EP1927567B1 - Aufzugsvorrichtung - Google Patents

Aufzugsvorrichtung Download PDF

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Publication number
EP1927567B1
EP1927567B1 EP06731033.4A EP06731033A EP1927567B1 EP 1927567 B1 EP1927567 B1 EP 1927567B1 EP 06731033 A EP06731033 A EP 06731033A EP 1927567 B1 EP1927567 B1 EP 1927567B1
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EP
European Patent Office
Prior art keywords
car
speed
braking
detection level
overspeed detection
Prior art date
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Active
Application number
EP06731033.4A
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English (en)
French (fr)
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EP1927567A1 (de
EP1927567A4 (de
Inventor
Takuo Kugiya
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Mitsubishi Electric Corp
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Mitsubishi Electric Corp
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Publication date
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Publication of EP1927567A1 publication Critical patent/EP1927567A1/de
Publication of EP1927567A4 publication Critical patent/EP1927567A4/de
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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
    • B66B5/06—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions for detecting excessive speed electrical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
    • B66B1/285—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical with the use of a speed pattern generator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
    • B66B1/32—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on braking devices, e.g. acting on electrically controlled brakes
    • 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

Definitions

  • the present invention relates to an elevator apparatus provided with a shock absorber for absorbing a shock caused to a car at a bottom within a hoistway.
  • an elevator apparatus structured to actuate a brake of a hoisting machine when the speed of a car exceeds a first overspeed detection level and actuate an emergency stop device when the speed of the car exceeds a second overspeed detection level.
  • the values of the first overspeed detection level and the second overspeed detection level are so set as to decrease continuously as the distance from each end of the hoistway decreases.
  • the first overspeed detection level and the second overspeed detection level are created on the basis of a running speed pattern according to which the car is caused to run during normal operation of an elevator (e.g., see JP 2000-110868 A ).
  • WO 2004/031064 A1 discloses an elevator system comprising a means for setting a first set speed which varies according to the position of a cage in a hoistway, a means for setting a second set speed which is higher than the first set speed, and varies according to the position of the cage in the hoistway, a mechanical brake which is operated when the cage speed of the elevator exceeds the first set speed, and an emergency stopper which is operated when the cage speed of the elevator exceeds the second set speed.
  • the first overspeed detection level and the second overspeed detection level are created on the basis of the running speed pattern of the car, so the speed at which the car collides with a shock absorber installed at a bottom of the hoistway differs depending on the position of the car at the time when the brake of the hoisting machine or the emergency stop device is actuated. Accordingly, the allowable collision speed of the shock absorber needs to be set to a maximum value of the speed at which the car collides with the shock absorber, so the shock absorber is enlarged in size. Thus, the hoistway cannot be reduced in size.
  • the present invention has been made to solve the above-mentioned problem, and it is therefore an obj ect of the present invention to provide an elevator apparatus enabling a reduction in size.
  • An elevator apparatus includes: a car that is raised and lowered within a hoistway; a shock absorber for the car which is provided at a bottom within the hoistway; a braking device for braking a movement of the car; and a safety device for operating the braking device when there is an abnormality in a speed of the car so that the speed of the car becomes equal to or lower than an allowable collision speed of the shock absorber before the car reaches a position of the shock absorber.
  • the safety device has an overspeed detection level set therein beforehand in accordance with a position of the car. The safety device starts an operation of the braking device when the speed of the car exceeds the overspeed detection level.
  • the overspeed detection level has a value that is set such that the speed of the car becomes equal to a predetermined value at the position of the shock absorber through braking of the car by the braking device, in a predetermined interval from the position of the shock absorber.
  • Fig. 1 is a schematic diagram showing an elevator apparatus according to Embodiment 1 of the present invention.
  • a pair of car guide rails 3 for guiding a car 2 and a pair of counterweight guide rails 5 for guiding a counterweight 4 are installed within a hoistway 1.
