JP6485664B2 - Elevator equipment - Google Patents

Description

  The present invention relates to an elevator device in which an emergency stop device is provided on a lifting body such as a car.

  Conventionally, the governor rope is connected to the emergency stop device provided in the car, and the cage is stopped in an emergency by pulling the wedge of the emergency stop device with the governor rope and bringing the wedge into contact with the guide rail. An elevator apparatus is known. The governor rope is wound around in a loop around a governor sheave provided at the upper part of the hoistway and a governor tension wheel provided at the lower part of the hoistway. The governor sheave, the governor tension wheel, and the governor rope operate as mass bodies that are interlocked according to the movement of the car. For example, when the suspension body that suspends the car breaks and a downward acceleration exceeding the set value occurs in the car, an upward inertia force is generated in the mass body as seen from the car, and the wedge becomes a governor. Pulled up by a rope. Thereby, a wedge contacts a guide rail and a cage | basket | car stops an emergency (refer patent document 1).

International Publication WO2012 / 059970

  In such a conventional elevator device, the passenger moves in the car or the car decelerates by the hoisting machine brake, causing the car to vibrate up and down and the wedge to erroneously contact the guide rail. May occur in the emergency stop device. Therefore, in the conventional elevator apparatus, in order to prevent the emergency stop device from malfunctioning, the emergency stop device is provided with a malfunction prevention spring that biases the wedge in a direction that prevents the wedge from being lifted. However, the provision of the malfunction prevention spring in the emergency stop device increases the time required for lifting the wedge when the suspension body is broken. Therefore, when the suspension breaks in the vicinity of the lowest floor, the speed of the car when colliding with a shock absorber installed in a pit located below the lowest floor is higher than when there is no spring for preventing malfunction. turn into. Thereby, in the conventional elevator apparatus, the size of the shock absorber cannot be reduced, and the depth of the pit of the hoistway cannot be reduced.

  The present invention has been made to solve the above-described problems, and is an elevator that can prevent malfunction of the emergency stop device and reduce the depth of the pit of the hoistway. The object is to obtain a device.

  An elevator apparatus according to the present invention includes a lifting body that can move in a vertical direction in a hoistway, a guide rail that guides the movement of the lifting body, and an emergency stop device provided in the lifting body. The emergency stop device can be displaced relative to the lifting body between the initial position away from the rail body and the contact position that contacts the rail body. The main rail body has a wide rail provided in the lower setting section set at the lower part of the hoistway, and is provided outside the lower setting section and continues upward from the wide rail. The width of the wide rail portion is larger than the width of the normal rail portion.

  The elevator apparatus according to the present invention includes a lifting body that can move in the vertical direction in the hoistway, a guide rail that guides the movement of the lifting body, and an emergency stop device provided in the lifting body. The emergency stop device has a rail main body provided along the moving direction of the lifting body, and the emergency stop device is located between the initial position away from the rail main body and the contact position in contact with the rail main body with respect to the lifting body. It has a displaceable brake body and a guide member that guides the displacement of the brake body relative to the lifting body. The emergency stop device displaces the braking body in the horizontal direction with respect to the lifting body by displacing the guide member. The switching device is provided, and the switching device sets the first position as the initial position of the braking body when the braking body is in the lower setting section set at the lower part of the hoistway, and the lower setting section. Above The second position different from the first position when the brake body is present is the initial position of the brake body, and the gap between the brake body and the rail main body when in the first position is the second position. Is narrower than the gap between the brake body and the rail body.

  According to the elevator apparatus according to the present invention, the operation time of the safety device can be shortened in the lower setting section set at the lower part of the hoistway, and the shock absorber can be reduced in size. Thereby, the depth of the pit of the hoistway can be shortened. Moreover, the clearance gap between a braking body and a rail main-body part can be expanded above a lower setting area. Thereby, it is possible to prevent malfunction of the emergency stop device.

It is a block diagram which shows the elevator by Embodiment 1 of this invention. It is an expansion perspective view which shows the guide apparatus and car guide rail of FIG. It is a block diagram which shows the emergency stop apparatus of FIG. It is a block diagram which shows the state in which the brake body of an emergency stop apparatus has reached the contact position when the width | variety of the rail main-body part of FIG. 3 is a 1st width | variety. It is a block diagram which shows the state in which the brake body of an emergency stop apparatus has reached the contact position when the width | variety of the rail main-body part of FIG. 3 is a 2nd width | variety wider than a 1st width | variety. 2 is a graph showing the relationship between the speed of a car and the position of the car when the car in FIG. 1 moves from the top floor to the bottom floor during normal operation. It is sectional drawing which shows the rail main-body part and emergency stop apparatus of the cage guide rail in the position of the boundary of the lower setting area of FIG. 6, and a normal setting area. It is sectional drawing which shows the rail main-body part of the car guide rail of the elevator apparatus by Embodiment 2 of this invention, and an emergency stop apparatus. It is sectional drawing which shows the rail main-body part of the car guide rail of the elevator apparatus by Embodiment 3 of this invention, and an emergency stop apparatus. It is sectional drawing which shows the rail main-body part of the car guide rail of the elevator apparatus by Embodiment 4 of this invention, and an emergency stop apparatus. It is a horizontal sectional view showing a car guide rail and a guide device of an elevator apparatus according to Embodiment 5 of the present invention. It is sectional drawing along the XII-XII line | wire of FIG. It is sectional drawing which shows a state when the emergency stop apparatus of the elevator apparatus by Embodiment 6 of this invention exists in a lower setting area. It is sectional drawing which shows a state when the emergency stop apparatus of FIG. 13 exists in a normal setting area.

Preferred embodiments of the present invention will be described below with reference to the drawings.
Embodiment 1 FIG.
1 is a block diagram showing an elevator according to Embodiment 1 of the present invention. In the figure, a pair of car guide rails 2 and a pair of counterweight guide rails 3 are installed in a hoistway 1. Each of the car guide rails 2 and the counterweight guide rails 3 has a plate-like rail flange portion 4 provided along the vertical direction, and projects horizontally from the rail flange portion 4, along the vertical direction. It has a rail main body 5 provided. The cross-sectional shapes of the car guide rails 2 and the counterweight guide rails 3 are T-shaped by the rail flange portion 4 and the rail body portion 5. The pair of car guide rails 2 are arranged in a state where the rail main body portions 5 of the car guide rails 2 face each other in the horizontal direction. The pair of counterweight guide rails 3 are arranged in a state where the rail main body portions 5 of the counterweight guide rails 3 face each other in the horizontal direction.

