JP2010254480A - Elevator device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To obtain an elevator device capable of shortening time required from the occurrence of an abnormality in the elevator device to the generation of a braking force, and preventing false operation. <P>SOLUTION: This elevator device includes a monitoring part with a car operation detecting means for detecting the respective actual movements of a first car and a second car elevating in the same hoistway, and an outputting part for predicting the presence/absence of a collision between the first car and the second car based on information from the car operation detecting means and outputting an operation signal when the collision is predicted. Each of the first car and the second car includes a braking member capable of being contacted with and separated from a guide rail guiding elevation of the first car and the second car, and moreover, a braking means for pressing the braking member to the guide rail by the input of the operation signal and putting a brake on at least one of the first car and the second car. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an elevator apparatus in which a car moves up and down in a hoistway.

  In a conventional elevator apparatus, a speed governor may be used to operate an emergency stop device mounted on a car. Japanese Patent Application Laid-Open No. 2001-80840 discloses a speed governor that detects an abnormality in the ascending / descending speed of a car and an emergency stop device that prevents a car from falling by pressing a wedge against a car guide rail that guides the car. . A governor rope that moves in synchronization with the raising and lowering of the car is wound around the sheave of the governor. The car is equipped with a safety link connected to the governor rope and interlocking with the wedge of the safety device. In the governor, when an abnormal speed of the car is detected, the governor rope is restrained. The safety link is operated by the restraint of the governor rope, and the wedge is pressed against the car guide rail. The car is prevented from falling by the braking force generated by this pressing.

Japanese Patent Laid-Open No. 2001-80840

  However, in such an elevator apparatus, since the emergency stop device is activated when the speed of the car has already increased greatly, the operation of the emergency stop device increases the impact on the car. .

In addition, since the governor rope is restrained and the safety link is operated after the speed abnormality of the car is detected by the governor until the wedge braking force is generated, for example, the governor rope is restrained by the governor. Due to the delay in operation, the extension and contraction of the governor rope, the delay in the operation of the safety link, etc., it takes time from the detection of the car speed abnormality to the generation of the braking force. Therefore, when the braking force is generated, the speed of the car is further increased, and the impact on the car is further increased. In addition, the braking distance until the car stops is also increased.
In addition, the safety link may vibrate due to a car swing or the like, causing a malfunction.

  The present invention has been made to solve the above-described problems, and can shorten the time required for the braking force to be generated after an abnormality occurs in the elevator apparatus, and prevents malfunction. It is an object of the present invention to obtain an elevator apparatus that can be used.

  The elevator apparatus according to the present invention includes a car operation detecting means for detecting actual movements of the first car and the second car moving up and down in the same hoistway, and a first car and a second car according to information from the car operation detecting means. Predicts the presence or absence of a car collision and outputs an operation signal when a collision is predicted. The monitoring part has a car guide rail that guides the raising and lowering of the first car and the second car. Brake having a brake member capable of being mounted on the first car and the second car, respectively, and braking the at least one of the first car and the second car by pressing the brake member against the car guide rail by the input of an operation signal Means and a transmission means for transmitting an actuation signal from the output section to the braking means.

