is applied without actuating the emergency cylinder, and the hydraulic fluid is shifted to the emergency cylinder. By actuating the emergency cylinder, the hydraulic fluid can be shifted into the brake's hydraulic element, releasing the brake. To do this, the actuator must be operated with muscle power. As soon as the actuator is no longer actuated, the spring shifts the hydraulic fluid back into the emergency cylinder, and the brake is applied again. This holds the vehicle body, or rather the cabin, securely in place again.
[0018] A location on the chassis, or specifically on the cabin, makes the emergency cylinder easily accessible. In an emergency, the technician can access the cabin roof through a shaft door and check the cabin brakes from there.
[0019] The actuator is used to transfer a person's muscle power to the emergency cylinder. For example, a mechanic, a service technician, a building maintenance employee, or a firefighter can operate the actuator using muscle power, thereby releasing the brake. Releasing the brake refers to the act of opening the brake. When the brake is released, an air gap may form between the brake pad and the brake rail. Ideally, release is achieved when the normal force between the brake pad and the brake rail is reduced enough to allow the vehicle body to begin moving.
[0020] According to a preferred embodiment, the emergency cylinder can be operated by muscle power using a manually detachable actuator. The actuator can be designed, for example, as a handle with a rope that can be pulled. The rope can run over several pulleys, so that a pulley effect amplifies the force exerted on the handle and transfers it to the emergency cylinder. Alternatively, it can be a handwheel that can be turned. The rotation can be translated into a movement by a thread, which then actuates the emergency cylinder.
[0021] According to a preferred embodiment, the braking system comprises an emergency cylinder mechanism for establishing an operative connection between the actuator and the emergency cylinder, wherein the emergency cylinder mechanism comprises a first part and a second part which are hingedly connected to one another.
[0022] The emergency cylinder mechanism serves to hold the emergency cylinder, accommodate the actuator, and guide the actuator so that the actuation movement is transmitted to the emergency cylinder. Preferably, a first part of the emergency cylinder mechanism is connectable to the travel body, and a second part of the emergency cylinder mechanism is designed to interact with the actuator. The actuator can be attached to the emergency cylinder mechanism, for example, by inserting, screwing, or hooking it in order to interact with the emergency cylinder mechanism.
[0023] The actuator can interact with an emergency cylinder mechanism such that the mechanism transmits the movement of the actuator to the emergency cylinder. Preferably, the emergency cylinder is attached to the emergency cylinder mechanism.
[0024] According to a preferred embodiment, the actuator is designed as a lever.
[0025] The lever is a simple technical means of translating a high degree of limited muscle power into a force that moves the emergency cylinder. This makes the lever particularly advantageous. Preferably, the lever interacts with the emergency cylinder mechanism at one end, transferring a force couple to the emergency cylinder mechanism. At the other end of the lever, a person pulls or pushes the lever.
[0026] Operating the emergency cylinder can require considerable force. Therefore, the emergency cylinder can be operated with the actuator, which is preferably mounted separately. The actuator can be designed as a lever and inserted, for example, into a sleeve of the emergency cylinder mechanism. The sleeve and one end of the lever can be conical for this purpose. The lever can also simply engage an eyelet on the emergency cylinder mechanism. Alternatively, the actuator can be designed as a handwheel. The emergency cylinder mechanism preferably includes a thread, so that turning the handwheel activates a threaded rod.
[0027] A separable actuator has the advantage that the actuator does not have to be permanently connected to the emergency cylinder or the emergency cylinder mechanism. An actuator designed as a lever, in particular, can be very long and would be obstructive on the car body, especially on the car roof. In particular, the lever could, for example, compromise a safety area on the car roof or the clearance to a shaft ceiling. A separable, i.e., removable or dismountable actuator can be stored elsewhere, thus not interfering with the operation of the elevator.
[0028] The use of a lever as an actuator is particularly advantageous because it is easy to carry and can be plugged into the emergency cylinder mechanism. In the simplest case, the lever can be a tube. One end of the actuator can also be designed to fit into the emergency cylinder mechanism. For this purpose, the actuator and the actuator holder in the emergency cylinder mechanism can, for example, be slightly conical.
[0029] According to a preferred embodiment, the lever is longer than 0.5 m. Levers longer than 1 m, 1.5 m, or 2 m are also particularly suitable as actuators. The actuator is preferably located in the engine room. This has the advantage that only persons with access to the engine room, i.e., trained personnel, can handle and use the actuator. Alternatively, the lever can also be located on the cabin roof, i.e., near the emergency cylinder. This has the advantage of eliminating the need to go to the engine room.
