KR101033343B1 - Safety device for elevator - Google Patents

Abstract

In the safety device of an elevator, the support rail stopper and the rotation rail stopper are provided in the housing which can be displaced horizontally with respect to a car. The guide rail which guides a car is arrange | positioned between the support rail stopper and the rotation rail stopper. The space | interval between a support rail stopper and a rotation rail stopper becomes small by rotation to the up-down direction of a rotation rail stopper. The housing is displaced by the displacement drive mechanism in a direction in which the rotation rail stopper folds against the guide rail. The guide rail is gripped between the rotation rail stopper base and the rail stopper by being rotated in the direction along the moving direction of the car while the rotation rail stopper contacts the guide rail.

Safety device, car, housing, support rail stopper, pivot rail stopper

Description

Elevator safety device {SAFETY DEVICE FOR ELEVATOR}

The present invention relates to a safety device for an elevator capable of braking driving of the car in any of the up and down directions.

Background Art Conventionally, an elevator device having a wedge-type emergency stop device that is electrically braked when an abnormality occurs in an elevator has been proposed. In this conventional elevator apparatus, a braking force is applied to a car by displacing the wedge by an electromagnetic actuator, and allowing the wedge to pass between a guide rail for guiding the car and a pedestal provided in the car (for example, , Patent Document 1).

Moreover, the safety device of the elevator which conventionally combines operation | movement of a pair of electromagnets, and performs the braking operation of a cage | basket | car by rotating a rotation member in the up-down direction is also proposed. The rotating member is provided with an upper braking shoe and a lower braking shoe. The guide rail for guiding the car is gripped between the lower braking shoe and the fixed shoe by rotating upward of the rotating member, and is rotated between the upper braking shoe and the fixed shoe by rotating downward of the rotating member. Gripped. The car is braked by holding a guide rail between one of the upper braking shoe and the lower braking shoe and the fixed shoe (see Patent Document 2, for example).

Patent Document 1: W02004 / 083091

Patent Document 2: European Patent Application Publication No. 1460020

Problems to be Solved by the Invention

However, in the elevator apparatus disclosed in Patent Document 1, a plurality of emergency stop devices that individually perform braking operations for each of the up direction and the down direction should be mounted in the car. Therefore, in order to perform the braking operation | movement with respect to a cage | basket | car in either up and down direction, the whole emergency stop device becomes large.

In addition, the safety device of the elevator disclosed in Patent Document 2 also requires the use of a pair of electromagnets to rotate the rotating member, so that the driving portion is enlarged.

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and an object of the present invention is to obtain a safety device for an elevator that can be miniaturized and can perform a braking operation of a car in both up and down directions in a short time and more reliably. do.

Means for solving the problem

The safety device of an elevator according to the present invention is such that a guide rail is disposed between a housing supported by a car guided by a guide rail and displaceable in a horizontal direction with respect to the car, a support rail stopper provided in the housing, and a support rail stopper. It is provided in the housing, and can be rotated in an up-down direction, and the housing is moved by the rotation rail stopper by which the space | interval with a support rail stopper becomes small by rotation in an up-down direction, and a direction in which the rotation rail stopper folds to a guide rail. A displacement drive mechanism for displacing the compartment is provided, and the guide rail is gripped between the rotation rail stopper and the support rail stopper by being rotated in a direction corresponding to the moving direction of the car while the rotation rail stopper contacts the guide rail.

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram which shows the elevator apparatus by Embodiment 1 of this invention.

FIG. 2 is a configuration diagram illustrating the emergency stop apparatus of FIG. 1. FIG.

3 is a cross-sectional view taken along the line III-III of FIG. 2.

4 is a side view of the emergency stop device of FIG.

It is a block diagram which shows the state where the center contact surface of the rotation rail stopper of FIG. 2 is in contact with a car guide rail.

6 is a cross-sectional view taken along the line VI-VI of FIG. 5.

It is a block diagram which shows the state in which the lower friction surface of the rotation rail stopper of FIG. 2 is in contact with a car guide rail.

FIG. 8 is a cross-sectional view taken along the line VIII-VIII of FIG. 7.

It is a block diagram which shows the emergency stop device by Embodiment 2 of this invention.

10 is a cross-sectional view taken along the line X-X of FIG. 9.

FIG. 11 is a cross-sectional view taken along the line XI-XI of FIG. 9.

It is a block diagram which shows the state where the center contact surface of the rotation rail stopper of FIG. 9 is in contact with a car guide rail.

FIG. 13 is a cross-sectional view taken along the line XIII-XIII of FIG. 12.

It is a block diagram which shows the state in which the lower friction surface of the rotating rail stopper of FIG. 9 is in contact with a car guide rail.

FIG. 15 is a cross-sectional view taken along line XV-XV in FIG. 14.

EMBODIMENT OF THE INVENTION Hereinafter, preferred embodiment of this invention is described with reference to drawings.

<Embodiment 1>

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram which shows the elevator apparatus by Embodiment 1 of this invention. In the figure, the car 1 and the counterweight (not shown) are suspended by the main rope 2. The main rope 2 is wound around the drive sheave of the hoisting machine. The drive sheave is rotated by the driving force of the hoist. The car 1 and the counterweight are moved up and down in the hoistway by the rotation of the drive sheave. In the hoistway, a pair of car guide rails 3 for guiding the lifting and lowering of the car 1 and a pair of counterweight guide rails (not shown) for guiding the lifting and lowering of the counterweight are provided.

Lifting of the car 1 and the counterweight is controlled by the control panel 4 of the elevator. The control panel 4 includes a door speed detection sensor 5 that detects the speed of the car 1 and a door open / close detection sensor 6 that detects whether the door 1 or the door of the car 1 is opened or closed. And information from each of the main rope break detection sensors 7 for detecting the presence or absence of break of the main rope 2 are transmitted. As the car speed detection sensor 5, an encoder, a resolver, etc. which generate | occur | produce the signal according to the rotational speed of a drive sheave, for example are used. As the door open / close detection sensor 6, a position sensor etc. which detect the position of the door which opens and closes the doorway of the cage | basket | car 1 are used, for example. As the main rope break detection sensor 7, for example, a tension detector for detecting the tension of the main rope 2 is used.

The control panel 4 includes a braking command unit for detecting an abnormality of the elevator based on information from each of the car speed detecting sensor 5, the door opening and closing detecting sensor 6, and the main rope breaking detecting sensor 7 ( 8) is provided. The braking command unit 8 outputs a braking command when detecting the occurrence of an abnormality in the elevator.

