JP2007045587A - Elevator emergency stop device - Google Patents

Elevator emergency stop device Download PDF

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JP2007045587A
JP2007045587A JP2005232618A JP2005232618A JP2007045587A JP 2007045587 A JP2007045587 A JP 2007045587A JP 2005232618 A JP2005232618 A JP 2005232618A JP 2005232618 A JP2005232618 A JP 2005232618A JP 2007045587 A JP2007045587 A JP 2007045587A
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car
wedge
deceleration
emergency stop
shaped body
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JP4951891B2 (en
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Akihiko Imashiro
昭彦 今城
Junichi Higaki
潤一 桧垣
Kazuhiko Fukushima
一彦 福島
Naoki Imamura
直樹 今村
Takashi Yumura
敬 湯村
Mineo Okada
峰夫 岡田
Yoshikatsu Hayashi
美克 林
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Mitsubishi Electric Corp
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Mitsubishi Electric Corp
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Abstract

<P>PROBLEM TO BE SOLVED: To provide an elevator emergency stop device for preventing excessive deceleration due to a change of inertial force applied to a car with the number of passengers in the car and the length of a broken rope. <P>SOLUTION: The device comprises a deceleration detecting weight 51 suspended from the rope 52 installed on the elevator car 100 and arranged movable up and down, and a wedge body 61 for sliding via a sliding part a guide rail 1 to be served as a guide member when the car 100 is moved. The inertial force on the deceleration detecting weight 51 reduces the thrust of the sliding part of the wedge body 61 on the guide rail 1 to keep the deceleration of the car constant. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

本発明は、エレベータのかごが法定速度を越えたとき、当該かごを非常停止させる非常止め装置に関する。   The present invention relates to an emergency stop device for emergency stopping an elevator car when the elevator car exceeds a legal speed.

従来、楔状体の摺動部とガイドレールとの摩擦係数の変動に対して、非常止めの制動力を一定に保つことが検討されてきた。 Conventionally, it has been studied to keep the emergency stop braking force constant against fluctuations in the friction coefficient between the sliding portion of the wedge-shaped body and the guide rail.

例えば、ガイドレールに沿って上記かごが上下方向に移動する際、上記かごの下方に設置された楔状体が上記ガイドレールに対して、その摺動部を押付けて移動するときに、楔状体のテーパ角度とは反対方向のテーパ角度を設けたガイドで案内し、楔状体の摺動部とガイドレールの摺動力の増加に対して、楔状体の摺動部のガイドレールへの押付け力を低減する装置が検討されてきた。（例えば、特許文献１参照） For example, when the car moves in the vertical direction along the guide rail, the wedge-shaped body installed below the car moves against the guide rail by moving its sliding portion against the guide rail. Guided by a guide with a taper angle opposite to the taper angle, reducing the pressing force of the wedge-shaped sliding portion against the guide rail against the increase in the sliding force of the wedge-shaped sliding portion and the guide rail Devices to do so have been studied. (For example, see Patent Document 1)

特開２００１−１９２１８４号公報（第５〜６ページ、第１〜３図）JP 2001-192184 A (5th to 6th pages, FIGS. 1 to 3)

このように、楔状体の摺動部とガイドレールとの摺動力の増加に対して、楔状体の摺動部のガイドレールへの押付け力を低減するため、制動力は一定となり、エレベータのかご質量の変動に対して、減速度が変化するという問題があった。 Thus, the braking force is constant to reduce the pressing force of the wedge-shaped sliding portion against the guide rail against the increase in the sliding force between the sliding portion of the wedge-shaped body and the guide rail. There is a problem that the deceleration changes with respect to the mass variation.

この発明は、上記のような課題を解決するためになされたもので、上記エレベータのかご質量変動に伴うかご減速度の変化に対して、摺動部の押付け力を増減して、減速度を適正に保つことができるエレベータの非常止め装置を得ることを目的とするものである。 The present invention has been made to solve the above-described problems.In response to a change in the car deceleration accompanying the change in the car mass of the elevator, the pressing force of the sliding portion is increased or decreased to reduce the deceleration. An object of the present invention is to obtain an elevator emergency stop device that can be maintained properly.

