Friction brake having at least one brake lever which is mounted on a solid body joint

A friction brake (1) for braking a rail-guided transport device (26), in particular a lift (elevator), having at least one brake lever (15) with a brake lining (4), which can be pressed against a rail (2) in order to brake the transport device (26), and with an actuator (6) for actuating the at least one brake lever (15). According to the invention, a solid body joint (36) is proposed, which has at least one web (37) to which a brake lever (3) is fastened, wherein the web (37) twists about the longitudinal axis (38) thereof when the brake lever (3) performs a pivoting movement. Moreover, according to the invention, means (42, 42′, 50, 52) are provided, which limit or prevent deflection of the web (37) in the lateral direction (x).

The invention relates to a friction brake according to the preamble of claim1and in particular to an electromagnetic friction brake for elevators.

Friction brakes known to the prior art such as those used for braking elevators, for example, comprise two oppositely arranged brake levers which are pressed against an interposed element, e.g. a brake rail, by means of an actuator, e.g. an electric motor. Such friction brakes have been on the market for a long time and although they are in principle perfected, they tend to squeak or jerk when the brake linings are applied to the element being braked. The resulting vibrations and noises are generally perceived as annoying and are unacceptable, especially in elevator technology.

Examples of friction brakes with two opposite brake levers, which are mounted on a solid body joint, are known from DE 29 10 118 A1, DE 10 2011 000 720 A1, or DE 10 2011 053 178 A1.

DISCLOSURE OF THE INVENTION

The object of the present invention is therefore to create a friction brake, in particular for elevators, which in normal operation works more smoothly, without annoying jerking movements or jolts. The friction brake of the invention can thus fulfill the function of a service brake and/or an emergency braking device.

According to the invention, this objective is achieved by the features listed in claim1. Other embodiments of the invention emerge from the sub-claims.

According to the invention, a friction brake for braking a transport device, in particular an elevator, is proposed, which comprises at least one pivot-mounted brake lever with a brake lining as well as an actuator for actuating the friction brake, wherein the at least one brake lever is elastically suspended by means of a solid body joint. According to the invention, the solid body joint comprises at least one web to which the brake lever is fastened, wherein the web twists about its longitudinal axis when the at least one brake lever performs a pivoting movement. So that the solid body joint will not deviate in the lateral direction (clamping or releasing direction) or deflect laterally when the brake is actuated, the friction brake of the invention further comprises means or at least one element which limits or prevents a lateral deflection of the solid body joint.

The web is fastened on one or on both ends and preferably has a self-supporting section. The web structure can for example be laminated, i.e. formed out of one or more layers.

According to a preferred embodiment of the invention, the web has at least one narrower section with a smaller cross-section in which the torsional motion occurs.

The aforementioned element can comprise, for example, a lateral stop against which the solid body joint or the brake lever abuts when the brake is actuated and which thus limits the extent of lateral deflection. The lateral stop can be arranged directly adjacent to the solid body joint, for instance a web or a leaf spring, or at a slight distance of, say, a few millimeters, from the solid body joint. If the stop is arranged at a distance from a web, this has the advantage that the torsional motion of the web is not prevented. When the brake is actuated, however, the web will deflect slightly. When the stop is arranged directly adjacent to the web, however, the web will not deflect because it is already resting on a contact surface of the stop.

Said lateral stop can have a plate-shaped configuration, for example. However, it could also be configured as, say, a strut.

According to a specific embodiment of the invention, the lateral stop is part of a bracket that surrounds, for example, two struts or joint elements of a solid body joint arranged parallel to and at a distance from one another. The bracket is preferably dimensioned such that the two joint elements or webs can twist or bend freely and do not abut with the inner side of the bracket until the brake is actuated.

Alternatively or additionally, the elements can also comprise a connection element which connects the solid body joint, e.g. a web, to another component. The solid body joint is then mechanically coupled via the connection element to the other component, making it more rigid overall. The connection element can be configured as a strut or a bridge, for example.

In a solid body joint with two webs arranged parallel to one another, the connection element can be configured as, say, a type of cross-strut that connects the two webs to one another. The two webs are thus coupled together as a unit. The connection element can be an integral component of the solid body joint, for example. However, it can also be a separate component that is fastened subsequently to the two webs in order to couple the latter to each other.

