WO2017103969A1 - Elevator device - Google Patents

Elevator device Download PDF

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Publication number
WO2017103969A1
WO2017103969A1 PCT/JP2015/084906 JP2015084906W WO2017103969A1 WO 2017103969 A1 WO2017103969 A1 WO 2017103969A1 JP 2015084906 W JP2015084906 W JP 2015084906W WO 2017103969 A1 WO2017103969 A1 WO 2017103969A1
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WO
WIPO (PCT)
Prior art keywords
rail
braking
car
guide
movable
Prior art date
Application number
PCT/JP2015/084906
Other languages
French (fr)
Japanese (ja)
Inventor
直浩 白石
孝太郎 福井
渡辺　誠治
安藤　英司
池田　史郎
Original Assignee
三菱電機株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 三菱電機株式会社 filed Critical 三菱電機株式会社
Priority to PCT/JP2015/084906 priority Critical patent/WO2017103969A1/en
Priority to JP2017555882A priority patent/JP6485664B2/en
Publication of WO2017103969A1 publication Critical patent/WO2017103969A1/en

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Classifications

    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B7/00—Other common features of elevators
    • B66B7/02—Guideways; Guides

Definitions

  • This invention relates to an elevator apparatus in which an emergency stop device is provided on a lifting body such as a car.
  • the governor rope is connected to the emergency stop device provided in the car, and the cage is stopped in an emergency by pulling the wedge of the emergency stop device with the governor rope and bringing the wedge into contact with the guide rail.
  • An elevator apparatus is known.
  • the governor rope is wound around in a loop around a governor sheave provided at the upper part of the hoistway and a governor tension wheel provided at the lower part of the hoistway.
  • the governor sheave, the governor tension wheel, and the governor rope operate as mass bodies that are interlocked according to the movement of the car. For example, when the suspension body that suspends the car breaks and a downward acceleration exceeding the set value occurs in the car, an upward inertia force is generated in the mass body as seen from the car, and the wedge becomes a governor. Pulled up by a rope. Thereby, a wedge contacts a guide rail and a cage
  • the emergency stop device in order to prevent the emergency stop device from malfunctioning, the emergency stop device is provided with a malfunction prevention spring that biases the wedge in a direction that prevents the wedge from being lifted.
  • the provision of the malfunction prevention spring in the emergency stop device increases the time required for lifting the wedge when the suspension body is broken. Therefore, when the suspension breaks in the vicinity of the lowest floor, the speed of the car when colliding with a shock absorber installed in a pit located below the lowest floor is higher than when there is no spring for preventing malfunction. turn into. Thereby, in the conventional elevator apparatus, the size of the shock absorber cannot be reduced, and the depth of the pit of the hoistway cannot be reduced.
  • the present invention has been made to solve the above-described problems, and is an elevator that can prevent malfunction of the emergency stop device and reduce the depth of the pit of the hoistway.
  • the object is to obtain a device.
  • An elevator apparatus includes a lifting body that can move in a vertical direction in a hoistway, a guide rail that guides the movement of the lifting body, and an emergency stop device provided in the lifting body.
  • the emergency stop device can be displaced relative to the lifting body between the initial position away from the rail body and the contact position that contacts the rail body.
  • the main rail body has a wide rail provided in the lower setting section set at the lower part of the hoistway, and is provided outside the lower setting section and continues upward from the wide rail.
  • the width of the wide rail portion is larger than the width of the normal rail portion.
  • the elevator apparatus includes a lifting body that can move in the vertical direction in the hoistway, a guide rail that guides the movement of the lifting body, and an emergency stop device provided in the lifting body.
  • the emergency stop device has a rail main body provided along the moving direction of the lifting body, and the emergency stop device is located between the initial position away from the rail main body and the contact position in contact with the rail main body with respect to the lifting body. It has a displaceable brake body and a guide member that guides the displacement of the brake body relative to the lifting body. The emergency stop device displaces the braking body in the horizontal direction with respect to the lifting body by displacing the guide member.
  • the switching device is provided, and the switching device sets the first position as the initial position of the braking body when the braking body is in the lower setting section set at the lower part of the hoistway, and the lower setting section. than The second position different from the first position when the brake body is present is the initial position of the brake body, and the gap between the brake body and the rail main body when in the first position is the second position It is narrower than the gap between the brake body and the rail body when in the position.
  • the operation time of the emergency stop device can be shortened in the lower setting section set at the lower part of the hoistway, and the shock absorber can be reduced in size.
  • the depth of the pit of the hoistway can be shortened.
  • the clearance gap between a braking body and a rail main-body part can be expanded above a lower setting area. Thereby, it is possible to prevent malfunction of the emergency stop device.
  • FIG. 1 It is a block diagram which shows the elevator by Embodiment 1 of this invention. It is an expansion perspective view which shows the guide apparatus and car guide rail of FIG. It is a block diagram which shows the emergency stop apparatus of FIG. It is a block diagram which shows the state in which the brake body of an emergency stop apparatus has reached the contact position when the width
  • variety. 2 is a graph showing the relationship between the speed of a car and the position of the car when the car in FIG.
  • FIG. 12 is a cross-sectional view taken along line XII-XII in FIG. It is sectional drawing which shows a state when the emergency stop apparatus of the elevator apparatus by Embodiment 6 of this invention exists in a lower setting area. It is sectional drawing which shows a state when the emergency stop apparatus of FIG. 13 exists in a normal setting area.
  • FIG. 1 is a block diagram showing an elevator according to Embodiment 1 of the present invention.
  • a pair of car guide rails 2 and a pair of counterweight guide rails 3 are installed in a hoistway 1.
  • Each of the car guide rails 2 and the counterweight guide rails 3 has a plate-like rail flange portion 4 provided along the vertical direction, and projects horizontally from the rail flange portion 4, along the vertical direction. It has a rail main body 5 provided.
  • the cross-sectional shapes of the car guide rails 2 and the counterweight guide rails 3 are T-shaped by the rail flange portion 4 and the rail body portion 5.
  • the pair of car guide rails 2 are arranged in a state where the rail main body portions 5 of the car guide rails 2 face each other in the horizontal direction.
  • the pair of counterweight guide rails 3 are arranged in a state where the rail main body portions 5 of the counterweight guide rails 3 face each other in the horizontal direction.
  • a car 6 that is a lifting body is provided between the pair of car guide rails 2, and between the pair of counterweight guide rails 3, a counterweight 7 that is a lifting body is provided.
  • the car 6 is movable in the vertical direction in the hoistway 1 while being guided by the rail body portions 5 of the pair of car guide rails 2.
  • the counterweight 7 is movable in the vertical direction in the hoistway 1 while being guided by the rail body portions 5 of the pair of counterweight guide rails 3.
  • a machine room 8 is provided in the upper part of the hoistway 1.
  • a hoisting machine 9 that generates a driving force for moving the car 6 and the counterweight 7 and a deflector 10 are installed.
  • the hoisting machine 9 has a driving sheave 11.
  • the driving sheave 11 is rotated by the driving force of the hoisting machine 9.
  • the baffle wheel 10 is disposed away from the driving sheave 11 in the horizontal direction.
  • a suspension 12 that is a long object is wound around the driving sheave 11 and the deflector 10.
  • the car 6 and the counterweight 7 are suspended in the hoistway 1 by the suspension body 12.
  • the suspension body 12 for example, a rope or a belt is used.
  • one end of the suspension body 12 is connected to the upper portion of the car 6, and the other end portion of the suspension body 12 is connected to the upper portion of the counterweight 7. That is, in this example, the suspension method of the car 6 and the counterweight 7 by the suspension body 12 is a 1: 1 roping method.
  • a plurality of guide devices 13 that are guided to the respective rail body portions 5 of the pair of car guide rails 2 are provided on the upper and lower parts of the car 6.
  • two guide devices 13 are provided at the top and bottom of the car 6.
  • FIG. 2 is an enlarged perspective view showing the guide device 13 and the car guide rail 2 of FIG.
  • the guide device 13 includes a plate-like fixing member 131 fixed to the car 6 and three guide rollers 132 supported by the fixing member 131.
  • the guide device 13 In the guide device 13, of the three guide rollers 132, two guide rollers 132 come into contact with both side surfaces in the width direction of the rail body portion 5, and the remaining one guide roller 132 is brought into contact with the protruding end surface of the rail body portion 5. In contact.
  • the three guide rollers 132 are elastically supported with respect to the fixing member 131.
  • the guide device 13 rolls each guide roller 132 to the rail body 5 while keeping the position of the fixing member 131 in the horizontal direction of the car guide rail 2 with respect to the rail body 5 by the three guide rollers 132. Guided to the main body 5.
  • a pair of emergency stop devices 14 individually facing the pair of car guide rails 2 are provided at the lower part of the car 6.
  • One emergency stop device 14 is provided with an operation lever 15.
  • the pair of safety devices 14 grips the rail body portions 5 of the pair of car guide rails 2 in conjunction with each other. As a result, a braking force for stopping the car 6 is generated in the car 6.
  • FIG. 3 is a block diagram showing the safety device 14 of FIG.
  • the emergency stop device 14 includes a pair of guide members 141 fixed to the car 6 and a pair of brake bodies 142 that can be displaced with respect to the car 6 while being guided by the pair of guide members 141.
  • the pair of guide members 141 are disposed on both sides in the width direction of the rail body 5 of the car guide rail 2.
  • the pair of guide members 141 are respectively provided with inclined portions 141 a that are inclined with respect to the side surface in the width direction of the rail body portion 5 of the car guide rail 2.
  • the distance between the side surface in the width direction of the rail body portion 5 of the car guide rail 2 and the inclined portion 141a of the guide member 141 is continuously reduced from the lower portion to the upper portion of the guide member 141.
  • the pair of braking bodies 142 are respectively disposed between the rail body portion 5 of the car guide rail 2 and the inclined portions 141a of the guide members 141.
  • the pair of brake bodies 142 can be displaced with respect to the car 6 according to the operation of the operation lever 15. Further, the pair of braking bodies 142 are guided by the inclined portions 141 a of the respective guide members 141, whereby the initial position of the car guide rail 2 away from the rail main body 5 and the rail main body 5 of the car guide rail 2. It can be displaced with respect to the car 6 between the contact position contacting the side surface in the width direction.
  • FIG. 3 shows the state of the emergency stop device 14 when each braking body 142 is in the initial position.
  • Each brake body 142 is displaced upward while being guided by the inclined portion 141a from the initial position, and reaches the contact position by being pushed between the side surface in the width direction of the rail body 5 and the inclined portion 141a.
  • the rail body portion 5 of the car guide rail 2 is gripped by the pair of brake bodies 142, and friction generated between each of the brake bodies 142 and the rail body portion 5 A braking force is generated in the car 6.
  • a speed governor 16 is provided as shown in FIG.
  • the governor 16 includes a governor sheave 17.
  • a governor tension wheel 18 is provided at the lower part of the hoistway 1.
  • a governor rope 19 is wound around the governor sheave 17 and the governor tension wheel 18. One end and the other end of the governor rope 19 are connected to the operation lever 15 of the safety device 14.
  • the governor rope 19 is stretched in a loop between the governor sheave 17 and the governor tension wheel 18.
  • the speed governor rope 19 moves as the car 6 moves, and the speed governor sheave 17 and the speed governor tension wheel 18 rotate as the car 6 moves. That is, the mass body including the governor sheave 17, the governor tensioner 18, and the governor rope 19 operates in association with the movement of the car 6.
  • the governor 16 grips the governor rope 19 when the rotational speed of the governor tensioner wheel 18 exceeds the set excessive speed.
  • the speed governor 16 grips the speed governor rope 19 while the car 6 is moving downward, a displacement difference is generated between the car 6 and the speed governor rope 19 and the operation lever 15 is operated.
  • the pair of brake bodies 142 are displaced from the initial position to the contact position, and the car 6 stops due to friction between each brake body 142 and the car guide rail 2.
  • the car 6 may collide with the bottom of the hoistway 1 between the time when the suspension body 12 is broken and the time when the car 6 is stopped by the operation of the emergency stop device 14. Accordingly, a shock absorber 20 that absorbs the impact of the car 6 is provided at the bottom of the hoistway 1.
  • the shock absorber 20 is disposed in a range below the stop position on the lowest floor of the car 6, that is, in the pit of the hoistway 1. Since the required stroke of the shock absorber 20 increases as the collision speed of the car 6 increases, the shock absorber 20 can be reduced in size by reducing the collision speed of the car 6 against the shock absorber 20.
  • the suspension body 12 breaks when the car 6 is in the upper part in the hoistway 1, if the safety device 14 operates, the car 6 stops before colliding with the bottom of the hoistway 1. Therefore, in this case, the car 6 does not collide with the shock absorber 20, and the operation time of the safety device 14 does not affect the necessary stroke of the shock absorber 20.
  • the suspension body 12 breaks when the car 6 is in the lower part in the hoistway 1, even if the safety device 14 is operated, the car 6 is buffered before the car 6 stops. 20 hits.
  • the impact speed of the car 6 against the shock absorber 20 is related. Therefore, if the operation time of the safety device 14 is shortened in the lower section of the hoistway 1, the collision speed of the car 6 against the shock absorber 20 can be reduced, and the shock absorber 20 can be downsized.
  • FIG. 4 is a configuration diagram showing a state in which the braking body 142 of the emergency stop device 14 has reached the contact position when the width of the rail body 5 in FIG. 3 is the first width t1.
  • FIG. 5 shows a state in which the brake body 142 of the emergency stop device 14 has reached the contact position when the width of the rail body 5 in FIG. 3 is the second width t2 that is larger than the first width t1.
  • FIG. 4 and 5 the height of the lower end portion of the braking body 142 when in the initial position is indicated by a straight line A.
  • the displacement amount from the initial position of the braking body 142 to the contact position is d1.
  • the width of the rail body 5 is the second width t2 that is larger than the first width t1
  • the amount of displacement until the brake body 142 reaches the contact position from the initial position is d2 shorter than d1.
  • the amount of displacement from the initial position of the braking body 142 to the contact position is such that the width of the rail body 5 is greater than the first width t1 than when the width of the rail body 5 is the first width t1. Is shorter when the second width t2 is larger.
  • the time from when the suspension body 12 breaks until the braking body 142 reaches the contact position becomes shorter. The time becomes shorter as the width of the rail body 5 becomes larger.
  • the hoistway 1 is set with a lower setting section L1 located below the hoistway 1 and a normal setting section L2 located above the lower setting section L1.
  • the lower setting section L1 is located at the lower part of the elevating / lowering range of the safety device 14.
  • the operation time of the safety device 14 is increased by making the width of the rail body 5 present in the lower setting section L1 larger than the width of the rail body 5 existing in the normal setting section L2. Is shorter in the lower setting section L1 than in the normal setting section L2.
  • FIG. 6 is a graph showing the relationship between the speed of the car 6 and the position of the car 6 when the car 6 in FIG. 1 moves from the top floor to the bottom floor in a normal state. It is considered that the operating time of the emergency stop device 14 and the collision speed of the car 6 against the shock absorber 20 are related in the range below the position where the car 6 starts to decelerate from the rated speed while moving downward. Accordingly, in this example, the position of the emergency stop device 14 that starts deceleration from the rated speed during the downward movement of the car 6 is the position of the boundary between the lower setting section L1 and the normal setting section L2.
  • FIG. 7 is a cross-sectional view showing the rail body 5 and the emergency stop device 14 of the car guide rail 2 at the position of the boundary between the lower setting section L1 and the normal setting section L2 in FIG.
  • the rail main body 5 of the car guide rail 2 is provided in the widened rail portion 51 provided in the lower setting section L1 and the normal setting section L2 outside the lower setting section L1, and is normally continuous upward from the widened rail section 51.
  • Rail part 52 The width of the normal rail portion 52 is constant over the entire range of the normal setting section L2.
  • the width of the wide rail portion 51 is larger than the width of the normal rail portion 52.
  • the widened rail portion 51 has a constant width portion 53 having a constant width in the length direction of the rail body portion 5 and a transition portion 54 that connects the constant width portion 53 and the normal rail portion 52.
  • the width of the transition portion 54 is the same as the width of the constant width portion 53 at the boundary position between the constant width portion 53 and the transition portion 54, and the normal rail position at the boundary position between the normal rail portion 52 and the transition portion 54.
  • the width of the portion 52 is the same. Further, the width of the transition portion 54 continuously decreases from the constant width portion 53 toward the normal rail portion 52.
  • the change in the width of the transition portion 54 in the length direction of the rail body portion 5 may be linear or curved.
  • the width of the constant width portion 53 is larger than the width of the normal rail portion 52 beyond the range of variations due to manufacturing errors of the normal guide rail.
  • the width of the constant width portion 53 is larger than the width of the normal rail portion 52 by, for example, 10% or more.
  • the horizontal gap between the brake body 142 and the widened rail portion 51 is narrower than the horizontal gap between the brake body 142 and the normal rail portion 52. ing.
  • the operation time from when the suspension body 12 breaks until the braking body 142 reaches the contact position is longer than that when the emergency stop device 14 is in the normal setting section L2. Sometimes it is shorter.
  • the side surface in the width direction of the transition portion 54 of the wide rail portion 51 is inclined with respect to a straight line along the length direction of the rail body portion 5. If the inclination angle ⁇ of the side surface in the width direction of the transition portion 54 with respect to the straight line along the length direction of the rail body portion 5 is too large, the brake body 142 may It becomes difficult to contact the side surface in the width direction, and a contact area between the braking body 142 and the transition portion 54 is difficult to be secured. If the inclination angle ⁇ of the side surface in the width direction of the transition portion 54 is too large, the brake body 142 is caught by the transition portion 54 when the brake body 142 passes through the transition portion 54 while being in contact with the normal rail portion 52. An excessive deceleration may occur in the car 6. Therefore, it is necessary to make the inclination angle ⁇ of the side surface in the width direction of the transition portion 54 sufficiently small.
  • each of the rail body 5 and the brake body 142 is designed so as to be within the average deceleration range (range between 0.2G and 1.0G) shown in JISA4302-2006 (elevator inspection standard). ing.
  • the width of the widening rail portion 51 provided in the lower setting section L1 set in the lower part of the hoistway 1 is normal in the normal setting section L2 outside the lower setting section L1. Since it is larger than the width of the rail portion 52, when the brake body 142 is in the initial position, a gap between the brake body 142 and the wide rail portion 51 is set between the brake body 142 and the normal rail portion 52.
  • the operating time of the emergency stop device 14 from the time when the suspension body 12 is broken to the time when the braking body 142 reaches the contact position can be made shorter in the lower setting section L1 than in the normal setting section L2. Can do.
  • car 6 with respect to the buffer 20 can be reduced, and size reduction of the buffer 20 can be achieved. Therefore, the pit depth of the hoistway 1 can be shortened.
  • the gap between the braking body 142 and the rail body 5 when in the initial position can be wider than the lower setting section L1. . Thereby, it is possible to prevent malfunction of the safety device 14.
