Emergency stop device and elevator

Abstract

This emergency stop device comprises: two braking elements that are provided to an elevating body and that hold between the two braking elements a guide rail on which the elevating body slides; a guide member that movably supports the braking elements; and a biasing member that biases the two braking elements toward the guide rail with the guide member therebetween. A braking element 25 has a high hardness region 31 which is provided to an upper part thereof in the vertical direction and a low hardness region 32 of which the hardness is less than that of the high hardness region 31 and which is provided below the high hardness region 31 in the vertical direction. In addition, the hardness difference between the high hardness region 31 and the low hardness region 32 is set to no more than 500 Hv.

Description

Emergency stop device and elevator

[0001] The present invention relates to an emergency stop device and an elevator.

[0002] Generally, a rope-type elevator has long objects such as a main rope and a compensating rope that connect a car and a counterweight, and a speed regulating rope used to detect the speed of the car or the counterweight. In addition, as a safety device, an elevator is required to be provided with an emergency stop device that automatically stops the operation of the car when the speed of the car moving up and down along the guide rail exceeds a specified value.

[0003] As such a technique, for example, there is one described in Patent Document 1. In Patent Document 1, the brake has a support member, a plurality of first friction pieces, and a plurality of second friction pieces. As the material of the first friction piece, a material having a higher hardness than the guide rail regardless of temperature is used. That is, the first friction piece has a higher hardness at high temperatures due to frictional heat with the guide rail than the second friction piece. As the material of the second friction piece, a material having a higher coefficient of friction with respect to the guide rail than the material of the first friction piece is used.

[0004] In addition, the emergency stop device needs to operate stably not only during high-speed operation such as during an emergency operation (for example, 60 m / min or more) but also during low-speed operation such as during maintenance inspection (for example, 5 m / min).

[0005] Japanese Unexamined Patent Application Publication No. 2011-126681

[0006] However, in the technique described in Patent Document 1, ceramics having a hardness of about 1200 Hv are used as the first friction piece, and copper having a hardness of about 150 Hv is used as the second friction piece. Therefore, in the technique described in Patent Document 1, the difference in wear resistance between the first friction piece and the second friction piece becomes excessive, uneven wear occurs on the braking surface of the brake, and the performance of the emergency stop device deteriorates.

[0007] An object of the present invention is to provide an emergency stop device and an elevator that can suppress uneven wear of the brake.

[0008] To solve the above problems and achieve the objective, the emergency stop device comprises two brakes provided on the lifting body and clamping a guide rail on which the lifting body slides, a guide member that movably supports the brakes, and a biasing member that biases the two brakes toward the guide rail via the guide member. The brakes have a high-hardness region provided at the upper part in the vertical direction, and a low-hardness region that is less hard than the high-hardness region and is provided vertically below the high-hardness region. The hardness difference between the high-hardness region and the low-hardness region is set to 500 Hv or less.

[0009] Furthermore, the elevator includes a lifting body that moves up and down within the hoistway, guide rails erected within the hoistway to support the lifting body in a slidable manner, and an emergency stop device that stops the movement of the lifting body based on its state of movement. The emergency stop device used is the one described above.

[0010] According to the emergency stop device and elevator configuration described above, uneven wear of the brake element can be suppressed.

[0011] This is a schematic diagram showing an elevator according to an embodiment. This is a front view showing an emergency stop device according to an embodiment. This is a front view showing the brake element of the emergency stop device according to an embodiment. This is a side view showing the brake element of the emergency stop device according to an embodiment.

[0012] The following describes examples of emergency stop devices and elevator embodiments with reference to Figures 1 to 4. Note that common components in each figure are denoted by the same reference numerals.

[0013] 1. Example Embodiment 1-1. Elevator Configuration First, the configuration of the elevator according to the example embodiment (hereinafter referred to as "this example") will be described with reference to Figures 1 to 3. Figure 1 is a schematic diagram showing the configuration of the elevator.

[0014] The elevator 100 in this example is installed in a hoistway formed within a building structure. The elevator 100 includes a car 1, which is an example of a lifting body for carrying people and luggage, a main rope 6, and a counterweight 3, which is another example of a lifting body. The elevator 100 also includes a hoisting machine 5, an emergency stop device 10, a speed governor 7, and a lower pulley 8.

