WO2022249793A1 - Dispositif d'arrêt d'urgence, ascenseur et procédé de restauration de dispositif d'arrêt d'urgence - Google Patents

Dispositif d'arrêt d'urgence, ascenseur et procédé de restauration de dispositif d'arrêt d'urgence Download PDF

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Publication number
WO2022249793A1
WO2022249793A1 PCT/JP2022/018023 JP2022018023W WO2022249793A1 WO 2022249793 A1 WO2022249793 A1 WO 2022249793A1 JP 2022018023 W JP2022018023 W JP 2022018023W WO 2022249793 A1 WO2022249793 A1 WO 2022249793A1
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WO
WIPO (PCT)
Prior art keywords
lifting
safety device
connecting portion
operating
lifting member
Prior art date
Application number
PCT/JP2022/018023
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English (en)
Japanese (ja)
Inventor
智久 早川
秀隆 座間
康司 伊藤
洋輔 久保
Original Assignee
株式会社日立製作所
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社日立製作所 filed Critical 株式会社日立製作所
Priority to EP22811067.2A priority Critical patent/EP4349757A1/fr
Priority to CN202280034541.9A priority patent/CN117320991A/zh
Publication of WO2022249793A1 publication Critical patent/WO2022249793A1/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
    • 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

Definitions

  • the present invention relates to an emergency stop device that stops a car in an emergency, an elevator equipped with this safety stop device, and a method for resetting the safety stop device.
  • rope-type elevators use long objects such as main ropes and compensating ropes that connect the car and counterweight, and speed governor ropes that are used to detect the speed of the car or counterweight.
  • Elevators are required to be equipped with an emergency stop device that automatically stops the operation of the car when the speed of the car moving up and down along the guide rail exceeds a specified value as a safety device. It is
  • Patent Document 1 describes a safety device that includes a braking mechanism, a drive mechanism, and an operating mechanism.
  • the drive mechanism includes a lifting member, a link member, a drive shaft, and a drive spring.
  • the drive spring is provided on the drive shaft and biases the drive shaft in a direction in which the drive shaft pulls up the brake shoe.
  • the operating mechanism includes a connecting member, a movable iron core, an electromagnetic core, and a holding/returning mechanism.
  • the connecting member is connected to the other end of the link member.
  • the movable core is fixed to the connection member.
  • the electromagnetic core attracts and separates the movable iron core.
  • the holding/returning mechanism moves the electromagnetic core toward and away from the movable iron core.
  • an object of the present invention to provide an emergency stop device, an elevator, and a return method for the safety stop device that can reduce the size of the drive section of the operating mechanism and facilitate the return operation.
  • the safety device includes a braking mechanism, a lifting member, a driving mechanism, and an operating mechanism.
  • the braking mechanism is provided on the lifting body and has brakes that sandwich the guide rails on which the lifting body slides to stop the movement of the lifting body.
  • the lifting member is connected to the brake shoe.
  • the drive mechanism has a connection that connects to the lifting member and operates the braking mechanism.
  • the actuating mechanism is connected to the drive mechanism and actuates the drive mechanism.
  • the connecting portion transmits only an upward force in the lifting direction to the lifting member.
  • the elevator is an elevator equipped with a lifting body that moves up and down in the hoistway, A guide rail that stands upright in the hoistway and slidably supports the elevator, and an emergency stop device that stops the movement of the elevator based on the state of vertical movement of the elevator.
  • the safety device the safety device described above is used.
  • the method for returning the safety device includes the following steps (1) to (2) in the method for returning the safety device having the configuration described above.
  • the safety device the elevator, and the return method of the safety device configured as described above, it is possible to reduce the size of the drive unit of the operating mechanism and to easily perform the return operation.
  • FIG. 1 is a schematic configuration diagram showing an elevator according to an embodiment
  • FIG. 1 is a front view showing a safety device according to an embodiment
  • FIG. 3A is a front view
  • FIG. 3B is a cross-sectional view showing a braking mechanism of a safety device according to an embodiment.
  • FIG. 4 is a front view showing the operating mechanism of the safety device according to the embodiment;
  • FIG. 4 is a front view showing a state in which the operating mechanism of the safety device according to the embodiment is in operation;
  • FIG. 5 is an explanatory diagram showing the return operation of the safety device according to the embodiment; 4 is a flowchart showing the return operation of the safety device according to the embodiment;
