WO2005113402A1

WO2005113402A1 - Emergency stop device for elevator

Info

Publication number: WO2005113402A1
Application number: PCT/JP2004/007225
Authority: WO
Inventors: Kazuhiro Sasaki; Hideaki Kodera; Hiroshi Kigawa; Ken-Ichi Okamoto; Akinari Kajita; Yasushi Chadani
Original assignee: Mitsubishi Denki Kabushiki Kaisha
Priority date: 2004-05-20
Filing date: 2004-05-20
Publication date: 2005-12-01
Also published as: JPWO2005113402A1; CN1791548B; EP1748017A4; JP4890246B2; CN1791548A; EP1748017A1

Abstract

An emergency stop device for an elevator, wherein a pair of car guide rails guiding a car is disposed in a hoistway. The car comprises a cab and a car frame supporting the cab. A pair of rail engagement parts are mounted on the car frame. Each rail engagement part comprises a wedge allowed to come into contact with and to be separated from each car guide rail and an operating mechanism for pressing the wedge against the guide rail. The operating mechanisms are formed to be operated independently of each other. The rail engagement parts are disposed so as to hold the car in the horizontal direction.

Description

Elevator safety gear

Technical field

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an elevator emergency stop device for forcibly stopping a car that moves up and down at an abnormal speed.

Background art

Light

In conventional elevator systems, an emergency stop device is used to prevent the car from falling. Japanese Unexamined Patent Publication No. 2002-220201 discloses a pair of cage guide rails.

An emergency stop device is shown which presses a wedge against each of the car to prevent the car from falling. The car is provided with a safety link connecting between the wedges. Each wedge and safety link is located below the car. The safety link is connected to a speed governor rope that moves in synchronization with the elevation of the car. The governor rope is wrapped around the governor sheep. Therefore, the safety link is activated by the restraint of the governor rope by the governor, and each wedge is pressed against each car guide rail at the same time.

However, in such an elevator safety device, since the safety link connecting the wedges is arranged below the car, the length of the entire elevating body including the car in the height direction becomes long downward. Therefore, the pit depth (the distance between the lower end of the hoist and the bottom of the hoistway when the car is stopped on the lowest floor) increases. For this reason, the dimension of the hoistway in the height direction was increased, which hindered the space saving of the entire elevator device.

Disclosure of the invention

The present invention has been made to solve the above-described problems, and has as its object to obtain an elevator safety device that can save space in the entire elevator apparatus. An elevator emergency stop device according to the present invention is an elevator emergency stop device for braking a car guided by a pair of guide rails, the brake emergency stop device being capable of coming and going with respect to a guide rail, and a brake member being a guide member. An operating mechanism for pressing against the rails, a pair of rail insertion portions mounted on the car and braking the car against each guide rail by the operation of the operating mechanism, and each operating mechanism is independent of each other. Each rail is inserted so that the car is sandwiched in the horizontal direction. Brief Description of Drawings

FIG. 1 is a configuration diagram schematically showing an elevator apparatus according to Embodiment 1 of the present invention, FIG. 2 is a front view showing a car of FIG. 1,

Figure 3 is a side view showing the car of Figure 2,

FIG. 4 is a front view showing the rail insertion portion of FIG. 3,

FIG. 5 is a front view showing the rail insertion portion during operation of FIG. 3,

FIG. 6 is a front view showing an elevator apparatus according to Embodiment 2 of the present invention,

FIG. 7 is a side view showing the elevator device of FIG. 6,

FIG. 8 is a front view showing an elevator apparatus according to Embodiment 3 of the present invention,

FIG. 9 is a side view showing the elevator device of FIG. 8,

FIG. 10 is a front view showing a counterweight of the elevator apparatus according to Embodiment 4 of the present invention,

FIG. 11 is a side view showing the counterweight of FIG. 10,

FIG. 12 is a configuration diagram schematically showing an elevator apparatus according to Embodiment 5 of the present invention. FIG. 13 is a front view showing a rail insertion portion of FIG.