[0030] According to a preferred embodiment, the traveling body is designed as a cabin. The cabin is easily accessible through the shaft doors. The roof of a cabin is easily accessible and offers sufficient space to operate the emergency cylinder. Therefore, it is advantageous to arrange the emergency cylinder, and in particular the emergency cylinder mechanism, on the roof of the cabin.
[0031] The actuator can be mounted on the car body or in the machine room. Especially when the car body is designed as a cabin, the actuator can be mounted either on the car roof, for example, on a balustrade or on an upper yoke. Alternatively, the actuator can be mounted on the side of the car, for example, on a post of the car structure or on the outside of the car wall. The advantage of this arrangement is that the actuator on the car roof is always quickly accessible. In particular, it can be reached exactly where it is needed.
[0032] The advantages of storing the actuator in the machine room are that the machine room is locked, thus ensuring safe and clean storage of the actuator.
[0033] According to a preferred embodiment, the method according to the invention may further comprise the step:
[0034] Attaching the actuator to the emergency cylinder.
[0035] According to a preferred embodiment, the method according to the invention may further comprise the step:
[0036] Move the adjustable stop to set the position of the actuator at which the brake is released.
[0037] The brake is released when the emergency cylinder reaches a certain position. This position depends primarily on how worn a brake pad has already been. The more worn the brake pad is, the further the emergency cylinder can be moved until the brake is released. In this position, the emergency cylinder has displaced a certain volume of hydraulic fluid.
[0038] If the stop is poorly adjusted, the emergency cylinder may be difficult to operate. For example, it may be necessary to move the actuator so far that it hits an object before reaching the position where the brake is released. Such an object could be the roof of the cabin, a balustrade, or a wall. Or the actuator may be difficult to operate because it must be operated from a starting position that is difficult to reach.
[0039] The actuator, and thus the emergency cylinder, are preferably unloaded to allow the stop to be moved. By moving the adjustable stop, the position at which the brake is released can be adjusted so that this position is comfortable to operate. If the actuator is designed as a lever, this may mean that the stop is adjusted so that the lever, in the position in which the brake is released, is essentially horizontal and a short distance above the operator's standing surface. In this position, the lever can be held with a foot, and the braking force can be regulated by slight up or down movements.
[0040] If the carriage started moving at a position where the actuator was easy to operate, it can continue to be used as is. However, if the actuator strikes the carriage or shaft wall before the carriage starts moving, or if the position in which the carriage is just starting to move is uncomfortable to hold, the adjustable stop can be moved until the actuator is easy to operate when the carriage is just starting to move.
[0041] Now the following two steps can be carried out:
[0042] Releasing the brake by operating the emergency cylinder using muscle power. Braking with the brake by releasing the emergency cylinder.
[0043] These steps are preferably carried out several times. Each time, the brake is released enough for the car to start moving. To do this, it is sufficient to reduce the normal force between the brake pad and the brake rail to such an extent that the friction force is no longer sufficient to hold the car in place. There is no need for a gap to form between the brake pad and the brake rail. The car is then braked again by releasing the actuator, and thus the emergency cylinder. Alternatively, the braking force can be regulated by the operator to maintain slow travel. As soon as a floor is reached, i.e. when the car is sufficiently precisely on a floor for passengers to leave the car, the operator releases the actuator and the brakes brake again.
[0044] According to a preferred embodiment, the method according to the invention may further comprise the step:
[0045] Operation of the actuator by a person with one foot, wherein preferably the actuator is aligned substantially horizontally.
[0046] This makes operating the actuator particularly safe. The operator has their hands free to hold on to the trolley, for example, the balustrade. As soon as the operator removes their foot even slightly from the actuator, thereby relieving the load on the actuator, the brake immediately engages safely.
[0047] The first brake pad of the brake is designed to be pressed against a brake rail, thereby exerting a braking force. The first brake pad can have a first brake pad. The first brake pad can be applied perpendicularly to the braking surface or at a different angle to the braking surface. The application to the braking surface can be effected by the spring. This means that the spring exerts a clamping force on the first brake pad, pressing the first brake pad against the brake rail. The brake rail is thus clamped with this clamping force.
