WO2016147686A1 - エレベータの非常止め装置およびエレベータシステム - Google Patents
エレベータの非常止め装置およびエレベータシステム Download PDFInfo
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- WO2016147686A1 WO2016147686A1 PCT/JP2016/051017 JP2016051017W WO2016147686A1 WO 2016147686 A1 WO2016147686 A1 WO 2016147686A1 JP 2016051017 W JP2016051017 W JP 2016051017W WO 2016147686 A1 WO2016147686 A1 WO 2016147686A1
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- WIPO (PCT)
- Prior art keywords
- sliding surface
- guide rail
- brake element
- emergency stop
- pressing force
- Prior art date
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
- B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
- B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
- B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces
- B66B5/22—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces by means of linearly-movable wedges
Definitions
- the present invention relates to an elevator emergency stop device and an elevator system for emergency stop of an elevator when a descending speed of the elevator such as a car or a counterweight exceeds a certain speed.
- the speed governor when the descending speed of a lifting body such as a car or counterweight exceeds a certain speed, the speed governor operates to push the wedge-shaped brake against the guide rail, and between the brake and the guide rail.
- An emergency stop device is provided to brake the lifting body by the generated frictional force.
- the braking force of the elevating body varies depending on the friction coefficient between the brake and the guide rail. That is, the braking force, that is, the frictional force varies depending on the state of the braking surface, the braking speed, and the like, even if the normal force that presses the braking surface of the brake against the braking surface of the guide rail is constant. Therefore, at the start of deceleration, the braking speed is fast and the frictional force is small, so the deceleration is small. At the end of deceleration, the braking speed is slow and the frictional force is large, so the deceleration increases rapidly. was there.
- a conventional emergency stop device in which a wedge-shaped brake element has a mechanism in which a dimension in a direction perpendicular to the braking surface of the guide rail changes according to the braking force (for example, a patent) Reference 1).
- the size of the brake element changes according to the change of the braking force, and the pressing force by the elastic body is changed.
- the pressing force of the elastic body changes so as to cancel the fluctuation of the braking force, and the braking force is kept constant.
- the conventional emergency stop device automatically operates to suppress the change in the braking force and suppresses the change in the deceleration.
- the brake element is divided into a wedge-shaped fixed portion having an outer slope portion and an inner slope surface, and a wedge-shaped movable portion having a brake surface, and the wedge-shaped movable portion is an elastic body. It is connected to the fixing portion via the pin and is configured to be movable along the inner inclined surface of the fixing portion in accordance with the deformation of the elastic body. Therefore, when the size of the brake element is reduced, the brake surface is reduced in size, which causes a problem that the variation in the braking force increases.
- the brake element will be increased in size, resulting in an increase in the size of the emergency stop device, resulting in an increase in weight and a deterioration in the power utilization efficiency of the elevator system. There was a problem to do.
- the present invention has been made to solve such a problem, and can suppress the increase in the size of the brake element, suppress the fluctuation of the braking force, increase the power utilization efficiency, and change the deceleration. It is an object of the present invention to provide an emergency stop device and an elevator system for an elevator that can suppress the above.
- the elevator safety device is disposed so as to be reciprocally movable in a direction approaching and separating from the guide rail, and is movable in the vertical direction along the guide rail.
- a brake member that has a first sliding surface on a surface opposite to the guide rail and generates a braking force when pressed against the guide rail, and is disposed on the first sliding surface side of the brake member.
- a movable member having a second sliding surface that is in contact with the sliding surface; and a pressing force application unit that generates a pressing force that presses the braking element against the guide rail, wherein the braking element includes the first sliding surface.
- the second sliding surface are slidable relative to the movable member so as to be movable in the vertical direction
- the pressing force application unit includes the first sliding surface and the second sliding surface.
- the brake element moves vertically upward, and the position of the contact portion between the first sliding surface and the second sliding surface moves upward.
- the pressing force increases and decreases after exceeding the maximum value. Therefore, in a state where the pressing force reaches the maximum value, the pressing force increases as the braking force increases.
- the pressing force decreases so as to cancel the increase of the braking force, and when the braking force decreases, the pressing force cancels the decrease of the braking force. Power increases. In this way, when a change in braking force is detected, an operation is performed to automatically suppress fluctuations in braking force, and a change in deceleration is suppressed.
- the brake element it is not necessary to divide the brake element into a wedge-shaped fixed portion having an outer inclined portion and an inner inclined portion and a wedge-shaped movable portion having a braking surface, and it is not necessary to provide an elastic body that receives a braking force.
- the area of the braking surface can be secured without increasing the size of the child, and variations in braking force can be suppressed.
- the emergency stop device can be reduced in weight, and the power utilization efficiency of the elevator system can be increased.
- FIG. 1 is a schematic diagram illustrating an elevator system according to Embodiment 1 of the present invention
- FIG. 2 is a schematic diagram illustrating a braking mechanism of an emergency stop device for an elevator according to Embodiment 1 of the present invention
- FIG. 3 is a comparative example. It is a schematic diagram explaining the braking mechanism of the emergency stop device of the elevator.
- a driving sheave 3 and a deflecting wheel 4 are installed in a machine room 2 formed in the upper part of the hoistway 1, and a car 6 and a counterweight 7 are stretched over the driving sheave 3 and the deflecting wheel 4.
- the main rope 5 is suspended in the hoistway 1.
- the car 6 and the counterweight 7 are guided by a guide rail 8 (only the car side is shown) extending in the vertical direction in the hoistway 1 so as to be lifted and lowered.
- the car 6 is equipped with an emergency stop device 20, the main rope 5 is cut, or the rotational speed of the driving sheave 3 becomes abnormal, and the descending speed of the car 6 exceeds the rated speed (specified value).
- the guide rail 8 is gripped and the car 6 is mechanically stopped.
- the governor rope 10 is stretched over a governor 9 installed in the machine room 2 and a tension wheel (not shown) installed in a pit (not shown).
- the governor rope 10 is connected to the car 6 via a lifting device (not shown), and circulates in conjunction with the raising and lowering of the car 6.
- the drive sheave 3 is driven and controlled by an elevator control panel (not shown), and the car 6 and the counterweight 7 are guided by the guide rail 8 to move up and down in the hoistway 1.
- the governor rope 10 circulates in conjunction with the raising and lowering of the car 6, and the governor 9 detects the speed of the car 6 through the governor rope 10.
- a rope gripping part (not shown) incorporated in the speed governor 9 is activated, and the speed governor rope wound around the speed governor 9. 10 is gripped.
- the safety device 20 is actuated and the car 6 is mechanically stopped.
- the guide rail 8 is formed in a T-shape with the head protruding from the center in the width direction of the base. Therefore, for convenience of explanation, a direction orthogonal to both the length direction of the guide rail 8 and the protruding direction from the base portion of the head is defined as the width direction of the guide rail 8.
- the width direction of the guide rail 8 is a direction orthogonal to the braking surface which is the side surface of the head. Further, the length direction of the guide rail 8 coincides with the vertical direction.
- the emergency stop device 20 is attached to the car 6, the fixing member 21 disposed on one side in the width direction of the guide rail 8, and the width of the guide rail 8 with the second sliding surface 22 a facing the guide rail 8.