  A car 6 that is a lifting body is provided between the pair of car guide rails 2, and a counterweight 7 that is a lifting body is provided between the pair of counterweight guide rails 3. The car 6 is movable in the vertical direction in the hoistway 1 while being guided by the rail body portions 5 of the pair of car guide rails 2. The counterweight 7 is movable in the vertical direction in the hoistway 1 while being guided by the rail body portions 5 of the pair of counterweight guide rails 3.

  A machine room 8 is provided in the upper part of the hoistway 1. In the machine room 8, a hoisting machine 9 that generates a driving force for moving the car 6 and the counterweight 7 and a deflector 10 are installed. The hoisting machine 9 has a driving sheave 11. The driving sheave 11 is rotated by the driving force of the hoisting machine 9. The baffle wheel 10 is disposed away from the driving sheave 11 in the horizontal direction.

  A suspension 12 that is a long object is wound around the driving sheave 11 and the deflector 10. The car 6 and the counterweight 7 are suspended in the hoistway 1 by the suspension body 12. As the suspension body 12, for example, a rope or a belt is used. In this example, one end of the suspension body 12 is connected to the upper portion of the car 6, and the other end portion of the suspension body 12 is connected to the upper portion of the counterweight 7. That is, in this example, the suspension method of the car 6 and the counterweight 7 by the suspension body 12 is a 1: 1 roping method. When the driving sheave 11 rotates, the car 6 and the counterweight 7 move in the vertical direction according to the rotation of the driving sheave 11.

  A plurality of guide devices 13 that are guided by the respective rail body portions 5 of the pair of car guide rails 2 are provided on the upper and lower parts of the car 6. In this example, two guide devices 13 are provided at the top and bottom of the car 6.

  FIG. 2 is an enlarged perspective view showing the guide device 13 and the car guide rail 2 of FIG. The guide device 13 includes a plate-like fixing member 131 fixed to the car 6 and three guide rollers 132 supported by the fixing member 131.

  In the guide device 13, of the three guide rollers 132, two guide rollers 132 come into contact with both side surfaces in the width direction of the rail body portion 5, and the remaining one guide roller 132 is brought into contact with the protruding end surface of the rail body portion 5. In contact. The three guide rollers 132 are elastically supported with respect to the fixing member 131. The guide device 13 rolls each guide roller 132 to the rail body 5 while keeping the position of the fixing member 131 in the horizontal direction of the car guide rail 2 with respect to the rail body 5 by the three guide rollers 132. Guided to the main body 5.

  As shown in FIG. 1, a pair of emergency stop devices 14 individually facing the pair of car guide rails 2 are provided at the lower part of the car 6. One emergency stop device 14 is provided with an operation lever 15. When the operation lever 15 is operated, the pair of safety devices 14 grips the rail body portions 5 of the pair of car guide rails 2 in conjunction with each other. As a result, a braking force for stopping the car 6 is generated in the car 6.

  FIG. 3 is a block diagram showing the safety device 14 of FIG. The emergency stop device 14 includes a pair of guide members 141 fixed to the car 6 and a pair of brake bodies 142 that can be displaced with respect to the car 6 while being guided by the pair of guide members 141.

  The pair of guide members 141 are disposed on both sides in the width direction of the rail body 5 of the car guide rail 2. The pair of guide members 141 are respectively provided with inclined portions 141 a that are inclined with respect to the side surface in the width direction of the rail body portion 5 of the car guide rail 2. The distance between the side surface in the width direction of the rail body portion 5 of the car guide rail 2 and the inclined portion 141a of the guide member 141 is continuously reduced from the lower portion to the upper portion of the guide member 141.

  The pair of braking bodies 142 are respectively disposed between the rail body portion 5 of the car guide rail 2 and the inclined portions 141a of the respective guide members 141. The pair of brake bodies 142 can be displaced with respect to the car 6 according to the operation of the operation lever 15. Further, the pair of braking bodies 142 are guided by the inclined portions 141 a of the respective guide members 141, whereby the initial position of the car guide rail 2 away from the rail main body 5 and the rail main body 5 of the car guide rail 2. It can be displaced with respect to the car 6 between the contact position contacting the side surface in the width direction. FIG. 3 shows the state of the emergency stop device 14 when each braking body 142 is in the initial position.

  Each brake body 142 is displaced upward while being guided by the inclined portion 141a from the initial position, and is pushed between the side surface in the width direction of the rail body 5 and the inclined portion 141a to reach the contact position. When the pair of brake bodies 142 reach the contact position, the rail body portion 5 of the car guide rail 2 is gripped by the pair of brake bodies 142, and friction generated between each of the brake bodies 142 and the rail body portion 5 A braking force is generated in the car 6.

  The machine room 8 is provided with a speed governor 16 as shown in FIG. The governor 16 includes a governor sheave 17. A governor tension wheel 18 is provided at the lower part of the hoistway 1. A governor rope 19 is wound around the governor sheave 17 and the governor tension wheel 18. One end and the other end of the governor rope 19 are connected to the operation lever 15 of the safety device 14. The governor rope 19 is stretched in a loop between the governor sheave 17 and the governor tension wheel 18. The speed governor rope 19 moves as the car 6 moves, and the speed governor sheave 17 and the speed governor tension wheel 18 rotate as the car 6 moves. That is, the mass body including the governor sheave 17, the governor tensioner 18, and the governor rope 19 operates in association with the movement of the car 6.

  The speed governor 16 grips the speed governor rope 19 when the rotational speed of the speed governor tension wheel 18 exceeds the set overspeed. When the speed governor 16 grips the speed governor rope 19 while the car 6 is moving downward, a displacement difference is generated between the car 6 and the speed governor rope 19 and the operation lever 15 is operated. As a result, the pair of brake bodies 142 are displaced from the initial position to the contact position, and the car 6 stops due to friction between each brake body 142 and the car guide rail 2.

  Further, when the suspension body 12 is broken and the car 6 is in a free fall state and the acceleration downward of the car 6 exceeds a set value, the governor sheave 17, the governor tensioner 18, and the governor rope 19. Since the operation of the mass body including is continued with inertia, an upward inertia force is generated in the governor rope 19 with respect to the car 6. As a result, the displacement difference between the car 6 and the governor rope 19 increases against the biasing force of the malfunction prevention spring, and the operation lever 15 is operated. Thereby, each brake body 142 is displaced from the initial position to the contact position, and the car 6 stops due to friction between each brake body 142 and the car guide rail 2.

  On the other hand, when the brake of the hoisting machine 9 is operated during the upward movement of the car 6, the car 6 is decelerated by gravity, but the governor rope 19 is driven by the inertial force of the mass body including the governor rope 19. Does not slow down. As a result, a force is generated in a direction in which the displacement difference between the car 6 and the governor rope 19 increases, and the emergency stop device 14 may malfunction. However, in this case, the displacement difference between the car 6 and the governor rope 19 becomes difficult to expand due to the urging force of the malfunction preventing spring, so that malfunction of the emergency stop device 14 is prevented.