  • the width of the rail body 5 is larger in the lower setting section L1 than in the normal setting section L2, the range in which the operation time of the emergency stop device 14 is shortened is less likely to shift due to secular change, and it can be reused during maintenance. No adjustment is necessary.
  • variety of the rail main-body part 5 can be confirmed easily visually, the lower setting area L1 can also be confirmed easily.
  • the mass body including the governor sheave 17, the governor tension wheel 18, and the governor rope 19 is connected to the operation lever 15 of the emergency stop device 14, and the acceleration exceeding the set value is generated in the car 6. Since each brake body 142 is displaced from the initial position to the contact position by the inertial force of the mass body when it is done, for example, when the suspension body 12 that suspends the car 6 breaks, the speed of the car 6 is not excessive. However, the emergency stop device 14 can be operated early. Thereby, the collision speed of the car 6 with respect to the shock absorber 20 can be reduced more reliably, and the pit depth of the hoistway 1 can be further shortened.
  • FIG. FIG. 8 is a cross-sectional view showing rail body 5 and emergency stop device 14 of car guide rail 2 of an elevator apparatus according to Embodiment 2 of the present invention.
  • Each brake body 142 includes a movable support member 143 guided by the inclined portion 141 a of the guide member 141, a movable brake member 144 that can be displaced with respect to the movable support member 143, and the movable support member 143 and the movable brake member 144. And a spring 145 which is an elastic body disposed therebetween.
  • the movable braking member 144 is disposed between the movable support member 143 and the rail body 5. Thereby, when the brake body 142 reaches the contact position, the movable brake member 144 contacts the rail body 5.
  • the movable braking member 144 is connected to the movable support member 143 through the joint 146.
  • the joint 146 is attached between the upper ends of the movable support member 143 and the movable brake member 144.
  • the movable braking member 144 is rotatable about the joint 146 with respect to the movable support member 143.
  • the movable brake member 144 is rotatable with respect to the movable support member 143 by elastic deformation of the joint 146.
  • the spring 145 is connected to each of the movable support member 143 and the movable brake member 144 below the joint 146. As a result, the spring 145 elastically expands and contracts according to the displacement of the movable braking member 144 relative to the movable support member 143.
  • the movable brake member 144 When the brake body 142 reaches the contact position, the movable brake member 144 is pushed by the rail body 5 and the movable brake member 144 is displaced in a direction approaching the movable support member 143. As a result, the spring 145 contracts while being elastically deformed between the movable support member 143 and the movable brake member 144. That is, when the brake body 142 is in the contact position, the movable brake member 144 is in contact with the rail body portion 5 with the spring 145 contracted by elastic deformation between the movable support member 143 and the movable brake member 144. .
  • the spring 145 generates an elastic restoring force against the displacement of the movable braking member 144 in the direction approaching the movable support member 143, and the movable braking member 144 is pressed against the rail body 5 by the elastic restoring force of the spring 145. Further, when the movable brake member 144 passes through the transition portion 54 in contact with the rail main body portion 5, the spring 145 is elastically deformed and the movable brake member 144 is adjusted to the inclination angle ⁇ of the side surface in the width direction of the transition portion 54. Tilt. Thereby, the contact area of the movable braking member 144 with respect to the transition part 54 of the rail main-body part 5 is ensured.
  • Other configurations and operations are the same as those in the first embodiment.
  • the brake body 142 includes a movable support member 143, a movable brake member 144 that can be displaced with respect to the movable support member 143, and a spring disposed between the movable support member 143 and the movable brake member 144.
  • the movable braking member 144 can be displaced according to the angle of the side surface in the width direction of the rail body portion 5 when the movable braking member 144 contacts the rail body portion 5, and the braking body Regardless of the angle of the side surface in the width direction of the rail body 5 with respect to 142, the contact area of the movable braking member 144 with the rail body 5 can be ensured.
  • the movable braking member 144 is inclined according to the inclination angle ⁇ of the side surface in the width direction of the transition portion 54. And the fluctuation of the deceleration of the car 6 can be suppressed.
  • FIG. 9 is a cross-sectional view showing rail body 5 and emergency stop device 14 of car guide rail 2 of an elevator apparatus according to Embodiment 3 of the present invention.
  • Each movable braking member 144 has a plurality of braking pieces 144 a arranged in the moving direction of the car 6.
  • each movable braking member 144 has two braking pieces 144a.
  • the plurality of braking pieces 144a are connected to each other via a joint 146 so as to be rotatable.
  • the configuration of the joint 146 that couples the plurality of braking pieces 144 a to each other is the same as the configuration of the joint 146 that couples the movable braking member 144 to the movable support member 143.
  • each spring 145 elastically expands and contracts according to the displacement of the plurality of braking pieces 144a with respect to the movable support member 143.
  • each brake piece 144a with respect to the rail body 5 increases, and the contact area of the movable brake member 144 with respect to the rail body 5 as a whole is ensured.
  • Other configurations and operations are the same as those in the second embodiment.
  • the movable braking member 144 has a plurality of braking pieces 144a arranged in the moving direction of the car 6, and the plurality of braking pieces 144a are rotatably connected to each other.
  • each brake piece 144 a can be displaced according to the angle of the side surface in the width direction of the rail body 5.
  • the rail A plurality of braking pieces 144a can be rotated with each other along the angle of the side surface in the width direction of the main body portion 5, and each of the braking pieces 144a is railed in accordance with the change in the angle of the side surface in the width direction of the rail body portion 5.
  • the main body 5 can be brought into contact.
  • the number of braking pieces 144a included in the movable braking member 144 is two, but the number of braking pieces 144a included in the movable braking member 144 may be three or more.
  • three or more brake pieces 144 a are arranged in the moving direction of the car 6, and the brake pieces 144 a adjacent to each other are connected to each other via a joint 146 so as to be rotatable.
  • FIG. 10 is a cross-sectional view showing rail main body portion 5 and emergency stop device 14 of car guide rail 2 of an elevator apparatus according to Embodiment 4 of the present invention.
  • Each movable braking member 144 has a plurality of braking pieces 144 a arranged in the moving direction of the car 6.
  • each movable braking member 144 has two braking pieces 144a.
  • the plurality of braking pieces 144a are arranged apart from each other through the space portion 147.
  • the plurality of braking pieces 144a can be displaced independently of each other with respect to the movable support member 143.
  • a spring 145 that is an elastic body is individually arranged between each brake piece 144a and the movable support member 143.
  • each of the braking pieces 144 a and the movable support member 143 are individually connected via a plurality of springs 145.
  • each spring 145 elastically expands and contracts individually according to the displacement of the plurality of braking pieces 144a with respect to the movable support member 143.
  • each brake piece 144a with respect to the rail body 5 increases, and the contact area of the movable brake member 144 with respect to the rail body 5 as a whole is ensured.
  • Other configurations and operations are the same as those in the second embodiment.
  • the movable braking member 144 has a plurality of braking pieces 144 a arranged in the moving direction of the car 6, and the plurality of braking pieces 144 a can be displaced independently from each other with respect to the movable support member 143. Therefore, when the movable braking member 144 comes into contact with the rail main body portion 5, each braking piece 144 a can be displaced according to the angle of the side surface in the width direction of the rail main body portion 5. Therefore, even if the contact angle of the movable braking member 144 with respect to the side surface in the width direction of the rail body 5 changes, the plurality of braking pieces 144a are individually displaced along the angle of the side surface in the width direction of the rail body 5.
  • Each of the braking pieces 144a can be brought into contact with the rail body 5 in accordance with a change in the angle of the side surface in the width direction of the rail body 5.
  • variation of the contact area of the movable braking member 144 with respect to the rail main-body part 5 can be suppressed, and the fluctuation
  • car 6 can further be suppressed.
  • the number of braking pieces 144a included in the movable braking member 144 is two, but the number of braking pieces 144a included in the movable braking member 144 may be three or more. In this case, three or more braking pieces 144a are arranged via the space portion 147 in the moving direction of the car 6, and the springs 145 are individually arranged between each of the braking pieces 144a and the movable support member 143. .
  • FIG. 11 is a horizontal sectional view showing a car guide rail 2 and a guide device 13 of an elevator apparatus according to Embodiment 5 of the present invention.
  • FIG. 12 is a cross-sectional view taken along line XII-XII in FIG.
  • FIG. 11 is a cross-sectional view taken along line XI-XI in FIG.
  • the rail body 5 of the car guide rail 2 further includes a guide protrusion 55 that protrudes in the horizontal direction from the wide rail 51 and the normal rail 52.
  • the guide protrusion 55 is continuous along the moving direction of the car 6.
  • the width of the guide protrusion 55 is constant over the movable range of the car 6.
  • the width of the guide protruding portion 55 is the same as the width of the normal rail portion 52.
  • the plurality of guide devices 13 provided in the car 6 are guided not by the wide rail 51 and the normal rail 52 but by the guide protrusion 55.
  • the configuration of each guide device 13 is the same as the configuration of the guide device 13 in the first embodiment.
  • two guide rollers 132 come into contact with both side surfaces of the guide protrusion 55 in the width direction, and the remaining one guide roller 132 protrudes from the guide protrusion 55. It is in contact with the direction end face.
  • the guide device 13 rolls each guide roller 132 to the guide protrusion 55 while keeping the position of the fixing member 131 in the horizontal direction with respect to the guide protrusion 55 of the car guide rail 2 by the three guide rollers 132.
  • the guide protrusion 55 is guided.
  • the pair of braking bodies 142 of the emergency stop device 14 can come into contact with the widened rail portion 51 and the normal rail portion 52 that are portions on the base side in the protruding direction of the rail body portion 5 of the car guide rail 2.
  • each guide roller 132 of the guide device 13 is in contact with the guide protrusion 55 which is a portion of the car guide rail 2 on the front side in the protrusion direction of the rail body 5. Therefore, in the rail main body portion 5 of the car guide rail 2 in the present embodiment, a portion where the pair of braking bodies 142 of the emergency stop device 14 can contact, and a portion where each guide roller 132 of the guide device 13 contacts. Are separated separately. Other configurations are the same as those in the first embodiment.
  • the guide protrusion 55 having a constant width over the movable range of the car 6 protrudes horizontally from the wide rail part 51 and the normal rail part 52, and is provided on the car 6. Since the guide device 13 is guided by the guide protrusion 55, the width of the rail body 5 is changed while shortening the operation time of the safety device 14 when the safety device 14 is in the lower setting section L1. It is possible to suppress the vibration of the car 6 caused by the above.
  • the guide device 13 since the guide device 13 is guided to the rail body portion 5 in which the wide rail portion 51 and the normal rail portion 52 having different widths are continuously connected, the guide device 13 is widened. When passing through the boundary between the rail portion 51 and the normal rail portion 52, the distance between the guide rollers 132 that are in contact with the rail body portion 5 changes. For this reason, in the first to fourth embodiments, when the guide device 13 passes the boundary between the wide rail portion 51 and the normal rail portion 52, the car 6 is vibrated, and the riding comfort in the car 6 is reduced. There is a risk that.
  • the guide device 13 since the guide device 13 is guided to the guide protrusion 55 having a certain width over the movable range of the car 6, the distance between the guide rollers 132 is changed. It can suppress and generation
  • the width of the guide protrusion 55 is the same as the width of the normal rail 52, but the width of the guide protrusion 55 may be different from the width of the normal rail 52.
  • the configuration of the rail body 5 including the guide protrusion 55 is applied to the first embodiment.
  • the configuration of the rail body 5 including the guide protrusion 55 is the second embodiment. It may be applied to .about.4.
  • the emergency stop device is configured by making the width of the rail body 5 located in the lower setting section L1 wider than the width of the rail body 5 located in the normal setting section L2. 14 operating time is shorter in the lower setting section L1 than in the normal setting section L2, but emergency stop when the braking body 142 is in the lower setting section L1 than when the braking body 142 is in the normal setting section L2. By making the initial position of the braking body 142 of the device 14 closer to the rail body 5, the operation time of the safety device 14 may be shorter in the lower setting section L1 than in the normal setting section L2.
  • FIG. 13 is a sectional view showing a state when the emergency stop device 14 of the elevator apparatus according to Embodiment 6 of the present invention is in the lower setting section L1.
  • FIG. 14 is a cross-sectional view showing a state when the safety device 14 of FIG. 13 is in the normal setting section L2.
  • the width of the rail body 5 of each car guide rail 2 is constant over the movable range of the car 6.
  • the emergency stop device 14 includes an emergency stop frame 21 fixed to the car 6, a pair of guide members 141 disposed in the emergency stop frame 21, and a pair of braking bodies respectively guided by the pair of guide members 141. 142 and a plurality of pressing springs 22 that are elastic bodies disposed between each of the pair of guide members 141 and the emergency stop frame 21.
  • the pair of guide members 141 can be displaced in the horizontal direction with respect to the car 6 along a rail (not shown) fixed to the safety frame 21. Further, the pair of guide members 141 are disposed on both sides in the width direction of the rail body 5 of the car guide rail 2.
  • the pair of guide members 141 are respectively provided with inclined portions 141 a that are inclined with respect to the side surface in the width direction of the rail body portion 5 of the car guide rail 2. The distance between the side surface in the width direction of the rail body portion 5 of the car guide rail 2 and the inclined portion 141a of the guide member 141 is continuously reduced from the lower portion to the upper portion of the guide member 141.
  • the configuration of the pair of braking bodies 142 is the same as the configuration of the pair of braking bodies 142 in the first embodiment.
  • the pair of braking bodies 142 are guided by the inclined portions 141a of the respective guide members 141, so that the initial position of the car guide rail 2 away from the rail main body 5 and the width of the rail main body 5 of the car guide rail 2 are obtained. It can be displaced with respect to the car 6 between the contact position contacting the direction side surface.
  • each guide member 141 is displaced in a direction away from the rail main body portion 5.
  • each pressing spring 22 is contracted.
  • an elastic restoring force that presses each brake body 142 against the rail body portion 5 is generated in each pressing spring 22, and the braking force is applied to the car 6 due to friction generated between each brake body 142 and the rail body portion 5.
  • Each brake body 142 is displaced in the horizontal direction with respect to the car 6 as each guide member 141 is displaced in the horizontal direction. Accordingly, the horizontal distance between the initial position of each brake member 142 and the rail body 5 of the car guide rail 2 changes as each guide member 141 is displaced in the horizontal direction.
  • the emergency stop device 14 is provided with a switching device 23 for displacing each brake member 142 in the horizontal direction by displacing each guide member 141 in the horizontal direction.
  • the switching device 23 changes the horizontal distance between the initial position of each brake member 142 and the rail main body portion 5 of the car guide rail 2 by displacing each guide member 141 in the horizontal direction. Further, the switching device 23 sets the first position (FIG. 13) as the initial position of each braking body 142 when the braking body 142 is in the lower setting section L1, and sets the normal setting above the lower setting section L1.
  • a second position (FIG. 14) different from the first position when the braking body 142 is in the section L2 is set as the initial position of each braking body 142.
  • the second position is a position farther in the horizontal direction from the rail body 5 than the first position. That is, the gap s1 (FIG. 13) between each of the braking bodies 142 and the rail body 5 when in the first position is equal to each of the braking bodies 142 and the rail body when in the second position. It is narrower than the gap s2 between the portions 5 (FIG. 14). As a result, the operation time from when the suspension body 12 breaks until the braking body 142 reaches the contact position is longer than that when the emergency stop device 14 is in the normal setting section L2. Sometimes it is shorter.
  • a cam 24 is provided in the hoistway 1 along the moving direction of the car 6.
  • the cam 24 is fixed only to the lower setting section L1 in the hoistway 1.
  • An inclined portion 24 a that is inclined with respect to the moving direction of the car 6 is provided at the upper end portion of the cam 24.
  • the switching device 23 is displaced by the cam 24 to displace the respective brake bodies 142 to the first position, and sets the initial position of each brake body 142 to the first position. It is displaced to the second position, and the initial position of each brake member 142 is set as the second position.
  • the switching device 23 includes a pair of attachment members 25 that are individually fixed to the upper part of each guide member 141, a switching spring 26 that is an elastic body connected between the pair of attachment members 25, and a pair of A link mechanism 27 is connected to the mounting member 25 and displaces the pair of mounting members 25 in opposite directions.
  • the switching spring 26 urges the pair of attachment members 25 in the direction in which the distance between the pair of guide members 141 increases.
  • the link mechanism 27 includes a rotation link 272 that can rotate around a shaft 271 provided on the emergency stop frame 21, a contact roller 273 provided on an end of the rotation link 272, and a pair of attachment members. 25 and a plurality of interlocking links 274 connected to the rotation link 272.
  • the plurality of interlocking links 274 are connected to each other by a movable shaft 275 so as to be rotatable.
  • the emergency stop frame 21 is provided with a shaft guide portion 211 that guides the movable shaft 275 in the vertical direction with respect to the emergency stop frame 21.
  • the pair of guide members 141 with respect to the emergency stop frame 21 is displaced according to the rotation of the rotation link 272 with respect to the emergency stop frame 21 due to the displacement of the plurality of interlocking links 274. That is, when the rotation link 272 rotates with respect to the emergency stop frame 21, the plurality of interlocking links 274 move relative to the emergency stop frame 21 according to the rotation of the rotation link 272 while displacing the movable shaft 275 in the vertical direction.
  • the pair of guide members 141 are displaced in the horizontal direction with respect to the emergency stop frame 21 according to the displacement of the plurality of interlocking links 274 with respect to the emergency stop frame 21.
  • the initial position of the pair of braking bodies 142 is adjusted to the first position against the biasing force of the switching spring 26 when the contact roller 273 of the rotation link 272 is pushed by the cam 24, and the contact of the rotation link 272 When the roller 273 is disengaged from the cam 24, the biasing force of the switching spring 26 is adjusted to a second position that is farther from the first position with respect to the rail body 5.
  • Other configurations are the same as those in the first embodiment.
  • the emergency stop device 14 When the emergency stop device 14 is in the normal setting section L2, the contact roller 273 of the switching device 23 is disengaged from the cam 24 as shown in FIG. At this time, the pair of braking bodies 142 are displaced in a direction away from the rail body 5 of the car guide rail 2 by the biasing force of the switching spring 26, and the initial position of the pair of braking bodies 142 is set to the second position. It has become.
  • the suspension body 12 breaks when the safety device 14 is in the normal setting section L2, the pair of braking bodies 142 are displaced from the second position to the contact position by the inertial force of the mass body including the governor rope 19. A braking force is generated in the car 6.
  • the gap between the brake body 142 and the rail body 5 is narrower than when the initial position of the pair of brake bodies 142 is the second position. Become. That is, when the initial position of the pair of brake bodies 142 is changed from the second position to the first position, the gap between the brake body 142 and the rail body 5 is narrowed from s2 to s1.
  • the pair of braking bodies 142 are displaced from the first position to the contact position by the inertial force of the mass body including the governor rope 19. A braking force is generated in the car 6.
  • the operation time of the emergency stop device 14 is normally set. It becomes shorter than the operation time in the section L2.
