Activation unit for operating an elevator braking device

Abstract

The invention relates to an activation unit (1) for actuating an elevator brake device (23), comprising a main activation part (2) that can be installed in the elevator car, a trigger (20), and a coupling element (22) by means of which the activation unit (1) can be connected to the elevator brake device (23). The activation unit (1) is preferably designed as an assembly completely separate from the aforementioned elevator brake device (23), and is connected to the latter only via the coupling element (22) when installed as provided.The activation unit (1) comprises a clamping surface (7) that can be actuated by the trigger (20) and which, after being activated, moves together with a clamping roller (5) transversely to the direction of travel of the elevator in the direction of the corresponding elevator guide rail (6) until the clamping roller (5) is clamped between the clamping surface (7) and the elevator rail (6), and rolls between the clamping surface (7) and the elevator rail (6).The invention is characterized in that at least one eccentric roller (9) is provided, preferably directly beside or coaxially to the clamping roller (5). This eccentric roller has an eccentric design and is mounted so as to make contact with the guide rail (6) instead of the clamping roller (5) during the activation process and so as to release the subsequent movement of the clamping roller (5) towards the guide rail (6) only after the eccentric roller has rolled over the guide rail (6).

Description

TECHNICAL BACKGROUND

[0001] 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.

[0002] The elevator brake device can be triggered in various ways.

[0003] 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.

[0004] 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.

[0005] However, such purely mechanical trigger units have various disadvantages, such as their susceptibility to malfunctions if the speed limiter becomes dirty, or the relatively high effort required for installation or the additional space required in the shaft.

[0006] Due to the disadvantages of mechanical release units, there is an increasing trend towards electromagnetic releases.

[0007] 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.

[0008] 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.

[0009] 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.

[0010] For this purpose, electrically triggered braking devices are activated for the duration of a stop in front of a landing shaft door and loosely attached to the guide rails. They then tighten themselves very quickly if a UCM (Uninterruptible Control Module) is triggered. Otherwise, they are deactivated immediately before the start of travel and returned to their standby state – usually electromagnetically.

[0011] 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.

[0012] 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

[0013] 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.

[0014] In DE 202019105584 U1, such a release unit is shown, which can be coupled to an existing elevator brake device via a coupling element in order to release it when required. However, it can only act unidirectionally.

[0015] In the known release unit, the contact element, usually designed as a clamping roller, comes into contact with the guide rail immediately after release. The clamping roller also begins its intended rolling motion even if only small relative movements occur between the car and the guide rail, as is the case when the electromagnet of the release unit has either been switched off to a standby position solely for the purpose of saving power, or when the release unit has been triggered only prophylactically to prevent unintended car movement (UCM), but no relevant UCM occurs; instead, the car merely swings elastically up and down on its possibly long cable under the influence of the rapidly fluctuating weight load during the rapid boarding and alighting of passengers at a station.

[0016] Although the release unit does not transmit any actuating force to the elevator brake device with such small relative movements, it remains unreleased.

[0017] However, a disadvantage arises. If the trigger unit is prophylactically activated at every stop to prevent a possible UCM (Uncontrolled Mechanism of Action), and its contact element then comes into contact with the guide rail and even performs small relative movements to it, there is a risk that the contact element will attract dirt and possibly even be damaged by the countless contacts with the guide rail over time.

[0018] This risk is unfortunate, because the proper functioning of the trigger unit must still be guaranteed even if overspeeding or even a crash should occur years later.

[0019] Even if there is no risk of dirt accumulation, the known solution is not without disadvantages, because the impact of the naturally metallic contact element against the guide rail immediately after triggering is an undesirable source of noise. THE PROBLEM UNDERLYING THE INVENTION

[0020] In view of this, a first object of the invention is to provide a triggering unit whose contact element is protected from contamination or at least from the generation of unwanted noises even when the triggering unit is regularly activated in order to avoid a possible UCM even in regular, error-free operation, so that the contact element moves out of its ready position. THE INVENTIONAL SOLUTION

[0021] According to the invention, this problem is solved by the features of the first main claim.

[0022] 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 the 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. Due to this design, the elevator brake can continue to be used with its existing certification.

[0023] When properly installed, 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 activating the elevator braking device.

[0024] According to the invention, the claimed solution is characterized in that, in addition to or coaxial with the clamping roller, at least one eccentric roller is provided which is designed and mounted eccentrically in such a way that it comes into contact with the guide rail sooner than the clamping roller during the triggering process and that it only releases the further positioning of the clamping roller against the guide rail by rolling on the guide rail.

