EP3083475B1 - Frein à sabot pour systèmes d'ascenseur - Google Patents

Frein à sabot pour systèmes d'ascenseur Download PDF

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Publication number
EP3083475B1
EP3083475B1 EP14802605.7A EP14802605A EP3083475B1 EP 3083475 B1 EP3083475 B1 EP 3083475B1 EP 14802605 A EP14802605 A EP 14802605A EP 3083475 B1 EP3083475 B1 EP 3083475B1
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EP
European Patent Office
Prior art keywords
brake
force
caliper
lever
point
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EP14802605.7A
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German (de)
English (en)
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EP3083475A1 (fr
Inventor
Josef Husmann
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Inventio AG
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Inventio AG
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Publication of EP3083475A1 publication Critical patent/EP3083475A1/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

Definitions

  • the present invention relates to a clamp brake for elevator devices, a method for applying a contact force in a clamp brake and an elevator system with a clamp brake with the features of the preamble of the independent claims.
  • Safety brakes are known in various ways, for example as wedge brakes, eccentric brakes or as caliper brakes.
  • a caliper brake a method for applying a contact force in a caliper brake and a lift system with such a caliper brake to be provided, which provide high security, is protected against fatigue fractures and also requires smaller forces to trigger the actuating mechanism.
  • a mechanism for actuating such a clamp brake to be provided.
  • An inventive clamp brake for pull-out devices comprises at least one and preferably two brake calipers.
  • Each brake caliper has at least one brake pad, a brake arm and a pivot point. At least one brake caliper is pivotable at least into a standby position and into a braking position.
  • the brake arm is resilient and preferably at least partially designed as a leaf spring.
  • the brake arm is configured such that the brake arm extends from the pivot point in the opposite direction of the brake pad.
  • the brake caliper has a structure in the order brake pad, pivot point and brake arm in the sequence.
  • the braking position is the position that the components assume during the braking process.
  • the brake pads are in the braking position when used according to the invention in sequence in operative connection with, for example, a guide rail or a web of the guide rail of a lift.
  • the brake calipers have a substantially elongated extent, wherein the brake lining is associated with one end of the brake caliper.
  • the pivot point is located between the brake pad and the brake arm, wherein the brake arm is designed at the end so that it can be connected, for example, with a power storage and a toggle.
  • the ends of the brake arms can assume only a predetermined position in the braking position, in which they remain in a stable position during the braking operation. In conjunction with the spring characteristics of the brake arms, a pressing force of the brake pads against the guide rail and the resulting braking force is independent of an actual operating force.
  • Such a design of the brake caliper is advantageous because the ends of the brake arms, respectively, the point of application of a force acting on the brake arms, during the braking operation remains consistently in the same position.
  • Such a configuration is inexpensive, since the already existing brake arms are used directly as a spring.
  • the brake arm is made of a high-strength material, which can endure the highest possible voltages.
  • This can be, for example, a high-quality cast steel, a preferably annealed nodular cast iron or a spring steel.
  • the brake pad, the brake arm and the pivot point is arranged to each other such that between the end of the brake arm and the pivot point and between the pivot point and the brake pad, an aspect ratio of at least 1: 2, preferably at least 1: 3 and more preferably at least 1 : 4 can be adjusted. This corresponds in consequence to a balance of forces of the same size.
  • the caliper brake is configured such that a predetermined contact force of the brake caliper can be applied by deformation of the brake arms by a predetermined distance in a transverse direction of the brake arms.
  • This deformation can be up to 10%, preferably up to 7.5% and more preferably up to 5% of the length of the brake arm.
  • the aforementioned deformation is designed so that the brake arm is still deformed at minimum load adjustment by at least 2% of its length transverse to its length.
  • a shape of the brake arm is preferably designed such that a thickness of the arm in the direction of an expanding force or in the direction of the pressing force in relation to the height of the arm is small, preferably in a ratio of less than 1: 4. The thickness of the brake arm, starting from the pivot point in the direction of the end of the brake arm on which the toggle levers are arranged decrease, so that there is a substantially constant material tension in the spreading.
