WO2018138757A1

WO2018138757A1 - Elevator emergency stop device

Info

Publication number: WO2018138757A1
Application number: PCT/JP2017/002254
Authority: WO
Inventors: 鈴木　智昭
Original assignee: 三菱電機株式会社
Priority date: 2017-01-24
Filing date: 2017-01-24
Publication date: 2018-08-02

Abstract

The present invention provides an elevator emergency stop device which has no layout restrictions. This elevator emergency stop device comprises: a plurality of brake units which are mounted to an elevating body so as to correspond to a plurality of guide rails and which, when actuated, each grip the corresponding guide rail and generate a braking force; a power generation unit which is mounted to the elevating body, and generates a fluid pressure in working fluid due to the occurrence of a difference in the relative movement between a governor rope and the elevating body; a plurality of actuators which are mounted to the elevating body so as to correspond to the plurality of brake units, and which each actuate the corresponding brake unit with the fluid pressure of the working fluid; and a power transmission unit which transmits the fluid pressure of the working fluid to the plurality of actuators.

Description

Elevator emergency stop device

This invention relates to an emergency stop device for an elevator.

A conventional elevator safety device includes a pair of braking members disposed at the lower part of the car so as to correspond to the pair of guide rails disposed on both sides of the car in the front direction, and the front of the car in the front direction. A connecting shaft disposed so as to extend, a pair of actuating levers fixed to both ends of the connecting shaft and connected to each of the pair of braking members, and connected between both ends of the governor rope. And a link connected to one operating lever and the rope connecting member (for example, see Patent Document 1).

In conventional emergency stop devices for elevators, in the event of an emergency, the difference in relative movement between the governor rope and the car that occurs when the governor rope is stopped is activated by one of the rope connecting members and the link. Is transmitted to the lever. Therefore, one operating lever rotates around the connecting shaft, and one braking member grips one guide rail. Further, the other operation lever rotates in synchronization with the rotation of one operation lever, and grips the other guide rail. In this way, the pair of braking members are synchronized to grip the pair of guide rails, and the car is emergency stopped.

JP 2013-249207 A

In the conventional emergency stop device for an elevator, a pair of operating levers arranged on both sides in the front direction of the car are connected by a connecting shaft, so there is a restriction on layout due to the shape of the connecting shaft. Furthermore, it is necessary to install a speed governor for operating the operating lever in the vicinity of the operating lever. In other words, there are restrictions on the layout of the governor.

The present invention has been made to solve such a problem, and an object thereof is to obtain an emergency stop device for an elevator that does not have layout restrictions.

An elevator emergency stop device according to the present invention is attached to a lifting body so as to correspond to each of a plurality of guide rails, and when operated, a plurality of braking portions that grip the corresponding guide rails to generate a braking force, A power generation unit that is attached to the lifting body and generates a fluid pressure in the working fluid due to the occurrence of a relative movement difference between the governor rope and the lifting body, and corresponds to each of the plurality of braking units. A plurality of actuating parts that are attached to the elevating body and actuate the corresponding brake parts by the fluid pressure of the working fluid, and a power transmission part that transmits the fluid pressure of the working fluid to each of the plurality of actuating parts, .

According to the present invention, the fluid pressure of the working fluid generated by the power generation unit is transmitted to each of the plurality of operation units by the power transmission unit, the operations of the plurality of operation units are synchronized, and braking of the plurality of brake units is performed. The operation is synchronized. Therefore, there is no need for a structure such as a connecting shaft for synchronizing the operations of a plurality of operating parts, and there is a large degree of freedom in installing a power transmission part that transmits the fluid pressure of the working fluid. Disappears. In addition, since the power generation unit can be installed according to the installation position of the governor, there are no restrictions on the layout of the governor.

It is a mimetic diagram explaining the whole elevator composition concerning Embodiment 1 of this invention. It is a principal part front view which shows the brake part periphery of the state at the time of the non-operation in the emergency stop apparatus of the elevator which concerns on Embodiment 1 of this invention. It is a principal part front view which shows the brake part periphery of the state at the time of the action | operation in the emergency stop apparatus of the elevator which concerns on Embodiment 1 of this invention. It is a schematic diagram explaining the structure of the emergency stop apparatus of the elevator which concerns on Embodiment 1 of this invention. It is a schematic diagram explaining the structure of the emergency stop apparatus of the elevator which concerns on Embodiment 2 of this invention. It is a schematic diagram explaining the structure of the emergency stop apparatus of the elevator which concerns on Embodiment 3 of this invention. It is a schematic diagram explaining the structure of the emergency stop apparatus of the elevator which concerns on Embodiment 4 of this invention. It is a principal part front view which shows the brake part periphery in the emergency stop apparatus of the elevator which concerns on Embodiment 5 of this invention.

