JP6570751B2 - Elevator emergency stop device - Google Patents

Description

  The present invention relates to an elevator emergency stop device that is mounted on a lifting body that moves up and down along a guide rail and that makes an emergency stop of the lifting body by a frictional force between a brake wedge member and a guide rail.

  In general, an elevator car is equipped with an emergency stop device. The emergency stop device is provided with a wedge-shaped brake. When the lowering speed of the car exceeds the set value, the speed governor is activated and the brake is pressed against the guide rail, and the car is brought to an emergency stop by the frictional force generated between the brake and the guide rail.

  At this time, the frictional force, that is, the braking force, varies depending on the difference in the friction coefficient between the brake and the guide rail. That is, the braking force varies depending on the state of the braking surface, the braking speed, and the like even if the vertical drag force that presses the braking surface of the brake against the braking surface of the guide rail is constant. For example, at the start of deceleration, the braking speed is fast and the frictional force is small, so the deceleration is small. At the end of deceleration, the braking speed is slow and the frictional force is large, so the deceleration increases rapidly. .

  On the other hand, in the conventional emergency stop device for an elevator, a reverse wedge is used as a member for supporting a normal wedge-shaped brake, and when the coefficient of friction increases, the brake is physically separated from the guide rail, An excessive braking force is prevented (see, for example, Patent Document 1).

JP-A-5-238659

  In the conventional elevator emergency stop device as described above, since there are mechanical dimensional tolerances in the guide rail, the brake, the spring, and the like, the threshold value for reducing an excessive braking force due to an increase in the friction coefficient varies. For this reason, the dimensional tolerance is severe, and it is difficult to adjust the braking force at the installation site.

  The present invention has been made to solve the above-described problems, and is an emergency stop for an elevator that can generate a more stable braking force even if the coefficient of friction changes or there is a dimensional tolerance. The object is to obtain a device.

  An elevator emergency stop device according to the present invention is provided in a lifting body that is guided by a guide rail and moves up and down, and has a reverse wedge guide surface that moves away from the guide rail as it goes upward. It has a braking surface that can move up and down with respect to the body and that faces the guide rail, and a braking wedge joint surface that approaches the braking surface as it goes upward, and is pulled up during emergency braking of the lifting body to guide Braking wedge member pressed against the rail, reverse wedge joint surface that can move up and down with respect to the frame body along the reverse wedge guide surface, and reverse wedge joint surface in contact with the reverse wedge guide surface And a reverse wedge member that is pressed against the reverse wedge guide surface during emergency braking, and is provided between the frame body and the reverse wedge member, so that the reverse wedge member can be displaced upward. Spring loaded to provide resistance The provided, spring device, the change in force occurs for the increase in upward displacement of the braking wedge member has a non-linear characteristic with a small a region than the displacement early.

  In the elevator emergency stop device according to the present invention, since the spring device has a nonlinear characteristic, a more stable braking force can be generated even if the friction coefficient changes or there is a dimensional tolerance.

It is a block diagram which shows the elevator by Embodiment 1 of this invention. It is principal part sectional drawing which shows the normal state of the safety device of FIG. It is principal part sectional drawing which shows the state at the time of the action | operation of the safety device of FIG. It is sectional drawing which expands and shows the spring apparatus of FIG. It is sectional drawing which shows the state which the disc spring of FIG. 4 bent to the maximum. It is a graph which shows the relationship between the deflection ratio and load ratio of a general disc spring. FIG. 6 is a cross-sectional view showing a first modification of the spring device according to the first embodiment. FIG. 6 is a cross-sectional view showing a second modification of the spring device of the first embodiment. FIG. 6 is a cross-sectional view showing a third modification of the spring device according to the first embodiment. FIG. 10 is a cross-sectional view showing a fourth modification of the spring device according to the first embodiment. It is explanatory drawing which shows the initial stage bending shape of a disk spring. It is explanatory drawing which shows the bending shape in the primary mode 1 of a disk spring. It is explanatory drawing which shows the bending shape in the primary mode 2 of a disc spring. FIG. 10 is a cross-sectional view illustrating a fifth modification of the spring device according to the first embodiment. It is principal part sectional drawing which shows the state of the normal time of the emergency stop apparatus of the elevator by Embodiment 2 of this invention. It is principal part sectional drawing which shows the state at the time of the action | operation of the safety device of FIG. It is sectional drawing which expands and shows the principal part of FIG. It is principal part sectional drawing which shows the state of the normal time of the emergency stop apparatus of the elevator by Embodiment 3 of this invention. It is a block diagram which shows the state of the spring apparatus at the time of the action | operation of the emergency stop apparatus of FIG. It is principal part sectional drawing which shows the state of the normal time of the emergency stop apparatus of the elevator by Embodiment 4 of this invention. It is principal part sectional drawing which shows the state at the time of the action | operation of the safety device of FIG.

Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.
Embodiment 1 FIG.
FIG. 1 is a block diagram showing an elevator according to Embodiment 1 of the present invention. In the figure, a machine room 2 is provided in the upper part of the hoistway 1. In the machine room 2, a hoisting machine 3, a deflecting wheel 4, and a control device 5 are installed. The hoisting machine 3 includes a drive sheave 6, a hoisting machine motor (not shown) that rotates the driving sheave 6, and a hoisting machine brake (not shown) that brakes the rotation of the driving sheave 6.

  A suspension body 7 is wound around the drive sheave 6 and the deflecting wheel 4. As the suspension body 7, a plurality of ropes or a plurality of belts are used. A car 8, which is a lifting body, is connected to the first end of the suspension body 7. A counterweight 9 that is an elevating body is connected to the second end of the suspension body 7.

  The car 8 and the counterweight 9 are suspended in the hoistway 1 by the suspension body 7 and are moved up and down in the hoistway 1 by rotating the drive sheave 6. The control device 5 moves the car 8 up and down at a set speed by controlling the hoisting machine 3.

  In the hoistway 1, a pair of car guide rails 10 that guide the raising and lowering of the car 8 and a pair of counterweight guide rails 11 that guide the raising and lowering of the counterweight 9 are installed. A car buffer 12 and a counterweight buffer 13 are installed at the bottom of the hoistway 1.

  An emergency stop device 14 that holds the car guide rail 10 and makes the car 8 emergency stop is mounted on the lower part of the car 8. The emergency stop device 14 is provided with an operating lever 15 for operating the emergency stop device 14.

  The machine room 2 is provided with a speed governor 16 that monitors whether the car 8 is traveling at an excessive speed. The governor 16 includes a governor sheave 17, an overspeed detection switch, a rope catch, and the like. A governor rope 18 is wound around the governor sheave 17.

  The governor rope 18 is laid in a ring shape in the hoistway 1 and connected to the operating lever 15. The governor rope 18 is wound around a tension wheel 19 disposed at the lower part of the hoistway 1. Although the governor rope 18 is drawn behind the car 8 in FIG. 1 for simplicity, it is actually laid near one of the car guide rails 10. When the car 8 moves up and down, the governor rope 18 circulates and the governor sheave 17 rotates at a rotational speed corresponding to the traveling speed of the car 8.

  The governor 16 mechanically detects that the traveling speed of the car 8 has reached an excessive speed. As the excessive speed to be detected, a first excessive speed Vos that is higher than the rated speed Vr and a second excessive speed Vtr that is higher than the first excessive speed are set.

  When the traveling speed of the car 8 reaches the first overspeed Vos, the overspeed detection switch is operated. Thereby, the electric power feeding to the hoisting machine 3 is interrupted, and the car 8 stops suddenly.

  When the descending speed of the car 8 reaches the second excessive speed Vtr, the governor rope 18 is gripped by the rope catch, and the circulation of the governor rope 18 is stopped. As a result, the operation lever 15 is operated, the emergency stop device 14 is activated, and the car 8 is brought to an emergency stop.

  FIG. 2 is a cross-sectional view of the main part showing the normal state of the safety device 14 of FIG. 1 and shows only one side with respect to the car guide rail 10. It has a symmetrical configuration. The emergency stop device 14 has the same configuration on both sides of the car 8 in the width direction, and when the operating lever 15 is operated, the car guide rail 10 is gripped simultaneously. FIG. 3 is a cross-sectional view of the main part showing the state of the safety device 14 of FIG. 2 during operation.

