JPH04189287A - Safety device for elevator - Google Patents

Abstract

PURPOSE:To improve the safety of an elevator in the pit part of an elevator passage lower end for linear elevator by providing such a constitution as narrowing the cross sectional area of the pit part on the elevator passage lower end close to the cross sectional area of a cage. CONSTITUTION:In a pit part, safety rails 28 and roller rails 34 are constituted to be protruded on a cage 5 side, and by rolling and guiding rollers 32, 33 thereon, the horizontal movement of the cage 5 is prevented. A projection part 41 is provide between the roller rails 34, 34 on the entrance side of the cage 5, and a projection part 42 is provided between the roller rails 34, 34 on the side of limit switches 30, 31. Further, a projection part 43 is provided between brake linings 27, 27, and a projection part 44 is provided on a primary coil 16 side of the brake lining 27. The primary coil 16 is protruded on the cage 5 side while keeping a distance in which the primary coil 16 never interfere with a superconductive coil 20.

Description

[Detailed Description of the Invention] [Industrial Application Disassembly] The present invention relates to a safety device in a bit part at the lower end of an elevator hoistway, and is particularly suitable for elevators that do not have a traveling cable, governor rope, etc. between the car and the hoistway. This is related to safety equipment.

[Conventional technology]

Most conventional elevators were lobe traction type elevators, in which the car and counterweight were connected by a main rope via a hoist, and hydraulic elevators, in which the car was raised and lowered by hydraulic jacks, but in recent years, linear motors have been used. An elevator of the type that uses the drive source to directly raise and lower the car without intervening a main rope or hydraulic jack between the car and the hoistway.
(hereinafter referred to as linear elevator) has been proposed. In this elevator, the traveling cable is omitted,
By transmitting and receiving signals between the car and the hoistway through wireless communication, and by omitting the governor lobe and installing another mechanical braking device in place of the governor device on the car, there is a mechanical braking system between the car and the hoistway. It is possible to eliminate natural inclusions. Eliminating mechanical inclusions makes it extremely suitable for use in ultra-high-rise and ultra-high-rise buildings with long lifting strokes, and is also suitable for not only lifting and lowering cars in straight hoistways.
It is also easier to circulate the cars within the annular hoistway.

[Problem to be solved by the invention]

In conventional elevators, such as lobe traction type elevators, the car and the counterweight are connected by a main rope through the hoisting machine, so in the event of an abnormality, the car can be stopped by activating the brake of the hoisting machine. Running can be stopped.

Further, when the car descends at a speed higher than a predetermined speed, a governor device is activated to stop the car.

However, in the case of elevators that do not use raw ropes or governor lobes, the conventional safety devices mentioned above cannot be used, and it is necessary to install other safety devices, but the current situation is that sufficient development has not yet been carried out. .

The present invention has been made in view of the above-mentioned points, and is aimed at improving the safety of elevators such as linear elevators in the pit portion at the lower end of the hoistway.

[Means to solve the problem]

In the present invention, by narrowing the cross-sectional area of the pit at the lower end of the hoistway so that it approaches the cross-sectional area of the car, when the car falls into the pit, the air between the car and the pit is compressed, creating a cushioning effect. The system is designed to slow down the car. In addition, by generating frictional force or pressing force between the hoistway wall and the car, the car is decelerated or stopped.

〔Example〕

Embodiments of the present invention will be described with reference to the drawings. Figure 1 is an overall schematic diagram, Figure 2 is a detailed view of Figure 1, Figure 3 is a side view of Figure 2, Figure 4 is a plan view of Figure 3, and Figure 5 is the same as Figure 1. A-
It is an enlarged sectional view of A.

In the figure, ■ is a hoistway formed in an annular shape, 2a, 2b
is the top clearance of the hoistway, 3a and 3b are the pits, 4
Reference numerals a and 4b indicate oil buffers, and 58 to 5f indicate two-story elevator cars, which are operated so as to circulate within the hoistway l in the direction of the arrow, that is, clockwise. Note that the cage 5g indicates the case of abnormality. 6 is for the basket 5 during off-peak hours. (5a~5
a standby hatch for keeping an arbitrary one of the cars (g) on standby; 7 a repair hatch for repairing a malfunctioning car among the cars 5;
8 is a hydraulic jack, 9 a + 9 b is a pit 3a
Maintenance rescue exit leading to v3b, IO is maintenance rescue exit Da
, stairs leading to 9b, 11 A moving vehicle that moves the 5th basket from the left to the right, lla is installed in the moving vehicle ll,
A stop switch 12 for forcibly stopping the car 5 in the moving vehicle 5 normally moves the car 5 from right to left, and when necessary, moves the car 5 to the standby hatch 6 or repair hatch 7 side.
The mobile vehicle 12a that moves the vehicle 12 is a stop switch installed inside the mobile vehicle 12. 14a and 14b are limit switches installed in the top clearances 2a and 2b, and 15a
, 15b are limit switches installed in the pits 3a, 3b, each operated by a cam (not shown) of the car 5. In this embodiment, since a one-time-above-ground type linear motor is adopted, a superconducting coil is mounted on the car 5 side, and the above-ground primary coil is divided into a plurality of pieces and installed on the hoistway side. 16 is the primary coil, 17 is each 1
This is a control device that controls the secondary coil I6.

