JPWO2008149413A1 - Elevator safety device - Google Patents

Abstract

In an elevator safety device, a pair of braking mechanisms are provided on a lifting body guided by a pair of guide rails. Each braking mechanism body has a housing supported by the elevating body, a receiving rail provided in the housing, and a movable rail that can contact and separate from the guide rail. For the movable rail, a neutral position where the distance from the receiving rail is a predetermined distance, and a braking position where the distance between the receiving rail and the neutral position is above and below the neutral position is narrower than the predetermined distance. It is possible to displace between. The guide rail is individually gripped between the receiving rail and the movable rail by being displaced from the neutral position to the braking position corresponding to the moving direction of the lifting body while contacting the movable rail. . Each brake mechanism body is connected by a connecting member. The elevating body supports an electromagnetic drive device that displaces the connecting member in a direction in which each movable rail comes into contact with and separates from each guide rail.

Description

  The present invention relates to a safety device for an elevator that can brake the traveling of a car in any direction.

  2. Description of the Related Art Conventionally, an elevator apparatus including a wedge-type emergency stop device that is electrically braked when an abnormality occurs in the elevator has been proposed. In this conventional elevator apparatus, a pair of emergency stop devices are mounted on a common car. Each emergency stop device displaces the wedge by an electromagnetic actuator, and applies a braking force to the cage by causing the wedge to engage between a guide rail that guides the cage and a receiving metal provided on the cage. Each electromagnetic actuator starts operation by receiving an operation signal output from a common output unit (see, for example, Patent Document 1).

WO2004 / 083091

  However, in such a conventional elevator device, a plurality of emergency stop devices that individually perform braking operations in the upward direction and the downward direction must be combined and mounted on the car. Therefore, in order to perform the braking operation on the car in any of the up and down directions, the entire emergency stop device becomes large.

  In addition, since the braking operation of each emergency stop device is independent of each other, even if an activation signal is input to each emergency stop device at the same time, the braking force to the car is generated due to individual differences of each emergency stop device. The time is different between each emergency stop device. This may cause the car to tilt during braking.

  The present invention has been made in order to solve the above-described problems, can be downsized, and can perform the braking operation of the lifting body in a short time and stably in any of the upper and lower directions. The purpose is to obtain an elevator safety device.

  The elevator safety device according to the present invention has a housing supported by a lifting body guided by a pair of guide rails, a receiving rail provided on the housing, and a horizontal direction facing the receiving rail via the guide rail. Between the neutral position where the distance to the receiving rail is a predetermined distance and the braking position which is located above and below the neutral position and where the distance between the receiving rail is narrower than the predetermined distance. Each movable rail contact that is possible and can be contacted to and separated from the guide rail, and the movable rail contact is displaced to the braking position according to the moving direction of the lifting body while contacting the guide rail. A pair of braking mechanism bodies that individually grip each guide rail between the two and the movable rail contact, and a connecting member that connects between each braking mechanism body And it is supported by the vertically movable body, and an electromagnetic driving device strikes the movable rail to displace the connecting member to the direction toward or away from the respective guide rail.

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram which shows the elevator apparatus by Embodiment 1 of this invention. It is a block diagram which shows one emergency stop apparatus when it sees along the arrow A of FIG. FIG. 3 is a cross-sectional view taken along line III-III in FIG. 2. It is a block diagram which shows the state in which the center contact surface per rotation rail of FIG. 2 is contacting the car guide rail. It is sectional drawing along the VV line of FIG. It is a block diagram which shows the state in which the lower friction surface per rotation rail of FIG. 2 is contacting the car guide rail. It is sectional drawing along the VII-VII line of FIG. It is a block diagram which shows the state in which the upper friction surface per rotation rail of FIG. 2 is contacting the car guide rail. It is sectional drawing along the IX-IX line of FIG. FIG. 3 is a configuration diagram showing a state in which the backup mechanism of FIG. 2 is operating. It is sectional drawing along the XI-XI line of FIG. It is a block diagram which shows the safety device of the elevator by Embodiment 2 of this invention. It is sectional drawing along the XIII-XIII line of FIG. It is a block diagram which shows the neutral biasing apparatus of FIG. It is a block diagram which shows the emergency stop apparatus when the movable rail hit of FIG. 12 is displaced to the upper braking position. It is a block diagram which shows the neutral biasing device when the interlocking lever of FIG. 15 is rotated upwards with respect to the plunger. It is a block diagram which shows the emergency stop apparatus by Embodiment 3 of this invention. It is sectional drawing along the XVIII-XVIII line of FIG. It is a block diagram which shows the emergency stop apparatus by Embodiment 4 of this invention.

Preferred embodiments of the present invention will be described below with reference to the drawings.
Embodiment 1 FIG.
1 is a block diagram showing an elevator apparatus according to Embodiment 1 of the present invention. In the figure, a car 1 and a counterweight 2 (both elevating bodies) are suspended in a hoistway by a main rope 3. The main rope 3 is wound around the drive sheave 4a of the hoisting machine 4 and the baffle 5 provided respectively in the upper part of the hoistway. The drive sheave 4 a is rotated by the driving force of the hoisting machine 4. The car 1 and the counterweight 2 are raised and lowered in the hoistway by the rotation of the drive sheave 4a. In the hoistway, a pair of car guide rails 6 for guiding the raising and lowering of the car 1 and a pair of counterweight guide rails 7 for guiding the raising and lowering of the counterweight 2 are installed.

  The raising and lowering of the car 1 and the counterweight 2 are controlled by an elevator control panel 10. The control panel 10 includes a car speed detection sensor 11 for detecting the speed of the car 1, a door open / close detection sensor 12 for detecting the opening / closing of an entrance (not shown) of the car 1, and whether the main rope 3 is broken or not. Information from each of the main rope cutting detection sensors 13 to be detected is sent. As the car speed detection sensor 11, for example, an encoder or a resolver that generates a signal corresponding to the rotational speed of the drive sheave 4a is used. As the door opening / closing detection sensor 12, for example, a position sensor that detects the position of the door that opens and closes the doorway of the car 1 is used. As the main rope cutting detection sensor 13, for example, a tension detector for detecting the tension of the main rope 3 is used.

  The control panel 10 is provided with a braking command unit 14 that detects the presence or absence of an abnormality in the elevator based on information from each of the car speed detection sensor 11, the door opening / closing detection sensor 12, and the main rope cutting detection sensor 13. The braking command unit 14 outputs a braking command when the occurrence of an abnormality in the elevator is detected.

  The braking command unit 14 includes a computer having an arithmetic processing unit (CPU or the like), a storage unit (ROM, RAM, hard disk, or the like), and a signal input / output unit. The function of the braking command unit 14 can be realized by a calculation process by a computer.

  At the lower part of the car 1, there are emergency stop devices 15 and 16, which are a pair of braking mechanisms for holding the car guide rails 6 individually to brake the car 1, and a rod-like connection between the emergency stop devices 15 and 16. The connecting member 17 and an electromagnetic driving device 18 that displaces the connecting member 17 in the horizontal direction with respect to the car 1 are provided.