  • FIG. 1 A safety device, an elevator, and a return method for the safety device according to the embodiment will be described below with reference to FIGS. 1 to 7.
  • FIG. 1 the same code
  • Embodiment 1-1 Configuration Example of Elevator
  • this example the configuration of an elevator according to an embodiment (hereinafter referred to as "this example") will be described with reference to FIG.
  • FIG. 1 is a schematic configuration diagram showing a configuration example of an elevator of this example.
  • the elevator 1 of this example moves up and down in a hoistway 110 formed in a building structure.
  • the elevator 1 includes a car 120, which is an example of an elevating body on which people and luggage are placed, a main rope 130, and a counterweight 140, which is another example of an elevating body.
  • the elevator 1 also includes a hoisting machine 100 and an emergency stop device 5 .
  • the elevator 1 also includes a control unit 170 and a deflection wheel 150.
  • the hoistway 110 is formed in a building structure, and a machine room 160 is provided at the top thereof.
  • a hoist 100 and a deflection wheel 150 are arranged in the machine room 160 .
  • a main rope 130 is wound around the sheave shown in the accompanying drawing of the hoisting machine 100 .
  • a deflection pulley 150 on which the main rope 130 is mounted is provided.
  • the top of the car 120 is connected to one end of the main rope 130, and the top of the counterweight 140 is connected to the other end of the main rope 130.
  • the car 120 and the counterweight 140 move up and down in the hoistway 110 .
  • the direction in which the car 120 and the counterweight 140 move up and down is hereinafter referred to as the up-and-down direction Z. As shown in FIG.
  • the car 120 is slidably supported by two guide rails 201A and 201B via a guide device (not shown).
  • the counterweight 140 is slidably supported by the weight-side guide rail 201C via a guide device (not shown).
  • the two guide rails 201A and 201B and the weight-side guide rail 201C extend along the elevation direction Z within the hoistway 110 .
  • the car 120 is provided with an emergency stop device 5 for emergency stopping the up-and-down movement of the car 120 .
  • an emergency stop device 5 for emergency stopping the up-and-down movement of the car 120 .
  • a control unit 170 is installed in the machine room 160 .
  • the control unit 170 is connected to the car 120 via connection wiring (not shown).
  • the controller 170 then outputs a control signal to the car 120 .
  • the controller 170 is installed in the hoistway 110 and connected to a state detection sensor (not shown) that detects the state of the car 120 .
  • Information detected by the state detection sensor includes position information of the car 120 moving up and down in the hoistway 110, speed information of the car 120, acceleration information of the car 120, and the like.
  • positional information of the car 120 for example, in a multi-car elevator in which a plurality of cars 120 move up and down in the same hoistway 110, the distance between two vertically adjacent cars 120 is closer than a predetermined distance. This is abnormal approach information detected when
  • the speed information of the car 120 is, for example, abnormal descent speed information detected when the descent speed of the car 120 exceeds the rated speed and reaches a predetermined speed.
  • the acceleration information of the car 120 is, for example, abnormal acceleration information detected when the acceleration of the car 120 deviates from a preset pattern.
  • the state detection sensor outputs detected information to the control device.
  • the control unit 170 determines whether the state of the car 120 is abnormal or normal based on the information detected by the state detection sensor. Then, when the control unit 170 determines that the state of the car 120 is abnormal, the control unit 170 outputs an operation command signal to the safety device 5 . As a result, the safety device 5 operates based on the operation command signal from the control unit 170 to stop the car 120 .
  • control unit 170 may select and acquire the position information, the velocity information, and the acceleration information independently, or may acquire a plurality of information in combination.
  • control unit 170 and the car 120 are not limited to being connected by wire, and may be connected wirelessly so that signals can be transmitted and received.
  • the direction in which the elevator car 120 moves up and down will be referred to as the elevation direction Z
  • the direction orthogonal to the elevation direction Z and facing the elevator car 120 and the guide rail 201A will be referred to as the first direction X
  • a direction orthogonal to the first direction X and also orthogonal to the elevation direction Z is defined as a second direction Y. As shown in FIG.
  • FIG. 2 is a front view showing the safety device 5.
  • the safety device 5 includes two braking mechanisms 10A and 10B, an operating mechanism 11, a driving mechanism 12 that operates the braking mechanisms 10A and 10B, a first lifting member 13, and a second lifting mechanism. a member 14;