FIG. 14 is a front view showing the rail insertion portion during operation of FIG. 13,

FIG. 15 is a front view showing the drive unit of FIG. BEST MODE FOR CARRYING OUT THE INVENTION

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

Embodiment 1 FIG. 1 is a configuration diagram schematically showing an elevator apparatus according to Embodiment 1 of the present invention. In the figure, a pair of car guide rails 2 are installed in a hoistway 1. The car 3 is guided up and down the hoistway 1 by the car guide rails 2. At the upper end of the hoistway 1, a hoist (not shown) for raising and lowering the car 3 and the counterweight (not shown) is arranged. The main rope 4 is wound around the drive sheave of the hoist. The car 3 and the counterweight are suspended in the hoistway 1 by the main rope 4. The car 3 is provided with a pair of rail insertion portions 5 serving as braking means, facing the respective car guide rails 2. The car 3 is braked by the operation of each rail insertion portion 5.

At the upper end of the hoistway 1, a speed governor 6 serving as a car speed detecting means for detecting the hoisting speed of the car 3 is arranged. The governor 6 has a governor body 7 and a governor sheave 8 rotatable with respect to the governor body 7. At the lower end of the hoistway 1, a rotatable pulley 9 is arranged. A governor rope 10 connected to the car 3 is wound between the governor sheave 8 and the tensioner 9. The connecting part of the governor rope 10 with the car 3 is reciprocated with the car 3 in the vertical direction. As a result, the governor sheave 8 and the sheave 9 are rotated at a speed corresponding to the elevator speed of the car 3. The governor 6 operates the brake device of the hoist when the elevator speed of the car 3 reaches a preset first overspeed. Also, the governor 6 outputs an operation signal to the rail insertion unit 5 when the descending speed of the car 3 becomes the second overspeed (set overspeed) higher than the first overspeed. A switch portion 11 is provided. The switch portion 11 has a contact portion 16 that is mechanically opened and closed by an overspeed lever that is displaced according to the centrifugal force of the rotating governor sheave 8. The contact section 16 is electrically connected to the battery 12 as an uninterruptible power supply that can supply power even during a power failure, and to the control panel 13 that controls the operation of the elevator by a power cable 14 and a connection cable 15 respectively. Connected.

A control cable (moving cable) is connected between the car 3 and the control panel 13. The control cable includes, in addition to a plurality of power lines and signal lines, an emergency stop wiring 17 electrically connected between the control panel 13 and each of the rail insertion portions 5. Power from the battery 12 is supplied to the power cable 14 It is supplied to each rail insertion part 5 through the switch part 11, the connection cable 15, the power supply circuit in the control panel 13 and the wiring 17 for emergency stop. The transmission means includes a connection cable 15, a power supply circuit in the control panel 13, and an emergency stop wiring 17.

2 is a front view showing the car 3 in FIG. 1, and FIG. 3 is a side view showing the car 3 in FIG. In the figure, the car 3 has a car room 61 and a car frame 62 supporting the car room 61. The car frame 6 2 is disposed between the car room 6 1 and each car guide rail 2, and a pair of vertical frames (vertical columns) 6 3 extending upward from the floor 6 1 a of the car room 6 1, and the car An upper frame (upper beam) 64 is disposed above the chamber 61 and extends horizontally between the upper ends of the vertical frames 63.

Each vertical frame 63 has a groove 65 extending vertically along the car guide rail 2. Part of each car guide rail 2 is arranged in each groove 65.

Each rail insertion portion 5 is mounted on a car frame 62 so as to sandwich the car 3 in the horizontal direction. That is, each rail insertion portion 5 is arranged at a height between the upper end and the lower end of the car 3, and is arranged on both sides in the width direction (width direction) of the cage 3. Each rail insertion portion 5 is provided in the groove 65. Further, each rail insertion portion 5 is provided at the lower end of each vertical frame 63. In this example, each rail penetrating portion 5 is arranged at the same height as the floor portion 61a.

FIG. 4 is a front view showing the rail insertion portion 5 of FIG. 3, and FIG. 5 is a front view showing the rail insertion portion 5 during operation of FIG. In the figure, a support member 66 is fixed in each groove 65. Each rail insertion portion 5 is supported by a support member 66. Further, each rail insertion portion 5 includes a wedge 67 that is a braking member that can be brought into contact with and separated from the car guide rail 2, and an operating mechanism 68 that presses the wedge 67 to the car guide rail 2. Have. Each operating mechanism 68 has a drive unit 69 for displacing the wedge 67 with respect to the car 3 and a guide for guiding the wedge 67 in a direction of coming and going to the car guide rail 2 fixed to the vertical frame 63 Part 70. Thus, the operation mechanisms 68 are operated independently of each other.

