JP2016064893A - Emergency stop device for elevator - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce wear of dampers of an emergency stop device comprised in an elevator, without enlarging the emergency stop device.SOLUTION: An emergency stop device 4 for an elevator includes: a pair of wedge-shaped dampers 41 interposing a guide rail 2 which guides a lifting body elevated/descending in a hoistway 21 of an elevator 100; an inclined body 44 disposed on a back side of the dampers 41; an elastic body 43 which applies energizing force to the inclined body 44; and a pull-up member 42 which changes a relative position of the dampers 41 and a car in an emergency situation. In the emergency stop device for an elevator, that is capable of emergency stopping the lifting body, the dampers 41 include: a friction material 41b disposed so as to project from a surface facing the guide rail 2; a support body 41c which supports the friction material 41b; and a fastening component 41d which is fixed to a surface not facing the guide rail 2 of the support body 41c and which holds the friction material 41b in order to prevent it from falling off the support body 41c.SELECTED DRAWING: Figure 4

Description

  The present invention relates to an elevator emergency stop device that mechanically stops a car when an abnormality occurs, and more particularly to an elevator emergency stop device that generates a braking force by pressing a brake element against a guide rail.

  An example of a conventional elevator emergency stop device is described in Patent Document 1. The emergency stop device described in this publication uses a friction material as a cylinder, and the cylinder has a shape that is notched so that a flat notch is formed. The brake member is configured by a support material that holds the friction material. It is what.

JP 2007-302450 A

  However, in the above-described patent document, since the area of sliding contact between the friction material of the brake and the guide rail is reduced, the surface pressure of the sliding contact portion is increased, so that the wear amount of the friction material is increased. There is a problem that the pressing force decreases due to this wear.

  The present invention has been made from the above-described actual state of the prior art, and its purpose is to reduce the frictional material wear amount by minimizing the surface pressure of the sliding contact portion and to minimize the decrease in the pressing force. The object is to provide an emergency stop device for an elevator.

  In order to achieve the above object, the present invention provides a pair of wedge-shaped brake elements that sandwich a guide rail that guides a lifting body that moves up and down in a hoistway of an elevator, and an inclined body that is disposed on the back side of the braking element. And an elevator emergency stop device capable of emergency stop of the lifting body, comprising: an elastic body that applies an urging force to the inclined body; and a lifting member that changes the relative position of the brake and the car in an emergency. The brake element is fixed to a friction material provided to protrude from a surface facing the guide rail, a support body that holds the friction material, and a surface of the support body that does not face the guide rail. And a fastening part that holds the friction material so that it does not fall off.

  According to the present invention, in the emergency stop device provided for an elevator, it is possible to reduce the surface pressure generated at the sliding contact portion between the friction material and the guide rail when an abnormality occurs, thereby reducing the wear amount of the friction material. It becomes possible.

It is a front view around the car of one example of an elevator concerning the present invention. It is a front view at the time of non-operation of the emergency stop device with which the elevator shown in FIG. 1 is provided. It is a front view explaining the operation state of an emergency stop device. It is principal part sectional drawing in alignment with the AA of FIG. It is the enlarged view which looked at the brake element shown in FIG. 3 from the guide rail side. It is principal part sectional drawing in alignment with the BB line of FIG.

  Hereinafter, an emergency stop device for an elevator according to the present invention will be described with reference to the drawings.

  FIG. 1 is a front view around a car 1 that is a lifting body of an embodiment of an elevator 100 including an emergency stop device 4. The car 1 is connected to a drive system by being wrapped around a sheave of a hoisting machine (not shown) on the top floor of the building by a rope 3 attached to the upper part. Further, a governor rope (not shown) is also connected to the car 1 and is used by the governor to control the speed of the car. In these drawings, details of the car are omitted for simplification.

  Guide rails 2 are provided on both sides of the hoistway 21 where the car 1 moves up and down to guide the car 1 as a lifting body. A pair of guide rails 2 are arranged so as to face both sides of the car 1. Rail guides 1 a and 1 b are attached to the upper and lower surfaces of the car 1 so as to sandwich the guide rail 2. In addition, when considering the counterweight as the lifting body, a guide rail for guiding the lifting and lowering of the counterweight, which is also a lifting body, is provided, although not shown.

  Furthermore, an emergency stop device 4 is provided at the bottom of the car 1 for braking the car 1 when the car 1 descends beyond the speed limit. Details of the emergency stop device 4 will be described with reference to FIGS. 2 and 3 are front views of the safety device 4. Here, FIG. 2 is a diagram illustrating a state during normal operation in which the emergency stop device 4 is not operating, and FIG. 3 is a diagram illustrating an emergency operation state when the emergency stop device 4 is operated.

