JP2018100146A - Elevator emergency stop device and brake - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an elevator emergency stop device that enables a wedge to be light in weight.SOLUTION: This elevator emergency stop device is provided with: a pair of wedges that are provided to a lifting body, arranged to face each other with a guide rail therebetween, and raised so as to advance toward the guide rail when the descending speed of the lifting device exceeds a rated speed; brake shoes that are fitted to the wedges; and a plurality of transfer rollers that rotatably come into contact with the wedges from the side opposed to the brake shoes. Each wedge is provided with an iron wedge body to which the brake shoe is fitted, and a roller reception part that has a pressure reception surface for receiving a pressing force from each transfer roller and that is fitted to the wedge body, and the roller reception part is made of a material lighter than that of the wedge body.SELECTED DRAWING: Figure 6

Description

  Embodiments described herein relate generally to an elevator safety device and a brake used in the safety device.

  The elevator includes an emergency stop device that forcibly stops the car when the car descends at a speed exceeding the rated speed, for example. The emergency stop device has a pair of wedges arranged so as to sandwich the guide rail, and a brake shoe is attached to each surface of the wedge facing the guide rail.

  When the descending speed of the car exceeds the rated speed, the governor device is actuated, and the wedge of the emergency stop device is pulled up along the guide rail via the safety link mechanism linked to the governor device. As a result, the wedge advances toward the guide rail and the brake shoe is pressed against the guide rail. As a result, a braking force based on friction is generated between the brake shoe and the guide rail, and the car is urgently stopped.

JP 2012-232812 A Japanese Patent Laid-Open No. 2002-87727

  According to the conventional emergency stop device, as the mass of the car to be stopped increases, it is essential to increase the size of the wedge or to increase the strength of the wedge.

  However, the increase in size and strength of the wedge leads to an increase in the mass of the wedge, and the wedge lifting force for pressing the brake shoe against the guide rail must be increased. In order to increase the pulling force, it is necessary to devise the structure of the safety link mechanism or to increase the gripping force of the governor device that grips the governor rope, which is one factor that increases the cost.

  An object of the present invention is to provide an emergency stop device for an elevator that can reduce the weight of the wedge while ensuring the strength of the wedge, and can reduce the lifting force of the wedge required when pressing the brake shoe against the guide rail. is there.

  According to the embodiment, the elevator safety device is provided on a lifting body that is moved up and down along the guide rail, and faces the other side of the guide rail, and the lowering speed of the lifting body exceeds a rated speed. A pair of wedges that are pulled up to advance toward the guide rail, a brake shoe that is attached to the wedge and pressed against the guide rail, and that contacts the wedge so as to be rotatable from the opposite side of the brake shoe. And a plurality of transfer rollers for guiding the wedge in a direction toward or away from the guide rail.

  Each wedge includes an iron wedge main body to which the brake shoe is attached, and a roller receiving portion attached to the wedge main body and having a pressure receiving surface that receives a pressing force from the transfer roller, the roller receiving portion being It is made of a material that is lighter than the wedge body.

It is a front view of the elevator which shows the positional relationship of a governor apparatus and an emergency stop apparatus. It is a perspective view of an emergency stop device used in an embodiment. It is a front view of an emergency stop device used in an embodiment. It is a top view of the safety device which shows the relative positional relationship of a guide rail and a pair of wedges. It is a perspective view of a brake child used in an embodiment. It is a front view of a brake which shows a wedge with a partial section. It is a front view which shows the positional relationship of a wedge and an upper end plate when a brake shoe is pressed on a guide rail.

  Hereinafter, embodiments will be described with reference to the drawings.

  FIG. 1 schematically shows a traction type elevator 1. As shown in FIG. 1, the elevator 1 has a hoistway 3 provided in a building 2. A car 4 and a counterweight 5 are arranged in the hoistway 3. The car 4 and the counterweight 5 are examples of lifting bodies, respectively. The car 4 is supported by the hoistway 3 so as to be movable up and down via a pair of first guide rails 6 fixed to the hoistway 3. The counterweight 5 is supported by the hoistway 3 so as to be movable up and down via a pair of second guide rails 7 (only one is shown) fixed to the hoistway 3.

