Patent Description:
Elevator systems may be configured with an electronic safety actuator as an alternative to the typical, centrifugal governor. In such electronic safety actuators, a bi-stable magnetic actuator is used to engage the safeties, and thus enable stopping of an elevator car. The actuators for such systems must be configured to survive thousands of actuations throughout a product life. Designing an electronic safety actuator that survives these repeated actuations is very challenging. Due to the repeated operations, wear and fatigue may occur to various parts of the electronic safety actuator. For example, an electromagnet assembly of an electronic safety actuator can experience fatigue failures in coils and lead wire connectors associated with the electromagnet. Additionally, the mounting configuration of such components and the resulting wear and environment of such mounted components can lead to shearing of metal flanges or other static components. Accordingly, an improved electronic safety actuator is desirable. <CIT> discloses an electromagnetic actuating device having armature means, which are designed to activate an actuating partner. <CIT> discloses an electromagnetic actuator comprising an actuating element which can be displaced by means of two electromagnets facing each other. <CIT> discloses a holding magnet with a magnet body that has a magnet body core made of a ferromagnetic material which is surrounded on several sides by a corrosion-resistance casing made of stainless steel. <CIT> discloses a selectively operable safety brake including a magnetic brake operably coupled to a rod and disposed adjacent to a metal component.

In accordance with a first aspect of the present invention, there is provided an encapsulated component as defined by claim <NUM>.

Further embodiments of the encapsulated components may include that the component assembly is an electromagnet assembly.

Further embodiments of the encapsulated components may include that the component assembly is a magnet assembly.

Further embodiments of the encapsulated components may include that the encapsulating body includes a shell defining a cavity, wherein the at least some parts of the component assembly are housed within the cavity.

Further embodiments of the encapsulated components may include a material surrounding the at least some parts of the component assembly and filling the cavity.

Further embodiments of the encapsulated components may include that the encapsulating body is formed of a non-magnetic material.

Further embodiments of the encapsulated components may include that the component assembly includes a ferrite core.

According to a second aspect of the present invention, there is provided an electromechanical actuator as defined by claim <NUM>.

Further embodiments of the electromechanical actuators may include that the electromagnet assembly includes a ferrite core.

Further embodiments of the electromechanical actuators may include that the magnet assembly comprises a permanent magnet and a toothed block.

Further embodiments of the electromechanical actuators may include that the encapsulating body includes a shell defining a cavity, wherein the at least some parts of the component assembly are housed within the cavity.

Further embodiments of the electromechanical actuators may include a material surrounding the at least some parts of the component assembly and filling the cavity.

Further embodiments of the electromechanical actuators may include that the encapsulating body is formed of a non-magnetic material.

Further embodiments of the electromechanical actuators may include that the encapsulating body is formed of plastic.

Further embodiments of the electromechanical actuators may include a connecting rod and a safety brake. The magnet assembly is operably coupled to the safety brake by the connecting rod.

Further embodiments of the electromechanical actuators may include that the housing assembly comprises a first housing configured to be attached to a portion of an elevator car and a second housing defining a track, with the magnet assembly configured to move along the track.

The subject matter which is regarded as the invention is particularly pointed out and distinctly claimed in the claims at the conclusion of the specification. The foregoing and other features and advantages of the invention are apparent from the following detailed description taken in conjunction with the accompanying drawings in which:.

The position reference system <NUM> can be any device or mechanism for monitoring a position of an elevator car and/or counter-weight, as known in the art.

