JP2022181743A - Emergency stop device, elevator, and recovery method of emergency stop device - Google Patents

Abstract

To provide an emergency stop device, an elevator, and a recovery method of the emergency stop device that can easily perform recovery operation while reducing the size of the drive unit of the actuation mechanism.SOLUTION: An emergency stop device comprises a braking mechanism 10, a lifting member 13, a drive mechanism, and an actuation mechanism 11. The lifting member 13 is connected to a brake 31 of the braking mechanism 10. The drive mechanism includes a connection 26 for connection to the lifting member 13 and operates the braking mechanism. The actuation mechanism 11 is connected to the drive mechanism and operates the drive mechanism. The connection 26 causes only upward force in a lifting direction to be transmitted to the lifting member.SELECTED DRAWING: Figure 4

Description

TECHNICAL FIELD The present invention relates to an emergency stop device for stopping a car in an emergency, an elevator equipped with this safety stop device, and a resetting method for the safety stop device.

In general, 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. have. 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

In recent years, safety devices have been proposed that electrically operate the braking mechanism of the safety device without using a speed governor. As a conventional safety device of this type, for example, there is a technique described in Patent Document 1. 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.

JP 2020-83579 A

However, when performing the return operation in the technique described in Patent Document 1, the drive part provided in the operating mechanism is operated to push down the lifting member against the biasing force of the drive spring and the brake member of the braking mechanism. The clamping of the guide rail was released. As a result, in the technique described in Patent Document 1, the driving portion of the operating mechanism requires not only a force to resist the biasing force of the drive spring, but also a force to release the clamping of the brake shoe, thereby driving the operating mechanism. The department was getting bigger.

Furthermore, in the technique described in Patent Document 1, in order to release the clamping of the brake during the return operation, it was necessary to simultaneously drive the driving portion of the operating mechanism and raise the car. As described above, the technique described in Patent Literature 1 also has the problem that the control of various devices during the recovery operation is complicated.

In consideration of the above problems, it is 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. .

In order to solve the above problems and achieve the object, 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.

In addition, 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. Further, as the safety device, the safety device described above is used.

Further, 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.
(1) A step of performing a return operation of the actuating mechanism to release an upward load applied to the brake from the drive mechanism in the lifting direction.
(2) When the return operation of the actuating mechanism is completed, the step of raising the lifting body to release the clamping of the guide rail by the brake.

According to 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 section of the operating mechanism and to easily perform the return operation.

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 and 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;

A safety device, an elevator, and a return method of the safety device according to the embodiment will be described below with reference to FIGS. 1 to 7. FIG. In addition, the same code|symbol is attached|subjected to the member which is common in each figure.

1. Embodiment 1-1. Configuration Example of Elevator First, 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.

As shown in FIG. 1, 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 . In addition, the hoistway 110 is formed in a building structure, and a machine room 160 is provided at the top thereof.

The hoisting machine 100 and the 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 . In the vicinity of the hoisting machine 100, a deflection pulley 150 on which the main rope 130 is mounted is provided.

One end of the main rope 130 is connected to the top of the car 120 , and the other end of the main rope 130 is connected to the top of the counterweight 140 . By driving the hoisting machine 100 , 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). Similarly, 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 .

In addition, the car 120 is provided with an emergency stop device 5 for emergencyly stopping the up-and-down movement of the car 120 . A detailed configuration of the safety device 5 will be described later.

Furthermore, 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 .

The 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. As the 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 .

In this example, the state detection sensor detects the position information, the speed information, and the acceleration information, but the present invention is not limited to this. For example, position information, velocity information, and acceleration information may be detected by different sensors. Furthermore, the 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.

Note that the controller 170 and the car 120 are not limited to the wired connection, and may be wirelessly connected so that signals can be transmitted and received.

Hereinafter, the direction in which the elevator car 120 moves up and down is referred to as the elevation direction Z, and the direction orthogonal to the elevation direction Z and facing the elevator car 120 and the guide rail 201A is 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.

1-2. Configuration of Safety Device Next, the detailed configuration of the safety device 5 will be described with reference to FIGS. 2 to 6. FIG.
FIG. 2 is a front view showing the safety device 5. FIG.

As shown in FIG. 2, 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 .

[Drive mechanism]
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, and 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 , and 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. As shown in FIG.

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. In addition, 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. As shown in FIG. 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 .

When the operating mechanism 11 operates, the drive shaft 15 is biased by the drive spring 20 to move in the first direction X toward the positive side. As a result, 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. As shown in FIG. Further, 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. As shown in FIG. As a result, 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. As shown in FIG. In addition, 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. As shown in FIG.