- the movable member 22 disposed between the fixed member 21 and the guide rail 8 and the first sliding surface 23a face the second sliding surface 22a so that the guide rail 8 can move back and forth.
- an elastic body 24 that urges the movable member 22 toward the guide rail 8.
- the fixing member 21 is attached to the car 6, a part of the car 6 may be used as the fixing member 21.
- the braking mechanism of the safety device 20 of the present application will be described in comparison with the braking mechanism of the safety device 300 of the comparative example.
- the safety device 300 of the comparative example is attached to the car 6, the fixing member 301 disposed on one side in the width direction of the guide rail 8, and the width of the guide rail 8 with the inclined surface 302 a facing the guide rail 8. Can move back and forth in the width direction of the guide rail 8 with the wedge-shaped fixing portion 302 disposed between the fixing member 301 and the guide rail 8 and the inclined surface 303a facing the inclined surface 302a.
- the wedge-shaped brake element 303 disposed between the fixed portion 302 and the guide rail 8 and the fixed member 301 and the fixed portion 302 are disposed between the fixed portion 302 and the guide rail 8 so as to be reciprocally movable in the length direction of the guide rail 8.
- the inclined surfaces 302a and 303a are formed on flat surfaces parallel to each other.
- the vertical force Fv of the inclined surface 313 is generated by the pressing force F1 of the elastic body 304 acting on the fixed portion 302.
- the angle ⁇ formed by the vertical drag Fv and the pressing force F1 is the angle formed by the inclined surface 313 and the vertical direction, that is, the inclined angle of the inclined surface 313.
- the braking force F0 is always larger than the vertical component Fp of the vertical reaction force Fv. Therefore, if there is no stopper 305, the brake element 303 continues to rise relative to the fixed portion 302. . Therefore, a stopper 305 is provided to stop the raising of the brake 303.
- the amount of movement of the fixed portion 302 in the direction away from the guide rail 8 is uniquely determined, and the value of the pressing force F1 by the elastic body 304 is determined.
- the pressing force F1 is a constant value, the braking force F0 varies when the friction coefficient varies. Therefore, in the emergency stop device 300 of the comparative example, fluctuations in the braking force F0 cannot be suppressed, and changes in deceleration cannot be suppressed.
- the safety device 300 of the comparative example does not function.
- the braking force F0 is equal to the vertical component Fp of the vertical drag Fv.
- the friction coefficient ⁇ is determined by the material of the guide rail 8 and the brake 303, the state of the sliding surface, and the like, and varies depending on environmental changes.
- the angle ⁇ is determined by the inclination angle of the inclined surface 313. Therefore, since tan ⁇ cannot be matched with ⁇ , the force is not balanced in the emergency stop device 300 of the comparative example.
- the 2nd sliding surface 22a of the movable member 22 is formed in the concave curved surface displaced to the guide rail 8 side as it goes up.
- the first sliding surface 23a of the brake element 23 is formed as a convex curved surface that is displaced toward the guide rail 8 as it goes upward from the top.
- the first and second sliding surfaces 22a and 23a are in contact with each other at line segments orthogonal to both the vertical direction and the width direction of the guide rail 8, that is, in line contact.
- a vertical drag Fv is generated at the contact portion 25 of the first and second sliding surfaces 22a and 23a.
- the vertical force Fv acts to lower the brake 23 relative to the movable member 22.
- the vertical component Fp of the vertical drag Fv is smaller than the braking force F0, it acts to raise the brake 23 relative to the movable member 22.
- This action of the vertical component Fp can be restated as a function of detecting the braking force F0. Therefore, the emergency stop device 20 can automatically adjust so as to suppress the fluctuation of the braking force F0 by changing the pressing force F1 using the detected braking force F0, thereby suppressing the change in deceleration. Become.
- the first and second sliding surfaces 22a and 23a are in line contact at the contact portion 25.
- the contact portion 25 is a line segment orthogonal to both the length direction of the guide rail 8 and the width direction of the guide rail 8.
- the distance between the contact portion 25 and the braking surface of the guide rail 8 in the direction orthogonal to the braking surface of the guide rail 8 (hereinafter referred to as the horizontal distance) increases relative to the movable member 22 by the braking element 23. As you go, it gets shorter.
- the first and second sliding surfaces 22a and 23a In order for the first and second sliding surfaces 22a and 23a to continuously contact when the brake element 23 is raised relative to the movable member 22, the first and second sliding surfaces 22a and 23a
- the angle ⁇ formed by the normal line at the contact portion 25 and the direction orthogonal to the braking surface of the guide rail 8 needs to increase continuously as the brake element 23 rises. That is, the angle ⁇ formed by the normal line at the contact portion 25 of the first and second sliding surfaces 22a, 23a and the direction orthogonal to the braking surface of the guide rail 8 increases monotonously as the brake element 23 rises. Need to increase.
- the angle ⁇ coincides with the angle formed by the normal force Fv and the pressing force F1. That is, the angle ⁇ is an angle formed between the normal line of the tangent plane at the contact portion 25 and the horizontal plane.
- the first and second sliding surfaces 22a and 23a of the movable member 22 and the brake 23 have at least the curved surface shape of the actually sliding region in line contact at the contact portion 25, and the contact portion 25 and the guide rail.
- the horizontal distance from the braking surface 8 is continuously shortened by the relative rise of the brake 23, and the angle ⁇ at the contact portion 25 monotonously increases by the relative rise of the brake 23. As long as it is formed.
- F1 Fv ⁇ cos ⁇ .
- the second sliding surface 22a is constituted by a part of a cylindrical surface and the first sliding surface 23a is constituted by a part of a cylindrical surface having the same radius as the second sliding surface 22a
- the first and second sliding surfaces 22a and 23a are in surface contact with each other. Therefore, the brake element 23 cannot move up and down relatively with respect to the movable member 22, and the automatic adjustment mechanism for the braking force F0 is lost.
- the radius of only the second sliding surface 22a is slightly increased, the radius of only the first sliding surface 23a is slightly decreased, or the radius of the second sliding surface 22a is slightly decreased.
- the radius of the first sliding surface 23a is slightly reduced.
- the angle ⁇ at the contact portion 25 varies greatly due to a slight relative elevation of the brake element 23 relative to the movable member 22.
- the moving amount of the movable member 22 in the width direction of the guide rail 8 is small, and the pressing force F1 hardly fluctuates.
- the radius of only the second sliding surface 22a is increased, the radius of only the first sliding surface 23a is decreased, or the radius of the second sliding surface 22a is increased, and the first sliding surface 23a Reduce the radius.
- the angle ⁇ at the contact portion 25 varies more greatly due to a slight relative elevation of the brake element 23 with respect to the movable member 22.
- the amount of movement of the movable member 22 in the width direction of the guide rail 8 increases, and the pressing force F1 varies.
- the braking force F0 can be detected by measuring the amount of movement of the movable member 22 in the width direction of the guide rail 8 or the amount of movement of the brake 23 relative to the movable member 22.
- the amount of movement of the movable member 22 in the width direction of the guide rail 8 is (r in cos ⁇ + r out cos ⁇ ), and can be used as appropriate by the designer.
- r in is the radius of the first sliding surface 23a of the brake 23
- r out is the radius of the second sliding surface 22a of the movable member 22
- ⁇ is the normal line at the contact portion 25 and the guide. This is the angle formed by the direction perpendicular to the braking surface of the rail 8.
