JP7809169B2 - Elevator emergency stop device - Google Patents

Description

This disclosure relates to an elevator emergency stop operating device.

In conventional elevator stopping devices, when a detector detects that the elevator is falling at an excessive speed, an actuator is activated and a pair of small wedges are pulled up. This prevents the pair of small wedges from moving relative to the rail. If the elevator continues to fall from this state, the pair of wedges are pulled up via the pair of connectors, stopping the elevator (see, for example, Patent Document 1).

JP 2013-60291 A

In conventional elevator stopping devices such as those described above, the actuator capacity needed to be large in order for the stopping device to return to its original position after stopping the elevator.

This disclosure has been made to solve the above-mentioned problems, and aims to provide an elevator emergency stop operating device that allows for a smaller actuator capacity.

The emergency stop operating device for an elevator according to the present disclosure comprises a lifting frame that is displaceable in the vertical direction relative to a lifting body that rises and falls along a guide rail between a non-raised position and a raised position that is higher than the non-raised position, and that displaces from the non-raised position to the raised position; a transmission mechanism that transmits the vertical displacement of the lifting frame relative to the lifting body to the emergency stop device and activates the emergency stop device; a lateral movement frame that is provided on the lifting frame and is displaceable in the horizontal direction relative to the lifting frame between a first horizontal position and a second horizontal position; a return spring that is provided between the lifting frame and the lateral movement frame and generates a force that returns the lateral movement frame to the first horizontal position; a movable guide member that has a guide surface facing the guide rail and is provided on the lateral movement frame and is displaceable in the horizontal direction relative to the lateral movement frame between a normal position and an actuated position; and a movable guide section that is provided between the lateral movement frame and the movable guide member. The system comprises an operating spring that displaces the member to the operating position, an actuator that holds the movable guide member in its normal position against the operating spring, an operating wedge that is located between the movable guide member and the guide rail and is displaceable up and down relative to the movable guide member along the guide surface, a brake member that is located on the lateral movement frame and faces the guide rail on the opposite side of the guide rail from the movable guide member, and a main spring that is located between the lateral movement frame and the brake member. The guide surface is inclined relative to the guide rail so that it approaches the guide rail as it extends upward. When the movable guide member is displaced to the operating position, the operating wedge comes into contact with the guide rail and displaces upward relative to the movable guide member along the guide surface, the lateral movement frame displaces horizontally relative to the lifting frame, the guide rail is sandwiched between the operating wedge and the brake member, the main spring is compressed, and the lifting frame is displaced to the lifting position.

The elevator emergency stop operating device disclosed herein allows for the actuator to be made smaller in capacity.

1 is a schematic diagram showing an elevator according to a first embodiment of the present invention; FIG. 2 is a front view of the car of FIG. 1; FIG. 3 is a side view showing a main part of the safety device of FIG. 2 . FIG. 4 is a side view showing an operating state of the safety device of FIG. 3 . FIG. 3 is a front view showing the safety gear operating device of FIG. 2 . FIG. 6 is a front view showing a state immediately after the start of operation of the safety gear actuating device of FIG. 5 . 7 is a front view showing a state in which the operating wedge of FIG. 6 is displaced upward relative to the movable guide member. FIG. 8 is a front view showing a state in which the operating wedge of FIG. 7 is further displaced upward relative to the movable guide member. FIG. FIG. 9 is a front view showing the state of the safety gear operating device when the car is lowered from the state of FIG. 8 . FIG. 3 is a front view showing a state in which the lifting rod of FIG. 2 is lifted up. 10 is a front view showing a state immediately after the start of a return operation of the safety gear actuating device of FIG. 9. FIG. FIG. 12 is a front view showing the state of the safety gear operating device when the car of FIG. 11 is further raised. FIG. 13 is a front view showing a state in which the operating wedge of FIG. 12 is displaced downward. FIG. 10 is a front view showing a safety gear operating device according to a first modified example of the first embodiment. FIG. 10 is a front view showing a safety gear operating device according to a second modified example of the first embodiment. FIG. 10 is a front view showing an elevator car according to a second embodiment. 17 is a cross-sectional view taken along line XVII-XVII in FIG. 16. 18 is a cross-sectional view taken along line XVIII-XVIII in FIG. 17. FIG. 10 is a front view showing an elevator car according to a third embodiment. FIG. 20 is a diagram showing the buffer mechanism of FIG. 19 . 10 is a graph showing the change over time in the speed of the car and the moving speed of the lateral moving frame when the safety device is activated by the safety device operating device of embodiment 3. 10 is a graph showing the change over time in the speed of the car and the moving speed of the lateral moving frame when the safety device is activated by a safety device operating device that does not use a buffer mechanism.