  • the contact pressure on the suspension of the brake arms is defined.
  • a certain elasticity of individual components, which interact directly or indirectly with the brake calipers is negligible compared to the suspension and has no influence on the contact pressure. This is achieved in particular by a minimal deflection so that even a possible low Bremsplatttenverschleiss can be compensated.
  • the brake plates are preferably made of hardened material so that a hardness of the brake plate is at least greater than the hardness of the guide rail with which the brake plate cooperates for the purpose of braking.
  • the caliper brake may be such that each brake caliper is operatively connected to a brake housing.
  • the contact pressure can be adjusted by mechanical means, in particular adjusting screws.
  • the screws are located on a brake pad facing away from the end of the brake caliper.
  • the degree of deformation is adjustable, and more preferably by adjusting a clearance.
  • the air gap is a free gap between brake pad and guide rail in the ready position of the clamp brake.
  • the screws can be located at the point of application of the force, in particular by means of the screws the point of application of the force is adjustable relative to the brake arm.
  • the deflection or deformation of the brake arms is adjustable. If a small braking force is required, the air gap is set to a large extent, so that the remaining springing of the brake arms is small.
  • a caliper brake for elevator devices with at least one and preferably two brake calipers, preferably brake calipers as described herein.
  • the brake calipers can be brought with knee levers from a standby position to a braking position. In the braking position, the toggle lever on a position behind its dead center. This position is defined by a stop.
  • a dead center is a position of the toggle lever, which is designed such that the toggle lever are in a self-locking.
  • the brake calipers can only assume a single, precisely defined braking position during the braking process, which is defined by the geometry of the toggle levers.
  • the points of the brake calipers, on which the knee levers on the brake calipers attack, are always in the same position in the braking position.
  • the knee of the toggle is brought, for example, via an actuating mechanism in a position in which all toggle lever points lie in an axis of action. This labile point forms the dead center of the system.
  • the knee lever is moved in the same direction of movement until the knee lever knee is in a position that is inverted to the original position, ie the toggles are behind their dead center.
  • a mechanism that moves the toggle is no longer burdened by a dynamic force.
  • the toggle lever on a force application point, which is in operative connection with a force accumulator, in particular with a spring assembly.
  • the position of the toggle lever is preferably defined by the energy storage and the stop.
  • such a position of the toggle lever is advantageous because dynamic forces are transmitted in the sequence to a stop.
  • the energy storage on a reciprocating piston and a stop wherein the stop limits the travel of the reciprocating piston.
  • This stop preferably forms directly the stop for the knee lever.
  • the energy accumulator may in particular have a stop buffer, so that a force impulse is reduced in the occurrence of the reciprocating piston on the stop.
  • Such an energy store is for example in the WO 2013/092239 A1 disclosed.
  • Such an energy accumulator has the advantage that the forces in the spring accumulator are reduced when the spring accumulator or the braking device is triggered accidentally or for maintenance purposes, as long as it is in the non-installed state without, for example, a guide rail between the brake pads.
  • Each of the brake calipers may have a separate knee lever, which preferably connected to each other.
  • the toggle levers may on the one hand be attached to the brake calipers or be in operative connection therewith, on the other hand be in operative connection with one another at their other ends.
  • a single point of attack connecting both toggles is also conceivable, as is an additional console or device to which both toggles are fixed.
  • the clamp brake is durable via an actuating mechanism in the standby position.
  • the clamp brake can be brought from the standby position to the braking position.
  • an actuating mechanism comprises a triggering mechanism and a return mechanism. Tripping and return mechanism can be made as separate assemblies.
  • a brake arm is brought from a standby position to a braking position.
  • the brake arm is preferably deformed by up to 10%, more preferably by up to 7.5% and more preferably by up to 5% of its length transversely to its length.
  • the aforementioned deformation is such that the brake arm is still deformed at minimum load adjustment by at least 2% of its length across its length.
  • Such a method makes it possible to design a brake caliper such that during the braking process, only a single operating position is predetermined and is taken.
