Displacement suppression device for elevator lifting body

Abstract

A displacement suppression device for an elevator body is provided to prevent the guide rail from deflecting due to the reaction force received from the elevator body. The displacement suppression device (18) has a stop unit (22) provided on the elevator body. The stop unit (22) includes a stop member (26), a first drive unit (27), and a second drive unit (28). The stop member (26) is opposite to the guide rail that guides the elevator body. The first drive unit (27) moves the relative position of the stop member (26) with respect to the elevator body along the travel direction of the elevator body. The first drive unit (27) also moves the stop member (26) opposite to the constraint portion (13) of the guide rail. The second drive unit (28) changes the gap between the guide rail and the stop member (26) by moving the stop member (26). The second drive unit (28) suppresses the displacement of the elevator body by using the stop member (26) after the gap with the constraint portion (13) of the guide rail has been reduced.

Description

Technical Field

[0001] This invention relates to a displacement suppression device for the lifting body of an elevator. Background Technology

[0002] Patent document 1 discloses an example of an elevator. In this elevator, a seismic plate is provided in the car. The seismic plate works in conjunction with the guide rails to suppress lateral displacement of the car.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: International Publication No. 2005 / 035419 Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] However, in the elevator described in Patent Document 1, there is a situation where the guide rails deflect due to the reaction force from the elevator car or other lifting components.

[0008] This invention was made to solve such a problem. This invention provides a displacement suppression device for the elevator body, which prevents the guide rail from deflecting due to the reaction force received from the elevator body.

[0009] Methods for solving problems

[0010] The displacement suppression device for the elevator body of the present invention includes a stop unit disposed on the elevator body. The elevator body travels along a guide rail having multiple restraints and stops at any of the multiple stopping positions during normal operation. The stop unit includes: a stop member opposing the guide rail; a first drive unit that moves the relative position of the stop member with respect to the elevator body along the travel direction of the elevator body, thereby positioning the stop member opposite any of the multiple restraints; and a second drive unit that changes the gap between the guide rail and the stop member by moving the stop member, thereby suppressing the displacement of the elevator body by reducing the gap between the stop member and any of the multiple restraints.

[0011] Invention Effects

[0012] If it is the displacement suppression device of the present invention, the guide rail is not prone to deflection due to the reaction force received from the lifting body. Attached Figure Description

[0013] Figure 1 This is a structural diagram of the elevator according to implementation method 1.

[0014] Figure 2 This is the front view of the car in Implementation Method 1.

[0015] Figure 3 This is a top view of the stop unit in Embodiment 1.

[0016] Figure 4 This is a side view of the stop unit in Embodiment 1.

[0017] Figure 5 This is a structural diagram of the stop unit in Implementation Method 1.

[0018] Figure 6 This is a structural diagram of the stop unit in Implementation Method 1.

[0019] Figure 7 This is a top view of the stop unit in Embodiment 1.

[0020] Figure 8 This is a flowchart illustrating an example of the operation of an elevator according to Embodiment 1.

[0021] Figure 9 This is a diagram illustrating an example of the timing of elevator operation in Embodiment 1.

[0022] Figure 10 This is a diagram illustrating an example of the timing of elevator operation in Embodiment 1.

[0023] Figure 11 This is a top view of the stop unit in Embodiment 1.

[0024] Figure 12 This is a top view of the stop unit in Embodiment 1.

[0025] Figure 13 This is a diagram illustrating an example of the timing of elevator 1's operation, a variation of embodiment 1.

[0026] Figure 14 This is a hardware structure diagram of the main parts of the displacement suppression device in Implementation Method 1.

[0027] Figure 15 This is a flowchart illustrating an example of the elevator's operation in Embodiment 2.

[0028] Figure 16 This is a diagram illustrating an example of the elevator's operating timing in Embodiment 2.

[0029] Figure 17 This is a diagram illustrating an example of the timing of elevator operation in Embodiment 3.

[0030] Figure 18 This is a top view of the stop unit in embodiment 4.

[0031] Figure 19 This is a top view of the stop unit in embodiment 4. Detailed Implementation

[0032] Embodiments of the present invention will be described with reference to the accompanying drawings. In the drawings, the same or equivalent parts are labeled with the same reference numerals, and repeated descriptions are simplified or omitted as appropriate.

[0033] Implementation method 1.

[0034] Figure 1 This is a structural diagram of elevator 1 according to implementation method 1.

[0035] Elevator 1 is installed in a building 2 with multiple floors. A shaft 3 is provided in building 2. The shaft 3 is a space spanning multiple floors. A machine room 4 is located above the shaft 3 in building 2. A pit 5 is located at the bottom of the shaft 3 in building 2.

[0036] Elevator 1 is equipped with a traction machine 6, main rope 7, car 8 and counterweight 9.

[0037] The traction machine 6 includes a sheave and a motor. The motor of the traction machine 6 is a device that drives the rotation of the sheave of the traction machine 6. The traction machine 6 is, for example, installed in a machine room 4.

[0038] The main rope 7 is wound around the pulley of the traction machine 6. One end of the main rope 7 is connected to the car 8. The other end of the main rope 7 is connected to the counterweight 9. The elevator 1 may also have multiple main ropes 7.

[0039] The car 8 is a device that transports users between multiple floors by traveling vertically within the hoistway 3. The counterweight 9 is a device that balances the load applied to both sides of the sheave of the traction machine 6 via the main rope 7. The car 8 and the counterweight 9 are suspended in the hoistway 3 by the main rope 7. The traction machine 6 pulls the main rope 7, thereby causing the car 8 and the counterweight 9 to travel in opposite directions within the hoistway 3. The car 8 and the counterweight 9 are examples of elevator bodies.

[0040] In the hoistway 3, there is a pair of car guide rails 10, a pair of counterweight guide rails 11, and multiple brackets 12.

[0041] A pair of car guide rails 10 are a pair of guide rails that guide the car 8 in the hoistway 3. Each car guide rail 10 is arranged vertically in the hoistway 3. One car guide rail 10 is located on the left side of the car 8. The other car guide rail 10 is located on the right side of the car 8.

[0042] A pair of counterweight guide rails 11 are a pair of guide rails that guide the counterweight 9 in the shaft 3. Each counterweight guide rail 11 is arranged in the vertical direction in the shaft 3. One counterweight guide rail 11 is arranged on the left side of the counterweight 9. The other counterweight guide rail 11 is arranged on the right side of the counterweight 9.

