JP2011046483A - Main shaft brake of passenger conveyor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a main shaft brake of a passenger conveyor with less deceleration. <P>SOLUTION: The main shaft brake of the passenger conveyor has first and second braking devices which are held by a main shaft with the friction to respectively generate the braking torque of 1/2 of the quantity necessary for braking a passenger conveyor, and when a drive chain is broken, the second braking device is operated after the braking for the predetermined time by the first braking device. The time delay is imparted by the combination of two ratchet wheels with their phase being deviated from claws, and the combination of the claw, the ratchet wheel and a cam mechanism to be driven by the ratchet wheel with each other. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a spindle brake for a passenger conveyor.

  The main shaft brake of a conventional passenger conveyor is provided with a ratchet wheel that rotates together with the main shaft side drive sprocket, and detects the breakage of the drive chain and engages the ratchet pole with the ratchet wheel by a rotation lever to rotate the main shaft. It is a deterrent. Since the normal brake does not act when the drive chain is broken, the braking torque of the main shaft brake is set to a magnitude that can brake and hold the user load on the assumed step by itself, just like the normal brake (for example, (See Patent Document 1, especially FIG. 2 and its description).

Japanese Patent Publication No. 1-226995

  In such a conventional passenger conveyor main shaft brake, the inertia of the flywheel provided in the drive machine does not act when the drive chain is broken, so the deceleration during the main shaft brake operation is large and the floor height is particularly high. When the number of users is small, the load torque and inertia by the users are also reduced, so that the deceleration is further increased, and there is a problem that the user is more likely to feel uneasy about maintaining the balance on the step.

  Accordingly, an object of the present invention is to provide a spindle brake for a passenger conveyor that can reduce the deceleration even when there are few users.

  According to this invention, the main shaft brake of the passenger conveyor in which the main shaft for driving the step train is driven by the main shaft drive chain gear and the drive chain moves to the braking position or the non-braking position in accordance with the breakage of the drive chain. And a rotation direction of the main shaft by a first braking torque which is provided on the main shaft so as to engage with the stop device at the braking position and is smaller than a predetermined braking torque required for braking the passenger conveyor. And when the stop device is in the non-braking position, it rotates together with the main shaft, and when the stop device is in the brake position, the rotation is stopped with respect to the main shaft so that the main shaft is moved to the first position. A first braking device that brakes by a braking torque and a second braking device that is provided coaxially with the engagement device and that is the difference between the predetermined braking torque and the first braking torque. It is held in the rotational direction of the main shaft by torque, and rotates together with the main shaft when the stop device is in the non-braking position, and when the stop device is in the braking position, the rotation is stopped after the engagement device stops rotating. And a second braking device for braking the main shaft with the second braking torque, the rotation being stopped with a time delay of, and a main shaft brake for a passenger conveyor.

  According to the main shaft brake of the passenger conveyor of the present invention, when the drive chain is broken, the braking torque acting on the main shaft is applied in stages, and the deceleration can be reduced.

It is a schematic side surface which shows one Embodiment of the spindle brake of the passenger conveyor of this invention provided in the upper machine room of a passenger conveyor in the non-braking position. It is the schematic along line AA of FIG. It is the schematic along line BB of FIG. It is the schematic which shows the operation state of the spindle brake of the passenger conveyor of FIG. 1 in a braking position. It is a graph which shows the deceleration pattern at the time of operation | movement (at the time of descent | fall operation | movement) of the spindle brake of the passenger conveyor of this invention. It is a schematic side view which shows another embodiment of the spindle brake of the passenger conveyor of this invention provided in the upper machine room of a passenger conveyor in the non-braking position. FIG. 7 is a schematic view taken along line CC in FIG. 6. It is the schematic which shows the operation state of the spindle brake of the passenger conveyor of FIG. 6 in a braking position.

  Embodiments of a spindle brake for a passenger conveyor according to the present invention will be described below.

