EP2194014B1 - Dispositif de sécurité pour ascenseur - Google Patents

Dispositif de sécurité pour ascenseur Download PDF

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Publication number
EP2194014B1
EP2194014B1 EP07828746.3A EP07828746A EP2194014B1 EP 2194014 B1 EP2194014 B1 EP 2194014B1 EP 07828746 A EP07828746 A EP 07828746A EP 2194014 B1 EP2194014 B1 EP 2194014B1
Authority
EP
European Patent Office
Prior art keywords
brake member
rotatable
guide rails
car
contact
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP07828746.3A
Other languages
German (de)
English (en)
Other versions
EP2194014A1 (fr
EP2194014A4 (fr
Inventor
Naoyuki Maruyama
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsubishi Electric Corp
Original Assignee
Mitsubishi Electric Corp
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Filing date
Publication date
Application filed by Mitsubishi Electric Corp filed Critical Mitsubishi Electric Corp
Publication of EP2194014A1 publication Critical patent/EP2194014A1/fr
Publication of EP2194014A4 publication Critical patent/EP2194014A4/fr
Application granted granted Critical
Publication of EP2194014B1 publication Critical patent/EP2194014B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces
    • B66B5/22—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces by means of linearly-movable wedges
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces
    • B66B5/20—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces by means of rotatable eccentrically-mounted members

