EP2651810B1 - Dispositif d'actionnement et de mise à zéro d'un parachute - Google Patents

Dispositif d'actionnement et de mise à zéro d'un parachute Download PDF

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Publication number
EP2651810B1
EP2651810B1 EP11805443.6A EP11805443A EP2651810B1 EP 2651810 B1 EP2651810 B1 EP 2651810B1 EP 11805443 A EP11805443 A EP 11805443A EP 2651810 B1 EP2651810 B1 EP 2651810B1
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EP
European Patent Office
Prior art keywords
safety brake
resetting
safety
equipment
actuator
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Revoked
Application number
EP11805443.6A
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German (de)
English (en)
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EP2651810A1 (fr
Inventor
Josef Husmann
David Michel
Astrid Sonnenmoser
Hans Kocher
Karl Weinberger
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Inventio AG
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Inventio AG
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Application filed by Inventio AG filed Critical Inventio AG
Priority to PL11805443T priority Critical patent/PL2651810T3/pl
Priority to EP11805443.6A priority patent/EP2651810B1/fr
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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
    • 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
    • B66B5/0087—Devices facilitating maintenance, repair or inspection tasks
    • 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

Definitions

  • the invention relates to a device and a method for actuating and resetting a safety gear in an elevator installation, as well as appropriately equipped elevator systems.
  • Elevator systems are installed in a building. They consist essentially of an elevator car, which are connected by carrying ropes or straps with a counterweight or with a second elevator car. By means of a drive, which acts selectively on the support means, directly on the cabin or the counterweight, the cabin is moved along, substantially vertical, guide rails.
  • the elevator system is used to transport people and goods within the building over single or multiple floors.
  • the elevator system includes devices to secure the elevator car in the event of failure of the drive or the suspension means or to protect even with a stop in a floor from unwanted drifting or crashes.
  • safety devices are usually used, which can slow down the elevator car on the guide rails in case of need.
  • electromechanical actuator units In order to still be able to fall back on known and proven catching devices electromechanical actuator units are required, which can operate with appropriate control safety gears.
  • EP0543154 Such a device is known.
  • an auxiliary caliper brake is required, with a guide rail engaged and this auxiliary caliper brake operates an existing lever system whereby safety gears are operated.
  • This auxiliary clamp brake is designed to move the lever system and mass parts of the safety gear can.
  • the required electromagnetic units must be dimensioned correspondingly large.
  • US7575099 is another such device known.
  • the safety catch of a safety gear can be operated directly by springs.
  • the springs are biased by an electromagnet and the preloaded springs are released if necessary.
  • the springs can be reset or tensioned by a spindle drive.
  • this solenoid is to be dimensioned correspondingly large, since the entire biasing force of several springs must be directly recorded and maintained.
  • the invention thus aims to provide at least one alternative solution for actuating and resetting a safety gear in an elevator installation by means of electrical control and its integration into the elevator installation.
  • An elevator system is used to transport goods and people in buildings.
  • the elevator system includes at least one elevator car for receiving persons and goods, and usually a counterweight.
  • Counterweight and elevator car are connected to each other via a carrying cable, a carrying strap or other suspension means. These support means are guided over a deflection roller, or a drive pulley, and the counterweight and the elevator car thus move in the same way in the building, or in an elevator shaft provided in the building.
  • the driving body usually contains two Safety devices, which are each associated with a guide rail.
  • the guide rails - usually two guide rails - lead the carriage along the elevator shaft and they include a bridge on which the safety gear can intervene for the purpose of braking.
  • a conventional safety gear includes two slips.
  • the catch wedges are mounted and guided vertically displaceable in the safety gear. In normal operation of the elevator installation, the catch wedges are in a lower standby position. If necessary, the catch wedges are pushed by a device for actuating and resetting the safety gear along an inclined track until they clamp the web of the guide rail.
  • the frictional force created by the clamping now moves the catching wedges further into a housing of the catching device as far as the catching device or the traveling body continues to move up to a wedge stop. By this further movement is, by the wedge effect of the catch wedges, the housing, which is designed to be resilient, pressed. This pressing ultimately determines a pressing force of the slips on the web of the guide rail and thus a braking force which brakes the vehicle body.
  • the device for actuating and resetting the safety gear includes a single pressure accumulator which, if required, moves the two safety wedges of the above-described safety gear substantially synchronously from the standby position to the web of the guide rail into a catching position. Furthermore, the device includes a preferably remotely actuable restoring device which is designed to tension the accumulator back to a standby position. This takes place when the vehicle is to be released again after braking and checking the safety state of the elevator system.
  • the common accumulator allows safe operation of the safety gear, since both wedges can be operated simultaneously and without jamming.
  • the common pressure accumulator can also be easily coupled to safety gears, for example via a lever system.
  • safety gear such as a roller lock safety gear can be operated accordingly, being operated in such safety gear instead of catch wedges, fishing wheels or other similar catching organs.
  • the pressure accumulator includes a compression spring, which is tensioned by means of return device and which can release this voltage for actuating the catch wedges in case of need.
  • the compression spring is preferably designed so that even with breakage of a turn - loss of a winding length and relaxation of the spring by this amount of length - a sufficient residual force for actuating the slips is present.
  • a compression spring allows the provision of a safe and inexpensive means for actuating and resetting the safety gear.
  • other accumulators are possible.
  • the use of a pneumatic or hydraulic pressure accumulator is possible.
  • the device for actuating and resetting the safety gear includes an actuator, which is mounted pivotably about a substantially horizontal pivot axis in the device.
  • the actuator is connected on the one hand to the catch wedges and on the other hand to the pressure accumulator and he holds the catch wedges on the one hand in its standby position and he can if necessary, upon release of the pressure accumulator, or the compression spring, move the catch wedges in their catch position.
  • the pressure accumulator is thus connected via levers to the catch wedges.
  • a lever distance to the catch wedges in this case is kept large and a lever distance to the accumulator is kept rather small. This rotational inertia masses can be minimized, which in turn allows a fast and thus safe operation of the catch wedges.
  • the catch wedges are connected to a connecting lug to the actuator.
  • the catch wedges are guided by the actuator. This prevents a catch wedge, for example, as a result of vibrations or one-sided contact with the guide rail, is suddenly actuated automatically and thereby leads to an unwanted braking.
  • a use of such an actuator also allows a space-saving design of the device for actuating and resetting the safety gear, since it can be arranged for example laterally of the safety gear and thus requires no additional shaft height.
