WO2020110316A1 - Dispositif d'arrêt d'urgence - Google Patents

Dispositif d'arrêt d'urgence Download PDF

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Publication number
WO2020110316A1
WO2020110316A1 PCT/JP2018/044304 JP2018044304W WO2020110316A1 WO 2020110316 A1 WO2020110316 A1 WO 2020110316A1 JP 2018044304 W JP2018044304 W JP 2018044304W WO 2020110316 A1 WO2020110316 A1 WO 2020110316A1
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WO
WIPO (PCT)
Prior art keywords
movable block
end side
bracket
emergency stop
state
Prior art date
Application number
PCT/JP2018/044304
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English (en)
Japanese (ja)
Inventor
洋輔 久保
Original Assignee
株式会社日立製作所
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Application filed by 株式会社日立製作所 filed Critical 株式会社日立製作所
Priority to PCT/JP2018/044304 priority Critical patent/WO2020110316A1/fr
Publication of WO2020110316A1 publication Critical patent/WO2020110316A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces
    • B66B5/22—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces by means of linearly-movable wedges

Definitions

  • the present invention relates to an emergency stop device, and is particularly suitable for application to an elevator device.
  • the elevator system is equipped with a governor and emergency stop device to stop the car that has fallen into an overspeed condition.
  • the car and the governor are connected by a governor rope, and when the overspeed condition of the car is detected, the governor operates the emergency stop device on the car side by restraining the governor rope to stop the car emergency. It is designed to let you.
  • Patent Document 1 as such a low press governor mechanism, an elevator emergency stop having a return spring that has a drive spring and a wedge-shaped friction member that is brought into contact with and separated from a rail by an electromagnet device and restores the electromagnet device while storing energy in the drive spring.
  • a device is disclosed.
  • the spring force of the drive spring is set to a relatively large value so that the friction member, that is, the brake element, can generate a predetermined friction coefficient during operation. Therefore, the solenoid also needs to hold the mover with a large force. Therefore, when constructing such an elevator emergency stop device, it is necessary to prepare a large-capacity solenoid as a solenoid for holding the mover, which makes practical application difficult.
  • the present invention has been made in consideration of the above points, and aims to propose an emergency stop device that can be constructed in a small size as a whole by reducing the capacity of the solenoid.
  • a brake element that engages with a guide rail to make an emergency stop of a car, and an operation that makes the state of the brake element from a non-operating state during normal operation to an emergency stop of the car
  • the elevator stop device is slidably arranged in a predetermined first direction and a second direction opposite to the predetermined first direction, and is slidable in the first direction to thereby
  • a movable block that transitions the state of the brake element from the non-operating state to the operating state, a compression spring that biases the movable block in the first direction, and the compression spring that is rotatably arranged and compressed.
  • a bracket that engages with the movable block in the state of being biased in the first direction at one end side in the longitudinal direction to hold the movable block in a predetermined lock position, and the other end side of the bracket.
  • a locking elastic body that engages and urges the other end of the bracket in the rotational direction that opens the movable block, and the locking elastic body that prevents the bracket from rotating in the rotational direction that opens the movable block.
  • a solenoid for overcoming the urging force of the elastic body and holding the other end of the bracket is provided.
  • the solenoid having a small capacity is used to overcome the biasing force of the locking elastic body and hold the other end side of the bracket in a state where the bracket holds the movable block in the lock position. can do.
  • an emergency stop device which can reduce the capacity of a solenoid and can be constructed in a small size as a whole.
  • FIG. 6 is a schematic line-shaped top view for explaining a suction force of a solenoid.
  • A) And (B) is a schematic front view and a side view for explaining the operation state of an electric trigger.
  • A) And (B) is a schematic front view and a side view for explaining the returning operation of the electric trigger.
  • A) And (B) is a schematic front view and a side view for explaining the returning operation of the electric trigger.
  • (A) And (B) is a schematic front view and a side view for explaining the structure of the electric trigger according to the second embodiment.
  • (A) And (B) is a schematic front view and a side view for explaining the structure of the electric trigger according to the third embodiment.
