KR20100005134A - Safety device of elevator - Google Patents

Abstract

A safety device of elevator in which an elevating/lowering body being guided by a pair of guide rails is provided with a pair of brake mechanism bodies. Each brake mechanism body has a housing supported by the elevating/lowering body, a receiving rail batten provided in the housing, and a movable rail batten which can approach the guide rail and can recede therefrom. The movable rail batten can be displaced between a neutral position where it is spaced apart from the receiving rail batten by a predetermined distance, and brake positions located above and below the neutral position and where the movable rail batten is spaced apart from the receiving rail batten by a distance shorter than the predetermined distance. When the movable rail batten is displaced from the neutral position to the brake position depending on the moving direction of the elevating/lowering body while touching the guide rail, each guide rail is grasped individually between the receiving rail batten and the movable rail batten. Respective brake mechanism bodies are coupled by a coupling member. An electromagnetic driver for displacing the coupling member in the direction along which each movable rail batten approaches each guide rail and recedes therefrom is supported by the elevating/lowering body.

Description

Safety device of elevator {SAFETY DEVICE OF ELEVATOR}

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

Background Art Conventionally, elevator apparatuses having a wedge-type emergency stop device which is electrically braked in the event of an elevator abnormality have been proposed. In this conventional elevator apparatus, a pair of emergency stop apparatuses are mounted in a common car. Each emergency stop device displaces the wedge by the electromagnetic actuator and engages the wedge between the guide rail for guiding the car and the receiving fitting provided in the car, thereby giving the car a braking force. Each electronic actuator starts an operation by receiving the operation signal output from the common output part (for example, refer patent document 1).

Patent Document 1: WO2004 / 083091

Problems to be Solved by the Invention

However, in such a conventional elevator apparatus, a plurality of emergency stop apparatuses which individually perform braking operations for each of the up direction and the down direction must be combined and mounted in the car. Therefore, in order to perform a braking operation | movement with respect to a cage | basket | car both in the up and down direction, the whole emergency stop apparatus becomes large.

In addition, since the braking operations of the emergency stop devices are independent of each other, even if an operation signal is simultaneously input to each emergency stop device, the braking force to the car is generated by the individual differences of the emergency stop devices. The time until is different between each emergency stop. This may cause the car to tilt at the time of braking.

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

Means for solving the problem

The safety device of an elevator according to the present invention includes a housing supported by a lifting body guided by a pair of guide rails, a receiving rail contacting portion provided in the housing, and a receiving rail fitting through the guide rail in a horizontal direction. It is located at the neutral position where the distance between the receiving rail contacting portion and the receiving rail contacting portion is a predetermined distance, respectively, above and below the neutral position, and the distance between the receiving rail contacting portion and the receiving portion becomes narrower than the predetermined distance. Each of the movable rail abutments which can be displaced between the braking positions and foldable to the guide rails has a respective movable rail abutment portion which is displaced to a braking position according to the moving direction of the lifting body while contacting the guide rails, A pair of braking mechanisms, each braking mechanism, which grips each guide rail individually between the ice rail contact portion and the movable rail contact portion. Is supported by the connecting member and the vertically movable member connecting them are provided with an electronic drive system for displacing the connecting member in a direction of abutment against each of the movable rail portion jeopri each 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 showing one emergency stop device as viewed in accordance with arrow A in FIG. 1.

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

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

5 is a cross-sectional view taken along line V-V of FIG. 4.

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

FIG. 7 is a cross-sectional view taken along the line VII-VII of FIG. 6.

It is a block diagram which shows the state in which the upper friction surface of the movable rail contact part of FIG. 2 is in contact with a car guide rail.

9 is a cross-sectional view taken along the line IX-IX of FIG. 8.

10 is a configuration diagram showing a state in which the backup mechanism of FIG. 2 is operating.

FIG. 11 is a cross-sectional view taken along the line XI-XI of FIG. 10.

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

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

14 is a configuration diagram showing the neutral pressure device of FIG.

FIG. 15 is a configuration diagram showing an emergency stop device when the movable rail contacting portion of FIG. 12 is displaced to an upper braking position.

FIG. 16 is a configuration diagram showing the neutral pressure device when the interlock lever of FIG. 15 is rotated upward with respect to the plunger. FIG.

Fig. 17 is a block diagram showing the emergency stop apparatus according to Embodiment 3 of the present invention.

18 is a cross-sectional view taken along the line XVIII-XVIII in FIG. 17.

Fig. 19 is a block diagram showing the emergency stop apparatus according to Embodiment 4 of the present invention.

Preferred Mode for Carrying Out the Invention

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 balance weight 2 (both the lifting bodies) are suspended in the hoistway by the main rope 3. The main rope 3 is wound around the drive sheave 4a and the deflector wheel 5 of the hoist 4 respectively provided on the upper part of the hoistway. The drive sheave 4a is rotated by the driving force of the hoisting machine 4. The car 1 and the counterweight 2 move up and down the hoistway by the rotation of the drive sheave 4a. In the hoistway, a pair of car guide rails 6 for guiding the lifting and lowering of the car 1 and a pair of counterweight guide rails 7 for guiding the lifting and lowering of the counterweight 2 are provided.

Lifting of the car 1 and the counterweight 2 is controlled by the control panel 10 of the elevator. The control panel 10 includes a door 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 Information from each of the main rope break detection sensors 13 for detecting the presence or absence of breakage of the main rope 3 is sent. As the car speed detection sensor 11, for example, an encoder or resolver that generates a signal corresponding to the rotational speed of the drive sheave 4a is used. As the door open / close detection sensor 12, 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 13, for example, a tension detector for detecting the tension of the main rope 3 is used.

The control panel 10 includes a braking command unit 14 for detecting an abnormality of the elevator based on information from each of the car speed detection sensor 11, the door open / close detection sensor 12, and the main rope cutting detection sensor 13. ) Is provided. The braking command unit 14 outputs a braking command when detecting an abnormal occurrence of the elevator.

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

In the lower part of the car 1, emergency stop devices 15 and 16, which are a pair of braking mechanisms for braking the car 1 by holding each car guide rail 6 individually, and each emergency stop device ( A rod-shaped connecting member 17 for connecting between 15 and 16 and an electronic driving device 18 for displacing the connecting member 17 in the horizontal direction with respect to the car 1 are provided.

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

FIG. 2: is a block diagram which shows one emergency stopping apparatus 15 when it sees along arrow A of FIG. 3 is sectional drawing along the III-III line | wire of FIG. In addition, since the structure of the other emergency stop device 16 is the same as the structure of one emergency stop device 15, only one emergency stop device 15 is demonstrated. In the figure, the mounting frame 19 is attached to the car 1 in one emergency stop device 15. The mounting frame 19 is equipped with an upper guide rod 20 and a lower guide rod 21 arranged at intervals from each other in the vertical direction. The upper guide rod 20 and the lower guide rod 21 are arranged parallel to each other and horizontally.