[0015] A hoisting machine 5 is installed in the machine room located at the top of the elevator shaft. The main rope 6 is wound around the sheave of the hoisting machine 5. A deflector wheel on which the main rope 6 is mounted is also provided near the hoisting machine 5.

[0016] The upper part of the elevator car 1 is connected to one end of the main rope 6, and the upper part of the counterweight 3 is connected to the other end of the main rope 6. When the hoisting machine 5 is driven, the elevator car 1 and the counterweight 3 move up and down in the elevator shaft. Hereinafter, the direction in which the elevator car 1 and the counterweight 3 move up and down will be referred to as the vertical direction.

[0017] The elevator car 1 is slidably supported on two guide rails 2, 2 via a guide device. Similarly, the counterweight 3 is slidably supported on two counterweight-side guide rails 4, 4 via a guide device. The two guide rails 2, 2 and the counterweight-side guide rails 4, 4 extend vertically within the elevator shaft.

[0018] Furthermore, two emergency stop devices 10 are provided at the bottom of the elevator car 1 to stop its upward and downward movement in an emergency. The emergency stop devices 10 are positioned at the bottom of the elevator car 1, facing the guide rail 2. The detailed configuration of the emergency stop devices 10 will be described later.

[0019] Furthermore, the governor 7 is installed in a machine room located at the top of the hoistway. The lower pulley 8 is positioned below the governor 7 in the vertical direction at the bottom of the hoistway. The governor rope 9 is wound around the governor pulley of the governor 7 and the lower pulley 8. A governor weight is attached to the lower pulley 8. Therefore, the lower pulley is subjected to a predetermined load in the vertical direction downward by the governor weight. A predetermined tension is then applied to the governor rope 9 wound around the lower pulley 8 via the lower pulley 8.

[0020] The governor rope 9 is formed in a so-called endless shape, with both axial ends connected. A connecting member 11 is provided on the governor rope 9. The connecting member 11 is connected to an emergency stop device 10 installed on the elevator car 1. The governor rope 9 then circulates between the governor pulley and the lower pulley 8 of the governor 7 in accordance with the raising and lowering movement of the elevator car 1. The governor 7 then detects the raising and lowering speed of the elevator car 1 from the circulating speed of the governor rope 9.

[0021] 1-2. Emergency Stop Device Next, the configuration of the emergency stop device 10 will be described with reference to Figure 2. Figure 2 is a front view showing the emergency stop device 10. As shown in Figure 2, the emergency stop device 10 has an upper frame 20, a lower frame 21, a biasing member 22, two side frames 27, 27, a lifting section 23, two brakes 25, 25 facing the guide rail 2, a guide member 24, and a connecting member 26. Hereinafter, the direction perpendicular to the vertical direction, in which the two brakes 25, 25 face the guide rail 2, will be referred to as the width direction.

[0022] The upper frame 20 is positioned at the top of the emergency stop device 10 in the vertical direction. The lower frame 21 is positioned at the bottom of the emergency stop device 10 in the vertical direction and is positioned opposite the upper frame 20 in the vertical direction. The upper frame 20 has an upper opening 20a through which the guide rail 2 is inserted. The lower frame 21 has a lower opening 21a through which the guide rail 2 and two brakes 25, 25 (described later) are inserted.

[0023] The two side frames 27, 27 are positioned at both ends in the width direction of the upper frame 20 and the lower frame 21. The side frames 27 connect the upper frame 20 and the lower frame 21 in the vertical direction. The upper frame 20, the lower frame 21, and the side frames 27, 27 constitute the housing of the emergency stop device 10. The braker 25 and the guide member 24 are housed inside the housing.

[0024] The two brakes 25, 25 are positioned facing each other in the width direction with the guide rail 2 in between. Before the emergency stop device 10 is activated, a predetermined gap is formed between the two brakes 25, 25 and the guide rail 2. The detailed configuration of the brakes 25 will be described later.