Embodiment 1 FIG.
The main shaft brake of the passenger conveyor according to one embodiment of the present invention shown in FIG. 1 transmits the power of the drive chain gear 3 of the drive machine 2 mounted on the main frame 1 to the main shaft drive chain gear 5 by the drive chain 4. A main shaft brake for a passenger conveyor that drives a main shaft 6 for driving a step train (not shown) by a main shaft drive chain gear 5.

  The main shaft brake of the passenger conveyor includes a stop device 7 that moves to the braking position shown in FIG. 4 or the non-braking position shown in FIG. In the illustrated example, the stopping device 7 includes a detection lever 8 that is in contact with the drive chain 4 and a ratchet pole 9 that is driven by the detection lever 8 to a braking position (FIG. 4) or a non-braking position (FIG. 1). Yes. One end of the detection lever 8 is pivotally attached to a slider 10 that always contacts and slides on the drive chain 4, and the other end is connected to the main frame 1 of the passenger conveyor pivotally supported by a bearing plate 11. It is connected to a shaft 12 which is a rod. A ratchet pole 9 is connected to the other end of the shaft 12 extending in the width direction of the passenger conveyor.

  The main shaft brake of the passenger conveyor is also mounted on the main shaft 6 that is mounted on the main frame 1 and rotates to apply a first braking torque TB1 to the main shaft 6 during braking. A second braking device 14 is provided on the main shaft 6 coaxially with the braking device 13 and applies a second braking torque TB2 to the main shaft 6 during braking. The first braking torque TB1 and the second braking torque TB2 are added to become the braking torque TB0 necessary for braking the passenger conveyor. In the example shown in the figure, TB1 = TB2 = (1/2) TB0. It is as.

  The first braking device 13 is concentrically fixed on the main shaft 6 and has a disk-like flange portion 16 having a circular outer edge portion 15 and an annular space 17 facing away from the outer edge portion 15 of the flange portion 16. And an annular disc-shaped ratchet wheel 19 that is concentric with the flange portion 16, that is, the main shaft 6 and that is rotatable in the same plane. When the stop device 7 is in the braking position (FIG. 4), the outer edge 20 of the ratchet wheel 19 is engaged with the ratchet pole 9 and the direction indicated by the arrow in FIG. 1 of the ratchet wheel 19 (downward direction of the passenger conveyor) Ratchet teeth 21 are formed in a direction to stop the rotation of the.

  The first braking device 13 is also provided with a brake 22 that is provided between the ratchet wheel 19 and the flange portion 16, that is, the main shaft 6, and applies a first braking torque TB 1 to the main shaft 6. The flange portion 16 and the ratchet wheel 19 are concentric and in the same plane, and the radial and axial dimensions of the annular space 17 between them are the same over the entire circumference. It is a bobbin-shaped member made of a material having a high friction coefficient of wear resistance, including a body portion 23 fitted into the body portion and friction flange portions 24 provided at both ends of the body portion 23. And the ratchet wheel 19, the outer edge portion 15 of the flange portion 16 and the inner edge portion 18 of the ratchet wheel are sandwiched by the friction flange portion 24 from both sides with a frictional action, and the first braking torque TB1 is applied. The body portion 23 of the brake element 22 is divided into two in the axial direction, and is assembled into a bobbin shape by bolts and nuts 25 penetrating in the axial direction, and the friction flange portion is adjusted by adjusting the tightening of the bolts and nuts 25. The braking torque of the brake element 22 can be adjusted by increasing or decreasing the interval of 24.

  As described above, the first braking device 13 is held in the rotational direction of the main shaft 6 by the first braking torque TB1 which is smaller than the predetermined braking torque TB0 necessary for braking the passenger conveyor, and the braking position shown in FIG. Is provided on the main shaft 6 so as to engage with the stop device 7, and when the stop device 7 is in the non-braking position shown in FIG. 1, it rotates together with the main shaft 6, and the stop device 7 is brought into the braking position shown in FIG. 4. In some cases, the rotation of the main shaft 6 is stopped and the main shaft 6 is braked by the first braking torque TB1.

