EP1832542B1 - Limiteur de vitesse d' un ascenseur - Google Patents

Limiteur de vitesse d' un ascenseur Download PDF

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Publication number
EP1832542B1
EP1832542B1 EP04807866.1A EP04807866A EP1832542B1 EP 1832542 B1 EP1832542 B1 EP 1832542B1 EP 04807866 A EP04807866 A EP 04807866A EP 1832542 B1 EP1832542 B1 EP 1832542B1
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EP
European Patent Office
Prior art keywords
speed governor
car
respect
sheave
sheave shaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
EP04807866.1A
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German (de)
English (en)
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EP1832542A1 (fr
EP1832542A4 (fr
Inventor
Eiji Mitsubishi Denki Kabushiki Kaisha ANDO
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Mitsubishi Electric Corp
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Mitsubishi Electric Corp
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Filing date
Publication date
Application filed by Mitsubishi Electric Corp filed Critical Mitsubishi Electric Corp
Publication of EP1832542A1 publication Critical patent/EP1832542A1/fr
Publication of EP1832542A4 publication Critical patent/EP1832542A4/fr
Application granted granted Critical
Publication of EP1832542B1 publication Critical patent/EP1832542B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/04—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions for detecting excessive speed
    • B66B5/044—Mechanical overspeed governors

