EP2243739A2 - Limiteur de vitesse - Google Patents

Limiteur de vitesse Download PDF

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Publication number
EP2243739A2
EP2243739A2 EP10153347A EP10153347A EP2243739A2 EP 2243739 A2 EP2243739 A2 EP 2243739A2 EP 10153347 A EP10153347 A EP 10153347A EP 10153347 A EP10153347 A EP 10153347A EP 2243739 A2 EP2243739 A2 EP 2243739A2
Authority
EP
European Patent Office
Prior art keywords
speed limiter
centrifugal
limiter according
speed
drive body
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.)
Granted
Application number
EP10153347A
Other languages
German (de)
English (en)
Other versions
EP2243739A3 (fr
EP2243739B1 (fr
Inventor
Günter REUTER
Martin Schütt
Thomas Koch
Oleg Paul
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ThyssenKrupp Aufzugswerke GmbH
Original Assignee
ThyssenKrupp Aufzugswerke GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by ThyssenKrupp Aufzugswerke GmbH filed Critical ThyssenKrupp Aufzugswerke GmbH
Publication of EP2243739A2 publication Critical patent/EP2243739A2/fr
Publication of EP2243739A3 publication Critical patent/EP2243739A3/fr
Application granted granted Critical
Publication of EP2243739B1 publication Critical patent/EP2243739B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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 invention relates to a speed limiter for an elevator for limiting the speed of a car or a counterweight of the elevator, with a corresponding to the transport speed of the car or counterweight about a rotational axis rotatable drive body on which offset to the axis of rotation at least one pivotable about a pivot axis centrifugal body is mounted, and with a driven body, wherein the centrifugal body with increasing rotational speed of the drive body, starting from a decoupling position in which it is decoupled from the driven body, against the action of a restoring force in a coupling position is pivoted in which it is coupled to trigger the safety gear with the wear body.
  • a speed limiter of the type mentioned above known has a drive body in the form of a rope pulley, around which a governor rope circulating in the elevator shaft is guided.
  • the governor rope is held immovably on the car to be braked.
  • On the pulley four centrifugal bodies are pivotally mounted, which are each pulled by a return spring in a decoupling position. With increasing transport speed of the car, the speed of the pulley and thus the centrifugal force acting on the centrifugal increase.
  • centrifugal bodies are pivoted against the action of the return springs with increasing speed to the outside, and at a predetermined nominal speed of the pulley, the centrifugal bodies come into contact with a driven body in the form of a brake drum. This causes a rapidly increasing frictional force that slows down the pulley. As a result, a tensile force is exerted on the rotating governor rope to trigger the safety gear on the car.
  • the centrifugal bodies pivot so far that the line of action of the return springs changes their position relative to the pivot axis of the centrifugal body.
  • Object of the present invention is to develop a speed limiter of the type mentioned in such a way that the at least one centrifugal body can be returned to a release of the speed limiter in a simpler manner in its decoupling position.
  • the at least one centrifugal body which has moved into its coupling position due to an excess of the rated speed of the drive body remains after coupling so long in the coupling position until the direction of rotation of the drive body is reversed.
  • the direction of rotation of the at least one centrifugal body can then be easily moved back to its decoupling position, without the need for manual intervention by service personnel is required.
  • the centrifugal body transferred into the coupling position remains in this coupling position and thereby maintains a frictional connection between the drive body and the output body.
  • the centrifugal body Only when the direction of rotation of the drive body is reversed, the centrifugal body goes back to its decoupling position. He is then without further action again can be used, that is, the centrifugal can swivel out immediately if necessary to re-trigger the safety gear.
  • the triggering of the speed limiter according to the invention thus takes place in a known manner by a force acting on the at least one centrifugal centrifugal force, which is dependent on the rotational speed of the drive body.
  • the release of the speed limiter according to the invention is carried out by reversing the direction of rotation of the drive body.
  • no manual intervention is required to release the speed limiter.
  • This is particularly advantageous when the speed limiter is mounted on the car or counterweight to be braked. After the release of the speed limiter of the car or the counterweight is stopped within a very short time, where he can assume any position in the elevator shaft in the stopped state, in particular, he can take a position between adjacent floors. Since the speed limiter according to the invention for releasing requires no manual intervention but only a reversal of the direction of rotation of the drive body, the speed limiter can be solved in a simple manner in this case.
  • the centrifugal body has a convex contact surface which contacts a concave contact surface of the driven body in a contact point when the centrifugal body passes into its coupling position, wherein the tangents of the two contact surfaces are aligned at an angle at the contact point which is smaller than that Arc tangent of the coefficient of static friction between the two contact surfaces.