Embodiment 1 FIG.
FIG. 1 is a schematic diagram for explaining the overall configuration of an elevator according to Embodiment 1 of the present invention. FIG. 2 is a view around the braking portion of the elevator emergency stop device according to Embodiment 1 of the present invention in a non-operating state. FIG. 3 is a front view of an essential part showing the surroundings of a braking part in an operating state in the emergency stop device for an elevator according to Embodiment 1 of the present invention, and FIG. It is a schematic diagram explaining the structure of the emergency stop apparatus of the elevator which concerns. In FIG. 4, the braking unit is omitted.

In FIG. 1, a hoisting machine 2 is provided in the upper part in the hoistway 1. The hoisting machine 2 includes a drive sheave 3 and a hoisting machine main body (not shown). The hoisting machine main body includes an electric motor that rotates the drive sheave 3 and a brake that brakes the rotation of the drive sheave 3. A plurality of main ropes 4 are wound around the drive sheave 3.

A car 5 as a lifting body is connected to one end of the main rope 4. A counterweight 6 is connected to the other end of the main rope 4. The car 5 and the counterweight 6 are suspended in the hoistway 1 by the main rope 4 and are lifted and lowered by the hoisting machine 2. In the hoistway 1, a pair of car guide rails 7 that guide the raising and lowering of the car 5 and a pair of counterweight guide rails (not shown) that guide the raising and lowering of the counterweight 6 are installed. The pair of car guide rails 7 are disposed on both sides of the car 5 in the front-end direction so as to face each other with the car 5 interposed therebetween.

A mounting base 9 is attached in the vicinity of the upper end of the car guide rail 7. A speed governor 10 is installed on the mount 9. The governor 10 includes a governor sheave 11 and a rope gripping device 12. A tension wheel 13 is provided near the bottom of the hoistway 1. The tension wheel 13 is attached to the car guide rail 7.

A governor rope 14 is wound around the governor sheave 11 and the tension wheel 13. The governor rope 14 is wound around the governor sheave 11 at the upper part of the hoistway 1, and is wound around the tension wheel 13 at the lower part of the hoistway 1.

The governor rope 14 is configured to be endless by connecting both ends thereof, and circulates as the car 5 travels. Thereby, the governor sheave 11 rotates at a speed according to the speed of the car 5.

When the speed of the car 5 increases due to some abnormality and the car 5 does not stop by the brake of the hoisting machine 2, for example, when the main rope 4 is cut, the rope gripping of the speed governor 10 that detects the speed abnormality of the car 5 The circulating movement of the governor rope 14 is stopped by the device 12. As a result, a relative movement difference between the car 5 and the governor rope 14 is generated, and the safety device 20 is activated.

Next, the configuration of the safety device 20 will be described with reference to FIGS. Here, as shown in FIGS. 2 and 3, a car lower beam 16 and car

lower frames

17 and 18 fixed to the car lower beam 16 are provided at the lower part of the car 5. . A bracket 19 is provided on the car lower frame 18. A shaft 26 is rotatably provided on the bracket 19 with the axial direction as the front direction of the car 5.

The emergency stop device 20 is operated as a working fluid in response to detection of a speed abnormality of the car 5 by the pair of braking portions that grip each of the pair of car guide rails 7 to brake the car 5 and the governor 10. Generated by a power generation unit that generates a predetermined fluid pressure in the oil 39, a pair of operation units that operate each of the pair of braking units by the fluid pressure of the hydraulic oil 39 generated by the power generation unit, and the power generation unit And a power transmission unit that transmits the fluid pressure of the hydraulic oil 39 to each of the pair of operating units.

The braking portion includes a holding plate 21 provided with an inclined plate 22 and a fixed shoe 23 facing each other, a movable shoe 24, and an operating lever 25.