  One emergency stop device 15 is arranged to face one car guide rail 6, and the other emergency stop device 16 is arranged to face the other car guide rail 6. The connecting member 17 is disposed horizontally between the safety devices 15 and 16. A braking command from the braking command unit 14 is sent to the electromagnetic drive device 18. The electromagnetic drive device 18 displaces the connecting member 17 by receiving a braking command. Each emergency stop device 15, 16 performs a braking operation by displacement of the connecting member 17.

  FIG. 2 is a configuration diagram showing one emergency stop device 15 when viewed along the arrow A in FIG. 1. FIG. 3 is a cross-sectional view taken along line III-III in FIG. The configuration of the other emergency stop device 16 is the same as the configuration of one emergency stop device 15, and therefore only one emergency stop device 15 will be described. In the figure, in one emergency stop device 15, an attachment frame 19 is attached to the car 1. An upper guide rod 20 and a lower guide rod 21 that are spaced apart from each other in the vertical direction are attached to the attachment frame 19. The upper guide rod 20 and the lower guide rod 21 are arranged parallel to each other and horizontally.

  A housing 22 is provided inside the mounting frame 19. Slide guides 22 a to 22 d are provided above and below the housing 22. The upper guide rod 20 passes through the slide guides 22a and 22c. A lower guide rod 21 passes through the slide guides 22b and 22d. Thereby, the housing 22 is slidable with respect to the mounting frame 19 along the upper guide rod 20 and the lower guide rod 21. That is, the housing 22 can be displaced in the horizontal direction with respect to the car 1.

  The housing 22 includes a housing main body 23 and an attachment guide portion 24 that protrudes from the housing main body 23 toward the car guide rail 6.

  The attachment guide portion 24 is disposed at a position shifted from the car guide rail 6 in the displacement direction of the housing 22 with respect to the car 1. Further, the mounting guide portion 24 has a receiving portion 24a arranged along the vertical direction, and a pair of horizontal portions 24b and 24c extending from the upper end portion and the lower end portion of the receiving portion 24a toward the car guide rail 6 side. is doing.

  The housing 22 is provided with a receiving rail per 25 and a movable rail per 26 facing each other across the car guide rail 6 in the horizontal direction. That is, the car guide rail 6 is disposed between the receiving rail per 25 and the movable rail per 26 provided in the common housing 22. As a result, the receiving rail 25 and the movable rail 26 are displaced together with the housing 22. Further, the receiving rail per 25 and the movable rail per 26 can be brought into and out of contact with the car guide rail 6 by the displacement of the housing 22 with respect to the mounting frame 19.

  25 per receiving rail is disposed between the horizontal portions 24b, 24c. 25 per receiving rail is guided along each horizontal part 24b, 24c. A plurality of (two in this example) stepped bolts 27 that pass through the receiving portion 24a are fixed to the receiving rail 25. Each stepped bolt 27 is slidable in the horizontal direction with respect to the receiving portion 24a. Thereby, the receiving rail 25 can be displaced in the horizontal direction with respect to the housing 22.

  Between the receiving rail 25 and the receiving portion 24a (that is, the counter cage guide rail 6 side of the receiving rail 25), a pressing element 28 and an adjusting element 29 through which a common stepped bolt 27 is respectively passed are arranged. ing.

  The pressing element 28 has, for example, a plurality of disc springs. The pressing element 28 urges the receiving rail per 25 in a direction approaching the car guide rail 6 (that is, a direction away from the receiving portion 24a) by an elastic repulsive force due to the disc spring being contracted. The adjustment element 29 adjusts the magnitude of the elastic repulsion force of the pressing element 28. In this example, the adjustment element 29 has a plurality of spacers stacked on top of each other. The magnitude of the elastic repulsive force of the pressing element 28 is adjusted by adjusting the number of spacers.

  A washer 30 is passed through each stepped bolt 27 and a positioning nut 31 is screwed together. The washer 30 and the positioning nut 31 can be engaged with the receiving portion 24a. The displacement in the direction approaching the car guide rail 6 per 25 receiving rails is regulated by the engagement of the washer 30 and the positioning nut 31 with the receiving portion 24a. Adjustment of the position of the receiving rail 25 in the horizontal direction with respect to the housing 22 is performed by adjusting the screwing amount of the positioning nut 31 to the stepped bolt 27.

  When the receiving rail 25 is displaced in a direction approaching the receiving portion 24a, the pressing element 28 generates a larger elastic repulsion force against the displacement of the receiving rail 25.

  The movable rail per 26 is fixed to a horizontal shaft (main shaft) 32 attached to the housing main body 23 via a bearing 33 (FIG. 3). In this example, the bearing 33 is a slide bearing. As a result, the movable rail per 26 is rotatable in the vertical direction about the main shaft 32. The shape of the movable rail per 26 is a shape in which the distance from the receiving rail 25 is continuously reduced by turning in the vertical direction. As a result, the distance between the movable rail 26 and the receiving rail 25 is maximum before the movable rail 26 rotates, and continuously decreases as the amount of rotation of the movable rail 26 increases.

  That is, the movable rail per 26 is positioned at a neutral position where the distance from the receiving rail per 25 is a predetermined distance by rotation around the main shaft 32, and above and below the neutral position. The cam is displaceable between a pair of braking positions in which the distance from 25 is narrower than a predetermined distance.

  The distance between the movable rail per 26 and the receiving rail per 25 (ie, the predetermined distance) when in the neutral position is equal to the distance per movable rail even when the car 1 is inclined due to the eccentric load of the car 1. 26 and 25 per receiving rail are distances that can maintain the distance from the car guide rail 6. The predetermined distance is adjusted by adjusting the screwing amount of the positioning nut 31 to the stepped bolt 27.

  The movable rail contact 26 is rotated in a direction corresponding to the moving direction of the car 1 by contacting the car guide rail 6 when the car 1 moves. That is, when the movable rail per 26 comes into contact with the car guide rail 6, the movable rail per 26 is displaced from the neutral position to the upper braking position when the car 1 is lowered, and the movable rail when the car 1 is raised. The hit 26 is displaced from the neutral position to the lower braking position.

  Per movable rail 26 has a main body 34 per movable rail, and an upper brake shoe 35 and a lower brake shoe 36 (a pair of brake shoes) provided on the main body 34 per movable rail.

  A rail contact surface with which the car guide rail 6 can be contacted is provided on the outer peripheral portion of the movable body per contact body 34 on the car guide rail 6 side. The rail contact surface includes a central contact surface 34a, an upper contact curved surface (upper curved surface portion) 34b that is a curved surface continuous with the upper end portion of the central contact surface 34a, and a lower contact that is a curved surface continuous with the lower end portion of the central contact surface 34a. And a curved surface (lower curved surface portion) 34c.

  In this example, the center contact surface 34a is a plane perpendicular to a straight line along the radial direction passing through the rotation center Cn of 26 per movable rail. The upper contact curved surface 34b is a cylindrical surface centered on a position Pup offset upward from the rotation center Cn. Further, the lower contact curved surface 34c is a cylindrical surface centered on a position Pdn offset downward from the rotation center Cn. The center Pup of the upper contact curved surface 34b is closer to the Y axis in the second quadrant of the XY coordinates around the rotation center Cn, and the center Pdn of the lower contact curved surface 34c is closer to the Y axis in the third quadrant. positioned.

