WO2019220505A1

WO2019220505A1 - Elevator safety device and elevator safety system

Info

Publication number: WO2019220505A1
Application number: PCT/JP2018/018551
Authority: WO
Inventors: 靖之粉川
Original assignee: 三菱電機株式会社
Priority date: 2018-05-14
Filing date: 2018-05-14
Publication date: 2019-11-21
Also published as: JPWO2019220505A1; CN112088138B; DE112018007600T5; JP6854974B2; CN112088138A

Abstract

An elevator safety device, wherein an elastic body for driving generates a rotational force for rotating a drive shaft in a direction in which a brake member makes contact with a guide rail. A stopper lever is rotated about a stopper shaft provided on an elevating body, and thus displaced between a restriction position for receiving the drive lever and a release position for releasing the drive lever. An actuating device displaces the stopper lever from the restriction position to the release position by the release operation of an actuator. While the stopper lever has received the drive lever in the restriction position, the direction of the force acting on the stopper shaft from the drive lever via the stopper lever is a direction orthogonal to an imaginary plane which includes the contact portion of the stopper lever with the drive lever, and the axis of the drive shaft.

Description

Elevator safety device and elevator safety system

The present invention relates to an elevator safety device that applies a braking force to an elevator by bringing a braking member into contact with a guide rail, and an elevator safety system.

Conventionally, a speed governor rope is connected to the brake unit provided in the car, and when the traveling speed of the car exceeds the allowable speed, the speed governor rope is stopped by the speed governor, and the speed governor is applied to the car. 2. Description of the Related Art An elevator safety device is known in which a rope is pulled up so that a wedge of a brake unit is brought into contact with a guide rail to cause an emergency stop of a car.

However, in elevators for high-rise buildings, the governor rope stretched over the entire length of the hoistway may be caught by the elevator equipment in the hoistway due to the effects of shaking of the building due to long-period earthquakes, strong winds, etc. There is. If the governor rope is caught on the elevator equipment, there is a risk that the car will stop abnormally or the elevator equipment may be damaged. Therefore, conventionally, an elevator safety device that eliminates the governor rope has been proposed.

For example, there has been conventionally proposed an elevator safety device in which, when the traveling speed of a car exceeds an allowable speed, the actuator lifts the wedge directly by controlling the power supply to the actuator, and the wedge contacts the guide rail (for example, patents). Reference 1).

In addition, the rotation of the rotating shaft urged by the elastic force of the compression spring is stopped by the link structure of the lock mechanism, and when the traveling speed of the car exceeds the allowable speed, the rotation by the lock mechanism is controlled by controlling the power supply to the actuator. Conventionally, an elevator safety device has been proposed in which the restriction on the rotation of the shaft is released and the wedge is brought into contact with the guide rail. The limitation on the rotation of the rotating shaft by the lock mechanism is released by the actuator operating the link structure of the lock mechanism against the elastic force of the compression spring (see, for example, Patent Document 2).

Special table 2007-521203 gazette JP 2013-189283 A

However, in the conventional elevator safety device described in Patent Document 1, when the size of the car increases, the wedge increases with the increase in the weight of the car, and thus the output of the actuator for lifting the wedge needs to be increased. There is. Therefore, in the conventional elevator safety device described in Patent Document 1, the actuator becomes large.

Further, in the conventional elevator safety device described in Patent Document 2, it is necessary to configure a link structure by connecting a plurality of link members, so that the structure becomes complicated. Furthermore, in the conventional elevator safety device described in Patent Document 2, when the size of the car increases, the elastic force of the compression spring that rotates the rotating shaft increases, so the lock mechanism is against the elastic force of the compression spring. It is necessary to increase the output of the actuator to be released. Therefore, even in the conventional elevator safety device described in Patent Document 2, the actuator is increased in size.

The present invention has been made to solve the above-described problems, and provides an elevator safety device and an elevator safety system capable of simplifying the structure and suppressing an increase in size. The purpose is to obtain.

The elevator safety device and the elevator safety system according to the present invention include a drive shaft that is rotatably provided on a lifting body that moves along a guide rail, and is displaced with respect to the lifting body according to the rotation of the drive shaft. A braking mechanism having a braking member and applying a braking force to the lifting body when the braking member comes into contact with the guide rail, and a drive for generating a rotational force that rotates the drive shaft in a direction in which the braking member comes into contact with the guide rail Displacement between an elastic body, a drive lever that rotates integrally with the drive shaft, and a limit position that receives the drive lever and a release position that disengages from the drive lever by rotating around the stopper shaft provided on the lifting body A stopper lever, and an actuator having an actuator and displacing the stopper lever from the restriction position to the release position by a release operation of the actuator; The stopper lever receives the drive lever at the restricting position to stop the rotation of the drive shaft in the direction in which the braking member contacts the guide rail, and the stopper lever is driven when the stopper lever is receiving the drive lever at the restricting position. The direction of the force acting on the stopper shaft from the lever via the stopper lever is a direction orthogonal to a virtual plane including the contact portion of the stopper lever with respect to the drive lever and the axis of the drive shaft.