  • an actuating mechanism and a power storage for different braking forces due to their simple adjustability always remain the same dimensioned, or it is at least possible, the geometric base mass to maintain for different sizes of clamp brakes.
  • the clamp brake has at least one toggle and a power storage.
  • the actuating mechanism has an actuating lever having a first base point and a first control point and an intermediate first Kraftabgriffstician for actuating the toggle.
  • the actuating lever is with its first base point in operative connection with a brake housing and the actuating lever is at its first Kraftabgriffstician in operative connection with the energy storage.
  • Such a designed actuating device makes it possible to operate a caliper brake, wherein a desired force reduction can be achieved by the design of the actuating lever.
  • the actuating device is preferably assembled with the caliper brake, so that a complete caliper brake is produced.
  • the actuator may also be designed as a separate unit, which is then optionally attached to the caliper brake or another brake or connected to it.
  • the actuating lever is connected at its first base point with a Ausreteszughebel with the brake housing or a console.
  • the actuating lever is connected at a first Kraftabgriffstician with a Ausretezughebel with the energy storage.
  • elongated holes or bearings are provided on the actuating lever, which only allow a transversely directed to the direction of movement of the actuating lever movement.
  • the first base point of the actuating lever and its first force tapping point and its first control point are preferably arranged on the actuating lever such that between the first force tapping point and the first control point, a lever ratio and in consequence a force ratio of at least 1: 2 and preferably of at least 1: 3 prevails.
  • a lever ratio and in consequence a force ratio of at least 1: 2 and preferably of at least 1: 3 prevails.
  • Other power ratios are conceivable, these can be chosen essentially freely.
  • the actuating mechanism further comprises a control lever having a second base point, a second control point, and a second force tap point therebetween.
  • the control lever may be in operative connection with its second force tap point to the first control point of the actuating lever.
  • the control lever is pivotally connected at its second base point to the brake housing.
  • the control lever may be in operative connection with an actuating mechanism, and preferably with a triggering and return mechanism, in the region of its second control point.
  • the release mechanism is preferably actuated electromagnetically and / or the return mechanism is operable by motor in a preferred embodiment.
  • An electromagnetic release enables the quick release of the mechanism.
  • a motor operated reset mechanism it is possible to apply sufficiently high forces.
  • a return mechanism can be designed as a spindle drive.
  • the second base point, the second Kraftabgriffstician and the second control point is arranged on the control lever, that between the second Kraftabgriffstician and the second control point, a force ratio of at least 1: 2, preferably at least 1: 3 and more preferably at least 1: 4 prevails ,
  • control lever and the operating lever are arranged in mutually inclined planes.
  • angle between the planes is ⁇ 30 °, preferably ⁇ 45 °, and more preferably the angle between the two planes is about 90 °.
  • An actuating mechanism can be built very compact in the sequence, in particular with a low overall height.
  • the entire actuating mechanism preferably has a force ratio of at least 1: 8 and preferably of at least 1:10 from the first force tap point to the second control point.
  • Another aspect of the invention relates to an elevator installation with at least one pliers brake as described herein which preferably has an actuating mechanism as described herein.
  • Elevator systems can thus be installed in narrower shafts, since such a clamp brake can be dimensioned correspondingly compact.
  • a clamp brake on an elevator system makes it possible to design the elevator system with relatively small triggering mechanisms.
  • the presently explained pliers brake with the corresponding actuating mechanism is preferably arranged or mounted on an elevator car of the elevator installation.
  • a pair of such caliper brakes is used, which can cooperate with a corresponding guide rail pair of the elevator car.
  • the caliper brakes are advantageously controlled in a safety application by an electronic speed limiter or more generally by a monitoring device.
  • the monitoring device or the electronic speed limiter detects a deviation of a movement or a state of the elevator car
  • the trigger device of the clamp brake is released and the energy accumulator can bring the caliper brake into operation.
  • the corresponding return mechanism can tension the power storage again and thus release the clamp brake.
  • This reset can be initialized manually, but it can also be done automatically, for example, if it is determined that the elevator system is working properly.