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram which shows typically the elevator apparatus by Embodiment 1 of this invention. It is a front view which shows the safety device of FIG. It is a front view which shows the state at the time of the action | operation of the safety device of FIG. It is a block diagram which shows typically the elevator apparatus by Embodiment 2 of this invention. It is a front view which shows the safety device of FIG. It is a front view which shows the emergency stop apparatus at the time of the action | operation of FIG. It is a front view which shows the drive part of FIG. It is a block diagram which shows typically the elevator apparatus by Embodiment 3 of this invention. It is a block diagram which shows typically the elevator apparatus by Embodiment 4 of this invention. It is a block diagram which shows typically the elevator apparatus by Embodiment 5 of this invention. It is a block diagram which shows typically the elevator apparatus by Embodiment 6 of this invention. It is a block diagram which shows the other example of the elevator apparatus of FIG. It is a block diagram which shows typically the elevator apparatus by Embodiment 7 of this invention. It is a block diagram which shows typically the elevator apparatus by Embodiment 8 of this invention. It is a front view which shows the other example of the drive part of FIG. It is a plane sectional view showing an emergency stop device according to Embodiment 9 of the present invention. It is a partially broken side view which shows the safety device by Embodiment 10 of this invention. It is a block diagram which shows typically the elevator apparatus by Embodiment 11 of this invention. It is a graph which shows the car speed abnormality determination standard memorize | stored in the memory | storage part of FIG. It is a graph which shows the car acceleration abnormality determination reference | standard memorize | stored in the memory | storage part of FIG. It is a block diagram which shows typically the elevator apparatus by Embodiment 12 of this invention. It is a block diagram which shows typically the elevator apparatus by Embodiment 13 of this invention. It is a block diagram which shows the rope stopping device and each rope sensor of FIG. It is a block diagram which shows the state by which one main rope of FIG. 23 was fractured | ruptured. It is a block diagram which shows typically the elevator apparatus by Embodiment 14 of this invention. It is a block diagram which shows typically the elevator apparatus by Embodiment 15 of this invention. It is a perspective view which shows the cage | basket | car and door sensor of FIG. It is a perspective view which shows the state in which the car doorway of FIG. 27 is open. It is a block diagram which shows typically the elevator apparatus by Embodiment 16 of this invention. It is a block diagram which shows the hoistway upper part of FIG.

Preferred embodiments of the present invention will be described below with reference to the drawings.
Embodiment 1 FIG.
1 is a block diagram schematically showing an elevator apparatus according to Embodiment 1 of the present invention. In the figure, a pair of car guide rails 2 are installed in a hoistway 1. The car 3 is raised and lowered in the hoistway 1 while being guided by the car guide rail 2. A hoisting machine (not shown) for raising and lowering the car 3 and a counterweight (not shown) is disposed at the upper end of the hoistway 1. A main rope 4 is wound around the drive sheave of the hoisting machine. The car 3 and the counterweight are suspended in the hoistway 1 by the main rope 4. A pair of safety devices 5 serving as braking means are mounted on the car 3 so as to face the car guide rails 2. Each emergency stop device 5 is arranged in the lower part of the car 3. The car 3 is braked by the operation of each emergency stop device 5.

  Further, a speed governor 6 that is a car speed detecting means for detecting the raising / lowering speed of the car 3 is arranged at the upper end of the hoistway 1. The governor 6 includes a governor body 7 and a governor sheave 8 that can rotate with respect to the governor body 7. A rotatable tensioning wheel 9 is disposed at the lower end of the hoistway 1. A governor rope 10 connected to the car 3 is wound between the governor sheave 8 and the tension wheel 9. The connecting portion of the governor rope 10 to the car 3 is reciprocated in the vertical direction together with the car 3. As a result, the governor sheave 8 and the tension wheel 9 are rotated at a speed corresponding to the ascending / descending speed of the car 3.

  The speed governor 6 operates the brake device of the hoisting machine when the ascending / descending speed of the car 3 reaches a preset first overspeed. The governor 6 has an output unit that outputs an operation signal to the emergency stop device 5 when the descending speed of the car 3 becomes the second overspeed (set overspeed) higher than the first overspeed. A switch unit 11 is provided. The switch portion 11 has a contact portion 16 that is mechanically opened and closed by an overspeed lever that is displaced according to the centrifugal force of the rotating governor sheave 8. The contact portion 16 is electrically connected to a battery 12 that is an uninterruptible power supply that can supply power even in the event of a power failure, and a control panel 13 that controls the operation of the elevator by a power cable 14 and a connection cable 15, respectively.

  A control cable (moving cable) is connected between the car 3 and the control panel 13. The control cable includes an emergency stop wiring 17 electrically connected between the control panel 13 and each emergency stop device 5 together with a plurality of power lines and signal lines. The electric power from the battery 12 is supplied to each emergency stop device 5 through the power supply cable 14, the switch unit 11, the connection cable 15, the power supply circuit in the control panel 13 and the emergency stop wiring 17 when the contact portion 16 is closed. The The transmission means includes a connection cable 15, a power supply circuit in the control panel 13, and an emergency stop wiring 17.