Definitions

  • the present invention relates to a speed governor apparatus for an elevator having a speed governor sheave that is rotated as a car moves.
  • a flyweight provided on a speed governor sheave may be turned due to a centrifugal force resulting from rotation of the speed governor sheave so as to detect that a speed of a car has reached a predetermined overspeed.
  • the car is mounted with an emergency stop device for preventing the car from falling.
  • a speed governor rope coupled to the emergency stop device is wound around the speed governor sheave. Accordingly, the speed governor sheave is rotated at a speed corresponding to the speed of the car.
  • Patent Document 1 JP 2001-106454 A
  • the present invention has been made to solve the problems as described above, and it is therefore an object of the present invention to obtain a speed governor apparatus for an elevator which allows a set overspeed for stopping a car as an emergency measure to be adjusted easily and more reliably.
  • a speed governor apparatus for an elevator includes: a sheave shaft rotatably supported by a pedestal mounted on a car; a speed governor sheave designed to be rotatable integrally with the sheave shaft and having wound therearound a speed governor rope stretched vertically within a hoistway, for being rotated in accordance with a movement of the car; a flyweight provided on the speed governor sheave and designed to be displaceable with respect to the speed governor sheave between a normal position and a trip position that is located radially outward of the speed governor sheave with respect to the normal position, for being displaced from the normal position to the trip position due to a centrifugal force resulting from rotation of the speed governor sheave; a braking mechanism mounted on the car, for being operated due to displacement of the flyweight to the trip position to arrest the speed governor rope; an adjusting lever designed to be turnable with respect to the sheave shaft in a circumferential direction of the speed governor sheave, for being turned with respect to the
  • Fig. 1 is a schematic diagram showing an elevator apparatus according to Embodiment 1 of the present invention.
  • a drive device 2 is installed in an upper portion within a hoistway 1.
  • the drive device 2 has a drive sheave 2a.
  • a main rope 3 is wound around the drive sheave 2a.
  • a car 4 and a counterweight 5 are suspended within the hoistway 1 by means of the main rope 3.
  • a pair of car guide rails 6 for guiding the raising/lowering of the car 4, and a pair of counterweight guide rails (not shown) for guiding the raising/lowering of the counterweight 5 are installed within the hoistway 1.
  • the car 4 is mounted with a pair of emergency stop devices 7 for forcibly stopping the car 4 from moving.
  • the car 4 is also mounted with a speed governor 8 for detecting an overspeed of the car 4 to operate the respective emergency stop devices 7, and a rotatable return pulley 9 provided in the vicinity of the speed governor 8.
  • the respective emergency stop devices 7, the speed governor 8, and the return pulley 9 are disposed on a lower portion of the car 4.
  • a speed governor rope 10 stretched vertically within the hoistway 1 is wound around the speed governor 8 and the return pulley 9.
  • An upper fixation member 11 is fixed to upper portions of the car guide rails 6, and a lower fixation member 12 is fixed to lower portions of the car guide rails 6.
  • the speed governor rope 10 is connected at an upper end thereof to the upper fixation member 11 via a spring (an elastic body), and at a lower end thereof to the lower fixation member 12 via a spring (an elastic body). That is, the speed governor rope 10, which extends from the lower fixation member 12 to the upper fixation member 11, is sequentially wound around the speed governor 8 and the return pulley 9. Tensile forces are applied to the speed governor rope 10 due to elastic forces of the respective springs.
  • Fig. 2 is a front view showing the speed governor 8 of Fig. 1 .
  • Fig. 3 is a back view showing the speed governor 8 of Fig. 2 .
  • a pedestal 13 is fixed to the lower portion of the car 4.
  • a horizontally extending sheave shaft 14 is rotatably supported on the pedestal 13.
  • a speed governor sheave 15 around which the speed governor rope 10 is wound is fixed to the sheave shaft 14.
  • the speed governor sheave 15 is rotated integrally with the sheave shaft 14.
  • a pair of flyweights 17, which can turn around pins 16, respectively, are provided on a lateral face of the speed governor sheave 15.
  • the flyweights 17 can each be displaced between a normal position and a trip position that is located radially outward of the speed governor sheave 15 with respect to the normal position.
  • the flyweights 17 are each turned from the normal position to the trip position due to a centrifugal force resulting from rotation of the speed governor sheave 15.
  • the respective flyweights 17 are coupled to each other via a link 18.
  • An actuating pawl 19 is fixed to one end of one of the flyweights 17.
  • the actuating pawl 19 is displaced radially outward of the speed governor sheave 15 due to the turning of the flyweight 17 from the normal position to the trip position.
  • the pedestal 13 is fitted with a car stop switch 20 for stopping the supply of power to the drive device 2 and operating a brake device (not shown) for the drive device 2.
  • the car stop switch 20 has a switch body 21, and a switch lever 22 provided on the switch body 21 to be operated by the actuating pawl 19.
  • the switch lever 22 is operated by the actuating pawl 19 when the flyweight 17 is turned to a stop operation position located between the normal position and the trip position.
  • the flyweight 17 is turned to the stop operation position when the speed of the car 4 has reached a first overspeed (which is normally about 1.3 times as high as a rated speed), and to the trip position when the speed of the car 4 has reached a second overspeed (which is normally about 1.4 times as high as the rated speed).
  • the speed governor sheave 15 is provided with a trip lever 24, which can turn around a shaft 23 extending parallel to the pins 16. A part of the trip lever 24 abuts on one of the flyweights 17. The trip lever 24 is turned around the shaft 23 through the turning of the flyweight 17.
  • the shaft 23 is provided with a torsion spring (not shown) for urging the trip lever 24 in such a direction that the trip lever 24 comes into abutment on the flyweight 17.
  • a ratchet 25, which can rotate around the sheave shaft 14, is provided on the pedestal 13 ( FIG. 3 ).
  • the rachet 25 is adapted to be rotated with respect to the sheave shaft 14.
  • a plurality of teeth are provided on an outer peripheral portion of the ratchet 25.
  • One of the pins 16 is provided with an engaging pawl 26 for selectively engaging one of the trip lever 24 and the ratchet 25 in such a manner that the engaging pawl 26 is free to be turned.