  In the elevator apparatus, the car 6 may collide with the bottom of the hoistway 1 after the suspension body 12 is broken and before the car 6 is stopped by the operation of the emergency stop device 14. Accordingly, a shock absorber 20 that absorbs the impact of the car 6 is provided at the bottom of the hoistway 1. The shock absorber 20 is disposed in a range below the stop position on the lowest floor of the car 6, that is, in the pit of the hoistway 1. Since the required stroke of the shock absorber 20 increases as the collision speed of the car 6 increases, the shock absorber 20 can be reduced in size by reducing the collision speed of the car 6 against the shock absorber 20.

  Here, when the suspension body 12 is broken when the car 6 is in the upper part in the hoistway 1, if the safety device 14 operates, the car 6 stops before colliding with the bottom of the hoistway 1. Therefore, in this case, the car 6 does not collide with the shock absorber 20, and the operation time of the safety device 14 does not affect the necessary stroke of the shock absorber 20. On the other hand, if the suspension body 12 breaks when the car 6 is in the lower part in the hoistway 1, even if the safety device 14 is operated, the car 6 is buffered before the car 6 stops. 20 hits. Therefore, only when the suspension body 12 breaks when the car 6 is at the lower part of the hoistway 1, the operation time of the emergency stop device 14 until the braking body 142 reaches the contact position after the suspension body 12 breaks. The impact speed of the car 6 against the shock absorber 20 is related. Therefore, if the operation time of the safety device 14 is shortened in the lower section of the hoistway 1, the collision speed of the car 6 against the shock absorber 20 can be reduced, and the shock absorber 20 can be downsized.

  FIG. 4 is a configuration diagram showing a state in which the braking body 142 of the emergency stop device 14 has reached the contact position when the width of the rail main body 5 in FIG. 3 is the first width t1. FIG. 5 shows a state in which the brake body 142 of the emergency stop device 14 has reached the contact position when the width of the rail body 5 in FIG. 3 is the second width t2 that is larger than the first width t1. FIG. 4 and 5, the height of the lower end portion of the braking body 142 when in the initial position is indicated by a straight line A.

  4 and 5, when the width of the rail body 5 is the first width t1, the displacement amount from the initial position of the braking body 142 to the contact position is d1. When the width of the rail body 5 is the second width t2 that is larger than the first width t1, the amount of displacement until the brake body 142 reaches the contact position from the initial position is d2 shorter than d1. ing. That is, the amount of displacement from the initial position of the braking body 142 to the contact position is such that the width of the rail body 5 is greater than the first width t1 than when the width of the rail body 5 is the first width t1. Is shorter when the second width t2 is larger. As the amount of displacement from the initial position of the braking body 142 to the contact position becomes shorter, the time from when the suspension body 12 breaks until the braking body 142 reaches the contact position becomes shorter. The time becomes shorter as the width of the rail body 5 becomes larger.

  In the hoistway 1, a lower setting section L1 located at the lower part of the hoistway 1 and a normal setting section L2 located above the lower setting section L1 are set. Thereby, the lower setting section L1 is located at the lower part of the elevating / lowering range of the safety device 14. In this example, the operation time of the safety device 14 is increased by making the width of the rail body 5 present in the lower setting section L1 larger than the width of the rail body 5 existing in the normal setting section L2. Is shorter in the lower setting section L1 than in the normal setting section L2.

  FIG. 6 is a graph showing the relationship between the speed of the car 6 and the position of the car 6 when the car 6 of FIG. 1 moves from the uppermost floor to the lowermost floor at normal times. It is considered that the operating time of the emergency stop device 14 and the collision speed of the car 6 against the shock absorber 20 are related in the range below the position where the car 6 starts to decelerate from the rated speed while moving downward. Accordingly, in this example, the position of the emergency stop device 14 that starts deceleration from the rated speed during the downward movement of the car 6 is the position of the boundary between the lower setting section L1 and the normal setting section L2.

  FIG. 7 is a cross-sectional view showing the rail body 5 and the emergency stop device 14 of the car guide rail 2 at the boundary between the lower setting section L1 and the normal setting section L2 in FIG. The rail main body 5 of the car guide rail 2 is provided in the widened rail portion 51 provided in the lower setting section L1 and the normal setting section L2 outside the lower setting section L1, and is normally continuous upward from the widened rail section 51. Rail part 52. The width of the normal rail portion 52 is constant over the entire range of the normal setting section L2.

  The width of the widened rail portion 51 is larger than the width of the normal rail portion 52. The widened rail portion 51 has a constant width portion 53 having a constant width in the length direction of the rail body portion 5 and a transition portion 54 that connects the constant width portion 53 and the normal rail portion 52. The width of the transition portion 54 is the same as the width of the constant width portion 53 at the boundary position between the constant width portion 53 and the transition portion 54, and the normal rail position at the boundary position between the normal rail portion 52 and the transition portion 54. The width of the portion 52 is the same. Further, the width of the transition portion 54 continuously decreases from the constant width portion 53 toward the normal rail portion 52. The change in the width of the transition portion 54 in the length direction of the rail body portion 5 may be linear or curved.

  The width of the constant width portion 53 is larger than the width of the normal rail portion 52 beyond the range of variations due to manufacturing errors of the normal guide rail. The width of the constant width portion 53 is larger than the width of the normal rail portion 52 by, for example, 10% or more.

  When the brake body 142 is in the initial position, the horizontal gap between the brake body 142 and the widened rail portion 51 is narrower than the horizontal gap between the brake body 142 and the normal rail portion 52. ing. As a result, the operation time from when the suspension body 12 breaks until the braking body 142 reaches the contact position is longer than that when the emergency stop device 14 is in the normal setting section L2. Sometimes it is shorter.

  The side surface in the width direction of the transition portion 54 of the widened rail portion 51 is inclined with respect to a straight line along the length direction of the rail body portion 5. If the inclination angle α of the side surface in the width direction of the transition portion 54 with respect to the straight line along the length direction of the rail body portion 5 is too large, the brake body 142 may It becomes difficult to contact the side surface in the width direction, and a contact area between the braking body 142 and the transition portion 54 is difficult to be secured. If the inclination angle α of the side surface in the width direction of the transition portion 54 is too large, the brake body 142 is caught by the transition portion 54 when the brake body 142 passes through the transition portion 54 while being in contact with the normal rail portion 52. An excessive deceleration may occur in the car 6. Therefore, the inclination angle α of the side surface in the width direction of the transition portion 54 needs to be sufficiently small.

