JP6854974B2 - Elevator safety device and elevator safety system - Google Patents

Description

The present invention relates to an elevator safety device that applies a braking force to an elevating body by bringing a braking member into contact with a guide rail, and an elevator safety system.

Conventionally, a speed governor rope is connected to a brake unit provided in a car, and when the traveling speed of the car exceeds the permissible speed, the movement of the speed governor rope is stopped by the speed governor to the car. There is known an elevator safety device in which the wedge of the brake unit is brought into contact with the guide rail to stop the car in an emergency by pulling up the rope.

However, in elevators for high-rise buildings, the governor rope stretched over the entire length of the hoistway may be affected by the shaking of the building due to long-period earthquakes, strong winds, etc., and may get caught in the elevator equipment in the hoistway. There is. If the governor rope gets caught in the elevator equipment, the car may stop abnormally or the elevator equipment may be damaged. Therefore, conventionally, a safety device for an elevator without a governor rope has been proposed.

For example, a safety device for an elevator has been conventionally proposed in which an actuator directly lifts a wedge by controlling power supply to the actuator to bring the wedge into contact with a guide rail when the traveling speed of the car exceeds an allowable speed (for example, a patent). Reference 1).

In addition, the rotation of the rotating shaft urged by the elastic force of the compression spring is stopped by the link structure of the lock mechanism, and when the traveling speed of the car exceeds the permissible speed, the rotation by the lock mechanism is controlled by controlling the power supply to the actuator. Conventionally, an elevator safety device has been proposed in which the restriction on the rotation of the shaft is lifted so that the wedge is brought into contact with the guide rail. The restriction on the rotation of the rotating shaft by the locking mechanism is released by the actuator operating the link structure of the locking mechanism against the elastic force of the compression spring (see, for example, Patent Document 2).

Special Table 2007-521203 Japanese Unexamined Patent Publication No. 2013-189283

However, in the conventional elevator safety device described in Patent Document 1, when the size of the car is increased, the wedge becomes larger as the weight of the car increases, so that it is necessary to increase the output of the actuator for lifting the wedge. There is. Therefore, in the conventional elevator safety device described in Patent Document 1, the actuator becomes large.

Further, in the conventional elevator safety device described in Patent Document 2, since it is necessary to connect a plurality of link members to form a link structure, the structure becomes complicated. Further, in the conventional safety device for an elevator described in Patent Document 2, as the size of the car increases, the elastic force of the compression spring that rotates the rotating shaft increases, so that the locking mechanism is provided against the elastic force of the compression spring. It is necessary to increase the output of the actuator to be released. Therefore, even in the conventional elevator safety device described in Patent Document 2, the actuator becomes large.

The present invention has been made to solve the above-mentioned problems, and provides an elevator safety device and an elevator safety system that can simplify the structure and suppress the increase in size. The purpose is to get.

The safety device for the elevator and the safety system for the elevator according to the present invention are rotatably provided on the elevating body moving along the guide rail, and are displaced with respect to the elevating body according to the rotation of the drive shaft. For driving, which has a braking member and generates a braking mechanism that gives a braking force to the elevating body when the braking member contacts the guide rail, and a rotational force that rotates the drive shaft in the direction in which the braking member contacts the guide rail. By rotating around the elastic body, the drive lever that rotates integrally with the drive shaft, and the stopper shaft provided on the elevating body, the displacement between the limit position for receiving the drive lever and the release position for disengaging from the drive lever. The stopper lever is provided with an actuator that has an actuator and an operating device that displaces the stopper lever from the restricted position to the released position by the release operation of the actuator. The stopper lever receives the drive lever at the restricted position, so that the braking member is released. When the rotation of the drive shaft is stopped in the direction of contact with the guide rail and the stopper lever is receiving the drive lever at the restricted position, the direction of the force acting on the stopper shaft from the drive lever via the stopper lever is the drive lever. The direction is orthogonal to the virtual plane including the contact portion of the stopper lever and the axis of the drive shaft.

According to the elevator safety device and the elevator safety system according to the present invention, the stopper lever can be displaced from the restricted position to the released position without counteracting the rotational force of the driving elastic body acting on the drive lever. As a result, it is possible to suppress an increase in the size of the operating device that displaces the stopper lever from the restricted position to the release position, and it is possible to suppress an increase in the size of the elevator safety device. Further, the rotation of the drive shaft due to the rotational force of the drive elastic body can be stopped with a simple configuration. As a result, the structure of the elevator safety device can be simplified.

It is a front view which shows the elevator provided with the safety device of the elevator by Embodiment 1 of this invention. It is a partially cutaway perspective view which shows the drive side brake unit of FIG. FIG. 3 is a cross-sectional view taken along the line III-III of FIG. It is a side view which shows the drive side brake unit of FIG. It is a side view which shows the state when the drive side brake unit of FIG. 4 applies a braking force to a car. It is sectional drawing along the VI-VI line of FIG. It is an enlarged view which shows the safety device of FIG. It is a flowchart which shows the control of the elevator of FIG.