  • FIG. 1 shows a schematic configuration of an elevator apparatus 1 according to the first embodiment.
  • the elevator apparatus 1 includes a car 3 that moves up and down in a hoistway provided in a building along guide rails 2A and 2B, a speed sensor 4 and an emergency stop device 5 mounted on the car 3, and a hoistway. And a control panel 6 arranged in the machine room at the top of the.
  • the guide rails 2A and 2B are rails for guiding the ascending/descending direction of the car 3 that moves up and down in the hoistway, and the left and right directions in the hoistway as seen from the front of the car 3 (the surface with the entrance/exit). Fixed in parallel to the height direction of the hoistway (upward direction indicated by arrow z and downward direction opposite thereto) on both inner wall surfaces (rightward direction indicated by arrow x in FIG. 1 and leftward direction opposite thereto). ing.
  • the car 3 is suspended by a main rope (not shown) arranged in the hoistway and slidably engaged with the guide rails 2A, 2B via a plurality of guide devices (not shown). By frictionally driving the main rope, it is possible to move up and down in the hoistway along the guide rails 2A and 2B.
  • the speed sensor 4 is a sensor for detecting the relative position of the car 3 with respect to the guide rails 2A and 2B, constantly detects the position and speed of the car 3, and notifies the control panel 6 of the detection result.
  • the control panel 6 is a control device that controls the operation of the entire elevator apparatus 1, monitors the ascending/descending speed of the car 3 notified from the speed sensor 4, and detects an overspeed at which the ascending/descending speed exceeds a predetermined threshold value. When it becomes a state, the emergency stop device 5 is operated.
  • the emergency stop device 5 is a device for making an emergency stop of the car 3 that is in an overspeed state. As shown in FIG. 2, the emergency stop device 5 engages with the guide rails 2A and 2B when the emergency stop device 5 operates, and the car 3 And the first and second brake elements 10A and 10B for stopping the first and second brake elements 10A and 10B, and the first and second pull-up rods 11A and 11B, respectively, one end side of which is connected to the corresponding first or second brake elements 10A and 10B, respectively.
  • a link 13 for connecting the first and second connecting portions 12A, 12B to the first and second connecting portions 12A, 12B to which the other ends of the corresponding first or second pulling rods 11A, 11B are connected.
  • an electric trigger 14 for connecting the first and second connecting portions 12A, 12B to the first and second connecting portions 12A, 12B to which the other ends of the corresponding first or second pulling rods 11A, 11B are connected.
  • an electric trigger 14 for connecting the first and second connecting portions 12A, 12
  • the first and second brake elements 10A and 10B are a pair of engaging portions 21A and 21B fixed in the housing 20 so as to be positioned with the corresponding guide rails 2A and 2B sandwiched therebetween. And a pair of wedge-shaped shoes 22A, 22B movably arranged between the corresponding engaging portions 21A, 21B and the guide rails 2A, 2B in the ascending/descending direction of the car 3 (the height direction of the hoistway). Prepared for. Each shoe 22A, 22B is connected to a pulling rod 23 fixed to one end of the corresponding first or second pulling rod 11A, 11B (FIG. 1).
  • the shoes 22A, 22B are dealt with from the non-operating state in which the shoes 22A, 22B are not in contact with the corresponding guide rails 2A, 2B (state during normal operation of the elevator apparatus 1).
  • the guide rails corresponding to the respective shoes 22A, 22B due to the wedge effect. It is pressed against 2A and 2B, and the car 3 can be stopped by the frictional force.
  • the first and second connecting portions 12A and 12B have a T-shaped outer shape when viewed from the front, and are clockwise and counterclockwise when viewed from the front of the car 3 at the center of the T-shaped horizontal bar portion. It is rotatably supported by.
  • the other ends of the corresponding first or second pulling rods 11A and 11B are connected to the tips of the T-shaped vertical rod portions of the first and second connecting portions 12A and 12B, respectively.
  • the link 13 is a rod-shaped member that connects the first and second connecting portions 12A and 12B, and one end of the link 13 is located below the T-shaped horizontal bar portion of the first connecting portion 12A located on the left side of FIG. The other end is connected to the upper side of the T-shaped horizontal bar portion in the second connecting portion 12B located on the right side in FIG.