[0043] The elevator body, such as the car 8 or counterweight 9, travels vertically along guide rails such as the car guide rail 10 or counterweight guide rail 11. Each guide rail guiding the elevator body is fixed in the hoistway 3 by multiple brackets 12. Each guide rail has multiple restraint parts 13. Each restraint part 13 is a portion that restrains the horizontal displacement of the guide rail. The restraint part 13 is, for example, a portion fixed in the guide rail by the brackets 12. The spacing of the brackets 12 in the vertical direction in the hoistway 3 is, for example, shorter than the height of the car 8. Alternatively, each bracket 12 may be configured corresponding to any stopping position of the elevator body.

[0044] Elevator 1 is equipped with an earthquake detector 14 and a control panel 15.

[0045] Seismic detector 14 is the part that detects the occurrence of earthquakes. Seismic detector 14 is, for example, installed in the pit 5. In this case, seismic detector 14 is a P-wave detector, for example, using P-waves (Primary waves) to detect earthquakes. Alternatively, seismic detector 14 is, for example, installed in the machine room 4. In this case, seismic detector 14 is, for example, an S-wave detector, using S-waves (Secondary waves) to detect earthquakes. Seismic detector 14 can also be installed in both the pit 5 and the machine room 4.

[0046] The control panel 15 is a device for controlling the operation of the elevator 1. The control panel 15 is, for example, located in the machine room 4. The control panel 15 controls the movement of the car 8 and the counterweight 9, for example, by controlling the operation of the traction machine 6. Furthermore, the control panel 15 manages the operating modes of the elevator 1. The operating modes of the elevator 1 include normal operation and earthquake-controlled operation. Normal operation is an operating mode in which the car 8 moves in response to calls registered by users. In normal operation, the car 8 stops at any of the multiple floors. Examples of the stopping positions of the car 8 in normal operation are shown below. Furthermore, when the car 8 stops at any floor, the counterweight 9 stops at the position corresponding to that floor. Examples of the stopping positions of the counterweight 9 corresponding to each floor are shown below. Earthquake-controlled operation is an operating mode in which an earthquake is detected in the elevator 1, for example, by an earthquake detector 14. In earthquake-controlled operation, the control panel 15, for example, stops the moving car 8 at the nearest floor. Alternatively, earthquake detection in elevator 1 can be performed based on information such as emergency earthquake alerts, earthquake predictions, or earthquake alarms provided from outside elevator 1. Or, earthquake detection in elevator 1 can be performed by receiving signals from earthquake detectors installed in buildings closer to the epicenter than building 2.

[0047] Figure 2 This is the front view of the car 8 in Embodiment 1.

[0048] The car 8 is equipped with a car frame 16, multiple guide shoes 17 and a displacement suppression device 18.

[0049] The car frame 16 includes an upper beam 19, a lower beam 20, and a pair of uprights 21. The upper beam 19 is a component positioned on the upper part of the car 8, spanning the entire range between the left and right ends. For example, a main rope 7 is installed on the upper beam 19. The lower beam 20 is a component positioned on the lower part of the car 8, spanning the entire range between the left and right ends. The pair of uprights 21 are components positioned across the entire range between the upper beam 19 and the lower beam 20. One upright 21 is positioned at the left end of the car 8. The other upright 21 is positioned at the right end of the car 8. The left upright 21 is positioned along the left side of the car guide rail 10 of the car 8. The right upright 21 is positioned along the right side of the car guide rail 10 of the car 8.

[0050] Multiple guide shoes 17 are portions guided by a pair of car guide rails 10. Each guide shoe 17 is opposite any car guide rail 10. Each guide shoe 17 is, for example, mounted on the car frame 16. Each guide shoe 17 is, for example, disposed at the left or right end of the upper beam 19 or the lower beam 20, etc.

[0051] The displacement suppression device 18 is a device that suppresses the horizontal displacement of the elevator body, such as the car 8. The displacement suppression device 18 includes multiple stop units 22 and a control unit 23.

[0052] Each stop unit 22 is a part that uses the car guide rail 10 to limit the displacement of the car 8. Each stop unit 22 is installed, for example, on the upper or lower part of any column 21.

[0053] The control unit 23 is the part that controls the operation of each stop unit 22. The control unit 23 may be mounted on the control panel 15 of the elevator 1, for example. Alternatively, the control unit 23 may be located on the upper part of the car 8. Alternatively, the displacement suppression device 18 may also have an independent control unit 23 corresponding to each stop unit 22. The control unit 23 includes a storage unit 24 and a command unit 25. The storage unit 24 stores information. For example, the storage unit 24 stores the positions of multiple restraints 13 in the car guide rail 10. The command unit 25 outputs command signals to each stop unit 22 based on the input information and the information stored in the storage unit 24.

[0054] Figure 3 This is a top view of the stop unit 22 in Embodiment 1.

[0055] exist Figure 3 In, it is shown Figure 2 AA section diagram.

[0056] In this example, three stop units 22 are installed on the upper part of each column 21. Similarly, three stop units 22 are also provided on the lower part of each column 21. Figure 3 The image shows the three stop units 22 at the top. Each stop unit 22 operates independently of the others.

[0057] Each stop unit 22 includes a stop member 26. The stop member 26 is a component that faces the surface of the car guide rail 10. In one of the three stop units 22, the stop member 26 faces the front surface of the car guide rail 10. In another of the three stop units 22, the stop member 26 faces the rear surface of the car guide rail 10. In the remaining one of the three stop units 22, the stop member 26 faces the left and right inner sides of the car guide rail 10. Here, the left and right inner sides are the sides of the car 8.

[0058] Figure 4 This is a side view of the stop unit 22 in Embodiment 1.

[0059] exist Figure 4 In, it is shown Figure 3 BB cross-section diagram.

[0060] Each stop unit 22 includes a first drive unit 27 and a second drive unit 28.

[0061] The first drive unit 27 is the part that moves the relative position of the stop member 26 with respect to the car 8 in the vertical direction. The second drive unit 28 is the part that changes the gap between the car guide rail 10 and the stop member 26 by moving the stop member 26.

[0062] The second drive unit 28 includes a frame 29. The frame 29 is the part that holds the stop member 26. A threaded hole 30 is provided in the frame 29 facing the vertical direction.

