WO2013140673A1

WO2013140673A1 - Elevator

Info

Publication number: WO2013140673A1
Application number: PCT/JP2012/081253
Authority: WO
Inventors: 渡辺　誠治; 健宮川
Original assignee: 三菱電機株式会社
Priority date: 2012-03-19
Filing date: 2012-12-03
Publication date: 2013-09-26
Also published as: JPWO2013140673A1; CN103796941B; DE112012006051B4; DE112012006051T5; CN103796941A; JP5646064B2

Abstract

Disclosed is an elevator for reducing an axial compression load acting on a guide rail when an emergency stopping device is activated, enabling the sectional dimension of the guide rail to be reduced, and lowering the cost of the guide rail. This elevator is provided with: a plurality of brackets (11) arranged in the vertical direction at a predetermined interval, each of which bracket being secured in an elevator hoistway (10); guide rails (12) extending in the vertical direction in the elevator hoistway (10), the guide rails (12) being held on the brackets (11) using rail clips (15); a carriage (1) disposed to rise and fall in the elevator hoistway (10), the carriage (1) being guided by the guide rails (12); and an emergency stopping device (9) disposed at the top and bottom of the carriage (1). The distance (L1) between brackets (11) is less than the distance (L2) between the emergency stopping devices (9).

Description

elevator

The present invention relates to an elevator, and more particularly to a guide rail holding structure in an elevator in which an emergency stop device is arranged above and below a car.

In a conventional elevator, a car and a counterweight are moved up and down by being guided by a guide rail extending vertically in the hoistway. The guide rail is supported by a bracket provided on the wall surface of the hoistway via a rail clip. The emergency stop device is installed under the car and operates against an increase in the car falling speed caused by a rope breakage and prevents the car from falling.

In recent years, there has been a demand for an increase in the speed of the car and an increase in the size of the car. To meet this demand, it has been necessary to increase the size of the emergency stop device. The increase in the size of the safety device causes an increase in the size of the guide rail, leading to an increase in the cost of the safety device and the guide rail.

In view of such a situation, it has been proposed to install a plurality of sets of emergency stop devices in a car, reduce the braking ability of each set of emergency stop devices, and suppress an increase in the size of the emergency stop devices (for example, Patent Documents). 1).

JP-A-1-299179

In Patent Document 1, since a plurality of sets of emergency stop devices are installed in a car, the braking force required for each set of emergency stop devices is reduced, and the emergency stop devices can be downsized.
However, even if each set of emergency stop devices is downsized, the axial compression load acting on the guide rail does not change when the emergency stop devices are activated. That is, with the increase in the speed of the car and the increase in the size of the car, the shaft compression load acting on the guide rail is increased when the emergency stop device is operated, and the problem of increasing the size of the guide rail cannot be solved.

The present invention has been made to solve such a problem, and reduces the axial compression load acting on the guide rail when the emergency stop device is operated, and enables reduction in the cross-sectional dimension of the guide rail. It aims at obtaining the elevator which can implement | achieve cost reduction of a guide rail.

The elevator according to the present invention includes a plurality of brackets that are fixed to the hoistway and arranged in a vertical direction at predetermined intervals, and are held by the brackets via a rail holding device and are vertically moved in the hoistway. An extended guide rail, a car guided by the guide rail and arranged to be movable up and down in the hoistway, and an emergency stop device arranged at the upper and lower parts of the car The distance between the brackets is narrower than the distance between the safety devices.

According to the invention, the emergency stop devices are arranged at the upper and lower parts of the car and the distance between the brackets is narrower than the distance between the emergency stop devices, so that the axial compression distributed by the upper and lower emergency stop devices is distributed. Since the force is borne by the rail holding device, the axial compression force applied to the guide rail is reduced, the cross-sectional dimension of the guide rail can be reduced, and the cost of the guide rail can be reduced.