The braking command section 8 has a computer having an arithmetic processing section (CPU, etc.), a storage section (ROM, RAM, a hard disk, etc.) and a signal input / output section. The function of the braking command unit 8 can be realized by arithmetic processing by a computer.

The car 1 is equipped with a pair of emergency stop devices 9 which are brake devices which hold the car guide rail 3 and brake the car 1. Each emergency stop device 9 performs a braking operation for braking the car 1 by receiving a braking command from the braking command unit 8.

FIG. 2: is a block diagram which shows the emergency stop apparatus 9 of FIG. 3 is sectional drawing along the III-III line | wire of FIG. 4 is a side shaving of the emergency stop device 9 of FIG. In the figure, the mounting frame 10 is attached to the car 1. An upper guide rod 11 and a lower guide rod 12 are attached to the mounting frame 10 at intervals from each other in the vertical direction. The upper guide rod 11 and the lower guide rod 12 are arranged parallel to each other and horizontally.

The housing 13 is provided inside the mounting frame 10. Slide guides 13a to 13d are provided above and below the housing 13. The upper guide rod 11 penetrates the slide guides 13a and 13c. The lower guide rod 12 penetrates the slide guides 13b and 13d. As a result, the housing 13 can be slid with respect to the mounting frame 10 along the upper guide rod 11 and the lower guide rod 12. That is, the housing 13 is displaceable in the horizontal direction with respect to the car 1.

The housing 13 includes a housing main body 14, a mounting guide 15 protruding from the housing main body 14 toward the car guide rail 3, and a car guide rail 3 from the housing main body 14. It has the adjustment bolt attaching part 16 which protrudes to the side and the opposite side.

The mounting guide part 15 is arrange | positioned in the position separated with respect to the cage | basket | car guide rail 3 with respect to the displacement direction of the housing | casing 13. As shown in FIG. Moreover, the mounting guide part 15 is a support part 15a extended in an up-down direction, and a pair of horizontal parts extended to the cage guide rail 3 side from each of the upper end part and the lower end part of the support part 15a ( 15b, 15c).

The housing 13 is provided with the support rail stopper 17 and the rotation rail stopper 18 which oppose each other with the car guide rail 3 interposed in the horizontal direction. That is, the cage guide rail 3 is arrange | positioned between the support rail stopper 17 and the rotation rail stopper 18 provided in the common housing 13. Thereby, the support rail stopper 17 and the rotation rail stopper 18 are displaced with the housing 13. Moreover, the support rail stopper 17 and the rotation rail stopper 18 are each foldable to the cage guide rail 3 by the displacement with respect to the mounting frame 10 of the housing 13.

The support rail stopper 17 is arrange | positioned between each horizontal part 15b, 15c. The support rail stopper 17 is guided along each horizontal part 15b, 15c. A plurality of shoulder bolts 19 (2 in this example) that penetrate the supporting portion 15a are fixed to the supporting rail stopper 17. Each shoulder bolt 19 slides in the horizontal direction with respect to the support part 15a, and is movable. As a result, the support rail stopper 17 is displaceable in the horizontal direction with respect to the housing 13.

A common shoulder bolt 19 passes between the support rail stopper 17 and the support part 15a (that is, the side of the car guide rail 3 opposite the support rail stopper 17). The pressed pressing element 22 and the adjusting element 23 are disposed.

The press part 22 has a some disc spring, for example. The pressing element 22 biases the supporting rail stopper 17 in a direction proximate to the car guide rail 3 (ie, away from the supporting portion 15a) by the elastic repulsive force due to the compression of the pan spring. (付 勢) is doing. The adjusting element 23 adjusts the magnitude of the elastic repulsive force of the pressing element 22. In this example, the adjustment element 23 has a plurality of spacers superimposed on each other. The adjustment of the magnitude of the elastic repulsive force of the pressing element 22 is performed by adjusting the number of spacers.

The washer 20 passes through each shoulder bolt 19, and the positioning nut 21 is screwed. The washer 20 and the positioning nut 21 are engageable with respect to the support part 15a. The displacement of the support rail stopper 17 in the direction closer to the car guide rail 3 is regulated by engagement with the washer 20 and the support 15a of the positioning nut 21. The adjustment of the position of the support rail stopper 17 with respect to the horizontal direction with respect to the housing 13 is performed by adjustment of the screwing amount with respect to the shoulder bolt 19 of the positioning nut 21.

When the supporting rail stopper 17 is displaced in a direction closer to the supporting portion 15a, the pressing portion 22 generates a greater elastic repulsion force in reverse to the displacement of the supporting rail stopper 17.

The rotating rail stopper 18 is attached to the horizontal shaft (main shaft) 24 fixed to the housing main body 14 via the bearing 25. In this example, the bearing 25 is a sliding bearing. Thereby, the rotation rail stopper 18 can be rotated to the up-down direction centering on the main shaft 24. As shown in FIG. When the rotating rail stopper 18 contacts the cage guide rail 3 at the time of the movement of the cage | basket | car 1, it rotates in the direction according to the moving direction of the cage | basket | car 1 while contacting the cage | basket | car guide rail 3. do. That is, when the rotating rail stopper 18 contacts the cage guide rail 3, when the cage | basket | car 1 is descending, the rotating rail stopper 18 will rotate upwards and the cage | basket | car 1 will raise When there is, the rotating rail stopper 18 is rotated downward.

The shape of the rotation rail stopper 18 becomes a shape where the space | interval with the support rail stopper 17 continuously becomes small by rotation to an up-down direction. That is, the space | interval between the rotation rail stopper 18 and the support rail stopper 17 is the maximum rotation transition of the rotation rail stopper 18, and it becomes small continuously as the rotation amount of the rotation rail stopper 18 becomes large.

The rotation rail stopper 18 has the rotation rail stopper main body 26, and the upper brake shoe 27 and the lower brake shoe 28 (pair of brake shoes) provided in the rotation rail stopper main body 26. As shown in FIG.

On the outer peripheral part of the cage guide rail 3 side of the rotating rail stopper main body 26, the rail contact surface which the cage guide rail 3 can contact is provided. The rail contact surface is an upper contact curved surface (upper curved portion) 26b, which is a surface continuous to the upper end of the center contact surface 26a and the center contact surface 26a, and a lower contact curved surface that is a curved surface continuous to the lower end of the central contact surface 26a. (Lower surface part) 26c.