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

Embodiment 1.
FIG. 1 is a front view showing an elevator provided with an elevator safety device according to the first embodiment of the present invention. In the figure, a pair of car guide rails 1a and 1b and a pair of balanced weight guide rails (not shown) are installed in the hoistway. Each of the pair of car guide rails 1a and 1b and the pair of balanced weight guide rails are arranged along the vertical direction. A car 2 which is an elevating body is arranged between the pair of car guide rails 1a and 1b. A balance weight, which is an elevating body, is arranged between the pair of balance weight guide rails. The basket 2 and the counterweight are suspended by the main rope 3. A rope or belt is used as the main rope 3. The main rope 3 is wound around a drive sheave of a hoist (not shown) installed in the hoistway. The car 2 moves in the vertical direction along each of the pair of car guide rails 1a and 1b by the rotation of the drive sheave of the hoisting machine. The counterweight moves up and down along each of the pair of counterweight guide rails by the rotation of the drive sheave of the hoist.

The car 2 has a car body 21 and a car frame 22 that supports the car body 21. The car frame 22 has an upper frame 221 located above the car body 21, a lower frame 222 located below the car body 21, and a pair of vertical columns 223 connecting the upper frame 221 and the lower frame 222, respectively. ing. The main rope 3 is connected to the upper frame 221. The car body 21 is supported by the car frame 22 while being mounted on the lower frame 222.

The lower frame 222 is provided with an elevator safety device 4 capable of applying a braking force to the car 2. The upper frame 221 is provided with a sensor 5 that detects the position and speed of the car 2. The sensor 5 may be provided in any part of the car 2. For example, the sensor 5 may be provided at the bottom of the car 2. The sensor 5 includes, for example, a sensor that generates a signal according to the rotation of a roller that contacts one of the pair of car guide rails 1a and 1b, or one of the pair of car guide rails 1a and 1b in the moving direction of the car 2. A sensor that detects a plurality of markers attached at intervals is used.

Information on the position and speed of the car 2 detected by the sensor 5 is sent to the control device 6 that controls the operation of the elevator. The control device 6 controls the operation of the safety device 4 based on the information from the sensor 5. In this example, the control device 6 is installed in the hoistway.

The lower frame 222 is arranged horizontally along the width direction of the car 2. The first end portion 222a of the lower frame 222 faces one of the car guide rails 1a. The second end 222b of the lower frame 222 faces the other car guide rail 1b. The safety device 4 includes a drive-side brake unit 7 provided at the first end 222a of the lower frame 222, a driven-side brake unit 8 provided at the second end 222b of the lower frame 222, and a drive-side brake unit 7. It also has a connecting rod 9 connected to the driven side brake unit 8. The operation of the driven side brake unit 8 is linked to the operation of the drive side brake unit 7 via the connecting rod 9.

FIG. 2 is a partially cutaway perspective view showing the drive side brake unit 7 of FIG. Further, FIG. 3 is a cross-sectional view taken along the line III-III of FIG. The lower frame 222 has a pair of lower frame beams 224 facing each other in the depth direction of the car 2. A flat plate 225 is fixed to each of the first end portion 222a and the second end portion 222b of the lower frame 222. The flat plate 225 is arranged horizontally between the upper portions of the pair of lower frame beams 224.

The drive-side brake unit 7 includes a drive shaft 10 rotatably provided on the lower frame 222, a braking mechanism portion 11 capable of applying a braking force to the car 2 in conjunction with the rotation of the drive shaft 10, and a braking mechanism portion 11. A twist spring 12, which is a drive elastic body that generates a rotational force that rotates the drive shaft 10 in a direction that applies a braking force to the car 2, and a drive lever 13 that is fixed to the drive shaft 10 and rotates integrally with the drive shaft 10. It also has a lock mechanism portion 14 that stops the rotation of the drive shaft 10 due to the rotational force of the twist spring 12 and limits the operation of the braking mechanism portion 11.

The drive shaft 10 is arranged horizontally so as to penetrate each of the pair of lower frame beams 224. In this example, the drive shaft 10 is arranged along the depth direction of the car 2. The drive shaft 10 rotates with respect to the lower frame 222 about the axis of the drive shaft 10.

The braking mechanism portion 11 is supported by the lower frame 222. Further, the braking mechanism portion 11 is arranged below the flat plate 225 and is arranged between the pair of lower frame beams 224. That is, the braking mechanism portion 11 is arranged in a space surrounded by the flat plate 225 and the pair of lower frame beams 224. Further, the braking mechanism portion 11 is a pair of sandwiching members 111 having a rail side end portion and an anti-rail side end portion, and a pair of braking members arranged between the rail side end portions of the pair of sandwiching members 111. It has a pair of wedges 112 and a pressing spring 113 which is an elastic body for pressing arranged between the opposite end portions of the pair of sandwiching members 111.