It is sectional drawing which shows typically the structure of the elevator which concerns on Embodiment 1 of this invention. It is a principal part perspective view explaining the holding structure of the guide rail in the elevator which concerns on Embodiment 1 of this invention. It is a perspective view which shows the rail clip in the elevator which concerns on Embodiment 1 of this invention. FIG. 4 is a cross-sectional view taken along the line IV-IV in FIG. 3. FIG. 5 is a cross-sectional view taken along line VV in FIG. 4. It is a principal part perspective view explaining the holding structure of the guide rail in the elevator which concerns on Embodiment 2 of this invention. It is a disassembled perspective view explaining the structure of the rail holding apparatus in the elevator which concerns on Embodiment 2 of this invention. It is a perspective view which shows the rail holding | maintenance apparatus in the elevator which concerns on Embodiment 3 of this invention. It is a principal part side view explaining the attachment state of the rail holding apparatus in the elevator which concerns on Embodiment 3 of this invention. It is a principal part side view explaining operation | movement of the rail holding | maintenance apparatus at the time of the emergency stop apparatus action | operation in the elevator which concerns on Embodiment 3 of this invention.

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

Embodiment 1 FIG.
1 is a cross-sectional view schematically showing a configuration of an elevator according to Embodiment 1 of the present invention, and FIG. 2 is a perspective view of a main part for explaining a guide rail holding structure in the elevator according to Embodiment 1 of the present invention. 3 is a perspective view showing a rail clip in the elevator according to Embodiment 1 of the present invention, FIG. 4 is a sectional view taken along arrows IV-IV in FIG. 3, and FIG. 5 is a sectional view taken along arrows VV in FIG. .

In FIG. 1, the car 1 includes a car room 2 and a car frame 4 that supports the car room 2. The car frame 4 is disposed directly below the car floor of the car room 2 via a vibration isolating rubber 3 as a vibration isolating member, and supports a lower frame 5 that supports the load of the car room 2 and a ceiling of the car room 2. An upper frame 6 disposed in the upper part and a vertical frame 7 disposed upright on both sides of the car room 2 and connecting the lower frame 5 and the upper frame 6 are provided. And the guide apparatus 8 is arrange | positioned at four places of the upper / lower / left / right sides of the car frame 4. Further, emergency stop devices 9 are arranged at four locations on the upper, lower, left and right sides of the car frame 4.

The bracket 11 is attached to a beam (not shown) provided in the hoistway 10, and a plurality of brackets 11 are arranged in the hoistway 10 in the vertical direction with a predetermined interval (L1). Each of the pair of guide rails 12 is manufactured to have a T-shaped schematic cross section including a head portion 13 and a flange portion 14, and is connected to each of the brackets 11 by a rail clip 15. It extends in the vertical direction. Here, the distance L1 between the brackets 11 is shorter than the distance L2 between the emergency stop devices 9 disposed above and below the car 1.

In the elevator configured as described above, the car 1 engages the guide device 8 with each of the heads 13 of the pair of guide rails 12, and has a counterweight (not shown) and a driving sheave (not shown). ) Is suspended by a main rope (not shown) wound around the guide rail 12 and guided by the guide rail 12 so as to be movable up and down in the hoistway 10. The counterweight moves up and down while being guided by a counterweight guide rail (not shown). Further, since the guide device 8 and the safety device 9 are well known, the description of the configuration is omitted.

Next, the holding structure of the guide rail 12 will be described with reference to FIGS.

As shown in FIG. 3, the rail clip 15 is manufactured by bending a steel plate having a predetermined thickness, and has a rectangular flat plate-like attachment portion 16 attached to the bracket 11 and a rectangular flat plate shape that presses the flange portion 14 of the guide rail 12. The pressing portion 17 and a connecting portion 18 that connects the attachment portion 16 and the pressing portion 17 with the long side direction of the rectangular flat plate parallel to each other are formed into a substantially Z shape. A bolt insertion hole 19 is formed in the central portion of the attachment portion 16.

