JP5162225B2 - Elevator safety equipment - Google Patents

Description

  The present invention relates to a safety device for an elevator that moves vertically and horizontally, such as a circulating multi-car elevator. In particular, the present invention relates to a safety device for an elevator that prevents a car from falling on a curved horizontal traveling path and a vertical traveling path in the vicinity thereof.

  2. Description of the Related Art Conventionally, a circulation type multicar elevator is known in which upper and lower portions of two vertical travel paths are connected by a curved horizontal travel path to form a circulation path, and a plurality of cars are driven by ropes.

  Specifically, in the two vertical travel paths on the left and right, the car is guided by vertical rails installed on the left and right of each vertical travel path, and the car moves up and down. Of the four vertical rails on the left and right vertical running paths, the central two vertical rails shorten the upper and lower end portions so that the car can move laterally (see, for example, Patent Document 1).

  On the horizontal running path, the upper part of the car is guided by a semicircular horizontal rail, and the car moves laterally along a semicircular locus. Further, the lower part of the car is supported by an arc-shaped auxiliary rail so that the car can move laterally stably.

  In addition, a self-propelled elevator is known in which upper and lower portions of two vertical traveling paths are connected by a linear lateral traveling path to form a circulation path, and a car is driven by a linear motor.

  Specifically, straight rails are installed on the vertical and horizontal roads, and the vertical and horizontal rails are connected by rotating branch rails so that cars can be transferred to each other (for example, patents) Reference 2).

As for the emergency stop means, a mechanical emergency stop means that is mounted on the rotating shaft of a rotating arm that is pivotally supported by a car and that is operated by overspeed detection by a governor is used. It is designed to work when falling.
JP 2006-111408 A Japanese Patent Laid-Open No. 5-132263

  Patent Document 1 describes an invention of a driving method for a circulating multicar elevator, and does not describe a method of emergency stopping a car in a falling state on a lateral traveling path.

  Further, since there is no vertical rail on one side at the upper and lower end portions of the vertical traveling path, even if the emergency stop means attached to the left and right sides of the car are operated, only the one side emergency stop means works. When the braking force is applied so that the average deceleration by the emergency stop means is 0.6 G, the speed is increased by 0.2 G in the one-effect state. Therefore, a method of switching the braking force of the emergency stop means is conceivable. However, if a large braking force is applied in a one-effect state, the unbalance of the moment of the car becomes too large, causing a problem in strength.

  Moreover, in patent document 2, since a horizontal running path is horizontal and a cage | basket | car does not carry out a fall movement, it is not considered about using an emergency stop means on a horizontal running path. Therefore, it cannot be applied to a case where a falling motion occurs due to an inclination, such as a curved horizontal traveling path.

  Furthermore, since the emergency stop means of Patent Document 2 is mechanical, it operates only at a predetermined speed or higher. In the case of a multi-car elevator having a plurality of cars on the same traveling path, it is necessary to stop the cars regardless of the speed by means of an electric emergency stop means to avoid a collision between cars.

  An object of the present invention is to provide an elevator safety device capable of emergency-stopping a car on a longitudinal traveling path and an inclined lateral traveling path such as when a rope is cut.

In order to achieve the above object, according to claim 1 of the present invention, two straight longitudinal traveling paths for moving up and down are arranged on the left and right, and a curve for joining the upper and lower end portions of the two longitudinal traveling paths. In an elevator in which a horizontal traveling path having a section or an inclined part is arranged above and below two vertical traveling paths to form a circulation path, and a car circulates , vertical rails are installed on the left and right of the vertical traveling path, and the upper end of the car Electric first emergency stop means on the lower left and right car rollers so as to guide the car rollers provided on the left and right sides of the lower part and the lower end part to move the car up and down and to act on the left and right vertical rails And the upper and lower ends of the two vertical rails in the middle of the four vertical rails of the left and right vertical running paths are shortened by more than the height of the car, and the car moves laterally at the upper and lower end portions of the vertical running path. The first emergency stop from the bottom of the car Extend the length of the upper horizontal rail from the bottom to the lower end of the first emergency stop means by extending the left and right terminal ends of the upper horizontal rail downward and vertically. The upper and lower ends of the lower horizontal rail are extended upward in the vertical direction, and a means for detecting the vertical rail is provided in the first emergency stop means on the left and right, depending on the detection status of the vertical rail in an emergency. A control device for selecting stopping means is provided on the car, and this control device selects the first emergency stopping means when both the left and right vertical rails are detected, and the other is the trajectory of the car on the horizontal traveling path. The electric second emergency stop means installed in the car acting on the horizontal rail provided along the road is selected, and the selected emergency stop means is operated .

  With this configuration, in the elevator that moves horizontally and vertically, the car can be emergency-stopped in all sections of the longitudinal traveling path and the lateral traveling path.

  According to a second aspect of the present invention, the second emergency stop means according to the first aspect is characterized in that the emergency stop operates in both the left and right directions on the lateral traveling path.

  According to a third aspect of the present invention, in the first aspect, the second emergency stop means supports the braking member by a pressing force applying member tapered in two directions, and the emergency stop operates in either direction. Also, the braking member is pressed against the rail surface by the taper of the pressing force applying member.

  According to a fourth aspect of the present invention, in the first aspect, the rotary arm whose angle changes along the horizontal rail of the horizontal traveling path is pivotally supported on the car, and the second emergency stop means is provided on the rotary shaft of the rotary arm. It is characterized by arranging.

  According to a fifth aspect of the present invention, in the fourth aspect, the second emergency stop means is installed in the rotating arm portion, the actuator for operating the second emergency stop means is arranged in the car, and the power of the actuator is supplied to the second arm. The power transmission means for transmitting to the emergency stop means is arranged on the rotary shaft of the rotary arm.