Hereinafter, embodiments will be described with reference to the drawings.
Embodiment 1.
Figure 1 is a schematic diagram showing an elevator according to embodiment 1. In the figure, a machine room 2 is provided above a hoistway 1. In the machine room 2, a hoisting machine 3, a deflector sheave 4, an elevator control device 5, and a safety monitoring device 6 are installed.

The hoist 3 has a drive sheave 7, a hoist motor (not shown), and a hoist brake (not shown). The hoist motor rotates the drive sheave 7. The hoist brake keeps the drive sheave 7 stationary. The hoist brake also brakes the rotation of the drive sheave 7.

A suspension body 8 is wound around the drive sheave 7 and the deflector sheave 4. The suspension body 8 is made up of multiple ropes or belts. A car 9 is connected to a first end of the suspension body 8. A counterweight 10 is connected to a second end of the suspension body 8.

The car 9 and counterweight 10 are suspended by a suspension body 8 and move up and down within the elevator shaft 1 by rotating the drive sheave 7.

A pair of car guide rails 11 and a pair of counterweight guide rails 12 are installed within the hoistway 1. The car 9 moves up and down within the hoistway 1 along the pair of car guide rails 11. The counterweight 10 moves up and down within the hoistway 1 along the pair of counterweight guide rails 12. Only one car guide rail 11 and one counterweight guide rail 12 are shown in Figure 1.

The elevator control device 5 controls the operation of the car 9 by controlling the hoisting machine 3.

The safety monitoring device 6 monitors whether the speed of the car 9 has reached an excessive speed. The safety monitoring device 6 also monitors whether the acceleration of the car 9 has reached an excessive acceleration. The excessive speed and excessive acceleration are preset in the safety monitoring device 6.

The functions of the elevator control device 5 and the safety monitoring device 6 can each be realized by a computer.

An emergency stop device 20 is provided at the bottom of the car 9. The emergency stop device 20 grips a pair of car guide rails 11 to bring the car 9 to an emergency stop.

The safety monitoring device 6 generates an operation command signal when the speed of the car 9 reaches an excessive speed or when the acceleration of the car 9 reaches an excessive acceleration. The operation command signal is a signal that activates the safety device 20.

The car 9 is equipped with a safety stop operating device 30. In the first embodiment, the elevator is the car 9. The safety stop operating device 30 has an operating device main body 31 and a lifting rod 32.

The operating device main body 31 is installed on the top of the car 9. The lifting rod 32 is connected between the operating device main body 31 and the safety device 20. The transmission mechanism in embodiment 1 is composed of the lifting rod 32. In response to an operation command signal from the safety monitoring device 6, the operating device main body 31 lifts the lifting rod 32 and activates the safety device 20.

Figure 2 is a front view of the car 9 in Figure 1. The safety device 20 has an operating lever 21, an interlocking lever 22, and a connecting rod 23.

The operating lever 21 can rotate together with the operating lever shaft 21a relative to the car 9, around a horizontal operating lever shaft 21a. The interlocking lever 22 can rotate together with the interlocking lever shaft 22a relative to the car 9, around a horizontal interlocking lever shaft 22a.

The connecting rod 23 is rotatably connected to the operating lever 21 and the interlocking lever 22. The connecting rod 23 transmits the rotation of the operating lever 21 to the interlocking lever 22, causing the interlocking lever 22 to rotate in conjunction with the operating lever 21. At this time, the direction of rotation of the interlocking lever 22 around the interlocking lever shaft 22a is opposite to the direction of rotation of the operating lever 21 around the operating lever shaft 21a.

