EP4638331A1 - Frein hydraulique - Google Patents

Frein hydraulique

Info

Publication number
EP4638331A1
EP4638331A1 EP23818523.5A EP23818523A EP4638331A1 EP 4638331 A1 EP4638331 A1 EP 4638331A1 EP 23818523 A EP23818523 A EP 23818523A EP 4638331 A1 EP4638331 A1 EP 4638331A1
Authority
EP
European Patent Office
Prior art keywords
brake
bearing
clamp
hydraulic
housing
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.)
Pending
Application number
EP23818523.5A
Other languages
German (de)
English (en)
Inventor
Gunnar FUCHS
Oliver Simmonds
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Inventio AG
Original Assignee
Inventio AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Inventio AG filed Critical Inventio AG
Publication of EP4638331A1 publication Critical patent/EP4638331A1/fr
Pending legal-status Critical Current

Links

Classifications

    • 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 brake for an elevator, a traveling body for an elevator and an elevator.
  • a cabin In an elevator, a cabin is typically moved vertically along a travel path between different floors or levels within a building. At least in tall buildings, a type of elevator is used in which the cabin is held by rope or belt-like support elements and is moved within an elevator shaft by moving the support elements using a drive machine. In order to at least partially compensate for the load of the cabin to be moved by the drive machine, a counterweight is attached to an opposite end of the support elements.
  • the cabin and counterweight are the traveling bodies of the elevator system. In order to protect the traveling bodies from falling along the travel path, the traveling bodies are often equipped with brakes. Such traveling body brakes can be designed as hydraulic brakes.
  • US9688510B2 shows a hydraulic brake in which springs for preloading a hydraulic brake are housed in the brake cylinders.
  • US10450165B2 also shows springs for preloading a hydraulic brake in the brake cylinders.
  • springs are typically designed so that they are preloaded by the springs in a braking position and released by a hydraulic actuator.
  • US 2017/036888 shows a hydraulic brake with springs arranged separately on a lever mechanism.
  • a brake solves the problem.
  • the brake for a traveling body of an elevator comprises: a housing, a brake clamp, a first Brake pad, a second brake pad and a hydraulic element.
  • the brake clamp is designed to cause a clamping force of the brake along a second line of action and to transfer this clamping force to the first brake pad and the second brake pad.
  • the brake clamp surrounds the housing.
  • the hydraulic element is designed to cause a release force on the brake clamp along a first line of action in order to widen the brake clamp. Widening the brake clamp releases the brake.
  • the first line of action and the second line of action are spaced apart from one another.
  • the brake clamp is designed as a C-spring package.
  • a traveling body solves the problem.
  • the traveling body has a brake according to the first aspect of the invention.
  • an elevator solves the problem.
  • the elevator has a brake according to the first aspect of the invention or a traveling body according to the second aspect of the invention.
  • the brake for the traveling body of an elevator is used to create a braking force on a brake rail that counteracts the direction of movement of the traveling body.
  • the traveling body can be a cabin or a counterweight.
  • the housing is primarily used for attachment to the traveling body, or to a movable attachment option on the traveling body, for example.
  • the hydraulic element is preferably firmly connected to the housing.
  • the brake clamp is used to be pre-tensioned and to store the energy in the pre-tensioned state in order to apply the energy as a clamping force to the first and second brake pads when required.
  • the brake clamp can be pre-tensioned by being widened. To widen the brake clamp, a release force and/or a clamping force can act on the brake clamp.
  • the brake can be activated. Then there is no release force along the first line of action, because the hydraulic element is retracted. Along the second line of action, the force, the brake clamp, which is still widened even when the brake is activated, is transferred as a clamping force to the first and second brake pads. With this clamping force, the first and second brake pads are pressed onto the brake rail or can be pressed onto the brake rail.