According to claim 6 of the present invention, there is provided means for determining that the height position of the car is less than the predetermined value in claim 1, and according to the detection state of the vertical rail and the height position determination result of the car in an emergency. A control device for selecting emergency stop means is provided on the car, and the control device does not detect both the left and right vertical rails, or the result of the height determination is less than a predetermined value, and the first emergency stop means When the is not in operation, the second emergency stop means is selected .

  According to the present invention, in an elevator that moves horizontally and vertically, it is possible to make an emergency stop of a car in all sections of a longitudinal traveling path and a lateral traveling path.

  The elevator safety device of the present invention will be described below with reference to the drawings.

  1 is an overall view of a circulating multi-car elevator according to an embodiment of the present invention, FIG. 2 is a flowchart showing a method of selecting emergency stop means of the control device of FIG. 1, FIG. 3 is an enlarged view of a lower part of FIG. FIG. 5 is a perspective view of an external appearance of the emergency stop means of FIG. 1, FIG. 6 is a perspective view of the second braking portion of FIG. 5, and FIG. FIG. 8 is a front view of the second emergency stop means shown in FIG. 7, and FIG. 9 is a sectional view of the side of the second emergency stop means and the bracket shown in FIG. 10 is a front view showing another example of the second emergency stop means, FIG. 11 is an exploded view of the braking member of the second emergency stop means shown in FIG. 10, and FIG. 12 is a second emergency stop means shown in FIG. FIG. 13 is a second emergency stop shown in FIG. And is a cross-sectional view of the bracket side.

  In FIG. 1, a car 1a to 1d is composed of two vertical left and right vertical traveling paths 2a and 2b for traveling up and down, and two upper and lower horizontal traveling paths 3a and 3b for traveling horizontally while drawing an arc. It travels on a circular road. First, the configuration of the present embodiment will be described by focusing on the car 1a traveling in the middle part of the left vertical traveling path 2a.

  Four car rollers 4L and 4U are attached to the upper and lower portions of the left and right side surfaces of the car 1a. The car rollers 4L and 4U are guided by the left and right vertical rails 5a and 5b, and the car 1a is driven up and down by a rope (not shown). Electric first emergency stop means 6a and 6b are mounted on the car roller 4L on the lower side of the car 1a so as to act on the left and right vertical rails 5a and 5b. Two struts 7 are set up on the left and right of the upper part of the car 1a, and the rotating arm 8 is pivotally supported. The circulating elevator according to the embodiment is a system in which the rotary arm 8 is coupled to a rope (not shown) and driven.

  Next, the configuration of the present embodiment will be described by focusing on the car 1b positioned at the upper end of the left vertical traveling path 2a. The upper ends of the two vertical rails 5b and 5c are shortened at the upper ends of the vertical traveling paths 2a and 2b so that the car 1b can move laterally. The length to be shortened is determined by the height dimension of the car 1 passing through this portion. In the embodiment, since the car rollers 4L and 4U are attached to the upper and lower portions of the car 1b, the height of the car 1 is the height dimension H including the upper and lower car rollers 4L and 4U. Therefore, the upper ends of the two inner vertical rails 5b and 5c are shortened by H. As a result of shortening the upper ends of the vertical rails 5b and 5c, even if the first emergency stop means 6 is operated at the upper end portion of the vertical traveling path 2a, only the first emergency stop means 6a on the left side of the car 1b can be used. .

  Assuming that the length dimension from the lower end of the car 1b to the upper end of the first emergency stop means 6 is L1, the first emergency stop means 6 on both the left and right sides are effective unless the length of the vertical traveling path 2a is lowered below L1. I can't. Two arm rollers 10 are attached to the rotating arm 8 at the upper part of the car 1b at two locations spaced apart from the rotating shaft 9 by a predetermined distance. In the lateral travel path 3a, the arm roller 10 is guided by the arc-shaped lateral rail 11a to restrain the rotation of the rotary arm 8.

  Then, the second emergency stop means 12 is attached to the position of the rotary shaft 9 of the rotary arm 8 so that the second emergency stop means 12 can act on the lateral rail 11. The second emergency stop means 12 is a two-way brake that works in two directions on the tangent to the horizontal rail 11.

  The left and right ends of the horizontal rail 11a are directed downward in the vertical direction so that the second emergency stop means 12 can be used in a section where only the first emergency stop means 6a on one side can be applied at the upper end of the vertical traveling path 2. Extend. As described above, since the length of the section where the first emergency stop means 6b on one side does not work is L1, both ends of the lateral rail 11a are extended by L1 or more.

  Next, the configuration of the present embodiment will be described by focusing on the car 1c traveling on the lower lateral traveling path 3b.

  Similar to the upper lateral travel path 3a, the arm roller 10 is guided by the arc-shaped lateral rail 11b to move the car 1c laterally. Similarly to the upper end portion of the vertical traveling path 2, the two vertical rails 5b and 5c at the center are shortened by the height H of the car 1 at the lower end of the vertical traveling path 2 so that the car 1c can move laterally.

  Therefore, similarly to the upper end of the longitudinal traveling path 2, there is a section where the first emergency stop means 6 on one side cannot be applied. Then, paying attention to the car 1d shown below the right vertical traveling path 2b, the section where the first emergency stop means 6a on one side is not effective will be described.

The height position Z of the car 1d immediately before the left first emergency stop means 6a becomes ineffective is the height from the lowest point of the car 1 to the lower end of the first emergency stop means. Let L2 be
Z = H-L2
It is. When the car 1d is lowered below the height Z, the left first emergency stop means 6a does not work. In this section, the left and right ends of the lower lateral rail 11b are extended upward in the vertical direction by Z so that the second emergency stop means 12 is effective. In the figure, the length of S indicating the extended portion is a length corresponding to Z.