  • a hoisting machine (drive device) 6 for raising/lowering the car 2 and the counterweight 4 within the hoistway 1 and a deflector pulley 7 disposed in the vicinity of the hoisting machine 6 are provided in an upper portion of the hoistway 1.
  • the hoisting machine 6 has a hoisting machine body 8 including a motor, and a drive sheave 9 that is rotated by the hoisting machine body 8.
  • the hoisting machine body 8 is provided with a hoisting machine brake device (braking device) 10 for braking rotation of the drive sheave 9.
  • a plurality of main ropes 11 are looped around the drive sheave 9 and the deflector pulley 7.
  • the car 2 and the counterweight 4 are suspended within the hoistway 1 by means of the respective main ropes 11.
  • the car 2 and the counterweight 4 are raised/lowered within the hoistway 1 through rotation of the drive sheave 9.
  • the car 2 is mounted with a pair of emergency stop devices (braking devices) 12 disposed facing the car guide rails 3, respectively.
  • the emergency stop devices 12 have wedges (braking members) respectively, which can move into contact with and away from the car guide rails 3, respectively.
  • the car 2 is forcibly braked through contact of the respective wedges with the car guide rails 3.
  • a counterweight shock absorber (not shown) for preventing the counterweight 4 from directly colliding with the bottom within the hoistway 1 to absorb a shock caused to the counterweight 4 are installed at the bottom within the hoistway 1.
  • a maximum value of the speed at which the car 2 is allowed to run at the time of a collision is set as an allowable collision speed in the car shock absorber, and a maximum value of the speed at which the counterweight 4 is allowed to run at the time of a collision is set as an allowable collision speed in the counterweight shock absorber.
  • a speed governor 14 including a speed governor sheave 13 is provided in the upper portion of the hoistway 1.
  • a tension pulley (not shown) is provided in a lower portion of the hoistway 1.
  • a speed governor rope 15 is looped between the speed governor sheave 13 and the tension pulley.
  • the speed governor rope 15 is connected at one end thereof and the other end thereof to one of the emergency stop devices 12 via a connecting rod 16.
  • the speed governor rope 15 is moved as the car 2 is moved, so the speed governor sheave 13 is rotated in accordance with the speed of the car 2.
  • the speed governor 14 is provided with a speed detector (e.g., rotary encoder) 17 for generating a signal corresponding to rotation of the speed governor sheave 13. Information from the speed detector 17 is transmitted to a safety device 18 of an elevator.
  • a speed detector e.g., rotary encoder
  • the safety device 18 calculates a speed of the car 2 based on the information from the speed detector 17.
  • a first overspeed detection level for detecting a first overspeed of the car 2 and a second overspeed detection level for detecting a second overspeed of the car 2 are set beforehand in the safety device 18 in accordance with the position of the car 2.
  • the second overspeed detection level is set higher than the first overspeed detection level.
  • the safety device 18 outputs an actuation signal to the hoisting machine brake device 10 when the speed of the car 2 exceeds the first overspeed detection level, and outputs an actuation signal to the speed governor 14 when the speed of the car 2 exceeds the second overspeed detection level.
  • the hoisting machine brake device 10 performs a braking operation upon receiving the actuation signal from the safety device 18. Rotation of the drive sheave 9 is controlled through the braking operation of the hoisting machine brake device 10.
  • the speed governor 14 performs an operation of gripping the speed governor rope 15 upon receiving the actuation signal from the safety device 18.
  • the connecting rod 16 is pulled upward with respect to the car 2 through the gripping of the speed governor rope 15 by the speed governor 14, so braking operations of the respective emergency stop devices 12 are performed.
  • the wedges come into contact with the car guide rails 3 respectively through the braking operations of the respective emergency stop devices 12, so the car 2 is stopped forcibly.
  • the speed of the car 2 becomes equal to or lower than the allowable collision speed thereof before the car 2 reaches the position of the car shock absorber. That is, the safetydevice 18 controls the hoistingmachine brake device 10 and the speed governor 14 respectively such that the speed of the car 2 becomes, in the event of an abnormality thereof, equal to or lower than the allowable collision speed set in the car shock absorber before the car 2 reaches the position of the car shock absorber.