- the elastic body 24 has a characteristic that, as it is compressed, the repulsive force increases and decreases when the maximum value is exceeded. This repulsive force becomes the pressing force F1. That is, in the operation of the emergency stop device 20, as shown in FIG. 4, as the braking force F0 is increased, the elastic body 24 is raised relative to the movable member 22, and the contact portion When the angle ⁇ at 25 increases and the movable member 22 moves to the right side, the pressing force F1 increases and decreases when the maximum value is exceeded.
- the emergency stop device 20 can automatically adjust the fluctuation of the braking force F0 so that the change in the deceleration of the car 6 is suppressed.
- the brake 23 moves down relative to the movable member 22, the angle ⁇ at the contact portion 25 decreases, and the movable member 22 moves to the left.
- the force F1 increases.
- the repulsive force increases as the compression amount increases, and the braking operation is performed using the characteristic of the elastic body 24 that reaches the maximum value, and the repulsive force increases to the maximum value as the compression amount increases.
- the fluctuation of the braking force F0 is suppressed by utilizing the characteristic of the elastic body 24 that decreases beyond the above range.
- the elastic body 24 constitutes a pressing force application unit.
- the first sliding surface 23a and the second sliding surface 22a are in line contact, and the angle ⁇ between the normal line of the tangent plane at the contact portion 25 and the horizontal plane is relative to the brake element 23 of the contact portion 25. Since it is comprised so that it may become small according to the vertically upward movement, the variation
- FIG. 5 is a diagram showing a first embodiment of the emergency stop device for an elevator according to Embodiment 1 of the present invention.
- the disc spring 30 is manufactured so as to satisfy t1 / t2 ⁇ 1.4 (where t1 is the shrinkage allowance and t2 is the plate thickness), and is disposed between the fixed member 21 and the movable member 22.
- t1 is the shrinkage allowance
- t2 is the plate thickness
- the disc spring 30 is manufactured so as to satisfy t1 / t2 ⁇ 1.4, the pressing force F1 increases as the contraction amount increases, and has a characteristic of decreasing after reaching the maximum value. . Therefore, the safety device 20A using the disc spring 30 as an elastic body can automatically adjust the fluctuation of the braking force F0 so as to suppress the change in the deceleration of the car 6.
- FIG. 6 is a view showing a second embodiment of the elevator safety device according to Embodiment 1 of the present invention.
- the elastic body 31 includes a first link 32 having one end fixed to the fixing member 21, one end connected to the other end of the first link 32, and the other end fixed to the fixing member via the first coil spring 33.
- a second link 33 fixed to 21 and a second coil disposed so as to bias the movable member 22 toward the guide rail 8 via a force point that is a connecting portion between the first link 32 and the second link 33.
- a toggle mechanism including a spring 35.
- the 1st link 32 can rotate freely with respect to the fixed point with the fixing member 21, and the 1st link 32 and the 2nd link 33 can rotate freely with respect to both connection points.
- the pressing force F1 increases as the amount of separation of the movable member 22 from the guide rail 8 increases, and the first link 32 and the second link 33 are aligned. After reaching the maximum value, it has a characteristic of decreasing. Therefore, the safety device 20B using the elastic body 31 can automatically adjust the fluctuation of the braking force F0 so as to suppress the change in the deceleration of the car 6.
- FIG. 7 is a view showing a third embodiment of the elevator safety device according to Embodiment 1 of the present invention.
- the movable member 22A is rotatably disposed at the lower end via the rotation shaft 36, and the movable member 22A and the coil member 37 as an elastic body urge the movable member 22A toward the guide rail 8 side. It is arranged between the fixing member 21.
- the emergency stop device 20 ⁇ / b> C configured as described above, the movable member 22 ⁇ / b> A rotates clockwise around the rotation shaft 36 as the brake element 23 is raised, and the distance between the rotation shaft 36 and the contact portion 25 is increased. become longer. Then, in the ascending process of the brake 23, the distance between the connecting portion of the coil spring 37 and the movable member 22 ⁇ / b> A and the rotating shaft 36 is equal to the distance between the rotating shaft 36 and the contact portion 25. The height position of the coil spring 37 is adjusted. As a result, as the amount of clockwise rotation around the rotation axis 36 of the movable member 22A increases, the pressing force F1 acting on the contact portion 25 increases and decreases after reaching the maximum value. Therefore, the emergency stop device 20C can automatically adjust the fluctuation of the braking force F0 so as to suppress the change in the deceleration of the car 6.
- the change in the deceleration of the car 6 can be suppressed by suppressing the fluctuation of the braking force F0.
- the brake element does not need to be divided into a wedge-shaped fixed portion having an outer inclined portion and an inner inclined portion and a wedge-shaped movable portion having a braking surface, and is elastic to receive a braking force. Since it is not necessary to provide a body, the area of the braking surface can be secured without increasing the size of the brake element, and variations in the braking force can be suppressed. Furthermore, since the enlargement of the brake can be suppressed, the emergency stop device can be reduced in weight, and the power utilization efficiency of the elevator system can be increased.
- the curved surface shapes of the movable member 22 and the first and second sliding surfaces 22a, 23a of the movable member 22 and the brake element 23 according to the first embodiment are the same as those of the contact portion 25 by the relative elevation of the brake element 23 with respect to the movable member 22. If the angle ⁇ changes continuously, it is not limited to a part of the cylindrical surface, for example.
- the first and second sliding surfaces 22a and 23a are part of all curves such as a circle, an ellipse, and a sine curve in the outer peripheral shape in a plane orthogonal to the protruding direction from the base of the head of the guide rail 8. It is formed with a curved surface.
- both sliding surfaces are not limited to the combination of the same curved surface, The combination of a different curved surface may be sufficient. That is, the outer peripheral shape in the plane orthogonal to the protruding direction from the base portion of the head of the guide rail 8 forms a sliding surface with a part of a circle, and is orthogonal to the protruding direction from the base portion of the head of the guide rail 8.
- the outer peripheral shape on the plane to be formed may be a part of an ellipse and the other sliding surface may be formed.
- oil may be applied to reduce the frictional force between the first and second sliding surfaces 22a, 23a of the movable member 22 and the brake 23.
- the brake element 23 has a D-shape that protrudes away from the guide rail 8, but the area below the top of the D-shape of the brake element 23 is the brake element 23.
- the braking operation that is pulled up by the governor rope 10 and bites between the guide rail 8 and the movable member 22 has no meaning.
- the region below the top of the brake element 23 may have a shape that does not interfere with the movable member 22 when the brake element 23 is operated. Therefore, as shown in FIG. 8, a ginkgo type brake element 23 ⁇ / b> A in which a lower region is deleted from the top of the D shape can be used.
- FIG. 9 it is possible to use a brake element 23 ⁇ / b> B in which a region below the top of the D-shape is a flat surface orthogonal to the protruding direction from the base of the head of the guide rail 8.
- the emergency stop device 20 capable of automatically adjusting the braking force is disposed on one side of the guide rail 8.
- the emergency stop device 20 is opposed to the guide rail 8. It may be arranged.
- the safety device 20 and the safety device 300 of the comparative example may be arranged to face each other with the guide rail 8 interposed therebetween.