  • Such a configuration has the advantage that when touching the two contact surfaces a Self-locking forms, due to which the centrifugal body rolls into its coupling position, that is, it follows the relative movement of the contact surface of the output body, where he keyed the drive body to the output body, so that the drive body is non-positively connected to the output body and thereby coupled to the output body Catch device of the car or the counterweight can be triggered. After being rolled into its coupling position, the centrifugal body remains in its coupling position even when the rotational speed of the drive body decreases, until the direction of rotation of the drive body is reversed.
  • a reversal of rotation then has the consequence that the centrifugal body is moved by the driven body in the opposite direction, that is, the centrifugal body is rolled out of its coupling position again, he thus releases the wedge effect again, that is, the frictional connection between the drive body and the output body interrupted.
  • the centrifugal body then passes under the action of the restoring force acting on it in its decoupling position and is immediately ready for use again.
  • the self-locking between the at least one centrifugal body and the output body is dependent on the friction conditions between the two contact surfaces.
  • the angle between the tangents of the contact surfaces of the centrifugal body and the driven body is chosen to be smaller at the contact point than the arctangent of the static friction coefficient, which is present between the two contact surfaces in the contact point.
  • metallic and non-metallic materials of at least one Flieh stresses and the output body such as steel, cast steel, cast iron and aluminum, and their usual surface textures, it is advantageous if the angle between the tangents of the two contact surfaces is less than 6 in the contact point °.
  • the output body has a bell member which engages over the at least one centrifugal body and which is covered by the drive body.
  • the bell part defines on the inside the contact surface of the driven body, at which the at least one centrifugal body comes to rest when a predefinable nominal speed of the drive body is exceeded, wherein it then rolls into its coupling position, in which it covers the drive body, which covers the bell part, in a force-locking manner with the bell part combines.
  • the output body has a hub part on which the drive body is rotatably mounted. This allows one continuous power flow and a particularly compact design of the speed limiter.
  • the output body here has not only the function of triggering the safety gear when exceeding a predetermined nominal speed of the drive body, but it also serves in addition to the rotatable mounting of the drive body.
  • the output body is movably mounted. Thereby, the output body can be moved by the drive body after a release of the speed limiter, and this movement can be used to activate the safety gear.
  • the output body is pivotally mounted.
  • a predefinable nominal speed of the drive body When a predefinable nominal speed of the drive body is exceeded, it can be non-positively coupled to the driven body via the at least one centrifugal body, so that the output body is caused to pivot by the drive body.
  • the catching device can be triggered via the pivoting movement.
  • the movable, preferably pivotable mounting of the output body is particularly advantageous when the speed limiter is arranged on the car to be braked or on the counterweight to be braked.
  • the movement of the output body can then be transmitted in a simple manner via mechanical coupling elements, for example via a linkage, to a safety device arranged on the car or on the counterweight.
  • the pivot axis of the output body is aligned coaxially to the axis of rotation of the drive body.
  • the output body is connected via a torque limiting device with a trigger member which is coupled to the safety gear.
  • the output body which pivots after the speed limiter has been triggered can activate the safety gear via the trigger member. If the driven body is connected to the triggering member via a torque limiting device, mechanical damage to the driven element and / or the triggering element can be avoided in the case of triggering of the speed limiting device.
  • the torque limiting device preferably comprises a friction lining, which is arranged between the output body and the trigger member. As a result, the output body can be moved relative to the release member while overcoming a frictional force, so that only a limited torque can be transmitted from the output body to the trigger member.
  • the trigger member is acted upon by a spring force in the direction of the output body.
  • the friction force prevailing between the trigger member and the output body can be influenced. The greater the spring force is selected, the more rigid is the connection between the output body and the trigger member.
  • a cup spring package can be used.
  • the transition of the at least one centrifugal body from the decoupling position into the coupling position takes place counter to the effect of a restoring force. It is advantageous if the restoring force is adjustable, because this can be the release of the speed limiter checked at a lower transport speed of the car or the counterweight.
  • the restoring force acting on the at least one centrifugal body can be reduced, so that the at least one centrifugal body transitions into its coupling position against the action of the restoring force even at a lower transport speed of the car or counterweight to be braked, that is to say when a lower rotational speed of the drive body is exceeded .
  • the provision of the speed limiter can then be accomplished in a simple manner by reversing the direction of rotation of the drive body.
  • the restoring force can be selected to be larger, so that the release of the speed limiter takes place at a higher transport speed.
  • the restoring force acting on the centrifugal body can be provided, for example, by a return spring interacting with the centrifugal body.