20 is the primary coil 1 at a predetermined interval (approximately 100 mm).
A superconducting coil installed in the car 5 so as to face the car 6,
21 is a car door, and 22 is a landing door provided at the landing 40 on each floor. 23 is a car holding device, and a rack 24
and a brake lining 25, and is configured to be movable horizontally by an electromagnetic solenoid and a spring (not shown). Reference numeral 26 denotes a hoistway side rack installed in the hoistway, and is provided at a position facing the car side rack 24 when the car 5 lands on the floor. Reference numeral 27 denotes a hoistway side brake lining, which is installed at a position facing the car side brake lining 25 over the entire length of the hoistway l in the vertical direction. The car holding device 23 holds the rack 24 and the brake lining 25 in the backward position while the car 5 is running, moves them forward when the car 5 stops landing on the floor, and moves the rack 24 and the shaft side rack 26 forward. are engaged to keep car 5 stopped. The hoistway side brake lining 27 is attached to the hoistway side rack 2 as shown in FIG.
6, the car-side brake lining 25 does not come into contact with the rack 24 even if it moves forward together with the rack 24 because it is arranged so as to retreat toward the wall surface of the hoistway. Also, the hoistway side rack 26
The brake lining 27 in the area other than the vicinity (intermediate floor) has not retreated toward the hoistway wall, but while the car 5 is running in this area, the car-side brake lining 25 is in the retreat position, so both There will be no contact.

Furthermore, even if the car 5 stops at an intermediate floor due to a power outage or the like and the rack 24 protrudes together with the brake lining 25, the brake linings 25 and 27 will come into contact with each other.
does not hit the shaft wall. 28 is a safety rail installed over the entire length of the hoistway l in the vertical direction; 29
29b is a safety for preventing excessive descent, which is provided in the car 5 and grips the safety rail 28 when an abnormality occurs. 30 is a limit switch for lifting provided on the car 5, and when the car 5 rises too much, a cam (not shown) provided on the top clearances 2a and 2b is activated.
The safety rail 28 is activated by the safety rail 29a to prevent the car 5 from rising too high. Similarly, 31 is a lowering limit switch, which is activated by cams (not shown) in the pits 3a and 3b when the car 5 descends excessively, causing the safety 29b to grasp the safety rail 28, and lowering the car 5. This prevents excessive descent. Reference numeral 32 denotes a guide roller that prevents the car 5 from colliding with the wall surface of the hoistway l, and under normal conditions, the roller 32 is provided with a gap of about 30 mm from the top surface of the safety rail 28. .

33 is a guide roller as well, and 34 is a roller rail installed across the entire vertical length of the hoistway l at a position facing the guide roller 33. As shown in FIG.
It juts out to the side of Bakago 5 near the position where it lands on the level,
It is shaped so as to be in contact with the guide roller 33, and prevents the car 5 from shifting in the front-back direction (in the vertical direction in FIG. 4) when it lands on the floor, that is, changing the gap between the car 5 and the landing 40. There is. In other locations, 30 m from the guide roller 33.
They are installed to maintain a gap of about m.

In the case of a linear elevator or the like to which the present invention is directed, since there is no counterweight, traveling cable, etc., the cross-sectional shape of the hoistway l can be shaped to approximate the contour of the car 5 when viewed from the top and bottom. By the way, pit 3
When the car 5 enters a space that is open only on one side (upward), as in a and 3b, the air in the space surrounded by the pits 3a and 3b and the car 5 is compressed, producing a cushioning effect. This is generally known. This is because the gap between the wall of the pit 3a+3b and the car 5 is small, and the faster the car 5 rushes in, the greater the effect becomes. Therefore, in this embodiment, the gaps between the walls of the pits 3a, 3b and the car 5 are reduced by making the cross-sectional shape of the space of the pits 3a, 3b as close as possible to the shape of the outer edge of the car 5 when viewed from the top and bottom directions. , to produce a cushioning effect.

In this embodiment, as shown in FIG. 5, in the pits 3a and 3b, the safety rail 28 and the roller rail 34 are
The structure is such that it protrudes toward the car 5 side, that is, toward the opposite wall surface,
By rolling and guiding the guide rollers 32 and 33, horizontal movement of the car 5 is prevented. And basket 5
In order to reduce the gap between the roller rails 34 and 34 on the side of the entrance/exit of the car 5 (attached to the car door 21), a protrusion 41 is provided between the roller rails 34 and 34 on the side of the limit switch 30 and 31. A protrusion 42 is provided between 34 and 34.

Further, a protrusion 43 is provided between the brake linings 27, 27.
and the primary coil 1 of the brake lining 27
A protrusion 44 is provided on the 6 side. Also, the primary coil 1
The primary coil 16 protrudes toward the car 5 while maintaining a distance sufficient to prevent interference between the primary coil 16 and the superconducting coil 20.