- an auxiliary emergency stop device 310 that does not have a braking force adjustment function and has only a pressing force is arranged to face the emergency stop device 20 with the guide rail 8 interposed therebetween. You may set up.
- the auxiliary emergency stop device 310 is attached to the car 6 and is arranged between the fixing member 311 disposed on the other side in the width direction of the guide rail 8, and between the fixing member 311 and the guide rail 8.
- the brake element 312 is disposed between the fixing member 311 and the brake element 312 so as to be reciprocally movable in the width direction of the guide rail 8, and urges the brake element 312 toward the guide rail 8.
- the auxiliary emergency stop device 315 is configured by only the fixing member 311 and the brake element 312, omitting the coil spring 313, and the rail 8 by the emergency stop device 20 that can automatically adjust the braking force. It is good also as a structure which only supports the pressing force. 10 and 11, the emergency stop device 20 is omitted for convenience.
- an auxiliary emergency stop device 320 using a disc spring 30 instead of the coil spring 313 may be disposed so as to face the emergency stop device 20 with the guide rail 8 interposed therebetween.
- the fixing member 21 and the elastic body 24 in the safety device 20 are omitted for convenience.
- FIG. FIG. 13 is a schematic diagram illustrating the configuration of an elevator safety device according to Embodiment 2 of the present invention.
- the length of the guide bar 38 is such that the length direction of the guide bar 38 is vertical when the braking surface 23 b of the brake 23 is in contact with the braking surface of the head of the guide rail 8, and the movable member 22. And is attached to the brake element 23 so as to protrude upward from the outer peripheral surface of the brake element 23.
- the guide hole 39 is formed in the fixing member 21 with the hole direction as the vertical direction. Further, the guide hole 39 is formed in the fixing member 21 so that the guide bar 38 is inserted when the brake element 23 starts to rise while contacting the braking surface of the head of the guide rail 8.
- the guide bar 38 and the guide hole 39 constitute an inclination prevention mechanism.
- Other configurations are the same as those in the first embodiment.
- the emergency stop device 20D configured as described above, when the brake element 23 is pulled up by the governor rope 10, the first sliding surface 23a slides on the second sliding surface 22a and rises. Approaching the guide rail 8, the braking surface 23 b comes into contact with the braking surface of the head of the guide rail 8. At this time, the insertion of the guide rod 38 into the guide hole 39 is started. Further, when the brake element 23 is raised, the guide bar 38 is inserted into the guide hole 39. As a result, the brake element 23 is guided by the guide hole 39 and ascends to generate a braking force F0.
- the first and second sliding surfaces 22a and 23a are in line contact. Further, when the first sliding surface 23a slides on the second sliding surface 22a and moves upward, the direction of the vertical drag Fv at the contact portion 25 changes. Therefore, if there is no mechanism for preventing the tilt of the brake element 23, the brake element 23 may be inclined when the brake element 23 is raised, and the movement of the brake element 23 may become unstable.
- the tilt prevention mechanism including the guide bar 38 and the guide hole 39 is provided. Therefore, since the guide bar 38 is inserted into the guide hole 39 when the brake element 23 is raised, the brake element 23 is raised while being guided by the guide hole 39, and the occurrence of inclination is suppressed. Thereby, the brake element 23 can move stably.
- the guide bar 38 is attached to the brake 23 and the guide hole 39 is formed in the fixing member 21.
- the guide bar 38 is attached to the fixing member 21 and the guide hole 39 is braked. It may be formed on the child 23.
- the tip end side of the guide rod 38 may be tapered, or the opening edge portion on the inlet side of the guide hole 39 may be open. In this case, the guide bar 38 is easily inserted into the guide hole 39, and the stability of the braking operation by the brake element 23 is improved.
- a roller may be installed inside the guide hole 39 or oil may be applied. In this case, the friction during movement of the guide bar 38 in the guide hole 39 is reduced, so that the stability of the braking operation by the brake element 23 is enhanced.
- the anti-tilt mechanism including the guide rod and the guide hole is installed in the emergency stop device according to the first embodiment.
- the anti-tilt mechanism is the emergency stop device according to another embodiment. The same effect can be obtained even if it is installed.
- FIG. 14 is a schematic diagram illustrating the configuration of an elevator safety device according to Embodiment 3 of the present invention.
- the surface of the movable member 22B on the guide rail 8 side is configured with a step between a first divided sliding surface 22a1 and a second divided sliding surface 22a2.
- the surface of the brake member 23C on the movable member 22B side is configured with a step between a first divided sliding surface 23a1 and a second divided sliding surface 23a2.
- the first divided sliding surface 22a1 and the second divided sliding surface 22a2 of the movable member 22B are formed in the same curved surface shape.
- the first divided sliding surface 23a1 and the second divided sliding surface 23a2 of the brake 23 are formed in the same curved surface shape.
- first divided sliding surfaces 22a1 and 23a1 of the movable member 22B and the brake element 23C are in line contact with each other at the first contact portion 25a1, and the guide rail 8 and the guide rail 8 are moved relative to the movable member 22B. Is formed in a curved surface shape in which the horizontal distance between the first contact portion 25a1 and the angle ⁇ at the first contact portion 25a1 continuously increases.
- the second divided sliding surfaces 22a2 and 23a2 of the movable member 22B and the brake element 23C are in line contact with each other at the second contact portion 25a2, and the guide rail 8 is moved relative to the movable member 22B. Is formed in a curved shape in which the horizontal distance between the first contact portion 25a and the second contact portion 25a2 is continuously increased. Other configurations are the same as those in the first embodiment.
- the movable member 22B and the brake element 23C are in line contact at two locations of the first and second contact portions 25a1 and 25a2, and therefore the inclination when the brake element 23C is raised Is suppressed. That is, the first and second divided sliding surfaces 22a1, 23a1, 22a2, and 23a2 configured with the step of the movable member 22B and the brake element 23C constitute a tilt prevention mechanism of the brake element 23C. Therefore, also in the third embodiment, since the occurrence of the inclination of the brake element 23C is suppressed when the brake element 23C is relatively raised, the brake element 23C can stably move in the vertical direction.
- the area of the braking surface 23b can be secured without increasing the size of the braking element 23C, the variation of the braking force F0 can be suppressed and the power utilization efficiency of the elevator system can be reduced. Can be increased.
- the second sliding surface of the movable member 22B is formed with a step including the first and second divided sliding surfaces 22a1 and 22a2, and the first sliding surface of the brake element 23C is the first sliding surface.
- the first and second divided sliding surfaces 23a1 and 23a2 are stepped and are in line contact at two locations.
- the second sliding surface of the movable member and the first sliding surface of the brake The number of contact portions is not limited to two and may be three or more. In this case, the number of steps of the sliding surfaces of the movable member and the brake may be the same as the number of contact portions.
- FIG. FIG. 15 is a schematic diagram for explaining the configuration of an elevator safety device according to Embodiment 4 of the present invention.
- the surface of the movable member 40 on the guide rail 8 side is composed of a first divided sliding surface 40a1 and a second divided sliding surface 40a2 that are flat surfaces having different inclination angles.