Definitions

  • the present invention relates to a safety device for an elevator, the safety device being capable of braking travel of a car in both of upper and lower directions.
  • DE 29 43 660 B1 discloses a safety device according to the preamble of claim 1.
  • Patent Document 1 WO 03/008317
  • an amount of displacement of the wedge in the vertical direction becomes larger because the braking force is applied to the car.
  • a vertical dimension of the emergency brake device becomes larger.
  • the present invention has been made to solve the above-mentioned problems, and aims at providing a safety device for an elevator, the safety device being downsized and easily manufactured.
  • a safety device for an elevator according to the present invention includes the features of claim 1.
  • FIG. 1 is a configuration diagram illustrating an elevator apparatus according to Embodiment 1 of the present invention.
  • FIG. 1 is a configuration diagram illustrating an elevator apparatus according to Embodiment 1 of the present invention.
  • a car 1 and a counterweight (not shown) are suspended by a main rope 2.
  • the main rope 2 is winded around a drive sheave of a hoisting machine.
  • the drive sheave is rotated by a drive force of the hoisting machine.
  • the car 1 and the counterweight go up and down within a hoistway by rotation of the drive sheave.
  • Within the hoistway there are located a pair of the car guide rails 3 for guiding the hoisting of the car 1, and a pair of counterweight guide rails (not shown) for guiding the hoisting of the counterweight.
  • the travel of the car 1 and the counterweight is controlled by a control panel 4 of the elevator.
  • a car speed detecting sensor 5 for detecting a speed of the car 1
  • a door opening and closing detecting sensor 6 for detecting the open/close state of a doorway (not shown) of the car 1
  • a main rope breakage detecting sensor 7 for detecting the presence or absence of breakage of the main rope 2.
  • the car speed detecting sensor 5 there is used, for example, an encoder, a resolver, or the like, which generates a signal corresponding to a rotating speed of the drive sheave.
  • the door opening and closing detecting sensor 6 there is used, for example, a position sensor or the like for detecting a position of a door that opens or closes the doorway of the car 1.
  • the main rope breakage detecting sensor 7 there is used, for example, a tension detector or the like for detecting a tension of the main rope 2.
  • a brake command unit 8 for detecting the presence or absence of abnormality of the elevator on the basis of the respective information from the car speed detecting sensor 5, the door opening and closing detecting sensor 6, and the main rope breakage detecting sensor 7.
  • the brake command unit 8 outputs a brake command when detecting the occurrence of an abnormality of the elevator.
  • the brake command unit 8 includes a computer having an arithmetic processing unit (CPU and the like), a storage unit (ROM, RAM, hard disc, and the like), and a signal input/output unit.
  • the function of the brake command unit 8 can be realized by arithmetic processing due to the computer.
  • the car 1 is provided with a pair of emergency stop devices 9 being a brake device for grasping the car guide rails 3 and braking the car 1.
  • Each of the emergency stop devices 9 executes brake operation for braking the car 1 upon receiving a brake command from the brake command unit 8.
  • FIG. 2 is a configuration diagram illustrating the emergency stop device 9 in FIG. 1 .
  • FIG. 3 is a cross-sectional view taken along a line III-III of FIG. 2 .
  • the car 1 is fitted with a mounting frame 10.
  • the mounting frame 10 is fixed with an upper guide rod 11 and a lower guide rod 12 which are vertically located at a distance to each other.
  • the upper guide rod 11 and the lower guide rod 12 are arranged in parallel to each other and horizontally.
  • a housing 13 is disposed inside of the mounting frame 10.
  • Slide guides 13a to 13d are located above and below the housing 13.
  • the upper guide rod 11 passes through the slide guides 13a and 13c.
  • the lower guide rod 12 passes through the slide guides 13b and 13d.
  • the housing 13 includes a housing main body 14, a mounting guide portion 15 that projects from the housing main body 14 toward the car guide rails 3, and an adjusting bolt mounting portion 16 ( FIG. 3 ) that projects from the housing main body 14 toward an opposite side of the car guide rails 3.
  • the mounting guide portion 15 is displaced from the car guide rails 3 in a displacement direction of the housing 13. Further, the mounting guide portion 15 has a holder 15a that extends vertically, and a pair of horizontal members 15b and 15c that extend from each of an upper end and a lower end of the holder 15a toward the car guide rails 3.
  • the housing 13 is provided with a receiving brake member 17 and a rotatable brake member 18 which horizontally face each other through an intermediation of the car guide rails 3. That is, the receiving brake member 17 and the rotatable brake member 18 are located at a distance to each other horizontally, and the car guide rails 3 are intervened between the receiving brake member 17 and the rotatable brake member 18 with gaps therebetween.
  • the receiving brake member 17 and the rotatable brake member 18 are allowed to come in or out of contact with the car guide rails 3 by displacement of the housing 13 with respect to the mounting frame 10, respectively.
  • the receiving brake member 17 is arranged between the respective horizontal members 15b and 15c.
  • the receiving brake member 17 is guided along the respective horizontal members 15b and 15c.
  • the receiving brake member 17 is fixed with a plurality of stepped bolts 19 (two in this example) that pass through the holder 15a.
  • Each of the stepped bolts 19 is slidable horizontally with respect to the holder 15a. As a result, the receiving brake member 17 is displaceable horizontally with respect to the housing 13.
  • Plate springs (pushing elements) 22 and an adjusting screw (adjusting member) 23 through which each common stepped bolt 19 passes through are arranged between the receiving brake member 17 and the holder 15a (that is, an opposite side of the receiving brake member 17 to the car guide rails 3).
  • the plate springs 22 are displaced toward a direction along which the receiving brake member 17 approaches the holder 15a so as to be compressed to create an elastic repelling force. As a result, the receiving brake member 17 is urged toward a direction approaching the car guide rails 3 (that is, a direction apart from the holder 15a).
  • Each of the adjusting screws 23 is screwed with each screw hole (not shown) defined in the holder 15a. The adjusting screws 23 each adjust a position of the receiving brake member 17 relative to the holder 15a and a magnitude of the elastic repelling force of the plate springs 22 by adjusting the screwed amount with respect to the holder 15a.
  • Each of the stepped bolts 19 passes through a washer 20 and is engaged with a retaining nut 21.
  • the washer 20 and the retaining nut 21 are engage able with the holder 15a.
  • the displacement of the receiving brake member 17 in a direction approaching the car guide rails 3 are regulated by engagement of the washer 20 and the retaining nut 21 with the holder 15a.
  • the engagement of the washer 20 and the retaining nut 21 with the holder 15a prevents the receiving brake member 17 from coming off from the holder 15a.
  • the rotatable brake member 18 is fitted to a spindle (rotating shaft) 24 fixed horizontally to the housing main body 14 through the intermediation of a bearing 25.
  • the bearing 25 is a slide bearing.
  • the rotatable brake member 18 is rotatable vertically (that is, clockwise or counterclockwise in FIG. 2 ) about the spindle 24.
  • the spindle 24 has a through-hole 26 ( FIG. 3 ) that passes through the spindle 24 along a center line C.
  • a coupling rod 27 that couples the rotatable brake members 18 of the respective emergency stop devices 9 with each other passes through the through-hole 26.
  • the coupling rod 27 is arranged coaxially with the spindle 24. Further, the coupling rod 27 is provided with a fitting portion 27a fastened to the rotatable brake member 18 by a fitting bolt 28 while avoiding the spindle 24 and the bearing 25. As a result, the coupling rod 27 is rotatable about the spindle 24 integrally with the rotatable brake member 18. Accordingly, the rotating amount of the rotatable brake members 18 of the respective emergency stop devices 9 is identical with each other.
  • the rotatable brake member 18 rotates in a direction corresponding to a travel direction of the car 1 while coming in contact with the car guide rails 3 when the rotatable brake member 18 comes in contact with the car guide rails 3 at the time of traveling the car 1. That is, when the rotatable brake member 18 comes in contact with the car guide rails 3, the rotatable brake member 18 rotates upward (that is, clockwise about the spindle 24 in FIG. 2 ) while the car 1 is lowered, and the rotatable brake member 18 rotates downward (that is, counterclockwise about the spindle 24 in FIG. 2 ) while the car 1 is raised.