[0025] Furthermore, the two brakes 25, 25 are supported by a connecting member 26 so as to be movable in the width direction. The two brakes 25, 25 are connected by the connecting member 26. A lifting section 23 is connected to the connecting member 26. The lifting section 23 protrudes upward in the vertical direction from the upper frame 20. The lifting section 23 is connected to a connecting member 11 (see Figure 1). When the lifting section 23 is lifted upward in the vertical direction, the two brakes 25, 25 and the connecting member 26 move upward in the vertical direction.

[0026] A guide member 24 is positioned on the side of the brake element 25 opposite to the side facing the guide rail 2. The guide member 24 movably supports the brake element 25. The two guide members 24 are positioned so that they approach the guide rail 2 as you move from the bottom to the top in the vertical direction. That is, the spacing between the two guide members 24 is narrower as you move from the bottom to the top in the vertical direction.

[0027] Furthermore, a biasing member 22 is positioned on the other side of the guide member 24 opposite to the side facing the brake element 25. The biasing member 22 is, for example, made of a leaf spring with a U-shaped cross-section when cut in a horizontal direction perpendicular to the vertical direction. The two ends 22a of the biasing member 22 face each other with a predetermined gap in the width direction, with the guide rail 2 in between. The guide member 24 is fixed to one of the two opposing surfaces of the two ends 22a of the biasing member 22. The two ends 22a of the biasing member 22 are also supported by the side frame 27 via a support member 28.

[0028] The biasing member 22 is not limited to a U-shaped leaf spring; for example, a compression coil spring or various other elastic members may be used.

[0029] In an emergency, when the lifting section 23 is pulled upward in the vertical direction, the two brakes 25, 25 and the connecting member 26 connected to the lifting section 23 are also pulled upward. Then, the two brakes 25, 25 are guided by the guide members 24, 24 and approach the guide rail 2, gripping the guide rail 2. Furthermore, when the two brakes 25, 25 move upward in the vertical direction, the two brakes 25, 25 are pressed against the guide rail 2 by the biasing force of the biasing member 22 via the guide member 24. As a result, the upward and downward movement of the elevator car 1 is braked.

[0030] 1-3. Brake Next, the detailed configuration of the brake 25 will be described with reference to Figures 3 and 4. Figure 3 is a side view of the brake 25, and Figure 4 is a front view of the brake 25.

[0031] As shown in Figures 3 and 4, the braker 25 has a sliding surface 25a that contacts the guide rail 2, and a back surface 25b that is the opposite side of the sliding surface 25a. The sliding surface 25a is formed parallel to the guide rail 2 and parallel to the vertical direction. The back surface 25b is inclined so that it approaches the guide rail 2 from the bottom to the top in the vertical direction. Therefore, the braker 25 is formed in a wedge shape.

[0032] Furthermore, the brake element 25 has a high-hardness region 31 and a low-hardness region 32 that is less hard than the high-hardness region 31. The high-hardness region 31 is located at the upper part of the brake element 25 in the vertical direction. The low-hardness region 32 is formed below the high-hardness region 31 in the vertical direction. The vertical length H1 of the high-hardness region 31 is set to, for example, about 1 / 6 of the total length of the brake element 25.

[0033] Furthermore, the hardness of the high-hardness region 31 is set to approximately 600 Hv on the Vickers hardness scale, and the hardness of the low-hardness region 32 is set to approximately 300 Hv on the Vickers hardness scale. For example, the hardness of the high-hardness region 31 is set to 600 Hv or higher, and the hardness of the low-hardness region 32 is set to 400 Hv or lower. The difference in hardness between the high-hardness region 31 and the low-hardness region 32 is set to 500 Hv or lower. In this way, the braker 25 in this example can reduce the difference in wear resistance between the high-hardness region 31 and the low-hardness region 32 by making the difference in hardness between the high-hardness region 31 and the low-hardness region 32 relatively small. As a result, uneven wear of the sliding surface 25a of the braker 25 between the high-hardness region 31 and the low-hardness region 32 can be suppressed, and a decrease in the performance of the emergency stop device 10 can be prevented.