- the inclination angle is an angle formed by the first divided sliding surface 40a1 or the second divided sliding surface 40a2 and a horizontal plane orthogonal to the vertical direction, and the inclination angle of the first divided sliding surface 40a1 is the second divided angle. It is smaller than the inclination angle of the sliding surface 40a2.
- the first divided sliding surface 40a1 is a flat surface closer to the horizontal plane than the second divided sliding surface 40a2.
- the surface of the brake element 41 on the movable member 40 side is composed of a first divided sliding surface 41a1 and a second divided sliding surface 41a2 which are flat surfaces having different inclination angles.
- the first divided sliding surface 40a1 of the movable member 40 and the first divided sliding surface 41a1 of the brake element 41 are formed at the same inclination angle.
- the second divided sliding surface 40a1 of the movable member 40 and the second divided sliding surface 41a2 of the brake element 41 are formed at the same inclination angle.
- the brake element 41 slides on the second divided sliding surface 40a2 of the movable member 40 with the second divided sliding surface 41a2 being in surface contact. But rises. Then, the brake element 41 is raised, the first divided sliding surface 41a1 is in contact with the first divided sliding surface 40a1 of the movable member 40, and the second divided sliding surface 41a2 is the second divided sliding surface of the movable member 40. Thereafter, the second divided sliding surface 41a2 is separated from the second divided sliding surface 40a2, and the first divided sliding surface 41a1 is in surface contact with the first divided sliding surface 40a1. Slide.
- the horizontal distance between the contact portion between the movable member 40 and the brake element 41 and the guide rail 8 is such that the second divided sliding surface 41a2 moves upward while sliding on the second divided sliding surface 40a2. As you go, you get closer to a straight line.
- the horizontal distance between the contact portion between the movable member 40 and the brake element 41 and the guide rail 8 is such that the first divided sliding surface 41a1 slides upward on the first divided sliding surface 40a1. As you move, you get closer to a straight line. From the state where the second divided sliding surface 41a2 moves upward while sliding on the second divided sliding surface 40a2, the first divided sliding surface 41a1 slides on the first divided sliding surface 40a1. However, when shifting to a state of moving upward, the horizontal distance between the contact portion between the movable member 40 and the brake element 41 and the guide rail 8 becomes discretely close.
- the direction separating from the normal line of the second divided sliding surfaces 40a2 and 41a2 and the guide rail 8 is used.
- the angle ⁇ formed by is constant.
- the first divided sliding surface 41a1 moves upward while sliding on the first divided sliding surface 40a1
- it is separated from the normal line of the first divided sliding surfaces 40a1 and 41a1 and the guide rail 8.
- the angle ⁇ formed with the direction is constant and is larger than the angle ⁇ in a state in which the second divided sliding surface 41a2 moves upward while sliding on the second divided sliding surface 40a2.
- the pressing force F1 increases as the brake element 41 rises, the first divided sliding surface 41a1 is in contact with the first divided sliding surface 40a1, and the second divided sliding surface 41a2 is in the second divided portion. It is configured so that it becomes maximum before it comes into contact with the braking surface 41a2 and then decreases. Other configurations are the same as those in the first embodiment.
- the emergency stop device 20F configured as described above, when the braking force F0 increases so that the brake element 41 rises while the first divided sliding surface 41a1 is in contact with the first divided sliding surface 40a1, the elastic body 24 The pressing force F1 due to decreases. Further, when the braking force F0 decreases so that the brake element 41 is lowered while the first divided sliding surface 41a1 is in contact with the first divided sliding surface 40a1, the pressing force F1 by the elastic body 24 increases. Therefore, the emergency stop device 20F can automatically adjust so as to suppress the fluctuation of the braking force F0, and suppress the change in the deceleration of the car 6.
- the area of the braking surface can be ensured without increasing the size of the brake element 41, variation in the braking force F0 can be suppressed and the power utilization efficiency of the elevator system can be increased. be able to.
- FIG. FIG. 16 is a schematic diagram for explaining the configuration of an elevator safety device according to Embodiment 5 of the present invention.
- the first to fifth divided sliding surfaces 43a1, 43a2, 43a3, 43a4, and 43a5 formed by flat surfaces having different inclination angles with respect to the horizontal plane are provided on the surface of the movable member 43 on the guide rail 8 side. Are connected so as to gradually increase downward. Further, the surface of the brake member 44 on the movable member 43 side has first to fifth divided sliding surfaces 44a1, 44a2, 44a3, 44a4, and 44a5 formed of flat surfaces having different inclination angles with respect to the horizontal plane, and the inclination angle is downward. It is configured to be connected so as to gradually increase toward the center.
- the first to fifth divided sliding surfaces 43a1, 43a2, 43a3, 43a4, 43a5 of the movable member 43 are respectively connected to the first to fifth divided sliding surfaces 44a1, 44a2, 44a3, 44a4, 44a5 of the brake element 44, respectively.
- the vertical widths of the first to fifth divided sliding surfaces 44 a 1, 44 a 2, 44 a 3, 44 a 4, 44 a 5 of the brake element 44 are the same as the first to fifth divided sliding surfaces 43 a 1, 43 a 2 of the corresponding movable member 43. 43a3, 43a4 and 43a5 are narrower than the vertical width. Therefore, as the brake element 44 is raised, the fifth divided sliding surfaces 43a5 and 44a5 slide to the fourth divided sliding surfaces 43a4 and 44a4,...
- the first divided sliding surface. 43a1 and 44a1 can be sequentially shifted to a sliding state.
- the angle ⁇ at the contact portion between the sliding surfaces is the contact portion of the fifth divided sliding surfaces 43a5, 44a5, the contact portion of the fourth divided sliding surfaces 43a4, 44a4, ..., the first divided sliding surface 43a1, It becomes larger in the order of the contact portion 44a1.
- the pressing force F1 increases as the brake element 41 rises.
- the fourth divided sliding surface 44a4 slides on the fourth divided sliding surface 43a4 from the third divided sliding surface.
- the moving surface 44a3 is configured to be maximized immediately before shifting to a state in which the moving surface 44a3 slides on the third divided sliding surface 43a3, and then decreases. Other configurations are the same as those in the first embodiment.
- the area of the braking surface can be ensured without increasing the size of the brake 44, the variation of the braking force F0 can be suppressed and the power utilization efficiency of the elevator system can be increased. be able to.
- FIG. 17 is a schematic diagram illustrating the configuration of an elevator safety device according to Embodiment 6 of the present invention
- FIG. 18 is a first elastic member applied to the elevator safety device according to Embodiment 6 of the present invention. It is sectional drawing explaining the structure of these.
- the first elastic member 50 includes a coil spring 51 that is externally fitted to the shaft 52, a first spring receiver 53 that is fixed to one end side of the shaft 52, and an axial direction of the shaft 52 that is on the other end side of the shaft 52. And a second spring receiver 54 sandwiching the coil spring 51 between the first spring receiver 53 and a nut 55 screwed to the other end of the shaft 52. The nut 55 is fastened. Thus, the coil spring 51 is held in a contracted state between the first and second spring receivers 53 and 54.
- Other configurations are the same as those in the first embodiment.
- the contact portion 25 rises relative to the brake 23, and when the pressing force F1 by the elastic body 24 exceeds the maximum value, The pressing force F1 by the elastic body 24 decreases. Thereby, the fluctuation
- the vertical component Fp of the vertical drag Fv at the contact portion 25 receives the braking force F0, it is necessary to increase the angle ⁇ at the contact portion 25 when the braking force F0 increases.
