JP5810015B2 - Elevator with safety device - Google Patents

Description

  The present invention relates to an emergency stop device for an elevator, and is particularly suitable for an emergency stop device that generates a stable braking force even in a high-speed elevator.

  Conventionally, an elevator is provided with an emergency stop device as a safety device for stopping the car at an appropriate deceleration when the car descends at a certain speed or higher.

  When the car reaches a predetermined speed or more, the emergency stop device sandwiches the rail installed in the hoistway with two brakes with trapezoidal friction materials and puts the brakes on the rails with springs. The braking force is generated by pressing and the force generated by the elastic deformation of the spring. The brake is formed of a material such as cast iron, copper-based sintered alloy, or ceramics having an appropriate friction coefficient and wear resistance. It is common.

  In addition, the speed of elevators has increased with the construction of high-rise buildings, and the emergency stop device is required to generate a stable braking force even in a high-temperature environment due to frictional heat generated between the brake and the guide rail. .

  When the braking force is generated, the brake is lifted relatively to the housing of the safety device attached to the car while the car is lowered, and the spring is pushed out.

The braking force is determined by the lifting amount of the brake element.
Therefore, positioning the brake element at a predetermined height position with a small error leads to reliably stopping the elevator at a predetermined deceleration.

Specifically, the upper surface of the brake element and the top plate of the emergency stop device housing are brought into contact with each other for positioning.
Here, the contact speed between the two increases as the specification (falling speed) of the elevator increases, so in a high-speed elevator, a phenomenon occurs in which the brake springs back after collision with the top plate at the time of contact between the two. The predetermined spring force and braking force cannot be obtained.

  Therefore, for example, Patent Document 1 discloses a structure in which a shock absorber is provided on the upper surface of the brake element to suppress an impact when contacting the top plate.

Japanese Patent Laid-Open No. 05-147856

  In the above prior art, although the impact at the time of collision can be suppressed, the buffer body lacks reproducibility because its deformation changes because its elasticity changes such as temperature and humidity and deterioration over time.

  Therefore, since the distance between the top surface of the brake element and the top plate of the emergency stop device housing also changes due to this buffer, it becomes difficult to position the brake element at a predetermined height position with a small error. There was a concern that a stable braking force could not be obtained.

  Further, when an elastic body such as rubber is used as the buffer body, hydrolysis due to moisture absorption may occur. In this case, since the elastic characteristics cannot be generated at all, the function of shock absorption is lost. As a result, there is a concern that a predetermined braking force cannot be obtained as in the conventional case.

  The present invention has been made to solve the above-mentioned problems, and its purpose is to suppress the rebound of the brake to generate a stable braking force even at high speeds and to reliably stop the elevator at a predetermined deceleration. It is to provide an emergency stop device.

In order to achieve the above object, the present invention provides an emergency stop device that generates a braking force by pressing and sliding a guide rail installed in a hoistway with a brake to stop an elevator car. in elevators provided with, disposed between the safety device housing said brake shoe and該制Doko when raised the previous SL braking element abuts, the emergency stop and the brake transducer which generates the pulling direction of the brake element A collision force direction conversion unit that converts a collision force with the device housing in a direction perpendicular to the pulling direction, and the collision force direction conversion unit is provided on either the brake element or the emergency stop device housing. A convex member and a concave member that is provided on either the brake element or the safety device housing and is fitted with the convex portion, and the convex member or the concave member is relative to each other. The convex member is provided on a contact surface of the brake element to the emergency stop device housing, and the concave member is provided on the emergency stop device housing. The center position of the convex member is displaceably provided at a position different from the center position .

  According to the present invention, a collision force direction changing portion is provided, and the collision force between the brake element and the device housing is changed in direction to change to a moving force, thereby suppressing the rebound of the brake element and providing a stable braking force even at high speed specifications. An emergency stop device that occurs and reliably stops the elevator at a predetermined deceleration can be provided.

  Even if a collision force direction changing portion is provided, the distance between the top surface of the brake element and the emergency stop device housing is constant, so that it becomes easy to position the brake element at a predetermined height position with a small error. It is possible to stabilize the braking force of the emergency stop device.