The upper end of the lifting rod 32 is connected to the actuator body 31. The lower end of the lifting rod 32 is rotatably connected to the operating lever 21. When the lifting rod 32 is pulled up, the operating lever 21 rotates counterclockwise in Figure 2, and the interlocking lever 22 rotates clockwise in Figure 2.

Figure 3 is a side view showing the main parts of the safety device 20 in Figure 2. Figure 4 is a side view showing the safety device 20 in Figure 3 in operation.

In addition to the components shown in Figure 2, the safety device 20 includes a safety frame 24, a pair of wedge guides 25, a pair of wedge guide springs 26, a pair of wedge members 27, and a pair of wedge connecting links 28. In Figure 3, the pair of wedge connecting links 28 are omitted.

The emergency stop frame 24 is fixed to the bottom of the car 9. Each wedge guide spring 26 is provided between the corresponding wedge guide 25 and the emergency stop frame 24. Each wedge member 27 is connected to the operating lever shaft 21a via a corresponding wedge connecting link 28.

When the safety device 20 is not in operation, each wedge member 27 faces the car guide rail 11 at a distance. When the safety device 20 is in operation, the pair of wedge members 27 are moved upward relative to the safety frame 24 by rotation of the operating lever shaft 21a. At this time, each wedge member 27 is guided by the corresponding wedge guide 25 and approaches and comes into contact with the car guide rail 11.

When each wedge member 27 comes into contact with the car guide rail 11, a braking force is generated in the opposite direction to the falling direction of the car 9, stopping the car 9. The magnitude of the braking force is the product of the pressing force of the pair of wedge members 27 against the car guide rail 11 by the pair of wedge guide springs 26 and the coefficient of friction between each wedge member 27 and the car guide rail 11.

The interlocking lever shaft 22a also has a configuration similar to that shown in Figures 3 and 4. When the safety device 20 is activated, the safety device 20 simultaneously grips a pair of car guide rails 11.

Figure 5 is a front view of the safety gear actuator 30 of Figure 2. The actuator body 31 includes a fixed frame 40, a lifting frame 41, a lateral movement frame 42, multiple return springs 43, a movable guide member 44, multiple operating springs 45, an actuator 46, an operating wedge 47, a braking member 48, and multiple main springs 49.

The fixed frame 40 is fixed to the top of the car 9. The lifting frame 41 is provided inside the fixed frame 40. The lifting frame 41 can be displaced vertically relative to the car 9 between a non-raised position and a raised position.

The non-raised position is a position where the lifting frame 41 is placed on the bottom surface of the fixed frame 40, as shown in Figure 5. The raised position is a position where the lifting frame 41 is raised above the bottom surface of the fixed frame 40, as shown in Figure 10. In other words, the raised position is a position higher than the non-raised position.

The fixed frame 40 regulates the horizontal displacement of the lifting frame 41 while guiding the vertical displacement of the lifting frame 41.

When the lifting frame 41 moves from the non-raised position to the raised position, it raises the lifting rod 32 and activates the safety device 20. At this time, the lifting rod 32 transmits the upward displacement of the lifting frame 41 to the safety device 20.

The lateral movement frame 42 is provided inside the lifting frame 41. The lateral movement frame 42 is movable horizontally relative to the lifting frame 41, i.e., in the fore-and-aft direction of the car 9, between a first horizontal position and a second horizontal position. The fore-and-aft direction of the car 9 is the direction perpendicular to the line connecting the centers of the pair of car guide rails 11 when viewed from directly above the car 9, and is parallel to the Y axis in Figure 5.

The first horizontal position is the position shown in Figure 5. The second horizontal position is a position where the actuator 46 is farther from the car guide rail 11 than at the first horizontal position, as shown in Figure 8. The lifting frame 41 guides the horizontal displacement of the lateral movement frame 42.