  • the link 13 is displaced (moved) to the left in FIG. 1 to pull up the first and second pulling rods 11A and 11B via the corresponding first or second connecting portions 12A and 12B.
  • both the first and second brake elements 10A and 10B are activated and the car 3 can be brought to an emergency stop.
  • the electric trigger 14 is arranged, for example, in the upper part of the car 3 and operates under the control of the control panel 6 to displace the link 13 in the leftward direction in FIG. , 10B is changed from the non-operating state to the operating state.
  • control panel 6 causes the main rope to move when the ascending/descending speed of the car 3 notified by the speed sensor 4 exceeds the rated speed and reaches the first overspeed (for example, a speed not exceeding 1.3 times the rated speed).
  • the power supply of a drive device (not shown) that drives a pulley (traction sheave) (not shown) on which the power is applied and the power supply of a control device (not shown) that controls this drive device are cut off.
  • the control panel 6 When the descending speed of the car 3 reaches the second overspeed (for example, a speed not exceeding 1.4 times the rated speed), the control panel 6 operates the electric trigger 14 provided on the car 3 to operate the link 13. It is displaced to the left side of FIG.
  • the first and second lifting rods 11A and 11B are lifted, and in response to this, the first and second brake elements 10A and 10B are brought into an operating state and the shoes 22A and 22B (FIG. 2) are wedged. With this, the guide rails 2A and 2B are pressed against the corresponding left and right sides. As a result, a frictional force is generated between the shoes 22A, 22B and the corresponding guide rails 2A, 2B, and the car 3 is decelerated and stopped by the braking action of this frictional force.
  • FIG. 3 shows a schematic configuration of the electric trigger 14 in the present embodiment.
  • 3A is a schematic top view of the electric trigger 14
  • FIG. 3B is a schematic side view of the electric trigger 14.
  • the electric trigger 14 includes a movable block 30, a compression spring 31, solenoids 32A and 32B, an L-shaped bracket pair 33, a locking elastic body 34, a return mechanism 35, and a detection switch 36. It
  • the movable block 30 is, for example, a cube-shaped iron ingot arranged so as to be slidable in the left-right direction within a predetermined range regulated by the stopper 37 and guided by a slide guide (not shown).
  • the movable block 30 is fixed to the link 13, and when the movable block 30 slides leftward as indicated by an arrow a in FIG.
  • the second brake elements 10A and 10B (FIG. 1) can be transitioned from the non-operating state to the operating state.
  • the compression spring 31 urges the movable block 30 to the left along the slide guide to slide the movable block 30 to the left to activate the first and second brake elements 10A and 10B. It is an elastic body for making a transition.
  • the compression spring 31 is provided between the guide rails 2A and 2B and the shoes 22A and 22B (FIG. 2) of the first and second brake elements 10A and 10B when the first and second brake elements 10A and 10B are operated. It has a constant spring force (for example, 500 N) so that a predetermined amount of frictional force can be generated.
  • the L-shaped bracket pair 33 is composed of a pair of L-shaped brackets 33A and 33B. These L-shaped brackets 33A and 33B have a movable block 30 located at a predetermined position (hereinafter, referred to as a lock position) shown in FIGS. 3A and 3B with a gap therebetween in the front-back direction (indicated by arrow y). It is arranged so as to be sandwiched from both sides in the front direction and the opposite rear direction), and is pivotally supported in the front-rear direction about the shafts 33AX and 33BX, respectively.
  • the compression spring 31 When the movable block 30 is located at the lock position, the compression spring 31 is in a compressed state and biases the movable block 30 to the left.
  • the L-shaped brackets 33A and 33B are bent at right angles at one end side close to the shafts 33AX and 33BX toward the other L-shaped brackets 33B and 33A, respectively.
  • one end sides of the bent L-shaped brackets 33A and 33B are referred to as bent portions 33AY and 33BY of the L-shaped brackets 33A and 33B, respectively.
