CN117440924A - Car door device of elevator - Google Patents

Abstract

In the car door device of the elevator, when the 1 st car door moves from the fully closed position to the opening direction when the car is located outside the door zone, the 1 st working member is rotated by the cam member. The car-side connecting member is displaced to the door pocket-side position. Further, the 2 nd working member is rotated together with the 1 st working member to be held at the initial position. Further, the movable locking piece is held at the locking position, preventing the 1 st car door from moving further in the opening direction.

Description

Car door device of elevator

Technical Field

The present disclosure relates to a car door apparatus of an elevator.

Background

In the conventional car door device of an elevator, when the car is located at a position other than the proper landing position, the locking member is displaced to the locking position and the door stopper side door vane is displaced to the locking corresponding position when the car door on which the door vane is mounted is moved in the opening direction. As a result, the locking member is hooked to the fixed locking piece, and the car door on which the vane is mounted is prevented from moving in the opening direction (for example, see patent literature 1).

Prior art literature

Patent literature

Patent document 1: japanese patent No. 6250190

Disclosure of Invention

Problems to be solved by the invention

In the conventional car door apparatus of the above type, the locking member is held in the unlocking position when the car door on which the vane is mounted is in the fully closed state. However, from the viewpoint of reliability, it is preferable that the locking member is also located in the locking position when the car door is located in the fully closed position.

The present disclosure has been made to solve the above problems, and an object thereof is to provide a car door device of an elevator, which: the movable locking piece can be held in the locking position when the car door is in the fully closed position.

Means for solving the problems

The elevator car door device of the present disclosure includes: a 1 st car door; a car-side coupling member provided in the 1 st car door and capable of being displaced in the opening/closing operation direction of the 1 st car door with respect to the 1 st car door between a door-stop-side position and a door-pocket-side position, the door-pocket-side position being a position closer to the door pocket than the door-stop-side position; a movable locking member that is displaced between a locking position and a non-locking position; a fixed locking member provided at a position that moves relative to the movable locking member when the 1 st car door moves in the opening direction, the fixed locking member being hooked by the movable locking member to prevent the 1 st car door from moving in the opening direction when the movable locking member is located at the locking position, the fixed locking member allowing the 1 st car door to move in the opening direction when the movable locking member is located at the non-locking position; a cam member provided outside the 1 st car door; a 1 st working member rotatably provided to the 1 st car door; a 1 st contact provided to the 1 st working member and guided to be displaced by the cam member; a 2 nd working member having a cam portion and rotatably coupled to the 1 st working member; a 2 nd contact provided to the movable lock, the 2 nd contact being displaced by being pressed by the cam portion by rotation of the 2 nd working member with respect to the 1 st working member, the movable lock being displaced to the non-lock position; and a 3 rd working member rotatably coupled to the car-side coupling member and rotatably coupled to the 2 nd working member, the 2 nd working member being rotatable relative to the 1 st working member between an initial position and an operation position in which the 2 nd contact is displaced by the cam portion, the 2 nd working member being held at a door-blocking-side position when the 1 st car door is in the fully closed position, the 2 nd working member being held at an initial position, the movable locking member being held at a locking position, the 1 st working member being rotated by the cam member when the 1 st car door is moved from the fully closed position to the opening direction, the car-side coupling member being prevented from being displaced to a door-jacket-side position by the cam portion, the 2 nd working member being rotated to the operation position by the 3 rd working member, the 2 nd contact being pressed by the cam portion, the movable locking member being displaced to a non-locking position, the 1 st working member being allowed to be moved further to the opening direction, the car door being held at the fully closed position when the car door is in the door zone, the car door is moved from the fully closed position to the first working member being held at the door-side position, the door-blocking-side position being further rotated to the door-opening-side by the cam portion, the 1 st working member being prevented from being rotated to the door-jacket-side by the cam member when the 1 car door is moved from the fully closed to the fully closed position.

Effects of the invention

According to the car door device of the elevator of the present disclosure, the car door can be prevented from moving in the opening direction between floors, and the movable locking piece can be held in the locking position when the car door is in the fully closed position.

Drawings

Fig. 1 is a schematic configuration diagram illustrating an elevator according to embodiment 1.

Fig. 2 is a front view of the 1 st landing door and the 2 nd landing door of fig. 1 as viewed from the hoistway side.

Fig. 3 is a front view of the 1 st car door and the 2 nd car door of fig. 1 as viewed from the landing side.

Fig. 4 is a front view showing an enlarged main portion of fig. 3.

Fig. 5 is a sectional view taken along the line V-V of fig. 4.

Fig. 6 is a cross-sectional view taken along line VI-VI of fig. 4.

Fig. 7 is a front view showing a state in which the 1 st car door of fig. 3 is slightly moved in the opening direction.

Fig. 8 is a front view showing a state in which the 1 st car door of fig. 7 is moved further in the opening direction.

Fig. 9 is a front view showing a state in which the 1 st car door or the 2 nd car door of fig. 3 is to be opened when the car is located outside the door zone.

Fig. 10 is a perspective view showing an enlarged main portion of fig. 4.

Detailed Description

The embodiments will be described below with reference to the drawings.

Embodiment 1

Fig. 1 is a schematic configuration diagram illustrating an elevator according to embodiment 1. In the figure, a machine room 2 is provided above a hoistway 1. A hoisting machine 3, a deflector pulley 4 and an elevator control 5 are provided in the machine room 2.

The hoisting machine 3 has a drive sheave 6, a hoisting machine motor not shown, and a hoisting machine brake not shown. The traction machine motor rotates the drive sheave 6. The hoisting machine brake keeps the driving sheave 6 stationary. The hoisting machine brake brakes the rotation of the drive sheave 6.

A suspension body 7 is wound around the drive sheave 6 and the deflector pulley 4. As the suspension body 7, a plurality of ropes or a plurality of belts are used. A car 8 is connected to the 1 st end of the suspension body 7. A counterweight 9 is connected to the 2 nd end of the suspension body 7.