Turning to <FIG>, a schematic illustration of a prior elevator car overspeed safety system <NUM> of an elevator system <NUM> is shown. The elevator system <NUM> includes an elevator car <NUM> that is movable within an elevator shaft along guide rails <NUM>. In this illustrative embodiment, the overspeed safety system <NUM> includes a pair of braking elements <NUM> that are engageable with the guide rails <NUM>. The braking elements <NUM> are actuated, in part, by operation of lift rods <NUM>. The triggering of the braking elements <NUM> is achieved through a governor <NUM>, typically located at the top of the elevator shaft, which includes a tension device <NUM> located within the pit of the elevator shaft with a cable <NUM> operably connecting the governor <NUM> and the tension device <NUM>. When an overspeed event is detected by the governor, the overspeed safety system <NUM> is triggered, and a linkage <NUM> is operated to actuate a combination of lift rods <NUM> simultaneously to cause actuation (e.g., self-engagement) of the braking elements <NUM> (e.g., safety wedges) that engage with the guide rail and cause a smooth and even stopping or braking force to stop the travel of the elevator car. As used herein the term "overspeed event" refers to an event during which a speed, velocity, or acceleration of an elevator car exceeds a predetermined threshold of the respective state of motion, and is not intended to be limited to constant speed, but rather also includes rates of change (e.g., acceleration) and also direction of travel of motion the elevator car (e.g., velocity). The linkage <NUM>, as shown, is located on the top of the elevator car <NUM> and ensures simultaneous operation of the braking elements <NUM>. However, in other configurations, the linkage may be located below a platform (or bottom) of the elevator car. As shown, various components are located above and/or below the elevator car <NUM>, and thus pit space and overhead space within the elevator shaft must be provided to permit operation of the elevator system <NUM>.

Turning now to <FIG>, schematic illustrations of an elevator car <NUM> having an overspeed safety system <NUM> in accordance with an embodiment of the present disclosure are shown. <FIG> is an isometric illustration of an elevator car frame <NUM> with the overspeed safety system <NUM> installed thereto. <FIG> is an enlarged illustration of a portion of the overspeed safety system <NUM> showing a relationship with a guide rail. <FIG> is a schematic similar to <FIG>, but with the guide rail removed for clarity of illustration.

The car frame <NUM> includes a platform <NUM>, a ceiling <NUM>, a first car structural member <NUM>, and a second car structural member <NUM>. The car frame <NUM> defines a frame for supporting various panels and other components that define the elevator car for passenger or other use (i.e., define a cab of the elevator), although such panels and other components are omitted for clarity of illustration. The elevator car <NUM> is moveable along guide rails <NUM> (shown in <FIG>), similar to that shown and described above. The overspeed safety system <NUM> provides a safety braking system that can stop the travel of the elevator car <NUM> during an overspeed event.

The overspeed safety system <NUM> includes a first safety brake <NUM>, a first electromechanical actuator <NUM>, and a controller or control system <NUM> operably connected to the first electromechanical actuator <NUM>. The first safety brake <NUM> and the first electromechanical actuator <NUM> are arranged along the first car structural member <NUM>. A second safety brake <NUM> and a second electromechanical actuator <NUM> are arranged along the second car structural member <NUM>. The control system <NUM> is also operably connected to the second electromechanical actuator <NUM>. The connection between the control system <NUM> and the electromechanical actuators <NUM>, <NUM> may be provided by a communication line <NUM>. The communication line <NUM> may be wired or wireless, or a combination thereof (e.g., for redundancy). The communication line <NUM> may be an electrical wire to supply electrical power from the control system <NUM> and an electromagnet of the first electromechanical actuator <NUM>. It will be appreciated that in alternative configurations, the communication may be a wireless communication system, both for data/information and/or wireless power transfer.

As shown, the control system <NUM> is located on the top or ceiling <NUM> of the car frame <NUM>. However, such position is not to be limiting, and the control system <NUM> may be located anywhere within the elevator system (e.g., on or in the elevator car, within a controller room, etc.). The control system <NUM> may comprise electronics and printed circuit boards for processing (e.g., processor, memory, communication elements, electrical buss, etc.). Thus, the control system <NUM> may have a very low profile and may be installed within ceiling panels, wall panels, or even within a car operating panel of the elevator car <NUM>. In other configurations, the control system <NUM> may be integrated into various of the components of the overspeed safety system <NUM> (e.g., within or part of the electromechanical actuator <NUM>).

