elevator

Abstract

To provide an elevator that reduces the effort required for elevator repair work. [Solution] The elevator 10 includes a transmission mechanism 50 which includes a rotating part 52 that rotates in conjunction with the lifting operation of the connecting part 37 and a lifting rod 56 into which the rotating part 52 engages; a plate cam 62 which is rotatably engaged with the displacement of the lifting rod 56 and a first braking member 64 and a second braking member 66 which are configured to clamp the guide rail GL by being biased on the plate cam 62 as the plate cam 62 rotates, and an emergency stop device 60 which applies a braking force to the guide rail GL via the first braking member 64 and the second braking member 66 as the plate cam 62 rotates; and the transmission mechanism 70 engages the rotating part 52 with the lifting rod 56 via an elongated hole 56A provided in the lifting rod 56.

Description

Technical Field

[0001] The present invention relates to an elevator, and particularly to an elevator having a function of applying a braking force when an overspeed of a car is detected.

Background Art

[0002] An elevator is provided with a speed governor that detects when the lifting speed of the car increases beyond a preset reference speed, in other words, when an overspeed is detected, and an emergency stopping device that applies a braking force to the car to stop it when the speed governor detects an overspeed.

[0003] As an example, this speed governor is configured such that an endlessly stretched governor rope between a governor sheave installed directly above a hoistway and a tension sheave installed in a hoistway pit is connected to the car via a connecting portion. The connecting portion includes a connecting part attached to the governor rope, and a governor lever having the connecting part attached to one end thereof and rotatably supported by the car, and serves to move the governor rope up and down in synchronization with the lifting and lowering of the car. The speed governor detects the lifting speed of the car based on the rotation of the governor sheave around which the governor rope is stretched.

[0004] The speed governor also has a role of activating an emergency stopping device installed on the car when the lifting speed of the car exceeds a preset speed limit. More specifically, when it is detected via the governor sheave that the preset speed limit is exceeded, the lifting movement of the governor rope is stopped via, for example, a gripping mechanism provided in the speed governor, and accordingly, when the governor lever rotates, the emergency stopping device installed on the car operates in conjunction with the rotation of the lever.

[0005] Among these emergency stopping devices, there is a cam-type device that generates a braking force by pressing a sliding member such as a brake shoe against a guide rail that guides the car using, for example, a cam.

[0006] For example, Patent Document 1 discloses an elevator equipped with a cam-type emergency stop device that biases one brake shoe 6 against the guide rail 8 as the plate cam rotates, and applies braking force by pressing the other brake shoe 2 against the guide rail 8 via a thrust block as the cam slides and rotates on the guide rail 8, thereby clamping the rail 8 from both sides.

[0007] Incidentally, when using a cam-type emergency stop device, it is necessary to rotate the cam in conjunction with the rotation of the governor lever to bring it into contact with the guide rail, so a transmission mechanism is also required to transmit the rotational force of the governor lever to the cam. [Prior art documents] [Patent Documents]

[0008] [Patent Document 1] German Patent Application Publication No. 19606861 [Overview of the project] [Problems that the invention aims to solve]

[0009] However, in the transmission mechanism described above, the cam rotates due to the frictional force between it and the guide rail when the cam comes into contact with the guide rail, which can easily lead to a large load on the cam. Therefore, it is possible that the transmission mechanism may be subjected to excessive load, deform, or break.

[0010] When the transmission mechanism is damaged in this way, it becomes necessary to replace or repair the transmission mechanism in addition to the elevator itself when restoring the elevator to a state where it can operate normally, which makes the restoration process time-consuming. As a result, there is a problem that the period of time when elevators are out of service before normal operation can be resumed will be long.

[0011] The present invention aims to provide an elevator that can reduce the effort required for elevator repair work. [Means for solving the problem]

[0013] The elevator of the present invention is connected to the governor rope, which is stretched between the governor sheave and the tensioner, via a connecting part and through the governor rope. Link As the department is raised Guided vertically via guide rails The elevator is configured to apply a braking force to the elevator car and comprises a transmission mechanism including a rotating part that rotates in conjunction with the lifting operation of the coupling part and an interlocking part that is biased to the rotating part, and a cam-type braking mechanism including a cam member configured to rotate in accordance with the displacement of the interlocking part, which applies a braking force to the guide rail as the cam member rotates, wherein the transmission mechanism is configured such that the interlocking part and the rotating part are separated as the interlocking part is displaced in accordance with the rotation of the cam member while a braking force is applied.

