HK1177449B - Actuator for a braking device and an elevator installation - Google Patents

Description

The invention relates to an actuator and a method for operating a brake device for braking a lifting cab and a lifting system with such an actuator according to the independent claims.

The lift is installed in a building. It consists essentially of a cabin connected by means of support to a counterweight or to a second cabin. By means of a drive that acts on the support, directly on the cabin or the counterweight, the cabin is moved along guide rails, essentially vertical. The lift is used to transport people and goods within the building over single or multiple floors.

The lift system includes devices to secure the lift cabin in the event of failure of the drive or supporting equipment or to prevent unwanted drift at a stop on a floor.

US 5.353.895 reveals a braking device for braking an elevator cabin.

EP1733992 is known to have such a braking device. This braking device can be operated electromagnetically, whereby after operation and moving lift cabin, a trigger arm with grooves takes a rotor with brake plates and these brake plates brake the cabin.

EP2154096 reveals another such braking device. This braking device can also be operated electromagnetically, whereby, if necessary, a brake housing with a brake pin is pressed against a rail. A subsequent movement of the brake device turns the brake pin into its working position.

The purpose of the invention is therefore to provide an actuator of a brake system with brake and necessary actuators, suitable for mounting on a lifting cab and capable of causing the lifting cab to brake, which is designed to be operated even when the lifting cab is stationary to prevent the cab from drifting away and to be easily repositioned.

The solutions defined in the independent claims satisfy at least some of these requirements.

This describes a brake intended to be fitted to a lift cabin. The lift cabin is run along guide rails and the brake is designed to slow the lift cabin at the guide rails or to prevent drift or slippage at a stop on a floor.

The brake comprises a brake casing, a brake back slide, the brake back and preferably a retractor.

The brake housing contains anchorages to attach the brake to the lifting cabin and includes the structural anchorages and assembly points to accommodate components of the brake.

The brake back slide includes the brake back and is linearly moveable in the brake housing.

The brake back has a curved shape, i.e. it contains curved and at best straight brake surfaces, which can be in braking action with the guide rail depending on a momentary state of motion. It is rotatable in the brake back slide. In the brake back slide, a bearing axis is conveniently arranged to accommodate the brake back. The bearing axis is conveniently provided with a slide coating or a roller, for example a needle bearing, and the brake back has a suitable bearing bore.

The brake back slide is arranged in the brake casing in such a way that it can be moved linearly between a standby position and a rear position. In the standby position - the standby position also corresponds to the idle state of the brake or the idle brake - there is an air gap between the guide rail and the brake back. This air gap is usually about 1 to a maximum of about 6 mm. The air gap allows the brake not to touch the rail during normal operation, thus preventing wear and any friction noise. In normal operation the rear brake system keeps the brake and/or brake backs in this position.

The brake back slide is pushed vertically against the guide rail to operate the brake back slide. The brake can be moved into a reverse position and pushed back into the standby position. The vertical, linear delivery allows the brake to take up little space in the height and can be designed to brake independently of the direction of travel.

The retractor may be replaced by a simple grid position, such as a ball-slipper, to hold the brake lining and/or brake liner in the standby position.

A push back from the standby to the standby position would have to be done by means of an additional control element.

Of course, the brake liner can also be fitted with bearing pinches, which are in conjunction with the correspondingly shaped bearing seats in the brake liner.

The brake is equipped with a service brake which can move the brake liner linearly from standby to rearward.

The brake beam, which is arranged in a rotating manner in the brake backslot, is preferably so constructed that it is rotatable around the bearing axis in one part and in a second part, which is at right angles to the first part and adjacent to the first part, is arranged at right angles or transversely to the bearing axis. The brake beam can thus be moved along the second part of the brake backslot after it has been rotated over the first part.

Furthermore, it is advantageous to construct the circular curve of the first sub-area in such a way that the distance of the curve to the bearing axis increases in proportion to the angle of rotation, as in the case of a spiral section, and the straight-line shape of the second sub-area in such a way that the distance of the straight-line shape to the longitudinal axis increases further, as in the case of a wedge, in proportion to a longitudinal displacement.

This gives rise to the advantageous effect of rotating the brake liner when it reaches the rear position in accordance with the direction of travel of the lift cab and the spiral curve of the first part, thereby increasing the distance of the curve to the bearing axis and pushing the brake liner back accordingly. This essentially re-balances the brake action lost in this first stage of operation when the brake liner is delivered from the readiness position to the adjustment position. During this movement, therefore, only a small amount of actuation is available for the brake liner to be delivered.

