DE112017004032T5 - LIFT - Google Patents

Abstract

There is provided an elevator comprising: a wedge-shaped (24) (19) provided on a lifting body (7) and adapted to grip a guide rail; and a governor rope (17) installed in a shaft parallel to a lifting body for the lifting body (7), the elevator comprising: a first biasing region (24) which engages the governor rope through a speed regulator to move the damper (19 ) to bias upward when the lifting body (7) is abnormally accelerated; and a second biasing portion (29) which utilizes a movement produced by a drop of the lifting body (7) upon breakage of the suspension body (6) to bias the damper (19) upwardly, at least one biasing portion, ie the first Biasing region (24) or the second biasing region (29) is separated from the damper (19).

Description

TECHNICAL AREA

The present invention relates to an elevator.

STATE OF THE ART

In a rope-type elevator, a car and a counterweight are connected to a bucket-like manner by a main rope with interposition of a hoist installed at the upper end of a hoist or in an engine room in an upper part of the hoistway. The rotation of the lifting device moves the cab vertically. For the lifting device, a brake is installed. If an abnormality is detected, e.g. in a case where the elevator abnormally accelerates, the lifter brake is operated so that the car can be stopped safely.

In addition, as a safety device in the event that the jack brake malfunctions and the cab is accelerated downwardly by the breaking of the main rope or the occurrence of slippage between the jack and main rope, a safety device is provided which is adapted to engage a guide rail to delay the car takes place.

To control the safety device, a governor rope is looped around two pulleys installed in each of an upper part and a lower part of the shaft so as to be parallel to the main rope. The controller cable is connected to the cabin with the interposition of the safety device and is moved vertically into engagement with the cabin in the normal state. The attached at an upper end of the governor rope pulley serves as a speed controller.

A mechanism adapted to limit the movement of the governor rope when the speed governor is rotated at an abnormal speed is provided in the speed governor. Thus, with the mechanism, when a speed of the car reaches an abnormal speed, there arises a difference between the governor rope and the car movement, and the safety device is operated based on the difference to decelerate the car.

A buffer is provided in a pit at the bottom of the shaft. The buffer has a mechanism to decelerate the car when the delay through the emergency stop can not be achieved. A normal cruise control is operated based on the detection of a given speed regardless of the position of the car. Therefore, the assumed speed at which the car abuts against the buffer increases in accordance with a rated speed, and there is a problem that the size of the buffer is increased, which increases the pit pit depth.

To cope with the problem described above, there is a safety device that uses the inertia of the governor rope itself, which increases in proportion to the acceleration of the car, to operate the safety device independently of the car speed when the car falls free. In the case where the cab falls by breaking the rope, the safety device is operated by the use of the device described above when the cab is near the ground floor before the cab speed reaches the rated speed. Thus, the assumed speed with which the cabin abuts against the buffer can be reduced. Therefore, it is assumed that the size of the buffer and the dimensions of the pit can be reduced.

There is a safety device that works with the inertial force of the speed controller, regardless of the car speed, when the main cable breaks near the ground floor according to a method of operating the safety device (see Patent Document 1).

The safety device operated by using the rotational inertia of the speed controller is problematic in that the inertial force varies with the vibration of the governor rope. In particular, in a long-travel elevator, the influence of the inertial force change becomes apparent. Therefore, it is difficult under certain conditions to shorten the buffer.

As another method, there is a method of using a structure (slip type) that recognizes the breaking of the main rope not by the case of the car but by a voltage change at a connection area between the car and the main cable for operating the safety device (see Patent Document 2).

STATE OF THE ART

• Patent Document 1: Japanese Patent Application Laid-Open Publication JP 2012-162 374A
• Patent Document 2: Japanese Patent Application Laid-Open Publication JP 2011-209 022A

BRIEF DESCRIPTION OF THE INVENTION

Problems to be solved by the invention

There is an example in which the method of operating the safety device based on the recognition of a decrease of the main rope is applied to a short-shaft elevator. However, when the safety device is used in combination with a cruise control system, there is a problem that the inertial force of the cruise control system becomes a lift resistance when the safety device is raised because the tension is reduced, which unfavorably increases the time taken to start up the safety device ,

The present invention has been conceived to solve the above-described problems and has an object to attract an elevator having two types of biasing mechanisms adapted to drive a damper of a safety device and capable of preventing an extension of the time required will start to operate the safety device.

Means of solving the problems

According to one embodiment of the present invention, there is provided an elevator comprising: a wedge-shaped damper provided on a lifting body and adapted to grip a guide rail; and a governor rope installed in a shaft parallel to a suspension body for the lifting body, the elevator comprising: a first biasing portion which engages the governor cable through a speed regulator to bias the damper upward when the lifting body is abnormally accelerated; and a second biasing portion that utilizes movement generated by a fall of the lifting body upon breakage of the suspension body to bias the damper upwardly, wherein at least one of the biasing regions, the first biasing region and the second biasing region is separate from the damper.

Effect of the invention

In one embodiment of the present invention, the two types of biasing mechanisms configured to drive the damper of the safety device act independently of each other. When the damper is pushed up by a biasing operation of the speed controller and a biasing operation performed based on the detection of a voltage, another biasing mechanism is separated from the damper and does not act as a resistance. Thereby, an extension of the time from the occurrence of a breakage of the rope to the startup of the safety device can be prevented.

list of figures

• 1 Fig. 10 is a general view of an elevator in a first embodiment of the present invention;
• 2 is an enlarged view of a cabin while the car is traveling normally;
• 3 is an enlarged view of the cabin when a cruise control is in operation;
• 4 is an enlarged view of the cabin at the break of the rope;
• 5 Fig. 10 is an enlarged view of the cab and an environment thereof when using a 2: 1 ropeway configuration in the first embodiment;
• 6 Fig. 10 is an enlarged view of the car and its surroundings when using a Unterzugsbeschilung in the first embodiment;
• 7 Fig. 10 is an enlarged view of a damper receiving portion of a second embodiment of the present invention;
• 8th Fig. 10 is an enlarged view of the damper receiving portion of the second embodiment;
• 9 FIG. 10 is an enlarged view of the bias member receiving portion having a configuration for shifting a block with a cabin side groove portion by compression in the second embodiment; FIG.
• 10 Fig. 10 is an enlarged view of the biasing member receiving portion with the configuration of shifting the block with the cabin-side groove portion by the compression in the second embodiment;
• 11 Fig. 10 is an enlarged view of a biasing member receiving portion with an engaging mechanism in a third embodiment of the present invention;
• 12 Fig. 10 is an enlarged view of the biasing member receiving portion with the latching mechanism in the third embodiment;
• 13 Fig. 10 is an enlarged view of the cab and its surroundings to illustrate the operation of an operation restricting member in a fourth embodiment of the present invention;
• 14 is an enlarged view of the cabin and its surroundings in order to control the operation of the car operation limiting part in the fourth embodiment;
• 15 Fig. 10 is an enlarged view of the car and its surroundings to illustrate the operation of the operation restricting member in the fourth embodiment;
• 16 Fig. 10 is an enlarged view of the cab and its surroundings in a fifth embodiment of the present invention;
• 17 Fig. 10 is an enlarged view of the car and its surroundings in a sixth embodiment of the present invention;
• 18 Fig. 10 is an enlarged view of the car and its surroundings in a seventh embodiment of the present invention;
• 19 Fig. 10 is an enlarged view of the cabin and its surroundings in a modification of the seventh embodiment;
• 20 Fig. 10 is an enlarged view of the cab and its surroundings in an eighth embodiment of the present invention;
• 21 Fig. 10 is an illustration of an elevator in a ninth embodiment of the present invention; 22 Fig. 10 is an illustration of the elevator in the ninth embodiment;
• 23 Fig. 12 is a drawing for illustrating the procedure of the ninth embodiment when the cab falls freely in;
• 24 Fig. 15 is a drawing for illustrating the operation when the speed controller detects an abnormal speed in the ninth embodiment;
• 25 Fig. 10 is an illustration of the elevator in the ninth embodiment;
• 26 Fig. 10 is an illustration of an elevator in a tenth embodiment of the present invention;
• 27 FIG. 15 is a drawing for illustrating the procedure when the cab falls freely according to the tenth embodiment; FIG.
• 28 Fig. 12 is a drawing for illustrating the operation when the speed controller detects an abnormal speed in the tenth embodiment;
• 29 Fig. 10 is an illustration of an elevator in the tenth embodiment;
• 30 Fig. 10 is an illustration of an elevator in an eleventh embodiment of the present invention and
• 31 Fig. 12 is a drawing for illustrating the operation when the speed controller detects an abnormal speed in the eleventh embodiment.