  Further, in this example, the dimension LY in the Y-axis direction (vertical direction) between the centers Pup and Pdn of each of the contact curved surfaces 34b and 34c and the rotation center Cn, and 26 rail contact points per movable rail, With respect to the ratio γ (= LY / LX) with respect to the dimension LX in the X-axis direction (horizontal direction) between the rotation center Cn and each of the contact curved surfaces 34b, 34c and the car guide rail 6 The friction coefficient μ is set to be large (that is, γ <μ). In this case, the frictional force with respect to the pressing force of the movable rail 26 is increased with respect to the return rotational force due to the pressing force of the movable rail 26 (load acting in the direction opposite to the direction to be rotated during braking). Thus, the movable rail 26 can be rotated more reliably. In order to reduce the value of the dimensional ratio γ, the radius R of the cylindrical surface of each contact curved surface 34b, 34c may be increased. Further, in order to increase the friction coefficient μ, the car guide rail 6 is guided by an oil-free guide to prevent oil from adhering, or a large number of minute protrusions that bite into the car guide rail 6 are formed on the contact curved surfaces 34b, 34c.

  The upper brake shoe 35 is disposed adjacent to the upper end of the upper contact curved surface 34b. The upper braking shoe 35 is provided with a flat upper friction surface (upper flat surface portion) 35a. The portion of the upper braking shoe 35 provided with the upper friction surface 35a protrudes by a predetermined amount from the upper end of the upper contact curved surface 34b.

  A spacer 37 is provided between the back surface of the upper brake shoe 35 and the main body 34 per rotating rail so that the protrusion amount of the upper brake shoe 35 from the rail contact surface can be adjusted. Adjustment of the protrusion amount of the upper brake shoe 35 is performed by adjusting the thickness of the spacer 37.

  The lower brake shoe 36 is disposed adjacent to the lower end of the lower contact curved surface 34c. The lower brake shoe 36 is provided with a lower friction surface (lower flat surface portion) 36a which is a flat surface. The portion of the lower brake shoe 36 provided with the lower friction surface 36a protrudes by a predetermined amount from the lower end of the lower contact curved surface 34c.

  A spacer 38 is provided between the back surface of the lower brake shoe 36 and the main body 34 per rotating rail so that the amount of protrusion of the lower brake shoe 36 from the rail contact surface can be adjusted. Adjustment of the protrusion amount of the lower brake shoe 36 is performed by adjusting the thickness of the spacer 38. In this example, the protruding amounts from the rail contact surfaces of the upper brake shoe 35 and the lower brake shoe 36 are substantially the same.

  The per movable rail 26 is normally held in a neutral position (FIG. 2). Therefore, when the movable rail contact 26 is displaced toward the car guide rail 6, the central contact surface 34 a comes into contact with the car guide rail 6. When the central contact surface 34a contacts the car guide rail 6 while the car 1 is moving, the movable rail per 26 is pulled by the car guide rail 6 and displaced from the neutral position to either the upper or lower braking position. Is done. When the movable rail per 26 reaches the upper braking position, the car guide rail 6 is gripped between the lower braking shoe 36 and the receiving rail 25, and when the movable rail per 26 reaches the lower braking position, the car guide rail. 6 is gripped between the upper brake shoe 35 and 25 per receiving rail.

  The description of the configuration of one emergency stop device 15 is as described above. The other safety device 16 has the same configuration as that of the first safety device 15.

  The connecting member 17 is connected between the movable rails 26 of the safety devices 15 and 16 by being fixed to the main shafts 32 (FIG. 3). That is, each movable rail 26, each main shaft 32, and connecting member 17 can be integrally displaced with respect to the car 1. Further, each of the main shafts 32 and the connecting members 17 are arranged on the same horizontal axis. As a result, the connecting member 17 is rotated about its axis in accordance with the rotation of each movable rail 26.

  The electromagnetic driving device 18 includes a plurality of first urging springs (first urging members) 39 that urge the housing 22 in a direction in which the movable rail 26 of one emergency stop device 15 contacts the car guide rail 6; A plurality of second urging springs (second urging members) 40 (FIG. 3) for urging the housing 22 in the direction in which the movable rail 26 of the other emergency stop device 16 contacts the car guide rail 6; A holding / release mechanism 41 capable of regulating the displacement of the connecting member 17 against the urging forces of the urging spring 39 and the second urging spring 40 is provided.

  The first urging spring 39 is provided between the slide guides 22 a and 22 b of the one safety device 15 and one end of the mounting frame 19. The second urging spring 40 is provided between the slide guides 22 a and 22 b of the other safety device 16 and one end of the mounting frame 19. As the first and second urging springs 39 and 40, for example, coil springs or the like are used. The upper guide rod 20 and the lower guide rod 21 are passed through the first and second biasing springs 39 and 40, respectively.

  The holding / release mechanism 41 is attached to a support 42 fixed to the car 1. The holding / release mechanism 41 includes a rod-like push pin 43 that is displaceable in the horizontal direction with respect to the support 42, and a clearance adjustment screw 44 that is screwed into the distal end portion of the push pin 43 and contacts the connecting member 17. And an electromagnetic magnet 45 for displacing the push pin 43.

  The push pin 43 has a holding position (FIG. 3) for restricting the displacement of the connecting member 17 in a state where each movable rail 26 is separated from each car guide rail 6, and is retracted from the holding position to move the connecting member 17. It can be displaced between the release position where the restriction is released. The direction in which the push pin 43 is displaced is a direction that intersects the length direction of the connecting member 17.

  The electromagnetic magnet 45 includes a fixed iron core 46 fixed to the support 42, an electromagnetic coil 47 incorporated in the fixed iron core 46, and a movable iron core 48 that can be displaced with respect to the fixed iron core 46.

  A push pin 43 is fixed at the center of the movable iron core 48. The push pin 43 passes through the center of the fixed iron core 46. A plurality of adjustment nuts 72 are screwed onto the push pin 43. The size of the gap between the movable iron core 48 and the fixed iron core 46 can be set to a predetermined value by adjusting the position of the adjustment nut 72 with respect to the push pin 43. The amount of displacement of the push pin 43 is adjusted by adjusting the gap between the movable iron core 48 and the fixed iron core 46.

  The gap adjusting screw 44 protrudes from the distal end portion of the push pin 43. The displacement of the connecting member 17 is regulated by engaging the intermediate portion of the connecting member 17 with the gap adjusting screw 44. The protrusion amount of the gap adjusting screw 44 with respect to the push pin 43 is adjusted by adjusting the screwing amount of the gap adjusting screw 44 with respect to the push pin 43. The clearance dimension between each of the movable rail per 26 and the receiving rail 25 when the push pin 43 is in the holding position and the car guide rail 6 is adjusted by adjusting the protruding amount of the clearance adjusting screw 44 with respect to the push pin 43. The

  The movable iron core 48 is attracted and held by the fixed iron core 46 when the electromagnetic magnet 45 is excited. The push pin 43 is held so as not to move with respect to the fixed iron core 46 by the adsorption of the movable iron core 48 by the fixed iron core 46. That is, the position of the push pin 44 is maintained at the holding position by the adsorption of the movable iron core 48 by the fixed iron core 46.