  2 is a front view showing the emergency stop device 5 of FIG. 1, and FIG. 3 is a front view showing the emergency stop device 5 in operation of FIG. In the figure, a support member 18 is fixed to the lower portion of the car 3. The emergency stop device 5 is supported by a support member 18. Each emergency stop device 5 includes a pair of brake members 19 that can be brought into and out of contact with the car guide rail 2 and a pair of actuators that are connected to the wedge 19 and displace the wedge 19 with respect to the car 3. 20 and a pair of guide portions 21 that guide the wedge 19 that is fixed to the support member 18 and is displaced by the actuator portion 20 in a direction in contact with the car guide rail 2. The pair of wedges 19, the pair of actuator parts 20, and the pair of guide parts 21 are arranged symmetrically on both sides of the car guide rail 2.

  The guide portion 21 has an inclined surface 22 that is inclined with respect to the car guide rail 2 so that the distance from the car guide rail 2 is reduced upward. The wedge 19 is displaced along the inclined surface 22. The actuator unit 20 includes a spring 23 that is a biasing unit that biases the wedge 19 toward the upper guide unit 21, and a wedge 19 that moves away from the guide unit 21 against the biasing of the spring 23 due to electromagnetic force generated by energization. And an electromagnetic magnet 24 that is displaced downward.

  The spring 23 is connected between the support member 18 and the wedge 19. The electromagnetic magnet 24 is fixed to the support member 18. The emergency stop wiring 17 is connected to the electromagnetic magnet 24. A permanent magnet 25 facing the electromagnetic magnet 24 is fixed to the wedge 19. The electromagnetic magnet 24 is energized from the battery 12 (see FIG. 1) by closing the contact 16 (see FIG. 1). The emergency stop device 5 is activated by cutting off the energization of the electromagnetic magnet 24 by opening the contact portion 16 (see FIG. 1). That is, the pair of wedges 19 are displaced upward with respect to the car 3 by the elastic restoring force of the spring 23 and are pressed against the car guide rail 2.

  Next, the operation will be described. During normal operation, the contact portion 16 is closed. Thereby, electric power is supplied from the battery 12 to the electromagnetic magnet 24. The wedge 19 is attracted and held by the electromagnetic magnet 24 by the electromagnetic force generated by energization, and is separated from the car guide rail 2 (FIG. 2).

  For example, when the speed of the car 3 increases due to cutting of the main rope 4 and the first overspeed is reached, the brake device of the hoisting machine is activated. Even after the brake device of the hoisting machine is actuated, when the speed of the car 3 is further increased to the second overspeed, the contact portion 16 is opened. Thereby, the energization to the electromagnetic magnet 24 of each emergency stop device 5 is cut off, and the wedge 19 is displaced upward with respect to the car 3 by the bias of the spring 23. At this time, the wedge 19 is displaced along the inclined surface 22 while being in contact with the inclined surface 22 of the guide portion 21. Due to this displacement, the wedge 19 is pressed against the car guide rail 2. The wedge 19 is displaced further upward by the contact with the car guide rail 2 and is caught between the car guide rail 2 and the guide portion 21. Thereby, a large frictional force is generated between the car guide rail 2 and the wedge 19, and the car 3 is braked (FIG. 3).

  When releasing the braking of the car 3, the car 3 is raised in a state where the electromagnetic magnet 24 is energized by closing the contact portion 16. As a result, the wedge 19 is displaced downward and separated from the car guide rail 2.

  In such an elevator apparatus, since the switch unit 11 connected to the battery 12 and each emergency stop device 5 are electrically connected, an abnormality in the speed of the car 3 detected by the governor 4 is electrically detected. Can be transmitted as an operation signal from the switch unit 11 to each emergency stop device 5, and the car 3 can be braked in a short time after an abnormality in the speed of the car 3 is detected. Thereby, the braking distance of the car 3 can be reduced. Moreover, each emergency stop device 5 can be easily operated synchronously, and the car 3 can be stably stopped. Further, since the emergency stop device 5 is actuated by an electrical actuation signal, it is possible to prevent malfunction due to shaking of the car 3 or the like.