  The emergency stop device 4 includes a pair of braking elements 41 that abut on the guide rail 2, an inclined body 44 that supports the braking element 41 from the side opposite to the guide rail of the braking element 41, and a pair from the side opposite to the guide rail of the inclined body 44. And a U-shaped elastic body 43 that applies a pressing force to the brake element 41. The U-shaped elastic body 43 is held by a housing 46. The brake 41 is brought into contact with the guide rail 2 by the pressing force of the elastic body 43 to brake the falling of the car 1.

  The guide rail 2 is fixed to the wall of the hoistway 21 and has a T-shaped cross section extending in the vertical direction, and the pair of brake elements 41 are disposed symmetrically with the guide rail 2 interposed therebetween. The brake element 41 has a trapezoidal columnar shape (wedge shape), the side facing the guide rail 2 is a substantially vertical surface, the anti-guide rail side surface (back surface) is a smooth surface, and the width becomes narrower as it goes upward. It has a shape.

  A roller 45 in which a plurality of cylindrical roller members are arranged in the vertical direction is provided on the back side of the brake element 41. An inclined body 44 is disposed on the outer side (back side) of the roller 45. The inclined body 44 has a trapezoidal columnar shape (wedge shape) with a short bottom side and a long top side, and a back surface side is a substantially vertical surface and a surface in contact with the elastic body 43 has an arc shape. A surface 44a on the front side (braking element 41 side) is an inclined and smooth surface.

The inclined surface 44a on the front surface side of the inclined body 44 has a complementary relationship with the inclined surface 41a on the rear surface side of the brake element 41, and the inclined surface 44a of the inclined body 44 and the inclined surface 41a of the brake element 41 are the same. It is parallel. The outer surface of the inclined body 44 is held by a U-shaped elastic body 43. The elastic body 43 can bias the inclined body 44 with a spring force. When the elastic body 43 is free, a predetermined gap is secured between the front surface of the brake element 41 and the guide rail 2.
A housing 46 is provided to hold the elastic body 43, the roller 45, the inclined body 44, and the brake element 41.

  In order to hold the brake element 41, a bottom surface portion, a side surface portion bent upward at a right angle from the bottom surface portion, and a lifting member 42 having a lifting rod 42a having one end portion fixed to the side surface portion and extending vertically upward are provided. ing. The pulling member 42 is provided in each of the pair of safety devices 4, and the pulling rod 42 a extends along each of the guide rails 2 arranged on the left and right. The upper parts of the pair of left and right lifting rods 42a are connected to each other, and a holding part that holds and holds the governor rope is provided in the vicinity of the connecting part.

  In the emergency stop device 4 configured in this way, when the governor rope descending speed detected by a governor (not shown) exceeds the set speed, the governor rope stops moving by the governor rope gripping operation. The governor rope holding portion relatively raises the lifting rod 42a. That is, the car 1 continues to descend rapidly, but the pulling rod 42a that has fallen with the car 1 until then is decelerated by the governor rope. The dropping speed of the brake 41 mounted on the pulling member to which the pulling rod 42a is connected at the lower end also decreases. As a result, the braking element rises relative to the casing 46, the inclined body 44, the elastic body 43, and the roller 45 that descend with the car 1. This is shown in FIG.

  When the brake element 41 rises relative to the inclined body held by the elastic body 43, the inclined surface 44a of the inclined body 44 and the inclined surface 41a of the brake element 41 so that the brake element 41 can move with low resistance. A roller 45 that can move up and down is interposed therebetween.

  When the brake element 41 moves in the vertical direction relative to the inclined body 44, the brake element 41 moves in the horizontal direction because the brake element 41 moves along the inclined surfaces 41a and 44a. Then, the guide rail 2 approaches and abuts from both the left and right sides. At that time, the urging force of the elastic body 43 is urged to the contact surface. Due to the urging force of the elastic body 43, a frictional force obtained by multiplying the urging force by a dynamic friction coefficient is generated between the guide rail 2 and the brake element 41. Due to the braking action by this frictional force, the car 1 is gradually decelerated and stopped.

  Here, since the braking force required for the emergency stop device 4 needs to be braked at an average deceleration of 1 G or less during braking, in the case of a high-speed elevator, the braking distance increases depending on the speed. For this reason, the amount of wear of the brake element 41 slidably contacting the guide rail 2 tends to increase as the braking distance increases. Therefore, the brake element 41 of the emergency stop device 4 of the high-speed elevator needs to be made of a material having excellent wear resistance. In general, the wear amount tends to increase as the surface pressure of the sliding contact portion increases. Therefore, the wear amount can be suppressed by reducing the surface pressure of the sliding contact portion.

  However, the installation space of the building where the elevator is installed is gradually becoming smaller, and it is necessary to reduce the size of the emergency stop device. Therefore, in order to improve the wear characteristics of the brake, various alloys, ceramics, and the like are used for the contact portion of the brake with the guide rail.