According to the elevator safety device and the elevator safety system of the present invention, the stopper lever can be displaced from the limit position to the release position without countering the rotational force of the drive elastic body acting on the drive lever. Thereby, the enlargement of the actuator which displaces the stopper lever from the restriction position to the release position can be suppressed, and the increase in the size of the elevator safety device can be suppressed. Further, the rotation of the drive shaft due to the rotational force of the drive elastic body can be stopped with a simple configuration. Thereby, simplification of the structure of the safety device of an elevator can be achieved.

It is a front view which shows the elevator provided with the safety device of the elevator by Embodiment 1 of this invention. It is a partially broken perspective view which shows the drive side brake unit of FIG. FIG. 3 is a sectional view taken along line III-III in FIG. It is a side view which shows the drive side brake unit of FIG. It is a side view which shows a state when the drive side brake unit of FIG. 4 gives braking force to a cage | basket | car. FIG. 6 is a cross-sectional view taken along line VI-VI in FIG. 1. It is an enlarged view which shows the safety device of FIG. It is a flowchart which shows control of the elevator of FIG.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

Embodiment 1 FIG.
1 is a front view showing an elevator equipped with an elevator safety device according to Embodiment 1 of the present invention. In the figure, a pair of

car guide rails

1a and 1b and a pair of counterweight guide rails (not shown) are installed in the hoistway. Each of the pair of

car guide rails

1a, 1b and the pair of counterweight guide rails is disposed along the vertical direction. Between the pair of

car guide rails

1a and 1b, a car 2 that is an elevator is disposed. Between the pair of counterweight guide rails, a counterweight that is a lifting body is disposed. The car 2 and the counterweight are suspended by the main rope 3. As the main rope 3, a rope or a belt is used. The main rope 3 is wound around a drive sheave of a hoisting machine (not shown) installed in the hoistway. The car 2 moves up and down along each of the pair of

car guide rails

1a and 1b by the rotation of the drive sheave of the hoisting machine. The counterweight moves in the vertical direction along each of the pair of counterweight guide rails by the rotation of the drive sheave of the hoist.

The car 2 has a car body 21 and a car frame 22 that supports the car body 21. The car frame 22 includes an upper frame 221 positioned above the car body 21, a lower frame 222 positioned below the car body 21, and a pair of vertical columns 223 that connect the upper frame 221 and the lower frame 222, respectively. ing. The main rope 3 is connected to the upper frame 221. The car body 21 is supported by the car frame 22 while being placed on the lower frame 222.

The lower frame 222 is provided with an elevator safety device 4 that can apply a braking force to the car 2. The upper frame 221 is provided with a sensor 5 that detects the position and speed of the car 2. The sensor 5 may be provided in any part of the car 2. For example, the sensor 5 may be provided in the lower part of the car 2. As the sensor 5, for example, a sensor that generates a signal corresponding to the rotation of a roller that contacts one of the pair of

car guide rails

1 a and 1 b, or one of the pair of

car guide rails

1 a and 1 b in the moving direction of the car 2. A sensor is used that detects a plurality of marks that are spaced apart.

Information on the position and speed of the car 2 detected by the sensor 5 is sent to a control device 6 that controls the operation of the elevator. The control device 6 controls the operation of the safety device 4 based on information from the sensor 5. In this example, the control device 6 is installed in the hoistway.

The lower frame 222 is disposed horizontally along the width direction of the car 2. The first end 222a of the lower frame 222 faces one of the car guide rails 1a. The second end 222b of the lower frame 222 faces the other car guide rail 1b. The safety device 4 includes a drive side brake unit 7 provided at the first end 222 a of the lower frame 222, a driven side brake unit 8 provided at the second end 222 b of the lower frame 222, and the drive side brake unit 7. And a connecting rod 9 connected to the driven brake unit 8. The operation of the driven brake unit 8 is linked to the operation of the drive brake unit 7 via the connecting rod 9.

FIG. 2 is a partially broken perspective view showing the drive side brake unit 7 of FIG. FIG. 3 is a sectional view taken along line III-III in FIG. The lower frame 222 has a pair of lower frame beams 224 that face each other in the depth direction of the car 2. A flat plate 225 is fixed to each of the first end 222 a and the second end 222 b of the lower frame 222. The flat plate 225 is horizontally disposed between the upper portions of the pair of lower frame beams 224.

The drive-side brake unit 7 includes a drive shaft 10 that is rotatably provided on the lower frame 222, a brake mechanism portion 11 that can apply a braking force to the car 2 in conjunction with the rotation of the drive shaft 10, and the brake mechanism portion 11. A torsion spring 12 that is a driving elastic body that generates a rotational force that rotates the drive shaft 10 in a direction in which the braking force is applied to the cage 2, and a drive lever 13 that is fixed to the drive shaft 10 and rotates integrally with the drive shaft 10. And a lock mechanism unit 14 that stops the rotation of the drive shaft 10 by the rotational force of the twist spring 12 and restricts the operation of the brake mechanism unit 11.