The overspeed safety system <NUM> is an electromechanical system that eliminates the need for a linkage or linking element installed at the top or bottom of the elevator car. The control system <NUM> may include, for example, a printed circuit board with multiple inputs and outputs. In some embodiments, the control system <NUM> may include circuitry for a system for control, protection, and/or monitoring based on one or more programmable electronic devices (e.g., power supplies, sensors, and other input devices, data highways and other communication paths, and actuators and other output devices, etc.). The control system <NUM> may further include various components to enable control in the event of a power outage (e.g., capacitor/battery, etc.). The control system <NUM> may also include an accelerometer or other component/device to determine a speed of an elevator car (e.g., optical sensors, laser range finders, etc.). In such embodiments, the control system <NUM> is mounted to the elevator car, as shown in the illustrative embodiments herein.

The control system <NUM>, in some embodiments, may be connected to and/or in communication with a car positioning system, an accelerometer mounted to the car (i.e., a second or separate accelerometer), and/or to the elevator controller. Accordingly, the control system <NUM> may obtain movement information (e.g., speed, direction, acceleration) related to movement of the elevator car along an elevator shaft. The control system <NUM> may operate independently of other systems, other than potentially receiving movement information, to provide a safety feature to prevent overspeed events.

The control system <NUM> may process the movement information provided by a car positioning system to determine if an elevator car is traveling at a speed in excess of a threshold speed. If the threshold is exceeded, the control system <NUM> will trigger the electromechanical actuators and the safety brakes. The control system <NUM> will also provide feedback to the elevator control system about the status of the overspeed safety system <NUM> (e.g., normal operational position/triggered position). It will be appreciated that although referred to as an "overspeed" system, the systems may be configured to determine if an elevator car is accelerating at a rate in excess of a threshold acceleration, and the term "overspeed" is not to be limiting to merely a constant rate of motion.

Thus, the overspeed safety system <NUM> of the present disclosure enables electrical and electromechanical safety braking in the event of overspeed events. The electrical aspects of the present disclosure enable the elimination of the physical/mechanical linkages that have traditionally been employed in overspeed safety systems. That is, the electrical connections allow for simultaneous triggering of two separate safety brakes through electrical signals, rather than relying upon mechanical connections and other components such as wheels, ropes, etc..

With reference to <FIG>, details of parts of the overspeed safety system <NUM> are shown. The first electromechanical actuator <NUM> is mounted to the first car structural member <NUM> using one or more fasteners. The first electromechanical actuator <NUM> includes a magnet assembly <NUM> that is configured to magnetically engage with the guide rail <NUM>. The first electromechanical actuator <NUM> is operably connected to the control system <NUM> by the communication line <NUM>. The control system <NUM> can transmit an actuation signal to the first electromechanical actuator <NUM> (and the second electromechanical actuator <NUM>) to perform an actuation operation when an overspeed event is detected. As used herein the term "overspeed event" refers to an event during which a speed, velocity, or acceleration of an elevator car exceeds a predetermined threshold of the respective state of motion, and is not intended to be limited to constant speed, but rather also includes rates of change (e.g., acceleration) and also direction of travel of motion the elevator car (e.g., velocity). The first electromechanical actuator <NUM> will actuate a connecting rod <NUM>, by means of the magnet assembly <NUM> that is operably connected to the first safety brake <NUM>. When the connecting rod <NUM> is actuated, the first safety brake <NUM> will actuate to engage with the guide rail <NUM>, e.g., using a safety brake element <NUM>, such as a safety roller or wedge. In some embodiments, the two-part illustrated configuration may be integrated into a single unit, thus potentially eliminating the connecting rod.