  • the actuator includes a pivoting body which is pivotally mounted on the horizontal pivot axis.
  • This swivel body is connected on one side to two lever arms.
  • the two lever arms connect the swivel body to the catch wedges. They are advantageously designed so that they can follow a lateral displacement of the slips during actuation. This lateral displacement results when the catch wedges are pushed upwards along their inclined guideway.
  • this lateral compensation is made possible by the two lever arms are fastened by means of side hinges to the swivel body or by the two lever arms have a high lateral elasticity.
  • the lever arms are stiff in the vertical direction at the same time to allow a quick operation of the catch wedges.
  • the actuator as a whole, and in particular the two lever arms are designed with low mass. This can be done for example by arranging holes in unloaded neutral axes of the lever arms. This is advantageous since in turn mass inertias can be reduced. Low mass inertias mean that rapid actuation of the safety gear can be achieved.
  • the swivel body is further connected to a control arm.
  • This control arm connects the pivoting body to the pressure accumulator, or the compression spring, and to a holding device.
  • the holding device keeps the actuator in the standby position during normal operation of the elevator installation.
  • the clamping force of the accumulator is thereby passed directly to the holding device via the control arm.
  • the lever arms are thus freed of this power flow, they only carry the catch wedges.
  • the arrangement of the actuator is selected so that the lever arms press the catch wedges from bottom to top and the control arm is arranged on the opposite side of the pivot axis.
  • the pressure accumulator can be arranged in a simple manner above the control arm, that is to say laterally of the safety gear.
  • the device for actuating and resetting the safety gear requires no additional height.
  • the holding device is controlled by an electromagnet.
  • the electromagnet pulls in normal operation of the Elevator a holding pawl of the holding device and thus holds the actuator against the force of the pressure accumulator in the standby position.
  • a pawl spring presses the retaining pawl and the pressure accumulator can press the catch wedges on the actuator in its catching position.
  • the holding pawl is designed so that it can be moved substantially force-free. This can be achieved in that a curved track, which cooperates with a retaining lug of the actuator is shaped accordingly.
  • a holding force of the electromagnet can be made small because essentially only the holding pawl has to be held in position.
  • the device for actuating and resetting the safety gear is provided with switches or sensors for monitoring the state of the device.
  • a first position sensor preferably monitors a working position of the actuator and thus at the same time a working position of the slips.
  • This first position sensor is preferably designed as a safety switch. It signals a controller of the elevator system that the safety gear is in a braking position, so that the controller can cancel or block a ride. As a rule, the signal is routed directly to a safety circuit of the elevator installation.
  • the safety of the elevator system, or by users of the system can be increased, or a requirement of safety regulations can be met so cheap and reliable.
  • the means for operating and resetting the safety gear includes a second position sensor which monitors a position of the retaining pawl of the retaining device.
  • This second position sensor is preferably designed in the form of a microswitch. On the one hand, it can be used to control the restoring device and / or on the other hand it can also be used for secondary monitoring of the device for actuating and resetting the safety gear. Thus, for example, in a fall or tearing off the retaining pawl this can be detected quickly and a controller can immediately at most also actuate more brakes or at least shut down the elevator system quickly. Also, a control of the function of the first position sensor can thus be carried out, since usually with open holding pawl in short time interval and this first position sensor must signal an actuated safety gear.
  • the holding device is mounted pivotably on the pivot axis of the actuator via a return lever.
  • the remotely actuable restoring device the holding device controlled by a standby position in a return position and, after a latching of the holding pawl of the holding device in the control arm of the swivel body, the holding device moved together with the control arm back to the ready position. This, together with the method of the control arm in the standby position, the pressure accumulator, or the compression spring, is stretched back to the standby position.
  • a third position sensor preferably also a microswitch, is provided. This can monitor the readiness position of the reset device.
  • a provision of the device for actuating and resetting the safety gear can be automated.
  • the restoring device includes a spindle drive with a spindle drive and a spindle slide moved by a spindle of the spindle drive.
  • the spindle slide is connected to the return lever, whereby the spindle drive can move the return lever.
  • the return lever can, because of the pivot axis common to the actuator, be tracked exactly the movement curve of the actuator. This allows accurate positioning of the holding device.
  • a hydraulically or pneumatically actuated restoring device can be used instead of the spindle drive with spindle drive.
  • a hydraulically or pneumatically actuated carriage instead of the spindle slide, a hydraulically or pneumatically actuated carriage may be used.
  • the holding pawl which is controlled by the electromagnet, in such a device for actuating and resetting the safety gear
  • the slips are released quickly when releasing the retaining pawl and the operation can be quickly detected.
  • the second position switch a function of the first position switch can be monitored and, when using a plurality of devices for operating and resetting safety gear, the other parallel-acting safety gear can be used quickly in case of accidental opening of one of the pawls.
  • Additional safety to prevent unbalanced braking can be achieved by connecting the solenoids of parallel-acting safety gears with their means for operating and returning the safety gear in series. When interrupting the coil of a holding magnet thus a current flow over both holding magnets is thus inevitably interrupted and the two parallel-acting safety gears are operated synchronously or symmetrically.
  • Such a control procedure can, as an example, proceed as follows.
  • a braking has been triggered by switching off a control circuit of the electromagnet.
  • the holding pawl releases the actuator and the pressure accumulator pushes the catch wedges into the catching position.
  • the automatic clamping of the slips to the web of the guide rail by the friction and the first position switch, or the safety switch interrupts the safety circuit of the elevator system whereby any drive means are stopped.
  • the second position switch which monitors the position of the holding pawl is actuated. By clamping the catch wedges, the safety gear builds up a corresponding braking force and stops the vehicle body.
  • a service specialist or a suitably instructed person clarifies the condition of the system and / or the cause of the braking and prepares the reverse operation of the elevator system.
  • the service specialist will be the first person to be free from the elevator car at best. For this he moves the elevator car by means of an evacuation control in the upward direction, i. contrary to the direction of the catch to the next stop.
  • the catch wedges are moved back by the friction between the catch wedge and web of the guide rail, the accumulator is already partially stretched again.
  • the elevator system is here against unexpected slipping further secured because the slips are still pressed by the pressure accumulator in the catching position. This means that the safety gear would brake again immediately if, for example, the car would move downhill again.
  • the restoring device now leads, via a control circuit of the restoring device, the spindle slide and the return lever connected to the spindle slide together with the holding device to the actuator.