  • the contact roller 273 of the switching device 23 is detached from the cam 24, and the biasing force of the switching spring 26 is applied.
  • the initial positions of the pair of braking bodies 142 are returned from the first position to the second position.
  • the clearance between the braking body 142 and the rail body 5 widens from s1 to s2, and the emergency stop device is generated, for example, when the passenger in the car 6 moves or the car 6 is decelerated by the hoisting machine brake. 14 malfunctions are prevented.
  • the initial position of the braking body 142 is set to the first position when the braking body 142 is in the lower setting section L1, and the braking body 142 is disposed when the braking body 142 is in the normal setting section L2.
  • the initial position is the second position, and the gap s1 between the brake body 142 and the rail body 5 when the first position is at the first position is the brake body 142 and the rail body when the second position is reached. Therefore, the operation time of the safety device 14 can be shortened in the lower setting section L1 than in the normal setting section L2. Thereby, size reduction of the buffer 20 can be achieved and the depth of the pit of the hoistway 1 can be shortened.
  • the clearance gap between the braking body 142 and the rail main-body part 5 can be expanded above lower setting area L1. Thereby, it is possible to prevent malfunction of the safety device 14.
  • the cam 24 is fixed along the moving direction of the car 6, and when the switching device 23 is pushed by the cam 24, the braking body 142 is moved to the first position. Since the brake body 142 is displaced to the second position by being displaced from the cam 24, the initial position of the brake body 142 can be changed more reliably with a simple configuration.
  • the cam 24 is continuously arranged in the lower setting section L1 along the moving direction of the car 6.
  • the cam 24 is provided only at the boundary between the lower setting section L1 and the normal setting section L2. May be.
  • the switching device 23 has a mechanism for switching the initial position of the pair of braking bodies 142 between the first position and the second position by the cam 24 and holding the switched position.
  • the emergency stop device 14 has passed the boundary between the lower setting section L1 and the normal setting section L2 based on, for example, position information held by the control device or information measured by a position sensor provided in the car 6. And the pair of guide members 141 are displaced by an electromagnetic actuator as a switching device when passing through the boundary between the lower setting section L1 and the normal setting section L2, thereby determining the initial position of the pair of braking bodies 142. You may make it switch between 1 position and 2nd position.
  • the car guide rail 2 has a T-shaped cross section.
  • the present invention is not limited to this.
  • the car guide rail 2 has a U-shaped or H-shaped cross section. Or you may.
  • variety of the core part of the wide rail part 51 continuous from the normal rail part 52 is shown. Is made the same width as the width of the normal rail portion 52, and an adjustment member having a friction characteristic equivalent to that of the side surface in the width direction of the normal rail portion 52 is attached to the side surface of the core portion of the wide rail portion 51. The width may be adjusted.
  • the structure of the emergency stop apparatus 14 is a structure by which the rail main-body part 5 is hold
  • the structure of the emergency stop apparatus 14 is The brake body may be arranged only on one side in the width direction of the rail body portion 5 and the rail body portion 5 may be gripped between the brake pad fixed to the car 6 and the brake body.
  • the guide apparatus 13 has the three guide rollers 132 which roll while contacting the rail main-body part 5, several sliding members which are slippery with respect to the rail main-body part 5 are included. May be applied to the guide device 13 instead of the guide roller. In this case, the car 6 is guided to the rail body 5 by moving each sliding member while contacting the rail body 5.
  • the emergency stop apparatus 14 is provided in the cage
  • the configuration of the rail main body portion 5 of the car guide rail 2 having the widened rail portion 51 provided in the lower setting section L1 and the normal rail portion 52 provided in the normal setting section L2 is a counterweight guide rail. 3 is applied to the rail body 5. Therefore, in this case, the width of the widened rail portion of the counterweight guide rail 3 is made larger than the width of the normal rail portion of the counterweight guide rail 3.
  • the present invention is applied to a double deck elevator apparatus capable of adjusting the distance between the upper car and the lower car, that is, the distance between the floors, so that at least one of the upper car and the lower car as the lifting body is provided.
  • the configuration of the car guide rail 2 having the wide rail part 51 and the normal rail part 52 may be applied to the guide rail that provides the car safety device 14 and guides the car provided with the safety device 14.
  • the emergency stop apparatus 14 of the mass body containing the governor sheave 17, the governor tension wheel 18, and the governor rope 19 of the emergency stop device 14 is shown.
  • the brake body 142 is displaced from the initial position to the contact position
  • the method of displacing the brake body 142 of the emergency stop device 14 from the initial position to the contact position is not limited to this.
  • a breakage detection device that detects whether or not the suspension body 12 is broken may be provided in the suspension body 12, and an actuator that displaces the brake body 142 based on electrical information from the breakage detection device may be provided in the emergency stop device 14. Good.
  • the break detection device detects that the suspension body 12 is broken, the brake body 142 is displaced from the initial position to the contact position by the actuator.

Abstract

An elevator device is configured so that a guide rail (2) for guiding the movement of a vertically movable body has a rail body (5) provided extending in the direction of movement of the vertically movable body. An emergency stop device (14) provided to the vertically movable body has a braking body (142) which can be displaced relative to the vertically movable body between an initial position at which the braking body (142) is located at a distance from the rail body (5) and a contact position at which the braking body (142) is in contact with the rail body. The rail body (5) has: a wide rail part (51) provided within a lower part section set at the lower part of a hoistway; and a normal rail part (52) provided outside the lower part section and continuous upward from the wide rail part. The width of the wide rail part (51) is greater than that of the normal rail part (52).

Description

エレベータ装置Elevator equipment
　この発明は、例えばかご等の昇降体に非常止め装置が設けられているエレベータ装置に関するものである。 This invention relates to an elevator apparatus in which an emergency stop device is provided on a lifting body such as a car.
　従来、かごに設けられた非常止め装置に調速機ロープを接続し、非常止め装置の楔を調速機ロープで引き上げて楔をガイドレールに接触させることにより、非常時にかごを停止させるようにしたエレベータ装置が知られている。調速機ロープは、昇降路の上部に設けられた調速機綱車と、昇降路の下部に設けられた調速機張り車とにループ状に巻き掛けられている。調速機綱車、調速機張り車及び調速機ロープは、かごの動きに応じて連動する質量体として動作する。例えばかごを吊り下げる懸架体が破断して、設定値を超える下方への加速度がかごに発生した場合には、かごから見て上方への慣性力が質量体に発生し、楔が調速機ロープによって引き上げられる。これにより、楔がガイドレールに接触し、かごが非常停止する（特許文献１参照）。 Conventionally, the governor rope is connected to the emergency stop device provided in the car, and the cage is stopped in an emergency by pulling the wedge of the emergency stop device with the governor rope and bringing the wedge into contact with the guide rail. An elevator apparatus is known. The governor rope is wound around in a loop around a governor sheave provided at the upper part of the hoistway and a governor tension wheel provided at the lower part of the hoistway. The governor sheave, the governor tension wheel, and the governor rope operate as mass bodies that are interlocked according to the movement of the car. For example, when the suspension body that suspends the car breaks and a downward acceleration exceeding the set value occurs in the car, an upward inertia force is generated in the mass body as seen from the car, and the wedge becomes a governor. Pulled up by a rope. Thereby, a wedge contacts a guide rail and a cage | basket | car stops an emergency (refer patent document 1).
国際公開ＷＯ２０１２／０５９９７０International Publication WO2012 / 059970
　このような従来のエレベータ装置では、かご内の乗客が動いたり、巻上機ブレーキによってかごが減速したりすることにより、かごが上下に振動し、楔がガイドレールに誤って接触してしまう誤動作が非常止め装置に生じるおそれがある。従って、従来のエレベータ装置では、非常止め装置の誤動作を防止するために、楔の引上げを阻止する方向へ楔を付勢する誤動作防止用ばねが非常止め装置に設けられている。しかし、誤動作防止用ばねを非常止め装置に設けたことにより、懸架体の破断時における楔の引上げに要する時間が長くなってしまう。従って、最下階付近で懸架体が破断した場合、最下階から下方に存在するピットに設置された緩衝器に衝突するときのかごの速度が、誤動作防止用ばねのない場合に比べて高くなってしまう。これにより、従来のエレベータ装置では、緩衝器の小型化を図ることができず、昇降路のピットの深さの短縮化を図ることができない。 In such a conventional elevator device, the passenger moves in the car or the car decelerates by the hoisting machine brake, causing the car to vibrate up and down and the wedge to erroneously contact the guide rail. May occur in the emergency stop device. Therefore, in the conventional elevator apparatus, in order to prevent the emergency stop device from malfunctioning, the emergency stop device is provided with a malfunction prevention spring that biases the wedge in a direction that prevents the wedge from being lifted. However, the provision of the malfunction prevention spring in the emergency stop device increases the time required for lifting the wedge when the suspension body is broken. Therefore, when the suspension breaks in the vicinity of the lowest floor, the speed of the car when colliding with a shock absorber installed in a pit located below the lowest floor is higher than when there is no spring for preventing malfunction. turn into. Thereby, in the conventional elevator apparatus, the size of the shock absorber cannot be reduced, and the depth of the pit of the hoistway cannot be reduced.
　この発明は、上記のような課題を解決するためになされたものであり、非常止め装置の誤動作の防止を図ることができるとともに、昇降路のピットの深さの短縮化を図ることができるエレベータ装置を得ることを目的とする。 The present invention has been made to solve the above-described problems, and is an elevator that can prevent malfunction of the emergency stop device and reduce the depth of the pit of the hoistway. The object is to obtain a device.
　この発明によるエレベータ装置は、昇降路内を上下方向へ移動可能な昇降体、昇降体の移動を案内するガイドレール、及び昇降体に設けられている非常止め装置を備え、ガイドレールは、昇降体の移動方向に沿って設けられているレール本体部を有し、非常止め装置は、レール本体部から離れた初期位置とレール本体部に接触する接触位置との間で昇降体に対して変位可能な制動体を有し、レール本体部は、昇降路の下部に設定された下部設定区間内に設けられている拡幅レール部と、下部設定区間外に設けられ、拡幅レール部から上方へ連続する通常レール部とを有し、拡幅レール部の幅は、通常レール部の幅よりも大きくなっている。 An elevator apparatus according to the present invention includes a lifting body that can move in a vertical direction in a hoistway, a guide rail that guides the movement of the lifting body, and an emergency stop device provided in the lifting body. The emergency stop device can be displaced relative to the lifting body between the initial position away from the rail body and the contact position that contacts the rail body. The main rail body has a wide rail provided in the lower setting section set at the lower part of the hoistway, and is provided outside the lower setting section and continues upward from the wide rail. The width of the wide rail portion is larger than the width of the normal rail portion.
　また、この発明によるエレベータ装置は、昇降路内を上下方向へ移動可能な昇降体、昇降体の移動を案内するガイドレール、及び昇降体に設けられている非常止め装置を備え、ガイドレールは、昇降体の移動方向に沿って設けられているレール本体部を有し、非常止め装置は、レール本体部から離れた初期位置とレール本体部に接触する接触位置との間で昇降体に対して変位可能な制動体と、昇降体に対する制動体の変位を案内するガイド部材とを有し、非常止め装置には、ガイド部材を変位させることにより、昇降体に対して制動体を水平方向へ変位させる切替装置が設けられており、切替装置は、昇降路の下部に設定されている下部設定区間内に制動体があるときに第１の位置を制動体の初期位置とするとともに、下部設定区間よりも上方に制動体があるときに第１の位置と異なる第２の位置を制動体の初期位置とし、第１の位置にあるときの制動体とレール本体部との間の隙間は、第２の位置にあるときの制動体とレール本体部との間の隙間よりも狭くなっている。 The elevator apparatus according to the present invention includes a lifting body that can move in the vertical direction in the hoistway, a guide rail that guides the movement of the lifting body, and an emergency stop device provided in the lifting body. The emergency stop device has a rail main body provided along the moving direction of the lifting body, and the emergency stop device is located between the initial position away from the rail main body and the contact position in contact with the rail main body with respect to the lifting body. It has a displaceable brake body and a guide member that guides the displacement of the brake body relative to the lifting body. The emergency stop device displaces the braking body in the horizontal direction with respect to the lifting body by displacing the guide member. The switching device is provided, and the switching device sets the first position as the initial position of the braking body when the braking body is in the lower setting section set at the lower part of the hoistway, and the lower setting section. than The second position different from the first position when the brake body is present is the initial position of the brake body, and the gap between the brake body and the rail main body when in the first position is the second position It is narrower than the gap between the brake body and the rail body when in the position.
　この発明によるエレベータ装置によれば、昇降路の下部に設定されている下部設定区間で非常止め装置の動作時間の短縮化を図ることができ、緩衝器の小型化を図ることができる。これにより、昇降路のピットの深さの短縮化を図ることができる。また、下部設定区間よりも上方で制動体とレール本体部との間の隙間を広げることができる。これにより、非常止め装置の誤動作の防止を図ることができる。 According to the elevator apparatus according to the present invention, the operation time of the emergency stop device can be shortened in the lower setting section set at the lower part of the hoistway, and the shock absorber can be reduced in size. Thereby, the depth of the pit of the hoistway can be shortened. Moreover, the clearance gap between a braking body and a rail main-body part can be expanded above a lower setting area. Thereby, it is possible to prevent malfunction of the emergency stop device.
この発明の実施の形態１によるエレベータを示す構成図である。It is a block diagram which shows the elevator by Embodiment 1 of this invention. 図１のガイド装置及びかごガイドレールを示す拡大斜視図である。It is an expansion perspective view which shows the guide apparatus and car guide rail of FIG. 図１の非常止め装置を示す構成図である。It is a block diagram which shows the emergency stop apparatus of FIG. 図３のレール本体部の幅が第１の幅である場合に非常止め装置の制動体が接触位置に達している状態を示す構成図である。It is a block diagram which shows the state in which the brake body of an emergency stop apparatus has reached the contact position when the width | variety of the rail main-body part of FIG. 3 is a 1st width | variety. 図３のレール本体部の幅が第１の幅よりも広い第２の幅である場合に非常止め装置の制動体が接触位置に達している状態を示す構成図である。It is a block diagram which shows the state in which the brake body of an emergency stop apparatus has reached the contact position when the width | variety of the rail main-body part of FIG. 3 is a 2nd width | variety wider than a 1st width | variety. 図１のかごが通常時に最上階から最下階まで移動するときのかごの速度とかごの位置との関係を示すグラフである。2 is a graph showing the relationship between the speed of a car and the position of the car when the car in FIG. 1 moves from the top floor to the bottom floor during normal operation. 図６の下部設定区間と通常設定区間との境界の位置におけるかごガイドレールのレール本体部及び非常止め装置を示す断面図である。It is sectional drawing which shows the rail main-body part and emergency stop apparatus of the cage guide rail in the position of the boundary of the lower setting area of FIG. 6, and a normal setting area. この発明の実施の形態２によるエレベータ装置のかごガイドレールのレール本体部及び非常止め装置を示す断面図である。It is sectional drawing which shows the rail main-body part of the car guide rail of the elevator apparatus by Embodiment 2 of this invention, and an emergency stop apparatus. この発明の実施の形態３によるエレベータ装置のかごガイドレールのレール本体部及び非常止め装置を示す断面図である。It is sectional drawing which shows the rail main-body part of the car guide rail of the elevator apparatus by Embodiment 3 of this invention, and an emergency stop apparatus. この発明の実施の形態４によるエレベータ装置のかごガイドレールのレール本体部及び非常止め装置を示す断面図である。It is sectional drawing which shows the rail main-body part of the car guide rail of the elevator apparatus by Embodiment 4 of this invention, and an emergency stop apparatus. この発明の実施の形態５によるエレベータ装置のかごガイドレール及びガイド装置を示す水平断面図である。It is a horizontal sectional view showing a car guide rail and a guide device of an elevator apparatus according to Embodiment 5 of the present invention. 図１１のＸＩＩ－ＸＩＩ線に沿った断面図である。FIG. 12 is a cross-sectional view taken along line XII-XII in FIG. この発明の実施の形態６によるエレベータ装置の非常止め装置が下部設定区間にあるときの状態を示す断面図である。It is sectional drawing which shows a state when the emergency stop apparatus of the elevator apparatus by Embodiment 6 of this invention exists in a lower setting area. 図１３の非常止め装置が通常設定区間にあるときの状態を示す断面図である。It is sectional drawing which shows a state when the emergency stop apparatus of FIG. 13 exists in a normal setting area.
　以下、この発明の好適な実施の形態について図面を参照して説明する。
　実施の形態１．
　図１は、この発明の実施の形態１によるエレベータを示す構成図である。図において、昇降路１内には、一対のかごガイドレール２と、一対の釣合おもりガイドレール３とが設置されている。各かごガイドレール２及び各釣合おもりガイドレール３のそれぞれは、上下方向に沿って設けられている板状のレールフランジ部４と、レールフランジ部４から水平方向へ突出し、上下方向に沿って設けられているレール本体部５とを有している。各かごガイドレール２及び各釣合おもりガイドレール３のそれぞれの断面形状は、レールフランジ部４及びレール本体部５によってＴ字状になっている。一対のかごガイドレール２は、各かごガイドレール２のそれぞれのレール本体部５を水平方向について互いに対向させた状態で配置されている。一対の釣合おもりガイドレール３は、各釣合おもりガイドレール３のそれぞれのレール本体部５を水平方向について互いに対向させた状態で配置されている。 Preferred embodiments of the present invention will be described below with reference to the drawings.
Embodiment 1 FIG.
1 is a block diagram showing an elevator according to Embodiment 1 of the present invention. In the figure, a pair of car guide rails 2 and a pair of counterweight guide rails 3 are installed in a hoistway 1. Each of the car guide rails 2 and the counterweight guide rails 3 has a plate-like rail flange portion 4 provided along the vertical direction, and projects horizontally from the rail flange portion 4, along the vertical direction. It has a rail main body 5 provided. The cross-sectional shapes of the car guide rails 2 and the counterweight guide rails 3 are T-shaped by the rail flange portion 4 and the rail body portion 5. The pair of car guide rails 2 are arranged in a state where the rail main body portions 5 of the car guide rails 2 face each other in the horizontal direction. The pair of counterweight guide rails 3 are arranged in a state where the rail main body portions 5 of the counterweight guide rails 3 face each other in the horizontal direction.
　一対のかごガイドレール２間には昇降体であるかご６が設けられ、一対の釣合おもりガイドレール３間には昇降体である釣合おもり７が設けられている。かご６は、一対のかごガイドレール２のそれぞれのレール本体部５に案内されながら昇降路１内を上下方向へ移動可能になっている。釣合おもり７は、一対の釣合おもりガイドレール３のそれぞれのレール本体部５に案内されながら昇降路１内を上下方向へ移動可能になっている。 Between the pair of car guide rails 2, a car 6 that is a lifting body is provided, and between the pair of counterweight guide rails 3, a counterweight 7 that is a lifting body is provided. The car 6 is movable in the vertical direction in the hoistway 1 while being guided by the rail body portions 5 of the pair of car guide rails 2. The counterweight 7 is movable in the vertical direction in the hoistway 1 while being guided by the rail body portions 5 of the pair of counterweight guide rails 3.