  The second braking device 14 has the same structure as that of the first braking device 13, and includes a flange portion 16 fixed to the main shaft 6 and an inner edge portion that is opposed to the outer edge portion 15 of the flange portion 16 with a distance therebetween. An annular disc-shaped ratchet wheel 19 that has 18 and engages with the stop device 7, and is provided between the flange portion 16 and the ratchet wheel 19, and an outer edge portion 15 of the flange portion 16 and an inner edge portion of the ratchet wheel 19. And a brake 22 having a friction flange portion 24 for applying a second braking torque TB2 (= TB0−TB1) by sandwiching 18 from both sides with a frictional action. The ratchet pole 9 of the stop device 7 has such a width that it can be engaged with the ratchet wheels 19 of both the first brake device 13 and the second brake device 14.

  The second braking device 14 is also provided coaxially with the first braking device 13 and is the difference between a predetermined braking torque TB0 required for stopping the passenger conveyor and the first braking torque TB1 of the first braking device 13. It is held in the rotation direction of the main shaft 6 by a certain second braking torque TB2 (= TB0-TB1), and when the stop device 7 is in the non-braking position (FIG. 1), it rotates together with the main shaft 6 and the stop device 7 brakes. When in the position (FIG. 4), the rotation is stopped by engagement with the stop device 7 with a predetermined time delay after the rotation of the first brake device 13 is stopped, and the main shaft 6 is braked with the second braking torque TB2.

  Thus, in order to generate a time delay between the engagement of the stopping device 7 with the first braking device 13 and the engagement with the second braking device 14, the ratchet wheel 19 of the first braking device 13 and the second The ratchet wheel 19 of the braking device 14 is attached with a phase (angle) shifted from each other during non-braking (FIG. 1). In the illustrated example, the first braking device 13 and the second braking device 14 The ratchet teeth 21 of the two ratchet wheels 19 are the same and are arranged at equal intervals. Accordingly, the engagement of the ratchet pawl 9 with the ratchet wheel 19 always occurs first with the first braking device 13 indicated by reference numeral 13 in the drawing, and thereafter at a predetermined time interval, the reference numeral 14. In this sense, in the main shaft brake of the passenger conveyor shown in FIGS. 1 to 5, the terms “first” and “second” are for convenience. The one of the two ratchet wheels 19 that is engaged with the stop device 7 first is the ratchet wheel 19 that belongs to the first brake device 13, and then engages with the stop device 7 with a predetermined time delay. This is the ratchet wheel 19 belonging to the second braking device 14.

In such a main shaft brake of the passenger conveyor, the operation of the main shaft brake when the drive chain 4 is broken while the conveyor is in the descending operation at the non-braking position shown in FIG. This is shown in the deceleration pattern shown in the graph of FIG. In the descending operation of the passenger conveyor, the step deceleration α during the spindle braking operation is expressed by the equation α = K (TB + TL−TP) / J. However, TB is a braking torque acting on the main shaft, TL is a travel loss of a step or the like, TP is a load torque due to a passenger load, J is an inertia moment of the step or the passenger, and K is a constant. The deceleration pattern A in the graph represents a case where there are no passengers, the deceleration pattern B represents a normal range of several to several tens of passengers, and the deceleration pattern C represents a large number of passengers exceeding, for example, the capacity.

  In FIG. 5, when the drive chain 4 is broken at time T1, the ratchet pole 9 together with the detection lever 8 of the stop device 7 also rotates about the shaft 12 to reach the braking position shown in FIG. Since the ratchet wheels 19 of the first braking device 13 and the second braking device 14 are set so that the phases of the ratchet teeth 21 on the outer periphery are shifted from each other, the ratchet pole 9 precedes one of the two ratchet wheels 19. Engage at time T2. The passenger conveyor runs idle between time T1 and time T2, but as the number of passengers increases, the rate of increase in descending speed during this time increases.

