Safety fence for elevator

Abstract

To provide a safety fence for an elevator capable of reducing rattling of a safety fence unit as much as possible without using consumables.SOLUTION: In the safety fence for the elevator having three safety fence units surrounding three sides on a car except an upper side of a car door, each of the safety fence units includes at least two supports and upper rails 3400, 1400 which are cross rails bridged between upper end parts of the two supports, and is provided so as to be changeable between a use state of surrounding the three sides by the three safety fence units and a storage state of not surrounding the three sides. An engaging part E1 is provided for restraining displacement in the longitudinal direction of at least one upper sash bar 3400 by engaging an end part of the upper sash bar 3400 being one horizontal sash bar of the adjacent safety fence units 3000 and 1000 with an end part of the upper sash bar 1400 being the other horizontal sash bar in the using state.SELECTED DRAWING: Figure 13

Description

[Technical Field]

[0001] The present invention relates to an elevator safety fence, and more particularly to an elevator safety fence used on an elevator car. [Background technology]

[0002] Safety fences are installed above elevator cars to ensure the safety of maintenance workers (hereinafter simply referred to as "workers") when working on the car. Safety fences generally consist of three safety fence units. These three safety fence units surround the car on three sides, excluding the area above the car door. The area above the car door is open so that workers can enter the car through the open landing door.

[0003] Each safety fence unit generally has at least two posts and two horizontal bars that span horizontally between the posts, spaced apart in the vertical direction. Hereinafter, the upper of the two horizontal bars will be referred to as the "upper bar" and the lower bar as the "middle bar."

[0004] In buildings where so-called machine-room-less elevators are installed, there is a demand for shorter overhead dimensions to reduce the building height. The overhead is the vertical distance from the floor of the highest floor to the top of the elevator shaft.

[0005] As a safety fence unit that can accommodate the reduction of overhead dimensions, Patent Document 1 discloses a structure in which the support pillar is erected when in use, and when not in use (when the escalator is operating normally), it rotates around its base end (lower end) and folds down toward the top of the car for storage.

[0006] Patent document 2 also discloses a safety fence unit in which the support posts are inserted into a guide frame fixed to the side wall of the car, and are guided to slide freely in the vertical direction, with the upper and horizontal bars being pulled up when in use and pushed down to near the top of the car when not in use.

[0007] Each of the safety fence units disclosed in Patent Document 1 and Patent Document 2 has a movable structure in which the posts can be rotated or slid, so that rattles tend to occur even when the unit is standing (in use), and it is therefore desirable to take some kind of countermeasure.

[0008] In contrast, in Patent Document 3, the posts of adjacent safety fence units 17 to 20 are bound together with binding wires 21, 21A, 21B, and 21C (Fig. 1 of Patent Document 3). This restricts the movement of adjacent safety fence units, which is thought to reduce rattling between each safety fence unit. [Prior art documents] [Patent documents]

[0009] [Patent Document 1] International Publication No. 2018 / 078762 [Patent Document 2] JP 2015-196572 A [Patent Document 3] Japanese Patent Application Laid-Open No. 2000-143129 Summary of the Invention [Problem to be solved by the invention]

[0010] However, each time the safety fence is used (each time maintenance work is performed), a disposable (consumable) binding wire is required, and if the binding wire is forgotten to be carried to the site, the above-mentioned binding work cannot be performed, which is a problem.

[0011] In view of the above-mentioned problems, the present invention aims to provide an elevator safety fence that can reduce rattling of the safety fence unit as much as possible without using consumables. [Means for solving the problem]

[0012] In order to achieve the above-mentioned object, the elevator safety fence of the present invention is an elevator safety fence having three safety fence units that surround three sides of the car excluding the area above the car door, each of which includes at least two pillars and a cross bar that is hung across the upper end portions of the two pillars, and is configured so that it can be changed between a usage state in which the three safety fence units surround the three sides and a storage state in which they do not, and is characterized in that in the usage state, an engagement portion is provided in which the end portion of one cross bar of adjacent safety fence units engages with the end portion of the other cross bar to restrain longitudinal displacement of at least one cross bar.

[0013] The engaging portion may include a slit formed in an end portion of one of the horizontal bars and a protrusion provided in an end portion of the other horizontal bar that fits into the slit.

[0014] The engaging portion further includes an insertion hole provided at an end portion of one of the horizontal bars, and a columnar protrusion provided at an end portion of the other horizontal bar and inserted into the insertion hole.

[0015] The engaging portion is characterized by including an insertion hole provided at an end portion of one of the horizontal bars and a columnar protrusion provided at an end portion of the other horizontal bar and inserted into the insertion hole.