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. As shown in FIG. 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. Also, 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.

Next, detailed configurations of the first braking mechanism 10A, the second braking mechanism 10B, and the connecting portions 26 and 28 will be described with reference to FIGS. 3A and 3B.

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.

As shown in FIG. 3A, 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 .

In addition, although the example which formed the connection part 26 in this example demonstrated the cylindrical shape, it is not limited to this. The 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. As shown in FIG. 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 .

Further, when the first link member 16 rotates and the connection piece 16b rotates downward in the elevation direction Z, the 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. As shown in FIG. Therefore, the load when the connection portion 26 moves downward in the elevation direction Z is not transmitted to the first lifting member 13 . That is, 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 . As a result, only the connection portion 26 moves downward in the elevation direction Z along the first lifting member 13 .

Note that the connection portion 28 has the same configuration as the connection portion 26, so the description thereof will be omitted.

As shown in FIGS. 3A and 3B, 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. there is A pair of dampers 31 are arranged to face each other with the guide rail 201A interposed therebetween. Before the safety device 5 is activated, 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. As shown in FIG. 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.

As shown in FIG. 3B , the connecting member 33 is connected to the first lifting member 13 . As the first lifting member 13 is lifted upward in the elevation direction Z, the pair of brakes 31 and 31 and the connecting member 33 are moved upward in the elevation direction Z. As shown in FIG. 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 .

Also, the pair of dampers 31, 31 are movably supported by a pair of guide members 32, 32. As shown in FIG. The pair of guide members 32 , 32 are fixed to the car 120 (see FIG. 2) via the frame 30 . Also, the pair of guide members 32, 32 face the guide rail 201A and the pair of brakes 31, 31 with a predetermined gap therebetween.

One 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. As shown in FIG. 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). .

When the pair of brakes 31, 31 move upward in the lifting direction Z relative to the guide member 32, the pair of brakes 31, 31 approach the guide rail 201A in the direction in which they approach each other by the guide member 32. move in the direction Furthermore, when the pair of brakes 31 move upward in the elevation direction Z, the pair of brakes 31 are pressed against the guide rail 201A by the biasing force of the biasing member 34 via the guide member 32 . As a result, the up-and-down movement of the car 120 is braked.

[Operating mechanism]
Next, the operating mechanism 11 will be described with reference to FIG.
FIG. 4 is a front view showing the operating mechanism 11. FIG. Note that FIG. 4 shows the standby state of the operating mechanism 11 .

As shown in FIGS. 3 and 4, 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 , and 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 driving motor is controlled by the control unit 170 . As the drive motor rotates, the lead screw shaft rotates. As the feed screw shaft 47 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. Then, the feed nut 48 moves along the first direction X. As shown in FIG. The electromagnetic core 43 to which the feed nut 48 is fixed also moves along the first direction X. As shown in FIG.

When the drive motor rotates (normally), the feed nut 48 moves toward one end in the first direction X, that is, toward 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. Here, the second shaft support portion 55 is arranged at the standby position of the feed nut 48 and the electromagnetic core 43 . When the operating mechanism 11 returns from the standby state and braking state to the return state, 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 .

Further, 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. .

The 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). . In this way, by housing the connection member 41, the electromagnetic core 43 that constitutes the holding portion, the feed screw shaft 47 that constitutes the moving mechanism, and the driving motor in one housing, 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.

Further, as described above, the drive spring 20 is arranged at a position different from that of the operating mechanism 11, and the driving 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.

2. Operation Example of Safety Device Next, an operation example of the safety device 5 having the configuration described above will be described.

[Waiting state]
First, the standby state of the safety device 5 will be described with reference to FIG.
As shown in FIG. 4, in the standby state of the safety device 5, the electromagnetic core 43 is arranged on the other end side of the feed screw shaft 47 in the first direction X. As shown in FIG. Further, the coil of the electromagnetic core 43 is energized, and the electromagnetic core 43 is excited. Thus, an electromagnet is configured by the electromagnetic core 43 and the coil.

A 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.

At this time, the feed nut 48 is in contact with the second shaft support portion 55 . As described above, 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.

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. Further, the contact of the feed nut 48 with the second shaft support portion 55 restricts the movement of the movable member toward the other end in the first direction X, that is, toward the plus side. Thereby, it is possible to prevent the gap between the brake shoe 31 and the guide rails 201A and 201B from being displaced.

Further, since 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.

Although an example in which the position of the feed nut 48 is detected without providing a switch has been described, a switch for detecting the positions of the feed nut 48 and the electromagnetic core 43 may be provided.

[Action to braking state]
Next, the operation from the standby state to the braking state will be described with reference to FIG.
FIG. 5 is a front view showing a state in which the operating mechanism 11 is operated.