In this example, the center contact surface 26a is a plane perpendicular to the straight line along the radial direction passing through the rotation center Cn of the rotation rail stopper 18. Moreover, the upper contact curved surface 26b is a cylindrical surface centered on the position Pup offset upward from the rotation center Cn. The lower contact curved surface 26c is a cylindrical surface centered on the position Pdn offset downward from the rotation center Cn. In addition, the center Pup of the upper contact curved surface 26b is near the Y axis of the second upper limit of the XY coordinates centered on the center Cn, and the center Pdn of the lower contact curved surface 26c is the Y axis of the third upper limit. It is located nearby.

Moreover, in this example, the dimension LY with respect to the Y-axis direction between each center Pup and Pdn of each contact curved surface 26b, 26c, and the rotation center Cn, and the rail contact point and rotation center of the rotation rail stopper 18, respectively. With respect to the ratio γ (= LY / LX) with the dimension LX to the X-axis direction between Cn, the friction coefficient μ between each of the contact curved surfaces 26b and 26c and the car guide rail 3 is It is set to become large (that is, to be γ <μ). In this way, the returning rotational force (the load acting in the direction opposite to the direction to be rotated at the time of braking) due to the pressing force of the rotating rail stopper 18 is compared with the pressing pressure of the rotating rail stopper 18. The friction force can be increased, and the rotation rail stopper 18 can be rotated more reliably. In order to reduce the value of the dimension ratio γ, the radius R of the cylindrical surfaces of the contact curved surfaces 26b and 26c may be increased. In order to increase the friction coefficient μ, the car guide rail 3 is guided by a lubrication-free guide to prevent oil from adhering to the car guide rails 3, The micro protrusions may be provided on each of the contact curved surfaces 26b and 26c.

The upper braking shoe 27 is disposed adjacent to the upper end of the upper contact curved surface 26b. The upper braking shoe 27 is provided with a flat upper friction surface (upper planar portion) 27a. The portion in which the upper friction surface 27a of the upper braking shoe 27 is provided protrudes by a predetermined amount from the upper end of the upper contact curved surface 26b.

Between the back surface of the upper brake shoe 27 and the rotation rail stopper main body 26, the spacer 45 which can adjust the protrusion amount from the rail contact surface of the upper brake shoe 27 is provided. The amount of protrusion of the upper braking shoe 27 is adjusted by adjusting the thickness of the spacer 45.

The lower braking shoe 28 is disposed adjacent to the lower end of the lower contact curved surface 26c. The lower braking shoe 28 is provided with a flat lower friction surface (lower flat portion) 28a. The portion provided with the lower friction surface 28a of the lower braking shoe 28 protrudes by a predetermined amount from the lower end of the lower contact curved surface 26c.

Between the rear surface of the lower brake shoe 28 and the rotation rail stopper main body 26, the spacer 46 which can adjust the amount of protrusion from the rail contact surface of the lower brake shoe 28 is provided. Adjustment of the amount of protrusion of the lower braking shoe 28 is performed by adjusting the thickness of the spacer 46. In this example, the protrusion amounts from the rail contact surfaces of the upper braking shoe 27 and the lower braking shoe 28 are substantially the same.

The center contact surface 26a contacts the cage guide rail 3 by the displacement of the rotation rail stopper 18 to the cage guide rail 3 side.

When the center contact surface 26a contacts the car guide rail 3 while the car 1 is descending, the rotation rail stopper 18 is attracted to the car guide rail 3 and rotates upwards. When the rotating rail stopper 18 is rotated upward while the lower contact curved surface 26c is in contact with the car guide rail 3, the main shaft 24 moves away from the car guide rail 3 (that is, the support rail stopper). The housing 13 is displaced in the direction in which 17 is close to the car guide rail 3. When the upper friction surface 27a of the upper braking shoe 27 contacts the car guide rail 3, the car guide rail 3 is interposed between the upper braking shoe 27 and the support rail stopper 17. Gripped.

When the center contact surface 26a contacts the cage guide rail 3 while the cage 1 is up, the pivot rail stopper 18 is guided by the cage guide rail 3 and rotates downward. When the rotating rail stopper 18 is rotated downward while the upper contact curved surface 26b is in contact with the car guide rail 3, the main shaft 24 moves away from the car guide rail 3 (that is, the support rail stopper). The housing 13 is displaced in the direction in which 17 is close to the car guide rail 3. When the lower friction surface 28a of the lower brake shoe 28 contacts the car guide rail 3, the car guide rail 3 is gripped between the lower brake shoe 28 and the support rail stopper 17. do.

The mounting frame 10 is provided with a displacement drive mechanism 29 (FIGS. 3 and 4) for displacing the housing 13 with respect to the mounting frame 10. The displacement drive mechanism 29 includes a plurality of bias springs (accessory bodies) 30 for biasing the housing 13 in a direction in which the rotation rail stopper 18 contacts the car guide rail 3, and a bias spring ( A holding / opening mechanism (holding means) 31 capable of regulating the displacement of the housing 13 against the negative force of 30 is provided.

The bias spring 30 is provided between the slide guides 13a and 13b and one end of the mounting frame 10 (left end in FIG. 2). As the bias spring 30, a coil spring is used, for example. Slide guides 13a and 13b pass through each bias spring 30, respectively.

The holding / opening mechanism 31 is a holding bolt 41 provided in the adjusting bolt attaching portion 16 and a holding bolt that is displaceable with respect to the mounting frame 10 and can be coupled to the adjusting bolt 41 for distributing the gap. The lever 32, the pressing pin 33 which abuts on the holding lever 32, and the electromagnetic magnet 34 which displaces the holding pin 32 by displacing the pressing pin 33 are provided.

The push pin 33 and the electromagnetic magnet 34 are provided on the side of the housing 13 opposite to the mounting frame 10. The electromagnetic magnet 34 is displaced with respect to the fixed iron core (first iron core) 36 fixed to the mounting frame 10, the electromagnetic coil 37 embedded in the fixed iron core 36, and the fixed iron core 36. It has a movable iron core (second iron core) 38 possible.

The push pin 33 is fixed to the center of the movable iron core 38. In addition, the push pin 33 penetrates the center of the fixed iron core 36. A plurality of adjustment nuts 39 are screwed into the push pin 33. By adjusting the position of the adjustment nut 39, the magnitude | size of the clearance gap between the movable iron core 38 and the fixed iron core 36 can be set to a predetermined value.