　昇降路１の上部には、機械室８が設けられている。機械室８には、かご６及び釣合おもり７を移動させる駆動力を発生する巻上機９と、そらせ車１０とが設置されている。巻上機９は、駆動綱車１１を有している。駆動綱車１１は、巻上機９の駆動力により回転する。そらせ車１０は、駆動綱車１１から水平方向へ離して配置されている。 A machine room 8 is provided in the upper part of the hoistway 1. In the machine room 8, a hoisting machine 9 that generates a driving force for moving the car 6 and the counterweight 7 and a deflector 10 are installed. The hoisting machine 9 has a driving sheave 11. The driving sheave 11 is rotated by the driving force of the hoisting machine 9. The baffle wheel 10 is disposed away from the driving sheave 11 in the horizontal direction.
　駆動綱車１１及びそらせ車１０には、長尺物である懸架体１２が巻き掛けられている。かご６及び釣合おもり７は、懸架体１２により昇降路１内に吊り下げられている。懸架体１２としては、例えばロープ又はベルト等が用いられている。この例では、懸架体１２の一端部がかご６の上部に接続され、懸架体１２の他端部が釣合おもり７の上部に接続されている。即ち、この例では、懸架体１２によるかご６及び釣合おもり７の吊り下げ方式が１：１ローピング方式になっている。駆動綱車１１が回転すると、かご６及び釣合おもり７が駆動綱車１１の回転に応じて上下方向へ移動する。 A suspension 12 that is a long object is wound around the driving sheave 11 and the deflector 10. The car 6 and the counterweight 7 are suspended in the hoistway 1 by the suspension body 12. As the suspension body 12, for example, a rope or a belt is used. In this example, one end of the suspension body 12 is connected to the upper portion of the car 6, and the other end portion of the suspension body 12 is connected to the upper portion of the counterweight 7. That is, in this example, the suspension method of the car 6 and the counterweight 7 by the suspension body 12 is a 1: 1 roping method. When the driving sheave 11 rotates, the car 6 and the counterweight 7 move in the vertical direction according to the rotation of the driving sheave 11.
　かご６の上部及び下部のそれぞれには、一対のかごガイドレール２のそれぞれのレール本体部５に案内される複数のガイド装置１３が設けられている。この例では、ガイド装置１３がかご６の上部及び下部に２つずつ設けられている。 A plurality of guide devices 13 that are guided to the respective rail body portions 5 of the pair of car guide rails 2 are provided on the upper and lower parts of the car 6. In this example, two guide devices 13 are provided at the top and bottom of the car 6.
　図２は、図１のガイド装置１３及びかごガイドレール２を示す拡大斜視図である。ガイド装置１３は、かご６に固定されている板状の固定部材１３１と、固定部材１３１に支持されている３つのガイドローラ１３２とを有している。 FIG. 2 is an enlarged perspective view showing the guide device 13 and the car guide rail 2 of FIG. The guide device 13 includes a plate-like fixing member 131 fixed to the car 6 and three guide rollers 132 supported by the fixing member 131.
　ガイド装置１３では、３つのガイドローラ１３２のうち、２つのガイドローラ１３２がレール本体部５の幅方向両側面にそれぞれ接触し、残りの１つのガイドローラ１３２がレール本体部５の突出方向端面に接触している。３つのガイドローラ１３２は、固定部材１３１に対して弾性的に支持されている。ガイド装置１３は、かごガイドレール２のレール本体部５に対する固定部材１３１の水平方向についての位置を３つのガイドローラ１３２で保ちながら各ガイドローラ１３２をレール本体部５に転動させることにより、レール本体部５に案内される。 In the guide device 13, of the three guide rollers 132, two guide rollers 132 come into contact with both side surfaces in the width direction of the rail body portion 5, and the remaining one guide roller 132 is brought into contact with the protruding end surface of the rail body portion 5. In contact. The three guide rollers 132 are elastically supported with respect to the fixing member 131. The guide device 13 rolls each guide roller 132 to the rail body 5 while keeping the position of the fixing member 131 in the horizontal direction of the car guide rail 2 with respect to the rail body 5 by the three guide rollers 132. Guided to the main body 5.
　かご６の下部には、図１に示すように、一対のかごガイドレール２に個別に対向する一対の非常止め装置１４が設けられている。一方の非常止め装置１４には、操作レバー１５が設けられている。一対の非常止め装置１４は、操作レバー１５が操作されると、互いに連動して一対のかごガイドレール２のそれぞれのレール本体部５を把持する。これにより、かご６を停止させる制動力がかご６に生じる。 As shown in FIG. 1, a pair of emergency stop devices 14 individually facing the pair of car guide rails 2 are provided at the lower part of the car 6. One emergency stop device 14 is provided with an operation lever 15. When the operation lever 15 is operated, the pair of safety devices 14 grips the rail body portions 5 of the pair of car guide rails 2 in conjunction with each other. As a result, a braking force for stopping the car 6 is generated in the car 6.
　図３は、図１の非常止め装置１４を示す構成図である。非常止め装置１４は、かご６に固定されている一対のガイド部材１４１と、一対のガイド部材１４１にそれぞれ案内されながらかご６に対して変位可能な一対の制動体１４２とを有している。 FIG. 3 is a block diagram showing the safety device 14 of FIG. The emergency stop device 14 includes a pair of guide members 141 fixed to the car 6 and a pair of brake bodies 142 that can be displaced with respect to the car 6 while being guided by the pair of guide members 141.
　一対のガイド部材１４１は、かごガイドレール２のレール本体部５の幅方向両側に配置されている。一対のガイド部材１４１には、かごガイドレール２のレール本体部５の幅方向側面に対して傾斜する傾斜部１４１ａがそれぞれ設けられている。かごガイドレール２のレール本体部５の幅方向側面とガイド部材１４１の傾斜部１４１ａとの間の間隔は、ガイド部材１４１の下部から上部に向けて連続的に小さくなっている。 The pair of guide members 141 are disposed on both sides in the width direction of the rail body 5 of the car guide rail 2. The pair of guide members 141 are respectively provided with inclined portions 141 a that are inclined with respect to the side surface in the width direction of the rail body portion 5 of the car guide rail 2. The distance between the side surface in the width direction of the rail body portion 5 of the car guide rail 2 and the inclined portion 141a of the guide member 141 is continuously reduced from the lower portion to the upper portion of the guide member 141.
　一対の制動体１４２は、かごガイドレール２のレール本体部５と各ガイド部材１４１のそれぞれの傾斜部１４１ａとの間にそれぞれ配置されている。一対の制動体１４２は、操作レバー１５の操作に応じてかご６に対して変位可能になっている。また、一対の制動体１４２は、各ガイド部材１４１の傾斜部１４１ａにそれぞれ案内されることにより、かごガイドレール２のレール本体部５から離れた初期位置と、かごガイドレール２のレール本体部５の幅方向側面に接触する接触位置との間でかご６に対して変位可能になっている。なお、図３では、各制動体１４２が初期位置にあるときの非常止め装置１４の状態が示されている。 The pair of braking bodies 142 are respectively disposed between the rail body portion 5 of the car guide rail 2 and the inclined portions 141a of the guide members 141. The pair of brake bodies 142 can be displaced with respect to the car 6 according to the operation of the operation lever 15. Further, the pair of braking bodies 142 are guided by the inclined portions 141 a of the respective guide members 141, whereby the initial position of the car guide rail 2 away from the rail main body 5 and the rail main body 5 of the car guide rail 2. It can be displaced with respect to the car 6 between the contact position contacting the side surface in the width direction. FIG. 3 shows the state of the emergency stop device 14 when each braking body 142 is in the initial position.
　各制動体１４２は、初期位置から傾斜部１４１ａに案内されながら上方へ変位されてレール本体部５の幅方向側面と傾斜部１４１ａとの間に押し込まれることにより接触位置に達する。一対の制動体１４２が接触位置に達すると、かごガイドレール２のレール本体部５が一対の制動体１４２によって把持され、各制動体１４２のそれぞれとレール本体部５との間に生じる摩擦によって、かご６に制動力が発生する。 Each brake body 142 is displaced upward while being guided by the inclined portion 141a from the initial position, and reaches the contact position by being pushed between the side surface in the width direction of the rail body 5 and the inclined portion 141a. When the pair of brake bodies 142 reach the contact position, the rail body portion 5 of the car guide rail 2 is gripped by the pair of brake bodies 142, and friction generated between each of the brake bodies 142 and the rail body portion 5 A braking force is generated in the car 6.
　機械室８には、図１に示すように、調速機１６が設けられている。調速機１６は、調速機綱車１７を有している。昇降路１の下部には、調速機張り車１８が設けられている。調速機綱車１７及び調速機張り車１８には、調速機ロープ１９が巻き掛けられている。調速機ロープ１９の一端部及び他端部は、非常止め装置１４の操作レバー１５に接続されている。調速機ロープ１９は、調速機綱車１７及び調速機張り車１８間でループ状に張られている。調速機ロープ１９はかご６の移動に伴って移動し、調速機綱車１７及び調速機張り車１８はかご６の移動に伴ってそれぞれ回転する。即ち、調速機綱車１７、調速機張り車１８及び調速機ロープ１９を含む質量体が、かご６の動きに関連して動作する。 In the machine room 8, a speed governor 16 is provided as shown in FIG. The governor 16 includes a governor sheave 17. A governor tension wheel 18 is provided at the lower part of the hoistway 1. A governor rope 19 is wound around the governor sheave 17 and the governor tension wheel 18. One end and the other end of the governor rope 19 are connected to the operation lever 15 of the safety device 14. The governor rope 19 is stretched in a loop between the governor sheave 17 and the governor tension wheel 18. The speed governor rope 19 moves as the car 6 moves, and the speed governor sheave 17 and the speed governor tension wheel 18 rotate as the car 6 moves. That is, the mass body including the governor sheave 17, the governor tensioner 18, and the governor rope 19 operates in association with the movement of the car 6.
　調速機１６は、調速機張り車１８の回転速度が設定過大速度を超えると、調速機ロープ１９を把持する。かご６が下方へ移動しているときに調速機１６が調速機ロープ１９を把持すると、かご６と調速機ロープ１９との間に変位差が生じ、操作レバー１５が操作される。これにより、一対の制動体１４２が初期位置から接触位置に変位され、各制動体１４２とかごガイドレール２との間の摩擦によって、かご６が停止する。 The governor 16 grips the governor rope 19 when the rotational speed of the governor tensioner wheel 18 exceeds the set excessive speed. When the speed governor 16 grips the speed governor rope 19 while the car 6 is moving downward, a displacement difference is generated between the car 6 and the speed governor rope 19 and the operation lever 15 is operated. As a result, the pair of brake bodies 142 are displaced from the initial position to the contact position, and the car 6 stops due to friction between each brake body 142 and the car guide rail 2.
　また、懸架体１２が破断してかご６が自由落下状態となり、かご６の下方への加速度が設定値を超えると、調速機綱車１７、調速機張り車１８及び調速機ロープ１９を含む質量体の動作が慣性で継続されることから、かご６に対して上方への慣性力が調速機ロープ１９に生じる。これにより、誤動作防止用ばねの付勢力に逆らってかご６と調速機ロープ１９との間の変位差が拡大し、操作レバー１５が操作される。これにより、各制動体１４２が初期位置から接触位置に変位され、各制動体１４２とかごガイドレール２との間の摩擦によって、かご６が停止する。 Further, when the suspension body 12 is broken and the car 6 is in a free fall state and the acceleration downward of the car 6 exceeds a set value, the governor sheave 17, the governor tensioner 18, and the governor rope 19. Since the operation of the mass body including is continued with inertia, an upward inertia force is generated in the governor rope 19 with respect to the car 6. As a result, the displacement difference between the car 6 and the governor rope 19 increases against the biasing force of the malfunction prevention spring, and the operation lever 15 is operated. Thereby, each brake body 142 is displaced from the initial position to the contact position, and the car 6 stops due to friction between each brake body 142 and the car guide rail 2.
　一方、かご６の上方への移動中に巻上機９のブレーキを動作させたときには、かご６は重力で減速するが、調速機ロープ１９を含む質量体の慣性力で調速機ロープ１９は減速しない。これにより、かご６と調速機ロープ１９との間の変位差が拡大する方向に力が生じ、非常止め装置１４が誤動作するおそれがある。しかし、この場合、かご６と調速機ロープ１９との間の変位差が誤動作防止用ばねの付勢力により拡大しにくくなることから、非常止め装置１４の誤動作が防止される。 On the other hand, when the brake of the hoisting machine 9 is operated during the upward movement of the car 6, the car 6 is decelerated by gravity, but the governor rope 19 is driven by the inertial force of the mass body including the governor rope 19. Does not slow down. As a result, a force is generated in a direction in which the displacement difference between the car 6 and the governor rope 19 increases, and the emergency stop device 14 may malfunction. However, in this case, the displacement difference between the car 6 and the governor rope 19 becomes difficult to expand due to the urging force of the malfunction preventing spring, so that malfunction of the emergency stop device 14 is prevented.
　エレベータ装置では、懸架体１２の破断が生じてから非常止め装置１４の動作によってかご６が停止するまでの間にかご６が昇降路１の底部に衝突してしまうおそれがある。従って、昇降路１の底部には、かご６の衝撃を吸収する緩衝器２０が設けられている。緩衝器２０は、かご６の最下階の停止位置よりも下方の範囲、即ち昇降路１のピットに配置されている。緩衝器２０は、かご６の衝突速度が高くなるほど必要なストロークが大きくなることから、緩衝器２０に対するかご６の衝突速度を低くすることにより、緩衝器２０の小型化を図ることができる。 In the elevator apparatus, the car 6 may collide with the bottom of the hoistway 1 between the time when the suspension body 12 is broken and the time when the car 6 is stopped by the operation of the emergency stop device 14. Accordingly, a shock absorber 20 that absorbs the impact of the car 6 is provided at the bottom of the hoistway 1. The shock absorber 20 is disposed in a range below the stop position on the lowest floor of the car 6, that is, in the pit of the hoistway 1. Since the required stroke of the shock absorber 20 increases as the collision speed of the car 6 increases, the shock absorber 20 can be reduced in size by reducing the collision speed of the car 6 against the shock absorber 20.
　ここで、昇降路１内の上部にかご６があるときに懸架体１２が破断した場合、非常止め装置１４が動作すれば、昇降路１の底部に衝突する前にかご６が停止する。従って、この場合には、かご６が緩衝器２０に衝突することはなく、非常止め装置１４の動作時間が緩衝器２０の必要ストロークに影響することはない。これに対して、昇降路１内の下部にかご６があるときに懸架体１２が破断した場合には、非常止め装置１４が動作しても、かご６が停止する前にかご６が緩衝器２０に衝突する。従って、かご６が昇降路１の下部にあるときに懸架体１２が破断した場合にのみ、懸架体１２が破断してから制動体１４２が接触位置に達するまでの非常止め装置１４の動作時間と、緩衝器２０に対するかご６の衝突速度とが関係する。従って、昇降路１の下部の区間で非常止め装置１４の動作時間を短くすれば、緩衝器２０に対するかご６の衝突速度を低くすることができ、緩衝器２０の小型化を図ることができる。 Here, if the suspension body 12 breaks when the car 6 is in the upper part in the hoistway 1, if the safety device 14 operates, the car 6 stops before colliding with the bottom of the hoistway 1. Therefore, in this case, the car 6 does not collide with the shock absorber 20, and the operation time of the safety device 14 does not affect the necessary stroke of the shock absorber 20. On the other hand, if the suspension body 12 breaks when the car 6 is in the lower part in the hoistway 1, even if the safety device 14 is operated, the car 6 is buffered before the car 6 stops. 20 hits. Therefore, only when the suspension body 12 breaks when the car 6 is at the lower part of the hoistway 1, the operation time of the emergency stop device 14 until the braking body 142 reaches the contact position after the suspension body 12 breaks. The impact speed of the car 6 against the shock absorber 20 is related. Therefore, if the operation time of the safety device 14 is shortened in the lower section of the hoistway 1, the collision speed of the car 6 against the shock absorber 20 can be reduced, and the shock absorber 20 can be downsized.
　図４は、図３のレール本体部５の幅が第１の幅ｔ１である場合に非常止め装置１４の制動体１４２が接触位置に達している状態を示す構成図である。また、図５は、図３のレール本体部５の幅が第１の幅ｔ１よりも大きい第２の幅ｔ２である場合に非常止め装置１４の制動体１４２が接触位置に達している状態を示す構成図である。なお、図４及び図５では、初期位置にあるときの制動体１４２の下端部の高さが直線Ａで示されている。 FIG. 4 is a configuration diagram showing a state in which the braking body 142 of the emergency stop device 14 has reached the contact position when the width of the rail body 5 in FIG. 3 is the first width t1. FIG. 5 shows a state in which the brake body 142 of the emergency stop device 14 has reached the contact position when the width of the rail body 5 in FIG. 3 is the second width t2 that is larger than the first width t1. FIG. 4 and 5, the height of the lower end portion of the braking body 142 when in the initial position is indicated by a straight line A.
　図４及び図５を比較すると、レール本体部５の幅が第１の幅ｔ１である場合には、制動体１４２の初期位置から接触位置に達するまでの変位量がｄ１であるのに対して、レール本体部５の幅が第１の幅ｔ１よりも大きい第２の幅ｔ２である場合には、制動体１４２の初期位置から接触位置に達するまでの変位量がｄ１よりも短いｄ２になっている。即ち、制動体１４２の初期位置から接触位置に達するまでの変位量は、レール本体部５の幅が第１の幅ｔ１である場合よりも、レール本体部５の幅が第１の幅ｔ１よりも大きい第２の幅ｔ２である場合のほうが短くなっている。制動体１４２の初期位置から接触位置に達するまでの変位量が短くなるほど、懸架体１２が破断してから制動体１４２が接触位置に達するまでの時間が短くなることから、非常止め装置１４の動作時間は、レール本体部５の幅が大きくなるほど短くなる。 4 and 5, when the width of the rail body 5 is the first width t1, the displacement amount from the initial position of the braking body 142 to the contact position is d1. When the width of the rail body 5 is the second width t2 that is larger than the first width t1, the amount of displacement until the brake body 142 reaches the contact position from the initial position is d2 shorter than d1. ing. That is, the amount of displacement from the initial position of the braking body 142 to the contact position is such that the width of the rail body 5 is greater than the first width t1 than when the width of the rail body 5 is the first width t1. Is shorter when the second width t2 is larger. As the amount of displacement from the initial position of the braking body 142 to the contact position becomes shorter, the time from when the suspension body 12 breaks until the braking body 142 reaches the contact position becomes shorter. The time becomes shorter as the width of the rail body 5 becomes larger.