  • the operating mechanism 11 is arranged on a crosshead 121 provided on the top of the car 120 .
  • the drive mechanism 12 has a drive shaft 15 , a first link member 16 , a second link member 17 , a first operating shaft 18 , a second operating shaft 19 and a drive spring 20 .
  • the first operating shaft 18 and the second operating shaft 19 are provided on a crosshead 121 installed on the top of the car 120 .
  • the first operating shaft 18 is provided at one end of the crosshead 121 in the first direction X
  • the second operating shaft 19 is provided at the other end of the crosshead 121 in the first direction X.
  • a first link member 16 is rotatably supported on the first operating shaft 18
  • a second link member 17 is rotatably supported on the second operating shaft 19 .
  • the first link member 16 and the second link member 17 are formed in a substantially T shape.
  • the first link member 16 has an operating piece 16a and a connecting piece 16b.
  • the operating piece 16a protrudes substantially vertically from the connecting piece 16b. Further, the operating piece 16a is connected to one end side of the connecting piece 16b rather than the intermediate portion in the longitudinal direction.
  • the actuating piece 16a is positioned on the minus side of the car 120 in the first direction X (the left side in the drawing).
  • the right side of the paper and the upper side of the paper are defined as positive sides.).
  • the first lifting member 13 is connected via a connecting portion 26 to the end of the operating piece 16a opposite to the connecting piece 16b. A detailed configuration of the connecting portion 26 will be described later.
  • the first link member 16 is rotatably supported by the first operating shaft 18 at the location where the operating piece 16a and the connecting piece 16b are connected.
  • a drive shaft 15 is connected via a connecting portion 25 to one longitudinal end of the connecting piece 16b.
  • a connection member 41 of an operating mechanism 11, which will be described later, is connected to the end of the connection piece 16b opposite to the end connected to the drive shaft 15, that is, the other end in the longitudinal direction (see FIG. 3). ).
  • the first link member 16 is arranged such that one longitudinal end of the connection piece 16b faces upward in the elevation direction Z, and the other longitudinal end of the connection piece 16b faces downward in the elevation direction Z.
  • the second link member 17 has an operating piece 17a and a connecting piece 17b.
  • the operating piece 17a protrudes substantially vertically from the connecting piece 17b.
  • the operating piece 17a is connected to a longitudinal intermediate portion of the connecting piece 17b.
  • the actuating piece 17a protrudes toward the guide rail 201B arranged on the positive side of the car 120 in the first direction X.
  • a second lifting member 14 is connected via a connecting portion 28 to the end of the operating piece 17a opposite to the connecting piece 17b.
  • the drive shaft 15 is connected via a connecting portion 27 to the other longitudinal end of the connecting piece 17b.
  • the second link member 17 is rotatably supported by the second operating shaft 19 at the connecting portion between the operating piece 17a and the connecting piece 17b.
  • the second link member 17 is arranged such that one longitudinal end of the connection piece 17b faces upward in the elevation direction Z, and the other longitudinal end of the connection piece 17b faces downward in the elevation direction Z. As shown in FIG.
  • One end of the drive shaft 15 in the first direction X is connected to the connecting piece 16b of the first link member 16, and the other end of the drive shaft 15 in the first direction X is connected to the second link member 17. It is connected to the connection piece 17b.
  • a drive spring 20 is provided at an axially intermediate portion of the drive shaft 15 .
  • the drive spring 20 is composed of, for example, a compression coil spring. One end of the drive spring 20 is fixed to the crosshead 121 via the fixing portion 21 , and the other end of the drive spring 20 is fixed to the drive shaft 15 via the pressing member 22 . The drive spring 20 biases the drive shaft 15 toward the positive side in the first direction X via the pressing member 22 .
  • the drive shaft 15 is biased by the drive spring 20 and moves toward the positive side in the first direction X.
  • the first link member 16 rotates around the first operating shaft 18 so that the end of the operating piece 16a to which the first lifting member 13 is connected faces upward in the elevation direction Z.
  • the second link member 17 rotates around the second operating shaft 19 so that the end portion of the operating piece 17a connected to the second lifting member 14 faces upward in the elevation direction Z.
  • the first lifting member 13 and the second lifting member 14 are lifted upward in the elevation direction Z in conjunction with each other.
  • a first braking mechanism 10A is connected to the end of the first lifting member 13 opposite to the end to which the operating piece 16a is connected.
  • a second braking mechanism 10B is connected to the end of the second lifting member 14 opposite to the end to which the operating piece 17a is connected.