[0025] In this way, the contact element or clamping roller is protected from direct contact with the guide rail, which could be a source of noise or, in the long run, even if the release unit has only been activated prophylactically at a stop and the clamping roller therefore leaves its (significantly) spaced-away position from the guide rail. Instead, the clamping roller only comes into contact with the guide rail – usually without a recoil impact – when the eccentric roller, during the further relative movement between the car and the guide rail, has rotated to such an extent that it no longer protrudes radially beyond the circumferential surface of the clamping roller facing the guide rail.

[0026] Since the eccentric roller typically does not have to exert significant forces, it can easily be made of a suitable plastic or elastomer material, e.g., a material that gives it good static friction on the guide rail and / or noise-dampening properties.

[0027] A main clamping surface preferably adjoins the trigger clamping surface on both sides, viewed in both directions of travel. The main clamping surface is anchored directly to the trigger body, separate from the trigger clamping surface. The trigger clamping surface and the main clamping surfaces are arranged and designed such that the clamping roller rolls over each end of the trigger clamping surface (viewed in the 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.

[0028] 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.

[0029] The term "clamping roller" ideally describes, in a narrower sense, a roller in the true sense, which rolls between the respective clamping surface and the guide rail as described above. However, it is also conceivable that the clamping roller, as defined in the invention, is not a roller in the true sense, but rather a contact element, for example, in the form of a friction lining with any geometry, such as a cuboid. In this case, the necessary relative movement between the friction lining and the elevator car for triggering the braking device via the coupling element is achieved by the brake lining being slowed down solely by sliding friction against the guide rail. However, this leads to increased wear on both the guide rail and the friction lining itself.

[0030] 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.

[0031] The term "guide rail" primarily refers to the guide rail of the elevator car running within the elevator shaft. However, this term also encompasses a theoretically conceivable additional rail installed in the elevator shaft, which could be called a "brake rail." Furthermore, the terms "guide rail" and "elevator rail" are synonymous.

[0032] The term "untriggered state" refers to the position of the release unit in which the clamping roller is held at maximum distance from the guide rail and is ready for triggering.

[0033] The term "triggered state" or "triggered state of the triggering unit" preferably refers to a state in which, with further relative movement and without any further intervention by an external actuator, contact between the clamping roller and the guide rail is possible or already exists. ANOTHER PROBLEM UNDERLYING THE INVENTION

[0034] Another problem is that, in the known trigger mechanism, the clamping roller is only guided approximately, and not very precisely, by the elongated holes. Over time, this can develop into a source of malfunctions.

[0035] Therefore, another problem underlying the invention is to create a triggering device that also operates with increased reliability in long-term operation. ANOTHER INVENTIONAL SOLUTION

[0036] This problem is solved by the second claim. The proposed solution is again a release unit for actuating an elevator brake device, comprising a release base that can be mounted on the elevator car, a release mechanism, and a coupling element via which the release unit can be connected to an elevator brake device 23. This release unit is also preferably designed as a completely separate assembly from the elevator brake device, which, in its intended installed state, is connected to the elevator brake device exclusively via the coupling element. The release unit includes a release clamping surface that can be actuated by a release mechanism and, after release, moves together with a clamping roller transversely to the direction of elevator travel in the direction of its associated elevator guide rail.This movement continues until the clamping roller is clamped between the release clamping surface and the elevator rail and rolls between the release clamping surface and the elevator rail.

[0037] According to claim 2, the clamping roller is guided by a roller carriage guide in a direction – at least substantially – parallel to the directions of travel. The roller carriage guide consists of a guide rod. A guide carriage, movable along this rod, is mounted on the guide rod. The guide carriage, on the one hand, holds the axis of rotation of the clamping roller by means of a transverse guide, along which the axis of rotation of the clamping roller, and with it the clamping roller, can be moved towards or away from the guide rail.

[0038] With this design, it is not necessary to provide a counter-roller that contacts the guide rail from the other side in its activated state to support, reinforce, or secure the triggering process.

[0039] Thus, a roller carriage guide is provided, along which the roller carriage can move in a mostly purely straight-line translational manner (at least essentially) in and against the intended direction of travel.

[0040] The clamping roller is connected to the roller carriage in such a way that no significant relative movement between the clamping roller and the roller carriage is possible in a direction parallel to the guide rail. However, movement of the clamping roller relative to the roller carriage in a direction orthogonal to the guide rail is possible.

[0041] 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.

[0042] This ensures precise guidance of the clamping roller parallel to the guide rail. PREFERRED DESIGN OPTIONS

[0043] There are a number of possibilities to design the invention in such a way as to further improve its effectiveness or usability.

[0044] In a 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 or torsion spring, the latter ideally in the form of a torsion 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.

[0045] 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.

[0046] 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 typically 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.

[0047] 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.