BRIEF DESCRIPTION OF THE DRAWINGS The front view which shows the emergency stop apparatus of one Embodiment by this invention. The fragmentary sectional view and bottom view which show the safety device of one embodiment by this invention. The fragmentary sectional view of the safety device of one embodiment by the present invention. Operation | movement explanatory drawing of the emergency stop apparatus of one Embodiment by this invention. The partial operation explanatory view of the safety device of one embodiment by the present invention. The elevator perspective view provided with the emergency stop device of one embodiment by the present invention. The figure which compared the bounce height of a brake when calculating a collision. The fragmentary longitudinal cross-sectional view of the safety device of other embodiment. The fragmentary perspective view of the safety device of other embodiment.

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

FIG. 1 is a longitudinal sectional view of the emergency stop device 10 when it is not in operation (normal elevator operation).
The emergency stop device 10 has a pair of brake elements 1 configured symmetrically with respect to the guide rail 2, and these brake elements 1 are slightly different from the guide rail 7 so as to be able to hold the guide rail 2. They are arranged almost in parallel with a gap.

  Moreover, the back surface on the side opposite to the guide rail of the brake element 1 is a wedge-shaped smooth inclined surface that narrows upward.

  And the guide member 4 which guides the displacement on the back surface of the brake element 1 is provided so that the brake element 1 may move to a predetermined position.

  The guide member 4 includes a guide plate 3 that forms an inclined surface parallel to the inclined surface of the brake element 1 and guides the movement of the brake element 1, and is accommodated in the guide plate 3 and is stored in the brake element 1. And a roller 5 that rotates to guide the movement.

  The outer side of the back guide member 4 is a vertical surface, and is narrowed in the direction of the guide rail 2 by a spring 6 formed in a U shape with the side facing the guide rail 2 open. 1 is held at a position away from the guide rail 2.

  The brake 1, the guide plate 3, the back guide member 4, and the spring 6 are accommodated in a housing 7, and at one end of the brake 1, there is a lifting rod that a driving means (not shown) that drives the emergency stop device 10 has. It is connected.

Next, the configuration and operation of the safety device will be described with reference to FIGS.
FIG. 6 is a perspective view schematically showing an elevator car provided with the emergency stop device 10.
A passenger car 24 on which passengers are placed is connected to a drive system (not shown) on the top floor of the building by a rope 25.

In this figure, details of the door opener and outer frame are not shown for the sake of simplicity.
Guide rails 2 are installed on both sides of the hoistway to guide the raising and lowering of the car 24, and an emergency stop device 10 is installed on the lower end of the car 24 so as to sandwich the guide rail 2. .

  Here, the emergency stop device 10 is also provided in the guide rail 2 on the opposite side (not shown), and both are connected by a connection mechanism (not shown).

Further, the emergency stop device 10 has simplified details such as a housing.
The operation of the emergency stop device will be described with reference to FIG.
FIG. 4 shows a state where the safety device 10 is operated.
When the moving speed of the car 24 reaches a set speed exceeding the rated speed by cutting the rope 25 or the like, a speed sensing device (not shown) installed on the top floor is operated, and the brake 1 is guided along the guide plate 3 with the guide member. 4, the pair of brakes 1 move so as to reduce the distance between them, and sandwich the guide rails 2 installed on the hoistway walls on both sides of the car.

  At this time, the pair of brake elements 1 pushes the guide member 4 and the spring 6 in the direction of the arrow 20, and the reaction force that the guide member 4 and the spring 6 are pushed and spread acts on the brake element 1 to guide the guide rail 2. A frictional force is generated between the brakes 1 sandwiching the vehicle and the car 24 is stopped.

  Therefore, the amount by which the spring 6 is spread, that is, the force with which the brake element 1 presses the guide rail 2 is determined by how far the brake element 1 bites into the guide member 4.

  When a small pressing force is sufficient, a thick spacer is installed to set the bite height of the brake element 1 low, and when a large pressing force is required, it is thin to set the bite height of the brake element 1 high. Install spacers.

  In this setting, a spacer is inserted into the housing top plate 15 and the brake element 1 is brought into contact with the spacer, and the braking force is determined by setting the height position of the brake element 1 as described above.