Description of the embodiments

Embodiments of the present invention will now be described with reference to the accompanying drawings. In the drawings, the same reference numerals represent the same or corresponding parts.

Embodiment 1

1 Fig. 10 is an illustration for illustrating a lift according to a first embodiment of the present invention. In 1 is in the upper part of a shaft 1 a machine room 2 intended. In the engine room 2 are a lifting device 3 and a deflection roller 4 Installed. The lifting device 3 has a drive roller, a hoist motor for rotating the drive roller and a hoist brake for braking the rotation of the drive roller.

The jack brake has a brake wheel (drum or disc) coaxially coupled to the drive roller, brake shoes that can be brought into and disengaged from the brake wheel, and brake springs configured to press the brake shoes against the brake wheel for braking forces To exert the brake wheel, and electromagnetic magnets, which are designed to separate the brake shoes from the brake wheel against the brake springs to cancel the braking forces.

A suspension body 6 is about the lifting device 3 and the deflection roller 4 looped. As a suspension body 6 a variety of ropes or a variety of straps are used. A cabin 7 , which acts as a lifting body, is connected to a first end of the suspension body 6 connected while a counterweight 8th , which acts as a lifting body, with a second end of the suspension body 6 connected is.

The cabin 7 and the counterweight 8th be through the suspension body 6 inside the shaft 1 suspended and by the lifting device 3 in the shaft 1 raised and lowered. A controller 5 controls the rotation of the lifting device 3 to the cabin 7 raise and lower with a set speed.

Inside the shaft 1 are a pair of cabin guide rails 9 for guiding the ascent and descent of the cabin 7 and a pair of counterweight guide rails 10 for guiding the counterweight 8th Installed. At the bottom of the shaft 1 are a cabin buffer 11 and a counterweight buffer 12 Installed. The cabin buffer 11 is designed to make a collision of the cabin 7 with the bottom of the shaft and the counterweight buffer 12 is designed to be a collision of the counterweight 8th with the bottom of the shaft to buffer.

At the cabin 7 is a safety device 13 mounted, which is designed to fit with the cab guide rail 9 engages the cab 7 to bring in an emergency stop. As a safety device 13 A progressive safety device is used (progressive safety device types are typically used in elevators where the rated speed 45 exceeds m / min).

Furthermore, at the cabin 7 a tension detecting mechanism 15 with an elastic element 27 provided, which corresponds to the voltage between the suspension body 6 and the cabin 7 changes.

In the engine room 2 is a speed controller 16 for detecting an overspeed ride of the car 7 intended. The speed controller 16 has a regulator disc 16a , an overspeed detection switch, a cable lock and other components. A governor rope 17 is around the regulator disk 16a looped.

The governor rope 17 is ring-shaped in the interior of the shaft 1 attached and with the cabin 7 connected. Furthermore, the governor rope 17 around a tension roller 18 looped in a lower part of the shaft 1 is arranged. When raising and lowering the cabin 7 becomes the governor rope 17 circulated to the regulating wheel 16a of the speed controller 16 at a rotational speed corresponding to a moving speed of the car 7 to turn.

The speed controller 16 mechanically detects that the driving speed of the cabin 7 has reached an overspeed. As the overspeeds to be detected, a first overspeed Vos higher than a rated speed Vo and a second overspeed Vtr higher than the first overspeed are set.

When the driving speed of the cabin 7 reaches the first overspeed Vos, the overspeed detection switch is actuated. When the overspeed detection switch is operated, the power supply becomes the lifting device 3 interrupted. Then the cabin 7 suddenly stopped by the jack brake.

When the descent speed of the cabin 7 the second overspeed Vtr is reached, the governor rope becomes 17 detected by the rope lock to the circulation of the governor rope 17 to stop.

2 is an enlarged view of the cabin 7 at normal speed. 3 is an enlarged view of the cabin 7 when the cruise control is in operation. 3 and 4 are views for illustrating the operation of the safety device 13 during operation of a first bias region 24 or a second bias area 29 , The security device 13 has a wedge-shaped clamp 19 and a guide 20 ,

When moving upwards, the clamp becomes 19 from the leadership 20 to the cabin guide rail 9 pushed to the cabin guide rail 9 to grab. Furthermore, the clamp 19 on a connecting element 21 attached, which rotates about a shaft which is provided on an inner side of the cabin. The rotation of the connecting element 21 and the vertical displacement of the clamp 19 are connected.

Between the connecting element and the cabin 9 is a vibration damping spring 22 with a small spring constant provided to an upward displacement of the terminal 19 to suppress, and is designed to cause a vibration of the clamp 19 to suppress by a vibration of the cabin. Furthermore, a lower part of the clamp 19 a leader portion receiving area 23 assigned, leaving the first bias area 24 and the second bias area 29 be kept in contact with it.

The first bias area 24 is on the governor rope 17 attached and is about a malfunction prevention spring 25 connected to the cabin. The malfunction prevention spring 25 has a larger spring constant than the spring constant of the vibration damping spring 22 the safety device 13 , The malfunction prevention spring 25 spans the first preamble area 24 down and holds the first bias area 24 so that the governor rope 17 and the cabin 7 work integrally in the vertical direction, except when the rope from the speed controller 16 is detected around the circulation of the governor rope 17 to stop.

The voltage detection mechanism 15 is at a connection area between the suspension body 6 and the cabin 7 provided and has a spring mounting plate 26 as a spring holding area, directly to a terminal end of the suspension body 6 vertically slidably connected. The spring mounting plate 26 is through the elastic element 27 attached to the cabin. The spring mounting plate 26 is an effect of the elastic element 27 suspended with increasing tension of the suspension body 6 is moved further up.