  The first guide rail 6 and the second guide rail 7 extend in a straight line along the height direction of the hoistway 3, and are arranged in parallel at intervals in the hoistway 3. Yes. Furthermore, the first guide rail 6 and the second guide rail 7 are each provided with a leg portion 8 and a blade portion 9. The blade portion 9 protrudes from the center portion of the surface of the leg portion 8 so as to be orthogonal to the leg portion 8.

As shown in FIG. 1, the car 4 includes a car frame 11 and a car body 12. The car frame 11 has a lower beam 13, an upper beam 14, and left and right vertical bars 15a and 15b. The lower beam 13 extends between the lower ends of the vertical bars 15a and 15b through the lower part of the car body 12. The upper beam 14 passes over the car body 12 and straddles between the upper ends of the vertical bars 15a and 15b. The vertical bars 15a and 15b are respectively positioned immediately before the first guide rail 6 and are erected along the first guide rail 6. The car body 12 is a square box-shaped element and includes a car frame. 11 is supported. The car body 12 is surrounded by a lower beam 13, an upper beam 14 and vertical bars 15 a and 15 b of the car frame 11.

  Lower guide devices 17 a and 17 b are attached to the left end and the right end of the lower beam 13. Similarly, the upper guide devices 18 a and 18 b are attached to the left end portion and the right end portion of the upper beam 14. The lower guide devices 17a and 17b and the upper guide devices 18a and 18b each have a plurality of rollers. The roller guides the car 4 along the first guide rail 6 so as to be movable up and down by rolling contact with the blade portion 9 of the first guide rail 6 from three directions.

  A hoisting machine 20 is installed in a machine room 22 at the upper end of the hoistway 3. The hoisting machine 20 suspends the car 4 and the counterweight 5 from the hoistway 3 via the main rope 23. By driving the hoisting machine 20 in the direction of winding up or unwinding the main rope 23, the car 4 and the counterweight 5 are driven along the hoistway 3 in a slidable manner.

  As shown in FIG. 1, an elevator 1 is a safety device that forcibly restrains a lifting body when a lifting body such as a car 4 and a counterweight 5 descends at a speed exceeding a predetermined rated speed. Equipped with 25. The safety device 25 includes a governor device 26 and a pair of emergency stop devices 27a and 27b. The safety device 25 can be applied to both the car 4 and the counterweight 5, but in this embodiment, the safety device 25 applied to the car 4 will be described.

  The governor device 26 includes a governor sheave 30 having a pair of flyweights, a ratchet wheel 31, a rope grip 32, a tensioner sheave 33, a governor rope 34, and a governor switch 35 as main elements.

  The governor sheave 30, ratchet wheel 31, rope grip 32 and governor switch 35 are accommodated in the machine room 22 together with the hoisting machine 20. The tensioner sheave 33 is installed at the bottom of the hoistway 3. The governor rope 34 is wound endlessly between the governor sheave 30 and the tensioner sheave 33. Therefore, the governor rope 34 extends in the vertical direction along the hoistway 3 so as to cover the entire range in which the car 4 moves up and down.

  The governor rope 34 is connected to the safety link mechanism 36 at an intermediate portion between the governor sheave 30 and the tensioner sheave 33. The safety link mechanism 36 includes a pair of raised lift levers 37a and 37b. The lift levers 37 a and 37 b are individually connected to a pair of emergency stop devices 27 a and 27 b provided on the car 4.

  Thereby, the governor rope 34 travels at the same speed as the car 4 in the direction in which the car 4 moves up and down.

  The rope grip 32 has a fixed shoe 38 and a movable shoe 39. The fixed shoe 38 faces the governor rope 34 that is drawn downward from the governor sheave 30 in the machine room 22. The movable shoe 39 is located on the opposite side of the fixed shoe 38 with the governor rope 34 interposed therebetween. Further, the movable shoe 39 is rotatable between a first position retracted above the fixed shoe 38 and a second position sandwiching the governor rope 34 in cooperation with the fixed shoe 38.

  In the first position, the movable shoe 39 is separated from the governor rope 34 and is caught by the ratchet wheel 31. Therefore, the movable shoe 39 is held at the first position as long as the descending speed of the car 4 does not exceed the rated speed.