The housing 22 is installed inside the mounting frame 19. Slide guides 22a to 22d are provided above and below the housing 22. The upper guide rod 20 penetrates the slide guides 22a and 22c. The lower guide rod 21 penetrates the slide guides 22b and 22d. As a result, the housing 22 is slidable relative to the mounting frame 19 along the upper guide rod 20 and the lower guide rod 21. That is, the housing 22 is displaceable in the horizontal direction with respect to the car 1.

The housing 22 has a housing main body 23 and a mounting guide portion 24 protruding from the housing main body 23 toward the car guide rail 6 side.

The mounting guide part 24 is arrange | positioned in the position shift | deviated with respect to the car guide rail 6 with respect to the displacement direction with respect to the car 1 of the housing | casing 22. As shown in FIG. In addition, the mounting guide portion 24 includes a receiving portion 24a disposed along the vertical direction, and a pair of horizontal portions extending from the upper end portion and the lower end portion of the receiving portion 24a toward the car guide rail 6. 24b, 24c).

The housing 22 is provided with a receiving rail contact portion 25 and a movable rail contact portion 26 which face each other with the car guide rail 6 interposed in the horizontal direction. That is, the car guide rail 6 is arrange | positioned between the receiving rail contact part 25 and the movable rail contact part 26 provided in the common housing 22. As shown in FIG. As a result, the receiving rail abutting portion 25 and the movable rail abutting portion 26 are displaced together with the housing 22. In addition, the receiving rail contacting portion 25 and the movable rail contacting portion 26 are each foldable to the car guide rail 6 by the displacement of the housing 22 with respect to the mounting frame 19. It is.

The receiving rail abutting part 25 is arrange | positioned between each horizontal part 24b, 24c. The receiving rail contact portion 25 is guided along each of the horizontal portions 24b and 24c. A plurality of stepped bolts 27 penetrating the receiving portion 24a (two in this example) are fixed to the receiving rail contact portion 25. Each stepped bolt 27 is slidable in the horizontal direction with respect to the receiving part 24a. As a result, the receiving rail contacting portion 25 is displaceable in the horizontal direction with respect to the housing 22.

A common stepped bolt is formed between the receiving rail contact portion 25 and the receiving portion 24a (that is, the side opposite to the car guide rail 6 side around the receiving rail contact portion 25). The pressing element 28 and the adjusting element 29 through which 27 are passed are disposed.

The pressing element 28 has, for example, a plurality of Belleville springs. The pressing element 28 receives the receiving rail contact portion 25 in a direction closer to the car guide rail 6 (that is, away from the receiving portion 24a) by the elastic repulsive force due to the contraction of the disc spring. ) Is pressurized. The adjusting element 29 adjusts the magnitude of the elastic repulsive force of the pressing element 28. In this example, the adjusting element 29 has a plurality of spacers which overlap each other. The adjustment of the magnitude of the elastic repulsive force of the pressing element 28 is performed by adjusting the number of spacers.

A washer 30 passes through each stepped bolt 27, and a positioning nut 31 is screwed into it. The washer 30 and the positioning nut 31 can be engaged with the receiving part 24a. The displacement of the receiving rail contacting portion 25 in the direction closer to the car guide rail 6 is regulated by engagement of the washer 30 and the receiving portion 24a of the positioning nut 31. Position adjustment of the receiving rail abutment part 25 with respect to the horizontal direction with respect to the housing | casing 22 is performed by adjustment of the screwing amount with respect to the stepped bolt 27 of the positioning nut 31. As shown in FIG.

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

The movable rail abutting portion 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 sliding bearing. As a result, the movable rail abutting portion 26 is rotatable in the vertical direction about the main shaft 32. The shape of the movable rail abutting portion 26 is a shape in which the interval with the receiving rail abutting portion 25 is continuously reduced by rotation in the vertical direction. Thereby, the space | interval between the movable rail abutting part 26 and the receiving rail abutting part 25 is the largest before rotation of the movable rail abutting part 26, and the movable rail abutting part ( 26), the amount of rotation in turn decreases continuously.

That is, the movable rail abutting part 26 is a neutral position where the space | interval with the receiving rail abutting part 25 becomes a predetermined distance by the rotation about the main shaft 32, and it is upper and lower than a neutral position. It is a cam which can be displaced between a pair of braking positions which are located in each of and whose space | interval with the receiving rail contact part 25 becomes narrower than predetermined distance.

The distance between the movable rail contact portion 26 and the receiving rail contact portion 25 (ie, a predetermined distance) when the vehicle is in the neutral position is determined by the eccentric load of the car 1. Even when this tilts, each of the movable rail abutting portion 26 and the receiving rail abutting portion 25 is a distance capable of maintaining a state away from the car guide rail 6. The predetermined distance is adjusted by adjusting the amount of screwing with respect to the stepped bolt 27 of the positioning nut 31.

The movable rail abutting part 26 is rotated in the direction corresponding to the moving direction of the car 1 by contacting the car guide rail 6 at the time of movement of the car 1. That is, when the movable rail abutting part 26 contacts the car guide rail 6, when the cage | basket | car 1 descend | falls, the movable rail abutting part 26 displaces from a neutral position to a braking position upwards. The movable rail abutting portion 26 is displaced from the neutral position to the lower braking position when the car 1 is raised.

The movable rail abutting portion 26 includes a movable rail abutting body 34 and an upper braking shoe 35 and a lower braking shoe 36 (a pair of braking shoes provided on the movable rail abutting body 34). Has)

The rail contact surface which the car guide rail 6 can contact is formed in the outer peripheral part of the car guide rail 6 side of the movable rail contact part main body 34. As shown in FIG. The rail contact surface is a lower contact curved surface that is a continuous surface at the lower end of the center contact surface 34a, an upper contact curved surface (upper curved portion) 34b that is a curved surface that is continuous to the upper end of the central contact surface 34a, and a central contact surface 34a. (Lower surface part) 34c.

In this example, the center contact surface 34a is a plane perpendicular to the straight line along the radial direction passing through the center of rotation Cn of the movable rail abutting portion 26. Moreover, the upper contact curved surface 34b is a cylindrical surface centered on the position Pup which is offset upward from the rotation center Cn. Further, the lower contact curved surface 34c is a cylindrical surface centered on the position Pdn offset downward from the rotation center Cn. Further, the center Pup of the upper contact curved surface 34b is near the Y axis of the second quadrant space of the XY coordinates centered on the rotational center Cn, and the center Pdn of the lower contact curved surface 34c is the third. It is located near the Y axis of the quadrant space.