As shown in FIGS. 2 and 3, the clamp 21 is attached between the car

lower frames

17 and 18 so that the guide portion 7 a of the car guide rail 7 is located between the inclined plate 22 and the fixed shoe 23. It has been. The inclined plate 22 is disposed so that the gap between the inclined plate 22 and the guide portion 7a becomes gradually narrower upward. The fixed shoe 23 is disposed so that the gap between the fixed shoe 23 and the guide portion 7a is constant in the vertical direction.

The operating lever 25 is fixed to the shaft 26 at one end and is attached to the bracket 19 so as to be rotatable around the shaft 26. The movable shoe 24 is rotatably attached to the tip of the operating lever 25, and comes into contact with or separates from the guide portion 7a by the rotation of the operating lever 25 around the shaft 26.

The operating part is configured by a second hydraulic cylinder 30 as shown in FIG. As shown in FIGS. 2 and 3, the second hydraulic cylinder 30 is connected to the operating lever 25 so as to be rotatable about an axis 33 whose axial direction is parallel to the axial direction of the axis 26. Attached to the bracket 19. The piston 31 is slidably disposed in the second hydraulic cylinder 30, and includes a non-operation position where the movable shoe 24 is separated from the guide portion 7a and an operation position where the movable shoe 24 abuts on the guide portion 7a. Move back and forth between them. A spring 34 is disposed in the second hydraulic cylinder 30 and biases the piston 31 in a direction to position the piston 31 in the non-operating position.

The braking portion and the operating portion are disposed on both sides of the front direction of the car 5 in the vicinity of each of the pair of car guide rails 7.

The power generation unit is configured by a first hydraulic cylinder 27 as shown in FIG. The first hydraulic cylinder 27 is fixed to the upper portion of the car 5 with the moving direction of the piston 28 as the vertical direction. A rod 29 of the piston 28 is connected to the governor rope 14.

The power transmission unit is constituted by a hydraulic pipe 40 as shown in FIG. The hydraulic piping 40 is connected to the main piping 41 connected to the first hydraulic cylinder 27 and to the second hydraulic cylinders 30 branched from the main piping 41 and disposed on both sides in the front direction of the car 5. Branch pipe 42.

In the emergency stop device 20 configured as described above, the hydraulic oil 39 is filled in the first hydraulic cylinder 27, the hydraulic pipe 40, and the second hydraulic cylinder 30. In the non-operating state, the piston 28 of the first hydraulic cylinder 27 is located at the lowest position. Further, the piston 31 of the second hydraulic cylinder 30 is positioned at the non-operating position by the biasing force of the spring 34. And as FIG. 2 shows, the movable shoe 24 is spaced apart from the guide part 7a.

When the speed of the car 5 increases due to some abnormality, the rope gripping device 12 stops the circulating movement of the governor rope 14. As a result, the governor rope 14 is pulled up with respect to the car 5 and the piston 28 of the first hydraulic cylinder 27 is pulled upward. Therefore, the hydraulic oil 39 in the first hydraulic cylinder 27 is discharged to the main pipe 41. The hydraulic oil 39 discharged to the main pipe 41 flows through the branch pipe 42 and flows into the second hydraulic cylinder 30. The hydraulic fluid that has flowed into the second hydraulic cylinder 30 pushes up the piston 31 against the biasing force of the spring 34. Thereby, the operating lever 25 rotates counterclockwise around the shaft 26 in FIG. 2, and the movable shoe 24 contacts the guide portion 7a. Thereafter, the movable shoe 24 bites between the guide portion 7a and the inclined plate 22, and the entire car 5 is displaced leftward in FIG. 2, and the fixed shoe 23 comes into contact with the guide portion 7a. As a result, the movable shoe 24 and the fixed shoe 23 grip the guide portion 7 a of one of the car guide rails 7, and a braking force against the falling of the car 5 is generated.

At this time, the hydraulic oil 39 is also supplied to the other second hydraulic cylinder 30 disposed on the opposite side of the car 5 through the branch pipe 42. The movable shoe 24 and the fixed shoe 23 hold the guide portion 7 a of the other car guide rail 7, and a braking force is similarly generated on the opposite side of the car 5.