  • the first lifting member 13 lifts a pair of brakes 31, 31 (see FIG. 3) of the first braking mechanism 10A, which will be described later, upward in the elevation direction Z.
  • the second lifting member 14 lifts a pair of brakes 31, 31 of a second braking mechanism 10B, which will be described later, upward in the elevation direction Z.
  • the first braking mechanism 10A and the second braking mechanism 10B are arranged at the lower end of the elevator car 120 in the elevation direction Z.
  • the first braking mechanism 10A is arranged at one end of the car 120 in the first direction X so as to face the guide rail 201A.
  • the second braking mechanism 10B is disposed at the other end of the car 120 in the first direction X so as to face the guide rail 201B.
  • FIG. 3A and 3B are diagrams showing the braking mechanisms 10A, 10B and the connecting portion 26.
  • FIG. Since the first braking mechanism 10A and the second braking mechanism 10B have the same configuration, the first braking mechanism 10A will be explained here.
  • the first braking mechanism 10A is simply referred to as the braking mechanism 10. As shown in FIG.
  • the connecting portion 26 is formed in a tubular shape. Further, the upper end portion of the first lifting member 13 in the elevation direction Z is inserted into the tubular hole of the connecting portion 26 so as to be movable along the elevation direction Z. As shown in FIG. Further, the connecting portion 26 is formed with a shaft portion 26a that rotatably supports the operating piece 16a. A stopper 26b is provided at the upper end of the first lifting member 13. As shown in FIG. The stopper 26b is arranged closer to the upper end in the elevation direction Z than the connecting portion 26 in the first lifting member 13 . The contact with the connection portion 26 prevents the first lifting member 13 from slipping out of the connection portion 26 .
  • connection portion 26 may have a hole through which the first lifting member 13 is movably inserted, and may be formed in various shapes other than a cylindrical shape.
  • the connecting portion 26 contacts the stopper 26b when the first link member 16 rotates and the connecting piece 16b rotates upward in the elevation direction Z.
  • the connecting portion 26 transmits the rotational torque of the first link member 16 to the first lifting member 13 via the stopper 26b. As a result, the first lifting member 13 is lifted upward in the elevation direction Z together with the connecting portion 26 .
  • connection portion 26 moves downward in the elevation direction Z together with the connection piece 16b.
  • No stopper is provided below the connection portion 26 of the first lifting member 13 in the elevation direction Z.
  • the connecting portion 26 transmits only upward force in the elevation direction Z among the driving force from the drive mechanism 12 to the first lifting member 13 .
  • only the connection portion 26 moves downward in the elevation direction Z along the first lifting member 13 .
  • connecting portion 28 has the same configuration as the connecting portion 26, the description thereof will be omitted.
  • the braking mechanism 10 has a frame 30, a pair of brake elements 31, a pair of guide members 32, 32, a connecting member 33, and a biasing member 34.
  • a pair of dampers 31 are arranged to face each other with the guide rail 201A interposed therebetween.
  • a predetermined gap is formed between the pair of brakes 31 and the guide rail 201A.
  • One surface of the brake shoe 31 facing the guide rail 201A is formed parallel to one surface of the guide rail 201A, that is, parallel to the elevation direction Z. Further, the other surface of the brake shoe 31 opposite to the one surface facing the guide rail 201A is inclined so as to approach the guide rail 201A as it goes upward in the elevation direction Z from below. Therefore, the brake shoe 31 is formed in a wedge shape.
  • a pair of brakes 31 , 31 are attached to the lower end of the connecting member 33 in the elevation direction Z via support bolts 36 .
  • the support bolt 36 is inserted through a through hole 33 a provided at the lower end of the connecting member 33 .
  • the pair of brake elements 31, 31 are supported by a connecting member 33 via a support bolt 36 so as to be movable in directions approaching and separating from the guide rail 201A.
  • the connecting member 33 is connected to the first lifting member 13 .
  • the pair of brakes 31 and 31 and the connecting member 33 are moved upward in the elevation direction Z.
  • the pair of brakes 31 , 31 are arranged so as to be movable in the vertical direction Z with respect to the connecting member 33 by the length of the support bolt 36 .
  • the pair of dampers 31, 31 are movably supported by a pair of guide members 32, 32.
  • the pair of guide members 32 , 32 are fixed to the car 120 (see FIG. 2) via the frame 30 .
  • the pair of guide members 32, 32 face the guide rail 201A and the pair of brakes 31, 31 with a predetermined gap therebetween.