  The emergency stop device 14 includes a frame body 21, a reverse wedge member 22, a brake wedge member 23, and a spring device 24. The frame body 21 includes a cover 25 fixed to the lower portion of the car 8 and an inverted wedge guide member 26 fixed to the inside of the cover 25. The reverse wedge guide member 26 is provided with a reverse wedge guide surface 26a that is an inclined surface that is separated from the car guide rail 10 as it goes upward.

  The reverse wedge member 22 is disposed between the reverse wedge guide surface 26a and the brake wedge member 23, and can move up and down obliquely with respect to the frame body 21 along the reverse wedge guide surface 26a. The reverse wedge member 22 includes a reverse wedge joint surface 22a that is in contact with the reverse wedge guide surface 26a and a facing surface 22b that is a surface opposite to the reverse wedge joint surface 22a. The facing surface 22b faces the car guide rail 10 with the brake wedge member 23 interposed therebetween.

  The facing surface 22b is an inclined surface that moves away from the reverse wedge joint surface 22a and approaches the car guide rail 10 as it goes upward. That is, the interval between the reverse wedge joint surface 22a and the opposing surface 22b is tapered downward. Further, the reverse wedge joint surface 22a and the opposing surface 22b are inclined in directions opposite to each other with respect to the vertical surface.

  The brake wedge member 23 can move up and down obliquely with respect to the frame body 21 along the facing surface 22b. That is, the facing surface 22b functions as a braking wedge guide surface that guides the vertical movement of the braking wedge member 23. Further, the brake wedge member 23 has a brake wedge joint surface 23 a that is in contact with the facing surface 22 b and a brake surface 23 b that faces the car guide rail 10.

  The braking wedge joint surface 23a approaches the braking surface as it goes upward. That is, the distance between the brake wedge joint surface 23a and the brake surface 23b is tapered upward.

  At the time of emergency braking of the car 8, the brake wedge member 23 is lifted with respect to the frame body 21 and pressed against the car guide rail 10. At this time, the reverse wedge member 22 is pressed against the reverse wedge guide surface 26 a by the brake wedge member 23.

  The angle between the reverse wedge guide surface 26a and the facing surface 22b is larger than the angle between the braking wedge joint surface 23a and the raising / lowering direction of the car 8.

  The brake wedge member 23 is provided with an adjustment bolt 27 that faces the lower end of the reverse wedge member 22 and serves as a facing portion that contacts the lower end of the reverse wedge member 22 when the brake wedge member 23 is displaced upward. By adjusting the screwing amount of the adjusting bolt 27 into the braking wedge member 23, the distance from the adjusting bolt 27 in the normal state to the lower end of the reverse wedge member 22 can be adjusted.

  The spring device 24 is provided between the cover 25 and the upper end of the reverse wedge member 22, and provides resistance to the upward displacement of the reverse wedge member 22. The spring device 24 includes a spring receiver 28 fixed to the upper end of the reverse wedge member 22 and a disc spring 29 provided on the spring receiver 28. The disc spring 29 is held by a spring receiver 28.

  The spring receiver 28 is provided with a deformation restricting portion 28 a that protrudes into the disc spring 29 and mechanically restricts deformation of the disc spring 29 to prevent buckling of the disc spring 29.

  The spring device 24 has a non-linear characteristic having a region in which a change in force generated in response to an increase in the amount of displacement upward of the brake wedge member 23 is smaller than the initial displacement.

  4 is an enlarged cross-sectional view of the spring device 24 shown in FIG. 2, and FIG. 5 is a cross-sectional view showing a state where the disc spring 29 shown in FIG. When the inner surface of the disc spring 29 hits the deformation restricting portion 28a, the disc spring 29 is prevented from further deformation.

  When the lowering speed of the car 8 reaches the second excessive speed Vtr and the operating lever 15 is pulled up with respect to the car 8 via the governor rope 18, the brake wedge member 23 moves upward with respect to the frame body 21. Be raised. The brake wedge member 23 is displaced along the facing surface 22b and hits the car guide rail 10. Further, when the brake wedge member 23 is pulled up, the disc spring 29 is compressed, and a braking force that presses the brake wedge member 23 against the car guide rail 10 is generated.