- the first elastic member 50 comes into contact with the fixed member 21 and an urging force that presses the brake element 23 downward is generated. Since the urging force by the first elastic member 50 receives a part of the braking force F0, the vertical component Fp of the vertical drag Fv at the contact portion 25 can be reduced. Thereby, it is not necessary to excessively increase the pressing force F1 of the elastic body 24, and the design freedom of the elastic body 24 increases.
- the first elastic member 50 is attached to the brake element 23.
- the first elastic member 50 may be attached to the fixed member 21.
- FIG. FIG. 19 is a schematic diagram illustrating the configuration of an elevator safety device according to Embodiment 7 of the present invention.
- the brake element 23 ⁇ / b> D has a receiving portion 22 c that protrudes from the lower end in a direction away from the guide rail 8 and faces the lower end of the movable member 22.
- the 2nd elastic member 57 is comprised similarly to the 1st elastic member 50, and is attached to the site
- a biasing force is generated that contacts the lower end of the member 22 and presses the brake element 23D downward.
- Other configurations are the same as those in the sixth embodiment.
- the first elastic member 50 abuts against the fixed member 21 and generates a biasing force that presses the brake element 23 downward.
- the second elastic member 57 comes into contact with the lower end of the movable member 22 to generate a biasing force that presses the brake element 23 downward. Since the vertically downward biasing force by the first and second elastic members 50 and 57 receives a part of the braking force F0, the vertical component Fp of the vertical drag Fv at the contact portion 25 can be reduced. Therefore, also in the seventh embodiment, the same effect as in the sixth embodiment can be obtained.
- the first and second elastic members 50 and 57 are used, but the same effect can be obtained by using only the second elastic member 57.
- the elastic member that applies a downward urging force to the brake is installed in the emergency stop device according to the first embodiment.
- the elastic member is an emergency member according to another embodiment. The same effect can be obtained even if it is installed in the stopping device.
- FIG. 20 is a schematic diagram for explaining the configuration of an elevator safety device according to Embodiment 8 of the present invention
- FIG. 21 shows the operation of a coil spring applied to the elevator safety device according to Embodiment 8 of the present invention.
- the fixing member 106 has a guide hole 101 and is fixed to the car 6 (not shown).
- the guide hole 101 is formed in an arcuate hole shape parallel to the first sliding surface 23 a of the brake element 23.
- a slider 102 is slidably disposed in the guide hole 101.
- the slider 102 is formed in an arcuate body that is slidable in the hole direction of the guide hole 101.
- One end of the connecting shaft 103 passes through the slider 102 and moves in the normal direction of the tangential plane of the first sliding surface 23a, with the axial direction being the normal direction of the tangential plane of the first sliding surface 23a. It is arranged to be possible.
- a roller 104 is rotatably attached to the other end of the connecting shaft 103.
- a coil spring 105 which is an elastic body, is mounted on the connecting shaft 103 in an externally fitted state, and is disposed between the slider 102 and the roller 104.
- the slider 102, the connecting shaft 103, and the roller 104 constitute a movable member.
- the outer peripheral surface of the roller 104 is a second sliding surface.
- the first sliding surface 23a and the coil spring 105 constitute a pressing force application unit.
- the first sliding surface 23 a is a curved surface in which the angle ⁇ at the contact portion 25 with the roller 104 continuously changes as the brake element 23 moves up and down relative to the movable member 22.
- the emergency stop device 20H configured in this manner raises the brake 23 relative to the car 6 when the governor rope 10 is gripped.
- the first sliding surface 23 a comes into contact with the roller 104 and the brake member 23 is pressed upward by the coil spring 105 and moves closer to the guide rail 8.
- the braking surface 23 b formed on the side opposite to the first sliding surface 23 a of the brake element 23 comes into contact with the braking surface of the head of the guide rail 8.
- the slider 102 slides upward in the guide hole 101.
- the contact portion 25 between the first sliding surface 23 a and the roller 104 moves upward relative to the slider 102.
- the connecting shaft 103 is displaced so that the angle between the axial direction and the vertical direction becomes small while maintaining the posture in which the axial direction is the normal direction of the tangential plane at the contact portion 25.
- the coil spring 105 is configured not to generate an urging force before braking. Then, the urging force of the coil spring 105 rapidly increases when the spring receiver 113 receives the reaction force of the frictional force F0 and separates from the bolt 114 at the beginning of braking. And since the guide hole 101 is formed in the arc-shaped hole shape parallel to the 1st sliding surface 23a of the brake 23, after the urging
- the urging force of the coil spring 105 rapidly increases and maintains the maximum value as the contact portion 25 moves relatively upward with respect to the brake element 23.
- the urging force of the coil spring 105 increases rapidly after reaching the maximum value, and may decrease and become constant as the impact force decreases.
- the biasing force of the coil spring 105 acts on the contact portion 25 in the normal direction of the tangent plane at the contact portion 25. Therefore, the normal force Fv generated at the contact portion 25 between the first sliding surface 23a and the outer peripheral surface of the roller 104 is constant.
- the urging force of the coil spring 105 increases rapidly as the contact portion 25 moves relatively upward with respect to the slider 102, decreases beyond the maximum value, and is constant. It has become.
- the angle ⁇ formed between the normal direction of the tangential plane at the contact portion 25 and the horizontal plane increases monotonously as the contact portion 25 moves relatively upward with respect to the slider 102. Therefore, the pressing force F1 in the pressing force application unit increases as the position of the contact unit 25 moves upward, and decreases after reaching the same level.
- a braking operation is performed at the initial stage of braking using the characteristics of the pressing force application unit where the pressing force F1 reaches the maximum value, and the pressing force application unit in which the pressing force decreases beyond the maximum value.
- the fluctuation of the braking force F0 is suppressed using the above characteristic.
- the pressing force F1 is changed using the detected braking force F0 and automatically adjusted so as to suppress the fluctuation of the braking force F0, thereby suppressing the change in deceleration. Is possible.
- the initial load of the urging force of the coil spring 105 may be relatively small, and the urging force may be increased according to the contraction of the coil spring 105.
- the normal force Fv by the connecting shaft 103 having the coil spring 105 is applied with an impact at the initial stage of braking immediately after the contact portion 25 rises relative to the brake 23 and contacts the guide rail 8.
- the change of the frictional force F0 can be made smaller than the normal force Fv at the time of suppression, and the coil spring 105 contracts as the contact portion 25 rises relative to the brake element 23.
- the normal force Fv when suppressing the change of the frictional force F0 can be realized.
- the normal force Fv determined by the coil spring 105 is a constant force.
- the distance between the guide hole 101 and the first sliding surface 23a is such that the slider 102 is positioned upward.
- the hole shape of the guide hole 101 so that the vertical drag Fv determined by the coil spring 105 is varied so as to gradually become shorter as it moves to.
- the horizontal force (Fv1 ⁇ COS ⁇ 1) at the angle ⁇ 1 is always smaller than the horizontal force (Fv2 ⁇ COS ⁇ ) at the angle ⁇ 2 larger than the angle ⁇ 1. That is, it is necessary to satisfy ⁇ 1 ⁇ 2 and Fv1 ⁇ cos ⁇ 1> Fv2 ⁇ cos ⁇ 2.