  • the clamp brake can also be used to hold the elevator car in a stop.
  • the return mechanism is also used to operate the brake.
  • the return mechanism relaxes when the elevator car has stopped in a holding floor, the energy storage slowly, for example, during a period of about 5 seconds.
  • a drive of the elevator system can be switched de-energized. If there is a drive command for the elevator installation, the reset mechanism can automatically release the clamp brake.
  • the same brake can be used both for operating the car as well as for quickly stopping the car in the event of a fault.
  • this slow relaxing and closing of the clamp brake in particular no bumping noise, which is advantageous at least in normal operation.
  • FIG. 1 shows a schematic representation of an inventive caliper brake 100 in a standby position.
  • the clamp brake 100 has two brake calipers 10, which each have a pivot point 11.
  • the pivot 11 is connected to a brake housing (not shown here).
  • the two pivot points 11 of the calipers 10 have a distance D to each other.
  • the two brake calipers 10 are shown substantially in parallel and in a ready position.
  • the brake calipers 10 have at one end brake pads 20, and at the other end a pivot point 12.
  • a brake arm 30 is located between pivot 11 and pivot point 12.
  • At the pivot point 12 is a Kniehebelanschddling 41, which is connected to a toggle lever 40.
  • a stop 51 is shown schematically.
  • the brake calipers 10 have a length L.
  • FIG. 1 An energy storage 50 is in FIG. 1 shown schematically as a dashed arrow. The force which is applied by the force accumulator 50 engages the toggle lever 40 at a toggle lever point 42 of the toggle lever 40.
  • FIG. 2 shows a schematic representation of the forceps brake 100 in a braking position.
  • the force application point 42 was moved in the direction of the arrow 51 in the direction of the stop 51 via the force store 50.
  • the toggle link points 41 and the force application point 42 briefly formed a line in which the system is in an unstable position.
  • the labile position represents the dead center of the system.
  • the force application point 42 was subsequently moved in the direction of the arrow up to the stop, that is, pressed slightly above the dead center.
  • the two toggle levers 40 enclose an angle.
  • the clamp brake 100 remains in the sequence in this position.
  • the brake pads 20 abut the guide rail 103.
  • the air gap S is closed.
  • the brake caliper 10 was bent by the dimension V.
  • the dimension V is defined here by the two end points of the brake calliper and their greatest deflection. About this deflection is transmitted to the brake caliper 10, a force on the guide rail 103. Since the pivot points 11 are fixed in the present case, the force must be changed by adjusting the distance E between articulation point 12 and toggle linkage point 41.
  • FIG. 3 shows an operating lever 61 of an actuating mechanism 60.
  • the operating lever 61 is connected to a base point 62 via a balancing lever 71 with a connecting point 72 which is located on the brake housing (not shown here).
  • the Kraftabgriffstician 64 In the lower third of the actuating lever 61 is the Kraftabgriffstician 64, in operative connection with the force application point 42 of the toggle lever 40 (FIG. FIG. 1 or 2 ).
  • a control point 63 At the free end of the actuating lever 61 is a control point 63, by which the actuating lever 61 can be moved or controlled.
  • FIG. 4 shows a control lever 81 of the actuating mechanism 60.
  • the control lever 81 is fixed to a base point 82 on the brake housing.
  • a Kraftabgriffstician 84 In the lower third of the control lever 81 is a Kraftabgriffstician 84, which via a second Ausretes Komhebel 85 with the control point 63 of the actuating lever 61 (FIG. FIG. 3 ) connected is.
  • the control lever 81 has a control point 83, via which the control lever 81 can be moved.
  • FIG. 5 shows an inventive embodiment of a forceps brake 100 in a perspective view.
  • the clamp brake 100 has a brake housing 102. Within the brake housing 102 are two brake calipers 10.
  • the brake calipers 10 each have a brake pad 20 at one end and an adjusting screw 13 at the other end.
  • the caliper brake 100 has a limit switch 101, which can be actuated by the control lever 81, which is in operative connection with the actuating lever 61.
