JP2016183047A - Elevator emergency stop device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an elevator emergency stop device capable of bringing a wedge member into a full surface contact state with respect to a guide rail as quickly as possible in an emergency.SOLUTION: In an emergency device, both inclined surfaces 92A of wedge members 86, 88 moving upward are guided by a guide surface, the wedge members 86, 88 run obliquely toward a guide rail 26, and both fastening surfaces 92A come into contact with surfaces 26A, 26B to be fastened in an emergency. It includes a constitution in which before and after both fastening surfaces 92A coming into contact with the surfaces 26A, 26B to be fastened, both fastening surfaces 92A become swingable in the horizontal direction around a virtual vertical axis.SELECTED DRAWING: Figure 3

Description

  The present invention relates to an emergency stop device for an elevator, and more particularly, to an incremental safety device.

  When the car descends beyond the specified speed due to the breakage of the main rope that lifts and lowers the car that carries people and luggage in the elevator, the safety device attached to the car is activated and the car is safe To be stopped. There are two types of emergency stop devices: an early type and an incremental type. If the rated speed is used as a reference, the early type is limited to elevators of 45 m / min or less. There is no particular restriction on the rated speed for the progressive type, and it is widely used in low to high speed elevators.

  A conventional emergency stop device has a structure as shown in FIG. 11, for example (Patent Document 1). The emergency stop device 400 is generally attached to the lower beams LB2 and LB4 constituting the car frame.

  The emergency stop device 400 includes an upper plate 402 and a lower plate 404. The upper plate 402 and the lower plate 404 are connected to each other by a pillar member (not shown) at a certain interval in the vertical direction. The upper plate 402 is connected to the lower beams LB2 and LB4 by bolts and nuts (not shown) or the like. It is fixed. Stepped portions 402A, 402B, 404A, 404B are formed at both ends of each of the upper plate 402 and the lower plate 404 in FIG.

  The emergency stop device 400 includes a pair of wedge receiving members 406 and 408 that are attached to the stepped portions 402A, 402B, 404A, and 404B by being pressed by a U-shaped spring 410 described later. The wedge receiving members 406 and 408 have hook-shaped portions 406A, 406B, 408A, and 408B at the upper and lower ends, and the hook-shaped portions 406A, 406B, 408A, and 408B are pressed by the step portions 402A, 404A, 402B, and 404B. , Are arranged facing each other.

  A U-shaped spring 410 having a U shape in plan view is provided so as to grip the wedge receiving members 406 and 408 from the left and right sides in FIG. Through holes 410A and 410B are formed in both end portions of the U-shaped spring 410, and hemispherical heads 412B and 414B are formed in one end of the shaft bodies 412A and 414A in each of the through holes 410A and 410B. The shafts 412A and 414A of the pressing tools 412 and 414 thus formed are inserted.

  Hemispherical concave portions 406C and 408C are formed on the side surfaces of the wedge receiving members 406 and 408, and the head portions 412B and 414B of the pressing tools 412 and 414 are fitted in the concave portions 406C and 408C, respectively.

  With the above-described configuration, the wedge receiving members 406 and 408 are always elastically biased in the direction of approaching each other by the U-shaped spring 410 via the pressing tools 412 and 414, and the wedge receiving member 406, Reference numeral 408 indicates that the hook-shaped portions 406A, 406B, 408A, and 408B are pressed (contacted) by the step portions 402A, 404A, 402B, and 404B, and the distance between the wedge receiving members 406 and 408 is maintained constant. .

  Between the pair of wedge receiving members 406 and 408, the parallel tightened surfaces GR2 and GR4 of the guide rail GR for guiding the raising and lowering of the car are sandwiched, and the corresponding tightened surfaces GR2 and GR4 are spaced from each other. A pair of wedge members 416, 418 are provided. Each of the wedge members 416 and 418 has tightening surfaces 416A and 418A facing the corresponding tightening surfaces GR2 and GR4, and inclined surfaces 416B and 418B opposite to the tightening surfaces 416A and 418A. The inclined surfaces 416B and 418B are inclined so as to move away from the corresponding tightened surfaces GR2 and GR4 as they go downward.

  The wedge receiving members 406 and 408 are formed on guide surfaces 406D and 408D formed on the inclined surfaces parallel to the inclined surfaces 416B and 418B, and the surfaces facing the inclined surfaces 416B and 418B are inclined with respect to the guide surfaces 406D and 408D. Between the surfaces 416B and 418B, a plurality of rollers 420 and 422 held by a holder (not shown) are provided.

  Each of the wedge members 416 and 418 is connected to a lifting rod (not shown), and when the car descends beyond a specified speed, the lifting rod is moved by a mechanism (not shown) including a speed governor (not shown). Be raised.

  As the lifting rod is lifted up, the wedge members 416 and 418 are guided to the guide surfaces 406D and 408D via the rollers 420 and 422, obliquely move toward the guide rail GR, and eventually the fastening surfaces 416A and 418A respectively It comes into contact with the tightened surfaces GR2 and GR4.

  Since the car continues to descend, the frictional force generated between the two tightening surfaces 416A and 418A in contact with the tightened surfaces GR2 and GR4 acts upward. Then, according to the “wedge principle (wedge increasing effect)”, the wedge members 416 and 418 displace the wedge receiving members 406 and 408 outward in the lateral direction against the biasing force of the U-shaped spring 410. Accordingly, the U-shaped spring 410 is elastically deformed (pushed out), and the wedge members 416 and 418 are pressed against the tightened surfaces GR2 and GR4 by the restoring force. As a result, a large frictional force is generated between the tightening surfaces 416A and 418A of the wedge members 416 and 418 and the tightened surfaces GR2 and GR4 of the guide rail GR, and the car is braked.

  In the emergency stop device 400 configured as described above, immediately after the wedge members 416 and 418 are pulled up, a sufficient frictional force to spread the U-shaped spring 410 according to the wedge principle is applied to the fastening surfaces 416A and 418A. In order to generate between the attachment surfaces GR2 and GR4, it is important that the entire fastening surfaces 416A and 418A are brought into contact with the fastening surfaces GR2 and GR4.

  However, when the emergency stop device 400 is attached to the car as it is, the emergency stop device 400 is slightly inclined from the horizontal direction due to manufacturing variations or the like, and the upper side or lower side of the fastening surfaces 416A and 418A. There may be a situation in which only the portion is in contact with the tightened surfaces GR2 and GR4. With respect to this, the emergency stop device 400 is placed in the cage in a state where the inclination from the horizontal direction is eliminated by sandwiching a shim between the upper plate 402 and the lower beam LB2 or between the upper plate 402 and the lower beam LB4. We can cope by attaching.

Japanese Patent Laid-Open No. 4-116078 Japanese Patent Laid-Open No. 11-199159 JP 2008-94606 A

  However, the guide rail GR may be slightly twisted in a section in the length direction, and even if the emergency stop device 400 operates in the section where the twist occurs, the wedge members 416 and 418 The fastening surfaces 416A and 418A are in contact with only one of the vertical sides, and a sufficient frictional force is generated between the fastening surfaces GR2 and GR4 to expand the U-shaped spring 410. do not do.

  Even in such a case, if the wedge members 416 and 418 are formed of a relatively soft resin mold material, they are worn by friction with the tightened surfaces GR2 and GR4, and the contact area gradually increases. Although frictional force may be obtained, the wedge members 416 and 418 are made harder than the guide rail GR in order to prevent the wedge members 416 and 418 from being worn out in a high-speed and large-capacity elevator. (For example, engineering ceramics).

  When formed of a wear-resistant material, the fastening surfaces 416A and 418A of the wedge members 416 and 418 are in contact with only one of the vertical sides, and between the fastening surfaces GR2 and GR4. Since the frictional force sufficient to push the U-shaped spring 410 is not generated, the braking distance of the car becomes long.

  In addition, the above-mentioned subject is common also to the emergency stop apparatus attached to the counterweight connected with the main rope.

  In view of the above-described problems, the present invention makes the entire contact state as quickly as possible from the time when the wedge member starts to contact the tightened surface of the guide rail even if the guide rail is twisted, for example. An object of the present invention is to provide an emergency stop device for an elevator.

  In order to achieve the above object, an elevator safety device according to the present invention is attached to a lift body of an elevator, and two parallel tightened surfaces of guide rails for guiding the lift body in the vertical direction are interposed between them. In the emergency stop device for clamping the lowering body to be lowered by tightening the two tightening surfaces in an emergency, with a pair of brake elements sandwiched and arranged with a gap between the pair of tightening surfaces. At least one of the brake members is inclined so as to move away from the tightening surface as it goes downward on the opposite side of the corresponding tightening surface. A wedge member including a sloped surface, a wedge receiving member facing the sloped surface and having a guide surface parallel to the sloped surface, wherein the wedge member is moved upward in the emergency. The inclined surface is guided by the guide surface An emergency stop device in which the wedge member is skewed toward the guide rail, and the tightening surface is in contact with the tightened surface, and before and after the tightening surface contacts the tightened surface. The fastening surface has a configuration in which it can swing in the horizontal direction about at least a virtual vertical axis.

  The wedge member includes a first member including the fastening surface and a second member including the inclined surface, and the first member can swing at least in the horizontal direction with respect to the second member. It is provided in.

  Alternatively, the wedge receiving member includes a first member and a second member, the first member includes the guide surface, and the first member swings at least in the horizontal direction with respect to the second member. It is provided freely.

  Furthermore, the first member and the second member are connected by connecting means that allows the horizontal swing of the first member relative to the second member.

In this case, the connection means can have any of the following configurations (i) to (iv).
(i) The connecting means includes a semi-cylindrical recess formed in one of the first member and the second member and having an axial center in the vertical direction; A columnar convex portion having a columnar surface and fitted in the semicylindrical concave portion, and the first member relative to the second member by relative sliding between the semicylindrical concave portion and the columnar convex portion. The member is configured to be swingable in the horizontal direction.