The brake axis is shifted vertically along the bearing axis, increasing the distance of the curve to the bearing axis. This increase in distance, or the second working phase, causes the brake back slide to be pushed further. This is used to build up a back force that allows the cab to slow down safely.

A brake of this type can be used to protect, for example, a lift cabin from drift when stopped on a floor, and to re-set the brake easily when drifting is only slight, for example by pulling on a rope.

Furthermore, by determining the shape of the first and second compartments, the resulting thrust and thus the braking force in the two directions can be determined differently.

The brake is also fitted with a spring block with springs, which are pre-tensioned in the spring block to a pre-set tensile force. The brake back slide is positioned in the standby position by the retractor adjacent to the spring block, or is pulled by the retractor to a stroke determined by the spring block.

This allows the braking force to be adjusted precisely, since the shape of the brake rod determines the geometry of the path and thus the resulting spring paths, and the required pre-tension between the brake rod and the guide rail can be determined on the basis of spring characteristics and taking into account the expected friction values.

Preferably, the retractor includes a spring attached to the brake liner, such as a coil spring, which preferably attaches to the brake liner by means of a rope pull and thus pulls the brake liner into the standby position.

This allows the brake liner to be brought back to its centre position at the same time and the brake liner to be pulled back to the spring block.

The brake liner is preferably asymmetrical, so that on each side of the circular curve of the first part a second straight line is joined in such a way that a distance between the curve and the subsequent straight line and the bearing axis increases, depending on the angle of rotation and longitudinal displacement. The increase in distance is different depending on the direction of rotation and displacement of the brake liner. This allows direction-dependent braking forces to be generated, since the different requirements of the distance produce different drag forces. This is useful, as in general, a brake can be described as a large, forward- or downward-facing suspension, or a large, upward- or downward-facing suspension.

The brake liner itself is made of a material suitable as a brake material. These can be, in the simplest case, hardened steel surfaces or high-quality, for example ceramic, brake surfaces, which are then advantageously applied or fixed to a base. The use of brake surfaces with hard metal inserts has also proved successful.

Since the downward braking forces required are generally much greater than the upward braking forces required, the design of the brake liner controls the thrust forces accordingly, as explained above. However, to achieve good braking, minimum surface pressures between the brake liner and the guide rail are also required, which ensure the development of sufficient friction.

This is particularly advantageous if such a brake has two brake backs with brake linings and retractors each and these parts are essentially in a symmetrical arrangement in the brake housing, facing each other, so that when the guide rail interacts with the guide rail, the guide rail runs between the two brake backs with associated brake linings.

Alternatively, the brake shall, in addition to the brake liner with brake liner and retractor, include a fixed brake plate facing the brake liner, so that when the guide rail is engaged, the guide rail passes between the brake liner with its associated brake liner and the fixed brake plate.

Two opposite brake back slides are advantageous if a large air gap is to be reached on both sides of the guide rail. However, this version requires a corresponding installation space on both sides of the rail. A one-sided fixed brake plate is therefore advantageous if small air gaps are sufficient. This can save installation space, as only a small space is required on one side of the rail. At the same time, this version is also more economical to produce.

With such a brake, braking overall can be achieved easily by bringing the brake liner from its standby position to the actuation position by means of the service brake, the brake liner being placed in the brake liner being pushed against the guide rail by means of the service brake.

If the cab is at a standstill, e.g. on a floor, the brake remains in this standstill. If the cab is to move properly controlled away from standstill, the brake is set back by a control by the delivery device in conjunction with the retraction device to bring the brake back into standby position. This is possible with a small force, as no significant drag force is yet present.

However, if the cab is moving unintentionally away from the stationary position or is in motion, the brake liner is automatically rotated along the first part of the brake liner. The brake liner is pushed back according to the shape of the brake liner, in particular by the first increase in distance determined by the first part of the liner. During this phase of movement, a supply line created by the brake liner is brought back to equilibrium. Until then, the supply or the retreat device can at any time withdraw the brake liner back into the standby position. This allows small fluctuations in the load of the cab to be detected or compensated.

If the cab moves further, however, the brake base is moved longitudinally along the second part of the brake base, which pushes the brake base slide back in accordance with the second increase in distance determined by the second part of the brake base.