  Further, the governor switch 35 shuts off the power supply of the hoisting machine 20 and activates the electromagnetic brake of the hoisting machine 20 in a state where the descending speed of the car 4 exceeds the rated speed.

  As shown in FIG. 1, the safety devices 27 a and 27 b are attached to the lower beam 13 of the car frame 11 so as to be positioned immediately before the first guide rail 6. Since the emergency stop devices 27a and 27b have a common configuration, one emergency stop device 27a will be described as a representative.

  As shown in FIGS. 2 to 4, the safety device 27a includes a main body 41, a pair of wedge receivers 42a and 42b, a leaf spring 43, and a pair of brake elements 44a and 44b as main elements.

  The apparatus main body 41 includes an upper end plate 46, a lower end plate 47, and a column 48. The upper end plate 46 is a flat square plate and is fixed to the lower surface of the lower beam 13 of the car frame 11. The lower end plate 47 is a flat square plate having substantially the same size as the upper end plate 46, and is positioned below the upper end plate 46. The column 48 is interposed between the upper end plate 46 and the lower end plate 47 so as to integrally connect the upper end plate 46 and the lower end plate 47. Therefore, the upper end plate 46 and the lower end plate 47 are arranged in parallel with each other in the height direction of the hoistway 3.

  As shown in FIGS. 2 and 3, a slit 50 into which the blade portion 9 of the first guide rail 6 enters is formed in the center portion of the front end of the upper end plate 46. Similarly, a concave portion 51 that avoids the blade portion 9 of the first guide rail 6 is formed in the center portion of the front end of the lower end plate 47.

  The pair of wedge receivers 42 a and 42 b are disposed between the front end both sides of the upper end plate 46 and the front end both sides of the lower end plate 47. The wedge receivers 42a and 42b are arranged so as to face each other with the blade portion 9 of the first guide rail 6 interposed therebetween, and are supported by the apparatus main body 41 so as to be movable toward and away from the blade portion 9, respectively. Yes.

  The wedge receivers 42a and 42b have a guide surface 52 and a spring receiver 53, respectively. The guide surface 52 is erected along the first guide rail 6 so as to face the side surface of the blade portion 9 of the first guide rail 6. Further, the guide surface 52 is inclined so as to approach the side surface of the blade portion 9 as it proceeds from the lower end to the upper end of the wedge receivers 42a and 42b.

  The spring receiver 53 is formed on the outer side of the wedge receivers 42a and 42b so as to be located on the opposite side of the guide surface 52. The spring receiver 53 is defined by a recess extending in the height direction of the wedge receivers 42a and 42b.

  Further, guide grooves 54 are formed on the front and back surfaces of the wedge receivers 42a and 42b, respectively. The guide groove 54 is adjacent to the guide surface 52 and extends in a straight line so as to be inclined along the guide surface 52.

  As shown in FIG. 4, the leaf spring 43 is curved in a substantially U shape, and has a first end 43a and a second end 43b that face each other with a space therebetween. According to this embodiment, the initial pressure that urges the first end portion 43 a and the second end portion 43 b toward each other is applied to the leaf spring 43.

  The first end 43a of the leaf spring 43 is fitted into the spring receiving portion 53 of one wedge receiver 42a. The second end 43b of the leaf spring 43 is fitted to the spring receiving portion 53 of the other wedge receiver 42b. Further, a pair of pressing tools 55a and 55b are attached to the first end portion 43a and the second end portion 43b, respectively. Each of the pressing tools 55a and 55b has a head portion 56 that is curved in a spherical shape. The head 56 is fitted into a hemispherical recess 57 provided in the spring receiving portion 53 by the initial pressure of the leaf spring 43.

  As shown in FIGS. 2 and 3, the brake elements 44a and 44b are arranged so as to face each other with the blade portion 9 of the first guide rail 6 interposed between the wedge receivers 42a and 42b. Since the brake elements 44a and 44b have a common configuration, one brake element 44a will be described as a representative.

  As shown in FIGS. 5 and 6, the brake element 44a includes a wedge 60, a brake shoe 61, and a transfer plate 62 as main elements. The wedge 60 is an element constituting the main part of the brake element 44a, and has a shoe attachment surface 63, a pressure receiving surface 64, and an upper surface 65.