  (ii) The connecting means includes a first semi-cylindrical recess formed in the first member and having a vertical axis, and a second semi-cylindrical recess formed in the second member and having a vertical axis. A second semi-cylindrical recess opposed to the first semi-cylindrical recess, and a cylinder fitted in the first and second semi-cylindrical recesses, the first semi-cylindrical recess and the first (2) The first member may be swingable in the horizontal direction with respect to the second member by relative sliding of the semi-cylindrical recess.

  (iii) The connecting means has a spherical concave portion formed in one of the first member and the second member and recessed in the horizontal direction, and a spherical surface provided in the other and adapted to the spherical concave portion. A spherical convex portion fitted into the concave portion, and the first member is further moved vertically from the horizontal direction to the second member by relative sliding of the spherical concave portion and the spherical convex portion. It shall be configured to be able to swing freely in any direction.

  (iv) The connecting means includes a first spherical recess formed in the first member and recessed in the horizontal direction, and a second recess formed in the second member and recessed in the horizontal direction and facing the first spherical recess. A spherical recess and a sphere fitted in the first and second spherical recesses, and the relative sliding of the first spherical recess and the second spherical recess with respect to the sphere causes the second member to move relative to the second member. The first member is further configured to be swingable in any direction from the horizontal direction to the vertical direction.

  According to the emergency stop device for an elevator configured as described above, the inclined surface of the wedge member that is moved upward in an emergency is guided by the guide surface, and the wedge member is skewed toward the guide rail, and the wedge member If the guide rail is twisted when the tightening surface of the guide rail comes into contact with the tightened surface of the guide rail, either one of the end portions in the horizontal direction of the tightening surface is first tightened. Abuts against the surface.

  At this time, the clamping surface is caused by the upward frictional force that the one end receives from the tightened surface due to the upward movement of the wedge member or the car continuing to descend in an emergency. Therefore, the one end presses the tightening surface, and the one end receives the reaction force.

  In this case, since the tightening surface has a configuration in which the tightening surface can swing in the horizontal direction around at least the virtual vertical axis before and after contacting the tightened surface, The tightening surface receives the reaction force, and immediately swings the neck so that the other end opposite to the one end is close to the tightened surface, and as a result, the tightening surface is It will be in full contact with the surface to be tightened. That is, according to the emergency stop device for an elevator according to the present invention, the entire surface can be brought into contact as quickly as possible from the time when the wedge member starts to contact the tightened surface of the guide rail.

It is a figure which shows schematic structure of the elevator provided with the emergency stop apparatus for elevators concerning Embodiment 1. FIG. (A) is a front view in the state in which the said emergency stop apparatus was attached to the cage | basket | car, (b) is the sectional view on the AA line in (a). (A) is a BB line cutting part expanded end elevation in Drawing 2 (b), (b) is a CC line sectional view in (a), (c) is a column member. It is a perspective view. (A) is the front view which cut and represented a part of emergency stop apparatus concerning Embodiment 2, (b) is the EE sectional view taken on the line in (a). FIG. 5 is an enlarged sectional view taken along line GG in FIG. It is a front view which shows schematic structure of the safety device which concerns on Embodiment 3. FIG. (A) is a longitudinal cross-sectional view which shows schematic structure of a pair of wedge member which comprises the safety device which concerns on Embodiment 3, (b) is the HH sectional view taken on the line in (a). (A) is a front view of the safety device according to Embodiment 4 showing one of a pair of wedge receiving members in cross section, and (b) is a JJ line step sectional view in (a). . (A) is a front view which shows schematic structure of the safety device which concerns on Embodiment 5 which represented one side of a pair of wedge receiving members in the cross section, (b) is in the state except the half of the upper plate. It is a top view which shows schematic structure of the same emergency stop apparatus represented. (A) is a front view which shows schematic structure of the emergency stop apparatus which concerns on Embodiment 6, (b) represented only the mounting plate, shaft, and block body which are the structural members of the emergency stop apparatus. It is a top view. It is a front view which shows schematic structure of the conventional emergency stop apparatus.

Hereinafter, embodiments of an emergency stop device for an elevator according to the present invention will be described with reference to the drawings.
<Embodiment 1>
[The whole elevator]
As shown in FIG. 1, in an elevator 10, a machine room 14 is provided in a building part above the uppermost part of a hoistway 12 established in a building, and a hoisting machine 16 is provided in the machine room 14. is set up.

  A main rope 20 is wound around a main sheave 18 that constitutes the hoisting machine 16, a car 22 that is one lifting body at one end of the main rope 20, and the other lifting body at the other end. The counterweights 24 are connected to each other.

  A pair of car guide rails 26 that guide the car 22 in the vertical direction and a pair of counterweight guide rails 28 that guide the counterweight 24 in the vertical direction are installed in the hoistway 12 in the vertical direction. Has been. In the figure, only one of the pair of car guide rails 26 and one of the pair of counterweight guide rails 28 appear.

  A pair of guide roller units 30 and 32 are respectively attached to the upper and lower ends of the car 22 so as to correspond to the pair of guide rails 26 for the car, and the car 22 is moved vertically by the guide roller units 30 and 32. Be guided to. Similarly, a pair of guide roller units 34 and 36 are attached to the upper and lower ends of the counterweight 24 so as to correspond to the pair of counterweight guide rails 28, respectively. Thus, the counterweight 24 is guided in the vertical direction.

  In addition, a pair of emergency stop devices 40 are attached to the lower portion of the car 22 so as to correspond to the pair of guide rails 26 for the car, and the counterweight 24 has a pair of counterweights at the lower part thereof. A pair of emergency stop devices 42 are attached to correspond to the weight guide rails 28. The emergency stop devices 40 and 42 are lowered by firmly fastening a part of the guide rail 26 for the car 26 and the guide rail 28 for the counterweight with a pair of wedge members 86 and 88 (FIGS. 2 and 3) described later. A device for braking the car 22 or the counterweight 24.

  In parallel with the main rope 20, a governor rope 44 is stretched between a governor sheave 48 and a tension sheave 50 of a car governor 46. An emergency stop lever 52 for operating an emergency stop device 40 attached to the car 22 is fixed to an intermediate portion of the governor rope 44. The car governor 46 also includes a gripping mechanism 54 that grips a part of the governor rope 44 that travels between the governor sheave 48 and the tension sheave 50 and stops the travel.

  A device similar to these is also provided on the counterweight 24 side. That is, in parallel with the main rope 20, a governor rope 62 is stretched between the governor sheave 58 and the tension sheave 60 of the counterweight governor 56, and the counterweight 24 is placed in the middle of the governor rope 62. An emergency stop lever 64 for operating the emergency stop device 42 attached to is fixed. Further, the counterweight governor 56 has a gripping mechanism 66 that grips a part of the governor rope 62 that travels between the governor sheave 58 and the tension sheave 60 and stops the travel.

  In the elevator 10 having the above-described configuration, rotational power from an electric motor (not shown) is transmitted to the main sheave 18 via a power transmission mechanism (not shown), and when the main sheave 18 is driven to rotate, it is connected to the main rope 20. The car 22 and the counterweight 24 are guided by the car guide rail 26 and the counterweight guide rail 28, respectively, and move up and down in the hoistway 12. Accordingly, each of the governor ropes 44 and 62 to which the emergency stop levers 52 and 64 are fixed travels, the governor sheave 48 has the same speed (circumferential speed) as the raising / lowering speed of the car 22, and the governor sheave 58 has the counterweight 24. Are rotated at the same speed (circumferential speed) as the ascent / descent speed.

  The car governor 46 detects the rotational speed of the governor sheave 48 synchronized with the ascending / descending speed of the car 22, and when the car 22 descends exceeding the rated speed, the descending speed does not exceed 1.4 times the rated speed. Further, the governor rope 44 is gripped by the gripping mechanism 54 and the traveling of the governor rope 44 is stopped. Here, the rotational speed of the governor sheave 48 corresponding to the lowering speed at which the governor rope 44 is gripped by the gripping mechanism 54 is referred to as “overspeed”.

  When the traveling of the governor rope 44 is stopped even though the car 22 continues to descend, the emergency stop lever 52 fixed to the governor rope 44 is pulled up relative to the car 22. A known mechanism (not shown) is provided between the emergency stop lever 52 and the emergency stop device 40 in conjunction with the lifting operation of the emergency stop lever 52. When the emergency stop lever 52 is lifted, the mechanism is Accordingly, the emergency stop device 40 is activated. The mechanism for operating the emergency stop device 42 attached to the counterweight 24 is the same as the mechanism described above for the case where the emergency stop device 40 attached to the car 22 is operated. .

[Emergency stop device]
As described above, details of the safety devices 40 and 42 that operate in an emergency will be described. Here, “emergency” refers to the period from when the governors 46 and 56 detect overspeed until the car 22 and the counterweight 24 stop, and “normal” refers to the governor. 46 and 56 do not detect the overspeed, and at least it is said that the stop of the car 22 and the counterweight 24 by the emergency stop devices 40 and 42 is unnecessary.

  The safety device 40 for the car 22 and the safety device 42 for the counterweight 24 have basically the same configuration, so the details will be described with the safety device 40 for the car 22 as a representative. Detailed description of the safety device 42 for the counterweight 24 will be omitted.

  The emergency stop device 40 is a gradual type emergency stop device, and, for example, as shown in FIG. 2 (a), for example, a car frame (not shown in its entirety) which is a constituent member of the car 22 (FIG. 1). It is attached to the lower beams 70A and 70B which constitute.

  The emergency stop device 40 includes an upper plate 72 and a lower plate 74. The upper plate 72 and the lower plate 74 are connected to each other by a pillar member (not shown) at a certain distance in the vertical direction. The upper plate 72 is connected to the lower beams 70A and 70B by bolts and nuts (not shown) or the like. It is fixed. Stepped step portions 72A, 72B, 74A, 74B are formed at both ends of the upper plate 72 and the lower plate 74, respectively.