The multiple return springs 43 are provided between the lifting frame 41 and the lateral movement frame 42. Furthermore, the multiple return springs 43 are each compressed when the lateral movement frame 42 is displaced to the second horizontal position. As a result, the multiple return springs 43 generate a force that returns the lateral movement frame 42 to the first horizontal position.

The movable guide member 44 is provided inside the horizontal movement frame 42. The movable guide member 44 can be displaced horizontally relative to the horizontal movement frame 42, i.e., in the fore-and-aft direction of the car 9, between the normal position and the operating position.

The normal position is the position shown in Figure 5. The operating position is a position in which the movable guide member 44 is closer to the car guide rail 11 than in the normal position, as shown in Figure 6.

The movable guide member 44 also has a guide surface 44a. The guide surface 44a faces the side surface of the car guide rail 11. The guide surface 44a is inclined relative to the car guide rail 11 so that it approaches the car guide rail 11 as it moves upward.

The multiple operating springs 45 are provided between the lateral movement frame 42 and the movable guide member 44. The multiple operating springs 45 are compressed when the movable guide member 44 is in its normal position.

The actuator 46 is provided between the lateral movement frame 42 and the movable guide member 44. A solenoid, for example, is used as the actuator 46.

During normal operation of the car 9, the actuator 46 generates a force that holds the movable guide member 44 in its normal position against the multiple operating springs 45. When power to the actuator 46 is cut off, the multiple operating springs 45 displace the movable guide member 44 to its operating position.

The operating wedge 47 is provided between the movable guide member 44 and the car guide rail 11. The operating wedge 47 can be displaced vertically relative to the movable guide member 44 along the guide surface 44a.

The brake member 48 is provided inside the lateral movement frame 42. The brake member 48 faces the car guide rail 11 on the opposite side of the car guide rail 11 from the movable guide member 44. During normal operation of the car 9, a gap is provided between the operating wedge 47 and the brake member 48 and the car guide rail 11 so as not to interfere with the travel of the car 9.

Multiple main springs 49 are provided between the lateral movement frame 42 and the braking member 48.

Figure 6 is a front view showing the state immediately after the start of operation of the safety gear operating device 30 in Figure 5. When the safety monitoring device 6 generates an operation command signal while the car 9 is descending, power to the hoisting machine 3 is cut off. Power to the actuator 46 is also cut off, the movable guide member 44 is displaced to the operating position, and the operating wedge 47 comes into contact with the car guide rail 11.

Figure 7 is a front view showing the operating wedge 47 of Figure 6 displaced upward relative to the movable guide member 44. When the operating wedge 47 contacts the car guide rail 11, the frictional force acting between the operating wedge 47 and the car guide rail 11 causes the operating wedge 47 to displace upward relative to the movable guide member 44 along the guide surface 44a. This pushes the movable guide member 44 back toward its normal position against the multiple operating springs 45.

Figure 8 is a front view showing the state in which the operating wedge 47 in Figure 7 has been displaced further upward relative to the movable guide member 44. After the movable guide member 44 returns to its normal position, when the operating wedge 47 is displaced further upward relative to the movable guide member 44, the lateral movement frame 42 is displaced in a direction in which the brake member 48 contacts the car guide rail 11.

After the brake member 48 comes into contact with the car guide rail 11, the operating wedge 47 is displaced to the upper end of the guide surface 44a, causing the lateral movement frame 42 to be displaced to the second horizontal position, compressing the multiple return springs 43 and the multiple main springs 49. As a result, the car guide rail 11 is sandwiched between the operating wedge 47 and the brake member 48.

Figure 9 is a front view showing the state of the safety gear operating device 30 when the car 9 descends from the state shown in Figure 8. When the car 9 descends from the state shown in Figure 8, the lifting frame 41 displaces upward from the non-raised position to the raised position. This causes the lateral movement frame 42 to also displace upward, and the lifting rod 32 is raised.

In this way, when the movable guide member 44 is displaced to the operating position, the operating wedge 47 contacts the car guide rail 11 and displaces upward relative to the movable guide member 44 along the guide surface 44a, displacing the lateral movement frame 42 horizontally relative to the lifting frame 41. As a result, the car guide rail 11 is sandwiched between the operating wedge 47 and the braking member 48, compressing the multiple main springs 49 and displacing the lifting frame 41 to the lifting position.