  Next, a sensor for detecting the left and right vertical rails 5a to 5d at the positions of the left and right first emergency stop means 6a and 6b will be described.

  The proximity sensor 13 is attached to the upper and lower portions of the first emergency stop means 6a and 6b toward the vertical rails 5a to 5d. For example, if an optical displacement sensor is used, the distance to the surface of the vertical rails 5a to 5d can be measured, and the presence or absence of the vertical rail 5 can be detected.

  At this time, it is determined that the vertical rails 5a to 5d are present only when both the proximity sensors 13U and 13L detect the vertical rails 5a to 5d. That is, when only a part of the central vertical rails 5b and 5c is applied to the first emergency stop means 6 at the upper and lower end portions of the vertical traveling path 2, it is determined that there are no vertical rails 5a to 5d.

  In this way, the first emergency stop means 6 is not started when the vertical rails 5 a to 5 d are only applied to a part of the first emergency stop means 6.

  A control device (not shown) is installed on the car 1. This control device includes an abnormality detection unit and an emergency stop means operating unit. And this abnormality detection part judges abnormality based on the status information of the car 1, and outputs an operation command signal to the emergency stop means operation part. The state information of the car 1 includes the position information of the car 1 and the speed information of the car 1.

  The position information of the car 1 is, for example, the position information of the car 1 adjacent to the upper and lower sides in a multi-car elevator in which a plurality of cars 1 travels in the same vertical travel path 2, and the abnormality detection unit determines that the vehicle is in an abnormal approach state. An operation command signal is output when

  The speed information of the car 1 is, for example, speed information when the descending speed of the car 1 exceeds the rated speed, and the abnormality detection unit outputs an operation command signal when it is determined as an abnormal descending speed. Or it is speed information when the car 1 does not decelerate despite the vertically adjacent cars 1 in the multi-car elevator, and the abnormality detection unit outputs an operation command signal when it is determined as an abnormal approach speed. Furthermore, it is speed information when the vehicle is not decelerated at the lower ends of the vertical traveling paths 2a and 2b in spite of low-speed driving on the horizontal traveling paths 3a and 3b. When it is judged, an operation command signal is output.

  Information on the position and speed of the car 1 is acquired by sensors arranged on the car or on the traveling paths 2a, 2b, 3a, and 3b. Information obtained by the sensors on the side of the travel paths 2a, 2b, 3a, 3b is transmitted to the control device on the car 1 by wireless communication or the like.

  When receiving the operation command signal, the emergency stop means operating unit selects the first emergency stop means 6a, 6b or the second emergency stop means 12 from the detection state of the vertical rails 5a to 5d obtained by the proximity sensor 13. Power off.

  The first emergency stop means 6a and 6b are in an operating state when the power is cut off, and act on the vertical rails 5a to 5d.

  Similarly, the second emergency stop means 12 is in an operating state when the power is cut off, and acts on the lateral rails 11a to 11b.

  Next, a method in which the emergency stop means operating unit selects the emergency stop means based on the detection information of the sensor will be described with reference to the flowchart shown in FIG.

  In step 1, the emergency stop means operation unit determines whether an operation command signal is output from the abnormality detection unit. If NO, the process proceeds to step 6 and the process is terminated. In the case of YES, the process proceeds to step 2 and it is determined whether both the left and right vertical rails 5a to 5d are detected. In the case of NO, the process proceeds to step 4 and the second emergency stop means 12 is selected. If YES, the process proceeds to step 3 to select the first emergency stop means 6a, 6b.

  In either case, the process proceeds to step 5 to determine whether both the first emergency stop means 6a and 6b and the second emergency stop means 12 are operating. In the case of YES, it progresses to step 6a, 6b, and complete | finishes a process. If NO, the process returns to step 1 to determine whether the abnormality detection unit is outputting an operation command signal. If the car comes to an emergency stop and stops, there is no operation command signal output. Therefore, in this case, the process proceeds to step 6 and the process is terminated. If the car is still stopped, the operation command signal continues to be output, so step 2 and subsequent steps are repeated.

  If the detection state of the vertical rails 5a to 5d does not change in step 2, the state at that time is maintained, the process proceeds to step 5, and the process returns to step 1 as in the previous time.

  Conversely, if a new vertical rail is detected in step 2, the process proceeds to step 3 to select the first emergency stop means 6a, 6b. Alternatively, if the vertical rail is no longer detected in step 2, the process proceeds to step 4 and the second emergency stop means 12 is selected.

  Note that the first emergency stop means 6a, 6b or the second emergency stop means 12 that are already operating continue operating even if they are not selected.

  As a result, if both the first emergency stop means 6a, 6b and the second emergency stop means 12 are in the operating state in step 5, the process proceeds to step 6 and the process is terminated.

  The elevator according to the present invention makes an emergency stop by the above-described configuration and control method.

  Next, the operation at the time of emergency stop at the position of each car 1 will be described with reference to FIG.

  First, paying attention to the car 1a traveling in the middle part of the vertical traveling path 2a, an emergency stop method in the middle part of the vertical traveling path 2a will be described.

  Since the proximity sensor 13 detects the left and right vertical rails 5a and 5b in the middle portion of the vertical traveling path 2a, the control device selects the first emergency stop means 6a and 6b.

  Thus, in the middle part of the vertical travel path 2, the car 1 is emergency-stopped by the first emergency stop means 6a, 6b.

  Next, focusing on the car 1b traveling on the upper end of the vertical traveling path 2a, an emergency stop method on the upper end of the vertical traveling path 2a and the upper lateral traveling path 3a will be described.

  There are no central vertical rails 5b and 5c at the upper end of the vertical traveling path 2a, and the proximity sensor 13 detects only the vertical rail 5a on one side. Therefore, the control device selects the second emergency stop means 12.