  • the third position switch detects that the restoring device has left its rest position. As soon as the holding device reaches the actuator, the actuator or the holding lug arranged on the actuator presses the holding pawl back again to the electromagnet, which has been reactivated in the meantime. This retains the retaining pawl and the second position switch is reset. This switch position is at the same time the control command for the restoring device, the spindle slide, now retract together with the actuator.
  • the pressure accumulator is tensioned.
  • the third position switch switches and ends the reset process.
  • the first position switch or safety switch is also reset.
  • the safety gear together with the device for actuating and resetting the safety gear is ready for use again.
  • the restoring device has a force limiting device which decouples the retaining device from the restoring device when a predetermined restoring force is exceeded. This may be useful if the drive body is moved, for example, simultaneously with the operation of the return device. Then the catching wedges could be frictionally engaged pushed back from a catch position would press on the actuator against the return device. In order to prevent an overloading of the restoring device, the holding device is decoupled from the restoring device when the predetermined restoring force is exceeded.
  • the device has a mechanical lock, which makes it possible to block the device in the ready position. This is helpful because usually during installation of an elevator system, the devices of the elevator system are not electrically connected. The blocking allows easy installation of the device for actuating and resetting the safety gear.
  • the mechanical lock is installed, the first position sensor, or the safety switch, or the second position switch inevitably stops. This prevents accidental start-up of the elevator installation without removal of the mechanical lock.
  • the device for the operation and provision of a safety gear is installed in a housing, or the housing is a part of the device.
  • This housing is shaped and provided with connection plates, that the device can be attached to a safety gear.
  • today's safety gears are usually actuated by means of a lever mechanism, which is actuated by a governor rope.
  • These safety gears usually include a lower connection point, which allows attachment of guide shoes.
  • the present-shaped housing is now advantageously designed so that it can be attached to this junction.
  • the connection plate is mitverschraubt example between guide shoe and safety gear.
  • the device for operating and resetting the safety gear can be used together with a corresponding safety gear in various configurations in elevator systems.
  • a pair of safety gears with associated means for actuating and resetting the safety gear on the car is arranged.
  • the means for operating and resetting the safety gear are controlled by an electronic limiter and the return device is controlled by a brake control unit.
  • the electronic limiter controls, for example, directly or via the corresponding brake control unit, the electromagnets of the devices for actuating and resetting the safety gears.
  • the electromagnets are preferably, as previously described, connected in series.
  • the electronic limiter may be, for example, a speed monitoring device, as shown in the WO03004397 is used, or it may be a monitoring device which evaluates a rotational speed of rollers which roll on the cab along the guide rails, or it may be a safety supervisory system as shown in FIG EP1602610 is presented.
  • the electronic limiter, or the associated device is advantageously equipped with electrical energy storage, such as batteries, batteries, capacitor bank. With the help of this energy storage, the safety device is kept active for a predetermined amount of time during a power failure in the building.
  • the counterweight is also equipped with one or more pairs of safety gears with associated devices for actuating and resetting the safety gears. This is especially in elevator systems with large transport heights or in elevator systems where below the elevator more rooms, such as basement or garage rooms, are often required. Even with these counterweights electronic limiters, as shown in the cabin, possible.
  • the counterweight does not have its own speed limiter, but the counterweight is controlled by a cabin-side safety system via signal lines, which are integrated, for example, in a compensating cable.
  • the counterweight has its own electronic limiter and its own brake control unit for resetting the device for actuating and resetting the safety gear.
  • the electronic limiter in this case includes, for example, rollers which are arranged on the counterweight and there roll along the guide rails of the counterweight. At least two rollers are equipped with speed sensors. On the basis of the two speed pickups the speed of the counterweight is determined and upon detection of an excessive speed, the means for operating and resetting the safety gear is operated, so that the counterweight is safely stopped.
  • the counterweight can be supplied with energy via the compensating cable and congestion signals can be transmitted via a communication bus.
  • the communication bus can be made via a powerline connection or via its own data line.
  • a power supply of the counterweight can also be effected by means of rechargeable batteries, which are supplied, for example, by a generator, which can be integrated in the reels, or which are each filled in a recharge cycle.
  • a reset command can be transmitted wirelessly, for example.
  • a status signal of the safety gear, or the device for actuating and resetting the safety gear can be transmitted wirelessly.
  • the counterweight is equipped with a safety gear, which is operated only by a lack of suspension force, by means of a slack rope monitoring.
  • the catching device is actuated on the counterweight only in the case of a suspension of the suspension force on the counterweight, which is the case, for example, in the event of a suspension element failure.
  • the slack rope monitor is provided with a damping element, such as a pneumatic damper or a response delay.
  • a response delay is, for example, a distance to be traveled by a slack rope release before a safety gear is brought into effect.
  • Travel distances of about 50 to 150mm are sufficient to sufficiently delay a slack rope release in elevator systems with a travel speed of up to 1.6 m / s.
  • a damping element for example an oil damper, is advantageously designed to delay a response of the safety gear by up to 0.5 seconds.
  • An advantage of this variant is that no electrical connection of the counterweight to the elevator system is required and still the counterweight is effectively secured against falling. A possible false triggering of the safety gear on the counterweight can be monitored on the cabin or on the drive, since a response of this safety gear results in a sudden heavy load change in the drive.
  • the safety gear or the device for actuating and resetting the safety gear, is additionally controlled by a detection device for detecting an unintentional driving away of the elevator car from a standstill.
  • a detection device for detecting an unintentional driving away of the elevator car from a standstill.
  • a Mitlaufrad is pressed in case of need to a track of the elevator car. In normal operation, the idler wheel is distanced from the track, it is not driven.
  • the detection device includes a sensor, which rotates the Mitlaufrads when it is pressed against the raceway at a standstill by a predetermined angle of rotation and interrupts the control circuit to the electromagnets of the device for actuating and resetting the safety gear when exceeding the predetermined rotation angle.
  • Fig. 1 along with Fig. 2 show a schematic elevator system 1 in an overall view.
  • the elevator installation 1 is installed in a building or in an elevator shaft 6 of the building and serves for the transport of persons or goods within the building.
  • the elevator installation 1 includes an elevator cage 2, which can move up and down along guide rails 10.
  • the elevator car 2 is accessible from the building via doors.
  • a drive 5 is used to drive and hold the elevator car 2.
  • the drive 5 is arranged in the upper region of the elevator shaft 6 and the car 2 is connected to the drive 5 with support means 4, for example carrying ropes or carrying straps.
  • the support means 4 are guided via the drive 5 on to a counterweight 3.