A voltage detector connector 28 is on one side of the spring mounting plate 26 in contact with the spring mounting plate 26 provided and around a fixed point on the cabin 7 rotatably formed. The second bias area 29 is located on one side of the voltage detection connector 28 , which lies opposite the side on which the spring mounting plate 26 connected. When the spring mounting plate 26 by the action of the elastic element 27 at a breakage of the suspension body 6 is shifted down, so is the second bias area 29 moved up.

The first bias area 24 and the second bias area 29 are arranged in parallel at positions where the first biasing region 24 and the second bias area 29 with the below the clamp 19 provided biasing member receiving area 23 be in contact and both are in a normal state in a contact state.

If a bias range, the first bias range 24 and the second bias area 29 is shifted upward, the shifted bias area and the terminal lock 19 with each other to the safety device 13 to press. However, another biasing range is not due to a force of the clamp 19 acts and therefore moves separately from the terminal 19 ,

When the governor rope 17 due to the detection of a deviation of a car speed by the speed controller 16 becomes the first bias area 24 for operating the safety device 13 moved upwards, as in 3 shown. In this case, the second bias area is 29 regardless of an upward shift of the safety device 13 , An inertial force of the second bias region 29 therefore does not hinder the operation of the safety device 13 ,

Now if the suspension body 6 breaks and the spring mounting plate 26 the voltage detecting mechanism 15 is shifted down, so is the second bias area 29 for operating the safety device 13 moved upwards, as in 4 shown. In this case, the inertial forces of the first biasing range hinder 24 and the governor rope 17 not the operation of the safety device 13 ,

The leader part pickup area 23 with which the first bias area 24 and the second bias area 29 can also be formed so that with the clamp 19 operatively connected connection element 21 to be contacted, rather than under the clamp 19 to be provided. The vibration damping spring 22 for suppressing the vibrations of the clamp 19 can be provided so that it directly with the clamp 19 connected is.

Furthermore, the spring mounting plate 26 the voltage detecting mechanism 15 be formed so that they correspond to a total tension of the suspension body 6 including the variety of ropes or straps is moved. Alternatively, the spring mounting plate 26 be formed so that they correspond to a voltage change of a part of the suspension body 6 is moved.

Furthermore, it is not necessary that the spring mounting plate 26 due to a voltage reduction of the suspension body 6 is moved down. For example, the following configuration can also be used. Specifically, it is at the cabin 7 a pulley attached, and the spring mounting plate 26 is based on the stress reduction of the suspension body 6 shifted so that the second bias area 29 is moved directly upwards.

As in 5 In a 2: 1 ropeway elevator, the same effects can be achieved by the elastic element 27 between a hanger role 30 at the cabin 7 and the cabin 7 is attached. Furthermore, the elevator, as in 6 shown to be a joist-elevator, in which the suspension body 6 under the cabin 7 passes. In this case, the same effects can be achieved by adding a contact area 32 is provided, which with the suspension body 6 between the hanger roles 31 below the cabin 7 is kept in contact so that the contact area 32 with the spring mounting plate 26 comes together.

According to the first embodiment described above, an emergency stop operation by the speed controller 16 and through the security device 13 commonly used, which is based on the detection of a rope break or the detection of acceleration, with the emergency stop operation and the operation of the safety device 13 do not disturb each other. As a result, a quick operation can be achieved. Furthermore, the vibration damping spring 22 between the clamp 19 and the lifting body 7 provided to the clamp 19 to keep it in a starting position during normal driving.

Therefore, the vibration of the clamp 19 during normal driving to suppress malfunction and noise. At the same time, the vibration damping spring 22 a sufficiently small spring force, so as not to become the resistance, when the damper by the biasing area 24 . 29 is pushed upwards.

Thereby, the lifting operation can be smoothly performed. Furthermore, one is by a fall of the cabin 7 generated movement, which is the second bias area 29 drives, a movement of the spring mounting plate 26 that when breaking the suspension body 6 is produced. Therefore, the safety device 13 by sensing the tension of the cables for the second bias region 29 operated at the time of rupture of the rope.

Embodiment 2

Next, a second embodiment of the present invention will be described. The second embodiment is the same as the first embodiment described above except for the configurations described below. 7 FIG. 10 is an enlarged view and a view of a locked state of a biasing member receiving portion having a configuration in which a distal end in the second embodiment. FIG 34 of a connecting element is retracted by compression. 8th FIG. 10 is an enlarged view showing an unlocked state of the biasing member receiving portion with the configuration in which the distal end. FIG 34 of the connecting member is retracted by compression in the second embodiment.

Instead of the vibration damping spring 22 for in the first embodiment in operative connection with the damper operative connection element 21 to mount is within the tendon receiving area 23 a locking mechanism 33 intended. When the first bias area 24 and the second bias area 29 both are in home positions, the distal end becomes 34 of the connecting member in a protruding state by the self-weight of a connecting element of the locking mechanism 33 brought it, so it with a groove 35 on the side of the cabin 7 engaged. At this time, even if in the terminal 19 an inertial force is generated, the vertical movement of the clamp 19 by the fixation in the groove 35 be suppressed.

If, as in 8th shown, the first bias area 24 is moved up, the distal end is 34 of the connecting element in the direction of the cabin guide rail 9 withdrawn by deformation of the connecting element in an initial phase of a lifting movement of the first biasing portion 24 , so that the engaged state with the at the cabin 7 formed groove 35 will be annulled. Likewise, when shifting the second bias area 29 upward, the locking mechanism in an initial phase of a lifting movement of the second biasing portion 29 Approved.

This will be the clamp 19 vertically movable. the clamp 19 becomes due to the action of the biasing area for operating the safety device 13 pressed further up.

Also in the mechanism described above, the biasing member receiving area 23 be provided below the connecting element, with the clamp 19 is in operative connection, rather than on the bottom of the clamp 19 to be provided.

As in 9 and 10 Also, a configuration for shifting a block with a cabin side groove portion may be used. 9 and 10 11 are enlarged views of the bias member receiving portion with a configuration in which the block having a cabin side groove portion is compression-displaced in the second embodiment. 9 is a representation of a locked state and 10 is a representation of an unlocked state. As in 9 and 10 shown, is the groove 35 on the side of the cabin 7 in a block 37 formed by an elastic element 36 is held.

A groove engagement area 38 stays unchanged. A connecting element 39 is achieved by approximation of the bias area 24 . 29 deformed to the block 37 to push so that the engagement with the groove 35 will be annulled. Any connection element configuration such as the configuration described above may be used as long as the engagement state is changed by a position change between the bias region 24 . 29 and the clamp 19 can be lifted.

In the second embodiment, the vibration of the clamp 19 suppressed by the locking mechanism, which is adapted to the clamp 19 during the normal travel to fix in the home position to reduce malfunction and the generation of noise. At the same time, the mechanism for easy unlocking of the lock when pushing up the clamp 19 through the leader area 24 . 29 intended. Thereby, the lifting operation can be smoothly performed.