When the car 120 (see FIGS. 1 and 2) moves downward, when 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 . As a result, as shown in FIG. 5, 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. Move to the positive side of direction X. As a result, 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 . Thus, the drive mechanism 12 is operated by the actuation mechanism 11 .

Further, as shown in FIG. 5 , the movable iron core 44 is separated from the electromagnetic core 43 by rotating the first link member 16 . As the first link member 16 rotates, the connection member 41 moves to the negative side in the first direction X. As shown in FIG.

When the first link member 16 rotates and the operating piece 16a moves upward in the elevation direction Z, the connecting portion 26 moves upward in the elevation direction Z together with the operating piece 16a. Then, the connection portion 26 abuts against the stopper 26b, and the stopper 26b is pressed upward in the elevation direction Z by the connection portion 26. As shown in FIG. As a result, the first lifting member 13 is lifted upward in the lifting direction Z. As shown in FIG. The operations of the second link member 17, the second lifting member 14, and the connecting portion 28 are the same as the operations of the first link member 16, the first lifting member 13, and the connecting portion 26, and thus description thereof is omitted.

By pulling up the first lifting member 13 and the second lifting member 14 upward in the elevation direction Z, 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. As a result, 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 .

Further, by separating the movable iron core 44 from the electromagnetic core 43, 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. .

[Return operation]
Next, the return operation of the safety device 5 returning from the braking state to the standby state will be described with reference to FIGS. 6 and 7. FIG.
6A and 6B are explanatory diagrams showing the return operation of the operating mechanism 11 and the braking mechanism 10. FIG. FIG. 7 is a flow chart showing the return operation.

As shown in FIG. 7, 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). Here, in the processing of 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.

In the process of 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).

In the return operation shown in step S<b>13 , first, the control section 170 controls the power supply to energize the coil of the electromagnetic core 43 . As a result, the electromagnetic core 43 is excited by energizing the coil. Next, the control unit 170 rotates the drive motor 46 to rotate the feed screw shaft 47 . As the feed screw shaft 47 rotates, 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. As shown in FIG. Then, 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. As shown in FIG.

Next, when the electromagnetic core 43 contacts the movable iron core 44 , the movable iron core 44 is attracted to the electromagnetic core 43 . Next, the control unit 170 rotates the drive motor 46 to rotate the feed screw shaft 47 . As a result, 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.

As the 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 . Then, when 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.

In addition, as the first link member 16 rotates, the connection piece 16b rotates downward in the elevation direction Z, and the connection portion 26 moves downward in the elevation direction Z together with the connection piece 16b. As described above, only the upward force in the elevation direction Z is transmitted between the connecting portion 26 and the first lifting member 13 . Accordingly, only the connection portion 26 moves downward in the elevation direction Z along the first lifting member 13 . Therefore, the force with which the brake element 31 of the brake mechanism 10 clamps the guide rail 201A does not act on the operating mechanism 11 and the first link member 16 . As a result, 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 .

Further, as the 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.

Further, since the upward load in the elevation direction Z on the connecting member 33 is released, the upward load in the elevation direction Z from the drive mechanism 12 on the brake shoe 31 is also released. As a result, the force with which the brake shoe 31 clamps the guide rail 201A also weakens.

As shown in FIG. 6, when the return operation of the operating mechanism 11 is completed, the control unit 170 drives the hoisting machine 100 to raise (UP) the car 120 (step S14). As a result, the frame 30 of the brake mechanism 10 also rises together with the car 120, so that the brake shoe 31 is relatively lowered. As a result, the clamping of the guide rail 201A by the brake shoe 31 is released. Then, the return operation of the safety device 5 is completed by performing the steps described above.

In the return operation of this example, 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. As a result, 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.

The present invention is not limited to the embodiments described above and shown in the drawings, and various modifications can be made without departing from the gist of the invention described in the claims.

In the above-described embodiment, an example in which the 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. For example, control of the operating mechanism 11 and control of the elevator 1 as a whole may be performed by separate control units.

Furthermore, although an example using the drive motor 46, the feed screw shaft 47, and the feed nut 48 as the moving mechanism has been described, the present invention is not limited to this. As a movement mechanism for moving the electromagnetic core 43, for example, belt drive, gear drive, chain drive, a mechanism using a linear solenoid, and other various movement mechanisms can be applied.

An example has been described in which the direction in which the electromagnetic core of the operating mechanism 11 moves is set substantially parallel to the first direction X, but the present invention is not limited to this. 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.

Further, 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. In this case, the actuation mechanism, drive mechanism, and the like that constitute the safety device are arranged on the counterweight 140 .