The car 8 and the counterweight 9 are suspended by the suspension body 7, and the drive sheave 6 is rotated to thereby rise and fall in the hoistway 1. The elevator control device 5 controls the operation of the car 8 by controlling the hoisting machine 3.

A pair of car guide rails, not shown, and a pair of counterweight guide rails, not shown, are provided in the hoistway 1. The pair of car guide rails guide the lifting and lowering of the car 8. The pair of counterweight guide rails guide the lifting and lowering of the counterweight 9.

The car 8 has a car frame 10 and a car room 11. A suspension body 7 is connected to the car frame 10. The car room 11 is supported by the car frame 10. A 1 st car door 12a and a 2 nd car door 12b are provided on the front surface of the car room 11. The 1 st car door 12a and the 2 nd car door 12b slide horizontally in opposite directions to each other, thereby opening and closing the car doorway.

A door controller 13 is provided in the car 8. The door controller 13 controls the opening and closing operations of the 1 st car door 12a and the 2 nd car door 12 b. A car door switch, not shown, is provided in the car 8. The car door switch detects that the 1 st car door 12a and the 2 nd car door 12b are located at the fully closed position.

Landing doors 14a and 14b are provided at the landing of the plurality of floors, respectively. The 1 st landing door 14a and the 2 nd landing door 14b slide horizontally in opposite directions to each other, thereby opening and closing the landing entrance. The 1 st landing door 14a and the 2 nd landing door 14b are opened and closed in conjunction with the 1 st car door 12a and the 2 nd car door 12b when the car 8 stops.

Fig. 2 is a front view of the 1 st landing door 14a and the 2 nd landing door 14b of fig. 1 as seen from the hoistway 1 side.

A landing door frame 15 is fixed to an upper portion of the landing doorway. Landing door rails 16 are provided on the landing door frame 15. The landing door rail 16 is disposed horizontally in parallel with the width direction of the landing entrance. The width direction of the landing entrance is a direction parallel to the opening and closing operation directions of the 1 st landing door 14a and the 2 nd landing door 14b, and is the left-right direction in fig. 2.

A 1 st landing door pulley 17 is provided at the 1 st end of the landing door frame 15 in the longitudinal direction. A 2 nd landing door pulley 18 is provided at the 2 nd end in the longitudinal direction of the landing door frame 15. The longitudinal direction of the landing door frame 15 is a direction parallel to the width direction of the landing doorway. An endless link rope 19 is wound around the 1 st landing door pulley 17 and the 2 nd landing door pulley 18.

Landing door 14a and landing door 14b have landing door panels 20 and landing door hangers 21, respectively. Each landing door hanger 21 is fixed to an upper portion of the corresponding landing door panel 20.

A plurality of landing door rollers 22 are provided on each landing door hanger 21. In the opening and closing operation of the 1 st landing door 14a and the 2 nd landing door 14b, each landing door roller 22 moves while rolling on the landing door rail 16. The 1 st landing door 14a and the 2 nd landing door 14b are suspended from the landing door rail 16, and are opened and closed along the landing door rail 16.

The 1 st landing door 14a is connected to the lower portion of the link rope 19 via a 1 st landing door connecting fitting 23. The 2 nd landing door 14b is connected to the upper portion of the link rope 19 via a 2 nd landing door connecting fitting 24.

When the link rope 19 is circulated by the opening and closing operation of the 1 st landing door 14a, the 2 nd landing door 14b moves in the opposite direction to the 1 st landing door 14 a. The landing door link mechanism 25 includes a 1 st landing door pulley 17, a 2 nd landing door pulley 18, a link rope 19, a 1 st landing door coupling fitting 23, and a 2 nd landing door coupling fitting 24. The landing door linkage mechanism 25 links the opening and closing operations of the 2 nd landing door 14b and the 1 st landing door 14 a.

An interlock 26 is provided between the 1 st landing door 14a and the landing door frame 15. The interlock device 26 prevents the 1 st landing door 14a and the 2 nd landing door 14b from being moved in the opening direction from the landing side when the car 8 is not stopped. The interlocking device 26 further includes a catch 27, an interlocking latch 28, a fixed-side interlocking roller 29, and a movable-side interlocking roller 30.

The clasp 27 is secured to the landing door frame 15. The interlock latch 28 is rotatably mounted to the landing door hanger 21 of the 1 st landing door 14 a. When the 1 st landing door 14a and the 2 nd landing door 14b are in the fully closed position, the distal end portions of the interlock latches 28 are hooked on the hooks 27, thereby preventing the 1 st landing door 14a and the 2 nd landing door 14b from moving in the opening direction.

The fixed-side interlocking roller 29 is disposed coaxially with the rotation shaft of the interlocking latch 28. The movable-side interlocking roller 30 is attached to the interlocking latch 28. The interlock latch 28 and the movable-side interlock roller 30 rotate about the rotation axis of the interlock latch 28.

Fig. 3 is a front view of the 1 st car door 12a and the 2 nd car door 12b of fig. 1 as viewed from the landing side.

A car door frame 31 is fixed to an upper portion of the car doorway. A car door rail 32 is provided in the car door frame 31. The car door rail 32 is disposed horizontally in parallel with the width direction of the car doorway. The width direction of the car doorway is a direction parallel to the opening/closing operation direction of the 1 st car door 12a and the 2 nd car door 12b, and is the left-right direction in fig. 3.

A 1 st car door sheave 33 is provided at the 1 st end in the longitudinal direction of the car door frame 31. A 2 nd car door pulley 34 is provided at the 2 nd end in the longitudinal direction of the car door frame 31. The longitudinal direction of the car door frame 31 is a direction parallel to the width direction of the car doorway. An endless drive belt 35 is wound around the 1 st car door sheave 33 and the 2 nd car door sheave 34.

The 1 st car door 12a and the 2 nd car door 12b have a car door panel 36 and a car door hanger 37, respectively. Each car door hanger 37 is fixed to an upper portion of the corresponding car door panel 36. The 1 st car door 12a and the 2 nd car door 12b are suspended from the car door rail 32, and are opened and closed along the car door rail 32.