According to a first aspect of the invention, an actuator is described as being useful for the delivery of the brake described above.

The actuator shall be designed to hold one or two brakes of a lifting cab in a standby position and to bring them into a standby position as required, and shall consist of a force storage, a stop device, a standby device and one or two connecting points, preferably, connecting the actuator to the brake or to the brake delivery device.

The force storage device is preferably a spring storage device which, if necessary, acts on the coupling point and brings the brake from its standby position into the reserve position.

Of course, the power storage can also be a pneumatic or hydraulically pre-tensioned storage that can release its energy when needed.

According to the invention, the force storage device, the restraint device and the coupling point work together via an actuating lever. This actuating lever comprises a first connecting point for connection to the first brake and a second connecting point for connection of the actuator to a second brake. The first and second connecting points are arranged on the actuating lever in such a way that they are essentially pulled together under the action of the force storage device. Essentially, this means that the two connecting points do not necessarily have to be pulled directly in a linear manner against each other, but that, for example, when the actuating lever is used, the two connecting points of the type of brake are moved so that a pulling force is produced which causes the delivery of the actuating device to be pulled together. This interaction is understood to mean that they are subjected to a force on the two connecting points or the two actuators to be moved against each other, or that they are subject to a force on the two connecting points in the opposite direction of the train.

The actuator is also designed to have a dampening device which dampens a movement during actuation, thus reducing the impact of the actuator and the impact noise and material loads resulting from this impact.

The spindle motor is preferably a gear motor. In place of this spindle drive, a hydraulic or pneumatic backup device may also be used.

The actuator has a hand-operated emergency locking mechanism, which is preferably provided as an addition to the backup device. It can be used in the event of a failure of the backup device or a prolonged power failure to manually reverse the actuator to the extent that a release of the cabin is possible.

A lift system according to the invention now comprises at least one lift cabin, which is arranged in a way that is passable along at least one guide rail, and a brake device fitted to the lift cabin. The brake system comprises at least two brakes as described above, and the brakes interact with one guide rail as necessary. The lift cabin also comprises an actuator as described above, which operates the brakes as necessary.

According to another aspect of the invention, a procedure for operating a braking device is described.

The following is an illustrative illustration of the invention using an example of an embodiment in the context of the figures.

It shows: 1a schematic view of a lift system in the side view,Fig. 2a schematic view of the lift system in the cross section,Fig. 3a perspective view of a brake with actuator at a lift cabin,Fig. 4a perspective individual view of a brake,Fig. 5a front view of the brake of Fig. 4 in the standby position,Fig. 5a view of a brake liner,Fig. 6a perspective view of the brake of Fig. 4,Fig. 7a front view of the brake of Fig. 4 in the reverse positionFig. 8a front view of the brake of Fig. 4 with actuator back,Fig. 9a perspective individual view of the brake actuator in Fig. 4Fig. 10a perspective individual view of the actuator in the reverse position,Fig. 12a perspective view of the actuator in Fig. 11a view of the actuator in Fig. 12a perspective individual view of the brake in the reverse position,Fig. 11a perspective actuator in Fig. 10a view of the actuator in the reverse position,Fig. 12a perspective individual view of the actuator in the reverse position,Fig. 11a perspective individual view of the actuator in the reverse position,Fig. 12a perspective individual view of the actuator in the actuator in the reverse position,Fig. 11a perspective individual view of the actuator in the actuator in the reverse position, and 12a perspective of the actuator in the reverse position.

The figures show the same reference marks for identical parts throughout the figures.

Fig. 1 shows an elevator system 1 in an overview. Elevator system 1 is installed in a building and is used for transporting people or goods within the building. The elevator system includes an elevator cabin 2 which can move up and down along guide rails 6. Elevator cabin 2 is accessed from the building via doors. A drive 5 is only used to power and hold the elevator cabin 2. The drive 5 is located in the upper area of the building and the cabin 2 is suspended by means of 4 such as overhead cords or overhead wire rope to the drive 5. The carry cabin 4 is further directed to a drive 5 via the drive 5 to a drive 3. The same weight of the mass of the lift can be balanced so that the weight of the lift 2 or 5 may be placed in a position opposite to the weight of the lift. The weight of the lift 2 or 3 must also be placed in an uneven position in the opposite direction of the drive.