  Further, the emergency stop device 5 includes a guide unit including an actuator unit 20 that displaces the wedge 19 to the upper guide unit 21 side, and an inclined surface 22 that guides the wedge 19 that is displaced upward in a direction in contact with the car guide rail 2. 21, the pressing force of the wedge 19 against the car guide rail 2 can be reliably increased when the car 3 is lowered.

  The actuator unit 20 includes a spring 23 that urges the wedge 19 upward and an electromagnetic magnet 24 that displaces the wedge 19 downward against the urging of the spring 23. 19 can be displaced.

Embodiment 2. FIG.
FIG. 4 is a configuration diagram schematically showing an elevator apparatus according to Embodiment 2 of the present invention. In the figure, the car 3 has a car body 27 provided with a car doorway 26 and a car door 28 for opening and closing the car doorway 26. The hoistway 1 is provided with a car speed sensor 31 which is a car speed detecting means for detecting the speed of the car 3. An output unit 32 electrically connected to the car speed sensor 31 is mounted in the control panel 13. The battery 12 is connected to the output unit 32 via the power cable 14. Electric power for detecting the speed of the car 3 is supplied from the output unit 32 to the car speed sensor 31. A speed detection signal from the car speed sensor 31 is input to the output unit 32.

  A pair of emergency stop devices 33, which are braking means for braking the car 3, are mounted below the car 3. The output unit 32 and each emergency stop device 33 are electrically connected to each other by the emergency stop wiring 17. From the output unit 32, when the speed of the car 3 is the second overspeed, an operation signal which is power for operation is output to the emergency stop device 33. The emergency stop device 33 is activated by the input of an activation signal.

  FIG. 5 is a front view showing the safety device 33 of FIG. 4, and FIG. 6 is a front view showing the safety device 33 in operation of FIG. In the figure, an emergency stop device 33 is disposed above the wedge 34, a wedge 34 that is a braking member that can be brought into and out of contact with the car guide rail 2, an actuator portion 35 that is connected to the lower portion of the wedge 34, and the cage 34. 3 and a guide portion 36 fixed to 3. The wedge 34 and the actuator part 35 are provided to be movable up and down with respect to the guide part 36. The wedge 34 is guided in a direction in which the wedge 34 comes into contact with the car guide rail 2 by an upward displacement relative to the guide portion 36, that is, a displacement toward the guide portion 36.

  The actuator portion 35 includes a cylindrical contact portion 37 that can be brought into and out of contact with the car guide rail 2, an operating mechanism 38 that displaces the contact portion 37 in a direction in which the car guide rail 2 comes into contact with and separated from, and the contact portion 37 and the operation. And a support portion 39 that supports the mechanism 38. The contact portion 37 is lighter than the wedge 34 so that it can be easily displaced by the actuating mechanism 38. The actuating mechanism 38 includes a movable portion 40 that can be reciprocally displaced between a contact position where the contact portion 37 is in contact with the car guide rail 2 and a separation position where the contact portion 37 is separated from the car guide rail 2. And a drive part 41 for displacing the movable part 40.

  The support part 39 and the movable part 40 are provided with a support guide hole 42 and a movable guide hole 43, respectively. The inclination angles of the support guide hole 42 and the movable guide hole 43 with respect to the car guide rail 2 are different from each other. The contact portion 37 is slidably mounted in the support guide hole 42 and the movable guide hole 43. The contact portion 37 is slid along the movable guide hole 43 along with the reciprocal displacement of the movable portion 40 and is displaced along the longitudinal direction of the support guide hole 42. As a result, the contact portion 37 is brought into and out of contact with the car guide rail 2 at an appropriate angle. When the contact part 37 contacts the car guide rail 2 when the car 3 is lowered, the wedge 34 and the actuator part 35 are braked and displaced toward the guide part 36.