[0014] In the elevator of the present invention, the interlocking part may include a first rod-shaped member whose one end is rotatably connected to a cam member, and a second rod-shaped member that pulls up the first rod-shaped member as the rotating part rotates.

[0015] In the elevator of the present invention, the interlocking part may include a third rod-shaped member that biases the cam member in a predetermined direction in accordance with the rotation of the rotating part.

[0016] In the elevator of the present invention, the cam member may be configured such that the position of the center of rotation is eccentric. [Effects of the Invention]

[0017] According to one aspect of the present invention, since the rotating part is engaged with the elongated hole of the interlocking member, even when the interlocking member is pulled due to the rotation of the cam member while a braking force is applied via the cam-type braking mechanism, the transmission of the pulling force from the interlocking member to the rotating part is suppressed. This prevents damage to the transmission mechanism when the cam-type braking mechanism is activated. As a result, the effort required for elevator repair work can be reduced.

[0018] According to another aspect of the present invention, when a braking force is applied via a cam-type braking mechanism, the interlocking part is displaced as the cam member rotates, causing the rotating part and the interlocking part to separate. Therefore, even if the interlocking part is displaced by the biasing force received from the cam member, it is possible to suppress the generation of excessive load between the interlocking part and the rotating part. This prevents damage to the transmission mechanism when the cam-type braking mechanism is activated. As a result, the effort required for elevator repair can be reduced. [Brief explanation of the drawing]

[0019] [Figure 1] Figure 1 shows a schematic configuration of an elevator in the first embodiment. [Figure 2] Figure 2(a) is a schematic diagram showing the area around the emergency stop device included in the elevator in the first embodiment, and Figure 2(b) is a diagram showing the area around the lifting rod as viewed from direction A shown in Figure 2(a). [Figure 3] Figure 3 is a schematic diagram showing the internal configuration of the emergency stop device shown in Figure 2(a). [Figure 4] Figure 4(a) shows the state in which the first braking member contacts the guide rail as the cam rotates in the emergency stop device shown in Figure 2(a), and Figure 4(b) shows the state in which the second braking member also contacts the guide rail as the cam rotates further from the state shown in Figure 4(a), and the guide rail is sandwiched between both braking members. [Figure 5] Figure 5(a) is a schematic diagram showing the configuration of the elevator emergency stop device in the second embodiment, and Figure 5(b) is a diagram showing the state when the emergency stop device shown in Figure 5(a) is activated. [Figure 6] Figure 6 shows a schematic configuration of an emergency stop device provided in an elevator according to the third embodiment. [Figure 7]Fig. 7(a) is a diagram schematically showing a state when the first braking member is displaced toward the guide rail side due to rotation of the rotating lever of the safety gear provided in an elevator according to the third embodiment, and Fig. 7(b) is a diagram schematically showing a state when the second braking member is further displaced toward the guide rail side from the state shown in Fig. 7(a). MODE FOR CARRYING OUT THE INVENTION

[0020] Hereinafter, an elevator 10 according to a first embodiment of the present invention will be described with reference to the drawings. Note that in each drawing, the scales of constituent elements are not necessarily uniform. In each drawing, a horizontal direction perpendicular to the axial direction of the sheave 14A is indicated as horizontal direction X, a horizontal direction perpendicular to horizontal direction X is indicated as horizontal direction Y, and a vertical direction is indicated as vertical direction Z.

[0021] Fig. 1 is a schematic diagram showing the overall configuration of the elevator 10. As shown in Fig. 1, the elevator 10 is a rope-type elevator adopting a traction system as the driving system, and a machine room M is provided directly above the hoistway 12. The elevator 10 includes a hoisting machine 14 in the machine room M. The hoisting machine 14 includes a sheave 14A and an electric motor that drives the sheave 14A. A main rope 16 is stretched around the sheave 14A, a car 26 is suspended from one end side of the main rope 16, and a counterweight 24 is suspended from the other end side thereof. The car 26 and the counterweight 24 are respectively arranged to be guided in the vertical direction via guide rails GL1, GL2 laid in the hoistway 12 (hereinafter, appropriately referred to as "guide rails GL" when there is no particular need to distinguish them). In Fig. 1, in order to avoid complicated illustration, only the guide rails GL1, GL2 on the far side of the car 26 and the counterweight 24 are illustrated, and illustration of the guide rails GL arranged on the near side is omitted.