  At this time, since the upward displacement of the reverse wedge member 22 is smaller than the upward displacement of the brake wedge member 23, the adjustment bolt 27 hits the reverse wedge member 22 when the brake wedge member 23 is displaced upward. Thereafter, when the brake wedge member 23 and the reverse wedge member 22 are integrally displaced upward, the brake wedge member 23 and the reverse wedge member 22 tend to be separated from the car guide rail 10 along the reverse wedge guide surface 26a. Thereby, the frictional force between the braking wedge member 23 and the car guide rail 10 is suppressed, and an excessive braking force is prevented from being generated.

  FIG. 6 is a graph showing the relationship between the deflection ratio and the load ratio of a general disc spring, and is shown for each ratio between the effective height h0 of the disc spring and the plate thickness t of the material constituting the disc spring. Yes. A disc spring having a non-linear maximum value has a characteristic that when h0 / t exceeds 1.4, contact deflection, that is, the load does not increase even if the deflection increases near the maximum deflection. Such nonlinearity increases as h0 / t increases.

  In the first embodiment, the sensitivity of the dimensional tolerance can be lowered by using a non-linear characteristic of the disc spring, that is, a constant load that does not depend on the amount of shrinkage near the maximum value. As a result, a more stable braking force can be generated even if the friction coefficient changes or there is a dimensional tolerance.

  In addition, when using a disc spring, in FIG. 6, the use maximum limit which is an upper limit of a reusable range needs to be on the right side of a load peak. Moreover, even if it adjusts so that it may become a constant load near a load peak, it needs to have a contraction margin from a load peak to a use maximum limit. Furthermore, considering the load tolerance of the disc spring, the shrinkage margin from the load peak needs to be about 20 to 30% of the repeatedly usable range.

  7 is a sectional view showing a first modification of the spring device 24 according to the first embodiment, FIG. 8 is a sectional view showing a second modification of the spring device 24 according to the first embodiment, and FIG. FIG. 10 is a sectional view showing a third modification of the spring device 24 of the first embodiment, and FIG. 10 is a sectional view showing a fourth modification of the spring device 24 of the first embodiment.

  In the first modification, the disc springs 29 are arranged on both sides of the spring receiver 28. Along with this, deformation restricting portions 28 a are provided on both surfaces of the spring receiver 28. In the second modification, two disc springs 29 are stacked, and each disc spring 29 is held by a corresponding spring receiver 29. In the third modification, the combination of the spring receiver 28 and the disc spring 29 is stacked in four stages. In the fourth modified example, three disc springs 29 and four spring receivers 28 are overlapped.

  As shown in these modified examples, by arranging two or more disc springs 29 in series, the stroke of the spring device 24 as a whole can be increased, and the tolerance adjustment range can be expanded.

  FIG. 11 is an explanatory diagram showing the initial deflection shape of the disc spring, FIG. 12 is an explanatory diagram showing the deflection shape of the disc spring in the primary mode 1, and FIG. 13 is an explanation showing the deflection shape of the disc spring in the primary mode 2. FIG. The bending shape of the disc spring when buckling occurs varies depending on the original shape of the disc spring, the sliding portion, and the like. When a disc spring that bends as shown in FIG. 12 is used as the disc spring 29, the deformation regulating portion 28a shown in the above example can regulate the deformation of the disc spring 29 and prevent buckling.

  However, when a disc spring whose buckling is generated in the shape of FIG. 11 or 13 is used as the disc spring 29, for example, a deformation restricting portion 30 as shown in FIG. 14 is required. The deformation restricting portion 30 is configured as a separate component from the spring receiver 28 and is covered on the disc spring 29. Further, the deformation restricting portion 30 suppresses deformation of the antinode portion of the vibration of the disc spring 29. In other words, the deformation restricting portion 30 prevents buckling by restricting the deformation of the disc spring 29 in the direction of expanding outward.

  Thus, by selecting the deformation restricting portions 28a and 30 corresponding to the buckling mode, the buckling of the disc spring 29 can be more reliably prevented.

Note that the buckling mode is also different depending on the friction generated at the contact portion between the disc spring 29 and the spring receiver 28. Therefore, the buckling mode can be set in advance by selecting the surface roughness or the material.
The buckling mode can also be set in advance by the shape of the slit or groove provided in the disc spring 29 or the shape of the contact portion of the disc spring 29 with the spring receiver 28.