In the pressing portion 17, three cuts 20 perpendicular to the long side direction of the rectangular flat plate shape of the pressing portion 17 are formed in parallel to each other at a predetermined interval in the long side direction. And one side of the notch 20 of the pressing part 17 is extruded to the back surface side, and the bulging part 21 is formed. As shown in FIG. 4, the cross-sectional shape orthogonal to the notch 20 of the bulging portion 21 is a shape that smoothly displaces toward the notch 20 and extends toward the flange portion 14. Moreover, the cross-sectional shape parallel to the notch 20 of the bulging part 21 is a shape smoothly curved convexly toward the flange part 14 as shown in FIG. In addition, the bulging part 21 is produced by extrusion processing of plastic deformation or the like.

The rail clip 15 places the pressing portion 17 on one flange portion 14 of the guide rail 12 and places the mounting portion 16 on the bracket 11. Then, the bolt 22 is inserted into a bolt insertion hole 19 formed in the mounting portion 16 and a bolt insertion hole (not shown) formed in the bracket 11, and a nut (not shown) is attached to the shaft portion of the bolt 22 extending from the bracket 11. Screw). Next, the nut is tightened, and the attachment portion 16 and the flange portion 14 are fastened and fixed to the bracket 11. Similarly, the other flange portion 14 of the guide rail 12 is fastened and fixed to the bracket 11 using a rail clip 15, a bolt 22 and a nut. Thereby, the guide rail 12 is supported by the bracket 11 via the rail clip 15, as shown in FIG. In the rail clip 15 attached in this way, the direction of the notch 20 formed in the pressing portion 17 is a horizontal direction, and the bulging portion 21 bulging the lower side of the notching 20 of the pressing portion 17 toward the flange portion 14 side. Is in contact with the flange portion 14.

The rail clip 15 acts as a leaf spring by the fastening force of the bolt 22 and the nut, and the bulging portion 21 is pressed against the flange portion 14. Therefore, the rail clip 15 is elastically deformed and the horizontal displacement of the guide rail 12 is constrained. Further, the pressing force due to the elastic deformation of the rail clip 15 acts on the flange portion 14 via the bulging portion 21, and the guide rail 12 is moved in the vertical direction by the frictional force generated between the bulging portion 21 and the flange portion 14. Supported by The rail clip 15, the bolt 22 and the nut constitute a rail holding device.

Here, in the building, as the living space increases from the time of completion, settlement occurs between the floors. The settlement between the floors causes the bracket 11 fixed to the building and the rail clip 15 fixed to the bracket 11 to descend. The lowering of the rail clip 15 is transmitted to the flange portion 14 via a frictional force generated between the bulging portion 21 and the flange portion 14, and a force that compresses the guide rail 12 in the axial direction (axial compression force). Acts on the guide rail 12. And if an excessive axial compression force acts on the guide rail 12, the guide rail 12 will buckle.

The bulging portion 21 has a shape in which a cross section perpendicular to the cut 20, that is, a cross section including the vertical direction, is smoothly displaced from the lower side toward the cut 20 toward the flange portion 14. Is excessively large, the rail clip 15 slides on the flange portion 14 and moves downward. That is, the rail clip 15 slides downward on the flange portion 14 with a constant frictional force. Thereby, excessive axial compression force does not act on the guide rail 12, and generation | occurrence | production of the buckling of the guide rail 12 can be suppressed.