[0022] Furthermore, the elevator 10 is equipped with a speed governor 30 that has the function of detecting overspeed of the elevator car 26, and an emergency stop device 60 attached to the bottom of the elevator car 26. The speed governor 30 includes a governor sheave 32 installed in the machine room M, a tension sheave 34 installed in the bottom (pit) 12P of the hoistway 12, and a governor rope 36 stretched endlessly between the two sheaves 32 and 34. The tension sheave 34 has the function of applying tension to prevent the governor rope 36 from becoming slack. The governor rope 36 is connected to the elevator car 26 via a connecting part 37 attached to the elevator car 26, and the governor rope 36 moves up and down in conjunction with the up and down movement of the elevator car 26. As a result, the governor sheave 32 on which the governor rope 36 is stretched rotates in conjunction with the up and down movement of the governor rope 36.

[0023] The connecting portion 37 includes a governor lever 38 rotatably supported by the elevator car 26 and a connecting portion 39 pivotally supported by the governor lever 38. The connecting portion 39 is cylindrical and through which the governor rope 36 is inserted and fixed.

[0024] The speed governor 30 has the function of detecting overspeed of the elevator car 26 based on the rotational speed of the governor sheave 32 described above. More specifically, when the lifting speed of the elevator car 26 increases abnormally and the lifting speed of the elevator car 26 detected via the governor sheave 32 reaches a predetermined first limit speed, the speed governor 30 transmits a stop signal to the control device 40, which will be described later. As a result, a braking unit (not shown) provided on the sheave 14A of the hoisting machine 14 is activated via the control device 40.

[0025] Furthermore, the speed governor 30 has a gripping mechanism 35 configured to grip the governor rope 36. When the descent speed of the elevator car 26, detected via the governor sheave 32, reaches a second limit speed greater than the first limit speed, the speed governor 30 grips the governor rope 36 via the gripping mechanism 35. This stops the upward and downward movement of the governor rope 36 and also stops the connection part 39. As a result, the governor lever 38, which is rotatably supported by the elevator car 26, is pulled up and rotated in a predetermined direction α. ​​The emergency stop device 60 is activated via the transmission mechanism 50 (see Figure 2(a)) in conjunction with the rotation of the governor lever 38.

[0026] Furthermore, the governor lever 38 is constantly biased in the direction opposite to the predetermined direction α by an elastic force such as a spring. This prevents the governor lever 38 from rotating in the predetermined direction α due to the moment of inertia acting on the governor lever 38 during the upward and downward movement of the elevator car 26 during normal operation.

[0027] Figure 2(a) is a schematic diagram showing the configuration of the emergency stop device 60 and the transmission mechanism 50. Figure 2(b) is a diagram showing the configuration of the engagement pin 54 and the lifting rod 56 as viewed from direction A shown in Figure 2(a). As shown in Figures 2(a) and 2(b), the transmission mechanism 50 includes a rotating part 52 configured to operate in conjunction with the movement of the governor lever 38, and a lifting rod (interlocking member) 56 that engages with the rotating part 52, and has the role of activating the emergency stop device 60 in conjunction with the lifting movement of the governor lever 38. The rotating part 52 includes a shaft part 53 that rotates in conjunction with the pivot axis of the governor lever 38. Alternatively, the pivot axis of the governor lever 38 may be used instead of the shaft part 53. An engagement pin 54 is attached to this shaft part 53 via a fixed lever 53A. The engagement pin 54 is a rod-shaped member configured to rotate synchronously with the shaft part 53.

[0028] The lifting rod 56 is a long, plate-shaped member, with an elongated hole 56A at its upper end through which an engagement pin 54 is inserted, and its lower end is rotatably connected to a plate cam 62 (described later) via a rotating shaft 62C, and its role is to rotate the plate cam 62 in the rotational direction B.

[0029] Here, Figure 3 is a simplified diagram showing the internal configuration of the emergency stop device 60 shown in Figure 2(a). In Figure 3, the retaining member 64C and stoppers 68C and 69C are not shown.