  In this example, even when the braking body 142 when in the contact position passes through any of the normal rail portion 52, the transition portion 54, and the constant width portion 53, the deceleration of the car 6 is within a constant average deceleration range, for example, The shape of each of the rail body 5 and the brake body 142 is designed so as to be within the average deceleration range (range between 0.2G and 1.0G) shown in JISA4302-2006 (elevator inspection standard). ing.

  In such an elevator apparatus, the width of the widening rail portion 51 provided in the lower setting section L1 set in the lower part of the hoistway 1 is normal in the normal setting section L2 outside the lower setting section L1. Since it is larger than the width of the rail portion 52, when the brake body 142 is in the initial position, a gap between the brake body 142 and the wide rail portion 51 is set between the brake body 142 and the normal rail portion 52. The operating time of the emergency stop device 14 from the time when the suspension body 12 is broken to the time when the braking body 142 reaches the contact position can be made shorter in the lower setting section L1 than in the normal setting section L2. Can do. Thereby, the collision speed of the cage | basket | car 6 with respect to the buffer 20 can be reduced, and size reduction of the buffer 20 can be achieved. Therefore, the pit depth of the hoistway 1 can be shortened. Further, in the normal setting section L2 set above the lower setting section L1, the gap between the braking body 142 and the rail body 5 when in the initial position can be wider than the lower setting section L1. . Thereby, it is possible to prevent malfunction of the safety device 14. Furthermore, since the width of the rail body 5 is larger in the lower setting section L1 than in the normal setting section L2, the range in which the operation time of the emergency stop device 14 is shortened is less likely to shift due to secular change, and it can be reused during maintenance. No adjustment is necessary. Moreover, since the change of the width | variety of the rail main-body part 5 can be confirmed easily visually, the lower setting area L1 can also be confirmed easily.

  Further, the mass body including the governor sheave 17, the governor tension wheel 18, and the governor rope 19 is connected to the operation lever 15 of the emergency stop device 14, and the acceleration exceeding the set value is generated in the car 6. Since each brake body 142 is displaced from the initial position to the contact position by the inertial force of the mass body when it is done, for example, when the suspension body 12 that suspends the car 6 breaks, the speed of the car 6 is not excessive. However, the emergency stop device 14 can be operated early. Thereby, the collision speed of the car 6 with respect to the shock absorber 20 can be reduced more reliably, and the pit depth of the hoistway 1 can be further shortened.

Embodiment 2. FIG.
FIG. 8 is a cross-sectional view showing rail body 5 and emergency stop device 14 of car guide rail 2 of an elevator apparatus according to Embodiment 2 of the present invention. Each brake body 142 includes a movable support member 143 guided by the inclined portion 141 a of the guide member 141, a movable brake member 144 that can be displaced with respect to the movable support member 143, and the movable support member 143 and the movable brake member 144. And a spring 145 which is an elastic body disposed therebetween.

  The movable brake member 144 is disposed between the movable support member 143 and the rail body 5. Thereby, when the brake body 142 reaches the contact position, the movable brake member 144 contacts the rail body 5. The movable braking member 144 is connected to the movable support member 143 through the joint 146. The joint 146 is attached between the upper ends of the movable support member 143 and the movable brake member 144. The movable braking member 144 is rotatable about the joint 146 with respect to the movable support member 143. In this example, the movable brake member 144 is rotatable with respect to the movable support member 143 by elastic deformation of the joint 146. When the movable braking member 144 rotates with respect to the movable support member 143, the distance between the movable brake member 144 and the movable support member 143 changes.

  The spring 145 is connected to each of the movable support member 143 and the movable brake member 144 below the joint 146. As a result, the spring 145 elastically expands and contracts according to the displacement of the movable braking member 144 relative to the movable support member 143.

  When the brake body 142 reaches the contact position, the movable brake member 144 is pushed by the rail body 5 and the movable brake member 144 is displaced in a direction approaching the movable support member 143. As a result, the spring 145 contracts while being elastically deformed between the movable support member 143 and the movable brake member 144. That is, when the brake body 142 is in the contact position, the movable brake member 144 is in contact with the rail body portion 5 with the spring 145 contracted by elastic deformation between the movable support member 143 and the movable brake member 144. . As a result, the spring 145 generates an elastic restoring force against the displacement of the movable braking member 144 in the direction approaching the movable support member 143, and the movable braking member 144 is pressed against the rail body 5 by the elastic restoring force of the spring 145. Further, when the movable brake member 144 passes through the transition portion 54 in contact with the rail main body portion 5, the spring 145 is elastically deformed and the movable brake member 144 is adjusted to the inclination angle α of the side surface in the width direction of the transition portion 54. Tilt. Thereby, the contact area of the movable braking member 144 with respect to the transition part 54 of the rail main-body part 5 is ensured. Other configurations and operations are the same as those in the first embodiment.

  In such an elevator apparatus, the brake body 142 includes a movable support member 143, a movable brake member 144 that can be displaced with respect to the movable support member 143, and a spring disposed between the movable support member 143 and the movable brake member 144. 145, the movable braking member 144 can be displaced according to the angle of the side surface in the width direction of the rail body portion 5 when the movable braking member 144 contacts the rail body portion 5, and the braking body Regardless of the angle of the side surface in the width direction of the rail body 5 with respect to 142, the contact area of the movable braking member 144 with the rail body 5 can be ensured. Therefore, even when the movable braking member 144 is in contact with the rail body portion 5 and passes through the transition portion 54, the movable braking member 144 is inclined according to the inclination angle α of the side surface in the width direction of the transition portion 54. And the fluctuation of the deceleration of the car 6 can be suppressed.

Embodiment 3 FIG.
FIG. 9 is a cross-sectional view showing rail body 5 and emergency stop device 14 of car guide rail 2 of an elevator apparatus according to Embodiment 3 of the present invention. Each movable braking member 144 has a plurality of braking pieces 144 a arranged in the moving direction of the car 6. In this example, each movable braking member 144 has two braking pieces 144a. The plurality of braking pieces 144a are connected to each other via a joint 146 so as to be rotatable. The configuration of the joint 146 that couples the plurality of braking pieces 144 a to each other is the same as the configuration of the joint 146 that couples the movable braking member 144 to the movable support member 143.

  Between the movable support member 143 and the movable brake member 144, a plurality of springs 145, which are elastic bodies, are arranged corresponding to the respective brake pieces 144a. Thereby, each spring 145 elastically expands and contracts according to the displacement of the plurality of braking pieces 144a with respect to the movable support member 143.