Embodiment 2. FIG.
Next, FIG. 15 is a cross-sectional view of the main part showing the normal state of the emergency stop device 14 for an elevator according to Embodiment 2 of the present invention, and FIG. 16 is a schematic view showing the state of the emergency stop device 14 in FIG. FIG. 17 is an enlarged cross-sectional view showing a main part of FIG. In the second embodiment, a spring device 31 is used instead of the spring device 24 of the first embodiment.

  The spring device 31 includes a coil spring 32, a spring receiver 33, a disc spring 29, and a set bolt 34. The coil spring 32 and the disc spring 29 are arranged in series. The coil spring 32 is disposed on the reverse wedge member 22 side of the disc spring 29. The upper end of the disc spring 29 is in contact with the cover 25. The spring receiver 33 is interposed between the coil spring 32 and the disc spring 29.

  The lower end portion of the set bolt 34 is fixed by being screwed into a screw hole provided at the upper end of the reverse wedge member 22. The set bolt 34 passes through the coil spring 32, the spring receiver 33, the disc spring 29, and the cover 25. An upper end portion of the set bolt 34 protrudes on the cover 25.

  The spring receiver 33 is provided with a circular recess 33a into which the lower part of the disc spring 29 is inserted. The stroke of the disc spring 29 is limited by the inner wall of the recess 33a. That is, the deformation restricting portion of the second embodiment is the recess 33a. Other configurations and operations are the same as those in the first embodiment.

  In such an emergency stop device 14, the spring constant of the disc spring 29 in the low load region is smaller than the spring constant of the coil spring 32 and is almost zero, and the coil spring 32 and the disc spring 29 are connected in series. Therefore, when the brake wedge member 23 is pulled up, the coil spring 32 contracts greatly at first, and the disc spring 29 easily contracts from the middle. As a result, it is possible to make the stroke extend and the tolerance adjustment function coexist.

The arrangement of the coil spring 32 and the disc spring 29 may be reversed.
In addition, the coil spring 32 can be combined with the configuration shown as a modification in the first embodiment.

Embodiment 3 FIG.
Next, FIG. 18 is a cross-sectional view of the main part showing the normal state of the emergency stop device 14 for an elevator according to Embodiment 3 of the present invention. In the third embodiment, a spring device 41 is used instead of the spring device 24 of the first embodiment.

  The spring device 41 includes a coil spring 42, a spring receiver 43, and a rod 44. The upper end portion of the coil spring 42 is connected to the cover 25. A lower end portion of the coil spring 42 is connected to a spring spring receiver 43. The spring receiver 43 is slidable within a set range in the left-right direction in FIG. The spring receiver 43 is provided with an inclined surface 43a.

  The upper end portion of the rod 44 is fixed to the cover 25. The lower end of the rod 44 faces the inclined surface 43a.

  FIG. 19 is a configuration diagram illustrating a state of the spring device 41 when the safety device 14 of FIG. 18 is operated. When the brake wedge member 23 and the reverse wedge member 22 are displaced upward, the coil spring 42 is linearly compressed in the axial direction until halfway, so that the spring device 41 exhibits linear characteristics.

  However, when the rod 44 hits the inclined surface 43a, the spring receiver 43 is pushed by the rod 44 and slides in the lateral direction. As a result, the coil spring 42 is bent, and the spring device 41 exhibits non-linear characteristics. Other configurations and operations are the same as those in the first embodiment.

  Thus, even if the spring itself does not have nonlinear characteristics, the spring device 41 as a whole can have nonlinear characteristics by reversibly bending a spring having linear characteristics during compression. 1 can be obtained.

  In the first to third embodiments, it has been described that the configuration is symmetrical with respect to the car guide rail 10. However, the car guide rail 10 is located on the opposite side of the car guide rail 10 from the braking wedge member 23. A braking piece fixed to the frame body 21 may be disposed so as to face the frame. In this case, when the braking wedge member 23 is pressed against the car guide rail 10 during emergency braking, the frame body 21 is displaced in the horizontal direction with respect to the car guide rail 10, and the braking piece comes into contact with the car guide rail 10.

Embodiment 4 FIG.
Next, FIG. 20 is a main part sectional view showing a normal state of the emergency stop device for an elevator according to Embodiment 4 of the present invention, and FIG. 21 is a main part sectional view showing a state during operation of the emergency stop device of FIG. FIG.