  • the shape of the rotatable brake member 18 is made so that a distance of the rotatable brake member 18 to the receiving brake member 17 becomes continuously smaller by vertical rotation about the spindle 24. As a result, the distance between the rotatable brake member 18 and the receiving brake member 17 is the largest before the rotatable brake member 18 rotates, and becomes continuously smaller as the rotating amount of the rotatable brake member 18 gets larger.
  • the position of the rotatable brake member 18 before rotation is at a neutral position where the brake operation of the emergency stop devices 9 is canceled.
  • the rotatable brake member 18 grasps the car guide rails 3 in cooperation with the receiving brake member 17 by vertical rotation from the neutral position.
  • the rotatable brake member 18 includes a rotatable brake main body 29, and an upper brake shoe 30 and a lower brake shoe 31 (a pair of brake shoes) which are provided on the rotatable brake main body 29.
  • the rotatable brake main body 29 includes a rotation stopper portion 32 that projects toward a space defined between the car guide rails 3 and the housing main body 14, and the rolling contact portion 33 whose distance relative to the receiving brake member 17 become continuously smaller even when the rotatable brake member 18 rotates in both of upper and lower directions.
  • the rotation stopper portion 32 and the rolling contact portion 33 are displaced from each other along the center line C of the spindle 24.
  • the displacement route of the rotation stopper portion 32 when the rotatable brake member 18 rotates deviates from a range of the car guide rails 3. Accordingly, there is no case in which the rotation stopper portion 3 comes in contact with the car guide rails 3.
  • the rolling contact portion 33 is allowed to come in or out of contact with the car guide rails 3 by horizontal displacement of the housing 13 with respect to the car guide rails 3.
  • the housing main body 14 is provided with a rotation regulating portion 34 for regulating the respective upper and lower rotating amounts from the neutral position of the rotatable brake member 18.
  • the rotation regulating portion 34 includes an upper stopper holder 34a for regulating the upper rotating amount of the rotatable brake member 18, and a lower stopper holder 34b for regulating the lower rotating amount of the rotatable brake member 18.
  • the upper rotation of the rotatable brake member 18 is prevented by allowing the rotation stopper portion 32 to abut against the upper stopper holder 34a.
  • the lower rotation of the rotatable brake member 18 is prevented by allowing the rotation stopper portion 32 to abut against the lower stopper holder 34b.
  • the respective positions of the upper stopper holder 34a and the lower stopper holder 34b are predetermined so that the upper rotating amount of the rotatable brake member 18 becomes larger than the lower rotating amount of the rotatable brake member 18.
  • the rolling contact portion 33 is configured along an outer peripheral surface of one cylinder having an axial line P eccentric to the center line C of the spindle 24.
  • the position of the axial line P is located on a side opposite to the car guide rails 3 with respect to the center line C of the spindle 24. Further, the axial line P intersects with a line that passes through the center line C of the spindle 24 and extends along a direction in which the housing 13 is displaced from the car guide rails 3 (that is, a normal to the car guide rails 3 that passes through the center line C) A.
  • the upper brake shoe 30 and the lower brake shoe 31 are arranged to sandwich the rolling contact portion 33 therebetween in the circumferential direction of the rotatable brake main body 29. Further, the upper brake shoe 30 and the lower brake shoe 31 are arranged on a side opposite to the car guide rails 3 with respect to a plane that includes the center line C of the spindle 24 and is parallel to the car guide rails 3.
  • the upper brake shoe 30 has a brake surface 30a (friction surface) being a plane
  • the lower brake shoe 31 has a brake surface 31a (friction surface) being a plane.
  • the brake surface 30a projects from an upper end of the rolling contact portion 33 by a given amount
  • the brake surface 31a projects from a lower end of the rolling contact portion 33 by a given amount.
  • the brake surface 30a of the upper brake shoe 30 comes in contact with the car guide rails 3 when the rotation regulating portion 34 abuts against the lower stopper holder 34a.
  • the brake surface 31a of the lower brake shoe 31 comes in contact with the car guide rails 3 when the rotation regulating portion 34 abuts against the upper stopper holder 34b.
  • the respective positions (and the respective angles) of the upper brake shoe 30 and the lower brake shoe 31 in the rotatable brake member 18 are determined so that the rotating amount until the brake surface 31a comes in contact with the car guide rails 3 becomes larger than the rotating amount until the brake surface 30a comes in contact with the car guide rails 3 when the rotatable brake member 18 rotates from a neutral position.
  • the rolling contact portion 33 comes in contact with the car guide rails 3 by displacement of the rotatable brake member 18 toward the car guide rails 3.
  • the rotatable brake member 18 When the rolling contact portion 33 comes in contact with the car guide rails 3 while the car 1 is lowered, the rotatable brake member 18 is attracted to the car guide rails 3, and rotates upward from the neutral position. When the rotatable brake member 18 rotates upward while the rolling contact portion 33 is in contact with the car guide rails 3, the housing 13 is displaced toward a direction along which the spindle 24 is apart from the car guide rails 3 (that is, a direction along which the receiving brake member 17 approaches the car guide rails 3). As a result, the receiving brake member 17 comes in contact with the car guide rails 3.
  • the rotatable brake member 18 When the rolling contact portion 33 comes in contact with the car guide rails 3 while the car 1 is raised, the rotatable brake member 18 is attracted to the car guide rails 3, and rotates downward from the neutral position. When the rotatable brake member 18 rotates downward while the rolling contact portion 33 is in contact with the car guide rails 3, the housing 13 is displaced toward a direction along which the spindle 24 is apart from the car guide rails 3 (that is, a direction along which the receiving brake member 17 approaches the car guide rails 3). As a result, the receiving brake member 17 comes in contact with the car guide rails 3.
  • the frictional force of the rotatable brake member 18 against the pressing force can be made larger than a return rotating force caused by the pressing force of the rotatable brake member 18 (load exerted in a direction opposite to a rotating direction during braking), and the rotatable brake member 18 can be more surely rotated.
  • a radius R of a cylindrical surface of the rolling contact portion 33 may be increased.
  • a structure in which the car guide rails 3 are guided by an oilless guide to prevent adhesion of oil may be applied, or a large number of fine projections biting into the car guide rails 3 may be disposed on the rolling contact portion 33.
  • the mounting frame 10 is provided with a displacement drive mechanism 35 ( FIG. 3 ) for displacing the housing 13 with respect to the mounting frame 10.
  • the displacement drive mechanism 35 includes a plurality of urging springs (urging bodies) 36 that urge the housing 13 in a direction along which the rotatable brake member 18 comes in contact with the car guide rails 3, and a hold/release mechanism (holding means) 37 that is capable of regulating a displacement of the housing 13 against an urging force of the urging springs 36.
  • the urging springs 36 are disposed between the slide guides 13a and 13b and one end of the mounting frame 10 (at a right end thereof in FIG. 3 ).
  • As the urging springs 36 for example, a coil spring is used.
  • the slide guides 13a and 13b pass through each of the urging springs 36.
  • the hold/release mechanism 37 includes a gap allocation adjustment bolt 38 disposed in an adjustment bolt mounting portion 16, a holding lever 39 that can be displaced with respect to the mounting frame 10, and enageable with the gap allocation adjustment bolt 38, a thumbtack 40 that abuts against the holding lever 39, and an electromagnetic magnet 41 that displaces the thumbtack 40 to displace the holding lever 39.
  • the electromagnetic magnet 41 includes a stator core 42 that is fixed to the mounting frame 10, an electromagnetic coil 43 that is incorporated into the stator core 42, and a moving core 44 that can be displaced with respect to the stator core 42.
  • the thumbtack 40 is fixed to a center of the moving core 44.
  • a leading end of the thumbtack 40 is screwed with a plurality of adjustment nuts 45 for finely adjusting a length of the thumbtack 40.
  • the holding lever 39 is displaceable between a retention position ( FIG. 3 ) that regulates the displacement of the housing 13 and a cancel position ( FIG. 5 ) that cancels the regulation of the housing 13 in a state where the rotatable brake member 18 is apart from the car guide rails 3.
  • the holding lever 39 is rotatably fitted to the mounting frame 10.
  • the holding lever 39 is displaced between the retention position and the cancel position by rotation of the mounting frame 10.
  • One end of the holding lever 39 is abutted against a leading end of the thumbtack 40.