本発明の非常止め装置は、エレベータのかごに設置されたロープに懸架され、上下方向に移動可能に配置された減速度検出錘と、上記かごが移動する際のガイド部材であるガイドレールを、摺動部を介して摺動する楔状体と、を備え、上記減速度検出錘に作用する慣性力によって、当該楔状体の摺動部の上記ガイドレールへの押付け力を低減することにより、上記かごの減速度を一定に保つようにしたものである。 An emergency stop device according to the present invention includes a deceleration detection weight suspended on a rope installed in an elevator car and arranged to be movable in the vertical direction, and a guide rail as a guide member when the car moves. A wedge-shaped body that slides through the sliding portion, and by reducing the pressing force of the sliding portion of the wedge-shaped body against the guide rail by the inertial force that acts on the deceleration detection weight, The car deceleration is kept constant.

本発明に関わる非常止め装置は、かごに取り付けた減速度検出錘の慣性力によって摺動部押付け力を増減できるため、かご質量が変化してもかご減速度を一定に保つことができる。また本発明に係る非常止め装置は、電気的な手段を用いる必要がなく、信頼性を高めるとともに、低コストに装置を構成できる。 In the emergency stop device according to the present invention, the sliding portion pressing force can be increased or decreased by the inertial force of the deceleration detecting weight attached to the car, so that the car deceleration can be kept constant even when the car mass changes. In addition, the emergency stop device according to the present invention does not need to use electrical means, and can increase the reliability and configure the device at low cost.

実施の形態１．
図１は、かご減速度に応じて制動力を調整してエレベータの減速度を一定に保つ非常止め装置の全体構成図である。以下においては、非常止めが動作してエレベータが減速する場合について図１を用いて説明する。減速度検出錘５１は、ロープ５２に懸架され、ロープ５２は乗員を乗せるためのかご１００によって支持された吊り滑車５３に巻き掛けられている。ロープ５２はプーリ５７を回転させ、このプーリ５７と一体となってウォーム５４が図の右側面側から見て時計回りに回転する。このウォーム５４の回転によりウォームホイール５５が時計回りに回転し、このウォームホイールに取り付けたレバー５６は、紙面垂直軸まわりに時計回りに回転する。このとき、このレバー５６に連結されているリンク５９は主として左方向に移動する。このリンク５９の両端はレバー５６とガイド６０に支持されているので、楔状体６１は、このガイド６０の左右方向への移動により上下に案内される。主ばね６２は、左右のガイド６０を連結しているが、楔状体６１が上方に移動すると、この主ばね６２の変形によって、ガイド６０の楔状体６１に対する押付け力を緩和する。ストッパ６３は、この楔状体６１の上方移動を抑制する。このストッパ６３を支持するストッパばね６４は、上下方向に縮むことにより、ストッパばねに働く制動力に応じてストッパ６３の上方向移動を許容する。この制動力は、非常止めの動作開始とともに、摺動部６６がガイドレール１と接触し始め、摺動部６６とガイドレール１の間に作用する摩擦力の発生に起因するものである。この制動力は、摺動部６６から楔状体６１を介してガイド６０に伝達し、ガイド６０はかごで支持されているため、結局制動力はかご１００に作用する。そして、制動力によってかご１００は自由落下を免れて、停止することができる。かご１００は、上記吊り滑車５３、ウォーム５４、ウォームホイール５５を保持するとともに、乗員を乗せるものである。
なお、本段落上述の動作は、非常止めが動作を開始して、かご１００が減速するときについて記述した。非常止めが動作中に摺動部６６とガイドレール１の摩擦係数が過渡的に小さくなった場合、減速度検出錘５１の慣性力に対して主ばね６２のばね力が打ち勝ってガイド６０を閉じる方向に動かし、ウォーム５４のねじリード角をセルフロックしない角度にすることによって、ウォーム５４は主ばね６０のばね力によって逆回転して減速度検出錘５１を上方に巻き上げることができる。また、非常止めによってかご１００が静止した後、非常止め解除のためかご１００を主ロープ(図示せず)によって上昇させるとき、楔状体６１はガイド６０から下方に離れ、ガイド６０は主ばね６２によって閉じる動作をするが、このとき主ばね６２の力でウォーム５４は逆回転して、減速度検出錘５１を巻き上げることができる。 Embodiment 1 FIG.