  The shoe attachment surface 63 extends in a straight line along the first guide rail 6 so as to face the side surface of the blade portion 9 of the first guide rail 6. The pressure receiving surface 64 is located on the opposite side of the shoe attachment surface 63 and is inclined at the same angle as the guide surface 54 of the wedge receiver 42a. The upper surface 65 is a horizontal surface located at the upper end of the wedge 60, and faces the lower surface of the lower end plate 47 constituting the apparatus main body 41.

  The brake shoe 61 is an elongated plate-like element extending along the shoe attachment surface 63 of the wedge 60, and is formed of, for example, a friction material mainly composed of ceramics or cast iron. The brake shoe 61 is fixed with two countersunk screws 66 on the shoe mounting surface 63 of the wedge 60 so as to face the side surface of the blade portion 9 of the first guide rail 6.

  The transfer plate 62 is an example of a reinforcing layer, and is formed of alloy steel having excellent wear resistance such as chromium steel. The transfer plate 62 is an element that reinforces the pressure receiving surface 64 of the wedge 60 and has an elongated shape extending along the pressure receiving surface 64. The transfer plate 62 is fixed on the pressure receiving surface 64 via two countersunk screws 67. Therefore, the transfer plate 62 is inclined at the same angle as the guide surface 54 so as to be parallel to the guide surface 54 of the wedge receiver 42a.

  Further, guide grooves 68 are formed on the front surface and the back surface of the wedge 60, respectively. The guide groove 68 is adjacent to the transfer plate 62 and extends in a straight line so as to be inclined along the transfer plate 62.

  As shown in FIGS. 2 and 3, roller units 70 are interposed between the wedges 60 of the brake members 44a and 44b and the wedge receivers 42a and 42b, respectively. The roller unit 70 includes a pair of roller support plates 71 a and 71 b and a plurality of transfer rollers 72.

  The roller support plates 71 a and 71 b are elongated plate-like elements that extend along the first guide rail 6. Both side edges of one roller support plate 71a are slidably fitted in guide grooves 54 on the front surface of the wedge receivers 42a and 42b and guide grooves 68 on the front surface of the wedge 60. Both side edges of the other roller support plate 71b are slidably fitted into guide grooves 54 on the back surface of the wedge receivers 42a and 42b and guide grooves 68 on the back surface of the wedge 60.

  Therefore, the roller support plates 71a and 71b straddle between the wedge receivers 42a and 42b and the wedge 60, and face each other with a gap in the thickness direction of the wedge receivers 42a and 42b and the wedge 60.

  The transfer roller 72 is rotatably supported between the roller support plates 71a and 71b. The transfer rollers 72 are arranged in a line in the longitudinal direction of the roller support plates 71a and 71b. Further, the transfer roller 72 is rotatably held between the guide surfaces 52 of the wedge receivers 42 a and 42 b and the transfer plate 62 of the wedge 60.

  In other words, the transfer roller 72 is in contact with the guide surface 52 and the transfer plate 62. Thereby, the pressure receiving surface 64 of the wedge 60 covered with the transfer plate 62 receives the urging force of the plate spring 43 transmitted from the transfer roller 72.

  As shown in FIG. 6, the wedge 60 constituting the main part of the brake element 44 a is divided into a wedge body 75 and a roller receiving portion 76. The wedge body 75 is made of a strong metal material such as ductile cast iron (FCD). The wedge body 75 has a shoe attachment surface 63 to which the brake shoe 61 is attached, a first mating surface 77 located on the opposite side of the shoe attachment surface 63, and an upper surface 65.

  The first mating surface 77 is a flat surface parallel to the shoe attachment surface 63. The upper end of the first mating surface 77 is positioned below the upper surface 65 without reaching the upper surface 65. Therefore, all the regions of the upper surface 65 are made of a tough metal material.

  The roller receiver 76 is made of a material that is lighter than the wedge body 75, for example. Examples of lightweight materials are aluminum, duralumin, magnesium, titanium and carbon. The roller receiver 76 has a pressure receiving surface 64 covered with the transfer plate 62 and a second mating surface 78 located on the opposite side of the pressure receiving surface 64.