According to a preferred embodiment of the invention, the solid body joint comprises at least two webs arranged parallel to and at a distance from another, with a brake lever fastened to each one, wherein the solid body joint is configured as a single piece. The solid body joint can have the shape of a frame, for example. The frame is preferably plate-shaped.

According to a specific embodiment of the invention, the at least one web can have at least one lateral recess. By means of this measure, the internal stress distributions in the solid body joint can be positively influenced such that internal stress peaks can be reduced, wherein the solid body joint deflects to a lesser extent. However, the web could also be completely interrupted, for instance in the center. In this case, two freely supported web parts (e.g. each measuring approximately half of the total length) would be situated of opposite sides of the gap thereby produced.

The solid body joint of the invention preferably has a laminated construction.

The twistable webs of the solid body joint are preferably configured in such a way that, in the released state of the friction brake, they pretension the brake lever or levers in the direction of release. Thus, even in the released state, the at least one brake lever is subjected to a force that tries to move it away from the braked element.

According to an embodiment of the invention, the solid body joint is arranged together with other components in such a way as to give rise to an enclosure, wherein the solid body joint forms a part, e.g. a lateral surface, of the enclosure. The other components of the enclosure can comprise, for example, another solid body joint, one or more frame parts, and/or one or more wall elements.

According to a preferred embodiment of the invention, the enclosure comprises at least two solid body joints which form, for example, opposing sides of the enclosure.

The enclosure can be used, for example, for housing various components of the transport device and/or of the brake in a protected manner. In this manner it is possible to dispense with, for example, individual component housings so that the weight of the transport device can be reduced.

In this context, the term “transport device” is understood to mean all devices that are moved along a solid track, e.g. a guide rail. The term refers in particular to devices suited for transporting people or goods, either horizontally or vertically, and in particular to elevators, elevator cabs, conveyor paddles, conveyor systems, paternoster lifts, elevator cages, lifts, conveyor racks, lifting platforms or lifting systems, etc.

According to a specific embodiment of the invention, the friction brake comprises a brake caliper formed from two opposing brake levers, which grasps an interposed rail. At least one of the brake levers is pivot-mounted so that the brake lining, which is connected to the brake lever (via a brake shoe, for example), can be applied to a rail.

The elastic suspension is preferably designed such that the brake is held in a stable position in the non-actuated state on the one hand and such that the brake lever can be slightly deflected in the direction of movement of the transport device (or in the opposite direction, respectively) during the braking process on the other. The braking performance of the friction brake can thus be further optimized.

The elastic suspension and/or the solid body joint can also comprise a spring, e.g. at least one leaf spring. According to a specific embodiment of the invention, for each brake lever provision is made of a spring that engages with the respective brake lever. In this case the function of elastic suspension and the function of mounting the brake lever can be combined in a single component. The brake levers of a brake caliper can either be suspended individually or together.

The solid body joint, the suspension or its springs are preferably pre-tensioned in the direction of release of the friction brake. As a result, a force or a torque that facilitates the release of the brake linings from the friction surface acts on each of the brake levers.

In addition to their elastic suspension, the individual brake levers can also be pivotally mounted by a solid bearing. With this measure, the pivotal brake levers can pivot about a specified pivot axis. In a specific embodiment of the invention, for example, the brake lever is pivotally mounted on an end opposite the brake lining.

The brake levers are preferably mounted pivotally about parallel axes. The distance between the parallel pivot axes is preferably greater than zero, although identical pivot axes are also possible. This enables the bearing forces that arise in the direction of clamping during braking to distribute themselves evenly and cancel each other out and thus prevent an undesired lateral buckling of the elastic suspension.

In the case of an embodiment with brake calipers, provision can be made of a brake bridge between the opposing brake levers, which absorbs the clamping force arising during the braking process. The brake bridge is preferably suspended in a self-supporting manner by means of the elastic suspension. If the individual brake levers have (solid) bearings, they can be arranged, for example, on opposite sides of the brake bridge.