The 1 st car door 12a is connected to the lower portion of the drive belt 35 via a 1 st car door coupling fitting 38. The 2 nd car door 12b is connected to the upper portion of the drive belt 35 via a 2 nd car door coupling fitting 39.

A door motor 40 is fixed to the car door frame 31. The rotation of the door motor 40 is transmitted to the 1 st car door sheave 33. When the 1 st car door sheave 33 rotates, the drive belt 35 circulates, and the 2 nd car door sheave 34 rotates. Thereby, the 1 st car door 12a and the 2 nd car door 12b perform opening and closing operations.

Fig. 4 is a front view showing an enlarged main portion of fig. 3. The 1 st bearing plate 41 is fixed to the 1 st car door 12 a. A car-side connecting member 46 having an L-shaped cross section is attached to the 1 st support plate 41 via a 1 st parallel link mechanism 43. The car-side connecting member 46 is disposed with its longitudinal direction oriented in the vertical direction.

The 1 st parallel link mechanism 43 allows the car-side coupling member 46 to be displaced parallel to the opening and closing operation direction of the 1 st car door 12a with respect to the 1 st car door 12 a. In fig. 4, the car-side connecting member 46 is located at a door stop-side position. In fig. 9, the car-side connecting member 46 is located at a door pocket-side position. When the 1 st car door 12a is in the fully closed position, the car-side coupling member 46 is located in the door stop-side position. The door pocket side position of the car side coupling member 46 is a position closer to the door pocket side of the 1 st car door 12a than the door stop side position, that is, a position on the left side in fig. 4.

When the 1 st car door 12a and the 2 nd car door 12b move in the opening direction when the car 8 is not stopped, the car-side coupling member 46 can move from the door stop-side position to the door pocket-side position. The operation of the car-side connecting member 46 is described later.

The car-side connecting member 46 is constantly subjected to a force directed toward the door pocket by gravity or a spring force.

The 1 st parallel link mechanism 43 has a 1 st lower link 44 and a 1 st upper link 45. The 1 st upper link 45 is disposed directly above the 1 st lower link 44.

The 1 st end portion, i.e., the upper end portion of the 1 st lower link 44 is rotatably attached to the 1 st support plate 41 about the lower rotation shaft 44 a. The 1 st lower link 44 is rotatably coupled to the car-side coupling member 46 at the 2 nd end, i.e., at the lower end.

The 1 st end portion, i.e., the upper end portion of the 1 st upper link 45 is rotatably attached to the 1 st support plate 41 about the upper rotation shaft 45 a. The 2 nd end portion, i.e., the lower end portion of the 1 st upper link 45 is rotatably coupled to the intermediate portion of the car-side coupling member 46.

The 1 st work member 48 is attached to the 1 st support plate 41. The 1 st operating member 48 is disposed closer to the door stop than the car-side coupling member 46 in the 1 st car door 12 a.

A 1 st working member shaft 48a is provided in the middle of the 1 st working member 48. The 1 st working member shaft 48a is disposed so as to extend in the axial direction in the depth direction of the car doorway. The 1 st working member 48 is rotatably attached to the 1 st support plate 41 about a 1 st working member shaft 48a. That is, the 1 st working member 48 is rotatably provided to the 1 st car door 12a.

A cam member 47 is fixed to the 2 nd car door 12b. That is, in embodiment 1, the cam member 47 is fixed to the 2 nd car door 12b, which is the outside of the 1 st car door 12a. The cam member 47 is disposed above the car door hanger 37 in the 2 nd car door 12b.

The cam member 47 is provided with a guide groove 47a. A roller-shaped 1 st contact 48b is provided at the 1 st end of the 1 st working member 48. The 1 st contact 48b is provided above the 1 st working member shaft 48a of the 1 st working member 48 and on the door stop side. The 1 st contact 48b is guided by the guide groove 47a, whereby the 1 st working member 48 is restricted from rotating.

When the 1 st car door 12a moves from the fully closed position to the opening direction, the 1 st contact 48b is guided by the guide groove 47a to be displaced, and the 1 st operating member 48 rotates about the 1 st operating member shaft 48a. At this time, the 1 st operating member 48 rotates in the clockwise direction in fig. 4, that is, in the direction in which the 1 st contact 48b moves toward the door stop side of the 1 st car door 12a.

A fixed locking member 42 is attached to the 1 st support plate 41. That is, the 1 st car door 12a is provided with a fixed locking piece 42.

A 2 nd support plate 58 is fixed to the car door frame 31. The 2 nd support plate 58 is disposed on the door stop side with respect to the 1 st car door 12 a. A movable lock 59 is attached to the 2 nd support plate 58. The fixed locking piece 42 is provided at a position that moves relative to the movable locking piece 59 when the 1 st car door 12a moves in the opening direction.

The movable lock 59 can rotate about the lock shaft 59 c. The lock shaft 59c is provided in an intermediate portion of the movable lock 59. The lock shaft 59c is disposed so as to extend in the axial direction toward the depth direction of the car doorway.

The movable locking member 59 is displaceable between a locked position shown in fig. 4 and an unlocked position shown in fig. 8. The locking position is a position where the movable locking piece 59 is hooked to the fixed locking piece 42 to prevent the 1 st car door 12a from moving in the opening direction. The non-locking position of the movable locking piece 59 is a position in which the movable locking piece 59 is rotated counterclockwise in fig. 4 from the locking position, that is, in a direction in which the locking portion 59a is away from the fixed locking piece 42, and is a position in which the movable locking piece 59 is not hooked to the fixed locking piece 42 and allows the 1 st car door 12a to move in the opening direction.

In other words, when the movable locking member 59 is located at the locking position, the fixed locking member 42 is hooked on the movable locking member 59, and the 1 st car door 12a is prevented from moving in the opening direction. Further, when the movable locking piece 59 is located at the non-locking position, the fixed locking piece 42 allows the 1 st car door 12a to move in the opening direction.