The guide portion 70 is provided with an inclined surface Ί1 and a contact surface arranged so as to sandwich the car guide rail 2. It has a contact surface 72. The inclined surface 71 is inclined with respect to the cage guide rail 2 so that the distance between the cage guide rail 2 and the cage guide rail 2 decreases. The contact surface 72 can be moved toward and away from the car guide rail 2. With the upward displacement of the wedge 67 with respect to the guide portion 70, the wedge 67 is displaced along the inclined surface 71. As a result, the wedge 67 and the contact surface 72 are displaced so as to approach each other, and the cage guide rail 2 is sandwiched between the wedge 67 and the contact surface 72.

The driving portion 69 is provided with a spring 73, which is a biasing portion for biasing the wedge 67 toward the upper guide portion 70, and a guide portion 70, which is opposed to the biasing force of the spring 73 by an electromagnetic force due to energization. And an electromagnetic magnet 74 for displacing the wedge 67 downward so as to be separated.

The spring 73 is connected between the support member 66 and the wedge 67. The electromagnetic magnet 74 is fixed to the support member 66. The emergency stop wiring 17 is connected to each electromagnetic magnet # 4 independently of each other. A permanent magnet 75 facing the electromagnetic magnet 74 is fixed to the wedge 27. Power is supplied to the electromagnetic magnet 74 from the battery 12 (see FIG. 1) by closing the contact portion 16 (see FIG. 1). When the energization to the electromagnetic magnet 74 is cut off by the opening of the contact section 16 (see FIG. 1), each rail insertion section 5 is operated. That is, each wedge 67 is displaced upward with respect to the car 3 by the elastic restoring force of the spring 73 and pressed against the car guide rail 2.

Next, the operation will be described. During normal operation, the contact 16 is closed. As a result, power is supplied to each of the electromagnetic magnets 74 from the battery 12. Each wedge 67 is attracted to and held by the electromagnetic magnet 74 by the electromagnetic force generated by energization, and is separated from the cage guide rail 2 (FIG. 4).

For example, when the speed of the car 3 is increased to the first overspeed due to the cutting of the main rope 4 or the like, the brake device of the hoist operates. When the speed of the car 3 further increases and reaches the second overspeed even after the operation of the brake device of the hoisting machine, the contact portion 16 is opened. As a result, energization of each electromagnetic magnet 74 of each rail insertion portion 5 is cut off, and the wedge

6 7 is displaced upward with respect to the car 3 by the bias of the spring 73. This allows the wedge

6 7 is displaced along the inclined surface 7 1 while being in contact with the inclined surface 7 1, and is pressed against the car guide Reynole 2. After this, wedges 6 and 7 are further displaced upwards, The contact surface 72 contacts the car guide rail 2. As a result, the wedge 67 penetrates between the car guide rail 2 and the guide portion 61, and a large frictional force is generated between the wedge 67 and the contact surface 72 and the car guide rail 2, and 3 is braked (Fig. 5).

To release the braking of the car 3, the car 3 is raised while the electromagnetic magnet 74 is energized by closing the contact portion 16. As a result, the wedge 67 is displaced downward, and is separated from the car guide rail 2.

In such an elevator safety device, each rail insertion part 5 is operated independently of each other by each operating mechanism 68, so that the conventional operating mechanism 68 is connected to each other. The safety link can be eliminated, and each rail insertion part 5 can be arranged on the side of the car 3. As a result, each rail insertion portion 5 can be arranged within the range of the length of the car 3 in the height direction, and the length of the elevator including the car 3 in the height direction can be reduced. Can be. Therefore, the dimension of the hoistway 1 in the height direction can be reduced, and the space of the entire elevator apparatus can be reduced.

In addition, since connecting parts such as safety links, which were conventionally required to connect each rail insertion part, have been removed, it is necessary to apply another device to the car by the weight of the connecting parts. Can be. For example, it is possible to easily design a car according to the application, for example, by making a car wall glass-covered and making it an observation elevator. Further, since each rail insertion part 5 is mounted on the car frame 62, it is possible to easily secure an installation space for each rail insertion part 5 in the car 3. In addition, the car 3 can be braked stably.