When the emergency stop device 9 is activated by detecting the abnormal lowering speed of the car 1, the load of the car 1 acts on the guide rail 12 via the emergency stop device 9, and the guide rail 12 tries to move downward. To do. The bulging portion 21 has a shape in which a cross section including the vertical direction is displaced from the lower side toward the notch 20 toward the flange portion 14, and the restoring force of the bulging portion 21 that has been elastically deformed causes the notch 20 side to be in the flange portion 14. Acts to displace to the side. Therefore, the end surface edge portion on the cut 20 side of the bulging portion 21 acts so as to bite into the flange portion 14 of the guide rail 12 moving downward, and a large frictional force is generated. As a result, the axial compression load generated on the guide rail 12 as a burden load of the emergency stop device 9 is compensated by the frictional force generated between the end surface edge portion on the cut 20 side of the bulging portion 21 and the flange portion 14, and the rail clip. It is not transmitted to the part of the guide rail 12 below 15.

The emergency stop devices 9 are arranged on the top, bottom, left and right of the car 1. Therefore, when the emergency stop devices 9 arranged above and below are simultaneously operated on the left side and the right side of the car 1, the load borne by each emergency stop device 9 is, for example, below the car 1. It becomes half of the case where it is arranged only in That is, each braking capability of the emergency stop device 9 disposed above and below the car 1 is half that of the emergency stop device 9 disposed only on one of the upper and lower sides of the car 1. Can be realized.

The distance L1 between the brackets 11 is shorter than the distance L2 between the emergency stop devices 9 disposed above and below the car 1. Therefore, when the emergency stop device 9 is operated, the two emergency stop devices 9 disposed above and below the car 1 are not positioned between the rail clips 15 adjacent in the vertical direction. In other words, there is only one emergency stop device 9 between the rail clips 15 adjacent in the vertical direction. Thus, the axial compression load generated in the guide rail 12 by the emergency stop device 9 disposed on the upper portion of the car 1 is compensated by the rail clip 15 located immediately below the emergency stop device 9, and The axial compressive load generated on the guide rail 12 by the emergency stop device 9 disposed in the lower part is compensated by the rail clip 15 located immediately below the emergency stop device 9. Therefore, the axial compression load generated on the guide rail 12 between the rail clips 15 adjacent in the vertical direction is half that in the case where the emergency stop device 9 is disposed only on one of the upper and lower sides of the car 1, and the cross section of the guide rail 12 The dimensions can be reduced, and the cost of the guide rail 12 can be reduced.

Embodiment 2. FIG.
FIG. 6 is a perspective view of a main part for explaining the guide rail holding structure in the elevator according to Embodiment 2 of the present invention, and FIG. 7 is an exploded view for explaining the configuration of the rail holding device in the elevator according to Embodiment 2 of the present invention. It is a perspective view.

In FIG. 7, the rail clip 25 is manufactured by bending a steel plate having a predetermined thickness, and a rectangular flat plate mounting portion 26 that is attached to the bracket 11 and a rectangular flat plate pressing portion 27 that presses the flange portion 14 of the guide rail 12. And a connecting portion 28 that connects the attachment portion 26 and the pressing portion 27 with the long side direction of the rectangular flat plate parallel to each other, and is formed in a substantially Z shape, and a bolt insertion hole 29 is formed in the central portion of the attachment portion 26. Is formed.

The surface plate 30 includes a rectangular flat plate-shaped mounting portion 31 formed by bending a steel plate having a predetermined thickness, a rectangular flat plate-shaped pressing portion 32 that presses the flange portion 14 of the guide rail 12, and a long side direction of the rectangular flat plate shape. Are formed in a substantially Z shape including a connecting portion 33 that connects the attaching portion 31 and the pressing portion 32 in parallel, and a bolt insertion hole 34 is formed in the central portion of the attaching portion 31. The wedge 35 is fixed to the back surface of the pressing portion 32. Further, the back plate 36 is made of a steel plate having a predetermined thickness in a rectangular flat plate shape, and a bolt insertion hole 37 is formed on one end side.

The connecting plate 38 is made of a steel plate having a predetermined thickness in a rectangular flat plate shape, a U-shaped notch 39a is formed on one end of one side, and a J-shaped cut is formed on the other end of one side. A notch 39b is formed. The rail plate 25, the front plate 30 to which the wedge 35 is fixed, the back plate 36, the connecting plate 38, the bolt 22 and the nut constitute a rail holding device.