In accordance with embodiments of the present disclosure, portions of the overspeed safety system are bolted or other attachment means are used to fix the components to the upright. That is, the overspeed safety system in accordance with some embodiments of the present disclosure does not float within the upright, and it is not guided by the rail. For example, in normal operation, the overspeed safety system has no contact with the guide rail. Therefore, as the elevator car floats in the front-to-back direction, the components of the overspeed safety system (e.g., a housing) move with the elevator car and the magnet assembly is sometimes closer to the blade of the guide rail and sometimes farther from the guide rail. One advantage of such approach, in accordance with embodiments of the present disclosure, is that guiding elements are not needed, and therefore, the risk of noise from the guiding elements rubbing along the rail is eliminated. Similarly, for example, there is no risk of these guiding elements wearing because they are not included in the design. However, because the magnet assembly floats with the elevator car, and thus may be relatively far from the guide rail, triggering of the system (e.g., moving the magnet assembly from an electromagnet assembly of the system to engage with the guide rail) may be more difficult. Further, such configuration may increase the difficulty of resetting the system after activation (e.g., removing the magnet assembly from the guide rail and returning it to the electromagnet assembly).

To overcome these considerations, as described herein and in accordance with some embodiments of the present disclosure, biasing element (e.g., springs) are included in the overspeed safety system. One end of the biasing element is fixed against a housing of the overspeed safety system and the other end acts to push the electromagnet assembly into the housing. During resetting, the electromagnet assembly overcomes the force of the biasing elements, moves toward the guide rail and the magnet assembly that is magnetically engaged to the guide rail. When the electromagnet assembly contacts the back surface of the magnet assembly or becomes imminently close to it, the magnet assembly releases from the guide rail and magnetically engages with the electromagnet assembly (e.g., the magnetic force applied by the electromagnetic assembly overcomes the magnetic attraction between the magnet assembly and the guide rail). The biasing elements then act to move the electromagnet assembly and the magnet assembly back into the housing. Such configurations may be subject to repeated forces, actuations, and vibrations, and thus components thereof may suffer from fatigue and part failure. However, embodiments of the present disclosure overcome these issues, and provide additional advantages, as described below, through the introduction of a more robust surface of the electromagnet assembly for the springs to push against (e.g., as shown in <FIG>). Further, embodiments of the present disclosure may also be employed with fixed electromagnetic assemblies (e.g., without such springs).

Turning now to <FIG>, a schematic illustration of an electromagnet actuator <NUM> of a prior configuration is shown. The electromagnet actuator <NUM> may be a part of an electromechanical actuator, as shown and described above. The electromagnet actuator <NUM>, as illustratively shown in this example embodiment, includes a magnet assembly <NUM> that is operably (and magnetically) connectable to an electromagnet assembly <NUM>. The magnet assembly <NUM> includes an optional toothed block <NUM> and a magnet <NUM> (e.g., permanent magnet), and may be connected to a connecting rod (not shown), as will be appreciated by those of skill in the art, or directly connected to a safety brake in a single unit.

In this illustrative non-limiting configuration, the electromagnet assembly <NUM> includes a coil <NUM> arranged around a core <NUM> (e.g., formed from steel or steel plates). One or more lead wires <NUM> are electrically connected to the coil <NUM> to supply electricity thereto and thus generate a magnetic field by means of the coil <NUM> and the core <NUM>. The coil <NUM> and the core <NUM> are located within a housing or other part of an elevator car (e.g., a frame) and movably mounted thereto (e.g., along springs or other biasing elements). The magnet <NUM> of the magnet assembly <NUM> is releasable from the electromagnet assembly <NUM> during a braking operating and thus cause a connecting rod to engage a safety brake of an elevator car. It will be appreciated that other configurations of electromagnetic assemblies may be employed without departing from the scope of the present disclosure.