  • the speed governor rope 15 is gripped by the speed governor 14 through the control performed by the safety device 18.
  • the connecting rod 16 is pulled upward and the braking operations of the respective emergency stop devices 12 are performed.
  • the car 2 is stopped forcibly.
  • Fig. 2 is a graph showing a relationship between the braking torque applied to the drive sheave 9 and time (i.e., changes in braking torque with time) after detection of a first overspeed of the car 2 by the safety device 18 of Fig. 1 .
  • the safety device 18 detects the first overspeed of the car 2
  • the braking operation of the hoisting machine brake device 10 is started.
  • no braking torque is generated before a time point T 1 following the lapse of an operation delay time period to.
  • a braking torque is generated at the time point T 1 and then rises continuously with the lapse of time.
  • the braking torque reaches a maximum value at a time point T 2 .
  • the braking torque is held unchanged after having reached the maximum value.
  • Fig. 3 is a graph showing a relationship between a speed of the car 2 and a time (i.e., changes in the speed of car 2 with time) which has been calculated based on the relationship between the braking torque and the time of Fig. 2 .
  • a time i.e., changes in the speed of car 2 with time
  • the safety device 18 has detected the first overspeed of the car 2
  • no braking torque is generated to be applied to the drive sheave 9 before the time point T 1 , so the speed of the car 2 continues to rise.
  • a braking torque is generated to be applied to the drive sheave 9 after the time point T 1 , so the car 2 starts decelerating.
  • changes in braking torque with time as shown in Fig. 2 are first calculated from mechanical specifications of the hoisting machine brake device 10 and the car 2 such as the weights thereof.
  • the changes in braking torque with time are calculated under a load condition of the car 2 where the car 2 is most unlikely to be decelerated.
  • a simplified relationship for approximation between braking torque and time i.e., changes for approximation in braking torque with time is calculated according to a preset method, based on the calculated changes in braking torque with time.
  • Fig. 4 is a graph showing the relationship between braking torque and time of Fig. 2 and the relationship for approximation between braking torque and time together.
  • the braking torque is 0 from a time point when the safety device 18 detects the first overspeed of the car 2 to a time point T 4 following the lapse of an operation delay time period t 1 , rises instantaneously from 0 to a maximum value at the time point T 4 , and is held at the maximum value after the time point T 4 (as indicated by broken lines in Fig. 4 ).
  • the relationship for approximation between braking torque and time according to which the braking torque is raised instantaneously from 0 to the maximum value at the time point T 4 following the lapse of the operation delay time t 1 , is calculated.
  • the method of calculating the relationship for approximation between braking torque and time is not limited to the method indicated by the broken lines of Fig. 4 .
  • the braking torque may be raised instantaneously in a plurality of stages in the course of changing from 0 to the maximum value.
  • a speed of the car 2 and an acceleration of the car 2 are calculated in relation to time, based on the relationship for approximation between braking torque and time.
  • Fig. 5 is a graph showing a relationship between the speed of the car 2 and time, which has been calculated based on the relationship for approximation between braking torque and time of Fig. 4 .
  • Fig. 6 is a graph showing a relationship between the acceleration of the car 2 and time, which has been calculated based on the relationship for approximation between braking torque and time of Fig. 4 . As shown in Figs.
  • the speed of the car 2 rises linearly at a constant acceleration a 1 from the time point when the safety device 18 detects the first overspeed of the car 2 to the time point T 4 following the lapse of the operation delay time period t 1 , and falls linearly at a constant acceleration a 2 after the time point T 4 .
  • the car 2 is stopped at the time point T 3 following the lapse of a time period t 2 .
  • a first overspeed detection level v 0 is calculated as a function of a position x 0 of the car 2 such that the speed at which the car 2 runs upon reaching the position of the car shock absorber becomes equal to an allowable collision speed (predetermined value) v t of the car shock absorber.