[0048] A single first brake pad can press against a brake rail, and the brake rail can be designed sufficiently rigid to prevent deformation. For this purpose, the brake rail is, for example, firmly anchored to the building. The brake rail can be designed so rigidly that the brake rail can transfer the clamping force with which the first brake pad presses against the rail into the building. The brake rail can essentially retain its shape.
[0049] The brake can have a second brake pad, wherein the clamping force is transferable to the second brake pad, so that the clamping force can be applied to a brake rail from opposite sides. The second brake pad can be movable relative to a housing of the brake, or it can be fixedly connected to or attached to the housing. The second brake pad can be designed to generate a frictional force when pressed against the brake rail.
[0050] Preferably, two brake pads act in pairs. Alternatively, a first brake pad acts on a first surface of the brake rail, and a sliding pad or roller acts on a second surface of the brake rail opposite the first, so that the clamping forces on the two opposite surfaces of the brake rail cancel each other out. Essentially, there is no displacement of the brake rail due to the brake and its clamping forces. This can be supported by mounting the brake in a floating, i.e., horizontally movable manner.
[0051] The hydraulic element counteracts the clamping force exerted by the springs. The hydraulic element can be operated using hydraulic oil as the hydraulic fluid, for example. Normally, when there are no problems in the elevator, pressure is built up in the hydraulic element by an electrically operated pump, for example, to move the hydraulic piston. The hydraulic piston then releases the brake. During normal operation, i.e., when the isolation valve is open, the hydraulic element is connected to both the pump and the release valve, as well as to the emergency cylinder.
[0052] According to a preferred embodiment, the emergency cylinder is designed to increase the pressure in the hydraulic element when actuated in order to release the brake. For this purpose, the cross-section of the emergency cylinder is preferably smaller than the cross-section of the hydraulic element on the brake. This results in a further force transmission.
[0053] According to a preferred embodiment, a first displacement volume of the emergency cylinder is greater than the volume of hydraulic fluid required to release the brake via the hydraulic element. The volume of hydraulic fluid that can be displaced from the emergency cylinder is thus greater than the volume of hydraulic fluid that can flow into the hydraulic element until the brake is released. The displacement volume of the emergency cylinder thus has a reserve capacity. Even with a small loss of hydraulic fluid, the brake can still be released. Particularly when multiple brakes are used, the volume is greater than the volume of hydraulic fluid required to release all brakes.
[0054] According to a preferred embodiment, the emergency cylinder mechanism has an adjustable stop to adjust the position of the actuator at which the brake is released.
[0055] The actuator is preferably foot-operated. The actuator is attached to the emergency cylinder, and in particular to the emergency cylinder mechanism. The end of the actuator to be operated can be high up, for example 1 m to 2 m above the cabin roof. By pressing downwards, the brake is released and the cabin can move. This is particularly simple and convenient if the actuator, in the actuated state, is only slightly above the cabin roof on which the person operating the actuator is standing. The actuated state is the one in which the cabin just begins to move. Depending on the age or wear condition of the first and / or second brake pad and the elasticity of the hydraulic line, it may be necessary to operate the actuator to different extents to release the brake.It is therefore advantageous to adjust the adjustable stop of the emergency cylinder mechanism so that the actuator can be operated from a comfortable position. Especially with a foot-operated lever, it is advantageous that the brake is released when the lever is essentially horizontal and slightly above the cabin roof. This leaves the operator with their hands free, for example, to hold on. On the other hand, the operator can release the brake or reactivate it by gently raising and lowering their foot on the lever.
[0056] The adjustable stop can, for example, comprise a movable body that secures the actuator at a different angle depending on its position in the emergency cylinder mechanism. It is also possible to adjust the stop using a combination of a screw and a thread. It is also possible, for example, to provide multiple holes for a mounting bolt for attaching the actuator. Depending on the selected hole, a different angle can be set.
[0057] If a car, or especially a car, is held between floors by the brake, an authorized person can remove the actuator from its storage location and go to the emergency cylinder. The actuator is attached to the emergency cylinder mechanism and actuated until the car moves, and then immediately released.
[0058] Further advantages, features, and details of the invention will become apparent from the following description of exemplary embodiments and from the drawings, in which identical or functionally identical elements are provided with identical reference numerals. The drawings are merely schematic and not to scale.
[0059] Showing:
[0060] Fig. 1 an elevator,
[0061] Fig. 2 an emergency cylinder mechanism in the maximum actuated position, Fig. 3 the emergency cylinder mechanism from Fig. 2 in a section, Fig. 4 the emergency cylinder mechanism from Fig. 3 in an unactuated position, Fig. 5 a brake,
[0062] Fig. 6 a hydraulic diagram of the braking system and
[0063] Fig . 7 Scheme of the process .