As shown, the coil <NUM> and the core <NUM> are mounted to a flange support <NUM> by one or more fasteners <NUM> (e.g., bolts). The biasing elements are configured to apply a biasing force against the flange support <NUM>, as will be appreciated by those of skill in the art. During a lifetime operation of the electromagnet actuator <NUM>, the environment and forces generated during operation may cause wear and/or fatigue. For example, the fasteners <NUM> that pass through the core <NUM> may flex or bend. Further, curved portions of the flange support <NUM> can be subject to forces that can cause material fatigue (e.g., cracking). Further, the lead wire <NUM> may be subject to movement and thus the wire itself and/or electrical connectors and connections may suffer from similar fatigue and wear.

Embodiments of the present disclosure are directed to electromagnet assembly designs and electromagnet actuators that are able to survive thousands of actuations that are experienced over the product life and overcome the failure modes described above, in addition to providing other benefits and features, as described herein. In some embodiments of the present disclosure, the electromagnet assembly is encapsulated in plastic through an insert injection molding process. In another embodiment, the electromagnet assembly is placed inside a plastic shell and potted in place using an epoxy or similar substance.

Turning now to <FIG>, schematic illustrations of an electromechanical actuator <NUM> in accordance with an embodiment of the present disclosure are shown. <FIG> illustrates an isometric illustration of the electromechanical actuator <NUM> and <FIG> is a partial cross-sectional view of the electromechanical actuator <NUM>.

The electromechanical actuator <NUM> includes a first housing <NUM> and a second housing <NUM> that are fixedly connected together. Although shown, two separate housing components <NUM>, <NUM> are configured to form a housing assembly <NUM>. In alternative embodiments, the housing assembly <NUM> may be a single body, structure, or component that has substantially the same shape, structure, and configuration as the illustrative first and second housings <NUM>, <NUM>. The electromechanical actuator <NUM> further includes an electromagnet assembly <NUM> and a magnet assembly <NUM>. As shown in <FIG>, the electromagnet assembly <NUM> may be housed between the first housing <NUM> and the second housing <NUM> and the magnet assembly <NUM> is housed within a track <NUM> defined by the second housing <NUM>. In operation, the magnet assembly <NUM> may move along and within the track <NUM>.

The electromagnet assembly <NUM> is a preformed structure that includes a coil and a core (e.g., laminated core, machined piece(s), etc.). Although shown and described as a laminated core, other core structures are possible without departing from the scope of the present disclosure. For example, in some embodiments, the core may be steel cores (e.g., formed from machined pieces) or ferrite cores. Advantageously, because the preformed structure is a unitary structure, the electromagnet assembly <NUM> does not include flanges and/or fasteners (two of the prior configurations failure points). The electromagnet assembly <NUM> may be moveably mounted within the housing <NUM>, <NUM> along one or more guides <NUM> and be biased to a rest position by one or more biasing elements <NUM> along the guides <NUM>. Additionally, lead wires electrically connected to the coil of the electromagnet assembly <NUM> may be securely retained or installed within the unitary structure. The electromagnet assembly <NUM> includes an encapsulating body <NUM> which contains the components of the electromagnet assembly <NUM>. The encapsulating body <NUM> may be, for example, a preformed body, a cast body, a molded structure, or a potted structure that has the components of the electromagnet assembly <NUM> embedded therein (e.g., coil, laminated core, lead wire, etc.). In some embodiments, the encapsulating body <NUM> may be preformed and the components installed therein and in other embodiments, the encapsulating body <NUM> may be formed around the components. The lead wire may electrically connect to an electrical connector <NUM>. The electrical connector <NUM> may be fixedly attached to or mounted to the first housing <NUM> and can provide for electrical connection between the electromagnet assembly <NUM> and an electrical source of control system (e.g., as shown and described above).