  When the ratchet wheel 19 on the front side in FIG. 1 is first engaged at time T2, the rotation of the ratchet wheel 19 of the first braking device 13 is stopped, but the brake 22 and the flange portion 16 serving as the friction support portions thereof are stopped. Slip occurs between the outer edge 15 and between the brake element 22 and the inner edge 18 of the ratchet wheel 19 against the first braking torque TB1 = (1/2) TB due to friction. It continues to rotate while receiving the action of the first braking torque TB1. At this time, when there are no passengers, the deceleration indicated by the line from the time T2 to the time T4 of the deceleration pattern A is obtained by the above-described equation of the deceleration α by the braking torque TB1. If the stop device 7 does not engage with the second braking device 14 during this deceleration, the passenger conveyor stops at time T4. This deceleration is smaller than the deceleration by the braking torque TB0 required for braking the passenger conveyor indicated by the broken line D in FIG. 5 and ending at time T3.

  When the number of passengers is in the normal range, the load torque TP and the moment of inertia J are increased. Therefore, as shown by the deceleration pattern B, the passenger conveyor slightly accelerates from time T1 to time T2, but the time After the first braking device 13 and the stopping device 7 are engaged at T2 and the rotation of the first braking device 13 is stopped, the deceleration pattern A of the deceleration pattern A is used for the first braking torque TB1 acting on the main shaft 6. Decelerate at a deceleration smaller than the deceleration. When the number of passengers is relatively large, during this deceleration period, time T5 arrives, the stop device 7 engages with the second braking device 14, and thereafter the braking torque TB2 is added and braking by the braking torque TB0 is performed. Thus, the deceleration increases and stops at time T6. Thus, although the deceleration of the passenger conveyor may change at time T5 and become a large deceleration, there is time to hold firmly on the handrail or to prepare during the deceleration period between time T2 and time T5. The possibility that passengers may find it difficult to maintain balance can be sufficiently reduced.

  When the number of passengers is large, as shown by the deceleration pattern C, the load torque TP and the moment of inertia J are further increased. Therefore, the acceleration from the time T1 to the time T2 is slightly larger than the acceleration by the deceleration pattern B. However, after the first braking device 13 and the stopping device 7 are engaged and the rotation of the first braking device 13 is stopped at time T2, the speed is reduced due to the first braking torque TB1 acting on the main shaft 6. And decelerate at an acceleration smaller than the previous acceleration. Eventually, the stopping device 7 is engaged with the second braking device 14 at time T5, and thereafter, the second braking torque TB2 is added to provide braking by the braking torque TB0, and the deceleration increases and stops at time T8. In this case as well, the deceleration of the passenger conveyor may change at time T5, resulting in a large deceleration. However, there is time to firmly hold on the handrail or to prepare for the period between time T2 and time T5. Therefore, the possibility that the passenger feels difficulty in maintaining the balance can be sufficiently reduced.

  As is clear from the above description, according to the main shaft brake of the passenger conveyor, when the drive chain 4 is broken, the braking torque of the main shaft brake is first applied in a stepwise manner as TB1 and then TB2. In addition, a plurality of ratchet wheels 19 that are frictionally supported by the brake 22 independently of the main shaft 6 and a ratchet pole that engages the ratchet wheel 19 when the drive chain 4 is broken and brakes the rotation of the main shaft 6. The ratchet teeth 21 that are engaging portions with the ratchet poles 9 of the plurality of ratchet wheels 19 are arranged with a phase difference, so that the number of users is particularly small. At this time, the deceleration of the step during operation can be reduced, and the risk of losing balance on the step can be reduced. In addition, it can be easily configured without requiring any special control means. Further, the main shaft brake of the passenger conveyor is a main shaft brake that directly acts on the main shaft of the passenger conveyor, and a plurality of braking torque generators are provided, and the braking torque required when the total of the generated braking torque is one system. The deceleration at the time of stoppage can be alleviated especially when there are few users.