  The emergency stop device 40 has a pair of wedge receiving members 76 and 78 that are pressed and attached to the stepped portions 72A, 72B, 74A, and 74B by a U-shaped spring 80 described later. As shown in FIG. 2 (a), the wedge receiving members 76, 78 have hook-like portions 76A, 76B, 78A, 78B at the upper and lower ends, and the hook-like portions 76A, 76B, 78A, 78B are stepped portions 72A. , 74A, 72B, 74B and are arranged to face each other.

A U-shaped spring 80 having a U-shape in plan view is provided so as to grip the wedge receiving members 76 and 78 from the left and right sides in FIGS. 2 (a) and 2 (b). In addition, illustration of the lower plate 74 is abbreviate | omitted in FIG.2 (b). Through holes 80A and 80B are formed in both end portions of the U-shaped spring 80, and hemispherical heads 82B and 84B are formed in one end of the shaft bodies 82A and 84A in each of the through holes 80A and 80B. The shaft bodies 82A and 84A of the pressing tools 82 and 84 thus formed are inserted.
Hemispherical concave portions 76C and 78C are formed on the side surfaces of the wedge receiving members 76 and 78, and the head portions 82B and 84B of the pressing tools 82 and 84 are fitted into the concave portions 76C and 78C, respectively.

  With the above configuration, the wedge receiving members 76 and 78 are always urged and urged by the U-shaped spring 80 via the pressing members 82 and 84 so as to approach each other. 78, the flanges 76A, 76B, 78A, 78B are pressed (abutted) by the stepped portions 72A, 74A, 72B, 74B, and the distance between the wedge receiving members 76, 78 is kept constant. .

  Between the pair of wedge receiving members 76 and 78, parallel tightened surfaces 26A and 26B of the guide rail 26 for guiding the raising and lowering of the car 22 (FIG. 1) are sandwiched, and the corresponding tightened surfaces 26A and 26B. And a pair of brake members 86 and 88 are provided with a gap therebetween. The tightened surfaces 26A and 26B are also guide surfaces for guiding the car 22 in the vertical direction by rolling guide rollers (not shown) of the guide roller units 30 and 32 (FIG. 1).

  The wedge member 86 and the wedge member 88 have basically the same configuration. Therefore, the wedge member 86 will be described as a representative, and the components corresponding to the wedge member 86 in the wedge member 88 will be denoted by the same reference numerals and description thereof will be omitted.

The wedge member 86 is roughly divided into a first member 90 and a second member 92, and the first member 90 and the second member 92 are connected by connecting means 94 (FIG. 3). Yes.
The first member 90 includes a braking pad 96 having a rectangular plate shape made of engineering ceramics having excellent wear resistance and a backup plate 98 having a rectangular shape made of a metal material. The brake pad 96 and the backup plate 98 are firmly bonded with an adhesive (not shown). In the brake pad 96, the surface of the guide rail 26 that faces the tightened surface 26A is a tightening surface 96A that contacts the tightened surface 26A in an emergency.

  The second member 92 is a block body made of a metal material having a trapezoidal shape in a front view shown in FIG. In the wedge member 86, a surface 92A of the second member 92 on the side opposite to the tightening surface 96A of the first member 90 is formed as an inclined surface 92A that is inclined so as to move away from the tightening surface 96A as it goes downward. Yes. The second member 92 and the wedge receiving member 78 are connected by a connecting means (not shown) similar to a known connecting means for connecting the wedge member and the wedge receiving member in the conventional safety device. Yes.

  On one side 92B of the second member 92, one end of a pulling rod (not shown) that is pulled up in conjunction with the emergency stop lever 52 (FIG. 1) is fixed in an emergency. The second member 92 is positioned at the position shown in FIG. 2 (that is, the normal position) by the rod.

The connecting means 94 for connecting the second member 92 and the first member 90 will be described with reference to FIG.
The connecting means 94 includes a columnar member 100 including a semi-cylindrical portion 102 and a prismatic portion 104 as shown in FIG.

  The backup plate 98 is provided with a square hole 98A into which the prismatic part 104 is fitted, and the columnar member 100 is fixed to the backup plate 98 with the prismatic part 104 fitted into the square hole 98A. This fixing may be performed by press-fitting or an adhesive may be used. Thereby, the backup plate 98 is provided with a columnar convex portion having a cylindrical surface 102A.

  On the other hand, the second member 92 has a semi-cylindrical recess 92C having a semi-cylindrical surface matching the cylindrical surface 102A of the semi-cylindrical portion 102 and extending in the vertical direction. The semi-cylindrical portion 102 is fitted in the semi-cylindrical concave portion C in a state in which it can slide in the circumferential direction. Thereby, the first member 90 (clamping surface 96A) is swingable in the horizontal direction around the axis of the semi-cylindrical portion 102 (the axis of the semi-cylindrical recess C), which is a virtual vertical axis. It can swing freely in the horizontal direction.

  A pair of flanged pins 106 and 108 and a pair of compression coil springs 110 and 112 are provided so that the first member 90 does not fall off from the second member 92 while maintaining this swingable state. Each of the flanged pins 106 and 108 has a flange 106B and 108B at one end of the pins 106A and 108A.

  The second member 92 includes small holes 114A and 116A and large holes 114B communicating with the small holes 114A and 116A on both sides of the semi-cylindrical concave portion 92C in the longitudinal direction of the semi-cylindrical portion 102 (semi-cylindrical concave portion C). , 116B, pin insertion holes 114, 116 are opened.

  As shown in FIG. 3B, the pin insertion holes 114 and 116 are respectively provided with hooked pins 106 and 108 in which compression coil springs 110 and 112 are externally inserted into the pins 106A and 108A, respectively. End portions of the pins 106A and 108A protruding from the holes 114A and 116A are press-fitted into holes 118 and 120 provided in the backup plate 98. In the state shown in FIG. 3B, the compression coil springs 110 and 112 are compressed between the step portions of the small holes 114A and 116A and the large holes 114B and 116B and the flanges 106B and 108B.

  Thereby, since the first member 90 is always attracted to the second member 92 side by the restoring force of the compression coil springs 110 and 112, the state in which the semi-cylindrical portion 102 is fitted in the semi-cylindrical recess C can be maintained. The member 90 does not fall off from the second member 92.

  Further, since a gap D1 is provided between the first member 90 and the second member 92, the first member 90 can swing (swing) relative to the second member 92 within this range. Yes.

  In this case, when the first member 90 swings from the state shown in FIG. 3B, the flanged pins 106 and 108 become oblique to the corresponding pin insertion holes 114 and 116, but the flanged pin 106 , 108 abuts against the inner walls of the pin insertion holes 114, 116 so that the swing range of the first member 90 is not unnecessarily narrowed and the diameters of the pins 106A, 108A and the small holes 114A, 116A. And the relationship between the diameters of the flanges 106B and 108B and the diameters of the large holes 114B and 116B are set. Further, at the normal time, even if the first member 90 swings to the maximum, the corners at both ends of the first member 90 (braking pad 96) in the horizontal direction may come into contact with the tightening surface 26A of the guide rail 26. The size of the gap D1 is set so that there is no gap.

  Note that it is only necessary that the first member 90 can be attracted to the extent that it does not fall off from the second member 92, and the compression coil springs 110, 112 can be provided so that the first member 90 can easily swing. As long as it has a small spring constant, it is used. The urging means for elastically urging the flanged pins 106 and 108 is not limited to the compression coil springs 110 and 112, and may be, for example, a cylindrical urethane rubber. Further, instead of the flanged pins 106 and 108, male screws or bolts having a head may be used.

  Furthermore, since it is only necessary to prevent at least the above-mentioned dropout, it is not always necessary to provide a biasing means such as the compression coil springs 110 and 112. In this case, in the flanged pins 106 and 108, the total length of the pins 106A and 108A is shortened, and the distance between the stepped portion between the small holes 114A and 116A and the large holes 114B and 116B and the flanges 106B and 108B is substantially equal to the gap D1. Just make them the same size.

  Returning to FIG. 2, in the wedge receiving members 76 and 78, the surfaces of the second members 92 of the wedge members 88 and 86 facing the inclined surface 92 </ b> A are inclined surfaces parallel to the inclined surface 92 </ b> A. A plurality of rollers 122 and 124 held by retainers (not shown) are provided between the guide surfaces 76D and 78D and the corresponding inclined surfaces 92A, respectively. ing.

  In the emergency stop device 40 configured as described above, when the wedge members 86 and 88 (both second members 92) are pulled up by the pulling rod (not shown) in an emergency, the wedge members 86 and 88 (both second members). 92) is guided to the guide surfaces 78D and 76D via the rollers 124 and 122, and is skewed toward the guide rail 26, and eventually both the fastening surfaces 96A come into contact with the fastening surfaces 26A and 26B, respectively. .

  In an emergency, since the car continues to descend, the frictional force generated between the two tightening surfaces 96A in contact with the tightened surfaces 26B and 26A acts upward. Then, the wedge members 86 and 88 displace the wedge receiving members 76 and 78 outward in the lateral direction against the urging force of the U-shaped spring 80 by the “wedge principle (wedge increasing effect)”. Accordingly, the U-shaped spring 80 is elastically deformed (pushed out), and the wedge members 86 and 88 are pressed against the tightened surfaces 26A and 26B by the restoring force. As a result, a large frictional force is generated between the tightening surfaces 96A of the wedge members 86 and 88 and the tightened surfaces 26A and 26B of the guide rail 26, and the car 22 (FIG. 1) is braked.