As mentioned above, the cross-sectional shape of the pits 3 a y 3 b is approximated to the outer edge shape of the car 5 when viewed from the top and bottom, and the gap between the two is made as small as possible, so that the pits 3 a and 3 b of the car 5 are The amount of air leaking from the gap when the item falls is reduced. Therefore, as the car 5 falls, the space formed by the car 5 and the walls and bottom surfaces of the pits 3a and 3b is compressed and the air pressure increases, producing a cushioning effect. At this time, in order to increase the compressibility of the air in the space, the cylinders of the oil buffers 4a, 4b are embedded in the bottoms of the pits 3a, 3b.

With the above configuration, the car 5 stops at each landing 40 while
It is operated in circulation within the hoistway l.

If for some reason the car 5 (car 5g in this case) abnormally descends and falls into the pit 3b, the limit switch 15b operates and excites the primary coil 16 in the pit 3b with direct current, and the car 5 is braked electrically. At the same time, the limit switch 31 of the car 5 is activated and the safety 29b grips the rail 28.

However, if the above-mentioned safety device does not operate normally due to an abnormality or the like, the car 5 further descends. Then, the air in the space made up of the wall and bottom of 3b and the car 5 is compressed, producing a cushioning effect.
Reduce the descending speed of car 5, and finally oil buffer 3
b causes the car 5 to stop. The same applies to the pit 38 portion.

However, even with the above configuration, it is difficult to stop the heel 5 only by the cushioning effect of air pressure.
Furthermore, if the falling speed of the car 5 is slow, the cushioning effect cannot be expected to be very high.

Therefore, in this embodiment, the pitch F 3 a y3 of the car 5 is
When the car falls to the position b, the car holding device 23 is activated to cause the rack 24 and the brake lining 25 to protrude. As a result, the brake lining 25 is pressed against the hoistway side brake lining 27, and the frictional force between the two acts as a braking force to prevent the car 5 from falling. Note that even if the rack 24 protrudes, the protruding portion 43 is provided so as not to interfere, so the rack 24 is not involved in braking the car 5. Furthermore, if the brake lining 27 is made to gradually protrude toward the car 5 as it approaches the bottom of the pit 3at3b, a larger braking force can be obtained. Further, if the safety rail 28 and the roller rail 34 are also made to gradually protrude toward the car 5 in the same manner as described above, a large braking force can be obtained.

Although the cushion effect of this embodiment cannot stop the car 5 by itself, it has the effect of reducing the falling speed of the car 5, so when used in combination with each of the above braking devices, safety is further increased. be able to.

As described above, this embodiment improves the safety of the elevator by taking advantage of the unique structure of the linear elevator, which does not use a counterweight or a traveling cable.

Note that this embodiment can be applied even to an elevator having a counterweight, if the hoistway of the car and the hoistway of the counterweight are completely separated.

Further, although a two-story car is used in this embodiment, the present invention is not limited to this.

〔Effect of the invention〕

As explained above, according to the present invention, it is possible to provide an elevator safety device for a pit section at the lower end of a hoistway, which is suitable for linear elevators and can also be applied to rope traction type elevators.

[Brief explanation of drawings]

Fig. 1 is an overall schematic diagram showing an embodiment of the present invention, Fig. 2 is a detailed view of Fig. 1, Fig. 3 is a side view of Fig. 2, Fig. 4 is a plan view of Fig. 3, FIG. 5 is an enlarged sectional view taken along the line AA in FIG. ■... Hoistway 2 a + 2 b... Top clearance 3 a
+ 3 b... Pit 5a to 5g... Car 11.12... Moving vehicle 14a, 14b... Hoistway side upper limit switch 15a, 15b... Hoistway side lower limit switch 16... Primary Coil 17... Primary coil control device 20... Superconducting coil 23... Car holding device 25... Car side brake lining 27... Hoistway side brake lining 28... Safety rails 29a, 29b. ...Safety 30...Limit switch for raising the car side 31...Limit switch for lowering the car side 32, 33...Guide roller 34...Roller rails 41 to 44...Protruding portion provided in the pit Patent applicant Fujichik Co., Ltd. ￥ 1 Figure 2I! 1. 3. Figure 4.

Claims (3)

[Claims] (1) In an elevator hoistway in which a car without a traveling cable ascends and descends, the cross-sectional shape of the pit space at the lower end of the hoistway is configured to approximate the shape of the outer edge of the car as seen from the vertical direction. An elevator safety device characterized by: (2) A car-side brake lining provided on the car so that it can move forward and backward; a hoistway-side brake lining installed in the downward direction of the hoistway so as to face the car-side brake lining; and a car-side brake lining that is normally operated. a car holding device that holds the car in a backward position and moves it forward when necessary; when the car is running abnormally, the car holding device moves the car side brake lining forward, brings both brake linings into contact, and moves the car side brake lining forward; 2. The elevator safety device according to claim 1, wherein the elevator safety device is configured to brake the elevator. (3) comprising a plurality of guide rollers provided on the car, and a rail installed in the hoistway so as to face these guide rollers and always maintain a position away from the guide rollers; 3. The elevator safety device according to claim 1, wherein the rail and the hoistway side brake lining are configured to gradually protrude toward a wall surface opposite to the hoistway as the lower end of the hoistway is approached.