  A horizontal guide hole 47 extending in the horizontal direction is provided in the upper portion of the support portion 39. The wedge 34 is slidably mounted in the horizontal guide hole 47. That is, the wedge 34 can be reciprocally displaced in the horizontal direction with respect to the support portion 39.

  The guide portion 36 has an inclined surface 44 and a contact surface 45 that are arranged so as to sandwich the car guide rail 2. The inclined surface 44 is inclined with respect to the car guide rail 2 so that the distance from the car guide rail 2 is reduced upward. The contact surface 45 can be brought into and out of contact with the car guide rail 2. As the wedge 34 and the actuator portion 35 are displaced upward with respect to the guide portion 36, the wedge 34 is displaced along the inclined surface 44. Thereby, the wedge 34 and the contact surface 45 are displaced so as to approach each other, and the car guide rail 2 is sandwiched between the wedge 34 and the contact surface 45.

  FIG. 7 is a front view showing the drive unit 41 of FIG. In the figure, the drive unit 41 includes a disc spring 46 that is an urging unit attached to the movable unit 40 and an electromagnetic magnet 48 that displaces the movable unit 40 by electromagnetic force generated by energization.

  The movable portion 40 is fixed to the central portion of the disc spring 46. The disc spring 46 is deformed by the reciprocal displacement of the movable portion 40. The biasing direction of the disc spring 46 is reversed between the contact position (solid line) and the separation position (two-dot broken line) of the movable part 40 due to deformation caused by the displacement of the movable part 40. The movable portion 40 is held at the contact position and the open position by the bias of the disc spring 46. That is, the contact state and the separated state of the contact portion 37 with respect to the car guide rail 2 are held by the bias of the disc spring 46.

  The electromagnetic magnet 48 includes a first electromagnetic part 49 fixed to the movable part 40 and a second electromagnetic part 50 disposed to face the first electromagnetic part 49. The movable part 40 can be displaced with respect to the second electromagnetic part 50. The emergency stop wiring 17 is connected to the electromagnetic magnet 48. The first electromagnetic unit 49 and the second electromagnetic unit 50 generate an electromagnetic force by the input of an operation signal to the electromagnetic magnet 48 and are repelled from each other. That is, the first electromagnetic part 49 is displaced in a direction away from the second electromagnetic part 50 together with the movable part 40 by the input of the operation signal to the electromagnetic magnet 48.

  The output unit 32 outputs a return signal for return after the operation of the emergency stop mechanism 5 at the time of return. The first electromagnetic unit 49 and the second electromagnetic unit 50 are attracted to each other when a return signal is input to the electromagnetic magnet 48. Other configurations are the same as those in the first embodiment.

  Next, the operation will be described. During normal operation, the movable portion 40 is located at the separation position, and the contact portion 37 is separated from the car guide rail 2 by the bias of the disc spring 46. In a state where the contact portion 37 is separated from the car guide rail 2, the wedge 34 is kept apart from the guide portion 36 and is separated from the car guide rail 2.

  When the speed detected by the car speed sensor 31 reaches the first overspeed, the brake device of the hoisting machine operates. Thereafter, when the speed of the car 3 increases and the speed detected by the car speed sensor 31 becomes the second overspeed, an operation signal is output from the output unit 32 to each emergency stop device 33. The first electromagnetic part 49 and the second electromagnetic part 50 are repelled by the input of the operation signal to the electromagnetic magnet 48. Due to the electromagnetic repulsive force, the movable portion 40 is displaced to the contact position. Along with this, the contact portion 37 is displaced in a direction in contact with the car guide rail 2. By the time the movable part 40 reaches the contact position, the biasing direction of the disc spring 46 is reversed to the direction in which the movable part 40 is held at the contact position. Thereby, the contact portion 37 is pressed against the car guide rail 2, and the wedge 34 and the actuator portion 35 are braked.

  Since the car 3 and the guide part 36 descend without being braked, the guide part 36 is displaced toward the lower wedge 34 and the actuator part 35. By this displacement, the wedge 34 is guided along the inclined surface 44, and the car guide rail 2 is sandwiched between the wedge 34 and the contact surface 45. The wedge 34 is further displaced upward by the contact with the car guide rail 2 and engages between the car guide rail 2 and the inclined surface 44. Thereby, a large frictional force is generated between the car guide rail 2 and the wedge 34 and between the car guide rail 2 and the contact surface 45, and the car 3 is braked.