  • Another end of the holding lever 39 is abutted against the gap allocation adjustment bolt 38.
  • the gap allocation adjustment bolt 38 is screwed with the adjustment bolt mounting portion 16. Further, the gap allocation adjustment bolt 38 is pushed horizontally toward another end of the holding lever 39 by urging of the respective urging springs 36.
  • the gap dimensions ⁇ d1 and ⁇ d2 ( FIG. 2 ) between each of the rotatable brake member 18 and the receiving brake member 17, and the car guide rails 3 when the holding lever 39 is at the retention position (that is, the displacement of the housing 13 is regulated) are adjusted by adjusting the screwing amount of the gap allocation adjustment bolt 38 to the adjustment bolt mounting portion 16.
  • the moving core 44 is adsorbed and held by the stator core 42 by exciting the electromagnetic magnet 41.
  • the thumbtack 40 is held by adsorption of the moving core 44 due to the stator core 42 so as not to move with respect to the stator core 42.
  • the holding lever 39 is abutted against the thumbtack 40 held to the stator core 42, thereby being held to the retention position. That is, the displacement of the holding lever 39 from the retention position to the cancel position is regulated by excitation of the electromagnetic magnet 41.
  • the retention force of the electromagnetic magnet 41 is set so as to overcome the urging force against the housing 13 of each of the urging springs 36. Accordingly, the receiving brake member 17 and the rotatable brake member 18 are held to be apart from the car guide rails 3 by excitation of the electromagnetic magnet 41 ( FIG. 2 and FIG. 3 ).
  • the regulation of the displacement of the holding lever 39 to the cancel position is canceled by eliminating the retention force by stopping the excitation of the electromagnetic magnet 41.
  • the holding lever 39 is rotated while being pushed against the gap allocation adjustment bolt 38 due to the urging force of the respective urging springs 36 when the retention force of the electromagnetic magnet 41 is eliminated, and then displaced to the cancel position from the retention position.
  • the housing 13 is displaced toward a direction along which the rotatable brake member 18 comes in contact with the car guide rails 3.
  • FIG. 4 is a configuration diagram illustrating a state in which the rolling contact portion 33 of FIG. 2 comes in contact with the car guide rails 3
  • FIG. 5 is a cross-sectional view taken along a line V-V of FIG. 4
  • FIG. 6 is a configuration diagram illustrating a state in which the car guide rails 3 are grasped due to the upper rotation of the rotatable brake member 18 of FIG. 2
  • FIG. 7 is a cross-sectional view taken along a line VII-VII of FIG. 6 .
  • a brake command is output from the brake command unit 8 to the respective emergency stop devices 9.
  • the displacement drive mechanism 35 of each emergency stop devices 9 receives the brake command, the energization of the electromagnetic coil 43 stops, and the retention force of the electromagnetic magnet 41 is eliminated.
  • the holding lever 39 is rotated from the retention position ( FIG. 3 ) to the cancel position ( FIG. 5 ) by the urging force of the respective urging springs 36 while being pushed against the gap allocation adjustment bolt 38.
  • the thumbtack 40 is displaced while being abutted against the holding lever 39.
  • the housing 13 With the displacement of the holding lever 39 to the cancel position, the housing 13 is displaced in a direction along which the rotatable brake member 18 comes in contact with the car guide rails 3 (left direction in FIG. 2 and FIG. 3 ) by the urging force of the respective urging springs 36. As a result, as illustrated in FIGS. 4 and 5 , the rotatable brake member 18 comes in contact with the car guide rails 3.
  • the rotatable brake member 18 When the rotatable brake member 18 comes in contact with the car guide rails 3 while the car 1 is lowered, the rotatable brake member 18 is attracted to the car guide rails 3, and rotates upward. In this situation, the rotatable brake member 18 is rotated while the rolling contact portion 33 comes in contact with the car guide rails 3 by the urging force of the respective urging springs 36. As a result, the housing 13 is displaced in a direction along which the spindle 24 is apart from the car guide rails 3, and the receiving brake member 17 is displaced in a direction approaching the car guide rails 3. As a result, the gap allocation adjustment bolt 38 is apart from the holding lever 39.
  • the rotatable brake member 18 comes in contact with the car guide rails 3 while the car 1 is lowered, the rotatable brake member 18 is attracted to the car guide rails 3, and rotates downward. In this situation, the rotatable brake member 18 is rotated while the rolling contact portion 33 comes in contact with the car guide rails 3 by the urging force of the respective urging springs 36. As a result, the housing 13 is displaced in a direction along which the spindle 24 is apart from the car guide rails 3, and the receiving brake member 17 is displaced in a direction approaching the car guide rails 3. As a result, the gap allocation adjustment bolt 38 is apart from the holding lever 39.
  • the respective positions of the upper stopper holder 34a and the lower stopper holder 34b are preset so that the upper rotating amount of the rotatable brake member 18 is larger than the lower rotating amount of the rotatable brake member 18. Accordingly, the braking force when the lower brake shoe 31 comes in contact with the car guide rails 3 are larger than the braking force when the upper brake shoe 30 comes in contact with the car guide rails 3. That is, the braking force generated in the car 1 due to the operation of the emergency stop devices 9 when the car 1 is lowered is larger than that when the car 1 is raised.
  • the rolling contact portion 33 disposed in the rotatable brake member 18 is configured along the outer peripheral surface of one cylinder having the axial line P eccentric with respect to the center line C of the spindle 24. Therefore, the shape of the rotatable brake member 18 can be simplified, and the processing of the rotatable brake member 18 can be facilitated.
  • the emergency stop devices 9 can be easily manufactured. Further, the vertical travel amount of the rotatable brake member 18 relative to the car 1 can be reduced. Accordingly, the vertical dimension can be reduced, and the emergency stop devices 9 can be downsized.
  • the axial line P of the rolling contact portion 33 intersects with a normal to the car guide rails 3 that pass through the center line C of the spindle 24, and is located on a side opposite to the car guide rails 3 with respect to the center line C of the spindle 24. Therefore, the rotatable brake member 18 can be further downsized.
  • FIG. 8 is a schematic diagram for describing the displacement of the rotatable brake member 18 in FIG. 2 .
  • FIG. 9 is a schematic diagram illustrating an example in which the position of the axial line of the cylinder when the rotatable brake member is at the neutral position is different from that of the rotatable brake member 18 in FIG. 2 .
  • a point is S at which the rolling contact portion comes in contact with the car guide rail, and in an X-Y coordinate system in which the center line C is a center thereof, the respective positions (initial positions) of the axial line P and the contact point S are P1 and S1 when the rotatable brake member is at the neutral position.
  • the respective positions of the axial line P and the contact point S are P2 and S2 when the rotatable brake member rotates downward (counterclockwise).
  • a dimension between the axial line P of the rolling contact portion and the center line C of the spindle is r, and a radius of the cylinder of the rolling contact portion is R.
  • an angle ⁇ initial angle
  • an angle ⁇ is formed between a line connecting the initial position P1 and the center line C to each other and a + portion of the X axis.
  • an angle ⁇ (rotating angle from the initial position P1 to the position P2) is formed between a line connecting the position P2 and the center line C to each other and a line connecting the initial position P1 and the center line C to each other.
  • a maximum friction angle is ⁇ at which an angle (friction angle) formed between a line connecting the center line C and the contact point S to each other and a - portion of the X axis becomes the largest while the axial line P travels from the initial position P1 to the position P2.
  • the maximum friction angle ⁇ is represented by Expression (2).
  • the maximum friction angle ⁇ is represented by Expression (3).
  • the maximum friction angle ⁇ is represented by Expression (4).
  • suffix "a” is attached to the initial angle ⁇ , the rotating angle ⁇ , the dimension r, and the radius R.
  • suffix "b” is attached to the initial angle ⁇ , the rotating angle ⁇ , the dimension r, and the radius R, which distinguishes a case in which the initial position P1 of the axial line P is on the X-axis from a case in which the initial position P1 of the axial line P is at a position different from that on the X-axis.
  • the position of the axial line P of the rolling contact portion 33 is arranged on the + portion of the X-axis in the X-Y coordinate system centered on the center line C, thereby enabling the rotatable brake member 18 to be downsized.