[0063] The first drive unit 27 includes a pair of bearings 31, a guide shaft 32, a drive motor 33, and a ball screw 34. The pair of bearings 31 are positioned above and below the range of relative position movement of the stop 26 achieved by the first drive unit 27. The guide shaft 32 is arranged parallel to the column 21 between the pair of bearings 31. The first drive unit 27 may also have multiple parallel guide shafts 32. The drive motor 33 is mounted on one of the bearings 31. The ball screw 34 is arranged parallel to the guide shaft 32 between the other bearing 31 and the drive motor 33. The ball screw 34 passes through a threaded hole 30 in the frame 29 of the second drive unit 28. Based on the control of the control unit 23, the first drive unit 27 uses the drive motor 33 to rotate the ball screw 34, thereby causing the stop 26 to move together with the second drive unit 28 in the vertical direction. Alternatively, the first drive unit 27 may also move the relative position of the stop 26 in the vertical direction by other methods. For example, the first drive unit 27 may also have a linear motor, a hydraulic cylinder, or a pneumatic cylinder that moves the frame 29 in the vertical direction.

[0064] Figure 5 This is a structural diagram of the stop unit 22 in embodiment 1.

[0065] exist Figure 5 The diagram shows the internal structure of the second drive unit 28 as viewed from the side.

[0066] The stop 26 is opposite the surface of the car guide rail 10 on a vertical plane parallel to the surface of the car guide rail 10. The stop 26 has a vertical plane and a first inclined plane 35 on the opposite side of the car guide rail 10. The first inclined plane 35 is a surface inclined relative to the surface of the car guide rail 10. The first inclined plane 35 is, for example, a downwardly inclined surface. The first inclined plane 35 is located below the vertical plane on the opposite side of the car guide rail 10. The stop 26 is held in a manner that allows it to move in a way that changes the gap between itself and the car guide rail 10 via the guidance of the frame 29. The stop 26 is guided to move downwards when leaving the car guide rail 10. Figure 5 The diagram shows the state after the gap between the stop 26 and the car guide rail 10 has widened.

[0067] The second drive unit 28 includes a movable plate 36, a push spring 37, and an actuator 38. The movable plate 36 is a portion that is held and can move vertically by being guided by the frame 29. The movable plate 36 has a second inclined surface 39 at its upper end. The second inclined surface 39 is a surface parallel to the first inclined surface 35. When the gap between the car guide rail 10 and the stop member 26 widens, the second inclined surface 39 contacts the first inclined surface 35. The movable plate 36 has a vertical surface that descends downward from the stop member 26 side of the second inclined surface 39. The push spring 37 is disposed in contact with the lower end of the movable plate 36. The central axis of the push spring 37 faces the vertical direction. When the gap between the car guide rail 10 and the stop member 26 widens, the push spring 37 is compressed. The actuator 38 is a portion that changes the gap between the car guide rail 10 and the stop member 26 by moving the movable plate 36 vertically according to the control of the control unit 23.

[0068] When widening the gap between the car guide rail 10 and the stop 26, the actuator 38 overcomes the spring force of the push spring 37 and presses the moving piece 36 down in the vertical direction. The movement of the moving piece 36 creates space on the opposite side of the stop 26 from the car guide rail 10 inside the frame 29. The stop 26 moves away from the car guide rail 10, for example, due to its own weight. Alternatively, magnets or the like can be provided in the stop 26, the moving piece 36, or the frame 29, thereby using magnetic force to move the stop 26 away from the car guide rail 10.

[0069] Figure 6 This is a structural diagram of the stop unit 22 in embodiment 1.

[0070] exist Figure 6 The diagram shows the internal structure of the second drive unit 28 as viewed from the side.

[0071] When the gap between the car guide rail 10 and the stop 26 is reduced, the actuator 38 releases the pressed movable piece 36. At this time, the push spring 37 pushes the movable piece 36 vertically. This causes the second inclined surface 39 of the movable piece 36 to contact and slide against the first inclined surface 35 of the stop 26. The stop 26 is pressed by the movable piece 36 and guided by the frame 29 to move towards the car guide rail 10. Before the stop 26 contacts the car guide rail 10, the vertical surface of the stop 26 on the opposite side of the car guide rail 10 contacts the vertical surface of the movable piece 36. Thus, the movement of the stop 26 away from the car guide rail 10 is restricted by the movable piece 36. Therefore, even when horizontal seismic loads are applied to the car 8 through the car guide rail 10, displacement of the car 8 can be suppressed.

[0072] Figure 7 This is a top view of the stop unit 22 in Embodiment 1.

[0073] exist Figure 7 The diagram shows the state after the gap between the stop member 26 and the car guide rail 10 in each stop unit 22 has been reduced.

[0074] Each stop unit 22 suppresses the displacement of the car 8 from three directions: the front and rear sides and the inner sides of the left and right sides, thus suppressing the displacement of the car 8 in the horizontal plane.

[0075] Next, use Figures 8 to 12 The action of elevator 1 during an earthquake will be explained.

[0076] Figure 8 This is a flowchart illustrating an example of the operation of elevator 1 according to embodiment 1.

[0077] Figure 9 and Figure 10 This is a diagram illustrating an example of the timing of elevator 1's operation in Embodiment 1.

[0078] Figure 11 and Figure 12 This is a top view of the stop unit 22 in Embodiment 1.

[0079] like Figure 8 As shown, when an earthquake is detected by the earthquake detector 14 of elevator 1, the earthquake detector 14 outputs a signal indicating the earthquake detection to the control panel 15. At this time, the control panel 15 switches the operation mode of elevator 1 from normal operation to earthquake-controlled operation. While the car 8 is moving, the control panel 15 calculates the nearest floor where the car 8 can stop. The control panel 15 outputs a control signal to the traction machine 6 to stop the car 8 at the calculated floor. Additionally, when the car 8 is stopped at any floor, the control panel 15 puts the car 8 into standby mode at that floor.

[0080] The control unit 23 of the displacement suppression device 18 obtains the position of the constraint unit 13 closest to the stopping position where the car 8 will stop, or the stopping position where the car 8 is already stopped, through the reference storage unit 24. The control unit 23 calculates the relative position of the constraint unit 13 with respect to the car 8 already stopped at the stopping position. The command unit 25 of the control unit 23 outputs command signals to the first drive unit 27 and the second drive unit 28 based on the calculated relative position, etc.

[0081] exist Figure 9 The image shows an example of the operation of elevator 1 when an earthquake occurs while car 8 is in motion.

[0082] Earthquake detector 14 detects the occurrence of an earthquake after it has happened. Earthquake detector 14 outputs a signal indicating that an earthquake has been detected to control panel 15. Control panel 15 switches the operating mode to earthquake-controlled operation. Control panel 15 initiates deceleration of car 8 by moving car 8 to the nearest floor.

[0083] As an action based on the command signal from the command unit 25, the first drive unit 27 moves the stop member 26 in the vertical direction to the relative position of the constraint member 13 calculated by the control unit 23. As an action based on the command signal from the command unit 25, the second drive unit 28 moves the stop member 26 in a manner that reduces the gap between the car guide rail 10 and the stop member 26.