Provision is made of an actuator for actuating the friction brake. The friction brake of the invention further comprises a spring assembly, which pre-tensions at least one brake lever in the direction of the rail and is capable of automatically closing the brake, as well as a control that controls the actuator during the braking process in such a way that a clamping movement induced by the spring assembly is damped, at least in phases. By damping the clamping motion, less shock and vibration is introduced to the transport device. The brake therefore operates more smoothly and makes fewer objectionable squeaking noises.

According to a preferred embodiment of the invention, the actuator is controlled in such a way that the brake lining or linings are applied to the rail at a speed comparatively lower than they would be without the intervention of the actuator. The gentler application of the brake linings substantially improves the braking behavior of the friction brake.

In an initial phase of the clamping motion, the actuator is preferably controlled such that the brake lining or linings move faster towards the rail than they would without its support. This results in the earlier onset of the braking effect from the friction brake. In a subsequent second phase, the clamping movement is then preferably damped. The switch between the supporting and the damping operation of the actuator can take place, for example, when the brake lining or linings have crossed the clearance and come in contact with the rail. The switch can also occur either shortly before or after this point in time.

According to a preferred embodiment of the invention, the actuator is operated such that the clamping force increases essentially linearly during nearly the entire course of a braking process.

For example, the actuator can be fastened to a brake lever and can actuate at least one of the opposite brake levers in both the clamping and release directions. For releasing the brake, the actuator moves the brake levers apart, whereby the actuator loads the spring accumulator and the spring accumulator is recharged with potential energy. For holding a specific braking position, the actuator applies a constant force to the brake lever. For clamping, the actuator reduces its power, the clamping movement being effected by the pre-tensioning of the spring assembly.

According to a preferred embodiment of the invention, the brake comprises an adjustment mechanism with which the clearance of the friction brake and/or the pre-tensioning force of the spring assembly can be adjusted.

The friction brake of the invention preferably comprises an emergency braking device with which the friction brake can be automatically engaged in an emergency. The emergency braking function is preferably effected by the spring assembly. Emergencies are situations in which the proper operation of the system on which the brake is installed cannot be ensured, for instance the failure of the actuator in the event of a power outage or rupture of the cable by which the elevator cabin is suspended.

The emergency braking device preferably functions according to the following principle: If the electromechanical actuator stops working because of a power outage, it is no longer able to exert any force against the clamping force of the spring assembly. The spring assembly can thus press the brake shoe or shoes with the brake lining(s) against the rail, thereby automatically braking the transport device.

To this end, the spring assembly is configured such that it is able to bring the transport device from maximum speed or acceleration to a standstill regardless of the loading state, in particular even when it is fully loaded.

According to a specific embodiment of the invention, the friction brake can comprise a damping element that projects beyond the brake lining towards the rail. In this manner it is possible to keep the brake linings from rubbing on the rail and generating vibrations when the brake is open. Furthermore, the damping elements ensure an even distribution of the clearance between the brake linings and the element being braked. Moreover, the application of the brake linings to the element being braked or the rail is damped.

The actuator and the spring assembly can have a common housing, which can be mounted directly on a brake lever, for example.

The friction brake of the invention can be mounted on an elevator cab or on the counterweight of the elevator, for example.

EMBODIMENTS OF THE INVENTION

FIG. 1shows a schematic view of a friction brake1with a clamping mechanism15, which in this case comprises two pivotal brake levers3. On a forward section, the brake levers3each have a brake shoe (not shown) with a brake lining4. The brake linings4are preferably mounted on the brake shoes in a replaceable manner. Between the two brake levers3passes a friction element2(a guide rail in the present exemplary embodiment), which extends in a direction of movement (z direction) and to which the brake linings4can be applied in order to exert a braking force. The clamping mechanism15or the brake levers3thus form(s) a brake caliper, which grips the guide rail2from opposite sides. Alternatively, instead of the guide rail, the friction element2can be configured as a separate rail provided for the brake.