  At the time of return, a return signal is transmitted from the output unit 32 to the electromagnetic magnet 48. Thereby, the 1st electromagnetic part 49 and the 2nd electromagnetic part 50 are attracted | sucked mutually, and the movable part 40 is displaced to a separation position. Along with this, the contact portion 37 is displaced in a direction to separate from the car guide rail 2. By the time the movable part 40 reaches the disengagement position, the direction of the bias of the disc spring 46 is reversed, and the movable part 40 is held at the disengagement position. In this state, the car 3 is raised, and the pressing of the wedge 34 and the contact surface 45 against the car guide rail 2 is released.

  In such an elevator apparatus, the car speed sensor 31 is provided in the hoistway 1 to detect the speed of the car 3 as well as the effects similar to those of the first embodiment. There is no need to use it, and the installation space of the entire elevator apparatus can be reduced.

  In addition, the actuator unit 35 includes a contact portion 37 that can be brought into and out of contact with the car guide rail 2 and an operating mechanism 38 that displaces the contact portion 37 in a direction in which the car guide rail 2 is brought into and out of contact with the car guide rail 2. By making the weight of 37 lighter than the wedge 34, the driving force of the operating mechanism 38 on the contact portion 37 can be reduced, and the operating mechanism 38 can be downsized. Furthermore, by making the contact portion 37 lightweight, the displacement speed of the contact portion 37 can be increased, and the time required to generate the braking force can be shortened.

  Moreover, since the drive part 41 has the disc spring 46 which hold | maintains the movable part 40 in a contact position and an open position, and the electromagnetic magnet 48 which displaces the movable part 40 by electricity supply, when the movable part 40 is displaced Only when the electromagnetic magnet 48 is energized, the movable portion 40 can be reliably held at the contact position or the open position.

Embodiment 3 FIG.
FIG. 8 is a block diagram schematically showing an elevator apparatus according to Embodiment 3 of the present invention. In the figure, the car doorway 26 is provided with a door open / close sensor 58 which is a door open / close detecting means for detecting the open / closed state of the car door 28. An output unit 59 mounted on the control panel 13 is connected to the door opening / closing sensor 58 via a control cable. The car speed sensor 31 is electrically connected to the output unit 59. The speed detection signal from the car speed sensor 31 and the opening / closing detection signal from the door opening / closing sensor 58 are input to the output unit 59. The output unit 59 grasps the speed of the car 3 and the open / closed state of the car entrance 26 by inputting the speed detection signal and the open / close detection signal.

  The output unit 59 is connected to the emergency stop device 33 via the emergency stop wiring 17. The output unit 59 outputs an operation signal when the car 3 moves up and down with the car doorway 26 opened by the speed detection signal from the car speed sensor 31 and the opening / closing detection signal from the door opening / closing sensor 58. ing. The activation signal is transmitted to the emergency stop device 33 through the emergency stop wiring 17. Other configurations are the same as those of the second embodiment.

  In such an elevator apparatus, the car speed sensor 31 for detecting the speed of the car 3 and the door opening / closing sensor 58 for detecting the open / closed state of the car door 28 are electrically connected to the output unit 59 and the car entrance 26 is opened. Since the operation signal is output from the output unit 59 to the emergency stop device 33 when the car 3 is lowered in the closed state, it is possible to prevent the car 3 from being lowered when the car doorway 26 is opened. Can do.

  In addition, you may attach to the cage | basket | car 3 what inverted the emergency stop apparatus 33 upside down. In this way, it is possible to prevent the car 3 from rising when the car doorway 26 is open.