Each intermediate portion of the pair of sandwiching members 111 is connected to each other by a common connecting shaft along the vertical direction. The pair of sandwiching members 111 can be displaced from each other about a common connecting shaft. The distance between the anti-rail side ends of the pair of sandwiching members 111 increases as the distance between the rail side ends of the pair of sandwiching members 111 decreases, and the distance between the rail side ends of the pair of sandwiching members 111 increases. The larger the distance between the parts, the smaller the distance.

As shown in FIG. 3, the rail-side ends of the pair of sandwiching members 111 are located on both sides of one of the car guide rails 1a in the width direction. The gap between each of the rail-side ends of each sandwiching member 111 and the side surface of the car guide rail 1a is continuously narrowed from the lower part to the upper part of the sandwiching member 111.

As shown in FIG. 3, the pair of wedges 112 are arranged between each of the rail-side ends of the pair of sandwiching members 111 and one of the car guide rails 1a. Further, each of the pair of wedges 112 is connected to the drive shaft 10 via a link member 114. Each link member 114 is fixed to the drive shaft 10. As a result, each of the pair of wedges 112 is displaced in the vertical direction with respect to the car 2 according to the rotation of the drive shaft 10. Each of the pair of wedges 112 is displaced upward with respect to the car 2 from the normal position shown in FIG. 3 away from one car guide rail 1a, so that each sandwiching member 111 comes into contact with the car guide rail 1a. It is guided to the end of the rail side. Braking force is applied to the car 2 when each wedge 112 comes into contact with the car guide rail 1a.

When each wedge 112 comes into contact with the car guide rail 1a while the car 2 is descending, the wedge 112 is brought into the car 2 while widening the gap between the rail-side end of the sandwiching member 111 and the car guide rail 1a. On the other hand, it is further displaced upward. As a result, each wedge 112 is engaged between the rail-side end of the sandwiching member 111 and the car guide rail 1a.

As shown in FIG. 2, the pressing spring 113 is arranged between the opposite end portions of the pair of sandwiching members 111 on the opposite rail side. Therefore, the pressing spring 113 exerts an elastic restoring force in the direction of pressing the wedge 112 against the car guide rail 1a by expanding the gap between the rail-side end of the sandwiching member 111 and the car guide rail 1a by the wedge 112. appear. In the braking mechanism portion 11, each of the pair of wedges 112 is pressed against the car guide rail 1a by the elastic restoring force of the pressing spring 113, so that the braking force for stopping the car 2 is secured.

The twist spring 12 is provided at one end of the drive shaft 10. In this example, the drive shaft 10 is inserted inside the twist spring 12. One end of the twist spring 12 is connected to the drive shaft 10, and the other end of the twist spring 12 is connected to the lower frame beam 224. The twist spring 12 elastically deforms the rotational force that rotates the drive shaft 10 in the direction in which each wedge 112 moves upward from the normal position in FIG. 3 with respect to the car 2, that is, in the direction in which each wedge 112 contacts the car guide rail 1a. Is caused by.

The drive lever 13 is provided at the other end of the drive shaft 10. The drive lever 13 rotates integrally with the drive shaft 10 about the axis of the drive shaft 10. Further, the drive lever 13 has a plate-shaped lever body 131 fixed to the drive shaft 10 and a cam follower 132 which is a protruding portion protruding from the lever body 131.

The lever body 131 is fixed to the drive shaft 10 in a state orthogonal to the axis of the drive shaft 10. The cam follower 132 projects from the lever body 131 in parallel with the axis of the drive shaft 10 at a position away from the drive shaft 10. In this example, a roller that can rotate about a shaft protruding from the lever body 131 is provided on the lever body 131 as a cam follower 132. The columnar wear-resistant member fixed to the lever body 131 may be used as the cam follower 132.

FIG. 4 is a side view showing the drive side brake unit 7 of FIG. Further, FIG. 5 is a side view showing a state when the drive-side brake unit 7 of FIG. 4 applies a braking force to the car 2. The lock mechanism portion 14 is centered on the stopper shaft 141 by being controlled by the control device 6 and the stopper lever 142 that can rotate around the axis P1 of the stopper shaft 141 provided on the lower frame beam 224 of the lower frame 222. It has an operating device 143 that rotates the stopper lever 142.

The stopper shaft 141 is arranged in parallel with the drive shaft 10. Further, the stopper shaft 141 is arranged above the cam follower 132. When the drive shaft 10 rotates in the direction in which the wedge 112 is brought into contact with the car guide rail 1a from the normal position, the drive lever 13 rotates in the direction in which the cam follower 132 approaches the stopper shaft 141. That is, when the drive shaft 10 rotates in the direction of lifting the wedge 112 as shown by the arrow C in FIG. 5, the drive lever 13 rotates in the direction of the arrow B in FIG. A rotational force is applied to the drive lever 13 in the direction in which the cam follower 132 approaches the stopper shaft 141 by the twist spring 12.