  • the engaging pawl 26 is urged in such a direction as to engage the ratchet 25 by a draft spring (not shown).
  • a draft spring not shown.
  • the pedestal 13 is turnably fitted with an arm 27.
  • the arm 27 is turnably fitted with a shoe 28, which is pressed against the speed governor sheave 15 via the speed governor rope 10.
  • a spring shaft 29 is passed through a tip 27a of the arm 27 in a displaceable manner.
  • a connection link 30, which is turnably connected to the ratchet 25, is fixed to one end of the spring shaft 29.
  • a spring receiving member 31 is provided at the other end of the spring shaft 29.
  • a presser spring 32 for pressing the shoe 28 against the speed governor rope 10 is provided between the tip 27a of the arm 27 and the spring receiving member 31.
  • the ratchet 25 is rotated in the same direction as the speed governor sheave 15 due to engagement with the engaging pawl 26 during rotation of the speed governor sheave 15.
  • the arm 27 is turned in such a direction that the shoe 28 is pressed against the speed governor sheave 15.
  • the speed governor rope 10 is thereby arrested.
  • a braking mechanism 33 for arresting the speed governor rope 10 has the trip lever 24, the ratchet 25, the engaging pawl 26, the arm 27, the shoe 28, the spring shaft 29, the connection link 30, the spring receiving member 31, and the presser spring 32.
  • the sheave shaft 14 is provided with an adjusting lever 34, which can be turned with respect to the sheave shaft 14 in a circumferential direction of the speed governor sheave 15.
  • the adjusting lever 34 has a lever body 35, a turn regulating portion 37, and a lever strip 38.
  • the lever body 35 includes a cylinder portion 35a inside which the sheave shaft 14 is passed.
  • the turn regulating portion 37 is provided on an outer peripheral portion of the lever body 35, and is provided with a long hole 36 extending in the circumferential direction of the speed governor sheave 15.
  • the lever strip 38 is provided on the outer peripheral portion of the lever body 35, and extends radially outward of the lever body 35.
  • a pin 39 which is passed through the long hole 36, is fixed to the lateral face of the speed governor sheave 15.
  • the pin 39 can slide within the long hole 36 in a longitudinal direction thereof.
  • the turn regulating portion 37 is slid with respect to the pin 39 through the turning of the adjusting lever 34 with respect to the sheave shaft 14.
  • the turning amount of the adjusting lever 34 is regulated.
  • the lever strip 38 is displaced in the circumferential direction of the speed governor sheave 15 through the turning of the lever body 35.
  • a coupling body 40 for coupling the one of the flyweights 17 to the adjusting lever 34 is connected between the other end of the flyweight 17 and the lever strip 38.
  • the coupling body 40 has an extendable rod 41 and a balance spring 42.
  • the extendable rod 41 which can be extended and contracted, is connected between the flyweight 17 and the lever strip 38.
  • the balance spring 42 which is provided on the extendable rod 41, urges the flyweight 17 in such a direction as to act against a centrifugal force resulting from rotation of the speed governor sheave 15.
  • the flyweight 17 and the adjusting lever 34 are interlocked with each other by the coupling body 40. Accordingly, the normal position of the flyweight 17 can be adjusted toward or away from the trip position through the turning of the adjusting lever 34. In other words, the turning angle (turning distance) of the flyweight 17 during displacement thereof from the normal position to the trip position can be adjusted by the adjusting lever 34. The magnitudes of the first overspeed and the second overspeed for stopping the car 4 as an emergency measure can be adjusted through the turning of the adjusting lever 34.
  • Fig. 4 is a partial cross-sectional view showing an essential part of the speed governor 8 of Fig. 3 .
  • Fig. 5 is an exploded perspective view showing an essential part of the speed governor 8 of Fig. 3 .
  • the sheave shaft 14 is provided with an operational member 43, which can be displaced in an axial direction of the sheave shaft 14.
  • the operational member 43 has a tube portion 44 surrounding the sheave shaft 14, and a plate-shaped disc portion 45 provided on an outer peripheral portion of the tube portion 44.
  • the disc portion 45 is disposed perpendicularly to the axial direction of the sheave shaft 14.
  • An interlocking mechanism 46 for interlocking the operational member 43 with the adjusting lever 34 is provided between the sheave shaft 14 and the lever body 35.
  • the interlocking mechanism 46 converts displacement of the operational member 43 with respect to the sheave shaft 14 into a turning movement of the adjusting lever 34 with respect to the sheave shaft 14.
  • the interlocking mechanism 46 when the operational member 43 is displaced toward the speed governor sheave 15, the interlocking mechanism 46 thereby turns the adjusting lever 34 in such a direction that the normal position of the flyweight 17 moves away from the trip position.
  • the interlocking mechanism 46 thereby turns the adjusting lever 34 in such a direction that the normal position of the flyweight 17 moves toward the trip position.
  • the interlocking mechanism 46 has a displacement body 47, a sheave shaft-side spline portion 48, and a lever-side spline portion 49.
  • the displacement body 47 is integrated with the operational member 43.
  • the sheave shaft-side spline portion 48 which is provided on an outer peripheral face of the sheave shaft 14, serves as a first guide portion for turning the displacement body 47 with respect to the sheave shaft 14 when the displacement body 47 is displaced with respect to the sheave shaft 14.
  • the lever-side spline portion 49 which is provided on an inner peripheral face of the cylinder portion 35a, turns the cylinder portion 35a with respect to the displacement body 47 in a direction opposite to a direction in which the displacement body 47 is turned by the sheave shaft-side spline portion 48 when the displacement body 47 is displaced with respect to the sheave shaft 14.
  • An internal gear spline portion 50 which is fitted to the sheave shaft-side spline portion 48, is provided on an inner peripheral face of the displacement body 47.
  • An external gear spline portion 51 which is fitted to the lever-side spline portion 49, is provided on an outer peripheral face of the displacement body 47. That is, the displacement body 47 is spline-coupled to the lever body 35 and the sheave shaft 14, respectively.
  • the displacement body 47 can be displaced while being turned with respect to the sheave shaft 14 and the cylinder portion 35a in the axial direction of the sheave shaft 14.
  • Tooth traces of the sheave shaft-side spline portion 48 and the lever-side spline portion 49 are inclined with respect to the axial direction of the sheave shaft 14. That is, the sheave shaft-side spline portion 48 and the lever-side spline portion 49 are designed as helical spline portions.