[0064] Fig. 1 shows an elevator 1. In the elevator 1, a car 6 is moved vertically between different floors 4 or levels within a building. To compensate for the weight of the car 6, the elevator 1 has a counterweight 7. The car 6 and counterweight 7 can also be referred to as a traveling body 2, as they are moved along rails that also serve as brake rails 5. To brake the traveling bodies 2 when necessary, they have a brake 10.
[0065] For passenger comfort, it is advantageous that the traveling body 2, and in particular the cabin 6, can move slightly horizontally relative to the brake rail 5. The brake rail 5 always has small unevenness; an elastic bearing with 4 to 5 mm of play allows the cabin 6 to follow these unevenness with a delay. However, the brake preferably has a much smaller play, for example 1 mm to 2 mm. To achieve this, the brake 10 on the cabin 6 is guided floatingly on a brake sliding bearing 12. This allows the brake 10 to follow the unevenness of the brake rail 5, and the cabin 6 is isolated from these rapid movements. The cabin 6 therefore does not follow the small deflections of the brake rail 5.
[0066] The brake 10 is part of a braking system 8. The braking system 8, with the exception of the actual brake 10 and a hydraulic line to the brake 10, is preferably arranged on the roof of the cabin 6. This makes the braking system 8 easy to maintain. The braking system 8 includes, for example, the components shown in Fig. 6. An emergency cylinder 120 and / or an emergency cylinder mechanism, as shown in Figs. 2-4, are also located as part of the braking system 8, preferably on the roof of the cabin 6.
[0067] An actuator 130 can be designed as a lever 131. Preferably, the actuator 130 is mounted in a machine room 3 of the elevator 1. Alternatively, it could also be mounted on or at the car 6.
[0068] Fig. 2 shows a view of an emergency cylinder mechanism 104, and Fig. 3 shows a section AA through the emergency cylinder mechanism 104 with the emergency cylinder 120. A first part 151 of the emergency cylinder mechanism 104 can be firmly connected to the chassis or the cabin. A second part 152 of the emergency cylinder mechanism 104 is pivotally mounted on the first part 151. In Fig. 2 and Fig. 3, the emergency cylinder 120 is shown fully actuated. Fig. 4 then shows the emergency cylinder 120 in the unactuated position. The emergency cylinder 120 has its shortest possible length. In other words, the piston of the hydraulic cylinder, of which only the outer part of the piston rod is shown, is pushed maximally into the cylinder. A brake connected to the emergency cylinder 120 via the hydraulic line 102 would thus be widely released, since the entire volume of hydraulic fluid would be shifted from the emergency cylinder 120 into the hydraulic element 120.
[0069] The actuator 130 can be inserted into an eyelet 153. The actuator 130, which is
[0070] Lever 131 can transmit a moment to the second part 152 by exerting a force on the eyelet 153 and the stop 140. By adjusting the adjustable stop 140, the angle between the second part 152 and the actuator 130 can be adjusted.
[0071] Fig. 4 shows the same embodiment as Fig. 3. However, here the emergency cylinder mechanism 104 is shown in a partially actuated position. The actuator 130, i.e., the lever 131, is located high above the ground on the car roof. This can be uncomfortable for actuation with the foot. By moving the stop 140 further to the right, a different position of the actuator 130', i.e., the lever 131', would be achieved. This changes the angle between the actuator 130 and the second part 152, and the actuator 130 is in a different position for the same position of the emergency cylinder 120. Preferably, the stop 140 is adjusted so that the actuator 130 is in a comfortable position to operate when the brake is released just sufficiently for the car 6 to begin moving.
[0072] Alternatively, the height of the adjustable stop 140 or the opening of the eyelet 153 could also be adjustable, for example, by a thread. This would also allow the angle between the actuator 130 and the second part 152 to be adjusted for ease of use.
[0073] Fig. 5 shows a brake 10 as it could be used in a braking system. A spring 17 surrounds a housing 14 of the brake 10. The spring 17 is designed to expand. The spring 17 is formed by a C-spring assembly 26 consisting of individual C-leaf springs 27. The spring 17 provides the clamping force of the brake 10.