  • the car 2 collides with the car shock absorber between the time point when the safety device 18 detects the first overspeed of the car 2 and a time point when a braking torque is generated to be applied to the drive sheave 9.
  • the car 2 collides with the car shock absorber after the braking torque has been generated to be applied to the drive sheave 9.
  • a relationship expressed by a formula (3) is established given that t 2' denotes a time period from a time point when the braking torque is generated to the time point when the car 2 collides with the car shock absorber.
  • v 02 x 02 a 2 2 ⁇ t 1 2 - 2 ⁇ a 2 ⁇ x 02 - a 2 ⁇ a 1 ⁇ t 1 2 + v t 2 0.5 + a 2 ⁇ t 1 - a 1 ⁇ t 1
  • the first overspeed detection level v 0 is calculated as a function of the position x 0 of the car 2 through the foregoing procedure, as expressed by a formula (6) shown below.
  • v 0 x 0 Max v 01 x 0 , v 02 x 0
  • the hoisting machine brake device 10 may be actuated erroneously due to, for example, a rise in speed resulting from the wobbling of the car 2, a detection error in the speed detector 17, a predetermined additional value is added to the first overspeed detection level v 0 to calculate the first overspeed detection level as a final value, with a view to preventing the hoisting machine brake device 10 from being actuated erroneously.
  • Fig. 7 is a graph showing a relationship between the first overspeed detection level and the position of the car 2, which has been calculated based on the relationship for approximation between braking torque and time of Fig. 4 .
  • a variable overspeed detection value interval predetermined interval
  • a constant overspeed detection value interval in which the value of the first overspeed detection level 30 is held constant regardless of the position of the car 2 are set within the hoistway 1.
  • the constant overspeed detection value interval is adjacent to the variable overspeed detection value interval.
  • the value of the first overspeed detection level 30 in the variable overspeed detection value interval is calculated according to the aforementioned method.
  • Curves 20 to 23 represent changes in the speed of the car 2 in the cases where the speed of the car 2 exceeds the first overspeed detection level 30 at four different positions in the variable overspeed detection value interval, respectively.
  • Each of all the curves 20 to 23 indicates the allowable car collision speed of the car shock absorber at the position of the car shock absorber. Accordingly, the speed of the car 2 is equal to the allowable car collision speed of the car shock absorber when the car 2 reaches the position of the car shock absorber.
  • the first overspeed detection level for starting the braking operation of the hoisting machine brake device 10 is set beforehand in the safety device 18 in accordance with the position of the car 2, and the value of the first overspeed detection level in the predetermined interval from the car shock absorber is set such that the speed of the car 2 becomes equal to the allowable car collision speed at the position of the car shock absorber. Therefore, the speed at which the car 2 runs at the time of a collision with the car shock absorber can be prevented from being dispersed. Accordingly, the performance of the car shock absorber can be brought out efficiently, and the allowable car collision speed of the car shock absorber can be set low. Thus, the car shock absorber can be reduced in size, so the hoistway 1 can be reduced in size.
  • the car 2 is braked through the braking operation of the hoisting machine brake device 10. Therefore, the speed of the car 2 can be reduced to the allowable collision speed of the car shock absorber at the position of the car shock absorber, through the braking of the car 2 by the existing braking device.
  • the car 2 is braked through the braking operations of the emergency stop devices 12. Therefore, even in the case where, for example, the main ropes 11 for suspending the car 2 have been ruptured, the car 2 can be stopped more reliably.
  • Fig. 8 is a schematic diagram showing an elevator apparatus according to Embodiment 2 of the present invention.
  • the car 2 is provided with a speed detector (e.g., a linear encoder) 31 for detecting a speed of the car 2.
  • Information (an electric signal) from the speed detector 31 is transmitted to the safety device 18.
  • the safety device 18 calculates the speed of the car 2 based on the information from the speed detector 31.