In this example, the movable rail abuts against the dimension LY of the Y axis direction (vertical direction) between the respective centers Pup and Pdn of the contact curved surfaces 34b and 34c and the rotational center Cn. Each of the contact curved surfaces 34b and 34c with respect to the ratio γ (= LY / LX) of the dimension LX to the X-axis direction (horizontal direction) between the rail contact point of the section 26 and the rotational center Cn And the friction coefficient μ between the car guide rail 6 and the car guide rail 6 are set to be large (that is, γ <μ). In this way, the frictional force with respect to the pressing force of the movable rail abutting part 26 is large against the return rotational force (the load acting in the direction opposite to the direction to be rotated at the time of braking) by the pressing force of the movable rail abutting part 26. The movable rail abutting part 26 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 34b and 34c may be increased. In order to increase the friction coefficient μ, the car guide rail 6 is guided by a lubrication-free guide to prevent oil from adhering to the car guide rail, or a large number of minute protrusions that are lodged in the car guide rail 6. May be formed on each of the contact curved surfaces 34b and 34c.

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

Between the rear surface of the upper braking shoe 35 and the rotation rail contacting part main body 34, a spacer 37 for adjusting the amount of protrusion from the rail contact surface of the upper braking shoe 35 is provided. The protrusion amount of the upper braking shoe 35 is adjusted by adjusting the thickness of the spacer 37.

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

Between the rear surface of the lower brake shoe 36 and the main body 34 of the rotation rail contacting part, a spacer 38 for adjusting the amount of protrusion from the rail contact surface of the lower brake shoe 36 is provided. The protrusion amount of the lower braking shoe 36 is adjusted by adjusting the thickness of the spacer 38. In this example, the protrusion amounts from the rail contact surfaces of the upper braking shoe 35 and the lower braking shoe 36 are substantially the same.

The movable rail abutting part 26 is normally maintained in the neutral position (FIG. 2). Therefore, when the movable rail contact part 26 is displaced toward the car guide rail 6 side, the center contact surface 34a is in contact with the car guide rail 6. When the center contact surface 34a contacts the car guide rail 6 while the car 1 is moving, the movable rail contacting portion 26 is attracted to the car guide rail 6 and moves upward from the neutral position. And a downward braking position. When the movable rail contact portion 26 reaches the upper braking position, the car guide rail 6 is gripped between the lower brake shoe 36 and the receiving rail contact portion 25, and the movable rail contact portion When 26 reaches the lower braking position, the car guide rail 6 is gripped between the upper braking shoe 35 and the receiving rail abutting portion 25.

Description of the structure of one emergency stop device 15 is as above. The other emergency stop device 16 also has the same configuration as that of one emergency stop device 15.

The connecting member 17 is fixed to each main shaft 32, and is connected between the movable rail abutting parts 26 of the emergency stop devices 15 and 16 (FIG. 3). That is, each movable rail abutment part 26, each main shaft 32, and the connection member 17 are integrally displaceable with respect to the car 1. As shown in FIG. Moreover, each of the main shaft 32 and the connection member 17 is arrange | positioned on the horizontal coaxial axis. As a result, the connecting member 17 is rotated about its axis as the movable rail abutting portions 26 rotate.

The electromagnetic drive device 18 includes a plurality of first pressure springs that press the housing 22 in a direction in which the movable rail contact portion 26 of one of the emergency stop devices 15 contacts the car guide rail 6. (1st press body) 39 and the plurality which presses the housing 22 in the direction which the movable rail contact part 26 of the other emergency stop device 16 contacts the car guide rail 6 The displacement of the connecting member 17 can be regulated against each pressing force of the second pressure spring (second pressure body) 40 (FIG. 3) and the first pressure spring 39 and the second pressure spring 40. It has a holding / opening mechanism 41 that can be used.

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

The holding / opening mechanism 41 is attached to a support 42 fixed to the car 1. In addition, the holding / opening mechanism 41 is a rod-shaped push pin 43 which is displaceable in the horizontal direction with respect to the support 42, and a gap which is screwed to the distal end of the push pin 43 to abut on the connecting member 17. The adjustment screw 44 and the electromagnetic magnet 45 which displace the push pin 43 are provided.

The pressing pin 43 is a holding position (FIG. 3) for regulating the displacement of the connecting member 17 in a state where each movable rail abutting portion 26 is opened from each car guide rail 6, and the holding position. It is possible to displace between the release positions for retreating from and releasing the restriction of the connecting member 17. The direction in which the push pin 43 is displaced is a direction intersecting the longitudinal 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 assembled to the fixed iron core 46, and a movable iron core 48 that can be displaced with respect to the fixed iron core 46. Have.

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

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

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

The holding force of the electromagnetic magnet 45 is set to withstand the pressing force of the first and second pressure springs 39 and 40. Therefore, in each of the emergency stop devices 15 and 16, the receiving rail contacting portion 25 and the movable rail contacting portion 26 are separated from the car guide rail 6 by the excitation of the electromagnetic magnet 45. Stays in the state.

The holding of the push pin 43 in the holding position is released by the excitation of the excitation of the electromagnetic magnet 45. Therefore, the push pin 43 is displaced from the holding position to the release position while being pressed by the connecting member 17 by the pressing force of the first and second pressure springs 39 and 40 when the excitation of the electromagnetic magnet 45 is stopped. do. As a result, in each of the emergency stop devices 15 and 16, the movable rail contact portion 26 is displaced in the direction of contact with the car guide rail 6.

The connecting member 17 is supported by a neutral pressure device 49 for pressing the connecting member 17 in the direction in which the positions of the movable rail abutting portions 26 are displaced to the neutral position. The neutral pressure device 49 has a pair of torsion springs 50, a pair of slide plates 51 connected to one end of the torsion spring 50 and installed on the support 42, respectively, and a torsion spring. The other end of 50 has a pair of fixing pins 52 fixed to the connecting member 17.

Each slide plate 51 penetrates through the connecting member 17 rotatably. Each slide plate 51 is restricted from rotation with respect to the support 42, and is displaceable with respect to the support 42 in the horizontal direction in which the connecting member 17 is displaced.

Torsion spring 50 is a coil spring. The connecting member 17 passes through each torsion spring 50. Each torsion spring 50 is elastically deformed by rotating the connecting member 17 in a direction in which each movable rail contact portion 26 is displaced from a neutral position to either of the braking positions. The elastic deformation of each torsion spring 50 is released when each movable rail contact portion 26 is displaced to the neutral position. That is, when each movable rail contact part 26 is displaced from the neutral position to either the upper side or the lower side, each movable rail contact part 26 is moved to the neutral position by the elastic restoring force of each torsion spring 50. Pressurized in the direction of displacement.