As described above, according to the first embodiment, the fluid pressure of the hydraulic oil 39 generated by the first hydraulic cylinder 27 is transmitted to each of the two second hydraulic cylinders 30 by the hydraulic pipe 40, and the two second hydraulic cylinders 30 are transmitted. The operation of the hydraulic cylinder 30 is synchronized. Thereby, the operation of the two operating levers 25 is synchronized, and the braking operation by the fixed shoe 23 and the movable shoe 24 is synchronized. Therefore, a structure such as a connecting shaft for synchronizing the operations of the two operating levers 25 becomes unnecessary. The degree of freedom of installation of the hydraulic piping 40 is great. Therefore, there is no restriction on the layout of the safety device 20. In other words, there are no restrictions on the layout of peripheral devices installed in the car 5.

Since it is not necessary to install the speed governor 10 in the vicinity of the operating lever 25 when viewed from the vertical direction, restrictions on the layout of the speed governor 10 are eliminated. Further, since the installation position of the first hydraulic cylinder 27 is not affected by the arrangement of the operation lever 25, the first hydraulic cylinder 27 can be installed according to the installation position of the speed governor 10.

Embodiment 2. FIG.
FIG. 5 is a schematic diagram illustrating the configuration of an elevator safety device according to Embodiment 2 of the present invention. In FIG. 5, the braking unit is omitted.

In FIG. 5, a flow rate adjusting valve 50 as a flow rate adjusting device is disposed in the middle of each branch pipe 42.
Other configurations are the same as those in the first embodiment.

In the emergency stop device 20A according to the second embodiment, the hydraulic pressure of the hydraulic oil 39 generated by the first hydraulic cylinder 27 is transmitted to each of the two second hydraulic cylinders 30 by the hydraulic pipe 40, and the two second hydraulic pressures are transmitted. The operation of the cylinder 30 is synchronized. Therefore, also in the second embodiment, the same effect as in the first embodiment can be obtained.

According to the second embodiment, since the flow rate adjusting valve 50 is disposed in the middle of each branch pipe 42, even if a flow loss occurs due to variations in the inner diameter of the branch pipe 42 or variations in the pipe length. The operation of the second hydraulic cylinder 30 can be synchronized. Thereby, the braking operation | movement of the two braking parts arrange | positioned by the both sides of the front direction of the cage | basket | car 5 can be synchronized, and the cage | basket | car 5 can be braked stably.

Embodiment 3 FIG.
FIG. 6 is a schematic diagram illustrating the configuration of an elevator safety device according to Embodiment 3 of the present invention. In FIG. 6, the braking unit is omitted.

The emergency stop device according to Embodiment 3 is an elevator in which a car 5 is lifted and lowered by being guided by four car guide rails 7 that are spaced apart from each other in the depth direction on both sides of the front side of the car 5. Applies to
Although not shown in the drawings, a holding lever 21 and an operating lever 25 as a braking portion are disposed in the lower part of the car 5 so as to be positioned in the vicinity of each car guide rail 7. The second hydraulic cylinders 30 are disposed below the car 5 so as to be positioned in the vicinity of the operation levers 25 and are connected to the operation levers 25, respectively. As shown in FIG. 6, the hydraulic pipe 40 includes a main pipe 41 connected to the first hydraulic cylinder 27 and a branch pipe branched from the main pipe 41 and connected to each of the four second hydraulic cylinders 30. 42.
Other configurations are the same as those in the first embodiment.

In the emergency stop device 20B according to the third embodiment, the amount of hydraulic oil 39 supplied is increased, and the hydraulic pressure of the hydraulic oil 39 generated by the first hydraulic cylinder 27 is supplied to the four second hydraulic cylinders 30 by the hydraulic pipes 40. Each of them is transmitted to synchronize the operation of the four second hydraulic cylinders 30. Therefore, also in Embodiment 3, the same effect as in Embodiment 1 can be obtained.

Here, when the connecting shaft is used, the operating levers 25 that are spaced apart in the front direction in the depth direction of the car 5 are connected by the connecting shaft, and the front port in the depth direction of the car 5 is connected. The braking operations of the braking units disposed on both sides of the direction are synchronized. Further, the operating levers 25 that are spaced apart from each other in the front direction in the depth direction of the car 5 are connected by a connecting shaft, and are arranged on both sides in the front direction in the rear side in the depth direction of the car 5. The braking operation of the applied braking unit is synchronized. However, it is not possible to synchronize the braking operation of the braking portions arranged separately in the depth direction of the car 5. Therefore, in order to synchronize the braking operation of the braking portions arranged separately in the depth direction of the car 5, some structure that connects the connecting shafts separated in the depth direction is required.