In the illustrated embodiment, the brake1is realized as an elevator brake with which the passenger cabin25(seeFIGS. 2 and 3) of an elevator is braked. The brake1is mounted on a frame20of the passenger cabin25(seeFIG. 2) and moves up or down with the passenger cabin25, respectively, in the z direction. The guide rail2is fastened onto a wall24of the elevator shaft14. Pressing the brake linings4against the guide rail2generates friction that decelerates the passenger cabin25.

The brake1is suspended from the frame20of the passenger cabin25in a self-supporting manner by means of an elastic suspension5. The elastic suspension5is advantageously produced as a solid body joint.

In this case, the solid body joint comprises two springs11, which each attach to one of the brake levers3. The springs11are advantageously pre-tensioned in the direction of the open position of the brake1so that they facilitate the release of the brake1.

As can be discerned inFIG. 1, on end of each brake lever3opposite the brake lining4, provision is made of a bearing12about which the brake levers3are pivotally mounted. The two bearings12are connected to one another via a brake bridge13, which absorbs the forces arising during braking in the clamping and/or in the release direction (x direction). The brake bridge13can be a metal piece, for example.

In this case, the friction brake1is operated by means of two actuators, specifically by means of a spring assembly8and an electric motor6. The spring assembly8can comprise, for example, several leaf springs; the electric motor6can be, for example, a brushless direct current motor.

The spring assembly8actuates a first anchor pull16, which comprises an axle31that extends essentially in the clamping or release direction, respectively (x direction). In each brake lever3, provision is made of a through-hole17through which the axle31is guided, wherein it projects outwards on both sides of the brake caliper. The spring assembly8is fastened on the end of the axle31shown on the right in the drawing and is braced against the right brake lever3. The shaft31is secured on the other side of the brake caliper by a nut7.

The spring assembly8is pre-tensioned and exerts a force F that closes the brake1. The spring assembly8is thus capable of automatically braking the elevator or keeping it stationary in all operating states, in particular, even when it is loaded to maximum capacity.

In this embodiment, the friction brake1comprises a second anchor pull35, which is actuated by the electric motor6. The second anchor pull35comprises a shaft9, which is driven by the electric motor6and extends essentially in the clamping or release direction, respectively (x direction). The shaft9passes through an opening17with an inner thread provided in the brake lever3shown on the left and is rotatably mounted by means of a bearing30on its end opposite the electric motor6. The shaft9has, at least in the vicinity of the opening17, a corresponding outer thread that engages with the inner thread of the opening17. Depending upon the rotational direction of the shaft9, the distance10between the two brake levers3can be either increased or decreased.

Alternatively, the shaft9can be configured as a ball-screw drive, which converts the rotary motion of the motor into an axial longitudinal motion. For this purpose the bearing30can be configured as a nut so that the right brake lever3is actuated. The motor6can be fastened to the left brake lever3via the linkage29.

The electric motor6is controlled by a control unit32. In the illustrated open position of the friction brake1, the electric motor6must be operated at a certain power in order to hold the friction brake open against the force of the spring assembly8. To execute a braking process, the motor power is reduced so that the opposite brake levers3move towards one another and the brake linings4are pressed against the guide rail2. In doing so the clamping movement induced by the spring assembly8is damped, at least in phases, by the electric motor6so that the brake linings4close against the guide rail2at a lower speed than they would without the engagement of the electric motor6. Vibrations of the transport device can be lessened by the gentle application of the brake linings4. Furthermore, the elastic suspension5of the brake caliper likewise helps improve the braking behavior.

Over the course of the operation of the friction brake1, the clearance or the clamping force acting in the engaged state of the brake, respectively, can change as a result of wear. The freeplay and/or the clamping force can be adjusted by an appropriate actuation of the nut7. In this case the nut7is a component of an adjustment mechanism with which the distance10between the two brake levers3can be decreased or increased. In an advantageous manner, the travel of the brake levers thus remains constant and as a result the spring accumulator applies a uniform pressing force to the brake levers in the engaged state of the brakes.

As an alternative, the adjustment device could also be provided on the brake bridge13. In this case, for example, the distance between the two bearings12would be alterable.

As an alternative, provision could be made of just one anchor pull, which is actuated by both the spring assembly8and by the electric motor. In this case, for example, the spring assembly8could be arranged between the electric motor and the closest brake lever3.