The detection device mounting member 53 is fixed to one slide plate 51. The detection device mounting member 53 and the connection member 17 are provided with a detection device 54 for detecting a displacement from the neutral position of each movable rail abutting portion 26 to the upper and lower portions, respectively. In this example, the detection device 54 is configured to detect the displacement of the movable rail abutting portion 26 to the braking position for each of the upper side and the lower side. The detecting device 54 detects the rotation (displacement) of the connecting member 17, thereby detecting the presence or absence of displacement of the movable rail abutting portion 26 to each braking position.

The detection device 54 detects the rotation of the cylindrical detection member 55 fixed to the intermediate portion of the connecting member 17 and the rotation of the detection member 55, thereby braking the upper side of each movable rail contact portion 26. By detecting the rotation of the upper displacement detecting switch (upper displacement detecting section) 56 and the detecting member 55 to detect the displacement to the position, the displacement of the movable rail abutting portion 26 to the lower braking position is detected. It has a downward displacement detection switch (lower displacement detection part) 57 to detect.

The upper displacement detecting switch 56 and the lower displacement detecting switch 57 are fixed to the detecting device mounting member 53. In addition, the upper displacement detecting switch 56 and the lower displacement detecting switch 57 are provided in the switch main body 58, the plunger 59 which can move back and forth with respect to the switch main body 58, and the distal end of the plunger 59. It has the roller 60, respectively. The upper displacement detecting switch 56 and the lower displacement detecting switch 57 are turned on (detected state) by the plunger 59 being pushed into the switch main body 58, and the pressing force is released to release the plunger 59. Returns to the normal position to enter the OFF state (non-detection state).

The upper detection groove 61 into which the roller 60 of the upper displacement detection switch 56 is inserted and the lower detection groove into which the roller 60 of the lower displacement detection switch 57 is inserted into the outer peripheral portion of the detection member 55 ( 62) is formed. The upper detection groove 61 and the lower detection groove 62 are formed along the rotational direction of the connecting member 17. Positions of the upper detection groove 61 and the lower detection groove 62 with respect to the rotational direction of the connecting member 17 are arranged to be offset from each other.

When the movable rail abutting portion 26 is in the neutral position, both the roller 60 of the upper displacement detecting switch 56 and the lower displacement detecting switch 57 remain inserted in the respective detection grooves 61 and 62. At this time, both the upper displacement detecting switch 56 and the lower displacement detecting switch 57 are in an OFF state.

When each movable rail abutting portion 26 reaches the upper braking position, only the roller 60 of the upper displacement detecting switch 56 is released from the upper detecting groove 61. As a result, the plunger 59 of the upper displacement detecting switch 56 is pushed by the outer peripheral portion of the detecting member 55 so that only the upper displacement detecting switch 56 is turned on. When each movable rail abutting portion 26 reaches the lower braking position, only the roller 60 of the lower displacement detecting switch 57 is released from the lower detecting groove 62. As a result, the plunger 59 of the lower displacement detecting switch 57 is pushed by the outer peripheral portion of the detecting member 55 so that only the lower displacement detecting switch 57 is turned ON. The detection device 54 detects that the movable rail abutting portion 26 has reached the upper braking position by turning the upper displacement detecting switch 56 ON, and operates by turning the lower displacement detecting switch 57 ON. It detects that the rail contact part 26 reached the lower braking position.

A mechanical backup mechanism 63 is connected to one emergency stop device 15. The backup mechanism 63 restrains the governor rope (not shown) which moves with the movement of the car 1, and the governor rope when the moving speed of the car 1 reaches a predetermined overspeed, The moving rail abutting part is provided to a braking position according to the moving direction of the car 1 by a governor (not shown) which prevents the movement of the governor rope and is installed in the car 1 to prevent the movement of the governor rope. It has the link mechanism 64 which displaces (26).

The governor is installed at the top of the hoistway. The governor rope is wound around the governor sheave of the governor. The governor sheave rotates as the governor rope moves. The governor detects the presence of the overspeed of the car 1 by detecting the rotation of the governor sheave.

The link mechanism 64 includes a pull-up stick 65 connected to a governor rope and a pull rod 65 connected to the housing 22 of one emergency stop device 15. It has a brake lever 66 installed on it.

The impression rod 65 is displaced with respect to the moving car 1 by the inhibition of the movement of a governor rope. For example, if movement of the governor rope is prevented when the car 1 is descending, the impression rod 65 is displaced upward with respect to the car 1.

The brake lever 66 is arranged on the side opposite to the car guide rail 6 side of the movable rail contacting portion 26. In addition, the brake lever 66 is rotatable about a fixed shaft 67 fixed to the housing 22. The brake lever 66 has a lever body 68 provided on the fixed shaft 67 and a protrusion 69 formed on the lever body 68 and protruding in a direction away from the fixed shaft 67.

The end of the impression rod 65 is rotatably connected to the lever main body 68 via the connecting pin 70. As a result, the brake lever 66 is rotated about the fixed shaft 67 in accordance with the displacement of the lift rod 65 with respect to the car 1. In addition, the protrusion 69 is displaced downward by the upwardly displaced bar 65 with respect to the car 1, and is displaced upward by the downwardly displaced bar 65 with respect to the car 1. .

In the movable rail abutting portion 26 of one of the emergency stop devices 15, an engaging pin 71 to which the protrusion 69 can engage is projected in parallel with the main shaft 32. As the protruding portion 69 engages with the engagement pin 71, the brake lever 66 rotates about the fixed shaft 67, whereby the movable rail contact portion 26 rotates about the main shaft 32. . In this example, the brake lever 66 is rotated in the direction in which the protrusion 69 is displaced downward, so that the protrusion 69 is engaged with the engagement pin 71. Further, the projecting portion 69 is displaced downward while being engaged with the engagement pin 71, so that the movable rail contact portion 26 is rotated from the neutral position to the upward 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 movable rail contacting portion 26 of FIG. 2 is in contact with the car guide rail 6, and FIG. 5 is a cross-sectional view taken along the line VV of FIG. to be. 6 is a block diagram which shows the state in which the lower friction surface 36a of the movable rail contact part 26 of FIG. 2 is in contact with the car guide rail 6, and FIG. 7 is VII- of FIG. It is sectional drawing along the VII line. 8 is a block diagram which shows the state in which the upper friction surface 35a of the movable rail contact part 26 of FIG. 2 is in contact with the car guide rail 6, FIG. 9 is IX- of FIG. It is sectional drawing along the IX line.