As described above, when the operating levers 25 are connected by the connecting shaft, the configuration for synchronizing the braking operations of the four braking portions is extremely complicated, and the constraints on the layout are increased.

In the third embodiment, since the hydraulic oil 39 is used as a power transmission medium, the four hydraulic brakes 40 are laid so as to connect the first hydraulic cylinder 27 and each of the four second hydraulic cylinders 30, so that four brakes are provided. The braking operation of the parts can be synchronized.
As described above, according to the third embodiment, the configuration for synchronizing the braking operations of the four braking units is greatly simplified, and an emergency stop device without layout restrictions can be realized. In addition, since the car 5 is braked using the four braking portions, the size of each braking portion can be reduced.
Therefore, this emergency stop device is particularly effective when applied to a large capacity elevator having a large number of car guide rails 7.

Embodiment 4 FIG.
FIG. 7 is a schematic diagram illustrating the configuration of an elevator safety device according to Embodiment 4 of the present invention. In FIG. 7, the braking unit is omitted.

In FIG. 7, a flow rate adjustment valve 50 as a flow rate adjustment device is disposed in the middle of each branch pipe 42.
Other configurations are the same as those in the third embodiment.

In the emergency stop device 20C according to the fourth embodiment, the hydraulic pressure of the hydraulic oil 39 generated by the first hydraulic cylinder 27 is transmitted to each of the four second hydraulic cylinders 30 by the hydraulic piping 40, and the four second hydraulic pressures are transmitted. The operation of the cylinder 30 is synchronized. Therefore, also in the fourth embodiment, the same effect as in the third embodiment can be obtained.

According to the fourth embodiment, since the flow rate adjusting valve 50 is disposed in the middle of each branch pipe 42, when flow loss occurs due to variations in the inner diameter of the branch pipe 42 or variations in the pipe length. However, the operation of the second hydraulic cylinder 30 can be synchronized. Thereby, the braking operation | movement of the four braking parts arrange | positioned by the both sides of the front direction of the cage | basket | car 5 can be synchronized, and the cage | basket | car 5 can be braked stably.

In Embodiment 1-4 above, the working oil is used as the working fluid, but the working fluid is not limited to the working oil, and may be, for example, water or air.
In Embodiments 1-4 above, the hydraulic cylinder, which is a hydraulic actuator, is used as the operating unit. However, a hydraulic actuator such as a hydraulic rotary actuator or a hydraulic motor may be used as the operating unit. In this case, a hydraulic actuator such as a hydraulic rotary actuator or a hydraulic motor is attached to the bracket with the axial direction of the output shaft as the front direction of the car, and one end of the operating lever is fixed to the output shaft.

Embodiment 5 FIG.
FIG. 8 is a front view of an essential part showing the periphery of a braking part in an elevator safety device according to Embodiment 5 of the present invention.

In FIG. 8, the electric motor 55 is attached to the bracket 19, and one end of the operating lever 25 is fixed to the output shaft 56 of the electric motor 55.
Other configurations are the same as those in the first embodiment.

In the emergency stop device according to the fifth embodiment, each of the operation levers 25 disposed on both sides in the front direction of the car 5 is operated by the electric motor 55. Further, each electric motor 55 is configured to be able to supply electric power supplied to the car 5, for example. The power supply circuit to the electric motor 55 is provided with an electric switch. The electrical switch is configured to close when a relative movement difference between the car 5 and the governor rope 14 occurs.

Therefore, when the speed of the car 5 increases due to some abnormality, the rope gripping device 12 stops the circulating movement of the governor rope 14. As a result, the governor rope 14 is pulled up with respect to the car 5, a difference in relative movement between the car 5 and the governor rope 14 occurs, and the electric switch is closed. Then, electric power is supplied to the electric motor 55, and the electric motor 55 is driven to rotate. Then, the operating lever 25 rotates counterclockwise in FIG. 8, and the movable shoe 24 contacts the guide portion 7a. Thereafter, the movable shoe 24 bites between the guide portion 7a and the inclined plate 22, and the entire car 5 is displaced leftward in FIG. 8, and the fixed shoe 23 comes into contact with the guide portion 7a. As a result, the movable shoe 24 and the fixed shoe 23 grip the guide portion 7 a of one of the car guide rails 7, and a braking force against the falling of the car 5 is generated.