- a movable member 107 having a second sliding surface 107a in line contact with the first sliding surface 23a may be disposed at the other end of the connecting shaft 103. Good.
- the emergency stop device 20I configured in this way also operates in the same manner.
- a fall prevention mechanism may be added to the brake element 23 as in the second and third embodiments, or instead of the brake element 23 as in the fourth embodiment.
- a brake 44 having a plurality of sliding surfaces may be used.
- FIG. FIG. 23 is a schematic diagram illustrating the configuration of an emergency stop device for an elevator according to Embodiment 9 of the present invention.
- the electromagnetic actuator 110 is disposed so as to be movable in the vertical direction with respect to the fixed member 21 while avoiding interference with the movable member 22, and the operating rod 111 of the electromagnetic actuator 110 has an axial direction in the width direction of the guide rail 8 As described above, the first sliding surface 23a of the brake 23 is pressed while avoiding interference with the movable member 22.
- the control device 112 controls the movement of the electromagnetic actuator 110 in the vertical direction and also controls the driving of the electromagnetic actuator 110 so as to obtain a desired pressing force.
- the electromagnetic actuator 110 and the control device 112 constitute a pressing force application unit.
- the emergency stop device 20J according to the ninth embodiment is configured in the same manner as in the first embodiment except that the electromagnetic actuator 110 and the control device 112 are used instead of the elastic body 24.
- the electromagnetic actuator 110 is controlled by the control device 112 so that the contact position of the actuating rod 111 with the first sliding surface 23a becomes the height position of the contact portion 25.
- the vertical movement is controlled based on the position information of the contact portion 25 calculated from the contact angle 23a.
- the pressing force F1 by the actuating rod 111 increases rapidly at the same time when the contact portion 25 of the first and second sliding surfaces 22a, 23a moves upward relative to the brake element 23, that is, at the beginning of braking.
- the contact portion 25 moves upward relative to the brake element 23 and then gradually decreases, the contact portion 25 moves downward relative to the brake element 23.
- the driving of the electromagnetic actuator 110 is controlled by the control device 112 so as to increase gradually.
- the electromagnetic actuator 110 is driven by the control device 112, and the pressing force F1 by the operating rod 111 directly acts on the first sliding surface 23a of the brake 23.
- the driving of the electromagnetic actuator 110 is controlled so that the pressing force F1 rapidly increases and reaches the maximum value as the contact portion 25 moves relatively upward with respect to the brake element 23. Then, after the braking operation at the initial stage of braking is performed and the pressing force F1 exceeds the maximum value, the electromagnetic actuator 110 is driven so as to change the pressing force F1 according to the relative position of the contact portion 25 with respect to the brake element 23. Is controlled to suppress fluctuations in the braking force F0.
- the electromagnetic actuator 110 is driven so that the pressing force F1 of the operating rod 111 is reduced.
- the friction coefficient ⁇ decreases, the braking force F0 decreases, and the contact portion 25 descends relative to the brake 23, the electromagnetic actuator 110 is driven so that the pressing force F1 of the operating rod 111 increases.
- the pressing force F1 is changed using the detected braking force F0 to automatically adjust so as to suppress the fluctuation of the braking force F0, thereby suppressing the change in deceleration. Is possible.
- the emergency stop device is attached to the car, but the lifting body to which the emergency stop device is attached is not limited to the car and may be a counterweight.
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Abstract
Description
図1はこの発明の実施の形態1に係るエレベータシステムを示す模式図、図2はこの発明の実施の形態1に係るエレベータの非常止め装置の制動メカニズムを説明する模式図、図3は比較例のエレベータの非常止め装置の制動メカニズムを説明する模式図である。
調速機ロープ10は、機械室2内に設置された調速機9とピット(図示せず)内に設置された張り車(図示せず)とに掛け渡されている。そして、調速機ロープ10は、引上装置(図示せず)を介してかご6に連結され、かご6の昇降に連動して、循環走行する。
この弾性体24は、圧縮されるしたがい、反発力が増大し、最大値を超えると低下する特性を有している。この反発力が、押し付け力F1となる。つまり、非常止め装置20の動作においては、弾性体24は、図4に示されるように、制動力F0の増加に伴い、制動子23が可動部材22に対して相対的に上昇し、接触部25での角度θが増え、可動部材22が右側に移動した場合に、押し付け力F1が増加し、最大値を超えると低下する。これにより、制動開始初期では、制動力F0が大きく増加し、制動力F0が最大値を超えると、制動力F0の変動が抑制されるので、かご6の減速度の変化が抑制される。言い換えれば、非常止め装置20は、かご6の減速度の変化が抑制されるように、制動力F0の変動を自動調整できる。
