JPH0455014Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a locking device for an elevator door that opens and closes in the vertical direction.

[Conventional technology] The elevator door system opens and closes in the vertical direction.
There is no need for door pockets on either side of the door, and the width of the entrance is almost the same as the car's frontage, making it convenient for loading and unloading luggage, and is mainly used in large freight elevators.

By the way, locking devices have traditionally been installed on the doors of landings, and if the car is not on the landing, it is always locked, and elevator users etc.
The landing door is opened by hand to prevent passengers from accidentally falling into the hoistway. When the car lands on the landing, an RC (retirement cam) installed on the car is activated to unlock the locking device, allowing the landing door to open and close.

However, the car door was not equipped with a locking device, and if a passenger tried to open the car door by hand, it would be possible to open the car door.

[Problem that the invention attempts to solve]

Conventionally, with the above configuration, if the car stopped within the normal landing range of the landing, it was possible to manually open the car and the landing door and escape to the landing, but if the car stopped outside the normal landing range (hereinafter referred to as If the car stopped on an intermediate floor (referred to as an intermediate floor) and attempted to escape by manually opening the car door, there was a risk of accidentally falling into the hoistway through the gap between the car and the hoistway wall.

The present invention aims to solve the above problems.

[Means to solve the problem]

This invention provides a plate-shaped engagement plate whose vertical length corresponds to the normal landing range on the landing or the hoistway near the landing (hereinafter referred to as the landing side), and on the car side, a plate-shaped engagement plate whose vertical length corresponds to the normal landing range. A locking device is provided, which has a door interlocking part that is displaced in conjunction with the opening/closing operation, a locking part that locks the car door, and an engaging part that engages with the above-mentioned engaging plate, and this locking device is not operated at all times. It is configured so that it is in an unlocked state.

[Effect]

According to the present invention, when the car stops at a position where the engaging portion cannot engage with the engaging plate, that is, at an intermediate floor,
When an attempt is made to open the car door, the engaging part is displaced via the door interlocking part, whereby the locking part operates to lock the car door, and the engaging part engages with the engaging plate. When the car stops at a position where it can be reached, that is, within the normal landing range, when you try to open the car door by hand, the engaging part is displaced via the door interlocking part; Since the amount is limited, the locking part does not lock the car door, but maintains the unlocked state. Furthermore, this device can also be applied to landing doors.

〔Example〕

An embodiment of the present invention will be described with reference to FIGS. 1 to 5. Figure 1 is a view of the entire car-side door opening/closing mechanism of the two-door top-opening type as seen from the landing side, Figure 2 is a sectional view taken along line A-A in Figure 1, and Figures 3 to 5. FIG. 2 is an explanatory diagram of the operation of the door locking device.

In the figure, 1 and 2 are top-opening doors, 1 is a high-speed door, 2 is a low-speed door, 3 and 4 are guide rails for doors 1 and 2, 5 is a sill, 6 is an upper frame, and 7 is fixed to the upper frame 6. 8 is its output shaft; 9 is a bearing fixed to the upper frame 6; 10, 11;
are sprockets fixed to both ends of the output shaft 8, 10 is for the high-speed door 1, and 11 is for the low-speed door 2. These sprockets 10, 11 have circumferences in a ratio of 2:1, and are used to open and close each door 1, 2 at a speed of 2:1.

A chain 12 has one end fixed to the high-speed door 1 and the other end fixed to a balance weight (not shown) via a sprocket 10. A chain 13 is wound around a sprocket 11 and a sprocket 14 fixed to the sill 5, and both ends are fixed to a balance weight (not shown). is the chain fixed to the low-speed door 2. Therefore, the balance weight is connected to the high speed door 1 via the sprocket 10 and the chain 12.
It also serves as a balance weight connected to the low-speed door 2 via the sprocket 10, output shaft 8, sprocket 11, and chain 13, and the weight is set to such an extent that each door 1 and 2 can be opened and closed with a small force. . 15 and 16 are fixed to the doors 1 and 2, respectively, and are attached to the doors 1 and 1 along the guide rails 3 and 4.
2, a guide shoe 20 is a link, and is pivotally attached to the guide rail 3 by a shaft 21. 22 and 23 are rollers; a part of the link 20 and the roller 22 constitute an engaging part 24; another part of the link 20 and the roller 23 constitute a door interlocking part 25; The other part of the link 20 constitutes a locking part 26. 27 is provided between the guide rail 3 and the link 20,
A compression spring 28 biases the link 20 counterclockwise around the shaft 21, and a stopper 28 is provided on the guide rail 3 to restrict the rotation of the link 20. It constitutes a device 29. 30 is a locking piece fixed to the high-speed door 1, 31 is a plate-shaped engagement plate whose vertical length corresponds to the normal landing range, and when the car 32 stops within the normal landing range of the landing, roller 22
It is provided on the landing side at a position where it can be engaged.

Next, the operation of this embodiment will be explained. When doors 1 and 2 are closed, as shown in Figure 3,
Due to the weight of the door 1 via the guide shoe 15,
The roller 23 is pushed down, and there is a gap a between the engagement plate 31 and the roller 22, and the locking piece 30 and the locking part 26.
A gap b is maintained between the two. Therefore, the locking device 29 does not interfere with the engagement plate 31, and the car 32 can be moved up and down smoothly.