  The second mating surface 78 is abutted against the first mating surface 77 of the wedge body 75. In this embodiment, two countersunk screws 67 that fix the transfer plate 62 to the wedge 60 pass through the roller receiving portion 76 and are screwed into the wedge body 75. By this screwing, the wedge body 75, the roller receiving portion 76, and the transfer plate 62 are assembled as an integral structure. The upper end of the roller receiving portion 76 is positioned below the upper surface 65 without reaching the upper surface 65.

  Accordingly, the roller receiving portion 76 formed of a lightweight material is interposed between the strong wedge body 75 and the transfer plate 62 having excellent wear resistance. The transfer plate 62 that covers the pressure receiving surface 64 of the roller receiving portion 76 is stronger than the roller receiving portion 76.

  Further, in the case of this embodiment, a linkage rod (not shown) that is linked to the lift levers 37a and 37b is connected to the lower end portion of the wedge body 75 that constitutes the brake elements 44a and 44b.

  Next, the operation of the safety device 25 will be described.

  When the car 4 moves up and down along the hoistway 3, the governor sheave 30 rotates through the governor rope 34, and the flyweight supported by the governor sheave 30 is displaced by centrifugal force.

  When the descending speed of the car 4 exceeds the rated speed, the governor switch 35 is operated by the displaced flyweight. Thereby, the power supply of the hoisting machine 20 is cut off, and the electromagnetic brake of the hoisting machine 20 is operated.

  If the centrifugal force acting on the flyweight increases without stopping the car 4 even though the governor switch 35 is operated, the flyweight is caught on the ratchet wheel 31. As a result, the ratchet wheel 31 rotates following the governor sheave 30, and the movable shoe 39 of the rope grip 32 is released from the ratchet wheel 31. Therefore, the movable sheave 39 rotates from the first position toward the second position, and grips the governor rope 34 in cooperation with the fixed shoe 38.

  As a result, the traveling of the governor rope 34 stops. Even when the travel of the governor rope 34 is stopped, the car 4 continues to descend, so that the lift levers 37 a and 37 b of the safety link mechanism 36 are lifted with respect to the car 4.

  The movements of the lift levers 37 a and 37 b are transmitted to the wedges 60 of the brake members 44 a and 44 b through the linkage rods, and the wedges 60 are forcibly pulled up along the first guide rail 6. The transfer plate 62 fixed to the wedge 60 and the guide surfaces 52 of the wedge receivers 42a and 42b are inclined so as to approach the blade portion 9 of the first guide rail 6 as it advances upward.

For this reason, the wedge 60 moves so as to approach the blade portion 9 of the first guide rail 6 while being guided by the transfer roller 72 of the roller unit 70 interposed between the transfer plate 62 and the guide surface 52.
By this movement, the brake shoe 61 fixed to the wedge 60 is pressed against the blade portion 9 of the first guide rail 6. When the brake shoe 61 is pressed against the blade portion 9, the wedge 60 is pushed up toward the upper end plate 46 by the frictional force generated between the brake shoe 61 and the blade portion 9.

  At this time, the guide surfaces 52 of the wedge receivers 42 a, 42 b are inclined so as to approach the first guide rail 6 as it proceeds in the direction of the upper end plate 46. For this reason, the pushed-up wedge 60 and the roller unit 70 bite between the first guide rail 6 and the wedge receivers 42a and 42b, and the wedge receivers 42a and 42b move away from each other against the biasing force of the leaf spring 43. To be spread.

  As a result, the wedges 60 of the brake members 44a and 44b are elastically biased toward the first guide rail 6 by receiving the reaction force of the leaf spring 43, and the blade portion 9 of the first guide rail 6 is moved. It is firmly sandwiched between the brake shoes 61 of the brake elements 44a and 44b. Accordingly, a braking force based on friction is generated between the brake shoe 61 and the blade portion 9, and the car 4 is urgently stopped.

  Further, when the blade portion 9 of the first guide rail 6 is sandwiched between the brake shoes 61, as shown in FIG. 7, the upper surface 65 of the wedge body 75 abuts against the lower surface of the upper end plate 46, and the wedge 60 Movement is stopped. Therefore, the upper surface 65 of the wedge body 75 receives a compressive force as it comes into contact with the upper end plate 46.

