WO2021014523A1

WO2021014523A1 - Elevator emergency stop device and inspection device for elevator emergency stop device

Info

Publication number: WO2021014523A1
Application number: PCT/JP2019/028617
Authority: WO
Inventors: 悠至酒井; 五郎佐藤
Original assignee: 株式会社日立製作所
Priority date: 2019-07-22
Filing date: 2019-07-22
Publication date: 2021-01-28
Also published as: CN113825716B; JPWO2021014523A1; JP7223142B2; CN113825716A

Abstract

Disclosed is an elevator emergency stop device that can reduce the time required for maintenance inspection and that can determine with high precision when to replace a wedge due to wear. This emergency stop device is provided on a passenger car and comprises a wedge (14) that contacts a guide rail when bringing the passenger car to an emergency stop, and a drive mechanism (12, 17, 19, 20) that raises the wedge (14) until the wedge (14) comes in contact with the guide rail, said emergency stop device comprising a first switch (22) that detects wedge (14) movement and a second switch (21) that detects drive mechanism (12, 17, 19, 20) movement, and determining when to replace the wedge due to wear on the basis of a detection signal from the first switch (22) and a detection signal from the second switch (21).

Description

Elevator emergency stop device and elevator emergency stop device inspection device

The present invention relates to an emergency stop device for an elevator and an inspection device used for inspecting this emergency stop device.

The technique described in Patent Document 1 is known as a conventional technique for an emergency stop device for an elevator.

In the present prior art, when the descending speed of the car exceeds a specified value, the governor rope is gripped by the grip of the speed governor and the pulling rod stops before the car, and the car and the guide plate. By ascending relative to the car, the wedge locked at the lower end of the pulling rod rises with respect to the car. As a result, the facing surfaces of the pair of wedges are pressed against the side surfaces of the guide rails to sandwich the guide rails from both sides, and the frictional force between the guide rails and the wedges brakes the car.

Japanese Unexamined Patent Publication No. 11-2223667

In the above-mentioned prior art, the inspection of the wear state of the wedge is not considered, and when the emergency stop device is operated, the wedge is replaced regardless of the wear state, or by visual inspection or a measuring tool (for example, caliper). A general wear inspection method is applied to determine whether the wedge needs to be replaced. Therefore, the work time required for maintenance increases.

Therefore, the present invention provides an elevator emergency stop device that can reduce the work time required for maintenance and can determine the wedge replacement time due to wear with high accuracy, and an elevator emergency stop device inspection device.

In order to solve the above problems, the emergency stop device for an elevator according to the present invention includes a wedge that contacts the guide rail when the car is stopped in an emergency, and a drive mechanism that pulls up the wedge until the wedge contacts the guide rail. , Which is provided in the car and includes a first switch for detecting the operation of the wedge and a second switch for detecting the operation of the drive mechanism, and the detection signal of the first switch and the second switch. The time to replace the wedge due to wear is determined based on the detection signal of.

In order to solve the above problems, the elevator emergency stop device inspection device according to the present invention includes a first switch that detects the operation of the wedge of the emergency stop device and a second switch that detects the operation of the drive mechanism that drives the wedge. A determination device for determining when to replace the wedge due to wear based on the signal from the first switch and the signal from the second switch.

According to the present invention, the work time required for maintenance and inspection of the emergency stop device is reduced, and the accuracy of determining the wedge replacement time is improved.

Issues, configurations and effects other than those described above will be clarified by the explanation of the following embodiments.

It is a schematic block diagram of the elevator device which is one Embodiment. It is sectional drawing which shows the state of the emergency stop device at the time of a normal time. It is sectional drawing which shows the state of the emergency stop device at the time of operation. It is a block diagram of the wedge replacement time determination device. It is a figure which shows the example of the operation state of the drive mechanism side detection switch, and the wedge side detection switch when the wear state of a wedge is normal. It is a figure which shows the example of the operation state of the drive mechanism side detection switch and the wedge side detection switch when the wear state of a wedge is abnormal.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In each figure, those having the same reference number indicate the same constituent requirements or the constituent requirements having similar functions.

FIG. 1 is a schematic configuration diagram of an elevator device according to an embodiment of the present invention.