[0048] The electromagnet is preferably designed such that, when energized, it exerts a pressure force on the rocker arm via a plunger.

[0049] It is particularly preferred that the guide carriage forms an anchoring point for a return spring – preferably located on an arm projecting away from the guide rail – the other end of which is anchored to the eccentric roller and which pulls the eccentric roller into its ready position. If the eccentric roller and the clamping roller are located on a common axis that is slidably mounted transversely to the guide rail in the roller carriage, this spring also serves to pull the clamping roller into its ready position away from the rail, relative to the guide carriage.

[0050] Ideally, the guide rod, which forms part of the slide guide, is mounted directly on the trigger body. It is usually rigidly mounted. This ensures particularly precise guidance.

[0051] It is particularly advantageous if the guide rod carries at least two separate compression springs, between which the guide carriage is positioned, so that it can be moved along the guide rod either in a first direction parallel or essentially parallel to the direction of travel against the tension of one compression spring, or in a second, opposite direction against the tension of the second compression spring. In this way, especially with bidirectional operation, it is effectively ensured that the clamping roller automatically returns to its central position after being triggered, from which it can easily return to its ready position. MISCELLANEOUS

[0052] Independent protection is also claimed for a functional unit consisting of a triggering unit according to one of the preceding claims and a brake or brake catch device actuated therein. The brake or brake catch device preferably has a functional principle as disclosed in EP 1853504, which is hereby incorporated into the disclosure of the application.

[0053] The braking 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.

[0054] The braking or brake safety device usually slows down 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

[0055] Fig. 1: Side view of the release unit according to the invention with the braking device, first embodiment. Fig. 2 : Sectional view of the release unit according to the invention with the braking device, seen from the other side, first embodiment. Fig. 3 : Trigger unit of the Fig. 1 and 2 of the type shown, mounted on the car frame, first embodiment. Fig. 4 : Longitudinal section of the release unit according to the invention at the level of the end face of the clamping roller, in the unreleased state, first embodiment. Fig. 5 : Cross-section of the release unit according to the invention above the clamping roller in the unreleased state, first embodiment. Fig. 6 : Longitudinal section of the release unit according to the invention at the level of the guide carriage on its end face facing away from the clamping roller, in the unreleased state, first embodiment. Fig. 6a: Shows a perspective view of the embodiment already shown in the previous figure Fig. 7 : Longitudinal section of the release unit according to the invention at the level of the end face of the clamping roller, at the end of the first release phase, while the eccentric roller is first in contact with the guide rail, first embodiment. Fig. 8 : Cross-section of the release unit according to the invention above the clamping roller at the end of the first release phase, while the eccentric roller is in contact with the guide rail for the first time, first embodiment. Fig. 9 : Longitudinal section of the release unit according to the invention at the level of the guide carriage on its end face facing away from the clamping roller, at the end of the first release phase, while the eccentric roller is first in contact with the guide rail, first embodiment. Fig. 10 : Complete ensemble of release unit and elevator brake device in the version provided by the Figs. 7 to 9 shown phase, first embodiment. Fig. 11: Longitudinal section of the release unit according to the invention at the level of the end face of the clamping roller, at the end of the second release phase, while the clamping roller is first in contact with the guide rail, first embodiment. Fig. 12 : Cross-section of the release unit according to the invention above the clamping roller at the end of the second release phase, while the clamping roller is first in contact with the guide rail, first embodiment. Fig. 13 : Longitudinal section of the release unit according to the invention at the level of the guide carriage on its end face facing away from the clamping roller, at the end of the second release phase, while the clamping roller is first in contact with the guide rail, first embodiment. Fig. 14 : Complete ensemble of release unit and elevator brake device in the version provided by the Figs. 11 to 13 shown phase, first embodiment. Fig. 15: Longitudinal section of the release unit according to the invention at the level of the end face of the clamping roller, at the end of the third release phase, while the clamping roller is in contact with the main clamping surface and the guide rail for the first time, first embodiment. Fig. 16 : Cross-section of the release unit according to the invention above the clamping roller, at the end of the third release phase, while the clamping roller is first in contact with the main clamping surface and the guide rail, first embodiment. Fig. 17 : Longitudinal section of the release unit according to the invention at the level of the guide carriage on its end face facing away from the clamping roller, at the end of the third release phase, while the clamping roller is first in contact with the main clamping surface and the guide rail, first embodiment. Fig. 18 : Complete ensemble of release unit and elevator brake device in the version provided by the Figs. 15 to 17 shown phase, first embodiment. Fig. 19: Longitudinal section of the release unit according to the invention at the level of the end face of the clamping roller, at the end of the last release phase, first embodiment. Fig. 20 : Cross-section of the release unit according to the invention above the clamping roller, at the end of the last release phase, first embodiment. Fig. 21 : Longitudinal section of the release unit according to the invention at the level of the guide carriage on its end face facing away from the clamping roller, at the end of the last release phase, first embodiment. Fig. 22 : Complete ensemble of release unit and elevator brake device in the version provided by the Figs. 19 to 21 shown phase, first embodiment. Fig. 23 : Side view of the release unit according to the invention with the braking device, in the unreleased state, second embodiment. Fig. 24 : Sectional view of the release unit according to the invention with the braking device, in the unreleased state, second embodiment. Fig. 25 : Trigger unit of the Fig. 23 and 24 as shown, viewed from the side of the guide rail, in the untriggered state, second embodiment. Fig. 26 : Longitudinal section of the release unit according to the invention at the level of the end face of the clamping roller, in the unreleased state, third, only unidirectional embodiment. Fig. 27 : Longitudinal section of the release unit according to the invention at the level of the end face of the clamping roller, after release, eccentric roller active, clamping roller still distance from the guide rail, third, only unidirectional embodiment. Fig. 28 : Longitudinal section of the release unit according to the invention at the level of the end face of the clamping roller, after release, eccentric roller unwound, clamping roller in initial contact with the guide rail, third, only unidirectional embodiment. Fig. 29: Longitudinal section of the release unit according to the invention at the level of the end face of the clamping roller, after release, clamping roller rolls between guide rail and release clamping surface, third, only unidirectional embodiment. Fig. 30 : Longitudinal section of the release unit according to the invention at the level of the end face of the clamping roller, after release, clamping roller rolled between guide rail and main clamping surface up to the stop, third, only unidirectional embodiment. Fig. 31 : Longitudinal section of the release unit according to the invention at the level of the end face of the clamping roller, in the unreleased state, fourth, only unidirectional embodiment. Fig. 32 : Longitudinal section of the release unit according to the invention at the level of the end face of the clamping roller, after release, eccentric roller active, clamping roller still distance from the guide rail, fourth, only unidirectional embodiment. Fig. 33: Longitudinal section of the release unit according to the invention at the level of the end face of the clamping roller, after release, eccentric roller unwound, clamping roller in initial contact with the guide rail, fourth, only unidirectional embodiment. Fig. 34 : Longitudinal section of the release unit according to the invention at the level of the end face of the clamping roller, after release, clamping roller rolls between guide rail and release clamping surface, fourth, only unidirectional embodiment. Fig. 35 : Longitudinal section of the release unit according to the invention at the level of the end face of the clamping roller, after release, clamping roller rolled between guide rail and main clamping surface up to the stop, fourth, only unidirectional embodiment. FIRST IMPLEMENTATION EXAMPLE