2 and 3, the electromagnetic magnet 45 is excited, and the movable iron core 48 is held in a state in which the fixed iron core 46 is adsorbed. At this time, the push pin 43 is held in the holding position (FIG. 3), and the displacement to the release position is regulated. In this case, the connecting member 17 is coupled to the clearance adjusting screw 44. In each of the emergency stop devices 15 and 16, the movable rail abutting portion 26 and the receiving rail abutting portion 25 are formed. Each is opened from the car guide rail 6.

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 electronic drive device 18. When the electromagnetic drive device 18 receives the braking command, the energization to the electromagnetic coil 47 is stopped, and the holding force of the electromagnetic magnet 45 is lost. As a result, the push pin 43 is displaced from the holding position (FIG. 3) to the release position (FIG. 5) while being pushed to the connecting member 17 by the pressing force of the first and second pressure springs 39 and 40. . At this time, in each emergency stop device 15, 16, the housing 22 is displaced in the direction of arrow D in Fig. 4, and the movable rail contacting portion 26 is in contact with the car guide rail 6 (Fig. 4 and FIG. 5).

When each movable rail abutment 26 contacts the car guide rail 6 when the car 1 is descending, each movable rail abutment 26 is attracted to the car guide rail 6. While rotating upward (in the direction of the arrow E1 in FIGS. 6 and 7), the connecting member 17 and the detecting member 55 are rotated in accordance with the rotation of the movable rail contacting portion 26. At this time, the movable rail contact portions 26 are rotated while the lower contact curved surface 34c is in contact with the car guide rail 6 by the pressing pressure of the first and second pressure springs 39 and 40. . Thereby, each housing 22 is displaced in the direction in which the main shaft 32 falls from the car guide rail 6 (arrow F direction of FIG. 6 and FIG. 7), and each receiving rail contact part 25 is carried out. Is displaced in a direction approaching the car guide rail 6. At this time, the clearance adjusting screw 44 is opened from the connecting member 17 by the displacement of each housing 22 (FIG. 7).

Thereafter, when each movable rail contacting part 26 is rotated further upward and each lower brake shoe 36 reaches the car guide rail 6 (that is, each movable rail contacting part 26 moves upward). 6 and 7, in each emergency stop device 15, 16, the car guide rail 6 is provided between the lower braking shoe 36 and the receiving rail contacting portion 25. ) Is gripped. At this time, the pressing element 28 is contracted by the displacement of the receiving rail contacting portion 25 pushed by the car guide rail 6, and the receiving rail contacting portion 25 is moved to the car guide rail ( 6) elastic repulsion force is generated. As a result, the holding force of the car guide rail 6 by the emergency stop devices 15 and 16 is secured, and a braking force is applied to the car 1.

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

On the other hand, when the movable rail abutting portion 26 contacts the car guide rail 6 while the car 1 is rising, the movable rail abutting portion 26 is the car guide rail 6. At the same time, the connecting member 17 and the detecting member 55 are rotated in accordance with the rotation of the movable rail abutting portion 26, while being rotated downward (in the direction of the arrow E2 in FIGS. 8 and 9). At this time, the movable rail contacting portions 26 are rotated while the upper contact curved surface 34b is in contact with the car guide rail 6 by the pressing force of the first and second pressure springs 39 and 40. . Thereby, each housing 22 is displaced in the direction in which the main shaft 32 falls from the car guide rail 6 (arrow F direction of FIG. 8 and FIG. 9), and each receiving rail abutting part 25 Is displaced in a direction approaching the car guide rail 6. At this time, the clearance adjusting screw 44 is opened from the connecting member 17 by the displacement of each housing 22 (FIG. 9).

Thereafter, the movable rail abutting portions 26 are rotated further downward so that each upper brake shoe 35 reaches the car guide rail 6 (that is, each movable rail abutting portion 26 is moved downward. 8 and 9, in each emergency stop device 15, 16, a car guide rail (between the upper braking shoe 35 and the receiving rail contacting portion 25) is used. 6) is gripped. At this time, the pressing element 28 is contracted by the displacement of the receiving rail contacting portion 25 pushed by the car guide rail 6, and the receiving rail contacting portion 25 is moved to the car guide rail ( 6) to generate elastic repulsive force. As a result, the holding force of the car guide rail 6 by the emergency stop devices 15 and 16 is secured, and a braking force is applied to the car 1.

Moreover, when each movable rail contact part 26 reaches the lower braking position, only the roller 60 of the lower displacement detection switch 57 will be disengaged from the lower detection groove 62 by the rotation of the detection member 55. . Thereby, the plunger 59 of the lower displacement detection switch 57 is pushed into the switch main body 58 by the outer peripheral part of the detection member 55, and only the lower displacement detection switch 57 is turned ON. As a result, it is detected that the braking operation is performed when the car 1 is rising.

When returning from the braking state, the electromagnetic magnet 45 is excited to adsorb the movable iron core 48 to the fixed iron core 46, and then the movable rail abutting portion 26 is rotated to the neutral position. Move 1). That is, the car 1 is raised when restoring the braking state for the lowering, and the car 1 is lowered when restoring the braking state for the rising. When the car 1 is moved, the position of each movable rail abutment part 26 is returned from a braking position to a neutral position by the pressurization of the neutral pressure device 49, and the braking state of the car 1 is canceled | released. .

When the electromagnetic drive device 18 receives the braking command and the connecting member 17 is not displaced due to any abnormality, and the movable rail contact portions 26 are separated from the car guide rail 6. When the moving speed of the car 1 is called 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 moving together with the car 1 is restrained by the governor. As a result, movement of the governor rope is prevented, and the impression rod 65 is pulled up with respect to the car 1.

When the impression 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 displaced further downward while engaging with the engagement pin 71. Thereby, each movable rail contact part 26 rotates upwards and each movable rail contact part 26 contacts the car guide rail 6. Thereafter, each movable rail contact portion 26 is rotated further upward by the lowering of the car 1 to reach the upper braking position. Thereby, each car guide rail 6 is gripped between the movable rail contact part 26 and the receiving rail contact part 25, and the car 1 by each emergency stop device 15 and 16 is carried out. ) Braking operation is performed.

In the safety device of such an elevator, between the emergency stop devices 15 and 16 is connected by the connecting member 17, and the movable rail contacting part 26 of each emergency stop device 15 and 16 is a car. Since the connecting member 17 is displaced by the electromagnetic drive device 18 in the direction to be folded to the guide rail 6, the braking operation by the emergency stop devices 15 and 16 by the common electromagnetic drive device 18. This makes it possible to reduce the overall safety device. In addition, the emergency stop devices 15 and 16 contact the movable rail abutting portion 26 with the car guide rails 6 to brake the car 1 in both up and down directions. Miniaturization of each of 15 and 16 can also be achieved.