  • the clamping force depends on the expansion of the brake clamp. The more the brake clamp is widened, the greater the clamping force. The expansion of the brake clamp depends, for example, on how much the brake pads have been worn down. The more worn down the brake pads, the less the brake clamp is widened and the smaller the clamping force.
  • the clamping force can also be adjusted by changing the thickness of a variable-thickness pre-tensioning element. The thicker the pre-tensioning element is set, the greater the clamping force.
  • the braking force can also be adjusted using the clamping force.
  • the brake can be released. Then there is no clamping force along the second line of action, as the brake pads do not touch the brake rail.
  • the hydraulic element is designed to widen the brake clamp.
  • the force applied by the hydraulics is known as the release force.
  • the release force depends on the widening of the brake clamp. The more the brake clamp is widened by the hydraulic element, the greater the release force. Since the hydraulics widen the brake clamp further than the ball does when the brake is activated, the release force of a brake is greater than the clamping force.
  • both the release force and the clamping force can contribute to the expansion of the clamping element, for example half each.
  • a hydraulic bearing and a counter bearing transmit the release force to the brake clamp, wherein the hydraulic bearing and counter bearing are designed as a pressure bearing point and/or a first brake bearing and a second brake bearing transmit the clamping force to the brake clamp, wherein the first brake bearing and the second brake bearing are designed as a pressure bearing point.
  • a thrust bearing point is used to transfer a compressive force from a first body to an adjacent second body.
  • at least one of the two bodies is curved outwards with a first protruding curvature radius.
  • the other body is flat.
  • the second body can also be curved outwards. It can also be advantageous for the second body to be curved inwards at the pressure bearing point with a second curvature radius that is larger than the first curvature radius. This ensures that the curvature of the first body is held stably in the curved depression of the second body.
  • the local curvature geometry can be cylindrical, ellipsoidal or spherical.
  • the hydraulic bearing is the pressure bearing point between the brake clamp and the hydraulic element at which the release force caused by the hydraulic element is transferred to the brake clamp as a pressure force.
  • the counter bearing is the pressure bearing point between the brake clamp and the hydraulic element at which the release force caused by the hydraulic element is transferred from the housing directly or indirectly as a pressure force to the brake clamp.
  • the hydraulic bearing and the counter bearing are therefore on the first line of action.
  • the first brake bearing is the pressure bearing point at which the brake clamp transfers the clamping force directly or indirectly to the first brake pad.
  • the second brake bearing is also the pressure bearing point at which the brake clamp transfers the clamping force directly or indirectly to the second brake pad.
  • the first brake bearing and the second brake bearing are located on the second line of action.
  • the clamping force is transmitted along the second line of action from the first brake bearing to the first brake pad and from the second brake bearing to the second brake pad.
  • the first and second brake pads each press on the brake rail with the clamping force. This clamping force causes the braking force on the brake rail via friction.
  • the braking force is then introduced from the brake pad via the housing into the vehicle body and causes the vehicle body to decelerate.
  • the first and second lines of action preferably run parallel to each other.
  • the forces on the brake clamp are therefore essentially transmitted via the four thrust bearing points.
  • the brake clamp surrounds the housing.
  • the brake clamp is therefore located outside the housing and essentially only has the four thrust bearing points as a connection to the rest of the brake.
  • the brake can therefore be very easily separated into the housing and the one or more brake clamps for assembly.