  • the rotatable brake member 18 is rotatable about the center line C in both of the upper and lower directions. Therefore, when the initial position P1 of the axial line P deviates from the X-axis, there is a need to arrange the initial position P1 of the axial line P at two portions symmetrical with respect to the X-axis. With this arrangement, the rolling contact portion is configured by coupling the outer peripheral surfaces of two cylinders together, and becomes complicated.
  • the initial position P1 of the axial line P is arranged on the X-axis, and hence even when the rotatable brake member 18 rotates in both of the upper and lower directions, a shape along one cylinder having the common axial line P can be identical with the shape of the rolling contact portion. Accordingly, the shape of the rolling contact portion can be simplified, and the rotatable brake member 18 can be easily manufactured. Further, for example, a knurling process and a process of forming a plurality of fine protrusions can be easily conducted on the rolling contact portion 33. Thus, the friction coefficient of the rolling contact portion 33 can be easily improved.
  • the rotatable brake member 18 includes the rotatable brake main body 29 with the rolling contact portion 33, and the upper brake shoe 30 and the lower brake shoe 31 which are disposed in the rotatable brake main body 29, and sandwich the rolling contact portion 33 therebetween in the circumferential direction of the rotatable brake main body 29.
  • the upper brake shoe 30 and the lower brake shoe 31 are provided with the brake surface 30a and the brake surface 31a which come in contact with the car guide rails 3, respectively. Therefore, a contact area when the car guide rails 3 are grasped can be increased, and the abrasion of the car guide rails 3 and the rotatable brake member 18 can be suppressed. Further, it is possible to set an appropriate braking force against the car 1, and hence an impact against the car 1 when the emergency stop devices 9 operate can be reduced.
  • the upper brake shoe 30 and the lower brake shoe 31 are placed on a side opposite to the car guide rails 3 with respect to a plane including the spindle 24 and parallel to the car guide rails 3. Therefore, the rotating amount of the rotatable brake member 18 until the upper brake shoe 30 and the lower brake shoe 31 come in contact with the car guide rails 3 can be increased, and the rotatable brake member 18 can be downsized.
  • the housing 13 is displaced by the displacement drive mechanism 35 with respect to the car 1 in a direction along which the rotatable brake member 18 comes in or out of contact with the car guide rails 3. Therefore, the operation of bringing the rotatable brake member 18 in contact with the car guide rails 3 can be formed in a short time. As a result, the operating time of the emergency stop devices 9 can be reduced.
  • the respective positions of the upper stopper holder 34a and the lower stopper holder 34b are preset so that the braking force when the lower brake shoe 31 comes in contact with the car guide rails 3 are larger than the braking force when the upper brake shoe 30 comes in contact with the car guide rails 3. Therefore, the braking force having a magnitude corresponding to the travel direction of the car 1 can be generated. That is, the braking force required for preventing a raising of the car 1 is smaller than the braking force required for preventing a lowering of the car 1 when the main rope 2 is ruptured, the raising being caused by imbalance of the car 1 side and the counterweight side.
  • the operation of the emergency stop devices 9 allows the braking force generated in the car 1 to differ between the raising operation and the lowering operation of the car 1. As a result, the impact on the car 1 when the emergency stop devices 9 operate can be further reduced, and the security can be improved.
  • the gap between each of the receiving brake member 17 and the rotatable brake member 18 and each of the car guide rails 3 can be adjusted by the gap allocation adjustment bolt 38 in the normal state. Therefore, for example, the malfunction of the emergency stop devices 9 can be prevent from occurring by the oscillation of the car 1 due to the biased load. Further, the gaps between each of the receiving brake member 17 and the rotatable brake member 18 and the car guide rail 3 can be adjusted in a state where the emergency stop devices 9 are mounted on the car 1, respectively. Thus the installation operation of the emergency stop devices 9 can be performed.
  • the housing 13 is advanced in parallel to the car 1 so that the rotatable brake member 18 is brought in contact with the car guide rails 3, and the rotatable brake member 18 is rotated by travel of the car 1 relative to the car guide rails 3.
  • a rotary drive device for directly rotating the rotatable brake member 18, and the rotatable brake member 18 is rotated by only a drive force of the rotary drive device without advancing the housing 13 in parallel.
  • FIG. 10 is a configuration diagram illustrating the emergency stop device 9 in a safety device for an elevator according to Embodiment 2 of the present invention.
  • FIG. 11 is a cross-sectional view taken along the line XI-XI of FIG. 10 .
  • the rotatable brake member 18 includes a contact rotating body 51 rotatable about the spindle 24, a rotated body 52 which is provided with the upper brake shoe 30 and the lower brake shoe 31 so as to be rotatable about the spindle 24, and an engagement pin (engagement member) 53 that is disposed in the contact rotating body 51 and engaged with the rotated body 52 when the rotating amount of the contact rotating body 51 reaches a given amount.
  • the rotated body 52 is arranged between the contact rotating body 51 and the housing main body 14.
  • the housing main body 14 is provided with an upper rotation regulating portion 54 for regulating an upper rotating amount of the rotated body 52, and a lower rotation regulating portion 55 for regulating a lower rotating amount of the rotated body 52.
  • the upper rotation regulating portion 54 and the lower rotation regulating portion 55 are arranged on a side opposite to the car guide rails 3 with respect to a plane including the center line C of the spindle 24 and parallel to the car guide rails 3.
  • the rotated body 52 includes a driven main body 56, an upper stopper portion 57 that projects from the upper portion of the driven main body 56, and a lower stopper portion 58 that projects from the lower portion of the driven main body 56.
  • the upper rotation of the rotated body 52 is prevented by abutting the upper stopper portion 57 against the upper rotation regulating portion 54.
  • the lower rotation of the rotated body 52 is prevented by abutting the lower stopper portion 58 against the lower rotation regulating portion 55.
  • the upper brake shoe 30 is disposed on the upper portion of the rotated body 52
  • the lower brake shoe 31 is disposed on the lower portion of the rotated body 52.
  • the upper brake shoe 30 and the lower brake shoe 31 are arranged on a side of the car guide rails 3 with respect to a plane including the center line C of the spindle 24 and parallel to the car guide rails 3.
  • an inclined angle of the brake surface 30a of the upper brake shoe 30 to the car guide rails 3 are set to +45°
  • an inclined angle of the brake surface 31a of the lower brake shoe 31 to the car guide rails 3 are set to -45°.
  • the car guide rails 3 are grasped between the lower brake shoe 31 and the receiving brake member 17 by the upper rotation (clockwise rotation in FIG. 10 ) of the rotated body 52, and grasped between the upper brake shoe 30 and the receiving brake member 17 by the lower rotation (counterclockwise rotation in FIG. 10 ) of the rotated body 52.
  • the contact rotating body 51 is provided with the same rolling contact portion 33 as in Embodiment 1, and an upper notch portion 59 and a lower notch portion 60 (a pair of notch portions) which are formed between ends of the rolling contact portion 33 in the circumferential direction of the contact rotating body 51.
  • the rolling contact portion 33 is configured along the outer peripheral surface of one cylinder having the axial line P eccentric to the center line C of the spindle 24.
  • the position of the axial line P is located on a side opposite to the car guide rails 3 with respect to the center line C of the spindle 24. Further, the axial line P intersects with the normal A to the car guide rails 3 that pass through the center line C.
  • the upper notch portion 59 is continuous with the upper end of the rolling contact portion 33.
  • the lower notch portion 60 is continuous with the lower end of the rolling contact portion 33. Further, the upper notch portion 59 and the lower notch portion 60 is a plane formed inside of the outer peripheral surface of the cylinder along the rolling contact portion 33 in the radial direction.
  • the contact rotating body 51 is capable of coming in or out of contact with the car guide rails 3 by displacement of the housing 13 with respect to the mounting frame 10.
  • the car guide rails 3 are brought in or out of contact with the rolling contact portion 33 of the contact rotating body 51.
  • the contact rotating body 51 rotates in a direction corresponding to the travel direction of the car 1. That is, when the rolling contact portion 33 comes in contact with the car guide rails 3, the contact rotating body 51 rotates upward while the car 1 is lowered, and the contact rotating body 51 rotates downward while the car 1 is raised.