[0084] Then, the car 8 stops at the nearest floor under the control of the control unit 23. At this time, the stop 26 has been moved to the relative position calculated by the control unit 23 by the first drive unit 27. At this relative position, the stop 26 is opposed to the restraint part 13 of the car guide rail 10. In addition, the gap between the car guide rail 10 and the stop 26 has been reduced by the second drive unit 28.

[0085] Then, the main shock of the earthquake reaches building 2. At this time, the gap between the stop 26 and the restraint 13 has been reduced. Therefore, even if seismic loads in the horizontal direction are applied to the car 8 through the car guide rail 10, the displacement of the car 8 can be suppressed. Furthermore, since the restraint 13, which restrains displacement in the horizontal direction, receives a reaction force from the car 8, the car guide rail 10 is less likely to deflect due to the reaction force from the car 8.

[0086] Then, the earthquake subsides. The subsidence of the earthquake is detected, for example, by the earthquake detector 14. After the earthquake has ended, the control unit 23 outputs a release command signal to the first drive unit 27 and the second drive unit 28. The first drive unit 27 switches to a standby state according to the command signal from the command unit 25. In the standby state, the first drive unit 27 maintains the relative position of the moved stop 26 at its original position, for example, until the next earthquake is detected. The second drive unit 28 moves the stop 26 by widening the gap between the car guide rail 10 and the stop 26 according to the command signal from the command unit 25.

[0087] Then, for example, if the detected earthquake shaking is less than a preset threshold, and no abnormality occurs in elevator 1, the control panel 15 will restore the operating mode to normal operation.

[0088] exist Figure 10 The image shows an example of the operation of elevator 1 when an earthquake occurs while car 8 is stopped.

[0089] When the car 8 is stopped, the displacement suppression device 18 also operates. That is, based on the command signal from the command unit 25, the first drive unit 27 moves the stop 26 vertically to the position relative to the constraint part 13 calculated by the control unit 23. At this relative position, the stop 26 is opposite to the constraint part 13 of the car guide rail 10. Based on the command signal from the command unit 25, the second drive unit 28 moves the stop 26 in a manner that reduces the gap between the car guide rail 10 and the stop 26.

[0090] Then, the main shock of the earthquake reaches building 2. At this time, the gap between the stop 26 and the restraint 13 has been reduced. Therefore, even if seismic loads in the horizontal direction are applied to the car 8 through the car guide rail 10, the displacement of the car 8 can be suppressed. Furthermore, since the restraint 13, which restrains displacement in the horizontal direction, receives a reaction force from the car 8, the car guide rail 10 is less likely to deflect due to the reaction force from the car 8.

[0091] Then, the earthquake subsided. Once the earthquake had subsided, the control unit 23 output command signals to the first drive unit 27 and the second drive unit 28. The first drive unit 27, based on the command signal from the command unit 25, switched to a standby state. The second drive unit 28, based on the command signal from the command unit 25, moved the stop member 26 to widen the gap between the car guide rail 10 and the stop member 26.

[0092] Figure 11 and Figure 12 This is a top view of the stop unit 22 in Embodiment 1.

[0093] Here, when the car 8 and the guide rail are subjected to shaking such as an earthquake before the gap between the car guide rail 10 and the stop member 26 narrows, such as Figure 11 As shown, there is a situation where any one of the three stop units 22 approaches the car guide rail 10. In this case, the stop member 26 in that stop unit 22 comes into contact with the car guide rail 10. Even in this case, since the three stop units 22 operate independently of each other, the stop members 26 in the other two stop units 22 also move to a position close to the car guide rail 10.

[0094] During this period, the relative horizontal positions of the car guide rail 10 and the car 8 change due to shaking caused by earthquakes, etc. Therefore, as Figure 12As shown, the stop unit 22, which was originally close to the car guide rail 10, also moves away from the car guide rail 10. At this time, the movement of the stop member 26 of the stop unit 22 is not hindered by the car guide rail 10, so it can approach the car guide rail 10 and move to a position that suppresses displacement. In this way, during an earthquake or the like, the displacement suppression device 18 can position the car 8 in its normal position between the pair of car guide rails 10 without having to use the stop unit 22 or the like to push the car guide rail 10 back with a large force. Then, the displacement suppression device 18 suppresses the displacement of the car 8 at this position.

[0095] Alternatively, the displacement suppression device 18 can also be installed on the counterweight 9, which serves as the lifting body. In this case, the displacement suppression device 18 installed on the counterweight 9 operates in the same way as the displacement suppression device 18 installed on the car 8, thereby suppressing the displacement of the counterweight 9. In this case, wiring for power supply and signal communication to the displacement suppression device 18 can also be connected to the counterweight 9. Alternatively, the counterweight 9 can also be equipped with a battery or the like that that supplies power to the displacement suppression device 18. Furthermore, the displacement suppression device 18 can also receive power supply and signal communication wirelessly, for example.

[0096] Furthermore, the restraint portion 13 of the guide rail can, for example, be a portion with a connecting frame installed, which horizontally connects a pair of guide rails. The connecting frame is a device that improves the rigidity of a pair of guide rails. Alternatively, the connecting frame can also be a frame that centrally connects two pairs of guide rails: a pair of car guide rails 10 and a pair of counterweight guide rails 11. In this case, the connecting frame is, for example, a frame surrounding the car 8 and the counterweight 9 in the horizontal projection plane of the hoistway 3 as viewed from the vertical direction.

[0097] As described above, the displacement suppression device 18 of Embodiment 1 includes a stop unit 22. The stop unit 22 is provided on the lifting body. The lifting body travels along a guide rail. The guide rail has multiple restraint portions 13. During normal operation, the lifting body stops at any of the multiple stopping positions. The stop unit 22 includes a stop member 26, a first drive unit 27, and a second drive unit 28. The stop member 26 is opposite to the guide rail. The first drive unit 27 moves the relative position of the stop member 26 with respect to the lifting body along the traveling direction of the lifting body. The first drive unit 27 also moves the stop member 26 opposite to any of the restraint portions 13. The second drive unit 28 changes the gap between the guide rail and the stop member 26 by moving the stop member 26. The second drive unit 28 suppresses the displacement of the lifting body by using the stop member 26 after the gap with the restraint portion 13 has been reduced.