[0074] A hydraulic element 18, in particular a hydraulic piston 19, and a counter-holder body 28 are arranged along a first line of action 51. In a braking position, the hydraulic piston 19 is retracted into the hydraulic element 18. In a hydraulic bearing 30, there is preferably a clearance between the spring 17 and the hydraulic piston 19. In a counter-bearing 31, there is a clearance and the spring 17 is preferably spaced from the counter-holder body 28. Therefore, no force is transmitted along the first line of action 51. The clamping force caused by the spring 17 is transmitted entirely along a second line of action 52. In a first brake bearing 41, the clamping force is transmitted to the housing 14 via a preload element 80. The housing 14 is also fixedly connected to a first brake pad holder 63 and a first brake pad 61 held thereon.On the opposite side, at a second brake bearing 42, the clamping force is transmitted to a plunger 71 via a bearing plate 43. The plunger(s) 71 are also rigidly connected to a second brake pad holder 64 and a second brake pad 62 held thereon. The plungers 71 are guided in a linear guide 70 for linear displacement. The linear guide 70 is designed as a bore. In the braking position, a brake rail is clamped between the first brake pad 61 and the second brake pad 62, thereby generating the braking effect.
[0075] To achieve the released position, hydraulic fluid is forced into the hydraulic element 18 via the hydraulic line 102. The hydraulic piston 19 presses on the hydraulic bearing 30. Together with the counter-bearing body 28, which presses on the counter-bearing 31, the spring 17 is thereby expanded. The clamping force transmitted along the second line of action 52 decreases. When the hydraulic piston 19 is fully extended, the first brake pad 61 and the second brake pad 62 have some play with the brake rail. Contact with the second brake bearing is maintained. For this purpose, the bearing plate 43 can be designed magnetically so that it moves with the spring 17.
[0076] The housing 14 can be attached to a brake plain bearing via a fastening area 15.
[0077] Fig. 6 shows a braking system 8 comprising two brakes 10, as shown, for example, in Fig. 5, and an emergency cylinder 120, as shown, for example, in Figures 2 to 4. The emergency cylinder 120 is connected to the two brakes 10 via a hydraulic line 102. Further hydraulic components 160 are connected to the hydraulic line 102 via a isolating valve 150. By closing the isolating valve 150, the further hydraulic components 160 are separated from the emergency cylinder 120, the brakes 10, and the hydraulic line 102 connecting the two. The further hydraulic components 160 are, for example, a tank 161 for storing the hydraulic fluid, a pump 162 for pumping hydraulic fluid to the brakes 10, and / or at least one drain valve 163 for draining the hydraulic fluid from a hydraulic element of the brake 10.By activating the pump 132, the brake 10 can be released; by opening the release valve 150, the brake 10 can be closed.
[0078] In the event of a power failure, an operator can access the roof of the cabin. Actuating the isolation valve 150 ensures that the hydraulic fluid from the emergency cylinder 120 is directed to the brakes 10. This prevents the hydraulic fluid from flowing into the tank 161, for example, via the pump 162. Compressing the emergency cylinder 120 thus releases the brakes 10, allowing the cabin to move.
[0079] The isolation valve 150 is preferably designed to be open during normal operation. For example, by pressing a button, the isolation valve 150 can be closed and preferably remains in this position thanks to a locking mechanism (not shown). The locking mechanism can be released again after evacuation to restore normal operation of the brakes 10.
[0080] Closing the isolation valve 150 creates a closed hydraulic area. The hydraulic line 102 serves to direct the hydraulic fluid from the emergency cylinder 120 to the hydraulic element of the brake 10. The isolation valve 150 separates the hydraulic area from other hydraulic components such as the pump 162, the drain valve 163, or the tank 161, so that the hydraulic fluid is directed exclusively to the hydraulic element of the brake 10. This releases the brake 10 and releases a brake rail 5.
[0081] The emergency cylinder 120 is actuated by an actuator attached to a second part 152 of the emergency cylinder mechanism 104. A first part of the emergency cylinder mechanism 104 is, for example, fixedly attached to the cabin. The actuator then causes a relative movement between the first part 151 and the second part 152 of the emergency cylinder mechanism 104. This displaces hydraulic fluid from the emergency cylinder 120 through the hydraulic line 102 to the brake 10. The brake 10 is thereby released. Fig. 7 shows the steps of the method. The method starts with a situation in which the traveling body can no longer be moved by the drive, for example, as a result of a power failure. In step S1, the emergency cylinder, the hydraulic element, and the hydraulic line connecting the two are separated by closing the isolation valve. The second step S2 involves releasing the brake by actuating the emergency cylinder using muscle power.The third step S3 is braking with the brake by releasing the emergency cylinder.