In addition, since each rail insertion portion 5 is provided at the lower end of the vertical frame 63, the car 3 can be braked stably. Embodiment 2

FIG. 6 is a front view showing an elevator apparatus according to Embodiment 2 of the present invention, and FIG. 7 is a side view showing the elevator apparatus of FIG. In this example, each rail insertion portion 5 is provided in a groove 65 at the upper end of the vertical frame 63. Other configurations and operations are the same as those in the first embodiment. Even with such an elevator device, the safety link previously mounted on the car can be deleted, and each rail insertion portion 5 is arranged within the range of the length of the car 3 in the height direction. be able to. Therefore, the length in the height direction of the elevating body including the car 3 can be shortened, and the space of the entire elevator apparatus can be reduced. Embodiment 3.

FIG. 8 is a front view showing an elevator apparatus according to Embodiment 3 of the present invention, and FIG. 9 is a side view showing the elevator apparatus of FIG. In this example, each rail insertion part 5 is provided in a groove part 65 at an intermediate part of the vertical frame 63. Other configurations and operations are the same as in the first embodiment.

Even in such an elevator device, as in the first and second embodiments, space saving of the entire elevator device can be achieved. Embodiment 4.

FIG. 10 is a front view showing a counterweight of the elevator apparatus according to Embodiment 4 of the present invention, and FIG. 11 is a side view showing the counterweight of FIG. In the figure, a pair of counterweight guide rails 21 are installed in a hoistway 1. A balancing weight 22 is arranged between each balancing weight guide 21. The counterweight 22 has a weight main body 24 including a plurality of unit weights 23 and a weight frame 25 supporting the weight main body 24.

The weight frame 25 includes a lower frame 26 on which the weight body 24 is placed, an upper frame (upper beam) 27 disposed above the lower frame 26, a lower frame 26, and an upper frame 2 7 A pair of vertical frames

(Vertical column) 28. The counterweight 2 2 and the car 3 are suspended by the main rope 4. The main rope 4 is connected to the upper frame 27.

Each of the vertical frames 28 is provided with a rail insertion portion 5 similar to that of the first embodiment. Each rail insertion portion 5 is provided at the lower end of each vertical frame 28 so as to sandwich the counterweight 22 in the horizontal direction. An emergency stop wiring 17 (moving cable) is electrically connected between the control panel 13 and each counterweight 22. Other structures The configuration and operation are the same as in the first embodiment.

In such an elevator device, since each rail insertion portion 5 is mounted on the counterweight 22, each insertion portion 5 can be arranged on the side of the counterweight 22. . As a result, the length in the height direction of the elevating body including the counterweight 22 can be reduced, and the entire elevator device can be saved in space. In the above example, each rail insertion portion 5 is provided at the lower end of each vertical frame 28, but each rail insertion portion 5 is provided at the upper end or intermediate portion of each vertical frame 28. May be provided. Embodiment 5

FIG. 12 is a configuration diagram schematically showing an elevator apparatus according to Embodiment 5 of the present invention. In the figure, a hoistway 1 is provided with a car speed sensor 31 which is a car speed detecting means for detecting the speed of the car 3. The control panel 13 has an output section 32 electrically connected to the car speed sensor 31. A battery 12 is connected to the output section 32 via a power cable 14. From the output unit 32, electric power for detecting the speed of the car 3 is supplied to the car speed sensor 31. The output unit 32 receives a speed detection signal from the car speed sensor 31.

The car 3 is provided with a pair of rail insertion portions 33 serving as braking means for braking the car 3. Each rail insertion part 33 is arranged so as to sandwich the car 3 in the horizontal direction. In this example, each rail insertion part 33 is provided at an end of the floor 3 a of the car 3.

The output section 32 and each rail insertion section 33 are electrically connected to each other by an emergency stop wiring 17. From the output section 32, when the speed of the car 3 is the second overspeed, an operation signal, which is electric power for operation, is output to each rail insertion section 33 independently. The rail insertion portions 33 are operated independently of each other by input of an operation signal.

FIG. 13 is a front view showing the rail insertion portion 33 of FIG. 12, and FIG. 14 is a front view showing the rail insertion portion 33 at the time of operation of FIG. In the figure, the rail insertion portion 33 includes a wedge 34 that is a braking member that can be brought into contact with and separated from the car guide rail 2, It has an actuator part 35 connected to the lower part of the wedge 34, and a guide part 36 arranged above the wedge 34 and fixed to the car 3. The wedge 34 and the actuator 35 are provided so as to be vertically movable with respect to the guide 36. The wedge 34 is displaced upward with respect to the guide portion 36, that is, guided by the guide portion 36 in a direction in which it contacts the car guide rail 2 with the displacement toward the guide portion 36. The operating mechanism 51 has an actuator section 35 and a guide section 36.