  In the emergency stop device 40 having the above-described configuration, as described above, immediately after the wedge members 86 and 88 are pulled up, the frictional force sufficient to quickly spread the U-shaped spring 80 according to the wedge principle is tightened. In order to generate between the attaching surface 96A and the tightening surfaces 26A and 26B, it is important that the entire surfaces of both the tightening surfaces 26A are brought into contact with the tightening surfaces 26A and 26B, respectively.

  However, the guide rail 26 may be twisted although a partial section in the length direction is slight. For example, FIG. 3B shows a case in which the twist is shown as indicated by a one-dot chain line (in FIG. 3B, the degree of twist is exaggerated from that which can actually occur. ). When the emergency stop device 400 described in Patent Document 1 is operated in a section where this twist occurs, the braking distance becomes long for the reasons described above.

  Also in the emergency stop device 40 according to the first embodiment, if the guide rail 26 is twisted as described above, in the wedge member 86, one vertical side portion 96B of the tightening surface 96A of the braking pad 96 is provided. First, it comes into contact with the tightening surface 26A. However, the distance between the tightening surface 96A and the tightened surface 26A tends to be shortened by pulling up the wedge member 86 and the upward frictional force that the vertical side portion 96B receives from the tightened surface 26A. The portion 96B presses the tightened surface 26A, and the reaction force causes the braking pad 96 (first member 90) to move horizontally about the axis of the semi-cylindrical portion 102 (in this example, FIG. 3B). In the clockwise direction), and immediately the entire tightening surface 96A comes into contact with the tightened surface 26A.

  As a result, the U-shaped spring 80 is spread between the tightening surface 96A of the wedge member 86 and the tightened surface 26A (similarly between the tightening surface 96A of the wedge member 88 and the tightened surface 26B). Therefore, the braking distance of the car 22 can be shortened as much as possible as compared with the emergency stop device 400 (FIG. 11) of Patent Document 1.

  Finally, the cage 22 is stopped by the wedge members 86 and 88 tightening the guide rail 26 by the restoring force of the U-shaped spring 80 that has been spread out. From the state shown in FIG. 2B, the U-shaped spring 80 that has been spread out has both ends opened in a “C” shape.

  In order to smooth the movement of opening in the “C” shape (in order not to prevent the movement of opening in the “C” shape), the restoring force of the U-shaped spring 80 is applied via the pressing tools 82 and 84 to the wedge receiving member 76. , 78. That is, even if the U-shaped spring 80 opens in the above-mentioned “C” shape, the heads 82B and 84B of the pressing tools 82 and 84 slide with respect to the recesses 76C and 78C formed in the wedge receiving members 76 and 78. Thus, the movement of the U-shaped spring 80 opening in the “C” shape is ensured while maintaining the posture of the wedge receiving members 76, 78.

  By the way, the pressing tools 82 and 84 are also common in that they are provided to allow a change in relative posture between the two members, like the connecting means 94 (column member 100). That is, the column member 100 allows a change in the relative posture between the brake pads 96 (both fastening surfaces 96A) and the guide rail 26 (fastened surfaces 26A, 26B). The relative posture change between the wedge receiving members 76 and 78 and the U-shaped spring 80 (both ends thereof) is allowed.

  However, the pressing tools 82 and 84 and the columnar member 100 differ in the specific function and the situation where the function is required. As can be seen from the description so far, the pressing members 82 and 84 need to function when the U-shaped spring 80 is expanded, and the column member 100 is mainly U-shaped. The function needs to be exerted before the spring 80 is expanded.

  The emergency stop device 400 (FIG. 11) described in Patent Document 1 also includes the same pressing tools 412 and 414 as the emergency locking device 40 according to the first embodiment, but depending on the pressing tools 412 and 414, tightening may be performed. It is obvious that the surfaces 416A and 418A are not swingable (swingable) in the horizontal direction before contacting the tightened surfaces GR2 and GR4. For this reason, when the guide rail GR is twisted, the wedge members 416 and 418 are pulled up, and the fastening surfaces 416A and 418A do not readily come into contact with the tightened surfaces GR2 and GR4, so the braking distance is extended. is there.

On the other hand, in the emergency stop device 40 according to the first embodiment, both the tightening surfaces 96A are necked in the horizontal direction as described above before and after the both tightening surfaces 96A contact the tightened surfaces 26A and 26B. Since it is configured to be swingable (swingable), the contact with the tightened surfaces 26A and 26B over the entire surface of both tightening surfaces 96A is realized immediately after the contact is started. The braking distance of the car can be shortened as compared with the emergency stop device 400 described in Patent Document 1.
Further, the tightening surfaces 96A are tightened over the entire surface even after the cage 22 is stopped by the restoring force of the U-shaped spring 80 that has been spread, after the guide rail 26 has been tightened by the wedge members 86 and 88. Since the state of contact with the attached surfaces 26A and 26B is continued, this can shorten the braking distance of the car and can reliably maintain the state where the car 22 is stopped.

<Embodiment 2>
An emergency stop device 130 according to Embodiment 2 will be described with reference to FIGS. 4 and 5.
In the first embodiment, the wedge members 86 and 88 are divided into the first member 90 and the second member 92, and the first member 90 and the second member 92 are connected by the connecting means 94 including the columnar member 100. By doing so, both fastening surfaces 96A can be swung (swingable) in the horizontal direction (FIGS. 2 and 3). On the other hand, in the safety device 130 according to the second embodiment, the wedge receiving members 136 and 138 are divided into the first member 144 and the second member 146, respectively, and the first member 144 and the second member 146 are separated. Are coupled by the coupling means 148 so that the tightening surfaces 140A of both brake pads 140 can be swung (swingable) in the horizontal direction.

  The emergency stop device 130 of the second embodiment is basically the same configuration as the emergency stop device 40 (FIGS. 2 and 3) of the first embodiment except for the above points. Therefore, in FIGS. 4 and 5, components that are substantially the same as those of the emergency stop device 40 according to the first embodiment are denoted by the same reference numerals, and descriptions thereof are omitted or simply referred to. The description will focus on the different parts.

  As shown in FIG. 4, the emergency stop device 130 also has a pair of wedge members 132 and 134 and a pair of wedge receiving members 136 and 138 on both sides of the both tightened surfaces 26 </ b> A and 26 </ b> B of the guide rail 26. ing. The wedge member 132 and the wedge member 134, and the wedge receiving member 136 and the wedge receiving member 138 have basically the same configuration. Therefore, the wedge member 132 and the wedge receiving member 136 will be described as representatives. For the wedge member 134 and the wedge receiving member 138, the same reference numerals are given to the components corresponding to the wedge member 132 and the wedge receiving member 136, respectively. The description will be omitted.

  The wedge member 132 includes a brake pad 140 and a backup block 142. The brake pad 140 is a rectangular plate made of engineering ceramics having excellent wear resistance, like the brake pad 96 (FIGS. 2 and 3). The backup block 142 is a block body made of a metal material having a trapezoidal shape in a front view shown in FIG. The brake pad 140 and the backup block 142 are firmly bonded with an adhesive (not shown).

  In the brake pad 140, the surface of the guide rail 26 that faces the tightened surface 26A is a tightening surface 140A that contacts the tightened surface 26A in an emergency. In the backup block 142, the surface 142A on the side opposite to the braking pad 140 is formed as an inclined surface 142A that is inclined so as to move away from the fastening surface 140A as it goes downward. One end of the pulling rod (not shown) that is pulled up in conjunction with the emergency stop lever 52 (FIG. 1) is fixed to the backup block 142.

  The wedge receiving member 136 includes a first member 144 and a second member 146, and the first member 144 and the second member 146 are connected by connecting means 148 (FIG. 5). The first member 144 and the second member 146 have such a shape that the wedge receiving member 78 shown in FIG.

  The first member 144 is a block body made of a metal material having an inverted trapezoidal shape in a front view shown in FIG. The surface of the first member 144 that faces the inclined surface 142A of the wedge member 132 through the roller 124 is formed as an inclined surface (guide surface 144A) parallel to the inclined surface 142A. In addition, the 1st member 144 and the wedge member 132 are connected by the connection means (not shown) similar to the well-known connection means which has connected the wedge receiving member and the wedge member in the conventional emergency stop apparatus. .

  A hemispherical concave portion 146C is formed on the side surface of the second member 146, and the head portion 84B of the pressing tool 84 is fitted into the concave portion 146C.

  Similar to the wedge receiving member 78 (FIG. 2A) in the first embodiment, the second member 146 has hook-like portions 146A and 146B at the upper and lower ends as shown in FIG. The portions 146A and 146B are pressed against the step portions 72B and 74B by the urging force of the U-shaped spring 80.

The connecting means 148 that connects the second member 146 and the first member 144 will be described with reference to FIGS.
The connecting means 148 has a cylindrical member 150 made of a metal material. The cylindrical member 150 is a solid cylindrical body in the illustrated example, but may be a hollow cylindrical body.

  The first member 144 is formed with a first semi-cylindrical recess 144B having an axial center in the vertical direction, and a little less than half of the columnar member 150 is fitted in the first semi-cylindrical recess 144B. The second member 146 also has a second semi-cylindrical recess 146D that has an axial center in the vertical direction and faces the first semi-cylindrical recess 144B, and the second semi-cylindrical recess 146D has a columnar member. A little less than half of 150 is fitted. As a result, the first member 144, and thus the tightening surface 140A of the brake pad 140 of the wedge member 132, can be swung (oscillated freely) in the horizontal direction around the axis of the cylindrical member 150 that is a virtual vertical axis. )

  A pair of flanged pins 152 and 154 and a pair of compression coil springs 156 and 158 are provided so that the first member 144 does not fall off the second member 146 while maintaining this swingable state. The basic concept of the manner in which the flanged pins 152 and 154 and the compression coil springs 156 and 158 are attached to the first member 144 and the second member 146 is described in detail in the first embodiment, and the flanged pins 106 and 108 are compressed. Since it is the same as the manner of attachment of the coil springs 110 and 112 to the first member 90 (backup plate 98) and the second member 92 (FIG. 3B), only a brief description will be given.