  When the movable braking member 144 passes through the transition portion 54 in contact with the rail body portion 5, the boundary position between the normal rail portion 52 and the transition portion 54 and the boundary between the transition portion 54 and the constant width portion 53 are used. At this position, the contact angle of the movable braking member 144 with respect to the side surface in the width direction of the rail body 5 changes. Even in this case, the plurality of braking pieces 144a rotate with each other along the angle of the side surface in the width direction of the rail body 5, and each braking piece corresponds to the change in the angle of the side surface in the width direction of the rail body 5. Each of 144a contacts the rail main-body part 5. FIG. As a result, the total contact area of each brake piece 144a with respect to the rail body 5 increases, and the contact area of the movable brake member 144 with respect to the rail body 5 as a whole is ensured. Other configurations and operations are the same as those in the second embodiment.

  In such an elevator apparatus, the movable braking member 144 has a plurality of braking pieces 144a arranged in the moving direction of the car 6, and the plurality of braking pieces 144a are rotatably connected to each other. When the member 144 comes into contact with the rail body 5, each brake piece 144 a can be displaced according to the angle of the side surface in the width direction of the rail body 5. Therefore, even if the contact angle of the movable brake member 144 with respect to the side surface in the width direction of the rail body portion 5 is changed by passing the transition portion 54 in a state where the movable brake member 144 is in contact with the rail body portion 5, the rail A plurality of braking pieces 144a can be rotated with each other along the angle of the side surface in the width direction of the main body portion 5, and each of the braking pieces 144a is railed in accordance with the change in the angle of the side surface in the width direction of the rail body portion 5. The main body 5 can be brought into contact. Thereby, the fluctuation | variation of the contact area of the movable braking member 144 with respect to the rail main-body part 5 can be suppressed, and the fluctuation | variation of the deceleration of the cage | basket | car 6 can further be suppressed.

  In the above example, the number of braking pieces 144a included in the movable braking member 144 is two, but the number of braking pieces 144a included in the movable braking member 144 may be three or more. In this case, three or more brake pieces 144 a are arranged in the moving direction of the car 6, and the brake pieces 144 a adjacent to each other are connected to each other via a joint 146 so as to be rotatable.

Embodiment 4 FIG.
FIG. 10 is a cross-sectional view showing rail main body portion 5 and emergency stop device 14 of car guide rail 2 of an elevator apparatus according to Embodiment 4 of the present invention. Each movable braking member 144 has a plurality of braking pieces 144 a arranged in the moving direction of the car 6. In this example, each movable braking member 144 has two braking pieces 144a. The plurality of braking pieces 144a are arranged apart from each other through the space portion 147. Thus, the plurality of braking pieces 144a can be displaced independently of each other with respect to the movable support member 143.

  Between each of the braking pieces 144a and the movable support member 143, springs 145 that are elastic bodies are individually arranged. In addition, each of the braking pieces 144 a and the movable support member 143 are individually connected via a plurality of springs 145. Thereby, each spring 145 elastically expands and contracts individually according to the displacement of the plurality of braking pieces 144a with respect to the movable support member 143.

  When the movable braking member 144 passes through the transition portion 54 in contact with the rail body portion 5, the boundary position between the normal rail portion 52 and the transition portion 54 and the boundary between the transition portion 54 and the constant width portion 53 are used. At this position, the contact angle of the movable braking member 144 with respect to the side surface in the width direction of the rail body 5 changes. Even in this case, the plurality of braking pieces 144a are individually displaced along the angle of the side surface in the width direction of the rail body portion 5, and each braking piece is corresponding to the change in the angle of the side surface in the width direction of the rail body portion 5. Each of 144a contacts the rail main-body part 5. FIG. As a result, the total contact area of each brake piece 144a with respect to the rail body 5 increases, and the contact area of the movable brake member 144 with respect to the rail body 5 as a whole is ensured. Other configurations and operations are the same as those in the second embodiment.

  In such an elevator apparatus, the movable braking member 144 has a plurality of braking pieces 144 a arranged in the moving direction of the car 6, and the plurality of braking pieces 144 a can be displaced independently from each other with respect to the movable support member 143. Therefore, when the movable braking member 144 comes into contact with the rail main body portion 5, each braking piece 144 a can be displaced according to the angle of the side surface in the width direction of the rail main body portion 5. Therefore, even if the contact angle of the movable braking member 144 with respect to the side surface in the width direction of the rail body 5 changes, the plurality of braking pieces 144a are individually displaced along the angle of the side surface in the width direction of the rail body 5. Each of the braking pieces 144a can be brought into contact with the rail body 5 in accordance with a change in the angle of the side surface in the width direction of the rail body 5. Thereby, the fluctuation | variation of the contact area of the movable braking member 144 with respect to the rail main-body part 5 can be suppressed, and the fluctuation | variation of the deceleration of the cage | basket | car 6 can further be suppressed.

  In the above example, the number of braking pieces 144a included in the movable braking member 144 is two, but the number of braking pieces 144a included in the movable braking member 144 may be three or more. In this case, three or more braking pieces 144a are arranged via the space portion 147 in the moving direction of the car 6, and the springs 145 are individually arranged between each of the braking pieces 144a and the movable support member 143. .

Embodiment 5. FIG.
FIG. 11 is a horizontal sectional view showing a car guide rail 2 and a guide device 13 of an elevator apparatus according to Embodiment 5 of the present invention. 12 is a cross-sectional view taken along line XII-XII in FIG. 11 is a cross-sectional view taken along the line XI-XI in FIG. The rail body 5 of the car guide rail 2 further includes a guide protrusion 55 that protrudes in the horizontal direction from the wide rail 51 and the normal rail 52. The guide protrusion 55 is continuous along the moving direction of the car 6. In addition, the width of the guide protrusion 55 is constant over the movable range of the car 6. In this example, the width of the guide protruding portion 55 is the same as the width of the normal rail portion 52.

  The plurality of guide devices 13 provided in the car 6 are guided not by the wide rail portion 51 and the normal rail portion 52 but by the guide protrusion 55. The configuration of each guide device 13 is the same as the configuration of the guide device 13 in the first embodiment. In each guide device 13, of the three guide rollers 132, two guide rollers 132 come into contact with both side surfaces of the guide protrusion 55 in the width direction, and the remaining one guide roller 132 protrudes from the guide protrusion 55. It is in contact with the direction end face. The guide device 13 rolls each guide roller 132 to the guide protrusion 55 while keeping the position of the fixing member 131 in the horizontal direction with respect to the guide protrusion 55 of the car guide rail 2 by the three guide rollers 132. The guide protrusion 55 is guided.

  In other words, in the present embodiment, the pair of braking bodies 142 of the emergency stop device 14 can come into contact with the widened rail portion 51 and the normal rail portion 52 that are portions on the base side in the protruding direction of the rail body portion 5 of the car guide rail 2. In addition, each guide roller 132 of the guide device 13 is in contact with the guide protrusion 55 which is a portion of the car guide rail 2 on the front side in the protrusion direction of the rail body 5. Therefore, in the rail main body portion 5 of the car guide rail 2 in the present embodiment, a portion where the pair of braking bodies 142 of the emergency stop device 14 can contact, and a portion where each guide roller 132 of the guide device 13 contacts. Are separated separately. Other configurations are the same as those in the first embodiment.