  • the complete brake can be very heavy and would therefore be difficult to install.
  • the housing and the one or more brake clamps individually have a weight that is easy for a fitter to handle.
  • These individual parts of the brake can, for example, be less than 10 kg or less than 5 kg. This makes the installation of the individual parts, such as the housing or the individual brake clamps, easy.
  • the brake can therefore be easily installed.
  • the brake clamp is easily accessible outside the housing. The brake clamp is therefore easy to check, maintain and adjust.
  • the hydraulic element is fixedly attached to the housing.
  • the hydraulic element has a hydraulic piston.
  • the hydraulic piston is designed to press on the hydraulic bearing and thus generate the release force.
  • a surface on the hydraulic piston can be designed in such a way that the hydraulic piston can act directly on the hydraulic bearing.
  • the contact surface of the hydraulic piston to the hydraulic bearing can be designed to be slightly curved.
  • the hydraulic bearing can be formed on a further connecting support, namely a hydraulic support plate.
  • the hydraulic bearing plate distributes the force from one or more hydraulic elements to one or more brake clamps.
  • One hydraulic element can expand several brake clamps.
  • several hydraulic elements can expand one brake clamp.
  • several hydraulic elements can expand several brake clamps, whereby the number of hydraulic elements and the number of brake clamps can be identical or can differ. The expansion by the hydraulic element or elements takes place by applying the release force.
  • the hydraulic element has a hydraulic cylinder and the hydraulic piston.
  • the hydraulic cylinder is attached to the housing or is designed on the housing.
  • the hydraulic piston moves linearly, preferably along the first line of action.
  • the hydraulic element is designed in such a way that it has a small amount of play in relation to the brake clamp in the retracted position. In the extended position, the hydraulic element widens the brake clamp so much that the brake pads are lifted off the brake rail, i.e. released.
  • the release force is generated by the hydraulic element when the brake is released.
  • the release force widens the brake clamp and thereby releases the brake.
  • the first and second brake pads are lifted off the brake rail when released.
  • the clamping force is caused by the brake clamp because it is pre-tensioned.
  • the clamping force acts on the brake clamp. Since the hydraulic element does not exert any force on the brake clamp in this state, this clamping force mainly acts on the first and second brake pads.
  • Lines of action are straight lines. Forces act on bodies along the lines of action. When the brake is released, for example, the hydraulic piston presses on the brake clamps. The brake clamp is therefore subjected to an opposing release force at two points. The line of action connects these two points and runs along the direction of the two opposing release forces.
  • the traveling body preferably has at least two brakes. It is also advantageous to operate two brake circuits, each with two brakes, whereby a first brake of the brake circuit can generate a braking force on a first brake rail. A second brake of the same brake circuit can generate a further braking force on a second brake rail that runs opposite the first brake rail on the traveling body.
  • the brake clamp can be designed as a brake caliper, wherein the brake caliper comprises a first clamping arm, a second clamping arm, a brake caliper joint and a brake caliper spring.
  • the brake caliper joint is arranged between a brake caliper spring designed as a compression spring and the pressure bearing points.
  • the compression spring can, for example, comprise a stack of disc springs.
  • a brake clamp designed in this way can be moved by the hydraulics along the first line of action be widened.
  • the caliper brake can exert a clamping force on the first brake pad and the second brake pad.
  • the caliper brake is held to the housing using clamps, for example.
  • the clamps allow slight movement relative to the housing, which is particularly caused by the deformation of the caliper brake. However, they ensure that the transfer of the clamping force and the release force is guaranteed.
  • the four thrust bearing points can be machined on the first and second clamping arms.