The actuator section 35 has a cylindrical contact section 37 that can be moved toward and away from the car guide rail 2, and a contact section displacement mechanism 3 8 that displaces the contact section 37 in a direction that is moved toward and away from the car guide rail 2. And a support portion 39 for supporting the contact portion 37 and the contact portion displacement mechanism 38. The contact portion 37 is lighter than the wedge 34 so that it can be easily displaced by the contact portion displacement mechanism 38. The contact part displacement mechanism 38 can reciprocate between the contact position where the contact part 37 is in contact with the car guide rail 2 and the separation position where the contact part 37 is separated from the car guide rail 2 force. A movable section 40 and a driving section 41 for displacing the movable section 40.

The support portion 39 and the movable portion 40 are provided with a support guide hole 42 and a movable guide hole 43, respectively. The inclination angles of the support guide hole 42 and the movable guide hole 43 with respect to the car guide rail 2 are different from each other. The contact portion 37 is slidably mounted in the support guide hole 42 and the movable guide hole 43. The contact portion 37 slides in the movable guide hole 43 with the reciprocal displacement of the movable portion 40, and is displaced along the longitudinal direction of the support guide hole 42. As a result, the contact portion 37 is moved toward and away from the car guide rail 2 at an appropriate angle. When the contact portion 37 comes into contact with the car guide rail 2 when the car 3 descends, the wedge 34 and the actuator portion 35 are braked and displaced toward the guide portion 36.

A horizontal guide hole 47 extending in the horizontal direction is provided at an upper portion of the support portion 39. The wedge 34 is slidably mounted in the horizontal guide hole 47. That is, the wedge 34 is reciprocally displaceable in the horizontal direction with respect to the support portion 39.

The guide part 36 has an inclined surface 44 and a contact surface 45 arranged so as to sandwich the car guide guide 2. The inclined surface 44 is inclined with respect to the car guide rail 2 so that the distance from the car guide rail 2 becomes smaller upward. The contact surface 45 can be moved toward and away from the car guide rail 2. Wedge 3 4 and actuator unit The wedge 34 is displaced along the inclined surface 44 with the upward displacement of the guide 35 relative to the guide portion 36. As a result, the wedge 34 and the contact surface 45 are displaced so as to approach each other, and the car guide rail 2 is sandwiched between the wedge 34 and the contact surface 45.

FIG. 15 is a front view showing the driving section 41 of FIG. In the figure, a driving section 41 has a disc spring 46 as an urging section attached to the movable section 40, and an electromagnetic magnet 48 for displacing the movable section 40 by an electromagnetic force due to energization. .

The movable portion 40 is fixed to a central portion of the disc spring 46. The disc spring 46 is deformed by the reciprocating displacement of the movable part 40. The biasing direction of the disc spring 46 is reversed between the contact position (solid line) and the separation position (two-dot broken line) of the movable part 40 due to the deformation due to the displacement of the movable part 4〇. ing. The movable portion 40 is held at the contact position and the separation position by the bias of the disc spring 46. That is, the contact state and the separated state of the contact portion 37 with the car guide rail 2 are held by the urging of the disc spring 46. The electromagnetic magnet 48 has a first electromagnetic unit 49 fixed to the movable unit 40, and a second electromagnetic unit 50 arranged to face the first electromagnetic unit 49. The movable section 40 is displaceable with respect to the second electromagnetic section 50. The emergency stop wiring 17 is connected to the electromagnetic magnet 48. The first electromagnetic unit 49 and the second electromagnetic unit 50 generate an electromagnetic force by the input of the operation signal to the electromagnetic magnet 48, and are repelled by each other. That is, the first electromagnetic section 49 is moved by the input of an operation signal to the electromagnetic magnet 48.

With 40, it is displaced away from the second electromagnetic unit 50.

The output section 32 outputs a return signal for return after the operation of each rail insertion section 33 at the time of return. The first electromagnetic unit 49 and the second electromagnetic unit 50 are attracted to each other by the input of the return signal to the electromagnetic magnet 48. Other configurations are the same as in the first embodiment.