  In such an elevator apparatus, the guide protrusion 55 having a constant width over the movable range of the car 6 protrudes horizontally from the wide rail part 51 and the normal rail part 52, and is provided on the car 6. Since the guide device 13 is guided by the guide protrusion 55, the width of the rail body 5 is changed while shortening the operation time of the safety device 14 when the safety device 14 is in the lower setting section L1. It is possible to suppress the vibration of the car 6 caused by the above.

  In other words, in the first to fourth embodiments, the guide device 13 is guided to the rail body portion 5 in which the wide rail portion 51 and the normal rail portion 52 having different widths are continuously connected. When passing through the boundary between the rail portion 51 and the normal rail portion 52, the distance between the guide rollers 132 that are in contact with the rail body portion 5 changes. Therefore, in the first to fourth embodiments, when the guide device 13 passes through the boundary between the wide rail portion 51 and the normal rail portion 52, vibration is generated in the car 6 and the riding comfort in the car 6 is reduced. There is a risk that.

  On the other hand, in this embodiment, since the guide device 13 is guided to the guide protrusion 55 having a certain width over the movable range of the car 6, the distance between the guide rollers 132 is changed. It can suppress and generation | occurrence | production of the vibration of the cage | basket | car 6 can be suppressed.

  In the above example, the width of the guide protrusion 55 is the same as the width of the normal rail portion 52, but the width of the guide protrusion 55 may be different from the width of the normal rail portion 52.

  In the above example, the configuration of the rail body 5 including the guide protrusion 55 is applied to the first embodiment. However, the configuration of the rail body 5 including the guide protrusion 55 is the second embodiment. You may apply to ~ 4.

Embodiment 6 FIG.
In the first to fifth embodiments, the emergency stop device is configured by making the width of the rail body 5 located in the lower setting section L1 wider than the width of the rail body 5 located in the normal setting section L2. 14 operating time is shorter in the lower setting section L1 than in the normal setting section L2, but emergency stop when the braking body 142 is in the lower setting section L1 than when the braking body 142 is in the normal setting section L2. By making the initial position of the braking body 142 of the device 14 closer to the rail body 5, the operation time of the safety device 14 may be shorter in the lower setting section L1 than in the normal setting section L2.

  That is, FIG. 13 is a cross-sectional view showing a state when the emergency stop device 14 of the elevator apparatus according to Embodiment 6 of the present invention is in the lower setting section L1. FIG. 14 is a cross-sectional view showing a state when the safety device 14 of FIG. 13 is in the normal setting section L2. The width of the rail body 5 of each car guide rail 2 is constant over the movable range of the car 6. The emergency stop device 14 includes an emergency stop frame 21 fixed to the car 6, a pair of guide members 141 disposed in the emergency stop frame 21, and a pair of braking bodies respectively guided by the pair of guide members 141. 142 and a plurality of pressing springs 22 that are elastic bodies disposed between each of the pair of guide members 141 and the emergency stop frame 21.

  The pair of guide members 141 can be displaced in the horizontal direction with respect to the car 6 along a rail (not shown) fixed to the safety frame 21. Further, the pair of guide members 141 are disposed on both sides in the width direction of the rail body 5 of the car guide rail 2. The pair of guide members 141 are respectively provided with inclined portions 141 a that are inclined with respect to the side surface in the width direction of the rail body portion 5 of the car guide rail 2. The distance between the side surface in the width direction of the rail body portion 5 of the car guide rail 2 and the inclined portion 141a of the guide member 141 is continuously reduced from the lower portion to the upper portion of the guide member 141.

  The configuration of the pair of braking bodies 142 is the same as the configuration of the pair of braking bodies 142 in the first embodiment. The pair of braking bodies 142 are guided by the inclined portions 141a of the respective guide members 141, so that the initial position of the car guide rail 2 away from the rail main body 5 and the width of the rail main body 5 of the car guide rail 2 are obtained. It can be displaced with respect to the car 6 between the contact position contacting the direction side surface.

  When each brake member 142 is pushed in between each guide member 141 and the rail main body 5 and each brake member 142 reaches the contact position, each guide member 141 is displaced in a direction away from the rail main body portion 5. Thus, each pressing spring 22 is contracted. As a result, an elastic restoring force that presses each brake body 142 against the rail body portion 5 is generated in each pressing spring 22, and the braking force is applied to the car 6 due to friction generated between each brake body 142 and the rail body portion 5. Occurs.

  Each brake member 142 is displaced in the horizontal direction with respect to the car 6 when each guide member 141 is displaced in the horizontal direction. Accordingly, the horizontal distance between the initial position of each brake member 142 and the rail body 5 of the car guide rail 2 changes as each guide member 141 is displaced in the horizontal direction.

  The emergency stop device 14 is provided with a switching device 23 that displaces each brake member 142 in the horizontal direction by displacing each guide member 141 in the horizontal direction. The switching device 23 changes the horizontal distance between the initial position of each brake member 142 and the rail main body portion 5 of the car guide rail 2 by displacing each guide member 141 in the horizontal direction. Further, the switching device 23 sets the first position (FIG. 13) as the initial position of each braking body 142 when the braking body 142 is in the lower setting section L1, and sets the normal setting above the lower setting section L1. A second position (FIG. 14) different from the first position when the braking body 142 is in the section L2 is set as the initial position of each braking body 142.

  The second position is a position farther in the horizontal direction from the rail body 5 than the first position. That is, the gap s1 (FIG. 13) between each of the braking bodies 142 and the rail body 5 when in the first position is equal to each of the braking bodies 142 and the rail body when in the second position. It is narrower than the gap s2 between the portions 5 (FIG. 14). As a result, the operation time from when the suspension body 12 breaks until the braking body 142 reaches the contact position is longer than that when the emergency stop device 14 is in the normal setting section L2. Sometimes it is shorter.

  A cam 24 is provided in the hoistway 1 along the moving direction of the car 6. The cam 24 is fixed only to the lower setting section L1 in the hoistway 1. An inclined portion 24 a that is inclined with respect to the moving direction of the car 6 is provided at the upper end portion of the cam 24. The switching device 23 is displaced by the cam 24 to displace the respective brake bodies 142 to the first position, and sets the initial position of each brake body 142 to the first position. It is displaced to the second position, and the initial position of each brake member 142 is set as the second position.