The lifting cab 2 is equipped with a braking device 10 which is suitable for securing and/or retarding the lifting cab 2 in the event of unexpected movement, overspeed or stopping. The braking device 10 is located below the cab 2 in the example: the braking device is electrically controlled (not shown). A mechanical speed limiter, as normally used, may therefore be omitted.

Fig. 2 shows the lifting system of Fig. 1 in a schematic view. The brake system 10 consists of two brakes 11, 11 a, an actuator 30 and associated connections 40, 40.1, 40.2. The two brakes 11, 11 a are preferably constructed in parallel and they act on the guide rails 6 on either side of the cabin 2 as required. This means that they are able to brake and hold the cabin 2 on the rails 6. The connections can be in principle made as traction or pressure connections. However, in general, connections in the form of actuator 30 have proven to be better, as this eliminates a risk of pulling out of the connections. Connections in the form of actuator 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 40, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50, 50,

The emergency lock 50 is also provided in Figures 1 and 2. The emergency lock includes a cable 51 which is connected below the lift cabin 2 to actuator 30 and there allows for the actuator 30 to be unlocked, as explained later. Above the cabin 2, in an easily accessible location, a hand crank 52 can be placed. This hand crank 52 can be used to transmit a traction force via the cable train to the 51 Bow actuator 30 if necessary. The crank 52 is normally kept away from the emergency lock so that only instructed persons can operate the emergency lock. The cable 51 is guided to the actuator 30 via necessary diversions (not shown).

The brakes can be installed above or below the cabin 2. Several pairs of brakes can also be used in a cabin 2. Of course, the brake system can also be used in a lift with several cabins, where each cabin has at least one such brake system. The brake system can also be installed at counterweight 3 if necessary or it can be installed in a self-propelled cabin.

Fig. 3 shows a load-bearing structure of a lift cabin 2 in a perspective view from below. On the left side of the load-bearing structure of cabin 2 is a first brake 11 and on the opposite side, in the figure on the right, is a second brake 11a. The two brakes are made in the same way. Between the two brakes 11, 11a, the actuator 30 is also made in cabin 2. The actuator 30 is made through two-sided connections 40, in the example, it is connecting rods, with the brakes 11, 11a. The connections 40 are preferably a single brake. This allows the actuator 10 to be set exactly to a width of cabin 2.

The actuator 30 is positioned horizontally in the cabin, so that it essentially centers itself in the force balance between the two brakes 11, 11a. This arrangement is also known as floating storage. The actuator 30 is arranged, for example, on horizontal slides or slide bars. A positioning device 44 (see Fig. 10 and 11) keeps the actuator 30 in a defined position with low force. In the example shown in Figure 3, the actuator 30 is placed outwards, which allows one side of the connections 40, for example, a first connection 40.1, to be prefabricated as standard and only the second mutual connection 40.2 to be adjusted to a dimension of the cab 2.

Figures 4 and 5 show an example of a brake 11 in the so-called standby or idle position. The brake 11 is in itself essentially symmetrical. Thus, in a brake housing 12 there are a left and a right brake back slide 13, 13a, a left and a right brake back 15, 15a, etc. The structure and function are explained below on the basis of only one side.

The brake 11 thus comprises the brake casing 12, the brake liner 13 with brake liner 15, a retractor 16 and a spring block 19.

In Fig. 5a, a brake beam 15 is shown in detail. The brake beam 15 has a first sub-area 15b. In this first sub-area 15b, the brake beam 15 is essentially circular or spiral in shape. The first sub-area 15b is provided with a rim to achieve good grip. The circular curve shape of the first sub-area 15b is designed so that a distance R of the curve to a bearing axis 17 increases continuously, as in a spiral, depending on a rotation angle W1, W2.The second sub-area 15c is designed to be a ceramic friction material applied to the brake body. In the example shown, the second sub-area 15c is integrated into the brake body 15 once and is made of hardened steel. The brake back has a thickness of approximately 15 mm to 30 mm, and the second sub-area 15c is made of steel.The brake shall be so designed that it can form an ideal brake coupling when engaged with the guide rail 6.

The brake base 15 is mounted on the brake base 13 via the bearing axis 17 and the brake base 13 has side plates 24 supporting the bearing axis 17. The brake base 15 is mounted on the bearing axis 17 via a rotary slip bearing 25. The brake base 15 can be rotated on the bearing axis 17 and can also be moved longitudinally within the area of the longitudinal hole 18.