Along with its function as an actuator device for the friction brake1in normal operation, the spring assembly8also simultaneously functions as an emergency braking device with which the brake can be braked in an emergency such as a power outage or rupture of the elevator cable. If the electric motor6stops working during a power outage, it can no longer restrain the clamping force exerted by the spring assembly8and the friction brake1engages automatically as a result. In this case the shaft9must be designed as non-self-locking and must be able to rotate in response to the clamping force exerted by the spring assembly8in order to allow the brake levers3to close.

In other emergencies such as a cable break, the friction brake1can be engaged faster and with greater force by a joint actuation of the brake by means of the spring assembly8and the electric motor6.

FIG. 2shows a view from above of an elevator passenger cabin25in an elevator shaft14. The passenger cabin25comprises a frame structure20constructed from, for example, a welded metal frame, which is suspended centrally at a connection point18on a cable22(seeFIG. 3). The actual cabin25is arranged in the interior of the frame structure20, wherein damping elements21that provide better riding comfort are arranged between the cabin25and the frame structure20. The passenger cabin25can be entered and exited via a sliding door19.

The passenger cabin25is guided in its direction of movement (z direction) by two guide rails2a,2b, which extend in the z direction on opposite sides of the cabin25. The passenger cabin25is provided with a brake1on each guide rail2a,2bside, as shown inFIG. 1. The elevator is thus guided along the guide rails2a,2band can simultaneously be braked.

FIG. 3shows a side view of the elevator ofFIG. 2. As can be discerned, the brakes1are arranged in a bottom region of the frame structure20, wherein provision is made of a stop23on each of both sides of each brake1.

Owing to the elastic suspension5of the brake levers15, during a braking process the latter are deflected slightly by the guide rail2. When the passenger cabin25goes up, the brakes1are deflected downwards (i.e. against the direction of movement of the passenger cabin25), and vice versa. In order to restrict this movement of the brake levers15and in particular to prevent the elastic suspension5from buckling excessively or even breaking, several stops23are provided here, which are each arranged at a slight distance from the brake levers15. If the braking forces acting on the brakes1are strong, the brake levers15come into abutment with the lateral stops23and their movement is thus restricted. Here the stops23are fastened onto the frame20.

The rigidity of the suspension5of the brake levers15and the position of the stops23are preferably adjusted in relation to each other in such a way that the brake levers3or the brake linings4only come into abutment with the stops23during heavy braking, but not during weaker braking.

FIG. 4shows a side view of the brake1ofFIG. 1in a plane perpendicular to the plane of the drawing. The brake1illustrated here comprises several damping elements24and24′ made of an elastic (e.g. rubber-like) material.

The damping elements24are each fastened onto the brake levers3(or brake shoes (not shown)) laterally to the brake linings4and project in the clamping direction (x direction) past the brake lining4towards the guide rail2. In the exemplary embodiment illustrated, one damping element24is provided per brake lever3. However, more damping elements24per brake lever3can also be provided.

The damping elements24essentially serve to keep the brake linings4from scraping on the guide rail2in the released state of the brake. Furthermore, the damping elements24ensure uniform clearance (play) between the brake linings4and the guide rail2.

The damping elements24or24′ can be made of a rubber-like material or contain such a material. The elasticity of the damping elements24is preferably set such that the force needed for engaging the brake1is not substantially greater than it would be without damping elements24.

The damping elements24′ are likewise fastened onto the brake levers3laterally to the brake linings4. However, they project past the brake levers3in the direction of the stops23(z direction). An impact of the brake levers3against the laterally arranged stops23can thus be damped.

Optionally, it is also possible for the damping elements24′ to be arranged on both sides of the brake linings4. Provision can be made of one or a plurality of damping elements24′ per side.

FIG. 1shows another embodiment of the damping elements24, in which a damping element27is fastened onto the brake lever3by means of an elastic element28.

FIG. 5ashows the progression of the clamping force F over time during a braking process of the friction brake1. The characteristic curve A shows the progression of the clamping force during a braking process that is effected solely by the spring assembly8. The characteristic curve B shows the progression of the clamping force during a braking process in which the spring assembly8and the electric motor6are both engaged.