  In addition, the switching device 23 includes a pair of attachment members 25 that are individually fixed to the upper part of each guide member 141, a switching spring 26 that is an elastic body connected between the pair of attachment members 25, and a pair of A link mechanism 27 is connected to the mounting member 25 and displaces the pair of mounting members 25 in opposite directions.

  The switching spring 26 urges the pair of attachment members 25 in the direction in which the distance between the pair of guide members 141 increases. The link mechanism 27 includes a rotation link 272 that can rotate around a shaft 271 provided on the emergency stop frame 21, a contact roller 273 provided on an end of the rotation link 272, and a pair of attachment members. 25 and a plurality of interlocking links 274 connected to the rotation link 272.

  The plurality of interlocking links 274 are connected to each other by a movable shaft 275 so as to be rotatable. The emergency stop frame 21 is provided with a shaft guide portion 211 that guides the movable shaft 275 in the vertical direction with respect to the emergency stop frame 21.

  The pair of guide members 141 with respect to the emergency stop frame 21 is displaced according to the rotation of the rotation link 272 with respect to the emergency stop frame 21 due to the displacement of the plurality of interlocking links 274. That is, when the rotation link 272 rotates with respect to the emergency stop frame 21, the plurality of interlocking links 274 move relative to the emergency stop frame 21 according to the rotation of the rotation link 272 while displacing the movable shaft 275 in the vertical direction. The pair of guide members 141 are displaced in the horizontal direction with respect to the emergency stop frame 21 according to the displacement of the plurality of interlocking links 274 with respect to the emergency stop frame 21.

  The initial position of the pair of braking bodies 142 is adjusted to the first position against the biasing force of the switching spring 26 when the contact roller 273 of the rotation link 272 is pushed by the cam 24, and the contact of the rotation link 272 When the roller 273 is disengaged from the cam 24, the biasing force of the switching spring 26 is adjusted to a second position that is farther from the first position with respect to the rail body 5. Other configurations are the same as those in the first embodiment.

  Next, operations of the safety device 14 and the switching device 23 will be described. When the emergency stop device 14 is in the normal setting section L2, the contact roller 273 of the switching device 23 is disengaged from the cam 24 as shown in FIG. At this time, the pair of braking bodies 142 are displaced in a direction away from the rail body 5 of the car guide rail 2 by the biasing force of the switching spring 26, and the initial position of the pair of braking bodies 142 is set to the second position. It has become. When the suspension body 12 breaks when the safety device 14 is in the normal setting section L2, the pair of braking bodies 142 are displaced from the second position to the contact position by the inertial force of the mass body including the governor rope 19. A braking force is generated in the car 6.

  When the car 6 moves and the emergency stop device 14 enters the lower setting section L1 from the normal setting section L2, as shown in FIG. 13, the contact roller 273 of the switching device 23 is guided by the inclined portion 24a to the cam 24. The rotation link 272 is rotated with respect to the emergency stop frame 21 against the urging force of the switching spring 26. As a result, the pair of brake bodies 142 are displaced in a direction approaching the rail body 5 of the car guide rail 2, and the initial position of the pair of brake bodies 142 changes from the second position to the first position. Since the contact roller 273 is continuously pushed by the cam 24 while the emergency stop device 14 is in the lower setting section L1, the initial position of the pair of braking bodies 142 is held at the first position. When the initial position of the pair of brake bodies 142 is the first position, the gap between the brake body 142 and the rail body 5 is narrower than when the initial position of the pair of brake bodies 142 is the second position. Become. That is, when the initial position of the pair of brake bodies 142 is changed from the second position to the first position, the gap between the brake body 142 and the rail body 5 is narrowed from s2 to s1.

  If the suspension body 12 breaks when the safety device 14 is in the lower setting section L1, the pair of braking bodies 142 are displaced from the first position to the contact position by the inertial force of the mass body including the governor rope 19. A braking force is generated in the car 6. At this time, since the displacement amount of the brake body 142 from the first position to the contact position is shorter than the displacement amount of the brake body 142 from the second position to the contact position, the operation time of the emergency stop device 14 is normally set. It becomes shorter than the operation time in the section L2.

  Further, when the car 6 moves upward and the safety device 14 returns from the lower setting section L1 to the normal setting section L2, the contact roller 273 of the switching device 23 is detached from the cam 24, and the biasing force of the switching spring 26 is applied. The initial positions of the pair of braking bodies 142 are returned from the first position to the second position. As a result, the clearance between the braking body 142 and the rail body 5 widens from s1 to s2, and the emergency stop device is generated, for example, when the passenger in the car 6 moves or the car 6 is decelerated by the hoisting machine brake. 14 malfunctions are prevented.

  In such an elevator apparatus, the initial position of the braking body 142 is set to the first position when the braking body 142 is in the lower setting section L1, and the braking body 142 is disposed when the braking body 142 is in the normal setting section L2. The initial position is the second position, and the gap s1 between the brake body 142 and the rail body 5 when the first position is at the first position is the brake body 142 and the rail body when the second position is reached. Therefore, the operation time of the safety device 14 can be shortened in the lower setting section L1 than in the normal setting section L2. Thereby, size reduction of the buffer 20 can be achieved and the depth of the pit of the hoistway 1 can be shortened. Moreover, the clearance gap between the braking body 142 and the rail main-body part 5 can be expanded above lower setting area L1. Thereby, it is possible to prevent malfunction of the safety device 14.

  Further, only in the lower setting section L1 in the hoistway 1, the cam 24 is fixed along the moving direction of the car 6, and when the switching device 23 is pushed by the cam 24, the braking body 142 is moved to the first position. Since the brake body 142 is displaced to the second position by being displaced from the cam 24, the initial position of the brake body 142 can be changed more reliably with a simple configuration.

  In the above example, the cam 24 is continuously arranged in the lower setting section L1 along the moving direction of the car 6. However, the cam 24 is provided only at the boundary between the lower setting section L1 and the normal setting section L2. May be. In this case, the switching device 23 has a mechanism for switching the initial position of the pair of braking bodies 142 between the first position and the second position by the cam 24 and holding the switched position. Further, for example, the rotation of the guide roller 132, the rotation of the roller in contact with the guide rail 2 separately from the guide roller 132, or the car suspension vehicle provided in the car 6 when the car 6 is suspended by 2: 1 roping. Power such as rotation may be used as power for changing the initial position of each brake member 142. Furthermore, the emergency stop device 14 has passed the boundary between the lower setting section L1 and the normal setting section L2 based on, for example, position information held by the control device or information measured by a position sensor provided in the car 6. And the pair of guide members 141 are displaced by an electromagnetic actuator as a switching device when passing through the boundary between the lower setting section L1 and the normal setting section L2, thereby determining the initial position of the pair of braking bodies 142. You may make it switch between 1 position and 2nd position.