[0056] The functioning of the device according to the invention is illustrated by example by the Figs. 1 to 22 described.

[0057] 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, reference will be made to the Fig. 1 and 2 Reference is made to the elevator brake device 23, which is attached to the car frame during elevator operation and engages one of the guide rails 6 in the elevator shaft with its pressure body 27 – as described by the Fig. 3 visualized. The elevator brake device 23 therefore moves with the elevator car in its direction of travel.

[0058] In Fig. 1The 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.

[0059] As soon as the brake element 25 is positioned 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 slows the speed of the car until it comes to a standstill. To allow the deceleration when the safety brake engages to be adjusted to a permissible level, the brake pad 28 is supported against the pressure body 27 of the elevator brake device by means of disc springs 29.

[0060] In order to bring the elevator brake device 23 into the braking state, the brake element 25 must first be moved from its neutral starting position, in which it has no contact with the guide rail 6, into a wedge gap. As soon as the brake element 25 is in the wedge gap (or, in the case of bidirectional operation, in one of the wedge gaps) and rolls along the guide rail 6, further braking takes place automatically.

[0061] 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.

[0062] 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 significant advantage that existing elevator brake devices can also be retrofitted with a release unit 1 according to the invention.

[0063] 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 .

[0064] 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 is the case, for example, with... 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.

[0065] In the Figs. 1-3 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, in a direction parallel to the guide rail 6, the distance to both ends of the elongated hole 17 is the same length.

[0066] 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.

[0067] 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 travel of the car along the guide rail 6, which moves the braking element 25 into the or (in the case of bidirectional operation) into one of the wedge gaps between the guide rail 6 and the pressure body 27 of the elevator braking device 23.

[0068] 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.

[0069] 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 activation of the elevator brake device 23. The undissolved state according to Figs. 4 to 6

[0070] In the Figs. 4 to 6 The release unit 1 according to the invention is shown in side view on a guide rail 6 of an elevator without again showing the elevator brake device 23, in the unreleased state as it is during normal operation.