[0016] Furthermore, the engaging portion is characterized in that it is formed in the process of changing the safety fence unit including the other cross bar from the stored state to the used state after the safety fence unit including the one cross bar is set to the used state. [Effects of the Invention]

[0017] According to the elevator safety fence of the present invention having the above-mentioned configuration, in the above-mentioned state of use, the longitudinal displacement of the cross bars of at least one of the adjacent safety fence units is mutually restricted.

[0018] This makes it possible to reduce rattling of the safety fence unit as much as possible when in use, compared to when the safety fence unit is supported only by the base end of the support pole.

[0019] Furthermore, since the engagement portion is realized by the shape of the end portion of the upper rail, which is the horizontal rail of the safety fence unit, consumables such as the binding wire of Patent Document 3 are not required. [Brief explanation of the drawings]

[0020] [Figure 1] 1 is a perspective view showing the schematic configuration of a machine room-less elevator in which an elevator safety fence according to an embodiment is installed. [Figure 2] FIG. 2 is a perspective view showing the schematic configuration of a car frame that supports a car on the inside and a safety fence provided on the car frame in the machine room elevator. [Figure 3] 1(a) is a side view showing the safety fence in use, and FIG. 1(b) is an enlarged view of part K in FIG. [Figure 4] FIG. 10 is a side view showing the safety fence in the stored state. [Figure 5] FIG. 1(a) is a perspective view of a guide member, and FIG. 1(b) is a perspective view of the guide member viewed from a different direction from that of FIG. [Figure 6] 3(a) is a cross-sectional view taken along line F-F in FIG. 3(a), and FIG. 3(b) is a cross-sectional view taken along line G-G in FIG. 3(a), showing the state in which the stopper restricts the vertical displacement of the support pillar. [Figure 7] 6(a) and 6(b) are cross-sectional views taken at the same positions as in FIG. 6(a) and FIG. 6(b), respectively, showing a state in which the restriction by the stopper has been released. [Figure 8] FIG. 2 is an enlarged perspective view showing a portion of the upper rail and the middle rail. [Figure 9] (a) is an enlarged front view of the part where the support post and the middle crosspiece intersect, and (b) and (c) are cross-sectional views of only the support post and the middle crosspiece in (a) along line H·H, with (a) showing the state when the wing nut is tightened and (c) showing the state when the wing nut is loosened. [Figure 10] (a) is an enlarged view of part M in Figure 4, and (b) is a view of (a) taken along line N·N, showing only the support pillar. [Figure 11] 10(a) and 10(b) are diagrams showing the state of the safety fence unit in the process of changing from the stored state to the use state, and are respectively drawn in accordance with FIG. 10(a) and FIG. 10(b). [Figure 12] 10(a) and 10(b) are diagrams showing the state of the safety fence unit in the process of changing from the stored state to the use state, and are respectively drawn in accordance with FIG. 10(a) and FIG. 10(b). [Figure 13] 2, (a) is an enlarged view of the S portion, showing a first type of engagement in which an end portion of one upper rail and an end portion of the other upper rail are engaged, (b) is an enlarged perspective view of the end portion of one upper rail in a disengaged state, and (c) is an enlarged perspective view of the end portion of the other upper rail in a disengaged state. [Figure 14] FIG. 14 is an explanatory diagram of a second type of engaging portion, and is a diagram drawn in accordance with FIG. [Figure 15] FIG. 14 is an explanatory diagram of a third type of engaging portion, and is a diagram drawn in accordance with FIG. [Figure 16] 13(a) to (c) are explanatory views of a fourth type of engaging portion, and (d) is a side view of the first pipe as seen in the direction of arrow P in (c). DETAILED DESCRIPTION OF THE INVENTION

[0021] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of an elevator safety fence according to the present invention will be described below with reference to the drawings.

[0022] <Elevators eligible for elevator safety fence installation> Fig. 1 is a perspective view showing the schematic configuration of a machine room-less elevator in which an elevator safety fence (hereinafter simply referred to as "safety fence") according to an embodiment is provided. Note that in Fig. 1, the safety fence and the car frame supporting the car are not shown.

[0023] The machine-room-less elevator 10 (hereinafter simply referred to as "elevator 10") has a roughly rectangular parallelepiped car chamber 14 with a doorway 12 on one side. The doorway 12 is provided with a central double-hinged car door 16.

[0024] The elevator 10 has a main rope 34 that is wound around a hoist 18 attached to the outer bottom of the car 14, a first return sheave 22 attached to the upper part of the hoistway 20, a drive sheave 26 of a hoisting machine 24 attached to the lower part of the hoistway 20, a second return sheave 28 attached to the upper part of the hoistway 20, and a hoist 32 of a counterweight 30, in this order. A first end 34a of the main rope 34 is attached to an overhead beam 36 attached to the upper part of the hoistway 20, and a second end 34b is attached to an overhead beam 38 also attached to the upper part of the hoistway 20. Note that while the main rope 34 is depicted by a single solid line in FIG. 1 for convenience, it is actually made up of multiple ropes.

