EP3353105B1 - Gleitfangvorrichtung für eine aufzugsanlage - Google Patents

Gleitfangvorrichtung für eine aufzugsanlage Download PDF

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Publication number
EP3353105B1
EP3353105B1 EP16766309.5A EP16766309A EP3353105B1 EP 3353105 B1 EP3353105 B1 EP 3353105B1 EP 16766309 A EP16766309 A EP 16766309A EP 3353105 B1 EP3353105 B1 EP 3353105B1
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EP
European Patent Office
Prior art keywords
braking
braking element
rail
adjustment
guide
Prior art date
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Active
Application number
EP16766309.5A
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German (de)
English (en)
French (fr)
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EP3353105A1 (de
Inventor
Josef Husmann
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Inventio AG
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Inventio AG
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Priority to PL16766309T priority Critical patent/PL3353105T3/pl
Publication of EP3353105A1 publication Critical patent/EP3353105A1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces
    • B66B5/22—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces by means of linearly-movable wedges

Definitions

  • the invention relates to a slide stop device for an elevator installation, an elevator installation with a slide stop device and a method for braking an elevator car, which can be carried out with a slide stop device.
  • an elevator safety device in which a linearly movable brake wedge is guided over an inclined plane in order to bring it closer to a head piece of a guide rail for braking.
  • the linear movement of the brake wedge is thus implemented via a sliding mechanism.
  • a safety device with a guide roller which is arranged in a carriage with a small gap.
  • Safety devices such as those from the EP 1 813 566 B1 or the WO 2005/044709 A1 are known, have the disadvantage that a large space is required for the sliding mechanism with which the brake wedge is brought to the guide rail. In order for a sufficient braking force to be generated, a slight inclination of the sliding or sliding mechanism is essential in relation to the guide rail. At the same time, a sufficiently large distance between the brake wedge and the head part of the guide rail must be ensured in the initial state, that is to say when the safety gear is deactivated. It follows from these two criteria that the brake wedge (s) have one long adjustment path must be moved, which is an essential reason for the large space requirement. Also according to CN 2533061 implemented safety device requires a lot of space because the narrow gap of the slide requires a long guide surface. According to the EP0968954 or the EP0883567 implemented solutions, the transport rollers cause severe damage to the rail.
  • An object of the invention is to provide a slide safety device for an elevator system, an elevator system with a slide safety device and a method for braking an elevator car, which can be carried out with a slide safety device, which are of improved design. Specifically, it is an object of the invention to provide a slide stop device for an elevator installation, an elevator installation with a slide stop device and a method for braking an elevator car that can be carried out with a slide stop device, which enable a space-optimized design or require a smaller installation space.
  • the slide safety device is assigned to the rail in a suitable manner during the assembly of the elevator system, in order to enable interaction for braking.
  • the rail is not necessarily part of the slide stop device.
  • the sliding safety device can also be manufactured and sold independently of such a rail and of course also independently of other components of the elevator installation.
  • the use of the slide stop device in an elevator system and the implementation of a related braking process are possible in different ways.
  • the elevator installation can, for example, also have a plurality of elevator cabs, each of which can be caught by at least one slide catch device.
  • the braking element can advantageously be guided via a single guide roller unit.
  • the guide roller unit transmits the contact pressure to a brake housing or a housing part of the slide safety device.
  • the design of the guide arrangement with the individual guide roller unit enables an overall size, but a long brake lining can nevertheless be realized on the movable brake element.
  • the individual guide roller unit also enables the braking element to be pressed against the rail over its entire length. A pressure is distributed over an entire length of the braking element. Any inaccuracies in the alignment of the slide stop device with the rail can thus be leveled out.
  • the guide roller unit rolls off the guide surface during the braking process, the guide surface being designed in such a way that the translation of the adjustment of the braking element in the braking direction into the adjustment of the braking element in the pressing direction takes place degressively.
  • the translation changes, with which a movement in the braking action direction translates into a movement in the pressing direction.