  The first member 144 has a pin insertion hole 160 formed of small holes 160A and 162A and large holes 160B and 162B communicating with the small holes 160A and 162A on both sides of the cylindrical member 150 in the longitudinal direction and the central portion of the first member 144. 162 is established.

  In each of the pin insertion holes 160 and 162, hooked pins 152 and 154 with compression coil springs 156 and 158 externally inserted into the pins 152A and 154A are inserted, respectively, and the pins 152A and 152A protruding from the small holes 160A and 162A are inserted. An end portion of 154A is press-fitted into holes 168 and 170 formed in the second member 146.

  As a result, the first member 144 is always pressed against the second member 146 side by the restoring force of the compression coil springs 156 and 158, so that the state in which the columnar member 150 is fitted in both the semicylindrical recesses 144B and 146D can be maintained. The first member 144 does not fall off from the second member 146. In addition, since a gap D2 is provided between the first member 144 and the second member 146, the first member 144 can swing (slidable) relative to the second member 146 within this range. ing.

  The size or the like of the gap D2 is set under the same policy as the size of the gap D1 (FIG. 3B) of the first embodiment. The relationship between the diameters of the pins 152A and 154A and the diameters of the small holes 160A and 162A and the relationship between the diameters of the flanges 152B and 154B and the diameters of the large holes 160B and 162B are the same as the diameters of the pins 106A and 108A in the first embodiment. The diameters of the holes 114A and 116A and the diameters of the flanges 106B and 108B and the diameters of the large holes 114B and 116B are set under the same policy.

The spring constants of the compression coil springs 156 and 158 are also set under the same pointer as the compression coil springs 110 and 112 of the first embodiment.
Note that, instead of the compression coil springs 156 and 158, cylindrical urethane rubber or the like may be used as in the first embodiment, and the compression coil springs 156 and 158 need not necessarily be provided. This is the same as in the first embodiment.

  In the emergency stop device 130 having the above-described configuration, when both the wedge members 132 and 134 are pulled up in an emergency, both tightening surfaces extend before and after the both tightening surfaces 140A come into contact with the tightened surfaces 26A and 26B. Since 140A is configured to be swingable (swingable) in the horizontal direction around the axis of the cylindrical member 150, which is a virtual vertical axis, both tightening is performed immediately after starting contact. Since the contact with the tightened surfaces 26A and 26B over the entire surface 140A can be realized, the braking distance of the car can be shortened compared to the emergency stop device 400 described in Patent Document 1 in the embodiment described above. Same as 1.

<Embodiment 3>
In the first and second embodiments, the tightening surfaces 96A and 140A of the wedge members 86, 88, 132, and 134 are configured to be swingable (swingable) in the horizontal direction. It is configured to be swingable in any direction from the horizontal direction to the vertical direction. For this reason, in Embodiment 3, the structure of a connection means differs from Embodiment 1,2.

An emergency stop device 180 according to Embodiment 3 will be described with reference to FIGS.
The emergency stop device 180 has basically the same configuration as the emergency stop device 40 (FIGS. 2 and 3) of the first embodiment except that the configuration of the connecting means is mainly different. Therefore, in the emergency stop device 180, components that are substantially the same as those of the emergency stop device 40 are denoted by the same reference numerals, and the description thereof will be omitted or simply referred to. Explained.

  The two wedge members 182 and 184 of the safety device 180 have basically the same configuration. Therefore, the wedge member 182 will be described as a representative, and the components corresponding to the wedge member 182 in the wedge member 184 will be denoted by the same reference numerals, and description thereof will be omitted.

The wedge member 182 is roughly divided into a first member 186 and a second member 188, similarly to the wedge member 86 (FIG. 2A) of the first embodiment.
The first member 186 has substantially the same outer shape as the first member 90 (FIG. 2) of the first embodiment. That is, the first member 186 is formed by adhering a rectangular plate-like braking pad 190 and a rectangular backup plate 192 with an adhesive (not shown). Also in the brake pad 190, the surface of the guide rail 26 that faces the tightened surface 26A is a tightening surface 190A that contacts the tightened surface 26A in an emergency.

  The second member 188 has substantially the same outer shape as the second member 92 (FIG. 2) of the first embodiment. That is, the second member 188 is a trapezoidal block body in a front view shown in FIG. 6, and the surface 188A on the side opposite to the tightening surface 190A of the first member 186 is closer to the tightening surface 190A as it goes downward. It is formed on an inclined surface 188A that is inclined so as to move away. In the event of an emergency, one end of a pulling rod (not shown) that is pulled up in conjunction with the emergency stop lever 52 (FIG. 1) is fixed to the side surface of the second member 188, as in the first embodiment.

The connecting means 194 for connecting the second member 188 and the first member 186 will be described with reference to FIG.
In the first embodiment, the column member 100 (FIG. 3) is used in order to make the first member 90 swingable with respect to the second member 92. However, in the second embodiment, instead of this, the first member 90 is swingable. And a hemispherical member 196 with a shaft.

The shaft-equipped hemispherical member 196 includes a columnar shaft portion 198 and a hemispherical head portion 200. The hemispherical member 196 with a shaft is made of a metal material.
The backup plate 192 has a hole 192A in which the shaft portion 198 is fitted in the thickness direction (horizontal direction). The shaft-equipped hemispherical member 196 is fixed to the backup plate 192 by the shaft portion 198 being fitted in the hole 192A. ing. This fixing may be performed by press-fitting or an adhesive may be used. As a result, the backup plate 192 is provided with a spherical convex portion (head 200).

  On the other hand, the second member 188 is formed with a spherical recess 188C that is recessed in the horizontal direction in accordance with the spherical surface 200A of the head 200, and the hemispherical member 196 with a shaft allows the head 200 to slide freely into the spherical recess 188C. It is fitted in the state. Accordingly, the first member 186 (clamping surface 190A) is vertically centered on the virtual horizontal axis passing through the center point from the horizontal direction centering on the virtual vertical axis passing through the center point of the spherical surface 200A (spherical recess 188C). The head can be swung (oscillated) in any direction. As described in the first and second embodiments, the swing (swing) is possible in the range of the gap D3.

  As in the first embodiment, as shown in FIG. 7B, a pair of flanged pins 202 and 204 is used so that the first member 186 does not fall off the second member 188 while maintaining this swingable state. And a pair of compression coil springs 206 and 208 are provided. The pair of flanged pins 202 and 204 and the compression coil springs 206 and 208 are arranged in the horizontal direction, and are provided in the same manner as the pair of flanged pins 106 and 108 and the compression coil springs 110 and 112 in the first embodiment. And perform the same function. Therefore, only a brief description will be given.

  In the second member 188, pin insertion holes 210 and 212 including small holes 210A and 212A and large holes 210B and 212B communicating therewith are opened on both sides in the horizontal direction with the hemispherical member 196 with a shaft interposed therebetween.

  In each of the pin insertion holes 210 and 212, barbed pins 202 and 204 in which compression coil springs 206 and 208 are externally inserted into the pins 202A and 204A are inserted, respectively, and the pins 202A and 202A protruding from the small holes 210A and 212A are inserted. An end portion of 204A is press-fitted into holes 214 and 216 formed in the first member 186.

  Like the first embodiment, the pair of flanged pins 202, 204 and the like can prevent the first member 186 from falling off the second member 188, and the guide rail 26 in a normal posture (the guide rail 26 without twisting). ), The fastening surface 190A can be maintained in parallel in the horizontal direction.

  However, in the third embodiment, the first member 186 is swingable (swingable) in the vertical direction with respect to the second member 188. Therefore, if no treatment is made, the fastening surface 190A is The upper end of the tightening surface 26A approaches and the lower end of the tightening surface 26A tilts (swings). Even if it is inclined to the maximum, the size of the gap D3 is set so that the tightening surface 190A does not contact the tightened surface 26A in a normal state, but if an unexpected situation is assumed, the tightening surface 190A preferably maintains parallel to the tightening surface 26A even in the vertical direction.

Therefore, as shown in FIG. 7A, a pair of flanged pins 218, 220 and a pair of compression coil springs 222, 224 are provided on both sides in the vertical direction with a hemispherical member 196 with a shaft in between.
Since the basic idea of the attachment mode of the flanged pins 218 and 220 and the compression coil springs 222 and 224 is the same as that of the flanged pins 202 and 204 and the compression coil springs 206 and 208, only a brief description will be given.

  The second member 188 is provided with pin insertion holes 226 and 228 including small holes 226A and 228A and large holes 226B and 228B communicating therewith on both sides in the vertical direction across the hemispherical member 196 with a shaft.

  In each of the pin insertion holes 226 and 228, hooked pins 218 and 220 in which compression coil springs 222 and 224 are externally inserted into the pins 218A and 220A are inserted, respectively, and the pins 218A and 218A that protrude from the small holes 226A and 228A, respectively. An end portion of 220A is press-fitted into holes 230 and 232 formed in the first member 186.

  According to the emergency stop device 180 according to the third embodiment, if the guide rail 26 is twisted (the state indicated by the alternate long and short dash line in FIG. 3B), the emergency stop device 400 described in Patent Document 1 is more effective. In addition to the same effects as those of Embodiments 1 and 2 in which the braking distance of the car can be shortened, the following effects are also achieved.

  As described in the “Background Art” section, when the emergency stop device 400 (FIG. 11) is attached to the car, the emergency stop device 400 is slightly tilted from the horizontal direction due to manufacturing variations and the like. The tightening surfaces 416A and 418A of the wedge members 416 and 418 may not be parallel to the tightening surfaces GR2 and GR4 of the guide rail GR in the vertical direction. Therefore, in an emergency, even if the wedge members 416 and 418 are pulled up, only the upper side or the lower side of the fastening surfaces 416A and 418A is brought into contact with the fastened surfaces GR2 and GR4, and the car is braked. There arises a problem that the distance increases.