[0025] Also installed in the elevator shaft 20 are car guide rails 40, 42 that vertically guide a car frame 48 (FIG. 2) described below that supports the car chamber 14, and counterweight guide rails 44, 46 that vertically guide the counterweight 30.

[0026] In elevator 10 configured as described above, when hoisting machine 24 is driven and drive sheave 26 rotates in the direction of arrow A, the portion of main rope 34 extending from first end 34a to first return pulley 22 is pulled up, causing car chamber 14 (car frame 48) to rise, and counterweight 30 to descend due to its own weight, etc. Conversely, when drive sheave 26 rotates in the direction of arrow B, the portion of main rope 34 extending from second return pulley 28 to second end 34b is pulled up, causing counterweight 30 to rise, and car chamber 14 (car frame 48) to descend due to its own weight, etc.

[0027] Here, the four sides of the top of the rectangular cab 14 will be referred to as a first side 14a, a second side 14b, a third side 14c, and a fourth side 14d, as shown in Figure 1. The first side 14a corresponds to the top of the car door 16. The side opposite the first side 14a is the fourth side 14d.

[0028] <Basket frame> FIG. 2 is a perspective view showing the schematic configuration of a car frame 48 that supports a car chamber 14 (not shown in FIG. 2) from the inside, and a safety fence 100 that is provided on the car frame 48.

[0029] The car frame 48 has an upper frame 50, a lower frame 52, and a pair of vertical frames 54, 56 connecting both ends of the upper frame 50 and the lower frame 52. Upper support members 58, 60 made of shaped steel are joined to both ends of the upper frame 50 in a position perpendicular to the upper frame 50. Lower support members 62, 64 made of shaped steel are joined to both ends of the lower frame 52 in a position perpendicular to the lower frame 52. In addition, a beam 61 made of shaped steel is suspended between one ends of the upper support members 58, 60 as another upper support member. Both ends of the beam 61 are joined to the upper support members 58, 60, respectively.

[0030] That is, each of the upper support members 58, 60 is attached to the upper frame 50 in a direction intersecting with one upper side (second side 14b, third side 14c) of the car 14. Each of the lower support members 62, 64 is attached to the lower frame 52 in a direction intersecting with one lower side of the car 14. In addition, the beam 61 is attached along the fourth side (FIG. 1) of the car 14.

[0031] Three rubber vibration isolators 66 are installed as vibration-isolating members at intervals in the longitudinal direction on the upper surface of each of the lower support members 62, 64. The car chamber 14 (FIG. 1) is housed inside the car frame 24 having the above-described configuration, resting on a plurality of the rubber vibration isolators 66 (six in this example).

[0032] The front side (the side on which the car door 16 is located) of the car chamber 14 (FIG. 1) is close to the vertical frames 54, 56, and the second side 14b and the third side 14c shown in FIG. 1 are housed inside the car frame 24 in a position along the upper support members 58 and 60, respectively.

[0033] The above-mentioned hoist 18 is attached to the lower support members 62 and 64. In addition, roller guides 68a, 68b, and 70a (the roller guide attached to the lower end of the vertical frame 56 is not shown in the figure) are provided at the upper and lower ends of the vertical frames 54 and 56, respectively, and serve as guide devices for raising and lowering the car frame 48 and, ultimately, the car chamber 14, guided by the car guide rails 40 and 42 (FIG. 1). Note that the guide devices are not limited to roller guides, and guide shoes may also be used.

[0034] <Safety fences, safety fence units> A safety fence 100 is provided to prevent workers working on the car room 14 from falling off the car room 14 during maintenance and inspection.

[0035] The safety fence 100 has three elevator safety fence units 1000, 2000, and 3000 (hereinafter simply referred to as "safety fence units 1000, 2000, and 3000") installed corresponding to each of the three sides (second side 14b, third side 14c, and fourth side 14d) of the four sides at the top of the car chamber 14, excluding the first side 14a above the car door 16.

[0036] 2 shows safety fence unit 1000 and safety fence unit 3000 in their used states, and safety fence unit 2000 in their stored state. Safety fence units 1000, 2000, and 3000 are all attached to car frame 48. More specifically, safety fence unit 1000 is attached to upper support member 58, and safety fence unit 2000 is attached to upper support member 60. Safety fence unit 3000 is attached so as to straddle (bridge) one end portion of upper support member 58 and one end portion of upper support member 60.

[0037] When attached to the car frame 48, the safety fence unit 1000 and the safety fence unit 2000 are bilaterally symmetrical when viewed from the first edge 14a of the top of the car chamber 14, and have basically the same configuration. Furthermore, the safety fence unit 1000 and the safety fence unit 3000 have basically the same configuration, except for the number of support posts, the length of the cross bars, and the shape of some of the posts, which will be described later. Therefore, the last three digits of the reference numerals for the components of the safety unit 2000 and the safety fence unit 3000 are given the same as the last three digits of the reference numerals for the corresponding components in the safety fence unit 1000, and their explanations will be omitted or only mentioned where appropriate, with the safety fence unit 1000 being described below as a representative.