  • an incline on the guide surface changes, with which the guide roller unit is guided along the guide surface with respect to the direction of braking action, which is correspondingly transferred to the braking element.
  • the degressive design means that a larger gradient is initially achieved during a braking operation in order to achieve a positioning of the braking element on the rail over a comparatively short distance in the direction of the braking action, and then the gradient is comparatively small in order to achieve a sufficient contact pressure in the To achieve pressing direction.
  • the rail can advantageously be designed as a metallic rail, which is formed, for example, from a steel sheet. In a modified configuration, however, the rail can also be designed as a concrete rail.
  • the pressure is then designed so that the concrete surface is not sheared off when the brake element is placed on it.
  • the pressure is preferably limited to less than 6 N / mm 2 . Limiting the pressure for this or another reason can can be realized by a contact pressure limiting device for the counter surface, as is also explained below.
  • a slide stop device used for an elevator system has a movable brake element which is adjustable for a braking process in a pressing direction towards a counter surface, with a rail of the elevator system being arranged between the brake element and the counter surface in the assembled state of the slide stop device, a guide arrangement for the Brake element is provided, the guide arrangement having a guide surface and a single guide roller unit, the guide roller unit cooperating with the guide surface in such a way that when the brake element is adjusted in a braking action direction, the brake element is adjusted in the pressing direction, and the pressing direction is perpendicular to the direction of braking.
  • This also has the advantage that a contact pressure is limited via the individual guide roller unit.
  • the brake element of the slide safety device is adjusted for the braking process in the pressing direction towards the counter surface, the rail being arranged between the brake element and the counter surface, the further individual guide roller unit and the guide surface of the guide arrangement cooperate in such a way that when the braking element is adjusted in the braking direction, the braking element is adjusted in the pressing direction takes place, and wherein the pressing direction is perpendicular to the braking direction.
  • the brake element of the slide safety device is adjusted for the braking process in the pressing direction towards the counter surface, the rail being arranged between the brake element and the counter surface, the further individual guide roller unit and the guide surface of the guide arrangement cooperate in such a way that when the braking element is adjusted in the braking direction, the braking element is adjusted in the pressing direction takes place, and wherein the pressing direction is perpendicular to the braking direction.
  • the guide arrangement has a single guide roller unit.
  • the guide roller unit is realized via a single rotatable roller which can be rotated about an axis.
  • a possible modification of this configuration consists in realizing the functioning of such a single roller by means of a plurality of rollers arranged side by side, which can be rotated together about a single axis.
  • a single role can be divided into several roles, which, however, rotate together around a single axis and thus have the same effect as a single role.
  • the guide roller unit generally realizes a lower contact pressure on the rail than is the case, for example, with an inclined plane on which a brake wedge slides.
  • the design of the guide surface can shape the movement path of the braking element during the braking process.
  • the braking process is not only understood to mean the actual braking, but in particular also the delivery process of the brake wedge to the rail, that is to say the bringing of the brake into effect.
  • the braking element is designed as a linearly displaceable brake wedge, the guide surface being configured on the brake wedge, the brake wedge having a brake surface facing away from the guide surface and the braking surface of the brake wedge during the braking process with the Rail works together.
  • the guide roller unit then rolls on the guide surface of the brake wedge during the braking process, while the brake wedge is adjusted in a straight line in the braking direction of action relative to the housing of the slide stop device.
  • the geometry of the guide surface on the brake wedge then, as it were, engages and presses the brake wedge onto the rail, which takes place in the pressing direction.
  • the guide roller unit is advantageously in the brake housing or the corresponding housing part.
  • the guide roller unit itself is mounted in the brake element, while the guide surface is designed to be stationary with respect to the brake housing and preferably on the brake housing or the housing part itself. If the braking element is now moved in the braking action direction, then the guide roller unit mounted in the braking element rolls on the guide surface, so that the guide roller unit with the braking element moves in the braking action direction relative to the housing part of the slide stop device.
  • the storage of the guide roller unit in the braking element may enable an even more compact design.
