JP7204051B2 - elevator car door device - Google Patents

Description

The present disclosure relates to a car door device for opening and closing a car doorway of an elevator.

In a conventional elevator car door system, a car door is provided with a blade and a locking member. The blade is horizontally displaceable with respect to the car door between an unlocking corresponding position and a locking corresponding position. The locking member can be displaced between an unlocked position and a locked position in conjunction with movement of the blade.

A fixed lock and a guide cam are provided on the exterior of the car door. When the locking member is caught by the fixed lock, the car door is prevented from moving in the opening direction. The locking member is provided with a guide portion.

When the car door is in the fully closed position, the guide portion contacts the guide cam to hold the locking member at the unlocked position and the blade at the unlocked position (see, for example, Patent Document 1). ).

Japanese Patent No. 6250190

In the conventional car door apparatus as described above, the locking member is held at the unlocked position when the car door is at the fully closed position. However, from the standpoint of reliability, it is desirable that the locking member is also positioned at the locked position when the car door is at the fully closed position.

SUMMARY OF THE INVENTION The present disclosure has been made to solve the above-described problems, and prevents a car door from being opened between floors while locking a movable lock when the car door is in a fully closed position. The object is to provide an elevator car door device that can be held in position.

The elevator car door device according to the present disclosure is provided in the first car door for opening and closing the car doorway, and in the first car door. A car-side connecting member displaced horizontally with respect to the first car door between a certain door pocket-side position, a fixed lock provided on the first car door, and a lock member provided on the outside of the first car door. and is displaced between a locked position where it is caught by a fixed lock and prevents movement of the first car door in the opening direction, and an unlocked position where movement of the first car door in the opening direction is permitted. a movable locking element, a first cam provided on the first car door and displaced in conjunction with the car-side connecting member, and a first cam provided on the first car door and displaced by being guided by the first cam a first contact provided on the first car door and displaced between an unlocked position and an unlocked position by displacement of the first contact; a second cam provided on the movable lock member; A second contactor provided on the first car door, a third cam provided on the outside of the first car door, and a second contactor provided on the first car door and guided by the third cam to displace and a third contact for displacing the car-side connecting member, and when the first car door is in the fully closed position, the third cam holds the third contact so that the car-side connecting member is held by the third cam. The member is held in the door stop position, the second cam is held in the unlocked position, the movable lock is held in the locked position, and the first car door is in the fully closed position when the car is in the door zone. , the car-side connecting member hits the interlock roller of the interlock device provided on the landing door, preventing the car-side connecting member from being displaced to the door pocket side position, and the unlocked position. When the second contact is guided by the second cam at to displace the movable lock to the unlocked position, further movement in the opening direction of the first car door is permitted, and the car is outside the door zone When the first car door moves from the fully closed position to the opening direction, the car side connecting member is displaced to the door pocket side position, and guided by the first cam to displace the first contactor. The second cam is displaced to the unlocked position and the movable lock is held in the locked position to prevent further movement of the first car door in the open direction.
In addition, the elevator car door apparatus according to the present disclosure provides a first car door for opening and closing the car doorway, and by moving in conjunction with the first car door in a direction opposite to the first car door, the car doorway is opened and closed. between the door stop side position and the door pocket side position, which is a position on the door pocket side of the door stop side position, the first car door A car-side connecting member displaced in the horizontal direction with respect to the second car door, a fixed lock provided on the second car door, and provided outside the first car door and outside the second car door , a movable lock displaced between a locked position that prevents the first car door from moving in the opening direction by being caught by the fixed lock and an unlocked position that allows the first car door to move in the opening direction. child, a first cam provided on the first car door and displaced in conjunction with the car-side connecting member; a first cam provided on the first car door and displaced by being guided by the first cam; one contact, mounted on the first car door, and a second cam, mounted on the movable lock, which is displaced between unlocked and unlocked positions by displacement of the first contact; a third cam provided outside the first car door; A third contact for displacing the side connecting member is provided, and when the first car door is in the fully closed position, the third cam holds the third contact, thereby displacing the car side connecting member. The first car door is opened from the fully closed position when the car is held in the door stop position, the second cam is held in the unlocked position, the movable lock is held in the locked position, and the car is in the door zone. When moving in the direction, the car-side connecting member hits the interlock roller of the interlock device provided on the landing door, preventing the car-side connecting member from being displaced to the door pocket side position and at the unlocked position. When the second contact is guided by the second cam to displace the movable lock to the unlocked position to permit further movement in the opening direction of the first car door and the car is outside the door zone; When the first car door moves in the opening direction from the fully closed position, the car side connecting member is displaced to the door pocket side position, and guided by the first cam to displace the first contactor, thereby causing the second car door to move. cam is displaced to the unlocked position and the movable lock is held in the locked position to prevent further movement of the first car door in the opening direction.

According to the elevator car door apparatus of the present disclosure, it is possible to prevent the car door from being opened between floors while holding the movable lock member in the locked position when the car door is in the fully closed position.