[0038] Fig. 3(a) shows a side view of the safety fence 100 as viewed in the direction of arrow C in Fig. 2. Fig. 3(a) shows the safety fence 100 in use. Fig. 4 shows a side view of the safety fence 100 when stored, as viewed in the same direction as Fig. 3(a).

[0039] The safety fence unit 1000 has three posts 1100, 1200, and 1300. The three posts 1100, 1200, and 1300 are provided along the second side 14b (FIG. 1). An upper crossbeam 1400, which is a horizontal crossbeam, is horizontally extended between the upper ends of the posts 1100, 1200, and 1300. The upper crossbeam 1400 is joined by welding to the upper ends of the posts 1100, 1200, and 1300 (welding marks are not shown).

[0040] Furthermore, a center crosspiece 1500 is bridged between support columns 1100, 1200, and 1300. Center crosspiece 1500 is attached to each of support columns 1100, 1200, and 1300 so as to be slidable in the up and down direction. The configuration that allows this sliding will be described later.

[0041] The three columns 1100, 1200, and 1300 have the same configuration and installation method, but differ only in their installation positions. Therefore, column 1200 will be described as a representative, and the last two digits of the components of column 1100 and column 1300 will be assigned the same reference numerals as the last two digits of the corresponding components of column 1200, and detailed descriptions thereof will be omitted.

[0042] The support pillar 1200 is made of a square pipe. The support pillar 1200 is attached to the upper support member 58 of the car frame 48. Fig. 5(a) shows a perspective view of the attachment portion of the support pillar 1200 to the upper support member 58. Fig. 5(a) shows the safety fence 100 in use. Fig. 5(b) is a perspective view of the attachment portion of the support pillar 1200 to the upper support member 58 when the safety fence 100 is in the stored state, as seen from the opposite side to Fig. 5(a). Fig. 6(a) shows a cross-sectional view taken along line F-F in Fig. 3(a). Fig. 6(b) is a cross-sectional view taken along line G-G in Fig. 6(a).

[0043] The short side 1202a of the L-shaped angle member 1202 is fixed to the upper support member 58 with two sets of bolts and nuts 1204 (not shown in FIG. 6). A U-shaped member 1206, made of a channel steel with a U-shaped cross section, is welded to the long side 1202b of the L-shaped angle member 1202 in the position shown in FIG. 5(a). The U-shaped member 1206 and a portion of the long side 1202b form a cylindrical body (a square cylindrical body in this example), into which the support column 1200 is inserted. The support column 1200 is guided by the cylindrical body so that it can slide vertically. In other words, the cylindrical body formed by the U-shaped member 1206 and a portion of the long side 1202b functions as a guide member 1208 that guides the support column 1200 so that it can be displaced vertically. The U-shaped member 1206 has a window 1206a formed by cutting out part of the groove bottom in the width direction.

[0044] A short side 1210a of a bracket 1210 made from an L-shaped angle material is fixed with two bolts 1211 (not shown in FIG. 6) to the surface of the long side 1202b of the L-shaped angle member 1202 opposite the U-shaped member. A bolt hole 1210c is opened in the thickness direction at the tip of the long side 1210b of the bracket 1210.

[0045] A stopper 1212 made of a rectangular steel plate is provided along the lower surface of a long side portion 1210b of the bracket 1210. The stopper 1212 has an elongated hole 1212a formed in the longitudinal direction thereof.

[0046] A bolt 1214 is inserted from below into the elongated hole 1212a and then into the bolt hole 1210c, and a wing nut 1216 is threaded onto the exposed portion of the bolt hole 1210c. When the wing nut 1216 is tightened, the stopper 1212 is fixed to the bracket 1210, and when the wing nut 1216 is loosened, the stopper 1212 is free to slide relative to the bracket 1210 in the length direction of the elongated hole 1212a.

[0047] A slit 1202 c slightly longer than the width of the stopper 1212 is formed in the long side 1202 b of the L-shaped angle member 1202 at a position opposite to the window 1206 a of the U-shaped member 1206 .

[0048] Furthermore, through holes 1200a and 1200b are formed on two opposing side surfaces of the lower end portion of the square cylindrical support 1200, into which the stopper 1212 can be smoothly inserted without any play (FIG. 6(b)).

[0049] 5(a) and 6 show the state after the stopper 1212 has been sequentially inserted into the slit 1202c, the through-hole 1200a, the through-hole 1200b, and the window 1206a. As a result, the vertical displacement of the support pillar 1200 relative to the guide member 1208 and thus the car frame 48 (upper support member 58) is restricted, and the support pillar 1200 is placed in a usable state protruding above the car chamber 14.