By rotating the stopper lever 142 around the axis P1 of the stopper shaft 141, the stopper lever 142 is displaced between the restricted position of FIG. 4 that receives the cam follower 132 and the release position of FIG. 5 that deviates from the cam follower 132.

As shown in FIG. 4, the stopper lever 142 is driven in the direction in which each wedge 112 contacts the car guide rail 1a, that is, in the direction of arrow B in FIG. 5 by receiving the cam follower 132 of the drive lever 13 at the restricted position. Stop the rotation of the shaft 10. Further, the stopper lever 142 allows the drive shaft 10 to rotate in the direction in which each wedge 112 contacts the car guide rail 1a by being disengaged from the cam follower 132 of the drive lever 13.

Further, the stopper lever 142 has a columnar boss portion 144 rotatably provided on the stopper shaft 141, and a receiving portion 145 and a protrusion 146 protruding outward in the radial direction from the outer peripheral portion of the boss portion 144, respectively. And have. The receiving portion 145 and the protruding portion 146 project from different circumferential positions on the outer peripheral portion of the boss portion 144. In this example, the protruding length of the receiving portion 145 is longer than the protruding length of the protruding portion 146.

As shown in FIG. 4, the receiving portion 145 is a rod-shaped portion having a center line D1 orthogonal to the axis P1 of the stopper shaft 141. In this example, the shape of the receiving portion 145 when viewed from the outside of the drive-side brake unit 7 along the axis P1 of the stopper shaft 141 is symmetrical with respect to the center line D1 of the receiving portion 145. That is, in this example, the shape of the receiving portion 145 in the direction of the axis P1 is symmetrical with respect to the center line D1 of the receiving portion 145.

The end surface 147 of the receiving portion 145 touches a virtual circle centered on the axis P1 of the stopper shaft 141 when viewed from the outside of the drive side brake unit 7 along the axis P1 of the stopper shaft 141, that is, in the direction of the axis P1. It is a curved surface. Further, the end surface 147 of the receiving portion 145 is located inside the virtual circle in contact with the end surface 147. In this example, the shape of the end surface 147 when viewed from the outside of the drive side brake unit 7 along the axis P1 of the stopper shaft 141, that is, the shape of the end surface 147 when viewed in the direction of the axis P1 is arcuate. The stopper lever 142 is provided on the stopper shaft 141 with the end surface 147 of the receiving portion 145 facing downward.

When the stopper lever 142 is receiving the cam follower 132 at the restricted position, as shown in FIG. 4, the end surface 147 of the receiving portion 145 is in contact with the outer peripheral surface of the cam follower 132. In this example, when the stopper lever 142 receives the cam follower 132 at the restricted position, the end surface 147 of the receiving portion 145 and the cam follower 132 are in a line contact state. Therefore, in this example, the contact portion 145a of the receiving portion 145 with respect to the cam follower 132 becomes a linear contact portion parallel to the axis P1 of the stopper shaft 141. The curved surface of the end surface 147 of the receiving portion 145 may be shaped so as to be in a point contact state with respect to the cam follower 132.

When the stopper lever 142 is viewed along the axis P1 of the stopper shaft 141, that is, in the direction of the axis P1, the straight line connecting the contact portion 145a of the receiving portion 145 with respect to the cam follower 132 and the axis P1 of the stopper shaft 141 is the receiving portion 145. It coincides with the center line D1 of. Further, in the state where the stopper lever 142 receives the cam follower 132 of the drive lever 13 at the restricted position, the direction along the center line D1 of the receiving portion 145 coincides with the direction of gravity, that is, the vertical direction. That is, in the state where the stopper lever 142 receives the drive lever 13 at the restricted position, the axis P1 of the stopper shaft 141 coincides with the vertical line passing through the contact portion 145a of the stopper lever 142 with respect to the drive lever 13.

When the stopper lever 142 is receiving the cam follower 132 of the drive lever 13 at the restricted position, the direction of the force F acting on the stopper shaft 141 from the drive lever 13 via the stopper lever 142 is the contact of the receiving portion 145 with the cam follower 132. The direction is orthogonal to the virtual plane D2 including the portion 145a and the axis P2 of the drive shaft 10. The virtual plane D2 is seen as a straight line connecting the contact portion 145a and the axis P2 of the drive shaft 10 when viewed from the outside of the drive side brake unit 7 along the axis P2 of the drive shaft 10, that is, when viewed in the direction of the axis P2. Therefore, in a state where the stopper lever 142 receives the cam follower 132 of the drive lever 13 at the restricted position, the drive lever 13 and the drive lever 13 along the axis P2 of the drive shaft 10 and the axis P1 of the stopper shaft 141 from the outside of the drive side brake unit 7. Looking at the stopper lever 142, as shown in FIG. 4, the straight line D1 connecting the contact portion 145a and the axis P1 of the stopper shaft 141 is orthogonal to the straight line D2 connecting the contact portion 145a and the axis P2 of the drive shaft 10. There is. That is, when the stopper lever 142 receives the cam follower 132 at the restricted position, the straight line D1 connecting the contact portion 145a and the axis P1 is orthogonal to the straight line D2 connecting the contact portion 145a and the axis P2 in the direction of the axis P1. doing.