  • the clamping arms are preferably cast parts and the curvature of the thrust bearing points can be spherical.
  • the brake clamp is designed as a C-spring package.
  • C-spring packages i.e. packages made up of several layers of C-shaped springs, are known from brakes and in particular from safety gears. They have many advantages over other springs. For example, they have a longer service life. In addition, safety is higher because even if one of the springs fails, there is only a limited reduction in the spring force. The remaining intact springs usually continue to generate a clamping force that is sufficient to safely brake the vehicle.
  • the four thrust bearing points can be worked out on each individual C-shaped spring.
  • the thrust bearing points on the C-spring package then have a cylindrical shape.
  • the contact surface on which the forces are transmitted to the thrust bearing points is therefore elongated or linear.
  • the brake has a modular design.
  • a stronger brake can not only be achieved by a stronger C-spring package with a higher spring constant, but a stronger brake can also comprise one or more additional C-spring packages.
  • Several C-spring packages with the same spring constant therefore generate a greater spring force than a single C-spring package with the same spring constant.
  • the brake with several C-spring packages can therefore generate a greater clamping force and thus develop more braking force.
  • the first brake pad is firmly connected to the housing, in particular by a first brake pad holder.
  • the clamping force is transmitted from the first brake bearing to the first brake pad along the second line of action.
  • the first brake pad holder is also located on the second line of action.
  • the brake pad holder can have a curvature on the side facing the brake clamp or can be flat. It preferably has a curved recess into which the curvature of the brake clamp fits.
  • the brake pad holder is designed towards the brake pad in such a way that it can hold a brake pad, preferably via a positive connection.
  • the brake pad can also preferably be attached using screws or other suitable connecting means.
  • the brake pad is preferably exchangeable or replaceable.
  • the second brake pad is guided linearly on the housing.
  • the linear guidance i.e. the linear guidance of the second brake pad on the housing, preferably takes place in the direction and preferably along the second line of action.
  • the linear guidance can be guided, for example, by plain bearings, needle bearings or ball bearings.
  • the first brake pad can be guided linearly on the housing. This can be done using any linear guide.
  • the linear guide can, for example, be designed as a tappet guided in the housing, as with the second brake pad.
  • the linear guide on the housing is realized by a plunger, wherein the plunger is cylindrically shaped and passes through holes on the housing, and the plunger transmits the clamping force from the second brake bearing to the second brake pad.
  • the outer surface of the cylindrically designed tappet together with the outer surface of the bore, forms a sliding bearing in which the tappet can move linearly.
  • the tappet transfers the clamping force from the second brake bearing to the second brake pad.
  • the second brake bearing can in particular be connected directly to the tappet. by having direct contact between the plunger and the second brake bearing, or it can be indirectly connected to the plunger by having the brake bearing transfer the clamping force to other bodies lying between the brake bearing and the plunger.
  • the plunger therefore transfers the clamping force to the second brake pad.
  • the brake preferably has several plungers. For example, each plunger can be assigned to a brake clamp.
  • a bearing plate can be arranged between the plunger or plungers and the brake clamp or clamps.
  • the bearing plate distributes the clamping force from the brake clamp or clamps to the plunger or plungers.
  • the bearing plate can transfer the clamping force of several brake clamps to one plunger, or the bearing plate can transfer the clamping force of one brake clamp to several plungers.
  • the clamping force of several brake clamps can also be transferred to several plungers, whereby the number of brake clamps and the number of plungers can be identical or can differ.