According to the embodiment, the wedge 60 constituting the main part of the brake elements 44a and 44b is divided into a wedge body 75 to which the brake shoe 61 is fixed and a roller receiving portion 76 to which the transfer plate 62 is fixed. In the brake elements 44a and 44b having such a configuration,
The area of the upper surface 65 of the wedge 60 is A1,
The area of the side surface of the wedge 60 facing the transfer roller 72 is A2,
The compression force (braking force) applied to the upper surface 65 when the upper surface 65 of the wedge 60 hits the upper end plate 46 is μp,
The friction coefficient between the first guide rail 6 and the brake shoe 61 is μ,
The biasing force of the leaf spring 43 received by the side surface of the wedge 60 is P,
Further, for example, in a brake assuming that A2 = 5A1, μ = 0.3, and impact coefficient α = 2, the force F2 applied to the side surface of the wedge 60 is P, and the force F1 applied to the upper surface 65 of the wedge 60 is α × μp = 0.6P. Thus, the stress (F2 / A2) generated on the side surface of the wedge 60 is 1/3 times the stress (F1 / A1) generated on the upper surface 65 of the wedge 60.

  Therefore, the strength required by the side surface of the wedge 60 is simply 1/3 of the strength required by the upper surface 65 of the wedge 60. In other words, the pressure receiving surface 64 of the wedge 60 stops receiving the urging force of the leaf spring 43 transmitted through the transfer roller 72 without receiving a compressive force, so that the pressure receiving surface 64 can overcome the urging force of the leaf spring 43. That is, it is sufficient to have only the strength. Furthermore, if the pressure receiving surface 64 is covered with the transfer plate 62 having excellent wear resistance as in this embodiment, the load on the pressure receiving surface 64 can be further reduced.

  As a result, the roller receiving portion 76 having the pressure receiving surface 64 can be formed of a lightweight material such as aluminum.

  Further, the wedge body 75 having the upper surface 65 for receiving the compressive force and the shoe mounting surface 63 for supporting the brake shoe 61 is formed of a strong metal material such as ductile cast iron (FCD). The wedge body 75 is integrally coupled to the roller receiving portion 76 and the transfer plate 62 with a countersunk screw 67.

  For this reason, the wedge 60 itself can be reduced in weight while sufficiently securing the strength of the wedge 60. Therefore, the lifting force of the wedge 60 required when pressing the brake shoe 61 against the blade portion 9 of the guide rail 6 can be reduced.

  In addition, as the wedge 60 is reduced in weight, the pulling force acting on the governor rope 34 when the wedge 60 is pulled up can be reduced. As a result, the rope gripping force for stopping the travel of the governor rope 34 can be suppressed to a small level, and the small rope grip 32 having a small rope gripping force can be applied to the governor device 26 accordingly. Thereby, there exists an advantage that it contributes also to the reduction of the cost of the governor apparatus 26. FIG.

  Although several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

  For example, the emergency stop device is not specified for a car and can be similarly applied to a counterweight.

  4, 5 ... Lifting bodies (cars, counterweights), 6, 7 ... Guide rails (first guide rail, second guide rail), 44a, 44b ... Brakes, 60 ... Wedges, 61 ... Brake shoes 64 ... Pressure receiving surface, 72 ... Transfer roller, 75 ... Wedge body, 76 ... Roller receiving portion.

According to the embodiment, the safety device for an elevator is provided in a lifting body that is moved up and down along a guide rail, and is provided in a device body having an upper end plate, the device body, and the guide rail interposed therebetween. A pair of wedges that face each other and are pulled up toward the upper end plate so as to approach the guide rail when the descending speed of the elevating body exceeds a rated speed, and are attached to the wedge and pressed against the guide rail And a plurality of transfer rollers that rotatably contact the wedge from the opposite side of the brake shoe and guide the wedge in a direction toward or away from the guide rail.

Each wedge includes an iron wedge main body to which the brake shoe is attached, and a roller receiving portion that is attached to the wedge main body and has a pressure receiving surface that receives a pressing force from the transfer roller . The wedge body has an upper surface that receives a compression force by abutting against the lower surface of the upper end plate when the brake shoe is pressed against the guide rail, and the roller receiving portion is a material that is lighter than the wedge body And the upper end of the roller receiving portion is positioned below the upper surface of the wedge body.