  • the tooth trace of the sheave shaft-side spline portion 48 is inclined (twisted) in a direction opposite to a direction in which the tooth trace of the lever-side spline portion 49 is inclined (twisted).
  • the tooth trace of the sheave shaft-side spline portion 48 is different in inclination angle (twist angle) from the tooth trace of the lever-side spline portion 49.
  • the cylinder portion 35a is turned with respect to the displacement body 47 simultaneously with the turning of the displacement body 47 with respect to the sheave shaft 14.
  • the direction in which the displacement body 47 is turned with respect to the sheave shaft 14 is reverse to the direction in which the cylinder portion 35a is turned with respect to the displacement body 47. Accordingly, when the displacement body 47 is displaced in the axial direction of the sheave shaft 14, the adjusting lever 34 is turned with respect to the sheave shaft 14 by a difference between a turning angle of the displacement body 47 with respect to the sheave shaft 14 and a turning angle of the cylinder portion 35a with respect to the displacement body.
  • Fig. 6 is a plan view showing an essential part of the elevator apparatus of Fig. 1 .
  • Fig. 7 is a lateral view showing an essential part of the elevator apparatus of Fig. 6 .
  • Fig. 8 is a front view showing an essential part of the lower portion of the car 4 of Fig. 7 .
  • Fig. 9 is a cross-sectional view taken along the line IX-IX of Fig. 6 .
  • operational guide rails (cam members) 55 which are inclined with respect to the car guide rails 6, are provided in each of the upper portion within the hoistway 1 and the lower portion within the hoistway 1. That is, the operational guide rails 55 are inclined with respect to the moving direction of the car 4.
  • the operational guide rails 55 are inclined with respect to the car guide rails 6 such that the horizontal distance from the car guide rails 6 decreases as the distance from a terminal of the hoistway 1 decreases.
  • the operational guide rail 55 are fixed to the car guide rails 6.
  • the operational guide rails 55 are disposed outside a region of the car 4 when the hoistway 1 is vertically projected.
  • the pedestal 13 is provided with a vertically extending turning shaft 56.
  • An operational arm (an operational force transmitting member) 57 which can turn around the turning shaft 56, is supported by the pedestal 13.
  • the operational arm 57 has a rod-shaped arm portion 58, an engaging portion 59, and a driven roller (a driven portion) 60.
  • the arm portion 58 is turnably provided on the turning shaft 56.
  • the engaging portion 59 which is provided at one end of the arm portion 58, is engaged with the disc portion 45 in the axial direction of the sheave shaft 14.
  • the driven roller 60 which is provided at the other end of the arm portion 58, is guided along the operational guide rails 55 through a movement of the car 4.
  • the turning shaft 56 is provided with an intermediate region of the arm portion 58.
  • the operational arm 57 is thereby turned around the turning shaft 56.
  • the engaging portion 59 is thereby displaced toward the speed governor sheave 15.
  • the engaging portion 59 is thereby displaced away from the speed governor sheave 15.
  • the operational member 43 is displaced in the axial direction of the sheave shaft 14 through displacement of the engaging portion 59 resulting from the turning of the operational arm 57. That is, when the car 4 is moved toward the terminal of the hoistway 1 in the upper portion or the lower portion within the hoistway 1, the operational member 43 is displaced away from the speed governor sheave 15. When the car 4 is moved away from the terminal of the hoistway 1, the operational member 43 is displaced toward the speed governor sheave 15.
  • the pedestal 13 is provided with a support shaft 61 extending parallel to the sheave shaft 14.
  • the support shaft 61 is turnably provided with a link member 62.
  • the return pulley 9 is rotatably provided at a tip of the link member 62.
  • the return pulley 9 is rotated around a horizontally extending return pulley shaft 63. That is, the return pulley 9 is displaced with respect to the car 4 due to the turning of the link member 62 around the support shaft 61.
  • the respective emergency stop devices 7 are mounted on an emergency stop frame 64, which is fixed on the lower portion of the car 4.
  • Each of the emergency stop devices 7 has a wedge 65 and a gripper piece 66.
  • the wedge 65 can move into contact with and away from the car guide rail 6.
  • the gripper piece 66 guides the wedge 65 in such directions that the wedge 65 moves into contact with and away from the car guide rail 6.
  • Amovement of the car 4 is forcibly braked through the operation of the respective emergency stop devices 7.
  • the wedge 65 moves away from the car guide rail 6, the operation of each of the emergency stop devices 7 is thereby canceled.
  • An interlocking shaft 67 for interlocking the respective emergency stop devices 7 with each other is turnably pivoted on the emergency stop frame 64.
  • the interlocking shaft 67 is arranged parallel to a line connecting the respective emergency stop devices 7 to each other.
  • Emergency stop levers 68 are provided at both ends of the interlocking shaft 67.
  • Each of the emergency stop levers 68 displaces the wedge 65 in such directions that the wedge 65 moves into contact with and away from the car guide rail 6.
  • Each of the emergency stop levers 68 is fixed at one end thereof to the interlocking shaft 67.
  • the respective emergency stop levers 68 are turned around an axis of the interlocking shaft 67 in synchronization with each other.
  • Each of the emergency stop levers 68 is slidably provided at the other end thereof with the wedge 65.
  • a connection member 69 which is fixed to the link member 62, is turnably connected to an intermediate region of one of the emergency stop levers 68 by means of a pin 70.
  • each of the emergency stop levers 68 is displaced in such directions that each wedge 65 moves into contact with and away from the car guide rail 6, through the turning of the link member 62.
  • An elevator control device for controlling operation of the elevator is provided within the hoistway 1.
  • the drive device 2 is provided with an encoder (not shown) as a detecting portion for detecting a position and a speed of the car 4.
  • the encoder generates a signal corresponding to rotation of the drive sheave 2a, and transmits the generated signal to the elevator control device.
  • the elevator control device controls operation of the elevator based on information from the encoder.
  • Fig. 10 is a graph showing a relationship among the speed of the car 4, the first overspeed, the second overspeed, and the distance from a terminal floor to the car 4 during normal operation of the elevator of Fig. 1 .