This elevator device has a hoisting machine installed in the upper part of the hoistway, and the car 3 is connected to one end of the main rope 2 wound around the traction sheave 1 in the hoisting machine, and the other end of the main rope 2 is connected. A balancing weight 4 is connected to the part.

The car 3 is suspended by the main rope 2 in the hoistway. When the hoisting machine is driven by the electric motor and the traction sheave 1 rotates, the main rope 2 is driven. As a result, the car 3 moves up and down in the hoistway along the pair of

car guide rails

5A and 5B installed in the hoistway. Further, the balancing weight 4 moves up and down in the hoistway in the direction opposite to the car 3 along the pair of

weight guide rails

6A and 6B installed in the hoistway.

The speed governor 7 has an endless shape between the speed governor pulley 8 arranged at the upper part of the hoistway, the tension pulley 9 installed at the lower part of the hoistway, and the speed governor pulley 8 and the tension pulley 9. It has a governor rope 10 to be wound around. An emergency stop device 11 is arranged below the car 3 to stop the raising and lowering of the car 3 by sandwiching the

car guide rails

5A and 5B by a brake described later in an emergency. One end of the operating lever 12 attached to the car 3 is connected to the operating portion of the emergency stop device 11, and the other end of the operating lever 12 is connected to the speed governor rope 10.

In this embodiment, one emergency stop device 11 is provided on each of the left and right sides of the lower part of the car 3.

Since the speed governor rope 10 moves up and down in synchronization with the car 3 via the operating lever 12, the speed governor 7 can detect the speed of the car 3 according to the movement of the speed governor rope 10. When the speed governor 7 detects that the ascending / descending speed of the car 3 exceeds the rated speed and reaches the first overspeed (for example, a speed not exceeding 1.3 times the rated speed), the speed governor 7 drives the hoisting machine. Turn off the power of the electric motor and the power of the control device that controls the electric motor. Further, 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 speed governor 7 operates the emergency stop device 11 via the operating lever 12. The car 3 is mechanically stopped in an emergency.

FIG. 2 is a cross-sectional view showing a state of the emergency stop device 11 in a normal state (non-operating state).

In the emergency stop device 11, a pair of wedges 14 (wedge-shaped bodies) arranged symmetrically with the car guide rail 5A sandwiched in the housing 13, and an inclined body 15 arranged outside each wedge 14. An elastic body (for example, a spring body such as a U spring) (for example, a spring body such as a U spring) that applies a pressing force to the car guide rail 5A from the anti-guide rail side of the inclined body 15 is arranged.

In the wedge 14, the side surface facing the car guide rail 5A is a substantially vertical surface. Further, in the wedge 14, the width gradually narrows toward the upper part, and the side surface on the anti-guide rail side is an inclined surface.

In the inclined body 15, the side surface on the anti-guide rail side is a substantially vertical surface. Further, in the inclined body 15, the width gradually narrows toward the lower part, and the side surface on the guide rail side, that is, the side surface in contact with the inclined surface of the wedge 14 is the inclined surface. Therefore, the inclined body 15 is also wedge-shaped.

FIG. 3 is a cross-sectional view showing the state of the emergency stop device 11 during operation.

As shown in FIG. 1, when the descending speed of the car 3 reaches the second overspeed, the movement of the governor rope 10 is stopped by the governor rope gripping operation of the governor 7, and the operating lever 12 is released. It will be pulled up. In response to this, the wedge 14 is relatively raised with respect to the housing 13 and the inclined body 15 which are lowered together with the car 3 by the link mechanism (described later) connected to the operating lever 12. When the wedge 14 moves upward relative to the inclined body 15 in this way, the wedge 14 moves along the inclined surface of the inclined body 15, so that the pair of wedges 14 are the guide rails 5A for the car. Since it also moves in the horizontal direction toward, they approach each other with the car guide rail 5A in between.

The pair of wedges 14 operate as described above, and as shown in FIG. 3, the lower ends of the wedges 14 are separated from the housing 13 and come into close contact with the car guide rails 5A from both the left and right sides. Further, when the wedge 14 moves slightly upward from the state shown in FIG. 3 as the car 3 descends, an elastic body (not shown) is deformed, so that the elastic force of the elastic body is increased by the wedge 14 and the car guide rail 5A. Is added to the contact surface of. As a result, the pair of wedges 14 grip the car guide rail 5A.