A lock portion 59a is formed at the 1 st end of the movable lock 59, that is, at the 1 st parallel link mechanism 43 side end. A contact piece 59d is fixed to the 2 nd end of the movable lock 59, that is, the end opposite to the 1 st parallel link mechanism 43.

A lock detection switch 62 is mounted on the 2 nd support plate 58. The lock detection switch 62 detects that the movable lock 59 is located at the lock position. When the movable locking member 59 is located at the locking position, the contact piece 59d abuts against the locking detection switch 62. The movable locking member 59 is held in the locked position by a spring 60 and the dead weight.

The contact piece 59d abuts against the lock detection switch 62, and thereby the lock detection switch 62 is turned on. The movable locking piece 59 rotates in the counterclockwise direction in fig. 4, that is, in the direction of the non-locking position, and thereby, when the contact piece 59d moves away from the locking detection switch 62, the locking detection switch 62 becomes an off state.

The lock detection switch 62 is connected to the elevator control device 5. When the lock detection switch 62 is in the off state, the elevator control device 5 makes the car 8 not liftable. When the 1 st car door 12a and the 2 nd car door 12b are not detected to be in the fully closed position by the car door switch, the elevator control device 5 makes the car 8 not liftable.

That is, the condition that the 1 st car door 12a and the 2 nd car door 12b are located at the fully closed position and the movable locking piece 59 is held at the locking position is that the car 8 can be lifted.

Fig. 10 is a perspective view showing an enlarged main portion of fig. 4. The 2 nd support plate 58 is provided with a 1 st stopper member 61a and a 2 nd stopper member 61b. The 1 st stopper 61a restricts the rotation range of the movable lock 59 in the clockwise direction with respect to the 2 nd support plate 58. The 2 nd stopper 61b restricts the rotation range of the movable lock 59 relative to the 2 nd support plate 58 in the direction opposite to the clockwise direction. The movable locking member 59 determines the locking position by the 1 st stopper 61 a. The movable locking member 59 determines the non-locking position by the 2 nd stopper 61b.

The 2 nd support plate 58 is provided with an arm 63. The arm 63 is rotatable about the upper lock shaft 59 c. A torsion spring 64 is provided on the upper lock shaft 59 c. The torsion spring 64 applies a force to the arm 63 that rotates in the clockwise direction in fig. 10 with respect to the movable lock 59.

The arm 63 is provided with the 2 nd contact 59b. The 2 nd contact 59b is formed separately from the movable locking member 59. Further, the 2 nd contact 59b is rotatable with respect to the arm 63 about an axis parallel to the lock shaft 59 c. The arm 63 rotates about the upper lock shaft 59c, and thereby the 2 nd contact 59b is displaced along a circumference about the upper lock shaft 59 c.

A 3 rd stopper 65 is fixed to the movable lock 59. The 3 rd stopper 65 restricts the rotation range of the arm 63 with respect to the movable lock 59 in the clockwise direction in fig. 10.

The movable lock 59 and the 2 nd contact 59b rotate around the lock shaft 59c in conjunction with each other between the locked position and the unlocked position. When the 2 nd contact 59b rotates in the direction opposite to the clockwise direction, that is, in the direction from the lock position side to the non-lock position side, the movable lock 59 rotates in conjunction with the 2 nd contact 59b by the torsion spring 64. After the movable locking member 59 is rotated from the locking position to the unlocking position, the rotation in the same direction is restricted by the 2 nd stopper 61 b. After the movable locking member 59 is rotated from the locking position to the unlocking position, the rotation of the 2 nd contact 59b in the same direction is not restricted. When the 2 nd contact 59b rotates clockwise, that is, in a direction from the non-lock position side to the lock position side, the 3 rd stopper causes the movable lock member 59 to rotate in conjunction with the 2 nd contact 59b. After the movable locking piece 59 and the 2 nd contact 59b are rotated from the non-locking position to the locking position, the 1 st stopper 61a restricts rotation in the same direction.

Returning to fig. 4, the 1 st working member 48 is connected to the 2 nd working member 49. The 2 nd working member 49 is rotatably coupled to the 1 st working member 48 about the 1 st coupling shaft 49 a.

The 1 st coupling shaft 49a is provided at the 2 nd end of the 1 st working member 48. The 1 st connecting shaft 49a is disposed so as to extend in the axial direction toward the depth direction of the car doorway. The 1 st coupling shaft 49a is provided below the 1 st working member shaft 48a of the 1 st working member 48.

The 2 nd end of the 1 st working member 48 is an end opposite to the 1 st contact 48b with respect to the 1 st working member shaft 48 a. The 2 nd working member 49 has a cam portion 49b.

The 3 rd working member 50 is connected to the 2 nd working member 49. The 3 rd working member 50 is rotatably coupled to the 2 nd working member 49 about the 2 nd coupling shaft 50 a.

The 2 nd coupling shaft 50a is disposed so as to extend in the axial direction toward the depth direction of the car doorway. The 2 nd coupling shaft 50a is provided above the 1 st coupling shaft 49a of the 2 nd working member 49 and on the door stop side of the 1 st working member 48.

The 3 rd operating member 50 is rotatably coupled to the car-side coupling member 46 about the 3 rd coupling shaft 50 b. That is, the 2 nd working member 49 is connected to the car-side connecting member 46 via the 3 rd working member 50. The 2 nd coupling shaft 50a is provided at the 1 st end of the 3 rd working member 50. The 3 rd coupling shaft 50b is provided at the 2 nd end of the 3 rd working member 50.

The 3 rd coupling shaft 50b is disposed so that the axial direction is directed in the depth direction of the car doorway. The 3 rd coupling shaft 50b is provided on the door pocket side of the 2 nd coupling shaft 50a of the 3 rd working member 50 and on the door pocket side of the 1 st working member 48.

The 3 rd operating member 50 moves the car-side coupling member 46 and the 2 nd operating member 49 in a direction of opening and closing the 1 st car door 12a, and thereby the 2 nd operating member 49 rotates about the 1 st coupling shaft 49 a.