1 is a schematic configuration diagram showing an elevator according to Embodiment 1; FIG. It is the front view which looked at the 1st landing door of FIG. 1, and the 2nd landing door from the hoistway side. It is the front view which looked at the 1st car door of FIG. 1, and the 2nd car door from the landing side. 4 is a front view showing an enlarged main part of FIG. 3; FIG. 5 is an enlarged front view of the first upper link and operating member of FIG. 4; FIG. FIG. 6 is a front view showing a state in which the first upper link in FIG. 5 is rotated clockwise; 5 is an enlarged front view of the first upper link and the operating member in a state where the first car of FIG. 4 is about to be opened outside the door zone; FIG. FIG. 5 is a cross-sectional view along line VIII-VIII of FIG. 4; FIG. 5 is a cross-sectional view along line IX-IX in FIG. 4; 5 is a front view showing a state in which the first car door and the second car door of FIG. 4 have slightly moved in the opening direction; FIG. FIG. 11 is a front view showing a state in which the first car door and the second car door of FIG. 10 have moved further in the opening direction; 5 is a front view showing a state in which the first car door and the second car door of FIG. 4 are about to be opened outside the door zone; FIG. FIG. 10 is a front view of the elevator car door device according to Embodiment 2 as viewed from the hall side;

Embodiments will be described below with reference to the drawings.
Embodiment 1.
FIG. 1 is a schematic configuration diagram showing an elevator according to Embodiment 1. FIG. In the figure, a machine room 2 is provided above the hoistway 1 . In the machine room 2, a hoisting machine 3, a deflection wheel 4, and an elevator control device 5 are installed.

The hoisting machine 3 has a drive sheave 6, a hoisting machine motor (not shown), and a hoisting machine brake (not shown). The hoist motor rotates the drive sheave 6 . The hoist brake keeps the drive sheave 6 stationary. Also, the hoist brake brakes the rotation of the drive sheave 6 .

A suspension 7 is wound around the drive sheave 6 and the deflector wheel 4 . A plurality of ropes or a plurality of belts are used as the suspension 7 . A car 8 is connected to a first end of the suspension 7 . A counterweight 9 is connected to the second end of the suspension 7 .

A car 8 and a counterweight 9 are suspended by a suspension 7 and move up and down in the hoistway 1 by rotating the drive sheave 6 . The elevator control device 5 controls the operation of the car 8 by controlling the hoisting machine 3 .

A pair of car guide rails (not shown) and a pair of counterweight guide rails (not shown) are installed in the hoistway 1 . A pair of car guide rails guides the rise and fall of the car 8 . A pair of counterweight guide rails guides the lifting and lowering of the counterweight 9 .

The car 8 has a car frame 10 and a car room 11 . A suspension 7 is connected to the car frame 10 . The car room 11 is supported by the car frame 10 . A first car door 12a and a second car door 12b are provided on the front surface of the car room 11 . The first car door 12a and the second car door 12b slide horizontally in opposite directions to open and close the car doorway.

A door controller 13 is provided on the car 8 . The door controller 13 controls opening and closing operations of the first car door 12a and the second car door 12b.

A first landing door 14a and a second landing door 14b are provided in the multi-floor landings, respectively. The first landing door 14a and the second landing door 14b slide horizontally in opposite directions to open and close the landing doorway. Further, the first landing door 14a and the second landing door 14b open and close in conjunction with the first car door 12a and the second car door 12b when the car 8 lands on the floor.

FIG. 2 is a front view of the first landing door 14a and the second landing door 14b of FIG. 1 as viewed from the hoistway 1 side. A landing door frame 15 is fixed above the landing doorway. A landing door rail 16 is provided on the landing door frame 15 . The landing door rail 16 is arranged horizontally in parallel with the width direction of the landing doorway. The width direction of the landing doorway is a direction parallel to the opening/closing operation direction of the first landing door 14a and the second landing door 14b, and is the left-right direction in FIG.

A first landing door pulley 17 is provided at a first longitudinal end of the landing door frame 15 . A second landing door pulley 18 is provided at a second longitudinal end of the landing door frame 15 . The longitudinal direction of the landing door frame 15 is parallel to the width direction of the landing doorway. An endless interlocking rope 19 is wound around the first landing door pulley 17 and the second landing door pulley 18 .

The first landing door 14a and the second landing door 14b have landing door panels 20 and landing door hangers 21, respectively. Each landing door hanger 21 is fixed to the top of the corresponding landing door panel 20 .

Each landing door hanger 21 is provided with a plurality of landing door rollers 22 . Each landing door roller 22 moves while rolling on the landing door rail 16 when the first landing door 14a and the second landing door 14b are opened and closed. The first landing door 14 a and the second landing door 14 b are suspended from the landing door rail 16 and open and close along the landing door rail 16 .

The first landing door 14 a is connected to the lower portion of the interlocking rope 19 via the first landing door connecting fitting 23 . The second landing door 14 b is connected to the upper portion of the interlocking rope 19 via a second landing door connecting fitting 24 .

When the interlocking rope 19 circulates due to the opening/closing operation of the first landing door 14a, the second landing door 14b moves in the direction opposite to the first landing door 14a. The landing door interlocking mechanism 25 has a first landing door pulley 17 , a second landing door pulley 18 , an interlocking rope 19 , a first landing door connecting fitting 23 , and a second landing door connecting fitting 24 . Further, the hall door interlocking mechanism 25 interlocks the second hall door 14b with the opening/closing operation of the first hall door 14a.

An interlock device 26 is provided between the first landing door 14 a and the landing door frame 15 . The interlock device 26 prevents the landing door 14 from being opened from the landing side when the car 8 is not on the floor. The interlock device 26 also has a latch 27 , an interlock latch 28 , a fixed interlock roller 29 and a movable interlock roller 30 .

The latch 27 is fixed to the landing door frame 15 . An interlock latch 28 is rotatably attached to the landing door hanger 21 of the first landing door 14a. When the first landing door 14a and the second landing door 14b are in the fully closed position, the tip of the interlock latch 28 is caught on the latch 27, thereby closing the first landing door 14a and the second landing door 14b. Movement in the opening direction is blocked.