  • the guide roller unit rolls off the guide surface during the braking process, the guide surface being designed in such a way that the translation of the adjustment of the braking element in the braking direction into the adjustment of the braking element in the pressing direction takes place degressively.
  • the guide roller unit rolls on the guide surface during the braking process, the guide surface being designed in such a way that a translation of the adjustment of the brake element in the direction of the braking action into the adjustment of the brake element in the pressing direction takes place in a Beginning of the adjustment area in the braking direction of action, which extends until there is no rail play between the braking element, the counter surface and the rail, due to an increase in the guide surface relative to the braking direction of action between approximately 6 ° and approximately 17 °.
  • a degressive curve is preferably provided, which begins with an increase (translation) of approximately 17 ° (0.30) and continuously decreases during the braking process with increasing movement in the braking direction up to an increase of approximately 6 ° (0.10) ,
  • a constant section in which the slope remains constant is preferably not provided within this infeed area, but it can in principle be provided his. Accordingly, it is in principle possible for constant sections to be provided at the edges of the infeed area, in which the slope is, for example, 17 ° or 6 °.
  • a degressive course is preferably predetermined over the area until the rail play is essentially eliminated.
  • the guide roller unit rolls on the guide surface during the braking process, the guide surface being designed in such a way that a translation of the adjustment of the brake element in the direction of braking action into the adjustment of the brake element in the pressing direction takes place after an at the beginning of the in the braking effective direction adjustment range, which extends until a rail clearance between the braking element, the counter surface and the rail is canceled, by an increase in the guide surface relative to the braking effective direction smaller than by the due to the friction pairing between the braking element and the Rail is certain sliding friction coefficient of certain friction angle and / or less than about 6 °.
  • the friction angle determined from the sliding friction coefficient is such that the tangent of the friction angle is at least equal to the sliding friction coefficient of the friction pairing between the brake element, in particular a brake lining of the brake element, and the rail. This ensures that, after the rail clearance has been eliminated, the braking element is automatically moved further due to the frictional force caused. This will clamp the rail further. This enables a sufficiently large contact pressure, which, however, can or must be limited in a suitable manner, in particular by a contact force limiting device.
  • the guide roller unit rolls on the guide surface during the braking process, the guide surface being designed such that a translation of the adjustment of the brake element in the braking direction into the adjustment of the brake element in the pressing direction takes place with increasing adjustment in the braking direction at least partially changes.
  • the change is preferably made in continuous small steps in such a way that there are no sudden changes in the translation.
  • the translation can be constant in parts or in parts. Overall, this is achieved, for example, by a correspondingly shaped inclination of the guide surface.
  • an advantageous rapid approach of the guide roller unit to the rail is possible first and then a uniform increase in the contact pressure can be achieved until it is possibly limited in a suitable manner.
  • the inclination surface accordingly has a large incline that flattens continuously until the inclination surface changes to a constant incline in the region of the released rail play.
  • a stop is provided for the brake element, which limits the adjustment of the brake element that takes place in the braking direction. This prevents overloading and the associated self-destruction of the brake housing. It is also advantageous that the counter surface can be adjusted in the pressing direction against a pretensioning of a pressing force limiting device.
  • a coordination is preferably predetermined, in which the stop is implemented such that even before the stop, the contact pressure mediated by the guide arrangement exceeds the initial prestressing of the contact force limiting device.
  • the pressing force limiting device is activated in the pressing direction, which limits the pressing force and at the same time enables the pressing force to be adjusted via the pressing force limiting device. This can be essential for various reasons.
  • the limitation of the contact pressure can be determined by the structural design of the rail. In order to still achieve a large braking force, an exact setting under this limitation can be useful. The limitation of the contact pressure can also be done for other reasons, for example to specify a maximum braking force and thus a maximum deceleration of the elevator car.