Embodiment 3

Next, a third embodiment of the present invention will be described. The third embodiment is the same as the first embodiment or the second embodiment except for the configurations described below. 11 Fig. 10 is an enlarged view of the biasing member receiving area 23 of the third embodiment and shows an illustration of a state before the procedure. 12 Fig. 10 is an enlarged view of the biasing member receiving area 23 of the third embodiment and illustrates a state in which the biasing portion is pushed up on the side of the governor rope (a state in which an engagement mechanism is operated).

groove 41 be in a contact area between the terminal 19 and the leader areas 24 . 29 formed the first embodiment. fasteners 40 are designed and provided to cover the preload areas 24 . 29 so keep that bias areas 24 . 29 are freely displaceable from an initial state. The connecting element 40 is designed so that it rotates when one of the bias areas 24 . 29 is moved up and one of the bias ranges 24 . 29 and the clamp 19 combines. If the preload area 24 . 29 after connection with the clamp 19 is moved down, is also the engaged terminal 19 moved down.

In this case, the other header area is 24 . 29 not with the clamp 19 connected. Therefore, the other header area has 24 . 29 no influence on the function of the damper.

If the clamp 19 and the leader area 24 . 29 can be brought into a connection state, the terminal 19 gently returned to the home position by the driven biasing area 24 . 29 is moved down when the safety device is brought back into the initial state after the operation of the safety device. The position at which the safety device inside the shaft 1 can not be specified. In some cases, overhauling work makes it difficult to reach the safety device from its environment, that is, from the outside.

If at this time the clamp 19 and the first bias area 24 and the governor rope 17 connected, the clamp is 19 by forcibly moving the governor rope 17 returned to the starting position, allowing a vertical movement of the cabin 7 is possible. Work on the connection mechanism to cancel the engagement state are required only when the car has been moved to a position accessible from its environment.

If the connection mechanism only at the first biasing area 24 on the side of the governor rope 17 is provided, the governor rope 17 moved by hand to work to connect the connection mechanism with the clamp 19 after the car passes through the second bias area 29 has been stopped. In this way, the overhaul work can be done.

Furthermore, the connection mechanism may be used in combination with a device configured to limit the operation of the damper due to relative displacement between the clamp 19 and the leader areas 24 . 29 to cancel, which has been described in the second embodiment.

In the third embodiment, the contact area between the terminal 19 and the first bias area 24 or the second bias area 29 the mechanism on which the preload area, the clamp 19 applied to the top, with the clamp 19 connects when lifting for the clamp 19 is started. Therefore, the clamp 19 during overhaul after operation of the safety device by pulling the governor rope 17 or at the voltage detecting mechanism 15 easily returned to the starting position.

Embodiment 4

Next, a fourth embodiment of the present invention will be described. The fourth embodiment is the same as the first to third embodiments described above except for the configurations described below. 13 to 15 FIG. 13 are diagrams of an elevator according to the fourth embodiment. FIG.

Similar to the first embodiment, the first bias region 24 and the second bias area 29 designed to fit with the biasing member receiving area 23 below the clamp 19 keep in touch. If one of the bias ranges, the first bias range 24 and the second bias area 29 , is moved up, the clamp attacks 19 at the cabin guide rail 9 on.

In this case, the voltage detecting mechanism 15 an operating boundary plate 42 which is adapted to the downward movement of the spring mounting plate 26 to limit. The operating boundary plate 42 is with one Operating prevention connection 43 connected, which turns around a point on the cabin. The operating boundary plate 42 can by the rotation of the operation prevention connection 43 be moved to a horizontal position in which the vertical displacement of the spring mounting plate 26 is not restricted.

An end to the operation prevention connection 43 is outside the cabin 7 and is adapted to be with a shaft-side projecting area 45 being continuously contacted below an operating limit release position 44 near the ground floor in the shaft 1 is trained. 13 is an illustration of the state in which the end of the operation prevention connection 43 going outside the cabin 7 protrudes, not with the shaft side projecting area 45 is in contact, and 14 is an illustration of a state in which the end with the shaft-side projecting area 45 in contact.

As in 15 shown, comes the operation prevention connection 43 when crossing the operating limit release position 44 through the cabin 7 down to the shaft-side projecting area 45 in contact to eliminate the restriction of operation.

If on the other hand the cabin 7 from the ground floor moves up and over the operating boundary release position 44 is driven up, so the operation prevention connection 43 rotated by gravity in an opposite direction to the downward movement of the spring mounting plate 26 to limit.

When the structure described above is present, the mechanism operates the safety device 13 based on a stress reduction of the suspension body 6 only if the cabin 7 located near the ground floor. Thus, a malfunction of the safety device 13 be suppressed by the voltage detecting mechanism 15 in a case where the position of the car is high,

In addition, the structure may also look like this. In particular, the position of the operation prevention connection becomes 43 maintained, and the shaft-side projecting areas 45 are above and below the operating limit release position 44 attached, so that the operation prevention connection 43 at each pass through the operating limit release position 44 is switched between an operation limit position and an operation limit release position.

Also, when a spring is mounted between the hanger roller on the cabin and the cabin in a 2: 1 ropeway elevator, or when a structure slidable by tension upon contact with a main rope mounted under the cabin is formed in a hoist elevator in which The main cable should pass under the cabin, the limitation of the operation of the spring mounting plate 26 below the operating limit release position 44 by attaching the spring mounting plate 26 and using an area in contact with the shaft side 45 to be moved connecting element.

By the operation of the voltage detecting mechanism 15 only in the lower part of the shaft therefore a malfunction is suppressed. Furthermore, the lower portion of the duct in which the tension detecting mechanism 15 can be limited to a position which is below a position at which the deceleration of the rated speed is started.

Embodiment 5

Next, a fifth embodiment of the present invention will be described. The fifth embodiment is the same as the first to fourth embodiments described above except for the configurations described below. 16 Fig. 10 is an enlarged view of the cab and its surroundings in the fifth embodiment.

As in 16 is shown in an elevator with a long shaft next to the suspension body 16 and the governor rope 17 sometimes a balancing rope 46 installed to the cabin 7 and a lower part of the counterweight 8th with the interposition of a compensating roller 47 to connect at a lower end of the hoist to suppress imbalance between the loads on both sides of the hoist. When the position of the car is on the top floor, the equalizer rope becomes 46 on the side of the cabin 7 longer and the load on the side of the cabin 7 will be raised. When the cabin 7 located in the ground floor, is the balancing rope 46 on the side of the counterweight 8th longer and the load on the side of the cabin 7 is reduced.

Therefore, one changes to a hanging position 48 on the side of the cabin 7 applied voltage according to the position of the car 7 ,

Instead of the shaft-side projecting area 45 According to the fourth embodiment, a stress can be applied between the compensating rope 46 and cabin 7 be used. On the top of the cabin is a pulley mounted in the tension detecting mechanism 15 is a compensation rope connection area 49 formed between the balancer connection area 49 and the cab is an elastic element 50 attached and the operating boundary plate 42 for the spring mounting plate 26 is in operation. When the cabin 7 with the configuration described above below the operating limit release position 44 is located, the restriction on the operation can be lifted.

At high position of the cabin 7 and high tension of the balancing rope 46 Therefore, the operation of the voltage detecting mechanism 15 prevents, so the voltage detection mechanism 15 only in operation, when the cabin is in the lower part of the shaft, so that disturbances are suppressed. Furthermore, the operation by using the voltage of the balancing rope 46 switched. Thus, based on detection of a voltage drop of the rope, the safety device can only be operated when the car is on the ground floor without having to provide the shaft with an additional mechanism.