  In general, the spring constant of the spring 6 used in the emergency stop device is as high as several tens of kN / mm or more. If the positioning accuracy of the brake 1 is poor, a predetermined spring force cannot be applied and a predetermined deceleration is obtained. The elevator cannot be stopped.

  Therefore, it is important to adopt a configuration in which the position of the brake element 1 can be set accurately and quickly.

  By the way, as shown in FIG. 1, the upper surface of the brake element 1 is provided with a pin 9 that is a convex member that fits when the brake element 1 comes into contact with the top plate 15 of the housing 7.

  The top plate 15 of the housing 7 is provided with a shim 8 that is a concave member that fits with the pin 9 and determines the position in the vertical direction while reducing the impact at the time of collision of the brake 1.

  In the present invention, the pin 9 that is a convex member and the shim 8 that is a concave member constitute a collision force direction changing portion.

FIG. 2 is a longitudinal sectional view showing the shape of the pin 9 and the shim 8, and a bottom view.
FIG. 2A shows the shape of the pin 9.
The vertical section has a trapezoidal shape with a narrow upper part, and the bottom surface 13 has a circular shape, in other words, a shape obtained by cutting the upper part of the cone in the horizontal direction.

FIG. 2B shows the shape of the shim 8.
The vertical cross section has a trapezoidal gap that narrows upward inside, and the bottom surface 14 has a circular shape, in other words, a shape in which a concave gap (notch) in which the upper part of the cone is cut horizontally is provided inside the cylinder. is there.

  The convex slope 11 of the pin 9 and the concave slope 12 of the shim 8 have substantially the same inclination angle, and both surfaces come into contact with each other when they are fitted.

  Here, the material of the pin 9 and the shim 8 is metal, and it is preferable to use, for example, a rigid body that is not easily deformed according to conditions such as temperature and humidity, such as steel and stainless steel.

FIG. 3 is a cross-sectional view showing a structure for attaching the shim 8 to the top plate 15.
The shim 8 is housed in the case portion 16, and the case portion 16 is fixed to the top plate 15 of the housing with screws (not shown).

  The case portion 16 has a hollow cylindrical shape and is attached with the large opening on the upper side. The diameter of the small opening is smaller than the diameter of the shim 8 so that the shim 8 covers the small opening. It is stored.

  Between the shim 8 and the inner wall of the case portion 16, gaps 18 and 19 are provided for the shim 8 to move in the horizontal direction.

  Further, there is no gap between the shim 8 and the chassis top plate 15 and both are in contact with each other, and the shim 8 is held at a predetermined position in the case portion 16 without being displaced by vibration during normal running.

  Although the attachment structure of the pin 9 and the brake element 1 is not shown, a structure in which a screw is provided on the bottom surface of the pin 9 and fastened to the brake element 1 can be adopted.

  FIG. 5 shows a change in the operating state of the pin 9 and the shim 8 when the safety device 10 is operated, that is, the operating state of the collision force direction changing portion.

  (A) The figure shows the state before operation, (b) the figure shows the state when the brake element 1 is pulled up, and (c) the figure shows the state where the pin 9 and the shim 8 are fitted.

  First, before operation, as shown in FIG. 5A, the pin 9 and the shim 8 are separated from each other, and the vertical central axis of the pin 9 and the central axis of the concave slope of the shim 8 are not in a straight line.

  When the emergency stop device 10 is actuated and the brake element 1 is pulled up so that the convex slope 11 of the pin 9 and the concave slope 12 of the shim 8 come into contact with each other as shown in FIG. Force acts in the direction.

  Since the shim 8 is movable in the horizontal direction, the shim 8 starts to move (displace) in the direction of the acting force.

  When the shim 8 moves in the horizontal direction, the convex slope 11 of the pin 9 and the concave slope 12 of the shim 8 having the same inclination angle are fitted to each other as shown in FIG.

  The slight gap 17 between the casing top plate 15 and the shim 8 is eliminated by the vertical component of the force acting on the shim concave slope 12, and the vertical position of the brake 1 is determined.