A frictional force proportional to this elastic force (proportional coefficient is "friction coefficient") is generated between the car guide rail 5A and the wedge 14 sliding with respect to the car guide rail. As a result, the car 3 is decelerated and mechanically stopped.

In the present embodiment, when the emergency stop device operates, the wedge 14 moves upward from the state of FIG. 2, and when the car stops after passing through the state of FIG. 3, it comes into contact with the housing 13. Or almost abut. Therefore, the range of movement of the wedge 14 with respect to the housing 13 is limited within the housing 13. Therefore, the wedge side detection switch (“22” in FIG. 5), which will be described later, can be provided at a position where it operates accurately.

Here, when the emergency stop device 11 operates, the wedge 14 comes into contact with the car guide rail 5A and slides, so that it wears. Therefore, in the state shown in FIG. 2 (when not operating), the gap between the wedge 14 and the car guide rail 5A increases. Therefore, when the emergency stop device 11 operates while the wedge 14 is worn, Compared with the state where the wedge 14 is not worn, the amount of horizontal movement of the wedge 14 until the wedge 14 comes into contact with the car guide rail 5A increases.

As the amount of movement in the horizontal direction increases, the amount of movement of the wedge 14 in the upward direction also increases, so that the wedge 14 rises to the upper side of the housing 13 and then comes into contact with the car guide rail 5A. Therefore, when the wedges 14 are further raised as the car 3 is lowered, the pair of wedges 14 move each inclined body 15 in the direction of widening the distance between the pair of inclined bodies 15, but each inclined body 15 is moved. The amount of horizontal movement of the wedge 14 is smaller than that when the wedge 14 is not worn. Therefore, since the elastic force of the elastic body is reduced, the braking force of the car 3 by the emergency stop device 11 is reduced.

Therefore, at the time of maintenance and inspection, the replacement time of the wedge 14 is determined based on the worn state of the wedge 14, and when it is determined that it is the replacement time, the wedge 14 is replaced with a new one. As a result, the braking force of the emergency stop device 11 is secured.

In the present embodiment, the wear state of the wedge 14 is automatically determined by the wedge replacement time determination device (“24” in FIG. 4 described later) constituting the inspection device, regardless of visual inspection or measuring tool, and further, the determination result is obtained. The wedge replacement time is determined based on this.

FIG. 4 is a configuration diagram of a wedge replacement time determination device. In addition, in FIG. 4, an emergency stop device including a wedge 14 and a drive mechanism of the wedge 14 including an operating lever 12, a link 17, a link 19 and a pulling rod 20 is shown together.

As shown in FIG. 4, the operating lever 12 can rotate about the rotating shaft 16 which is a fulcrum. Further, one end of the governor rope 10 (FIG. 1) and one end of the link 17 are connected to one end and the other end of the operating lever 12, respectively. One end of the link 19 having the rotating shaft 18 as a fulcrum is connected to the other end of the link 17. The upper end of the pulling rod 20 extending in the elevating direction of the car 3 is connected to the other end of the link 19, and the wedge 14 is engaged with the lower end of the pulling rod 20.

The wedge 14 is placed on a plate portion or a base portion provided at the lower end portion of the pulling rod 20 in the housing 13. Further, the wedge 14 has a pull-up pin 23 that engages with the lower end portion of the pull-up rod 20. The pull-up pin 23 is engaged with the lower end portion of the pull-up rod 20, but is not fixed, and is engaged with a predetermined play. Therefore, it is possible to move freely within the range of this play.

In the present embodiment, the shape of the operating lever, the link 17, and the link 19 is an elongated rod shape.

In the drive mechanism of the emergency stop device shown in FIG. 4, when the governor 7 (FIG. 1) operates and the governor rope 10 (FIG. 1) stops while the car 3 is descending, the operating lever 12 rotates the rotating shaft. Rotating counterclockwise around 16, the connecting portion between the operating lever 12 and the link 17 moves downward. A drive mechanism side detection switch 21 for detecting the operation timing of the drive mechanism during operation of the emergency stop device 11 is provided in the vicinity of the connecting portion between the operation lever 12 and the link 17. When the connecting portion between the operating lever 12 and the link 17 is displaced downward during the operation of the emergency stop device 11, the drive mechanism side detection switch 21 is operated by the connecting portion to output an operation timing signal.