Next, the holding structure of the guide rail 12 will be described with reference to FIG. For convenience of explanation, one flange portion 14 of the guide rail 12 will be described, but the other flange portion 14 is similarly supported.

The rail clip 25 places the pressing portion 27 on one flange portion 14 of the guide rail 12 and directs the mounting portion 26 to the bracket 11. Then, the bolt 22 is inserted into a bolt insertion hole 29 formed in the mounting portion 26 and a bolt insertion hole (not shown) formed in the bracket 11, and a nut (not shown) is attached to the shaft portion of the bolt 22 extending from the bracket 11. Z)).

The wedge 35 is directed to one flange portion 14 of the guide rail 12, the pressing portion 32 of the surface plate 30 is placed on the flange portion 14, and the other end side of the back plate 36 is directed to the back surface of the flange portion 14. Then, the bolt 22 is inserted into the bolt insertion holes 34 and 37, and a nut (not shown) is screwed onto the shaft portion of the bolt 22 extending from the back plate 36, so that the wedge 35 is attached to the rail clip 25 of the guide rail 12. Mounted on top.

The connecting plate 38 is interposed between the mounting portion 26 of the rail clip 25 and the bracket 11 and between the mounting portion 31 of the front plate 30 and the back plate 36 so that the bolt 22 passes through the

notches

39a and 39b. The

Then, by tightening the nut, the rail clip 25 and the flange portion 14 are fastened and fixed to the bracket 11, and the front plate 30 and the back plate 36 are fastened and fixed. At the same time, the connecting plate 38 is fastened and fixed between the mounting portion 26 of the rail clip 25 and the bracket 11, and is fastened and fixed between the mounting portion 31 of the front plate 30 and the back plate 36. And the rail clip 25 elastically deforms and the horizontal displacement of the guide rail 12 is restrained. Further, the pressing force due to the elastic deformation of the rail clip 25 acts on the flange portion 14 via the pressing portion 27, and the guide rail 12 is supported in the vertical direction by the frictional force generated between the pressing portion 27 and the flange portion 14. Is done. Further, the surface plate 30 is elastically deformed, and a pressing force due to the elastic deformation of the surface plate 30 acts on the flange portion 14 via the wedge 35, and a frictional force is generated between the wedge 35 and the flange portion 14. At this time, the frictional force generated between the wedge 35 and the flange portion 14 is larger than the frictional force generated between the pressing portion 27 and the flange portion 14.
Other configurations are the same as those in the first embodiment.

In the second embodiment, due to the settlement between the floors, the bracket 11 fixed to the building and the rail clip 25 fixed to the bracket 11 are lowered. The lowering of the rail clip 25 is transmitted to the flange portion 14 via a frictional force generated between the pressing portion 27 and the flange portion 14, and the axial compression force acts on the guide rail 12.
When the downward force of the rail clip 25 becomes excessively large, the rail clip 25 slides on the flange portion 14 and moves downward. Thereby, excessive axial compression force does not act on the guide rail 12, and generation | occurrence | production of the buckling of the guide rail 12 can be suppressed.

Further, the lowering of the rail clip 25 is transmitted to the surface plate 30 via the connecting plate 38, and the wedge 35 is lowered in conjunction with the lowering of the rail clip 25. Thereby, the distance between the rail clip 25 and the wedge 35 is kept constant.