FIG. 1 is an overall configuration diagram of an emergency stop device that maintains a constant deceleration of an elevator by adjusting a braking force according to a car deceleration. Below, the case where an emergency stop operates and an elevator decelerates is demonstrated using FIG. The deceleration detection weight 51 is suspended from a rope 52, and the rope 52 is wound around a suspension pulley 53 supported by a car 100 for carrying an occupant. The rope 52 rotates the pulley 57, and the worm 54 rotates integrally with the pulley 57 when viewed from the right side in the figure. The rotation of the worm 54 causes the worm wheel 55 to rotate clockwise, and the lever 56 attached to the worm wheel rotates clockwise about the vertical axis on the paper surface. At this time, the link 59 connected to the lever 56 moves mainly in the left direction. Since both ends of the link 59 are supported by the lever 56 and the guide 60, the wedge-shaped body 61 is guided up and down by the movement of the guide 60 in the left-right direction. The main spring 62 connects the left and right guides 60, but when the wedge-shaped body 61 moves upward, the pressing force of the guide 60 against the wedge-shaped body 61 is reduced by the deformation of the main spring 62. The stopper 63 suppresses the upward movement of the wedge-shaped body 61. The stopper spring 64 that supports the stopper 63 contracts in the vertical direction, thereby allowing the stopper 63 to move upward according to the braking force acting on the stopper spring. This braking force is caused by the generation of frictional force acting between the sliding portion 66 and the guide rail 1 when the sliding portion 66 starts to contact the guide rail 1 as the emergency stop operation starts. This braking force is transmitted from the sliding portion 66 to the guide 60 via the wedge-shaped body 61. Since the guide 60 is supported by the car, the braking force eventually acts on the car 100. Then, the car 100 can be freed from free fall and stopped by the braking force. The car 100 holds the suspension pulley 53, the worm 54, and the worm wheel 55, and carries an occupant.
Note that the operation described above in this paragraph is described when the car 100 decelerates when the emergency stop starts. When the friction coefficient between the sliding portion 66 and the guide rail 1 becomes transiently small during the emergency stop operation, the spring force of the main spring 62 overcomes the inertial force of the deceleration detecting weight 51 and the guide 60 is closed. By moving the worm 54 in the direction so that the screw lead angle of the worm 54 does not self-lock, the worm 54 can reversely rotate by the spring force of the main spring 60 and wind up the deceleration detection weight 51 upward. Further, after the car 100 is stopped by the emergency stop, when the car 100 is lifted by the main rope (not shown) for releasing the emergency stop, the wedge-shaped body 61 is separated downward from the guide 60, and the guide 60 is moved by the main spring 62. At this time, the worm 54 rotates in the reverse direction by the force of the main spring 62, and the deceleration detecting weight 51 can be wound up.