  • a surface of the guide member 32 facing the brake shoe 31 is inclined so as to approach the guide rail 201A as it goes upward in the elevation direction Z. Therefore, the gap between the surfaces of the pair of guide members 32, 32 facing the brake shoe 31 narrows upward in the elevation direction Z. As shown in FIG.
  • a biasing member 34 is arranged on the other surface of the guide member 32 opposite to the one surface facing the brake shoe 31 .
  • the biasing member 34 is composed of, for example, a leaf spring having a U-shaped cross section cut in a horizontal direction orthogonal to the elevation direction Z. As shown in FIG. Both ends of the urging member 34 are opposed to each other with a predetermined gap therebetween with the guide rail 201A interposed therebetween.
  • the guide member 32 is fixed to one surface facing each other at both ends of the biasing member 34 .
  • the biasing member 34 is not limited to a U-shaped leaf spring, and for example, a compression coil spring may be used and interposed between the guide member 32 and a frame (not shown). .
  • FIG. 4 is a front view showing the operating mechanism 11.
  • FIG. 4 shows the standby state of the operating mechanism 11 .
  • the operating mechanism 11 includes a connecting member 41, an electromagnetic core 43, a movable iron core 44, a base plate 45, a feed screw shaft 47, a feed nut 48, and a drive motor (not shown). and have. The operating mechanism 11 then operates the drive mechanism 12 .
  • the base plate 45 is made of a flat member. Base plate 45 is fixed to crosshead 121 . Note that the location where the base plate 45 is fixed is not limited to the crosshead 121, and is not particularly limited as long as it is the car 120, which is an elevating body. A first shaft support portion 54 and a second shaft support portion 55 are fixed to the upper surface portion 45a of the base plate 45 in the elevation direction Z. As shown in FIG.
  • the first shaft support portion 54 is arranged at one end of the base plate 45
  • the second shaft support portion 55 is arranged at the other end of the base plate 45 .
  • the first shaft support portion 54 and the second shaft support portion 55 are arranged to face each other.
  • a feed screw shaft 47 is rotatably supported by the first shaft support portion 54 and the second shaft support portion 55 .
  • the feed screw shaft 47 is arranged with its axial direction parallel to the first direction X between the first shaft support portion 54 and the second shaft support portion 55 .
  • a drive motor (not shown) is arranged on one of the first shaft support portion 54 and the second shaft support portion 55 .
  • the rotary shaft of the drive motor is attached to the feed screw shaft 47 via a coupling.
  • a trapezoidal thread is formed on the outer peripheral surface of the feed screw shaft 47 .
  • a feed nut 48 is screwed onto the feed screw shaft 47 .
  • the electromagnetic core 43 is fixed to the feed nut 48 .
  • the electromagnetic core 43 is provided with a coil. When power is supplied to the coil from a power source (not shown) and the coil is energized, the electromagnetic core 43 and the coil form an electromagnet.
  • the end of the electromagnetic core 43 opposite to the end fixed to the feed nut 48 faces the first direction X. As shown in FIG.
  • the electromagnetic core 43 faces a movable iron core 44 attached to a connection member 41, which will be described later.
  • the driving of the drive motor is controlled by the control unit 170 .
  • the lead screw shaft rotates.
  • the rotational force of the feed screw shaft 47 is converted into force along the first direction X by the threaded portion and the threaded hole.
  • the feed nut 48 moves along the first direction X.
  • the electromagnetic core 43 to which the feed nut 48 is fixed also moves along the first direction X. As shown in FIG.
  • the feed nut 48 moves to one end in the first direction X, that is, to the first shaft support portion 54 side. Then, when the driving motor rotates in the reverse direction (reverse rotation), the feed nut 48 moves to the other end portion in the first direction X, that is, to the second shaft support portion 55 side.
  • the second shaft support portion 55 is arranged at the standby position of the feed nut 48 and the electromagnetic core 43 .
  • the electromagnetic core 43 contacts the second shaft support portion 55 via the feed nut 48 .
  • the connecting member 41 is rotatably connected to the connecting piece 16b of the first link member 16 via a connecting pin 41a.
  • a movable iron core 44 is fixed to the connection member 41 .
  • the movable iron core 44 is supported by the connection member 41 and faces the electromagnetic core 43 fixed to the feed nut 48 . In the standby state shown in FIG. 4 , the movable iron core 44 is attracted to the electromagnetic core 43 .
  • the drive motor, the feed screw shaft 47 and the feed nut 48 constitute a moving mechanism for moving the electromagnetic core 43 in a direction (in this example, the first direction X) toward and away from the movable iron core 44. .
  • connection member 41, the electromagnetic core 43, the movable iron core 44, the base plate 45, the drive motor, the feed screw shaft 47, and the feed nut 48, which constitute the operating mechanism 11 described above, are accommodated in a housing (not shown). .