[0034] Furthermore, the brake element 25 is made of a single piece of a base material (for example, chromium-molybdenum steel) with a hardness of approximately 300 Hv. Then, a predetermined range, for example, a range of 10 to 20 mm in length from the top of the brake element 25 in the vertical direction, is subjected to processing such as hardening with a laser. As a result, a high-hardness region 31 is formed in the upper part of the brake element 25, and a low-hardness region 32 is formed below the high-hardness region 31.

[0035] The method for manufacturing the brake element 25 is not limited to the examples described above. For example, the high-hardness region 31 may be made of an iron-based material or a ceramic-based material, and the low-hardness region 32 may be made of an iron-based material. In other words, the high-hardness region 31 and the low-hardness region 32 may be formed by manufacturing the brake element 25 from two materials with different hardness levels.

[0036] However, by applying a hardening or other processing to the brake element 25 using a laser or the like to form a high-hardness region 31 and a low-hardness region 32, the brake element 25 can be constructed from a single base material. Therefore, the sliding surface of the brake element 25 is formed from a single material (a single piece). As a result, the brake element 25 can be manufactured more easily than when it is manufactured by combining two different materials.

[0037] 2. Example of Emergency Stop Device Operation Next, an example of the operation of the emergency stop device 10 having the above-described configuration will be explained. 2-1. During Low-Speed ​​Operation (Maintenance and Inspection)

[0038] During maintenance and inspection of the emergency stop device 10, the lifting section 23 is intentionally raised upward in the vertical direction, bringing the brake 25 closer to the guide rail 2. When performing maintenance and inspection of the emergency stop device 10, the brake 25 contacts the guide rail 2 at a slower speed than when the emergency stop device 10 is actually activated during braking.

[0039] In this case, in the low-hardness region 32 where the difference between the hardness of the braker 25 and the hardness of the guide rail 2 (e.g., 150 Hv) is small, it is difficult to obtain the necessary frictional force during low-speed operation. In contrast, the high-hardness region 31 of the braker 25 is significantly higher than the hardness of the guide rail 2 (e.g., 150 Hv). As a result, during low-speed operation, the braker 25 can obtain a stable frictional force in the high-hardness region 31. Consequently, even during low-speed operation such as during maintenance and inspection of the emergency stop device 10, sufficient frictional force can be obtained in the high-hardness region 31, and the elevator car 1 can be braked by the emergency stop device 10.

[0040] 2-2. High-Speed ​​Operation (Emergency Operation) First, we will explain the high-speed operation of the elevator car 1, that is, the operation in which the elevator car 1 and the emergency stop device 10 move at a higher speed than during maintenance and inspection.

[0041] If the main rope 6 breaks or the descent speed of the elevator car 1 exceeds the rated speed and reaches a predetermined speed, the governor 7 pulls the lifting section 23 of the emergency stop device 10 upward in the vertical direction via the connecting member 11, activating the emergency stop device 10. As a result, the braker 25 is pressed against the guide rail 2 at a higher speed than during maintenance inspection.

[0042] Here, the high-hardness region 31, which is sufficiently harder than the guide rail 2, exhibits stable frictional force during low-speed operation, but the variation in frictional force during high-speed operation becomes large. In contrast, the low-hardness region 32 has difficulty obtaining the necessary frictional force during low-speed operation, but the frictional force is stable during high-speed operation.

[0043] As a result, even during high-speed operation such as in the emergency operation of the emergency stop device 10, sufficient frictional force can be obtained by the low-hardness region 32, and the lifting and lowering operation of the car 1 can be braked by the emergency stop device 10. Consequently, according to the emergency stop device 10 of this example, sufficient frictional force can be obtained both during emergency operation (high-speed operation) and during maintenance inspection (low-speed operation).

[0044] Here, when the brake 25 contacts the guide rail 2, the guide rail 2 slides from the lower part to the upper part in the vertical direction of the brake 25. Therefore, during high-speed operation, it is considered that the upper part in the vertical direction of the brake 25 contributes less to the frictional force than the lower part. That is, since the guide rail 2 wears by sliding with the low-hardness region 32 which is the lower part of the brake 25, the friction generated in the high-hardness region 31 which is the upper part of the brake 25 is considered to be smaller compared to the lower part.