次に、図１の制動力可変非常止めの動作について説明する。かご１００に下降方向に減速度ｍ１が生じるとき、減速度検出錘５１に鉛直下向きに慣性力が発生する。減速度検出錘の質量をｍ１、重力加速度をｇとすれば、減速度検出錘５１には、ｍ１（ｇ＋α）の力が鉛直下向きに作用する。 Next, the operation of the variable braking force emergency stop shown in FIG. 1 will be described. When the deceleration m 1 is generated in the downward direction in the car 100, an inertia force is generated in the deceleration detection weight 51 vertically downward. If the mass of the deceleration detection weight is m 1 and the gravitational acceleration is g, a force of m 1 (g + α) acts on the deceleration detection weight 51 vertically downward.

かご１００の質量をｍ0、１個の楔状体６１に発生する制動力をＦとする。ガイドレール１はかご１００の両側に１本ずつ計２本配置する。すなわち、図２のかごの紙面奥側にガイドレール１をもう一本配置する。ガイドレール１本に対して非常止めを１個配置し、各非常止めにはガイドレール１の左右の２面を挟み込むように楔状体６１を２個配置する。このとき、楔状体６１は全部で４個となり、次の式（１）の関係が成り立つ。

Figure 2007045587
楔状体６１まわりの力のつり合いを図２に示す。ガイドレール１への楔状体６１の押し付け力をＲｘ、摩擦係数をμとすれば、次式（２）が成り立つ。
Figure 2007045587
The mass of the car 100 is m 0 , and the braking force generated in one wedge-shaped body 61 is F. Two guide rails 1 are arranged, one on each side of the car 100. That is, another guide rail 1 is disposed on the back side of the car of FIG. One emergency stop is arranged for one guide rail, and two wedge-shaped bodies 61 are arranged in each emergency stop so as to sandwich the left and right surfaces of the guide rail 1. At this time, there are four wedge-shaped bodies 61 in total, and the relationship of the following formula (1) is established.
Figure 2007045587
The balance of force around the wedge 61 is shown in FIG. When the pressing force of the wedge-shaped body 61 against the guide rail 1 is R x and the friction coefficient is μ, the following expression (2) is established.
Figure 2007045587

一方、図２に示すように、楔状体６１の傾斜部とガイドレール１のなす角度をθとする。楔状体６１の傾斜部はガイド６０で転がり案内されている（図示せず）ため、楔状体６１からガイド６０への反力をＲとすれば、Ｒは楔状体６１の傾斜部に垂直であり、このＲの横方向成分をＲｘとすれば、ＲとＲｘのなす角はθとなる。なお、図２では、楔状体６１からガイド６０に作用するＲｘの力ベクトルを示しており、この図２のベクトル方向は、ガイド６０を押し広げる方向である。これと同時に作用反作用の法則により、Ｒｘは楔状体６１から摺動部６６をガイドレール１に対して押し付ける方向に作用している。これによって上述の式（２）の関係式が成り立つ。ストッパ６３による楔状体６１の押し下げ力をＦｓとすれば、ガイドレール１への楔状体６１の押し付け力Ｒｘに関しては、次の式（３）の関係が成り立つ。

Figure 2007045587
式（２）に式（１）を代入して、次式（４）が得られる。
Figure 2007045587
式（４）を式（３）に代入して、次式（５）が得られる。
Figure 2007045587
整理して、次式（６）が得られる。
Figure 2007045587
On the other hand, as shown in FIG. 2, the angle formed by the inclined portion of the wedge-shaped body 61 and the guide rail 1 is defined as θ. Since the inclined portion of the wedge-shaped body 61 is guided by rolling with the guide 60 (not shown), if the reaction force from the wedge-shaped body 61 to the guide 60 is R, R is perpendicular to the inclined portion of the wedge-shaped body 61. If the lateral component of R is Rx, the angle formed by R and Rx is θ. 2 shows the force vector of Rx acting on the guide 60 from the wedge-shaped body 61, and the vector direction of FIG. At the same time, Rx acts in the direction of pressing the sliding portion 66 against the guide rail 1 from the wedge-like body 61 by the law of action and reaction. As a result, the above-described relational expression (2) is established. Assuming that the pressing force of the wedge-shaped body 61 by the stopper 63 is F s , the following expression (3) is established with respect to the pressing force Rx of the wedge-shaped body 61 against the guide rail 1.
Figure 2007045587
By substituting equation (1) into equation (2), the following equation (4) is obtained.
Figure 2007045587
By substituting equation (4) into equation (3), the following equation (5) is obtained.
Figure 2007045587
Rearranging, the following equation (6) is obtained.
Figure 2007045587

図３の左図に示すように非常止めが動作して減速度が増えると、ストッパ６３のすきまｙ０はなくなり、楔状体６１とストッパ６３は接触するが、図３の右図に示すように、楔状体６１がガイドレール１と接触して主ばね６２が伸び始めたときのストッパ６３のすきまをｙ０、ストッパばね６４の縮み代をｙｓ、主ばね６２の伸び代をｘｓとすると、次の式（７）の関係が成り立つ。