The fixed-side interlock roller 29 is arranged coaxially with the rotation axis of the interlock latch 28 . The movable interlock roller 30 is attached to the interlock latch 28 . The interlock latch 28 and the movable interlock roller 30 rotate around the rotation axis of the interlock latch 28 .

FIG. 3 is a front view of the first car door 12a and the second car door 12b of FIG. 1 as viewed from the landing side. A car door frame 31 is fixed above the doorway of the car. A car door rail 32 is provided on the car door frame 31 . The car door rail 32 is arranged horizontally in parallel with the width direction of the car doorway. The width direction of the car doorway is a direction parallel to the opening/closing direction of the first car door 12a and the second car door 12b, and is the left-right direction in FIG.

A first car door pulley 33 is provided at a first longitudinal end of the car door frame 31 . A second car door pulley 34 is provided at a second longitudinal end of the car door frame 31 . The longitudinal direction of the car door frame 31 is parallel to the width direction of the doorway of the car. An endless drive belt 35 is wound around the first car door pulley 33 and the second car door pulley 34 .

The first car door 12a and the second car door 12b have a car door panel 36 and a car door hanger 37, respectively. Each car door hanger 37 is secured to the top of the corresponding car door panel 36 . The first car door 12 a and the second car door 12 b are suspended from a car door rail 32 and open and close along the car door rail 32 .

The first car door 12 a is connected to the lower portion of the drive belt 35 via a first car door connector 38 . The second car door 12 b is connected to the upper portion of the drive belt 35 via a second car door connector 39 .

A door motor 40 is fixed on the car door frame 31 . Rotation of the door motor 40 is transmitted to the first car door pulley 33 . When the first car door pulley 33 rotates, the drive belt 35 circulates and the second car door pulley 34 rotates. As a result, the first car door 12a and the second car door 12b are opened and closed.

4 is a front view showing an enlarged main part of FIG. 3. FIG. A first support plate 44 as a mounting member is fixed to the first car door 12a. A fixed locking piece 45 is fixed to the first support plate 44 . That is, the fixed lock piece 45 is provided on the first car door 12a via the first support plate 44. As shown in FIG. In addition, the fixed lock piece 45 protrudes from the side surface of the upper end portion of the first support plate 44 toward the second car door 12b.

A second support plate 46 is fixed to the car door frame 31 . A movable lock 47 is attached to the second support plate 46 . That is, the movable lock piece 47 is provided outside the first car door 12a.

The movable locking element 47 is rotatable around a locking element rotating shaft 47a. Also, the movable locking member 47 can be displaced between the locking position shown in FIG. 4 and the unlocking position shown in FIG. The locked position is a position where the movable lock piece 47 is caught by the fixed lock piece 45 to prevent the first car door 12a from moving in the opening direction. The unlocked position is a position that allows the first car door 12a to move in the opening direction.

The locking piece rotating shaft 47 a is provided in the intermediate portion of the movable locking piece 47 . One end of the movable locking element 47 is provided with a hook-shaped locking portion 47b. When the first car door 12a and the second car door 12b are in the fully closed position, the locking portion 47b is located closer to the door pocket of the first car door 12a than the tip of the fixed lock 45. .

When the first car door 12 a attempts to move in the opening direction while the movable lock member 47 is held at the locked position, the locking portion 47 b is caught by the tip of the fixed lock member 45 . This prevents the first car door 12a from moving in the opening direction.

A tension spring 48 is provided between the second support plate 46 and the movable locking element 47 . The tension spring 48 generates a force to rotate the movable locking piece 47 counterclockwise in FIG. 4, that is, a force to hold it at the locked position. The movable locking element 47 always receives a force in the direction of displacing it to the locking position.

A locking piece stopper 49 is attached to the second support plate 46 . The lock piece stopper 49 prevents the movable lock piece 47 from rotating beyond the locking position. The vertical position of the locking piece stopper 49 is adjustable. The movable lock piece 47 is pressed against the lock piece stopper 49 by its own weight and the force of the tension spring 48 and held at the locking position.

A lock detection switch 50 is attached to the second support plate 46 . A lock detection switch 50 detects that the movable lock member 47 is in the locked position.

An operating piece 51 is fixed to the other end of the movable locking element 47 . The operating piece 51 contacts the lock detection switch 50 when the movable lock member 47 is held at the locking position. As a result, the lock detection switch 50 is turned ON.

Also, when the movable lock member 47 is not held at the locking position, the operating piece 51 is separated from the lock detection switch 50 . As a result, the lock detection switch 50 is turned off.

In the elevator control device 5, the first car door 12a and the second car door 12b are at the fully closed position, and the movable lock 47 is held at the locked position, so that the car 8 can be raised and lowered. It is a condition.

A car-side connecting member 54 having an L-shaped cross section is attached to the first support plate 44 via a first parallel link mechanism 53 . The car-side connecting member 54 is arranged vertically.

The first parallel link mechanism 53 has an L-shaped first lower link 55 and a bar-shaped first upper link 56 .

A first lower link rotating shaft 55a is provided at an intermediate portion of the first lower link 55, that is, a bent portion. The first lower link 55 is attached to the first support plate 44 so as to be rotatable around a first lower link rotating shaft 55a.

The lower end of the first lower link 55 is rotatably connected to the lower end of the car-side connecting member 54 . Also, the lower end of the first lower link 55 is located closer to the second car door 12b than the first lower link rotating shaft 55a.