  Here, even if the car 1b is at a position below the upper end of the vertical traveling path 2a, the control device selects the second emergency stop means 12 when the proximity sensor 13 detects only one vertical rail 5a. Since both ends of the horizontal rail 11a are extended vertically downward, the second emergency stop means 12 acts on this portion.

  When the car 1b continues to descend and the right vertical rail 5b enters the first emergency stop means 6b, the proximity sensor 13 detects the left and right vertical rails 5a and 5b. Then, since the control device selects the first emergency stop means 6, the first emergency stop means 6a and 6b are activated.

  At the same time, since the horizontal rail 11a is removed from the second emergency stop means 12, the second emergency stop means 12 in operation does not work. Therefore, the car 1b is brought to an emergency stop by the braking force generated by the first emergency stop means 6a, 6b.

  When the car 1b is on the horizontal traveling path 3a, the proximity sensor 13 does not detect any vertical rails 5a to 5d, so the control device selects the second emergency stop means 12.

  When the car 1b enters the vertical travel path 2a while making an emergency stop on the horizontal travel path 3a, the vertical rail 5a enters the first emergency stop means 6a on the left side of the car 1b, but the first emergency stop means 6a, 6b Not working.

  If the car 1b is lowered as it is, and the proximity sensor 13 detects both the left and right vertical rails 5a and 5b, the second emergency stop means 12 does not work as before, and the first emergency stop means 6a is newly added. , 6b operate to reliably stop the car 1b. When the car 1b is on the right side of the apex of the horizontal traveling path 3a, the car 1b falls toward the right vertical traveling path 2b. Even in such a case, since the second emergency stop means 12 works in both directions, the car 1b can be braked.

  Next, a case where an emergency stop is started at the lower end of the vertical traveling path 2 will be described by paying attention to the car 1d shown below the right vertical traveling path 2b.

  When the car 1d starts an emergency stop at the height Z position, the proximity sensor 13 detects the left and right vertical rails 5, so that the first emergency stop means 6a and 6b operate. When the car 1d is lowered as it is, the proximity sensor 13 detects only the vertical rail 5d on one side, so that the second emergency stop means 12 is newly operated. Therefore, the second emergency stop means 12 and the first emergency stop means 6b on one side are in effect simultaneously. The maximum deceleration of the car 1 at this time is set to 1G or less according to the safety standard of the elevator.

Assuming that the specification of the first emergency stop means 6a, 6b is to stop the car 1 with an average deceleration of 0.6G, the braking force F1 required for the first emergency stop means 6a, 6b is: If the mass of the car 1 is m,
F1 = mx (G + 0.6G)
It is. Therefore, the braking force generated by the first emergency stop means 6b on one side is
F1 / 2 = m × 0.8G
It is.

On the other hand, if the braking force F2 of the second emergency stop means 12 is set so as not to increase at least the falling speed of the car 1,
F2 = m × 1G
The above braking force is applied. In this case, the braking force acting on the car 1d when the second emergency stop means 12 and the first emergency stop means 6b on one side are effective is:
F1 / 2 + F2 = m × 1.8G
It is. Therefore, the car 1d can be stopped with a deceleration of 0.8G, which is 1G or less.

  Next, the case where the emergency stop is started at a position where the car 1d is less than the height Z will be described.

In this case, the second emergency stop means 12 is selected. As described above, the braking force F2 of the second emergency stop means 12 is about m × 1G here. Therefore, the car 1d continues to descend without being decelerated. The magnitude of the deceleration in the lateral direction when entering the lateral traveling path 3b as it is is set to about 0.5 G with reference to the safety standard of the oblique elevator. For example, when the magnitude of the lateral acceleration when approaching the lateral traveling path 3 is determined as the centripetal force a of the car 1 that performs a constant velocity circular motion with a radius r at a speed v,
a = v × v ÷ r
It is. If the radius of the circular locus of the lateral travel path 3b is 1.2 m, the allowable maximum speed of the car 1d immediately before entering the lateral travel path 3b is 2.4 m / s or less. Here, when the maximum allowable speed is 2.1 m / s or less and the car 1d is in the range of 0 to Z height on the vertical traveling path 2b, the second descent speed of the car 1d exceeds the second speed of 2.1 m / s. The emergency stop means 12 is activated.

  In the lower side travel path 3b, the slope becomes gentle in the vicinity of the lowest point, so that the car can be stopped even if the vehicle enters at an allowable maximum speed of 2.1 m / s. When the braking force of the second emergency stop means 12 is about m × 1G, it operates immediately after entering and stops when it turns about 60 degrees or more. And the deceleration of the horizontal direction at this time is about 0.4G.

  Next, the case where the car 1c starts an emergency stop while traveling on the lower lateral traveling path 3b will be described. The horizontal travel path 3 is driven at a lower speed than the vertical travel path 2 in consideration of rolling. For example, the lateral traveling road is normally operated at 0.5 m / s, and the second emergency stop means 12 makes an emergency stop before the speed of the car 1c exceeds 0.7 m / s. In this case, since the speed is slow relative to the braking force, the lateral deceleration is as large as about 1 G, but is acceptable because the car 1c stops in an extremely short time of about 0.1 seconds.

  As described above, the car 1 is surely stopped on the longitudinal traveling path 2 and the lateral traveling path 3.

  Next, a second embodiment in which the first emergency stop means 6 and the second emergency stop means 12 are separately operated at the lower part of the vertical traveling path will be described with reference to FIGS.

  The configuration of the second embodiment adds a height discriminating means for the car 1 to the configuration of the first embodiment. When the car 1 detects only the vertical rail 5 on one side, it is possible to determine whether the car is above or below a predetermined height.

  FIG. 3 shows an example in which the height of the car 1d is determined by the cam 51 and the limit switch 52.