Next, when the emergency stop device 9 is activated by detecting the abnormal lowering speed of the car 1, the load of the car 1 acts on the guide rail 12 via the emergency stop device 9, and the guide rail 12 tries to move downward. To do. When the descending force of the guide rail 12 increases, the guide rail 12 slides on the pressing portion 27 of the rail clip 25 and moves downward.
Since the frictional force between the wedge 35 and the flange portion 14 is larger than the frictional force between the pressing portion 27 and the flange portion 14, the wedge 35 descends in conjunction with the guide rail 12. And the front-end | tip of the wedge 35 bites into between the press part 27 and the flange part 14, and the frictional force in the said part increases while this biting amount increases. As a result, the axial compression load generated on the guide rail 12 as a burden load of the emergency stop device 9 is compensated by the frictional force generated at the biting portion between the pressing portion 27 of the wedge 35 and the flange portion 14.

Also in the second embodiment, the emergency stop devices 9 are arranged at the upper and lower portions of the car 1, and the interval between the brackets 11 is narrower than the interval between the emergency stop devices 9. 1, the axial compression force applied to the guide rail 12 is reduced, the cross-sectional dimension of the guide rail 12 can be reduced, and the cost of the guide rail 12 can be reduced.

Embodiment 3 FIG.
FIG. 8 is a perspective view showing a rail holding device in an elevator according to Embodiment 3 of the present invention, and FIG. 9 is a side view of a main part for explaining the mounting state of the rail holding device in the elevator according to Embodiment 3 of the present invention. FIG. 10 is a side view of the main part for explaining the operation of the rail holding device when the emergency stop device is operated in the elevator according to Embodiment 3 of the present invention.

In FIG. 8, the rail clip 40 is manufactured by bending a steel plate having a predetermined thickness, and a rectangular flat plate mounting portion 41 attached to the bracket 11 and a rectangular flat plate pressing portion 42 pressing the flange portion 14 of the guide rail 12. And a connecting portion 43 that connects the attachment portion 41 and the pressing portion 42 with the long side direction of the rectangular flat plate parallel to each other, and is formed in a substantially Z shape, and the bolt insertion hole 44 is formed in the central portion of the attachment portion 41. Is formed. The frictional force variable plate 45 is produced by bending a steel plate having a predetermined thickness into a U shape.
The rail clip 40, the frictional force variable plate 45, the bolt 22 and the nut 23 constitute a rail holding device.

The convex tip portion of the frictional force variable plate 45 is placed on one flange portion 14 of the guide rail 12, the pressing portion 42 of the rail clip 40 is placed on the frictional force variable plate 45, and the mounting portion 41 is directed to the bracket 11. Go. Then, the bolt 22 is inserted into a bolt insertion hole 44 formed in the mounting portion 41 and a bolt insertion hole (not shown) formed in the bracket 11, and the nut 23 is screwed onto the shaft portion of the bolt 22 extending from the bracket 11. Can be worn and attached. Then, the nut 23 is tightened, and the mounting portion 41 and the flange portion 14 are fastened and fixed to the bracket 11. At this time, the frictional force variable plate 45 is in a state of floating from the flange portion 14 except for the fastening portion.

Thereby, the rail clip 40 is elastically deformed and the horizontal displacement of the guide rail 12 is restrained. Further, the pressing force due to the elastic deformation of the rail clip 40 acts on the flange portion 14 via the pressing portion 42 and the frictional force variable plate 45, and due to the frictional force generated between the frictional force variable plate 45 and the flange portion 14, The guide rail 12 is supported in the vertical direction.
Other configurations are the same as those in the first embodiment.

In the third embodiment, due to the settlement between floors, the bracket 11 fixed to the building and the rail clip 40 fixed to the bracket 11 are lowered. The lowering of the rail clip 40 is transmitted to the flange portion 14 via the friction force generated between the friction force variable plate 45 and the flange portion 14, and the axial compression force acts on the guide rail 12.
When the downward force of the rail clip 40 becomes excessively large, the frictional force variable plate 45 slides on the flange portion 14 together with the rail clip 40 and moves downward. Thereby, excessive axial compression force does not act on the guide rail 12, and generation | occurrence | production of the buckling of the guide rail 12 can be suppressed.