The mechanism described above does not require the shaft-side projecting portion 45 and is therefore easy to install in existing lifts.

The imbalance is in some cases due to a chain without balancing role 47 instead of the balancing rope 46 suppressed. Also in this case the same design can be used. Furthermore, changes also by the use of a U-shaped laid between the building and the cabin control cable for the purpose of power instead of the balancing cable 46 the voltage of the control cable according to the position of the car 7 , Therefore, the control cable can be used as an operation restricting mechanism for the spring mounting plate 26 be used.

Embodiment 6

Next, a sixth embodiment of the present invention will be described. The sixth embodiment is the same as the first to fifth embodiments described above except for the configurations described below. 17 Fig. 10 is an illustration of an elevator according to the sixth embodiment.

Similar to the first to fifth embodiments, the clamp 19 when pushed up by the effect of leadership 20 against the cabin guide rail 9 pressed, leaving the cab by the friction between the clamp 19 and the cabin guide rail 9 is delayed. Although in 17 not shown, is the clamp 19 on the connecting element 21 mounted, which is a point on the car as in the first to fifth embodiments 7 turns (cf. 6 ). To make a vertical movement of the clamp 19 due to vibrations of the cabin to prevent the vibration damping spring 22 between the cabin 7 and the connecting element 21 arranged.

Furthermore, the governor rope 17 parallel to the cabin 7 arranged. When the speed controller 16 detects an abnormal speed becomes the governor rope 17 taken to the first bias area 24 to pull up.

The second bias area 29 is with an acceleration detection unit 51 connected. The acceleration detection unit has a weight 52 and an elastic element 53 , In the normal state, the elastic element 53 by the on the weight 52 applied gravity placed in a compressed state. The second bias area 29 is right with the weight 52 Connected and becomes with the vertical shift of the weight 52 moved vertically. If the cabin 7 by breaking the suspension body 6 Freely falls, the weight becomes 52 relative to the cabin 7 by the inertial force of the weight 52 moved up. Through the process described above, the second bias area pushes 29 the clamp 19 up.

The first bias area 24 and the second bias area 29 are arranged in parallel with the biasing member receiving area 23 below the clamp 19 in contact and stay in contact with it in the normal state.

When the governor rope 17 from the speed controller 16 is taken to the first bias area 24 move up, get the first biasing area and the terminal 19 engaged with each other to the safety device 13 to press. At this time, the second header area is 29 from the leader part receiving area 23 separated. Therefore, the lifting operation of the clamp 19 not impaired. On the other hand, if the delay of the cabin 7 is detected to the second bias range 29 To shift upward, have the inertial forces of the first biasing area 24 and the one with the first bias area 24 connected control cable 17 no influence on the lifting process of the clamp 19 ,

Therefore, only one of the bias ranges 24 . 29 required to apply a force against the dead weight of the clamp 19 and the vibration damping spring 22 on the connecting element 21 exercise with the clamp 19 is in active connection. The inertial force of the other of the preload areas 24 . 29 does not hamper the operation.

In the sixth embodiment, by using the inertial force of the weight 52 for the second bias area 29 the inertia of the system of the speed controller 16 not to resistance, if the safety device 13 in accordance with the acceleration of the cabin 7 is operated.

As in the second embodiment, the mechanism of attachment of the clamp 19 at the cabin in the header section receiving area 23 and the mechanism for releasing the clamp 19 due to the shift of the bias range 24 . 29 be used together. Furthermore, as in the third embodiment, the structure of the connection of the clamp 19 with the leader area 24 . 29 if the preload area 24 . 29 the clamp 19 pushes upwards, additionally trained.

Embodiment 7

Next, a seventh embodiment of the present invention will be described. The seventh embodiment is the same as the first to sixth embodiments described above except for the configurations described below. 18 FIG. 10 is an illustration of an elevator according to the seventh embodiment. FIG.

Similar to the sixth embodiment, the first bias region 24 and the second bias area 29 designed to fit with the biasing member receiving area 23 below the clamp 19 be kept in contact. If a bias range, the first bias range 24 or the second bias area 29 , is moved up, the clamp attacks 19 the cabin guide rail 9 ,

A weight transfer lock plate 54 is attached to a position where the upward shift of the weight 52 is prevented from its starting position. The weight transfer lock plate 54 can through the operation prevention connection 43 be moved in a horizontal direction. An end to the operation prevention connection 43 is outside the cabin 7 arranged to be with the shaft-side projecting portion mounted in the shaft 45 to get in touch. The shaft-projecting area 45 will be consistently below the operating limit release position 44 trained, which is located near the lowest floor holding position.

If the cabin 7 from the top floor down and below the operating boundary release position 44 gets the operation prevention connection 43 turned to the weight-displacement lock plate 54 to move to a position where the upward shift of the weight 52 is not restricted.

On the other hand, when the car moves up from the lowest floor holding position and the operating limit release position thereabove 44 happens, the operation prevention connection 43 rotated under the action of its own weight to the weight-displacement lock plate 54 to move into a position in which the upward shift of the weight 52 is restricted.

With the effects described above, the first overspeed and the second overspeed can be controlled by the cruise control 16 that with the first bias area 24 be recognized to delay the car at any location other than near the ground floor. Before the cabin 7 after acceleration of a fall near the ground floor is accelerated to the first overspeed, the acceleration becomes based on the vibration / inertial force of the weight 52 for operating the safety device through the second biasing region 29 detected.

In this way, the collision speed against the buffer can be reduced. In this example, the vibration / inertia force of the weight is used and the operation is restricted to the vicinity of the ground floor, so that the likelihood of malfunction is reduced. Furthermore, the operation becomes close to the ground floor by the use of the shaft side protruding area 45 switched so that the area in which the security device 13 is operated is limited.

As in 19 can also be seen in the structure for moving the weight-displacement lock plate 54 by using the tension of the balancing rope 46 or the control cable as in the fifth embodiment, the same effects can be achieved. In this case, the operation in the ground floor by the tension of the balancing rope 46 or the control cable. The area where the security device 13 is operated, so can be limited without an additional device must be mounted in the shaft.

Embodiment 8

Next, an eighth embodiment of the present invention will be described. The eighth embodiment is the same as the first to seventh embodiments described above except for the configurations described below. 20 shows a representation of an elevator according to the eighth embodiment.

Similar to the first to fifth embodiments, the clamp 19 when pushed up by the effect of leadership 20 against the cabin guide rail 9 pressed, leaving the cab 7 by the friction between the clamp 19 and the cabin guide rail 9 is delayed. Although in 20 not shown, is the clamp 19 on the connecting element 21 mounted, which is a point on the car as in the first to fifth embodiments 7 rotates. To make a vertical movement of the clamp 19 due to a vibration of the cabin 7 prevents the vibration damping spring 22 between the cabin 7 and the connecting element 21 built-in.

The first bias area 24 and the second bias area 29 are arranged in parallel with the biasing member receiving area 23 below the clamp 19 be in contact and kept in contact with it in the normal state.

Furthermore, the governor rope 17 parallel to the cabin 7 Installed. When the speed controller 16 detects an abnormal speed becomes the governor rope 17 taken to the first bias area 24 to pull up.