The braking process starts at a point in time t0; the clearance is overcome at the point in time t1Aor t1B, respectively, and the brake linings4are applied to the guide rail2. As can be discerned, this state is reached faster in a braking process with electric motor support (characteristic curve B) than it is in a braking process without electric motor support (characteristic curve A). This is achieved by the fact that at the start of the braking process, the electric motor6is driven in the clamping direction so that the brake levers3move towards the guide rail2faster.

After the brake linings4contact the guide rail2, the clamping force is increased essentially linearly by controlling the motor6accordingly until a nominal clamping force FNOMis reached and is then held at this level. In contrast, in a purely mechanical braking driven by the spring assembly8, the clamping force F builds up faster, causing the brake linings4to impact the guide rail2with greater force. In the center area, the characteristic curve A shows a clearly greater slope. The brake levers3consequently start to vibrate, which is the cause of squeaking noises or jerky movements.

Upon reaching the nominal clamping force FNOMin the case of characteristic curve A without electric motor support, the clamping force is overshot owing to the inertia of the brake levers and the brake linings. In the case of characteristic curve B however, this overshoot can be effectively prevented through the interaction of the actuator6and the spring assembly8.

FIG. 5bshows the temporal progression of the travel path s of the brake levers3during the braking, wherein the characteristic curve A′ shows the progression without electric motor engagement and the characteristic curve B′ shows the progression with electric motor support.

As can be discerned, the brake levers3move over nearly the entire travel path SNOMat an essentially constant speed, whereas in an initial phase in a purely mechanically driven braking A′, the brake levers3at first move more slowly and then much faster than in characteristic curve B′. At the point in time t1Aor t1B, respectively, the clearance of the brakes is overcome and the brake levers3come into contact with the guide rail2. The travel path s on which the brake linings4come into contact with the guide rail2is indicated with a dashed line34. In this state the speed with which the brake linings4impact the guide rail2is considerably less in characteristic curve B′ than in characteristic curve A′. Characteristic curve A′ has a distinctly greater slope than characteristic curve B′. Therefore, according to characteristic curve B′, the jolt caused by the impact of the brake linings is likewise less intense.

In purely mechanically driven braking (characteristic curve A′), the speed of the brake levers3eventually decreases because the spring assembly8loses tension. According to characteristic curve B′ on the other hand, the brake levers3are still being driven at a constant speed and cover the nominal travel path SNOMsooner than in characteristic curve A′.

By properly controlling the electric motor, it is thus possible to cushion the clamping movement of the brake levers3induced by the spring assembly8and in particular to apply the brake levers3to the guide rail2with a lower speed. If the electric motor6is controlled in such a way that the brake levers3move comparatively faster, at least in an initial phase of a clamping movement, it is possible to achieve a desired nominal clamping force in the same time or even sooner than with purely mechanically driven braking.

Along with its function as a service brake and an emergency brake, the brake illustrated inFIGS. 1 through 4can also be used as a safety brake with which it is possible to prevent undesired movements of the passenger cabin25, such as those that occur during the boarding or exiting of passengers. For example, the brake1can be engaged by the control32while the elevator is at a standstill. Furthermore, the elevator brake1can also be used for maintaining a specific speed profile at the top or bottom end of the shaft or for ensuring that a safety space needed for performing maintenance work, for example, is maintained above or below the elevator cab. To this end, the motor6of the brake1is controlled accordingly by the elevator control32.

FIG. 6shows a perspective view of a friction brake1according to a second embodiment of the invention. The friction brake1comprises two oppositely arranged, pivot-mounted brake levers3, of which only one brake lever3is illustrated for the sake of clarity. The brake levers3are elastically suspended by means of a special solid body joint36. In this case the solid body joint36has two parallel webs37, onto each of which a brake lever3is fastened by means of, say, a screw connection.

In each case, the webs37are fastened at their two ends and have a self-supporting section in the middle. In the vicinity of each web end, provision is made of a constricted section39where the webs37can twist. When the brake levers3perform a pivot movement in the clamping or release direction (x direction) in response to an actuation of the brake1, the webs37twist about their longitudinal axes38. This causes an internal stress which acts as a spring and attempts to return the brake levers3to their original position to build up in the solid body joint36. In other words the solid body joint36has the properties of a mechanical spring.