  • a holding arrangement which interacts with the braking element such that the braking element is in contact with the guide roller unit in its ready position during the braking process and / or when the braking element is positioned. It is also advantageous here that the holding arrangement has at least one spring element which holds the braking element on the guide roller unit and / or that the holding arrangement has at least one spring element which holds the braking element on the guide roller unit in such a way that a dead weight of the braking element at least partially compensates is. This ensures that the braking element is applied to the rail in accordance with the movement determined by the guide arrangement and is then continued until, for example, the stop is reached.
  • the braking element applied to the rail is preferably largely adjusted with the friction force occurring in the braking direction of action, since the dead weight of the braking element has already been compensated.
  • an actuating device which, together with the guide roller unit, adjusts the braking element to the rail in such a way that friction between the braking element and the rail permits further adjustment of the braking element in the braking direction, the actuating device preferably by a mechanical speed limiter and / or can preferably be triggered in an electromagnetic manner.
  • the actuating device can be used to adjust the braking element in the direction of braking action until it rests on the rail, since the guide arrangement enables the corresponding translation of the movement in the pressing direction.
  • a space-saving brake can thus be realized in the form of the slide stop device, which is used especially for a rail designed as a hollow rail.
  • the brake element can be designed as a brake wedge which is guided over a single guide roller unit of the guide arrangement.
  • the guide roller unit transfers the pressing force to a housing part (brake housing).
  • the engagement movement can be supported via one or more spring elements, in particular retaining springs, which act on the brake element, since the weight force caused by the mass of the brake element can be partially compensated for.
  • the slide stop device can be designed especially for small contact forces, so that it is particularly suitable for hollow rails.
  • the degressive translation enables quick delivery with a lower overall height or the use of long brake elements with conventional overall heights. Long braking elements enable the surface pressure between the rail and the braking or counter surface to be kept low.
  • Fig. 1 shows a slide safety device 1 for an elevator installation 2 ( Fig. 4 ) and a rail 3 in a partial, schematic representation according to an embodiment of the invention.
  • the slide safety device 1 serves to brake an elevator car 4 ( Fig. 4 ) of the elevator system 2 during a braking operation.
  • the slide safety device 1 interacts with a head 6 of the rail 3 via a braking element 5.
  • a braking surface 7 or a brake pad 7 faces a side surface 8 of the head 6 of the rail 3.
  • the slide catch device 1 has a counter surface 9, which is formed on a counter body 10 and faces the braking surface 7 of the braking element 5.
  • a rail play 12, 13 is predetermined by an intermediate space 12 between the braking surface 7 and the side surface 8 of the rail 3 and an intermediate space 13 between the counter surface 9 and a further side surface 14 of the head 6 of the rail 3.
  • This rail game 12, 13 is canceled via an infeed area realized at the beginning of the braking process.
  • the braking surface 7 and, on the other hand, the counter surface 9 lie against the side surfaces 8, 14 of the head 6.
  • the counter surface 9 can also have the function of a braking surface or the counter body 10 can be provided with a brake lining 9 in order to achieve a braking effect on both sides.
  • the rail 3 has the head 6 and a foot 20. At least the head 6 of the rail 3 is designed as a hollow profile.
  • the head 6 comprises at least one head wall 21 and side faces 8, 14 laterally adjoining the head wall 21.
  • the side faces 8, 14 are arranged essentially at right angles to the head wall 21.
  • the head 6 of the rail 3 encloses the part of the rail 3 or the side surfaces 8, 14 which, on the one hand, cooperates with the braking surface 7 and on the other hand with the counter surface 9.
  • a braking action direction 22 ( Fig. 2 ) specified, which is oriented vertically upwards in this embodiment.
  • the braking direction 22 runs along the rail 3.
  • the pressing direction 11, which is perpendicular to the braking direction 22, is oriented horizontally.
  • the direction 23 is also characterized in that it is oriented from the foot 20 to the head 6 of the rail 3.
  • the arrangement 100 of the braking surface 7, the counter surface 9 and the head 6 of the rail 3 is predetermined such that on the one hand the braking surface 7 and on the other hand the counter surface 9 project beyond the head 6 on the head wall 21 in the direction 23.