[0082] The S2 release step and the S3 braking step are repeated until the car reaches a position in the shaft that allows passengers to exit the car. Evacuation is then possible.
[0083] The actuator can be attached to the emergency cylinder directly before or after step S1, the separation.
[0084] The adjustable stop is preferably moved to set the actuator position at which the brake is released before the brake is released S2. This movement can occur before the first release S2 or before a repeated release S2 of the brake.
[0085] The step S3 braking is carried out by a person operating the actuator with a foot, wherein preferably the actuator is aligned substantially horizontally.
[0086] Finally, it should be noted that terms such as "having," "comprising," etc., do not exclude other elements or steps, and terms such as "a" or "an" do not exclude a plurality. Furthermore, it should be noted that features or steps described with reference to one of the above embodiments may also be used in combination with other features or steps of other embodiments described above. Reference signs in the claims are not to be considered as limitations.
Claims
Patent claims 1. Braking system (8) for a traveling body (2) of an elevator (1), comprising a brake (10) and an emergency cylinder (120), wherein the brake (10) has a first brake pad (61), a spring (17) and a hydraulic element (18), wherein the spring (17) is designed to effect a clamping force of the brake (10), and the clamping force is transferable to the first brake pad (61), the hydraulic element (18) is designed to effect a release force, the emergency cylinder (120) is hydraulically connected to the hydraulic element (18) by a hydraulic line (102), and the emergency cylinder (120) is actuable by muscle power, and the actuation of the emergency cylinder (120) releases the brake (10). characterized in that a closed hydraulic area can be separated by a separating valve (150), and the hydraulic area comprises the emergency cylinder (120), the hydraulic line (102) and the hydraulic element (18).
2. Braking system according to claim 1, characterized in that the emergency cylinder (120) can be actuated by muscle power with a manually separable actuator (130).
3. Brake system (8) according to one of the preceding claims, characterized in that the emergency cylinder (120) is designed to increase the pressure in the hydraulic element (18) when the emergency cylinder (120) is actuated in order to release the brake (10).
4. Brake system (8) according to one of the preceding claims, characterized in that a first stroke volume of the emergency cylinder (120) is greater than a volume of hydraulic fluid required to release the brake (10) by the hydraulic element (18).
5. Brake system (8) according to one of claims 2 to 4, characterized in that the brake system (8) has an emergency cylinder mechanism (104) for creating a Operative connection between the actuator (130) and the emergency cylinder (120), wherein the emergency cylinder mechanism (104) comprises a first part (151) and a second part (152) which are hingedly connected to one another.
6. Braking system (8) according to claim 5, characterized in that the emergency cylinder mechanism (104) has an adjustable stop (140) to adjust the position of the actuator (130) at which the brake (10) is released.
7. Braking system (8) according to one of claims 2 to 6, characterized in that the actuator (130) is designed as a lever (131).
8. Braking system (8) according to claim 7, characterized in that the lever (131) is longer than 0.5 m.
9. Traveling body (2) of an elevator with a braking system according to one of the preceding claims, characterized in that the emergency cylinder (120) is arranged on the traveling body (2).
10. Traveling body (2) according to claim 9, characterized in that the traveling body (2) is designed as a cabin (6).
11. Elevator (1) with a braking system according to one of claims 2 to 6, characterized in that the actuator (130) is mounted in a machine room of the elevator or on the traveling body (2).
12. A method for emergency opening of a brake of a braking system (8) according to one of claims 1 to 8, comprising the steps: Separating (Sl) a closed hydraulic area by closing the isolating valve (150), wherein the hydraulic area comprises the emergency cylinder (120), the hydraulic element (18) and the hydraulic line (102). Release (S2) of the brake (10) by operating the emergency cylinder (120) by muscle power and Braking (S3) with the brake (10) by stopping the operation of the emergency cylinder.
13. The method according to claim 12, further comprising the step of attaching the actuator (130) to the emergency cylinder (120).
14. The method according to claim 12 or 13, further comprising the step Moving the adjustable stop (140) to adjust the position of the actuator (130) at which the brake (10) is released.
15. Method according to one of claims 12 to 14, further comprising the step of - operating the actuator (130) by a person with a foot, wherein preferably the actuator (130) is oriented substantially horizontally.