　昇降路１には、昇降路１の下部に位置する下部設定区間Ｌ１と、下部設定区間Ｌ１よりも上方に位置する通常設定区間Ｌ２とが設定されている。これにより、下部設定区間Ｌ１は、非常止め装置１４の昇降可能範囲の下部に位置している。この例では、下部設定区間Ｌ１に存在しているレール本体部５の幅を、通常設定区間Ｌ２に存在しているレール本体部５の幅よりも大きくすることにより、非常止め装置１４の動作時間を、通常設定区間Ｌ２よりも下部設定区間Ｌ１で短くしている。 The hoistway 1 is set with a lower setting section L1 located below the hoistway 1 and a normal setting section L2 located above the lower setting section L1. Thereby, the lower setting section L1 is located at the lower part of the elevating / lowering range of the safety device 14. In this example, the operation time of the safety device 14 is increased by making the width of the rail body 5 present in the lower setting section L1 larger than the width of the rail body 5 existing in the normal setting section L2. Is shorter in the lower setting section L1 than in the normal setting section L2.
　図６は、図１のかご６が通常時に最上階から最下階まで移動するときのかご６の速度とかご６の位置との関係を示すグラフである。かご６の下方への移動中に定格速度から減速を開始する位置よりも下側の範囲では、非常止め装置１４の動作時間と、緩衝器２０に対するかご６の衝突速度とが関係すると考えられる。従って、この例では、かご６の下方への移動中に定格速度から減速を開始する非常止め装置１４の位置が、下部設定区間Ｌ１と通常設定区間Ｌ２との境界の位置とされている。 FIG. 6 is a graph showing the relationship between the speed of the car 6 and the position of the car 6 when the car 6 in FIG. 1 moves from the top floor to the bottom floor in a normal state. It is considered that the operating time of the emergency stop device 14 and the collision speed of the car 6 against the shock absorber 20 are related in the range below the position where the car 6 starts to decelerate from the rated speed while moving downward. Accordingly, in this example, the position of the emergency stop device 14 that starts deceleration from the rated speed during the downward movement of the car 6 is the position of the boundary between the lower setting section L1 and the normal setting section L2.
　図７は、図６の下部設定区間Ｌ１と通常設定区間Ｌ２との境界の位置におけるかごガイドレール２のレール本体部５及び非常止め装置１４を示す断面図である。かごガイドレール２のレール本体部５は、下部設定区間Ｌ１に設けられている拡幅レール部５１と、下部設定区間Ｌ１外の通常設定区間Ｌ２に設けられ、拡幅レール部５１から上方へ連続する通常レール部５２とを有している。通常レール部５２の幅は、通常設定区間Ｌ２の全範囲に亘って一定になっている。 FIG. 7 is a cross-sectional view showing the rail body 5 and the emergency stop device 14 of the car guide rail 2 at the position of the boundary between the lower setting section L1 and the normal setting section L2 in FIG. The rail main body 5 of the car guide rail 2 is provided in the widened rail portion 51 provided in the lower setting section L1 and the normal setting section L2 outside the lower setting section L1, and is normally continuous upward from the widened rail section 51. Rail part 52. The width of the normal rail portion 52 is constant over the entire range of the normal setting section L2.
　拡幅レール部５１の幅は、通常レール部５２の幅よりも大きくなっている。拡幅レール部５１は、レール本体部５の長さ方向について一定の幅を持つ定幅部５３と、定幅部５３と通常レール部５２とを繋ぐ移行部５４とを有している。移行部５４の幅は、定幅部５３と移行部５４との境界の位置で定幅部５３の幅と同じになっており、通常レール部５２と移行部５４との境界の位置で通常レール部５２の幅と同じになっている。また、移行部５４の幅は、定幅部５３から通常レール部５２に向かって連続的に小さくなっている。レール本体部５の長さ方向についての移行部５４の幅の変化は、線形であってもよいし、曲線状であってもよい。 The width of the wide rail portion 51 is larger than the width of the normal rail portion 52. The widened rail portion 51 has a constant width portion 53 having a constant width in the length direction of the rail body portion 5 and a transition portion 54 that connects the constant width portion 53 and the normal rail portion 52. The width of the transition portion 54 is the same as the width of the constant width portion 53 at the boundary position between the constant width portion 53 and the transition portion 54, and the normal rail position at the boundary position between the normal rail portion 52 and the transition portion 54. The width of the portion 52 is the same. Further, the width of the transition portion 54 continuously decreases from the constant width portion 53 toward the normal rail portion 52. The change in the width of the transition portion 54 in the length direction of the rail body portion 5 may be linear or curved.
　定幅部５３の幅は、通常のガイドレールの製造誤差によるばらつきの範囲を超えて、通常レール部５２の幅よりも大きくなっている。定幅部５３の幅は、通常レール部５２の幅よりも例えば１０％以上大きくなっている。 The width of the constant width portion 53 is larger than the width of the normal rail portion 52 beyond the range of variations due to manufacturing errors of the normal guide rail. The width of the constant width portion 53 is larger than the width of the normal rail portion 52 by, for example, 10% or more.
　制動体１４２が初期位置にあるときには、制動体１４２と拡幅レール部５１との間の水平方向についての隙間が、制動体１４２と通常レール部５２との間の水平方向についての隙間よりも狭くなっている。これにより、懸架体１２が破断してから制動体１４２が接触位置に達するまでの動作時間は、非常止め装置１４が通常設定区間Ｌ２にあるときよりも、非常止め装置１４が下部設定区間Ｌ１にあるときのほうが、短くなる。 When the brake body 142 is in the initial position, the horizontal gap between the brake body 142 and the widened rail portion 51 is narrower than the horizontal gap between the brake body 142 and the normal rail portion 52. ing. As a result, the operation time from when the suspension body 12 breaks until the braking body 142 reaches the contact position is longer than that when the emergency stop device 14 is in the normal setting section L2. Sometimes it is shorter.
　拡幅レール部５１の移行部５４の幅方向側面は、レール本体部５の長さ方向に沿った直線に対して傾斜している。レール本体部５の長さ方向に沿った直線に対する移行部５４の幅方向側面の傾斜角度αが大きすぎると、制動体１４２が移行部５４に接触する場合に、制動体１４２が移行部５４の幅方向側面に接触しにくくなり、制動体１４２と移行部５４との接触面積が確保されにくくなる。また、移行部５４の幅方向側面の傾斜角度αが大きすぎると、制動体１４２が通常レール部５２に接触したまま移行部５４を通過するときに、制動体１４２が移行部５４に引っ掛かって、過大な減速度がかご６に発生するおそれもある。従って、移行部５４の幅方向側面の傾斜角度αは、十分小さくする必要がある。 The side surface in the width direction of the transition portion 54 of the wide rail portion 51 is inclined with respect to a straight line along the length direction of the rail body portion 5. If the inclination angle α of the side surface in the width direction of the transition portion 54 with respect to the straight line along the length direction of the rail body portion 5 is too large, the brake body 142 may It becomes difficult to contact the side surface in the width direction, and a contact area between the braking body 142 and the transition portion 54 is difficult to be secured. If the inclination angle α of the side surface in the width direction of the transition portion 54 is too large, the brake body 142 is caught by the transition portion 54 when the brake body 142 passes through the transition portion 54 while being in contact with the normal rail portion 52. An excessive deceleration may occur in the car 6. Therefore, it is necessary to make the inclination angle α of the side surface in the width direction of the transition portion 54 sufficiently small.
　この例では、接触位置にあるときの制動体１４２が通常レール部５２、移行部５４及び定幅部５３のいずれを通過する場合でも、かご６の減速度が一定の平均減速度の範囲、例えばＪＩＳＡ４３０２－２００６（昇降機の検査標準）に示される平均減速度の範囲（０．２Ｇ～１．０Ｇの間の範囲）になるように、レール本体部５及び制動体１４２のそれぞれの形状が設計されている。 In this example, even when the braking body 142 when in the contact position passes through any of the normal rail portion 52, the transition portion 54, and the constant width portion 53, the deceleration of the car 6 is within a constant average deceleration range, for example, The shape of each of the rail body 5 and the brake body 142 is designed so as to be within the average deceleration range (range between 0.2G and 1.0G) shown in JISA4302-2006 (elevator inspection standard). ing.
　このようなエレベータ装置では、昇降路１の下部に設定されている下部設定区間Ｌ１に設けられている拡幅レール部５１の幅が、下部設定区間Ｌ１外の通常設定区間Ｌ２に設けられている通常レール部５２の幅よりも大きくなっているので、制動体１４２が初期位置にあるときには、制動体１４２と拡幅レール部５１との間の隙間を、制動体１４２と通常レール部５２との間の隙間よりも狭くすることができ、懸架体１２が破断してから制動体１４２が接触位置に達するまでの非常止め装置１４の動作時間を、通常設定区間Ｌ２よりも下部設定区間Ｌ１で短くすることができる。これにより、緩衝器２０に対するかご６の衝突速度を低下させることができ、緩衝器２０の小型化を図ることができる。従って、昇降路１のピットの深さの短縮化を図ることができる。また、下部設定区間Ｌ１よりも上方に設定されている通常設定区間Ｌ２では、初期位置にあるときの制動体１４２とレール本体部５との間の隙間を下部設定区間Ｌ１よりも広げることができる。これにより、非常止め装置１４の誤動作の防止を図ることができる。さらに、レール本体部５の幅が通常設定区間Ｌ２よりも下部設定区間Ｌ１で大きくなっているので、非常止め装置１４の動作時間が短縮する範囲が経年変化によってずれる可能性が低く保守時の再調整も不要である。また、レール本体部５の幅の変化を目視によって容易に確認することができるので、下部設定区間Ｌ１を容易に確認することもできる。 In such an elevator apparatus, the width of the widening rail portion 51 provided in the lower setting section L1 set in the lower part of the hoistway 1 is normal in the normal setting section L2 outside the lower setting section L1. Since it is larger than the width of the rail portion 52, when the brake body 142 is in the initial position, a gap between the brake body 142 and the wide rail portion 51 is set between the brake body 142 and the normal rail portion 52. The operating time of the emergency stop device 14 from the time when the suspension body 12 is broken to the time when the braking body 142 reaches the contact position can be made shorter in the lower setting section L1 than in the normal setting section L2. Can do. Thereby, the collision speed of the cage | basket | car 6 with respect to the buffer 20 can be reduced, and size reduction of the buffer 20 can be achieved. Therefore, the pit depth of the hoistway 1 can be shortened. Further, in the normal setting section L2 set above the lower setting section L1, the gap between the braking body 142 and the rail body 5 when in the initial position can be wider than the lower setting section L1. . Thereby, it is possible to prevent malfunction of the safety device 14. Furthermore, since the width of the rail body 5 is larger in the lower setting section L1 than in the normal setting section L2, the range in which the operation time of the emergency stop device 14 is shortened is less likely to shift due to secular change, and it can be reused during maintenance. No adjustment is necessary. Moreover, since the change of the width | variety of the rail main-body part 5 can be confirmed easily visually, the lower setting area L1 can also be confirmed easily.
　また、調速機綱車１７、調速機張り車１８及び調速機ロープ１９を含む質量体が非常止め装置１４の操作レバー１５に接続されており、設定値を超える加速度がかご６の発生したときの質量体の慣性力によって各制動体１４２が初期位置から接触位置へ変位されるので、例えばかご６を吊り下げる懸架体１２が破断した場合、かご６の速度が過大になっていなくても、非常止め装置１４を早期に動作させることができる。これにより、緩衝器２０に対するかご６の衝突速度をさらに確実に低下させることができ、昇降路１のピットの深さの短縮化をさらに図ることができる。 Further, the mass body including the governor sheave 17, the governor tension wheel 18, and the governor rope 19 is connected to the operation lever 15 of the emergency stop device 14, and the acceleration exceeding the set value is generated in the car 6. Since each brake body 142 is displaced from the initial position to the contact position by the inertial force of the mass body when it is done, for example, when the suspension body 12 that suspends the car 6 breaks, the speed of the car 6 is not excessive. However, the emergency stop device 14 can be operated early. Thereby, the collision speed of the car 6 with respect to the shock absorber 20 can be reduced more reliably, and the pit depth of the hoistway 1 can be further shortened.
　実施の形態２．
　図８は、この発明の実施の形態２によるエレベータ装置のかごガイドレール２のレール本体部５及び非常止め装置１４を示す断面図である。各制動体１４２は、ガイド部材１４１の傾斜部１４１ａに案内される可動支持部材１４３と、可動支持部材１４３に対して変位可能な可動制動部材１４４と、可動支持部材１４３と可動制動部材１４４との間に配置されている弾性体であるばね１４５とを有している。 Embodiment 2. FIG.
FIG. 8 is a cross-sectional view showing rail body 5 and emergency stop device 14 of car guide rail 2 of an elevator apparatus according to Embodiment 2 of the present invention. Each brake body 142 includes a movable support member 143 guided by the inclined portion 141 a of the guide member 141, a movable brake member 144 that can be displaced with respect to the movable support member 143, and the movable support member 143 and the movable brake member 144. And a spring 145 which is an elastic body disposed therebetween.
　可動制動部材１４４は、可動支持部材１４３とレール本体部５との間に配置されている。これにより、制動体１４２が接触位置に達すると、可動制動部材１４４がレール本体部５に接触する。また、可動制動部材１４４は、関節１４６を介して可動支持部材１４３に連結されている。関節１４６は、可動支持部材１４３及び可動制動部材１４４のそれぞれの上端部間に取り付けられている。可動制動部材１４４は、可動支持部材１４３に対して関節１４６を中心として回動可能になっている。この例では、可動制動部材１４４が可動支持部材１４３に対して関節１４６の弾性変形によって回動可能になっている。可動制動部材１４４が可動支持部材１４３に対して回動することにより、可動制動部材１４４と可動支持部材１４３との間の距離が変化する。 The movable braking member 144 is disposed between the movable support member 143 and the rail body 5. Thereby, when the brake body 142 reaches the contact position, the movable brake member 144 contacts the rail body 5. The movable braking member 144 is connected to the movable support member 143 through the joint 146. The joint 146 is attached between the upper ends of the movable support member 143 and the movable brake member 144. The movable braking member 144 is rotatable about the joint 146 with respect to the movable support member 143. In this example, the movable brake member 144 is rotatable with respect to the movable support member 143 by elastic deformation of the joint 146. When the movable braking member 144 rotates with respect to the movable support member 143, the distance between the movable brake member 144 and the movable support member 143 changes.
　ばね１４５は、関節１４６の下方で可動支持部材１４３及び可動制動部材１４４のそれぞれに接続されている。これにより、ばね１４５は、可動支持部材１４３に対する可動制動部材１４４の変位に応じて弾性的に伸縮する。 The spring 145 is connected to each of the movable support member 143 and the movable brake member 144 below the joint 146. As a result, the spring 145 elastically expands and contracts according to the displacement of the movable braking member 144 relative to the movable support member 143.
　制動体１４２が接触位置に達すると、可動制動部材１４４がレール本体部５に押されて、可動支持部材１４３に近づく方向へ可動制動部材１４４が変位される。これにより、ばね１４５は、可動支持部材１４３と可動制動部材１４４との間で弾性変形しながら縮む。即ち、制動体１４２が接触位置にあるときには、ばね１４５が可動支持部材１４３と可動制動部材１４４との間で弾性変形により縮んだ状態で、可動制動部材１４４がレール本体部５に接触している。これにより、可動支持部材１４３に近づく方向への可動制動部材１４４の変位に逆らう弾性復元力をばね１４５が発生し、ばね１４５の弾性復元力によって可動制動部材１４４がレール本体部５に押し付けられる。また、可動制動部材１４４がレール本体部５に接触した状態で移行部５４を通過する場合、ばね１４５が弾性変形しながら、可動制動部材１４４が移行部５４の幅方向側面の傾斜角度αに合わせて傾斜する。これにより、レール本体部５の移行部５４に対する可動制動部材１４４の接触面積が確保される。他の構成及び動作は実施の形態１と同様である。 When the brake body 142 reaches the contact position, the movable brake member 144 is pushed by the rail body 5 and the movable brake member 144 is displaced in a direction approaching the movable support member 143. As a result, the spring 145 contracts while being elastically deformed between the movable support member 143 and the movable brake member 144. That is, when the brake body 142 is in the contact position, the movable brake member 144 is in contact with the rail body portion 5 with the spring 145 contracted by elastic deformation between the movable support member 143 and the movable brake member 144. . As a result, the spring 145 generates an elastic restoring force against the displacement of the movable braking member 144 in the direction approaching the movable support member 143, and the movable braking member 144 is pressed against the rail body 5 by the elastic restoring force of the spring 145. Further, when the movable brake member 144 passes through the transition portion 54 in contact with the rail main body portion 5, the spring 145 is elastically deformed and the movable brake member 144 is adjusted to the inclination angle α of the side surface in the width direction of the transition portion 54. Tilt. Thereby, the contact area of the movable braking member 144 with respect to the transition part 54 of the rail main-body part 5 is ensured. Other configurations and operations are the same as those in the first embodiment.
　このようなエレベータ装置では、制動体１４２が、可動支持部材１４３と、可動支持部材１４３に対して変位可能な可動制動部材１４４と、可動支持部材１４３と可動制動部材１４４との間に配置されたばね１４５とを有しているので、可動制動部材１４４がレール本体部５に接触したときに、レール本体部５の幅方向側面の角度に合わせて可動制動部材１４４を変位させることができ、制動体１４２に対するレール本体部５の幅方向側面の角度によらず、レール本体部５に対する可動制動部材１４４の接触面積を確保することができる。従って、可動制動部材１４４がレール本体部５に接触した状態で移行部５４を通過する場合であっても、移行部５４の幅方向側面の傾斜角度αに合わせて可動制動部材１４４を傾斜させることができ、かご６の減速度の変動を抑制することができる。 In such an elevator apparatus, the brake body 142 includes a movable support member 143, a movable brake member 144 that can be displaced with respect to the movable support member 143, and a spring disposed between the movable support member 143 and the movable brake member 144. 145, the movable braking member 144 can be displaced according to the angle of the side surface in the width direction of the rail body portion 5 when the movable braking member 144 contacts the rail body portion 5, and the braking body Regardless of the angle of the side surface in the width direction of the rail body 5 with respect to 142, the contact area of the movable braking member 144 with the rail body 5 can be ensured. Therefore, even when the movable braking member 144 is in contact with the rail body portion 5 and passes through the transition portion 54, the movable braking member 144 is inclined according to the inclination angle α of the side surface in the width direction of the transition portion 54. And the fluctuation of the deceleration of the car 6 can be suppressed.
　実施の形態３．
　図９は、この発明の実施の形態３によるエレベータ装置のかごガイドレール２のレール本体部５及び非常止め装置１４を示す断面図である。各可動制動部材１４４は、かご６の移動方向について並んでいる複数の制動片１４４ａを有している。この例では、各可動制動部材１４４が２つの制動片１４４ａをそれぞれ有している。複数の制動片１４４ａは、関節１４６を介して互いに回動可能に連結されている。複数の制動片１４４ａを互いに連結する関節１４６の構成は、可動制動部材１４４を可動支持部材１４３に連結する関節１４６の構成と同様である。 Embodiment 3 FIG.