[0098] In this structure, the stop 26, whose gap with the guide rail is reduced by the second drive unit 28, suppresses the displacement of the car 8 under horizontal seismic loads or similar conditions. At this time, the stop 26 is moved to a position opposite to the restraint part 13 by the first drive unit 27. The guide rail is subjected to a reaction force from the car 8 at the restraint part 13, which restrains horizontal displacement, thus preventing deflection due to the reaction force from the car 8. Furthermore, the first drive unit 27 can move the relative position of the stop 26 in sync with the restraint part 13, therefore the arrangement of the restraint part 13 is not limited to the stopping position of the elevator body. Furthermore, the stop 26, whose gap with the guide rail is widened by the second moving part, does not obstruct the movement of the elevator body or the movement of the relative position of the stop 26 within the elevator body. Additionally, the second drive unit 28 may, for example, have an actuator that directly moves the stop 26 in the horizontal direction.

[0099] Furthermore, when the first drive unit 27 detects an earthquake in the elevator 1, it causes the stop member 26 to begin moving to a position opposite to the arbitrary constraint unit 13.

[0100] In this structure, the first drive unit 27 operates when it is necessary to suppress the displacement of the relative position. Therefore, the energy required to drive the first drive unit 27 can be saved.

[0101] Furthermore, after the earthquake detected in the elevator 1 has subsided, the first drive unit 27 keeps the stop member 26 at the position it moved to when the earthquake occurred, until the next earthquake is detected in the elevator 1.

[0102] In this structure, the first drive unit 27 keeps the stop member 26 at the relative position it moved to during the last earthquake. In building 2, the structures of each floor are largely similar. Therefore, the relative position of the restraint unit 13 closest to the stopping position relative to the elevator body already stopped at that position is largely similar across each floor. That is, the relative position of the stop member 26 during the last earthquake is mostly close to the relative position that the first drive unit 27 moves the stop member 26 to during the next earthquake. Therefore, the likelihood of the stop member 26 moving a smaller distance during the next earthquake increases. As a result, the displacement suppression device 18 can more quickly exert its effect of suppressing the displacement of the elevator body.

[0103] Furthermore, the stop 26 has a first inclined surface 35 on the opposite side of the guide rail, which is inclined relative to the surface of the guide rail. The second drive unit 28 includes a movable plate 36. The movable plate 36 has a second inclined surface 39, which contacts and is parallel to the first inclined surface 35. The second drive unit 28 changes the gap between the guide rail and the stop 26 by moving the movable plate 36 along the moving direction of the lifting body, thereby causing the first inclined surface 35 to slide relative to the second inclined surface 39.

[0104] In this structure, since the stroke of the actuator 38 and the like in the second drive section 28 is oriented in the vertical direction, the size of the second drive section 28 in the horizontal direction can be made compact. Therefore, the stop unit 22 can be housed in the column 21 and the like.

[0105] Furthermore, when the second drive unit 28 detects an earthquake in the elevator 1, it reduces the gap between the guide rail and the stop member 26.

[0106] In this structure, the second drive unit 28 operates when it is necessary to suppress displacement of the relative position. Therefore, energy for driving the second drive unit 28 can be saved. Furthermore, since the gap between the guide rail and the stop member 26 is widened during normal operation, the movement of the lifting body and the relative position movement of the stop member 26 within the lifting body are less likely to be hindered.

[0107] Furthermore, the displacement suppression device 18 includes three stop units 22. The three stop units 22 operate independently of each other. In one of the three stop units 22, the stop member 26 faces the front surface of the guide rail. In another of the three stop units 22, the stop member 26 faces the rear surface of the guide rail. In the remaining three stop units 22, the stop member 26 faces the left and right inner sides of the guide rail.

[0108] In this structure, the displacement of the lifting body is suppressed in three directions by the guide rails. This allows for more stable displacement suppression. Furthermore, since each stop unit 22 operates independently, the car 8 can be positioned in its normal position between a pair of guide rails without requiring a large force to push the guide rails back using swaying caused by an earthquake. Therefore, the size of each stop unit 22 in the horizontal direction can be compact. Thus, the stop units 22 can be housed in the column 21, etc.

[0109] Figure 13This diagram illustrates an example of the timing of elevator 1's operation in a variation of Embodiment 1. In this variation, after the first drive unit 27 detects the earthquake subsiding in elevator 1, it causes the stop member 26 to begin moving towards a preset standby position. The standby position is a preset relative position based on the distance the stop member 26 moves from each stopping position to a position opposite the nearest constraint member 13 among a plurality of constraint members 13. When the stop member 26 has moved to the standby position, the control unit 23 outputs a release command signal to the first drive unit 27. The first drive unit 27 then transitions to a standby state based on the command signal from the command unit 25. In the standby state, the first drive unit 27 keeps the stop member 26 in the standby position until the next earthquake is detected in elevator 1. The standby position is set, for example, as described below. First, for each relative position of the elevator body, the travel distance that the first drive unit 27 moves the stop member 26 when the elevator body stops at each stopping position is calculated. At this time, for example, the relative position with the smallest average or total value of the travel distances related to each floor is set as the standby position. Alternatively, for example, the relative position with the smallest maximum value of the travel distances related to each floor can also be set as the standby position. Since the travel distance of the stop member 26 is smaller when the next earthquake occurs, the displacement suppression device 18 can more quickly exert its effect of suppressing the displacement of the elevator body.

[0110] Next, use Figure 14 An example of the hardware structure of the displacement suppression device 18 will be described.

[0111] Figure 14 This is a hardware structure diagram of the main parts of the displacement suppression device 18 in Embodiment 1.

[0112] The functions of the displacement suppression device 18 can be implemented by a processing circuit. The processing circuit includes at least one processor 100a and at least one memory 100b. Alternatively, the processing circuit may include at least one dedicated hardware 200 instead of the processor 100a and memory 100b.

[0113] When the processing circuit includes a processor 100a and a memory 100b, the functions of the displacement suppression device 18 are implemented by software, firmware, or a combination of software and firmware. At least one of the software and firmware is described as a program. The program is stored in the memory 100b. The processor 100a implements the functions of the displacement suppression device 18 by reading and executing the program stored in the memory 100b.

[0114] The processor 100a is also called a CPU (Central Processing Unit), processing device, arithmetic device, microprocessor, microcomputer, or DSP. The memory 100b is composed of non-volatile or volatile semiconductor memories such as RAM (Random Access Memory), ROM (Read Only Memory), flash memory, EPROM (Erasable Programmable Read Only Memory), and EEPROM (Electrically Erasable Programmable Read Only Memory).

[0115] When the processing circuit has dedicated hardware 200, the processing circuit can be implemented, for example, by a single circuit, a composite circuit, a programming processor, a parallel programming processor, an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or a combination thereof.