  • the L-shaped brackets 33A and 33B engage (abut) the movable blocks 30 located at the lock positions on the inner sides of the respective bent portions 33AY and 33BY, thereby attaching the movable blocks 30 to the compression springs 31. It is designed so that it can be held so as not to move to the left by the power.
  • the locking elastic body 34 is composed of, for example, a spiral spring, one end side is connected to the other end of one L-shaped bracket 33A of the L-shaped bracket pair 33, and the other end side is the other L-shaped of the L-shaped bracket pair 33. It is connected to the other end of the bracket 33B.
  • the locking elastic body 34 is provided in each of the L-shaped brackets in the rotation direction in which the other end of the L-shaped bracket pair 33 is closed (the rotation direction in which the one end of the L-shaped bracket is opened and the movable block 30 is released).
  • the other ends of 33A and 33B are biased respectively, and the frictional force between the movable block 30 biased by the compression spring 31 and the bent portions 33AY and 33BY of the L-shaped brackets 33A and 33B is overcome.
  • the other end of each of the L-shaped brackets 33A and 33B is biased by a biasing force that can rotate the one end of the pair of L-shaped brackets 33 in the opening direction.
  • the solenoids 32A and 32B are provided corresponding to the L-shaped brackets 33A and 33B of the L-shaped bracket pair 33, respectively, and are fixedly arranged at predetermined positions on the car 3.
  • Each of the solenoids 32A and 32B has rod-shaped movable elements 32AX and 32BX whose front ends are connected to the other ends of the corresponding L-shaped brackets 33A and 33B, and the movable elements 32AX and 32BX are generated by electromagnetic force generated when electricity is applied. It is composed of electromagnetic coil portions 32AY and 32BY that are displaced in the central axis direction.
  • the solenoids 32A and 32B of the present embodiment operate so as to displace the movers 32AX and 32BX in the direction of drawing them into the electromagnetic coil portions 32AY and 32BY when energized, and the corresponding L-shaped brackets 33A and 33B move the movable block 30.
  • the other ends of the corresponding L-shaped brackets 33A and 33B are overcome by overcoming the urging force of the locking elastic body 34 so as not to rotate in the opening rotation direction (the rotation direction in which the other end side of the L-shaped bracket pair 33 is closed). Hold.
  • the return mechanism 35 includes a return motor 40, a screw shaft 41 arranged along the sliding direction of the movable block 30, and a nut 42 screwed to the screw shaft 41.
  • the return mechanism 35 drives the return motor 40 to screw the nut 42 onto the screw shaft 41 to move the nut 42 to the movable block 30 that has been moved to a position regulated by the stopper 37 by the urging force of the compression spring 31. After abutting, the movable block 30 can be pushed back to the locked position against the spring force of the compression spring 31.
  • the detection switch 36 is a sensor for detecting whether or not one end side of the L-shaped bracket pair 33 is in the closed state.
  • the detection switch 36 sends the sensor signal raised to the logic “1” level to the control panel 6 (FIG. 1) when it detects that one end side of the L-shaped bracket pair 33 is in the closed state, and otherwise. Sends a sensor signal of logic "0" level to the control panel 6.
  • the detection switch 36 detects that one end side of the L-shaped bracket pair 33 is in the closed state, and sends a sensor signal of logic “1” level to the control panel 6 (FIG. 1).
  • the return mechanism 35 the return motor 40 is not driven in the non-energized state, and the nut 42 is in the standby state in which it is moved to the left end of the movable range as shown in FIG.
  • the other end side of the L-shaped bracket pair 33 is in the open state and the solenoids 32A and 32B hold the corresponding L-shaped brackets 33A and 33B so as to maintain the open state during the normal operation ( Hereinafter, this is referred to as a holding state), the movable block 30 is in the locked position, the first and second brake elements 10A and 10B (FIG. 1) are in the non-operating state, the return mechanism 35 is in the standby state, and the output from the detection switch 36 is output.
  • the sensor signal that becomes a logic "1" level.
  • FIG. 4 shows a force acting on one L-shaped bracket 33A of the L-shaped bracket pair 33 in the electric trigger 14 of FIG.
  • the spring force of the compression spring 31 (FIG. 3) is F1
  • the engaging friction coefficient between the movable block 30 and the bent portion 33AY of the L-shaped bracket 33A is C
  • the biasing force of the locking elastic body 34 is C.