  An example of the brake element 41 used in the emergency stop device 4 according to the present invention with improved wear resistance will be described with reference to FIGS. 4, 5, and 6. FIG. 4 is a cross-sectional view of an essential part taken along line AA in FIG. 3, showing a state where the brake element 41 and the guide rail 2 are in contact with each other. FIG. 5 is an enlarged view of the brake element 41 as viewed from the guide rail side. FIG. 6 is a cross-sectional view of an essential part taken along line BB in FIG. 5 and 6 show only one of the brake elements 41 formed in a pair, the other brake element 41 has the same shape and is made symmetrically.

  The brake element 41 includes a wedge-shaped support body 41c and a friction material 41b and a fastening part 41d having a square shape when viewed from the guide rail facing surface side. The friction material 41b is on the front side of the support body 41c. A plurality (three in the figure) are arranged. The friction material 41b is inserted into a recess formed in the front surface portion of the support body 41c, and is fixed to the support body 41c by a fastening component 41d. Note that the depression formed on the front surface side of the support body 41c is also rectangular when viewed from the guide rail facing surface side, and its cross section is trapezoidal as shown in FIG. 5, and as shown in FIG. The upper surface of the trapezoidal shape of the friction material 41b protrudes from the upper surface of the trapezoidal shape of the recess, and the inclined side portion of the trapezoidal shape of the recess and the inclined side portion of the friction material 41b come into contact with each other, and the opposing surface of the guide rail 2 It is possible to move in a horizontal direction parallel to the horizontal direction (left and right direction in FIG. 5), but the movement of the friction material 41b with respect to the support body 41c in other directions is restricted.

  As described above, the friction material 41b has a trapezoidal shape, and is configured to prevent falling off to the guide rail side by being inserted into the support body 41c. Further, the movement in the left-right direction in FIG. The friction material 41b is suppressed and held so as not to fall off from the support body 41c.

  In addition, it is set as the structure which can ensure the sliding area of the guide rail 2 and the friction material 41b to the maximum by providing the fastening component 41d in the outer side which does not oppose the guide rail 2. FIG.

  In the elevator 100 using the brake element 41 configured as described above, when an abnormality such as a sudden drop of the car 1 occurs due to some failure, the speed of the car 1 is increased before the rated speed exceeds 1.4 times. The governor rope gripping action of the governor that does not occur occurs. As a result, the friction material 41b attached to the brake element 41 of the emergency stop device 4 is pressed against the guide rail 2 and slides. At that time, a braking force is generated by the frictional force generated between the friction material 41b and the guide rail 2, and the car is braked by the braking force.

  Since the friction material 41b is in wide contact with the sliding surface of the guide rail 2, the surface pressure between the friction material 41b and the guide rail 2 can be reduced as compared with the prior art, and hence the wear amount of the friction material 41b can be reduced.

In the above-described embodiment, the emergency stop device is provided on the car side. However, the emergency stop device may be provided on the counterweight side that is a lifting body. In addition, one emergency stop device is provided at the bottom of the car, but the emergency stop device is provided at the bottom of the car and on both guide rails. The power may be increased, or a similar configuration may be provided on the counterweight.
Further, in the above embodiment, three friction materials are arranged above and below per brake element. However, the number of friction materials is not limited to this, and the structure in which the movement in the left-right direction is suppressed by fastening parts. Therefore, a plurality of friction materials may be divided and arranged on the left and right.

  The said Example is an illustration to the last, and this invention is not limited to the Example mentioned above. The present invention includes various conceivable forms without departing from the gist of the present invention described in the claims.

DESCRIPTION OF SYMBOLS 1 Car 1a, 1b Rail guide 2 Guide rail 3 Rope 4 Emergency stop device 21 Hoistway 41 Braking element 41a Inclined surface 41b Friction material 41c Support body 41d Fastening part 42 Lifting part 42a Lifting rod 43 Elastic body 44 Inclining part 44a Inclining surface 45 Roller 46 Housing 100 Elevator

Claims (2)

A pair of wedge-shaped brakes that sandwich a guide rail that guides a lifting body that moves up and down in an elevator hoistway, an inclined body that is disposed on the back side of the braking element, and an elasticity that imparts a biasing force to the inclined body In an emergency stop device for an elevator, comprising a body and a lifting member that changes the relative position of the brake and the car in an emergency,
The brake element is fixed to a friction material provided to protrude from a surface facing the guide rail, a support body that holds the friction material, and a surface of the support body that does not face the guide rail. An elevator emergency stop device comprising: a fastening part that holds the friction material so that it does not fall off. 2. The elevator emergency stop device according to claim 1, wherein the friction material has a trapezoidal shape and is inserted into a recess in the support material.