  First, as shown in the middle part of the left vertical traveling path 2a, DB is the maximum braking distance by the first emergency stop device 6 when the car 1a travels at the maximum speed. The height from the floor of the car 1a to the second safety device 12 is L3.

  Next, as shown below the right vertical running path 2b, the left and right ends of the lower side rail 11b are extended upward by S in the first embodiment, but in the second embodiment, DB is further longer and upward. extend. The height obtained by subtracting L3 from the height of the lower lateral rail 11b at this time is defined as Z2.

  Cams 51a and 51b having a length Z2 are installed along the outer rails 5a and 5d of the left and right vertical traveling paths 2a and 2b. A limit switch 52b that contacts the cam 51b when the height of the car 1d is equal to or smaller than Z2 is installed on the right side surface of the car 1d. The limit switch 52b is pushed when the height of the car 1d is equal to or smaller than Z2, and it can be determined that the height is equal to or smaller than the predetermined height Z2. A limit switch 52a is similarly installed on the left side of the car 1d.

  Similar to the previous embodiment, the control device of this embodiment also includes an abnormality detection unit and an emergency stop means operation unit.

  As in the previous embodiment, the abnormality detection unit determines an abnormality based on the state information of the car 1 and outputs an operation command signal to the emergency stop operation unit.

  Upon receipt of the operation command signal, the emergency stop operating unit determines whether the first emergency stop means 6a, 6b or the second emergency stop means 6a or 6b is detected based on the detection state of the vertical rail 5 obtained by the proximity sensor 13 and the height determination result of the car 1. Either one of the stop means 12 is selected.

  Next, a method for selecting the emergency stop means will be described with reference to FIG.

  In step 1, the emergency stop means operation unit determines whether an operation command signal is output from the abnormality detection unit. If NO, the process proceeds to step 6 and the process is terminated. In the case of YES, the process proceeds to step 2 and it is determined whether both the left and right vertical rails 5a to 5d are detected. If NO, the process proceeds to step 8 and the second emergency stop means 12 is selected.

  If YES in step 2, the process proceeds to step 3 to determine whether the height position of the car 1 is equal to or greater than Z2. If it is greater than or equal to Z2, the process proceeds to step 4 to select the first emergency stop means 6 and proceeds to step 5. If it is equal to or smaller than Z2, the process proceeds to step 7 to determine whether the first emergency stop means 6 is already operating. If yes, go to step 5. If no, select second emergency stop and go to step 5.

  In step 5, it is determined whether both the first emergency stop means 6 and the second emergency stop means 12 are operating. If YES, the process proceeds to step 6 and the process is terminated. If NO, the process returns to step 1 to determine whether the abnormality detection unit is outputting an operation command signal. If the car stops as a result of an emergency stop, no operation command signal is output. Therefore, in this case, the process proceeds to step 6 and the process is terminated.

  If the car is still stopped, the operation command signal continues to be output, so step 2 and subsequent steps are repeated as in the previous embodiment.

  As a result, if both the first emergency stop means 6a and 6b and the second emergency stop means 12 are in the operating state in step 7, the process proceeds to step 8 and the process is terminated.

  Next, the operation at the time of emergency stop in another embodiment will be described with reference to FIG. 3 again.

  When the car 1 is traveling on the middle part of the left and right vertical traveling paths 2 and when traveling on the upper end of the vertical traveling path 2 and the upper and lower lateral traveling paths 3a and 3b, an emergency stop is performed in the same manner as in the first embodiment. I will omit the explanation. Here, focusing on the car 1d running on the lower end of the right vertical running path 2b, only the parts different from the first embodiment will be described.

  Even if both the left and right vertical rails 5a to 5d are present, the second emergency stop means 12 is selected if the car 1d is at a position less than the height Z2 and the first emergency stop means is not in operation.

Unlike the first embodiment, since only the second emergency stop means 12 operates, the specification of the second emergency stop means 12 may stop the car 1 with an average deceleration of 0.6G. In other words,
F2 = mx (G + 0.6G)
You can set.

  As described above, the abnormality detection unit of the control device determines that the approaching speed is abnormal when the vehicle does not decelerate in front of the lateral traveling paths 3a and 3b, and outputs an operation command signal.

  As in the previous embodiment, when the radius of the circular trajectory of the horizontal traveling path 3b is 1.2 m and the descending speed of the car 1d is 2.1 m / s, the vehicle enters the lower lateral traveling path 3b. When the second emergency stop means 12 is operated immediately thereafter, the car 1d can be stopped at a position lowered several hundred mm by the braking force F2, and the lateral deceleration at that time is about 0.4G.

  Therefore, even if the braking force F2 of the second emergency stop means 12 is 160% larger than that of the first embodiment, the lateral deceleration can be reduced to 0.5 G or less to stop.

  As described above, even when an emergency stop is started at the lower end portion of the vertical traveling path 2, the car 1 is surely stopped at an appropriate deceleration.

  Next, the detailed structure of the first emergency stop means 6a and 6b will be described with reference to FIGS.

  The first emergency stop means 6a, 6b is composed of a first braking part and a second braking part.

  As shown in FIGS. 5 and 6, the first braking portion has a first body portion 17 that is fixed to the car 1 and constitutes a strength member. The first body portion 17 includes an upper frame 17A, a lower frame 17B, and left and right side frames 17C and 17D. A pressing force applying member 18 to which a pressing force is applied by a first elastic member (not shown) is loosely fitted to the fixed shaft 19 inside the left and right side frames 17C and 17D.

  A taper surface is provided on the surface of the pressing force applying member 18 facing the wide surface 5S of the vertical rail 5 so that the lower side is away from the wide surface 5S of the vertical rail 5. And in the position which opposes the vertical rail 5 inside this taper surface, it has a braking surface perpendicular | vertical to the side facing the wide surface 5S of the vertical rail 5, and has a reverse taper surface on the side facing the said taper surface. The first braking members 20A and 20B are positioned and guided so as to be movable in the vertical direction by guides 21A and 21B fixed to the pressing force applying member.