The first housing <NUM> is configured to be mounted to or affixed to a portion of an elevator car, such as a frame. The second housing <NUM> is configured to be a portion of the structure that is moveable along (e.g., adjacent or relative to) a guide rail of an elevator system. That is, the second housing <NUM> defines a portion of the electromechanical actuator <NUM> that is adjacent to or proximate the guide rail. This results in the magnet assembly <NUM> being arranged and retained within the track <NUM> of the second housing <NUM> between material of the first and/or second housing <NUM>, <NUM> and the guide rail. It will be appreciated that the second housing <NUM> preferably does not contact the guide rail. That is, although the elevator car and electromechanical actuator <NUM> may float away from the guide rail (e.g., relative movement/motion), the dimensions of the magnet assembly <NUM> are such that the magnet assembly <NUM> never leaves the track <NUM>.

As shown in <FIG>, the electromagnet assembly <NUM> is an encapsulated component of the electromechanical actuator <NUM>. However, as described herein, other components, such as the magnet assembly <NUM> may be alternatively or additionally encapsulated.

Turning now to <FIG>, a schematic illustration of an encapsulated electromagnet assembly <NUM> in accordance with an embodiment of the present disclosure is shown. The encapsulated electromagnet assembly <NUM> may be used in an electromechanical actuator, as shown and described above. The encapsulated electromagnet assembly <NUM> includes an encapsulating body <NUM> that contains components of an electromagnet assembly <NUM>. As shown, the electromagnet assembly <NUM> includes, at least, a coil <NUM> and a core <NUM> which are configured to generate a magnetic field. The coil <NUM> is electrically connected to lead wires <NUM> which can electrically connect to a power source and/or controller system, such as shown and described above. The encapsulating body <NUM> can entirely encapsulate at least the coil <NUM>, the core <NUM>, and at least a portion of the lead wires <NUM>. In such embodiments, when a magnet is adjacent to the coil <NUM> and the core <NUM>, there is no direct material contact between the magnet assembly and the core <NUM>. In other embodiments, the facing of the core <NUM> may be exposed such that direct material contact with a magnet assembly is possible. As noted, the lead wires <NUM> are at least partially housed within the encapsulating body <NUM> such that the lead wires <NUM> are protected at the connection point with the coil <NUM>.

The encapsulating body <NUM> has a main body <NUM> that comprises material that surrounds and contains at least the coil <NUM> and the core <NUM>. At a first end <NUM> of the encapsulating body <NUM> and extending from the main body <NUM> is a first mounting extension <NUM>. At a second end <NUM> of the encapsulating body <NUM> and extending from the main body <NUM> is a second mounting extension <NUM>. Each of the first mounting extension <NUM> and the second mounting extension <NUM> define a respective mounting aperture <NUM> which is, in part, defined by a respective biasing surface <NUM>. When installed within an electromechanical actuator, a guide can pass through the respective mounting apertures <NUM> and a biasing element can be arranged about the guides and contact the biasing surfaces <NUM>.

In some non-limiting embodiments, the encapsulating body <NUM> may be formed from any desirable material. However, it is preferable that the selected material is non-magnetic so as to not interfere with operation of the electromagnet-magnet configuration of the electromechanical actuator. For example, a plastic, non-magnetic metal, nylon, polyester, polycarbonates (e.g., Polycarbonate/Acrylonitrile Butadiene Styrene), etc. may be used. The aforementioned materials are merely exemplary and the choice of material is not limited except for the requirement of being non-magnetic. The material may be formed by casting or molding, with the internal components positioned during the manufacturing process. One form of manufacture may be by injection molding.

Turning now to <FIG>, a schematic illustration of an encapsulated electromagnet assembly <NUM> in accordance with an embodiment of the present disclosure is shown. The encapsulated electromagnet assembly <NUM> may be used in an electromechanical actuator, as shown and described above. The encapsulated electromagnet assembly <NUM> includes an encapsulating body <NUM> that contains components of an electromagnet assembly <NUM>. As shown, the electromagnet assembly <NUM> includes a coil <NUM> and a core <NUM> which are configured to generate a magnetic field. The coil <NUM> is electrically connected to lead wires <NUM> which can electrically connect to a power source and/or controller system, such as shown and described above. The encapsulating body <NUM> can entirely encapsulate at least the coil <NUM>, the core <NUM>, and at least a portion of the lead wires <NUM>. In such embodiments, when a magnet is adjacent to the coil <NUM> and the core <NUM>, there may be direct material contact between the magnet assembly and the core <NUM>. In other embodiments, the facing of the core <NUM> may be covered by a non-magnetic encapsulating resin such that direct material contact with a magnet assembly is prevented. As noted, the lead wires <NUM> are at least partially housed within the encapsulating body <NUM> such that the lead wires <NUM> are protected at the connection point with the coil <NUM>.