  The holding force of the electromagnetic magnet 45 is set so as to overcome the urging forces of the first and second urging springs 39 and 40. Therefore, in each emergency stop device 15, 16, the receiving rail 26 and the rotating rail 25 are held away from the car guide rail 6 by the excitation of the electromagnetic magnet 45.

  Further, the maintenance of the push pin 44 at the holding position is released by stopping the excitation of the electromagnetic magnet 45. Therefore, when the excitation of the electromagnetic magnet 45 is stopped, the push pin 44 is displaced from the holding position to the release position while being pushed by the connecting member 17 by the urging force of the first and second urging springs 39 and 40. . As a result, in each emergency stop device 15, 16, the movable rail 26 is displaced in a direction in which it contacts the car guide rail 6.

  The connecting member 17 supports a neutral urging device 49 that urges the connecting member 17 in a direction in which the position of each movable rail 26 is displaced to the neutral position. The neutral urging device 49 is connected to a pair of twist springs 50, one end of the twist spring 50, a pair of slide plates 51 provided on the support 42, and the other end of the twist spring 50, respectively. And a pair of fixing pins 52 fixed to the connecting member 17.

  In each slide plate 51, the connecting member 17 is rotatably passed. Each slide plate 51 is restricted from rotating with respect to the support 42 and can be displaced with respect to the support 42 in the horizontal direction in which the connecting member 17 is displaced.

  The twist spring 50 is a coil spring. The connecting member 17 is passed through each twist spring 50. Each twist spring 50 is elastically deformed by rotating the connecting member 17 in a direction in which each movable rail 26 is displaced from the neutral position to any one of the braking positions. The elastic deformation of each twist spring 50 is released when each movable rail 26 is displaced to the neutral position. That is, when each movable rail 26 is displaced upward or downward from the neutral position, each movable rail 26 is biased in a direction to be displaced to the neutral position by the elastic restoring force of each twist spring 50. Is done.

  A detection device mounting member 53 is fixed to one slide plate 51. The detection device mounting member 53 and the connecting member 17 are provided with a detection device 54 that detects displacement from the neutral position of each movable rail 26 upward and downward. In this example, the detection device 54 detects the displacement of the movable rail 26 to the braking position 26 for each of the upper side and the lower side. The detection device 54 detects the presence or absence of displacement of each movable rail 26 to each braking position by detecting the rotation (displacement) of the connecting member 17.

  The detection device 54 detects the displacement of the movable rail 26 to the upper braking position 26 by detecting the rotation of the cylindrical detection member 55 fixed to the intermediate portion of the connecting member 17 and the detection member 55. An upper displacement detection switch (upper displacement detection unit) 56 and a lower displacement detection switch (lower displacement detection unit) that detects the displacement of each movable rail 26 to the lower braking position by detecting the rotation of the detection member 55. 57).

  The upper displacement detection switch 56 and the lower displacement detection switch 57 are fixed to the detection device mounting member 53. The upper displacement detection switch 56 and the lower displacement detection switch 57 each have a switch main body 58, a plunger 59 that can move forward and backward with respect to the switch main body 58, and a roller 60 provided at the tip of the plunger 59. Yes. The upper displacement detection switch 56 and the lower displacement detection switch 57 are turned on (detected state) when the plunger 59 is pushed into the switch body 58, and are turned off when the pressing force is released and the plunger 59 returns to the normal position. (Non-detection state).

  An upper detection groove 61 into which the roller 60 of the upper displacement detection switch 56 is inserted and a lower detection groove 62 into which the roller 60 of the lower displacement detection switch 57 is inserted are provided on the outer periphery of the detection member 55. The upper detection groove 61 and the lower detection groove 62 are provided along the rotation direction of the connecting member 17. The positions of the upper detection groove 61 and the lower detection groove 62 in the rotation direction of the connecting member 17 are shifted from each other.

  When the movable rail contact 26 is in the neutral position, the rollers 60 of the upper displacement detection switch 56 and the lower displacement detection switch 57 remain inserted in the detection grooves 61 and 62, respectively. At this time, both the upper displacement detection switch 56 and the lower displacement detection switch 57 are in the OFF state.

  When each movable rail 26 reaches the upper braking position, only the roller 60 of the upper displacement detection switch 56 is removed from the upper detection groove 61. As a result, the plunger 59 of the upper displacement detection switch 56 is pushed in by the outer peripheral portion of the detection member 55, and only the upper displacement detection switch 56 is turned on. When each movable rail 26 reaches the lower braking position, only the roller 60 of the lower displacement detection switch 57 is removed from the lower detection groove 62. Thereby, the plunger 59 of the downward displacement detection switch 57 is pushed in by the outer peripheral part of the detection member 55, and only the downward displacement detection switch 57 is turned on. The detection device 54 detects that the movable rail contact 26 has reached the upper braking position when the upper displacement detection switch 56 is turned on, and the lower displacement detection switch 57 is turned on to detect 26 per movable rail. Is detected to have reached the lower braking position.

  One emergency stop device 15 is connected to a mechanical backup mechanism 63. The backup mechanism 63 includes a governor rope (not shown) that moves with the movement of the car 1 and restrains the governor rope when the moving speed of the car 1 reaches a predetermined overspeed. A speed governor (not shown) for preventing the movement of the governor rope and the movable rail 26 to the braking position according to the moving direction of the car 1 are provided in the car 1 and the movement of the speed governor rope is prevented. And a link mechanism 64 for displacing.

  The governor is provided in the upper part of the hoistway. The governor rope is wound around the governor sheave of the governor. The governor sheave is rotated as the governor rope moves. The governor detects the presence or absence of overspeed of the car 1 by detecting the rotation of the governor sheave.

  The link mechanism 64 includes a pull-up bar 65 connected to the governor rope, and a brake lever 66 connected to the pull-up bar 65 and provided in the housing 22 of one emergency stop device 15.

  The pull-up bar 65 is displaced relative to the moving car 1 by preventing the governor rope from moving. For example, when the movement of the governor rope is blocked while the car 1 is descending, the pull-up bar 65 is displaced upward with respect to the car 1.

  The brake lever 66 is disposed on the side opposite to the car guide rail 6 side of 26 per movable rail. Further, the brake lever 66 is rotatable around a fixed shaft 67 fixed to the housing 22. The brake lever 66 includes a lever main body 68 provided on the fixed shaft 67 and a protrusion 69 provided on the lever main body 68 and protruding in a direction away from the fixed shaft 67.