  In order to cope with this, as described above, conventionally, the inclination from the horizontal direction is adjusted by sandwiching a shim between the upper plate 402 and the lower beam LB2 or between the upper plate 402 and the lower beam LB4. In the above, the emergency stop device 400 is attached to the car.

  On the other hand, since both the fastening surfaces 190A are swingable in the vertical direction around the virtual horizontal axis passing through the center point of the spherical surface 200A of the head 200 of the shaft-equipped hemispherical member 196, in an emergency, For example, when the upper side portion of the tightening surface 190A abuts against the tightened surface 26A and presses the tightened surface 26A, the tightening surface 190A is caused to react to the virtual horizontal axis by a reaction force that the upper side portion receives from the tightened surface 26A. As a result, the fastening surface 190A comes into contact with the tightened surface 26A immediately on the entire surface.

  That is, in the third embodiment, the conventional tilt adjustment by the shim is not required, or a highly accurate adjustment regarding the parallelism in the vertical direction between both the fastening surfaces 190A and the fastening surfaces 26A and 26B is required. Therefore, it becomes possible to reduce the man-hours for attaching the safety device to the car than before.

<Embodiment 4>
An emergency stop device 240 according to Embodiment 4 will be described with reference to FIG.
In the third embodiment, the wedge members 182 and 184 are divided in order to swing the swinging surfaces 190A in any direction from the horizontal direction to the vertical direction. Similarly to the second embodiment (FIGS. 4 and 5), the wedge receiving members 242 and 244 are divided. In the third embodiment, the shaft-equipped hemispherical member 196 is used as a constituent member of the connecting means 194. However, in the fourth embodiment, the spherical body 252 is used.

  The emergency stop device according to the fourth embodiment has basically the same configuration as the emergency stop device 130 (FIGS. 4 and 5) according to the second embodiment except that the connecting means is different. Therefore, in FIG. 8, components that are substantially the same as those of the emergency stop device 130 (FIGS. 4 and 5) of the second embodiment are denoted by the same reference numerals, and descriptions thereof are omitted or simply referred to. The following description focuses on the different parts.

  The two wedge receiving members 242 and 244 in the fourth embodiment have basically the same configuration. Therefore, the wedge receiving member 242 will be described as a representative. For the wedge receiving member 244, the same reference numerals are given to the components corresponding to the wedge receiving member 242, and the description thereof will be omitted.

The wedge receiving member 242 includes a first member 246 and a second member 248, and the first member 246 and the second member 248 are connected by a connecting means 250.
The first member 246 and the second member 248 have substantially the same outer shape except for the shape of the first member 144 and the second member 146 of the second embodiment, which are opposite to each other.

  That is, the first member 246 is a block body made of a metal material having an inverted trapezoidal shape in a front view shown in FIG. A surface 246A of the first member 246 facing the inclined surface 142A of the wedge member 132 through the roller 124 is formed as a slope (guide surface 246A) parallel to the inclined surface 142A.

A hemispherical recess 248C is formed on the side surface of the second member 248, and the head 84B of the pressing tool 84 is fitted in the recess 248C.
Similar to the wedge receiving member 136 (FIG. 4A) in the second embodiment, the second member 248 has hook-shaped portions 248A and 248B at the upper and lower ends as shown in FIG. The portions 248A and 248B are pressed against the step portions 72B and 74B by the urging force of the U-shaped spring 80.

Next, the connecting means 250 that connects the second member 248 and the first member 246 will be described.
The connecting means 250 has a sphere 252 made of a metal material. A spherical concave portion 246B that is recessed in the horizontal direction is formed at the approximate center of the surface of the first member 246 opposite to the guide surface 246A. On the other hand, on the surface of the second member 248 that faces the first member 246, a spherical recess 248D that is recessed in the horizontal direction and that faces the spherical recess 246B is formed. A little less than half of the sphere 252 is fitted in each of the spherical recess 246B and the spherical recess 248D.

  Thereby, the fastening surface 140A of the first member 246 and thus the wedge member 132 is vertical from the horizontal direction centering on the virtual vertical axis passing through the center point of the sphere 252 to the virtual horizontal axis passing through the center point. The head can be swung (swingable) in any direction up to the direction.

  In order to prevent the first member 246 from falling off the second member 248 while maintaining this swingable state, the connecting means 250 has a pair of hooked pins 254 and 256 on both sides in the vertical direction across the sphere 252. Compression coil springs 258, 260, and a pair of flanged pins 262, 264 and a pair of compression coil springs 266, 268 on both sides in the horizontal direction across the sphere 252.

  The flanged pins 254 and 256 and the compression coil springs 258 and 260 are the flanged pins 218 and 220 and the compression coil springs 222 and 224 (FIG. 7A) of the third embodiment, the flanged pins 262 and 264, and the compression coil. The springs 258 and 268 are the same in mounting mode as the hooked pins 202 and 204 and the compression coil springs 206 and 208 (FIG. 7B) of the third embodiment, although the mounting members are different. To demonstrate. Therefore, the description is omitted.

  According to the emergency stop device 240 according to the fourth embodiment configured as described above, the fastening surface 140A has a virtual horizontal axis passing through the center point from a horizontal direction centering on the virtual vertical axis passing through the center point of the sphere 252. Since the configuration is such that the head can be swung (swingable) in any direction up to the vertical direction, as in the third embodiment, if the guide rail 26 is twisted, Patent Document 1 The braking distance of the car can be shortened compared with the described emergency stop device 400, and the conventional tilt adjustment by shims is not required, or both the tightening surfaces 140A and the tightened surfaces 26A and 26B Since it is not necessary to adjust the parallelism in the vertical direction with high accuracy, it is possible to reduce the number of man-hours for attaching the safety device to the car as compared with the conventional case.

<Embodiment 5>
The first to fourth embodiments are emergency stop devices using a U-shaped spring as biasing means that presses a pair of wedge members against the guide rail, but the emergency stop device 280 according to the fifth embodiment includes the biasing means. As an emergency stop device using a compression coil spring.

  As shown in FIG. 9, the safety device 280 includes an upper plate 282 and a lower plate 284. The upper plate 282 and the lower plate 284 are connected to each other by a pillar member (not shown) at a certain interval in the vertical direction, and the upper plate 282 is connected to the car 22 (FIG. 1) with bolts and nuts (not shown). It is fixed by etc.

  A pair of levers 286 and 288 are provided on the upper plate 282 and the lower plate 284 via the shafts 290 and 292, respectively, so as to be rotatable about the shaft centers of the shafts 290 and 292. Here, the levers 286 and 288 rotate around the shafts 290 and 292 in the direction of the arrow M, and the tips of the levers 286 and 288 come close to each other. In other words, when the levers 286 and 288 are rotated in the direction opposite to the arrow M and the tips of the levers 286 and 288 are separated from each other, the levers 286 and 288 are referred to as “open”.

  A compression coil spring 294 is provided in a compressed state between the rear end portion of the lever 286 and the rear end portion of the lever 288. A stopper (not shown) is provided at a position indicated by an arrow K so that the levers 286 and 288 are not closed by the restoring force of the compression coil spring 294 than in the state shown in FIG. 9B.

  A pair of wedge receiving members 296 and 298 are provided on the inner side of the front end portions of both levers 286 and 288 (opposite regions of both front end portions), and on the inner side, rollers held by a retainer (not shown) A pair of wedge members 304 and 306 are provided via 300 and 302.

  The wedge member 304 and the wedge member 306, and the wedge receiving member 296 and the wedge receiving member 298 have basically the same configuration. Therefore, the wedge member 304 and the wedge receiving member 296 will be described as representatives. For the wedge member 306 and the wedge receiving member 298, components corresponding to the wedge member 304 and the wedge receiving member 296 are assigned the same numbers, respectively. The description will be omitted.

  The wedge member 304 has the same configuration as the wedge member 132 (FIG. 4) in the second embodiment. That is, the wedge member 304 is a backup pad composed of a braking pad 308, which is a rectangular plate made of engineering ceramics having excellent wear resistance, and a block body made of a metal material having a trapezoidal shape when viewed from the front shown in FIG. Block 310. The brake pad 308 and the backup block 310 are firmly bonded with an adhesive (not shown).

  In the braking pad 308, the surface of the guide rail 26 that faces the tightened surface 26A is a tightening surface 308A that contacts the tightened surface 26A in an emergency, and the backup block 310 is opposite to the brake pad 308. The surface 308B existing in the step is formed into an inclined surface 308B that is inclined so as to move away from the fastening surface 308A as it goes downward. One end of the pulling rod (not shown) that is pulled up in conjunction with the emergency stop lever 52 (FIG. 1) is fixed to the backup block 310.

  The wedge receiving member 296 includes a first member 312 and a second member 314, and the first member 312 and the second member 314 are connected by a connecting means 316. The first member 312 and the second member 314 have a shape in which a block body having an inverted trapezoid shape as a whole is divided into two substantially right and left parts in a front view shown in FIG. The first member 312 and the second member 314 are made of a metal material.

In the first member 312, the surface of the wedge member 304 that faces the inclined surface 308 </ b> B through the roller 300 is formed as an inclined surface (guide surface 312 </ b> A) parallel to the inclined surface 308 </ b> B.
The surface of the second member 314 opposite to the first member 312 is a contact surface with the tip portion of the lever 286.

Next, connection means 316 for connecting the first member 312 and the second member 314 will be described.
The connecting means 316 has a sphere 318 made of a metal material, like the connecting means 250 (FIG. 8) in the fourth embodiment.

  A spherical concave portion 312B that is recessed in the horizontal direction is formed at the approximate center of the surface of the first member 312 opposite to the guide surface 312A. On the other hand, on the surface of the second member 314 that faces the first member 312, a spherical recess 314B that is recessed in the horizontal direction and that faces the spherical recess 312B is formed. A little less than half of the sphere 318 is fitted in each of the spherical recess 312B and the spherical recess 314B.