[0030] As shown in Figures 2(a) and 3, the emergency stop device 60 is a cam-type braking mechanism comprising a plate cam (cam member) 62, a first braking member 64 biased by the plate cam 62, a second braking member 66 that sandwiches the guide rail GL between itself and the first braking member 64, a housing 68 that houses the plate cam 62, the first braking member 64, and the second braking member 66, and a movable frame 69 attached to the housing 68. The first braking member 64 and the second braking member 66 correspond to the braking parts. The housing 68 is fixedly installed at the bottom of the elevator car 26, and guides 68A and 68B extending in the left-right direction are provided at both the upper and lower ends inside the housing 68. The movable frame 69 is attached to the housing 68 via the guides 68A and 68B so as to be movable in the left-right direction. The plate cam 62 and the second braking member 66 are attached to this movable frame 69.

[0031] The plate cam 62 consists of a first cam 62A, which has an egg-shaped periphery, and a second cam 62B, which has a smaller outer diameter than the first cam 62A and is roughly circular in shape. The plate cam 62 is pivotally supported on the movable frame 69 in an eccentric state, in other words, such that the position of the center of rotation is at a position RT that is different from the center of gravity.

[0032] The first braking member 64 includes a brake shoe 64A, a vertically elongated plate-shaped bracket 64B to which the brake shoe 64A is attached, and first elastic springs 65A and 65B that bias the movable frame 69 in a direction toward the guide rail GL, and is positioned on the front side of the movable frame 69. The bracket 64B is provided with a hollowed-out portion CL in the central part in the vertical direction opposite to the guide rail GL, which is hollowed out in a roughly arc shape, and is configured so that a part of the second cam 62B of the plate cam 62 fits into it in a rotatable state.

[0033] Furthermore, a retaining member 64C, which is roughly C-shaped, is attached between the center of the second cam 62B and the central part of the bracket 64B in the vertical direction. The ends of this retaining member 64C are rotatably attached to the center of the second cam 62B and the central part of the bracket 64B in the vertical direction, respectively. This allows the second cam 62B to be held rotatably while maintaining its fitted state in the recessed portion CL of the bracket 64B, and enables the plate cam 62 to rotate while maintaining a constant relative position between the bracket 64B and the second cam 62B.

[0034] Here, as the plate cam 62 rotates in the rotational direction B, the second cam 62B is displaced toward the guide rail GL. In addition, a stopper 69C is attached to the movable frame 69 at the upper end of the bracket 64B opposite to the guide rail GL, and a stopper 68C is attached to the housing 68 at the lower end of the bracket 64B opposite to the guide rail GL.

[0035] As a result, when the bracket 64B is biased by the second cam 62B, the upper and lower stoppers 68C and 69C restrict the displacement of both ends of the bracket 64B away from the guide rail GL. Consequently, the brake shoe 64A can smoothly contact the guide rail GL and exert braking force.

[0036] With the above configuration, when the plate cam 62 rotates, the second cam 62B is displaced toward the guide rail GL, which makes it possible to bias and press the first braking member 64 against the guide rail GL against the elastic force of the first elastic springs 65A and 65B.

[0037] The second braking member 66 includes a brake shoe 66A, a plate-shaped bracket 66B to which the brake shoe 66A is attached, and second elastic springs 69A and 69B, and is supported by the movable frame 69 so as to be movable in the left-right direction. The second elastic springs 69A and 69B are interposed between the bracket 66B and the movable frame 69, and the elastic force of the second elastic springs 69A and 69B biases the bracket 66B toward the guide rail GL.

[0038] Figures 4(a) and 4(b) show the operation of the plate cam 62 over time as the lifting rod 56 is lifted via the engagement pin 54. As shown in Figures 4(a) and 4(b), when the plate cam 62 is biased upward and rotated via the lifting rod 56, the first cam 62A of the plate cam 62 contacts the guide rail GL, and the first braking member 64 is pushed towards the guide rail GL by the second cam 62B, causing the brake shoe 64A to contact the guide rail GL. Here, since the plate cam 62 is also in contact with the guide rail GL via the first cam 62A, the plate cam 62 continues to rotate as the elevator car 26 descends.

[0039] In this case, the plate cam 62 biases the guide rail GL via the first cam 62A of the plate cam 62, so the movable frame 69 that pivotally supports the plate cam 62 slides to the left inside the housing 68, and the brake shoe 66A of the second braking member 66 also comes into contact with the guide rail GL. As a result, the guide rail GL is sandwiched from both sides by the brake shoe 64A of the first braking member 64 and the brake shoe 66A of the second braking member 66, and braking force is exerted.