The upper end of the first upper link 56 is provided with a first upper link rotating shaft 56a that is a first cam rotating shaft. The first upper link 56 is attached to the first support plate 44 so as to be rotatable around a first upper link rotating shaft 56a.

A lower end portion of the first upper link 56 is rotatably connected to an intermediate portion of the car-side connecting member 54 . Also, the lower end of the first upper link 56 is located closer to the second car door 12b than the first upper link rotating shaft 56a.

By rotating the first lower link 55 and the first upper link 56, the car-side connecting member 54 moves between the doorstop-side position shown in FIG. 4 and the door pocket-side position shown in FIG. It is horizontally displaceable with respect to the door 12a. The door pocket side position is a position closer to the door pocket side of the first car door 12a than the door stopper side position with respect to the first car door 12a.

The first upper link 56 is interlocked with the car-side connecting member 54 and rotates about the first upper link rotating shaft 56a.

A first cam 56 b is provided at the lower end of the first upper link 56 . The first cam 56b is provided on the first car door 12a via the first support plate 44. As shown in FIG. Also, the first cam 56b is displaced in conjunction with the car-side connecting member 54 .

An operating member 57 is provided on the first support plate 44 . An intermediate portion of the operating member 57 is provided with an operating member rotating shaft 57a. The operating member 57 is provided on the first support plate 44 so as to be rotatable about an operating member rotating shaft 57a.

A roller-shaped first contact 58 is provided at a first end of the actuating member 57 . The first contactor 58 is provided on the first car door 12a via the operating member 57 and the first support plate 44. As shown in FIG. Also, the first contactor 58 is rotatable with respect to the operating member 57 .

Also, the first contactor 58 is always in contact with the first cam 56b. Also, the first contactor 58 is guided by the first cam 56b to be displaced.

A second cam 57b is provided at the second end of the operating member 57 . The second end of the operating member 57 is the end opposite to the first end of the operating member 57 with respect to the operating member rotating shaft 57a.

The second cam 57b is provided on the first car door 12a via the first support plate 44. As shown in FIG. The second cam 57b can be displaced between the unlocked position shown in FIG. 10 and the unlocked position shown in FIG. That is, the second cam 57b can be rotated and displaced between the unlocked position and the unlocked position.

A protruding portion 47c is formed on the movable locking element 47. As shown in FIG. The protruding portion 47c protrudes obliquely downward from the intermediate portion of the movable locking element 47 . A roller-shaped second contactor 59 is provided at the lower end of the projecting portion 47c. The second contactor 59 is rotatable with respect to the projecting portion 47c.

The second cam 57b contacts the second contactor 59 during normal opening operation of the first car door 12a and rotates the movable locker 47 to the unlocked position. The movable locking element 47 is kept at the locking position by its own weight and the spring force of the tension spring 48 when the external force from the second cam 57b does not act. In addition, the movable locking element 47 may be kept at the locking position by a weight.

A third cam 60 is fixed to the car door hanger 37 of the second car door 12b. That is, the third cam 60 is fixed to the second car door 12b outside the first car door 12a.

A roller-shaped third contactor 61 is provided at the upper end of the first lower link 55 . The upper end of the first lower link 55 is located closer to the second car door 12b than the first lower link rotating shaft 55a. The third contactor 61 is provided on the first car door 12a via the first lower link 55 and the first support plate 44. As shown in FIG.

The first cam 56b, the first contactor 58, the second cam 57b and the third contactor 61 are attached to a common first support plate 44. As shown in FIG.

A third contact 61 is rotatable with respect to the first lower link 55 . Further, the third contactor 61 displaces the car-side connecting member 54 by being guided by the third cam 60 and being displaced.

The third contactor 61 is in contact with the third cam 60 when the first car door 12a and the second car door 12b are in the fully closed position.

The car-side connecting member 54 is constantly receiving force in the direction of displacement to the door pocket side, ie, the door pocket side position, due to the action of gravity or spring force. Further, the second cam 57b always receives force in the direction of displacing it to the unlocked position.

The third contactor 61 is in contact with the third cam 60 when the first car door 12a and the second car door 12b are in the fully closed position. As a result, the car-side connecting member 54 is held at the door stopper side position. Also, the second cam 57b is prevented from being displaced toward the unlocked position.

A pair of connecting member stoppers 62 are provided on the first support plate 44 . A pair of connecting member stoppers 62 limits the movable range of the car side connecting member 54 toward the doorstop side.

When the first car door 12a and the second car door 12b are in the fully closed position, a gap is secured between the car-side connecting member 54 and the pair of connecting member stoppers 62. As shown in FIG.

A guide blade 64 having an L-shaped cross section is attached to the first support plate 44 via a second parallel link mechanism 63 . The guide blade 64 is arranged parallel to the car-side connecting member 54, that is, vertically.

The second parallel link mechanism 63 has a rod-shaped second lower link 65 and a rod-shaped second upper link 66 .

A lower end of the second lower link 65 is rotatably connected to the first support plate 44 . The upper end of the second lower link 65 is rotatably connected to the lower end of the guide blade 64 .

A lower end of the second upper link 66 is rotatably connected to the first support plate 44 . The upper end of the second upper link 66 is rotatably connected to the intermediate portion of the guide blade 64 .

Further, the guide blade 64 can be displaced in the opening/closing direction of the first car door 12a with respect to the first car door 12a by the rotation of the second lower link 65 and the second upper link 66. .