Next, when the emergency stop device 9 is activated by detecting the abnormal lowering speed of the car 1, the load of the car 1 acts on the guide rail 12 via the emergency stop device 9, and the guide rail 12 tries to move downward. To do. The descending force of the guide rail 12 is transmitted to the bracket 11 via the rail clip 40. Therefore, a bending moment acts on the bracket 11 and bending deformation instantaneously occurs in the bracket 11 as shown in FIG. As a result, the pressing portion 42 of the rail clip 40 instantaneously falls on the frictional force variable plate 45 by the slip d. Therefore, the pressing portion 42 of the rail clip 40 presses the flange portion 14 in a region where the degree of curvature of the friction force variable plate 45 is larger, and the friction force generated between the friction force variable plate 45 and the flange portion 14. Will increase. As a result, the axial compression load generated on the guide rail 12 as a burden load of the emergency stop device 9 is compensated by the frictional force generated between the frictional force variable plate 45 and the flange portion 14.

Also in the third embodiment, the emergency stop devices 9 are arranged at the upper and lower portions of the car 1, and the interval between the brackets 11 is narrower than the interval between the emergency stop devices 9. 1, the axial compression force applied to the guide rail 12 is reduced, the cross-sectional dimension of the guide rail 12 can be reduced, and the cost of the guide rail 12 can be reduced.
Further, since the frictional force variable plate 45 is made in a U shape, the frictional force variable plate 45 can be prevented from coming off from the rail clip 40, and the same effect can be obtained even when the bracket 11 is bent upward. Is obtained.

In the third embodiment, the frictional force variable plate 45 is formed in a U shape. However, the shape of the frictional force variable plate is not limited to the U shape, and the pressing portion and the flange portion A J shape may be used in which the upper side of the portion sandwiched between the flange portions is in contact with the flange portion and the lower side is lifted from the flange portion.
In each of the above embodiments, the emergency stop devices are arranged above and below the car. However, two or more emergency stop devices may be arranged in the vertical direction of the car. In this case, further miniaturization of the emergency stop device is achieved.

Claims

A plurality of brackets each fixed to a hoistway and arranged in a vertical direction at a predetermined interval;
A guide rail held in each of the brackets via a rail holding device and extending vertically in the hoistway;
A ride car guided by the guide rail and arranged to be lifted and lowered in the hoistway,
An emergency stop device disposed at the top and bottom of the car,
An elevator characterized in that a distance between the brackets is narrower than a distance between the safety devices.
The rail holding device includes a rail clip having a mounting portion that is fastened and fixed to the bracket and a pressing portion that presses a flange portion of the guide rail,
When the guide rail moves downward relative to the rail clip, a frictional force generated between the pressing portion and the flange portion causes the guide rail to move upward relative to the rail clip. 2. The elevator according to claim 1, wherein the elevator is configured to be larger than a frictional force generated between the pressing portion and the flange portion when moving to the center.
The pressing portion is a bulging portion that smoothly swells from the lower side toward the incision toward the flange portion, with the lower side of the horizontal cut formed in the pressing portion bulging toward the flange portion. The elevator according to claim 2, further comprising:
The rail holding device is
A rail clip having a pressing portion that presses the flange portion of the guide rail and the mounting portion fastened to the bracket; and
It is installed above the rail clip, and when the guide rail moves downward relative to the rail clip, the guide rail moves downward following the guide rail and moves between the pressing portion and the flange portion. The frictional force generated between the pressing portion and the flange portion is increased between the pressing portion and the flange portion, and when the guide rail moves upward relative to the rail clip, it follows the rail clip. The elevator according to claim 1, further comprising a wedge that moves downward.
The rail holding device is
A rail clip having a pressing portion that presses the flange portion of the guide rail and the mounting portion fastened to the bracket; and
A frictional force variable plate that is sandwiched between the pressing portion and the flange portion, extends upward from the sandwiching portion, and floats from the flange portion below the sandwiching portion. The elevator according to claim 1.