Embodiment 2. FIG.
In the main shaft brake of the passenger conveyor shown in FIGS. 6 to 8, the first braking device 13 and the second braking device 26 restrict the protrusion 27 provided on the first braking device 13 and the idling movement range of the protrusion 27. For this purpose, they are connected to each other by a cam mechanism 29 constituted by a cam groove 28 provided in the second braking device 26. That is, the first braking device 13 for the main shaft brake of the passenger conveyor is the same as that shown in FIGS. 1 to 4 except that a pin-like protrusion 27 is fixed to one side surface of the ratchet wheel 19.

  Similar to the second braking device 14 shown in FIGS. 1 to 4, the second braking device 26 includes a flange portion 16 fixed to the main shaft 6 and an annular cam circle disposed away from the outer periphery of the flange portion 16. A plate 30 and a brake 22 for holding the cam disk 30 on the flange portion 16 by frictional action are provided. The brake element 22 applies the second braking torque TB2 (= TB0−TB1). The ratchet pole 9 of the stop device 7 has such a width that it can be engaged with the ratchet wheel 19 of the first brake device 13 and does not act directly on the cam disk 30.

  The cam groove 28 of the second braking device 14 is a circumferential notch provided in the outer peripheral portion of the cam disk 30, in which the protrusion 27 of the first braking device 13 is disposed, and the protrusion 27 is the cam groove. Since the cam groove 28 can move relatively in the length direction of the cam groove 28, the circumferential length of the cam groove 28 is set to rotate between the first braking device 13 and the second braking device 26. A predetermined time delay can be given to the operation.

  As described above, the second braking device 26 is also provided coaxially with the first braking device 13, and the predetermined braking torque TB0 necessary for stopping the passenger conveyor and the first braking torque TB1 of the first braking device 13. Is maintained in the rotational direction of the main shaft 6 by a second braking torque TB2 (= TB0−TB1) which is a difference between the main shaft 6 and the second braking torque TB2. Therefore, when the stop device 7 is in the non-braking position (FIG. 6), it rotates together with the first brake device 13 and the main shaft 6, and when the stop device 7 is in the braking position (FIG. 8), the rotation of the first brake device 13 is rotated. After stopping, the cam mechanism 29 having the protrusion 27 and the cam groove 28 gives a predetermined time delay, and then the rotation stops at the braking position shown in FIG. 8 due to the engagement between the protrusion 27 and the end of the cam groove 28. Thus, the main shaft 6 is braked by the second braking torque TB2. Also in the spindle brake of such a passenger conveyor, the operation of the spindle brake when the drive chain 4 is broken is as shown in the deceleration pattern shown in the graph of FIG.

  Also in the main shaft brake of the passenger conveyor configured as described above, the same effect as the example described above with reference to FIGS. Further, in the configuration using the two ratchet wheels 19, since the time from the chain break T1 to the main shaft brake operation T2 cannot be increased for safety, the pawl pitch of the ratchet wheel 19 cannot be extremely increased. That is, although the interval between T2 and T5 in the graph of FIG. 5 cannot be made longer than a certain length, according to this embodiment, T2 to T5 is not affected by the pawl pitch of the ratchet wheel 19, and the length of the cam groove 28 (circumference) (Direction dimension) can be made arbitrarily long to some extent, so that it becomes possible to reduce the phenomenon that the deceleration increases during braking.

  The apparatus illustrated and described above is merely an example, and various modifications are possible, and the features of each specific example can be used altogether or selectively combined. For example, the first brake device and the second brake device having a ratchet wheel have been described. However, a rotating plate member having a protrusion or a recess on the outer periphery is held by an electromagnetic solenoid operated by a switch for detecting breakage of the drive chain. It can also be used with an engaging member that is engaged with the protrusion or the recess by the detection signal. In addition, the brake element 22 can be fixed to one of the flange portion 16 and the ratchet wheel 19 so as to be frictionally slid only with respect to the other, or the substantially entire circumference of the annular space 17 is filled. It can also be set as the some circular-arc-shaped member arrange | positioned in this way.