A guide roller 67 is provided at the upper end of the guide blade 64 . A guide member 68 is fixed to the car door frame 31 . The guide roller 67 is in contact with the guide member 68 when the first car door 12a is in the fully closed position.

The guide blade 64 constantly receives force in the direction of displacement to the door stop side of the first car door 12a due to the action of gravity or spring force. When the first car door 12a is in the fully closed position, the guide roller 67 is in contact with the guide member 68 so that the guide blade 64 is separated from the interlock rollers 29,30.

On the other hand, when the first car door 12a moves in the opening direction, the guide blade 64 is displaced toward the car-side connecting member 54, and the gap between the car-side connecting member 54 and the guide blade 64 becomes smaller. Interlock rollers 29 and 30 are then gripped between car-side connecting member 54 and guide blade 64 .

FIG. 5 is an enlarged front view of the first upper link 56 and operating member 57 of FIG. The first cam 56b has a first guide surface 56c and a second guide surface 56d. The first guide surface 56c and the second guide surface 56d guide the first contactor 58 respectively. The second guide surface 56d is adjacent to the first guide surface 56c.

The first guide surface 56c is arcuate around the first upper link rotation shaft 56a. Therefore, a first straight line L1 that is orthogonal to the tangent line between the first guide surface 56c and the first contactor 58 and passes through the contact point between the first guide surface 56c and the first contactor 58 is the first straight line L1. through the upper link rotating shaft 56a.

When the first car door 12a is in the fully closed position, the first contactor 58 is in contact with the first guide surface 56c.

FIG. 6 is a front view showing a state in which the first upper link 56 of FIG. 5 is rotated clockwise. The first contactor 58 is guided by the first guide surface 56c until the car-side connecting member 54 moves from the doorstop-side position toward the door pocket by a set amount.

FIG. 7 is an enlarged front view showing the first upper link 56 and the operating member 57 when the first car door 12a of FIG. 4 is about to be opened outside the door zone. The door zone is a zone in the hoistway 1 that allows the opening operation of the first car door 12a and the second car door 12b.

In the state of FIG. 7, the second cam 57b is located at the unlocked position. When the second cam 57b is positioned at the unlocked position, the first contactor 58 is in contact with the second guide surface 56d.

The shape of the second guide surface 56d is an arcuate shape curved in the same direction as the outer peripheral surface of the first contactor 58 . A second straight line L2, which is a straight line perpendicular to the tangent line between the second guide surface 56d and the first contactor 58 and passing through the contact point between the second guide surface 56d and the first contactor 58, is closer to the horizontal than the straight line L1 of .

The second straight line L2 passes closer to the operating member rotation axis 57a, which is the center of rotation of the second cam 57b, than the first straight line L1.

FIG. 8 is a cross-sectional view along line VIII-VIII of FIG. 9 is a cross-sectional view along line IX-IX in FIG. When the car 8 lands on the floor, the car-side connecting member 54 is arranged closer to the door stop than the interlock rollers 29 and 30, and the guide blade 64 is arranged closer to the door pocket than the interlock rollers 29 and 30. ing.

The interlock rollers 29 and 30 are arranged between the car threshold line S1 and the landing threshold line S2 when viewed from directly above. The car sill line S1 is a straight line when the end surface of the car sill on the landing side is viewed from directly above. The landing threshold line S2 is a straight line when the car-side end surface of the landing threshold is viewed from directly above.

The first upper link 56 overlaps the first lower link 55 when viewed from directly above. As shown in FIG. 12, the second cam 57b overlaps the third cam 60 when viewed from the front when it is in the unlocked position.

Next, operation will be described. When the first car door 12a is in the fully closed position, the third contactor 61 is in contact with the third cam 60 as shown in FIG. Also, the movable locking element 47 is held at the locking position. Further, the car-side connecting member 54 is positioned at the door stop side position. Also, the car-side connecting member 54 and the guide blade 64 are separated from the interlock rollers 29 and 30 .

FIG. 10 is a front view showing a state in which the first car door 12a and the second car door 12b of FIG. 4 have slightly moved in the opening direction. When the first car door 12a begins to move in the opening direction, that is, toward the door pocket, and the third contactor 61 separates from the third cam 60, the car-side connecting member 54 tends to displace toward the door pocket.

However, the car-side connecting member 54 hits the interlock rollers 29 and 30, and the displacement of the car-side connecting member 54 toward the door pocket is prevented. This prevents the second cam 57b from being displaced to the unlocked position.

Therefore, when the first car door 12a moves further in the opening direction, the second contactor 59 is pushed up by the second cam 57b, and the movable locker 47 rotates to the unlocked position.

Also, the interlock rollers 29 and 30 are sandwiched between the car-side connecting member 54 and the guide blade 64, the interlock latch 28 rotates, and the interlock device 26 of the hall door device is also unlocked.

FIG. 11 is a front view showing a state in which the first car door 12a and the second car door 12b of FIG. 10 have moved further in the opening direction. Further movement of the first car door 12a in the open direction causes the second contact 59 to move away from the second cam 57b and the movable lock 47 to return to the locked position.

Further, since the interlock rollers 29 and 30 are held between the car-side connecting member 54 and the guide blade 64, the first car door 12a and the first landing door 14a move together in the opening direction. . In addition, the second car door 12b and the second landing door 14b also move in the opening direction in synchronism.

Next, a case where a passenger in the car room 11 tries to force open the first car door 12a and the second car door 12b while the car 8 is stopped outside the door zone due to some abnormality will be described. In this case, as shown in FIG. 12, the interlock rollers 29 and 30 do not contact the car-side connecting member 54, so that the car-side connecting member 54 is not prevented from being displaced to the door pocket side position.