When the car 32 stops within the normal landing range of the landing and the door 1 opens, the guide shoe 15 rises, and the link 20 rotates counterclockwise around the shaft 21 due to the spring 27. Since it comes into contact with the engagement plate 31, its rotation is prevented in the state shown in FIG. Therefore, the locking portion 26 does not rotate to a position where it can engage with the locking piece 30, but stops at a position where the gap b1 is maintained. For this reason, door 1
can open and close smoothly.

When the car 32 stops at an intermediate floor due to a call or the occurrence of an abnormality, when a passenger tries to open the door 1, the link 20 is rotated counterclockwise about the shaft 21 by the spring 27 due to the rise of the guide shoe 15. However, unlike the case shown in FIG. 4, since there is no engagement plate 31, the link 20 rotates until it hits the stopper 28, as shown in FIG. Therefore, the locking portion 26 rotates to a position where it can engage with the locking piece 30,
This prevents the locking piece 30 from rising, that is, the door 1 from opening.

As described above, according to this embodiment, the opening operation of the door 1 and the door 2 interlocked with the door 1 can be mechanically prevented at necessary times with a simple configuration, and no electrical means are used. Therefore, even in the event of a power outage or disconnection, it will operate without any problems. In this embodiment, the roller 23 is pushed down by the guide shoe 15, but instead of using the guide shoe 15, a dedicated bracket may be installed on the door 1.

In the embodiment described above, the door 1 is directly locked by the rotation of the link 20, so the amount of displacement of the locking portion 26 changes depending on the amount of rotation of the link 20. Therefore, when the door is closed (Fig. 3) and when the door is opened when the car 32 is stopped within the normal landing range (Fig. 4), the locking part 2
There are gaps b and b1 between the locking part 6 and the locking piece 30, and when the door is opened when the intermediate floor is stopped (Fig. 5), the locking part 26 and the locking piece 30 are securely engaged. Since the locking device 29 must be made to match, it is difficult to install and adjust the locking device 29, and there is a possibility that reliable operation cannot be expected. An embodiment that improves this point will now be described.

Figures 6 to 8 show examples that solve the above problems, and Figures 6 to 8 are examples of Figures 3 to 5, respectively.
Corresponds to the figure.

In the figure, 40 is a base fixed to the guide rail 3, 41 is a link that is attached to the base 40 by a shaft 42, a roller 43 is attached to one end, and a cam 44 is fixed to the other end. ing. The cam 44 has a circumferential surface 44a centered around the shaft 42 and a recess 44b, an L-shaped arm 45 is fixed to one end, and a roller 46 is attached to the tip of the arm 45. has been done. 47 is base 4
0 and the link 41, the link 41, the cam 44,
The arm 45 etc. are biased counterclockwise. 48
is a stopper provided on the base 40 that restricts its rotation. 50 is attached to the base 40 by the shaft 51
A cam roller 52 is pivotally attached to one end of the L-shaped link, and the other end is a locking portion 53. A compression spring 54 is installed between the base 40 and the link 50, and urges the link 50 counterclockwise about the shaft 51. Therefore, the cam roller 52 is always in pressure contact with the cam 44. 55 is a stopper provided on the base 40 for regulating its rotation. The base 40 to the stopper 55 constitute a locking device 56. Also, the engagement portion 5 is formed by the link 41 and the roller 43.
7, the arm 45 and the roller 46 each constitute an interlocking section 58, and one end of the link 50 constitutes a locking section 53 as described above. That is, this embodiment has a structure in which the locking part 26 in the embodiment shown in FIGS. It's summery. Reference numeral 60 designates a bracket fixed to the door 1, with an upper part serving as a pressing piece 61 for pushing down the roller 46, and a lower part serving as a locking piece 62 for engaging with the locking part 53. Note that the same reference numerals as in FIG. 3 indicate the same parts.

Next, the operation of this embodiment will be explained. When the door 1 is closed, the roller 46 is pressed down by the pressing piece 61, as shown in FIG. There is a third
As in the illustrated embodiment, the gap a is maintained.

At this time, the cam roller 52 is disposed so as to be located on the circumferential surface 44a of the cam 44, and the locking portion 53 is configured to maintain the gap C with the locking piece 62. Therefore, the locking device 56 is connected to the engagement plate 31.
The car 32 can be moved up and down smoothly without interfering with the above.

When the car 32 stops within the normal landing range of the landing and the door 1 opens, the pressing piece 61 rises, and the link 41 rotates counterclockwise around the shaft 42 due to the spring 47. Since it comes into contact with the engagement plate 31, its rotation is prevented in the state shown in FIG. At this time, the cam 44 fixed to the link 41 also rotates counterclockwise around the shaft 42, but since the amount of rotation is small, the cam roller 52 only rolls on the circumferential surface 44a of the cam 44 and is displaced. Never. Therefore, since the link 50 is not displaced and remains in the same position as in the case of FIG. 6, the gap C between the locking portion 53 and the locking piece 62 remains unchanged.