The second bias area 29 is with an actuator (actuator) 55 connected. In the normal state is the actuator 55 fixed in such a position that the clamp 19 , which is in the home position, and the second bias area 29 kept in contact with each other. Then the acceleration of the cabin 7 through an acceleration sensor 56 calculated at the top of the cabin 7 is appropriate. When an abnormal acceleration is detected, a signal is sent to the actuator (actuator) 55 output. Receiving the signal becomes the actuator 55 so driven that the second bias area 29 is moved upwards.

When the governor rope 17 from the speed controller 16 is taken to the first bias area 24 move up, come the first bias area and the terminal 19 in operative connection with each other to the safety device 13 to activate. The second bias area 29 is from the header part reception area 23 separated. Therefore, the lifting operation of the clamp 19 not impaired. On the other hand, if the actuator 55 by the signal of the controller 5 is driven to the second bias area 29 To shift upward, have the inertial forces of the first biasing area 24 and that with the first bias area 24 Connected governor rope 17 no influence on the lifting process of the clamp 19 ,

Therefore, only one of the bias ranges 24 . 29 required to apply a force against the dead weight of the clamp 19 and the vibration damping spring 22 on the connected to the damper in operative connection element 21 exercise. Therefore, the inertial force of the other of the bias areas 24 . 29 prevented from hindering the operation. By using the accelerator-driven actuator or actuator 55 as second bias area 29 Both the actuator system and the speed control system can be used.

The acceleration at which the signal to drive the actuator 55 can be generated next to the on the cabin 7 mounted acceleration sensor from the speed or displacement information of the cabin 7 be calculated by the controller 5 be recorded. Alternatively, the acceleration may also be from absolute position information of the car 7 calculated by measuring a distance from a fixed position in the shaft with a laser sensor or an ultrasonic sensor located at the top of the cab 7 is attached to be detected. Alternatively, the acceleration may also be calculated by the use of any sensor, such as a sensor, that controls the rotation of a roller on the cab 7 detected by contact with the cabin guide rail 9 is turned.

Furthermore, as in the fourth or fifth embodiment, a plate may be mounted which is adapted to the upward displacement of the actuator 55 to prevent. The restriction of the operation of the actuator becomes due to the contact with a protruding portion mounted in the shaft or a voltage change of the balancing cable or the control cable 55 lifted by a mechanical mechanism only when the car is below the operating limit release position. In this way, the possibility of malfunction of the safety device 13 be significantly reduced by an error in the sensor information.

Embodiment 9

Next, a ninth embodiment of the present invention will be described with reference to FIG 21 to 24 described. 21 to 24 FIG. 15 is drawings for illustrating the configuration of the elevator according to the ninth embodiment. FIG. 22 Fig. 10 is an illustration of a positional relationship between the header areas 24 . 29 and the clamp 19 in normal condition. 21 is a drawing omitting the clamp 19 , the cabin guide rail 9 and the governor rope 17 out 22 ,

The one end of the first bias area 24 is with the interposition of a coupling area 71 on the governor rope 17 fastened while its other end has a coupling area 60 freely rotatable on the guide 20 is supported. The second bias area 29 is below the first bias area 24 educated. The one end of the second bias region 29 is from a coupling rod 66 with the interposition of a coupling area 65 freely rotatably supported, while its other end with the interposition of a coupling region 63 freely rotatable on the guide 20 is attached.

The coupling rod 66 is guided by guides 61a and 61b led, which at the first Vorspannbereich 24 are mounted so that it is not movable in the horizontal direction. At an upper end of the coupling rod 66 is a U-shaped support mechanism 67 educated. Within the support mechanism 67 is a role 68 arranged. The role 68 is movable in a horizontal direction. The role 68 is with the elastic element 53 connected. An upper end of the elastic element 53 is with the weight 52 connected. The elastic element 53 is by the on the weight 52 acting gravity compressed. The weight 52 is from a support plate 69 worn, the leadership 20 is attached. In the support plate 69 is a hole 70 formed, which is the passage of the elastic element 53 allows.

The wedge-shaped clamp 19 is at the second bias area 29 with the interposition of a coupling area 72 freely rotatably mounted. the clamp 19 is along an inclined surface of the guide 20 vertically movable.

Next, the function for the case will be referred to 23 described that the cabin 7 by the breakage of the suspension body 6 free falls. If the cabin 7 Freely falls, the weight becomes 52 lifted by its inertia and sets the compressive force of the elastic element 53 free, by the weight of the weight 52 was compressed.

The second bias area 29 is usually the compressive force of the elastic element 53 with the interposition of the coupling rod 66 exposed. When the compressive force of the elastic element 53 by the free fall of the cabin 7 is solved, then the second bias area 29 through an elastic element 64 pushed up. Then the second bias area becomes 29 around the coupling area 63 turned upwards as a fulcrum. the clamp 19 is with her with the coupling area 72 coupled lower end moves up. If the clamp 19 along the guide 20 is moved up, the clamp comes 19 in contact with the cabin guide rail 9 to generate a frictional force, which is the free fall of the cabin 7 slows.

In the series of operations described above, the first bias region 24 does not affect the effect of the clamp 19 , Also the governor rope 17 influences the effect of the clamp 19 Not. Thus, the actuation of the second biasing region allows 29 which is independent of the first bias range 24 is, the immediate operation of the clamp 19 at the time of the breakage of the suspension body 6 , In this way, the free fall of the cabin 7 be slowed down.

Next, an operation will be referred to 22 and 24 described in the case that the speed controller 16 an abnormal speed of the cabin 7 recognizes. As in 22 shown, the weight remains 52 in the normal state due to its own weight in contact with the support plate 69 and the elastic element 53 is compressed.

When the speed controller 16 determines that the speed of movement of the cabin 7 is abnormal, becomes the governor rope 17 from the speed controller 16 recorded to the movement of the governor rope 17 to stop. Subsequently, a relative speed variation in the vertical direction between the coupling region 60 and the coupling area 71 generated and the first bias area 24 around the coupling area 60 turned up as a fulcrum, as in 24 shown.

When the first bias area 24 turned up, the positions of the guides become 61a and 61b showing the horizontal movement of the coupling rod 66 steer, in a direction away from the lead 20 postponed. Then the coupling rod 66 , as in 24 shown, a force in the horizontal direction through the guides 61a and 61b exposed, moving away from the guide 20 is inclined.

If the coupling rod 66 heading away from the lead 20 is inclined, the upper end of the coupling rod 66 attached support mechanism 67 also heading away from the lead 20 emotional. Then comes the im support mechanism 67 supported role 68 out of engagement with the support mechanism 67 ,

The disengaged role 68 is due to the restoring force of the elastic element 53 moved down. The role 68 is however from the coupling rod 66 separated. Therefore, the force of the elastic element 53 not (anymore) on the coupling rod 66 exercised. This will increase the compressive force of the elastic element 53 pointing to the second bias area 29 through the coupling rod 66 is exercised, and thus becomes the second bias area 29 by the force of the elastic element 64 moved upwards.

That way, the clamp becomes 19 with the lower end, that with the coupling area 72 with the second bias area 29 is coupled, moved up to the cab guide rail 9 to get in touch so that the cabin 7 is slowed down, which moves at an abnormal speed. In this way, when detecting an abnormal speed of the car 7 the clamp 19 regardless of the effect of the weight 52 actuated.