  • a first overspeed detection level calculated in the same manner as in Embodiment 1 of the present invention and a second overspeed detection level higher than the first overspeed detection level are set beforehand in the safety device 18 in accordance with the position of the car 2.
  • the safety device 18 outputs an actuation signal to the hoisting machine brake device (first braking device) 10 when the speed of the car 2 exceeds the first overspeed detection level, and outputs an actuation signal to each of the emergency stop devices (second braking devices) 12 when the speed of the car 2 exceeds the second overspeed detection level.
  • the hoisting machine brake device 10 performs a braking operation upon receiving the actuation signal from the safety device 18. Rotation of the drive sheave 9 is braked through the braking operation of the hoisting machine brake device 10.
  • Each of the emergency stop devices 12 performs a braking operation upon receiving the actuation signal from the safety device 18.
  • Each of the wedges comes into contact with a corresponding one of the car guide rails 3 through the braking operation of a corresponding one of the emergency stop devices 12, so the car 2 is stopped forcibly. That is, the hoisting machine brake device 10 and each of the emergency stop devices 12 start the braking operations at the different overspeed detection levels respectively, so the car 2 is braked according to different methods.
  • Embodiment 2 of the present invention is identical to Embodiment 1 of the present invention in other configurational details and other operational details.
  • Fig. 9 is a graph showing a relationship between the braking force applied to the car 2 and time (i.e., changes in the braking force applied to car 2 with time) after detection of the second overspeed by the safety device 18.
  • the safety device 18 detects the second overspeed of the car 2
  • the braking operation of the hoisting machine brake device 10 is started. After that, no braking force is generated before a time point T 11 following the lapse of an operation delay time period t 10 .
  • a braking force is generated at the time point T 11 and rises continuously with the lapse of time. After that, the braking force reaches a maximum value at a time point T 12 .
  • the braking force is held unchanged after having reached the maximum value.
  • Fig. 10 is a graph showing a relationship between the speed of the car 2 and time (i.e., changes in the speed of car 2 with time), which has been calculated based on the relationship between braking force and time of Fig. 9 .
  • time i.e., changes in the speed of car 2 with time
  • Fig. 10 shows that after the safety device 18 has detected the second overspeed of the car 2, no braking force is generated to be applied to the car 2 before the time point T 11 , so the speed of the car 2 continues to rise. After the time point T 11 , a braking force is generated to be applied to the car 2, so the car 2 starts decelerating abruptly.
  • the braking force applied to the car 2 rises continuously with the lapse of time, so the deceleration of the car 2 also increases continuously.
  • the braking force is held at the maximum value, so the deceleration of the car 2 is constant.
  • the car 2 is stopped from being moved.
  • changes in braking force with time as shown in Fig. 9 are first calculated from mechanical specifications of the respective emergency stop devices 12 and the car 2 such as the weights thereof.
  • the changes in braking force with time are calculated under a load condition of the car 2 where the car 2 is most unlikely to be decelerated.
  • a simplified relationship for approximation between braking force and time i.e., changes for approximation in braking force with time is calculated according to a preset method, based on the calculated changes in braking force with time.
  • Fig. 11 is a graph showing the relationship between braking force and time in Fig. 9 and the relationship for approximation between braking force and time together.
  • the braking force is 0 from a time point when the braking operations of the respective emergency stop devices 12 are started to a time point T 14 following the lapse of an operation delay time period t 11 , rises instantaneously from 0 to a maximum value at the time point T 14 , and is held at the maximum value after the time point T 14 (as indicated by broken lines in Fig. 11 ).
  • the relationship for approximation between braking force and time is calculated.
  • the method of calculating the relationship for approximation between braking force and time is not limited to the method indicated by the broken lines of Fig. 11 .
  • the braking force may be raised instantaneously in a plurality of stages in the course of changing from 0 to the maximum value.
  • a speed of the car 2 and an acceleration of the car 2 are calculated in relation to time, based on the relationship for approximation between braking force and time.