The rotation center axis of the 2 nd end of the 1 st upper link 45 and the rotation center axis of the 2 nd end of the 3 rd working member 50 are disposed in parallel with each other and are opposed to each other in the vertical direction.

A stopper portion 48c is provided at a portion between the 1 st working member shaft 48a and the 1 st coupling shaft 49a in the 1 st working member 48. The stopper 48c restricts the 2 nd coupling shaft 50a from being displaced to a position closer to the door pocket side than the 1 st operating member 48 in the 1 st car door 12a by passing between the 1 st operating member shaft 48a and the 1 st coupling shaft 49 a.

The 2 nd working member 49 is displaceable between an initial position shown in fig. 4 and an operating position shown in fig. 8. In fig. 4, the 2 nd coupling shaft 50a abuts against the stopper 48c from the door stop side with respect to the 1 st working member 48. Thereby, the 2 nd operating member 49 is restricted from rotating in the counterclockwise direction with respect to the 1 st operating member 48, that is, in the direction in which the 2 nd coupling shaft 50a approaches the car-side coupling member 46.

When the 1 st car door 12a is in the fully closed position, the 2 nd working member 49 is in the initial position. In fig. 8, the 2 nd working member 49 is located at a position which is rotated clockwise from the initial position with respect to the 1 st working member 48, that is, in a direction in which the 2 nd coupling shaft 50a is away from the stopper 48 c.

When the 1 st car door 12a and the 2 nd car door 12b move in the opening direction at the time of stopping the car 8, the 2 nd working member 49 can move from the initial position to the operation position. The operation of the 2 nd working member 49 is described later.

The 2 nd operating member 49 has a shape that compensates for the inertial force acting on the car-side connecting member 46. Specifically, the 2 nd working member 49 is provided with a compensation weight 49c.

The compensation weight 49c is provided on the opposite side of the 1 st coupling shaft 49a from the 2 nd coupling shaft 50 a. The compensation weight 49c is provided below the 1 st connecting shaft 49a of the 2 nd working member 49. Thus, when acceleration is generated in the 1 st car door 12a, the inertial force acting on the car-side coupling member 46 is compensated, and the 2 nd operating member 49 is less likely to separate from the initial position.

The 1 st car door 12a and the 2 nd car door 12b are seen from the front, the 1 st working member shaft 48a and the 2 nd coupling shaft 50a are connected to each other by the 1 st line segment, and the 1 st end portion and the 2 nd end portion of the 1 st upper link 45 are connected to each other by the 2 nd line segment. Further, the length of the 1 st line segment and the length of the 2 nd line segment are equal to each other.

When the 2 nd working member 49 is located at the initial position, that is, in a state where the car-side connecting member 46 is not in contact with the fixed-side interlocking roller 29 and the movable-side interlocking roller 30, the 1 st line segment and the 2 nd line segment are parallel to each other.

With this configuration, when the 2 nd operating member 49 is located at the initial position, it can be considered that the total mass of the car-side connecting member 46 and the mass of the 3 rd operating member 50 moves to the 2 nd connecting shaft 50a, and dynamic design is easy.

The 1 st support plate 41 is provided with a restricting member 51. The restricting member 51 restricts the movable range of the car-side connecting member 46 toward the door stop side, that is, in the right direction in fig. 4. The regulating member 51 is disposed so as to ensure a slight gap with the car-side coupling member 46 when the 1 st car door 12a is in the fully closed position.

Therefore, when the car-side connecting member 46 is brought into contact with the restricting member 51, a slight gap is generated between the 2 nd connecting shaft 50a and the stopper 48 c. That is, when the car-side connecting member 46 is brought into contact with the restricting member 51, the 2 nd operating member 49 is slightly separated from the initial position. This can prevent the 1 st car door 12a and the 2 nd car door 12b from being excessively restrained in the fully closed position.

When the 1 st car door 12a is moved from the fully closed position to the opening direction, the lock portion 59a is hooked by the fixed locking piece 42 when the 2 nd working member 49 is located at the initial position, and the 1 st car door 12a is prevented from being moved to the opening direction.

On the other hand, when the 2 nd operating member 49 is located at a position sufficiently rotated in a direction away from the initial position, i.e., in the clockwise direction in fig. 4, when the 1 st car door 12a is moved from the fully closed position, the cam portion 49b abuts against the 2 nd contact 59b to rotate the 2 nd contact 59b, whereby the movable locking member 59 is rotated from the locking position to the unlocking position. The position of the 2 nd working member 49 at this time is the operation position of the 2 nd working member 49.

When the movable locking piece 59 is located at the non-locking position when the 1 st car door 12a is moved from the fully-closed position to the opening direction, the locking portion 59a is not hooked to the fixed locking piece 42, allowing the 1 st car door 12a to move in the opening direction.

When the 1 st car door 12a is moved from the fully closed position to the opening direction, the cam portion 49b does not rotate the 2 nd contact 59b from the locking position to the non-locking position when the 2 nd working member 49 is located at the initial position, and the movable locking member 59 is held at the locking position. Therefore, the lock portion 59a is hooked to the fixed locking piece 42, preventing the 1 st car door 12a from moving in the opening direction.

A guide vane 55 having an L-shaped cross section is attached to the 1 st support plate 41 via a 2 nd parallel link mechanism 52. The 2 nd parallel link mechanism 52 has a 2 nd lower link 53 and a 2 nd upper link 54.

The 1 st end portion, i.e., the lower end portion of the 2 nd lower link 53 is rotatably attached to the 1 st support plate 41 about the 2 nd lower link shaft 53 a. The 2 nd lower link shaft 53a is disposed so as to extend in the axial direction toward the depth direction of the car doorway. The 2 nd end portion, i.e., the upper end portion of the 2 nd lower link 53 is rotatably coupled to the lower end portion of the guide vane 55.

The 1 st end portion, i.e., the lower end portion of the 2 nd upper link 54 is rotatably attached to the 1 st support plate 41 about the 2 nd upper link shaft 54 a. The 2 nd end portion, i.e., the upper end portion of the 2 nd upper link 54 is rotatably coupled to the intermediate portion of the guide vane 55.