Further, on the wedge 14 side, a wedge side detection switch 22 for detecting the operation timing of the wedge 14 when the emergency stop device 11 is operating is provided inside the housing 13. When the wedge 14 is pulled up by the drive mechanism during the operation of the emergency stop device 11, the wedge side detection switch 22 is operated by the pull-up pin 23 which is a part of the wedge 14 to output an operation timing signal.

As the drive mechanism side detection switch and the 21 wedge side detection switch 22, for example, a micro switch can be applied.

The drive mechanism when the emergency stop device 11 operates normally operates from the point where the wedge 14 comes into contact with the car guide rail 5A until the wedge 14 is pushed slightly upward. At this time, the vertical movement of the drive mechanism is slower than the upward movement of the wedge 14. Therefore, after the wedge 14 comes into contact with the car guide rail 5A, the wedge 14 moves upward before the drive mechanism. Therefore, the pull-up pin 23 that operates the wedge-side detection switch 22 moves upward faster than the connecting portion between the operating lever 12 that operates the drive mechanism-side detection switch 21 and the link 17 moves downward.

Here, as described above, when the wedge 14 is worn, the amount of upward movement until the wedge 14 comes into contact with the car guide rail 5A increases. That is, the time from the operation of the governor 7 to the generation of the braking force becomes long, and therefore the timing at which the wedge side detection switch 22 operates is delayed. As a result, as the wedge 14 wears, the operation timing of the wedge side detection switch 22 is gradually delayed. On the other hand, the operation of the drive mechanism does not substantially depend on the wear of the wedge 14, and the operation timing of the drive mechanism after the speed governor 7 operates is substantially constant. Therefore, a time interval (time difference) may occur in the operation timings of the drive mechanism side detection switch 21 and the wedge side detection switch 22. Then, such a time interval changes according to the wear state of the wedge 14.

Therefore, as described below, the wedge replacement timing determination device 24 (FIG. 4) in the present embodiment replaces the worn wedge 14 based on the operation timings of the drive mechanism side detection switch 21 and the wedge side detection switch 22. Determine the time.

The functions of each part of the wedge replacement timing determination device 24 shown in the block diagram in FIG. 4 are as follows. In the present embodiment, the wedge replacement time determination device 24 is configured by a computer system using a microcomputer or the like.

The maintenance operation detection unit 25 detects that the car is in maintenance operation, that is, in low speed operation in the maintenance inspection performed after the operation of the emergency stop device 11. The maintenance operation detection unit 25 is, for example, based on a signal indicating the operating state of the car 3 received from an elevator control device (not shown) that controls the operation of the car 3, the operating state of the car 3. Detects whether or not is in maintenance operation.

When the signal acquisition unit 26 detects that the maintenance operation detection unit 25 is operating at a low speed during maintenance and inspection, the signal acquisition unit 26 captures each operation timing signal of the drive mechanism side detection switch 21 and the wedge side detection switch 22.

The time interval calculation unit 27 uses the operation timing signal captured by the signal acquisition unit 26 to use the time interval between the operation timing of the wedge side detection switch 22 and the operation timing of the drive mechanism side detection switch 21 (= drive mechanism side detection switch). 21 operation timing-operation timing of the wedge side detection switch 22) is calculated. Further, the time interval calculation unit 27 compares the calculated time interval with the threshold value of the time interval set by the threshold value setting unit 28. As described above, as the wedge 14 wears, the time interval changes, and in the present embodiment, the time interval becomes shorter. Further, when the wedge 14 is normal, the wedge side detection switch 22 operates before the drive mechanism side detection switch 21. Therefore, the time interval threshold is set to the minimum value or a value close to the minimum value in the allowable time interval (> 0) range, for example, zero.

The threshold value setting unit 28 sets the threshold value of the time interval for determining the replacement time of the worn wedge 14 in the time interval calculation unit 27 described later. It should be noted that this threshold value is determined in advance based on the value of the time interval in the worn state of the wedge, which is allowed for the emergency stop device 11 to obtain a desired braking force and stop the car normally. It is stored in 30 or a register. As described above, the wear determination unit 29 determines whether or not it is time to replace the wedge 14 based on the comparison result by the time interval calculation unit 27.

The storage unit 30 stores data such as a program for determining wear.

The control unit 31 controls each of the above-mentioned units according to the program for determining wear.