  An end portion of the pull-up bar 65 is connected to the lever main body 68 via a connecting pin 70 so as to be rotatable. Thereby, the brake lever 66 is rotated around the fixed shaft 67 according to the displacement of the pull-up bar 65 with respect to the car 1. Further, the protrusion 69 is displaced downward when the pull-up bar 65 is displaced upward with respect to the car 1, and is displaced upward when the pull-up bar 65 is displaced downward with respect to the car 1. The

  An engaging pin 71 that can engage with the protruding portion 69 protrudes in parallel with the main shaft 32 at each movable rail 26 of the emergency stop device 15. The brake lever 66 is rotated about the fixed shaft 67 while the protrusion 69 is engaged with the engagement pin 71, so that the movable rail contact 26 is rotated about the main shaft 32. In this example, the protrusion 69 is engaged with the engagement pin 71 by rotating the brake lever 66 in the direction in which the protrusion 69 is displaced downward. Further, the projecting portion 69 is displaced downward while being engaged with the engaging pin 71, whereby the movable rail contact 26 is rotated from the neutral position toward the upper braking position.

  Next, the operation will be described. 4 is a configuration diagram showing a state in which the central contact surface 34a of the rotating rail per 26 in FIG. 2 is in contact with the car guide rail 6, and FIG. 5 is a cross-sectional view taken along the line V-V in FIG. 6 is a configuration diagram showing a state in which the lower friction surface 36a of the per-rotating rail 26 in FIG. 2 is in contact with the car guide rail 6. FIG. 7 is a cross-sectional view taken along the line VII-VII in FIG. FIG. Further, FIG. 8 is a configuration diagram showing a state in which the upper friction surface 35a per 26 of the rotating rail in FIG. 2 is in contact with the car guide rail 6, and FIG. 9 is a cross section taken along the line IX-IX in FIG. FIG.

  In normal times, as shown in FIGS. 2 and 3, the electromagnetic magnet 45 is excited and the state where the movable iron core 48 is attracted to the fixed iron core 46 is maintained. At this time, the push pin 43 is held at the holding position (FIG. 3), and displacement to the release position is restricted. At this time, the connecting member 17 is engaged with the gap adjusting screw 44, and in each of the safety devices 15 and 16, each of the movable rail 26 and the receiving rail 25 is separated from the car guide rail 6. Yes.

  When the abnormality of the elevator is detected by the braking command unit 14, the braking command is output from the braking command unit 14 to the electromagnetic drive device 18. When the electromagnetic driving device 18 receives a braking command, the energization to the electromagnetic coil 47 is stopped and the holding force of the electromagnetic magnet 45 disappears. Accordingly, the push pin 43 is displaced from the holding position (FIG. 3) to the release position (FIG. 5) while being pushed by the connecting member 17 by the urging force of the first and second urging springs 39 and 40. At this time, in each of the emergency stop devices 15 and 16, the housing 22 is displaced in the direction of the arrow D in FIG. 4, and the movable rail contact 26 contacts the car guide rail 6 (FIGS. 4 and 5).

  When each movable rail 26 comes into contact with the car guide rail 6 while the car 1 is descending, each movable rail 26 is pulled by the car guide rail 6 and moves upward (in the direction of arrow E1 in FIGS. 6 and 7). And the connecting member 17 and the detection member 55 are rotated according to the rotation of the movable rail 26. At this time, the urging forces of the first and second urging springs 39 and 40 cause each movable rail 26 to rotate while the lower contact curved surface 34 c is in contact with the car guide rail 6. As a result, each housing 22 is displaced in a direction in which the main shaft 32 is separated from the car guide rail 6 (in the direction of arrow F in FIGS. 6 and 7), and each receiving rail 25 is displaced in a direction in which the car guide rail 6 is approached. . At this time, the gap adjusting screw 44 is separated from the connecting member 17 by the displacement of each housing 22 (FIG. 7).

  Thereafter, each movable rail 26 is further rotated upward, and each lower brake shoe 36 reaches the car guide rail 6 (ie, each movable rail 26 reaches the upper braking position). As shown in FIG. 7, in each of the safety devices 15 and 16, the car guide rail 6 is gripped between the lower brake shoe 36 and 25 per receiving rail. At this time, the pressing element 28 is contracted by the displacement of the receiving rail 25 that is pressed by the car guide rail 6, and generates an elastic repulsive force that presses the receiving rail 26 against the car guide rail 6. Thereby, the gripping force of the car guide rail 6 by each of the emergency stop devices 15 and 16 is ensured, and a braking force is applied to the car 1.

  When each movable rail 26 reaches the upper braking position, only the roller 60 of the upper displacement detection switch 56 is removed from the upper detection groove 61 by the rotation of the detection member 55. As a result, the plunger 59 of the upper displacement detection switch 56 is pushed into the switch body 58 by the outer peripheral portion of the detection member 55, and only the upper displacement detection switch 56 is turned on. Thereby, it is detected that the braking operation when the car 1 is descending is performed.

  On the other hand, when each movable rail 26 comes into contact with the car guide rail 6 while the car 1 is moving up, each movable rail 26 is pulled by the car guide rail 6 and moves downward (indicated by an arrow E2 in FIGS. 8 and 9). The connecting member 17 and the detection member 55 are rotated according to the rotation of the movable rail 26. At this time, due to the urging force of the first and second urging springs 39 and 40, each movable rail 26 is rotated while the upper contact curved surface 34 b is in contact with the car guide rail 6. As a result, each housing 22 is displaced in a direction in which the main shaft 32 moves away from the car guide rail 6 (in the direction of arrow F in FIGS. 8 and 9), and each receiving rail 25 is displaced in a direction approaching the car guide rail 6. . At this time, the gap adjusting screw 44 is separated from the connecting member 17 by the displacement of each housing 22 (FIG. 9).

  Thereafter, each movable rail 26 is further rotated downward, and each upper brake shoe 35 reaches the car guide rail 6 (that is, when each movable rail 26 reaches the lower braking position), FIG. As shown in FIG. 9, the car guide rail 6 is gripped between the upper brake shoe 35 and the receiving rail 25 in each of the safety devices 15 and 16. At this time, the pressing element 28 is contracted by the displacement of the receiving rail 25 that is pressed by the car guide rail 6, and generates an elastic repulsive force that presses the receiving rail 26 against the car guide rail 6. Thereby, the gripping force of the car guide rail 6 by each of the emergency stop devices 15 and 16 is ensured, and a braking force is applied to the car 1.

  When each movable rail 26 reaches the lower braking position, only the roller 60 of the lower displacement detection switch 57 is removed from the lower detection groove 62 by the rotation of the detection member 55. Accordingly, the plunger 59 of the downward displacement detection switch 57 is pushed into the switch body 58 by the outer peripheral portion of the detection member 55, and only the downward displacement detection switch 57 is turned on. Thereby, it is detected that the braking operation when the car 1 is rising is performed.

  When returning from the braking state, the electromagnetic magnet 45 is excited to attract the movable iron core 48 to the fixed iron core 46, and then the car 1 is moved in the direction in which each movable rail 26 is rotated to the neutral position. That is, the car 1 is raised when the braking state with respect to the lowering is restored, and the car 1 is lowered when the braking state with respect to the raising is restored. When the car 1 is moved, the position of each movable rail 26 is returned from the braking position to the neutral position by the urging force of the neutral urging device 49, and the braking state of the car 1 is released.