[0071] 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.

[0072] In Fig. 5 The untriggered release unit 1 is shown in a cross-section that passes through the release unit 1 at the level of the clamping roller 5.

[0073] The undischarged state shown here is characterized by the fact that neither the clamping roller 5 nor the eccentric roller 9, which is mounted coaxially with it on the bolt 34, is in contact with the guide rail 6. The release unit 1 therefore moves along the guide rail 6 with the car.

[0074] 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 roller 9 and the guide rail 6, the clamping roller 5 presses firmly into the guide rail 6. Fig. 4 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 body 2.

[0075] The rocker 18 is formed by a strip - ideally curved in several ways, as it is usually ductile.

[0076] The rocker 18, for example, is connected via a pivot bearing 32 according to.

[0077] Fig. 4 attached to the release base body 2 of the release unit 1. The release clamping surface 7 is located on the rocker arm 24 of the rocker 18, which faces away from the electromagnet 19. With its aid, it can, in the event of its activation, press directly onto the clamping roller to position it against the guide rail.

[0078] In the undischarged state of the release unit 1, the electromagnet 19 presses with its plunger 31 - as in Fig. 4 shown - against the rocker arm 21 of the rocker 18. This causes the rocker to rotate counterclockwise against the action of the spring element, which is usually designed as a torsion spring 13, in its Fig. 4 maintained the shown, ventilated position.

[0079] The electromagnet 19 thus has the task of counteracting the spring force of the torsion spring 13 via the rocker arm 18 and thereby preventing a pivoting movement of the release clamping surface 7 towards the guide rail 6. The force required by the electromagnet 19 to overcome the spring force of the torsion spring 13 can therefore 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.

[0080] Particularly noteworthy, and therefore requiring explanation at this point, is the bearing and guidance of the clamping roller 5, which is most clearly illustrated by the Fig. 6 is possible.

[0081] The release body 2 supports, usually in a rigid position, the guide rod 15a or 40 of the roller slide guide 15. The guide slide 14, which usually has a corresponding guide hole, runs on the guide rod 15a or 40. Two spring elements 16, preferably in the form of helical compression springs, are threaded onto the guide rod 15a or 40. They are supported on both sides against the guide slide 14 by means of their preferred spring plates 16a. The guide slide can move in and against the direction of travel on the guide rod 15a or 40 by compressing one or the other spring element 16. In the simplest case, the roller slide guide essentially has the task of ensuring that the guide slide always returns to its central position, which it assumes in the unreleased state. The guide slide can then be rotatably guided on the guide rod 15a or 40.In other, more demanding cases, it can also be designed so that the guide rod 15a or 40 provides it with enhanced guidance, for example by making it rotationally resistant or guiding it with reduced rotational play.

[0082] But that's not all, because how best to anticipate the Figure 10 As can be seen, the guide carriage 14 itself has a transverse guide 14a, preferably in the form of a transverse guide element, usually designed as a sheet metal bent part. It guides the bolt 34, on which the clamping roller 5 and the eccentric roller 9 are arranged coaxially and via which the coupling with the coupling member or the connecting rod 22 is also provided. The guide is such that the bolt can be moved up and down in such a way that the clamping roller together with the eccentric roller can be moved against or away from the guide rail.

[0083] The tension spring of the eccentric typically serves as a return spring. According to the... Fig. 5 The tension spring is hooked at one end onto the eccentric roller 9 and at its other end onto a retaining arm that projects from the guide carriage 14, usually in a direction diametrically opposite to the guide rail. It pulls or rotates the eccentric roller 9 into its ready position, which it assumes in its unreleased state. Preferably, the tension spring is also positioned and designed such that, via the tension it indirectly exerts on the bolt 34, it pulls the clamping roller 5 into its ready position away from the guide rail 6. The first phase of the triggering process is shown in Figures 7 to 10.

[0084] As soon as an impermissibly high speed or acceleration of the elevator 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. 7 to 10depicted.

[0085] The de-energized electromagnet 19 no longer exerts any pressure on the plunger 31, so the rocker arm 21 is no longer subjected to any load from the plunger 31. This means that there is no longer any opposing force to the spring force of the torsion spring 13 or the corresponding torsion spring tandem. The torsion spring therefore rotates the rocker arm, here clockwise, together with the release clamping surface 7, which is usually formed directly by it.

[0086] This causes the release clamping surface 7 to press against the clamping roller 5 and move it, along with its bolt 34, along the transverse guide 14a in the direction of the guide rail 6.