The holding lever 32 regulates the holding position (FIG. 3) and the housing 13 for restricting the displacement of the housing 13 in a state where the rotation rail stopper 18 is removed from the car guide rail 3. Displacement is possible between the release position (Fig. 6) and the release position. The lever mounting member is fixed to the fixed iron core 36. One end of the holding lever 32 is rotatably mounted to the lever mounting member via the rotation support pin 40. The other end of the retaining lever 32 is in contact with the clearance distribution adjusting bolt 41. The holding lever 32 is displaced between the holding position and the releasing position by the rotation around the rotating support pin 40.

The adjustment bolt 41 for gap distribution is screwed to the adjustment bolt mounting part 16 of the housing 13. Moreover, the clearance distribution adjustment bolt 41 is pressed down horizontally to the other end part of the holding lever 32 by the bias of each bias spring 30. As shown in FIG. Each of the rotation rail stopper 18 and the support rail stopper 17 when the holding lever 32 is in the holding position (that is, when the displacement of the housing 13 is restricted), and the car guide rail 3 The clearance dimension (FIG. 2 and FIG. 3) between ()) is adjusted by adjustment of the screw engagement amount with respect to the adjustment bolt mounting part 16 of the clearance distribution adjustment bolt 41. FIG.

The movable iron core 38 is attracted to and held by the fixed iron core 36 when the electromagnetic magnet 34 is excited. The push pin 33 is held so as not to move with respect to the fixed iron core 36 by the suction of the movable iron core 38 by the fixed iron core 36. The holding lever 32 is held in the holding position by abutting against the pressing pin 33 held against the fixed iron core 36. That is, the displacement from the holding position of the holding lever 32 to the release position is regulated by the excitation of the electromagnetic magnet 34.

The holding force of the electromagnetic magnet 34 is set so as to overcome the biasing force with respect to the housing 13 of each biasing spring 30. Therefore, the support rail stopper 17 and the rotation rail stopper 18 are hold | maintained from the cage guide rail 3 by the excitation of the electromagnetic magnet 34 (FIGS. 2 and 3).

The restriction on the displacement of the holding lever 32 to the release position is released by the loss of the holding force due to the stop of the excitation of the electromagnetic magnet 34. When the retaining force of the electromagnetic magnet 34 is lost, the retaining lever 32 is rotated while being pressed by the housing 13 via the bias distribution adjusting bolt 41 by the biasing force of each biasing spring 30. Is displaced to the release position. As a result, the housing 13 is displaced in a direction in which the rotation rail stopper 18 contacts the car guide rail 3.

Moreover, the housing position adjustment means which can adjust the position with respect to the horizontal direction with respect to the cage | basket | car guide rail 3 of the housing | casing 13 is the clearance | bolt distribution adjustment bolt 41. As shown in FIG. Moreover, the rail stopper adjustment means which can adjust the distance between the rotation center Cn of the rotation rail stopper 18 and the support rail stopper 17 has the shoulder bolt 19 and the positioning nut 21.

Next, the operation will be described. FIG. 5: is a block diagram which shows the state where the center contact surface 26a of the rotation rail stopper 18 of FIG. 2 is in contact with the car guide rail 3, and FIG. 6 is sectional drawing along the VI-VI line of FIG. to be. 7 is a block diagram which shows the state in which the lower friction surface 28a of the rotation rail stopper 18 of FIG. 2 is in contact with the car guide rail 3, and FIG. 8 is the VIII-VIII line of FIG. The cross section along the.

2 and 3, the electromagnetic magnet 34 is excited by the control of the control panel 4, and the state in which the movable iron core 38 is adsorbed to the fixed iron core 36 is maintained. . At this time, the holding lever 32 is held in the holding position (FIG. 3) by contact with the push pin 33, and rotation to the release position (clockwise rotation in FIG. 3) is regulated. . Moreover, at this time, each of the rotation rail stopper 18 and the support rail stopper 17 passes through the predetermined clearance gap by the coupling | bonding with the holding lever 32 of the clearance | bolt distribution adjustment bolt, and guides the cage | basket | car guide rail 3 It is separated from.

When the abnormality of an elevator is detected by the braking command part 8, a braking command is output from the braking command part 8 to each emergency stop device 9. As shown in FIG. When the displacement drive mechanism 29 of each emergency stop device 9 receives a braking command, energization to the electromagnetic coil 37 is stopped and the holding force of the electromagnetic magnet 34 is lost. As a result, the holding lever 32 is rotated from the holding position (FIG. 3) to the release position (FIG. 6) while being pressed by the housing 13 by the pressing force of each biasing spring 30. At this time, the push pin 33 is displaced while being in contact with the holding lever 32. In addition, the movable iron core 38 is displaced in a direction away from the fixed iron core 36. Displacement of the push pin 33 and the movable iron core 38 is performed until the adjustment nut 39 contacts the fixed iron core 36.

Along with the displacement of the holding lever 32 to the release position, the direction in which the rotation rail stopper 18 contacts the car guide rail 3 by the force of each bias spring 30 (right side in FIG. 3). ), The housing 13 is displaced. Thereby, as shown in FIG. 5 and FIG. 6, the rotation rail stopper 18 contacts the cage guide rail 3.

When the rotating rail stopper 18 contacts the cage guide rail 3 while the cage | basket | car 1 is descending, the rotating rail stopper 18 is attracted to the cage | basket | car guide rail 3, and rotates upwards. At this time, the rotation rail stopper 18 is rotated while the lower contact curved surface 26c is in contact with the car guide rail 3 by the biasing force of each biasing spring 30. As a result, the housing 13 is displaced in a direction away from the car guide rail 3, and the support rail stopper 17 is displaced in a direction close to the car guide rail 3. At this time, the clearance distribution adjusting bolt 41 is opened from the holding lever 32 by the displacement of the housing 13.

After that, when the rotation rail stopper 18 is rotated further upward and the lower brake shoe 28 reaches the cage guide rail 3, as shown in FIG. 7 and FIG. 8, the lower brake shoe 28 and The car guide rail 3 is gripped with the support rail stopper 17. At this time, the pressing part 22 is compressed by the displacement of the support rail stopper 17 pressed by the cage guide rail 3, and presses the bearing rail stopper 17 against the cage guide rail 3 at this time. Elastic repulsive force is generated. In addition, the lower friction surface 28a of the lower brake shoe 28 is in contact with the car guide rail 3. As a result, the holding force of the car guide rail 3 is secured, and a braking force is applied to the car 1.