FIG. 9 is a cross-sectional view showing rail body 5 and emergency stop device 14 of car guide rail 2 of an elevator apparatus according to Embodiment 3 of the present invention. Each movable braking member 144 has a plurality of braking pieces 144 a arranged in the moving direction of the car 6. In this example, each movable braking member 144 has two braking pieces 144a. The plurality of braking pieces 144a are connected to each other via a joint 146 so as to be rotatable. The configuration of the joint 146 that couples the plurality of braking pieces 144 a to each other is the same as the configuration of the joint 146 that couples the movable braking member 144 to the movable support member 143.
　可動支持部材１４３と可動制動部材１４４との間には、弾性体である複数のばね１４５が各制動片１４４ａに対応させて配置されている。これにより、各ばね１４５は、可動支持部材１４３に対する複数の制動片１４４ａの変位に応じて弾性的に伸縮する。 Between the movable support member 143 and the movable brake member 144, a plurality of springs 145, which are elastic bodies, are arranged corresponding to the respective brake pieces 144a. Thereby, each spring 145 elastically expands and contracts according to the displacement of the plurality of braking pieces 144a with respect to the movable support member 143.
　可動制動部材１４４がレール本体部５に接触した状態で移行部５４を通過する場合には、通常レール部５２と移行部５４との境界の位置、及び移行部５４と定幅部５３との境界の位置で、レール本体部５の幅方向側面に対する可動制動部材１４４の接触角度が変化する。この場合であっても、レール本体部５の幅方向側面の角度に沿って複数の制動片１４４ａが互いに回動し、レール本体部５の幅方向側面の角度の変化に対応させて各制動片１４４ａのそれぞれがレール本体部５に接触する。これにより、レール本体部５に対する各制動片１４４ａのそれぞれの接触面積の合計が増大し、レール本体部５に対する可動制動部材１４４の全体としての接触面積が確保される。他の構成及び動作は実施の形態２と同様である。 When the movable braking member 144 passes through the transition portion 54 in contact with the rail body portion 5, the boundary position between the normal rail portion 52 and the transition portion 54 and the boundary between the transition portion 54 and the constant width portion 53 are used. At this position, the contact angle of the movable braking member 144 with respect to the side surface in the width direction of the rail body 5 changes. Even in this case, the plurality of braking pieces 144a rotate with each other along the angle of the side surface in the width direction of the rail body portion 5, and each braking piece corresponds to the change in the angle of the side surface in the width direction of the rail body portion 5. Each of 144a contacts the rail main-body part 5. FIG. As a result, the total contact area of each brake piece 144a with respect to the rail body 5 increases, and the contact area of the movable brake member 144 with respect to the rail body 5 as a whole is ensured. Other configurations and operations are the same as those in the second embodiment.
　このようなエレベータ装置では、可動制動部材１４４が、かご６の移動方向について並んでいる複数の制動片１４４ａを有し、複数の制動片１４４ａが互いに回動可能に連結されているので、可動制動部材１４４がレール本体部５に接触したときに、レール本体部５の幅方向側面の角度に合わせて各制動片１４４ａを変位させることができる。従って、可動制動部材１４４がレール本体部５に接触した状態で移行部５４を通過することによってレール本体部５の幅方向側面に対する可動制動部材１４４の接触角度が変化する場合であっても、レール本体部５の幅方向側面の角度に沿って複数の制動片１４４ａを互いに回動させることができ、レール本体部５の幅方向側面の角度の変化に対応させて各制動片１４４ａのそれぞれをレール本体部５に接触させることができる。これにより、レール本体部５に対する可動制動部材１４４の接触面積の変動を抑制することができ、かご６の減速度の変動をさらに抑制することができる。 In such an elevator apparatus, the movable braking member 144 has a plurality of braking pieces 144a arranged in the moving direction of the car 6, and the plurality of braking pieces 144a are rotatably connected to each other. When the member 144 comes into contact with the rail body 5, each brake piece 144 a can be displaced according to the angle of the side surface in the width direction of the rail body 5. Therefore, even if the contact angle of the movable brake member 144 with respect to the side surface in the width direction of the rail body portion 5 is changed by passing the transition portion 54 in a state where the movable brake member 144 is in contact with the rail body portion 5, the rail A plurality of braking pieces 144a can be rotated with each other along the angle of the side surface in the width direction of the main body portion 5, and each of the braking pieces 144a is railed in accordance with the change in the angle of the side surface in the width direction of the rail body portion 5. The main body 5 can be brought into contact. Thereby, the fluctuation | variation of the contact area of the movable braking member 144 with respect to the rail main-body part 5 can be suppressed, and the fluctuation | variation of the deceleration of the cage | basket | car 6 can further be suppressed.
　なお、上記の例では、可動制動部材１４４に含まれる制動片１４４ａの数が２つであるが、可動制動部材１４４に含まれる制動片１４４ａの数を３つ以上にしてもよい。この場合、３つ以上の制動片１４４ａがかご６の移動方向について並べられ、互いに隣り合う制動片１４４ａ同士が関節１４６を介して回動可能に連結される。 In the above example, the number of braking pieces 144a included in the movable braking member 144 is two, but the number of braking pieces 144a included in the movable braking member 144 may be three or more. In this case, three or more brake pieces 144 a are arranged in the moving direction of the car 6, and the brake pieces 144 a adjacent to each other are connected to each other via a joint 146 so as to be rotatable.
　実施の形態４．
　図１０は、この発明の実施の形態４によるエレベータ装置のかごガイドレール２のレール本体部５及び非常止め装置１４を示す断面図である。各可動制動部材１４４は、かご６の移動方向について並んでいる複数の制動片１４４ａを有している。この例では、各可動制動部材１４４が２つの制動片１４４ａをそれぞれ有している。複数の制動片１４４ａは、空間部１４７を介して互いに離して配置されている。これにより、複数の制動片１４４ａは、可動支持部材１４３に対して互いに独立して変位可能になっている。 Embodiment 4 FIG.
FIG. 10 is a cross-sectional view showing rail main body portion 5 and emergency stop device 14 of car guide rail 2 of an elevator apparatus according to Embodiment 4 of the present invention. Each movable braking member 144 has a plurality of braking pieces 144 a arranged in the moving direction of the car 6. In this example, each movable braking member 144 has two braking pieces 144a. The plurality of braking pieces 144a are arranged apart from each other through the space portion 147. Thus, the plurality of braking pieces 144a can be displaced independently of each other with respect to the movable support member 143.
　各制動片１４４ａのそれぞれと可動支持部材１４３との間には、弾性体であるばね１４５が個別に配置されている。また、各制動片１４４ａのそれぞれと可動支持部材１４３とは、複数のばね１４５を介して個別に連結されている。これにより、各ばね１４５は、可動支持部材１４３に対する複数の制動片１４４ａの変位に応じて弾性的に個別に伸縮する。 A spring 145 that is an elastic body is individually arranged between each brake piece 144a and the movable support member 143. In addition, each of the braking pieces 144 a and the movable support member 143 are individually connected via a plurality of springs 145. Thereby, each spring 145 elastically expands and contracts individually according to the displacement of the plurality of braking pieces 144a with respect to the movable support member 143.
　可動制動部材１４４がレール本体部５に接触した状態で移行部５４を通過する場合には、通常レール部５２と移行部５４との境界の位置、及び移行部５４と定幅部５３との境界の位置で、レール本体部５の幅方向側面に対する可動制動部材１４４の接触角度が変化する。この場合であっても、レール本体部５の幅方向側面の角度に沿って複数の制動片１４４ａが個別に変位され、レール本体部５の幅方向側面の角度の変化に対応させて各制動片１４４ａのそれぞれがレール本体部５に接触する。これにより、レール本体部５に対する各制動片１４４ａのそれぞれの接触面積の合計が増大し、レール本体部５に対する可動制動部材１４４の全体としての接触面積が確保される。他の構成及び動作は実施の形態２と同様である。 When the movable braking member 144 passes through the transition portion 54 in contact with the rail body portion 5, the boundary position between the normal rail portion 52 and the transition portion 54 and the boundary between the transition portion 54 and the constant width portion 53 are used. At this position, the contact angle of the movable braking member 144 with respect to the side surface in the width direction of the rail body 5 changes. Even in this case, the plurality of braking pieces 144a are individually displaced along the angle of the side surface in the width direction of the rail body portion 5, and each braking piece is corresponding to the change in the angle of the side surface in the width direction of the rail body portion 5. Each of 144a contacts the rail main-body part 5. FIG. As a result, the total contact area of each brake piece 144a with respect to the rail body 5 increases, and the contact area of the movable brake member 144 with respect to the rail body 5 as a whole is ensured. Other configurations and operations are the same as those in the second embodiment.
　このようなエレベータ装置では、可動制動部材１４４が、かご６の移動方向について並んでいる複数の制動片１４４ａを有し、複数の制動片１４４ａが可動支持部材１４３に対して互いに独立して変位可能になっているので、可動制動部材１４４がレール本体部５に接触したときに、レール本体部５の幅方向側面の角度に合わせて各制動片１４４ａを変位させることができる。従って、レール本体部５の幅方向側面に対する可動制動部材１４４の接触角度が変化する場合であっても、レール本体部５の幅方向側面の角度に沿って複数の制動片１４４ａを個別に変位させることができ、レール本体部５の幅方向側面の角度の変化に対応させて各制動片１４４ａのそれぞれをレール本体部５に接触させることができる。これにより、レール本体部５に対する可動制動部材１４４の接触面積の変動を抑制することができ、かご６の減速度の変動をさらに抑制することができる。 In such an elevator apparatus, the movable braking member 144 has a plurality of braking pieces 144 a arranged in the moving direction of the car 6, and the plurality of braking pieces 144 a can be displaced independently from each other with respect to the movable support member 143. Therefore, when the movable braking member 144 comes into contact with the rail main body portion 5, each braking piece 144 a can be displaced according to the angle of the side surface in the width direction of the rail main body portion 5. Therefore, even if the contact angle of the movable braking member 144 with respect to the side surface in the width direction of the rail body 5 changes, the plurality of braking pieces 144a are individually displaced along the angle of the side surface in the width direction of the rail body 5. Each of the braking pieces 144a can be brought into contact with the rail body 5 in accordance with a change in the angle of the side surface in the width direction of the rail body 5. Thereby, the fluctuation | variation of the contact area of the movable braking member 144 with respect to the rail main-body part 5 can be suppressed, and the fluctuation | variation of the deceleration of the cage | basket | car 6 can further be suppressed.
　なお、上記の例では、可動制動部材１４４に含まれる制動片１４４ａの数が２つであるが、可動制動部材１４４に含まれる制動片１４４ａの数を３つ以上にしてもよい。この場合、３つ以上の制動片１４４ａがかご６の移動方向について空間部１４７を介してそれぞれ並べられ、各制動片１４４ａのそれぞれと可動支持部材１４３との間にばね１４５が個別に配置される。 In the above example, the number of braking pieces 144a included in the movable braking member 144 is two, but the number of braking pieces 144a included in the movable braking member 144 may be three or more. In this case, three or more braking pieces 144a are arranged via the space portion 147 in the moving direction of the car 6, and the springs 145 are individually arranged between each of the braking pieces 144a and the movable support member 143. .
　実施の形態５．
　図１１は、この発明の実施の形態５によるエレベータ装置のかごガイドレール２及びガイド装置１３を示す水平断面図である。また、図１２は、図１１のＸＩＩ－ＸＩＩ線に沿った断面図である。なお、図１１は、図１２のＸＩ－ＸＩ線に沿った断面図である。かごガイドレール２のレール本体部５は、拡幅レール部５１及び通常レール部５２から水平方向へ突出するガイド用突出部５５をさらに有している。ガイド用突出部５５は、かご６の移動方向に沿って連続している。また、ガイド用突出部５５の幅は、かご６の移動可能範囲に亘って一定である。この例では、ガイド用突出部５５の幅が通常レール部５２の幅と同じになっている。 Embodiment 5 FIG.
FIG. 11 is a horizontal sectional view showing a car guide rail 2 and a guide device 13 of an elevator apparatus according to Embodiment 5 of the present invention. FIG. 12 is a cross-sectional view taken along line XII-XII in FIG. FIG. 11 is a cross-sectional view taken along line XI-XI in FIG. The rail body 5 of the car guide rail 2 further includes a guide protrusion 55 that protrudes in the horizontal direction from the wide rail 51 and the normal rail 52. The guide protrusion 55 is continuous along the moving direction of the car 6. In addition, the width of the guide protrusion 55 is constant over the movable range of the car 6. In this example, the width of the guide protruding portion 55 is the same as the width of the normal rail portion 52.
　かご６に設けられている複数のガイド装置１３は、拡幅レール部５１及び通常レール部５２ではなく、ガイド用突出部５５に案内される。各ガイド装置１３の構成は、実施の形態１でのガイド装置１３の構成と同様である。各ガイド装置１３では、３つのガイドローラ１３２のうち、２つのガイドローラ１３２がガイド用突出部５５の幅方向両側面にそれぞれ接触し、残りの１つのガイドローラ１３２がガイド用突出部５５の突出方向端面に接触している。ガイド装置１３は、かごガイドレール２のガイド用突出部５５に対する固定部材１３１の水平方向についての位置を３つのガイドローラ１３２で保ちながら各ガイドローラ１３２をガイド用突出部５５に転動させることにより、ガイド用突出部５５に案内される。 The plurality of guide devices 13 provided in the car 6 are guided not by the wide rail 51 and the normal rail 52 but by the guide protrusion 55. The configuration of each guide device 13 is the same as the configuration of the guide device 13 in the first embodiment. In each guide device 13, of the three guide rollers 132, two guide rollers 132 come into contact with both side surfaces of the guide protrusion 55 in the width direction, and the remaining one guide roller 132 protrudes from the guide protrusion 55. It is in contact with the direction end face. The guide device 13 rolls each guide roller 132 to the guide protrusion 55 while keeping the position of the fixing member 131 in the horizontal direction with respect to the guide protrusion 55 of the car guide rail 2 by the three guide rollers 132. The guide protrusion 55 is guided.
　即ち、本実施の形態では、かごガイドレール２のレール本体部５の突出方向根元側の部分である拡幅レール部５１及び通常レール部５２に非常止め装置１４の一対の制動体１４２が接触可能になっているとともに、かごガイドレール２のレール本体部５の突出方向先端側の部分であるガイド用突出部５５にガイド装置１３の各ガイドローラ１３２が接触している。従って、本実施の形態におけるかごガイドレール２のレール本体部５では、非常止め装置１４の一対の制動体１４２が接触可能な部分と、ガイド装置１３の各ガイドローラ１３２が接触している部分とが別個に分かれている。他の構成は実施の形態１と同様である。 In other words, in the present embodiment, the pair of braking bodies 142 of the emergency stop device 14 can come into contact with the widened rail portion 51 and the normal rail portion 52 that are portions on the base side in the protruding direction of the rail body portion 5 of the car guide rail 2. In addition, each guide roller 132 of the guide device 13 is in contact with the guide protrusion 55 which is a portion of the car guide rail 2 on the front side in the protrusion direction of the rail body 5. Therefore, in the rail main body portion 5 of the car guide rail 2 in the present embodiment, a portion where the pair of braking bodies 142 of the emergency stop device 14 can contact, and a portion where each guide roller 132 of the guide device 13 contacts. Are separated separately. Other configurations are the same as those in the first embodiment.
　このようなエレベータ装置では、かご６の移動可能範囲に亘って一定の幅を持つガイド用突出部５５が拡幅レール部５１及び通常レール部５２から水平方向へ突出しており、かご６に設けられたガイド装置１３がガイド用突出部５５に案内されるので、非常止め装置１４が下部設定区間Ｌ１にあるときの非常止め装置１４の動作時間の短縮化を図りながら、レール本体部５の幅の変化に起因するかご６の振動の発生を抑制することができる。 In such an elevator apparatus, the guide protrusion 55 having a constant width over the movable range of the car 6 protrudes horizontally from the wide rail part 51 and the normal rail part 52, and is provided on the car 6. Since the guide device 13 is guided by the guide protrusion 55, the width of the rail body 5 is changed while shortening the operation time of the safety device 14 when the safety device 14 is in the lower setting section L1. It is possible to suppress the vibration of the car 6 caused by the above.
　即ち、実施の形態１～４では、互いに異なる幅を持つ拡幅レール部５１及び通常レール部５２が連続して繋がっているレール本体部５にガイド装置１３が案内されるため、ガイド装置１３が拡幅レール部５１と通常レール部５２との境界を通過するときに、レール本体部５に接触している各ガイドローラ１３２間の距離が変化する。このため、実施の形態１～４では、ガイド装置１３が拡幅レール部５１と通常レール部５２との境界を通過するときに、かご６に振動が発生し、かご６での乗り心地が低下してしまうおそれがある。 That is, in the first to fourth embodiments, since the guide device 13 is guided to the rail body portion 5 in which the wide rail portion 51 and the normal rail portion 52 having different widths are continuously connected, the guide device 13 is widened. When passing through the boundary between the rail portion 51 and the normal rail portion 52, the distance between the guide rollers 132 that are in contact with the rail body portion 5 changes. For this reason, in the first to fourth embodiments, when the guide device 13 passes the boundary between the wide rail portion 51 and the normal rail portion 52, the car 6 is vibrated, and the riding comfort in the car 6 is reduced. There is a risk that.
　これに対して、本実施の形態では、かご６の移動可能範囲に亘って一定の幅を持つガイド用突出部５５にガイド装置１３が案内されるので、各ガイドローラ１３２間の距離の変化を抑制することができ、かご６の振動の発生を抑制することができる。 On the other hand, in this embodiment, since the guide device 13 is guided to the guide protrusion 55 having a certain width over the movable range of the car 6, the distance between the guide rollers 132 is changed. It can suppress and generation | occurrence | production of the vibration of the cage | basket | car 6 can be suppressed.
　なお、上記の例では、ガイド用突出部５５の幅が通常レール部５２の幅と同じになっているが、ガイド用突出部５５の幅が通常レール部５２の幅と異なっていてもよい。 In the above example, the width of the guide protrusion 55 is the same as the width of the normal rail 52, but the width of the guide protrusion 55 may be different from the width of the normal rail 52.
　また、上記の例では、ガイド用突出部５５を含むレール本体部５の構成が実施の形態１に適用されているが、ガイド用突出部５５を含むレール本体部５の構成を実施の形態２～４に適用してもよい。 In the above example, the configuration of the rail body 5 including the guide protrusion 55 is applied to the first embodiment. However, the configuration of the rail body 5 including the guide protrusion 55 is the second embodiment. It may be applied to .about.4.