Figure 2007045587
主ばね６２が予めｘ０だけ伸びるようにプレロードが与えられており、また、減速度検出錘５１の力ｍ１η（ｇ＋α）が作用することを考慮すれば、ｋを主ばねのばね定数として次式（８）が得られる。
Figure 2007045587
式（８）を式（４）に代入して、次式（９）が得られる。
Figure 2007045587
式（９）を式（６）に代入して、次式（１０）が得られる。
Figure 2007045587
ここに、ｋｓはストッパばねのばね定数である。
また、ストッパばね６４がなく、ｋｓが十分大きいとき、ｙｓは無視でき、式（１０）は次式（１１）のように簡単になる。
Figure 2007045587
通常の非常止めでは、ストッパ６３は剛であるから式（１１）の関係となり、減速度検出錘がないためｍ１の項も省略して、減速度は次式（１２）で表される。
Figure 2007045587
式（１０）を式（９）に代入して、ｇ＋αについて解けば次式（１３）が得られる。
Figure 2007045587
式（１３）より、右辺分母の第２項のｍ0の係数が零となるとき、すなわち、
Figure 2007045587
のとき、ｇ＋αは、かご１００の質量ｍ0に依存することなく、次式（１５）で与えられる。
Figure 2007045587
なお、楔状体６１の摩擦係数がストッパばね６４のばね定数ｋｓの設定に用いた値から変化してμ１となったとき、減速度は次式（１６）で表される。
Figure 2007045587
When the emergency stop operates deceleration as shown in the left diagram of FIG. 3 is increased, the gap y 0 of the stopper 63 is no longer, wedge 61 and the stopper 63 is in contact, as shown on the right in FIG. 3 When the wedge-shaped body 61 comes into contact with the guide rail 1 and the main spring 62 begins to expand, the clearance of the stopper 63 is y 0 , the contraction margin of the stopper spring 64 is y s , and the expansion margin of the main spring 62 is x s. The relationship of the following formula (7) is established.
Figure 2007045587
And preload is applied to the main spring 62 is extended only advance x 0, also considering that the force of the deceleration detector weights 51 m 1 eta of (g + alpha) acts, the k as a spring constant of main spring The following equation (8) is obtained.
Figure 2007045587
By substituting equation (8) into equation (4), the following equation (9) is obtained.
Figure 2007045587
By substituting equation (9) into equation (6), the following equation (10) is obtained.
Figure 2007045587
Here, k s is a spring constant of the stopper spring.
Further, when there is no stopper spring 64 and k s is sufficiently large, y s can be ignored, and Expression (10) is simplified as the following Expression (11).
Figure 2007045587
In a normal emergency stop, since the stopper 63 is rigid, the relationship of equation (11) is established, and since there is no deceleration detection weight, the term of m 1 is also omitted, and the deceleration is expressed by the following equation (12).
Figure 2007045587
Substituting equation (10) into equation (9) and solving for g + α yields the following equation (13).
Figure 2007045587
From equation (13), when the coefficient of m 0 in the second term of the right-hand side denominator is zero, that is,
Figure 2007045587
In this case, g + α is given by the following equation (15) without depending on the mass m 0 of the car 100.
Figure 2007045587
When the friction coefficient of the wedge 61 changes from the value used to set the spring constant k s of the stopper spring 64 to μ 1 , the deceleration is expressed by the following equation (16).
Figure 2007045587

本発明による減速度の発生状況を式（１６）から計算した結果を図４〜図７に示す。減速度検出錘５１の質量ｍ１を３５ｋｇ、減速比ηを６００、主ばね６２のばね定数ｋを４ｔｏｎ／ｍｍ、ストッパ６３のすきまｙ０を７５ｍｍ、主ばね６２のプレロード伸びｘ０を３．６７５ｍｍ、楔状体６１の傾き角θを４度、ストッパばね６４のばね定数ｋｓを０．０３６４ｔｏｎ／ｍｍとした。摩擦係数μは計算パラメータとして変化させているが、μ＝０．２で減速度０．７ｇ（昇降機規格では、１ｇより小さい値が推奨されており、本実施の形態では、０．７ｇをその代表値として示した。）となるように設定している。 The results of calculating the occurrence of deceleration according to the present invention from equation (16) are shown in FIGS. The mass m 1 of the deceleration detection weight 51 is 35 kg, the reduction ratio η is 600, the spring constant k of the main spring 62 is 4 ton / mm, the clearance y 0 of the stopper 63 is 75 mm, and the preload elongation x 0 of the main spring 62 is 3. 675 mm, the inclination angle θ of the wedge-shaped body 61 was 4 degrees, and the spring constant k s of the stopper spring 64 was 0.0364 ton / mm. The friction coefficient μ is changed as a calculation parameter. However, when μ = 0.2, the deceleration is 0.7 g (in the elevator standard, a value smaller than 1 g is recommended. In this embodiment, 0.7 g It is shown as a representative value.)