  • the bearing plate can have protruding or recessed bulges that can act as a thrust bearing point.
  • an auxiliary spring applies a preload force to the second brake pad in the direction of the second brake bearing.
  • This causes the second brake pad to be pushed away from the rail as the brake clamp widens. This reliably creates play between the second brake pad and the rail.
  • the brake can be guided along the brake rail via the guide shoes.
  • the guide shoes are preferably attached to the housing of the brake. This allows the brake to be guided very precisely along the brake rail. In particular, the brake can be guided more precisely than the cabin to which it is attached. Alternatively, the brake can be firmly connected to the chassis and guided via the guide shoes of the chassis. The guide reliably maintains the play on both sides of the brake rail during a journey.
  • the auxiliary spring keeps the plunger(s) (or alternatively the bearing plate) on the second brake bearing in contact with the clamping element(s). This reliably prevents the second brake pad from moving towards the brake rail without being pressed by the brake clamp.
  • permanent magnets can be installed in such a way that they create an adhesive force between the brake clamp and the tappet or the bearing plate on the second brake bearing. This adhesive force can be suitable for maintaining a distance between the second brake pad and the brake rail. This not only relieves the load on the second brake pad, but actively pulls it away from the brake rail. This reliably creates a gap between the brake rail and the second brake pad.
  • the guide shoes are now preferably arranged in such a way that the housing is aligned with the brake rail in such a way that this gap is preferably evenly distributed on both sides of the brake rail.
  • the tappet has a pin for positive force transmission to the second brake pad, in particular by means of a second brake pad holder. This has the advantage that the braking forces can be introduced into the tappet via the pin. The tappet(s) then transmit the braking forces to the housing.
  • the second brake pad can therefore be attached directly to the individual tappets, for example with screws.
  • a second brake pad holder is firmly connected to the tappet or tappets.
  • the second brake pad holder can be manufactured as one piece with the tappet or tappets.
  • the second brake pad is connected to the tappet via a second brake pad holder.
  • the second brake pad is therefore designed to be replaceable, like the first brake pad.
  • the first brake pad and/or the second brake pad are replaceable.
  • the first and second brake pads are designed to be replaceable, in that a first brake pad holder is firmly connected to the housing and a second brake pad holder is firmly connected to the tappet or tappets.
  • the first and second brake pads which are preferably of identical design, can then be easily replaced on the first or second brake pad holder.
  • the brake pads can For example, it can be screwed to the brake pad holder and/or connected via a form fit.
  • a counter bearing body is removable and the counter bearing body is designed to press on the counter bearing.
  • the counter bearing body lies on the first line of action.
  • the counter bearing body can have a curved recess on its surface into which the outwardly curved contact surface of the brake clamp rests.
  • the counter bearing is formed by the contact area of the counter bearing body with the brake clamp.
  • the counter bearing body is preferably a cubic block that has a curved recess on both sides.
  • Fig. 1 an elevator
  • Fig. 2 a brake with a C-spring as brake clamp
  • Fig. 3 a brake with a brake caliper as brake clamp
  • Fig. 4 a section through a brake.
  • Fig. 1 shows an elevator 1.
  • a cabin 6 is moved vertically between different floors 4 or levels within a building.
  • the elevator also has a counterweight 7.
  • Cabin 6 and counterweight 7 can be referred to as a traveling body 2, since they are moved along rails that also serve as brake rails 5. In order to brake the traveling bodies when necessary, i.e. to decelerate or hold them still, these have brakes 10.
  • a vehicle, and in particular the cabin 6, can easily move horizontally relative to the brake rail 5.
  • the brake rail always has small bumps, due to an elastic bearing with 4 to 5 mm play, the cabin 6 can follow these unevennesses with a delay.