A retractor 16 (see Figures 4 and 5) attaches to the brake bar 15 and draws the brake bar 15 into a horizontal position and simultaneously draws the entire brake bar slide 13 to a single contact. This contact is formed by the spring block 19. The spring block 19 contains several spring springs 20 which are pre-tensioned in the spring block 19 to a predefined pre-tensioning force. In this standby position, an air gap f0 of about 3 mm is obtained. This air gap is a free distance between the brake bar 15 and the guide bar 6.

The retractor - 16 is, as shown in Figure 6, a spring device 21, in particular a spiral spring, which attaches to the brake stem by means of a retractor and retracts it accordingly.

Typically, a retraction force applied by the retractor is approximately 40 N.

The brake 11 also includes a 22 supplier, which can, if necessary, supply the brake back slide 13 or the two brake back slides 13, 13a to the guide rail 6, thus lifting the air gap f0. The 22 supplier includes a 22b lever support, which is essentially fixed to one of the brake back slides 13a and has a support point for the first 22a lever. The first 22a lever is designed so that it can push 13 with one end on a pressure plate of the other brake back slide. The other end of the first 22a lever is provided by means of the 40 actuator block 30 seconds. Once one of the first 22a actuators pulls the air gaps in the corresponding direction, it creates a pressure gap of 19a, which is located between the two air gaps. The 13 and 13 bridge is placed in the opposite position, which is the position of the 13 and 13 back slide.

Figure 7 shows the brake in the same position, the brake linings 13 are pressed against each other so that the brake linings 15 are clamping the guide rail 6 and it is clear that the brake linings 13 are no longer attached to spring block 19 but that a gap is formed between spring block 19 and brake linings 13 corresponding to the air gap f0.

If the lifting cab 2 is stationary, the brake 11 remains in this position. If the service brake 22 is stationary, the brake linings 13, 13a can be directly retracted by the retractor 16 back to their position of standby and the cab 2 is thus cleared for a journey. However, if the cab 2 is moved unintentionally, the brake 11 automatically moves into the brake position.

In Figure 8, the cab 2 or brake 11 has now moved downwards in relation to guide rail 6. The brake rod 15 is now twisted by guide rail 6 or its guide rail surface on bearing axis 17 along the first sub-area 15b and now lies with the second sub-area 15c on the guide rail 6. Due to the increasing radius of the first sub-area 15b, the brake back slide 13 is pushed back. This eliminates the previous air gap f0 between brake back slides 15 and pressure spring block 19, and in the example the pressure gauge 19 is already retracted to a minimum area f2.

This allows the brake 11 to be brought into the rear position in a preventive manner at a stop and prevents it from slipping dangerously.

The brake 11 rolls over the rotating bearing of the bearing axle 17 along the long hole 18 and the brake back slide 13 is pushed back further according to the S1 increase in distance of the second part 15c. This further increases the tension of the spring block 19 until it reaches its final tension, corresponding to a spring f3. This spring f3 now has an associated recoil force which affects the brake of the lifting spring 2. The levers of the actuator or actuator 22 or 30 are designed so that they can be achieved by a free play or an elastic release of the spring.

In order to re-set the brake after the lift compartment 2 has been stopped, the cab 2 must be reversed, which causes the reverse reversal to occur, with the service device 22 being re-set before the cab 2 is re-set, thus keeping the brake liner 15 and the brake liner 13 directly in the standby position when the cab 2 is re-set.

The brake liner 15 is designed to perform the above-described transfer and reversal in both directions, resulting in springs f1 to f3 corresponding to the shape of the brake liner 15 or the design of the first and second sections 15b and 15c of the brake liner 15.

It is understood that the respective braking positions and conditions of the service system are recorded electrically or by position detectors, which are processed in a control and used as error information or for subsequent control of the lift.

Figures 10 to 13 show an example of an actuator 30 being used to operate a brake 11 as described in the previous figures. The actuator holds the brake 11 of an elevator cabin or the brake device in a standby position or in its idle position (see Fig. 11). This state is called the closed position of the actuator 30. The actuator 30 moves the brake 11 from standby to a reverse position if necessary. The actuator 30 also moves the brake 11 or a corresponding delivery device 22 back to a position that allows the brake 11 to be restored to standby. The actuator has 30 electrical interfaces which, for example, provide the corresponding control commands or actuate the brake in case of a power failure or a power failure and ensure a return of all the necessary voltage / current in case of a brake failure.