[0050] Fig. 7 shows the state in which stopper 1212 has been removed (retracted) from window 1206a, through-hole 1200b, through-hole 1200a, and slit 1202c. Fig. 7(a) and Fig. 7(b) are cross-sectional views taken at the same positions as Fig. 6(a) and Fig. 6(b), respectively.

[0051] 7, the restriction on the support 1200 is released, and the support 1200 is guided by the guide member 1208 and becomes movable up and down. The support 1200, together with the support 1100 and the support 1300, can be moved up and down by manually moving the upper rail 1400 fixed to the upper end of the support 1200 up and down.

[0052] 8 shows a partially enlarged perspective view of the upper rail 1400 and the middle rail 1500 in FIG. 1. The upper rail 1400 includes a first pipe 1410, a second pipe 1420, and a flat bar 1430 that connects the first pipe 1410 and the second pipe 1420. The flat bar 1430 is bent into a U-shape as shown in FIG. 8. The first pipe 1410 and the second pipe 1420 are joined to the flat bar 1430 by a set of bolts and nuts 1440.

[0053] Like the upper rail 1400, the middle rail 1500 includes a first pipe 1510, a second pipe 1520, and a flat bar 1530 that connects the first pipe 1510 and the second pipe 1520. The first pipe 1510 and the second pipe 1520 are joined to the flat bar 1530 by a set of bolts and nuts 1540.

[0054] The reason why the upper sash 1400 and middle sash 1500 are not made from a single straight pipe, but rather are made by inserting a U-shaped flat bar 1430, flat bar 1430 in the middle along their length will be explained later.

[0055] As described above, the upper crosspiece 1400 is joined to the upper end portions of the support columns 1100, 1200, and 1300. In contrast, the middle crosspiece 1500 is provided so as to be switchable between a state in which it is fixed to each of the support columns 1100, 1200, and 1300, and a state in which it is slidable within a predetermined range in the longitudinal direction.

[0056] This switchable configuration will be explained with reference to Figure 9. This configuration is the same for support pillar 1100, support pillar 1200, and support pillar 1300, so here we will explain support pillar 1200 as a representative, and will omit explanations for support pillar 1100 and support pillar 1300.

[0057] Figure 9(a) is an enlarged front view of the portion where the support 1200 and the middle crosspiece 1500 (the first pipe 1510) intersect, and Figures 9(b) and 9(c) are views of only the support 1200 and the first pipe 1510 in Figure 9(a) cut along line H·H, with Figure 9(b) showing the state in which the wing nut 1220 described below has been tightened, and Figure 9(c) showing the state in which the wing nut 1220 has been loosened.

[0058] A long hole 1200c and a long hole 1200d are formed in the longitudinal direction (vertical direction) on each of two opposing surfaces of support 1200, which is made of a square pipe. Also, a first pipe 1510, which is made of a square pipe, has through holes 1510a and 1510b formed in each of two opposing surfaces, each having a diameter equal to the width of long hole 1200c and long hole 1200d.

[0059] The bolt 1218 is inserted through the oblong hole 1200c, the oblong hole 1200d, the through hole 1510a, and the through hole 1510b. 510b, a wing nut 1220 is screwed onto the exposed portion of the first pipe 1510.

[0060] In the above configuration, when the wing nut 1220 is tightened, the middle crosspiece 1200 (first pipe 1510) is fixed to the support 1200 (Figure 9(b)), and when the wing nut 1220 is loosened, the middle crosspiece 1200 (first pipe 1510) becomes slidable in the vertical direction relative to the support 1200 within the full length of the elongated holes 1200c and 1200d (Figure 9(c)).

[0061] As shown in FIG. 3(b), a bolt and nut 1222 is attached to the lower end portion of the support 1200 as a retaining member to prevent it from coming off the guide member 1208. Specifically, bolt holes (not shown) are drilled in each of two opposing side surfaces of the lower end portion of the support 1200, and a bolt 1222a is inserted through one of the bolt holes, and a nut 1222b is screwed onto the threaded portion of the bolt 1222a protruding from the other bolt hole. By tightening the support 1200 with the head of the bolt 1222a and the nut 1222b, the bolt and nut 1222 is fixed to the support 1200, and this functions as the retaining member.

[0062] Next, the movement of the safety fence unit from the stored state to the usable state will be described using the safety fence unit 1000 as an example. Fig. 10(a) is an enlarged view of part M in Fig. 4, with the middle part of the support pole 1200 omitted. Fig. 10(b) is a cross-sectional view of only the support pole 1200 taken along line N-N in Fig. 10(a). Figs. 11(a), 11(b), 12(a), and 12(b) are views showing states on the way to the usable state, respectively, and are drawn in accordance with Figs. 10(a) and 10(b).