  In the fourth embodiment, the reverse wedge member 22, the spring device 24, and the reverse wedge guide member 26 are arranged on the opposite side of the brake wedge member 23 with the car guide rail 10 interposed therebetween. The facing surface 22b faces the car guide rail 10 directly.

  A brake wedge guide member 51 is provided on the frame body 21 in addition to the reverse wedge guide member 26. The brake wedge guide member 51 is provided with a brake wedge guide surface 51a that is in contact with the brake wedge joint surface 23a. The braking wedge guide surface 51a is an inclined surface that approaches the car guide rail 10 as it goes upward.

  When the braking wedge member 23 is pulled up during emergency braking of the car 8 and the braking wedge member 23 is pressed against the car guide rail 10, the frame body 21 and the car 8 are moved horizontally with respect to the car guide rail 10, that is, the right side of FIG. The reverse wedge member 22 is pressed against the car guide rail 10 by being displaced in the direction. Thereby, the reverse wedge member 22 is pressed against the reverse wedge guide surface 26a and tends to be displaced upward.

  The brake wedge member 23 is raised with respect to the frame body 21 until the adjustment bolt 27 contacts the brake wedge guide member 51. Thereafter, when the car 8 decelerates and the friction coefficient between the reverse wedge member 22 and the car guide rail 10 changes and the frictional force increases, the disc spring 29 is elastically deformed, and the reverse wedge member 22 becomes reverse wedge. An attempt is made to leave the car guide rail 10 along the guide surface 26a. As a result, the frictional force is reduced and the braking force is adjusted. Other configurations and operations are the same as those in the first embodiment.

  Thus, even with the emergency stop device 14 of the type in which the reverse wedge member 22 is disposed on the opposite side of the brake wedge member 23 across the car guide rail 10, the same effect as in the first embodiment can be obtained. be able to.

The spring device 24 of the fourth embodiment can be replaced with another spring device having nonlinear characteristics, for example, the spring device 31 or 41 of the second or third embodiment.
Moreover, the emergency stop device according to the first to fourth embodiments may be mounted on the counterweight, and the present invention can also be applied to the emergency stop device mounted on the counterweight.

Claims (7)

A frame having a reverse wedge guide surface that is provided on a lifting body that is guided by a guide rail and that moves up and down, and that moves away from the guide rail as it goes upward;
The brake body has a braking surface that can move up and down with respect to the frame body and that faces the guide rail, and a brake wedge joint surface that approaches the braking surface as it goes upward, and emergency braking of the lifting body A braking wedge member that is sometimes lifted and pressed against the guide rail;
A reverse wedge joint surface that can move up and down along the reverse wedge guide surface and is in contact with the reverse wedge guide surface, and an opposing surface that moves away from the reverse wedge joint surface as it goes upward A reverse wedge member that is pressed against the reverse wedge guide surface during emergency braking, and is provided between the frame body and the reverse wedge member. It has a spring device that gives resistance,
The emergency stop device for an elevator having a non-linear characteristic in which the spring device has a region in which a change in force generated in response to an increase in the amount of displacement upward of the brake wedge member is smaller than the initial displacement.   The elevator emergency stop device according to claim 1, wherein the spring device includes a disc spring.   The emergency stop device for an elevator according to claim 2, wherein the spring device is provided with a deformation restricting portion that mechanically restricts deformation of the disc spring and prevents buckling of the disc spring.   The emergency stop device for an elevator according to claim 2 or 3, wherein the two or more disc springs are arranged in series.   The elevator spring stop device according to any one of claims 2 to 4, wherein the spring device further includes a coil spring disposed in series with the disc spring. The reverse wedge member is disposed between the reverse wedge guide surface and the brake wedge member,
The braking wedge joint surface is in contact with the facing surface,
6. The braking wedge member is provided with a facing portion that faces the lower end of the reverse wedge member and that contacts the lower end of the reverse wedge member as the braking wedge member is displaced upward. The elevator emergency stop device according to any one of the above. The frame body is provided with a brake wedge guide surface that is in contact with the brake wedge joint surface,
The elevator emergency stop device according to any one of claims 1 to 5, wherein the reverse wedge member is disposed on the opposite side of the brake wedge member with the guide rail interposed therebetween.

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