The drive shaft 10 is horizontally arranged in a state of passing through each of the pair of lower frame beams 224. In this example, the drive shaft 10 is arranged along the depth direction of the car 2. The drive shaft 10 rotates with respect to the lower frame 222 about the axis of the drive shaft 10.

The braking mechanism 11 is supported by the lower frame 222. Further, the braking mechanism portion 11 is disposed below the flat plate 225 and is disposed between the pair of lower frame beams 224. In other words, the braking mechanism 11 is disposed in a space surrounded by the flat plate 225 and the pair of lower frame beams 224. Furthermore, the braking mechanism unit 11 is a pair of clamping members 111 having a rail side end portion and an anti-rail side end portion, and a pair of braking members disposed between the rail side end portions of the pair of clamping members 111. A pair of wedges 112 and a pressing spring 113, which is a pressing elastic body, are disposed between the opposite end portions of the pair of sandwiching members 111.

The intermediate portions of the pair of sandwiching members 111 are connected to each other by a common connecting shaft along the vertical direction. The pair of sandwiching members 111 can be displaced from each other around a common connecting shaft. The distance between the opposite rail-side ends of the pair of sandwiching members 111 increases as the distance between the respective rail-side ends of the pair of sandwiching members 111 decreases, and the distance between the rail-side ends of the pair of sandwiching members 111 increases. As the distance between the parts increases, the distance decreases.

As shown in FIG. 3, the rail side end portions of the pair of sandwiching members 111 are located on both sides in the width direction of one car guide rail 1a. The gap between each rail-side end portion of each pinching member 111 and the side surface of the car guide rail 1a is continuously narrowed from the lower portion to the upper portion of the pinching member 111.

As shown in FIG. 3, the pair of wedges 112 are respectively disposed between the rail-side end portions of the pair of sandwiching members 111 and one of the car guide rails 1a. The pair of wedges 112 are connected to the drive shaft 10 via link members 114, respectively. Each link member 114 is fixed to the drive shaft 10. Accordingly, each of the pair of wedges 112 is displaced in the vertical direction with respect to the car 2 in accordance with the rotation of the drive shaft 10. Each of the pair of wedges 112 is displaced upward from the normal position shown in FIG. 3 away from one of the car guide rails 1a with respect to the car 2, so that each sandwiching member 111 in a direction in contact with the car guide rail 1a. It is guided to the rail side end. A braking force is applied to the car 2 when each wedge 112 comes into contact with the car guide rail 1a.

When each wedge 112 comes into contact with the car guide rail 1a while the car 2 is descending, the wedge 112 pushes the gap between the end of the sandwiching member 111 on the rail side and the car guide rail 1a to the car 2 while expanding the gap. On the other hand, it is displaced further upward. As a result, each wedge 112 is engaged between the rail side end of the pinching member 111 and the car guide rail 1a.

As shown in FIG. 2, the pressing spring 113 is disposed between the opposite end portions of the pair of sandwiching members 111. Accordingly, the pressing spring 113 exerts an elastic restoring force in the direction in which the wedge 112 is pressed against the car guide rail 1a by the gap between the rail-side end of the pinching member 111 and the car guide rail 1a being pushed wide by the wedge 112. Occur. In the braking mechanism unit 11, the braking force for stopping the car 2 is secured by pressing each of the pair of wedges 112 against the car guide rail 1 a by the elastic restoring force of the pressing spring 113.

The twist spring 12 is provided at one end of the drive shaft 10. In this example, the drive shaft 10 is inserted inside the twist spring 12. One end of the torsion spring 12 is connected to the drive shaft 10, and the other end of the torsion spring 12 is connected to the lower frame beam 224. The torsion spring 12 elastically deforms the rotational force that rotates the drive shaft 10 in the direction in which each wedge 112 moves upward from the normal position in FIG. 3 with respect to the car 2, that is, in the direction in which each wedge 112 contacts the car guide rail 1 a. Is caused by.

The drive lever 13 is provided at the other end of the drive shaft 10. The drive lever 13 rotates integrally with the drive shaft 10 around the axis of the drive shaft 10. The drive lever 13 includes a plate-like lever body 131 fixed to the drive shaft 10 and a cam follower 132 that is a protruding portion protruding from the lever body 131.

The lever body 131 is fixed to the drive shaft 10 in a state orthogonal to the axis of the drive shaft 10. The cam follower 132 protrudes from the lever main body 131 in parallel with the axis of the drive shaft 10 at a position away from the drive shaft 10. In this example, a roller that can rotate around an axis protruding from the lever body 131 is provided in the lever body 131 as a cam follower 132. Note that a cylindrical wear-resistant member fixed to the lever main body 131 may be used as the cam follower 132.

FIG. 4 is a side view showing the drive side brake unit 7 of FIG. FIG. 5 is a side view showing a state when the driving brake unit 7 of FIG. 4 gives a braking force to the car 2. The lock mechanism 14 is controlled by the control lever 6 and the stopper lever 142 that can be rotated around the axis P1 of the stopper shaft 141 provided on the lower frame beam 224 of the lower frame 222, so that the stopper shaft 141 is centered. And an actuating device 143 for rotating the stopper lever 142.