[0087] The movement towards the guide rail initially comes to a temporary end when the eccentric roller 9, which in its unstwisted rest position projects radially slightly beyond the outer diameter of the clamping roller, comes to rest against the guide rail, as is particularly evident from the Figs. 7 and 8illustrate. The second phase of the triggering process is shown in Figures 11 to 14.

[0088] It should be noted that the eccentric roller 9 is designed as a circular cylinder or circular cylinder segment, ideally surrounded by a friction lining. As already mentioned, the eccentric roller 9 is rotatably mounted on the common bolt 34. The axis of rotation of the eccentric roller 9 is not coaxial with its own longitudinal axis. When the car, after the eccentric roller has first come into contact with the guide rail, continues to move along the guide rail 6, the eccentric roller 9 rolls along the guide rail 6, thereby reducing its effective diameter.

[0089] Due to the described transverse guide 14a, this results in the clamping roller 5 being moved further towards the guide rail 6 under the continuous pressure of the release clamping surface until it itself comes into contact with the guide rail 6.

[0090] Based on the Figs. 11 to 14 The verbal description just given becomes even clearer. It can be seen that the clamping roller 5 only comes into contact with the guide rail 6 when the eccentric roller 9 has rolled a certain arc length along the guide rail 6. In the Figs. 11 to 14 This is shown for the case of a downward movement of the car along the guide rail 6.

[0091] 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".

[0092] However, one would prefer not to activate the safety device if only a car movement of a few millimeters is observed. 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. Third phase of the triggering process according to Figs. 15 to 18

[0093] In the Figs. 15 to 18 The figure shows how the clamping roller 5, after it has come into contact with the guide rail, rolls along the guide rail 6 as a result of a further movement, or in this case downward movement, of the car.

[0094] The clamping roller 5 moves in the opposite direction to the current direction of travel of the car. It thus performs a translational relative movement to the release unit 1 in the opposite direction of travel.

[0095] 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. In this embodiment, the release clamping surface 7 is an integral part of the rocker 18.

[0096] The sole purpose of the release clamping surface 7 is to enable an initial rolling of the clamping roller 5 between it and the guide rail 6 during the release process.

[0097] The compressive force applied by the torsion spring(s) 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. However, this would also significantly increase the force required to return to the initial position.

[0098] Due to the elongated hole 17 in the coupling link 22, the clamping roller 5 must first roll a short distance along the guide rail 6 before the coupling link 22 is subjected to translational relative movement to the release unit 1 via the bolt 34. The elongated hole 17 is typically dimensioned such that the clamping roller 5, with the bolt 34, only reaches the respective end of the elongated hole 17 and exerts significant forces on the elevator brake device once the clamping roller 5 is securely held between the main clamping surface 8 and the guide rail.

[0099] 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 thus also under load, and to maintain 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, in the direction of 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 typically screwed directly to the release base body 2 and is supported by it.

[0100] 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 it has completed its function, i.e., after the elevator brake mechanism has been fully released, until the elevator car has come to a standstill. This prevents unnecessary wear on the clamping roller 5 or the guide rail 6 once the braking process has already begun.

[0101] 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 torsion spring(s) 13, the torsion spring(s) 13 can be significantly smaller. This, in turn, means that the electromagnet 19 has to overcome a significantly lower spring force to return the release unit 1 to the unreleased state or to hold it in the unreleased state. Therefore, a significantly smaller electromagnet 19 can also be used. The final phase of the triggering process according to Figs. 19 to 22

[0102] The Figs. 19 to 22 The figures show the release unit 1 in its fully triggered state. The clamping roller 5 has moved so far on the guide rod that the brake element 25 of the brake device 23 has entered the wedge gap between the pressure body 27 and the guide rail 6 via the coupling element 22, and the brake pad 28 is in contact with the guide rail 6.

[0103] In order to move the elevator brake device 23 and at the same time the release unit 1 back to the unreleased state, the elevator car must be moved in the opposite direction to its previous direction of travel.

[0104] This releases the clamping roller from its position. Fig. 19 shown position over the of Fig. 15 shown position in the of Fig. 11 The position shown is transferred. Now, the electromagnet 19 simply needs to be energized again. Then the plunger 31 presses against the rocker arm 21 again. This pivots the rocker arm 21 into its ready position, here counterclockwise.

[0105] This releases the clamping roller, allowing it to move away from the guide rail. The tension spring 10 now pulls not only the eccentric roller into its ready position, but also the clamping roller. SECOND EXAMPLE

[0106] A second embodiment is described by the Figures 23 to 25 shown.

[0107] This second embodiment corresponds in principle and function to the first embodiment. Therefore, what has been said there also applies to the second embodiment, unless the differences described below expressly state otherwise.