  The present invention can be used for a spindle brake of a passenger conveyor.

  DESCRIPTION OF SYMBOLS 1 Main frame, 2 Drive machine, 3 Drive chain gear, 4 Drive chain, 5 Spindle drive chain gear, 6 Main shaft, 7 Stop device, 8 Detection lever, 9 Ratchet pole, 10 Slider, 11 Bearing plate, 12 Axis, 13 1 brake device, 14, 26 2nd brake device, 15 outer edge portion, 16 flange portion, 17 annular space, 18 inner edge portion, 19 ratchet wheel, 20 outer edge portion, 21 ratchet teeth, 22 brake element, 23 trunk portion, 24 friction Flange, 25 bolts and nuts, 27 protrusions, 28 cam grooves, 29 cam mechanism, 30 cam disc.

Claims (6)

The main shaft driving the step train is a main shaft brake of a passenger conveyor driven by a drive chain gear and a drive chain,
A stop device that moves to a braking position or a non-braking position in response to breakage of the drive chain;
It is provided on the main shaft so as to engage with the stop device at the braking position, and is held in the rotational direction of the main shaft by a first braking torque smaller than a predetermined braking torque required for braking the passenger conveyor. And when the stop device is in the non-braking position, it rotates together with the main shaft, and when the stop device is in the brake position, the rotation is stopped with respect to the main shaft so that the main shaft is moved to the first braking torque. A first braking device for braking by:
It is provided coaxially with the first braking device, and is held in the rotational direction of the main shaft by a second braking torque that is a difference between the predetermined braking torque and the first braking torque, and the stopping device is When it is in the non-braking position, it rotates together with the main shaft, and when the stop device is in the braking position, the rotation is stopped with a predetermined time delay after the rotation of the first braking device stops, and the main shaft is moved to the second braking position. A main shaft brake for a passenger conveyor, comprising a second braking device for braking by torque. The stop device includes a detection lever that contacts the drive chain, and a ratchet pole that is driven to a braking position or a non-braking position by the detection lever,
The first braking device is provided on the main shaft so as to be rotatable with respect to the main shaft, and when the stop device is in the braking position, the ratchet wheel engages with the ratchet pawl, the ratchet wheel, and the main shaft. The main-body brake of the passenger conveyor of Claim 1 provided with the brake element which is provided between these and makes the said main axis | shaft act the said 1st braking torque. The first braking device is
A flange portion fixed to the main shaft;
An annular disc-shaped ratchet wheel having an inner edge facing away from the outer edge of the flange,
Friction provided between the flange portion and the ratchet wheel, and sandwiching the outer edge portion of the flange portion and the inner edge portion of the ratchet wheel from both sides with a frictional action, thereby applying the first braking torque. The main-body brake of the passenger conveyor of Claim 1 or 2 provided with the brake element which has a flange part.   The spindle brake for a passenger conveyor according to any one of claims 1 to 3, wherein the second braking device is a ratchet wheel that engages with the stopping device. The second braking device is
A flange portion fixed to the main shaft;
An annular disc-shaped ratchet wheel having an inner edge facing away from the outer edge of the flange,
Friction provided between the flange portion and the ratchet wheel to hold the outer edge portion of the flange portion and the inner edge portion of the ratchet wheel from both sides with a frictional action, thereby applying the second braking torque. The main-body brake of the passenger conveyor as described in any one of Claims 1-4 provided with the brake element which has a flange part.   The first brake device and the second brake device are connected to each other by a cam mechanism including a protrusion and a cam groove that limits a movement range of the protrusion. The spindle brake for a passenger conveyor according to any one of claims 5 to 6.

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