  • a spring holder is movably mounted on the drive body, to which the return spring coupled to the centrifugal body is held. By means of a relative movement between the drive body and the spring holder the clamping force of the return spring can be adjusted. This allows a particularly simple adjustment of the force acting on the at least one centrifugal restoring force.
  • the spring holder is mounted coaxially to the axis of rotation of the drive body relative to this rotatable.
  • centrifugal bodies are pivotally mounted on the drive body, and that in addition to the drive body, a spring holder with two opposing support arms is rotatably mounted, wherein on each support arm coupled to a centrifugal return spring is held.
  • the speed limiter in an advantageous embodiment of the invention can be mounted on the car to be braked or on a counterweight to be braked. Since the speed limiter can be solved by a simple reversal of the direction of the drive body and is then ready for use again without further measures, access by service personnel to the speed limiter is not required. Even if a car that is stopped after release of the overspeed governor or a stopped counterweight assumes a position between adjacent floors, the speed limiter mounted on the car or on the counterweight can be easily released again. For this it is only necessary, the car or the To move counterweight against the original direction of transport, because thereby the direction of rotation of the drive body is reversed and consequently solved the speed limiter.
  • the drive body can be frictionally connected to a friction body which is arranged fixedly in the elevator shaft and extends at least along the travel range of the car or counterweight to be braked.
  • a friction body for example, a rail can be laid in the elevator shaft on which the rotatable drive body rolls.
  • the friction body is formed by a guide rail of the car or counterweight to be braked.
  • the drive body are designed as a pulley and the friction body as a tensioned cable.
  • the rope can be held at a arranged in the shaft head or in the engine room Seileinwear and stretched by a arranged in the pit pit tension weight.
  • the Seileinportion is assigned a standby monitoring, which triggers a signal when the rope slackens.
  • a tripping detection is arranged in the shaft head or in the engine room, which shuts off the drive of the elevator in the event of triggering of the speed limiter due to the then acting on the tensioned rope traction.
  • the stretched rope in the shaft can be guided around the pulley rotatably mounted on the car or on the counterweight, so that the pulley is driven due to the frictional engagement with the rope in the process of the car or counterweight to a rotational movement corresponding to the transport speed of the car or counterweight.
  • the speed limiter according to the invention can have at least one deflection roller, via which the rope tensioned in the shaft can be fed to the rope pulley.
  • the speed limiter on two pulleys which are rotatably mounted one above the other on the car to be braked or the counterweight to be braked.
  • the speed limiter on the car to be braked or on a counterweight to be braked, provision can also be made for the speed limiter to be mounted stationarily in the engine room or in the shaft.
  • the drive body of the speed limiter is connected to the safety gear of the car or a counterweight. If the drive body by its coupling braked with the output body, so the safety gear can be activated due to the deceleration of the drive body, so that then the car or the counterweight is braked within a very short time.
  • the drive body can be configured, for example, as a pulley, over which a limiter cable coupled to the safety gear is guided. If the rope pulley braked, so also the limiter rope undergoes a deceleration and can thereby trigger the safety gear.
  • Such safety devices are in an advantageous embodiment of the invention, in which the speed limiter is positioned on the car to be braked or on a counterweight to be braked, not directly on the speed limiter but in the engine room or in the shaft of the elevator. For example, it may be provided that the already mentioned standby monitoring and / or the tripping detection are positioned in the shaft head or in the engine room.
  • FIG. 1 schematically a counterweight 10 is shown, which is mounted on two in a shaft 12 of an elevator laid guide rails 13, 14 displaceable in the vertical direction.
  • the counterweight 10 is connected in known per se and therefore not shown in the drawing to achieve a better overview of a supporting cable with a car of the elevator.
  • the counterweight 10 includes a known and therefore only schematically illustrated in the drawing safety gear 16, which stops the counterweight 10 at a predetermined speed is exceeded.
  • the safety gear 16 is triggered by a speed limiter 20, which in the Figures 2 and 3 is shown enlarged. It comprises a drive body in the form of a pulley 22, which is freely rotatably mounted on a hub part 24 of an output body 26 by means of a first ball bearing 28 and a second ball bearing 29 about a rotation axis 23.
  • the pulley 22 On its outer circumference, the pulley 22 has a circumferential groove 31, which receives a tensioned in the shaft 12 Beskyrseil 33 which is guided ⁇ -shaped around the pulley 22.
  • an upper deflection roller 35 and a lower deflection roller 36 are freely rotatably mounted on the counterweight 10.
  • centrifugal body 41 and a second centrifugal body 42 are mounted on the pulley by means of bearing bolts 38, 39 pivotally diametrically opposite one another.
  • the two centrifugal bodies 41, 42 each have an arcuate contact surface 44 and 45, wherein the center 47 of the imaginary circle, which defines the arcuate course of the contact surfaces 44 and 45, offset from the pivot axis 49 and 50 of the centrifugal 41 and 42 arranged is. This will be demonstrated by the example of in FIG. 4 enlarged illustrated centrifugal 41 clearly.