The stopper lever 142 is displaced from the restricted position to the release position by rotating in the direction of arrow A in FIG. 5, that is, in the direction in which the receiving portion 145 moves away from the drive shaft 10 about the axis P1 of the stopper shaft 141.

The protrusion 146 is provided on the side opposite to the receiving portion 145 side with respect to the stopper shaft 141. Further, the protrusion 146 is provided at a position deviated from the center line D1 of the receiving portion 145 when the stopper lever 142 is viewed along the axis P1 of the stopper shaft 141, that is, when viewed in the direction of the axis P1. As a result, in this example, the overall shape of the stopper lever 142 when viewed from the outside of the drive-side brake unit 7 along the axis P1 of the stopper shaft 141, that is, the overall shape of the stopper lever 142 when viewed in the direction of the axis P1 is received. It is asymmetric with respect to the center line D1 of the portion 145.

As shown in FIG. 2, the lower frame beam 224 is provided with a lever receiving member 15 for stopping the displacement of the stopper lever 142 in the direction away from the restricted position. The stopper lever 142 is held in the release position in a state of being in contact with the lever receiving member 15.

As shown in FIGS. 4 and 5, the actuator 143 includes a pull spring 16 which is an elastic body for releasing the stopper lever 142 toward the release position, and a stopper lever 142 against the urging force of the pull spring 16. It has an actuator 17 capable of holding the lever in a restricted position.

The pull spring 16 is connected to the receiving portion 145 and the lower frame beam 224. Further, the state of the pull spring 16 is a state of being elastically stretched between the receiving portion 145 and the lower frame beam 224. As a result, the pull spring 16 generates an elastic restoring force that urges the stopper lever 142 toward the release position. As the release elastic body that urges the stopper lever 142 toward the release position, a twist spring as provided on the stopper shaft 141 may be used.

The actuator 17 is arranged on the side opposite to the pull spring 16 side with respect to the stopper lever 142 when viewed from the outside of the drive side brake unit 7 along the axis P1 of the stopper shaft 141, that is, in the direction of the axis P1. There is. Further, the actuator 17 has an actuator main body 171 including an electromagnetic coil, and a rod 172 that is a movable portion that can be displaced between a forward position and a backward position with respect to the actuator main body 171.

The actuator body 171 is fixed to the lower frame beam 224. The electromagnetic coil of the actuator body 171 can be fed by the control of the control device 6. The actuator body 171 generates an electromagnetic force that displaces the rod 172 from the retracted position to the forward position by supplying power to the electromagnetic coil. Further, the actuator body 171 stops the generation of the electromagnetic force on the rod 172 by stopping the power supply to the electromagnetic coil.

The rod 172 has a rod protruding portion 172a that protrudes from the actuator main body 171. The length of the rod protrusion 172a becomes longer as the rod 172 is displaced from the retracted position to the forward position.

Further, the rod 172 is displaced with respect to the actuator main body 171 between the forward position and the backward position by the control of the power supply to the actuator main body 171 by the control device 6. The displacement of the rod 172 with respect to the actuator body 171 is limited by a restricting portion (not shown) of the actuator body 171 so as not to go too far outward from the range between the forward position and the backward position.

The rod 172 is displaced to the forward position by supplying power to the actuator body 171. While the power supply to the actuator body 171 is maintained, the rod 172 is held in the forward position. The rod 172 in the forward position receives the protrusion 146 at the rod protrusion 172a. When the rod 172 is held in the forward position, the stopper lever 142 is held in the limited position against the elastic restoring force of the pull spring 16. That is, the actuator 17 holds the stopper lever 142 at the limiting position while the power supply to the actuator main body 171 is maintained.

Further, the state in which the rod 172 is held in the forward position by the electromagnetic force of the actuator main body 171 is released by stopping the power supply to the actuator main body 171. When the power supply to the actuator main body 171 is stopped, the rod 172 receives the elastic restoring force of the pull spring 16 from the protruding portion 172a, so that the rod 172 is displaced from the forward position to the backward position. The state in which the stopper lever 142 is held at the restricted position is released by the displacement of the rod 172 to the retracted position. That is, when the power supply to the actuator main body 171 is stopped, the actuator 17 performs a release operation of releasing the holding of the stopper lever 142 by the elastic restoring force of the pull spring 16.

In the control device 6, the set excessive speed is preset in correspondence with the position of the car 2. The control device 6 controls to maintain the power supply to the actuator main body 171 during normal operation in which the speed of the car 2 is equal to or lower than the set excessive speed. Further, the control device 6 controls to stop the power supply to the actuator main body 171 when the speed of the car 2 exceeds the set excessive speed.