  • the safety device 5 can be enlarged. can be suppressed. Also, by concentrating the functions of the operating mechanism 11 in one place, maintenance work can be easily performed.
  • the drive spring 20 is arranged at a position different from that of the operating mechanism 11, and the drive spring 20 and the operating mechanism 11 are connected via the first link member 16, which is a link mechanism. Thereby, size reduction of the operating mechanism 11 can be achieved.
  • the standby state of the safety device 5 will be described with reference to FIG.
  • the electromagnetic core 43 is arranged on the other end side of the feed screw shaft 47 in the first direction X.
  • the coil of the electromagnetic core 43 is energized, and the electromagnetic core 43 is excited.
  • an electromagnet is configured by the electromagnetic core 43 and the coil.
  • the movable iron core 44 is attracted to the electromagnetic core 43 . Therefore, one end of the connection piece 16b of the first link member 16 is held toward the positive side in the first direction X via the connection member 41 to which the movable iron core 44 is fixed. As a result, the drive shaft 15 connected to the other end of the connecting piece 16b is biased toward the minus side in the first direction X against the biasing force of the drive spring 20. As shown in FIG.
  • the feed nut 48 is in contact with the second shaft support portion 55 .
  • the second shaft support portion 55 is arranged at the standby position of the movable member. Therefore, the position where the feed nut 48 contacts the second shaft support portion 55 is set to the standby state of the safety device 5 .
  • the distance between the brake elements 31 of the braking mechanisms 10A, 10B connected to the movable iron core 44 and the guide rails 201A, 201B is adjusted to a desired distance.
  • the position of the feed nut 48 can be regulated without using a switch for detecting the position of the feed nut 48, the number of parts of the emergency stop device 5 can be reduced, and the operation of adjusting the position of the switch can be reduced. becomes unnecessary.
  • a switch for detecting the positions of the feed nut 48 and the electromagnetic core 43 may be provided.
  • FIG. 5 is a front view showing a state in which the operating mechanism 11 is operated.
  • the controller 170 determines that the descending speed of the car 120 exceeds a predetermined speed
  • the controller 170 operates the safety device 5.
  • Output command signal Thereby, the energization to the electromagnetic core 43 is interrupted. It should be noted that the de-energization of the electromagnetic core 43 occurs not only when the car 120 speeds up, but also when the elevator 1 loses power.
  • the magnetism of the electromagnetic core 43 is erased by cutting off the energization of the electromagnetic core 43 .
  • the drive shaft 15 is moved in the positive direction in the first direction X by the biasing force of the drive spring 20, and the one end of the first link member 16 is also moved along with the drive shaft 15 in the first direction.
  • the first link member 16 rotates around the first operating shaft 18 and the second link member 17 rotates around the second operating shaft 19 .
  • the drive mechanism 12 is operated by the actuation mechanism 11 .
  • the movable iron core 44 is separated from the electromagnetic core 43 by rotating the first link member 16 .
  • the connection member 41 moves to the negative side in the first direction X.
  • the first braking mechanism 10A connected to the first lifting member 13 and the second lifting member 14 are connected.
  • the second braking mechanism 10B (see FIG. 2) operates.
  • the pair of brake elements 31 (see FIG. 3) of the first braking mechanism 10A and the second braking mechanism 10B move upward in the elevation direction Z, and the pair of the second braking mechanism 10B connected to the second lifting member 14
  • the brakes 31 clamp the guide rails 201A and 201B to mechanically stop the ascending and descending movement of the car 120 .
  • the connecting member 41 can be moved without being affected by the frictional force and holding force between the feed screw shaft 47 and the feed nut 48, which are moving mechanisms. .
  • FIG. 6A and 6B are explanatory diagrams showing the return operation of the operating mechanism 11 and the braking mechanism 10.
  • FIG. 7 is a flow chart showing the return operation.
  • step S11 when power supply to the coil of the electromagnetic core 43 is interrupted or lost (step S11) in the standby state, the operating mechanism 11 operates as shown in FIG. Then, the control unit 170 determines whether or not the car 10 is stopped by the brake mechanisms 10A and 10B (step S12).
  • the state of the emergency stop device 5 may be comprehensively determined based on information such as whether or not the operating mechanism 11 has been operated, in addition to determining whether the car 10 is in a stopped state.
  • step S12 when the control unit 170 determines that the car 10 is stopped (YES determination in step S12), it performs a return operation of the operating mechanism 11, which is a trigger described later (step S13).