The guide vane 55 is disposed with its longitudinal direction oriented in the vertical direction. The car-side connecting member 46 and the guide vane 55 are disposed parallel to each other in the longitudinal direction. The car-side coupling member 46 and the guide vane 55 face each other in the opening and closing operation direction of the 1 st car door 12 a.

The guide vane 55 is displaceable by the 2 nd parallel link mechanism 52 in parallel with the opening and closing operation directions of the 1 st car door 12a and the 1 st car door 12a between the door pocket side position shown in fig. 4 and the door stop side position shown in fig. 8.

A roller 56 is provided at the upper end of the guide vane 55. A guide member 57 is fixed to the car door frame 31. When the 1 st car door 12a is in the fully closed position, the roller 56 abuts against the guide member 57.

The guide vane 55 is always pressed toward the door stopper side, i.e., in the right direction in fig. 4 by gravity or a spring force.

When the 1 st car door 12a is in the fully closed position, the roller 56 abuts against the guide member 57, and the vane 55 is guided away from the fixed-side interlocking roller 29 and the movable-side interlocking roller 30.

In contrast, when the 1 st car door 12a moves from the fully closed position to the opening direction, the guide vane 55 is displaced toward the car-side coupling member 46. As a result, the distance between the car-side connecting member 46 and the guide vane 55 is reduced, and the fixed-side interlocking roller 29 and the movable-side interlocking roller 30 are gripped between the car-side connecting member 46 and the guide vane 55.

Fig. 5 is a sectional view taken along the line V-V of fig. 4. Fig. 6 is a cross-sectional view taken along line VI-VI of fig. 4.

When the car 8 stops, the car-side coupling member 46 is disposed closer to the door stop side of the 1 st car door 12a than the fixed-side interlocking roller 29 and the movable-side interlocking roller 30. The guide vane 55 is disposed closer to the door pocket side of the 1 st car door 12a than the fixed-side interlocking roller 29 and the movable-side interlocking roller 30.

The fixed-side interlocking roller 29 and the movable-side interlocking roller 30 are disposed between the car sill line L1 and the landing sill line L2 when viewed from above. The car sill line L1 is a straight line overlapping with the landing side end surface of the car sill when viewed from directly above. The landing sill line L2 is a straight line overlapping with the car-side end surface of the landing sill as viewed from directly above.

The 1 st lower link 44, the 1 st upper link 45, the 2 nd lower link 53, and the 2 nd upper link 54 are disposed on the inner side of the car sill line L1, i.e., on the car 8 side, as viewed from directly above. The connection portion between the car-side connection member 46 and the 1 st lower link 44 and the connection portion between the car-side connection member 46 and the 1 st upper link 45 are also disposed inside the car sill line L1. The connection between the guide vane 55 and the 2 nd lower link 53 and the connection between the guide vane 55 and the 2 nd upper link 54 are also disposed inside the car sill line L1.

Next, the operation will be described. When the 1 st car door 12a is in the fully closed position, the car-side coupling member 46 is held in the door-stop-side position according to the positional relationship between the 1 st contact 48b and the cam member 47, as shown in fig. 3 and 4. The 2 nd coupling shaft 50a is in contact with the stopper 48 c. That is, the 2 nd working member 49 is held at the initial position with respect to the 1 st working member 48.

Further, the movable locking piece 59 is held in the locked position. As shown in fig. 5 and 6, the car-side coupling member 46 and the guide vane 55 are separated from the fixed-side interlocking roller 29 and the movable-side interlocking roller 30.

Fig. 7 is a front view showing a state in which the 1 st car door 12a of fig. 3 is slightly moved in the opening direction. In fig. 7, some of the components are omitted. Fig. 7 shows a state in which the car 8 is located in the door zone. The door zone is a zone in the hoistway 1 in which the opening operation of the 1 st car door 12a and the 2 nd car door 12b is permitted.

When the car 8 stops, the car 8 is located in the door zone. When the car 8 is located in the door zone, the 1 st car door 12a and the 2 nd car door 12b and the 1 st landing door 14a and the 2 nd landing door 14 are opened and closed in a linked manner.

When the 1 st car door 12a moves from the fully closed position to the opening direction while the car 8 is located in the door zone, the 1 st contact 48b moves along the guide groove 47a, and the cam member 47 rotates the 1 st operating member 48 in the clockwise direction in fig. 7, that is, in the direction in which the 1 st contact 48b moves to the door stop side with respect to the 1 st car door 12 a.

Further, the 2 nd working member 49 rotates together with the 1 st working member 48, whereby the 3 rd working member 50 is to be displaced toward the door pocket side of the 1 st car door 12 a.

Therefore, the 3 rd working member 50 cannot be displaced toward the door pocket side of the 1 st car door 12a, and the 2 nd working member 49 is separated from the stopper 48c by the 3 rd working member 50. Further, the 3 rd working member 50 rotates the 2 nd working member 49 with respect to the 1 st working member 48 in the clockwise direction in fig. 7, that is, from the initial position to the operation position.

The car-side connecting member 46 is pressed against the movable-side interlocking roller 30, and thereby the interlocking latch 28 rotates, and the interlock device 26 in the hall is in the unlocked state.

The car-side coupling member 46 is pressed against the fixed-side interlocking roller 29 and the movable-side interlocking roller 30, whereby the car-side coupling member 46 is displaced toward the door stop side and abuts against the restricting member 51.

Then, the cam portion 49b abuts against the 2 nd contact 59b to rotate the 2 nd contact 59b, whereby the movable locking member 59 rotates from the locking position to the non-locking position. Thereby, the 1 st car door 12a is allowed to move further in the opening direction.

Fig. 8 is a front view showing a state in which the 1 st car door 12a of fig. 7 is moved further in the opening direction. In fig. 8, some parts are omitted.