  The first braking members 20A and 20B are in a low position during normal operation of the elevator, and ensure a gap with the wide surface 5S of the vertical rail 5, and in an emergency, move upward along the tapered surface. Thus, a braking force is generated in contact with the wide surface 5S of the vertical rail 5.

  As described above, the first braking unit is configured.

  Further, as shown in FIGS. 5 and 6, the second braking part has a second body part 22, and the second body part 22 is also composed of an upper frame 22 </ b> A, a lower frame 22 </ b> B, and left and right sides. It consists of frames 22C and 22D. The second body portion 22 is connected by a vertical axis 23 fixed to the inside of the first body portion 17, and is configured to be displaced upward along the vertical axis 23.

  Inside the second body portion 22, a pair of arm portions 24A and 24B supported by the longitudinal axis 23 are supported so as to be displaceable in the vertical direction. One end side of the arm portions 24A, 24B extends from the vertical axis 23 to a position facing the wide surface 5S of the vertical rail 5, and second braking members 25A, 25B are attached to the extended ends. The other end side of the arm portions 24A, 24B extends from the longitudinal axis 23 to the opposite side of the vertical rail 5, and an operating mechanism is provided at the extended end portion.

  This operating mechanism is a second elastic member and is provided between a compression spring 27 loosely fitted on a spring guide pin 26 provided across the arm portions 24A and 24B, and between the arm portions 24A and 24B by compressing the compression spring 27. The actuator 28 is formed. The actuator 28 is a direct-acting solenoid. For example, a fixed portion of the actuator 28 is attached to the arm portion 24B side, and an operating portion of the actuator 28 is attached to the arm portion 24A side.

  In addition, a seat 22a that abuts the lower ends of the first braking members 20A and 20B at a position facing the lower ends of the first braking members 20A and 20B of the upper frame 22A constituting the second body portion 22. 22b are provided on the back side (lower surface side) of the seats 22a and 22b so that the first braking members 20A and 20B can be displaced in the horizontal direction along the tapered surface of the pressing force applying member. Stopper guide pins 29A and 29B are provided so as to protrude downward. The receiving seats 22a and 22b, the stopper guide pins 29A and 29B, and the distal end portions of the arm portions 24A and 24B to which the second braking members 25A and 25B are attached are arranged so that the vertical projection planes overlap. Originally, the first braking members 20A and 20B are driven by the displacement of the second body portion 22 via the seats 22a and 22b, but the stopper guide pins 29A and 29B are arranged so that the vertical projection planes overlap. A cantilever structure with the longitudinal axis 23 of the second body portion 22 as a fulcrum is made by approaching or abutting the lower end to the tip of the arm portions 24A, 24B to which the second braking members 25A, 25B are attached. The first braking members 20A and 20B can be driven more reliably with assistance.

  In an elevator equipped with the first emergency stop device 6a, 6b having the above-described configuration, the actuator 28 of the second braking unit is normally energized, so the compression spring 27 is compressed. The distal ends of the arm portions 24A and 24B are widened to dissociate the second braking members 25A and 25B from both sides of the wide surface 5S of the vertical rail 5.

  The second body portion 22 is at the lowest position due to its own weight, and the first braking members 20A and 20B supported by the second body portion 22 are also guided to the lowest position of the guide members 21A and 21B of the first braking portion. The vertical rail 5 is separated from both sides of the wide surface 5S.

  On the other hand, in an emergency, the power supply to the actuator 28 is cut off, the compression spring 27 is opened, and the other end portions of the arm portions 24A and 24B are expanded as shown by the arrow A in FIG. As shown, the tips of the arm portions 24A, 24B are narrowed.

  As a result, the second braking members 25A and 25B come into contact with both sides of the wide surface 5S of the vertical rail 5 and are pinched. Due to the clamping force of the vertical rail 5 of the second braking members 25A and 25B, the second body portion 22 is fixed to the vertical rail 5 together with the arm portions 24A and 24B and stays in place even if the car 1 continues to descend.

  As a result, the second body portion 22 is displaced relatively upward in the first body portion 17 along the vertical axis 23, and the first braking member 20 </ b> A mounted on the second body portion 22. , 20B are displaced relatively upward using the guide members 21A, 21B provided on the first body portion 17 as a guide. The first braking members 20A, 20B are displaced in the direction of the arrow C along the taper surface provided in the first body portion 17 along with the upward displacement, and are pressed against the wide surface 5S of the vertical rail 5, thereby The part 17 is fixed to the guide rail 5, and as a result, the further lowering of the car 1 is stopped.

  Next, the detail of the 2nd emergency stop means 12 is demonstrated using FIG.

  In FIG. 7, the rotary arm 8 includes a rope fastening portion 8A for connecting a driving rope (not shown) and a bracket 8B for holding the rope fastening portion 8A. The rope fastening portion 8A is pivotally supported on the column 7 above the car 1 by a bracket 8B. A gap is provided between the rotating arm 8 and the bracket 8B, and the second emergency stop means 12 is disposed at the position of the rotating shaft 9 of the bracket 8B. The horizontal rail 11 is located in the gap between the rope fastening portion 8A and the bracket 8B as indicated by a broken line. The cross-sectional shape of the horizontal rail 11 is a U-shape, and the second emergency stop means 12 passes through the inside of the U-shape.

  The two arm rollers 10 attached to the rope fastening portion 8A run on the groove 11T provided on the outer periphery of the horizontal rail 11, and thereby the rotation of the rotary arm 8 is restricted. When the rotating arm 8 rotates along the horizontal rail 11, the second emergency stop means 12 fixed to the bracket 8B also rotates together. Therefore, the operation direction 30 of the second emergency stop means 12 can always be perpendicular to the lateral rail 11.