  • the braking surface 7 and the counter surface 9 protrude the head 6 of the rail 3 on its head wall 21 of the head 6 of the rail 3 in the direction 23.
  • the counter surface 9 can be designed as a further braking surface 9.
  • the rail 3 comprises the head 6, the head 6 of the rail 3 being designed as a hollow profile and the braking surface 7 of the sliding device 1 interacting with the rail 3 such that the braking surface 7 projects beyond the head 6 of the rail 3.
  • the counter surface 9 facing the braking surface 7 also projects above the head 6 of the rail 3.
  • the side surface 8, the head wall 21 and the side surface 14 are in the form of a U-profile arranged with two right angles. Furthermore, the braking surface 7 and the counter surface 9 are oriented parallel to one another when they are in contact with the head 6 in order to achieve the braking effect. The head wall 21 is thereby oriented both perpendicular to the braking surface 7 and perpendicular to the counter surface 9. This also means that the direction 23 is oriented perpendicular to the head wall 21.
  • the braking surface 7 has a horizontal width B, which is divided into a projection width b1 and a support width b2.
  • the braking effect is achieved here by the fact that the braking surface 7 bears against the side surface 8 over the contact width b2.
  • the protruding width b1 is preferably less than 50%, preferably approximately 20% to approximately 30% of the width B of the braking surface 7.
  • a corresponding observation is possible for the counter surface 9. This also results in a division of the counter surface 9 into a projection width and a support width, the projection width being less than 50%, preferably approximately 20% to approximately 30%, of the width of the counter surface 9.
  • This configuration ensures that when the braking surface 7 is pressed against the head 6 in the pressing direction 11, the head wall 21 can optimally absorb the forces which occur in order to prevent the head 6 from bending on its side surfaces 8, 14. Furthermore, a permissible pressing force with which the braking surface 7 can be pressed against the rail 3 and a size of the braking surface 7 are predetermined such that when the braking surface 7 is pressed against the rail 3 with the permissible pressing force there is no permanent plastic deformation of the head 6 Rail 3 occurs. Limitation of the contact pressure is possible via a contact pressure limiting device 24, which in this exemplary embodiment has two columns 25, 26, each with two spring assemblies 27 to 30.
  • the rail 3 can be formed from a single, unreinforced steel sheet, and the material thickness of the hollow profile of the rail 3 can be in a range from approximately 2.0 mm to approximately 3.0 mm.
  • the slide catch device 1 has a housing 31.
  • the housing 31 or a housing part 31 'slidably mounted in the housing 31 is laterally in this embodiment slidably attached, so that the housing part 31 'can adjust laterally.
  • the housing part 31 ' is mounted on sliding bolts 74, wherein in the unactuated initial state of elastic elements 75 it is pressed against a lateral stop screw 76.
  • the housing part 31 ' like the outer housing 31, can be a welded construction or a cast construction.
  • the braking element 5 is adjustable relative to the housing part 31 '.
  • an actuating device 32 is provided which enables the brake element 5 to be adjusted on the rail 3.
  • the actuating device 32 is connected by means of a connecting rod 77 to a second slide catch device 1 '.
  • the further configuration of the slide stop device 1 is also described below with reference to FIG Fig. 2 further described.
  • Fig. 2 shows the in Fig. 1 shown slide catch device 1 according to the embodiment of the invention from the viewing direction designated II in an unactuated initial state.
  • the braking element 5 is spaced from the rail 3.
  • the brake element 5 is hereby held in the starting position via a lever 33 and elements 34, 35 of the actuating device 32.
  • a holding arrangement 40 is provided, which comprises spring elements 41, 42.
  • the spring elements 41, 42 are preloaded.
  • a guide roller unit 43 is provided, which in this exemplary embodiment is formed by a single guide roller 43.
  • the spring elements 41, 42 hold the brake element 5 on the guide roller 43.
  • This results in a guide arrangement 44 which comprises the guide roller 43 and a guide surface 45 formed on the brake element 5 in this exemplary embodiment.
  • Fig. 3 shows the in Fig. 2 Shown sliding device 1 according to the embodiment of the invention in the actuated state.