When the 1 st car door 12a moves further in the opening direction, the roller 56 and the guide member 57 no longer hold the guide vane 55, and the guide vane 55 is displaced toward the door stop side with respect to the 1 st car door 12 a. The distance between the car-side connecting member 46 and the guide vane 55 is reduced, and the fixed-side interlocking roller 29 and the movable-side interlocking roller 30 are gripped between the car-side connecting member 46 and the guide vane 55.

The fixed-side lock roller 29 and the movable-side lock roller 30 are gripped between the car-side coupling member 46 and the guide vane 55, and the 1 st car door 12a and the 1 st landing door 14a are integrally moved in the opening direction. The 2 nd car door 12b and the 2 nd landing door 14b also move in the opening direction in synchronization with the 1 st car door 12a and the 1 st landing door 14a, respectively.

Next, an operation when the car 8 is not located in the door zone will be described. In a state where the car 8 is stopped outside the door zone due to some abnormality, the passenger in the car room 11 sometimes pries the 1 st car door 12a or the 2 nd car door 12b. Fig. 9 is a front view showing a state in which the 1 st car door 12a or the 2 nd car door 12b of fig. 3 is to be opened when the car 8 is located outside the door zone. In fig. 9, some parts are omitted.

In this case, as shown in fig. 9, the fixed-side interlocking roller 29 and the movable-side interlocking roller 30 do not come into contact with the car-side coupling member 46, and therefore, the car-side coupling member 46 is not prevented from being displaced toward the door pocket side position.

Therefore, when the 1 st car door 12a moves from the fully closed position to the opening direction while the car 8 is located outside the door zone, the 1 st operating member 48 rotates clockwise in fig. 9 by the cam member 47, the 2 nd operating member 49 rotates together with the 1 st operating member 48 while being held at the initial position, and the 3 rd operating member 50 and the car-side coupling member 46 are displaced toward the door pocket side of the 1 st car door 12 a.

Further, the cam portion 49b does not contact the 2 nd contact 59b, and the movable locking member 59 is held in the locking position.

Therefore, the movable locking piece 59 is hooked to the fixed locking piece 42, and prevents the 1 st car door 12a from moving further in the opening direction. The position of the car-side coupling member 46 at this time is the door pocket-side position of the car-side coupling member 46.

At this time, when acceleration is generated in the 1 st car door 12a, an inertial force acts on the car-side coupling member 46. Therefore, the car-side connecting member 46 is to relatively rotate the 2 nd working member 49 with respect to the 1 st working member 48 via the 3 rd working member 50. However, the inertial force is compensated by the compensation weight 49c, and the 2 nd working member 49 is restrained from rotating from the initial position.

In such an elevator car door apparatus, the door opening prevention function is effective only when the fixed-side lock roller 29 and the movable-side lock roller 30 are not present in the vertical range of the car-side coupling member 46. Therefore, there is no need to prepare an unlocking cam additionally on the landing side. Therefore, the 1 st car door 12a and the 2 nd car door 12b can be prevented from moving in the opening direction between floors by a simple structure.

Further, when the 1 st car door 12a and the 2 nd car door 12b are located at the fully closed position, the movable locking piece 59 can be held at the locking position. Further, since the movable locking piece 59 is not unnecessarily moved from the locking position to the non-locking position, malfunction and malfunction can be suppressed, and reliability can be improved.

Further, the 1 st working member 48 is provided with a stopper 48c. Therefore, when the 1 st car door 12a and the 2 nd car door 12b are located at the fully closed position, the car-side coupling member 46 is more reliably held at the door stop-side position. Therefore, the car-side connecting member 46 can be prevented from interfering with the fixed-side interlocking roller 29 and the movable-side interlocking roller 30 during running of the car 8.

The car-side coupling member 46 is provided to the 1 st car door 12a via the 1 st parallel link mechanism 43. Therefore, the car-side coupling member 46 can be displaced between the door stop-side position and the door pocket-side position by a simple structure.

In a state where the car-side connecting member 46 does not contact the fixed-side interlocking roller 29 and the movable-side interlocking roller 30, the 1 st line segment and the 2 nd line segment are parallel to each other, and the lengths of the 1 st line segment and the 2 nd line segment are equal to each other.

Therefore, when the 2 nd working member 49 is located at the initial position, the total mass of the car-side connecting member 46 and the mass of the 3 rd working member 50 can be regarded as being moved to the 2 nd connecting shaft 50a, and dynamic design can be easily performed.

The 2 nd operating member 49 has a shape that compensates for the inertial force acting on the car-side connecting member 46. Therefore, even when the 1 st car door 12a is to be pried rapidly, erroneous unlocking can be suppressed, and the locking reliability can be improved.

Further, the movable locking member 59 is located at the locking position by the locking detection switch 62. Therefore, the malfunction of the movable lock 59 can be detected.

Further, the 2 nd contact 59b is constituted separately from the movable locking piece 59. Further, the rotation range of the movable lock 59 is limited by the 1 st stopper member 61a and the 2 nd stopper member 61 b. Further, the movable locking member 59 and the 2 nd contact 59b rotate in conjunction with each other between the locked position and the unlocked position. Further, the movable locking piece 59 is restricted from rotating in the same direction by the 2 nd stopper 61b after rotating from the locking position to the unlocking position. Further, after the movable locking piece 59 is rotated from the locking position to the non-locking position, the rotation of the 2 nd contact 59b in the same direction is not restricted.

Therefore, it is possible to suppress the lock portion 59a from protruding downward from the upper end of the car door panel 36, and to allow a large displacement of the 2 nd contact 59 b.

The structure in which the guide vane 55 is displaceable in the horizontal direction is not essential, and the guide vane 55 may be fixed to the 1 st car door 12a. In addition, the guide vane 55 may be omitted.

The fixed-side interlocking roller 29 and the movable-side interlocking roller 30 are not necessarily held between the car-side connecting member 46 and the guide vane 55. The car-side connecting member 46 and the guide vane 55 may be disposed between the fixed-side interlocking roller 29 and the movable-side interlocking roller 30. In this case, the car-side connecting member 46 is disposed on the door pocket side with respect to the guide vane 55.