The actuator 30 shall comprise a force storage device 31, a restraint device 34, a back-up device 36 and one or two connecting points 37, 37a, respectively, connecting the actuator 30 to at least two brakes 11 and their service devices 22.

The actuator 31 is preferably a spring storage 32 supported at one end by a support point P3 in an actuator 30 housing and the other end by a contact point P2 against an actuator 33; the actuator 33 is rotatable in the housing by means of a rotation point P1 and the holder 34 holds the actuator 33 against the spring force of the actuator 31 in the closed position by means of a pin which grips a bar 34a, according to the British version of the 11th wheel.

The actuating lever 33 is connected to a first connection 40, 40.1 by a first connection 37 and to a second connection 40, 40.2 by a second connection 37a.

The stop device 34 contains an electromagnet 35 which holds the stop device 34 in the closed position. When the stop device 35 is turned off, the force storage 31 pushes back the clamp of the stop device 34 releasing the bar 34a of the actuating lever 33 (see Fig. 12). The force storage 31 pushes the actuating lever 33 into the back position, pulling the two connecting points 37, 37a in a projection. This means that in particular the connections 40, 40.1, as shown in Fig. 12, are essentially pulled back, so that the connecting points 40.1 to the respective actuating devices are pulled back by a force of approximately 22 800 Newton, or 22 800 Newton, respectively. This means that if the force of this force is applied in the opposite direction to the force of the actuating bridge, the force of this force can be determined in the direction of the bridge itself (see Fig. 6), and the force of this force is approximately equal to 22 800 Newton.

In the case of actuators, the advantage is that the lever spacing and the lever lines at the actuating lever 33, i.e. the P2 contact point of the force storage device 31 in relation to the P1 rotation point of the actuator 33 and the P3 support point of the force storage device 31 in the actuator 30 housing and to the connecting points 37, 37a, are arranged in such a way that when the actuator 30 is actuated, a substantially constant pull force is applied through an actuating lever in the connections 40; this is achieved, for example, by a lever spacing, which is determined by the P2 contact point and the P3 support line to the P1 contact point of the actuator 33 in the idle position 31, so small that it is compensated by a voltage decrease due to the rotation of the actuator 32, for example, by a voltage decrease due to the rotation of the spring.

The shape of the crank of the brake 34 and the bar 34a, a holding force of the electromagnet 35 and the force storage 31 are also conveniently matched so that when the electromagnet 35 is engaged the actuating lever 33 is held in the closed position and when the electromagnet 35 is switched off the force storage 31 can safely push the brake 34 back. In one implemented application the holding force of the electromagnet is typically 160 Newton. Such an electromagnet requires a small power of only about 2.5 watts. The brake device can therefore be operated with very low energy consumption.

Preferably, the restraint 34 is designed so that it is pushed into an open position after release, for example by an auxiliary spring, to prevent the restraint 34 from bouncing back.

The actuator has a dampening device 38 which has a dampening effect on the movement of the rail during the delivery. The dampening device 38 - which may be a hydraulic, pneumatic or magnetic dampening device - is preferably set to slow down movement at the end of the delivery route to dampen a final impact of the brake liners on the rail. This can reduce noise and also reduce impact on the material. The dampening device 38 has a dampening effect directly on the actuation lever.

The actuator can be re-set to its standby position after an operation, as shown in Figure 13. This re-set can be done automatically, for example by a brake control device, or manually. For example, in an automatic re-set, the brake control device or a corresponding safety unit, if a driving command is available, checks the condition of the system and, if it is positive, initiates a re-set command to the actuator. A manual re-set may be required if the brake unit has been activated due to a failure to turn the cabin off, for example, in an uncontrolled movement. This usually involves the intervention of a specialist who then re-establishes the actuator 30 manually, for example, by means of a manual or electrical device, for example, if no electrical discharge is available.

To restore the actuator 30 by means of the switch device, the actuator 30 has the back-up device 36. The back-up device 36 consists of a spindle drive with a drive motor 39 which drives a spindle 39a. The stop device 34 with an electromagnet 35 is drivable by means of the spindle 39a. To restore the stop device 34 is discharged by means of the spindle 39a and the handle of the stop device 34 grasps the triggered actuator lever 33 or the bar 34a. The electromagnet 35 then holds the stop device 34 back. By switching the drive motor 39 the stop device 34 with the actuator link 33 is now brought back into standby mode (the current is transmitted through Fig. 11). The lever is moved to the stop device 34 in conjunction with the actuator 35, while the stop device 34 is held in any position by means of a direct electrical charge controller, which can be used to ensure that the stop device 33 is in the correct position.