  • Fig. 12 is a graph showing a relationship between the speed of the car 2 and time, which has been calculated based on the relationship for approximation between braking force and time of Fig. 11 .
  • Fig. 13 is a graph showing a relationship between the acceleration of the car 2 and time, which has been calculated based on the relationship for approximation between braking force and time of Fig. 11 . As shown in Figs.
  • the speed of the car 2 rises linearly at a constant acceleration a 11 from the time point when the safety device 18 detects the second overspeed of the car 2 to the time point T 14 following the lapse of the operation delay time period t 11 , and falls linearly at a constant acceleration a 12 after the time point T 14 .
  • the car 2 is stopped at the time point T 13 following the lapse of a time period t 12 .
  • a second overspeed detection level v 10 is calculated as a function of a position x 10 of the car 2 such that the speed at which the car 2 runs upon reaching the position of the car shock absorber becomes equal to the allowable car collision speed (predetermined value) v t .
  • the car 2 collides with the car shock absorber between the time point when the safety device 18 detects the second overspeed of the car 2 and a time point when a braking force is generated to be applied to the car 2.
  • the car 2 collides with the car shock absorber after the braking force has been generated to be applied to the car 2.
  • v 011 x 011 - 2 ⁇ a 11 ⁇ x 011 + v t 2 0.5
  • t 12' denotes a time period from a time point when the braking force is generated to the time point when the car 2 collides with the car shock absorber.
  • the first overspeed detection level v 10 is calculated as a function of the position x 10 of the car 2 through the foregoing procedure, as expressed by a formula (12) shown below.
  • v 10 x 10 Max v 011 x 10 , v 012 x 10
  • a difference between a first overspeed set pattern and the second overspeed detection level v 10 calculated according to the aforementioned method is small and the respective emergency stop devices 12 may be actuated erroneously due to, for example, a rise in speed resulting from the wobbling of the car 2, a detection error in the speed detector 31, a predetermined additional value is added to the second overspeed detection level v 10 to calculate the second overspeed detection level as a final value, with a view to preventing the respective emergency stop devices 12 from being actuated erroneously.
  • Fig. 14 is a graph showing a relationship between the second overspeed detection level and the position of the car 2, which has been calculated based on the relationship for approximation between braking force and time of Fig. 11 .
  • a variable overspeed detection value interval predetermined interval
  • a constant overspeed detection value interval in which the value of the second overspeed detection level 40 is held constant regardless of the position of the car 2 are set within the hoistway 1.
  • the constant overspeed detection value interval is adjacent to the variable overspeed detection value interval.
  • the value of the second overspeed detection level 40 in the variable overspeed detection value interval is calculated according to the aforementioned method.
  • Curves 50 to 53 represent changes in the speed of the car 2 in the cases where the speed of the car 2 has exceeded the second overspeed detection level 40 at four different positions in the variable overspeed detection value interval, respectively.
  • Each of all the curves 50 to 53 indicates the allowable car collision speed of the car shock absorber at the position of the car shock absorber. Accordingly, the speed of the car 2 is equal to the allowable car collision speed of the car shock absorber when the car 2 reaches the position of the car shock absorber. That is, the speed of the car 2 collides with the car shock absorber at the allowable car collision speed regardless of the position of the car 2 at the time point when the braking operations of the respective emergency stop devices 12 are started.
  • the first overspeed detection level and the second overspeed detection level are set beforehand in the safety device 18, and the hoisting machine brake device 10 for starting the braking operation when the speed of the car 2 exceeds the first overspeed detection level and the emergency stop devices 12 for starting the braking operations when the speed of the car 2 exceeds the second overspeed detection level brake the car 2 according to different methods, respectively. Therefore, the car 2 can be braked according to different braking methods in accordance with the level of an abnormality in the speed of the car 2. As a result, the car 2 can be braked more reliably.