FIG. 6 is a cross-sectional view taken along the line VI-VI of FIG. The driven side brake unit 8 is provided on the driven shaft 30 rotatably provided on the lower frame 222, the braking mechanism portion 31 capable of applying a braking force to the car 2 in conjunction with the rotation of the driven shaft 30, and the driven shaft 30. It has a driven lever 32 that is fixed and rotates integrally with the driven shaft 30. The driven side brake unit 8 is not provided with the twist spring 12 and the lock mechanism portion 14 of the drive side brake unit 7.

The driven shaft 30 is arranged in parallel with the drive shaft 10 in a state of penetrating each of the pair of lower frame beams 224. The driven shaft 30 rotates with respect to the lower frame 222 about the axis of the driven shaft 30.

The configuration of the braking mechanism unit 31 is the same as the configuration of the braking mechanism unit 11 of the drive-side brake unit 7. Therefore, in the braking mechanism unit 31, each of the pair of wedges 112 is displaced with respect to the car 2 according to the rotation of the driven shaft 30. Further, each of the pair of wedges 112 in the braking mechanism portion 31 comes into contact with the car guide rail 1b by being displaced upward with respect to the car 2 from the normal position shown in FIG. 6 away from the other car guide rail 1b. It is guided to the rail side end of each sandwiching member 111 in the direction of Braking force is applied to the car 2 when each wedge 112 of the braking mechanism portion 31 comes into contact with the car guide rail 1b.

The driven lever 32 is provided on the driven shaft 30. The driven lever 32 rotates integrally with the driven shaft 30 about the axis of the driven shaft 30. Further, the driven lever 32 is a plate-shaped lever fixed to the driven shaft 30 in a state orthogonal to the axis of the driven shaft 30.

FIG. 7 is an enlarged view showing the safety device 4 of FIG. One end of the connecting rod 9 is rotatably attached to the drive lever 13 of the drive side brake unit 7. The other end of the connecting rod 9 is rotatably attached to the driven lever 32 of the driven side brake unit 8. As a result, the driven lever 32 rotates integrally with the driven shaft 30 according to the rotation of the drive lever 13. That is, the rotation of the driven shaft 30 and the driven lever 32 is interlocked with the rotation of the drive shaft 10 and the drive lever 13 via the connecting rod 9.

When the drive shaft 10 and the drive lever 13 rotate in the direction in which the pair of wedges 112 are brought into contact with the one car guide rail 1a in the drive side brake unit 7, the pair of wedges 112 are also brought into contact with the other car guide rail in the driven side brake unit 8. The driven shaft 30 and the driven lever 32 rotate in the direction of contact with 1b. The elevator safety system is composed of a safety device 4, a sensor 5, and a control device 6.

Next, the operation will be described. FIG. 8 is a flowchart showing the control of the elevator of FIG. When the elevator is operating, the speed of the car 2 is constantly monitored by the control device 6. That is, when the elevator is operating, the control device 6 constantly determines whether or not the speed of the car 2 exceeds the excessive speed set according to the position of the car 2 based on the position and speed of the car 2 detected by the sensor 5. It has been determined (S1). When the speed of the car 2 is equal to or less than the set excessive speed, the power supply to the actuator 17 is maintained by the control of the control device 6. When the power supply to the actuator 17 is maintained, as shown in FIG. 4, the rotation of the drive shaft 10 due to the elastic restoring force of the twist spring 12 is stopped by the lock mechanism portion 14, and the braking force applied to the car 2 is released. Has been done. As a result, the normal operation of the elevator is continued.

When the speed of the car 2 exceeds the set excessive speed due to the breakage of the main rope 3 or the like, the power supply to the actuator 17 is stopped by the control of the control device 6 (S2).

When the power supply to the actuator 17 is stopped, as shown in FIG. 5, the stopper lever 142 rotates in the direction of the arrow A in FIG. 5, and the restriction on the rotation of the drive shaft 10 by the lock mechanism portion 14 is released. When the restriction on the rotation of the drive shaft 10 is released, the drive shaft 10 and the drive lever 13 rotate in the direction of arrow B in FIG. 5 due to the elastic restoring force of the twist spring 12. At this time, the driven shaft 30 and the driven lever 32 rotate in conjunction with the rotation of the drive lever 13. As a result, each wedge 112 of the drive side brake unit 7 is lifted in the direction of the arrow C in FIG. 5, and each wedge 112 of the driven side brake unit 8 is also lifted. As a result, in each of the drive side brake unit 7 and the driven side brake unit 8, each wedge 112 comes into contact with the car guide rails 1a and 1b. That is, when the power supply to the actuator 17 is stopped, the safety device 4 performs a braking operation in which each wedge 112 is brought into contact with the car guide rails 1a and 1b (S3). When the braking operation of the safety device 4 is performed, a braking force is applied to the car 2 and the movement of the car 2 is stopped.