[0108] How best to use the Figure 23 As can be seen, the crucial difference between the first and second embodiments lies in the fact that in the first embodiment, the release clamping surface 7 is formed as an integral part of the rocker arm 24 of the rocker 18. In the first embodiment, the rocker 18 is therefore a component of the release 20, which comes into direct contact with the clamping roller 5.

[0109] In the second embodiment, a rocker 18 is also used, but this does not come into direct contact with the clamping roller 5. Instead, a roller cage is connected to the rocker 18. fig 4connected, which is based on the Figure 25 is easiest to recognize. The roller box fig 4 It has two side plates or parts 39 which are provided with elongated holes that allow the axle 34 of the clamping roller 5 to pass outwards. The two side plates 39 are, as can best be seen by comparing the Figures 24 and 25 which can be seen, are connected to each other via the release clamping surface 7 located between them and thus form a roller cage open towards the guide rail 6.

[0110] As one can also see from the Figure 25 As can be seen relatively clearly, the guide carriage 14 is designed, guided, and mounted in the same way as in the first embodiment. In particular, the guide carriage 14 has a transverse guide or guide groove 14a in which the bolt or axle 34 of the clamping roller 5 can be guided back and forth, transverse to the direction of travel of the elevator car. As can be clearly seen from the Figure 24As can be seen, the guide carriage is guided on four sliding rods 12, on which compression spring elements 13 are threaded. These sliding rods 12 together with the spring elements 13 form a linear guide 11, along which the roller carriage fig 4 It can be moved away from the guide rail purely translationally.

[0111] As can also be clearly seen, the rocker 18 with its second rocker arm 24 is located on the side of the roller cage facing away from the guide rail 6. figs 4 articulated. As long as the electromagnet 19 is energized, its plunger 31 presses on the first rocker arm 21, thereby pivoting the rocker 18 so that it engages the roller bearing. fig 4 pulls away from the guide rail - so in the present image, which the Figure 24offers, counterclockwise. As soon as the electromagnet 19 is no longer energized, the force exerted by the plunger 31 ceases. This allows the preload of the spring elements 13 on the sliding rods 12 to act such that the roller bearing fig 4 is pressed in the direction of the guide rail 6. This is achieved by the clamping roller 5 with its axle 34 in the elongated holes on both sides 39 of the roller cage. figs 4 is guided, the roller box fig 4 The clamping roller 5 moves towards the guide rail 6. However, this movement comes to a temporary end as soon as the eccentric rollers 9, which are mounted on the rotary bearings 37 on the roller cage fig 4The rollers are mounted against the guide rail 6. The clamping roller 5 is not yet in contact with the guide rail 6 at this moment. Only if the car is still moving relative to the guide rail in or against the direction of travel do the eccentric rollers 9 roll on the guide rail 6. They shift or rotate in such a way that the roller cage fig 4 can be pressed further towards the guide rail, so that the clamping roller 5 now also comes into contact with the guide rail. This clamps the clamping roller 5 between the guide rail 6 and the release clamping surface 7 of the roller cage, and it now begins to roll. In this way, the clamping roller 5 performs a relative movement and will eventually move into the gap between the main clamping surface 8 and the guide rail 6. Preferably from this moment, the bolt or axle 34, the end of the elongated hole that the Figure 23in the coupling link 22 or the rod 22, to be achieved and thus the actual actuation process for the elevator brake will begin. THIRD EXAMPLE

[0112] The third embodiment is provided by the Figures 26 to 30 As shown. While the two preceding embodiments each show a trigger suitable for bidirectional triggering during both upward and downward movement, the third embodiment is a trigger suitable for unidirectional triggering only. In principle, however, this trigger corresponds in its construction to the trigger of the first embodiment, so that what was said there also applies to this third embodiment. In particular, the eccentric rollers 9 function here in the same way as described for the first embodiment. FOURTH EXAMPLE OF EXECUTION

[0113] The fourth embodiment is provided by the Figures 31 to 35As shown, this fourth embodiment also features a trigger suitable for unidirectional triggering. In principle, this trigger is structurally identical to the trigger of the second embodiment. Therefore, what was said there also applies to this fourth embodiment. A significant difference between the second and fourth embodiments is that the roller cage is guided differently in the fourth embodiment. It is no longer guided purely linearly and, accordingly, no longer moves purely translationally towards the guide rail. Instead, it has its own pivot bearing 11, about which it can pivot towards and away from the guide rail. In particular, the eccentric rollers 9 function here in the same way as described for the first embodiment. REFERENCE MARK LIST