[0116] Each function of the displacement suppression device 18 can be implemented separately by the processing circuit. Alternatively, each function of the displacement suppression device 18 can be implemented centrally by the processing circuit. Some functions of the displacement suppression device 18 can also be implemented by dedicated hardware 200, while others can be implemented by software or firmware. Thus, the processing circuit implements each function of the displacement suppression device 18 through dedicated hardware 200, software, firmware, or a combination thereof.

[0117] Implementation method 2.

[0118] In Embodiment 2, the differences from the example disclosed in Embodiment 1 are described in particular detail. Any feature of the example disclosed in Embodiment 1 may be used for features not described in Embodiment 2.

[0119] When the car 8 is stopped, the position of the restraint part 13 closest to the stopping position of the car 8, and the relative position of the restraint part 13 with respect to the car 8, are determined before an earthquake occurs. Therefore, during normal operation, whenever the car 8 is about to stop at the stopping position, the first drive unit 27 moves the stop member 26 to the relative position corresponding to that stopping position in advance, thereby enabling a more rapid effect in suppressing the displacement of the car 8 in the event of an earthquake. In Embodiment 2, the structure in which the first drive unit 27 moves the stop member 26 during normal operation will be described.

[0120] Figure 15 This is a flowchart illustrating an example of the operation of elevator 1 in embodiment 2.

[0121] During normal operation, the control panel 15 calculates the next floor that the moving car 8 will stop at, for example, based on information such as the call information that makes the car 8 respond.

[0122] The control unit 23 of the displacement suppression device 18 obtains the position of the constraint part 13 closest to the stopping position of the car 8 via the reference storage unit 24. The control unit 23 calculates the relative position of the constraint part 13 with respect to the car 8, which is already stopped at the stopping position. When the car 8 is about to stop at the stopping position, the command unit 25 of the control unit 23 outputs a command signal to the first drive unit 27 based on the calculated relative position, etc. Furthermore, when an earthquake is detected by the earthquake detector 14, the command unit of the control unit 23 outputs a command signal to the second drive unit 28.

[0123] Figure 16 This is a diagram illustrating an example of the timing of elevator 1's operation in Embodiment 2.

[0124] exist Figure 16 The image shows an example of the operation of elevator 1 when an earthquake occurs after car 8 has stopped.

[0125] When the control panel 15 initiates deceleration of the car 8 during normal operation to bring the car 8 to a stop position, the command unit 25 outputs a command signal to the first drive unit 27. Based on the command signal from the command unit 25, the first drive unit 27 moves the stop member 26 vertically to the position relative to the constraint member 13 calculated by the control unit 23. Then, the car 8 stops at the stop position. At this point, the first drive unit 27 has moved the stop member 26 to the relative position calculated by the control unit 23.

[0126] Then, the earthquake detector 14 detects the occurrence of an earthquake after it has occurred. The earthquake detector 14 outputs a signal indicating that an earthquake has been detected to the control panel 15. The control panel 15 switches the operation mode to earthquake-time control operation. The command unit 25 outputs a command signal to the second drive unit 28. As an action based on the command signal from the command unit 25, the second drive unit 28 moves the stop member 26 in a manner that reduces the gap between the car guide rail 10 and the stop member 26.

[0127] Then, the main shock of the earthquake reaches building 2. At this time, the gap between the stop 26 and the restraint 13 has been reduced. Therefore, even if seismic loads in the horizontal direction are applied to the car 8 through the car guide rail 10, the displacement of the car 8 can be suppressed. Furthermore, since the restraint 13, which restrains displacement in the horizontal direction, receives a reaction force from the car 8, the car guide rail 10 is less likely to deflect due to the reaction force from the car 8.

[0128] Then, the earthquake subsided. After the earthquake ended, the control unit 23 output a release command signal to the first drive unit 27 and the second drive unit 28.

[0129] As explained above, when the lifting body stops at any stopping position during normal operation, the first drive unit 27 of the displacement suppression device 18 in Embodiment 2 moves the stop member 26 to a position opposite to the arbitrary restraint unit 13.

[0130] In this structure, even during normal operation, whenever the elevator body is about to stop at the docking position, the first drive unit 27 pre-moves the stop member 26 to a position corresponding to that docking position. This allows for a more rapid suppression of elevator body displacement in the event of an earthquake. Alternatively, the first drive unit 27 can also initiate the movement of the stop member 26 before the elevator body decelerates. Or, the first drive unit 27 can also initiate the movement of the stop member 26 after the elevator body has stopped.

[0131] Implementation method 3.

[0132] In Embodiment 3, the differences from the examples disclosed in Embodiment 1 or Embodiment 2 are described in particular detail. Regarding features not described in Embodiment 3, any feature from the examples disclosed in Embodiment 1 or Embodiment 2 may be used.

[0133] Even when the car 8 is moving, it is possible to calculate, before an earthquake occurs, the stopping position where the car 8 will stop, the position of the restraint part 13 closest to that stopping position, and the relative position of the restraint part 13 with respect to the car 8. Therefore, even during normal operation, the first drive unit 27 can more quickly exert its effect of suppressing the displacement of the car 8 in the event of an earthquake by always pre-moving the stop member 26 to the relative position corresponding to that stopping position. In Embodiment 3, a structure in which the first drive unit 27 always moves the stop member 26 during normal operation will be described.

[0134] Figure 17 This is a diagram illustrating an example of the timing of elevator 1's operation in embodiment 3.

[0135] During normal operation, the control panel 15 calculates the nearest floor to which the car 8 will stop in the event of an earthquake, based on factors such as the position and speed of the car 8.

[0136] The control unit 23 of the displacement suppression device 18 obtains the position of the restraint part 13 closest to the stopping position of the car 8 via the reference storage unit 24. The control unit 23 calculates the relative position of the restraint part 13 with respect to the car 8 already stopped at the stopping position. For example, when the calculated relative position changes, the command unit 25 of the control unit 23 outputs a command signal to the first drive unit 27. The command unit 25 continuously outputs command signals to the first drive unit 27 regardless of whether an earthquake is detected. As an action based on the command signal from the command unit 25, the first drive unit 27 moves the stop member 26 vertically to the relative position of the restraint part 13 calculated by the control unit 23.

[0137] Earthquake detector 14 detects the occurrence of an earthquake after it has occurred. Earthquake detector 14 outputs a signal indicating that an earthquake has been detected to control panel 15. Control panel 15 switches the operation mode to earthquake-time control operation. Command unit 25 outputs a command signal to second drive unit 28. As an action based on the command signal from command unit 25, second drive unit 28 moves stop member 26 in a manner that reduces the gap between car guide rail 10 and stop member 26.