[0040] Furthermore, since the rotation of the plate cam 62 continues until the descent of the elevator car 26 comes to a complete stop, the lifting rod 56 may be pulled by the plate cam 62 as the plate cam 62 rotates. In this case, since the lifting rod 56 is engaged with the engagement pin 54 via the elongated hole 56A (see Figure 2(b)), even if the lifting rod 56 is biased upward via the plate cam 62 while a braking force is acting due to the rotation of the plate cam 62, the engagement pin 54 can be displaced downward within the elongated hole 56A. Therefore, excessively large loads acting on the engagement pin 54 via the lifting rod 56 are suppressed.

[0041] According to the elevator 10 of the first embodiment, since the engagement pin 54 of the rotating part 52 is engaged with the elongated hole 56A of the lifting rod 56, when the lifting rod 56 is biased upward via the plate cam 62 while a braking force is applied, the engagement pin 54 can be displaced relatively downward within the elongated hole 56A. This prevents a large load from acting between the engagement pin 54 and the lifting rod 56. As a result, damage to the transmission mechanism 50 when the emergency stop device 60 is activated can be prevented, and the effort required for restoring the elevator 10 can be reduced.

[0042] In the first embodiment described above, an example is given in which the emergency stop device 60 is activated by pulling up the lifting rod 56 using an engagement pin 54 inserted through the elongated hole 56A of the lifting rod 56, but the present invention is not limited thereto. For example, the emergency stop device 60 may be activated by pulling up the lifting rod 56 using a cam, or by using a rotating lever 84.

[0043] The elevators 100 and 200 of the second and third embodiments in these cases will be described below. In the following description, parts that have the same configuration as the elevator 10 of the first embodiment will be appropriately denoted by the same reference numerals and their descriptions will be omitted, while mainly the parts that have different configurations will be described.

[0044] Figure 5(a) is a schematic diagram showing the configuration of the emergency stop device 60 and the transmission mechanism 70 in the elevator 100 according to the second embodiment. As shown in Figure 5(a), the elevator 100 has the same configuration as the elevator 10 of the first embodiment, except that it is equipped with a transmission mechanism 70 instead of the transmission mechanism 50 of the first embodiment. This transmission mechanism 70 includes a shaft portion 53, a cam (rotating portion) 72 attached to the shaft portion 53, and an interlocking portion 74, as in the first embodiment.

[0045] The interlocking section 74 includes a lifting lever (second rod-shaped member) 74A and a lifting rod (first rod-shaped member) 74B. The lifting lever 74A is rotatably supported at one end by a rotating support section 76 fixed to the elevator car 26, and its other end is positioned to contact the cam 72 from above. The upper end of the lifting rod 74B is pivotally supported at the middle of the lifting lever 74A. The lower end of the lifting rod 74B is rotatably connected to a rotating shaft 62C provided on the plate cam 62, similar to the lifting rod 56 in the first embodiment.

[0046] Figure 5(b) shows the state when the emergency stop device 60 shown in Figure 5(a) applies braking force. As shown in Figure 5(b), the transmission mechanism 70 biases the other end of the lifting lever 74A upward as the cam 72 rotates upward as the shaft portion 53 rotates. As a result, the lifting lever 74A rotates upward around the rotation support portion 76 as shown by the dashed line, the lifting rod 74B is lifted, and the plate cam 62 rotates in the rotation direction B.

[0047] Then, by rotating the plate cam 62 in rotational direction B, the first cam 62A comes into contact with the guide rail GL, and the brake shoe 64A is biased by the second cam 62B and comes into contact with the guide rail GL. Furthermore, the biasing force received by the plate cam 62 from the first cam 62A causes the movable frame 69 that pivotally supports the plate cam 62 to be displaced to the left within the housing 68, so that the brake shoe 66A also comes into contact with the guide rail GL from the opposite side. As a result, the guide rail GL is sandwiched between both brake shoes 64A and 66A, and braking force is exerted.

[0048] In the second embodiment, the cam 72 only needs to rotate via the lifting lever 74A and the lifting rod 74B until the plate cam 62 contacts the guide rail GL. For example, once the cam 72 has rotated to a preset position, its rotation may be restricted by a stopper (not shown).