　実施の形態６．
　実施の形態１～５では、下部設定区間Ｌ１に位置しているレール本体部５の幅を、通常設定区間Ｌ２に位置しているレール本体部５の幅よりも広くすることにより、非常止め装置１４の動作時間を、通常設定区間Ｌ２よりも下部設定区間Ｌ１で短くしているが、制動体１４２が通常設定区間Ｌ２にあるときよりも制動体１４２が下部設定区間Ｌ１にあるときに非常止め装置１４の制動体１４２の初期位置をレール本体部５に近づけることにより、非常止め装置１４の動作時間を通常設定区間Ｌ２よりも下部設定区間Ｌ１で短くしてもよい。 Embodiment 6 FIG.
In the first to fifth embodiments, the emergency stop device is configured by making the width of the rail body 5 located in the lower setting section L1 wider than the width of the rail body 5 located in the normal setting section L2. 14 operating time is shorter in the lower setting section L1 than in the normal setting section L2, but emergency stop when the braking body 142 is in the lower setting section L1 than when the braking body 142 is in the normal setting section L2. By making the initial position of the braking body 142 of the device 14 closer to the rail body 5, the operation time of the safety device 14 may be shorter in the lower setting section L1 than in the normal setting section L2.
　即ち、図１３は、この発明の実施の形態６によるエレベータ装置の非常止め装置１４が下部設定区間Ｌ１にあるときの状態を示す断面図である。また、図１４は、図１３の非常止め装置１４が通常設定区間Ｌ２にあるときの状態を示す断面図である。各かごガイドレール２のレール本体部５の幅は、かご６の移動可能範囲に亘って一定になっている。非常止め装置１４は、かご６に固定されている非常止め枠２１と、非常止め枠２１内に配置されている一対のガイド部材１４１と、一対のガイド部材１４１にそれぞれ案内される一対の制動体１４２と、一対のガイド部材１４１のそれぞれと非常止め枠２１との間にそれぞれ配置されている弾性体である複数の押圧ばね２２とを有している。 That is, FIG. 13 is a sectional view showing a state when the emergency stop device 14 of the elevator apparatus according to Embodiment 6 of the present invention is in the lower setting section L1. FIG. 14 is a cross-sectional view showing a state when the safety device 14 of FIG. 13 is in the normal setting section L2. The width of the rail body 5 of each car guide rail 2 is constant over the movable range of the car 6. The emergency stop device 14 includes an emergency stop frame 21 fixed to the car 6, a pair of guide members 141 disposed in the emergency stop frame 21, and a pair of braking bodies respectively guided by the pair of guide members 141. 142 and a plurality of pressing springs 22 that are elastic bodies disposed between each of the pair of guide members 141 and the emergency stop frame 21.
　一対のガイド部材１４１は、非常止め枠２１に固定された図示しないレールに沿ってかご６に対して水平方向へ変位可能になっている。また、一対のガイド部材１４１は、かごガイドレール２のレール本体部５の幅方向両側に配置されている。一対のガイド部材１４１には、かごガイドレール２のレール本体部５の幅方向側面に対して傾斜する傾斜部１４１ａがそれぞれ設けられている。かごガイドレール２のレール本体部５の幅方向側面とガイド部材１４１の傾斜部１４１ａとの間の間隔は、ガイド部材１４１の下部から上部に向けて連続的に小さくなっている。 The pair of guide members 141 can be displaced in the horizontal direction with respect to the car 6 along a rail (not shown) fixed to the safety frame 21. Further, the pair of guide members 141 are disposed on both sides in the width direction of the rail body 5 of the car guide rail 2. The pair of guide members 141 are respectively provided with inclined portions 141 a that are inclined with respect to the side surface in the width direction of the rail body portion 5 of the car guide rail 2. The distance between the side surface in the width direction of the rail body portion 5 of the car guide rail 2 and the inclined portion 141a of the guide member 141 is continuously reduced from the lower portion to the upper portion of the guide member 141.
　一対の制動体１４２の構成は、実施の形態１での一対の制動体１４２の構成と同様である。一対の制動体１４２は、各ガイド部材１４１の傾斜部１４１ａにそれぞれ案内されることにより、かごガイドレール２のレール本体部５から離れた初期位置と、かごガイドレール２のレール本体部５の幅方向側面に接触する接触位置との間でかご６に対して変位可能になっている。 The configuration of the pair of braking bodies 142 is the same as the configuration of the pair of braking bodies 142 in the first embodiment. The pair of braking bodies 142 are guided by the inclined portions 141a of the respective guide members 141, so that the initial position of the car guide rail 2 away from the rail main body 5 and the width of the rail main body 5 of the car guide rail 2 are obtained. It can be displaced with respect to the car 6 between the contact position contacting the direction side surface.
　各ガイド部材１４１のそれぞれとレール本体部５との間に各制動体１４２が押し込まれて各制動体１４２が接触位置に達すると、各ガイド部材１４１のそれぞれがレール本体部５から離れる方向へ変位されて、各押圧ばね２２が縮まる。これにより、各制動体１４２をレール本体部５に押し付ける弾性復元力が各押圧ばね２２に発生し、各制動体１４２のそれぞれとレール本体部５との間に生じる摩擦によって、かご６に制動力が発生する。 When each brake member 142 is pushed in between each guide member 141 and the rail main body 5 and each brake member 142 reaches the contact position, each guide member 141 is displaced in a direction away from the rail main body portion 5. Thus, each pressing spring 22 is contracted. As a result, an elastic restoring force that presses each brake body 142 against the rail body portion 5 is generated in each pressing spring 22, and the braking force is applied to the car 6 due to friction generated between each brake body 142 and the rail body portion 5. Occurs.
　各制動体１４２は、各ガイド部材１４１が水平方向へ変位されることにより、かご６に対して水平方向へ変位される。従って、各制動体１４２のそれぞれの初期位置とかごガイドレール２のレール本体部５との間の水平距離は、各ガイド部材１４１が水平方向へ変位されることにより変化する。 Each brake body 142 is displaced in the horizontal direction with respect to the car 6 as each guide member 141 is displaced in the horizontal direction. Accordingly, the horizontal distance between the initial position of each brake member 142 and the rail body 5 of the car guide rail 2 changes as each guide member 141 is displaced in the horizontal direction.
　非常止め装置１４には、各ガイド部材１４１を水平方向へ変位させることにより、各制動体１４２を水平方向へ変位させる切替装置２３が設けられている。切替装置２３は、各ガイド部材１４１を水平方向へ変位させることにより、各制動体１４２のそれぞれの初期位置とかごガイドレール２のレール本体部５との間の水平距離を変える。また、切替装置２３は、下部設定区間Ｌ１内に制動体１４２があるときに第１の位置（図１３）を各制動体１４２の初期位置とするとともに、下部設定区間Ｌ１よりも上方の通常設定区間Ｌ２に制動体１４２があるときに第１の位置と異なる第２の位置（図１４）を各制動体１４２の初期位置とする。 The emergency stop device 14 is provided with a switching device 23 for displacing each brake member 142 in the horizontal direction by displacing each guide member 141 in the horizontal direction. The switching device 23 changes the horizontal distance between the initial position of each brake member 142 and the rail main body portion 5 of the car guide rail 2 by displacing each guide member 141 in the horizontal direction. Further, the switching device 23 sets the first position (FIG. 13) as the initial position of each braking body 142 when the braking body 142 is in the lower setting section L1, and sets the normal setting above the lower setting section L1. A second position (FIG. 14) different from the first position when the braking body 142 is in the section L2 is set as the initial position of each braking body 142.
　第２の位置は、第１の位置よりもレール本体部５から水平方向へ遠い位置である。即ち、第１の位置にあるときの各制動体１４２のそれぞれとレール本体部５との間の隙間ｓ１（図１３）は、第２の位置にあるときの各制動体１４２のそれぞれとレール本体部５との間の隙間ｓ２（図１４）よりも狭くなっている。これにより、懸架体１２が破断してから制動体１４２が接触位置に達するまでの動作時間は、非常止め装置１４が通常設定区間Ｌ２にあるときよりも、非常止め装置１４が下部設定区間Ｌ１にあるときのほうが、短くなる。 The second position is a position farther in the horizontal direction from the rail body 5 than the first position. That is, the gap s1 (FIG. 13) between each of the braking bodies 142 and the rail body 5 when in the first position is equal to each of the braking bodies 142 and the rail body when in the second position. It is narrower than the gap s2 between the portions 5 (FIG. 14). As a result, the operation time from when the suspension body 12 breaks until the braking body 142 reaches the contact position is longer than that when the emergency stop device 14 is in the normal setting section L2. Sometimes it is shorter.
　昇降路１には、カム２４がかご６の移動方向に沿って設けられている。カム２４は、昇降路１内の下部設定区間Ｌ１にのみ固定されている。カム２４の上端部には、かご６の移動方向に対して傾斜する傾斜部２４ａが設けられている。切替装置２３は、カム２４に押されることにより各制動体１４２を第１の位置に変位させて各制動体１４２の初期位置を第１の位置とし、カム２４から外れることにより各制動体１４２を第２の位置に変位させて各制動体１４２の初期位置を第２の位置とする。 A cam 24 is provided in the hoistway 1 along the moving direction of the car 6. The cam 24 is fixed only to the lower setting section L1 in the hoistway 1. An inclined portion 24 a that is inclined with respect to the moving direction of the car 6 is provided at the upper end portion of the cam 24. The switching device 23 is displaced by the cam 24 to displace the respective brake bodies 142 to the first position, and sets the initial position of each brake body 142 to the first position. It is displaced to the second position, and the initial position of each brake member 142 is set as the second position.
　また、切替装置２３は、各ガイド部材１４１の上部に個別に固定されている一対の取付部材２５と、一対の取付部材２５間に接続されている弾性体である切替用ばね２６と、一対の取付部材２５に連結され、一対の取付部材２５を互いに逆方向へ変位させるリンク機構２７とを有している。 In addition, the switching device 23 includes a pair of attachment members 25 that are individually fixed to the upper part of each guide member 141, a switching spring 26 that is an elastic body connected between the pair of attachment members 25, and a pair of A link mechanism 27 is connected to the mounting member 25 and displaces the pair of mounting members 25 in opposite directions.
　切替用ばね２６は、一対のガイド部材１４１間の距離が広がる方向へ一対の取付部材２５を付勢している。リンク機構２７は、非常止め枠２１に設けられている軸２７１を中心に回動可能な回動リンク２７２と、回動リンク２７２の端部に設けられている接触ローラ２７３と、一対の取付部材２５のそれぞれと回動リンク２７２とに連結されている複数の連動リンク２７４とを有している。 The switching spring 26 urges the pair of attachment members 25 in the direction in which the distance between the pair of guide members 141 increases. The link mechanism 27 includes a rotation link 272 that can rotate around a shaft 271 provided on the emergency stop frame 21, a contact roller 273 provided on an end of the rotation link 272, and a pair of attachment members. 25 and a plurality of interlocking links 274 connected to the rotation link 272.
　複数の連動リンク２７４は、可動軸２７５で互いに回動自在に連結されている。非常止め枠２１には、非常止め枠２１に対して可動軸２７５を上下方向へ案内する軸ガイド部２１１が設けられている。 The plurality of interlocking links 274 are connected to each other by a movable shaft 275 so as to be rotatable. The emergency stop frame 21 is provided with a shaft guide portion 211 that guides the movable shaft 275 in the vertical direction with respect to the emergency stop frame 21.
　非常止め枠２１に対する一対のガイド部材１４１は、複数の連動リンク２７４の変位によって、非常止め枠２１に対する回動リンク２７２の回動に応じて変位する。即ち、回動リンク２７２が非常止め枠２１に対して回動すると、複数の連動リンク２７４が可動軸２７５を上下方向へ変位させながら回動リンク２７２の回動に応じて非常止め枠２１に対して変位され、非常止め枠２１に対する複数の連動リンク２７４の変位に応じて一対のガイド部材１４１が非常止め枠２１に対して水平方向へ変位される。 The pair of guide members 141 with respect to the emergency stop frame 21 is displaced according to the rotation of the rotation link 272 with respect to the emergency stop frame 21 due to the displacement of the plurality of interlocking links 274. That is, when the rotation link 272 rotates with respect to the emergency stop frame 21, the plurality of interlocking links 274 move relative to the emergency stop frame 21 according to the rotation of the rotation link 272 while displacing the movable shaft 275 in the vertical direction. The pair of guide members 141 are displaced in the horizontal direction with respect to the emergency stop frame 21 according to the displacement of the plurality of interlocking links 274 with respect to the emergency stop frame 21.
　一対の制動体１４２の初期位置は、回動リンク２７２の接触ローラ２７３がカム２４に押されることにより切替用ばね２６の付勢力に逆らって第１の位置に調整され、回動リンク２７２の接触ローラ２７３がカム２４から外れることにより切替用ばね２６の付勢力によってレール本体部５に対して第１の位置よりも遠い第２の位置に調整される。他の構成は実施の形態１と同様である。 The initial position of the pair of braking bodies 142 is adjusted to the first position against the biasing force of the switching spring 26 when the contact roller 273 of the rotation link 272 is pushed by the cam 24, and the contact of the rotation link 272 When the roller 273 is disengaged from the cam 24, the biasing force of the switching spring 26 is adjusted to a second position that is farther from the first position with respect to the rail body 5. Other configurations are the same as those in the first embodiment.
　次に、非常止め装置１４及び切替装置２３の動作について説明する。非常止め装置１４が通常設定区間Ｌ２にあるときには、図１４に示すように、切替装置２３の接触ローラ２７３がカム２４から外れている。このときには、切替用ばね２６の付勢力によって、一対の制動体１４２がかごガイドレール２のレール本体部５から離れる方向へ変位されており、一対の制動体１４２の初期位置が第２の位置になっている。非常止め装置１４が通常設定区間Ｌ２にあるときに懸架体１２が破断すると、調速機ロープ１９を含む質量体の慣性力により、一対の制動体１４２が第２の位置から接触位置へ変位され、かご６に制動力が発生する。 Next, operations of the emergency stop device 14 and the switching device 23 will be described. When the emergency stop device 14 is in the normal setting section L2, the contact roller 273 of the switching device 23 is disengaged from the cam 24 as shown in FIG. At this time, the pair of braking bodies 142 are displaced in a direction away from the rail body 5 of the car guide rail 2 by the biasing force of the switching spring 26, and the initial position of the pair of braking bodies 142 is set to the second position. It has become. When the suspension body 12 breaks when the safety device 14 is in the normal setting section L2, the pair of braking bodies 142 are displaced from the second position to the contact position by the inertial force of the mass body including the governor rope 19. A braking force is generated in the car 6.
　かご６が移動して非常止め装置１４が通常設定区間Ｌ２から下部設定区間Ｌ１に入ったときには、図１３に示すように、切替装置２３の接触ローラ２７３が傾斜部２４ａに案内されながらカム２４に押され、切替用ばね２６の付勢力に逆らって回動リンク２７２が非常止め枠２１に対して回動される。これにより、一対の制動体１４２がかごガイドレール２のレール本体部５に近づく方向へ変位され、一対の制動体１４２の初期位置が第２の位置から第１の位置に変化する。非常止め装置１４が下部設定区間Ｌ１にある間は、接触ローラ２７３がカム２４に押され続けているので、一対の制動体１４２の初期位置が第１の位置に保持される。一対の制動体１４２の初期位置が第１の位置になると、制動体１４２とレール本体部５との間の隙間が、一対の制動体１４２の初期位置が第２の位置であるときよりも狭くなる。即ち、一対の制動体１４２の初期位置が第２の位置から第１の位置に変化することにより、制動体１４２とレール本体部５との間の隙間がｓ２からｓ１まで狭くなる。 When the car 6 moves and the emergency stop device 14 enters the lower setting section L1 from the normal setting section L2, as shown in FIG. 13, the contact roller 273 of the switching device 23 is guided by the inclined portion 24a to the cam 24. The rotation link 272 is rotated with respect to the emergency stop frame 21 against the urging force of the switching spring 26. As a result, the pair of brake bodies 142 are displaced in a direction approaching the rail body 5 of the car guide rail 2, and the initial position of the pair of brake bodies 142 changes from the second position to the first position. Since the contact roller 273 is continuously pushed by the cam 24 while the emergency stop device 14 is in the lower setting section L1, the initial position of the pair of braking bodies 142 is held at the first position. When the initial position of the pair of brake bodies 142 is the first position, the gap between the brake body 142 and the rail body 5 is narrower than when the initial position of the pair of brake bodies 142 is the second position. Become. That is, when the initial position of the pair of brake bodies 142 is changed from the second position to the first position, the gap between the brake body 142 and the rail body 5 is narrowed from s2 to s1.
　非常止め装置１４が下部設定区間Ｌ１にあるときに懸架体１２が破断すると、調速機ロープ１９を含む質量体の慣性力により、一対の制動体１４２が第１の位置から接触位置へ変位され、かご６に制動力が発生する。このとき、第１の位置から接触位置までの制動体１４２の変位量が、第２の位置から接触位置までの制動体１４２の変位量よりも短いので、非常止め装置１４の動作時間が通常設定区間Ｌ２での動作時間よりも短くなる。 If the suspension body 12 breaks when the safety device 14 is in the lower setting section L1, the pair of braking bodies 142 are displaced from the first position to the contact position by the inertial force of the mass body including the governor rope 19. A braking force is generated in the car 6. At this time, since the displacement amount of the brake body 142 from the first position to the contact position is shorter than the displacement amount of the brake body 142 from the second position to the contact position, the operation time of the emergency stop device 14 is normally set. It becomes shorter than the operation time in the section L2.
　また、かご６が上方へ移動して非常止め装置１４が下部設定区間Ｌ１から通常設定区間Ｌ２に戻ったときには、切替装置２３の接触ローラ２７３がカム２４から外れ、切替用ばね２６の付勢力によって一対の制動体１４２の初期位置が第１の位置から第２の位置に復帰する。これにより、制動体１４２とレール本体部５との間の隙間がｓ１からｓ２に広がり、例えばかご６内の乗客が動いたり巻上機ブレーキによってかご６が減速したりすることによって生じる非常止め装置１４の誤動作が防止される。 Further, when the car 6 moves upward and the safety device 14 returns from the lower setting section L1 to the normal setting section L2, the contact roller 273 of the switching device 23 is detached from the cam 24, and the biasing force of the switching spring 26 is applied. The initial positions of the pair of braking bodies 142 are returned from the first position to the second position. As a result, the clearance between the braking body 142 and the rail body 5 widens from s1 to s2, and the emergency stop device is generated, for example, when the passenger in the car 6 moves or the car 6 is decelerated by the hoisting machine brake. 14 malfunctions are prevented.