  • a spring holder 52 with a first holding arm 53 and a diametrically opposed second holding arm 54 is rotatably mounted on the pulley 22, wherein the axis of rotation of the spring holder 52 coaxial with the axis of rotation 23 of the pulley 22 is aligned.
  • a first return spring 57 is clamped, which acts on the first centrifugal body 41 with a restoring force in the direction of a first stop 58 held on the cable pulley 22.
  • a second return spring 60 is clamped between the second holding arm 54 and the second centrifugal body 42, which acts on the second centrifugal body 42 with a restoring force in the direction of a second stop 61 held on the cable pulley 22.
  • the two stops 58 and 61 each define a decoupling position of the centrifugal bodies 41 and 42, respectively.
  • the centrifugal bodies 41, 42 like the spring holder 52 and the return springs 57, 60, are covered by a bell part 70 of the output drive body 26 connected in one piece with the hub part 24.
  • the bell member 70 defines on the inside a cylindrical contact surface 72 which cooperates with the contact surfaces 44 and 45 of the two centrifugal bodies 41, 42. This will be explained in more detail below.
  • the output body 26 is mounted on a shaft 74 about a coaxial with the axis of rotation 23 aligned pivot axis 75 pivotally.
  • the shaft 74 is fixed in place on the counterweight 10.
  • the bell member 70 carries on the reverse side of the pulley 22 a friction lining 77.
  • On the pulley 22 facing away from the back of the bell part 70 integrally connects to a second hub portion 79, on which a release lever 81 is placed, which is pressed by a disc spring package 83 against the friction lining 77 of the bell member 70.
  • the cup spring package 83 is supported on the side facing away from the release lever 81 on a screwed onto the second hub portion 79 lock nut 85 from.
  • the limiter rope 33 led around. This is resiliently held in the shaft head 88 at a Seileinfeel 90, which cooperates with an electrical readiness monitor 91 and an electrical release detection 92.
  • the limiter rope 33 is tensioned by a tensioning weight 96 arranged in the shaft pit 95, which is guided on a guide 97. If it comes to a slackening of the limiter rope 33 due to a disturbance, this is detected by the standby monitor 91. If the speed limiter 20, as explained below, triggered, the governor rope 33 is pulled down and thereby the trigger detection 92 is activated, which then turns off the drive motor of the elevator.
  • the standby monitor 91 and the trip detection 92 form electrical safety devices associated with the speed limiter 20 and positioned in the wellhead 88 in the illustrated embodiment.
  • the counterweight 10 moves during operation of the elevator along the guide rails 13, 14 relative to the stationary Beskyrseil 33. This has the consequence that the pulley 22 is rotated about the rotation axis 23 in rotation.
  • the rotational movement causes a centrifugal force, which acts on the eccentrically mounted centrifugal bodies 41 and 42, so that they are pivoted against the force of the return springs 57 and 60 to the outside.
  • the centrifugal bodies 41 and 42 are pivoted so far outwardly that their contact surfaces 44 and 45, the cylindrical contact surface 72 of the bell member 70 touch. This is in FIG. 4 shown using the example of the centrifugal 41.
  • the contour of the convex contact surfaces 44 and 45 is selected such that in the contact point B of the contact surfaces, the respective tangents 101 and 102 are aligned at an angle ⁇ to one another which is smaller than the arctangent of the coefficient of static friction between the contact surface 44 and 45 of the centrifugal 41th , 42 on the one hand and the contact surface 72 of the bell member 70 on the other.
  • the angle ⁇ is selected smaller than 6 °.
  • the choice of the angle ⁇ smaller than the arctangent of the coefficient of static friction between the contacting surfaces 44 and 45 and 72 has the consequence that sets a self-locking between the centrifugal bodies 41 and 42 and the bell member 70 when the predetermined nominal speed of the pulley 22 is exceeded in such a way that the centrifugal bodies 41, 42 are transferred by the bell part 70 into their coupling position, in which they frictionally connect the cable pulley 22 to the bell part 70, so that the rotational movement of the pulley 22 is transmitted to the bell part 70 via the centrifugal bodies 41, 42 which is thereby pivoted about the pivot axis 75.
  • This pivoting movement is transmitted via the friction lining 77 on the release lever 81, which triggers the safety gear 16 via a linkage 99, so that the counterweight 10 is stopped within a very short time.
  • the centrifugal bodies 41, 42 jam the pulley 22 with the bell portion 70. This has the consequence that the centrifugal 41, 42 after triggering the speed limiter 20 even with decreasing speed the pulley 22 in spite of the restoring force of the return springs 57, 60 acting on them remain in their coupling position.
  • the centrifugal bodies 41, 42 released by the bell member 70 by rolling along the bell member 70 so that they then from the return springs 57 and 60 can be swung back to take on the associated stops 58 and 61, their decoupling position.
  • the release of the speed limiter 20 thus takes place automatically by reversing the direction of rotation of the pulley 22, without the need for manual intervention.
  • the speed limiter 20 carried on the counterweight 10 can thus be released again at any point within the shaft 12 at any time by lifting the counterweight 10.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)
EP20100153347 2009-04-21 2010-02-11 Limiteur de vitesse Active EP2243739B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102009019079A DE102009019079A1 (de) 2009-04-21 2009-04-21 Geschwindigkeitsbegrenzer