[0045] When the high-hardness region 31 is provided at the lower part of the brake 25, during high-speed operation, the guide rail 2 first wears significantly in the high-hardness region 31, and the frictional force when reaching the low-hardness region 32 decreases. In contrast, in the brake 25 of this example, the high-hardness region 31 is provided at the upper part of the brake 25. Thereby, it is possible to suppress the guide rail 2 from wearing significantly due to contact with the high-hardness region 31 during high-speed operation, and sufficient frictional force can be obtained in the low-hardness region 32. During low-speed operation, since the wear when the guide rail 2 contacts the brake 25 is minute, stable frictional force can be obtained in the high-hardness region 31 provided at the upper part of the brake 25.

[0046] Note that the present invention is not limited to the embodiments described above and shown in the drawings, and various modifications can be made without departing from the gist of the invention described in the claims.

[0047] Further, the lifting body is not limited to the car 1, and a counterweight 3 may be applied. And the emergency stop device 10 is not limited to an example of braking the lifting movement of the car 1, and an example of providing the emergency stop device 10 for the counterweight 3 and braking the lifting movement of the counterweight 3 is also included.

[0048] Further, the configuration of the elevator 100 is not limited to the 1:1 roping elevator shown in FIG. 1, and various other elevators such as a 2:1 roping elevator or a hydraulic elevator can be applied.

[0049] For example, the above-described embodiment has described the configurations of the device and the system in detail and specifically in order to explain the present invention clearly, and is not necessarily limited to those having all the configurations described. Also, it is possible to replace a part of the configuration of the embodiment described here with the configuration of another embodiment, and furthermore, it is also possible to add the configuration of another embodiment to the configuration of a certain embodiment. Also, it is possible to add, delete, or replace other configurations for a part of the configuration of the embodiment.

[0050] In addition, in this specification, words such as "parallel" and "orthogonal" are used, but these do not mean only strict "parallel" and "orthogonal", and may be in a state of "substantially parallel" or "substantially orthogonal" including "parallel" and "orthogonal" and further within a range where their functions can be exerted.

[0051] 1... car (lifting body), 2... guide rail, 2a... sliding surface, 3... counterweight (lifting body), 4... counterweight side guide rail, 5... hoisting machine, 6... main rope, 7... speed governor, 9... speed governor rope, 10... emergency stop device, 11... connecting member, 20... upper frame, 21... lower frame, 22... biasing member, 22a... both ends, 23... lifting part, 24... guide member, 25... brake, 26... connecting member, 27... side frame, 28... supporting member, 31... high hardness region, 32... low hardness region

Claims

1. An emergency stop device comprising: two brakes provided on a lifting body and clamping a guide rail on which the lifting body slides; a guide member that movably supports the brakes; and a biasing member that biases the two brakes toward the guide rail via the guide member, wherein the brakes have a high-hardness region provided at the upper part in the vertical direction and a low-hardness region having less hardness than the high-hardness region and provided vertically below the high-hardness region, and the hardness difference between the high-hardness region and the low-hardness region is set to 500 Hv or less.

2. The emergency stop device according to claim 1, wherein the hardness of the high-hardness region is set to 600 Hv or higher, and the hardness of the low-hardness region is set to 400 Hv or lower.

3. The emergency stop device according to claim 1, wherein the brake is composed of a single piece of a single base material, the high-hardness region is formed by processing the upper vertical portion of the brake, and the sliding surface of the brake is formed of a single material.

4. The emergency stop device according to claim 1, wherein the brake is formed of two materials with different hardnesses.

5. An elevator comprising: a lifting body that moves up and down within a hoistway; a guide rail erected within the hoistway and slidably supporting the lifting body; and an emergency stop device that stops the movement of the lifting body based on the state of its up and down movement; wherein the elevator comprises: two brakes provided on the lifting body that clamp the guide rail; a guide member that movably supports the brakes; and a biasing member that biases the two brakes toward the guide rail via the guide member; the brakes having a high-hardness region provided at the upper part in the vertical direction; and a low-hardness region having less hardness than the high-hardness region and provided vertically below the high-hardness region; and the hardness difference between the high-hardness region and the low-hardness region is set to 500 Hv or less.

Images