The stopper shaft 141 is arranged in parallel with the drive shaft 10. The stopper shaft 141 is disposed above the cam follower 132. When the drive shaft 10 rotates in a direction in which the wedge 112 is brought into contact with the car guide rail 1a from the normal position, the drive lever 13 rotates in a direction in which the cam follower 132 approaches the stopper shaft 141. That is, when the drive shaft 10 rotates in the direction of lifting the wedge 112 as indicated by the arrow C in FIG. 5, the drive lever 13 rotates in the direction of the arrow B in FIG. The drive lever 13 is given a rotational force in the direction in which the cam follower 132 approaches the stopper shaft 141 by the twist spring 12.

The stopper lever 142 is displaced between the limit position in FIG. 4 that receives the cam follower 132 and the release position in FIG. 5 that is disengaged from the cam follower 132 by rotating about the axis P1 of the stopper shaft 141.

As shown in FIG. 4, the stopper lever 142 receives the cam follower 132 of the drive lever 13 at the restricting position, so that each wedge 112 is driven in the direction of contacting the car guide rail 1a, that is, in the direction of arrow B in FIG. The rotation of the shaft 10 is stopped. Moreover, the stopper lever 142 allows the drive shaft 10 to rotate in the direction in which each wedge 112 contacts the car guide rail 1a by being detached from the cam follower 132 of the drive lever 13.

The stopper lever 142 includes a cylindrical boss portion 144 that is rotatably provided on the stopper shaft 141, and a receiving portion 145 and a protrusion portion 146 that protrude from the outer peripheral portion of the boss portion 144 to the radially outer side of the boss portion 144, respectively. And have. The receiving part 145 and the protruding part 146 protrude from different circumferential positions of the outer peripheral part of the boss part 144. In this example, the protruding length of the receiving portion 145 is longer than the protruding length of the protruding portion 146.

The receiving portion 145 is a rod-shaped portion having a center line D1 orthogonal to the axis P1 of the stopper shaft 141, as shown in FIG. In this example, the shape of the receiving portion 145 when viewed along the axis P1 of the stopper shaft 141 from the outside of the drive side brake unit 7 is symmetric with respect to the center line D1 of the receiving portion 145. That is, in this example, the shape of the receiving portion 145 when viewed in the direction of the axis P <b> 1 is symmetric with respect to the center line D <b> 1 of the receiving portion 145.

The end surface 147 of the receiving portion 145 contacts a virtual circle centered on the axis P1 of the stopper shaft 141 when viewed from the outside of the driving brake unit 7 along the axis P1 of the stopper shaft 141, that is, viewed in the direction of the axis P1. It is a curved surface. Further, the end surface 147 of the receiving portion 145 is located inside the virtual circle with which the end surface 147 contacts. In this example, the shape of the end surface 147 when viewed from the outside of the drive side brake unit 7 along the axis P1 of the stopper shaft 141, that is, the shape of the end surface 147 when viewed in the direction of the axis P1 is an arc. The stopper lever 142 is provided on the stopper shaft 141 with the end surface 147 of the receiving portion 145 facing downward.

In a state where the stopper lever 142 receives the cam follower 132 at the restriction position, the end surface 147 of the receiving portion 145 is in contact with the outer peripheral surface of the cam follower 132 as shown in FIG. In this example, when the stopper lever 142 receives the cam follower 132 at the limit position, the end surface 147 of the receiving portion 145 and the cam follower 132 are brought into a line contact state. Therefore, in this example, the contact portion 145a of the receiving portion 145 with respect to the cam follower 132 becomes a linear contact portion parallel to the axis P1 of the stopper shaft 141. Note that the shape of the curved surface of the end surface 147 of the receiving portion 145 may be a shape that makes a point contact state with the cam follower 132.

When the stopper lever 142 is viewed along the axis P1 of the stopper shaft 141, that is, when viewed in the direction of the axis P1, the straight line connecting the contact portion 145a of the receiving portion 145 with the cam follower 132 and the axis P1 of the stopper shaft 141 is the receiving portion 145. This coincides with the center line D1. In the state where the stopper lever 142 receives the cam follower 132 of the drive lever 13 at the limit position, the direction along the center line D1 of the receiving portion 145 coincides with the direction of gravity, that is, the vertical direction. That is, in a state where the stopper lever 142 receives the drive lever 13 at the restriction position, the axis P1 of the stopper shaft 141 coincides with a vertical line passing through the contact portion 145a of the stopper lever 142 with respect to the drive lever 13.