  • the hoistway 1 is provided with acceleration/deceleration sections in which the car 4 is accelerated and decelerated in the vicinity of one terminal floor and the other terminal floor, respectively, and a constant-speed section in which the car 4 moves at a constant speed between the respective acceleration/deceleration sections.
  • the speed of the car 4 changes along a normal speed pattern 71, a first overspeed pattern 72, and a second overspeed pattern 73, respectively, in accordance with changes in the position of the car 4.
  • the second overspeed pattern 73 assumes a larger value than the first overspeed pattern 72.
  • the first overspeed pattern 72 assumes a larger value than the normal speed pattern 71.
  • the normal speed pattern 71, the first overspeed pattern 72, and the second overspeed pattern 73 are so set as to remain constant in the constant-speed section and to continuously decrease in each of the acceleration/deceleration sections as the car 4 moves toward each of the terminal floors.
  • the normal speed pattern 71 is set in the elevator control device.
  • the elevator control device controls operation of the elevator such that the car 4 is moved within the hoistway 1 along the normal speed pattern 71.
  • the operational guide rails 55 are provided within each of the acceleration/deceleration sections.
  • the operational guide rails 55 guide the driven roller 60 such that the first overspeed and the second overspeed continuously decrease as the car 4 moves toward the terminal floor within the acceleration/deceleration section.
  • the first overspeed changes along the first overspeed pattern 72
  • the second overspeed changes along the second overspeed pattern 73.
  • the driven roller 60 is fixed at a predetermined position with respect to the car 4, and the respective magnitudes of the first overspeed and the second overspeed are constant regardless of the position of the car 4.
  • the driven roller 60 When the car 4 is moved toward each of the terminal floors within each of the acceleration/deceleration sections, the driven roller 60 is displaced toward the car guide rails 6 in accordance with the position of the car 4 while being guided by the operational guide rails 55.
  • the operational arm 57 is turned around the turning shaft 56, and the engaging portion 59 is displaced away from the speed governor sheave 15 in accordance with the displacement amount of the driven roller 60.
  • the operational member 43 is displaced away from the speed governor sheave 15 with respect to the sheave shaft 14, in accordance with the displacement amount of the engaging portion 59.
  • the adjusting lever 34 When the operational member 43 is displaced away from the speed governor sheave 15, the adjusting lever 34 is turned in such a direction that the normal position of the flyweight 17 is displaced radially outward, in accordance with the displacement amount of the operational member 43.
  • the normal position of the flyweight 17 moves toward the stop operation position or the trip position by an amount corresponding to the turning amount of the adjusting lever 34, and the magnitudes of the first overspeed and the second overspeed decrease in accordance with the position of the car 4.
  • the car 4 is moved within the hoistway 1 along the normal speed pattern 71 through the control by the elevator control device.
  • the flyweight 17 receives, owing to rotation of the speed governor sheave 15, such a centrifugal force that the flyweight 17 is not displaced as far as the stop operation position.
  • the flyweight 17 is turned to the stop operation position, and the switch lever 22 is operated by the actuating pawl 19.
  • the drive device 2 is stopped from being supplied with power through the control by the elevator control device.
  • the brake device is operated to stop the car 4.
  • a rotational force of the ratchet 25 is transmitted to the arm 27 via the connection link 30, the spring shaft 29, the spring receiving member 31, and the presser spring 32.
  • the arm 27 is turned, and the shoe 28 comes into contact with the speed governor rope 10 and then is pressed against the speed governor rope 11 by the presser spring 32.
  • the speed governor rope 10 is arrested between the speed governor sheave 15 and the shoe 28.
  • each wedge 65 breaks into the space between the car guide rail 6 and the gripper piece 66, so each of the emergency stop devices 7 is operated. Thus, a breaking force is applied to the car 4, which is then forcibly stopped.
  • the operational guide rails 55 which are inclined with respect to the direction in which the car 4 is moved, are provided within the hoistway 1.
  • the operational arm 57 has the engaging portion 59 and the driven roller 60.
  • the engaging portion 59 is engaged with the operational member 43 in the axial direction of the sheave shaft 14.
  • the driven roller 60 which is coupled to the engaging portion 59, is guided along the operational guide rails 55 through a movement of the car 4.
  • the engaging portion 59 is thereby displaced.
  • the operational member 43 is displaced in the axial direction of the sheave shaft 14, so the magnitudes of the first overspeed and the second overspeed are adjusted.
  • the magnitudes of the first overspeed and the second overspeed can be easily adjusted in accordance with the position of the car 4.
  • the operational member 43 is displaced due to moving energy of the car 4. Therefore, the magnitudes of the first overspeed and the second overspeed can be more reliably adjusted even in case of power outage.
  • the magnitudes of the first overspeed and the second overspeed can be reduced in accordance with a decrease in the distance from each of the terminal floors in each of the acceleration/deceleration sections provided in the vicinity thereof, and can be made constant in the constant-speed section. Therefore, the first overspeed and the second overspeed can be made lower in the vicinity of each of the terminal floors than in the constant-speed section, so the braking distance in stopping the car 4 as an emergency measure can be shortened.
  • a shock absorber provided in a pit portion of the hoistway 1 can be reduced in size, and the depth dimension of the pit portion can be reduced.
  • An overhead dimension for allowing the car 4 to overshoot or jump can also be reduced. In other words, the dimension of the hoistway 1 in a height direction thereof can be reduced.
  • the car 4 is mounted with the return pulley 9 and the pair of the emergency stop devices 7.
  • the return pulley 9, around which the speed governor rope 10 is wound, can be displaced with respect to the car 4.
  • the emergency stop devices 7 are operated through displacement of the return pulley 9 with respect to the car 4.
  • the speed governor rope 10 is arrested by the braking mechanism 33, the return pulley 9 is thereby displaced with respect to the car 4. Therefore, the operation of the speed governor 8 can be transmitted to the respective emergency stop devices 7 more reliably. In consequence, the respective emergency stop devices 7 can be operated more reliably.