Next, when the car 32 stops at an intermediate floor due to a failure or abnormality and a passenger attempts to open the door 1, the pressing piece 61 rises and the spring 47 is activated, as shown in FIG. The link 41 is the shaft 42
Rotate counterclockwise around the center. At this time, the seventh
Unlike the case shown in the figure, since the engagement plate 31 is not present, the link 41 rotates until it hits the stopper 48. Further, the cam 44 fixed to the link 41 also rotates greatly, and its recess 44b comes to a position facing the cam roller 52. Therefore, the link 50 is rotated counterclockwise about the shaft 51 by the spring 54, and the cam roller 52 falls into the recess 44b. As the link 50 rotates, the locking portion 53 also rotates to a position where it can engage with the locking piece 62, and the locking piece 62 rises.
In other words, the opening operation of the door 1 is prevented.

As described above, according to this embodiment, when the door is closed (FIG. 6) and when the door is opened when the car 32 is stopped within the normal landing range (FIG. 7), the locking portion 53 A constant gap C is always maintained between the locking piece 62 and the locking piece 62, and the locking portion 53 is at a position where it can engage with the locking piece 62 only when the door is opened (FIG. 8) when the car 32 is stopped on an intermediate floor. Since it is configured to be displaced to , the operation is reliable and there is no need for delicate adjustments as in the above-mentioned embodiments. Although this embodiment is also constructed using only mechanical means, it is also possible to provide electrical contacts if necessary.

FIG. 9 shows an example in which an electrical contact is provided in this embodiment, in which a convex piece 70 is provided on the upper part of the link 50, and a switch 71 is fixed to the base 40. Figures 6 to 8
It is omitted because it is the same as the figure. In this embodiment, as shown by the solid line, the convex piece 70 normally
The switch 71 maintains its energized state. When an abnormality occurs, that is, when the car 32 is stopped at an intermediate floor and the door is opened, the link 50 rotates counterclockwise as described above, so the switch 71 becomes deenergized as shown by the two-dot chain line. . Therefore, if the contacts of this switch 71 are inserted into the safety circuit, the safety circuit will be cut off when the door is opened when the intermediate floor is stopped, and the car 3
It is possible to avoid a situation where 2 suddenly starts moving. Furthermore, if the reverse contact of the switch 71 is inserted into the sound generation circuit, an alarm can be emitted when the door 1 is opened when the vehicle is stopped on an intermediate floor.
Although a detailed explanation will be omitted, a switch can be similarly provided in the embodiments shown in FIGS. 3 to 5. Further, in each of the above embodiments, the locking device 29,
56 is attached to the guide rail 3 directly or via the base 40, but instead of being attached to the guide rail 3, it may be attached to a portion to which the guide rail 3 is fixed (such as a car frame).

Each of the above embodiments has been described for the case of two doors opening from the top, but it can also be applied to other doors that open and close in the vertical direction, such as one or more doors opening from the top, and doors opening from the top and bottom. can. Furthermore, it can be applied not only to car side doors but also to landing side doors.

[Effect of idea]

As explained above, according to the present invention, the door is locked only by mechanical means, so it operates reliably even during power outages, and it always remains unlocked during normal operation. It is possible to prevent damage to the locking part due to the force applied during locking.

[Brief explanation of the drawing]

Figures 1 to 5 are diagrams showing one embodiment of the present invention. Figure 1 is a view of the entire car side door opening/closing mechanism of the two-door top-opening type as seen from the landing side. A sectional view taken along line A-A in FIG. 1 and FIGS. 3 to 5 are explanatory views of the operation of the door locking device. Figures 6 to 9
The figures show other embodiments of the present invention, in which FIGS. 6 to 8 are explanatory diagrams of the operation of the door locking device, and FIG. 9 is a diagram showing an embodiment further provided with electrical contacts. 1...High speed door, 2...Low speed door, 24,57
...Engagement part, 25, 58...Door interlocking part, 26,
53... Locking part, 29, 56... Locking device, 3
0,62...Locking piece, 31...Engagement plate, 32...
Basket.

Claims (1)

[Scope of Claim for Utility Model Registration] (1) In an elevator top and bottom door device that is equipped with a door that opens and closes in the vertical direction and a locking device that prevents the door from opening, An engaging plate corresponding to the normal landing range is provided on the landing side, and a locking piece is provided on the door on the car side, and a door interlocking part that displaces in conjunction with the opening/closing operation of the door and the displacement of this door interlocking part are installed. When the engaging plate is engaged with the engaging plate during the opening operation of the door, the amount of displacement is limited, and when the engaging plate is not engaged with the engaging plate, the engaging portion is over-displaced. A guide rail that guides the door through a locking device that includes a locking portion that displaces to a position where it can engage with a locking piece of the door when overdisplaced, thereby preventing the door from opening. Or an elevator upper and lower door device characterized in that this guide rail is installed in a fixed part. (2) Utility model registration claim 1, characterized in that the door interlocking part and the engaging part are integrally constructed and are configured to interlock with the locking part via a cam and a cam roller. The elevator upper and lower door device described.