  • step S13 the control unit 170 controls the power supply to energize the coil of the electromagnetic core 43.
  • the electromagnetic core 43 is excited by energizing the coil.
  • the control unit 170 rotates the drive motor 46 to rotate the feed screw shaft 47 .
  • the rotational force of the feed screw shaft 47 is converted into force along the first direction X by the feed screw shaft 47 and the threaded portion and threaded hole of the feed nut 48 .
  • the feed nut 48 moves toward the negative side in the first direction X.
  • the electromagnetic core 43 fixed to the feed nut 48 also moves toward the movable iron core 44, that is, to the minus side of the first direction X.
  • the control unit 170 rotates the drive motor 46 to rotate the feed screw shaft 47 .
  • the feed nut 48 screwed onto the feed screw shaft 47 moves in the first direction X toward the plus side. Therefore, the electromagnetic core 43, the movable iron core 44 attracted to the electromagnetic core 43, and the connecting member 41 move toward the positive side in the first direction X. As shown in FIG.
  • connection member 41 moves to the positive side in the first direction X
  • the first link member 16 rotates against the biasing force of the drive spring 20 .
  • the feed nut 48 contacts the second shaft support portion 55
  • the movement of the feed nut 48 and the electromagnetic core 43 toward the plus side in the first direction X is restricted. This makes it possible to easily position the electromagnetic core 43, the movable iron core 44, and the feed nut 48, which are movable members.
  • connection piece 16b rotates downward in the elevation direction Z
  • connection portion 26 moves downward in the elevation direction Z together with the connection piece 16b.
  • the driving force of the driving motor (driving portion) provided in the operating mechanism 11 is only the force resisting the biasing force of the driving spring 20 of the driving mechanism 12 . It is possible to reduce the size of the driving motor (driving section) of the operating mechanism 11 .
  • connection portion 26 moves downward in the elevation direction Z
  • the upward biasing force in the elevation direction Z of the drive spring 20 is released from the first lifting member 13 and the connecting member 33 of the braking mechanism 10 . . Therefore, the first lifting member 13 and the connecting member 33 are lowered downward in the elevation direction Z by their own weight. Since the support bolt 36 attached to the brake shoe 31 is inserted through the through hole 33a provided at the lower end of the connecting member 33, the connecting member 33 can be prevented from coming off.
  • the control unit 170 drives the hoisting machine 100 to raise (UP) the car 120 (step S14).
  • the frame 30 of the brake mechanism 10 also rises together with the car 120, so that the brake shoe 31 is relatively lowered.
  • the clamping of the guide rail 201A by the brake shoe 31 is released.
  • the return operation of the safety device 5 is completed by performing the steps described above.
  • the elevator car 120 is raised after the return operation of the operating mechanism 11 is completed, and the operation of the operating mechanism 11 and the operation of the elevator car 120 are performed separately.
  • the return operation of the safety device 5 in the elevator 1 can be reliably performed, and the control of the return operation can be simplified.
  • control unit 170 controls the operating mechanism 11 and the elevator 1 as a whole has been described, but the present invention is not limited to this.
  • control of the operating mechanism 11 and control of the elevator 1 as a whole may be performed by separate control units.
  • a moving mechanism for moving the electromagnetic core 43 for example, a belt drive, a gear drive, a chain drive, a mechanism using a direct-acting solenoid, and other various moving mechanisms can be applied.
  • the movement direction of the electromagnetic core of the operating mechanism 11 may be set substantially parallel to the elevation direction Z or the second direction Y, or may be inclined with respect to the first direction X, the second direction Y or the elevation direction Z. It may be in the direction of Alternatively, the first link member 16 and the second link member 17 may be arranged at both ends of the car 120 in the second direction Y, and the drive shaft 15 may be arranged along the second direction Y.
  • the lifting body is not limited to the car 120, and the counterweight 140 may be applied.
  • An emergency stop device may be provided on the counterweight 140 to stop the vertical movement of the counterweight 140 in an emergency.
  • the actuation mechanism, drive mechanism, and the like that constitute the safety device are arranged on the counterweight 140 .
  • control unit 170 that controls the entire elevator 1 is applied as the control unit that controls the safety device
  • the present invention is not limited to this.
  • control unit a control unit provided in the car 120 to control only the car 120, a control unit to control only the safety device, and other various control units can be applied.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)