  • the interlocking mechanism 46 has the displacement body 47, the sheave shaft-side spline portion 48, and the lever-side spline portion 49.
  • the displacement body 47 is integrated with the operational member 43.
  • the sheave shaft-side spline portion 48 which is provided on the outer peripheral face of the sheave shaft 14, turns the displacement body 47 with respect to the sheave shaft 14 when the displacement body 47 is displaced with respect to the sheave shaft 14.
  • the lever-side spline portion 49 which is provided on the inner peripheral face of the cylinder portion 35a of the adjusting lever 34, turns the cylinder portion 35a with respect to the displacement body 47 in a direction opposite to the direction in which the displacement body 47 is turned by the sheave shaft-side spline portion 48 when the displacement body 47 is displaced with respect to the sheave shaft 14.
  • a predetermined resistance force can be generated by the sheave shaft-side spline portion 48 and the lever-side spline portion 49 for displacement of the displacement body 47 in the axial direction of the sheave shaft 14, so the displacement body 47 can be prevented from being shifted in position with respect to the sheave shaft 14 due to a centrifugal force or vibrations resulting from rotation of the speed governor sheave 15.
  • the displacement body 47 is spline-coupled to the sheave shaft 14 by the sheave shaft-side spline portion 48, which has the tooth trace inclined with respect to the axial direction of the sheave shaft 14.
  • the displacement body 47 is also spline-coupled to the cylinder portion 35a by the lever-side spline portion 49, which has the tooth trace inclined with respect to the axial direction of the sheave shaft 14. Therefore, owing to displacement of the displacement body 47 in the axial direction of the sheave shaft 14, the displacement body 47 can be turned with respect to the sheave shaft 14 more reliably, and the cylinder portion 35a can be turned with respect to the displacement body 47 more reliably.
  • the displacement body 47 is spline-coupled to both the cylinder portion 35a and the sheave shaft 14.
  • the displacement body 47 may be coupled thereto in any other manner as long as the displacement body 47 can be turned through displacement thereof in the axial direction of the sheave shaft 14.
  • Fig. 11 is a cross-sectional view showing an essential part of a speed governor apparatus for an elevator according to Embodiment 2 of the present invention.
  • Fig. 12 is a schematic view showing an essential part of the speed governor apparatus as viewed along a radial direction of the speed governor sheave 15 of Fig. 11 .
  • a slide pin 81 which extends in the radial direction of the speed governor sheave 15, is fixed to the displacement body 47 in a penetrating state.
  • the slide pin 81 has a first protruding portion 81a protruding from the inner peripheral face of the displacement body 47, and a second protruding portion 81b protruding from the outer peripheral face of the displacement body 47.
  • a sheave shaft-side groove portion 82 in which the first protruding portion 81a is slidably inserted, is provided in the outer peripheral face of the sheave shaft 14.
  • the sheave shaft-side groove portion 82 is inclined with respect to the axial direction of the sheave shaft 14.
  • the first protruding portion 81a is guided along the sheave shaft-side groove portion 82 through displacement of the displacement body 47 in the axial direction of the sheave shaft 14.
  • the displacement body 47 is displaced in the axial direction of the sheave shaft 14 while being turned with respect thereto.
  • a lever-side groove portion 83 in which the second protruding portion 81b is slidably inserted, is provided in the inner peripheral face of the cylinder portion 35a.
  • the lever-side groove portion 83 is inclined with respect to the axial direction of the sheave shaft 14 in a direction opposite to the direction in which the sheave shaft-side groove portion 82 is inclined.
  • the second protruding portion 81b is guided along the lever-side groove portion 83 through displacement of the displacement body 47 in the axial direction of the sheave shaft 14.
  • the cylinder portion 35a is turned with respect to the displacement body 47 in a direction opposite to the direction in which the displacement body 47 is turned by the sheave shaft-side groove portion 82, through displacement of the displacement body 47 in the axial direction of the sheave shaft 14.
  • An angle of inclination of the sheave shaft-side groove portion 82 with respect to the axial direction of the sheave shaft 14 is different from an angle of inclination of the lever-side groove portion 83 with respect to the axial direction of the sheave shaft 14.
  • the adjusting lever 34 is turned with respect to the sheave shaft 14 and the speed governor sheave 15 by a difference between a turning angle of the displacement body 47 with respect to the sheave shaft 14 and a turning angle of the cylinder portion 35a with respect to the displacement body 47.
  • An interlocking mechanism 84 for interlocking the operational member 43 and the adjusting lever 34 with each other has the displacement body 47, the slide pin 81, the sheave shaft-side groove portion 82, and the lever-side groove portion 83.
  • Embodiment 2 of the present invention is identical to Embodiment 1 of the present invention in other constructional details.
  • the sheave shaft-side groove portion 82 for guiding the first protruding portion 81a protruding from the inner peripheral face of the displacement body 47 to turn the displacement body 47 with respect to the sheave shaft 14, is provided in the sheave shaft 14, and the lever-side groove portion 83, for guiding the second protruding portion 81b protruding from the outer peripheral face of the displacement body 47 to turn the cylinder portion 35a with respect to the displacement body 47, is provided in the inner peripheral face of the cylinder portion 35a. Therefore, the interlocking mechanism 84 can be simplified in construction, so the cost of production can be reduced.
  • sheave shaft-side groove portion 82 is provided in the sheave shaft 14 in the foregoing example, it is possible to replace the sheave shaft-side groove portion 82 with a long hole.
  • the lever-side groove portion 83 is provided in the cylinder portion 35a in the foregoing example, it is possible to replace the lever-side groove portion 83 with a long hole.
  • the operational guide rails 55 are provided only in each of the acceleration/deceleration sections, and the driven roller 60 is not guided by any rail in the constant-speed section.
  • parallel guide rails extending parallel to the car guide rails 6 are provided in the constant-speed section, that the driven roller 60 is guided along the operational guide rails 55 when the car 4 is in each of the acceleration/deceleration sections, and that the driven roller 60 is guided along the parallel guide rails when the car 4 is in the constant-speed section.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)