  • a tab 46 of the actuating device 32 is actuated, which actuates the lever 33 via the element 34.
  • the tab 46 is held by means of retaining elements 72.
  • the retaining elements 72 comprise spring elements or magnets or pawls which hold the tab 46 in the unactuated initial state with predetermined forces. Is further an actuation or pivoting range of the tab 46 is limited by end stops 73 on both sides.
  • the actuating device 32 can also be designed by means of a different lever design.
  • the braking element 5 is designed as a straight wedge.
  • the guide roller 43 rolls on the guide surface 45.
  • the guide roller 43 rotates about its axis 47 which is arranged in a fixed manner with respect to the housing part 31 '.
  • the geometry of the guide surface 45 translates the movement of the braking element 5 in the braking direction 22 into a simultaneous movement of the braking element 5 in the pressing direction 11 the braking element 5 is first applied with its braking surface 7 to the side surface 8 of the rail 3.
  • the mounting of the housing part 31 'of the slide stop device 1 relative to the rail 3 is predetermined in such a way that the rail clearance 12, 13 is canceled on both sides of the rail 3. This can be achieved, for example, by pulling the braking element 5 against the rail 3 and also pulling the counter surface 9 onto the rail 3.
  • An in Fig. 3 The illustrated infeed area 48 on the guide surface 45 is used to apply the braking element 5 to the rail 3. The actual braking effect then takes place in a braking area 49 adjoining the infeed area 48.
  • a degressive configuration of the guide surface 45 is specified.
  • the rail game 12, 13 is quickly closed in the delivery area 48.
  • An exemplary illustrated slope 50 with respect to the braking effective direction 22 is thus greater at the beginning of the adjustment in the braking effective direction 22, that is to say in the infeed area 48, than in the braking area 49.
  • the slope 50 can for example be approximately 17 ° (0.3 rad) at the beginning. amount and be reduced to less than about 5 ° (0.1 rad) after the game is canceled. This means that there is self-activity from the time the game is canceled.
  • the movement of the braking element 5 in the braking direction 22 is limited by a stop 51 of the housing part 31 '. In the in the Fig. 3 illustrated end position, the braking element 5 rests on the stop 51. This results in the maximum possible adjustment of the braking element 5 in the braking direction 22 and, accordingly, in the pressing direction 11.
  • This is preferably a coordination made that the contact pressure limiting device 24 is actuated before the end position is reached, as a result of which the counter surface 9 is somewhat indented in the pressing direction 11 against the bias of the spring assemblies 27 to 30. This allows the braking force to be adjusted. This also results in a limitation of the braking force, so that damage is prevented, particularly in the case of sensitive rails 3.
  • the dead weight of the braking element 5 can advantageously be at least partially compensated for via the spring elements 41, 42.
  • the slope 50 in the braking area 49 is smaller than a friction angle, which is determined by the sliding friction coefficient, which results from the friction pairing between the braking element 5 and the rail 3.
  • Fig. 4 shows the elevator installation 2 with the elevator car 4 and the sliding safety device 1 according to a possible embodiment of the invention.
  • the sliding safety device 1 is shown schematically here.
  • a further slide catch device 1 ' is provided, which is designed in accordance with the constant catch device 1 and which interacts in a corresponding manner with a further rail 3'.
  • the leveling device 1 is connected by means of the connecting rod 77 ( Fig. 1 ) connected to the further slide catch device 1 ', so that the two slide catch devices 1, 1' are actuated essentially synchronously.
  • the elevator car 4 is guided on the rail 3 and the further rail 3 ', which serve as guide rails 3, 3'.
  • the elevator car 4 is suspended from a traction and suspension means 52.
  • the rail 3 is divided into a plurality of sections 53, 54, only sections 53, 54 being shown for simplification. This can result in tolerance deviations from an ideal alignment in a connection region 55, at which the sections 53, 54 abut against one another in abutting fashion. Suitable measures are described below, among other things 5 to 7 explained.