  • a release or return mechanism 90 having a trigger mechanism 91 and a return mechanism 92. The triggering or return mechanism 90 is in operative connection with the control lever 81.
  • FIG. 6 shows the clamp brake 100 from the FIG. 5 In a sectional view of a median plane between the calipers 10.
  • Center is a force accumulator 50 which is connected via the Kraftabgriffstician 64 of the actuating lever 61 with the toggle lever 40.
  • the energy storage in the example consists essentially of disc springs which are assembled to form a compression spring 52.
  • a movement of the force tapping point 64 is limited by the stop 51.
  • the operating lever 61 is fixed via its base point 62 with a compensation lever 71 at a connection point 72 on the brake housing 102.
  • the operating lever 61 is also connected to the control point 63 of its control point 63 and a second compensating lever 85 with the force tapping point 84 of the control lever 81.
  • FIG. 7 shows the clamp brake off FIG. 5 in a top view.
  • the brake calipers 10 are arranged on both sides of a guide rail 103 and have an air gap S to the guide rail 103.
  • the clamp brake 100 is in a ready position.
  • the toggle lever 40 are entangled towards the energy storage 50 out and their Kniehebelanlenkuring 41 are left of an imaginary line between the articulation points 12 of the calipers 10.
  • In the area of the pivot points 12 of the calipers 10 are screws 13 to adjust the braking force.
  • the limit switch 101 is not occupied.
  • the control lever 81 is also in a standby position and is held in this position by a release and return mechanism 90.
  • FIG. 8 shows the clamp brake 100 FIG. 7 in the braking position.
  • the toggle lever 40 are overstretched and are in a dead center position right of the imaginary line between the articulation points 12 of the calipers 10.
  • the air gap S between the calipers 10 and the guide rail 103 is closed.
  • the control lever 81 is also in the braking position.
  • the control point 83 has been released to reach the braking position, and the control lever 81 has been deflected at its force tapping point 84 in the direction of the force of the energy accumulator 50.
  • the limit switch 101 is occupied by the operating lever 81.
  • the brake plates 20 are elastically connected by means of a compensating spring 21 with the brake caliper 10.
  • the brake pad 20 can ideally cling to the braking surface of the guide rails, so that no edge pressures on the brake plate arise.
  • the return mechanism which is presently designed as a spindle motor 92, activated.
  • a reset lever 93 is moved toward the control lever 81 with the spindle motor 92.
  • a pawl 94 on the return lever 93 engages on an axis at the control point of the control lever 81 a. After snapping the hook will be by means of an electromagnet (not shown here) in a relative position to the return lever 93 (as in FIG Fig. 7 shown).
  • an electromagnet not shown here
  • the embodiment shown is variable.
  • the two pivot points 11 of the two brake calipers 10 can be combined to form a central pivot point.
  • a pneumatic, a hydraulic reset device can be used or it can be used with appropriate design and a solenoid or a rack and pinion drive.
  • the brake calipers can also consist of a layered laminated core, preferably a spring steel package.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)

Claims (16)

  1. Frein à mâchoires (100) pour une installation d'ascenseur avec au moins une mâchoire de frein (10), la mâchoire de frein (10) comportant au moins une garniture de frein (20) et un levier de frein (30) ainsi qu'un pivot (11), la mâchoire de frein (10) étant apte à pivoter au moins jusqu'à une position d'attente et à une position de freinage, caractérisé en ce que le levier de frein (30) est monté à ressort, de préférence au moins en partie sous la forme d'un ressort à lame.
  2. Frein à mâchoires (100) selon la revendication 1, caractérisé en ce que la mâchoire de frein (10) est en relation fonctionnelle avec un carter de frein (102), et la force de pression est apte à être réglée à l'aide de moyens mécaniques, en particulier de vis de réglage (13) qui se trouvent sur une extrémité de la mâchoire de frein (10) opposée à la garniture de frein (20), le degré de déformation du levier de frein (30) étant de préférence réglable, de préférence grâce à un réglage d'un jeu (S).