Claims (5)

  1. Appareil régulateur de vitesse pour un ascenseur, comprenant :
    un arbre de poulie (14) supporté en rotation par un piédestal monté sur une cabine (4) ;
    une poulie de régulateur de vitesse (15) conçue pour être rotative d'un seul tenant avec l'arbre de poulie (14) et ayant enroulé autour de cette dernière un câble de régulateur de vitesse (10) étiré verticalement à l'intérieur d'une cage d'ascenseur (1), pour être mise en rotation selon un déplacement de la cabine (4) ;
    une masselotte (17) disposée sur la poulie de régulateur de vitesse (15) et conçue pour pouvoir être déplacée par rapport à la poulie de régulateur de vitesse (15) entre une position normale et une position de déclenchement qui est située de façon radiale à l'extérieur de la poulie de régulateur de vitesse (15) par rapport à la position normale, pour être déplacé de la position normale à la position de déclenchement en raison d'une force centrifuge résultant de la rotation de la poulie de régulateur de vitesse (15) ;
    un mécanisme de freinage (33) monté sur la cabine (4), pour être mis en oeuvre en raison d'un déplacement de la masselotte (17) à la position de déclenchement pour arrêter le câble de régulateur de vitesse (10) ; caractérisé en ce qu'il comprend en outre
    un levier de réglage (34) conçu pour pouvoir être tourné par rapport à l'arbre de poulie (14) dans une direction circonférentielle de la poulie de régulateur de vitesse (15), pour être tourné par rapport à l'arbre de poulie (14) pour déplacer la masselotte (17) et régler la position normale ;
    un élément opérationnel (43) conçu pour pouvoir être déplacé par rapport à l'arbre de poulie (14) dans une direction axiale de l'arbre de poulie (14) ;
    un mécanisme de verrouillage (46) pour verrouiller l'élément opérationnel (43) et le levier de réglage (34) l'un à l'autre pour transformer le déplacement de l'élément opérationnel (43) en un mouvement de rotation du levier de réglage (34) ;
    un élément formant came (55) prévu à l'intérieur de la cage d'ascenseur (1) et incliné par rapport à un sens dans lequel la cabine (4) est déplacée ; et
    un élément de transmission de force opérationnelle (57) ayant une partie de mise en prise (59) en prise avec l'élément opérationnel (43) dans la direction axiale de l'arbre de poulie (14), et une partie entraînée (60) accouplée à la partie de mise en prise (59) pour être guidée le long de l'élément formant came (55) par un mouvement de la cabine (4), pour déplacer l'élément opérationnel (43) dans la direction axiale de l'arbre de poulie (14) par le déplacement de la partie de mise en prise (59) résultant du guidage de la partie entraînée (60) par l'élément formant came (55).
  2. Appareil régulateur de vitesse pour un ascenseur selon la revendication 1, dans lequel :
    la cabine (4) est équipée d'une poulie de retour (9) ayant enroulé autour de cette dernière le câble de régulateur de vitesse (10) et conçue pour pouvoir être déplacée par rapport à la cabine (4), et d'un dispositif d'arrêt d'urgence (7) pour être mis en oeuvre par le déplacement de la poulie de retour (9) par rapport à la cabine (4) pour empêcher de manière forcée la cabine (4) de se déplacer ; et
    la poulie de retour (9) est déplacée par rapport à la cabine (4) par l'arrêt du câble de régulateur de vitesse (10) par le mécanisme de freinage (33).
  3. Appareil régulateur de vitesse pour un ascenseur selon la revendication 1 ou 2, dans lequel le mécanisme de verrouillage (46) a un corps de déplacement annulaire (47) intégré avec l'élément opérationnel (43), une première partie de guidage (48) disposée sur une face périphérique extérieure de l'arbre de poulie (14) pour tourner le corps de déplacement (47) par rapport à l'arbre de poulie (14) lorsque le corps de déplacement (47) est déplacé par rapport à l'arbre de poulie (14), et une seconde partie de guidage (49) disposée sur le levier de réglage (34) pour tourner le levier de réglage (34) par rapport au corps de déplacement (47) dans un sens opposé à un sens dans lequel le corps de déplacement (47) est tourné par la première partie de guidage (48) lorsque le corps de déplacement (47) est déplacé par rapport à l'arbre de poulie (14).
  4. Appareil régulateur de vitesse pour un ascenseur selon la revendication 3, dans lequel :
    au moins une de la première partie de guidage et de la seconde partie de guidage est conçue comme une partie à cannelures (48, 49) ayant une ligne de flanc inclinée par rapport à la direction axiale de l'arbre de poulie (14) ; et
    le corps de déplacement (47) est accouplé par cannelures à au moins un du levier de réglage (34) et de l'arbre de poulie (14) par la partie à cannelures (48, 49).
  5. Appareil régulateur de vitesse pour un ascenseur selon la revendication 3, dans lequel :
    au moins une de la première partie de guidage et de la seconde partie de guidage est conçue comme une partie à rainures (82, 83) inclinée par rapport à la direction axiale de l'arbre de poulie (14) ; et
    le corps de déplacement (47) est muni d'une partie saillante (81a, 81b) insérée dans la partie à rainures (82, 83).
EP04807866.1A 2004-12-27 2004-12-27 Limiteur de vitesse d' un ascenseur Expired - Fee Related EP1832542B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2004/019511 WO2006070436A1 (fr) 2004-12-27 2004-12-27 Limiteur de vitesse d’un ascenseur