On the other hand, if the rotating rail stopper 18 contacts the cage guide rail 3 while the cage | basket | car 1 is rising, the rotating rail stopper 18 will be attracted to the cage | basket | car guide rail 3, and will rotate downwards. . At this time, the rotating rail stopper 18 is rotated while the upper contact curved surface 26b is in contact with the car guide rail 3 by the biasing force of each biasing spring 30. As a result, the housing 13 is displaced in a direction away from the car guide rail 3, and the support rail stopper 17 is displaced in a direction close to the car guide rail 3. At this time, the clearance distribution adjusting bolt 41 is opened from the holding lever 32 by the displacement of the housing 13.

After that, when the rotation rail stopper 18 is rotated further downward and the upper braking shoe 27 reaches the car guide rail 3, the elevator between the upper braking shoe 27 and the supporting rail stopper 17 will be lifted. The cage guide rail 3 is gripped. At this time, the pressing part element 22 is compressed by the support rail stopper 17 pressed by the cage guide rail 3, and the elastic repulsive force which presses the support rail stopper 17 on the cage guide rail 3 is carried out. Is generating. Moreover, the upper friction surface 27a of the upper brake shoe 27 is in contact with the cage guide rail 3. As a result, the holding force of the car guide rail 3 is secured, and a braking force is applied to the car 1.

In the safety device of such an elevator, the support rail stopper 17 and the rotation rail stopper 18 by which the space | interval with the support rail stopper 17 becomes small by rotation in the up-down direction are provided in the housing 13, and Since the mounting frame 10 is provided with the displacement drive mechanism 29 which displaces the housing 13 in the direction in which the rotation rail stopper 18 folds to the cage guide rail 3, it is common for both the up and down directions. The movement of the car 1 can be braked by the operation of the displacement drive mechanism 29. Thereby, the drive mechanism which brakes the movement of the cage | basket | car 1 does not need to be provided separately in each of the up-down directions, and the emergency stop apparatus 9 can be miniaturized.

In addition, the displacement drive mechanism 29 includes a bias spring 30 that biases the housing 13 in a direction in which the rotation rail stopper 18 contacts the car guide rail 3, and a part of the bias spring 30. Since it has the holding / opening mechanism 31 which can regulate the displacement of the housing 13 against a force, the housing 13 can be displaced with a simple structure. In addition, even when the holding force to the housing 13 is lost due to the failure of the holding / opening mechanism 31, the rotating rail stopper 18 causes the car guide rail 3 to move by the pressing force of the biasing spring 30. The housing 13 can be displaced in the direction of contact with the c), and the braking operation of the car 1 can be performed more reliably.

Moreover, since the holding / opening mechanism 31 has an electromagnetic magnet 34 which regulates the displacement of the housing 13 by excitation and releases the regulation of the housing 13 by stopping the excitation, the braking operation is performed. It can be performed in a short time.

Moreover, since the support rail stopper 17 and the rotation rail stopper 18 are displaced with the housing 13, the installation structure with respect to the housing 13 of the support rail stopper 17 and the rotation rail stopper 18 can be simplified. Can be.

Moreover, the clearance distribution adjustment bolt 41 which can adjust the position of the housing 13 with respect to the cage | basket | car guide rail 3 in the horizontal direction, the rotation center Cn of the rotation rail stopper 18, and the support rail stopper 17 Since the housing 13 is provided with the rail stopper adjusting means (shoulder bolt 19 and the positioning nut 21) which can adjust the distance between and (), the displacement of the housing 13 is a displacement drive mechanism 29 The clearance gap between each of the rotation rail stopper 18 and the support rail stopper 17 and the cage guide rail 3 when it is regulated by the above can be easily adjusted. Thereby, after attaching the emergency stop device 9 to the cage | basket | car 1, clearance dimension can be adjusted and the effort of installation work can be reduced. In addition, it is possible to prevent malfunction due to the mounting frame 10 tilting or the like.

In addition, when the rotating rail stopper 18 is rotated while contacting the cage guide rail 3, either one of the upper contact curved surface 26b and the lower contact curved surface 26c contacts the cage guide rail 3. When one of the upper friction surface 27a and the lower friction surface 28a comes into contact with the cage guide rail 3 when the cage guide rail 3 is gripped with the support rail stopper 17, it rotates. At the time of rotation of the rail stopper 18, the contact with the cage guide rail 3 of the rotation rail stopper 18 can be made into point contact or line contact, and the amount of abrasion of the rotation rail stopper 18 can be reduced. As a result, the service life can be extended, and the number of braking operations can be increased.

In addition, since the position with respect to the rotation rail stopper main body 26 of the upper braking shoe 27 and the lower braking shoe 28 is adjustable by thickness adjustment of the spacers 45 and 46, for example, upper braking When the holding force of the cage guide rail 3 decreases due to the wear of the shoe 27 and the lower braking shoe 28, the holding force of the holding force is adjusted by adjusting the positions of the upper braking shoe 27 and the lower braking shoe 28. You can try to recover.

Moreover, since the press part element 22 which presses the support rail stopper 17 to the cage guide rail 3 is provided between the support rail stopper 17 and the housing 13, a cage guide rail is provided. The holding force for (3) can be more surely generated. Thereby, the braking force can be provided to the cage | basket | car 1 more reliably.

Moreover, the presence or absence of an abnormality of an elevator is detected by the braking command part 8 based on the information from each of the cage speed detection sensor 5, the door opening and closing detection sensor 6, and the main rope breaking detection sensor 7. Since the braking operation of the emergency stop device 9 is performed by abnormality detection by the braking command unit 8, when an abnormality occurs in the speed of the car 1, the doorway of the car 1 is opened. When the car 1 moves in the state and the main rope 2 breaks, the braking force can be applied to the car 1 in a short time and more reliably.

Moreover, in the above example, although the amount of protrusion of the upper brake shoe 27 and the lower brake shoe 28 from the rotation rail stopper main body 26 is substantially the same, the amount of protrusion of the upper brake shoe 27 is lowered. The amount of protrusion of the braking shoe 28 may be less. The braking force for stopping the car 1 that rises due to the balance between the car 1 and the counterweight may be smaller than the braking force for stopping the car 1 that the main rope 2 breaks and descends. Therefore, by making the protruding amount of the upper braking shoe 27 smaller than the protruding amount of the lower braking shoe 28, the braking force necessary for raising the car 2 can be made smaller than the braking force necessary for lowering the car 1. The braking force according to the moving direction of the car 1 can be given to the car 1.