In a state where the stopper lever 142 receives the cam follower 132 of the drive lever 13 at the limit position, the direction of the force F acting on the stopper shaft 141 from the drive lever 13 via the stopper lever 142 is the contact of the receiving portion 145 with the cam follower 132. The direction is orthogonal to a virtual plane D2 including the portion 145a and the axis P2 of the drive shaft 10. The virtual plane D2 appears as a straight line connecting the contact portion 145a and the axis P2 of the drive shaft 10 when viewed from the outside of the drive side brake unit 7 along the axis P2 of the drive shaft 10, that is, in the direction of the axis P2. Therefore, in a state where the stopper lever 142 receives the cam follower 132 of the drive lever 13 at the limit position, the drive lever 13 and the axis P2 of the drive shaft 10 and the axis P1 of the stopper shaft 141 from the outside of the drive side brake unit 7 Looking at the stopper lever 142, as shown in FIG. 4, a straight line D1 connecting the contact portion 145a and the axis P1 of the stopper shaft 141 is orthogonal to a straight line D2 connecting the contact portion 145a and the axis P2 of the drive shaft 10. Yes. That is, when the stopper lever 142 receives the cam follower 132 at the limit position, the straight line D1 connecting the contact portion 145a and the axis P1 is orthogonal to the straight line D2 connecting the contact portion 145a and the axis P2 when viewed in the direction of the axis P1. doing.

The stopper lever 142 is displaced from the limit position to the release position by rotating in the direction of arrow A in FIG. 5 around the axis P1 of the stopper shaft 141, that is, the receiving portion 145 moving away from the drive shaft 10.

The protrusion 146 is provided on the side opposite to the receiving portion 145 side with respect to the stopper shaft 141. The protrusion 146 is provided at a position deviating from the center line D1 of the receiving portion 145 when the stopper lever 142 is viewed along the axis P1 of the stopper shaft 141, that is, when viewed in the direction of the axis P1. Thus, in this example, the overall shape of the stopper lever 142 when viewed from the outside of the drive side brake unit 7 along the axis P1 of the stopper shaft 141, that is, the entire shape of the stopper lever 142 in the direction of the axis P1 is received. The center line D1 of the portion 145 is asymmetric.

As shown in FIG. 2, the lower frame beam 224 is provided with a lever receiving member 15 that stops the displacement of the stopper lever 142 in the direction away from the restriction position. The stopper lever 142 is held at the release position while being in contact with the lever receiving member 15.

As shown in FIGS. 4 and 5, the actuating device 143 includes a pulling spring 16 that is an elastic body for releasing biasing the stopper lever 142 toward the releasing position, and a stopper lever 142 against the biasing force of the pulling spring 16. And an actuator 17 that can be held in the restricted position.

The tension spring 16 is connected to the receiving portion 145 and the lower frame beam 224. The tension spring 16 is elastically extended between the receiving portion 145 and the lower frame beam 224. As a result, the tension spring 16 generates an elastic restoring force that urges the stopper lever 142 toward the release position. In addition, as a release elastic body that biases the stopper lever 142 toward the release position, a twist spring as provided on the stopper shaft 141 may be used.

The actuator 17 is disposed on the side opposite to the tension spring 16 side with respect to the stopper lever 142 when viewed from the outside of the drive side brake unit 7 along the axis P1 of the stopper shaft 141, that is, in the direction of the axis P1. Yes. The actuator 17 includes an actuator main body 171 including an electromagnetic coil, and a rod 172 that is a movable portion that can be displaced between an advance position and a reverse position with respect to the actuator main body 171.

The actuator body 171 is fixed to the lower frame beam 224. Electric power can be supplied to the electromagnetic coil of the actuator body 171 under the control of the control device 6. The actuator body 171 generates an electromagnetic force that displaces the rod 172 from the retracted position to the advanced position by supplying power to the electromagnetic coil. Further, the actuator body 171 stops the generation of the electromagnetic force on the rod 172 by stopping the power supply to the electromagnetic coil.

The rod 172 has a rod protrusion 172a protruding from the actuator body 171. The length of the rod protrusion 172a is increased by the rod 172 being displaced from the retracted position to the advanced position.

Further, the rod 172 is displaced with respect to the actuator body 171 between the forward position and the backward position by the control of the power supply to the actuator body 171 by the control device 6. The displacement of the rod 172 relative to the actuator main body 171 is limited by a restricting portion (not shown) of the actuator main body 171 so as not to go too far outward from the range between the forward movement position and the backward movement position.

The rod 172 is displaced to the forward position when power is supplied to the actuator body 171. In a state where power supply to the actuator body 171 is maintained, the rod 172 is held at the forward movement position. The rod 172 when in the forward position receives the protrusion 146 at the rod protrusion 172a. In a state where the rod 172 is held at the forward movement position, the stopper lever 142 is held at the limit position against the elastic restoring force of the tension spring 16. That is, the actuator 17 holds the stopper lever 142 at the limit position while the power supply to the actuator body 171 is maintained.