  Since the shim 8 is made of a rigid body, there is almost no deformation due to external force. Even if the same operation is repeated, the height position of the brake 1 is determined to be the same height position, so it is set even if the ambient temperature and humidity environment conditions change. Thus, the spring force of the spring 6 can be reliably applied.

  Further, when the shim 8 is moved in the horizontal direction during the fitting operation of the pin 9 and the shim 8, the collision force between the brake element 1 and the safety device top plate 15 is changed to a horizontal movement resistance perpendicular to the pulling direction. In order to convert, the rebound of a brake is suppressed.

It is also effective to increase the friction coefficient of the surface where the housing top plate 15 and the shim 8 abut.
FIG. 7 shows the result of calculating the time change of the spring force of the spring 6 that narrows the brake 1 when the brake 1 is pulled up.

  In the comparative example 1 shown in the figure, when a shock absorber is provided on the upper part of the brake element shown in the publicly known example mentioned in the background art, the elastic body absorbs moisture due to moisture absorption and no shock absorption is possible at all. In other words, when the top surface of the brake element 1 and the top plate 15 of the casing 7 are in direct contact with each other, the comparative example 3 is a case where the damping body of the comparative example 1 is deteriorated over time and the attenuation coefficient becomes −60%. Show.

  An example is the present invention, and is a case where a pin 9 is provided on the upper surface of the brake 1 and a horizontally movable shim 8 is provided as described in the above embodiments.

  In the first comparative example, the temperature and humidity conditions are the best, and when there is no deterioration over time, the impact between the brake 1 and the top plate 15 is absorbed and there is almost no rebound, and a predetermined spring force is exhibited.

  In Comparative Example 2, the brake element 1 bounces after contacting the top plate 15 and gradually reaches a predetermined value after being reduced by about 40% from the predetermined spring force.

  In Comparative Example 3, the buffer body deteriorates over time, and the ability to attenuate the collision energy decreases, and after reaching about 70% from the predetermined spring force, gradually reaches a predetermined value.

  In the examples, the tendency between the comparative example 1 and the comparative examples 2 and 3 is shown, and although there is a bounce, the minimum spring force is secured around 80%.

  Therefore, in the known technology provided with the buffer body, there is a concern that the predetermined spring force is greatly reduced due to its aging, but in the present invention, a stable spring force can be ensured and stable braking can be performed without concern. is there.

  Further, in Comparative Example 2, there is a concern that the braking force of the emergency stop device 10 may be reduced due to the operation of the brake element 1 and the guide roller 5.

  That is, the above calculation is a result under an ideal condition that when the brake element 1 is lifted, the guide roller 5 is also lifted together, and when the brake element 1 is pulled down, the guide roller 5 is also pulled down together.

  However, when the brake element 1 rebounds vigorously, a slip occurs between the brake element 1 and the guide roller 5 so that the guide roller 5 stays in the raised position or other positions in the raised position. It is also possible to twist with parts.

  Then, when the brake element 1 is lifted again, there is a possibility that the guide roller 5 that has already been lifted becomes a resistance and the brake element 1 cannot be lifted any more.

  Then, in the example in which the spring force change described above is calculated, in Comparative Example 2, only 60% of the spring force after rebounding can be exhibited, and it is difficult to stop at a predetermined deceleration because the braking distance becomes long. Become.

In the European EN standard, the deceleration is defined within 1.96 to 9.8 m / s ² , and when the spring force fluctuates by about 25% or more, this cannot be satisfied and the 40% reduction in this calculation example is achieved. The case does not meet the standard.

  As described above, when the shock absorber is provided as shown in Comparative Example 1, the initial performance sufficiently satisfies the standard, but when the secular change occurs, the initial spring force is shown as in Comparative Example 3. It is conceivable that the spring force is greatly reduced by about 70%.

  Furthermore, when the aging deteriorates and the state of Comparative Example 2 is reached, there is a possibility that the performance of the spring force is reduced to a point where the European EN standard is not satisfied.

  On the other hand, in the example, although it is inferior to the comparative example 1 which is the initial performance of the known example, it does not change over time, so it can always satisfy the standard and can be said to be superior to the comparative examples 2 and 3. .