[0138] Then, the main shock of the earthquake reaches building 2. At this time, the gap between the stop 26 and the restraint 13 has been reduced. Therefore, even if seismic loads in the horizontal direction are applied to the car 8 through the car guide rail 10, the displacement of the car 8 can be suppressed. Furthermore, since the restraint 13, which restrains displacement in the horizontal direction, receives a reaction force from the car 8, the car guide rail 10 is less likely to deflect due to the reaction force from the car 8.

[0139] Then, the earthquake subsided. Once the earthquake had subsided, the control unit 23 output a release command signal to the second drive unit 28.

[0140] As explained above, when the lifting body is traveling during normal operation, the first drive unit 27 of the displacement suppression device 18 in Embodiment 3 moves the stop member 26 to a relative position corresponding to the current position of the lifting body. Here, the relative position to which the stop member 26 is moved is the position where the movement distance of the stop member 26 to the relative position opposite the nearest constraint member 13 among the plurality of constraint members 13 is the smallest when the lifting body stops from the current position.

[0141] In this structure, even during normal operation, the first drive unit 27 always pre-moves the stop member 26 to a position corresponding to the current position of the lifting body. This allows for a more rapid suppression of the lifting body's displacement in the event of an earthquake. Therefore, even in direct-hit earthquakes where the time from earthquake detection to the arrival of the main shock is relatively short, the displacement of the lifting body can be suppressed more effectively.

[0142] Implementation method 4.

[0143] In Embodiment 4, the differences from the examples disclosed in Embodiments 1 to 3 are described in particular detail. Regarding features not described in Embodiment 4, any feature from the examples disclosed in Embodiments 1 to 3 may be used.

[0144] Even during normal operation, reducing the gap between the car guide rail 10 and the stop 26 allows for a more rapid suppression of car 8 displacement in the event of an earthquake. On the other hand, when the stop 26 contacts the car guide rail 10, there is a possibility that it may obstruct the movement of the car 8. In this case, by measuring the gap between the car guide rail 10 and the stop 26, the gap can be adjusted in a manner that does not obstruct the movement of the car 8. In Embodiment 4, the structure for measuring and adjusting the gap between the car guide rail 10 and the stop 26 will be described.

[0145] Figure 18 and Figure 19 This is a top view of the stop unit 22 in embodiment 4.

[0146] like Figure 18As shown, the displacement suppression device 18 includes a measuring unit 40. The measuring unit 40 measures the gap between the car guide rail 10 and the stop member 26. In this example, the measuring unit 40 includes a sensor for measuring the gap in the front-to-back direction and a sensor for measuring the gap in the left-to-right direction. The measuring unit 40 can also calculate the gap between the other surface of the front or rear surface of the car guide rail 10 and the stop member 26 opposite that surface based on the measurement result of the gap between the surface of one of the front or rear surfaces of the car guide rail 10 and the stop member 26 opposite that surface. The measuring unit 40 measures the gap, for example, using a non-contact distance sensor. Alternatively, the measuring unit 40 may also include an independent sensor corresponding to each stop unit 22.

[0147] The storage unit 24 of the control unit 23 stores a first threshold and a second threshold. The first threshold is a preset threshold for the gap between the car guide rail 10 and the stop member 26 in a manner that prevents contact between the car guide rail 10 and the stop member 26. The second threshold is a preset threshold for the gap between the car guide rail 10 and the stop member 26 in a manner that suppresses the displacement of the car 8. The value of the second threshold is greater than or equal to the value of the first threshold.

[0148] In each stop unit 22, the second drive unit 28 has an actuator 41 that moves the stop member 26 directly in the horizontal direction. The gap between the car guide rail 10 and the stop member 26 is adjusted, for example, by the actuator 41 of the second drive unit 28. Alternatively, the structure of the second drive unit 28 may be the same as that shown in Embodiment 1, etc.

[0149] Next, use Figure 19 An example of the operation of the displacement suppression device 18 will be explained.

[0150] During normal operation, the second drive unit 28 reduces the gap between the car guide rail 10 and the stop member 26. However, during normal operation, the gap between the car guide rail 10 and the stop member 26 may fluctuate due to vibrations or other factors accompanying the movement of the car 8. When the gap measured by the measuring unit 40 is less than a first threshold, the second drive unit 28, for example, uses an actuator 41 to widen the gap between the car guide rail 10 and the stop member 26. This prevents contact between the car guide rail 10 and the stop member 26. Furthermore, when the gap measured by the measuring unit 40 is greater than a second threshold, the second drive unit 28, for example, uses an actuator 41 to narrow the gap between the car guide rail 10 and the stop member 26. Therefore, during normal operation, a gap between the car guide rail 10 and the stop member 26 that suppresses displacement of the car 8 can be maintained.

[0151] On the other hand, during earthquake control operation, the second drive unit 28, independent of the measurement unit 40, maintains a small gap between the guide rail and the stop member 26 in the car 8. Thus, the car guide rail 10 suppresses displacement of the car 8 caused by earthquake swaying.

[0152] As described above, the displacement suppression device 18 of Embodiment 4 includes a measuring unit 40. The measuring unit 40 measures the gap between the guide rail and the stop member 26. When the gap measured by the measuring unit 40 is less than a preset first threshold during normal operation, the second drive unit 28 widens the gap between the guide rail and the stop member 26. When an earthquake is detected in the elevator 1, the second drive unit 28 maintains the position of the stop member 26 in the state after the gap between the stop member and the guide rail has been reduced, regardless of the size of the gap measured by the measuring unit 40.

[0153] In this structure, the gap between the guide rail and the stop 26 is adjusted during normal operation based on the measured gap, without hindering the movement of the elevator body. Therefore, even during normal operation, the gap between the guide rail and the stop 26 can be reduced in advance. Consequently, the effect of suppressing the displacement of the elevator body in the event of an earthquake can be achieved more quickly.

[0154] Industrial availability

[0155] The displacement suppression device of the present invention can be applied to the lifting body of an elevator.

[0156] Label Explanation

[0157] 1: Elevator; 2: Building; 3: Shaft; 4: Machine room; 5: Pit; 6: Traction machine; 7: Main rope; 8: Car; 9: Counterweight; 10: Car guide rail; 11: Counterweight guide rail; 12: Bracket; 13: Restraint unit; 14: Seismic detector; 15: Control panel; 16: Car frame; 17: Guide shoe; 18: Displacement suppression device; 19: Upper beam; 20: Lower beam; 21: Column; 22: Stop unit; 23: Control unit; 24: Storage 25: Command unit; 26: Stop; 27: First drive unit; 28: Second drive unit; 29: Frame; 30: Threaded hole; 31: Bearing; 32: Guide shaft; 33: Drive motor; 34: Ball screw; 35: First inclined plane; 36: Moving plate; 37: Push spring; 38: Actuator; 39: Second inclined plane; 40: Measurement unit; 41: Actuator; 100a: Processor; 100b: Memory; 200: Dedicated hardware.