In the above example, the rail contact surfaces of the rotating rail stopper 18 are flat surfaces 26a and cylindrical surfaces 26b and 26c centered on positions Pup and Pdn respectively offset upward and downward from the rotation center Cn. Although not limited to this, the pivot rail stopper 18 is rotated while contacting the car guide rail 3 so that the main shaft 24 is continuously away from the car guide rail 3. All you need is

<Embodiment 2>

FIG. 9: is a block diagram which shows the emergency stop apparatus 9 by Embodiment 2 of this invention. 10 is a cross-sectional view taken along the line X-X of FIG. 9, and FIG. 11 is a cross-sectional view taken along the line XI-XI of FIG. In the figure, the housing 13 has a housing main body 51 and an upper mounting guide 52 and a lower mounting guide 53 which are provided in the housing main body 51 and arranged at intervals with respect to the vertical direction. have.

The upper mounting guide portion 52 and the lower mounting guide portion 53 protrude from the housing main body 51 to the guide rail 3 side. The upper mounting guide part 52 has a horizontal part and the support part extended downward from the edge part at the side of the cage guide rail 3 opposite the horizontal part. The lower mounting guide part 53 has a horizontal part and the support part extended upward from the edge part on the side of the cage guide rail 3 opposite the horizontal part.

The support rail stopper 17 is arrange | positioned between the upper mounting guide part 52 and the lower mounting guide part 53. As shown in FIG. The supporting rail stopper 17 is guided with respect to the housing 13 along each horizontal part of the upper mounting guide part 52 and the lower mounting guide part 53.

A plurality of horizontally arranged shoulder bolts 19 (two in this example) are fixed to the support rail stopper 17. Each shoulder bolt 19 extends to the back side of the support rail stopper 17. Moreover, each shoulder bolt 19 has penetrated the common backing plate (regulator, backing plate) 54 arrange | positioned between the upper mounting guide part 52 and the lower mounting guide part 53. As shown in FIG.

A plurality of pressure buoyancy adjusting bolts (adjusting elements) 55 through which the shoulder bolts 19 respectively penetrate are screwed into the back plate 54. The pressure buoyancy adjustment bolt 55 slides in the horizontal direction with respect to the shoulder bolt 19, and is movable.

Between the support rail stopper 17 and each of the pressure-bearing force adjusting bolts 55 (that is, the side of the car guide rail 3 opposite the support rail stopper 17), the pressure element element through which the shoulder bolt 19 passes ( 22) are arranged respectively. The press part 22 has a some disc spring, for example. The pressure part element 22 attaches the support rail stopper 17 to the direction away from the back plate 54 by the elastic repulsion force by which a disc spring is compressed.

The pressing force adjusting bolt 55 adjusts the magnitude of the elastic repulsive force of the pressing element 22. Adjustment of the elastic repulsive force of the pressure part element 22 is performed by adjustment of the screw engagement amount with respect to the cover plate 54 of the pressure force adjustment bolt 55. FIG.

While each washer 20 passes through each shoulder bolt 19, a positioning nut 21 is screwed into place. The displacement of the bearing rail stopper 17 in the direction away from the overlay plate 54 is regulated by the coupling of the washer 20 and the positioning nut 21 to the overlay plate 54. The adjustment of the position with respect to the mounting plate 54 of the support rail stopper 17 is performed by adjustment of the screwing amount with respect to the shoulder bolt 19 of the positioning nut 21.

The support rail stopper 17, together with each shoulder bolt 19, washer 20, positioning nut 21, pressure element 22, back plate 54 and pressure buoyancy adjustment bolt 55, Displacement is possible with respect to (13). Moreover, the press part element 22 produces | generates a larger elastic repulsion force in response to the displacement of the support rail stopper 17 by the displacement to the direction which adjoins the support plate 54 of the support rail stopper 17. As shown in FIG.

A plurality (two in this example) of bias springs 68 are provided between the supporting portions of the upper mounting guide portion 52 and the lower mounting guide portion 53 and the supporting rail stoppers 17. That is, the support rail stopper 17 is urged by each biasing spring 68 in the direction horizontally away from each support part of the upper mounting guide part 52 and the lower mounting guide part 53. As shown in FIG.

The clearance adjustment bolt 56 which penetrates the back plate 54 horizontally is screwed in the part between each shoulder bolt 19 of the back plate 54. A fixing nut 57 is screwed into the gap adjusting bolt 56 to prevent displacement of the gap adjusting bolt 56 with respect to the back plate 54.

The housing main body 51 is provided with a lever passage hole 58. The holding lever 59 coupled to the clearance adjusting bolt 56 passes through the lever passage hole 58. The supporting rail stopper 17 is displaced with respect to the housing 13 with the clearance adjusting bolt 56 being engaged with the holding lever 59. The distance between the holding lever 59 and the back plate 54 is adjusted by adjusting the amount of screwing with respect to the back plate 54 of the clearance adjusting bolt 56. Thereby, the space | interval of the support rail stopper 17 and rotation center Cn is adjusted.

The electromagnetic magnet 60 is provided in the part on the side of the cage guide rail 3 on the opposite side of the housing 13. The electromagnetic magnet 60 is displaceable with respect to the fixed iron core (first iron core) 61 fixed to the housing 13, the electromagnetic coil 62 built into the fixed iron core 61, and the fixed iron core 61. It has a movable iron core (second iron core) 63. The fixed iron core 61 and the movable iron core 63 are attracted to each other by energization of the electromagnetic coil 62 (that is, excitation of the electromagnetic magnet 60), and the housing 13 is stopped by stopping the energization of the electromagnetic coil 62. Are separated from each other with respect to the displacement direction.

The lever mounting member is fixed to the fixed iron core 61. One end of the holding lever 59 is rotatably attached to the lever mounting member via the rotation support pin 64. The other end part of the holding lever 59 is pressed down by the support rail stopper 17 side of the clearance adjustment bolt 56.

In the center of the movable core 63, a pressing pin 65 arranged horizontally is fixed. The push pin 65 penetrates the center of the fixed iron core 61. The push pin 65 is screwed in with the adjusting nut 66 which regulates the displacement of the fixed iron core 61 in the direction away from the movable iron core 63. By adjusting the position with respect to the push pin 65 of the adjustment nut 66, the magnitude | size of the clearance gap between the movable iron core 63 and the fixed iron core 61 can be set to a predetermined value.

The intermediate portion of the retaining lever 59 can abut against the tip of the push pin 65. The mounting frame 10 is equipped with a clearance distributing adjustment bolt (housing position adjusting means) 67 that can abut on an intermediate portion of the holding lever 59.