Further, the state where the rod 172 is held at the forward position by the electromagnetic force of the actuator main body 171 is released when the power supply to the actuator main body 171 is stopped. When the power supply to the actuator body 171 is stopped, the rod 172 is displaced from the forward movement position to the backward movement position by receiving the elastic restoring force of the tension spring 16 from the protrusion 172a. The state in which the stopper lever 142 is held at the limit position is released by the displacement of the rod 172 to the retracted position. That is, when the power supply to the actuator body 171 is stopped, the actuator 17 performs a releasing operation for releasing the holding of the stopper lever 142 by the elastic restoring force of the tension spring 16.

In the control device 6, the set overspeed is set in advance corresponding to the position of the car 2. The control device 6 performs control to maintain power supply to the actuator body 171 during normal operation in which the speed of the car 2 is equal to or lower than the set overspeed. Further, the control device 6 performs control to stop the power supply to the actuator body 171 when the speed of the car 2 exceeds the set overspeed.

FIG. 6 is a sectional view taken along line VI-VI in FIG. The driven-side brake unit 8 includes a driven shaft 30 rotatably provided on the lower frame 222, a braking mechanism portion 31 capable of applying a braking force to the car 2 in conjunction with the rotation of the driven shaft 30, and the driven shaft 30. It has a driven lever 32 that is fixed and rotates integrally with the driven shaft 30. The driven brake unit 8 is not provided with the twist spring 12 and the lock mechanism portion 14 of the drive brake unit 7.

The driven shaft 30 is disposed in parallel with the drive shaft 10 in a state of passing through each of the pair of lower frame beams 224. The driven shaft 30 rotates with respect to the lower frame 222 about the axis of the driven shaft 30.

The configuration of the braking mechanism 31 is the same as the configuration of the braking mechanism 11 of the drive side brake unit 7. Accordingly, in the braking mechanism portion 31, each of the pair of wedges 112 is displaced with respect to the car 2 in accordance with the rotation of the driven shaft 30. Further, each of the pair of wedges 112 in the braking mechanism 31 contacts the car guide rail 1b by being displaced upward with respect to the car 2 from the normal position shown in FIG. 6 apart from the other car guide rail 1b. To the end of each pinching member 111 on the rail side. A braking force is applied to the car 2 when each wedge 112 of the braking mechanism 31 contacts the car guide rail 1b.

The driven lever 32 is provided on the driven shaft 30. The driven lever 32 rotates integrally with the driven shaft 30 around the axis of the driven shaft 30. The driven lever 32 is a plate-like lever fixed to the driven shaft 30 in a state orthogonal to the axis of the driven shaft 30.

FIG. 7 is an enlarged view showing the safety device 4 of FIG. One end of the connecting rod 9 is rotatably attached to the drive lever 13 of the drive side brake unit 7. The other end of the connecting rod 9 is rotatably attached to a driven lever 32 of the driven brake unit 8. As a result, the driven lever 32 rotates integrally with the driven shaft 30 in accordance with the rotation of the drive lever 13. That is, the rotation of the driven shaft 30 and the driven lever 32 is interlocked with the rotation of the drive shaft 10 and the drive lever 13 via the connecting rod 9.

When the drive shaft 10 and the drive lever 13 rotate in the direction in which the pair of wedges 112 are brought into contact with one car guide rail 1a in the drive side brake unit 7, the pair of wedges 112 are also moved to the other car guide rail in the driven side brake unit 8. The driven shaft 30 and the driven lever 32 rotate in the direction in which they come into contact with 1b. The elevator safety system includes a safety device 4, a sensor 5, and a control device 6.

Next, the operation will be described. FIG. 8 is a flowchart showing control of the elevator shown in FIG. During the operation of the elevator, the speed of the car 2 is constantly monitored by the control device 6. That is, during the operation of the elevator, the controller 6 always determines whether the speed of the car 2 exceeds the set overspeed corresponding to the position of the car 2 based on the position and speed of the car 2 detected by the sensor 5. It is determined (S1). When the speed of the car 2 is equal to or lower than the set excessive speed, the power supply to the actuator 17 is maintained by the control of the control device 6. When the power supply to the actuator 17 is maintained, as shown in FIG. 4, the rotation of the drive shaft 10 due to the elastic restoring force of the torsion spring 12 is stopped by the lock mechanism portion 14, and the application of the braking force to the car 2 is released. Has been. Thereby, the normal operation of the elevator is continued.

When the speed of the car 2 exceeds the set excessive speed due to the breakage of the main rope 3 or the like, the power supply to the actuator 17 is stopped by the control of the control device 6 (S2).

When the power supply to the actuator 17 is stopped, as shown in FIG. 5, the stopper lever 142 rotates in the direction of arrow A in FIG. 5, and the restriction on the rotation of the drive shaft 10 by the lock mechanism unit 14 is released. When the restriction on the rotation of the drive shaft 10 is released, the drive shaft 10 and the drive lever 13 are rotated in the direction of arrow B in FIG. At this time, the driven shaft 30 and the driven lever 32 rotate in conjunction with the rotation of the drive lever 13. Thereby, each wedge 112 of the drive side brake unit 7 is lifted in the direction of arrow C in FIG. 5 and each wedge 112 of the driven side brake unit 8 is also lifted. Thereby, in each of the drive side brake unit 7 and the driven side brake unit 8, each wedge 112 contacts the

car guide rails

1a and 1b. That is, when the power supply to the actuator 17 is stopped, a braking operation for bringing the wedges 112 into contact with the

car guide rails

1a and 1b is performed by the safety device 4 (S3). When the braking operation of the safety device 4 is performed, a braking force is applied to the car 2 and the movement of the car 2 stops.