  • the distance between the rolling contact portion 33 and the receiving brake member 17 is the maximum before the contact rotating body 51 rotates, and gets continuously smaller as the rotating amount of the contact rotating body 51 is larger.
  • the position of the contact rotating body 51 before rotation corresponds to the neutral position where the brake operation of the emergency stop devices 9 is canceled.
  • the engagement pin 53 is arranged so as to be included in a plane including both of the center line C of the spindle 24 and the axial line P of the rolling contact portion 33. Further, the position of the engagement pin 53 corresponds to a side opposite to the center line C with respect to the axial line P. Further, the engagement pin 53 projects from the contact rotating body 51 toward the housing main body 14.
  • the engagement pin 53 is engaged with the upper portion of the rotated body 52. After that, when the contact rotating body 51 further rotates, the rotated body 52 rotates together with the contact rotating body 51 while the engagement pin 53 is engaged with the rotated body 52.
  • the engagement pin 53 is engaged with the upper portion of the rotated body 52, because the upper notch portion 59 is provided to the contact rotating body 51, the contact rotating body 51 does not project from the upper brake shoe 30 toward the outside in the radial direction.
  • the engagement pin 53 is engaged with the lower portion of the rotated body 52. After that, when the contact rotating body 51 further rotates, the rotated body 52 rotates together with the contact rotating body 51 while the engagement pin 53 is engaged with the rotated body 52.
  • the engagement pin 53 is engaged with the lower portion of the rotated body 52, because the lower notch portion 60 is provided to the contact rotating body 51, the contact rotating body 51 does not project from the upper brake shoe 30 toward the outside in the radial direction.
  • the lower portion of the rotated body 52 is provided with a recess 61 for receiving the engagement pin 53.
  • the engagement pin 53 abuts against an inner surface of the recess 61.
  • the upper rotating amount of the contact rotating body 51 until the engagement pin 53 is engaged with the lower portion of the rotated body 52 is determined according to a depth of the recess 61.
  • the recess 61 is formed in only the lower portion of the rotated body 52, but not formed in the upper portion of the rotated body 52. That is, the rotating amount of the contact rotating body 51 until the engagement pin 53 is engaged with the rotated body 52 when rotating downward is smaller than that when rotating upward.
  • Other configurations are identical with those of Embodiment 1.
  • FIG. 12 is a main configuration diagram illustrating a state in which the rolling contact portion 33 of the contact rotating body 51 in FIG. 10 is in contact with the car guide rails 3.
  • FIG. 13 is a main configuration diagram illustrating a state in which the engagement pin 53 is engaged with the lower portion of the rotated body 52 by rotation of the contact rotating body 51 in FIG. 12 .
  • FIG. 14 is a main configuration diagram illustrating a state in which the car guide rail 3 is grasped by the upper rotation of the contact rotating body 51 and the rotated body 52.
  • the engagement pin 53 is engaged with the recess 61 formed in the lower portion of the rotated body 52 ( FIG. 13 ). After that, when the contact rotating body 51 further rotates upward, the rotated body 52 rotates upward together with the contact rotating body 51 while the engagement pin 53 is engaged with the recess 61.
  • the contact rotating body 51 is attracted by the car guide rails 3, and rotates downward.
  • the housing 13 is displaced in a direction along which the spindle 24 is apart from the car guide rails 3, and displaced in a direction along which the receiving brake member 17 approaches the car guide rails 3.
  • the contact rotating body 51 when the contact rotating body 51 further rotates downward, and the rotating amount of the contact rotating body 51 reaches a given amount, the engagement pin 53 is engaged with the upper portion of the rotated body 52. After that, the contact rotating body 51 further rotates downward, so that the rotated body 52 rotates downward together with the contact rotating body 51 while the engagement pin 53 is engaged with the upper portion of the rotated body 52.
  • the recess 61 is formed in the lower portion of the rotated body 52, and hence the rotating amount of the contact rotating body 51 until the engagement pin 53 is engaged with the rotated body 52 when rotating downward is lower than that when rotating upward. Accordingly, the braking force when the lower brake shoe 31 comes in contact with the car guide rails 3 are larger than the braking force when the upper brake shoe 30 comes in contact with the car guide rails 3. That is, the braking force generated in the car 1 through the operation of the emergency stop devices 9 when the car 1 is lowered is larger than that when the car 1 is raised.
  • the contact rotating body 51 provided with the rolling contact portion 33, and the rotated body 52 provided with the upper brake shoe 30 and the lower brake shoe 31 are separated from each other.
  • the contact rotating body 51 and the rotated body 52 are rotatable about the common spindle 24.
  • the engagement pin 53 that is engaged with the rotated body 52 when the rotating amount of the contact rotating body 51 reaches a given amount is provided to the contact rotating body 51.
  • the contact rotating body 51 may have a substantially disc shape, and hence the shape of the contact rotating body 51 can be simplified. Accordingly, the process of the contact rotating body 51 can be facilitated.
  • the upper brake shoe 30 and the lower brake shoe 31 can be arranged at positions apart from each other. Accordingly, the areas of the respective brake surfaces 30a and 31a of the upper brake shoe 30 and the lower brake shoe 31 can be increased. As a result, the contact area when the car guide rails 3 are grasped can be increased, and hence it is possible to set an appropriate braking force against the car 1. Accordingly, the impact on the car 1 when the emergency stop devices 9 operate can be reduced. Further, the vertical displacement amount of the contact rotating body 51 and the rotated body 52 with respect to the car 1 can be reduced, and hence the vertical dimension can be also reduced.
  • the lower portion of the rotated body 52 is formed with the recess 61 engageable with the engagement pin 53, and hence the depth of the recess 61 is adjusted so that the rotating amount of the contact rotating body 51 until the engagement pin 53 is engaged with the rotated body 52 can be easily adjusted. Accordingly, the respective projecting amounts(projecting margins) of the upper brake shoe 30 and the lower brake shoe 31 are adjusted according to adjustment of the rotating amount of the rotated body 52.
  • the braking force when the emergency stop devices 9 operate may be different from each other between the raising operation and the lowering operation of the car 1. Accordingly, the braking force when the car 1 is lowered can be larger than the braking force in the raising operation, the impact on the car 1 when the emergency stop devices 9 operates can be reduced, and the security can be improved.
  • the engagement pin 53 provided to the contact rotating body 51 is engaged with the rotated body 52.
  • the rotated body 52 rotates together with the contact rotating body 51. Therefore, even when the position of the engagement pin 53 relative to the contact rotating body 51 is adjusted, the rotating amount of the contact rotating body 51 until the engagement pin 53 is engaged with the rotated body 52 can be easily adjusted.
  • the respective projecting amounts (projecting margins) of the upper brake shoe 30 and the lower brake shoe 31 are adjusted according to adjustment of the rotating amount of the rotated body 52.
  • the braking force when the emergency stop devices 9 operate may be different from each other between the raising operation and the lowering operation of the car 1. Accordingly, the braking force when the car 1 is lowered can be larger than the braking force in the raising operation, the impact on the car 1 when the emergency stop devices 9 operates can be reduced, and the security can be improved.
  • the housing 13 is advanced in parallel to the car 1 so that the contact rotating body 51 is brought in contact with the car guide rails 3, and the contact rotating body 51 is rotated by travel of the car 1 relative to the car guide rails 3.
  • a rotary drive device for directly rotating the contact rotating body 51, and the contact rotating body 51 is rotated by only a drive force of the rotary drive device without advancing the housing 13 in parallel.
  • the rotated body 52 is rotated together with the contact rotating body 51 so that the upper brake shoe 30 and the lower brake shoe can be brought in contact with the car guide rails 3.
  • the sensors in the above embodiments are not limited to the car speed detecting sensor 5, the door opening and closing detecting sensor 6, and the main rope breakage detecting sensor 7.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)