[0063] In the stored state, the middle rail 1500 abuts against the guide member 1208. The upper rail 1400, which is fixed to the upper end of the support 1200, is lowered until the upper ends of the elongated holes 1200c and 1200d abut against the threaded portions of the bolts 1218. The upper ends of the elongated holes 1200c and 1200d are positioned so that there is a gap between the upper rail 1400 and the middle rail 1500 that is at least large enough to insert a fingertip.

[0064] If the upper and middle crosspieces were constructed from a single straight pipe, as can be seen in FIG. 2, the horizontal crosspieces (upper and middle crosspieces) would interfere with the roller guide 68a and would not be able to descend to the guide member 1208. Therefore, we designed the horizontal crosspieces (upper and middle crosspieces) 1400 and 1500 to avoid interference with the roller guide 68a when stored (in the stored state). In other words, we provided U-shaped flat bars 1430 and 1530 midway along their length. As long as the shape avoids interference with the roller guide 68a, the shape is not limited to a U-shape and can be, for example, a semi-elliptical arc shape. Furthermore, instead of using flat bars, the pipe itself can be bent into a U-shape.

[0065] To change from the stored state to the usable state, first loosen the wing nut 1220. Then, insert your fingertips into the gap between the upper rail 1400 and the middle rail 1500, lift the upper rail slightly, and then grip the upper rail 1400 firmly.

[0066] Then, the upper rail 1400 is lifted up, and the support 1200 to which the upper rail 1400 is fixed also slides upward (FIG. 11).

[0067] Furthermore, when the upper crosspiece 1400 is lifted, the lower ends of the elongated holes 1200c and 1200d formed in the support 1200 come into contact with the bolt 1218, and the middle crosspiece 1500 also rises, displacing upward together with the support 1200 (FIG. 12).

[0068] Then, lift the upper rail 1400 until the through-holes 1200a, 1200b at the lower end of the support 1200 communicate with the slit 1202c of the L-angle member 1202 and the window 1206a of the U-shaped member 1206, insert the stopper 1212 into the communicating hole, and tighten the wing nut 1216. This puts the safety fence unit 1000 into a usable state.

[0069] When adjusting the position of the middle crosspiece 1500 upward, the middle crosspiece 1500 is lifted to the desired position, and the wing nut 1220 is tightened to fix it to the support 1200.

[0070] The above is the series of movements that safety fence unit 1000 (and the same goes for safety fence unit 2000 and safety fence unit 3000) makes from the stored state to the used state. When safety fence unit 1000 is in the used state, that is, when safety fence unit 1000 is standing upright above car chamber 14, the base ends (lower end portions) of support pillars 1100, 1200, and 1300 are supported only by guide members 1108, 1208, and 1308, and there is some play between each guide member and the base end of each pillar.

[0071] Therefore, in order to increase the stability of the safety fence unit when in use, this embodiment provides an engagement portion where one end of the upper cross bars, which are the horizontal bars of adjacent safety fence units (safety fence unit 1000 and safety fence unit 3000, safety fence unit 2000 and safety fence unit 3000), engages with each other.

[0072] The engagement portion between safety fence unit 1000 and safety fence unit 3000 has a similar configuration to the engagement portion between safety fence unit 2000 and safety fence unit 3000, so we will explain the engagement portion between safety fence unit 1000 and safety fence unit 3000 as a representative, and will omit explanation of the engagement portion between safety fence unit 2000 and safety fence unit 3000.

[0073] The upper rail 3410 of the safety fence unit 3000 is made up of a square straight pipe 3410 (hereinafter simply referred to as the pipe 3410). The pipe 3410 is the same size as the first pipe 1410 of the upper rail 1400 of the safety fence unit 100.

[0074] The four types of engagement portions will now be described. [Type 1] Figure 13(a) is an enlarged view of portion S in Figure 2, showing a first type of engagement portion E1 where an end portion of the upper rail 1400 of the safety fence unit 1000 engages with an end portion of the upper rail 3400 of the safety fence unit 3000. Figure 13(b) is an enlarged perspective view of the end portion of the upper rail 3400 in a disengaged state, and Figure 13(c) is an enlarged perspective view of the end portion of the upper rail 1400 in a similar disengaged state.

[0075] As shown in FIG. 13(b), a slit 3411 is formed at the end portion of the pipe 3410 in a direction perpendicular to the longitudinal direction thereof.

[0076] On the other hand, as shown in FIG. 13(b), one of the four corners of the end portion of the first pipe 1410 is cut away to form a protrusion 1411 made up of a part of one side surface.