  • the brake preferably only has a play of 1 to 2 mm. Therefore, the brake 10 on the cabin 6 is guided floatingly on a brake sliding bearing 12. This allows the brake 10 to reliably follow the unevenness of the brake rail 5.
  • the elevator drive is located in a machine room 3.
  • the brake 10 is floatingly mounted on the cabin 6 via a brake plain bearing 12.
  • the brake 10 can therefore move horizontally along the axis of the brake sliding bearing 12 in order to be able to reliably follow the unevenness of the rail.
  • the brake sliding bearing 12 can transfer the braking forces to the cabin.
  • a brake sliding bearing 12 can also be provided for the brake 10 on the counterweight 7. (Not shown in Fig. 1 for reasons of clarity)
  • FIG. 2 and Fig. 3 show two alternative embodiments of the brake clamp 16 on an otherwise similar brake 10.
  • a fastening area 15 serves to fasten the brake to a traveling body 2, and in particular to a displaceable brake sliding bearing on the cabin (see Fig. 1).
  • the brake clamp 16 surrounds the housing 14 of the brake 10.
  • the brake clamp 16 is designed so that it can expand.
  • the brake clamp 16 is designed as a spring 17.
  • the spring 17 is formed by a C-spring package 26, which consists of individual C-leaf springs 27.
  • the spring 17 causes the clamping force of the brake 10.
  • the brake clamp 16 is designed as a brake caliper.
  • the brake caliper comprises a first clamping arm 21 and a second clamping arm 22, which are connected by a brake caliper joint 23.
  • the first clamping arm 21 and the second clamping arm 22 engage around the housing 14 of the brake 10.
  • the brake caliper has a brake caliper spring 20 to effect the clamping force of the brake caliper.
  • the hydraulic element 18, in particular the hydraulic piston 19, and the counterholder body 28 are arranged along the first line of action 51.
  • the hydraulic piston 19 In a braking position, the hydraulic piston 19 is retracted into the hydraulic element 18.
  • the hydraulic bearing 30 In the hydraulic bearing 30, there is preferably a clearance between the brake clamp 16 and the Hydraulic piston 19.
  • the clamping force caused by the brake clamp 16 is transmitted completely along the second line of action 52.
  • the clamping force is transmitted to the housing 14 via a preload element 80.
  • the housing 14 is also firmly connected to the first brake pad holder 63 and the first brake pad 61 held thereon.
  • the clamping force is transmitted to the tappets 71 via a bearing plate 43.
  • the tappets 71 are also firmly connected to the second brake pad holder 64 and the second brake pad 62 held thereon.
  • the tappets 71 are guided in a linear guide 70 so that they can be moved linearly.
  • the linear guide 70 is designed as a bore.
  • a brake rail is clamped between the first brake pad 61 and the second brake pad 62, thereby generating the braking effect.
  • the brake rail is not shown, but causes the distance between the first brake pad 61 and the second brake pad 62, so that a clamping force acts along the second line of action 52, which widens the brake clamp 16.
  • Fig. 4 shows a section through the brake 10 with a C-spring package 26, as already shown in Fig. 2.
  • Fig. 4 shows a more detailed variant of the embodiment of the brake 10 from Fig. 2.
  • Fig. 4 shows how the C-spring packages 26 are stacked by individual C-leaf springs 27.
  • Two hydraulic elements 18 each expand two C-spring assemblies 26, so that the brake 10 has four C-spring assemblies 26.
  • Two C-spring assemblies 26 each press on one of two bearing plates 43.
  • Each of the bearing plates 43 is connected to three tappets 71. All six tappets 71 are connected at the other end to the second brake pad holder 64.
  • the tappets 71 are each mounted in a linear guide 70.
  • the three auxiliary springs 75 serve to lift the second brake pad 62 from the brake rail and to keep the bearing plate 43 in contact with the brake clamp 16 even when released.
  • the two pre-tensioning elements 80 each have a first support element 81, a second support element 82, a first wedge element 91 and a second wedge element 92.
  • the traction means 93 which is designed here as a screw, runs through a threadless hole in the second wedge element 92 and is screwed into a thread in the first wedge element 91. By tightening the screw, the pre-tensioning element 80 is widened.