Claims

1. A displacement suppression device for the lifting body of an elevator, wherein, The displacement suppression device of the elevator's lifting body includes a stop unit disposed on the elevator's lifting body. The elevator's lifting body travels along the guide rail and stops at any of a plurality of stopping positions during normal operation. The guide rail has a plurality of constraint parts that constrain the horizontal displacement of the guide rail. The stopping unit includes: A stop element, which is opposite to the guide rail; The first driving unit moves the relative position of the stop member with respect to the lifting body along the traveling direction of the lifting body, thereby positioning the stop member opposite any one of the plurality of constraint members; and The second drive unit changes the gap between the guide rail and the stop by moving the stop, and uses the stop, which reduces the gap between the stop and the constraint part opposite to the stop among the plurality of constraint parts, to suppress the displacement of the lifting body.

2. The displacement suppression device for the elevator lifting body according to claim 1, wherein, When an earthquake is detected in the elevator, the first drive unit causes the stop to move to a position opposite to any of the plurality of constraint units.

3. The displacement suppression device for the elevator lifting body according to claim 2, wherein, After the earthquake detected in the elevator subsides, the first drive unit causes the stop to stand by at the position it moved to during the earthquake, until the next earthquake is detected in the elevator.

4. The displacement suppression device for the elevator lifting body according to claim 2, wherein, After the earthquake detected in the elevator subsides, the first drive unit puts the stop in a standby position until the next earthquake is detected in the elevator. The standby position is preset based on the distance the stop moves at each of the plurality of stopping positions to a position opposite the nearest constraint among the plurality of constraint parts.

5. The displacement suppression device for the elevator lifting body according to claim 1, wherein, When the lifting body is stopped at any of the plurality of stopping positions during normal operation, the first driving unit moves the stop member to a relative position opposite to any of the plurality of constraint parts.

6. The displacement suppression device for the elevator lifting body according to claim 1, wherein, When the lifting body is traveling during normal operation and stops from its current position, the first drive unit moves the stop to a relative position that minimizes the distance the stop moves to the relative position opposite the nearest constraint among the plurality of constraint parts.

7. The displacement suppression device for the elevator lifting body according to claim 1, wherein, The stop member has a first inclined surface on the opposite side of the guide rail, which is inclined relative to the surface of the guide rail. The second drive unit includes a movable piece with a second inclined surface. The second inclined surface is in contact with and parallel to the first inclined surface. The second drive unit moves the movable piece along the moving direction of the lifting body, thereby causing the first inclined surface to slide relative to the second inclined surface, thus changing the gap between the guide rail and the stop member.

8. The displacement suppression device for the elevator lifting body according to claim 2, wherein, The stop member has a first inclined surface on the opposite side of the guide rail, which is inclined relative to the surface of the guide rail. The second drive unit includes a movable piece with a second inclined surface. The second inclined surface is in contact with and parallel to the first inclined surface. The second drive unit moves the movable piece along the moving direction of the lifting body, thereby causing the first inclined surface to slide relative to the second inclined surface, thus changing the gap between the guide rail and the stop member.

9. The displacement suppression device for the elevator lifting body according to claim 3, wherein, The stop member has a first inclined surface on the opposite side of the guide rail, which is inclined relative to the surface of the guide rail. The second drive unit includes a movable piece with a second inclined surface. The second inclined surface is in contact with and parallel to the first inclined surface. The second drive unit moves the movable piece along the moving direction of the lifting body, thereby causing the first inclined surface to slide relative to the second inclined surface, thus changing the gap between the guide rail and the stop member.

10. The displacement suppression device for the elevator lifting body according to claim 4, wherein, The stop member has a first inclined surface on the opposite side of the guide rail, which is inclined relative to the surface of the guide rail. The second drive unit includes a movable piece with a second inclined surface. The second inclined surface is in contact with and parallel to the first inclined surface. The second drive unit moves the movable piece along the moving direction of the lifting body, thereby causing the first inclined surface to slide relative to the second inclined surface, thus changing the gap between the guide rail and the stop member.

11. The displacement suppression device for the elevator body according to claim 5, wherein, The stop member has a first inclined surface on the opposite side of the guide rail, which is inclined relative to the surface of the guide rail. The second drive unit includes a movable piece with a second inclined surface. The second inclined surface is in contact with and parallel to the first inclined surface. The second drive unit moves the movable piece along the moving direction of the lifting body, thereby causing the first inclined surface to slide relative to the second inclined surface, thus changing the gap between the guide rail and the stop member.

12. The displacement suppression device for the elevator body according to claim 6, wherein, The stop member has a first inclined surface on the opposite side of the guide rail, which is inclined relative to the surface of the guide rail. The second drive unit includes a movable piece with a second inclined surface. The second inclined surface is in contact with and parallel to the first inclined surface. The second drive unit moves the movable piece along the moving direction of the lifting body, thereby causing the first inclined surface to slide relative to the second inclined surface, thus changing the gap between the guide rail and the stop member.

13. The displacement suppression device for the elevator body according to any one of claims 1 to 12, wherein, When an earthquake is detected in the elevator, the second drive unit reduces the gap between the guide rail and the stop.

14. The displacement suppression device for the elevator body according to any one of claims 1 to 12, wherein, The displacement suppression device of the elevator's lifting body includes a measuring unit that measures the gap between the guide rail and the stop member. When the gap measured by the measuring unit is less than a preset threshold during normal operation, the second drive unit expands the gap between the guide rail and the stop. When an earthquake is detected in the elevator, the stop maintains its position with the gap between the stop and the guide rail reduced, regardless of the size of the gap measured by the measuring unit.

15. The displacement suppression device for the elevator body according to any one of claims 1 to 12, wherein, The displacement suppression device of the elevator body has three stop units that operate independently of each other. In one of the three stop units, the stop member is opposed to the front surface of the guide rail. In another of the three stop units, the stop member is opposite the rear surface of the guide rail. In the remaining of the three stop units, the stop is opposite to the left and right inner sides of the guide rail.

16. The displacement suppression device for the elevator body according to claim 13, wherein, The displacement suppression device of the elevator body has three stop units that operate independently of each other. In one of the three stop units, the stop member is opposed to the front surface of the guide rail. In another of the three stop units, the stop member is opposite the rear surface of the guide rail. In the remaining of the three stop units, the stop is opposite to the left and right inner sides of the guide rail.

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