図４〜図７は減速度と摩擦係数の関係を示しており、実線は本発明による制動力可変の非常止めの特性、破線は減速度検出錘およびストッパばねを設けない従来の非常止めの結果である。図４は、かご質量ｍ0が１７ｔｏｎで、非常止め諸元を設定したときの値である。すなわち、実線、破線ともに摩擦係数μが０．２で減速度０．７ｇが得られている。図５は、かご質量ｍ0が１０ｔｏｎに変化したときの特性である。摩擦係数μが０．２のとき、実線の本発明の実施例では、減速度０．７ｇが得られているが、破線の従来の非常止めでは減速度が１．９ｇに増えている。図６は、かご質量ｍ0が５ｔｏｎに変化したときの特性である。摩擦係数μが０．２において、実線の本発明の実施例では、減速度０．７ｇが得られているが、破線の従来の非常止めでは減速度が４．７ｇに増えている。図５、図６に示すように、かご質量が減ったとき、摩擦係数に対する減速度の傾きは、実線の本発明の方が破線の従来のものより小さくなっており、摩擦係数に対する感度が低減できていることがわかる。図７はかご質量ｍ0が２０ｔｏｎに増えたときであるが、摩擦係数に対する減速度の傾きは、実線の本発明が破線の従来のものより若干大きくなっているが、図４の基本特性と比べて大差なく、悪影響は無視できる程度に小さいと考えられる。 4 to 7 show the relationship between the deceleration and the friction coefficient. The solid line shows the characteristic of the emergency stop with variable braking force according to the present invention, and the broken line shows the result of the conventional emergency stop without the deceleration detection weight and the stopper spring. It is. FIG. 4 shows values when the car mass m 0 is 17 tons and the emergency stop parameters are set. That is, both the solid line and the broken line have a friction coefficient μ of 0.2 and a deceleration of 0.7 g. FIG. 5 shows the characteristics when the car mass m 0 is changed to 10 tons. When the friction coefficient μ is 0.2, the deceleration of 0.7 g is obtained in the solid line embodiment of the present invention, but the deceleration increases to 1.9 g in the conventional emergency stop shown by the broken line. FIG. 6 shows the characteristics when the car mass m 0 is changed to 5 tons. In the embodiment of the present invention indicated by a solid line when the friction coefficient μ is 0.2, a deceleration of 0.7 g is obtained, but in the conventional emergency stop indicated by a broken line, the deceleration is increased to 4.7 g. As shown in FIG. 5 and FIG. 6, when the car mass is reduced, the slope of the deceleration with respect to the friction coefficient is smaller in the present invention of the solid line than the conventional one of the broken line, and the sensitivity to the friction coefficient is reduced. You can see that it is made. FIG. 7 shows the case where the car mass m 0 is increased to 20 tons. The slope of the deceleration with respect to the friction coefficient is slightly larger in the solid line of the present invention than in the conventional line of the broken line. There is no big difference, and the adverse effects are considered small enough to be ignored.

本発明に係る制動力可変の非常止めの構成模式図である。It is a block diagram of the construction of the emergency stop variable braking force according to the present invention. 楔状体まわりの力のつり合いの説明図である。It is explanatory drawing of the balance of the force around a wedge-shaped body. ストッパのすき間の説明図である。It is explanatory drawing of the clearance gap of a stopper. 本発明に係る制動力可変の非常止めの減速特性を示す計算結果の一例である。It is an example of the calculation result which shows the deceleration characteristic of the emergency stop of braking force variable which concerns on this invention. 本発明に係る制動力可変の非常止めの減速特性を示す計算結果の他の例である。It is another example of the calculation result which shows the deceleration characteristic of the emergency stop of variable braking force which concerns on this invention. 本発明に係る制動力可変の非常止めの減速特性を示す計算結果の他の例である。It is another example of the calculation result which shows the deceleration characteristic of the emergency stop of variable braking force which concerns on this invention. 本発明に係る制動力可変の非常止めの減速特性を示す計算結果の他の例である。It is another example of the calculation result which shows the deceleration characteristic of the emergency stop of variable braking force which concerns on this invention.

符号の説明Explanation of symbols

５１ 減速度検出錘、５２ ロープ、５３ 吊り滑車、５４ ウォーム、５５ ウォームホイール、５６ レバー、５７ プーリ、５９ リンク、６０ ガイド、６１ 楔状体、６２ 主ばね、６３ ストッパ、６４ ストッパばね、１００ かご。

51 Deceleration detection weight, 52 rope, 53 suspension pulley, 54 worm, 55 worm wheel, 56 lever, 57 pulley, 59 link, 60 guide, 61 wedge-shaped body, 62 main spring, 63 stopper, 64 stopper spring, 100 cage.