  3. Frein à mâchoires (100) selon l'une des revendications 1 ou 2, la mâchoire de frein (10) étant apte à être amenée d'une position d'attente à une position de freinage à l'aide d'une genouillère (40), et la genouillère (40) présentant dans la position de freinage une position derrière son point mort, cette positon étant définie par une butée (51).
  4. Frein à mâchoires (100) selon la revendication 3, caractérisé en ce que la genouillère (40) présente un point d'application de force (42) qui est en relation fonctionnelle avec un accumulateur d'énergie (50), en particulier un bloc-ressort (52), la position de la genouillère (40) dans la position de freinage étant définie par l'accumulateur d'énergie (50) et par la butée (51).
  5. Frein à mâchoires (100) selon la revendication 3 ou 4, caractérisé en ce que l'accumulateur d'énergie (50) comporte un piston alternatif et une butée (51), la butée (51) limitant la course du piston alternatif, et l'accumulateur d'énergie (50) comportant en particulier un tampon de butée (53).
  6. Frein à mâchoires (100) selon l'une des revendications 3 à 5, caractérisé en ce que le frein à mâchoires contient deux mâchoires de frein (10), et chaque mâchoire de frein (10) comporte une genouillère (40) séparée, et ces genouillères (40) sont reliées entre elles.
  7. Frein à mâchoires (100) selon l'une des revendications 1 à 6, caractérisé en ce que le frein à mâchoires (100) est apte à être maintenu dans la position d'attente par l'intermédiaire d'un mécanisme d'actionnement (60), et grâce au déclenchement de ce mécanisme d'actionnement (60) le frein à mâchoires (100) est apte à être amené de la position d'attente à la position de freinage.
  8. Frein à mâchoires (100) selon l'une des revendications 1 à 7, avec un mécanisme d'actionnement (60), le mécanisme d'actionnement (60) comportant un levier d'actionnement (61) qui comporte un premier point de base (62) et un premier point de commande (63) et, entre les deux, un premier point de prise de force (64) pour actionner les genouillères (40), le levier d'actionnement (61) avec son premier point de base (64) étant en relation fonctionnelle avec un carter de frein (102), et le levier d'actionnement (61) avec son premier point de prise de force (64) étant en relation fonctionnelle avec un accumulateur d'énergie (50).
  9. Frein à mâchoires (100) selon la revendication 8, caractérisé en ce que le levier d'actionnement (61) est relié au niveau de son premier point de base (64) à un levier de traction d'équilibrage (71) avec le carter de frein (102) ou en ce que le levier d'actionnement (61) est relié au niveau de son premier point de prise de force (64) à un levier de traction d'équilibrage (71) avec l'accumulateur d'énergie (50).
  10. Frein à mâchoires (100) selon l'une des revendications 8 ou 9, caractérisé en ce que le premier point de base (62), le premier point de prise de force (64) et le premier point de commande (63) sont disposés sur le levier d'actionnement (61) de telle sorte qu'il y ait entre le premier point de prise de force (64) et le premier point de commande (63) un rapport d'au moins 1:2 et de préférence d'au moins 1:3.
  11. Frein à mâchoires (100) selon l'une des revendications 8 à 10, comprenant un levier de commande (81) qui comporte un second point de base (82) et un second point de commande (83) et, entre les deux, un second point de prise de force (84), le levier de commande (81) avec son second point de base (84) étant en relation fonctionnelle avec le premier point de commande (63) du levier d'actionnement (61), et le levier de commande (81) avec son second point de base (82) étant relié pivotant au carter de frein (102).
  12. Frein à mâchoires (100) selon la revendication 11, caractérisé en ce que le levier de commande (81), dans la zone de son second point de commande (83), est en relation fonctionnelle avec un mécanisme d'actionnement (60), en particulier un mécanisme de déclenchement et de rappel (90), le mécanisme de déclenchement (91) étant apte à être actionné de préférence par voie électromagnétique et/ou le mécanisme de rappel (92) étant apte à fonctionner de préférence par moteur.