  • the counterweight compensates for a mass fraction of the elevator car 2, so that the drive 5 has to compensate for the main thing only an imbalance between the car 2 and counterweight 3.
  • the drive 5 is arranged in the example in the upper region of the elevator shaft 6. It could, of course, also be arranged at another location in the building, or in the area of the car 2 or the counterweight 3.
  • the drive 5 usually includes a tachometer 51, which measures a real speed of the prime mover and transmits it to an elevator and drive control 50.
  • the elevator and drive control 50 controls and monitors the elevator operation, it controls the drive 5 and actuates any braking devices 52 of the drive unit 5.
  • the elevator and drive control 50 is usually connected via a communication bus with other control devices of the elevator system.
  • the elevator and drive control 50 is usually connected to a hanging cable 48 to the car 2. About this hanging cable 48, the cabin is powered and the hanging cable 48 also includes the required communication lines.
  • the elevator and drive control 50 can be designed to be single-spaced. However, different functional groups of the elevator and drive control 50 can also be arranged in separate housings at different locations in the elevator installation.
  • the elevator car 2 is equipped with a safety gear 11, or in the example with a pair of safety gears 11a, 11b, which is suitable for securing and / or decelerating the elevator car 2 during an unexpected movement, at overspeed or in a stop.
  • the safety gear 11, 11a, 11b is arranged below the car 2 in the example.
  • the safety gear 11, or each of the safety gear 11a, 11b is connected to a respective device 14, 14a, 14b for actuating and returning the safety gear.
  • the means 14, 14 a, 14 b for operating and resetting the safety gear is connected to a brake control 46, which means 14, 14 a, 14 b for operating and resetting the safety gear for the purpose of operating the safety gear 11, 11 a, 11 b and also to return the Device 14, 14a, 14b can control.
  • the brake control 46 includes or is connected to an electronic limiter or a corresponding speed sensor 57.
  • a mechanical speed limiter as it is commonly used, can therefore be omitted.
  • the electronic limiter, or the corresponding speed sensor 57 is executed as already described in the general part and will not be explained here. Of course, the electronic limiter or the corresponding speed sensor 57 can be arranged directly on the car 2 or signals from the elevator control 50 can also be used.
  • the device 14, 14a, 14b for actuating and resetting the safety gear and the brake control 46 is connected in the example shown to an energy store 44 with associated charger 45 and voltage converter 59.
  • the counterweight 3 equipped with safety gears 11g. These in turn are suitable for securing and / or delaying the counterweight 3 in the event of unexpected movement or overspeeding.
  • the safety gear 11 g is also arranged below the counterweight 3 in the example.
  • the counterweight is connected by means of a compensating cable 49 to the car 3. Compensation cable 49 are used, especially in larger buildings, to compensate for a weight of the support means 4, which shifts during the process of car 2 and counterweight 3 against each other.
  • this compensating cable 49 contains electrical lines, which on the one hand supplies the counterweight 3, or a brake controller 46g arranged there, an energy store 44g and an associated charger 45g with voltage converter 59g with energy and required electrical signals.
  • the arrangement and function of the safety gear 11g, the device 14g for actuating and resetting the safety gear and associated parts substantially corresponds to the embodiment shown in the car 2.
  • the safety gear 11g on the counterweight 3 usually at least a pair of safety gears 11g with associated means for actuating and resetting the respective safety gear.
  • the counterweight 3 has its own electronic limiter, or a corresponding speed sensor 57g.
  • This sensor essentially consists in that a rotational speed of rollers, for example, is made of guide rollers. With this arrangement, no further security-relevant data is required.
  • the compensating cable 49 accordingly does not have to transmit any security-relevant data.
  • Fig. 3 is a drive body, or an elevator car 2 or, analogously, a counterweight 3 with an attached safety gear 11 and associated device 14 for actuating and resetting the safety gear shown.
  • the elevator car 2 or counterweight 3 is suspended on a support means 4 and is guided by means of guide shoes 58 along guide rails 10.
  • the triggering of the safety gear is initialized by an electronic speed limiter eGB 57 via a brake control 46.
  • a speed sensor 57 is integrated in at least two rollers.
  • the rollers rotate along a travel speed of the driving body according to the guide rails 10.
  • An evaluation unit (not shown) compares the signals of the two speed sensors 57 with each other and determines the actual driving speed. If there is any discrepancy between the signals, an alarm is triggered and the system is shut down. If one or both signals of the two speed sensors 57 show too high a travel speed, the control circuit of the two device 14 for actuating and returning the safety gear is interrupted and the safety gears 11 are actuated.
  • the speed limiter eGB 57 may be located on the cab or counterweight or in the engine room, or it may be arranged in redundant form at multiple locations.
  • An energy module 43 advantageously provides the energy at the same time for the brake control, possibly the speed measurement and the operation of the restoring device. It is usually powered by a hanging cable, or a compensating cable with energy.
  • Fig. 4 shows an exemplary arrangement and electrical circuit of the capture device in an elevator system.
  • the elevator and drive control 50 includes a safety circuit 42.
  • This safety circuit 42 is interrupted when the elevator installation is in a safety-relevant state which is not compatible with normal driving. Such a condition exists, for example, when an access door to the car is not properly closed, or when an emergency switch is actuated, etc.
  • the elevator and drive control 50 In the event of an interruption of the safety circuit 42, generally the drive of the elevator installation is stopped and a drive brake 52 is actuated.
  • the elevator and drive control 50 also has information about the driving speed of the drive, which is generally transmitted from a drive speed sensor 51 to the elevator and drive control 50.
  • the Elevator and drive control 50 is preferably further connected to the rest of the elevator system by means of a communication bus 47, and of course the elevator installation has an electrical power network 53.
  • the car 2 On the car 2 are various other electrical components, which are connected via the hanging cable 48, for example via the communication bus 47 but also the safety circuit 42 to the elevator and drive control 50. These components include, among other operational parts such as door control, lighting, etc., the brake control 46, typically an electronic speed limiter 57, a power module 43 and the means 14 for operating and returning the safety gear.
  • the device 14 for actuating and resetting the safety gear is attached to the respective safety gear and can actuate this in case of need and reset again.
  • the device 14 for actuating and resetting the safety gear is actuated by the brake control 46, for example via a control circuit solenoid 54 to actuate the safety gear 11 and to reset them, for example via a control circuit reset device 55, again.
  • the device 14 for actuating and resetting the safety gear is preferably incorporated in the safety circuit 42. This causes that when triggered device 14 for actuation and return of the safety gear inevitably the safety circuit 42 is opened and the drive of the elevator system is stopped.