Therefore, when the third contactor 61 separates from the third cam 60, the first upper link 56 rotates clockwise in FIG. At this time, the first contactor 58 is guided by the first guide surface 56c, moves relative to the first cam 56b, and reaches the second guide surface 56d.

As a result, the operating member 57 rotates clockwise in FIG. 12, and the second cam 57b is displaced to the unlocked position. Therefore, the second cam 57b does not contact the second contactor 59, and the movable locking element 47 is held at the locking position. As a result, the movable lock piece 47 is caught by the fixed lock piece 45, preventing further movement of the first car door 12a in the opening direction.

In this way, when the first car door 12a is in the fully closed position, the third contactor 61 is held by the third cam 60, so that the car-side connecting member 54 is held at the door stopper side position. be done. Also, the first contactor 58 contacts the first guide surface 56c of the first cam 56b. As a result, the second cam 57b is held at the unlocked position, and the movable locking element 47 is held at the locked position.

Further, when the first car door 12a moves from the fully closed position to the opening direction while the car 8 is in the door zone, the interlock rollers 29 and 30 are brought into contact with the car side connecting member 54 . Therefore, the car-side connecting member 54 is prevented from being displaced to the door pocket side position. Further, the second contactor 59 is guided by the second cam 57b at the unlocked position, and the movable locker 47 is displaced to the unlocked position. This allows further movement in the opening direction of the first car door 12a.

Further, when the first car door 12a moves from the fully closed position to the opening direction while the car 8 is outside the door zone, the third contactor 61 is guided by the third cam 60, and the car side connecting member 54 is opened. is displaced to the door pocket side position.

Therefore, the first upper link 56 rotates, and the first contactor 58 is displaced by being guided by the first cam 56b. As a result, the second cam 57b is displaced to the unlocked position, the movable locking element 47 is held at the locked position, and further movement in the opening direction of the first car door 12a is prevented.

In such an elevator car door device, the door opening prevention function works when the interlock rollers 29 and 30 are not within the vertical range of the car side connecting member 54, so an unlocking cam is separately provided on the landing side. is not necessary. Therefore, it is possible to prevent the opening of the first car door 12a and the second car door 12b between floors with a simple configuration.

Further, when the first car door 12a and the second car door 12b are at the fully closed position, the movable lock piece 47 can be held at the locked position. In addition, since the movable lock piece 47 is not moved from the locked position to the unlocked position unnecessarily, failures and malfunctions can be suppressed, and reliability can be improved.

Further, since the second cam 57b is displaced independently of the third contactor 61, the position of the car-side connecting member 54 when displacing the second cam 57b to the unlocking position can be arbitrarily set. can be set.

Further, the degree of freedom of displacement of the second cam 57b can be improved with respect to the angle change of the first upper link 56. FIG.

Therefore, considering that the first car door 12a and the second car door 12b are forcibly opened from the landing, even if it is necessary to unlock the car side connecting member 54 in a wide range of positions, The rotation angle of the operating member 57 can be suppressed.

Also, the car-side connecting member 54 can be displaced within a narrow range to rapidly displace the second cam 57b. As a result, it is possible to reduce the dimension between the first car door 12a and the second car door 12b when locked while satisfying the unlocking constraint within the necessary range.

Also, the first cam 56b, the first contactor 58, and the second cam 57b are attached to a common first support plate 44. As shown in FIG. Therefore, it is possible to easily adjust the positions of a plurality of components.

In addition, since the third contactor 61 is also attached to the first support plate 44, the positions of the components can be adjusted more easily.

Also, the first guide surface 56c is arcuate around the first upper link rotation shaft 56a. When the first car door 12a is in the fully closed position, the first contactor 58 is in contact with the first guide surface 56c.

Therefore, even if the second contactor 59 rides on the second cam 57b when the door is closed, the movement of the second contactor 59 can make it difficult for the car-side connecting member 54 to receive force in the width direction of the car doorway. Thereby, the influence on the operation of the first car door 12a and the second car door 12b can be reduced.

Also, the second straight line L2 is closer to horizontal than the first straight line L1. Thus, once locked, the force required to close the first car door 12a and return the second cam 57b to its original position can be very strong. Therefore, even if a user in the car room 11 rapidly swings the first car door 12a or the second car door 12b in the opening/closing direction, the second cam 57b is prevented from returning to the unlocked position. can be done.

Also, the first cam 56 b is provided on the first upper link 56 and the third contactor 61 is provided on the first lower link 55 . Therefore, the movement of the second cam 57b and the movement of the third contactor 61 can be made independent of each other with a simple configuration.

Also, the first upper link 56 overlaps the first lower link 55 when viewed from directly above. Also, the second cam 57b overlaps the third cam 60 when viewed from the front when it is in the unlocked position. Therefore, the configuration can be made compact.

Further, the car-side connecting member 54 always receives force in the direction of displacement to the door pocket side position, and the second cam 57b always receives force in the direction of displacement to the unlocked position. Therefore, reliability can be further improved.

Further, the movable locking element 47 always receives a force in the direction of displacing it to the locking position. Therefore, reliability can be further improved.

In addition, since the lock detection switch 50 detects that the movable lock piece 47 is in the locked position, it is possible to more reliably detect a malfunction and further improve reliability.

Embodiment 2.
Next, FIG. 13 is a front view of the elevator car door apparatus according to Embodiment 2, viewed from the hall side. The fixed lock piece 45 of Embodiment 2 is fixed to the car door hanger 37 of the second car door 12b.