In some non-limiting embodiments, the encapsulating body <NUM> may be formed from any desirable material. However, it is preferable that the selected material is non-magnetic so as to not interfere with operation of the electromagnet-magnet configuration of the electromechanical actuator. In the configuration shown in <FIG>, the encapsulating body <NUM> may be formed as a shell with a cavity <NUM> defined therein. The components of the electromagnet (e.g., coil <NUM> and core <NUM>) may be arranged within the cavity <NUM> and a non-magnetic encapsulating resin or other filler material may be injected to fill the remaining space of the cavity <NUM>. As such, the electromagnetic assembly <NUM> may be suspended and fixedly retained within the encapsulating body <NUM>. The main portion (or shell) of the encapsulating body <NUM> may be formed of any desirable materials (e.g., those described above) and any desirable non-magnetic encapsulating resin may be used, such as, epoxy, acrylic, polyurethane, or other thermosetting resin.

The above described encapsulated electromagnet assemblies, shown as examples in <FIG>, may be implemented within the electromechanical actuator configuration shown in <FIG>, or in other electromechanical actuator systems and configurations. That is, the illustrative drawings and descriptions thereof are merely for example and explanatory purposes, and the specific combination of features is not to be limiting, but rather to inform one of skill in the art of some potential configurations. To be explicit, the electromechanical actuator shown in <FIG> can incorporate encapsulated electromagnet assemblies shown in <FIG>. Further, various other electromechanical actuator configurations and arrangements can incorporate the described encapsulated electromagnet assemblies and like structures in accordance with the present disclosure.

Turning now to <FIG>, a schematic illustration an electromechanical actuator <NUM> in accordance with an embodiment of the present disclosure is shown. The electromechanical actuator <NUM>, as shown, includes a unitary formed housing <NUM> similar to that shown and described above (but in single-body form). The electromechanical actuator <NUM> includes an encapsulated electromagnet assembly <NUM> and an encapsulated magnet assembly <NUM>. The encapsulated electromagnet assembly <NUM> is housed in a portion of the housing <NUM> and translatable or moveable along guides <NUM>, similar to that described above. The encapsulated magnet assembly <NUM> is housed within a track <NUM> defined by a portion of the housing <NUM>. In operation, the encapsulated magnet assembly <NUM> may move along and within the track <NUM>.

Similar to the described encapsulated electromagnet assemblies described above, the components of the magnet assembly of the electromechanical actuator <NUM> are encased within a material to protect such components and improve part life. As shown, the encapsulated magnet assembly <NUM> includes an encapsulating body <NUM> that houses a magnet <NUM>, which may include a toothed block. The encapsulating body <NUM> also houses a connector pin <NUM> that is configured to engage with a connecting rod to enable actuation of a safety brake when the encapsulated magnet assembly <NUM> moves upward along the track <NUM>. The formation and structure of the encapsulated magnet assembly <NUM> may be substantially similar to that of the encapsulated electromagnet assemblies described above. That is, similar materials and/or manufacturing processes may be employed to form the encapsulated magnet assembly <NUM>.