  • the distance from the engagement position with the movable block 30 on one end side of the L-shaped bracket 33A to the shaft 33AX is L1
  • the distance from the position where the mover 32AX of the solenoid 32A in the L-shaped bracket 33A is connected to the shaft 33AX Is L2 and the solenoid 32A is in a non-energized state the frictional force between the bent portion 33AY of the L-shaped bracket 33A and the movable block 30 and the biasing force F2 of the locking elastic body 34 are balanced.
  • the urging force F2 in the present state is represented by the following mathematical formula.
  • the urging force F2 of the locking elastic body 34 overcomes the frictional force F1 ⁇ C between the bent portion 33AY of the L-shaped bracket 33A and the movable block 30 when the solenoid 32A is in the non-energized state, and is L-shaped.
  • a magnitude that is, a biasing force larger than F2 represented by the equation (1) that can open one end side of the bracket pair 33 is required.
  • the locking elastic body 34 represented by the formula (1) is also used. It is required to have a holding force (a force opposite to F2) for holding the other end side of the corresponding L-shaped bracket 33A with a stronger force than the urging force F2.
  • the spring force F1 of the compression spring 31 (FIG. 3) is 500 N
  • the engaging friction coefficient C between the movable block 30 and the bent portion 33AY of the L-shaped bracket 33A is 0.1
  • the biasing force of the locking elastic body 34 may be larger than the value given by the following equation.
  • the solenoid 32A needs a holding force of 500 N in the conventional structure, but according to the structure of the present embodiment, the lever ratio of the lever principle is By using it, the holding force required for the solenoid 32A can be reduced to about 12.5 N even without considering the friction between the movable block 30 and the bent portion 33AY of the L-shaped bracket 33A. The same applies to the other solenoid 32B.
  • the solenoid 32A which holds the other end of each L-shaped bracket 33A, 33B of the L-shaped bracket pair 33, is reduced by reducing the biasing force of the locking elastic body 34.
  • the holding force of 32B can also be made small, and the capacity of the solenoids 32A and 32B can be reduced.
  • FIG. 5 shows a state when the electric trigger 14 operates.
  • the control panel 6 causes the solenoids 32A, 32B. The electric power is cut off to operate the electric trigger 14.
  • the locking elastic body 34 overcomes the engaging friction between the movable block 30 and the L-shaped bracket pair 33 and causes the other end side of the L-shaped bracket pair 33 to move.
  • a transition is made to the closed state (one end side of the L-shaped bracket is opened), whereby the movable block 30 pops out in the left direction in FIG. 5 by the spring force of the compression spring 31, and the link 13 is displaced in the left direction.
  • first and second pulling rods 11A and 11B are pulled up in accordance with the displacement of the link 13, and accordingly, one end portion of the first pulling rod 11A or the second pulling rod 11B is correspondingly pulled up.
  • the pulling rods 23 (FIG. 2) of the first and second brake elements 10A and 10B (FIG. 1) connected to each other are pulled up by a force corresponding to the spring force of the compression spring 31.
  • the shoes 22A, 22B (FIG. 2) of the first and second brake elements 10A, 10B are pressed against the guide rails 2A, 2B with a force corresponding to the spring force of the compression spring 31, and these shoes 22A, A frictional force is generated between the guide rails 22B and the guide rails 2A and 2B, and the car 3 is decelerated and stopped by the braking action of the frictional force. Further, since the one end side of the L-shaped bracket pair 33 is opened, the signal level of the sensor signal output from the detection switch 36 becomes the logic “0” level (that is, the sensor signal is turned off).
  • the solenoids 32A and 32B are in a non-energized state, one end side of the L-shaped bracket pair 33 is in an open state, the movable block 30 is in a free state in which the movable block 30 protrudes leftward in FIG.
  • the second brake elements 10A and 10B are in the operating state, the return mechanism 35 is in the standby state, and the sensor signal output from the detection switch 36 is at the logic "0" level.
  • the solenoids 32A and 32B are intentionally de-energized to check whether the electric trigger 5 operates.