Also, in the above-described embodiment, an example in which the control unit 170 that controls the entire elevator 1 is applied as a control unit that controls the safety device has been described, but the present invention is not limited to this. As the control unit, various other control units such as a control unit provided in the car 120 to control only the car 120 and a control unit to control only the safety device can be applied.

Furthermore, the present invention can also be applied to a multi-car elevator in which a plurality of cars move up and down in one hoistway as an elevator.

In this specification, words such as "parallel" and "perpendicular" are used, but these do not strictly mean only "parallel" and "perpendicular", but include "parallel" and "perpendicular". Furthermore, it may be in a "substantially parallel" or "substantially orthogonal" state within the range where the function can be exhibited.

REFERENCE SIGNS LIST 1 elevator 5 safety device 10A, 10B first braking mechanism 11, 11B operating mechanism 12 drive mechanism 13, 14 lifting member 15 drive shaft 16 first link member DESCRIPTION OF SYMBOLS 17... 2nd link member 16a, 17b... Operating piece 16b, 17b... Connecting piece 18... First operating shaft 19... Second operating shaft 20... Drive spring 26, 28... Connection part 26a... Shaft Part 26b Stopper 41 Connection member 43 Electromagnetic core 44 Movable core 45 Base plate 46 Drive motor 46a Rotary shaft 47 Feed screw shaft 48 Feed nut 54 First Shaft support section 55 Second shaft support section 100 Hoisting machine 110 Hoistway 120 Car (lifting body) 121 Crosshead 130 Main rope 140 Counterweight (lifting body ) 150... Deflector wheel 160... Machine room 170... Control part 201A, 201B... Guide rail

Claims (8)

a braking mechanism that is provided on an elevating body and has a brake that sandwiches a guide rail on which the elevating body slides, and that stops the movement of the elevating body;
a lifting member connected to the brake shoe;
a driving mechanism having a connecting portion connected to the lifting member and operating the braking mechanism;
an actuating mechanism connected to the driving mechanism and actuating the driving mechanism;
The safety device, wherein the connecting portion transmits only an upward force in a lifting direction to the lifting member. The braking mechanism is
A connecting member that supports the brake shoe so as to be movable in a direction in which the brake shoe is sandwiched between the guide rails;
The safety device according to claim 1, wherein the lifting member is connected to the connecting member. 2. The safety device according to claim 1, wherein the connection portion has a hole through which the lifting member is inserted so as to be movable in the vertical direction. 4. The safety device according to claim 3, wherein a stopper that abuts on said connecting portion is provided above said connecting portion in said lifting member in the lifting direction. The drive mechanism is
a link member rotatably supported by an operating shaft provided on the lifting body and connected to the connecting portion;
a drive spring that biases an end portion of the link member connected to the connection portion upward in a lifting direction;
5. The safety device according to claim 4, wherein the connection portion has a shaft portion that rotatably supports an end portion to which the link member is connected. The actuation mechanism is
a connection member connected to the link member;
a movable iron core fixed to the connection member;
an electromagnetic core that separably attracts the movable iron core;
a movement mechanism that movably supports the electromagnetic core in directions approaching and separating from the movable iron core,
The safety device according to claim 5, wherein the moving mechanism has a driving portion that moves the electromagnetic core. In an elevator equipped with an elevating body that moves up and down in a hoistway,
a guide rail erected in the hoistway and slidably supporting the hoisting body;
a safety device that stops the movement of the lifting body based on the state of the lifting movement of the lifting body;
The safety device is
a brake mechanism that is provided on the lifting body and has a brake that sandwiches a guide rail on which the lifting body slides, and that stops the movement of the lifting body;
a lifting member connected to the brake shoe;
a driving mechanism having a connecting portion connected to the lifting member and operating the braking mechanism;
an actuating mechanism connected to the driving mechanism and actuating the driving mechanism;
The connecting portion transmits only an upward force in a lifting direction to the lifting member. a brake mechanism provided on a lifting body and having brakes for sandwiching guide rails on which the lifting body slides, for stopping movement of the lifting body; a lifting member connected to the brakes; a driving mechanism having a connecting portion connected to a member and operating the braking mechanism; and an operating mechanism connected to the driving mechanism and operating the driving mechanism, wherein the connecting portion is connected to the lifting member. In a method for returning an emergency stop device that transmits only an upward force in the lifting direction,
a step of performing a return operation of the actuating mechanism to release an upward load from the drive mechanism on the brake in the lifting direction;
When the return operation of the actuating mechanism is completed, the step of raising the lifting body to release the clamping of the guide rail by the brake shoe;
return method of the safety device including

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