Publications (3)

Publication Number Publication Date
EP2243739A2 true EP2243739A2 (fr) 2010-10-27
EP2243739A3 EP2243739A3 (fr) 2011-08-03
EP2243739B1 EP2243739B1 (fr) 2012-11-07

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EP20100153347 Active EP2243739B1 (fr) 2009-04-21 2010-02-11 Limiteur de vitesse

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EP (1) EP2243739B1 (fr)
DE (1) DE102009019079A1 (fr)
ES (1) ES2397318T3 (fr)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103339053A (zh) * 2011-02-07 2013-10-02 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
WO2014082971A1 (fr) * 2012-11-29 2014-06-05 Thyssenkrupp Elevator Ag Installation d'ascenseur pour bâtiment en construction
WO2016079823A1 (fr) * 2014-11-19 2016-05-26 三菱電機株式会社 Ascenseur
JP6092344B1 (ja) * 2015-11-02 2017-03-08 東芝エレベータ株式会社 エレベータのガバナ装置
CN106629300A (zh) * 2017-02-06 2017-05-10 南通通洋机电制造有限公司 电梯限速器手动调试装置
CN114100014A (zh) * 2021-12-07 2022-03-01 北华大学 四爪离心体滚动撞击式缓降器阻尼装置
CN114100015A (zh) * 2021-12-07 2022-03-01 北华大学 离心体压迫式缓降器阻尼装置
CN114475755A (zh) * 2022-02-26 2022-05-13 哈尔滨商业大学 一种多功能机械式物流仓库用物流移动设备