  • the power module 43 powers the brake controller 46, and preferably also the means 14 for operating and returning the safety gear.
  • the means 14 for operating and resetting the safety gear is supplied with a voltage of 12V DC and the brake control 46 is supplied with a voltage of 24V DC.
  • the energy module 43 has an energy store 44, which in the example is connected to the power grid 53 via a charger 45 and charged by it.
  • a voltage converter 59 is provided in the example.
  • the counterweight 3 is in the example after Fig. 4 also equipped with safety gears 11g.
  • the safety gears 11g are in turn provided with means 14g for operating and returning the safety gears and the counterweight has its own brake control 46g and energy module 43g which in the Essentially the same are constructed as explained in the example of the cabin 2.
  • About a compensating cable 49, the power grid 53 and the communication bus 47 is guided to the counterweight 3.
  • the safety circuit 42 is not performed in this embodiment to the counterweight 3, but the safety messages of the safety gear 11g and the device 14g for actuating and resetting the safety gear are processed in the brake control 46g and transmitted via the communication channel 47 to the elevator control 50.
  • the counterweight 3 has first and second speed sensors 57g which measure a traveling speed of the counterweight.
  • the speed sensors are preferably installed in rollers.
  • the two speed sensors 57g can be monitored for compliance and from this a safe speed signal can be generated. Due to this safe speed signal, the brake control can operate the safety gears 11g when a too high counterweight is detected.
  • Alternative designs and combinations are possible.
  • a follower roller generator can charge the energy storage of the counterweight 44g, and instead of the wired communication bus, a wireless communication bus can be used. Thus, could be dispensed with the compensating cable 49.
  • Fig. 5 shows the safety gear 11 with attached device 14 for actuating and resetting the safety gear.
  • the safety gear 11 in the example is a single-acting gliding device. Catches 12 are pressed in case of need by the device 14 for actuating and resetting the safety gear via an actuator 17 by means of lever arms 20a, 20b upwards into a catching position, or until they rest against the guide rail 10. Then, the movement of the mass to be braked, or the car 2 or the counterweight 3 and the friction between the arresting wedge 12 and rail 10 ensures the construction of a normal and braking force.
  • the mass to be braked must first move upward, so that the slips 12 are released from its clamping position. Then, when the frictional force between the slinger and the rail is sufficiently small, the slipper 12 can be returned to a standby position by the lever arms 20a, 20b via connecting plates 13.
  • the device 14 for the operation and Return of the safety gear is screwed by means of a connection plate 16 with the safety gear 11.
  • the safety gear is operated from below, Alternatively, the operation can also be done from above by the means for actuating and resetting the safety gear pulls up the slips for actuation from above and then pushes back for retraction the slips.
  • the safety gear is further used in such a way that it brakes a downward movement of the driving body, or of the car or of the counterweight.
  • the device could also be used in reverse, along with the safety gear, in that the device for operating and resetting the safety gear retains slips in an upper operating position and, as required, moves them downwardly to decelerate an unintended ride upwards.
  • a safety gear 11 is shown with catch wedges.
  • the presented device for actuating and resetting the safety gear can, of course, also work together with a roller catching device, wherein instead of catching wedges, catching rollers are actuated.
  • a use of Exzenterfangvorraumen is possible, in which case the eccentric is rotated by means of an actuating rod through the device for actuating and resetting the safety gear.
  • Fig. 6 to 9 is a structure and operation of a device for operating and resetting the safety gear, in connection with in Fig. 5 illustrated safety gear explained.
  • Fig. 6 shows the electrically actuated safety gear 11 together with the device 14 for operating and resetting the safety gear in the ready position or in a normal position, as it corresponds to the normal operation of the elevator system.
  • the device 14 for actuating and resetting the safety gear is mounted by means of a connection plate 16 to the safety gear 11, preferably screwed.
  • the catch wedges 12 are in the normal position shown at the bottom and have horizontally several millimeters distance from the guide rail, so that they can not touch the same in the process of driving body (not shown).
  • the catch wedges 12 are from the actuator 17, or from the integrated lever 17 in the actuator 20, or integrated in the actuator 17 lever arms 20a, 20b (see Fig. 5 ) by means of, or the connection tabs 13, held.
  • the actuator 17 is pivotally mounted in the housing 15 a pivot axis 18 and he further has a control arm 22 which cooperates via a retaining lug 23 and retaining pawl 27 with an electromagnet 28.
  • lever arm 20 is preferably installed via a vertical joint 21 in the actuator 17. This joint allows lateral compensation when the catch wedge 12 shifts laterally when pushed along a wedge slope.
  • the lever arm 20 instead of the articulation 21, the lever arm 20 itself can also be designed to be elastic, or the connecting lug 13 can be designed so that a lateral displacement is made possible.
  • lever arms 20a, 20b are arranged side by side, which actuate the associated catch wedges.
  • the lever arms 20a, 20b are then preferably assembled to the actuator 17 via a central pivot body 19.
  • the actuator 17 of various items such as pivot body 19, lever arms 20, 20a, 20b and control arm 22 is constructed.
  • the actuator can also be constructed in one piece, for example as a molded part.
  • a lever distance between the connecting plate 13 and the pivot axis 18 in comparison to the control distance between the pressure axis 25 and pivot axis 18 is selected to be large. This leverage is about 5: 1.
  • engagement paths on the accumulator and control arm are small. This is advantageous because it allows a quick operation of the safety gear can be achieved.
  • a required stroke of the slips 12 is about 100mm until a clamping of the slips on the guide rail takes place. Because of the 5: 1 ratio, the stroke on the pressure axis is only about 20mm.
  • the mass of the two catch wedges With a pressure storage force of about 1000N to 1400N, the mass of the two catch wedges, which in the example is about 2 x 1.5 kg, can be moved to the catching position within less than 0.1 seconds.
  • this fast response time can be optimized.
  • the design of the pressure accumulator is chosen so that, for example, even if a compression spring - which is equivalent to a power loss of a spring coil - there is still enough residual power to operate the safety gear.
  • the electromagnet 28 is operated according to the quiescent current principle. That is, a holding force is present as long as current flows. In this state, therefore, the solenoid 28 holds the retaining latch 27, which in turn holds on the retaining lug 23 the control arm 22 and thus the pressure accumulator 24. Thus, the actuator 17 is fixed and the catch wedges 12 are held on the lever 20 and the terminal plate 13. As a result, accidental operation of the catch wedges, for example, by accidental strip the guide rail, prevented.