In this case, the webs37are connected to each other and thus form a single-piece solid body joint36. The solid body joint36, including the webs37, can be made of metal, for example. In a particular embodiment, the solid body joint36can be configured as a laminated construction.

The solid body joint36and the webs37are preferably designed such that they do not exert any force on the brake levers3in the open position of the friction brake1. As an alternative, however, they can also be designed in such a way that they pre-tension the brake levers3in the release direction when the brake1is in the open state.

The distance between the parallel pivot axes38is preferably greater than zero. As a result, the bearing forces that arise in the clamping direction during braking are evenly distributed and can cancel each other out, thus avoiding an unwanted lateral buckling of the elastic suspension5.

The elastic suspension5or the solid body joint is furthermore designed such that the brake1is held in a stable position in the unactuated state on the one hand, and the brake levers3during a braking process can be deflected slightly against the direction of movement of the transport device on the other. This is achieved here by a certain elasticity of the solid body joint36.

FIG. 7shows the bottom area of a passenger cabin25with two brakes1a,1b, wherein one brake1aengages on the left guide rail2aand the other brake1bengages on the right guide rail2b. In this manner, the braking forces can be distributed evenly on the left and right so that, for example, a tipping or lopsided pulling of the passenger cabin25can be avoided during a braking process. It is also possible to use more than two brakes, but when doing so it is necessary to ensure that the sum of the braking forces is as evenly distributed as possible on the left and right.

For fastening the brakes1aand1bonto the passenger cabin25, use is made of an upper48and a lower frame part49, wherein the upper frame part48is rigidly connected to the frame20of the passenger cabin25. As an alternative, the brakes1aand1bcould also be fastened on top of the passenger cabin25. The two brakes1aand1bcomprise a solid body joint36aand36b, respectively, which are oppositely arranged. The solid body joints36aand36bcan either be mounted directly or indirectly, by means of another component, on the frame parts48,49or optionally also on other components.

In the illustrated embodiment, for fastening the solid body joints36a,36bprovision is made of a plurality of screws (not shown), which are screwed into corresponding threaded holes41in the solid body joint36and in the frame part48/49, respectively. The solid body joints36a,36bcan also be fastened by means of an additional structural element47, which, for example, can have ribs for bracing the connection. In the illustration ofFIG. 7, the right solid body joint36bis fastened onto the structural element47, whereas the left solid body joint36ais joined directly to the frame part48and/or49.

The solid body joints36a,36bare arranged oppositely at a distance from each other and either alone or together with the upper and/or lower frame section48,49form a (partially open) enclosure44, which is outlined in a boldface dashed/dotted line for clarity. The lateral surfaces of the enclosure44are formed by the solid body joints36a,36band optionally other components.

The interior space delimited by the enclosure44can be used for integrating and/or protecting individual components of the brake, for example. For example, the drive45of the brake could project, at least partially, into the space and/or be fastened therein. It is also possible to integrate the control46of the brake into this space. Components needed for the elevator system such as sensors or control units can also be integrated into this space. The enclosure44can therefore be used as a housing for diverse components. Hence an additional component housing can be dispensed with, thus lessening the weight of the transport device26.

For bracing and/or compartmentalizing the enclosure44, provision can be made of one or a plurality of (partition) walls53. In this manner, the at least partially enclosed space can be subdivided into (separate) subspaces44aand44b. In other words, the space can be composed of several subspaces44aand44b.

In order to enclose the space further, additional components (e.g.47,50) can be mounted on the aforementioned components (e.g.36a,36b,48,49), as shown inFIGS. 7 and 9. As an alternative or in addition to the fastening of the solid body joint36onto the upper frame part48,49, the solid body joint36can be fastened onto the side enclosing element (50). The aforementioned components36a,36b,47,48,49,50can be used as such for enclosing the space44. This gives rise to an at least partially enclosed space44that is formed from the at least two oppositely arranged solid body joints36a,36band from an upper enclosing element48and/or a lower enclosing element49and/or a side enclosing element50. In other words, the space44can thus be delimited or enclosed on all sides.