In the ninth embodiment, the clamp is 19 only with the second bias area 29 coupled. The second bias area 29 becomes of the elastic element 64 upwards and from the elastic element 53 with the interposition of the coupling rod 66 pressed down. The mechanism becomes the first bias area 24 by the malfunction prevention spring 25 biased so that it can not be easily moved up while the compressive force of the elastic element 53 on the coupling rod 66 is exercised by the movement of the governor rope 17 is released.

As described above, in the ninth embodiment, the mechanism for the first bias region 24 and the mechanism for the second bias area 29 independently of each other. In this way, for every case in which the cabin 7 free falls, and the speed of movement of the cabin 7 is abnormal, the first bias range 24 and the second bias area 29 independently of each other for actuating the terminal 19 activated.

Instead of the guides 61a and 61b at the first preamble area 24 Magnets can be attached 75 and 76 each at the first bias area 24 and the coupling rod 66 be arranged so that they repel each other, as in 25 shown. In this case, the movement of the coupling rod 66 through the first bias area 24 be controlled without contact. This can eliminate influences of error, positional shift and other disadvantages in the mechanism. This allows the compressive force of the elastic element 53 be solved stable.

Embodiment 10

Now, a tenth embodiment of the present invention will be described with reference to FIG 26 to 28 described. The tenth embodiment differs from the ninth embodiment in that the coupling rod 73 is elastic and formed of a rod-shaped element, which experiences a bending deformation under pressure load, and that an upper end of the coupling rod 73 with the interposition of a coupling area 74 constantly with the elastic element 53 is coupled. The remaining configuration is the same as the configuration of the ninth embodiment.

27 is an example of a case in which the cabin 7 due to the breakage of the suspension body 6 free falls. If the cabin 7 Freely falls, the weight becomes 52 lifted by the inertia to the compressive force of the elastic element 53 release by the weight of the weight 52 is compressed. This will be the second bias area 29 raised and the clamp 19 acts on the cabin guide rail 9 to the case of the cabin 7 to stop.

28 is the illustration of a case in which the speed controller 16 Detects that the speed of movement of the cabin 7 is abnormal. In this case, the movement of the governor rope 17 stopped, and the first bias area 24 will be at the lead 20 attached coupling area 60 turned upwards as a fulcrum. Then the guides 61a and 61b at the first bias area 24 in the direction away from the leadership 20 postponed. This will cause the coupling rod 73 the force in the horizontal direction through the guides 61a and 61b exposed what the in 28 shown bending deformation causes.

When the bending deformation in the coupling rod 73 caused, the compressive force of the elastic element 53 in the axial direction of the coupling rod 73 is applied, can not be transmitted to a buckling deformation in the coupling rod 73 to cause. If a buckling deformation in the coupling rod 73 is caused, the pressing force from the elastic element 53 pointing to the second bias area 29 exercised, reduced.

Thus, the second bias area becomes 29 by the force of the elastic element 64 pushed up. Then, by raising the second bias area 29 the clamp 19 to pushed up and comes with the cabin guide rail 9 in contact, so that the movement of the cabin 7 is slowed down.

In the tenth embodiment, the action of the first header area becomes 24 and the action of the second header area 29 designed differently for each case, in the case where the suspension body 6 breaks, and in the case where the speed controller 16 determines that the speed of movement of the cabin 7 is abnormal.

That way, the clamp can 19 be operated according to the type of anomaly. Further, in contrast to the configuration of the ninth embodiment, in which the coupling rod 66 and the elastic element 53 are separated from each other, the coupling rod 73 and the elastic element 53 in the tenth embodiment, constantly connected.

In the configuration described above, the normal state can only be achieved by disconnecting the terminal 19 from the cabin guide rail 9 be restored. This can shorten the recovery time from the emergency stop state.

Instead of the guides 61a and 61b at the first preamble area 24 are attached, the magnets can 75 and 76 , as in 29 represented, in each case at the first biasing region 24 and the coupling rod 73 be arranged so that they repel each other. In this case, the movement of the coupling rod 73 through the first bias area 24 be controlled without contact. This can eliminate influences of error, positional shift and other disadvantages in the mechanism. This allows the compressive force of the elastic element 53 be solved stable.

Embodiment 11

Next, an eleventh embodiment will be described with reference to FIG 30 and 31 described. 30 FIG. 12 is an illustration of a positional relationship between the biasing regions and the damper in the normal state.

The eleventh embodiment differs from the ninth embodiment by a connection mechanism between the roller 68 and the weight 52 and through the connection between the clamp 19 and the first bias area 24 , Incidentally, the configuration is the same as the configuration of the ninth embodiment.

The coupling rod 66 is through the guides 61a and 61b of the first bias area 24 held so as not to be movable in the horizontal direction. The U-shaped support mechanism 67 is at the upper end of the coupling rod 66 educated. Within the support mechanism 67 is the role 68 arranged. The role 68 is movable in a horizontal direction.

The role 68 is with the weight 52 over the coupling rod 79 connected. The weight 52 is about elastic elements 53 from the support plate 69 worn, the leadership 20 is attached. The elastic elements 53 be through the on the weight 52 compressing acting gravity. Furthermore, in the support plate 69 the hole 70 formed, which the passage of the coupling rod 79 allows.

The wedge-shaped clamp 19 is on the second bias area 29 through the coupling area 72 rotatably mounted. the clamp 19 is along the slope of the lead 20 vertically movable. In a tight spot 19 becomes a slot 77 educated. In the slot 77 is one at the first header area 24 attached pin 78 arranged.

Now the case is described in which the cabin 7 by the breakage of the suspension body 6 free falls. If the cabin 7 Freely falls, the weight becomes 52 lifted by the inertia. As a result, the pressure forces of the elastic elements 53 that is under the weight of the weight 52 compressed, released.

The second bias area 29 is usually the compressive forces of the elastic elements 53 with the interposition of the coupling rods 66 and 79 exposed. When the compressive forces of the elastic elements 53 by the free fall of the cabin 7 disappear, becomes the second header area 29 along with the weight 52 pushed up. Will be the second header area 29 around the coupling area 63 pushed upward as the axis of rotation, is also the terminal 19 over the coupling area 72 moved upwards. Will the clamp 19 along the guide 20 moved upwards, created by the contact with the cabin guide rail 9 a braking force to the free fall of the cabin 7 to break.

In the series of operations described above, the first bias region 24 does not affect the effect of the clamp 19 , Also the governor rope 17 influences the effect of the clamp 19 Not. Thus, the actuation of the second biasing region allows 29 which is independent of the first bias range 24 is, the immediate operation of the clamp 19 at the time of the breakage of the suspension body 6 , In this way, the free fall of the cabin 7 be slowed down.

Next, referring to 31 an operation performed in the case where the speed controller is performed 16 an abnormal speed of the cabin 7 recognizes. When the speed controller 16 determines that the speed of movement of the cabin 7 is abnormal, the governor rope becomes 17 from the speed controller 16 recorded to the movement of the governor rope 17 to stop. Subsequently, a relative velocity variation in the vertical direction between the coupling region 60 and the coupling area 71 generated and the first bias area 24 around the coupling area 60 turned up as a fulcrum, as in 31 shown.