The fixed locking element 42 may be provided outside the 1 st car door 12a, i.e., the 2 nd car door 12b. In this case, the lock portion 59a of the movable locker 59 is disposed on the opposite side of the car-side connecting member 46 with respect to the locker shaft 59 c. Thus, the car-side coupling member 46 and the fixed locking element 42 are disposed separately in the 1 st car door 12a and the 2 nd car door 12b, and the restriction in the arrangement of the equipment is relaxed.

The cam member 47 may be fixed to the car door frame 31.

The car door apparatus may be a single-open type car door apparatus. In this case, the cam member 47 is fixed to the car door frame 31.

The layout of the entire elevator is not limited to the layout of fig. 1. For example, the roping method may be 2:1 a rope winding mode.

The elevator may be a machine-room-less elevator, a double-deck elevator, a single-shaft multi-car elevator, or the like. The single-hoistway multi-car system is a system in which an upper car and a lower car disposed directly below the upper car are independently lifted and lowered in a common hoistway.

Description of the reference numerals

8: a car; 12a: a 1 st car door; 12b: a 2 nd car door (outside of the 1 st car door); 26: an interlock device; 29: fixing a side interlocking roller; 30: a movable side interlocking roller; 42: fixing the locking piece; 43: the 1 st parallel link mechanism; 44: a 1 st lower link; 45: a 1 st upper link; 46: a car-side connecting member; 47: a cam member; 48: a 1 st working member; 48a: a 1 st working member shaft; 48b: 1 st contact; 48c: a stopper; 49: a 2 nd working member; 49a: a 1 st connecting shaft; 49b: a cam section; 50: a 3 rd working member; 50a: a 2 nd connecting shaft; 59: a movable locking member; 59b: a 2 nd contact; 62: locking the detection switch.

Claims (6)

1. A car door apparatus of an elevator, wherein the car door apparatus of an elevator has:

a 1 st car door;

a car-side coupling member provided to the 1 st car door and capable of being displaced in the opening/closing operation direction of the 1 st car door with respect to the 1 st car door between a door-stop-side position and a door-pocket-side position, the door-pocket-side position being a position closer to the door pocket than the door-stop-side position;

a movable locking member that is displaced between a locking position and a non-locking position;

a fixed locking member provided at a position that moves relative to the movable locking member when the 1 st car door moves in the opening direction, the fixed locking member being caught by the movable locking member when the movable locking member is located at the locking position, preventing the 1 st car door from moving in the opening direction, and allowing the 1 st car door to move in the opening direction when the movable locking member is located at the non-locking position;

a cam member provided outside the 1 st car door;

a 1 st working member rotatably provided to the 1 st car door;

a 1 st contact provided to the 1 st working member and guided to be displaced by the cam member;

A 2 nd working member having a cam portion and rotatably coupled to the 1 st working member;

a 2 nd contact provided to the movable lock, the 2 nd contact being displaced by being pressed by the cam portion by rotation of the 2 nd working member with respect to the 1 st working member, the 2 nd contact being displaced to the non-lock position by the movable lock; and

a 3 rd working member rotatably coupled to the car-side coupling member and rotatably coupled to the 2 nd working member,

the 2 nd working member is rotatable relative to the 1 st working member between an initial position and an operating position in which the 2 nd contact is displaced by the cam portion,

when the 1 st car door is in the fully closed position, the car-side coupling member is held at the door-stop-side position, the 2 nd working member is held at the initial position, the movable locking piece is held at the locking position,

when the car is located in the door zone, the 1 st working member is rotated by the cam member when the 1 st car door is moved from the fully closed position to the open direction, the car-side coupling member abuts against an interlocking roller of an interlocking device provided to the landing door to prevent the car-side coupling member from being displaced to the door pocket-side position, the 2 nd working member is rotated to the operating position by the 3 rd working member, the 2 nd contact is pressed by the cam portion, the movable locking member is displaced to the non-locking position to allow the 1 st car door to be further moved to the open direction,

When the car is located outside the door zone, the 1 st working member is rotated by the cam member when the 1 st car door is moved from the fully closed position to the opening direction, the car-side coupling member is displaced to the door pocket-side position, the 2 nd working member is rotated together with the 1 st working member to be held at the initial position, and the movable locking piece is held at the locking position to prevent the 1 st car door from being moved further in the opening direction.

2. The car door apparatus of an elevator according to claim 1, wherein,

the 1 st working member is rotatably provided to the 1 st car door about a 1 st working member shaft,

the 2 nd working member is rotatably coupled to the 1 st working member about a 1 st coupling shaft,

the 3 rd working member is rotatably coupled to the 2 nd working member about a 2 nd coupling shaft,

a stopper is provided at a portion between the 1 st working member shaft and the 1 st coupling shaft in the 1 st working member,

the stopper restricts the 2 nd coupling shaft from being displaced to a position closer to the door pocket side of the 1 st car door than a line segment connecting the 1 st working member shaft and the 1 st coupling shaft.

3. The car door apparatus of an elevator according to claim 2, wherein,

the car-side connecting member is provided to the 1 st car door via a parallel link mechanism,

the parallel link mechanism includes a lower link and an upper link disposed directly above the lower link.

4. The car door apparatus of an elevator according to claim 3, wherein,

when the line segment connecting the 1 st operating member shaft and the 2 nd connecting shaft is the 1 st line segment and the line segment connecting the connecting portion of the upper link to the 1 st car door and the connecting portion of the upper link to the car-side connecting member is the 2 nd line segment,

in a state where the car-side connecting member is not in contact with the interlocking roller, the 1 st line segment and the 2 nd line segment are parallel to each other, and the length of the 1 st line segment and the length of the 2 nd line segment are equal to each other.

5. The car door apparatus of an elevator according to any one of claims 1 to 4, wherein,

the 2 nd working member has a shape that compensates for an inertial force acting on the car-side connecting member.

6. The car door apparatus of an elevator according to any one of claims 1 to 5, wherein,

The car door apparatus of an elevator further has a lock detection switch that detects that the movable lock is located at the lock position.