The movable lock 71 is provided on the car door frame 31 via the second support plate 46 . That is, the movable lock piece 71 is provided outside the first car door 12a and outside the second car door 12b.

The movable locking element 71 is rotatable around a locking element rotating shaft 71a. Also, the movable locking member 71 can be displaced between a locking position shown in FIG. 13 and an unlocking position (not shown).

The locked position is a position where the movable lock piece 71 is caught by the fixed lock piece 45 to prevent the first car door 12a from moving in the opening direction. The unlocked position is a position rotated clockwise from the locked position in FIG. 13, and is a position that allows the first car door 12a to move in the opening direction.

The locking piece rotating shaft 71 a is provided in the intermediate portion of the movable locking piece 71 . A hook-shaped locking portion 71b is provided at the end portion of the movable lock member 71 opposite to the first car door 12a. When the first car door 12a and the second car door 12b are in the fully closed position, the locking part 71b is located closer to the door pocket of the second car door 12b than the tip of the fixed lock 45. .

When the first car door 12 a attempts to move in the opening direction while the movable lock member 71 is held at the locked position, the locking portion 71 b is caught by the tip of the fixed lock member 45 . This prevents the first car door 12a from moving in the opening direction.

A weight 72 is attached to the end portion of the movable lock piece 71 opposite to the locking portion 71b. The movable lock piece 71 is pressed against the lock piece stopper 49 by its own weight, the force of the tension spring 48, and the gravity acting on the weight 72, and is held at the locking position. That is, the movable lock piece 71 always receives a force in the direction of displacing it to the locking position.

A protruding portion 71c is formed on the movable locking element 71 . The protruding portion 71c protrudes obliquely downward from the intermediate portion of the movable locking element 71 . The second contactor 59 is provided at the lower end of the projecting portion 71c.

In the second embodiment, when the first car door 12a is in the fully closed position, the third contactor 61 is held by the third cam 60, so that the car-side connecting member 54 is moved to the door stopper side position. is held to Also, the first contactor 58 contacts the first guide surface 56c of the first cam 56b. As a result, the second cam 57b is held at the unlocked position, and the movable locking element 71 is held at the locked position.

Further, when the first car door 12a moves from the fully closed position to the opening direction while the car 8 is in the door zone, the interlock rollers 29 and 30 are brought into contact with the car side connecting member 54 . Therefore, the car-side connecting member 54 is prevented from being displaced to the door pocket side position. Further, the second contactor 59 is guided by the second cam 57b at the unlocked position, and the movable locker 71 is displaced to the unlocked position. This allows further movement in the opening direction of the first car door 12a.

Further, when the first car door 12a moves from the fully closed position to the opening direction while the car 8 is outside the door zone, the third contactor 61 is guided by the third cam 60, and the car side connecting member 54 is opened. is displaced to the door pocket side position.

Therefore, the first upper link 56 rotates, and the first contactor 58 is displaced by being guided by the first cam 56b. As a result, the second cam 57b is displaced to the unlocked position, the movable locking element 71 is held at the locked position, and further movement in the opening direction of the first car door 12a is prevented.

Other configurations and operations are the same as those of the first embodiment.

Such a configuration can also prevent opening of the first car door 12a and the second car door 12b between floors. Further, when the first car door 12a and the second car door 12b are at the fully closed position, the movable lock piece 71 can be held at the locked position.

Further, since the car-side connecting member 54 is provided on the first car door 12a and the fixed lock member 45 is provided on the second car door 12b, it is advantageous for equipment mounting.

In Embodiments 1 and 2, the configuration in which the guide blade 64 is horizontally displaceable is not essential, and the guide blade 64 may be fixed to the first car door 12a.

Further, in Embodiments 1 and 2, the configuration in which the interlock rollers 29 and 30 are held between the car-side connecting member 54 and the guide blade 64 is not essential. For example, the car-side connecting member 54 and the guide blade 64 may be arranged between the fixed-side interlock roller 29 and the movable-side interlock roller 30 . In this case, the car-side connecting member 54 is arranged on the door pocket side of the guide blade 64 .

Also, in the first and second embodiments, the directions of the first lower link 55 and the first upper link 56 may be reversed. Similarly, the direction in which the movable locking element 47 rotates from the locked position to the unlocked position may be reversed.

Further, in Embodiments 1 and 2, the first cam 56b may be provided on the first lower link 55 and the third contactor 61 may be provided on the first upper link 56 .

Further, in Embodiments 1 and 2, the third cam 60 may be fixed to the car door frame 31 .

Further, in Embodiments 1 and 2, the third contactor 61 may be provided on the car-side connecting member 54 .

Also, in FIG. 12, the third contactor 61 is separated from the third cam 60 . However, when the further movement in the opening direction of the first car door 12a is blocked outside the door zone, if the second cam 57b can be displaced to the unlocked position, the third contact 61 will move to the third position. It may be in contact with cam 60 .

Further, in the first and second embodiments, the car door device of the central opening type is shown, but the car door device may be of the one-side opening type. In this case, the third cam 60 would be fixed with respect to the car door frame 31 .

Also, the type of elevator is not limited to the type shown in FIG. 1, and may be, for example, a 2:1 roping system.

Further, the elevator may be a machine room-less elevator, a double-deck elevator, a one-shaft multi-car elevator, or the like. The one-shaft multi-car system is a system in which an upper car and a lower car placed directly below the upper car independently ascend and descend a common hoistway.