When the fixed iron core 61 and the movable iron core 63 are attracted to each other, the intermediate portion of the retaining lever 59 comes into contact with each of the push pin 65 and the gap distribution adjusting bolt 67. Thereby, each of the support rail stopper 17 and the rotation rail stopper 18 is hold | maintained in the state separated with respect to the cage | basket | car guide rail 3. That is, when the fixed iron core 61 and the movable iron core 63 are attracted to each other, the cage guide rail of the support rail stopper 17 is prevented by the rotation prevention of the holding lever 59 by the push pin 65 ( Displacement in the direction close to 3) is regulated and close to the cage guide rail 3 of the rotation rail stopper 18 by the prevention of the displacement of the housing 13 by the clearance distribution adjusting bolt 67. The displacement in the direction of the direction is regulated.

The position where the displacement of the housing 13 is regulated by the clearance distribution adjustment bolt 67 is adjusted by adjustment of the screw engagement amount with respect to the mounting frame 10 of the clearance distribution adjustment bolt 67. As shown in FIG. That is, the clearance dimension (FIG. 9 and FIG. 10) between each of the support rail stopper 17 and the rotation rail stopper 18, and the guide rail 3 has the mounting frame 10 of the clearance distribution adjustment bolt 67. Is adjusted by adjusting the amount of screw engagement for.

When the fixed iron core 61 and the movable iron core 63 are opened to each other, the housing 13 is displaced in the right direction in FIG. 10 by the respective biasing forces of the biasing springs 30 and 68, and the retaining lever 59 is provided. Rotates counterclockwise in FIG. That is, when the fixed iron core 61 and the movable iron core 63 are opened to each other, the housing 13 and the retaining lever 59 so that the supporting rail stopper 17 and the rotation rail stopper 18 are displaced in a direction close to each other. Is displaced. Thereby, the support rail stopper 17 and the rotation rail stopper 18 contact each cage guide rail 3, respectively.

The rotation rail stopper main body 26 is provided with the center (28) of the center adjustment hole 69 of two or more (in this example, two). As a result, the center of the rotation rail stopper 18 coincides with the rotation center Cn. In this example, the center Pup of the upper contact curved surface 26b is close to the Y axis of the first upper limit of the XY coordinates centered on the rotational center Cn, and the center Pdn of the lower contact curved surface 26c is Y of the fourth upper limit. It is located near the axis. In addition, the bearing 25 between the rotation rail stopper 18 and the main shaft 24 is a rolling bearing.

In addition, the displacement drive mechanism 29 has each bias spring 30 and a holding / opening mechanism (holding means). In addition, the holding / opening mechanism (holding means) has a holding lever 59, an electromagnetic magnet 60, a push pin 65, and an adjustment bolt 67 for clearance distribution. Moreover, the rail stopper adjustment means which adjusts the distance between the rotation center Cn of the rotation rail stopper 18, and the support rail stopper 17 is the back plate 54, the clearance adjustment bolt 56, and the fixing nut 57 And each bias spring 68. The other configuration is the same as that of the first embodiment.

Next, the operation will be described. FIG. 12: is a block diagram which shows the state where the center contact surface 26a of the rotation rail stopper 18 of FIG. 9 is in contact with the car guide rail 3, and FIG. 13 is sectional drawing along the XIII-XIII line of FIG. to be. 14 is a block diagram which shows the state in which the lower friction surface 28a of the rotation rail stopper 18 of FIG. 9 contacted the car guide rail 3, and FIG. 15 is the XV-XV line of FIG. The cross section along the.

9 and 10, the electromagnetic magnet 60 is excited by the control of the control panel 4, and the fixed iron core 61 and the movable iron core 63 are attracted to each other. At this time, the displacement (displacement to the left direction in FIG. 10) in the direction close to the car guide rail 3 of the support rail stopper 17 is regulated by the retaining lever 59, and the rotation rail stopper 18. The displacement (displacement to the right direction in Fig. 10) in the direction close to the cage guide rail 3 of the car is regulated by the clearance distribution adjusting bolt 67. Thereby, each of the rotation rail stopper 18 and the support rail stopper 17 is opened from the cage guide rail 3 via a predetermined clearance gap.

When the displacement drive mechanism 29 of each emergency stop device 9 receives a braking command, the energization to the electromagnetic coil 62 is stopped and the holding force of the electromagnetic magnet 60 is lost. When the holding force of the electromagnetic magnet 60 is lost, the fixed iron core 61 and the movable iron core 63 are displaced in a direction away from each other by the force of the biasing springs 30 and 68. Thereby, the housing 13 is displaced with the fixed iron core 61, and the rotation rail stopper 18 is displaced in the direction (right direction of FIG. 10) which approaches the cage guide rail 3. At this time, the holding lever 59 is rotated in the counterclockwise direction in FIG. 10, and the supporting rail stopper 17 is displaced in the direction close to the car guide rail 3.

12 and 13, the support rail stopper 17 and the rotation rail stopper 18 contact the cage guide rail 3, respectively. Thereafter, the supporting rail stopper 17 is pressed by the car guide rail 3 by the biasing force of each biasing spring 68, and the pivoting rail stopper 18 is biased by the biasing force of each biasing spring 30. It is pressed by the cage guide rail 3. The biasing forces of the biasing springs 30 and 68 are set so that the pressing pressures at this time are balanced with each other.

After that, when the cage | basket | car 1 descend | falls, the rotation rail stopper 18 is attracted to the cage | basket | car guide rail 3, and is rotated upwards. At this time, the lower contact curved surface 26c of the rotation rail stopper 18 is rotated by contacting the cage guide rail 3 by the bias force of each bias spring 30. As a result, the housing 13 is displaced in the direction in which the main shaft 24 is away from the car guide rail 3 (the left direction in FIG. 12).

After that, when the rotating rail stopper 18 is rotated again and the housing 13 is displaced in the direction in which the main shaft 24 is moved away from the car guide rail 3, the upper mounting guide 52 and the lower mounting guide part. Each bearing portion of 53 is coupled to the backing plate 54, so that each pressing portion 22 is further compressed.

Thereafter, when the lower brake shoe 28 reaches the car guide rail 3, the car guide rail 3 is gripped between the lower brake shoe 28 and the support rail stopper 17 (FIG. 14). And FIG. 15). At this time, the pressure part element 22 is compressed by the displacement of the support rail stopper 17 pressed by the cage guide rail 3, and presses the support rail stopper 17 against the cage guide rail 3 at this time. Elastic repulsive force is generated. In addition, the lower friction surface 28a of the lower brake shoe 28 is in contact with the car guide rail 3. As a result, the holding force of the car guide rail 3 is secured, and a braking force is applied to the car 1.