In such an elevator safety device 4, the direction of the force acting on the stopper shaft 141 from the drive lever 13 via the stopper lever 142 is the contact portion 145a of the stopper lever 142 with respect to the drive lever 13 and the axis P2 of the drive shaft 10. The direction is orthogonal to the virtual plane D2 including. Therefore, when the stopper lever 142 receives the drive lever 13 at the restricted position, it is possible to make it difficult for the force acting on the stopper lever 142 from the drive lever 13 to act in the rotation direction of the stopper lever 142. Further, by rotating the stopper lever 142 around the stopper shaft 141, the stopper lever 142 can be displaced from the limited position to the release position without counteracting the rotational force of the twist spring 12 acting on the drive lever 13. As a result, the magnitude of the force that displaces the stopper lever 142 can be set regardless of the magnitude of the rotational force of the twist spring 12. Therefore, even if the car 2 becomes large, it is possible to suppress the increase in size of the actuating device 143 that displaces the stopper lever 142 from the restricted position to the release position, and it is possible to suppress the increase in size of the safety device 4. Further, since the stopper lever 142 is displaced from the drive lever 13 by the displacement of the stopper lever 142 from the restricted position to the release position, it is not necessary to use a complicated link structure as in the conventional case. Therefore, the structure of the safety device 4 can be simplified, and the reliability of the braking operation of the safety device 4 can be improved. Further, since it is not necessary to change the size of the lock mechanism portion 14 even if the size of the car 2 changes, it is possible to unify the parts in the safety device 4 of the elevator.

Further, when the stopper lever 142 is receiving the drive lever 13 at the restricted position, the stopper lever 142 comes into contact with the cam follower 132. Therefore, the stopper lever 142 can be more reliably and easily displaced from the restricted position to the released position.

Further, in the state where the stopper lever 142 receives the drive lever 13 at the restricted position, the direction along the straight line D1 connecting the contact portion 145a of the stopper lever 142 with respect to the drive lever 13 and the axis P1 of the stopper shaft 141 is the vertical direction. It has become. Therefore, it is possible to make it difficult for the inertial force acting on the stopper lever 142 due to the speed change of the car 2 to act in the circumferential direction of the stopper shaft 141. As a result, it is possible to more reliably suppress the occurrence of a malfunction in which the stopper lever 142 is displaced from the restricted position to the released position due to inertial force during normal operation of the elevator.

Further, the release operation of the actuator 17 is performed by controlling the power supply to the actuator 17. Therefore, the actuator 17 having a small size and a simple structure can be used, and the speed governor rope stretched in the hoistway can be eliminated from the simple structure.

In the above example, the surface of the cam follower 132 that the end surface 147 of the stopper lever 142 contacts is a cylindrical surface. However, the surface of the cam follower 132 with which the end surface 147 of the stopper lever 142 comes into contact is not limited to this, and may be, for example, a flat surface.

Further, in the above example, the cam follower 132 with which the stopper lever 142 contacts protrudes from the lever body 131. However, the stopper lever 142 may be brought into contact with the lever body 131 without the cam follower 132 so that the stopper lever 142 receives the drive lever 13. Even in this way, the direction of the force acting on the stopper shaft 141 from the drive lever 13 via the stopper lever 142 can be made orthogonal to the virtual plane D2, and the rotational force of the twist spring 12 acting on the drive lever 13 can be countered. The stopper lever 142 can be displaced from the restricted position to the released position without any problem.

Further, in the above example, the axis P1 of the stopper shaft 141 is parallel to the axis P2 of the drive shaft 10. However, if the axis P1 of the stopper shaft 141 exists on another virtual plane parallel to the virtual plane D2, the axis P1 of the stopper shaft 141 does not have to be parallel to the axis P2 of the drive shaft 10. Even in this way, it is possible to make it difficult for the force acting on the stopper lever 142 from the drive lever 13 to act in the rotation direction of the stopper lever 142 when the stopper lever 142 is receiving the drive lever 13 at the restricted position. The stopper lever 142 can be displaced from the restricted position to the released position without resisting the rotational force of the twisting spring 12 acting on the drive lever 13.

Further, in the above example, the actuating device 143 has a pull spring 16 and an actuator 17. However, the pull spring 16 may not be present in the actuating device 143. For example, the actuator 17 may displace the stopper lever 142 from the limiting position to the release position by rotating the stopper lever 142 around the stopper shaft 141 while pushing the stopper lever 142 with the rod 172. In this case, the restricting member that receives the stopper lever 142 may be fixed to the lower frame beam 224 so that the stopper lever 142 does not displace from the limiting position in the direction opposite to the release position.