[0114] 1Trigger unit 2Trigger base body 3Not assigned 4Roller guide body orRoller cage 5 Clamping roller 6 Guide rail 7 Release clamping surface 8 Main clamping surface 9 Eccentric rollers 10 Return spring (of the eccentric roller) 11 Linear guide 12 Slide rods 13 Compression spring element of the linear guide 14 Roller carriage 14a Cross guide 15 Roller carriage guide 15a Guide rod 16 Spring elements of the roller carriage guide 16a Spring plate 17 Slotted hole 18 Rocker 19 Electromagnet 20 Release 21 Rocker arm (acting on the electromagnet) 22 Coupling link 23 Elevator brake device 24 Rocker arm 25 Brake element of the elevator brake device 26 Return spring of the brake device 27 Pressure body of the elevator brake device 28 Brake lining of the elevator brake device 29 Disc springs of the elevator brake device 30 Spring of the main clamping surfaces 31 Plunger of the electromagnet 32 Swivel bearing of the rocker arm 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 sliding rods 37 Swivel bearing of the eccentric rollers 38 Web of the roller guide body orof the roller cage 39 Side plates of the roller guide body or of the roller cage 40 Rod of the roller carriage guide 41 Narrowing 42 Tension spring.

Claims

1. Release unit (1) for actuating a lift brake device (23) with a release base body (2) that can be mounted on the lift car, a release mechanism (20) and a coupling member (22) via which the release unit (1) can be connected to an elevator brake device (23), wherein the release unit (1) is preferably designed as a separate assembly completely separate from said elevator brake device (23) and, when installed as intended, is connected to the lift brake device (23) exclusively via the coupling member (22), wherein the release unit (1) comprises a release clamping surface (7) that can be actuated by a release mechanism (20) and which, after release, moves together with a clamping roller (5) transversely to the direction of travel of the lift in the direction of the lift guide rail (6) assigned to it until the clamping roller (5) is clamped between the release clamping surface (7) and the lift rail (6) and rolls between the release clamping surface (7) and the lift rail (6), characterized in that at least one eccentric roller (9) is provided immediately adjacent to or coaxial with the clamping roller (5), which is designed and mounted eccentrically in such a way that, during release, it comes into contact with the guide rail (6) before the clamping roller (5) and that it only releases the further feed of the clamping roller (5) against the guide rail (6) by rolling off the guide rail (6).

2. Release unit (1) according to claim 1, characterized in that the clamping roller (5) is guided by a roller slide guide (15) in a direction parallel to the directions of travel, which consists of a guide rod (15a) on which a guide carriage (14) is mounted that can move along it, which in turn holds the axis of rotation of the clamping roller (5) by means of a cross guide (14a) along which the axis of rotation of the clamping roller (5) and, with it, the clamping roller (5) can be moved towards or away from the guide rail (6).

3. Release unit (1) according to claim 1 or 2, wherein the release unit (1) comprises a release clamping surface (7) that can be actuated by a release mechanism (20) and which, after release, moves together with a clamping roller (5) transversely to the direction of travel of the lift in the direction of the lift guide rail (6) assigned to it until the clamping roller (5) is clamped between the release clamping surface (7) and the lift rail (6) and rolls off between the release clamping surface (7) and the lift rail (6), characterized in that the release mechanism (20) is a rocker (18), one end of which interacts with the release actuator, preferably in the form of an electromagnet (19), and the other end of which provides a release clamping surface (7) for interaction with the clamping roller (5).

4. Release unit (1) according to one of the preceding claims in conjunction with claim 2, characterized in that the guide carriage (14) forms an anchoring point for a return spring (10), preferably on an arm extending away from it in the direction away from the guide rail (6), the other end of which is anchored to the eccentric roller (9) and which anchors the eccentric roller (9) in its standby position. an anchorage point for a return spring (10), the other end of which is anchored to the eccentric roller (9) and which pulls the eccentric roller (9) into its standby position.

5. Release unit (1) according to one of the preceding claims, characterized in that the guide rod (15a) is mounted directly on the release base body (2).

6. Release unit (1) according to one of the preceding claims, characterized in that the guide rod (15a) carries two spring elements (16), preferably compression springs, between which the guide carriage (14) is positioned so that it can be displaced on the guide rod (15a) either in a first direction parallel to the direction of travel against the tension of one spring element (16) or in a second, opposite direction against the tension of a second spring element (16).

7. Release unit (1) according to one of the preceding claims, characterized in that the release clamping surface (7) is adjoined on both sides, as viewed in both directions of travel, by a main clamping surface (8) 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.

8. Functional unit for braking and / or catching an elevator car, consisting of a release unit (1) according to one of the preceding claims and a brake or brake-catching device (23) actuated by it, which is preferably housed entirely in a housing or carrier separate from the release unit (1) and communicates with the release unit (1) only via an external coupling member (22), preferably in the form of a thrust-resistant connecting rod.

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