  Accordingly, the first member 312 and thus the fastening surface 308 </ b> A of the wedge member 304 are vertically centered on the virtual horizontal axis passing through the center point from the horizontal direction centering on the virtual vertical axis passing through the center point of the sphere 318. The head can be swung (oscillated) in any direction.

  The connecting means 316 connects the upper ends of the first member 312 and the second member 314 so that the first member 312 and the second member 314 are not separated from each other while maintaining the swingable state. The upper connecting member 320 having a rectangular parallelepiped shape and the lower connecting member 322 having the same rectangular parallelepiped shape that connects the lower ends of the first member 312 and the second member 314 are provided. The upper connecting member 320 and the lower connecting member 322 are made of soft rubber.

  Thus, by connecting the first member 312 and the second member 314 with the upper connecting member 320 and the lower connecting member 322, the first member 314 and the second member 314 are prevented from being separated from each other. . In addition, the first member 312 and the second member 314 are compressed or expanded to allow the vertical swing, and by bending in a bow shape, the horizontal swing is allowed.

  In the emergency stop device 280, when the wedge members 304 and 306 are pulled up by the pull-up rod (not shown) in an emergency, the wedge members 304 and 306 are guided to both guide surfaces 312A via the rollers 300 to guide the guide members. Sloped toward the rail 26, and eventually, both tightening surfaces 308A come into contact with the tightened surfaces 26A and 26B, respectively.

  In an emergency, since the car continues to descend, a frictional force generated between the two tightening surfaces 308A contacting the tightened surfaces 26A and 26B acts upward. Then, according to the “wedge principle (wedge intensifying effect)”, the wedge members 304 and 306 are opposed to the biasing force of the compression coil spring 294 via the wedge receiving members 296 and 298, and the distal end portions of the levers 286 and 288. Is pushed outward in the left and right directions, and both levers 286 and 228 are opened.

  As a result, the compression coil spring 294 is further compressed and tries to close both levers 286 and 228 by its restoring force. For this reason, the wedge members 304 and 306 are pressed against the tightened surfaces 26A and 26B. As a result, a large frictional force is generated between the tightening surfaces 308A of the wedge members 304 and 306 and the tightened surfaces 26A and 26B of the guide rail 26, and the car is braked.

  According to the safety device 280 according to the fifth embodiment having the above-described configuration, both fastening surfaces 308A have a virtual horizontal axis passing through the center point from a horizontal direction centering on the virtual vertical axis passing through the center point of the sphere 318. As shown in FIGS. 6 and 7 and 4 (FIG. 8), the head can be swung freely (swingable) in any direction up to the vertical direction. The effect is obtained.

<Embodiment 6>
The emergency stop device according to the first to fifth embodiments is an emergency with a configuration in which a wedge member is used for both of a pair of brakes for braking the car 22 by tightening the two tightened surfaces 26A and 26B of the guide rail 26. The emergency stop device 330 according to the sixth embodiment is an emergency stop device having a configuration in which only one of the pair of brake elements is a wedge member.

  As shown in FIG. 10, the safety device 330 has a mounting plate 332. The emergency stop device 330 is attached to the car 22 with a mounting plate 332 fixed to the lower beams 70A and 70B (FIG. 2) of the car 22 (FIG. 1) with bolts and nuts (not shown).

  Both ends of the mounting plate 332 are fixed, and a bracket 334 made of a plate having a “U” shape in plan view is fixed. The both end portions of the bracket 334 are referred to as rising portions 334A and 334B.

  A block body 336 having an “L” -shaped cross section is provided below the mounting plate 332 so as to be partially surrounded by the bracket 334. In the block body 336, a portion that rises at one end of one main surface 336A shown in the drawing is referred to as a rising portion 336B.

  A shaft 338 is fixed in the horizontal direction to the lower ends of the rising portions 334A and 334B of the bracket 334. A through hole 338A having a clearance fit with the shaft 338 is formed in the lower end portion of the block body 336, and the shaft 338 is inserted (freely inserted) into the through hole 338A. Thus, the block body 336 is attached to the attachment plate 332 via the bracket 334 and the shaft 338 so as to be slidable in the horizontal direction.

  As shown in FIG. 10A, the rising portion 336B of the block body 336 is provided with three holes 336C penetrating in the horizontal direction in the up-down direction. A shaft 340 having 340A is loosely inserted as shown in FIG.

  A backup plate 342 is fixed to the tips of the three shafts 340.

  On the opposite side of the backup plate 342 from the shaft 340, a braking pad 344 made of engineering ceramics is fixed. The backup plate 342 and the brake pad 344 form a rectangular parallelepiped block member 341 which is one brake element.

Spacers 346 and disc springs 348 are respectively inserted on shaft portions between the rising portions 336 </ b> B of the three shafts 340 and the backup plate 342.
A wedge receiving member 350 is fixed to the main surface 336 </ b> A of the block body 336. The wedge receiving member 350 is a block body made of a metal material having an inverted trapezoidal shape in a front view shown in FIG.

  A wedge member 354 is provided to the wedge receiving member 350 via a roller 352 held by a retainer (not shown).

  The wedge member 354 includes a first member 356 and a second member 358. The first member 356 has substantially the same outer shape as the first member 182 (FIG. 6) of the third embodiment. That is, the first member 356 is formed by adhering a rectangular plate-like braking pad 360 and a square backup plate 362 together with an adhesive (not shown). In the brake pad 360, the surface of the guide rail 26 that faces the tightened surface 26A is a tightening surface 360A that contacts the tightened surface 26A in an emergency.

  The second member 358 has a form in which a leg portion 358A divided into two branches is extended downward from the lower end of the second member 188 (FIG. 6) of the third embodiment. A pin 368 is attached to the leg portion 358A.

  In the second member 358, a surface 358 </ b> B that is on the opposite side of the first member 356 is formed as an inclined surface 358 </ b> B that is inclined away from the fastening surface 360 </ b> A of the first member 356 as it goes downward. In the wedge receiving member 350, the surface facing the inclined surface 358B via the roller 352 is a guide surface 350A formed on an inclined surface parallel to the inclined surface 358B, as in the previous embodiments.

  In the sixth embodiment, a known mechanism (not shown) different from that in the first to fifth embodiments is provided in conjunction with the lifting operation of the emergency stop lever 52 (FIG. 1). One end of a link (not shown) is attached to the pin 368. The mechanism is configured such that the link pushes up the wedge member 354 (second member 358) as the emergency stop lever 52 is pulled up.

  Since the first member 356 and the second member 358 are connected by the connecting means 370 similar to the connecting means 194 (FIG. 7) of the third embodiment, the description of the configuration is omitted. Reference numeral 372 indicates a head having a hemispherical surface with a semispherical member with shaft (corresponding to the semispherical member with shaft 196), and reference numerals 374 and 376 indicate a pair of hooked pins arranged in the vertical direction ( The reference numeral 378 indicates one of a pair of flange pins arranged in the horizontal direction (corresponding to the flange pin 204).

  In the emergency stop device 330 having the above-described configuration, when the wedge member 354 is pushed up in an emergency, the wedge member 354 is guided to the guide surface 350A via the roller 352 and skews toward the guide rail 26. Eventually, the tightening surface 360A comes into contact with the tightened surface 26A and presses the tightened surface 26A. The block body 336 slides rightward toward the paper surface by the reaction force received from the tightened surface 26A by the tightening surface 360A that presses the tightened surface 26A, and the tightening surface 344A of the brake pad 344 is tightened. 26B.

  Even after the both tightening surfaces 344A and 360A abut against the tightened surfaces 26B and 26A, the car 22 (FIG. 1) continues to descend, and therefore the tightening surface 360A of the wedge member 354 is not tightened. The frictional force generated between the attached surface 26A acts upward. Then, the wedge member 354 presses the block body 336 to the right with a larger force by the “wedge principle (wedge increasing effect)”. As a result, the disc spring 348 is pressed toward the guide rail 26 via the rising portion 336B of the block body 336 and the spacer 346, and is elastically deformed. By the restoring force of the disc spring 348, the wedge member 354 and the block member 341 are pressed against the tightened surfaces 26A and 26B. As a result, a large frictional force is generated between the tightening surface 360A and the tightening surface 344A and the tightened surfaces 26A and 26B, and the car is braked.

  In the emergency stop device 330 according to the sixth embodiment, the frictional force sufficient to quickly compress the disc spring 348 by the wedge principle after the both tightening surfaces 360A and 344A start to contact the tightened surfaces 26A and 26B. In the same manner as in the first to fifth embodiments, it is important to bring the entire tightening surface 360A into contact with the tightening surface 26A. is there.

  Also in the emergency stop device 330, the fastening surface 360 </ b> A of the wedge member 354 has a horizontal direction centering on a virtual vertical axis that passes through the center point of the hemispherical head 372 of the semispherical member with shaft (not shown). Embodiment 3 (FIGS. 6 and 7) is implemented because it is configured to be able to swing (swing freely) in any direction up to a vertical direction centering on a virtual horizontal axis passing through the center point. The same effects as those of the fourth embodiment (FIG. 8) and the fifth embodiment (FIG. 9) can be obtained.

  Even if the guide rail 26 is twisted, the backup plate 342 is divided into the first member and the second member so that the largest possible braking force can be obtained from the block member 341. The second member and the second member may be connected by the connecting means 94 (FIG. 3B) in the first embodiment or the connecting means 148 (FIG. 4) in the second embodiment. Further, in order to eliminate the conventional tilt adjustment by the shim, or to eliminate the need for highly accurate adjustment regarding the parallelism between the fastening surface 344A and the fastening surface 26B in the vertical direction, The member and the second member are connected by the connecting means 194 (FIG. 7) in the third embodiment, the connecting means 250 (FIG. 8) in the fourth embodiment, or the connecting means 316 (FIG. 9 (a)) in the fifth embodiment. It does not matter as a configuration.