Claims (5)

  1. Dispositif de sécurité pour un ascenseur comprenant :
    un boîtier (13) qui est supporté par une cabine (1) guidée le long d'un rail de guidage (3) et mobile horizontalement par rapport au rail de guidage (3) ;
    un élément de frein de réception (17) agencé dans le boîtier (13) ; et
    un élément de frein rotatif (18) qui est agencé à une distance de l'élément de frein de réception (17) telle que le rail de guidage (3) soit interposé entre l'élément de frein rotatif (18) et l'élément de frein de réception (17), l'élément de frein rotatif (18) étant rotatif verticalement autour d'un arbre rotatif (24) agencé dans le boîtier (13), et saisissant le rail de guidage (3) en coopération avec l'élément de frein de réception (17) par rotation verticale autour de l'arbre rotatif (24) ;
    dans lequel l'élément de frein rotatif (18) comprend une partie de contact de roulement (33), dont la distance à l'élément de frein de réception (17) se réduit en continu même lorsque l'élément de frein rotatif (18) tourne,
    dans lequel la partie de contact de roulement (33) est configurée le long d'une surface périphérique extérieure d'un cylindre présentant une ligne axiale excentrée par rapport à une ligne centrale de l'arbre rotatif (24) et
    dans lequel le dispositif de sécurité pour un ascenseur comprend en outre un mécanisme d'entraînement en déplacement (35) qui déplace le boîtier (13) par rapport à la cabine (1) dans une direction le long de laquelle l'élément de frein rotatif (18) vient en contact avec le rail de guidage (3) ou s'en écarte,
    caractérisé en ce que :
    la distance de la partie de contact de roulement par rapport à l'élément de frein de réception se réduit en continu même lorsque l'élément rotatif tourne dans l'un quelconque des sens supérieur et inférieur et le mécanisme d'entraînement en déplacement (35) comprend
    une pluralité de ressorts de poussée (36) qui poussent le boîtier (13) dans une direction le long de laquelle l'élément de frein rotatif (18) entre en contact avec les rails de guidage de cabine (3) et
    un mécanisme de maintien et de libération (37) qui est capable de réguler un déplacement du boîtier (13) à l'encontre d'une force de poussée des ressorts de poussée (36).
  2. Dispositif de sécurité pour un ascenseur selon la revendication 1, dans lequel la ligne axiale de la partie de contact de roulement (33) croise une normale au rail de guidage (3) qui passe par la ligne centrale de l'arbre rotatif (24) et est située d'un côté opposé au rail de guidage (3) par rapport à l'arbre rotatif (24).
  3. Dispositif de sécurité pour un ascenseur selon la revendication 1, dans lequel l'élément de frein rotatif (18) comprend un corps principal de frein rotatif (29) doté de la partie de contact de roulement (33) ; et une paire de segments de frein (30, 31) qui sont agencés dans le corps principal de frein rotatif (29) et prend en sandwich la partie de contact de roulement (33) entre eux dans une direction circonférentielle du corps principal de frein rotatif (29) et
    dans lequel chacun des segments de frein (30, 31) a une surface de frein (30a, 31a) qui entre en contact avec le rail de guidage (3) lorsque le rail de guidage (3) est saisi entre l'élément de frein de réception (17) et l'élément de frein rotatif (18).
  4. Dispositif de sécurité pour un ascenseur selon la revendication 3, dans lequel chacun des segments de frein (30, 31) est agencé d'un côté opposé au rail de guidage (3) par rapport à un plan comprenant la ligne centrale de l'arbre rotatif (24) et parallèlement au rail de guidage (3).
  5. Dispositif de sécurité pour un ascenseur selon la revendication 1, dans lequel l'élément de frein rotatif (18) comprend :
    un corps rotatif de contact (51) doté de la partie de contact de roulement (33) et rotatif autour de l'arbre rotatif (24) ;
    un corps tourné (52) rotatif autour de l'arbre rotatif (24) et doté d'une paire de segments de frein (30, 31) avec chacun une surface de frein (30a, 31a) qui entre en contact avec le rail de guidage (3) lorsque le rail de guidage (3) est saisi entre l'élément de frein de réception (17) et l'élément de frein rotatif (18) ; et
    un élément d'engagement (53) prévu sur le corps rotatif de contact (51) et engagé sur le corps rotatif (52) lorsqu'une quantité de rotation du corps rotatif de contact (51) atteint une quantité donnée.
EP07828746.3A 2007-09-28 2007-09-28 Dispositif de sécurité pour ascenseur Not-in-force EP2194014B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2007/069005 WO2009040934A1 (fr) 2007-09-28 2007-09-28 Dispositif de sécurité pour ascenseur