On the other hand, when the cage | basket | car 1 is raising, when the cage | bowl rail stopper 18 contacts the cage | basket | car guide rail 3, the cage | bowl rail stopper 18 is attracted to cage cage | bowl guide rail 3, and rotates downwards. do. At this time, the upper contact curved surface 26b of the rotation rail stopper 18 is rotated by contacting the cage guide rail 3 by the bias force of each bias spring 30. As a result, the housing 13 is displaced in a direction in which the main shaft 24 is separated from the car guide rail 3.

After that, when the rotating rail stopper 18 is rotated again and the housing 13 is displaced in the direction in which the main shaft 24 is moved away from the car guide rail 3, the upper mounting guide 52 and the lower mounting guide part. Each bearing portion of 53 is coupled to the backing plate 54, so that each pressing portion 22 is further compressed.

After that, when the upper brake shoe 27 reaches the car guide rail 3, the car guide rail 3 is gripped between the upper brake shoe 27 and the support rail stopper 17. At this time, the pressing part 22 is compressed by the displacement of the support rail stopper 17 pressed by the car guide rail 3, and the elasticity which presses down the support rail stopper 17 to the car guide rail 3 is carried out. It generates a repulsive force. Moreover, the upper friction surface 27a of the upper brake shoe 27 is in contact with the cage guide rail 3. As a result, the holding force of the car guide rail 3 is secured, and a braking force is applied to the car 1.

In the safety device of such an elevator, since the support rail stopper 17 is displaced in the opposite direction to the direction in which the housing 13 is displaced, each of the support rail stopper 17 and the rotation rail stopper 18 and the car guide rail The space | interval between (3) can be enlarged normally, and the malfunction by the cage | basket | car 1 tilting can further be prevented.

Moreover, since adjustment of the elastic repulsive force of the press part element 22 is performed by adjustment of the screw engagement amount with respect to the back plate 54 of the press force adjustment bolt 55, the cage guide rail of the support rail stopper 17 ( Pressure pressure against 3) can be adjusted easily.

In addition, since the center of the rotation rail stopper 18 coincides with the rotation center Cn of the rotation rail stopper 18, even if the rotation of the cage | basket | car 1 etc. generate | occur | produces, for example, of the rotation rail stopper 18 The rotation can be prevented.

In addition, in the above example, the center of the rotation rail stopper 18 coincides with the rotation center Cn of the rotation rail stopper 18, but the center of the rotation rail stopper 18 is located below the Y axis than the rotation center Cn. You can also do it. Even if it does in this way, rotation of the rotation rail stopper 18 which arises by the shaking of the cage | basket | car 1, etc. can be prevented.

In addition, in the above example, the pressure-bearing force adjusting bolt 55 is screwed to the back plate 54, but may be screwed to the rear surface of the support rail stopper 17.

The sensor is not limited to the car speed detection sensor 5, the door open / close detection sensor 6, and the main rope break detection sensor 7.

Claims (12)

A housing supported by a car guided by a guide rail and displaceable in a horizontal direction with respect to the car, Support rail stopper provided in the housing, The rotation rail stopper which is provided in the said housing so that the said guide rail may be arrange | positioned with the said support rail stopper, and is rotatable in an up-down direction, and the space | interval with the said support rail stopper becomes small by rotation in an up-down direction. , And And a displacement drive mechanism for displacing the housing relative to the car in a direction in which the rotation rail stopper folds against the guide rail. The guide rail is gripped between the pivot rail stopper and the support rail stopper by being rotated in a direction corresponding to the moving direction of the car while the pivot rail stopper contacts the guide rail. safety device. The method according to claim 1, The displacement drive mechanism includes a biasing body that biases the housing in a direction in which the rotation rail stopper contacts the guide rail, and a holding means capable of regulating displacement of the housing against the biasing force of the auxiliary body. Elevator safety device, characterized in that it has a. The method according to claim 2, The holding device includes an electromagnetic magnet that regulates displacement of the housing by excitation and releases the regulation by stopping the excitation. The method according to claim 1, And the supporting rail stopper and the pivot rail stopper are displaced together with the housing. The method according to claim 1, The support rail stopper is displaceable with respect to the housing, The pivot rail stopper is adapted to be displaced together with the housing, And the displacement drive mechanism displaces the support rail stopper in a direction opposite to the direction in which the housing is displaced. The method according to claim 1, The displacement drive mechanism includes a housing position adjusting means capable of adjusting a position of the housing with respect to the guide rail, and a rail stopper adjusting means capable of adjusting a distance between a pivot center of the rotating rail stopper and the support rail stopper. Elevator safety device characterized in that it has. The method according to claim 1, The rotating rail stopper is provided with a rail contact surface including a curved portion, and a flat portion adjacent to an upper end and a lower end of the guide rail contact surface, The rotating rail stopper may be configured such that the curved portion contacts the guide rail when the rotating rail stopper rotates while contacting the guide rail, and the flat portion contacts the guide rail when the guide rail is held between the supporting rail stopper. Elevator safety device. The method according to claim 1, The rotation rail stopper is provided in the rotation rail stopper main body and the rotation rail stopper main body, and has a pair of braking shoes which contact the guide rail when holding the guide rail between the support rail stopper, Each said brake shoe is adjustable in the position with respect to the said rotation rail stopper main body, The safety device of the elevator characterized by the above-mentioned. The method according to claim 1, The center of gravity of the rotation rail stopper coincides with the rotation center of the rotation rail stopper. The method according to claim 1, When the guide rail is gripped between the support rail stopper and the pivot rail stopper, further comprising a pressing element for pressing the support rail stopper to the guide rail. safety device. The method according to claim 10, The pressure part element and the adjustment element overlap each other between the support rail stopper and the restricting part where the displacement in the direction away from the support rail stopper is regulated. The adjustment element is a safety device for an elevator, characterized in that the pressure-bearing force adjusting bolt for adjusting the pressure-bearing force of the pressure-bearing element by adjusting the amount of screwing to at least one of the support rail stopper and the restricting portion. The method according to claim 1, At least one of a car speed detector for detecting the speed of the car, a door open / close detector for detecting the opening / closing of the doorway of the car, and a main rope break detector for detecting the break of the main rope for hanging the car On the basis of this, further comprising a determination unit for detecting the abnormality of the elevator and outputting a braking command, And the displacement drive mechanism displaces the housing in a direction in which the rotation rail stopper contacts the guide rail by receiving the braking command.

Images