In the present embodiment, the control unit 31 constitutes a CPU (Central Processing Unit) in the computer system together with the calculation unit (not shown). In response to the control of the control unit 31, the calculation unit executes a predetermined calculation process based on the program, so that the calculation unit includes the maintenance operation detection unit 25, the signal acquisition unit 26, the time interval calculation unit 27, and the threshold value setting unit. 28, functions as either the wear determination unit 29.

Hereinafter, an operation example of the wedge replacement timing determination device 24 will be described with reference to FIGS. 5 and 6.

The wedge replacement time determination device 24 in the present embodiment tests the emergency stop device 11 by operating the car at a low speed at the time of maintenance and inspection of the emergency stop device 11 which is executed after the actual operation of the emergency stop device 11. The operation is performed, and based on the operation timings of the drive mechanism side detection switch 21 and the wedge side detection switch 22 at that time, it is determined whether or not it is time to replace the wedge 14 due to wear. Here, the car is operated at a speed slower and slower than the speed during the operation test or normal operation of the emergency stop device 11.

FIG. 5 is a diagram showing an example of an operating state of the drive mechanism side detection switch 21 and the wedge side detection switch 22 when the wear state of the wedge 14 is normal. Hereinafter, description will be made with reference to FIG. 4 as appropriate (the same applies to FIG. 6 described later).

When the maintenance operation detection unit 25 detects that the maintenance operation detection unit 25 is operating at a low speed during the maintenance inspection, the signal acquisition unit 26 captures the operation timing signals of the drive mechanism side detection switch 21 and the wedge side detection switch 22. .. Since the wedge 14 is normal in the operating state of FIG. 5, the wedge side detection switch 22 is turned on by the pull-up pin 23 of the wedge 14 before the drive mechanism side detection switch 21. Therefore, the signal acquisition unit 26 first captures the operation timing signal from the wedge side detection switch 22. After that, when the drive mechanism side detection switch 21 is turned on by the connecting portion of the operating lever 12 and the link 17, the signal acquisition unit 26 captures the operation timing signal from the drive mechanism side detection switch 21.

The time interval calculation unit 27 uses the operation timing signals of the drive mechanism side detection switch 21 and the wedge side detection switch 22 taken in by the signal acquisition unit 26 to obtain the operation timing of the drive mechanism side detection switch 21 and the wedge side detection switch. The time interval with the operation timing of 22 is calculated, and further, the calculated time interval is compared with the threshold value set by the threshold value setting unit 28.

The wear determination unit 29 determines whether or not it is time to replace the wedge 14 due to wear, according to the comparison result by the time interval calculation unit 27. In the operating state shown in FIG. 5, the wedge 14 is normal, and the time interval calculation unit 27 outputs a comparison result indicating that the time interval (> 0) does not fall below the threshold value (= 0). Based on this comparison result, the wear determination unit 29 determines that the time for replacing the wedge 14 due to wear has not been reached. The wear determination unit 29 outputs a signal indicating the determination result, and in response to this signal, a control panel on which the wedge replacement timing determination device 24 is mounted or a maintenance terminal device communicably connected to the control panel, etc. The determination result is displayed on the display device provided (the same applies to the operating state of FIG. 6 described later).

FIG. 6 is a diagram showing an example of operating states of the drive mechanism side detection switch 21 and the wedge side detection switch 22 when the wear state of the wedge 14 is abnormal.

In the operating state of FIG. 6, since the wedge 14 is worn out and the timing at which the wedge 14 comes into contact with the car guide rail 5A is delayed, the drive mechanism side detection is performed before the wedge side detection switch 22 is turned on. The switch 21 is on.

Similar to the case of FIG. 5 described above, when the maintenance operation detection unit 25 detects that the maintenance operation detection unit 25 is operating at a low speed during the maintenance inspection, the signal acquisition unit 26 moves the drive mechanism side detection switch 21 and the wedge side. Each operation timing signal of the detection switch 22 is taken in. In the operating state of FIG. 6, since the wedge 14 is worn out and is abnormal, the drive mechanism side detection switch 21 is turned on before the wedge side detection switch 22 by the connecting portion between the operating lever 12 and the link 17. .. Therefore, the signal acquisition unit 26 first captures the operation timing signal from the drive mechanism side detection switch 21. After that, when the wedge side detection switch 22 is turned on by the pull-up pin 23 of the wedge 14 with a delay, the signal acquisition unit 26 captures the operation timing signal from the wedge side detection switch 22.