Abstract

La présente invention concerne un dispositif d'arrêt d'urgence pourvu d'un mécanisme de freinage, d'un élément de levage, d'un mécanisme d'entraînement et d'un mécanisme d'actionnement. L'élément de levage est relié à un élément de frein du mécanisme de freinage. Le mécanisme d'entraînement comporte une partie de raccordement reliée à l'élément de levage et actionne le mécanisme de freinage. Le mécanisme d'actionnement est relié au mécanisme d'entraînement et actionne le mécanisme d'entraînement. En outre, la partie de raccordement transmet uniquement une force dans la direction verticale vers le haut à l'élément de levage.
PCT/JP2022/018023 2021-05-27 2022-04-18 Dispositif d'arrêt d'urgence, ascenseur et procédé de restauration de dispositif d'arrêt d'urgence WO2022249793A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP22811067.2A EP4349757A1 (fr) 2021-05-27 2022-04-18 Dispositif d'arrêt d'urgence, ascenseur et procédé de restauration de dispositif d'arrêt d'urgence
CN202280034541.9A CN117320991A (zh) 2021-05-27 2022-04-18 紧急停止装置、电梯及紧急停止装置的恢复方法

Applications Claiming Priority (2)

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JP2021088869A JP2022181743A (ja) 2021-05-27 2021-05-27 非常止め装置、エレベーター及び非常止め装置の復帰方法
JP2021-088869 2021-05-27

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WO2022249793A1 true WO2022249793A1 (fr) 2022-12-01

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PCT/JP2022/018023 WO2022249793A1 (fr) 2021-05-27 2022-04-18 Dispositif d'arrêt d'urgence, ascenseur et procédé de restauration de dispositif d'arrêt d'urgence

Country Status (4)

Country Link
EP (1) EP4349757A1 (fr)
JP (1) JP2022181743A (fr)
CN (1) CN117320991A (fr)
WO (1) WO2022249793A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS4710269U (fr) * 1971-03-05 1972-10-06
JPS50136161U (fr) * 1974-04-26 1975-11-10
JPS61157578U (fr) * 1985-03-20 1986-09-30
CN210884790U (zh) * 2019-10-08 2020-06-30 杭州西奥电梯有限公司 自适应的安全钳提拉机构
WO2021044662A1 (fr) * 2019-09-06 2021-03-11 株式会社日立製作所 Dispositif d'arrêt d'urgence et ascenseur

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS4710269U (fr) * 1971-03-05 1972-10-06
JPS50136161U (fr) * 1974-04-26 1975-11-10
JPS61157578U (fr) * 1985-03-20 1986-09-30
WO2021044662A1 (fr) * 2019-09-06 2021-03-11 株式会社日立製作所 Dispositif d'arrêt d'urgence et ascenseur
CN210884790U (zh) * 2019-10-08 2020-06-30 杭州西奥电梯有限公司 自适应的安全钳提拉机构

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EP4349757A1 (fr) 2024-04-10
JP2022181743A (ja) 2022-12-08
CN117320991A (zh) 2023-12-29

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