At this time, electric power is also supplied to another electric motor 55 arranged on the opposite side of the car 5, and the operating lever 25 rotates. The movable shoe 24 and the fixed shoe 23 hold the guide portion 7 a of the other car guide rail 7, and a braking force is similarly generated on the opposite side of the car 5.

In the fifth embodiment, the electric motor 55 is disposed so that each of the operation levers 25 is rotatable, and the electric motor 55 is supplied with electric power due to the difference in relative movement between the governor rope 14 and the car 5. Is to be supplied. Therefore, the operations of the two operating levers 25 are synchronized, and the braking operations by the fixed shoe 23 and the movable shoe 24 are synchronized. This eliminates the need for a structure such as a connecting shaft for synchronizing the operations of the two operating levers 25, thereby eliminating restrictions on the layout of the emergency stop device.
Since it is not necessary to install the speed governor 10 in the vicinity of the operating lever 25 when viewed from the vertical direction, there is no restriction on the layout of the speed governor 10.

Here, in the fifth embodiment, the case where the number of car guide rails 7 is applied to two elevators has been described, but the same applies even if the number of car guide rails 7 is applied to four elevators. The effect is obtained.

In each of the above embodiments, the braking portion and the operating portion are disposed at the lower portions on both sides in the front direction of the car 5, but the arrangement positions of the braking portion and the operating portion are not limited to the lower portion of the car 5.

DESCRIPTION OF SYMBOLS 1 Hoistway, 5 Car (elevating body), 7 Car guide rail, 10 Speed governor, 14 Speed governor rope, 21 Foot (braking part), 22 Inclined plate (braking part), 23 Fixed shoe (braking part) , 24 Movable shoe (braking part), 25 Actuating lever (braking part), 27 First hydraulic cylinder (power generation part), 30 Second hydraulic cylinder (actuation part), 40 Hydraulic piping (power transmission part), 41 Main piping (Power transmission part), 42 Branch piping (Power transmission part), 50
Flow control valve (flow control device), 55 electric motor.

Claims

A lifting body that is guided by a plurality of guide rails and that moves up and down in the hoistway, and a speed control device that stops the circulating movement of the speed governor rope when the speed of the lifting body exceeds an allowable speed, In the elevator emergency stop device,
A plurality of braking portions attached to the lifting body so as to correspond to each of the plurality of guide rails and generating a braking force by gripping the corresponding guide rails during operation;
A power generation unit that is attached to the elevating body and generates a fluid pressure in the working fluid due to a difference in relative movement between the governor rope and the elevating body;
A plurality of actuating parts that are attached to the elevating body so as to correspond to each of the plurality of brake parts, and actuate the corresponding brake parts by the fluid pressure of the working fluid;
An emergency stop device for an elevator, comprising: a power transmission unit that transmits a fluid pressure of the working fluid to each of the plurality of working units.
The power transmission unit includes a main pipe having one end connected to the power generation unit, and a plurality of branch pipes branched from the other end of the main pipe and connected to each of the plurality of operating units. The elevator emergency stop device according to Item 1.
The elevator emergency stop device according to claim 2, further comprising a plurality of flow rate adjusting devices which are arranged in each of the plurality of branch pipes and adjust the flow rate of the working fluid flowing through each of the plurality of branch pipes.
A lifting body that is guided by a plurality of guide rails and that moves up and down in the hoistway, and a speed control device that stops the circulating movement of the speed governor rope when the speed of the lifting body exceeds an allowable speed, In the elevator emergency stop device,
A plurality of braking portions attached to the lifting body so as to correspond to each of the plurality of guide rails and generating a braking force by gripping the corresponding guide rails during operation;
A plurality of electric motors that are attached to the lifting body so as to correspond to each of the plurality of braking units and actuate the corresponding braking unit,
The emergency electric elevator is configured such that the plurality of electric motors are driven by the generation of a relative movement difference between the governor rope and the lifting body to generate an operating force that operates the braking unit. Stop device.