Figure 10 is a front view showing the state in which the lifting rod 32 in Figure 2 has been lifted. When the lifting rod 32 is lifted, the operating lever 21 and interlocking lever 22 each rotate, activating the safety device 20. This brings the car 9 to an emergency stop.

Next, we will explain the return operation of the safety device 20 and the safety actuator 30 after an emergency stop of the car 9. When the safety device 20 and the safety actuator 30 are to be returned to their original positions, current is applied to the actuator 46, and the movable guide member 44 is held in its normal position. Next, the car 9 is raised from the state shown in Figure 10 by the hoisting machine 3.

Figure 11 is a front view showing the state of the safety gear operating device 30 in Figure 9 immediately after the start of the return operation. Because the operating wedge 47 and the braking member 48 sandwich the car guide rail 11, when the fixed frame 40 rises due to the rise of the car 9, the lateral movement frame 42 descends relative to the fixed frame 40 and the car 9.

As a result, the lifting rod 32 descends relative to the car 9, causing the operating lever 21 to rotate clockwise in Figure 10 and the interlocking lever 22 to rotate counterclockwise in Figure 10.

Figure 12 is a front view showing the state of the safety gear operating device 30 when the car 9 in Figure 11 is further raised. When the car 9 is further raised, the lifting frame 41 returns to its non-raised position, the operating lever 21 and interlocking lever 22 return to the positions shown in Figure 2, and the pair of wedge members 27 return from the state shown in Figure 4 to the state shown in Figure 3.

Figure 13 is a front view showing the state in which the operating wedge 47 in Figure 12 has been displaced downward. When the car 9 rises further from the state in Figure 12, a gap forms between the operating wedge 47 and the car guide rail 11, causing the operating wedge 47 to fall along the guide surface 44a.

This causes each return spring 43 to return to its original position, returning the horizontal movement frame 42 to the first horizontal position and separating the brake member 48 from the car guide rail 11.

In this type of elevator safety device 30, a movable guide member 44, multiple operating springs 45, an actuator 46, an operating wedge 47, a braking member 48, and a main spring 49 are mounted on a horizontally moving frame 42. The horizontally moving frame 42 is capable of being displaced horizontally.

For this reason, during the return operation, the car 9 is raised, causing the operating wedge 47 to drop, returning the lateral movement frame 42 to the first horizontal position and separating the brake member 48 from the car guide rail 11. This reduces the driving force and range of motion required of the actuator 46, allowing the actuator 46 to have a smaller capacity.

Furthermore, because the horizontally movable frame 42 can be displaced horizontally, the safety device 20 can be operated stably even if the distance between the normal position and the operating position varies.

The car 9 is also provided with a fixed frame 40. The fixed frame 40 guides the vertical displacement of the lifting frame 41. This allows the lifting frame 41 to be stably displaced between the non-raised position and the lifted position, ensuring stable operation of the safety device 20.

Note that the connection point of the lifting rod 32 to the actuator body 31 is not limited to the lateral movement frame 42.

Figure 14 is a front view showing a safety gear actuating device 30 according to a first modified example of embodiment 1. In the first modified example, the upper end of the lifting rod 32 is rotatably connected to the movable guide member 44. In this manner, the lifting rod 32 may be connected to the movable guide member 44.

Figure 15 is a front view showing a safety gear actuating device 30 according to a second modification of embodiment 1. In the second modification, the upper end of the lifting rod 32 is rotatably connected to the braking member 48. In this manner, the lifting rod 32 may be connected to the braking member 48.

Embodiment 2.
Next, Figure 16 is a front view showing an elevator car 9 according to embodiment 2. Figure 17 is a cross-sectional view taken along line XVII-XVII in Figure 16. Figure 18 is a cross-sectional view taken along line XVIII-XVIII in Figure 17.