The process of setting back or moving the gear motor 39 is controlled by switch 41. A first switch 41 a detects the position of the stop device 34. If the electromagnet 35 has the stop device 34 on, the first switch 41 a is in the closed state. A second switch 41 b detects a position of the gear motor 39 or the spindle 39 a corresponding to the operating position. In the actuator 30 standby position according to Fig. 10 and 11, therefore, both switches 41 a, 41 b are closed.An open first switch 41 a with a simultaneously closed second switch 41 b means that the actuator 30 is engaged. For the backup, the spindle 39 a is turned off until the stop device 34 can be engaged, as described above. This is determined by the first switch 41 a, which re-steers the transmission motor 39 and thus pulls the transmission 34 with the actuator lever 33 engaged back into the standby position. Once the second switch 41 b is closed, this means that the standby position is reached and the transmission motor 39 is turned off. The transmission motor 39 is run with the 39 a stop device 34 with the spindle 39 a inhibition.

The arrangement of the switch 41 also allows safe movement, for example after a power failure, during the reset. For example, if both switches 41 are opened when the power failure occurs, the drive motor 39 is first driven back to the operating position. If a safety monitoring system gives a corresponding standby signal, but the first switch 41 a is still open, the reset of the actuator 30 can be automatically carried out according to the procedure described above or initiated.

Of course, the actuator's work stations can also be monitored with additional switches (not shown), so that control devices have appropriate status information.

The actuator 30 shown in Figures 10 to 13 and Figure 1 has an optional notch lock 50. This notch lock 50 allows the actuator 30 to be set back in such a way that a blocked lifting cab 2 can be manually unlocked if necessary. In the example, the second connection 40.2 is connected to a rope drum 53 by means of a pull chain 49. The rope drum 53 is connected to the hand crank 52 by means of the rope tow 51 (see Figure 1). The hand crank 52 is in the example on a roof of the cab 2 near a front shaft wall.the rope drum 53 is rotated so that the draw chain 49 connected to the rope drum 52 pulls the actuating lever 33 back via the second connection 40.2. This allows the actuator 30 to be repositioned at least to the extent that the brakes 11, 11a are released and the cabin 2 can be unlocked, i.e. moved out of a blocked braking position. After this unlocking, the hand crank 52 is re-discharged, which, advantageously by means of a spring integrated in the rope drum 53, turns the rope drum 53 back so that the train 49 is relieved. The position of the rope drum is advantageously controlled by a third switch 42.

In the idle position of actuator 30 as shown in Figures 10 and 11, the rope drum 53 is turned back and the rope train 51 and the draw chain 49 are also released. The draw chain 49 is loose so that it does not impede actuator 30 from being operated. The third switch 42 is not operated, which means that the key lock 50 is not operated.

In Fig. 12 and 13, the actuator 30 is actuated. Accordingly, the chain 49 of the emergency lock is essentially tense. If necessary, the connection 40.2 can now be pulled by pulling on the rope 51 by pulling on the rope. When the rope drum 53 is turned, a switch 42a of the switch 42 is pushed back.

For example, instead of the symmetrical arrangement shown with two brake backs 13, 13a and two spring blocks 19, 19a, only one side of the spring blocks 19 may be used, while the other side is, for example, rigidly supported, or a rigidly supported brake backslide may be opposed to a solid brake plate 13 supported on a spring block 19a.

The parts preferably used in the description of the actuator 30 such as the draw chain and draw rope can also be replaced by the professional with equivalent parts such as other draw or pressure equipment, or appropriate leverage systems can be used instead of rope drums and coils.

Alternatively, the connections 40, 40.1 can also be pulled against each other by using a lever system in the form of a rhombus. A force storage presses two opposite corners of the rhombus apart as needed. which inevitably pulls the two remaining corners of the rhombus together. The connections 40, 40.1 are coupled to these two remaining corners of the rhombus.