  • the return motor 40 is driven, and the nut 42 is screwed on the screw shaft 41 in the right direction in FIG.
  • the nut 42 contacts the movable block 30 in the free state, and overcomes the spring force of the compression spring 31 to push the movable block 30 back to the right.
  • the movable block 30 pushed back enters between the one end sides of the two L-shaped brackets 33A and 33B of the L-shaped bracket pair 33 whose one end side is in the open state as shown in FIG.
  • the movable block 30 uses the power of the returning motor 40 to rotate the L-shaped brackets 33A and 33B of the L-shaped bracket pair 33 so that one end side of the L-shaped bracket pair 33 is closed.
  • the movable strokes of the movers 32AX and 32BX of the solenoids 32A and 32B are long, it is possible to return to the suctionable position by rotating the solenoids 32A and 32B.
  • the solenoids 32A and 32B are structurally limited in their movable strokes capable of attracting the movers 32AX and 32BX.
  • the solenoid force of the solenoids 32A and 32B is reduced by utilizing the lever ratio of the L-shaped brackets 33A and 33B to reduce the spring force of the elastic body 34 for locking, and thus the solenoids
  • the movable stroke of the movers 32AX and 32BX of 32A and 32B becomes long.
  • the solenoid 32A When the energization of 32B is resumed, the solenoids 32A and 32B can bring the movers 32AX and 32BX into a state in which they can be attracted.
  • control panel 6 (FIG. 1) detects the ON state of this sensor signal, the energization of the solenoids 32A and 32B is restarted. Further, thereafter, the control board 6 reversely drives the return motor 40 to screw the nut 42 leftward on the screw shaft 41, and returns the return mechanism 35 to the standby state again.
  • the movable block 30 is pushed back to the left by the spring force of the compression spring 31 and constitutes one end side of the closed L-shaped bracket pair 33.
  • the L-shaped brackets 33A and 33B are engaged with the bent portions 33AY and 33BY, respectively.
  • the movable block 30 uses the power of the return motor 40 to close the one end side of the L-shaped bracket pair 33 to each L-shaped bracket 33A. , 33B is rotated. Therefore, according to this emergency stop device 5, even if the movable stroke of the movers 32AX, 32BX of the solenoids 32A, 32B is long, it can be returned to the suctionable position, and as a result, the solenoids 32A, 32B have a small capacity as described above. Even when the solenoids are changed, the solenoids 32A and 32B can be reliably returned from the release position to the holding position.
  • the electric trigger 14 is provided with the L-shaped brackets 33A and 33B as a pair, and the movable blocks 30 are engaged so as to be sandwiched between the bent portions 33AY and 33BY of the L-shaped brackets 33A and 33B. Therefore, the movable block 30 can be reliably held at the lock position. Further, the other end side of each of the L-shaped brackets 33A and 33B is rotated by the locking elastic body 34 so that the other end side of the L-shaped bracket pair 33 is in the closed state (the rotation direction in which one end side of the L-shaped bracket pair 33 is in the open state). ), the pair of L-shaped brackets 33A and 33B can be surely synchronized and the pair of L-shaped brackets 33 can be closed and opened.
  • the emergency stop device 5 is provided with the detection switch 36 for detecting that one end side of the L-shaped bracket pair 33 of the electric trigger 14 is in the closed state, one end of the L-shaped bracket pair 33 is returned at the time of the returning operation. After detecting that the side is in the closed state, the return motor 40 is reversed and the return mechanism 35 is set to the standby position, so that the movable block 30 urged by the relatively large spring force of the compression spring 31 is careless. It is possible to prevent the free state and secure the safety.
  • FIG. 8 in which parts corresponding to those in FIG. 3 are designated by the same reference numerals, and instead of the electric trigger 14 according to the first embodiment described above with reference to FIG. 1, the elevator apparatus of FIG. The schematic structure of the electric trigger 50 by 2nd Embodiment applied to the emergency stop apparatus 1 of 1 is shown.