Although omitted in the first embodiment, the car 9 has a car frame 13 and a car chamber 14. The car frame 13 has a first vertical pillar 15, a second vertical pillar 16, an upper beam 17, and a car floor 18. The car chamber 14 is supported on the car floor 18. The safety device 20 is supported on the lower part of the car floor 18.

The upper beam 17 is positioned horizontally above the car chamber 14. The suspension body 8 is connected to the upper beam 17.

The first vertical pillar 15 and the second vertical pillar 16 connect the upper beam 17 and the car floor 18. The first vertical pillar 15 and the second vertical pillar 16 are arranged parallel to the pair of car guide rails 11. The first vertical pillar 15 faces one of the pair of car guide rails 11. The second vertical pillar 16 faces the other of the pair of car guide rails 11. The cross-sectional shape of each of the first vertical pillar 15 and the second vertical pillar 16 is U-shaped.

The configuration of the actuator body 31 in embodiment 2 is the same as that of the actuator body 31 in embodiment 1, except that the fixed frame 40 is removed. Furthermore, the lifting frame 41 in embodiment 2 is positioned inside the first vertical pillar 15. That is, the actuator body 31 in embodiment 2 is positioned inside the first vertical pillar 15. As a result, the lifting rod 32 is passed through the inside of the first vertical pillar 15.

The lifting frame 41 is guided by the first vertical pillar 15 and displaces vertically. A stopper plate 50 is fixed to the first vertical pillar 15. The stopper plate 50 restricts displacement of the lifting frame 41 below the non-raised position.

Other configurations and operations in embodiment 2 are the same as those in embodiment 1. Even with this configuration, the same effects as those in embodiment 1 can be obtained.

In addition, since the fixed frame 40 of embodiment 1 is omitted, an increase in the number of parts can be suppressed.

In addition, the lifting frame 41 is guided by the first vertical column 15 and displaces vertically. This allows the lifting frame 41 to be stably displaced between the non-raised position and the raised position, ensuring stable operation of the safety device 20.

Embodiment 3.
Next, Figure 19 is a front view showing an elevator car 9 according to embodiment 3. The safety gear actuating device 30 of embodiment 3 has an actuating device main body 31, a lifting rod 32, and a buffer mechanism 33. The lifting rod 32 is divided into an upper portion 32a and a lower portion 32b.

The buffer mechanism 33 is located in the middle of the lifting rod 32, i.e., between the upper portion 32a and the lower portion 32b. The buffer mechanism 33 also suppresses impact loads acting on the lifting rod 32.

Figure 20 is a structural diagram showing the buffer mechanism 33 of Figure 19. The buffer mechanism 33 has a buffer spring 34, a cylinder 35, a rod 36, and a pin 37.

The buffer spring 34 is connected to the lower end of the upper portion 32a. The cylinder 35 is connected to the upper end of the lower portion 32b. The cylinder 35 has a slit 35a.

The rod 36 is located between the buffer spring 34 and the cylinder 35. The lower end of the rod 36 is inserted into the cylinder 35. The pin 37 is fixed to the lower end of the rod 36. The pin 37 is also passed through the slit 35a.

The assembly of the cylinder 35 and rod 36 can be extended or retracted by changing the amount that the rod 36 protrudes from the cylinder 35. By changing the amount that the rod 36 protrudes from the cylinder 35, the pin 37 moves within the slit 35a. Therefore, the amount that the rod 36 protrudes from the cylinder 35 is limited by the slit 35a.

Figure 21 is a graph showing the change over time in the speed of the car 9 and the movement speed of the lateral movement frame 42 when the safety device 20 is activated by the safety device activation device 30 of embodiment 3. Also, Figure 22 is a graph showing the change over time in the speed of the car 9 and the movement speed of the lateral movement frame 42 when the safety device 20 is activated by the safety device activation device 30 that does not use the buffer mechanism 33.

In Figure 22, after the car 9 starts to fall, the safety gear operating device 30 starts operating at time t1. Then, at time t2, the operating wedge 47 reaches the upper end of the guide surface 44a, and the operating lever 21 starts to pull up. This causes the lateral movement frame 42 to start decelerating.