[0077] 13(a), the engagement portion E1 is composed of a slit 3411 and a protrusion 1411 that fits into the slit 3411. Because of the provision of the engagement portion E1 configured as described above, when changing the safety fence 100 from the stored state to the used state, the safety fence unit 3000 is first set to the used state, and then the protrusion 1411 is fitted into the slit 3411 from below during the process of changing the safety fence unit 1000 from the stored state to the used state. In other words, the engagement portion E1 is formed during the process of changing the safety fence unit 1000 from the stored state to the used state after the safety fence unit 3000 is set to the used state.

[0078] According to the engagement portion E1 of the above configuration, the end portion of the upper crosspiece 3400 (pipe 3410) and the end portion of the upper crosspiece 1400 (first pipe 1410) engage (interlock), and the upper crosspiece 3400 is restrained from displacement in its longitudinal direction (the directions of arrows D1 and D2), and the upper crosspiece 1400 is restrained from displacement in the direction of the longitudinal arrow D3.

[0079] [Second type] FIG. 14 is a diagram for explaining the second type of engagement portion E2, and each of FIGS. 14(a), (b) and (c) is drawn based on FIGS. 13(a), (b) and (c), respectively.

[0080] One of the four side surfaces (lower surface) of the pipe 3410 has a through hole 3412 formed therein as an insertion hole for a bolt 1413, which will be described later.

[0081] Meanwhile, one of the four corners of the end portion of the first pipe 1410 is cut away, and a through-hole 1412 is opened on the underside. A bolt 1413 is inserted into the through-hole 1412 from below, and the head of the bolt 1413 is joined to the underside of the first pipe 1410 by welding (the welded part is not shown in the figure). A columnar protrusion is formed by the bolt 1413 protruding from the underside.

[0082] 14(a), the engagement part E2 is composed of a bolt 1413, which is a columnar protrusion provided at the end part of the upper rail 1400, and a through-hole 3412, which is an insertion hole provided at the end part of the upper rail 3400 and into which the bolt 1413 is inserted. In this case, when putting the safety fence 100 into use, the order of putting the safety fence unit 3000 into use and then putting the safety fence unit 1000 into use is the same as in the case of the engagement part E1.

[0083] According to the engagement portion E2 of the above configuration, the end portion of the upper crosspiece 3400 (pipe 3410) engages (interlocks) with the end portion of the upper crosspiece 1400 (first pipe 1410), and the upper crosspiece 3400 is restrained from displacement in its longitudinal direction (the directions of arrows D1 and D2), and the upper crosspiece 1400 is also restrained from displacement in its longitudinal direction (the directions of arrows D3 and D4).

[0084] The columnar projection is not limited to the bolt 1413, and for example, the through hole 1412 may be eliminated and one end of a pin member (not shown) may be joined at that position by welding or the like.

[0085] [Third Type] FIG. 15 is a diagram for explaining the third type of engaging portion E3, and is drawn in accordance with FIG. 13, as with FIG.

[0086] 15(a), the engagement portion E3 is a combination of the engagement portion E1 and the engagement portion E2. That is, the engagement portion E3 is composed of a slit 3411, a protrusion 1411 fitted thereto, a bolt 1413, and a through hole 3412 into which the bolt 1413 is inserted.

[0087] According to the engagement portion E3 of the above configuration, the end portion of the upper crosspiece 3400 (pipe 3410) engages (interlocks) with the end portion of the upper crosspiece 1400 (first pipe 1410), and the upper crosspiece 3400 is restrained from displacement in its longitudinal direction (the directions of arrows D1 and D2), and the upper crosspiece 1400 is also restrained from displacement in its longitudinal direction (the directions of arrows D3 and D4).

[0088] [Fourth Type] Figures 16(a) to (c) are diagrams for explaining a fourth type of engaging portion E4, and are drawn in accordance with Figure 13, as with Figures 14 and 15. Figure 16(d) is a side view of Figure 16(c) as seen in the direction of arrow P.

[0089] The engaging portion E4 is configured such that only the shape of the end portion of the pipe 3410 and the shape of the end portion of the first pipe 1410 mutually restricts the longitudinal displacement of the upper rail 3400 and the upper rail 1400.

[0090] The shape of the end portion of the pipe 3410 is the same as that of the engaging portion E1. That is, the end portion of the pipe 3410 is formed with a slit 3411 in a direction perpendicular to the longitudinal direction thereof.

[0091] 16(c), the end portion of the first pipe 1410 has a shape in which a portion is cut away from the top surface to one side surface at a short distance from the end. This cutting creates an L-shaped cross-section window 1414 in the end portion of the first pipe 1410. This cutting also forms a protrusion 1415 consisting of a portion of one side surface, similar to the engagement portion E1.

[0092] In the fourth type, the end portion of the pipe 3410 is fitted into the window 1414 by fitting the protrusion 1415 into the slit 3411 (FIG. 16(a)). This forms the engagement portion E4.