In such an elevator safety device 4, the direction of the force acting on the stopper shaft 141 from the drive lever 13 via the stopper lever 142 is such that the contact portion 145 a of the stopper lever 142 with respect to the drive lever 13 and the axis line P 2 of the drive shaft 10. It is the direction orthogonal to the virtual plane D2 containing. For this reason, when the stopper lever 142 receives the drive lever 13 at the restricting position, it is possible to make it difficult for the force applied from the drive lever 13 to the stopper lever 142 to act in the rotation direction of the stopper lever 142. Further, by rotating the stopper lever 142 around the stopper shaft 141, the stopper lever 142 can be displaced from the limit position to the release position without resisting the rotational force of the twist spring 12 acting on the drive lever 13. Thereby, the magnitude of the force for displacing the stopper lever 142 can be set regardless of the magnitude of the rotational force of the twist spring 12. Therefore, even if the car 2 becomes large, it is possible to suppress an increase in the size of the actuator 143 that displaces the stopper lever 142 from the restriction position to the release position, and it is possible to suppress an increase in the size of the safety device 4. Further, since the stopper lever 142 is disengaged from the drive lever 13 due to the displacement of the stopper lever 142 from the restriction position to the release position, it is not necessary to use a complicated link structure as in the prior art. For this reason, the structure of the safety device 4 can be simplified, and the reliability of the braking operation of the safety device 4 can be improved. Further, since it is not necessary to change the size of the lock mechanism 14 even if the size of the car 2 changes, it is possible to unify parts in the elevator safety device 4.

In the state where the stopper lever 142 receives the drive lever 13 at the limit position, the stopper lever 142 contacts the cam follower 132. For this reason, the stopper lever 142 can be displaced more reliably and easily from the restriction position to the release position.

When the stopper lever 142 receives the drive lever 13 at the restriction position, the direction along the straight line D1 connecting the contact portion 145a of the stopper lever 142 with the drive lever 13 and the axis P1 of the stopper shaft 141 is the vertical direction. It has become. For this reason, it is possible to make it difficult for the inertial force acting on the stopper lever 142 to act in the circumferential direction of the stopper shaft 141 due to the speed change of the car 2. Accordingly, it is possible to more reliably suppress the occurrence of a malfunction that causes the stopper lever 142 to be displaced from the limit position to the release position by inertia force during normal operation of the elevator.

The release operation of the actuator 17 is performed by controlling the power supply to the actuator 17. For this reason, the actuator 17 of a small and simple structure can be used, and the governor rope stretched in the hoistway can be eliminated with a simple structure.

In the above example, the surface of the cam follower 132 that contacts the end surface 147 of the stopper lever 142 is a cylindrical surface. However, the surface of the cam follower 132 with which the end surface 147 of the stopper lever 142 contacts is not limited to this, and may be a flat surface, for example.

In the above example, the cam follower 132 with which the stopper lever 142 comes into contact protrudes from the lever main body 131. However, the stopper lever 142 may be brought into contact with the lever main body 131 from which the cam follower 132 is eliminated so that the stopper lever 142 receives the drive lever 13. Even in this case, the direction of the force acting on the stopper shaft 141 from the drive lever 13 via the stopper lever 142 can be made orthogonal to the virtual plane D2, and the rotational force of the twist spring 12 acting on the drive lever 13 is countered. Without stopping, the stopper lever 142 can be displaced from the restriction position to the release position.

In the above example, the axis P1 of the stopper shaft 141 is parallel to the axis P2 of the drive shaft 10. However, if the axis P1 of the stopper shaft 141 exists on another virtual plane parallel to the virtual plane D2, the axis P1 of the stopper shaft 141 may not be parallel to the axis P2 of the drive shaft 10. Even in this case, when the stopper lever 142 receives the drive lever 13 at the restricting position, it is possible to make it difficult to apply the force acting on the stopper lever 142 from the drive lever 13 in the rotation direction of the stopper lever 142. The stopper lever 142 can be displaced from the limit position to the release position without resisting the rotational force of the twist spring 12 acting on the drive lever 13.

In the above example, the operating device 143 includes the tension spring 16 and the actuator 17. However, the tension spring 16 may not be provided in the operating device 143. For example, the stopper 17 may be displaced from the limit position to the release position by rotating the stopper lever 142 about the stopper shaft 141 while the actuator 17 presses the stopper lever 142 with the rod 172. In this case, a restricting member that receives the stopper lever 142 may be fixed to the lower frame beam 224 so that the stopper lever 142 is not displaced from the restriction position in the direction opposite to the release position.