Next, the operation will be described. During normal operation, the movable part 40 is located at the separation position, and the contact part 37 is separated from the car guide rail 2 by the urging of the disc spring 46. In a state in which the contact portion 37 is separated from the car guide rail 2, the wedge 34 is separated from the car guide rail 2 by keeping a distance from the guide portion 36. When the speed detected by the car speed sensor 31 becomes the first overspeed, the brake device of the hoist operates. After this, the speed of car 3 also increases and is detected by car speed sensor 3 1 When the set speed becomes the second overspeed, an operation signal is output from the output unit 32 to each rail insertion unit 33. The input of the operation signal to the electromagnetic magnet 48 causes the first electromagnetic unit 49 and the second electromagnetic unit 50 to repel each other. The movable portion 40 is displaced to the contact position by the electromagnetic repulsion. Along with this, the contact portion 37 is displaced in a direction in which the contact portion 37 comes into contact with the car guide Reno rail 2. By the time the movable part 40 reaches the contact position, the biasing direction of the disc spring 46 reverses to the direction that holds the movable part 40 at the contact position. As a result, the contact portion 37 comes into contact with and is pressed against the car guide rail 2, and the wedge 34 and the actuator portion 35 are braked.

Since the car 3 and the guide portion 36 descend without being braked, the guide portion 36 is displaced to the lower side of the wedge 34 and the actuator portion 35. Due to this displacement, the wedge 34 is guided along the inclined surface 44, and the car guide rail 2 is sandwiched between the wedge 34 and the contact surface 45. The wedges 34 are displaced further upward by the contact with the car guide rails 2 and inserted between the car guide rails 2 and the inclined surfaces 44. As a result, a large frictional force is generated between the car guide rail 2 and the wedge 34 and between the car guide rail 2 and the contact surface 45, and the car 3 is braked.

Upon return, a return signal is transmitted from the output unit 32 to the electromagnetic magnet 48. Thereby, the first electromagnetic section 49 and the second electromagnetic section 50 are attracted to each other, and the movable section 40 is displaced to the open position. Accordingly, the contact portion 37 is displaced in a direction in which the contact portion 37 is separated from the car guide rail 2. By the time the movable portion 40 reaches the separation position, the biasing direction of the disc spring 46 is reversed, and the movable portion 40 is held at the separation position. In this state, the car 3 is raised, and the pressing of the wedges 3 4 and the contact surface 45 against the car guide rail 2 is released.

Even in the emergency stop device of an elevator having such a configuration, since the respective operating mechanisms 51 are operated independently of each other, the respective rails are held so as to sandwich the car 3 in the horizontal direction. The notch 33 can be arranged. This makes it possible to reduce the length of the elevating body including the car 3 in the height direction, and to save the entire elevator device in space.

In the above example, each of the rail insertion portions 33 is mounted on the car 3. However, each of the rail insertion portions 33 may be mounted on the counterweight. In each of the above embodiments, an electric cable is used as a transmission means for supplying power from the output unit to the safety device, but the transmission unit and the safety device provided in the output unit are provided with the electric cable. A wireless communication device having a receiver may be used. Further, an optical fiber cable for transmitting an optical signal may be used.

Further, in each of the above embodiments, each rail-entry portion is designed to brake against excessive speed (movement) in the downward direction of the car. The inverted vehicle may be mounted on a car to brake upward overspeed (movement).

Claims

The scope of the claims

1. An emergency stop device for an elevator for braking a car guided by a pair of guide rails,

It has a braking member that can be moved toward and away from the guide rail, and an operating mechanism that presses the braking member against the guide rail. The braking mechanism is mounted on the car, and each of the guide rails is operated by the operation mechanism. It is equipped with a pair of rail penetration parts to brake the car

Each of the above operation mechanisms is operated independently of each other,

The emergency stop device for an elevator, wherein each of the rail insertion portions is disposed so as to sandwich the car in a horizontal direction.

2. The car has a car room and a car frame surrounding the car.

The elevator emergency stop device according to claim 1, wherein each of the rail insertion portions is mounted on the car frame.

3. An emergency stop device for an elevator for braking a counterweight guided by a pair of guide rails,

A brake member that can be moved toward and away from the guide rail; and an operating mechanism that presses the brake member against the guide rail, and is mounted on the counterweight, and is provided for each of the guide rails. It is equipped with a pair of rail insertion parts for braking the counterweight,

Each of the above operation mechanisms is operated independently of each other,

An elevator emergency stop device, wherein each of the rail insertion portions is disposed so as to sandwich the counterweight in the horizontal direction.