  13. Frein à mâchoires (100) selon l'une des revendications 11 ou 12, caractérisé en ce que le levier de commande (81) est conçu de telle sorte que le second point de base (82), le second point de prise de force (84) et le second point de commande (83) soient disposés pour qu'il y ait entre le second point de prise de force (84) et le second point de commande (83) un rapport d'au moins 1:2 et de préférence d'au moins 1:3 et plus spécialement d'au moins 1:4.
  14. Frein à mâchoires (100) selon l'une des revendications 11 à 13, caractérisé en ce que le levier de commande (81) et le levier d'actionnement (61) sont disposés dans des plans inclinés l'un par rapport à l'autre, l'angle entre les plans étant supérieur ou égal à 30°, de préférence supérieur ou égal à 45°, et plus spécialement de 90°.
  15. Installation d'ascenseur avec au moins un frein à mâchoires (100) selon l'une des revendications 1 à 14 disposé sur une cabine d'ascenseur.
  16. Procédé pour appliquer une force de pression dans un frein à mâchoires (100) de préférence selon l'une des revendications 1 à 7, le levier de frein (30) étant amené d'une position d'attente à une position de frein, et pour l'application de la force de pression le levier de frein (30) étant déformé, transversalement par rapport à sa longueur, d'une valeur allant jusqu'à 10 %, de préférence jusqu'à 7,5 % et plus spécialement jusqu'à 5 % de sa longueur, et pour l'application de la force de pression le levier de frein (30) étant déformé, transversalement par rapport à sa longueur, d'une valeur de 2 % de sa longueur .
EP14802605.7A 2013-12-19 2014-11-07 Frein à sabot pour systèmes d'ascenseur Active EP3083475B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP14802605.7A EP3083475B1 (fr) 2013-12-19 2014-11-07 Frein à sabot pour systèmes d'ascenseur

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Application Number Priority Date Filing Date Title
EP13198295 2013-12-19
EP14802605.7A EP3083475B1 (fr) 2013-12-19 2014-11-07 Frein à sabot pour systèmes d'ascenseur
PCT/EP2014/074049 WO2015090726A1 (fr) 2013-12-19 2014-11-07 Frein à mâchoires pour dispositifs ascenseurs

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EP3083475A1 EP3083475A1 (fr) 2016-10-26
EP3083475B1 true EP3083475B1 (fr) 2018-01-03

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EP (1) EP3083475B1 (fr)
CN (1) CN105829229B (fr)
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WO2014075954A1 (fr) * 2012-11-13 2014-05-22 Inventio Ag Ascenseur équipé d'un frein de sécurité
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US10584014B2 (en) * 2015-12-07 2020-03-10 Otis Elevator Company Robust electrical safety actuation module
CN107792747B (zh) * 2016-08-30 2021-06-29 奥的斯电梯公司 升降机轿厢的稳定装置
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WO2018130520A1 (fr) 2017-01-10 2018-07-19 Inventio Ag Déverrouillage des freins de stationnement
WO2019185569A1 (fr) 2018-03-28 2019-10-03 Inventio Ag Frein à mâchoires pour un système d'ascenseur, qui fait office en particulier de frein de maintien et de sécurité
CN117377632A (zh) * 2021-12-30 2024-01-09 德西尔德塔沙林研发有限公司 用于线性马达升降机的固定式机械制动器

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JP2001019292A (ja) 1999-06-25 2001-01-23 Inventio Ag 鉛直搬送装置の荷重支持手段の鉛直方向変位と鉛直方向振動とを防止する装置および方法
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WO2018130520A1 (fr) * 2017-01-10 2018-07-19 Inventio Ag Déverrouillage des freins de stationnement

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Publication number Publication date
US10442662B2 (en) 2019-10-15
US20160355377A1 (en) 2016-12-08
CN105829229A (zh) 2016-08-03
CN105829229B (zh) 2018-01-05
ES2656196T3 (es) 2018-02-26
EP3083475A1 (fr) 2016-10-26
WO2015090726A1 (fr) 2015-06-25

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