Further, in the above example, when viewed from the outside of the drive side brake unit 7 along the axis P1 of the stopper shaft 141, that is, the overall shape of the stopper lever 142 in the direction of the axis P1 is asymmetric with respect to the center line D1 of the receiving portion 145. It has the shape of. However, when viewed from the outside of the drive-side brake unit 7 along the axis P1 of the stopper shaft 141, that is, the overall shape of the stopper lever 142 in the direction of the axis P1 may be symmetrical with respect to the center line D1 of the receiving portion 145. In this case, for example, the protrusion 146 protruding from the boss portion 144 of the stopper lever 142 may be arranged on the center line D1 of the receiving portion 145. By doing so, the direction along the center line D1 of the receiving portion 145 is set to the vertical direction, so that the inertial force acting on the stopper lever 142 due to the speed change of the car 2 is more reliably moved to the circumferential direction of the stopper shaft 141. It can be difficult to work. As a result, it is possible to more reliably suppress the occurrence of malfunction of the safety device 4.

Further, in the above example, the shape of the stopper lever 142 is formed along the center line D1 as a whole. However, the shape of the stopper lever 142 is not limited to this. For example, the shape of the stopper lever 142 may be a disk shape. In this case, the axis P1 of the stopper shaft 141 is arranged at an eccentric position deviated from the disc-shaped center position of the stopper lever 142. Further, in this case, the protrusion 146 received by the actuator 17 is provided on the outer peripheral portion of the disk of the stopper lever 142.

Further, in the above example, when the stopper lever 142 receives the drive lever 13 at the restricted position, the direction along the straight line D1 connecting the contact portion 145a and the axis P1 of the stopper shaft 141 is the vertical direction. .. However, the direction along the straight line D1 when the stopper lever 142 receives the drive lever 13 at the restricted position may not coincide with the vertical direction and may be inclined with respect to the vertical direction.

Further, in the above example, of the drive-side brake unit 7 and the driven-side brake unit 8, the twist spring 12, which is a drive elastic body, is provided only on the drive shaft 10 of the drive-side brake unit 7. However, the drive shaft 10 may be provided with the twist spring 12, and the driven shaft 30 of the driven side brake unit 8 may also be provided with the twist spring which is a driving elastic body.

Further, in the above example, the twist spring 12 is used as a driving elastic body that generates a rotational force that rotates the driving shaft 10. However, a spring other than the twist spring 12 may be used as the driving elastic body. In this case, for example, a coil spring as a driving elastic body may be connected to a protrusion protruding radially outward from the driving shaft 10 to generate an elastic restoring force for rotating the driving shaft 10 in the coil spring. ..

Further, in the above example, the safety device 4 is provided in the car 2, but the safety device 4 may be provided in the balance weight as the elevating body.

1a, 1b Car guide rail (guide rail), 2 car (elevating body), 4 safety device, 5 sensor, 6 control device, 10 drive shaft, 11 braking mechanism, 12 twist spring (driving elastic body), 13 drive Lever, 17 actuator, 112 wedge (braking member), 131 lever body, 132 cam follower (protruding part), 141 stopper shaft, 142 stopper lever, 143 actuator, 145a contact part.

Claims (5)

A drive shaft that is rotatably provided on the elevating body that moves along the guide rail,
A braking mechanism unit having a braking member that displaces with respect to the elevating body in response to rotation of the drive shaft, and applying a braking force to the elevating body when the braking member comes into contact with the guide rail.
A driving elastic body that generates a rotational force that rotates the driving shaft in a direction in which the braking member contacts the guide rail.
A drive lever that rotates integrally with the drive shaft,
A stopper lever that is displaced between a limited position that receives the drive lever and a release position that is disengaged from the drive lever by rotating around a stopper shaft provided on the elevating body.
It is provided with an actuator and an operating device that displaces the stopper lever from the restricted position to the released position by the release operation of the actuator.
By receiving the drive lever at the restricted position, the stopper lever stops the rotation of the drive shaft in the direction in which the braking member contacts the guide rail.
In a state where the stopper lever receives the drive lever at the restricted position, the direction of the force acting on the stopper shaft from the drive lever via the stopper lever is the contact portion of the stopper lever with respect to the drive lever. A safety device for an elevator that is orthogonal to a virtual plane including the axis of the drive shaft. The drive lever has a lever body fixed to the drive shaft and a cam follower protruding from the lever body at a position away from the drive shaft.
The elevator safety device according to claim 1, wherein the stopper lever is in contact with the cam follower when the stopper lever is receiving the drive lever at the restricted position. Claim 1 or claim that the axis of the stopper shaft coincides with the vertical line passing through the contact portion of the stopper lever with respect to the drive lever in a state where the stopper lever receives the drive lever at the restricted position. The elevator safety device according to 2. The elevator safety device according to any one of claims 1 to 3, wherein the release operation of the actuator is performed by controlling power supply to the actuator. The elevator safety device according to any one of claims 1 to 4.
A sensor that detects the position and speed of the elevating body,
An elevator safety system including a control device that controls the actuator based on the position and speed information of the elevating body detected by the sensor.

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