Furthermore, the frame20and the upper and/or lower enclosing elements48/49can be configured as one piece. Furthermore, the upper and/or lower and/or lateral enclosing elements can also be configured as one piece, for instance as a U profile.

The brake levers3mounted on the solid body joint36advantageously should not buckle under the forces exerted upon engaging the brake1. In other words, the pivot axes38of the solid body joint36should always run parallel to one another. As indicated inFIG. 8, however, when the brake levers3engage and generate a heavy load, the webs37of the solid body joint36can bend laterally (i.e. in the release direction) in such a way that the pivot axes38′ deflect and no longer run parallel to each other.

According to the invention, the friction brake1therefore comprises means or elements (e.g.42,50,52) that limit or prevent a lateral deflection of the solid body joint. In the embodiment illustrated inFIG. 9, these means each comprise a lateral stop50against which the web37in question abuts when the brake is actuated. The stop50thus limits the extent of lateral deflection.

The lateral stop50can be arranged directly adjacent to the web37or at a slight distance of, say, a few millimeters from the web37. If the stop50is arranged at a distance from the web37, the twisting motion of the web37will not be hindered. However, the web37will deflect slightly when the brake is actuated. On the other hand, if the stop50is arranged directly adjacent to the web37, the web37will not deflect because it is already in abutment with a contact surface of the stop50.

Because the lateral stops50do not have to fulfill any other functions (e.g. twisting), they can be configured sufficiently rigid so as not to bend under the influence of lateral forces.

The lateral stop50is plate-shaped here, but it could also be configured as a type of strut, or rod. The lateral enclosing element50is advantageously used as a lateral stop50.

InFIG. 9, the webs37have a special recess51, which narrows the cross-section of the webs37in a middle section, said cross-section being decisive for deflection. A positive influence is thus exerted on the force distribution and/or the internal stresses in the web37. Optionally, provision can also be made of a plurality of recesses51. In addition, the lateral stop50can also have one or a plurality of recesses. Connecting the stops50to the upper and/or lower enclosing elements48,49conveys additional stability.

FIG. 10shows a second embodiment of the element for preventing or limiting a lateral deflection of the webs37. In this case, the latter comprise a bracket52, which holds two webs37arranged parallel to and at a distance from each other. The bracket52is preferably dimensioned such that both webs37are free to twist and do not abut with the inner side of the bracket until the brake is actuated. However, the bracket could also be designed in such a way that the webs37are already in abutment with the inner surface of the bracket52in the unactuated state.

The bracket can engage in, for instance, a recess51(seeFIG. 9) of the webs37. In this manner it is securely positioned on the webs37and cannot slip or detach. Advantageously, the bracket52grips the webs52approximately in the middle, which is where the lateral deflection is the largest.

Provision of the bracket52can also be made in addition to the stops50and/or other means.

FIG. 11shows a third embodiment of the means for preventing or limiting a lateral deflection of the webs37. In this case the latter comprise one or a plurality of connecting elements42,42′ in the form of cross-struts or bridges that connect the webs37to one another on their self-supporting sections. The connecting elements42thus constitute an integral component of the solid body joint36and are advantageously configured such that they only marginally restrict the twisting motion of the webs37about the pivot axis38.

As an alternative, the connecting element42′ could also be configured as a separate structural element that is subsequently fastened to the webs37. For example, the connecting element42′ can be configured as a thin plate that allows a twisting motion of the webs37but prevents a lateral deflection. For example, the separate structural element can be bolted, glued, or welded to the webs37. If hollow spaces40arise between the two webs37, the former can be filled with an elastic sealant such as silicone.

As an alternative or in addition, provision can be made of a connecting element42that connects one web37to another component such as the lateral stop50. In this case the web37would be mechanically coupled to the other component via the connecting element42, which would make the web37more rigid overall.

Furthermore, a combination of several means can be used for bracing the webs37. For example, the lateral enclosing elements50, the bracket52, and also the brace elements42(e.g. cross-struts) can be used in any combination for preventing the lateral deflection of the struts37.