The wear determination unit 29 determines whether or not it is time to replace the wedge 14 due to wear, according to the comparison result by the time interval calculation unit 27. In the operating state shown in FIG. 6, the wedge 14 is worn out and is abnormal, and the time interval calculation unit 27 outputs a comparison result indicating that the time interval (<0) is below the threshold value (= 0). .. Based on this comparison result, the wear determination unit 29 determines that the time for replacing the wedge 14 due to wear has been reached.

In the operation state examples of FIGS. 5 and 6, the operation order of the drive mechanism side detection switch 21 and the wedge side detection switch 22 is reversed when the wedge 14 is normal and when the wedge 14 needs to be replaced due to wear. There is. Therefore, the time interval between the operation timing of the drive mechanism side detection switch 21 and the operation timing of the wedge side detection switch 22 (= operation timing of the drive mechanism side detection switch 21-operation timing of the wedge side detection switch 22) is a positive value. In this case, the wedge 14 is considered to be normal. Further, when the threshold value of the time interval is set to zero and the operation order is reversed and the time interval becomes a negative value and falls below the threshold value (= 0), the wedge 14 is regarded as abnormal. In this way, by determining that the wedge 14 is abnormal, that is, it is the replacement time due to wear according to the reversal of the operation order of the drive mechanism side detection switch 21 and the wedge side detection switch 22, the replacement time of the wedge 14 is accurately determined. It can be judged well.

The operation order of the drive mechanism side detection switch 21 and the wedge side detection switch 22 is not limited to the reversal, but the threshold value of the time interval is set according to the normal operation timing of the wedge 14, and the replacement time due to the wear of the wedge 14 is set. May be determined. For example, although it varies depending on the specifications of the elevator device, the wedge 14 has a maximum of several tens of mm (up to several tens of mm) before the emergency stop device 11 operates and the car is normally braked to stop in the normal range of the wear state of the wedge 14. 10 to 20 mm) Move. In this case, the inspection speed of low-speed operation during maintenance and inspection can be detected as a time interval of about several hundred ms. Therefore, such a time interval may be set as a threshold value to determine when to replace the wedge 14 due to wear.

The wedge replacement timing determination device in this embodiment is not limited to the emergency stop device 11 having the configuration shown in FIG. 4, until the wedge comes into contact with the car guide rail 5A by a drive mechanism provided with a link portion linked to the operating lever. It can be applied to an emergency stop device having a pull-up configuration.

According to the present embodiment as described above, the wear state of the wedge is determined based on the signal from the drive mechanism side detection switch 21 and the signal from the wedge side detection switch 22, and further, the wedge replacement time due to wear is determined. Therefore, the emergency stop device can be inspected regardless of visual inspection or measuring tools. As a result, the time required for maintenance and inspection of the emergency stop device can be shortened, and the wedge replacement time can be determined with high accuracy. In addition, the time during which the service operation of the elevator is stopped due to maintenance and inspection work can be shortened, and the frequency of wedge replacement can be reduced. Further, since the inspection work can be performed at a place away from the emergency stop device (for example, the landing), the workability of the maintenance and inspection work is improved.

Further, at the time of inspection, the car is operated in maintenance operation, that is, at low speed to operate the drive mechanism side detection switch 21 and the wedge side detection switch 22, so that the operation timing of the drive mechanism side detection switch 21 and the operation of the wedge side detection switch 22 are performed. Since the time interval with the timing can be lengthened, the detection accuracy of the time interval is improved. As a result, the accuracy of determining the wear state of the wedge and the replacement time is improved.

The present invention is not limited to the above-described embodiment, and includes various modifications. For example, the above-described embodiment has been described in detail in order to explain the present invention in an easy-to-understand manner, and is not necessarily limited to the one including all the described configurations. Further, it is possible to add / delete / replace a part of the configuration of the embodiment with another configuration.

For example, the elevator device may have a machine room, or may be a so-called machine room-less elevator that does not have a machine room.

Further, the wedge replacement time determination device 24 may be mounted on a control panel, a mobile terminal, a maintenance device, or the like, or may be mounted on an independent inspection device.