Landscapes

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

Abstract

L'invention concerne un frein d'un corps de déplacement d'un ascenseur. Le frein d'un corps de déplacement d'un ascenseur comprend un boîtier, un étrier de frein, une première garniture de frein, une deuxième garniture de frein et un élément hydraulique. L'étrier de frein est conçu pour exercer une force de serrage du frein le long d'une deuxième ligne d'action, et pour transférer cette force de serrage à la première garniture de frein et à la deuxième garniture de frein. L'étrier de frein enceint le boîtier. L'élément hydraulique est conçu pour exercer une force aérodynamique sur l'étrier de frein le long d'une première ligne d'action afin d'élargir l'étrier de frein. L'élargissement de l'étrier de frein aère le frein. La première ligne d'action et la deuxième ligne d'action sont mutuellement espacées.
EP23818523.5A 2022-12-23 2023-12-12 Frein hydraulique Pending EP4638331A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP22216285 2022-12-23
PCT/EP2023/085230 WO2024132654A1 (fr) 2022-12-23 2023-12-12 Frein hydraulique

Publications (1)

Publication Number Publication Date
EP4638331A1 true EP4638331A1 (fr) 2025-10-29

Family

ID=84602285

Family Applications (1)

Application Number Title Priority Date Filing Date
EP23818523.5A Pending EP4638331A1 (fr) 2022-12-23 2023-12-12 Frein hydraulique

Country Status (3)

Country Link
EP (1) EP4638331A1 (fr)
CN (1) CN120344475A (fr)
WO (1) WO2024132654A1 (fr)

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2644765B2 (fr) * 1988-06-08 1991-07-05 Leroy Somer Frein electromagnetique a machoires de serrage
WO2014021896A1 (fr) 2012-08-02 2014-02-06 Otis Elevator Company Système de frein hydraulique pour ascenseur
DE102014206461A1 (de) 2014-04-03 2015-10-08 Thyssen Krupp Elevator Ag Aufzug mit einer Bremsvorrichtung
DE202015104095U1 (de) 2015-08-05 2016-11-09 Wittur Holding Gmbh Aufzug mit Bremseinrichtung nach Art einer Zangenbremse
CN207918209U (zh) * 2017-11-28 2018-09-28 广东精创机械制造有限公司 一种使用平稳的电梯安全钳

Also Published As

Publication number Publication date
WO2024132654A1 (fr) 2024-06-27
CN120344475A (zh) 2025-07-18

Similar Documents

Publication Publication Date Title
EP2925655B1 (fr) Dispositif antichute pour un corps mobile d'une installation de levage
EP2935929B1 (fr) Frein linéaire actionné au moyen d'une énergie extérieure
DE2310608C2 (de) Nachstellvorrichtung für die gegenüberliegenden, bogenförmigen Bremsbacken einer Innenbacken-Trommelbremse
EP3443239A1 (fr) Frein à disque, notamment pour véhicules utilitaires
DE202015104095U1 (de) Aufzug mit Bremseinrichtung nach Art einer Zangenbremse
DE102017010687A1 (de) Führungsbolzen mit kontrolliertem Kontakt für Fahrzeugscheibenbremsen
DE102013006863A1 (de) Scheibenbremse mit einer bidirektionalen Verschleißnachstellvorrichtung, und bidirektionale Verschleißnachstellvorrichtung
EP4077190B1 (fr) Dispositif d'arrêt pour un ascenseur
EP2102524B1 (fr) Frein à disque comportant un actionneur à moteur électrique de type auto-amplifié
DE2211453A1 (de) Schwimmsattel Scheibenbremse
DE2003028B2 (de) Teilbelagscheibenbremse
EP4039912B1 (fr) Dispositif coulissant
EP4069619B1 (fr) Dispositif de guidage et de freinage d'un corps mobile d'une installation d'ascenseur à déplacer le long d'un rail de guidage
DE19957939C2 (de) Elektromagnetisch betätigte Bremsvorrichtung
EP4638331A1 (fr) Frein hydraulique
EP1786593B1 (fr) Dispositif de freinage et/ou de verrouillage comportant une transmission
EP2474754B1 (fr) Frein à disque à auto-amplification doté d'un actionnement pneumatique ou électromécanique
WO2000069697A1 (fr) Dispositif pour regler et verrouiller de maniere elastique des elements d'aiguillage mobiles
DE112020002187T5 (de) Schienenklemme mit drehbarer bremsbacke
EP4038002B1 (fr) Dispositif de freinage
DE29910187U1 (de) Bremsvorrichtung für eine Linearführung
EP2447563B1 (fr) Frein à disque doté d'un dispositif d'auto-amplification
WO2019185569A1 (fr) Frein à mâchoires pour un système d'ascenseur, qui fait office en particulier de frein de maintien et de sécurité
DE102005055445A1 (de) Vorrichtung sowie Verfahren zum Nachstellen einer Bremse zum Ausgleich von Bremsbelag- und/oder Bremsscheibenverschleiß
EP1877678A1 (fr) Dispositif de freinage et de blocage comportant un element a ressort de traction

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20250611

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC ME MK MT NL NO PL PT RO RS SE SI SK SM TR

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)