Claims (8)

1. Actuator for attachment to a lift cage (2) of a lift installation (1), and suitable for actuating a brake device (10) with at least two brakes (11, 11a), comprising:

   a force store (31),

   a holding device (34),

   a resetting device (36), and,

   for the purpose of connecting the actuator with the brakes (11, 11a), at least two connecting points (37, 30),

   wherein the holding device (34) holds the force store (31) and the connecting points (37, 37a) in a first operating position, corresponding with a readiness setting of the brakes (11, 11a),

   wherein, in case of need, in order to actuate the brakes (11, 11a) and bring them into a corresponding engaged setting, the force store (31) acts upon the connecting points (37, 37a),

   wherein, after actuation of the brakes (11, 11a), the resetting device (36) brings the force store (31), the holding device (34), and the connecting points (37, 37a) back into the first operating position again,

   wherein the force store (31), the holding device (34), and the connecting points (37, 37a) together act through an actuating lever (33), and this actuating lever (33) has a first connecting point (37),

   for connection with a first brake (11), and a second connecting point (37a), for connection of the actuator (30) with a second brake (11a), and

   wherein, further, the first and the second connecting points (37, 37a) are, at the actuating lever (33), arranged in such manner that, under the influence of the force store (31), the connections with the brakes are essentially drawn towards each other.
2. Actuator according to Claim 1, wherein a point of engagement (P2) of the force store (31) on the actuating lever (33) is arranged in such manner that, with respect to a fulcrum (P1) of the actuating lever (33) in the housing of the actuator (30), and with respect to a support point (P3) of the force store (31) in the housing of the actuator (30), upon actuation of the actuator (30), a tensile force, which remains approximately constant throughout an actuation stroke, arises in the connections with the brakes.
3. Actuator according to one of claims 1 or 2, wherein the actuator (30) has a damping device (38) which, upon actuation of the actuator (30), damps a movement process, and/or wherein the actuator (30) is arranged on the cage in horizontally movable, or floating, manner.
4. Actuator according to one of claims 1 to 3, wherein the actuator (30) further has an emergency unlocking means (50), which is manually actuatable, and which enables at least a temporary, manual resetting of the actuator into the first operating position.
5. Lift installation with a lift cage (2), which is arranged to be movable along at least one guiderail (6), and a brake device (10) which is attached to the lift cage (2), with at least two brakes (11, 11a), which, in case of need, interact with guiderails (6), and, for the purpose of actuating the brakes (11, 11a), with an actuator (30) according to one of claims 1 to 4.
6. Lift installation with a lift cage (2) according to Claim 5, wherein the two brakes (11, 11a) each contain at least a brake housing (12), a brake-shoe carriage (13, 13a), and a brake shoe (15, 15a), and wherein the brake shoe (15, 15a) is arranged rotatably in the brake-shoe carriage (13, 13a), and the brake-shoe carriage (13, 13a) is borne in the brake housing (12) in linearly displaceable manner between a readiness setting and an engaged setting.
7. Lift installation with a lift cage (2) according to Claim 6, wherein the brake shoe (15, 15a) contains a first sub-region (15b) and a second sub-region (15c), wherein, in the first sub-region (15b), the brake shoe (15, 15a) is arranged rotatably about a bearing axle (17), and in the second sub-region (15c), is arranged to be longitudinally displaceable perpendicular to this bearing axle (17).
8. Method of actuating a brake device (10) with at least two brakes (11, 11a), wherein, by means of at least two connecting points (37, 37a), an actuator (30) is connected with the brakes (11, 11a), wherein, for connection of the actuator (30) with a first brake (11), a first connecting point (37), and, for connection of the actuator (30) with a second brake (11a), a second connecting point (37a), is used, wherein, by way of an actuating lever (33), these two connecting points (37, 37a), as well as a force store (31) and a holding device (34) of the actuator (30), act conjointly, wherein, at the actuating lever (33), the first and the second connecting points (37, 37a) are arranged in such manner that, under the effect of the force store (31), the connections with the brakes are essentially drawn towards each other, wherein, by means of the holding device of the actuator, the force store (31) of the actuator (30) and the connecting points (37, 37a) are held in a first operating position, which corresponds with a readiness setting of the brakes (11, 11a), wherein, in case of need, the force store (31) of the actuator (30) acts on the connecting points (37, 37a) and, by this action, the brakes (11, 11a) are actuated and brought into a corresponding engaged setting, and wherein, after actuation of the brakes (11, 11 c), by means of a resetting device (36) of the actuator (30), the force store (31), the holding device (34), and the connecting points (37, 37a) can be brought back into the first operating position again.