The elevator safety device according to the present invention has been described based on the embodiment. However, the present invention is not limited to the above-described embodiment, and for example, the following may be used.
(1) In the above embodiment, the brake pad of the wedge member is formed of engineering ceramics. However, the invention is not limited thereto, and the wedge member may be formed of a sintered alloy or other metal material.
In the first embodiment (FIGS. 2 and 3), the third embodiment (FIGS. 6 and 7), and the sixth embodiment (FIG. 10), the first member of the wedge member is replaced with two members, a brake pad and a backup plate. Although it was set as the divided | segmented structure, you may comprise a 1st member with one member. In the second embodiment (FIGS. 4 and 5), the fourth embodiment (FIG. 8), and the fifth embodiment (FIG. 9), the wedge member is divided into two members, a brake pad and a backup block. You may comprise a member with one member.

(2) In the first to fifth embodiments, the wedge member is pulled up in an emergency, but it may be pushed up as in the sixth embodiment. On the contrary, in the sixth embodiment, The wedge member may be pulled up.

(3) Furthermore, in each embodiment, a part of the configuration may be replaced with another embodiment. Hereinafter, each embodiment will be described.
(A) Embodiment 1 (FIGS. 2 and 3)
In the first embodiment, the connecting means 94 including the columnar member 100 is used. However, instead of this, the connecting means 148 including the columnar member 150 in the second embodiment (FIGS. 4 and 5) may be used. . Alternatively, the connecting means 316 (FIG. 9) in the fifth embodiment may be used.

(B) Embodiment 2 (FIGS. 4 and 5)
In the second embodiment, the connecting means 148 including the columnar member 150 is used, but instead of this, the connecting means 94 (FIG. 3) including the columnar member 100 in the first embodiment may be used. Alternatively, the connecting means 316 (FIG. 9) in the fifth embodiment may be used.

(C) Embodiment 3 (FIGS. 6 and 7)
In the third embodiment, the connecting means 194 including the hemispherical member with a shaft 196 is used. Instead, the connecting means 250 including the spherical body 252 in the fourth embodiment (FIG. 8) may be used. Alternatively, the connecting means 316 (FIG. 9) in the fifth embodiment may be used.

(D) Embodiment 4 (FIG. 8)
In the fourth embodiment, the connecting means 250 including the sphere 252 is used, but instead of this, the connecting means 194 (FIG. 7) including the shaft-equipped hemispherical member 196 in the third embodiment may be used. Alternatively, the connecting means 316 (FIG. 9) in the fifth embodiment may be used.

(E) Embodiment 5 (FIG. 9)
In the fifth embodiment, the connecting means 316 including the spherical body 318 and the upper and lower connecting members 320 and 322 made of soft rubber is used. Instead, the connecting means 94 (FIG. 3) and the second embodiment of the first embodiment are used. The connecting means 148 (FIGS. 4 and 5), the connecting means 194 (FIG. 7) of the third embodiment, or the connecting means 250 (FIG. 8) of the fourth embodiment may be used.
In the fifth embodiment, the wedge receiving members 296 and 298 are divided into the first member 312 and the second member 314. However, the present invention is not limited to this, and the wedge members 304 and 306 (backup block 310) are the first members. It is good also as a structure divided | segmented into the member and the 2nd member, and connecting the said 1st member and the 2nd member with said any connection means.

(F) Embodiment 6 (FIG. 10)
In the sixth embodiment, as in the third embodiment, the connecting means 370 including a hemispherical member with a shaft (the whole is not shown) is used. Two connecting means 148 (FIGS. 4 and 5), connecting means 250 (FIG. 8) according to the fourth embodiment, or connecting means 316 (FIG. 9) according to the fifth embodiment may be used.
In the sixth embodiment, the wedge member 354 is divided into the first member 356 and the second member 358. However, the present invention is not limited to this, and the wedge receiving member 350 is divided into the first member and the second member. It does not matter as a configuration. In this case, the second member is fixed to the main surface 336A (FIG. 10A) of the block body 336, and the first member including the guide surface for causing the wedge member to skew toward the guide rail 26 is the first member. The two members are connected by any one of the connecting means described above.

  In addition to the examples shown in (a) to (f) above, the emergency stop device may be configured by appropriately replacing constituent members between the embodiments.

(4) In the above-described embodiment, as an elastic member for constructing a progressive-type safety device, that is, a member that finally applies a pressing force for stopping the car or the counterweight to the pair of brake elements. The U-shaped spring 80 (Embodiments 1 to 4), the compression coil spring 294 (Embodiment 5), or the disc spring 348 (Embodiment 6) is used, but the elastic member is not limited to these types. Any kind of elastic member may be used.

  In short, the present invention is attached to a lifting body of an elevator, sandwiching two parallel tightening surfaces of a guide rail that guides the lifting body in the vertical direction, and leaving a clearance from the tightening surface. In the event of an emergency, a pair of brake elements arranged in the emergency, the lifting body that descends by tightening the two tightening surfaces by the restoring force of the elastic member that is elastically deformed by the force generated by the effect of the wedge increasing force An emergency stop device for braking, wherein at least one of the pair of brakes is located on a side opposite to the tightening surface and a lower surface facing the corresponding tightened surface and going downward A wedge member including an inclined surface inclined so as to move away from the tightened surface, and a wedge receiving member having a guide surface facing the inclined surface and parallel to the inclined surface is provided. The wedge member which is sometimes moved upwards The inclined surface is guided by the guide surface, the wedge member is skewed toward the guide rail, and the tightening surface comes into contact with the tightened surface, and then the tightening surface is separated from the tightened surface. The wedge member is further moved upward by the upward frictional force received, so that the invention can be applied to an emergency stop device that exhibits the wedge enhancement effect.

  The elevator emergency stop device according to the present invention can be suitably used as an emergency braking device in a high-speed and large-capacity elevator, for example.

40, 42, 130, 180, 240, 280, 330 Emergency stop device 76, 78, 136, 138, 242, 244, 296, 298, 350 Wedge receiving member 86, 88, 132, 134, 182, 184, 304, 306, 354 Wedge member 94, 148, 194, 250, 316, 370 Connecting means 341 Block member 76D, 78D, 144A, 246A, 312A, 350A Guide surface 92A, 142A, 188A, 308A, 358B Inclined surface 96A, 140A, 190A , 308A, 360A Tightening surface

Claims (8)

A pair of brakes attached to the elevator lifting body and sandwiching two parallel tightening surfaces of the guide rail that guides the lifting body in the vertical direction, with a clearance from the tightening surface. In an emergency stop device for braking the descending body that descends by tightening the two tightening surfaces in an emergency,
At least one of the pair of brake elements is located on the opposite side of the tightening surface from the corresponding tightening surface and away from the tightening surface as it goes downward. A wedge member including an inclined surface
A wedge receiving member facing the inclined surface and having a guide surface parallel to the inclined surface;
The inclined surface of the wedge member that is moved upward in the emergency is guided by the guide surface, the wedge member is skewed toward the guide rail, and the tightening surface is in contact with the tightened surface. An emergency stop device,
An elevator characterized in that the fastening surface can swing in the horizontal direction about at least a virtual vertical axis before and after the fastening surface comes into contact with the tightened surface. Emergency stop device.   The wedge member includes a first member including the fastening surface and a second member including the inclined surface, and the first member is provided so as to be swingable at least in the horizontal direction with respect to the second member. The elevator emergency stop device according to claim 1, wherein the elevator emergency stop device is provided.   The wedge receiving member includes a first member and a second member, the first member includes the guide surface, and the first member is swingable at least in the horizontal direction with respect to the second member. The elevator emergency stop device according to claim 1, wherein the elevator emergency stop device is provided.   The said 1st member and the said 2nd member are connected by the connection means which accept | permits the said horizontal swing of the said 1st member with respect to the said 2nd member, The Claim 2 or 3 characterized by the above-mentioned. Emergency stop device for elevators. The connecting means includes
A semi-cylindrical recess formed in one of the first member and the second member and having an axis in the vertical direction;
A columnar convex portion provided on the other side, having a semi-cylindrical surface adapted to the semi-cylindrical concave portion, and fitted into the semi-cylindrical concave portion;
Including
5. The first member can be freely swung in the horizontal direction with respect to the second member by relative sliding between the semi-cylindrical concave portion and the columnar convex portion. The emergency stop device for elevators as described. The connecting means includes
A first semi-cylindrical recess formed in the first member and having a vertical axis;
A second semi-cylindrical recess formed in the second member and having an axis in the vertical direction and facing the first semi-cylindrical recess;
A cylindrical body fitted into the first and second semi-cylindrical recesses;
Including
The first member is swingable in the horizontal direction relative to the second member by relative sliding of the first semi-cylindrical recess and the second semi-cylindrical recess with respect to the columnar body. The elevator emergency stop device according to claim 4. The connecting means includes
A spherical recess formed in one of the first member and the second member and recessed in the horizontal direction;
A spherical convex portion provided on the other side, having a spherical surface adapted to the spherical concave portion, and fitted into the spherical concave portion;
Including
By relative sliding of the spherical concave portion and the spherical convex portion, the first member can be swung freely in any direction from the horizontal direction to the vertical direction with respect to the second member. The elevator emergency stop device according to claim 4. The connecting means includes
A first spherical recess formed in the first member and recessed in a horizontal direction;
A second spherical recess formed in the second member, recessed in the horizontal direction and facing the first spherical recess;
A sphere fitted into the first and second spherical recesses;
Including
By relative sliding of the first spherical recess and the second spherical recess with respect to the sphere, the first member further swings in an arbitrary direction from the horizontal direction to the vertical direction with respect to the second member. The elevator emergency stop device according to claim 4, wherein the elevator emergency stop device is made freely.

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