  Even when the electromagnetic drive device 18 receives a braking command, if the connecting member 17 is not displaced due to some abnormality and the per-movable rail 26 remains away from the car guide rail 6, the car 1 When the moving speed reaches a predetermined overspeed, the backup mechanism 63 is operated, and the braking operation of the car 1 by the emergency stop devices 15 and 16 is performed.

  FIG. 10 is a configuration diagram showing a state in which the backup mechanism 63 of FIG. 2 is operating, and FIG. 11 is a cross-sectional view taken along the line XI-XI of FIG. As shown in the figure, when the moving speed of the car 1 reaches a predetermined overspeed while the car 1 is descending, the governor rope that moves together with the car 1 is restrained by the governor. Thereby, the movement of the governor rope is prevented, and the pull-up bar 65 is pulled up with respect to the car 1.

  When the pull-up bar 65 is pulled up with respect to the car 1, the brake lever 66 is rotated and the protrusion 69 is displaced downward. Thereafter, the protrusion 69 engages with the engagement pin 71 and is further displaced downward while engaging with the engagement pin 71. Accordingly, each movable rail 26 is rotated upward, and each movable rail 26 comes into contact with the car guide rail 6. Thereafter, each movable rail 26 is further rotated upward by the lowering of the car 1 to reach the upper braking position. Accordingly, each car guide rail 6 is gripped between the movable rail 26 and the receiving rail 25, and the braking operation of the car 1 by the emergency stop devices 15 and 16 is performed.

  In such an elevator safety device, the safety devices 15 and 16 are connected to each other by the connecting member 17, and the connecting members 17 in the direction in which the movable rails 26 of the safety devices 15 and 16 come in contact with and away from the car guide rail 6. Since 17 is displaced by the electromagnetic drive device 18, the common electromagnetic drive device 18 can cause the emergency stop devices 15, 16 to perform a braking operation, and the safety device as a whole can be reduced in size. Further, in each of the emergency stop devices 15 and 16, the cage 1 is braked in both the upper and lower directions by bringing the movable rails 26 into contact with the car guide rail 6. Therefore, the size of each of the emergency stop devices 15 and 16 can be reduced. Can also be planned.

  Furthermore, since the connecting member 17 can be displaced when the electromagnetic drive device 18 receives the electrical operation signal, the braking operation of the car 1 can be started at an early stage. Accordingly, the car 1 can be braked at a stage where the speed of the car 1 is low, the braking distance can be shortened, and the deceleration of the car 1 can be reduced. Furthermore, since the common connecting member 17 is displaced so that each movable rail 26 comes into contact with the car guide rail 6, the operations of the emergency stop devices 15 and 16 can be linked. Accordingly, it is possible to prevent only one of the emergency stop devices 15 and 16 from being operated, and the braking operation of the car 1 can be stably performed.

  Further, the movable rail per 26 is displaced in the vertical direction with respect to the housing 22 so as to be displaced between the neutral position and each braking position. The configuration can be further simplified.

  Further, since the connecting member 17 is connected to each movable rail 26, the displacement of each movable rail 26 can be interlocked with the connecting member 17. Thereby, for example, the displacement of each rotation rail 26 can be detected by a common detection device that detects the displacement of the connecting member 17, and the number of parts can be reduced.

  Further, since the detecting device 54 detects the displacement of the connecting member 17 to detect the direction in which each movable rail 26 is displaced, it is possible to easily grasp which direction the braking operation has been performed. be able to. Therefore, the returning operation of the car 1 in the braking state can be easily performed.

  The detection device 54 has an upper displacement detection switch 56 and a lower displacement detection switch 57 that individually detect the displacement of each movable rail 26 to the upper and lower braking positions. The displacement to the upper and lower braking positions can be detected more reliably.

  Further, since the connecting member 17 is urged by the neutral urging device 49 in the direction in which the position of each movable rail 26 is displaced to the neutral position, each movable rail is caused by vibrations such as during an earthquake or when the car 1 is moved. It is possible to prevent the contact 26 from being removed from the neutral position, and it is possible to prevent malfunction of each of the emergency stop devices 15 and 16.

  Further, when the speed of the car 1 reaches a predetermined overspeed, the operation of the mechanical backup mechanism 63 causes the movable rail per 26 to be displaced to the braking position according to the moving direction of the car 1, so that some cause Thus, even if reception of the operation signal by the electromagnetic drive device 18 is hindered or malfunction of the electromagnetic drive device 18 occurs, each emergency stop device 15, 16 is operated by the mechanical backup mechanism 63. be able to. Therefore, the reliability of the braking operation of the car 1 can be improved.

  In the above example, the displacement of 26 per movable rail is detected individually for each of the upper side and the lower side, but the movable rail is detected by a common rotation detector (detection device) that detects the rotation direction of the connecting member 17. The direction of 26 displacements may be detected. In this way, the number of parts can be further reduced.

Embodiment 2. FIG.
FIG. 12 is a block diagram showing an elevator safety device according to Embodiment 2 of the present invention. FIG. 13 is a cross-sectional view taken along line XIII-XIII in FIG. In the figure, each emergency stop device (braking mechanism body) 15, 16 includes a car 81 between a housing 81 supported at the lower part of the car 1, a receiving rail 86 provided in the housing 81, and a receiving rail 86. Each has a movable rail per 87 as a wedge sandwiching the guide rail 6.

  The housing 81 includes a housing main body 82, a movable contact-side protrusion 83 and a receiving-side protrusion 84 that protrude horizontally from the housing body 82 and are spaced apart from each other in the horizontal direction. The housing body 82 is provided with a through hole 85 through which the connecting member 17 that connects the safety devices 15 and 16 is passed. The receiving rail per 86 and the movable rail per 87 are disposed between the movable abutting protrusion 83 and the receiving protrusion 84.

  The receiving rail per 86 can be displaced in the horizontal direction with respect to the housing 81 by the guide of the receiving side protruding portion 84. Further, a plurality of pressing elements 88 are disposed between the receiving rail 86 and the receiving-side protruding portion 84. The pressing element 88 generates an elastic repulsive force by being contracted between the receiving rail 86 and the receiving side protrusion 84. The receiving rail per 86 is biased in a direction approaching the car guide rail 6 by the generation of the elastic repulsive force of the pressing element 88.

  The movable rail per 87 is positioned at a neutral position (FIG. 12) where the distance from the receiving rail per 86 is a predetermined distance and above and below the neutral position, and the distance from the receiving rail per 86 is a predetermined distance. Further, it can be displaced between a pair of braking positions that are narrower. Further, the movable rail per 87 is connected to the connecting member 17 passed through the through hole 85. The movable rail contact 87 can be brought into and out of contact with the car guide rail 6 by the displacement of the connecting member 17 in the horizontal direction.

  The movable contact-side protruding portion 83 includes an upper guide portion 83a for guiding the movable rail contact 86 from the neutral position to the upper braking position, and a lower guide portion 83b for guiding the movable rail contact 86 from the neutral position to the lower braking position. Is provided. The upper guide part 83a is inclined so as to continuously approach the car guide rail 6 upward. The lower guide part 83b is inclined so as to continuously approach the car guide rail 6 downward.