At time t3, when the operating lever 21 reaches the end of its range of motion, the car 9 begins to decelerate. At this time, a speed difference occurs between the car 9 and the lateral movement frame 42. Then, from time t3 to time t4, a load is applied to the lifting rod 32 so that the speed difference between the car 9 and the lateral movement frame 42 becomes zero.

If the rigidity of the lifting rod 32 is high, the time from time t3 to time t4 will be short, and a large impact load will act on the lifting rod 32.

In contrast, in embodiment 3, a buffer mechanism 33 is provided on the lifting rod 32. Additionally, an initial compression force is applied to the buffer spring 34 to prevent displacement during operation up to time t3.

As a result, as shown in Figure 21, the time from time t3 to time t5, when the speed difference between the car 9 and the lateral movement frame 42 becomes zero, is lengthened. Therefore, the impact load acting on the lifting rod 32 between time t3 and time t5 is suppressed.

Other configurations and operations in embodiment 3 are the same as those in embodiment 1.

This configuration reduces the impact load acting on the lifting rod 32, reducing the strength required for each component of the safety gear actuation device 30 and making the entire device smaller and lighter.

The lifting rod 32 in embodiment 2 may be provided with a buffer mechanism 33 similar to that in embodiment 3.

Furthermore, the safety monitoring device 6 may monitor only either excessive speed of the car 9 or excessive acceleration of the car 9.

The safety device 20 may also be configured to be activated by a mechanical governor.

The lifting body may be the counterweight 10, or both the car 9 and the counterweight 10.

Furthermore, the overall layout of the elevator is not limited to the layout shown in Figure 1. For example, the roping system may be a 2:1 roping system.

The elevator may also be a machine room-less elevator, a double-deck elevator, or a one-shaft multi-car elevator. A one-shaft multi-car elevator is a system in which an upper car and a lower car located directly below the upper car each travel independently up and down a common elevator shaft.

The above describes preferred embodiments, etc., but the present invention is not limited to the above-described embodiments, etc., and various modifications and substitutions can be made to the above-described embodiments, etc., without departing from the scope of the claims.

The various aspects of this disclosure are summarized below as appendices.

(Appendix 1)
a lifting frame that is displaceable in the vertical direction between a non-raised position and a raised position that is a position higher than the non-raised position relative to the lifting body that rises and falls along the guide rail, and that is displaceable from the non-raised position to the raised position;
a transmission mechanism that transmits the vertical displacement of the lifting frame body relative to the lifting body to an emergency stop device and activates the emergency stop device;
a horizontally movable frame provided on the lifting frame so as to be displaceable in a horizontal direction relative to the lifting frame between a first horizontal position and a second horizontal position;
a return spring provided between the lifting frame and the lateral movement frame, which generates a force to return the lateral movement frame to the first horizontal position;
a movable guide member provided on the lateral movement frame, the movable guide member having a guide surface facing the guide rail and capable of being displaced in a horizontal direction relative to the lateral movement frame between a normal position and an operating position;
an operating spring provided between the lateral movement frame and the movable guide member for displacing the movable guide member to the operating position;
an actuator that holds the movable guide member in the normal position against the operating spring;
an operating wedge provided between the movable guide member and the guide rail and displaceable in the vertical direction relative to the movable guide member along the guide surface;
a braking member that is provided on the lateral movement frame and faces the guide rail on the opposite side of the guide rail from the movable guide member; and a main spring that is provided between the lateral movement frame and the braking member,
the guide surface is inclined with respect to the guide rail so as to approach the guide rail as it goes upward,
When the movable guide member is displaced to the operating position, the operating wedge contacts the guide rail and displaces upward relative to the movable guide member along the guide surface, the lateral movement frame displaces horizontally relative to the lifting frame, the guide rail is sandwiched between the operating wedge and the braking member, the main spring is compressed, and the lifting frame is displaced to the lifting position.
(Appendix 2)
2. The elevator emergency stop operating device according to claim 1, further comprising: a fixed frame body provided on the lifting body and guiding the vertical displacement of the lifting frame body.
(Appendix 3)
the elevator body is a car having a car frame and a cab supported by the car frame,
The car frame has a vertical pillar facing the guide rail,
The elevator emergency stop operating device according to claim 1, wherein the lifting frame is arranged inside the vertical pillar and is guided by the vertical pillar to displace in the vertical direction.
(Appendix 4)
4. The elevator safety device according to claim 1, further comprising a buffer mechanism provided in the transmission mechanism to suppress an impact load acting on the transmission mechanism.
(Appendix 5)
5. An elevator emergency stop operating device according to claim 1, wherein the transmission mechanism is connected between the lateral movement frame and the emergency stop device.
(Appendix 6)
5. An elevator emergency stop operating device according to claim 1, wherein the transmission mechanism is connected between the movable guide member and the emergency stop device.
(Appendix 7)
5. The elevator emergency stop operating device according to claim 1, wherein the transmission mechanism is connected between the braking member and the emergency stop device.