[0093] Like engagement portion E1, engagement portion E4 restricts the displacement of upper crosspiece 3400 (pipe 3410) in its longitudinal direction (the directions of arrows D1 and D2). Side edges 1414a and 1414b of window 1414 abut against the side surfaces of pipe 3410, restricting displacement of upper crosspiece 1400 (first pipe 1410) in its longitudinal direction (the directions of arrows D3 and D4).

[0094] According to the engagement portion of the above embodiment, when the safety fence 100 is in use, the longitudinal displacement of at least one upper rail (both upper rails in the case of engagement portion E2, engagement portion E3, and engagement portion E4) of adjacent safety fence units (safety fence unit 3000 and safety fence unit 1000, or safety fence unit 3000 and safety fence unit 2000) is mutually restricted.

[0095] This makes it possible to reduce rattling of the safety fence unit as much as possible when in use, compared to when the safety fence unit is supported only by the base end of the support pole.

[0096] Furthermore, since the engagement portion is realized by the shape of the end portion of the upper rail, which is the horizontal rail of the safety fence unit, consumables such as the binding wire of Patent Document 3 are not required.

[0097] Furthermore, in the safety fence described in Patent Document 3, as can be seen from Figure 1, the posts of adjacent safety fence units must be bound together with binding wire, so two posts must be placed at both ends of the horizontal rail. This results in a wide spacing (span) between the posts, leaving a large gap between the two posts, which is undesirable as a safety fence.

[0098] In contrast to this, according to this embodiment, when the safety fence 100 is in use, the end portions of the upper rails of adjacent safety fence units (safety fence unit 3000 and safety fence unit 1000, or safety fence unit 3000 and safety fence unit 2000) engage with each other to form an engaging portion, so the support posts can be installed at any longitudinal position on the upper rails, and the span between the support posts is not restricted as in Patent Document 3.

[0099] The present invention has been described above based on the embodiments, but it goes without saying that the present invention is not limited to the above-described embodiments, and the following embodiments may also be used. (1) In the above embodiment, an example was shown in which the safety fence 100 was installed on the car frame of a machine room-less elevator, but the elevator safety fence of the present invention can also be installed on the car frame of a traction type elevator in which the machine room is located above the hoistway.

[0100] (2) In the above embodiment, the safety fence units 1000 and 2000 have three support posts, and the safety fence unit 3000 has two support posts. However, the number of support posts per safety fence unit is not limited to this. For example, it can have four or more support posts depending on the length of the cross bars (upper and middle bars). In short, the present invention can be applied to safety fence units having at least two support posts.

[0101] (3) At the engagement portions E1, E2, E3, and E4, the shape of the end portion of the upper rail 1400 (first pipe 1410) and the shape of the end portion of the upper rail 3400 (pipe 3410) may be interchanged (the same applies to the relationship between the safety fence unit 2000 and the safety fence unit 3000). In this case, to change the safety fence from the stored state to the used state, first the safety fence unit 1000 and the safety fence unit 2000 are set to the used state, and then the safety fence unit 3000 is changed from the stored state to the used state. [Industrial Applicability]

[0102] The present invention can be suitably used for elevator safety fences that are installed on elevator cars, used during maintenance and inspection work, and stored during normal operation. [Explanation of symbols]

[0103] 100 safety fence 1000, 2000, 3000 safety fence units 1100, 1200, 1300 posts 1400 Upper pier 3100, 3200 pillar 3400 Upper pier E1 Engagement part

Claims

1. An elevator safety fence having three safety fence units surrounding three sides of the car excluding the area above the car door, Each of the safety fence units includes at least two posts and a crosspiece spanning the upper end portions of the two posts, and is configured so as to be changeable between a use state in which the three safety fence units surround the three sides and a storage state in which they do not surround the three sides, An elevator safety fence characterized in that, in the above-mentioned state of use, an engagement portion is provided in which the end portion of one horizontal bar of adjacent safety fence units engages with the end portion of the other horizontal bar, thereby restraining the longitudinal displacement of at least one horizontal bar.

2. The elevator safety fence according to claim 1, characterized in that the engaging portion includes a slit formed at the end portion of one of the horizontal bars and a protrusion provided at the end portion of the other horizontal bar that engages with the slit.

3. The elevator safety fence according to claim 2, characterized in that the engagement portion further includes an insertion hole provided at an end portion of the one horizontal bar and a columnar protrusion provided at an end portion of the other horizontal bar and inserted into the insertion hole.

4. The elevator safety fence according to claim 1, characterized in that the engaging portion includes an insertion hole provided at an end portion of one of the horizontal bars and a columnar protrusion provided at an end portion of the other horizontal bar and inserted into the insertion hole.

5. An elevator safety fence as described in any one of claims 1 to 4, characterized in that the engagement portion is formed in the process of changing a safety fence unit including the other cross bar from the stored state to the used state after the safety fence unit including the one cross bar is set to the used state.

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