  • the position of the actuator 17 is monitored by a first position sensor 38.
  • the means 14 for operating and resetting the safety gear as further in Fig. 6 can be seen, provided with a mounting lock 41.
  • the mounting lock 41 can, for easy installation in the housing, as in the Fig. 6 shown by dash-dotted outline, are used and then holds the actuator, preferably mechanically in the ready position.
  • the device can be easily retracted and mounted in the terminal lugs. This is helpful because during assembly of the safety gear, or the device for actuating and resetting the safety gear usually electrical parts are not wired.
  • this mounting lock is coupled to the position sensor 38 in order to prevent commissioning of the elevator installation with a mounting lock inserted.
  • the mounting lock 41 can be removed and deposited, for example, in the housing with a retaining clip, and the means 14 for actuating and resetting the safety gear is then like previously explained by the electromagnet 28 held in the standby position.
  • the retaining pawl 27 gives, as in Fig. 7 can be seen, the retaining lug 25 of the control arm 22, and the actuator 17 free and the Operating force of the pressure accumulator 24 now pushes the catch wedges 12 upwards into the catching position.
  • the driving body, or the elevator car or the counterweight is necessarily braked. Simultaneously with the operation of the slips 12 of the first position sensor 38 is actuated, whereby the safety circuit 42 of the elevator system (see Fig. 4 ) is interrupted.
  • This second position sensor 39 can be used to early detect accidental opening of the retaining pawl 27, or also to control a provision of the device 14 for actuating and resetting the safety gear as explained below.
  • the device 14 for actuating and resetting the safety gear comprises a return lever 31, on which the electromagnet 28 is arranged together with the retaining pawl 27 and the second position sensor 39.
  • the return lever 31 is pivotally mounted on the pivot axis 18, so that a pivot radius of the retaining lug 23 of the control arm 22 and the retaining pawl 27 follow the same pivot path.
  • the return lever 31 is connected to a return device 30.
  • the restoring device 30 comprises in the example a spindle slide 35 which is connected to the return lever 31.
  • the spindle slide 35 is moved back and forth by means of a spindle axis 34 by a spindle drive 33.
  • the restoring device 30 comprises a third position sensor 40, again preferably a microswitch, which detects a retracted position of the spindle carriage 35 and thus of the return lever 31.
  • the carriage Before a reset is initialized, the carriage has been moved back against the direction of capture in the rule. Thus, the catch wedges 12 are released from its clamping position and they are essentially loose, or loaded only by a force of the pressure accumulator 24 on the guide rails.
  • spindle drive is advantageous because such spindle drives are often used, for example, to operate car windows and to procure appropriate low.
  • the spindle slide 35 is connected in one embodiment via a force limiter 36, such as a screen spring 37 to the return lever.
  • a force limiter 36 such as a screen spring 37 to the return lever.
  • the force limiter 36 limits the pressure force in the return device, or in the spindle axis 34 to about 100N. If the maximum value is exceeded, then the clamping lever can move in the freewheel. To retighten the cocking lever, the tension member is moved upwards.
  • a shape of the retaining pawl 27 is selected such that the retaining pawl is in turn opened when, for example, the still wedged catch wedges 12 prevent retraction of the same.
  • the retaining pawl can be opened again by the force of the restoring device 30. There to this When the second position sensor 39 is likewise opened again or actuated, the brake control can recognize this state and restart the reset.
  • Fig. 10 shows an advantageous connection of the electromagnets 28 in a typical use of two means for actuation and recovery of a pair of safety gears.
  • a device for actuating and resetting the safety gear connected to a safety gear.
  • the two electromagnets 28 are in this case connected in series and are acted upon via the brake control 46 with a required holding current.
  • the two devices for actuating and resetting the safety gear are exactly synchronized to milliseconds electrically. The two to be operated safety gear thus trigger simultaneously.
  • Fig. 11 is one to the Fig. 1 or 3 complementary or alternative embodiment of the safety concept of an elevator system 1 shown.
  • the elevator car 2 is equipped with safety gear 11 and associated means 14 for actuating and resetting the safety gear with brake control 46, as described above.
  • the counterweight 3 is in contrast equipped with a substantially known safety gear 11g, which is actuated by a slack rope release 56. This means that the safety gear 11g is operated when a suspension force decreases below a preset value for a predetermined period of time.
  • the safety gear of the elevator car 2 would be actuated via the brake control 46 and the elevator car would be braked safely, and because of the now suddenly missing load capacity in the suspension means the slack rope release 56 would operate the safety gear 11g of the counterweight and the counterweight Save 3 from a crash.
  • a deceleration or damping device in the slack rope release 56 it is achieved that no triggering of the safety gear 11g takes place during a brief oscillation process.
  • the elevator expert can arbitrarily change the set shapes and arrangements.
  • the brake control 46 and / or the power module 43 and / or the speed sensors 57 can be designed as separate assemblies, or these assemblies can be combined in a security package.
  • This security package can also be part of an elevator control.
  • the device for actuating and resetting the safety gear can be mounted as an assembly on a safety gear, or it can also be assembled with a safety gear, substantially in the house.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)
  • Types And Forms Of Lifts (AREA)
  • Specific Sealing Or Ventilating Devices For Doors And Windows (AREA)
  • Power-Operated Mechanisms For Wings (AREA)

Claims (15)

  1. Dispositif pour l'actionnement et le retour à son état initial d'un parachute d'une installation d'ascenseur, lequel parachute (11, 11a, 11b, 11g) comporte au moins un élément de parachute (12) pour serrer une surface de freinage ou un rail de guidage (10),
    étant précisé que le dispositif (14) contient un accumulateur de pression (24), de préférence un ressort de pression, un organe d'actionnement (17) et un dispositif d'arrêt (26),
    qu'un dispositif de retour à la position initiale (30) apte à être télécommandé est conçu pour contraindre l'accumulateur de pression (24) dans une position d'attente,
    caractérisé en ce que l'organe d'actionnement (17) est apte à être relié à l'élément de parachute (12) et est relié à l'accumulateur de pression (24), et l'organe d'actionnement (17) est conçu pour maintenir l'élément de parachute (12) dans la position d'attente, d'un côté, et d'un autre côté, en cas de besoin, quand l'accumulateur de pression (24) ou le ressort de pression est libéré, pour amener ledit élément de parachute (12) dans une position de blocage, et
    en ce que le dispositif d'arrêt (26) comprend un cliquet d'arrêt (27) qui est maintenu à l'aide d'un électro-aimant (28), qui est déclenché à l'aide d'une force de ressort et qui est conçu pour maintenir l'organe d'actionnement (17) dans la position d'attente.