In addition, since the electronic drive device 18 can displace the connecting member 17 by receiving an electric operation signal, the braking operation of the car 1 can be started early. As a result, the car 1 can be braked at a step in which the speed of the car 1 is low, the braking distance can be shortened, and the deceleration of the car 1 can also be reduced. Moreover, since the movable rail contacting portion 26 is brought into contact with the car guide rail 6 by displacing the common connecting member 17, the operations of the emergency stop devices 15 and 16 can be interlocked. . Therefore, only one of the emergency stop devices 15 and 16 can be prevented from operating, and the braking operation of the car 1 can be performed stably.

In addition, since the movable rail abutting portion 26 is rotated in the up and down direction with respect to the housing 22, the movable rail abutting portion 26 is displaced between the neutral position and the respective braking positions. It can be done.

Moreover, since the connection member 17 is connected to each movable rail contact part 26, the displacement of each movable rail contact part 26 can be interlocked with the connection member 17. As shown in FIG. Thereby, the displacement of each movable rail abutting part 26 can be detected by the common detection apparatus which detects the displacement of the connection member 17, for example, and can reduce a component score.

In addition, since the detection device 54 detects the displacement of the connecting member 17, the direction in which the movable rail abutting portions 26 are displaced is detected, so that it is easy to grasp in which direction the braking operation is performed. Can be. Therefore, the return operation | movement of the braking state of the cage | basket | car 1 can be performed easily.

In addition, since the detection device 54 has an upper displacement detecting switch 56 and a lower displacement detecting switch 57 for separately detecting displacements to the braking positions of the upper and lower portions of each movable rail abutting portion 26, The displacement of the movable rail abutting portion 26 to the braking positions above and below can be more reliably detected.

In addition, since the connecting member 17 is pressurized by the neutral pressure device 49 in the direction in which the positions of the movable rail abutting portions 26 are displaced to the neutral position, for example, during an earthquake or when the car 1 is moved. By vibrating or the like, it is possible to prevent the movable rail abutting portion 26 from escaping from the neutral position, thereby preventing malfunction of the emergency stop devices 15 and 16.

In addition, when the speed of the car 1 reaches a predetermined overspeed, the movable rail contacting portion 26 moves to the braking position according to the moving direction of the car 1 by the operation of the mechanical backup mechanism 63. Is displaced, and even if the reception of the operation signal by the electronic driving device 18 is disturbed for some reason or an operation failure of the electronic driving device 18 occurs, each of the emergency stop devices by the mechanical backup mechanism 63 ( 15, 16) can be operated. Therefore, the reliability of the braking operation of the car 1 can be improved.

In addition, in the above example, the displacement of the movable rail abutting portion 26 is detected separately for each of the upper side and the lower side, but the common rotation detector (detecting device) that detects the rotational direction of the connecting member 17 is detected. Thus, the direction of the displacement of the movable rail abutting portion 26 may be detected. In this way, the parts score can be further reduced.

Embodiment 2.

It is a block diagram which shows the safety device of the elevator by Embodiment 2 of this invention. 13 is a cross-sectional view taken along the line XIII-XIII of FIG. 12. In the figure, each of the emergency stop devices (braking mechanisms) 15 and 16 includes a housing 81 supported on the lower portion of the car 1, and a receiving rail contact portion 86 provided on the housing 81. And the movable rail abutting portion 87 as a wedge for fitting the car guide rail 6 between the receiving rail abutting portion 86, respectively.

The housing 81 has a housing main body 82 and a movable contacting part side protrusion 83 and a receiving contacting part side, which protrude horizontally from the housing main body 82 and are spaced apart from each other in the horizontal direction. It has a protrusion 84. The housing main body 82 is provided with a passage hole 85 through which the connecting member 17 for connecting between the emergency stop devices 15 and 16 passes. The receiving rail abutting portion 86 and the movable rail abutting portion 87 are disposed between the movable abutting portion side protrusion 83 and the receiving abutting side side protrusion 84.

The receiving rail abutting part 86 is displaceable in the horizontal direction with respect to the housing 81 by the guidance of the receiving abutting part side protrusion 84. In addition, a plurality of pressing elements 88 are disposed between the receiving rail abutting portion 86 and the receiving abutting portion side protrusion 84. The pressing element 88 is contracted between the receiving rail abutment 86 and the receiving abutment side protrusion 84 to generate an elastic repulsive force. The receiving rail abutting portion 86 is pressed 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 abutting part 87 is located at the neutral position (FIG. 12) which the space | interval with the receiving rail abutting part 86 becomes a predetermined distance, and is located in the upper and lower positions than the neutral position, respectively. Displacement is possible between the pair of braking positions where the distance to the 86 is narrower than the predetermined distance. The movable rail abutting portion 87 is connected to the connecting member 17 which has passed through the passage hole 85. The movable rail abutting part 87 is foldable with respect to the car guide rail 6 by the displacement of the connecting member 17 in the horizontal direction.

The movable abutting part side projection 83 has an upper guide portion 83a for guiding the movable rail abutting portion 86 from the neutral position to the upper braking position, and the movable rail abutting portion from the neutral position to the lower braking position. The lower guide part 83b which guides 86 is formed. The upper guide portion 83a is inclined upward to continuously approach the car guide rail 6. The lower guide portion 83b is inclined downward to continuously approach the car guide rail 6.

The movable rail abutting portion 87 is usually held in a neutral position (FIGS. 12 and 13). The movable rail abutting part 87 is displaced in the direction along the moving direction of the car 1 by contacting the car guide rail 6 at the time of movement of the car 1. That is, when the movable rail contact part 87 contacts the car guide rail 6, when the car 1 descends, the movable rail contact part 87 will displace upward and the car 1 ), The movable rail abutting portion 87 is displaced downward. In addition, the movable rail contact portion 87 is guided to the upper guide portion 83a to be displaced upwards to reach the upper braking position, and is guided to the lower guide portion 83b to be displaced downward to reach the lower braking position. . When the movable rail contact portion 86 reaches one of the up and down braking positions, the car guide rail 6 is gripped between the receiving rail contact portion 86 and the movable rail contact portion 87. .

In addition, a contact plane facing the side surface of the car guide rail 6 is formed in the movable rail contact portion 87. Moreover, the horizontal dimension (thickness) of the movable rail abutting part 87 becomes the maximum at the center part of the movable rail abutting part 87, and it is continuously decreasing as it approaches each upper and lower edge part.