  • the car 2 is braked by the hoisting machine brake device 10 and the emergency stop devices 12, so the car 2 can be braked by the existing braking devices. As a result, the speed of the car 2 can be easily held equal to or lower than the allowable car collision speed at the position of the car shock absorber.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)

Claims (5)

  1. Aufzugsvorrichtung mit:
    einem Fahrkorb (2), der innerhalb eines Aufzugsschachts (1) gehoben und gesenkt wird;
    einem Stoßdämpfer für den Fahrkorb (2), der an einem Boden innerhalb des Aufzugsschachts (1) vorgesehen ist;
    einer Bremsvorrichtung (10, 12), um eine Bewegung eines Fahrkorbs (2) zu bremsen;
    einer Sicherheitseinrichtung (18), um, wenn eine Geschwindigkeitsanomalie des Fahrkorbs (2) vorliegt, die Bremsvorrichtung (10, 12) derart zu betreiben, dass die Geschwindigkeit des Fahrkorbs (2) gleich oder kleiner als eine zulässige Kollisionsgeschwindigkeit des Stoßdämpfers wird, bevor der Fahrkorb (2) eine Position des Stoßdämpfers erreicht, und wobei:
    die Sicherheitseinrichtung (18) ein Übergeschwindigkeitserfassungsniveau aufweist, das darin vorab gemäß einer Position des Fahrkorbs (2) eingestellt ist;
    die Sicherheitseinrichtung (18) einen Betrieb der Bremsvorrichtung (10, 12) beginnt, wenn die Geschwindigkeit des Fahrkorbs (2) das Übergeschwindigkeitserfassungsniveau überschreitet; und
    dadurch gekennzeichnet, dass
    das Übergeschwindigkeitserfassungsniveau einen Wert aufweist, der derart eingestellt ist, dass der Fahrkorb (2) mit dem Stoßdämpfer mit der zulässigen Kollisionsgeschwindigkeit kollidiert, unabhängig von der Position des Fahrkorbs (2) in einem vorbestimmten Abstand von der Position des Stoßdämpfers, zum Zeitpunkt, zu dem die Bremsenbetätigung der Bremsvorrichtung (10, 12) in dem vorbestimmten Abstand gestartet wird.
  2. Aufzugsvorrichtung nach Anspruch 1, ferner mit:
    einer Hebevorrichtung (6) mit einer Antriebsscheibe (9), um die ein Hauptseil zum Aufhängen des Fahrkorbs (2) gewunden ist, um den Fahrkorb (2) durch Drehung der Antriebsscheibe (9) zu heben und zu senken, und wobei
    die Bremsvorrichtung (10, 12) eine Hebevorrichtungs-Bremsenvorrichtung ist (10), um die Antriebsscheibe (9) zu bremsen.
  3. Aufzugsvorrichtung nach Anspruch 1, bei der die Bremsvorrichtung (10, 12) eine Notfall-Anhaltevorrichtung (12) ist, die an dem Fahrkorb (2) derart angebracht ist, dass sie die Bewegung des Fahrkorbs (2) durch Kontakt eines Bremselements mit einer Führungsschiene (3) zum Führen des Fahrkorbs (2) bremst.
  4. Aufzugsvorrichtung nach Anspruch 1, bei der
    die Bremsvorrichtung eine erste Bremsvorrichtung und eine zweite Bremsvorrichtung aufweist, um den Fahrkorb (2) gemäß zweier voneinander verschiedener Verfahren zu bremsen;
    das Übergeschwindigkeitserfassungsniveau aus einem ersten Übergeschwindigkeitserfassungsniveau und einem zweiten Übergeschwindigkeitserfassungsniveau aufgebaut ist, das höher eingestellt als das erste Übergeschwindigkeitserfassungsniveau ist; und
    die Sicherheitseinrichtung (18) einen Betrieb der ersten Bremsvorrichtung beginnt, wenn die Geschwindigkeit des Fahrkorbs (2) das erste Übergeschwindigkeitserfassungsniveau überschreitet, und einen Betrieb der zweiten Bremsvorrichtung beginnt, wenn die Geschwindigkeit des Fahrkorbs (2) das zweite Übergeschwindigkeitserfassungsniveau überschreitet.