  In each of the above embodiments, the car guide rail 2 has a T-shaped cross section. However, the present invention is not limited to this. For example, the car guide rail 2 has a U-shaped or H-shaped cross section. Or you may.

  Moreover, in each said embodiment, although the wide rail part 51 of the car guide rail 2 and the normal rail part 52 are comprised by the single material, the width | variety of the core part of the wide rail part 51 continuous from the normal rail part 52 is shown. Is made the same width as the width of the normal rail portion 52, and an adjustment member having a friction characteristic equivalent to that of the side surface in the width direction of the normal rail portion 52 is attached to the side surface of the core portion of the wide rail portion 51. The width may be adjusted.

  Moreover, in each said embodiment, although the structure of the emergency stop apparatus 14 is a structure by which the rail main-body part 5 is hold | gripped by a pair of brake body 142 from the width direction both sides, the structure of the emergency stop apparatus 14 is The brake body may be arranged only on one side in the width direction of the rail body portion 5 and the rail body portion 5 may be gripped between the brake pad fixed to the car 6 and the brake body.

  Moreover, in each said embodiment, although the guide apparatus 13 has the three guide rollers 132 which roll while contacting the rail main-body part 5, several sliding members which are slippery with respect to the rail main-body part 5 are included. May be applied to the guide device 13 instead of the guide roller. In this case, the car 6 is guided to the rail body 5 by moving each sliding member while contacting the rail body 5.

  Moreover, in each said embodiment, although the emergency stop apparatus 14 is provided in the cage | basket | car 6, the emergency stop apparatus 14 is provided in the counterweight 7, and the shock absorber which absorbs the impact of the counterweight 7 is used for the hoistway 1. It may be provided in the pit. In this case, the configuration of the rail main body portion 5 of the car guide rail 2 having the widened rail portion 51 provided in the lower setting section L1 and the normal rail portion 52 provided in the normal setting section L2 is a counterweight guide rail. 3 is applied to the rail body 5. Therefore, in this case, the width of the widened rail portion of the counterweight guide rail 3 is made larger than the width of the normal rail portion of the counterweight guide rail 3.

  Further, in each of the above embodiments, the present invention is applied to a double deck elevator apparatus capable of adjusting the distance between the upper car and the lower car, that is, the distance between the floors, so that at least one of the upper car and the lower car as the lifting body The configuration of the car guide rail 2 having the wide rail part 51 and the normal rail part 52 may be applied to the guide rail that provides the car safety device 14 and guides the car provided with the safety device 14.

  Moreover, in each said embodiment, when the suspension body 12 fractures | ruptures, the emergency stop apparatus 14 of the mass body containing the governor sheave 17, the governor tension wheel 18, and the governor rope 19 of the emergency stop device 14 is shown. Although the brake body 142 is displaced from the initial position to the contact position, the method of displacing the brake body 142 of the emergency stop device 14 from the initial position to the contact position is not limited to this. For example, a breakage detection device that detects whether or not the suspension body 12 is broken may be provided in the suspension body 12, and an actuator that displaces the brake body 142 based on electrical information from the breakage detection device may be provided in the emergency stop device 14. Good. In this case, when the break detection device detects that the suspension body 12 is broken, the brake body 142 is displaced from the initial position to the contact position by the actuator.

DESCRIPTION OF SYMBOLS 1 Hoistway, 2 Car guide rail, 3 Counterweight guide rail, 5 Rail main-body part, 6 Car (elevating body), 7 Counterweight (elevating body), 13 Guide apparatus, 14 Emergency stop apparatus, 23 Switching apparatus, 24 cams, 51 widening rails, 52 normal rails, 55 guide protrusions, 141 guide members, 142 braking bodies, 143 movable support members, 144
Movable brake member, 144a brake piece, 145 spring (elastic body).

Claims (5)

A lifting body that can move up and down in the hoistway,
A guide rail for guiding the movement of the lifting body, and an emergency stop device provided on the lifting body,
The guide rail has a rail body provided along the moving direction of the lifting body,
The emergency stop device has a braking body that is displaceable with respect to the lifting body between an initial position away from the rail body and a contact position that contacts the rail body,
The rail main body is a wide rail provided in a lower setting section set at a lower part of the hoistway, and a normal rail section provided outside the lower setting section and continuing upward from the wide rail. And
The width of the widened rail portion is larger than the width of the normal rail portion ,
The brake member is disposed between a movable support member, a movable brake member displaceable with respect to the movable support member, and the movable support member and the movable brake member, and the movable brake member with respect to the movable support member And an elastic body that expands and contracts according to the displacement of
The movable braking member is disposed between the movable support member and the rail main body,
When the brake body is in the contact position, the elastic body is contracted by elastic deformation between the movable support member and the movable brake member in a state where the movable brake member is in contact with the rail main body portion,
The movable brake member is rotatably connected to the movable support member,
The movable braking member has a plurality of braking pieces arranged in the moving direction of the elevating body,
The plurality of braking pieces are elevator devices connected to each other so as to be rotatable . The rail body further includes a guide protrusion,
The guide protruding portion protrudes horizontally from the normal rail portion and the widened rail portion, and is continuous along the moving direction of the lifting body,
The width of the guide protrusion is constant over the movable range of the elevating body,
The elevator apparatus according to claim 1 , wherein the lifting body is provided with a guide device guided by the guide protrusion. A lifting body that can move up and down in the hoistway,
A guide rail for guiding the movement of the lifting body, and an emergency stop device provided on the lifting body,
The guide rail has a rail body provided along the moving direction of the lifting body,
The emergency stop device includes a braking body that is displaceable with respect to the lifting body between an initial position away from the rail body and a contact position that contacts the rail body, and the braking body with respect to the lifting body. A guide member for guiding the displacement,
The emergency stop device is provided with a switching device for displacing the braking body in a horizontal direction with respect to the lifting body by displacing the guide member,
The switching device sets the initial position of the braking body as a first position when the braking body is in a lower setting section set at a lower portion of the hoistway, and is higher than the lower setting section. When the braking body is in the second position, the initial position of the braking body is a second position different from the first position,
The gap between the braking body and the rail main body when in the first position is narrower than the gap between the braking body and the rail main body when in the second position. Elevator equipment. Only in the lower setting section in the hoistway, a cam is fixed along the moving direction of the hoisting body,
The elevator according to claim 3 , wherein the switching device displaces the braking body to the first position by being pushed by the cam, and displaces the braking body to the second position by being removed from the cam. apparatus. A mass body is connected to the emergency stop device,
The brake body, the mass any one of claims 1 to 4 to be displaced into the contact position from the initial position by the inertia force of when the acceleration exceeds the set value is generated in the lifting body The elevator apparatus as described.

Images