Publications (3)

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EP2194014A1 EP2194014A1 (fr) 2010-06-09
EP2194014A4 EP2194014A4 (fr) 2013-12-04
EP2194014B1 true EP2194014B1 (fr) 2016-07-06

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ID=40510847

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Application Number Title Priority Date Filing Date
EP07828746.3A Not-in-force EP2194014B1 (fr) 2007-09-28 2007-09-28 Dispositif de sécurité pour ascenseur

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EP (1) EP2194014B1 (fr)
JP (1) JP5414526B2 (fr)
KR (1) KR101124931B1 (fr)
CN (1) CN101808926B (fr)
WO (1) WO2009040934A1 (fr)

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WO2011113754A1 (fr) * 2010-03-18 2011-09-22 Inventio Ag Actionneur pour un dispositif de freinage et une installation d'ascenseur
ES2566063T3 (es) 2011-09-30 2016-04-08 Inventio Ag Dispositivo de freno con accionamiento electromecánico
KR101997300B1 (ko) * 2011-09-30 2019-10-01 인벤티오 아게 전기기계식 작동기능을 갖춘 제동 장치
CN102530677A (zh) * 2012-02-24 2012-07-04 苏州莱茵电梯制造有限公司 一种采用凸轮结构的安全钳
BR112015011997B1 (pt) * 2012-11-27 2022-01-18 Inventio Ag Freio de segurança para um sistema de elevador com pelo menos um corpo móvel e método para a frenagem e retenção de um corpo móvel de um sistema de elevador
ES2622712T3 (es) 2012-12-13 2017-07-07 Inventio Ag Dispositivo paracaídas para una planta de ascensor
FR3022230B1 (fr) * 2014-06-12 2016-07-15 Sodimas Systeme declencheur d'un dispositif de blocage de cabine d'ascenseur, notamment limiteur de vitesse.
DE202015106237U1 (de) 2015-11-17 2017-02-20 Wittur Holding Gmbh Aufzugssicherheitseinrichtung mit energiesparendem Auslöser
JP6525363B2 (ja) * 2016-03-04 2019-06-05 三菱電機株式会社 エレベータ制動装置
US10569993B2 (en) * 2017-03-29 2020-02-25 Otis Elevator Company Safety brake actuation mechanism for a hoisted structure
CN110356944B (zh) * 2018-03-26 2021-08-03 上海三菱电梯有限公司 电梯制动装置
CN111377334A (zh) * 2018-12-27 2020-07-07 上海三菱电梯有限公司 电梯制动部件及制动装置
CN113247732A (zh) * 2021-05-19 2021-08-13 上海三菱电梯有限公司 电梯制动部件及电梯制动装置

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JP4987213B2 (ja) 2001-06-29 2012-07-25 三菱電機株式会社 エレベータの非常ブレーキ装置
BRPI0601926B1 (pt) * 2005-06-17 2018-06-12 Inventio Aktiengesellschaft Dispositivo de pára-quedas do freio
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Also Published As

Publication number Publication date
EP2194014A1 (fr) 2010-06-09
KR20100040925A (ko) 2010-04-21
JPWO2009040934A1 (ja) 2011-01-13
EP2194014A4 (fr) 2013-12-04
CN101808926A (zh) 2010-08-18
JP5414526B2 (ja) 2014-02-12
CN101808926B (zh) 2013-06-05
WO2009040934A1 (fr) 2009-04-02
KR101124931B1 (ko) 2012-03-27

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