  Since it is difficult to take a space for attaching the battery to the rotating arm 8, the power of the second emergency stop means 12 is supplied from the battery mounted on the car 1. Here, since the car 1 makes a number of circulated travel paths, the rotary arm 8 rotates 360 degrees or more in a lap. Therefore, if the power cable is connected from the car 1 to the second emergency stop means 12 on the rotary arm 8, it will be twisted. Therefore, a method using a slip ring is also conceivable, but there is a possibility of failure due to wear of a portion where the electrode slides. Therefore, the actuator 31 of the second emergency stop means 12 is disposed on the back surface of the column 7. As a result, it is not necessary to supply power by extending the power cable from the car 1 side to the rotating arm 8 side, and problems such as kinking of the power cable are solved.

  As shown in FIG. 8, the second emergency stop means 12 has a structure in which the braking member 32 is pressed against the opposing wall surface 11S of the lateral rail 11 having a U-shaped cross section. Then, the car 1 is braked by the frictional force generated between the braking member 32 and the horizontal rail 11. The second emergency stop means 12 is braked with the same braking force regardless of whether the car 1 moves in the left or right direction.

  Since the horizontal rail 11 has an arc shape, the shape of the braking surface of the braking member 32 is curved. The attachment member 33 of the braking member 32 has a sliding surface in the vertical direction. The brake member 32 can be slid up and down by guiding the mounting portion 33 of the brake member 32 with a cylindrical body 34 indicated by a broken line. The upper and lower braking members 32 are connected by a tension spring 35, and are usually attracted to each other to keep the closed state.

  Next, a mechanism for pushing the braking member 32 up and down will be described with reference to FIG.

  In FIG. 9, the bracket 8 </ b> B has a hollow shaft and is pivotally supported by the support column 7 on the car 1. A body 34 indicated by a broken line is fixed to the bracket 8B, and the braking member 32 rotates integrally with the rotary arm 8. A taper surface 33a is attached to the surface of the mounting member 33 of the braking member 32 on the bracket 8B side, and is brought into contact with a conical pressing member 37 located on the rotation axis of the bracket 8B. The operating rod 38 is attached to the pressing member 37 and is passed through the hollow rotating shaft of the bracket 8B. At this time, the operating bar 38 is guided by the linear bush 39 so that the operating bar 38 can move in the horizontal direction of the drawing and the rotation direction of the bracket 8B.

  The compression spring 40 is passed through the operating rod 38 and sandwiched between a spring seat 42 fixed to the support column 7 via a spacer 41 a and a stopper 43 fixed to the operating rod 38. Further, the right end portion of the actuating rod 38 is coupled to the actuator 31 fixed to the support column 7 via the spacers 41a and 41b. The actuator 31 is a direct acting solenoid that is normally energized and sucks the operating rod 38 in the right direction in the figure. When the power supply of the actuator 31 is cut off in an emergency, the compression spring 40 pushes the stopper 43 in the left direction in the figure, and the operating rod 38 and the pressing member 37 are pushed out in the left direction in the figure. Then, the conical surface of the pressing member 37 acts on the tapered surface 33a of the mounting member 33 to push the braking member 32 up and down.

  As described above, the second emergency stop means 12 presses the braking member 32 against the horizontal rail 11 to brake the car 1.

  Next, another structure of the second emergency stop means 12 will be explained with reference to FIGS.

  First, the basic operation of the braking member 32 will be described with reference to FIG.

  The braking member 32 has a curved braking surface, and has a taper surface in the direction in which the center is a valley on the opposite surface. The upper and lower braking members 32 are attracted to each other by a tension spring (not shown), and are normally in close contact with a pressing force applying member 46 having a tapered surface in a direction where the center is a mountain. In an emergency, the braking member 32 opens in the vertical direction as shown by a broken line and comes into contact with the opposing wall surface 11S of the horizontal rail 11. The braking member 32 ′ is fixed to the side rail 11 by the frictional force generated between the braking member 32 ′ and the side rail 11.

  At this time, if the car 1 is moving in the direction of the right arrow A, the pressing force applying member 46 moves relatively to the position of the broken line, and the right tapered surface of the pressing force applying member 46 ′ is the braking member 32 ′. The wedge comes into contact with the right tapered surface. Even if the car 1 is moving in the opposite direction, the pressing force applying member 46 is relatively moved in the opposite direction, and the wedge is applied to the left tapered surface.

  As described above, a large braking force is generated by pressing the braking member 32 against the lateral rail 11 using the wedge effect.

  Next, a detailed structure will be described with reference to FIGS.

  In FIG. 11, on the back side of the braking surface of the braking member 32, a tapered surface in two directions is attached so that the center is a valley. A holder 44 is attached to the back surface of the braking member 32. A groove 44a is provided on the braking surface side of the holder 44, and a taper surface 44b facing the back surface is provided on the opposite side. Furthermore, the upper and lower braking members 32 are connected by a tension spring 45 via a holder 44.

  Next, the detailed structure of the portion of the pressing force applying member 46 engaged with the valley-shaped tapered surface of the braking member 32 will be described with reference to FIG. In FIG. 12, the pressing force applying member 46 is tapered in two directions so that the center is a mountain, and a groove 46a is provided on the left and right side surfaces. The side frame 48 is bent up and down so as to fit the groove 46a to provide a claw portion 48a. The upper and lower pressing force applying members 46 are pressed against the body 34 via the compression springs 47, and the grooves 46a of the pressing force applying member 46 are hooked on the claw portions 48a of the side frames 48 to be loosely fitted. Further, the body 34 is fixed to the side frame 48.