  5. Aufzugsvorrichtung nach Anspruch 4, ferner mit:
    einer Hebevorrichtung (6) mit einer Antriebsscheibe (9), um die ein Hauptseil zum Aufhängen des Fahrkorbs (2) gewunden ist, um den Fahrkorb (2) durch Drehung der Antriebsscheibe (9) zu heben und zu senken, und wobei
    die erste Bremsvorrichtung eine Hebevorrichtungs-Bremsenvorrichtung ist (10), um die Antriebsscheibe (9) zu bremsen; und
    die zweite Bremsvorrichtung eine Notfall-Anhaltevorrichtung (12) ist, die an dem Fahrkorb (2) derart angebracht ist, dass sie die Bewegung des Fahrkorbs (2) durch Kontakt eines Bremselements mit einer Führungsschiene (3) zum Führen des Fahrkorbs (2) bremst.
EP06731033.4A 2005-09-21 2006-04-04 Aufzugsvorrichtung Active EP1927567B1 (de)

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JP2005273993A JP4403123B2 (ja) 2005-09-21 2005-09-21 エレベータ装置
PCT/JP2006/307085 WO2007034587A1 (ja) 2005-09-21 2006-04-04 エレベータ装置

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EP1927567B1 true EP1927567B1 (de) 2014-03-05

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KR100891443B1 (ko) * 2007-08-06 2009-04-03 한국미쓰비시엘리베이터 주식회사 엘리베이터 브레이크 시스템의 출력지연 제동장치 및 그제동방법
JP5333234B2 (ja) * 2007-12-17 2013-11-06 三菱電機株式会社 エレベータ装置
JP5381716B2 (ja) * 2007-12-27 2014-01-08 三菱電機株式会社 エレベータ装置
FI20105587A0 (fi) 2010-05-25 2010-05-25 Kone Corp Menetelmä hissikokoonpanon kuormituksen rajoittamiseksi sekä hissikokoonpano
FI122393B (fi) * 2010-10-11 2011-12-30 Kone Corp Menetelmä hissin hätäseis -tilanteen yhteydessä sekä hissin turvajärjestely
JP5526092B2 (ja) * 2011-09-06 2014-06-18 株式会社日立製作所 電子化エレベータ
CN104291193A (zh) * 2014-11-06 2015-01-21 康力电梯股份有限公司 一种电梯曳引驱动装置
CN104340821A (zh) * 2014-11-06 2015-02-11 康力电梯股份有限公司 一种家用梯无梁式驱动装置
CN110316628B (zh) * 2018-03-28 2021-08-03 上海三菱电梯有限公司 电梯安全系统
JP7140634B2 (ja) * 2018-10-30 2022-09-21 株式会社日立製作所 エレベーターの制御システム
EP3819245A1 (de) * 2019-11-08 2021-05-12 KONE Corporation Aufzug

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WO2004028947A1 (ja) * 2002-09-24 2004-04-08 Mitsubishi Denki Kabushiki Kaisha エレベーター安全システム
JP4335511B2 (ja) * 2002-10-01 2009-09-30 三菱電機株式会社 エレベータ装置
WO2004031064A1 (ja) * 2002-10-04 2004-04-15 Hitachi, Ltd. エレベーターシステム
JP4204299B2 (ja) * 2002-10-18 2009-01-07 東芝エレベータ株式会社 エレベータの制御装置
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JP2007084239A (ja) 2007-04-05
WO2007034587A1 (ja) 2007-03-29
CN101151202A (zh) 2008-03-26
CN101151202B (zh) 2011-08-03
KR20080014732A (ko) 2008-02-14
EP1927567A1 (de) 2008-06-04
JP4403123B2 (ja) 2010-01-20
EP1927567A4 (de) 2012-12-19

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