The connector pin <NUM> may be part of a component integrator <NUM> that allows for different locations/arrangements of connection to a connecting rod. Depending on a specific application and arrangement of parts (e.g., of the safety brake) some safeties lend themselves to lifting from the top of a wedge (e.g., most symmetric safeties) and others lend themselves to lifting from a face of a wedge (e.g., most asymmetric safeties). The preformed structure of the component integrator <NUM> permits different connection points to the connector pin <NUM>, and thus enables greater versatility as compared to prior configurations.

Turning now to <FIG>, schematic illustrations of an electromagnet actuator <NUM> in accordance with an embodiment of the present disclosure is shown. The electromagnet actuator <NUM> includes encapsulated electromagnet assembly having an encapsulating body <NUM> that contains components of an electromagnet assembly <NUM> (shown in isolation in <FIG>). As shown, in <FIG>, the electromagnet assembly <NUM> within the encapsulating body <NUM> is configured to magnetically interact with a magnet assembly <NUM>.

In this embodiment, a core <NUM> of the electromagnet assembly <NUM> is a ferrite core. The above described configurations illustrated a laminated steel design for the cores. However, this illustrative embodiment employs a ferrite core. Such ferrite cores can provide both cost and performance advantages over laminated cores. However, ferrite is a ceramic and is therefore brittle and conventionally cannot survive the repeated actuations necessary and required in electromagnet assemblies for elevators. Advantageously, embodiments of the present disclosure encapsulate the core <NUM> and thus the use of ferrite (e.g., brittle) cores is enabled. The encapsulating material protects the ferrite core <NUM> and reduces or eliminates the brittleness risks typically associated with use of ferrite cores in electromagnet assemblies.

Accordingly, in accordance with embodiments of the present disclosure, electromechanical systems may incorporate one or more encapsulated components, such as electromagnet assembly and/or magnet assemblies, as shown and described above. The encapsulation of the components enables improved part life.

Advantageously, embodiments of the present disclosure enable increased electromechanical actuator component product life as compared to prior configurations. Advantageously, thousands of actuations can to be performed without the occurrence of failures in the coil, lead wire connectors, or metal flanges (which are eliminated). The embedding of components within an encapsulating body removes various stresses and forces that are typically applied to the components throughout a product life. As such, these components may be able to last longer than prior configurations.

Advantageously, by encapsulating the electromagnet and/or magnet assemblies, such assemblies can survive the thousands of actuations that are experienced over the product life and can overcome various the failure modes related to non-encapsulated magnet assembly. For example, such encapsulation of the magnet assembly may eliminate the potential for cracking of the magnet itself and/or the shearing of rivets used to mount and assembly the magnet assembly. Further, advantageously, because the encapsulating housing of the magnet assembly may be based on a mold or similar preform structure, the specific dimensions, shapes, orientations, connections, etc., may be customized based on a particular application, and the illustrative design is not to be limiting but rather is merely for example and illustrative purposes.

Claim 1:
An encapsulated component (<NUM>; <NUM>; <NUM>; <NUM>) of an electromechanical assembly (<NUM>; <NUM>; <NUM>) for an elevator system (<NUM>), the encapsulated component (<NUM>; <NUM>; <NUM>; <NUM>) comprising:
an encapsulating body (<NUM>; <NUM>; <NUM>); and
a component assembly (<NUM>; <NUM>; <NUM>) arranged within the encapsulating body (<NUM>; <NUM>; <NUM>), wherein at least some parts of the component assembly (<NUM>; <NUM>; <NUM>) are contained within a material of the encapsulating body (<NUM>; <NUM>; <NUM>);
characterized in that the encapsulating body (<NUM>; <NUM>) comprises a main body (<NUM>; <NUM>), a first mounting extension (<NUM>; <NUM>) extending from a first end (<NUM>; <NUM>) of the main body (<NUM>; <NUM>), and a second mounting extension (<NUM>, <NUM>) extending from a second end (<NUM>; <NUM>) of the main body (<NUM>); and/or
wherein the encapsulating body (<NUM>) comprises a component integrator (<NUM>) configured to receive a connecting pin (<NUM>).