[0049] On the other hand, the plate cam 62 continues to rotate in the rotational direction B until the descent of the elevator car 26 stops, because the first cam 62A is in sliding contact with the guide rail GL. As a result of the rotation of the plate cam 62, the lifting rod 74B is also displaced upward, as shown by the dashed line in Figure 5(b). Consequently, the lifting lever 74A is continuously biased upward via the lifting rod 74B and moves away from the cam 72.

[0050] In this way, the lifting lever 74A is separated from the cam 72 by the biasing force it receives from the cam 72, thus preventing excessive load from acting between the lifting lever 74A and the cam 72. As a result, damage to the transmission mechanism 70 can be prevented.

[0051] According to the elevator 100 of the second embodiment, when a braking force is applied via the emergency stop device 60, the lifting lever 74A is displaced as the plate cam 62 rotates, causing the lifting lever 74A and the cam 72 of the interlocking unit 74 to separate. Therefore, even if the lifting lever 74A is displaced by the biasing force received from the cam 72, it is possible to suppress the generation of excessive load between the lifting lever 74A and the cam 72. This prevents damage to the transmission mechanism 70 when the emergency stop device 60 is activated. As a result, the effort required for restoring the elevator 100 can be reduced.

[0052] In the second embodiment described above, an example is given in which the emergency stop device 60 is activated by rotating a lifting lever 74A, one end of which is supported by a rotating support part 76, using a cam 72 attached to a shaft part 53. However, the present invention is not limited thereto. For example, one end of a rotating lever 84 may be connected and fixed to a plate cam 92, and the other end of the rotating lever 84 may be rotated using the cam (rotating part) 82. The configuration of the elevator 200 according to the third embodiment in this case will be explained with reference to Figure 6. Figure 6 is a schematic diagram showing the general configuration of the emergency stop device 90 and the transmission mechanism 80 in the elevator 200 according to the third embodiment.

[0053] As shown in Figure 6, the elevator 200 has the same configuration as the elevator 100 of the second embodiment, except that it is equipped with a transmission mechanism 80 and an emergency stop device 90 instead of the transmission mechanism 70 and emergency stop device 60 of the second embodiment.

[0054] As shown in Figure 6, the emergency stop device 90 has the same functions and configuration as the emergency stop device 60 in the first embodiment, except that the configuration of each part is arranged in the opposite direction. The emergency stop device 60 includes a plate cam (cam member) 92 located on the right side of the guide rail GL, a first braking member 94 biased by the plate cam 92, a second braking member 96 facing the first braking member 94 with the guide rail GL in between, and a housing 98 that houses the plate cam 92, the first braking member 94, and the second braking member 96. The first braking member 94 and the second braking member 96 correspond to the braking parts.

[0055] The housing 98 has the same configuration as the housing 68 in the first embodiment, and a movable frame 99 is attached to it, which is configured to be movable in the left-right direction via guides 98A and 98B provided on both the upper and lower ends. The movable frame 99 has the same configuration as the movable frame 69, with a first elastic spring 95 interposed between it and the housing 98, and a second braking member 96 attached to it so as to be movable in the left-right direction. The plate cam 92 has the same function and configuration as the plate cam 62 in the first embodiment, and is pivotally supported on the movable frame 99 such that the position of the center of rotation is at a position RU different from the center of gravity.

[0056] Preferably, the first braking member 94 has the same configuration as the first braking member 64 of the first embodiment, and the rotational center portion and the vertical central portion of the first cam 92A of the plate cam 92 are rotatably connected via a retaining member 94C having the same configuration as the retaining member 64C.

[0057] The second braking member 96 has the same configuration as the second braking member 66 of the first embodiment described above, and is biased toward the guide rail GL side via a second elastic spring 99A interposed between it and the movable frame 99.

[0058] The transmission mechanism 80 includes the shaft portion 53 in the second embodiment described above, a cam 82 attached to the shaft portion 53, and a rotating lever (third rod-shaped member) 84 which is located on the rear side of the housing 98 and has one end connected to and fixed to a fixed shaft 84A provided on the plate cam 92.

[0059] Figures 7(a) and 7(b) show the state over time when the other end of the rotating lever 84 rotates upward via the cam 82. As shown in Figure 7(a), as the shaft 53 rotates, the cam 82 biases the rotating lever 84, causing it to rotate upward.