  The movable rail per 87 is normally held in a neutral position (FIGS. 12 and 13). The movable rail per 87 is displaced in a direction corresponding to the moving direction of the car 1 by contacting the car guide rail 6 when the car 1 moves. That is, when the movable rail per 87 comes into contact with the car guide rail 6, the movable rail per 87 is displaced upward when the car 1 is lowered, and the movable rail per 87 is displaced downward when the car 1 is raised. The Further, the movable rail contact 87 reaches the upper braking position by being displaced upward while being guided by the upper guide portion 83a, and is moved to the lower braking position by being displaced downward while being guided by the lower guide portion 83b. Reach. When the movable rail per 86 reaches the upper or lower braking position, the car guide rail 6 is gripped between the receiving rail 86 and the movable rail 87.

  The movable rail 87 is provided with a contact plane that faces the side surface of the car guide rail 6. Further, the horizontal dimension (thickness) of the movable rails 87 is maximized at the central portion of the movable rails 87 and continuously decreases as approaching the upper and lower ends.

  The electromagnetic drive device 18 includes a plunger 90 that is displaced according to the displacement of the connecting member 17, a push spring 91 that biases the plunger 90 in a direction in which the movable rail 87 contacts the car guide rail 6, and the push spring 91. An electromagnetic magnet 89 that displaces the plunger 90 in a direction in which the movable rail 87 moves away from the car guide rail 6 against the urging force is provided. The electromagnetic magnet 89 has a fixed iron core 92 fixed to the car 1 and an electromagnetic coil 93 incorporated in the fixed iron core 92. The push spring 91 is disposed in the fixed iron core 92. In each of the emergency stop devices 15 and 16, the movable rail 86 is brought into contact with and separated from the car guide rail 6 by the displacement of the connecting member 17 by the electromagnetic drive device 18.

  The electromagnetic driving device 18 and the connecting member 17 are connected to each other via a neutral urging device 94. The neutral urging device 94 urges the interlocking lever 95 to connect the distal end portion of the plunger 90 and the intermediate portion of the connecting member 17 and the interlocking lever 95 in a direction to hold the position of the movable rail 87 at the neutral position. Force mechanism 96.

  FIG. 14 is a block diagram showing the neutral biasing device 94 of FIG. In the figure, a through hole 95 a through which the connecting member 17 is passed is provided at one end of the interlocking lever 95. Thereby, the interlocking lever 95 is rotatable around the axis of the connecting member 17. A through hole 95 b that penetrates horizontally is provided at the other end of the interlocking lever 95. A pin 97 provided at the tip of the plunger 90 is horizontally passed through the through hole 95b. As a result, the interlocking lever 95 is rotatable in the vertical direction with respect to the plunger 90. In addition, an elongated hole 95 c is provided in the middle portion of the interlocking lever 95 along the length direction of the interlocking lever 95.

  The urging mechanism 96 includes a spring frame 98 fixed to the car 1, a guide bar 99 fixed in the spring frame 98 and disposed along the vertical direction, and a spring slid along the guide bar 99. The receiving member 100 and the spring receiving member 100 are biased toward each other from above and below the spring receiving member 100, and expand and contract between the spring receiving member 100 and the spring frame 98 according to the displacement of the spring receiving member 100. And a pair of springs 101.

  A slide pin 102 slidably passed through the elongated hole 95c is fixed to the spring receiving member 100. That is, the spring receiving member 100 can be displaced along the elongated hole 95 c while engaging the interlocking lever 95. As a result, when the interlocking lever 95 is rotated in the vertical direction with respect to the plunger 90, the spring receiving member 100 moves up and down along the guide rod 99 while being displaced relative to the interlocking lever 95 along the elongated hole 95c. Slide in the direction.

  FIG. 15 is a configuration diagram showing the safety device 16 when the movable rail per 87 of FIG. 12 is displaced to the upper braking position. FIG. 16 is a configuration diagram showing the neutral urging device 94 when the interlocking lever 95 of FIG. 15 is pivoted upward with respect to the plunger 90. As shown in the drawing, when the spring receiving member 100 is displaced upward, the upper spring 101 contracts and the lower spring 101 extends. As a result, a downward biasing force is generated on the spring receiving member 100. On the other hand, when the spring receiving member 100 is displaced downward, the upper spring 101 extends and the lower spring 101 contracts. As a result, an upward biasing force is generated on the spring receiving member 100. That is, the urging mechanism 96 generates an urging force that opposes the displacement of the movable rail 87 from the neutral position to each braking position. Other configurations are the same as those in the first embodiment.

  Next, the operation will be described. Normally, the electromagnetic magnet 89 is excited, and the movable rail 87 is held at the neutral position. At this time, in each emergency stop device 15, 16, 86 per receiving rail and 87 per movable rail are separated from the car guide rail 6 (FIG. 12).

  When the electromagnetic driving device 18 receives a braking command from the braking command unit 14, excitation of the electromagnetic magnet 89 is stopped and the plunger 90 is displaced according to the urging force of the push spring 91. Thereby, 87 per movable rail of each emergency stop device 15 and 16 contacts car guide rail 6, respectively.

  When each movable rail 87 comes into contact with the car guide rail 6 while the car 1 is descending, each movable rail 87 is pulled by the car guide rail 6 and is displaced upward together with the connecting member 17. Accordingly, each movable rail 87 is drawn between the upper guide portion 83 a and the car guide rail 6. At this time, the interlocking lever 95 is rotated upward with respect to the plunger 90. Thereafter, when the car 1 further descends, the movable rail per 87 is displaced further upward while being guided by the upper guide portion 83a, and the housing 81 is displaced in the horizontal direction with respect to the car guide rail 6. Thereby, 86 per receiving rail contacts the car guide rail 6.

  Thereafter, when each movable rail 87 is further displaced upward and reaches the upper braking position, in each emergency stop device 15, 16, the receiving rail 86 contacts the car guide rail 6 as shown in FIG. 15. In this state, the movable rail per 87 bites between the upper guide portion 83a and the car guide rail 6. As a result, the car guide rail 6 is gripped between the movable rail 87 and the receiving rail 86. At this time, the pressing element 88 is contracted by the displacement of the receiving rail 86 and generates an elastic repulsive force that presses the receiving rail 86 against the car guide rail 6. Thereby, the gripping force of the car guide rail 6 by each of the emergency stop devices 15 and 16 is ensured, and a braking force is applied to the car 1.

  When each movable rail 87 comes into contact with the car guide rail 6 while the car 1 is moving up, each movable rail 87 is pulled by the car guide rail 6 and is displaced downward together with the connecting member 17. As a result, each movable rail 87 is drawn between the lower guide portion 83 b and the car guide rail 6. At this time, the interlocking lever 95 is rotated downward with respect to the plunger 90. Thereafter, when the car 1 further rises, the movable rail per 87 is displaced further upward while being guided by the lower guide portion 83 b, and the housing 81 is displaced in the horizontal direction with respect to the car guide rail 6. Thereby, 86 per receiving rail contacts the car guide rail 6.