Claims (4)

エレベータのかごに設置されたロープに懸架され、上下方向に移動可能に配置された減速度検出錘と、
上記かごが移動する際のガイド部材であるガイドレールを、摺動部を介して摺動する楔状体と、を備え、
上記減速度検出錘に作用する慣性力によって、当該楔状体の摺動部の上記ガイドレールへの押付け力を低減することにより、上記かごの減速度を一定に保つことを特徴とするエレベータ非常止め装置。 A deceleration detection weight suspended on a rope installed in the elevator car and arranged to be movable in the vertical direction;
A guide rail that is a guide member when the car moves, and a wedge-shaped body that slides through the sliding portion,
Elevator emergency stop characterized in that the deceleration of the car is kept constant by reducing the pressing force of the sliding portion of the wedge-shaped member against the guide rail by the inertial force acting on the deceleration detecting weight. apparatus. 楔状体の上方への移動を制限するストッパを設けるとともに、当該ストッパをストッパばねで支持したことを特徴とする請求項１のエレベータ非常止め装置。 The elevator emergency stop device according to claim 1, wherein a stopper for restricting the upward movement of the wedge-shaped body is provided, and the stopper is supported by a stopper spring. 楔状体を上下方向に案内する複数のガイドと当該複数のガイドを連結する主ばねとを設けたことを特徴とする請求項１のエレベータ非常止め装置。 The elevator emergency stop device according to claim 1, further comprising a plurality of guides for guiding the wedge-shaped body in the vertical direction and a main spring for connecting the plurality of guides. ストッパばねのばね定数をｋs、上記摺動部と上記ガイドレールとの摩擦係数をμ、上記主ばねのばね定数をｋ、楔状体の傾き角をθとしたときに、これらの値が
Figure 2007045587
を満たすことを特徴とする請求項１に記載のエレベータ非常止め装置。

When the spring constant of the stopper spring is ks, the friction coefficient between the sliding portion and the guide rail is μ, the spring constant of the main spring is k, and the inclination angle of the wedge-shaped body is θ, these values are
Figure 2007045587
The elevator safety device according to claim 1, wherein:

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CN101875459A (en) * 2010-03-29 2010-11-03 江南嘉捷电梯股份有限公司 Installing structure of counterweight safety tongs
WO2013024969A1 (en) * 2011-08-12 2013-02-21 ㈜금영제너럴 Emergency stop device with attached hand brake system
JP2013193804A (en) * 2012-03-16 2013-09-30 Hitachi Ltd Elevator having emergency stopping device
JPWO2014020743A1 (en) * 2012-08-02 2016-07-11 三菱電機株式会社 Elevator emergency stop device
CN115303912A (en) * 2022-07-19 2022-11-08 三菱电机上海机电电梯有限公司 Auxiliary safety device for elevator safety gear and adjusting method thereof

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JPH1111818A (en) * 1997-06-17 1999-01-19 Toshiba Fa Syst Eng Kk Emergency stopping device for elevator
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Cited By (10)

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Publication number Priority date Publication date Assignee Title
CN101875459A (en) * 2010-03-29 2010-11-03 江南嘉捷电梯股份有限公司 Installing structure of counterweight safety tongs
WO2013024969A1 (en) * 2011-08-12 2013-02-21 ㈜금영제너럴 Emergency stop device with attached hand brake system
KR101267004B1 (en) 2011-08-12 2013-05-30 (주)금영제너럴 Emrgency stop device having the breaking apparatus
JP2014525884A (en) * 2011-08-12 2014-10-02 株式会社グムヤンジェネラル Emergency stop device with manual braking device
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JP2013193804A (en) * 2012-03-16 2013-09-30 Hitachi Ltd Elevator having emergency stopping device
JPWO2014020743A1 (en) * 2012-08-02 2016-07-11 三菱電機株式会社 Elevator emergency stop device
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CN115303912A (en) * 2022-07-19 2022-11-08 三菱电机上海机电电梯有限公司 Auxiliary safety device for elevator safety gear and adjusting method thereof

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