Further, in the above example, when viewed from the outside of the driving brake unit 7 along the axis P1 of the stopper shaft 141, that is, the entire shape of the stopper lever 142 viewed from the direction of the axis P1 is asymmetric with respect to the center line D1 of the receiving portion 145. It is the shape of. However, when viewed along the axis P1 of the stopper shaft 141 from the outside of the drive side brake unit 7, that is, the entire shape of the stopper lever 142 viewed in the direction of the axis P1 may be symmetrical with respect to the center line D1 of the receiving portion 145. In this case, for example, the protruding portion 146 protruding from the boss portion 144 of the stopper lever 142 may be disposed on the center line D1 of the receiving portion 145. In this way, by setting the direction along the center line D1 of the receiving portion 145 to the vertical direction, the inertial force acting on the stopper lever 142 due to the change in the speed of the car 2 is more reliably transmitted to the circumferential direction of the stopper shaft 141. It can be made difficult to act. Thereby, generation | occurrence | production of the malfunction of the safety device 4 can be suppressed further reliably.

In the above example, the stopper lever 142 has a shape along the center line D1 as a whole. However, the shape of the stopper lever 142 is not limited to this. For example, the stopper lever 142 may have a disk shape. In this case, the axis P <b> 1 of the stopper shaft 141 is arranged at an eccentric position shifted from the disk-shaped center position of the stopper lever 142. In this case, the protrusion 146 received by the actuator 17 is provided on the outer peripheral portion of the disc of the stopper lever 142.

In the above example, when the stopper lever 142 receives the drive lever 13 at the restriction position, the direction along the straight line D1 connecting the contact portion 145a and the axis P1 of the stopper shaft 141 is the vertical direction. . However, the direction along the straight line D1 when the stopper lever 142 receives the drive lever 13 at the restricting position may not be coincident with the vertical direction and may be inclined with respect to the vertical direction.

In the above example, only the drive shaft 10 of the drive side brake unit 7 among the drive side brake unit 7 and the driven side brake unit 8 is provided with a twist spring 12 that is an elastic body for driving. However, the drive shaft 10 may be provided with the twist spring 12 and the driven shaft 30 of the driven brake unit 8 may be provided with a twist spring that is an elastic body for driving.

In the above example, the twist spring 12 is used as an elastic body for driving that generates a rotational force for rotating the driving shaft 10. However, a spring other than the twist spring 12 may be used as the driving elastic body. In this case, for example, a coil spring as a driving elastic body may be connected to a protrusion protruding radially outward from the drive shaft 10 to generate an elastic restoring force for rotating the drive shaft 10 in the coil spring. .

In the above example, the safety device 4 is provided on the car 2. However, the safety device 4 may be provided on a counterweight as a lifting body.

1a, 1b Car guide rail (guide rail), 2 car (elevating body), 4 safety device, 5 sensor, 6 control device, 10 drive shaft, 11 braking mechanism, 12 twist spring (drive elastic body), 13 drive Lever, 17 actuator, 112 wedge (braking member), 131 lever body, 132 cam follower (protruding part), 141 stopper shaft, 142 stopper lever, 143 actuator, 145a contact part.

Claims

A drive shaft rotatably provided on a lifting body that moves along a guide rail;
A braking mechanism that has a braking member that is displaced relative to the lifting body according to the rotation of the drive shaft, and that applies a braking force to the lifting body when the braking member contacts the guide rail;
An elastic body for driving that generates a rotational force that rotates the driving shaft in a direction in which the braking member contacts the guide rail;
A drive lever that rotates integrally with the drive shaft;
A stopper lever that is displaced between a limit position that receives the drive lever and a release position that is disengaged from the drive lever by rotating about a stopper shaft provided in the lifting body;
An actuator having an actuator, and displacing the stopper lever from the restriction position to the release position by a release operation of the actuator,
The stopper lever stops the rotation of the drive shaft in a direction in which the braking member contacts the guide rail by receiving the drive lever at the restriction position,
In a state where the stopper lever receives the driving lever at the limit position, the direction of the force acting on the stopper shaft from the driving lever via the stopper lever is the contact portion of the stopper lever with respect to the driving lever. A safety device for an elevator which is in a direction orthogonal to a virtual plane including the axis of the drive shaft.
The drive lever has a lever main body fixed to the drive shaft, and a cam follower protruding from the lever main body at a position away from the drive shaft,
2. The elevator safety device according to claim 1, wherein the stopper lever is in contact with the cam follower when the stopper lever receives the drive lever at the limit position.
The axis of the stopper shaft coincides with a vertical line passing through a contact portion of the stopper lever with respect to the driving lever in a state where the stopper lever receives the driving lever at the limit position. The elevator safety device according to 2.
The elevator safety device according to any one of claims 1 to 3, wherein the release operation of the actuator is performed by controlling power supply to the actuator.
The elevator safety device according to any one of claims 1 to 4,
A sensor for detecting the position and speed of the elevating body;
An elevator safety system comprising: a control device that controls the actuator based on the position and speed information of the lifting body detected by the sensor.