逆に、制動力F0の低下に伴い、制動子23が可動部材22に対して相対的に下降し、接触部25での角度θが減り、可動部材22が左側に移動した場合には、押し付け力F1が増加する。
ここで、弾性体24が押し付け力印加部を構成している。また、第1摺動面23aおよび第2摺動面22aが、線接触し、接触部25での接平面の法線と水平面とのなす角度θが接触部25の制動子23に対する相対的な鉛直上方への移動にしたがって、小さくなるように構成されているので、接触部25の僅かな移動により押し付け力F1の変化量を大きくでき、制動力F0の変動を効果的に抑制できる。
図13はこの発明の実施の形態2に係るエレベータの非常止め装置の構成を説明する模式図である。
なお、他の構成は、上記実施の形態1と同様に構成されている。
また、上記実施の形態2において、ガイド棒38の先端側を先細り形状にしたり、ガイド穴39の入口側の開口縁部を口開き状にしてもよい。この場合、ガイド棒38がガイド穴39に挿入されやすくなり、制動子23による制動動作の安定性が高められる。
また、上記実施の形態2において、ガイド穴39の内部にローラを設置したり、オイルを塗布してもよい。この場合、ガイド棒38のガイド穴39内の移動時の摩擦が低減されるので、制動子23による制動動作の安定性が高められる。
図14はこの発明の実施の形態3に係るエレベータの非常止め装置の構成を説明する模式図である。
なお、他の構成は上記実施の形態1と同様に構成されている。
したがって、この実施の形態3においても、制動子23Cの相対的な上昇時に、制動子23Cの傾きの発生が抑制されるので、制動子23Cが鉛直方向に安定して移動することができる。
図15はこの発明の実施の形態4に係るエレベータの非常止め装置の構成を説明する模式図である。
なお、他の構成は上記実施の形態1と同様に構成されている。
図16はこの発明の実施の形態5に係るエレベータの非常止め装置の構成を説明する模式図である。
弾性体24は、その押し付け力F1が、制動子41の上昇とともに増加し、例えば、第4分割摺動面44a4が第4分割摺動面43a4上を摺動している状態から第3分割摺動面44a3が第3分割摺動面43a3上を摺動している状態に移行する直前で最大となり、その後低下するように、構成されている。
なお、他の構成は上記実施の形態1と同様に構成されている。
図17はこの発明の実施の形態6に係るエレベータの非常止め装置の構成を説明する模式図、図18はこの発明の実施の形態6に係るエレベータの非常止め装置に適用される第1弾性部材の構成を説明する断面図である。
第1弾性部材50は、軸52に外嵌状態に装着されたコイルばね51と、軸52の一端側に固着された第1ばね受け53と、軸52の他端側に軸52の軸方向に移動可能に取り付けられ、第1ばね受け53との間にコイルばね51を挟み込む第2ばね受け54と、軸52の他端に螺着されたナット55と、備え、ナット55を締着して、コイルばね51が第1および第2ばね受け53,54間に収縮した状態に保持されている。
なお、他の構成は上記実施の形態1と同様に構成されている。
この非常止め装置20Hでは、制動子23の上昇量が一定量を超えると、第1弾性部材50が固定部材21に当接し、制動子23を鉛直下方に押圧する付勢力が発生する。この第1弾性部材50による付勢力が制動力F0の一部を受けるので、接触部25での垂直抗力Fvの鉛直成分Fpを小さくできる。これにより、弾性体24の押し付け力F1を過度に大きくする必要がなく、弾性体24の設計自由度が増大する。
図19はこの発明の実施の形態7に係るエレベータの非常止め装置の構成を説明する模式図である。
なお、他の構成は上記実施の形態6と同様に構成されている。
また、上記実施の形態6,7では、制動子に下向きの付勢力を付与する弾性部材を実施の形態1による非常止め装置に設置しているが、当該弾性部材は他の実施の形態による非常止め装置に設置しても、同様の効果が得られる。
図20はこの発明の実施の形態8に係るエレベータの非常止め装置の構成を説明する模式図、図21はこの発明の実施の形態8に係るエレベータの非常止め装置に適用されるコイルばねの動作を説明する断面図である。
図23はこの発明の実施の形態9に係るエレベータの非常止め装置の構成を説明する模式図である。
なお、実施の形態9におる非常止め装置20Jは、弾性体24に替えて、電磁アクチュエータ110および制御装置112を用いている点を除いて、上記実施の形態1と同様に構成されている。
Claims (9)
- ガイドレールに対して接近する方向と離間する方向とに往復移動可能に、かつ上記ガイドレールに沿って鉛直方向に移動可能に配設され、上記ガイドレールと反対側の面に第1摺動面を有し、上記ガイドレールに押し付けられて制動力を発生する制動子と、
上記制動子の上記第1摺動面側に配設され、上記第1摺動面に接する第2摺動面を有する可動部材と、
上記制動子を上記ガイドレールに押し付ける押し付け力を発生する押し付け力印加部と、を備え、
上記制動子は、上記第1摺動面と上記第2摺動面とが摺動することによって上記可動部材に対して相対的に鉛直方向に移動可能に構成され、
上記押し付け力印加部は、上記第1摺動面と上記第2摺動面との接触部の位置が上方に移動するにしたがい、上記押し付け力が増大し、最大値に至った後に低下するように構成されているエレベータの非常止め装置。 - 上記可動部材は、エレベータの昇降体と上記制動子との間に、上記ガイドレールに対して接近する方向と離間する方向とに往復移動可能に配設され、上記制動子の鉛直上方への移動にしたがって、上記ガイドレールから離反する方向に移動するように構成され、
上記押し付け力印加部は、上記可動部材と上記昇降体との間に配設され、上記可動部材の上記ガイドレールから離反する方向の移動によって変位することにより上記押し付け力を発生する弾性体を備え、
上記弾性体の押し付け力は、上記可動部材を介して上記第1摺動面に印加され、
上記弾性体は、上記押し付け力が、上記変位が大きくなるにしたがって増大して最大値に至った後に低下するように構成されている請求項1記載のエレベータの非常止め装置。 - 上記第1摺動面と上記第2摺動面は、上記接触部で線接触する曲面に構成され、
上記曲面は、上記接触部での接平面の法線と水平面とのなす角度が、上記接触部の上記制動子に対する相対的な鉛直上方への移動にしたがって、小さくなるように構成されている請求項2記載のエレベータの非常止め装置。 - 上記第1摺動面と上記第2摺動面は、それぞれ、水平面に対する傾斜角度が異なる複数の平坦面を有し、
上記複数の平坦面は、上記傾斜角度が上方に向かって小さくなるように連結されている請求項2記載のエレベータの非常止め装置。 - 上記制動子の上記ガイドレールに沿った昇降移動を案内する傾き防止機構を備えている請求項2から請求項4のいずれか1項に記載のエレベータの非常止め装置。
- 上記制動子の上昇移動量が一定量に至るまでは、上記制動子に付勢力を付与せず、上記制動子の上昇移動量が一定量超えると、上記制動子に下向きの付勢力を付与する弾性部材を備えている請求項2から請求項5のいずれか1項に記載のエレベータの非常止め装置。
- 上記可動部材は、上記制動子の鉛直上方への移動にしたがって、上記接触部が上方に移動するように構成され、
上記押し付け力印加部は、上記第1摺動面と、上記可動部材を介して上記第1摺動面に上記接触部での接平面の法線方向に作用する付勢力を発生する弾性体と、を備え、
上記弾性体は、上記接触部の位置が上方に移動するにしたがい、上記付勢力が増大し、最大値に至った後に低下し、その後一定となるように構成され、
上記第1摺動面は、上記接触部での接平面の法線と水平面とのなす角度が、上記接触部の上記制動子に対する相対的な上方への移動にしたがって、小さくなるように構成され、
上記第1摺動面に上記接触部での接平面の法線方向に作用する上記付勢力の水平成分が上記押し付け力となる請求項1記載のエレベータの非常止め装置。 - 上記可動部材は、エレベータの昇降体と上記制動子との間に、上記ガイドレールに対して接近する方向と離間する方向とに往復移動可能に配設され、上記制動子の鉛直上方への移動にしたがって、上記ガイドレールから離反する方向に移動するように構成され、
上記押し付け力印加部は、上記押し付け力を発生する電磁アクチュエータと、上記接触部の位置が上方に移動するにしたがい、上記押し付け力が増大し、最大値に至った後に低下するように上記電磁アクチュエータを駆動する制御装置と、を備え、
上記電磁アクチュエータの押し付け力が第1摺動面に直接印加される請求項1記載のエレベータの非常止め装置。 - 請求項1から請求項8のいずれか1項に記載のエレベータの非常止め装置を備えたエレベータシステム。
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KR1020177025426A KR101986928B1 (ko) | 2015-03-18 | 2016-01-14 | 엘리베이터의 비상 멈춤 장치 및 엘리베이터 시스템 |
US15/552,866 US10640331B2 (en) | 2015-03-18 | 2016-01-14 | Elevator safety device and elevator system |
DE112016001260.8T DE112016001260T5 (de) | 2015-03-18 | 2016-01-14 | Aufzugssicherheitsvorrichtung und aufzugsanlage |
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US10889467B2 (en) * | 2018-05-08 | 2021-01-12 | Otis Elevator Company | Synchronization based on distance of magnet assembly to rail |
CN109750465B (zh) * | 2019-03-21 | 2023-09-26 | 浙江好易点智能科技有限公司 | 晾杆上升遇阻保护装置和运行方法及晾衣机 |
ES2935963T3 (es) * | 2019-05-08 | 2023-03-13 | Otis Elevator Co | Aparato de montaje para freno de seguridad |
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