Further, the drive mechanism side detection switch 21 is not limited to the portion of the drive mechanism that is displaced downward, and may be operated by a portion that is displaced upward, for example, a connecting portion between the link 17 and the link 19.

Further, the wedge side detection switch 22 may also be used as an operation confirmation switch of the emergency stop device. In this case, the wedge-side detection switch 22 functions as an operation confirmation switch during normal operation and during operation of the emergency stop device, and functions as an inspection switch during inspection after operation of the emergency stop device as in the above-described embodiment.

Further, during the actual operation of the emergency stop device, each signal from the drive mechanism side detection switch 21 and the wedge side detection switch 22 is taken in and stored in the storage device, and each of the stored signals is used to be in a worn state during maintenance and inspection. And the replacement time may be determined.

1 ... Traction sheave, 2 ... Main rope, 3 ... Riding basket, 4 ... Balance weight, 5A, 5B ... Car guide rail, 6A, 6B ... Weight guide rail, 7 ... Governor, 8 ... Governor pulley , 9 ... tension pulley, 10 ... governor rope, 11 ... emergency stop device, 12 ... actuating lever, 13 ... housing, 14 ... wedge, 15 ... tilted body, 16 ... rotating shaft, 17 ... link, 18 ... rotating Axis, 19 ... Link, 20 ... Pull-up rod, 21 ... Drive mechanism side detection switch, 22 ... Wedge side detection switch, 23 ... Pull-up pin, 24 ... Wedge replacement time determination device, 25 ... Maintenance operation detection unit, 26 ... Signal acquisition Unit, 27 ... time interval calculation unit, 28 ... threshold setting unit, 29 ... wear determination unit, 30 ... storage unit, 31 ... control unit

Claims

Wedges that come into contact with the guide rails when the car is stopped in an emergency,
A drive mechanism for pulling up the wedge until the wedge comes into contact with the guide rail is provided.
In the elevator emergency stop device provided in the car
The first switch that detects the operation of the wedge and
A second switch that detects the operation of the drive mechanism,
With
An elevator emergency stop device characterized in that the wedge replacement time due to wear of the wedge is determined based on the detection signal of the first switch and the detection signal of the second switch.
In the elevator emergency stop device according to claim 1,
The first switch is operated by the wedge.
The second switch is an elevator emergency stop device that is operated by the drive mechanism.
In the elevator emergency stop device according to claim 2.
An elevator emergency stop device, characterized in that there is a time interval between the timing at which the first switch is operated and the timing at which the second switch is operated.
In the elevator emergency stop device according to claim 3,
An elevator emergency stop device, characterized in that the first switch is operated before the second switch when the wedge is normal.
In the elevator emergency stop device according to claim 1,
The drive mechanism
The operating lever connected to the governor rope and
The operating lever, the link portion rotatably connected, and
A pulling rod that is connected to the link portion and engages with the wedge,
The second switch is an elevator emergency stop device, characterized in that it is operated by a portion of the drive mechanism that is displaced in the vertical direction.
In the elevator emergency stop device according to claim 5.
The wedge has a pull-up pin that engages with the pull-up rod.
The first switch is an elevator emergency stop device that is operated by the pull-up pin.
In the inspection device of the emergency stop device of the elevator
The first switch that detects the operation of the wedge of the emergency stop device,
A second switch that detects the operation of the drive mechanism that drives the wedge, and
A determination device that determines the replacement time due to wear of the wedge based on the signal from the first switch and the signal from the second switch.
An elevator emergency stop inspection device characterized by being equipped with.
In the inspection device for the emergency stop device of the elevator according to claim 7.
The determination device
Based on the signal from the first switch and the signal from the second switch, the time interval between the operation timing of the wedge and the operation timing of the drive mechanism is calculated, and the wear state of the wedge is calculated based on the time interval. Time interval calculation unit to determine
A wear determination unit that determines when to replace the wedge due to wear based on the determination result of the time interval calculation unit.
An elevator emergency stop inspection device characterized by being equipped with.
In the inspection device for the emergency stop device of the elevator according to claim 8.
The determination device further includes a maintenance operation detection unit that detects whether or not the operation state of the car is maintenance operation.
When the maintenance operation detection unit detects that the operating state of the car is the maintenance operation,
The time interval calculation unit is an inspection device for an elevator emergency stop device, which calculates the time interval and determines the wear state based on the time interval.