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DE102012006663B4 (de) * 2012-04-03 2016-08-18 Auto-Kabel Management Gmbh Elektrisches verbindungssystem einer einrichtung zur gewinnung von elektrischer energie aus regenerierten quellen
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
DE202017005334U1 (de) * 2017-10-17 2019-01-18 Wittur Holding Gmbh Vorrichtung zur Kontrolle eines Geschwindigkeitsbegrenzerriemens und elektronischer Geschwindigkeitsbegrenzer
DE102019104339A1 (de) * 2019-02-20 2020-08-20 Thyssenkrupp Ag Auslösesystem für eine Fangvorrichtung, Aufzugsanlage und Verfahren zum Betreiben einer Aufzugsanlage

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DD128221A1 (de) 1976-11-29 1977-11-09 Gerhard Protz Geschwindigkeitsbegrenzer

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JP4565501B2 (ja) * 2005-03-01 2010-10-20 三和テッキ株式会社 昇降機用非常停止装置

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DD128221A1 (de) 1976-11-29 1977-11-09 Gerhard Protz Geschwindigkeitsbegrenzer

Cited By (21)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103339053A (zh) * 2011-02-07 2013-10-02 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
JP2014504580A (ja) * 2011-02-07 2014-02-24 オーチス エレベータ カンパニー 個別のシーブ上の２つのトリッピングメカニズムを有したエレベータガバナ
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
US9359173B2 (en) 2011-02-07 2016-06-07 Otis Elevator Company Elevator governor having two tripping mechanisms on separate sheaves
WO2014082971A1 (fr) * 2012-11-29 2014-06-05 Thyssenkrupp Elevator Ag Installation d'ascenseur pour bâtiment en construction
CN104955760A (zh) * 2012-11-29 2015-09-30 蒂森克虏伯电梯股份公司 用于正在建设中的建筑的电梯系统
US9834415B2 (en) 2012-11-29 2017-12-05 Thyssenkrupp Elevator Ag Elevator system for a building under construction
CN106922142A (zh) * 2014-11-19 2017-07-04 三菱电机株式会社 电梯装置
US10526170B2 (en) 2014-11-19 2020-01-07 Mitsubishi Electric Corporation Elevator apparatus
JPWO2016079823A1 (ja) * 2014-11-19 2017-04-27 三菱電機株式会社 エレベータ装置
CN106922142B (zh) * 2014-11-19 2019-04-12 三菱电机株式会社 电梯装置
WO2016079823A1 (fr) * 2014-11-19 2016-05-26 三菱電機株式会社 Ascenseur
JP6092344B1 (ja) * 2015-11-02 2017-03-08 東芝エレベータ株式会社 エレベータのガバナ装置
CN106629300B (zh) * 2017-02-06 2019-03-12 南通通洋机电制造有限公司 电梯限速器手动调试装置
CN106629300A (zh) * 2017-02-06 2017-05-10 南通通洋机电制造有限公司 电梯限速器手动调试装置
CN114100014A (zh) * 2021-12-07 2022-03-01 北华大学 四爪离心体滚动撞击式缓降器阻尼装置
CN114100015A (zh) * 2021-12-07 2022-03-01 北华大学 离心体压迫式缓降器阻尼装置
CN114100014B (zh) * 2021-12-07 2023-03-10 北华大学 四爪离心体滚动撞击式缓降器阻尼装置
CN114100015B (zh) * 2021-12-07 2023-03-14 北华大学 离心体压迫式缓降器阻尼装置
CN114475755A (zh) * 2022-02-26 2022-05-13 哈尔滨商业大学 一种多功能机械式物流仓库用物流移动设备
CN116080728A (zh) * 2022-02-26 2023-05-09 哈尔滨商业大学 物流仓库用的移动设备

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ES2397318T3 (es) 2013-03-06
EP2243739A3 (fr) 2011-08-03
DE102009019079A1 (de) 2010-11-04
EP2243739B1 (fr) 2012-11-07

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