FIG. 8 shows another fixing structure of the shim 8.
A support spring 26, which is an elastic body, is provided in the horizontal gap between the shim 8 and the case portion 16 so that the initial positions of the central axes in the vertical direction of the shim 8 and the pin 9 are always shifted.

  The European EN standard stipulates that the braking operation is performed twice in succession, and the same effect of suppressing the rebound of the brake element 1 can be obtained even if a plurality of tests according to this are performed.

  The support spring 26, which is an elastic body, also has a function of holding the shim 8 at a predetermined position in the case portion 16 without being displaced by vibration during normal travel.

  Since the shim 8 is also made of a rigid body, there is almost no deformation due to external force. As in the case described above, the height position of the brake 1 is determined at the same height position, so that the ambient temperature and humidity environment conditions change. Also, the set spring force of the spring 6 can be reliably applied.

  Further, when the shim 8 is moved in the horizontal direction during the fitting operation of the pin 9 and the shim 8, the collision force between the brake element 1 and the safety device top plate 15 is changed to a horizontal movement resistance perpendicular to the pulling direction. The effect of suppressing the rebound of the brake for the conversion is also the same.

FIG. 9 shows another embodiment of the pin 30 and shim 27.
The pin 30 is a prism having a trapezoidal vertical cross section, and the shim 27 is a prism having a concave inclined surface that is the same inclined surface as the pin 30.

  At this time, the shim 27 and the right inclined surface 28 and the left inclined surface 29 of the pin 30 do not need to be objects, and the shim 27 side and the pin 30 side may have substantially the same inclined surface.

  That is, the shape required for the pin 27 and the shim 30 can be fitted to each other with an inclined surface (either a flat surface or a curved surface), and the concave and convex inclined surfaces of both can contact each other almost equally. Good.

By providing the inclined surface, the collision force in the vertical direction can be converted into the horizontal direction.
Further, the pins and shims described so far are opposite to each other, that is, even if the pins are installed on the top plate 15 side and the shims are installed on the brake element 1 side, the inclined surface in FIG. Even if it is provided in the front-rear direction), the same effect as the above-described embodiment can be obtained.

  As described above, the collision force in the vertical direction between the brake element and the emergency stop device housing is changed by the collision force direction conversion unit to change the movement resistance force in the horizontal direction, thereby suppressing rebound at the time of collision of the brake element. Thus, it is possible to generate a stable braking force and reliably stop the elevator at a predetermined deceleration.

1 Braking 2 Rail 6 Spring 8 Shim (concave member)
9 pin (convex shaped member)
DESCRIPTION OF SYMBOLS 11 Convex slope 12 Concave slope 15 Top plate 16 Case part 26 Support spring

Claims (4)

In an elevator equipped with an emergency stop device that generates a braking force by pressing and sliding a guide rail installed in a hoistway with a brake to stop the elevator car,
Collision between the safety device casing and the braking element which provided, generated in the pulling direction of the braking element between the safety device enclosure is該制Doko abuts upon pulling the brake shoe and the front Symbol braking element Having a collision force direction changing portion for converting force into a direction perpendicular to the pulling direction ;
The collision force direction changing portion is a convex member provided on one of the brake or the emergency stop device casing, and the convex portion provided on either the brake member or the emergency stop device casing. And the convex member or the concave member is relatively displaced in a direction perpendicular to the pulling direction.
The convex member is provided on a contact surface of the brake element with the emergency stop device housing, and the concave member is displaceable to the emergency stop device housing. Is provided with an emergency stop device, characterized in that is provided at different positions . The elevator with the emergency stop device according to claim 1 , wherein the convex member is formed in a substantially conical shape, and the concave member has an inclined portion substantially the same as the substantially conical shape. An elevator provided with an emergency stop device, characterized by being provided with a notch to be fitted. In the elevator provided with the emergency stop device according to claim 1 , a case portion holding the concave member with a gap in a direction perpendicular to the pulling direction at a position in contact with the emergency stop device housing. An elevator equipped with an emergency stop device characterized by comprising. The elevator provided with the emergency stop device according to claim 3 , wherein the elevator is provided with an elastic body disposed in a gap in the case portion.