  2. Dispositif pour l'actionnement et le retour à son état initial d'un parachute selon la revendication 1, caractérisé en ce que l'organe d'actionnement (17) est monté dans le dispositif (14) de manière à pouvoir pivoter sur un axe de pivotement (18) globalement horizontal, et l'organe d'actionnement (17) est conçu pour déplacer en cas de besoin plusieurs éléments (12) du parachute (11, 11a, 11b, 11g), de préférence plusieurs coins de parachute, de manière globalement synchrone jusqu'à une position de blocage.
  3. Dispositif pour l'actionnement et le retour à son état initial d'un parachute selon la revendication 1 ou 2, caractérisé en ce que l'organe d'actionnement (17) comporte un corps pivotant (19), deux bras de levier (20, 20a, 20b) et un bras de commande (22), et les deux bras de levier (20, 20a, 20b) de l'organe d'actionnement (17) sont aptes à être reliés chacun à un coin (12) du parachute (11, 11a, 11b, 11g),
    en ce que la liaison permet de préférence un équilibrage latéral horizontal, et
    en ce que le bras de commande (22) relie le corps pivotant (19) à l'accumulateur de pression (24) ou au ressort de pression, et au dispositif d'arrêt (26), qui est conçu pour maintenir l'organe d'actionnement (17) dans la position d'attente.
  4. Dispositif pour l'actionnement et le retour à son état initial d'un parachute selon l'une des revendications précédentes, caractérisé en ce qu'un premier capteur de position (38), de préférence un commutateur de sécurité, surveille une position de travail de l'organe d'actionnement (17) et des coins de parachute (12), et/ou en ce qu'un deuxième capteur de position (39), de préférence un microrupteur, surveille une position de travail du cliquet d'arrêt (27).
  5. Dispositif pour l'actionnement et le retour à son état initial d'un parachute selon l'une des revendications précédentes, caractérisé en ce que le dispositif d'arrêt (26) est monté par l'intermédiaire d'un levier de retour (31) de manière à pouvoir pivoter sur l'axe de pivotement (18) de l'organe d'actionnement (17), et le dispositif de retour à la position initiale (30) apte à être télécommandé est conçu pour amener le dispositif d'arrêt (26) de manière commandée d'une position d'attente à une position de retour et, après un enclenchement du cliquet d'arrêt (27) du dispositif d'arrêt (26) dans le bras de commande (22) de l'organe d'actionnement (17), pour ramener le dispositif d'arrêt (26) avec le bras de commande (22) dans la position d'attente, étant précisé que conjointement avec ce déplacement du bras de levier (22) jusqu'à la position d'attente, l'accumulateur de pression (24) ou le ressort de pression est à nouveau contraint dans la position d'attente.
  6. Dispositif pour l'actionnement et le retour à son état initial d'un parachute selon l'une des revendications précédentes, caractérisé en ce qu'un troisième capteur de position (40), de préférence un microrupteur, surveille une position d'attente du dispositif de rappel ou de l'accumulateur de pression (24) ou des coins de parachute (12).
  7. Dispositif pour l'actionnement et le retour à son état initial d'un parachute selon l'une des revendications précédentes, caractérisé en ce que le dispositif de retour (30) contient une commande à broche avec un entraînement de broche (33) et un coulisseau à broche (35) déplacé par une broche de ladite commande (33), et le coulisseau à broche (35) est relié au levier de retour (31), ce qui permet à la commande à broche (33) de déplacer le levier de retour (31).
  8. Dispositif pour l'actionnement et le retour à son état initial d'un parachute selon l'une des revendications précédentes, caractérisé en ce que le dispositif de retour (30) comporte un limiteur de force (36) qui découple le dispositif d'arrêt (26) par rapport au dispositif de retour (30) en cas de dépassement d'une force de rappel prédéfinie.
  9. Dispositif pour l'actionnement et le retour à son état initial d'un parachute selon l'une des revendications précédentes, caractérisé en ce que le dispositif (14) contient un verrouillage mécanique (41) qui permet de bloquer le dispositif (14) dans la position d'attente, étant précisé que, de préférence, le capteur de position (38) ou le commutateur de sécurité reste obligatoirement interrompu quand le verrouillage mécanique (41) bloque le dispositif (14) dans la position d'attente.
  10. Dispositif pour l'actionnement et le retour à son état initial d'un parachute selon l'une des revendications précédentes, caractérisé en ce que le dispositif (14) est monté dans un carter (15) qui est moulé et qui est pourvu d'une plaque de raccordement (16) appropriée, afin d'être rapporté sur un parachute (11, 11a, 11b, 11g).
  11. Installation d'ascenseur avec au moins un corps en circulation qui est disposé pour pouvoir être déplacé dans une gaine d'ascenseur (6) le long d'au moins deux rails de guidage (10), contenant :
    au moins deux parachutes (11, 11a, 11b, 11g) qui sont disposés sur le corps en circulation (2, 3), qui sont associés chacun à un rail de guidage (10) et qui peuvent chacun agir à l'aide de deux coins de parachute (12) sur un rail de guidage (10) en vue de freiner et d'immobiliser suivant les besoins le corps en circulation (2, 3) sur les rails de guidage (10), et
    au moins deux dispositifs (14), disposés sur le corps en circulation (2, 3) et reliés aux parachutes (11, 11a, 11b, 11g), pour l'actionnement et le retour à leur état initial des parachutes selon l'une des revendications 1 à 10.
  12. Installation d'ascenseur selon la revendication 11, caractérisée en ce que les deux électro-aimants (28) des deux dispositifs (14) sont montés en série, moyennant quoi en cas de coupure, les deux électro-aimants (28) sont obligatoirement mis hors tension et les parachutes (11, 11a, 11b, 11g) sont actionnés des deux côtés, et/ou en ce que lors de l'ouverture de l'un des cliquets d'arrêt (27), constatée de préférence par l'un des deux deuxièmes capteurs de position (39), les deux électro-aimants (28) sont mis hors tension.