　このようなエレベータ装置では、制動体１４２が下部設定区間Ｌ１にあるときに制動体１４２の初期位置が第１の位置とされるとともに、制動体１４２が通常設定区間Ｌ２にあるときに制動体１４２の初期位置が第２の位置とされ、第１の位置にあるときの制動体１４２とレール本体部５との間の隙間ｓ１が、第２の位置にあるときの制動体１４２とレール本体部５との間の隙間ｓ２よりも狭くなっているので、非常止め装置１４の動作時間を通常設定区間Ｌ２よりも下部設定区間Ｌ１で短くすることができる。これにより、緩衝器２０の小型化を図ることができ、昇降路１のピットの深さの短縮化を図ることができる。また、下部設定区間Ｌ１よりも上方で制動体１４２とレール本体部５との間の隙間を広げることができる。これにより、非常止め装置１４の誤動作の防止を図ることができる。 In such an elevator apparatus, the initial position of the braking body 142 is set to the first position when the braking body 142 is in the lower setting section L1, and the braking body 142 is disposed when the braking body 142 is in the normal setting section L2. The initial position is the second position, and the gap s1 between the brake body 142 and the rail body 5 when the first position is at the first position is the brake body 142 and the rail body when the second position is reached. Therefore, the operation time of the safety device 14 can be shortened in the lower setting section L1 than in the normal setting section L2. Thereby, size reduction of the buffer 20 can be achieved and the depth of the pit of the hoistway 1 can be shortened. Moreover, the clearance gap between the braking body 142 and the rail main-body part 5 can be expanded above lower setting area L1. Thereby, it is possible to prevent malfunction of the safety device 14.
　また、昇降路１内の下部設定区間Ｌ１にのみ、カム２４がかご６の移動方向に沿って固定されており、切替装置２３が、カム２４に押されることにより制動体１４２を第１の位置に変位させ、カム２４から外れることにより制動体１４２を第２の位置に変位させるので、制動体１４２の初期位置を簡単な構成でかつより確実に変化させることができる。 Further, only in the lower setting section L1 in the hoistway 1, the cam 24 is fixed along the moving direction of the car 6, and when the switching device 23 is pushed by the cam 24, the braking body 142 is moved to the first position. Since the brake body 142 is displaced to the second position by being displaced from the cam 24, the initial position of the brake body 142 can be changed more reliably with a simple configuration.
　なお、上記の例では、下部設定区間Ｌ１にカム２４がかご６の移動方向に沿って連続的に配置されているが、下部設定区間Ｌ１と通常設定区間Ｌ２との境界にのみカム２４を設けてもよい。この場合、切替装置２３は、カム２４によって一対の制動体１４２の初期位置を第１の位置と第２の位置との間で切り替え、切り替えた位置を保持する機構を有するようにする。また、例えば、ガイドローラ１３２の回転、ガイドローラ１３２とは別にガイドレール２に接触させたローラの回転、又は２：１ローピングでかご６を吊り下げた場合におけるかご６に設けたかご吊り車の回転等の動力を、各制動体１４２の初期位置を変化させる動力として利用してもよい。さらに、例えば制御装置で保有する位置情報、又はかご６に設けられた位置センサによって計測された情報等に基づいて、下部設定区間Ｌ１と通常設定区間Ｌ２との境界を非常止め装置１４が通過したか否かを検出し、下部設定区間Ｌ１と通常設定区間Ｌ２との境界の通過時に切替装置としての電磁アクチュエータで一対のガイド部材１４１を変位させることにより、一対の制動体１４２の初期位置を第１の位置と第２の位置との間で切り替えるようにしてもよい。 In the above example, the cam 24 is continuously arranged in the lower setting section L1 along the moving direction of the car 6. However, the cam 24 is provided only at the boundary between the lower setting section L1 and the normal setting section L2. May be. In this case, the switching device 23 has a mechanism for switching the initial position of the pair of braking bodies 142 between the first position and the second position by the cam 24 and holding the switched position. Further, for example, the rotation of the guide roller 132, the rotation of the roller in contact with the guide rail 2 separately from the guide roller 132, or the car suspension vehicle provided in the car 6 when the car 6 is suspended by 2: 1 roping. Power such as rotation may be used as power for changing the initial position of each brake member 142. Furthermore, the emergency stop device 14 has passed the boundary between the lower setting section L1 and the normal setting section L2 based on, for example, position information held by the control device or information measured by a position sensor provided in the car 6. And the pair of guide members 141 are displaced by an electromagnetic actuator as a switching device when passing through the boundary between the lower setting section L1 and the normal setting section L2, thereby determining the initial position of the pair of braking bodies 142. You may make it switch between 1 position and 2nd position.
　また、各上記実施の形態では、かごガイドレール２の断面形状がＴ字状になっているが、これに限定されず、例えばかごガイドレール２の断面形状をＵ字状にしたりＨ字状にしたりしてもよい。 In each of the above embodiments, the car guide rail 2 has a T-shaped cross section. However, the present invention is not limited to this. For example, the car guide rail 2 has a U-shaped or H-shaped cross section. Or you may.
　また、各上記実施の形態では、かごガイドレール２の拡幅レール部５１及び通常レール部５２が単一材で構成されているが、通常レール部５２から連続する拡幅レール部５１の芯部の幅を通常レール部５２の幅と同じ幅とし、通常レール部５２の幅方向側面と同等の摩擦特性を持つ調整部材を拡幅レール部５１の芯部の側面に貼り付けることにより、拡幅レール部５１の幅を調整してもよい。 Moreover, in each said embodiment, although the wide rail part 51 of the car guide rail 2 and the normal rail part 52 are comprised by the single material, the width | variety of the core part of the wide rail part 51 continuous from the normal rail part 52 is shown. Is made the same width as the width of the normal rail portion 52, and an adjustment member having a friction characteristic equivalent to that of the side surface in the width direction of the normal rail portion 52 is attached to the side surface of the core portion of the wide rail portion 51. The width may be adjusted.
　また、各上記実施の形態では、非常止め装置１４の構成が、レール本体部５が幅方向両側から一対の制動体１４２によって把持される構成になっているが、非常止め装置１４の構成を、レール本体部５の幅方向片側にのみ制動体を配置し、かご６に対して固定されたブレーキパッドと制動体との間でレール本体部５を把持する構成にしてもよい。 Moreover, in each said embodiment, although the structure of the emergency stop apparatus 14 is a structure by which the rail main-body part 5 is hold | gripped by a pair of brake body 142 from the width direction both sides, the structure of the emergency stop apparatus 14 is The brake body may be arranged only on one side in the width direction of the rail body portion 5 and the rail body portion 5 may be gripped between the brake pad fixed to the car 6 and the brake body.
　また、各上記実施の形態では、ガイド装置１３が、レール本体部５に接触しながら転動する３つのガイドローラ１３２を有しているが、レール本体部５に対して滑りやすい複数の滑動部材をガイドローラの代わりにガイド装置１３に適用してもよい。この場合、各滑動部材がレール本体部５に接触しながら移動することにより、かご６がレール本体部５に案内される。 Moreover, in each said embodiment, although the guide apparatus 13 has the three guide rollers 132 which roll while contacting the rail main-body part 5, several sliding members which are slippery with respect to the rail main-body part 5 are included. May be applied to the guide device 13 instead of the guide roller. In this case, the car 6 is guided to the rail body 5 by moving each sliding member while contacting the rail body 5.
　また、各上記実施の形態では、非常止め装置１４がかご６に設けられているが、非常止め装置１４を釣合おもり７に設け、釣合おもり７の衝撃を吸収する緩衝器を昇降路１のピットに設けてもよい。この場合、下部設定区間Ｌ１に設けられた拡幅レール部５１と、通常設定区間Ｌ２に設けられた通常レール部５２とを有するかごガイドレール２のレール本体部５の構成が、釣合おもりガイドレール３のレール本体部５に適用される。従って、この場合、釣合おもりガイドレール３の拡幅レール部の幅は、釣合おもりガイドレール３の通常レール部の幅よりも大きくされる。 Moreover, in each said embodiment, although the emergency stop apparatus 14 is provided in the cage | basket | car 6, the emergency stop apparatus 14 is provided in the counterweight 7, and the shock absorber which absorbs the impact of the counterweight 7 is used for the hoistway 1. It may be provided in the pit. In this case, the configuration of the rail main body portion 5 of the car guide rail 2 having the widened rail portion 51 provided in the lower setting section L1 and the normal rail portion 52 provided in the normal setting section L2 is a counterweight guide rail. 3 is applied to the rail body 5. Therefore, in this case, the width of the widened rail portion of the counterweight guide rail 3 is made larger than the width of the normal rail portion of the counterweight guide rail 3.
　また、各上記実施の形態では、上かご及び下かご間の距離、即ち階間距離を調整可能なダブルデッキエレベータ装置にこの発明を適用して、昇降体である上かご及び下かごの少なくともいずれかに非常止め装置１４を設け、非常止め装置１４が設けられたかごを案内するガイドレールに、拡幅レール部５１及び通常レール部５２を有するかごガイドレール２の構成を適用してもよい。 Further, in each of the above embodiments, the present invention is applied to a double deck elevator apparatus capable of adjusting the distance between the upper car and the lower car, that is, the distance between the floors, so that at least one of the upper car and the lower car as the lifting body is provided. The configuration of the car guide rail 2 having the wide rail part 51 and the normal rail part 52 may be applied to the guide rail that provides the car safety device 14 and guides the car provided with the safety device 14.
　また、各上記実施の形態では、懸架体１２が破断したときに、調速機綱車１７、調速機張り車１８及び調速機ロープ１９を含む質量体の慣性力によって非常止め装置１４の制動体１４２が初期位置から接触位置へ変位されるようになっているが、非常止め装置１４の制動体１４２を初期位置から接触位置へ変位させる方法は、これに限定されない。例えば、懸架体１２の破断の有無を検出する破断検出装置を懸架体１２に設け、破断検出装置からの電気的な情報に基づいて制動体１４２を変位させるアクチュエータを非常止め装置１４に設けてもよい。この場合、懸架体１２が破断したことを破断検出装置が検出すると、制動体１４２がアクチュエータによって初期位置から接触位置へ変位される。 Moreover, in each said embodiment, when the suspension body 12 fractures | ruptures, the emergency stop apparatus 14 of the mass body containing the governor sheave 17, the governor tension wheel 18, and the governor rope 19 of the emergency stop device 14 is shown. Although the brake body 142 is displaced from the initial position to the contact position, the method of displacing the brake body 142 of the emergency stop device 14 from the initial position to the contact position is not limited to this. For example, a breakage detection device that detects whether or not the suspension body 12 is broken may be provided in the suspension body 12, and an actuator that displaces the brake body 142 based on electrical information from the breakage detection device may be provided in the emergency stop device 14. Good. In this case, when the break detection device detects that the suspension body 12 is broken, the brake body 142 is displaced from the initial position to the contact position by the actuator.
　１　昇降路、２　かごガイドレール、３　釣合おもりガイドレール、５　レール本体部、６　かご（昇降体）、７　釣合おもり（昇降体）、１３　ガイド装置、１４　非常止め装置、２３　切替装置、２４　カム、５１　拡幅レール部、５２　通常レール部、５５　ガイド用突出部、１４１　ガイド部材、１４２　制動体、１４３　可動支持部材、１４４　可動制動部材、１４４ａ　制動片、１４５　ばね（弾性体）。 1 hoistway, 2 car guide rails, 3 counterweight guide rails, 5 rail body, 6 car (elevating body), 7 counterweight (elevating body), 13 guide device, 14 emergency stop device, 23 switching device, 24 cam, 51 widening rail part, 52 normal rail part, 55 guide protrusion, 141 guide member, 142 brake body, 143 movable support member, 144 movable brake member, 144a brake piece, 145 spring (elastic body).

Claims (8)

  1. 　昇降路内を上下方向へ移動可能な昇降体、
    　前記昇降体の移動を案内するガイドレール、及び
    　前記昇降体に設けられている非常止め装置
    　を備え、
    　前記ガイドレールは、前記昇降体の移動方向に沿って設けられているレール本体部を有し、
    　前記非常止め装置は、前記レール本体部から離れた初期位置と前記レール本体部に接触する接触位置との間で前記昇降体に対して変位可能な制動体を有し、
    　前記レール本体部は、前記昇降路の下部に設定された下部設定区間内に設けられている拡幅レール部と、前記下部設定区間外に設けられ、前記拡幅レール部から上方へ連続する通常レール部とを有し、
    　前記拡幅レール部の幅は、前記通常レール部の幅よりも大きくなっているエレベータ装置。     A lifting body that can move up and down in the hoistway,
    A guide rail for guiding the movement of the lifting body, and an emergency stop device provided on the lifting body,
    The guide rail has a rail body provided along the moving direction of the lifting body,
    The emergency stop device has a braking body that is displaceable with respect to the lifting body between an initial position away from the rail body and a contact position that contacts the rail body,
    The rail main body is a wide rail provided in a lower setting section set at a lower part of the hoistway, and a normal rail section provided outside the lower setting section and continuing upward from the wide rail. And
    The width of the said widening rail part is an elevator apparatus larger than the width | variety of the said normal rail part.
  2. 　前記制動体は、可動支持部材と、前記可動支持部材に対して変位可能な可動制動部材と、前記可動支持部材と前記可動制動部材との間に配置され、前記可動支持部材に対する前記可動制動部材の変位に応じて伸縮する弾性体とを有し、
    　前記可動制動部材は、前記可動支持部材と前記レール本体部との間に配置されており、
    　前記制動体が前記接触位置にあるときには、前記可動制動部材が前記レール本体部に接触した状態で、前記弾性体が前記可動支持部材と前記可動制動部材との間で弾性変形により縮んでいる請求項１に記載のエレベータ装置。     The brake member is disposed between a movable support member, a movable brake member displaceable with respect to the movable support member, and the movable support member and the movable brake member, and the movable brake member with respect to the movable support member And an elastic body that expands and contracts according to the displacement of
    The movable braking member is disposed between the movable support member and the rail main body,
    The elastic body is contracted by elastic deformation between the movable support member and the movable brake member in a state where the movable brake member is in contact with the rail main body when the brake body is in the contact position. Item 2. The elevator apparatus according to Item 1.
  3. 　前記可動制動部材は、前記昇降体の移動方向について並んでいる複数の制動片を有し、
    　前記複数の制動片は、前記可動支持部材に対して互いに独立して変位可能になっており、
    　各前記制動片のそれぞれと前記可動支持部材との間には、前記弾性体が個別に配置されている請求項２に記載のエレベータ装置。     The movable braking member has a plurality of braking pieces arranged in the moving direction of the elevating body,
    The plurality of braking pieces can be displaced independently of each other with respect to the movable support member,
    The elevator apparatus according to claim 2, wherein the elastic bodies are individually arranged between each of the braking pieces and the movable support member.
  4. 　前記可動制動部材は、前記可動支持部材に回動可能に連結されており、
    　前記可動制動部材は、前記昇降体の移動方向について並んでいる複数の制動片を有し、
    　前記複数の制動片は、互いに回動可能に連結されている請求項２に記載のエレベータ装置。     The movable brake member is rotatably connected to the movable support member,
    The movable braking member has a plurality of braking pieces arranged in the moving direction of the elevating body,
    The elevator apparatus according to claim 2, wherein the plurality of braking pieces are connected to each other so as to be rotatable.
  5. 　前記レール本体部は、ガイド用突出部をさらに有し、
    　前記ガイド用突出部は、前記通常レール部及び前記拡幅レール部から水平方向へ突出し、かつ前記昇降体の移動方向に沿って連続しており、
    　前記ガイド用突出部の幅は、前記昇降体の移動可能範囲に亘って一定であり、
    　前記昇降体には、前記ガイド用突出部に案内されるガイド装置が設けられている請求項１～請求項４のいずれか一項に記載のエレベータ装置。     The rail body further includes a guide protrusion,
    The guide protruding portion protrudes horizontally from the normal rail portion and the widened rail portion, and is continuous along the moving direction of the lifting body,
    The width of the guide protrusion is constant over the movable range of the elevating body,
    The elevator apparatus according to any one of claims 1 to 4, wherein the elevating body is provided with a guide device that is guided by the guide protrusion.
  6. 　昇降路内を上下方向へ移動可能な昇降体、
    　前記昇降体の移動を案内するガイドレール、及び
    　前記昇降体に設けられている非常止め装置
    　を備え、
    　前記ガイドレールは、前記昇降体の移動方向に沿って設けられているレール本体部を有し、
    　前記非常止め装置は、前記レール本体部から離れた初期位置と前記レール本体部に接触する接触位置との間で前記昇降体に対して変位可能な制動体と、前記昇降体に対する前記制動体の変位を案内するガイド部材とを有し、
    　前記非常止め装置には、前記ガイド部材を変位させることにより、前記昇降体に対して前記制動体を水平方向へ変位させる切替装置が設けられており、
    　前記切替装置は、前記昇降路の下部に設定されている下部設定区間内に前記制動体があるときに前記制動体の前記初期位置を第１の位置とするとともに、前記下部設定区間よりも上方に前記制動体があるときに前記制動体の前記初期位置を前記第１の位置と異なる第２の位置とし、
    　前記第１の位置にあるときの前記制動体と前記レール本体部との間の隙間は、前記第２の位置にあるときの前記制動体と前記レール本体部との間の隙間よりも狭くなっているエレベータ装置。     A lifting body that can move up and down in the hoistway,
    A guide rail for guiding the movement of the lifting body, and an emergency stop device provided on the lifting body,
    The guide rail has a rail body provided along the moving direction of the lifting body,
    The emergency stop device includes a braking body that is displaceable with respect to the lifting body between an initial position away from the rail body and a contact position that contacts the rail body, and the braking body with respect to the lifting body. A guide member for guiding the displacement,
    The emergency stop device is provided with a switching device for displacing the braking body in a horizontal direction with respect to the lifting body by displacing the guide member,
    The switching device sets the initial position of the braking body as a first position when the braking body is in a lower setting section set at a lower portion of the hoistway, and is higher than the lower setting section. When the braking body is in the second position, the initial position of the braking body is a second position different from the first position,
    The gap between the braking body and the rail main body when in the first position is narrower than the gap between the braking body and the rail main body when in the second position. Elevator equipment.
  7. 　前記昇降路内の前記下部設定区間にのみ、カムが前記昇降体の移動方向に沿って固定されており、
    　前記切替装置は、前記カムに押されることにより前記制動体を前記第１の位置に変位させ、前記カムから外れることにより前記制動体を前記第２の位置に変位させる請求項６に記載のエレベータ装置。     Only in the lower setting section in the hoistway, a cam is fixed along the moving direction of the hoisting body,
    The elevator according to claim 6, wherein the switching device displaces the braking body to the first position by being pushed by the cam, and displaces the braking body to the second position by being removed from the cam. apparatus.
  8. 　前記非常止め装置には、質量体が接続されており、
    　前記制動体は、設定値を超える加速度が前記昇降体に発生したときの前記質量体の慣性力によって前記初期位置から前記接触位置へ変位される請求項１～請求項７のいずれか一項に記載のエレベータ装置。     A mass body is connected to the emergency stop device,
    The brake body is displaced from the initial position to the contact position by an inertial force of the mass body when an acceleration exceeding a set value is generated in the lifting body. The elevator apparatus as described.
PCT/JP2015/084906 2015-12-14 2015-12-14 Elevator device WO2017103969A1 (en)

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CN111977485A (en) * 2019-05-22 2020-11-24 上海三菱电梯有限公司 Elevator safety device and elevator
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