  • Fig. 5 shows a detail of the in Fig. 4 shown elevator system 2 to explain a possible embodiment of the invention.
  • a situation is illustrated in which there is an offset between the sections 53, 54 of the rail 3 in the connection area 55, in which the rail sections 53, 54 abut against one another, due to tolerances during assembly or the like. This manifests itself here in the fact that a step 56 has arisen on the rail 3 against the direction of braking action 22.
  • the stage 56 represents a jump point 56 within the side surface 8.
  • a chamfer 57 on the brake element 5 is designed for functional operation and to prevent damage that could occur in particular on the brake lining 7.
  • a suitable bevel angle 58 ( Fig. 2 ) selected.
  • a corresponding chamfer 59 ( Fig. 3 ) can be formed on the counter surface 9 or the counter body 10. The chamfers 57, 59 are provided in the braking direction 22 on the braking surface 7 or the counter surface 9.
  • the chamfer angle 58 for the chamfer 57 and a chamfer angle 60 for the chamfer 59 can preferably be selected from a range from approximately 5 ° to approximately 20 °.
  • the chamfer 57 of the braking surface 7 and the chamfer 59 of the counter surface 9 are preferably each formed with a chamfer angle 59, 60 of approximately 15 °.
  • Fig. 6 shows that in Fig. 5 shown detail according to a further possible embodiment of the invention.
  • the section 54 of the rail 3 following the braking action direction 22, ie the rail section 54 is provided with chamfers 65, 66 on the connecting region 55 (rail joint).
  • the chamfer 65 is provided in relation to the braking element 5, while the chamfer 66 is provided in relation to the counter body 10.
  • Fig. 7 shows that in Fig. 5 shown detail according to a further possible embodiment of the invention.
  • chamfers 65 to 68 on the rail sections 53, 54 are provided on the connection region 55 both in and counter to the braking action direction 22. Abrasive behavior in relation to the sections 53, 54 of the rail 3 is thereby improved.
  • a length 69 of the braking surface 7 along the braking effective direction 22 must be significantly greater than the length 70 of one of the chamfers 65 to 68 considered in the braking effective direction 22.
  • the length 69 of the braking surface 7 is preferably at least four times as large as that Length 70 of a single chamfer 65 to 68.
  • the chamfers 65 to 68 are dimensioned together with the length 69 of the braking surface 7 so that a possible step formation, as it is based on the Fig. 5 is illustrated, leveled out and abrasive behavior is avoided as far as possible.
  • Leveling equalized means that a surface sliding or rubbing over the connection point 55 - such as the braking surface 7, the counter surface 9 or a guide surface of a guide shoe - does not abut a step of the rail joint, but meets corresponding chamfer surfaces of the chamfers 65 to 68 and accordingly gently is directed.
  • Levels 56 occurring within the scope of tolerances or the like can be limited, for example, to a maximum value which, depending on the application, can be in a range from approximately 0.2 mm to approximately 0.4 mm.
  • the chamfers 65 to 68 can then be dimensioned accordingly.
  • Fig. 8 shows a slide safety device 1 for an elevator installation 2 and a rail 3 in a partial, schematic representation according to a further embodiment of the invention.
  • the guide roller unit 43 is mounted here on the brake element 5.
  • the axis 47, about which the guide roller unit 43 rotates is arranged in a stationary manner on the brake element 5.
  • the guide surface 45 is arranged in a stationary manner with respect to the housing part 31 '.
  • the guide surface 45 can be configured on the housing part 31 '.
  • the holding arrangement 40 with the spring elements 41, 42 can be implemented in a corresponding manner.
  • the slope 50 of the guide surface 45 also varies in this exemplary embodiment with respect to the movement of the braking element 5, which takes place together with the guide roller unit 43, in the braking direction 22 Fig. 8 an incline 50 is shown as an example.
  • the elevator installation 2 can have one or more sliding safety devices 1.