The electromagnetic drive device 18 includes a plunger 90 displaced according to the displacement of the connecting member 17 and a plunger 90 in a direction in which the movable rail contact portion 87 contacts the car guide rail 6. Electrons for displacing the plunger 90 in a direction in which the movable rail abutting portion 87 moves away from the car guide rail 6 against the pressing spring 91 for pressurizing the pressing spring 91 and the pressing spring 91. It has a magnet 89. The electromagnetic magnet 89 has a fixed iron core 92 fixed to the car 1 and an electromagnetic coil 93 assembled to the fixed iron core 92. The pressing spring 91 is disposed in the fixed core 92. In each of the emergency stop devices 15 and 16, the movable rail contact portion 86 is folded onto the car guide rail 6 by the displacement of the connecting member 17 by the electromagnetic drive device 18.

The electronic driving device 18 and the connecting member 17 are connected to each other through the neutral pressure device 94. The neutral pressure device 94 is a direction for maintaining the position of the interlocking lever 95 and the movable rail abutting portion 87 connecting the front end of the plunger 90 and the middle of the connecting member 17 in a neutral position. It has the pressurizing mechanism 96 which presses the interlocking lever 95. As shown in FIG.

14 is a configuration diagram showing the neutral pressure device 94 of FIG. In the figure, a guide hole 95a through which the connecting member 17 passes is formed at one end of the interlock lever 95. Thereby, the interlocking lever 95 is rotatable around the axis line of the connecting member 17. As shown in FIG. At the other end of the interlock lever 95, a guide hole 95b penetrates horizontally. The pin 97 provided in the front end of the plunger 90 passes horizontally through the guide hole 95b. As a result, the interlock lever 95 can be rotated in the vertical direction with respect to the plunger 90. In the middle of the interlock lever 95, a long hole 95c along the longitudinal direction of the interlock lever 95 is formed.

The pressurizing mechanism 96 includes a spring frame 98 fixed to the car 1, a guide rod 99 fixed in the spring frame 98 and arranged along the vertical direction, and a guide rod 99. Therefore, the spring receiving member 100 and the spring receiving member 100, which slides from each of the upper and lower sides of the spring receiving member 100 to each other toward the spring receiving member 100, according to the displacement of the spring receiving member 100 spring receiving member ( It has a pair of springs 101 which are stretched between 100 and spring frame 98.

The spring pin member 100 is fixed with a slide pin 102 slidably passed through the long hole 95c. That is, the spring receiving member 100 is displaceable along the long hole 95c while engaging the interlocking lever 95. By this, when the interlocking lever 95 is rotated up and down with respect to the plunger 90, the spring receiving member 100 is displaced with respect to the interlocking lever 95 along the long hole 95c, and the guide rod 99 Slide in the vertical direction.

FIG. 15 is a configuration diagram showing the emergency stop device 16 when the movable rail contact portion 87 of FIG. 12 is displaced to an upper braking position. 16 is a block diagram showing the neutral pressure device 94 when the interlocking lever 95 of FIG. 15 is rotated upward with respect to the plunger 90. As shown in FIG. As shown in the figure, when the spring receiving member 100 is displaced upward, the upper spring 101 contracts and the lower spring 101 extends. As a result, downward pressure is generated with respect to the spring receiving member 100. On the other hand, when the spring receiving member 100 is displaced downward, the upper spring 101 is extended to contract the lower spring 101. As a result, upward pressure is generated with respect to the spring receiving member 100. That is, the pressurizing mechanism 96 generates a pressing force against the displacement of the movable rail abutting portion 87 from the neutral position to each braking position. The other configuration is the same as that in the first embodiment.

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

When the electronic driving device 18 receives the braking command from the braking command unit 14, the excitation of the electromagnetic magnet 89 is stopped and the plunger 90 is displaced in accordance with the pressing force of the pressing spring 91. As a result, the movable rail contacting portions 87 of the emergency stop devices 15 and 16 contact the car guide rails 6, respectively.

When each movable rail abutment 87 contacts the cage guide rail 6 while the car 1 is descending, each movable rail abutment 87 is attracted to the cage guide rail 6. It is displaced upward with the connecting member 17. As a result, each movable rail abutting portion 87 is drawn between the upper guide portion 83a and the car guide rail 6. At this time, the interlock lever 95 is rotated upward with respect to the plunger 90. Thereafter, the car 1 is further lowered, whereby the movable rail abutting portion 87 is guided to the upper guide portion 83a to be displaced further upwards so that the housing 81 is moved relative to the car guide rail 6. Displaced horizontally. As a result, the receiving rail contacting portion 86 contacts the car guide rail 6.

After that, when each movable rail contact part 87 is displaced further upward and reaches the upper braking position, in each emergency stop device 15, 16, as shown in FIG. 15, the receiving rail contact part ( The movable rail abutting portion 87 is engaged between the upper guide portion 83a and the car guide rail 6 with the 86 being in contact with the car guide rail 6. As a result, the elevator car guide rail 6 is gripped between the movable rail abutting portion 87 and the receiving rail abutting portion 86. At this time, the pressing element 88 is contracted by the displacement of the receiving rail abutment 86 to generate an elastic repulsion force for pushing the receiving rail abutment 86 to the car guide rail 6. As a result, the holding force of the car guide rail 6 by the emergency stop devices 15 and 16 is secured, and a braking force is applied to the car 1.

When each movable rail abutment 87 contacts the cage guide rail 6 while the car 1 is up, each movable rail abutment 87 is attracted to the cage guide rail 6. It is displaced downward with the connecting member 17. Thereby, each movable rail abutting part 87 is drawn in between the lower guide part 83b and the car guide rail 6. At this time, the interlock lever 95 is rotated downward with respect to the plunger 90. After that, as the car 1 is further raised, the movable rail abutting part 87 is guided to the lower guide part 83b and displaced further upward so that the housing 81 is moved with respect to the car guide rail 6. Displaced horizontally. As a result, the receiving rail contacting portion 86 contacts the car guide rail 6.

Thereafter, when the movable rail abutting portions 87 are further displaced to reach a lower braking position, the receiving rail abutting portions 86 are each of the car guide rails in the emergency stop devices 15 and 16. The movable rail abutting part 87 is engaged between the lower guide part 83b and the car guide rail 6 in contact with 6). As a result, the car guide rail 6 is gripped between the movable rail abutting portion 87 and the receiving rail abutting portion 86. At this time, the pressing element 88 is contracted by the displacement of the receiving rail abutment 86 to generate an elastic repulsion force for pushing the receiving rail abutment 86 to the car guide rail 6. . As a result, the holding force of the car guide rail 6 by the emergency stop devices 15 and 16 is secured, and a braking force is applied to the car 1.