  Thereafter, when each movable rail per 87 is further displaced downward to reach the lower braking position, each emergency stop device 15, 16 has a contact with the car guide rail 6 in a state in which the receiving rail per 86 is in contact with the car guide rail 6. 87 bites between the lower guide portion 83 b and the car guide rail 6. As a result, the car guide rail 6 is gripped between the movable rail 87 and the receiving rail 86. At this time, the pressing element 88 is contracted by the displacement of the receiving rail 86 and generates an elastic repulsive force that presses the receiving rail 86 against the car guide rail 6. Thereby, the gripping force of the car guide rail 6 by each of the emergency stop devices 15 and 16 is ensured, and a braking force is applied to the car 1.

  When returning from the braking state, after exciting the electromagnetic magnet 89, the car 1 is moved in a direction in which each movable rail 87 is rotated to the neutral position. That is, the car 1 is raised when the braking state with respect to the lowering is restored, and the car 1 is lowered when the braking state with respect to the raising is restored. When the car 1 is moved, the position of each movable rail 87 is returned from the braking position to the neutral position by the biasing of the connecting member 17 by the neutral biasing device 94, and the braking state of the car 1 is released.

  In such an elevator safety device, an upper guide portion 83a that guides the movable rail contact 87 from the neutral position to the upper braking position, and a lower guide portion 83b that guides the movable rail contact 87 from the neutral position to the lower braking position; Is provided in the housing 81, the movable rail per 87 can be more reliably guided to the braking position, and the braking operation of the car 1 by the emergency stop devices 15 and 16 can be more reliably performed.

Embodiment 3 FIG.
In the first embodiment, the connecting member 17 is connected to each movable rail 26, but a connecting member may be connected to each housing 22.

  17 is a block diagram showing an emergency stop device 15 according to Embodiment 3 of the present invention, and FIG. 18 is a cross-sectional view taken along line XVIII-XVIII in FIG. In the figure, the housing 22 of each of the safety devices 15 and 16 is provided with a connecting protrusion 110 that faces each other in the horizontal direction. Each connection protrusion 110 protrudes in a direction approaching each other.

  A tubular connecting member 111 is detachably attached between the connecting protrusions 110. At both ends of the connecting member 111, stop bolts 112 for attaching the connecting member 111 to the connecting protrusion 110 are provided. The connecting member 111 is attached to each connecting protrusion 110 by inserting the connecting protrusion 110 into the connecting member 111 and tightening the connecting protrusion 110 inserted into the connecting member 111 with a set bolt 112. Is called. In this way, the housings 22 are connected by the connecting member 111. The connecting member 111 can be displaced by the electromagnetic driving device 18 as in the first embodiment.

  In this example, in each emergency stop device 15, 16, the main shaft 32 is fixed to the housing 22, and the movable rail per 26 is attached to the main shaft 32 via a bearing 33. In this example, the backup mechanism 63 of the first embodiment is not provided in any of the emergency stop devices 15 and 16. Other configurations are the same as those in the first embodiment.

  In such an elevator safety device, since the connecting member 111 is connected to each housing 22, the configuration for connecting the emergency stop devices 15, 16 can be further simplified.

Embodiment 4 FIG.
In Embodiment 2 described above, the movable rail per 87 is a wedge whose thickness continuously decreases from the central portion toward the upper and lower ends, but the shape of the movable rail per 87 may be a cylindrical shape. Good.

  FIG. 19 is a block diagram showing an emergency stop device 16 according to Embodiment 4 of the present invention. In the figure, the movable rail per 87 is a columnar member disposed horizontally. That is, in each emergency stop device 15, 16, the movable rail per 87 is a columnar member disposed coaxially with the axis of the connecting member 17. Thus, the outer peripheral surface of the movable rail 87 is brought into contact with and separated from the car guide rail 6 by the displacement of the connecting member 17.

  The housing 81 has the same housing body 82 and movable contact-side protrusion 83 as in the second embodiment. The receiving rail contact 121 is fixed to the housing body 82 as a pressing body. The car guide rail 6 is disposed between the receiving rail 121 and the movable contact-side protruding portion 83. When the car guide rail 6 is gripped between the receiving rail contact 121 and the movable contact-side protrusion 83, the car 1 is braked. Other configurations are the same as those of the second embodiment.

  In such an elevator safety device, since 87 per movable rail is a cylindrical member arranged horizontally, 87 per movable rail can be formed into a simple shape, and manufacture of 87 per movable rail is easy. Can be.

  In addition, in each said embodiment, although this invention is applied to the cage | basket | car 1, you may apply this invention to the counterweight 2. FIG.

Claims (11)

A housing supported by a lifting and lowering body guided by a pair of guide rails, a receiving rail provided in the housing, and opposed to the receiving rail via the guide rail in the horizontal direction; It is possible to displace between a neutral position where the distance is a predetermined distance and a braking position which is located above and below the neutral position and the distance between the receiving rails is narrower than the predetermined distance, And a movable rail contact that can be brought into and out of contact with the guide rail, and the movable rail contact is displaced to the braking position according to the moving direction of the elevating body while contacting the guide rail. A pair of braking mechanisms for individually gripping each of the guide rails between the receiving rail and the movable rail,
A connecting member that connects the braking mechanisms, and an electromagnetic drive device that is supported by the elevating body and that displaces the connecting member in a direction in which each movable rail comes into contact with or separates from each guide rail. Elevator safety device.   2. The elevator safety device according to claim 1, wherein the movable rail contact is displaced between the neutral position and the braking position by being rotated in the vertical direction with respect to the housing. . The housing includes an upper guide portion that guides the movable rail contact from the neutral position to the upper braking position, and a lower guide portion that guides the movable rail contact from the neutral position to the lower braking position. And
The upper guide portion is inclined so as to continuously approach the guide rail upward, and the lower guide portion is inclined so as to continuously approach the guide rail downward. The elevator safety device according to claim 1.   The elevator safety device according to claim 3, wherein the movable rail is a cylindrical member disposed horizontally.   The elevator safety device according to any one of claims 1 to 4, wherein the connecting member is connected to each of the housings.   The elevator safety device according to any one of claims 1 to 4, wherein the connecting member is connected to each movable rail. The detection device according to claim 6, further comprising a detection device that detects a displacement from the neutral position per each movable rail upward and downward by detecting the displacement of the connecting member. Elevator safety device.   The detection device includes an upper displacement detection unit that detects displacement to the braking position above the movable rail, and a lower displacement detection unit that detects displacement to the lower braking position per movable rail. The elevator safety device according to claim 7, wherein the elevator safety device is provided. The connecting member is rotated according to the displacement per each movable rail,
The elevator safety device according to claim 7, wherein the detection device is a rotation detector that detects a rotation direction of the connecting member. The elevator safety device according to claim 6, further comprising a neutral urging device that urges the connecting member in a direction in which each of the movable rails is displaced to the neutral position. The governor rope that moves with the movement of the elevator and the movement of the governor rope by restraining the governor rope when the moving speed of the elevator reaches a predetermined overspeed. A speed governor that prevents the movement of the governor rail and a link mechanism that displaces the contact of the movable rail to the braking position according to the moving direction of the lift body by preventing the movement of the governor rope. The elevator safety device according to claim 1, further comprising a mechanical backup mechanism.

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