  Further, a plate 49 for preventing the pressing force applying member 46 from coming forward is attached to the front surface of the body 34. In addition, a stopper 48b is attached to the side frame 48 to prevent the pressing force applying member 46 from coming back backward.

  Next, a mechanism for pushing the braking member 32 up and down will be described with reference to FIG.

  In FIG. 13, a guide 50 is attached to the bracket 8 </ b> B to guide the groove 44 a of the holder 44. Thereby, the braking member 32 can move in the direction of the groove 44a. In addition, an allowance is provided for the depth of the groove 44a of the holder 44 so that the braking member 32 can move somewhat up and down. A side frame 48 indicated by a broken line, in which the pressing force applying member 46 is loosely fitted, is fixed to the bracket 8B.

  The conical pressing member 37 is disposed so as to act on the tapered surface 44 b of the holder 44. Then, similarly to the first structure of the second emergency stop means 12, a mechanism including the operating bar 38, the compression spring 40, and the actuator 31 is configured. When the power supply of the actuator 31 is cut off in an emergency, the compression spring 40 pushes the stopper 43 in the left direction in the figure, and the operating rod 38 and the pressing member 37 are pushed out in the left direction in the figure. Then, the conical surface of the pressing member 37 acts on the tapered surface 44b of the holder 44 of the braking member 32 to push the braking member 32 up and down.

  As described above, the second emergency stop means 12 having another structure presses the braking member 32 against the lateral rail 11 to brake the car 1.

1 is an overall view of a circulation type multicar elevator according to an embodiment of the present invention; FIG. 3 is a flowchart showing an emergency stop means selection method of the control device of FIG. 1. It is a lower part enlarged view of FIG. It is a flowchart which shows the emergency stop means selection method of another control apparatus. FIG. 5 is an external perspective view of the emergency stop means of FIG. It is a perspective view of the 2nd braking part of Drawing 5. It is a perspective view of the rotation arm part which shows the position of the 2nd emergency stop means. It is a front view of the 2nd emergency stop means shown in FIG. It is sectional drawing of the 2nd emergency stop means and bracket side surface shown in FIG. It is a front view which shows the other example of the 2nd emergency stop means. It is an exploded view of the braking member of the 2nd emergency stop means shown in FIG. It is an exploded view of the pressing force application member of the 2nd emergency stop means shown in FIG. It is sectional drawing of the 2nd emergency stop means and bracket side surface shown in FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Car 2a, 2b Vertical traveling path 3a, 3b Lateral traveling path 4L, 4U Car roller 5a-5d Vertical rail 6a, 6b First emergency stop means 7 Strut 8 Rotating arm 10 Arm roller 11a, 11b Horizontal rail 12 Second emergency Stopping means 13L, 13U Proximity sensor 18 Pressing force applying member of first emergency stopping means 20 First braking member 25 Second braking member 28 Actuator of first emergency stopping means 31 Actuator 32 of second emergency stopping means Brake member of second emergency stop means 38 Actuating rod 46 Pressing force applying member of second emergency stop means according to the second structure 51 Cam 52 Limit switch

Claims (6)

Two vertical traveling roads having a curved portion or an inclined portion for connecting two vertical traveling roads arranged side by side on the left and right sides and connecting upper and lower end portions of the two vertical traveling roads. In an elevator that is placed above and below to form a circulation path, and the car circulates,
Vertical rails are installed on the left and right sides of the vertical traveling path, and the lower side of the car is moved up and down by guiding the car rollers provided on the left and right sides of the upper and lower ends of the car so as to act on the left and right vertical rails. Electric first emergency stop means are arranged on the left and right car rollers, and the upper and lower ends of the two vertical rails in the middle of the four vertical rails of the left and right vertical running paths are higher than the height of the car. Shorten the space to allow the car to move laterally at the top and bottom end of the vertical runway, and set the upper side rail left and right end sections vertically downwards at least the length from the bottom of the car to the top of the first emergency stop means. The length of the car is longer than the value obtained by subtracting the length from the bottom of the car to the lower end of the first emergency stop means, and the left and right end sections of the lower side rail are extended vertically upward. The left and right first emergency stop means are provided with means for detecting the vertical rail. In the event of an emergency, a control device is provided on the car for selecting the emergency stop means according to the detection state of the vertical rail. The control device selects the first emergency stop means when both the left and right vertical rails are detected. Other than that, the electric second emergency stop means installed on the car acting on the horizontal rail provided along the trajectory of the car on the horizontal traveling path is selected, and the selected emergency stop means is operated. Elevator safety device characterized by that.   The safety device for an elevator according to claim 1, wherein the second emergency stop means operates in both the left and right directions on the lateral traveling path.   The second emergency stop means supports the braking member by a pressing force applying member that is tapered in two directions. Even if the emergency stop is operated in either direction, the braking member is railed by the taper of the pressing force applying member. The elevator safety device according to claim 1, wherein the elevator safety device is pushed by   2. A rotary arm whose angle changes along a horizontal rail of the horizontal running path is pivotally supported on a car, and second emergency stop means is disposed on the rotary axis of the rotary arm. Elevator safety device. A second emergency stop means is installed in the rotary arm portion, an actuator for operating the second emergency stop means is arranged in the car, and a power transmission means for transmitting the power of the actuator to the second emergency stop means is provided as the rotary arm. The elevator safety device according to claim 4, wherein the elevator safety device is disposed on a rotating shaft. A means for determining that the height position of the car is less than the predetermined value is provided, and a controller that selects the emergency stop means according to the detection state of the vertical rail and the height position determination result of the car in an emergency is provided on the car. The second emergency stop means is provided when the control device does not detect both the left and right vertical rails, or when the result of the height determination is less than a predetermined value and the first emergency stop means is not in operation. elevator safety device according to claim 1, characterized in that to choose a.

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