  • the electric trigger 50 of the present embodiment is different from the electric trigger 14 of the first embodiment in that the movable block 30 is cantilevered by one L-shaped bracket 33A, and other than that, the electric trigger 50 of the first embodiment is different. It is configured similarly to the electric trigger 14. Therefore, one end side of the locking elastic body 34 is connected to the other end side of the L-shaped bracket 33A, while the other end side of the locking elastic body 34 is fixed to the upper surface of the car 3.
  • the biasing force of the locking elastic body 34 required to bring the movable block 30 into the free state when the solenoid 32A is in the non-energized state is the first.
  • This is the same as the locking elastic body 34 in the electric trigger 14 of the embodiment, and therefore, a small solenoid 32A can be used as in the first embodiment.
  • the electric trigger 50 of the present embodiment cantilevers the movable block 30 by one L-shaped bracket 33A, so that the configuration is simplified and miniaturized as compared with the electric trigger 14 of the first embodiment. Can be converted.
  • FIG. 9 in which parts corresponding to those in FIG. 8 are assigned the same reference numerals, the elevator apparatus of FIG. 1 is replaced with the electric trigger 50 according to the second embodiment described above with reference to FIG.
  • the schematic structure of the electric trigger 60 by 3rd Embodiment applied to the emergency stop apparatus 1 of 1 is shown.
  • the electric trigger 60 of the present embodiment does not have the locking elastic body 34 (FIG. 8) that biases the other end side of the L-shaped bracket 33A in the forward direction (arrow y). Instead, the electric trigger 60 of the car 3 is replaced. It differs from the electric trigger 50 of the second embodiment in that a locking elastic body 61 that biases the movable element 32AX of the solenoid 32A fixed to the upper surface in the forward direction is provided, and other points are the same. It is configured similarly to the electric trigger 50 of the second embodiment.
  • the elastic body 61 for locking of the present embodiment is composed of, for example, a spiral spring, one end side is fixed to the upper surface of the car 3 and the other end side is fixed to the mover 32AX of the solenoid 32A.
  • the elastic member 34 for locking of the second embodiment biases the mover 32AX of the solenoid 32A in the forward direction with the same force as pulling the other end side of the L-shaped bracket 33A in the forward direction.
  • the solenoid 32A pulls the mover 32AX into the electromagnetic coil 32AY by overcoming the biasing force applied to the mover 32AX by the locking elastic body 61. Hold the state.
  • the L-shaped bracket 33A holds the movable block 30 by overcoming the urging force applied to the movable block 30 by the compression spring 31 at the bent portion 33AY.
  • the solenoid 32A When the control panel 6 (FIG. 1) detects the overspeed state of the car 3 based on the sensor signal of the speed sensor 4, the solenoid 32A is de-energized, whereby the solenoid 32A is de-energized.
  • the mover 32AX of the solenoid 32A is displaced in the forward direction by the urging force applied from the locking elastic body 61, and accordingly, the mover 32AX pushes the other end side of the L-shaped bracket 33A in the forward direction.
  • a solenoid having the same attraction force as the solenoid 32A used for the electric triggers 14 and 50 of the first and second embodiments is applied. can do.
  • the first and second brake elements 10A and 10B that engage with the guide rails 2A and 2B and make the emergency stop of the car 3 are configured as shown in FIG.
  • the present invention is not limited to this, and various other configurations can be widely applied.
  • the present invention is not limited to this, and other than the spiral springs.
  • Various other elastic bodies such as the rubber member and the sponge-like member can be widely applied.
  • the present invention can be applied to an elevator device.

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  • Maintenance And Inspection Apparatuses For Elevators (AREA)

Abstract

La présente invention concerne un dispositif d'arrêt d'urgence conçu de façon à être pourvu : d'un bloc mobile qui est disposé dans un déclencheur électrique de façon à pouvoir coulisser dans une première direction et dans une seconde direction qui est l'inverse de la première direction, et coulisse dans la première direction, amenant ainsi l'état d'un élément de freinage à passer à un état de fonctionnement ; d'un ressort de compression qui sollicite le bloc mobile dans la première direction ; d'un support qui est disposé rotatif et vient en prise avec le bloc mobile au niveau d'un côté d'extrémité longitudinale pour maintenir le bloc mobile dans une position de verrouillage prédéfinie ; d'un corps de verrouillage élastique qui vient en prise avec l'autre côté d'extrémité du support et sollicite l'autre côté d'extrémité du support dans une direction de rotation pour libérer le bloc mobile ; et d'un solénoïde qui surmonte la force de sollicitation du corps de verrouillage élastique et maintient l'autre côté d'extrémité du support de telle sorte que le support ne se met pas en rotation dans la direction de rotation pour libérer le bloc mobile.