When returning from the braking state, after the electromagnetic magnet 89 is excited, the car 1 is moved in the direction in which the movable rail abutting portions 87 are rotated to the neutral position. That is, the car 1 is raised when returning the braking state for the lowering, and the car 1 is lowered when returning the braking state for the rising. When the car 1 is moved, the position of each movable rail abutting part 87 is returned from a braking position to a neutral position by pressurization of the connecting member 17 by the neutral pressure device 94. The braking condition of 1) is released.

In the safety device of such an elevator, the upper guide portion 83a for guiding the movable rail abutting portion 87 from the neutral position to the upper braking position and the movable rail abutting portion 87 from the neutral position to the lower braking position are provided. Since the lower guide portion 83b is formed in the housing 81, the movable rail abutting portion 87 can be guided more reliably to the braking position, so that the emergency stop devices 15 and 16 The braking operation of the car 1 can be performed more reliably.

Embodiment 3.

In the said Embodiment 1, although the connection member 17 is connected to each movable rail abutting part 26, you may connect a connection member to each housing 22. As shown in FIG.

FIG. 17 is a configuration 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 the line XVIII-XVIII in FIG. 17. In the drawing, the housings 22 of the emergency stop devices 15 and 16 are formed with connecting projections 110 facing 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. Both ends of the connection member 111 are provided with stop bolts 112 for mounting the connection member 111 to the connection protrusion 110, respectively. Mounting of the connecting member 111 to each connecting protrusion 110 inserts the connecting protrusion 110 into the connecting member 111 and stops the connecting protrusion 110 inserted into the connecting member 111. 112). In this way, between the housings 22 is connected by the connecting member 111. As in the first embodiment, the connecting member 111 is displaceable by the electromagnetic driving device 18.

In this example, the main shaft 32 is fixed to the housing 22 in each of the emergency stop devices 15 and 16, and the movable rail contacting portion 26 is mounted to the main shaft 32 through the bearing 33. have. In addition, in this example, the backup mechanism 63 of the first embodiment is not provided with any of the emergency stop devices 15 and 16. The other configuration is the same as that in the first embodiment.

In the safety device of such an elevator, since the connection member 111 is connected to each housing 22, the structure which connects between the emergency stop devices 15 and 16 can be made simpler.

Embodiment 4.

In the second embodiment, the movable rail abutting portion 87 is formed as a wedge in which the thickness is continuously reduced from the central portion toward the upper and lower ends, but the shape of the movable rail abutting portion 87 may be cylindrical.

Fig. 19 is a block diagram showing the emergency stop device 16 according to Embodiment 4 of the present invention. In the figure, the movable rail abutting part 87 is a cylindrical member arranged horizontally. That is, in each emergency stop device 15, 16, the movable rail abutting part 87 becomes a cylindrical member arrange | positioned coaxially with the axis line of the connection member 17. As shown in FIG. As a result, the outer circumferential surface of the movable rail abutting portion 87 is folded by the car guide rail 6 due to the displacement of the connecting member 17.

The housing 81 has the same housing main body 82 and the movable abutting part side protrusion 83 as in the second embodiment. The receiving rail abutting portion 121 is fixed to the housing main body 82 as a press body. The car guide rail 6 is arrange | positioned between the receiving rail contact part 121 and the movable contact part side protrusion part 83. As shown in FIG. When the car guide rail 6 is gripped between the receiving rail contacting portion 121 and the movable contacting portion side protrusion 83, the braking operation of the car 1 is performed. The other configuration is the same as that of the second embodiment.

In the safety device of such an elevator, since the movable rail abutting part 87 is a cylindrical member arranged horizontally, the movable rail abutting part 87 can be made simple, and the movable rail abutting part 87 ) Can be easily manufactured.

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

As described above, the present invention can be used for a safety device of an elevator capable of braking driving of the car in any of the up and down directions.

Claims (11)

The housing supported by the lifting body guided by the pair of guide rails, the receiving rail contacting portion provided in the housing, and the receiving rail contacting portion via the guide rail in a horizontal direction, and the receiving Between a neutral position where the distance between the ice rail contact portion becomes a predetermined distance, and a braking position that is located above and below the neutral position, respectively, and the distance between the receiving rail contact portion becomes smaller than the predetermined distance. Each of the movable rail abutting portions that are displaceable and foldable on the guide rail, and the movable rail abutting portion is displaced to the braking position according to the moving direction of the lifting body while contacting the guide rail, A pair of gripping each of the guide rails individually between the receiving rail abutting portion and the movable rail abutting portion. Braking Mechanism, A connecting member connecting each of the brake mechanisms; And an electromagnetic drive device supported by the elevating body and displacing the connecting member in a direction in which each of the movable rail abutting portions folds into each of the guide rails. The method according to claim 1, And the movable rail abutting portion is rotated in an up and down direction with respect to the housing, thereby displacing between the neutral position and the braking position. The method according to claim 1, The housing is provided with an upper guide portion for guiding the movable rail contacting portion from the neutral position to the braking position above, and a lower guide portion for guiding the movable rail contacting portion from the neutral position to the braking position below, The upper guide portion is inclined to continuously approach the guide rail toward the top, the lower guide portion is inclined to continuously approach the guide rail toward the bottom. The method according to claim 3, The movable rail contact portion is an elevator safety device, characterized in that the cylindrical member arranged horizontally. The method according to any one of claims 1 to 4, And said connecting member is connected to each of said housings. The method according to any one of claims 1 to 4, And said connecting member is connected to each of said movable rail abutting parts. The method according to claim 6, And a detection device for detecting a displacement from the neutral position of each of the movable rail abutting portions to each of the upper side and the lower side by detecting the displacement of the connecting member. The method according to claim 7, The detecting device has an upper displacement detecting portion for detecting a displacement to the braking position above the movable rail abutting portion, and a lower displacement detecting portion for detecting displacement at the braking position below the movable rail abutting portion. Elevator safety device. The method according to claim 7, The connecting member is rotated according to the displacement of each of the movable rail abutment, The detection device is an elevator safety device, characterized in that for detecting the rotation direction of the connecting member. The method according to claim 6, And a neutral pressurizing device for pressing the connecting member in a direction in which the positions of the movable rail abutment portions are displaced to the neutral position. The method according to claim 1, A governor rope which moves along with the movement of the elevator body, a governor which restrains the governor rope when the movement speed of the elevator body reaches a predetermined overspeed, and prevents the movement of the governor rope; And a mechanical backup mechanism having a link mechanism provided at the rear side to displace the movable rail contact portion to the braking position according to the moving direction of the lifting body by preventing the movement of the governor rope. Elevator safety device.

Images