  13. Installation d'ascenseur selon l'une des revendications 11 à 12 précédentes, caractérisée
    en ce que le corps en circulation (2, 3) est constitué par une cabine d'ascenseur (2), et le dispositif (14) pour l'actionnement du parachute est relié à un dispositif de sécurité électronique (62) qui peut constater un écart de la vitesse de circulation par rapport à une vitesse théorique et qui, s'il constate un écart non autorisé, commande le dispositif (14) pour l'actionnement du parachute, et/ou
    le corps en circulation (2, 3) est constitué par une cabine d'ascenseur (2), et le dispositif (14) pour l'actionnement du parachute est relié à un dispositif de surveillance (60) qui, en cas d'arrêt de la cabine (2), est activé pour constater une éventuelle dérive inattendue de la cabine (2) hors de l'arrêt et qui, s'il constate une dérive inattendue, commande le dispositif (14) pour l'actionnement du parachute, et/ou
    en ce qu'un autre corps en circulation (2, 3) ou le corps en circulation est constitué par un contrepoids (3), et le dispositif (14) pour l'actionnement du parachute contient un dispositif de contrôle de vitesse (61), ou le dispositif pour l'actionnement du parachute est commandé par l'intermédiaire d'une ligne de signaux d'un câble de suspension (48) ou d'équilibrage (49), ou le dispositif (14) pour l'actionnement du parachute est commandé par l'intermédiaire d'une liaison sans fil.
  14. Installation d'ascenseur selon l'une des revendications 11 à 13 précédentes, caractérisée en ce que le dispositif (14) pour l'actionnement du parachute est alimenté en énergie électrique par l'intermédiaire d'un accumulateur d'énergie (44).
  15. Procédé pour l'actionnement et le retour à son état initial d'un parachute d'une installation d'ascenseur, contenant les étapes suivantes :
    - maintien d'au moins deux coins (12) du parachute dans une position d'attente à l'aide d'un organe d'actionnement (17) maintenu à l'aide d'un cliquet d'arrêt (27),
    - déclenchement du cliquet d'arrêt (27) à l'aide de la déconnexion d'un électro-aimant et libération de l'organe d'actionnement (17) retenu par le cliquet d'arrêt (27),
    - déplacement synchrone des deux coins (12), ou plus, du parachute (11) jusqu'à une position de blocage à l'aide de l'organe d'actionnement (17) et d'un accumulateur d'énergie (24) qui agit sur ce dernier,
    - au besoin, déblocage au moins partiel des coins de parachute (12) de leur position de serrage, grâce au retour du parachute à l'encontre d'un sens de blocage, et
    - retour télécommandé de l'organe d'actionnement (17) et des coins de parachute (12), et contrainte simultanée de l'accumulateur de pression (24) dans une position d'attente.
EP11805443.6A 2010-12-17 2011-12-09 Dispositif d'actionnement et de mise à zéro d'un parachute Revoked EP2651810B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
PL11805443T PL2651810T3 (pl) 2010-12-17 2011-12-09 Urządzenie do uruchamiania i resetowania urządzenia do chwytania
EP11805443.6A EP2651810B1 (fr) 2010-12-17 2011-12-09 Dispositif d'actionnement et de mise à zéro d'un parachute

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP10195781 2010-12-17
EP11805443.6A EP2651810B1 (fr) 2010-12-17 2011-12-09 Dispositif d'actionnement et de mise à zéro d'un parachute
PCT/EP2011/072273 WO2012080102A1 (fr) 2010-12-17 2011-12-09 Dispositif d'actionnement et de mise à zéro d'un parachute

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EP2651810A1 EP2651810A1 (fr) 2013-10-23
EP2651810B1 true EP2651810B1 (fr) 2015-03-25

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US (1) US9027714B2 (fr)
EP (1) EP2651810B1 (fr)
KR (1) KR20140042769A (fr)
CN (1) CN103517864B (fr)
AU (1) AU2011344429B2 (fr)
BR (1) BR112013015237B1 (fr)
CA (1) CA2821144C (fr)
ES (1) ES2540076T3 (fr)
MX (1) MX2013006942A (fr)
NZ (1) NZ611346A (fr)
PH (1) PH12013501109A1 (fr)
PL (1) PL2651810T3 (fr)
WO (1) WO2012080102A1 (fr)
ZA (1) ZA201304893B (fr)

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DE112018007600T5 (de) * 2018-05-14 2021-01-28 Mitsubishi Electric Corporation Sicherheitsvorrichtung für einen Aufzug und Sicherheitssystem für einen Aufzug
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CN111017673B (zh) 2018-10-09 2022-08-12 奥的斯电梯公司 远程触发装置、限速器组件和电梯系统
EP3643666B1 (fr) 2018-10-26 2021-04-28 Otis Elevator Company Système d'ascenseur
CN111268532B (zh) 2018-12-04 2022-08-30 奥的斯电梯公司 超速保护开关、限速器组件以及电梯系统
EP3670414B1 (fr) * 2018-12-20 2023-06-14 KONE Corporation Système de déclenchement et de réinitialisation de l'équipement de sécurité d'ascenseur
EP3677534B1 (fr) * 2019-01-02 2021-07-21 Otis Elevator Company Actioneur d'un dispositif de sécurité d'ascenseur
JP6997970B2 (ja) 2019-01-24 2022-01-18 フジテック株式会社 エレベータの停止装置、エレベータ及びエレベータの停止装置の製造方法
ES2821007B2 (es) 2019-09-06 2022-02-21 Orona S Coop Dispositivo paracaídas electromecánico de aparatos elevadores
CN112218452B (zh) * 2020-10-13 2021-08-03 北京凯盛安达电梯服务有限公司 一种便于操作的电梯安装检修调试模拟系统
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US11261056B2 (en) 2018-12-20 2022-03-01 Otis Elevator Company Elevator safety actuator systems

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WO2012080102A1 (fr) 2012-06-21
KR20140042769A (ko) 2014-04-07
PL2651810T3 (pl) 2015-08-31
US9027714B2 (en) 2015-05-12
PH12013501109A1 (en) 2017-06-09
CA2821144A1 (fr) 2012-06-21
EP2651810A1 (fr) 2013-10-23
CN103517864B (zh) 2016-08-10
AU2011344429B2 (en) 2017-03-30
US20120152659A1 (en) 2012-06-21
MX2013006942A (es) 2013-07-15
AU2011344429A1 (en) 2013-06-20
ZA201304893B (en) 2014-09-25
BR112013015237B1 (pt) 2022-06-28
CN103517864A (zh) 2014-01-15
BR112013015237A2 (pt) 2021-05-04
CA2821144C (fr) 2019-02-19
ES2540076T3 (es) 2015-07-08
NZ611346A (en) 2015-01-30

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