The shoe attachment surface 63 extends in a straight line along the first guide rail 6 so as to face the side surface of the blade portion 9 of the first guide rail 6. The pressure receiving surface 64 is located on the opposite side of the shoe attachment surface 63 and is inclined at the same angle as the guide groove 54 of the wedge receiver 42a. The upper surface 65 is a horizontal surface located at the upper end of the wedge 60 and faces the lower surface of the upper end plate 46 constituting the apparatus main body 41.

The transfer plate 62 is an example of a reinforcing layer, and is formed of alloy steel having excellent wear resistance such as chromium steel. The transfer plate 62 is an element that reinforces the pressure receiving surface 64 of the wedge 60 and has an elongated shape extending along the pressure receiving surface 64. The transfer plate 62 is fixed on the pressure receiving surface 64 via two countersunk screws 67. Therefore, the transfer plate 62 is inclined at the same angle as the guide groove 54 so as to be parallel to the guide groove 54 of the wedge receiver 42a.

4, 5 ... Lifting bodies (cars, counterweights), 6, 7 ... Guide rails (first guide rail, second guide rail), 41 ... Device main body, 44a, 44b ... Braking element, 46 ... Upper part End plate 60 ... Wedge 61 ... Brake shoe 64 ... Pressure receiving surface 65 ... Top surface 72 ... Transfer roller 75 ... Wedge body 76 ... Roller receiving portion

Claims (9)

It is provided on a lifting body that is moved up and down along the guide rail, and faces each other with the guide rail in between, and is lifted so as to advance toward the guide rail when the descending speed of the lifting body exceeds the rated speed A pair of wedges,
A brake shoe attached to the wedge and pressed against the guide rail;
A plurality of transfer rollers that rotatably contact the wedge from the opposite side of the brake shoe and guide the wedge in a direction approaching or moving away from the guide rail;
Each wedge is
An iron wedge body to which the brake shoe is attached;
A roller receiving portion attached to the wedge body and having a pressure receiving surface that receives a pressing force from the transfer roller;
An elevator emergency stop device in which the roller receiving portion is made of a lighter material than the wedge body.   2. The elevator emergency according to claim 1, further comprising an upper end plate positioned above the wedge, wherein the upper surface of the wedge body abuts against the upper end plate when the brake shoe is pressed against the guide rail. Stop device.   The elevator emergency stop device according to claim 2, wherein the upper surface of the wedge body receives a compressive force when it abuts against the upper end plate.   3. The elevator emergency stop device according to claim 2, wherein in a state where the brake shoe is pressed against the guide rail, the roller receiving portion is detached from the upper end plate without hitting the upper end plate. 4.   The reinforcement layer which covers the said pressure receiving surface of the said roller receiving part is further provided, The said reinforcing layer is formed with the material whose intensity | strength is larger than the said roller receiving part, and the said transfer roller contacts the said reinforcing layer. The elevator emergency stop device according to any one of claims 4 to 4.   The elevator emergency stop device according to claim 5, wherein the roller receiving portion is interposed between the wedge body and the reinforcing layer. When the descending speed of the elevating body moved up and down along the guide rail exceeds the rated speed, the lifting body is lifted so as to advance toward the guide rail, and a pressing force is applied to the opposite side of the guide rail from a plurality of transfer rollers. A wedge having a pressure receiving surface;
A brake shoe attached to the wedge and pressed against the guide rail,
The wedge is
An iron wedge body to which the brake shoe is attached;
A roller receiver attached to the wedge body and having the pressure receiving surface;
A brake element in which the roller receiving portion is formed of a material that is lighter than the wedge body.   The brake element according to claim 7, wherein the wedge body has an upper surface that receives a compressive force when the brake shoe is pressed against the guide rail.   The reinforcing layer that covers the pressure receiving surface of the roller receiving portion is further formed, and the reinforcing layer is made of a material having a strength higher than that of the roller receiving portion, and the transfer roller is in contact with the reinforcing layer. Alternatively, the brake according to claim 8.

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