9 Cage (lifting body), 11 Cage guide rail, 20 Emergency stop device, 30 Emergency stop operating device, 32 Lifting rod (transmission mechanism), 33 Buffer mechanism, 40 Fixed frame, 41 Lifting frame, 42 Lateral movement frame, 43 Return spring, 44 Movable guide member, 45 Operating spring, 46 Actuator, 47 Operating wedge, 48 Braking member, 49 Main spring.

Claims (7)

a lifting frame that is displaceable in the vertical direction between a non-raised position and a raised position that is a position higher than the non-raised position relative to the lifting body that rises and falls along the guide rail, and that is displaceable from the non-raised position to the raised position;
a transmission mechanism that transmits the vertical displacement of the lifting frame body relative to the lifting body to an emergency stop device and activates the emergency stop device;
a horizontally movable frame provided on the lifting frame so as to be displaceable in a horizontal direction relative to the lifting frame between a first horizontal position and a second horizontal position;
a return spring provided between the lifting frame and the lateral movement frame, which generates a force to return the lateral movement frame to the first horizontal position;
a movable guide member provided on the lateral movement frame, the movable guide member having a guide surface facing the guide rail and capable of being displaced in a horizontal direction relative to the lateral movement frame between a normal position and an operating position;
an operating spring provided between the lateral movement frame and the movable guide member for displacing the movable guide member to the operating position;
an actuator that holds the movable guide member in the normal position against the operating spring;
an operating wedge provided between the movable guide member and the guide rail and displaceable in the vertical direction relative to the movable guide member along the guide surface;
a braking member that is provided on the lateral movement frame and faces the guide rail on the opposite side of the guide rail from the movable guide member; and a main spring that is provided between the lateral movement frame and the braking member,
the guide surface is inclined with respect to the guide rail so as to approach the guide rail as it goes upward,
When the movable guide member is displaced to the operating position, the operating wedge contacts the guide rail and displaces upward relative to the movable guide member along the guide surface, the lateral movement frame displaces horizontally relative to the lifting frame, the guide rail is sandwiched between the operating wedge and the braking member, the main spring is compressed, and the lifting frame is displaced to the lifting position. 2. The emergency stop operating device for an elevator according to claim 1, further comprising a fixed frame body provided on the lifting body and guiding the vertical displacement of the lifting frame body. the elevator body is a car having a car frame and a cab supported by the car frame,
The car frame has a vertical pillar facing the guide rail,
2. The emergency stop operating device for an elevator according to claim 1, wherein the lifting frame is disposed inside the vertical pillar and is guided by the vertical pillar to be displaced in the up-down direction. The emergency stop operating device for an elevator according to any one of claims 1 to 3, further comprising: a buffer mechanism provided in the transmission mechanism to suppress an impact load acting on the transmission mechanism. An elevator emergency stop operating device according to any one of claims 1 to 3, wherein the transmission mechanism is connected between the lateral movement frame and the emergency stop device. An elevator emergency stop operating device according to any one of claims 1 to 3, wherein the transmission mechanism is connected between the movable guide member and the emergency stop device. An elevator emergency stop operating device according to any one of claims 1 to 3, wherein the transmission mechanism is connected between the braking member and the emergency stop device.