[0060] The plate cam 92 has the same function and configuration as the plate cam 62, and is composed of a first cam 92A which has a relatively large outer diameter and is roughly circular in shape, and a second cam 92B which has a relatively smaller outer diameter and is roughly circular in shape than the first cam 92A, and is pivotally supported on the movable frame 99 such that the center of rotation position RU is different from the center of gravity.

[0061] As a result, the plate cam 92 rotates in the rotational direction D, biasing it toward the guide rail GL, causing the first cam 92A of the plate cam 92 to contact the guide rail GL, and the second cam 92B to press the first braking member 94 against the guide rail GL.

[0062] Furthermore, because the first cam 92A is in contact with the guide rail GL, it rotates further as the elevator car 26 descends, causing the movable frame 99 supporting the plate cam 92 to be displaced in the C direction (see Figure 7(a)), and the second braking member 96 to also be pressed against the guide rail GL (see Figure 7(b)). As a result, the first braking member 94 and the second braking member 96 clamp the guide rail GL and apply a braking force.

[0063] Here, because the first cam 92A of the plate cam 92 is in contact with the guide rail GL, the plate cam 92 continues to rotate in the rotational direction D until the elevator car 26 stops descending and comes to a complete stop. As a result, as shown in Figure 7(b), the rotating lever 84 also rotates further upward and separates from the cam 82. This prevents a large load from acting between the rotating lever 84 and the cam 82. As a result, damage to the transmission mechanism 80 when the emergency stop device 90 is activated can be prevented, and the effort required to restore the elevator 200 can be reduced.

[0064] The present invention can be implemented in various forms with improvements, modifications, or alterations based on the knowledge of those skilled in the art, without departing from its spirit. Furthermore, the invention may be implemented in a form in which any of its defining features is replaced with other technologies, as long as the same function or effect is achieved. [Explanation of Symbols]

[0065] 10,100,200 Elevators 12 elevator shaft 14 Hoisting machine 14A Sheave 26 Car 30 Speed ​​governor 32 Governors 34 Tension Sheave 35 Gripping mechanism 36 Governor Rope 37 Connecting part 38 Governor Lever 39 Connection part 52 Rotating part 53 Shaft 53A Fixed lever 54 Engagement pins 56 Lifting rod (interlocking component) 56A long hole 60,90 Emergency stop devices 62,92 plate cam 62A, 92A First Cam 62B, 92B Second Cam 62C Rotating shaft 64,94 First braking member (braking section) 64A Brake Shoes 64B bracket 64C, 94C retaining member 65A, 65B, 95 First Elastic Spring 66,96 Second braking member (braking section) 66A Brake Shoes 66B Bracket 69A, 69B, 99A Second Elastic Spring 68 cabinets 69,990 movable frame 70,80 Transmission mechanism 72, 82 Cam (rotating part) 74A Lifting lever (second rod-shaped member) 74B Lifting rod (first rod-shaped member) 84. Rotating lever (third rod-shaped member) α predetermined direction D Rotation direction GL1, GL2, GL guide rails X,Y horizontal direction Z vertical direction

Claims

1. An elevator configured such that a braking force is applied to a car that is guided vertically via a guide rail by a governor rope that is stretched between a governor sheave and a tension wheel, and the governor rope is pulled up by the connecting part, A transmission mechanism including a rotating part that rotates in conjunction with the lifting operation of the connecting part, and a linking part that is biased by the rotating part, A cam-type braking mechanism includes a cam member configured to rotate in accordance with the displacement of the interlocking part, and applies a braking force to the guide rail as the cam member rotates, Equipped with, The transmission mechanism is configured such that, when the braking force is applied, the interlocking part is displaced as the cam member rotates, causing the rotating part and the interlocking part to separate. Elevator.

2. The interlocking part includes a first rod-shaped member whose one end is rotatably connected to the cam member, and a second rod-shaped member that pulls up the first rod-shaped member as the rotating part rotates. The elevator according to claim 1.

3. The interlocking part includes a third rod-shaped member that biases the cam member in a predetermined direction as the rotating part rotates. The elevator according to claim 1.

4. The cam member is configured such that the position of the center of rotation is eccentric. The elevator according to claim 1.

Images