Publications (3)

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EP1832542A1 EP1832542A1 (fr) 2007-09-12
EP1832542A4 EP1832542A4 (fr) 2012-05-30
EP1832542B1 true EP1832542B1 (fr) 2013-05-22

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Country Status (4)

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EP (1) EP1832542B1 (fr)
JP (1) JP4292215B2 (fr)
CN (1) CN1960930B (fr)
WO (1) WO2006070436A1 (fr)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
US10894695B2 (en) 2015-08-04 2021-01-19 Otis Elevator Company Device and method for actuating an elevator safety brake

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JP2009263015A (ja) * 2008-04-22 2009-11-12 Hitachi Ltd エレベーター装置
US9033111B2 (en) 2009-07-20 2015-05-19 Otis Elevator Company Elevator governor system
WO2011146050A1 (fr) * 2010-05-18 2011-11-24 Otis Elevator Company Système de sécurité intégré pour ascenseur
CN103339053B (zh) * 2011-02-07 2016-02-10 奥的斯电梯公司 在单独的滑轮上具有两个释放机构的电梯限速器
CN102718101B (zh) * 2012-07-10 2015-05-20 中国矿业大学 一种立井提升容器超速检测装置及方法
CN107539856B (zh) * 2016-06-29 2019-07-12 上海龙钰电梯配件有限公司 一种电梯限速器
CN107673155B (zh) 2016-08-02 2021-03-26 奥的斯电梯公司 限速器组件以及电梯
CN108002168B (zh) 2016-10-27 2021-04-02 奥的斯电梯公司 远程触发装置，限速器组件以及电梯
CN109720961B (zh) * 2017-10-30 2021-08-17 奥的斯电梯公司 限速器组件以及电梯系统
WO2019207198A1 (fr) * 2018-04-24 2019-10-31 Kone Corporation Agencement de régulateur de vitesse destiné à un ascenseur
CN114684686B (zh) * 2022-01-07 2024-01-09 浙江省特种设备科学研究院 一种曳引电梯限速制动装置

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JPS522857U (fr) * 1975-06-24 1977-01-10
JPH09240938A (ja) * 1996-03-12 1997-09-16 Toshiba Corp エレベータの安全装置
JP4437574B2 (ja) * 1999-10-05 2010-03-24 三菱電機株式会社 エレベータ用調速機
JP2001354372A (ja) * 2000-06-14 2001-12-25 Mitsubishi Electric Corp エレベーター装置
WO2003050029A1 (fr) * 2001-12-11 2003-06-19 Mitsubishi Denki Kabushiki Kaisha Ascenseur
WO2003091142A1 (fr) * 2002-04-24 2003-11-06 Mitsubishi Denki Kabushiki Kaisha Appareil de regulateur de survitesse pour systeme d'ascenseur
JPWO2004031064A1 (ja) * 2002-10-04 2006-02-02 株式会社日立製作所 エレベーターシステム
JP2004136986A (ja) * 2002-10-15 2004-05-13 Toshiba Elevator Co Ltd エレベータ装置

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10894695B2 (en) 2015-08-04 2021-01-19 Otis Elevator Company Device and method for actuating an elevator safety brake

Also Published As

Publication number Publication date
CN1960930B (zh) 2010-12-08
EP1832542A1 (fr) 2007-09-12
JP4292215B2 (ja) 2009-07-08
CN1960930A (zh) 2007-05-09
WO2006070436A1 (fr) 2006-07-06
EP1832542A4 (fr) 2012-05-30
JPWO2006070436A1 (ja) 2008-06-12

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