When the first bias area 24 turned up, the positions of the guides become 61a and 61b showing the horizontal movement of the coupling rod 66 set, in a direction away from the lead 20 postponed. Then the coupling rod 66 , as in 31 shown, a force in the horizontal direction through the guides 61a and 61b suspended and heading away from the lead 20 inclined.

If the coupling rod 66 heading away from the lead 20 is inclined, the upper end of the coupling rod 66 attached support mechanism 67 also heading away from the lead 20 emotional. Then that will be in the support mechanism 67 supported role 68 from the support mechanism 67 solved. By loosening the coupling rod 79 along with the role 68 become the pressure forces of the elastic elements 53 no longer on the coupling rod 66 exercised. By releasing the pressure forces of the elastic elements 53 with the interposition of the coupling rod 66 become the second bias area 29 and the clamp 19 movable.

When the first bias area 24 is moved up, so will the pen 78 with an upper end of it in the clamp 19 formed long hole 77 brought into contact. This will push the pen 78 and the first bias area 24 the clamp 19 with each other upwards. Then the clamp 19 with the cabin guide rail 9 brought into contact with the cabin 7 to brake, which drives at an abnormal speed.

As described above, in the eleventh embodiment, the movement of the governor rope 17 due to the detection of the abnormal speed of the car 7 stopped, with the clamp 19 regardless of the movement of the weight 52 be slowed down. Furthermore, in the eleventh embodiment, the elastic member described in the ninth embodiment is 64 not required, so that the configuration can be simplified.

Although the details of the present invention have been expressly described above with reference to the preferred embodiments, it will be apparent that various modifications can be made based upon the basic technical concepts and teachings of the present invention.

LIST OF REFERENCE NUMBERS

6

suspension body

7

Cabin (lifting body)

9

Cab guide rail (guide rail)

13

safety device

15

Voltage detection mechanism

16

cruise control

17

governor rope

19

clamp

20

guide

21

connecting element

22

Vibration damping spring (elastic element)

23

Biasing member receiving area

24

first bias area

25

Malfunction prevention spring

26

Spring mounting plate

27

elastic element

28

Voltage detecting connector

29

second bias area

46

compensating rope

50

elastic element

52

mass

53

elastic element

55

actuator

56

accelerometer

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• JP 2012162374A [0010]
• JP 2011209022 A [0010]

Claims (16)

An elevator comprising: a wedge-shaped damper mounted on a lifter and adapted to grip a guide rail; and a governor rope installed within a shaft parallel to a lifting body for the lifting body, the elevator comprising: a first biasing section that engages the governor cable with a speed control to push the damper up when the lift is abnormally accelerated; and a second biasing portion that uses a movement generated by a fall of the lifting body in the event of a breakage of the suspension body in order to shift the damper upwards, wherein at least one, so the first bias region and / or the second bias region is separated from the damper. Elevator after Claim 1 further comprising an elastic member mounted between the damper and the lifter and adapted to hold the damper in a home position during normal travel. Elevator after Claim 1 further comprising a mechanism that locks the damper in a home position while the lift body is normally traveling, the lock being released by a link attached to a biasing member receiving area in an initial phase of a damper lifting operation, when the first bias region or the second bias region is moved upward. Elevator after Claim 1 further comprising a mechanism for connecting a bias region, the first bias region or the second bias region that biases the damper upward, and the damper in a contact region between the damper and the first bias region or the second bias region after the lift operation has been started for the damper. Elevator to one of the Claims 1 to 4 further comprising a spring retaining portion attached to a connecting portion between the lifting body and the suspension body, and adapted to be vertically movable in response to the displacement of the elastic member depending on one between the lifting body and the suspension body generated voltage, wherein the movement for driving the second biasing portion, which is generated by the fall of the lifting body, includes a movement of the spring retaining portion, which is generated at the breakage of the suspension body. Elevator after Claim 5 further comprising an operation restricting mechanism mounted on the lifting body and configured to limit the displacement of the spring retaining portion in a direction in which the tension of the suspension body is reduced, the operation restriction mechanism being released when the lifting body extends below one on one Mezzanine located operating boundary release position is located. Elevator after Claim 6 wherein the operation limit release position is set to be within a range from the start of deceleration of the elevator body from a rated speed while the elevator body is traveling down and a lowest floor holding position. Elevator after Claim 6 further comprising a shaft-side projecting portion formed in a positional plane at which the shaft-side projecting portion is contactable by a link attached to the lifter body and extending over a portion of the interval or the entire interval from the operation-limit release position in FIG Shaft is located to the lowest floor holding position for the lifting body, wherein the operation restraining mechanism for the spring retaining portion is released by the contact of the lift-mounted connecting member with the shaft side-projecting area. Elevator after Claim 6 wherein, when the lifter is below the restraining release position, the operation restricting mechanism for the spring restraining portion is released by use of an elastic member adapted to move in a direction opposite to a direction of a connection portion between a balancer rope or a balancer a bias cable, which is suspended from the lifting body, and to bias the lifting body exerted tension. Elevator after Claim 1 wherein the movement generated by a fall of the lifting body for driving the second biasing portion includes a vertical displacement movement of a weight which, with the interposition of an elastic member on the lifting body by a prestored elastic energy of the elastic member in accordance with an acceleration of the lifting body vertically movable on the Lifting body is held. Elevator after Claim 10 further comprising an operation restricting mechanism configured to limit the upward movement of the weight held by the elastic member, the operation restricting mechanism being released when the lifting body is below an operation limit release position disposed on a mezzanine. Elevator after Claim 11 further comprising a shaft-side projecting portion formed in a positional plane in which the shaft-side projecting portion is contactable by a connecting member attached to the elevator body and over a part of the interval or the entire interval from the operation restriction release position in the shaft to the lowermost floor holding position for the lifting body, wherein the operation limiting mechanism for the weight is released by the contact of the lifter-mounted connecting member with the shaft-side projecting portion. Elevator after Claim 11 wherein, when the lifter is below the restraining release position, the operation restricting mechanism for the weight is released by use of an elastic member adapted to move in a direction opposite to a direction of a connection portion between a balancer cable or a bias cable, which is suspended from the lifting body, and to bias the lifting body exerted tension. Elevator after Claim 1 wherein the movement generated by the case of the lifter for driving the second biasing portion is a biasing movement by an actuator based on the detection of an abnormal value of acceleration of the lifting body from data of a speed of the speed controller or a rotational speed of a lifting device or data of a sensor mounted on the lifting body includes. Elevator after Claim 1 further comprising a weight which is held on the lifting body and is connected to the second biasing portion with the interposition of an elastic member, wherein the second biasing portion coupled to the damper is supported by another elastic member which is adapted to the second Biasing region, and wherein the first biasing portion separated from the damper eliminates the force of the elastic member connecting the weight from the second biasing portion. Elevator after Claim 1 further comprising a weight carried on the lifter with the interposition of a resilient member and connected to the second biasing portion, wherein when the second biasing portion is connected to the damper and the first biasing portion is separated from the damper, the first biasing portion is one Force of the elastic member, which is designed to carry the weight, eliminated from the second biasing portion and the damper pushes upwards.

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