  • the sliding safety device 1 can be directly or indirectly rigidly connected to the elevator car 4.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)
  • Lift-Guide Devices, And Elevator Ropes And Cables (AREA)
  • Road Paving Machines (AREA)
EP16766309.5A 2015-09-23 2016-09-16 Gleitfangvorrichtung für eine aufzugsanlage Active EP3353105B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL16766309T PL3353105T3 (pl) 2015-09-23 2016-09-16 Ślizgowe urządzenie chwytające do instalacji dźwigowej

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP15186514 2015-09-23
PCT/EP2016/071936 WO2017050647A1 (de) 2015-09-23 2016-09-16 Gleitfangvorrichtung für eine aufzugsanlage

Publications (2)

Publication Number Publication Date
EP3353105A1 EP3353105A1 (de) 2018-08-01
EP3353105B1 true EP3353105B1 (de) 2019-12-18

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EP16766309.5A Active EP3353105B1 (de) 2015-09-23 2016-09-16 Gleitfangvorrichtung für eine aufzugsanlage

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EP (1) EP3353105B1 (ru)
CN (1) CN108137275B (ru)
BR (1) BR112018005224B1 (ru)
ES (1) ES2765704T3 (ru)
MX (1) MX2018003518A (ru)
MY (1) MY190741A (ru)
PH (1) PH12018500549A1 (ru)
PL (1) PL3353105T3 (ru)
RU (1) RU2723006C2 (ru)
WO (1) WO2017050647A1 (ru)

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Publication number Priority date Publication date Assignee Title
DE19780136D2 (de) * 1996-03-01 2000-01-27 Cobianchi Liftteile Ag Muensin Bremsfangvorrichtung und Bremsbacke, insbesondere für Aufzugskabinen
FI101782B (fi) * 1996-11-07 1998-08-31 Kone Corp Liukutarraaja
EP0968954B1 (de) 1998-07-03 2003-05-07 Cobianchi Liftteile Ag Bremsfangvorrichtung, insbesondere für Aufzugskabinen
CN2533061Y (zh) 2002-04-04 2003-01-29 重庆宗申技术开发研究有限公司 一种链传动舷外机的密封结构
CN2583061Y (zh) * 2002-09-19 2003-10-29 上海精润金属制品有限公司 电梯安全钳
US7374021B2 (en) * 2002-10-09 2008-05-20 Otis Elevator Company Combined elevator guiding and safety braking device
AU2003304530A1 (en) * 2003-10-07 2005-05-26 Otis Elevator Company Remotely resettable ropeless emergency stopping device for an elevator
JP4672656B2 (ja) * 2004-11-16 2011-04-20 三菱電機株式会社 エレベータの安全装置
MY151628A (en) * 2006-05-29 2014-06-30 Inventio Ag Lift facility with a braking device and method for braking a lift facility
ATE486811T1 (de) * 2007-04-18 2010-11-15 Wittur Holding Gmbh Brems- bzw. fangeinrichtung mit teilweise auf bronzebelag laufender rolle und schräg stehender reibfläche
ES2874760T3 (es) * 2010-05-18 2021-11-05 Otis Elevator Co Sistema de seguridad integrado de ascensor
WO2013120824A1 (de) * 2012-02-17 2013-08-22 Inventio Ag Bremssystem mit variabler reibung
JP5926603B2 (ja) * 2012-04-25 2016-05-25 株式会社日立製作所 エレベータ

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Publication number Publication date
EP3353105A1 (de) 2018-08-01
WO2017050647A1 (de) 2017-03-30
CN108137275A (zh) 2018-06-08
PH12018500549A1 (en) 2018-09-10
CN108137275B (zh) 2020-06-09
PL3353105T3 (pl) 2020-06-15
RU2018112427A3 (ru) 2019-12-30
BR112018005224B1 (pt) 2021-11-16
RU2723006C2 (ru) 2020-06-08
MY190741A (en) 2022-05-12
BR112018005224A2 (ru) 2018-10-02
RU2018112427A (ru) 2019-10-07
MX2018003518A (es) 2018-06-18
ES2765704T3 (es) 2020-06-10

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