PCT/JP2018/044304 2018-11-30 2018-11-30 Dispositif d'arrêt d'urgence WO2020110316A1 (fr)

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Publication number Priority date Publication date Assignee Title
CN114955773A (zh) * 2022-06-23 2022-08-30 日立楼宇技术（广州）有限公司 一种电梯渐进式安全钳提拉机构调试设备及调试方法
WO2023058199A1 (fr) * 2021-10-07 2023-04-13 株式会社日立製作所 Dispositif et procédé de vérification du fonctionnement d'un actionneur alimenté électriquement pour appareil d'arrêt d'urgence
WO2023058198A1 (fr) * 2021-10-07 2023-04-13 株式会社日立製作所 Dispositif de détection de défaut et procédé de détection de défaut pour actionneur électrique pour dispositif d'arrêt d'urgence
US12049384B2 (en) * 2022-08-25 2024-07-30 Otis Elevator Company Elevator safety clamp control device, elevator safety apparatus and elevator system

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JPH0512560U (ja) * 1991-07-26 1993-02-19 株式会社熊平製作所 保管庫の扉開閉機構
JP2002533281A (ja) * 1998-12-23 2002-10-08 オーチス エレベータ カンパニー 電子式エレベータ安全システム
JP2013189283A (ja) * 2012-03-13 2013-09-26 Toshiba Corp 停止装置及びそれを備えるエレベータ
JP2017024486A (ja) * 2015-07-17 2017-02-02 日本電産シンポ株式会社 無人搬送車
WO2017094102A1 (fr) * 2015-12-01 2017-06-08 三菱電機株式会社 Dispositif d'ascenseur

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Publication number Priority date Publication date Assignee Title
JPH0512560U (ja) * 1991-07-26 1993-02-19 株式会社熊平製作所 保管庫の扉開閉機構
JP2002533281A (ja) * 1998-12-23 2002-10-08 オーチス エレベータ カンパニー 電子式エレベータ安全システム
JP2013189283A (ja) * 2012-03-13 2013-09-26 Toshiba Corp 停止装置及びそれを備えるエレベータ
JP2017024486A (ja) * 2015-07-17 2017-02-02 日本電産シンポ株式会社 無人搬送車
WO2017094102A1 (fr) * 2015-12-01 2017-06-08 三菱電機株式会社 Dispositif d'ascenseur

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2023058199A1 (fr) * 2021-10-07 2023-04-13 株式会社日立製作所 Dispositif et procédé de vérification du fonctionnement d'un actionneur alimenté électriquement pour appareil d'arrêt d'urgence
WO2023058198A1 (fr) * 2021-10-07 2023-04-13 株式会社日立製作所 Dispositif de détection de défaut et procédé de détection de défaut pour actionneur électrique pour dispositif d'arrêt d'urgence
JP7524487B2 (ja) 2021-10-07 2024-07-29 株式会社日立製作所 非常止め装置用電動作動器の故障検出装置および故障検出方法
JP7554945B2 (ja) 2021-10-07 2024-09-20 株式会社日立製作所 非常止め装置用電動作動器の動作確認装置および動作確認方法
CN114955773A (zh) * 2022-06-23 2022-08-30 日立楼宇技术（广州）有限公司 一种电梯渐进式安全钳提拉机构调试设备及调试方法
CN114955773B (zh) * 2022-06-23 2023-05-26 日立楼宇技术（广州）有限公司 一种电梯渐进式安全钳提拉机构调试设备及调试方法
US12049384B2 (en) * 2022-08-25 2024-07-30 Otis Elevator Company Elevator safety clamp control device, elevator safety apparatus and elevator system

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