8 Car 12a First car door 12b Second car door 44 First support plate (mounting member) 45 Fixed lock 47, 71 Movable lock 53 First parallel link mechanism 54 Car side connecting member, 55 first lower link, 56 first upper link, 56a first upper link rotating shaft (first cam rotating shaft), 56b first cam, 56c first guide surface, 56d second 2 guide surface, 57b second cam, 58 first contactor, 59 second contactor, 60 third cam, 61 third contactor, L1 first straight line, L2 second straight line.

Claims (7)

a first car door that opens and closes the car doorway;
provided on the first car door and extending horizontally with respect to the first car door between a door stop side position and a door pocket side position that is closer to the door pocket side than the door stop side position. a displaceable car-side connecting member;
a fixed lock provided on the first car door;
A locking position, which is provided outside the first car door and is caught by the fixed lock to prevent movement of the first car door in the opening direction, and a locking position in the opening direction of the first car door. a movable lock that displaces between an unlocked position that permits movement of the
a first cam provided on the first car door and displaced in conjunction with the car-side connecting member;
a first contact provided on the first car door and displaced by being guided by the first cam;
a second cam provided on the first car door and displaced between an unlocked position and an unlocked position by displacement of the first contact;
a second contact provided on the movable lock;
a third cam provided outside the first car door; and the car-side connecting member provided on the first car door and displaced by being guided by the third cam. a third contact that displaces the
When the first car door is in the fully closed position, the third contact is held by the third cam, so that the car-side connecting member is held at the door contact side position, and the the second cam is held at the unlocked position and the movable locking element is held at the locked position;
When the first car door moves in the opening direction from the fully closed position while the car is in the door zone, the car-side connecting member hits the interlock roller of the interlock device provided on the landing door, Displacement of the car-side connecting member to the door pocket side position is prevented, and the second contact element is guided by the second cam at the unlocked position to move the movable lock element to the unlocked position. to allow further movement in the opening direction of the first car door,
When the first car door moves in the opening direction from the fully closed position while the car is outside the door zone, the car side connecting member is displaced to the door pocket side position and guided by the first cam. The second cam is displaced to the non-unlocking position by displacing the first contactor, the movable locking member is held at the locking position, and the first car door is opened. An elevator car door arrangement in which further movement in a direction is blocked. a first car door that opens and closes the car doorway;
a second car door that opens and closes the car doorway by moving in a direction opposite to the first car door in conjunction with the first car door;
provided on the first car door and extending horizontally with respect to the first car door between a door stop side position and a door pocket side position that is closer to the door pocket side than the door stop side position. a displaceable car-side connecting member;
a fixed lock provided on the second car door;
A locking position that is provided outside the first car door and outside the second car door and that is caught by the fixed lock to prevent the first car door from moving in the opening direction. and an unlocked position that allows movement of the first car door in the opening direction;
a first cam provided on the first car door and displaced in conjunction with the car-side connecting member;
a first contact provided on the first car door and displaced by being guided by the first cam;
a second cam provided on the first car door and displaced between an unlocked position and an unlocked position by displacement of the first contact;
a second contact provided on the movable lock;
a third cam provided outside the first car door; and the car-side connecting member provided on the first car door and displaced by being guided by the third cam. a third contact that displaces the
When the first car door is in the fully closed position, the third contact is held by the third cam, so that the car-side connecting member is held at the door contact side position, and the the second cam is held at the unlocked position and the movable locking element is held at the locked position;
When the first car door moves in the opening direction from the fully closed position while the car is in the door zone, the car-side connecting member hits the interlock roller of the interlock device provided on the landing door, Displacement of the car-side connecting member to the door pocket side position is prevented, and the second contact element is guided by the second cam at the unlocked position to move the movable lock element to the unlocked position. to allow further movement in the opening direction of the first car door,
When the first car door moves in the opening direction from the fully closed position while the car is outside the door zone, the car side connecting member is displaced to the door pocket side position and guided by the first cam. The second cam is displaced to the non-unlocking position by displacing the first contactor, the movable locking member is held at the locking position, and the first car door is opened. An elevator car door arrangement in which further movement in a direction is blocked. 3. The elevator car door apparatus according to claim 1, wherein said first cam, said first contactor, and said second cam are mounted on a common mounting member. the first cam has a first guide surface that guides the first contactor and is rotatable about a first cam rotation axis;
the first guide surface is arc-shaped around the first cam rotation axis,
4. The elevator according to any one of claims 1 to 3, wherein the first contact is in contact with the first guide surface when the first car door is in the fully closed position. cage door device. the first cam has a second guide surface adjacent to the first guide surface;
When the second cam is positioned at the unlocked position, the first contactor is in contact with the second guide surface,
A second straight line perpendicular to a tangent line between the second guide surface and the first contact and passing through a contact point between the second guide surface and the first contact is the first straight line. is closer to horizontal than a first straight line which is a straight line perpendicular to the tangential line between the guide surface and the first contact and passing through the contact point between the first guide surface and the first contact. 5. The elevator car door device according to 4. The car-side connecting member is provided on the first car door via a parallel link mechanism,
The parallel link mechanism has a lower link and an upper link,
the first cam is provided on one of the lower link and the upper link;
6. The elevator car door apparatus according to any one of claims 1 to 5, wherein said third contactor is provided on the other of said lower link and said upper link. The upper link overlaps the lower link when viewed from directly above,
7. The elevator car door system according to claim 6, wherein said second cam overlaps said third cam as viewed from the front when in said unlocked position.

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