Embodiment 4 FIG.
FIG. 9 is a block diagram schematically showing an elevator apparatus according to Embodiment 4 of the present invention. In the drawing, the main rope 4 is inserted with a cutting detection lead 61 which is a rope break detecting means for detecting the break of the main rope 4. A weak current is passed through the cutting detection lead 61. Whether or not the main rope 4 is cut is detected based on whether or not a weak current is applied. An output unit 62 mounted on the control panel 13 is electrically connected to the cut detection lead 61. When the cutting detection lead 61 is cut, a rope cutting signal, which is a cut-off signal for energization of the cutting detection lead 61, is input to the output unit 62. The car speed sensor 31 is also electrically connected to the output unit 62.

  The output unit 62 is connected to the emergency stop device 33 via the emergency stop wiring 17. The output unit 62 outputs an operation signal when the main rope 4 is cut by the speed detection signal from the car speed sensor 31 and the rope cut signal from the cut detection lead 61. The activation signal is transmitted to the emergency stop device 33 through the emergency stop wiring 17. Other configurations are the same as those of the second embodiment.

  In such an elevator apparatus, the car speed sensor 31 that detects the speed of the car 3 and the cutting detection lead 61 that detects the cutting of the main rope 4 are electrically connected to the output unit 62. Since the operation signal is output from the output unit 62 to the emergency stop device 33, the car 3 descending at an abnormal speed is more reliably braked by detecting the speed of the car 3 and detecting the cutting of the main rope 4. be able to.

  In the above example, a method of detecting whether or not the cutting detection conducting wire 61 inserted through the main rope 4 is energized is used as the rope breakage detecting means. For example, a change in the tension of the main rope 4 is measured. A method may be used. In this case, a tension measuring device is installed on the rope stop of the main rope 4.

Embodiment 5 FIG.
FIG. 10 is a configuration diagram schematically showing an elevator apparatus according to Embodiment 5 of the present invention. In the figure, a car position sensor 65 which is car position detecting means for detecting the position of the car 3 is provided in the hoistway 1. The car position sensor 65 and the car speed sensor 31 are electrically connected to an output unit 66 mounted on the control panel 13. The output unit 66 includes a memory unit 67 in which a control pattern including information such as the position, speed, acceleration / deceleration, and stop floor of the car 3 during normal operation is stored. A speed detection signal from the car speed sensor 31 and a car position signal from the car position sensor 65 are input to the output unit 66.

  The output unit 66 is connected to the emergency stop device 33 via the emergency stop wiring 17. The output unit 66 compares the speed and position (actual value) of the car 3 based on the speed detection signal and the car position signal with the speed and position (set value) of the car 3 based on the control pattern stored in the memory unit 67. It is like that. The output unit 66 outputs an operation signal to the emergency stop device 33 when the deviation between the actually measured value and the set value exceeds a predetermined threshold value. Here, the predetermined threshold is a deviation between the minimum measured value and the set value for stopping the car 3 without colliding with the end of the hoistway 1 by normal braking. Other configurations are the same as those of the second embodiment.

  In such an elevator apparatus, the output unit 66 outputs an operation signal when the deviation between the measured value from the car speed sensor 31 and the car position sensor 65 and the set value of the control pattern exceeds a predetermined threshold value. Therefore, the collision of the car 3 with the end of the hoistway 1 can be prevented.

Embodiment 6 FIG.
FIG. 11 is a block diagram schematically showing an elevator apparatus according to Embodiment 6 of the present invention. In the figure, an upper car 71 that is a first car and a lower car 72 that is a second car located below the upper car 71 are disposed in the hoistway 1. The upper car 71 and the lower car 72 are raised and lowered in the hoistway 1 while being guided by the car guide rail 2. A first hoisting machine (not shown) for raising and lowering an upper car 71 and an upper car counterweight (not shown), a lower car 72 and a lower car counterweight (shown) And a second hoisting machine (not shown) for moving up and down. A first main rope (not shown) is wound around the driving sheave of the first hoisting machine, and a second main rope (not shown) is wound around the driving sheave of the second hoisting machine. The upper car 71 and the upper car counterweight are suspended by the first main rope, and the lower car 72 and the lower car counterweight are suspended by the second main rope.

  In the hoistway 1, an upper car speed sensor 73 and a lower car speed sensor 74 which are car speed detecting means for detecting the speed of the upper car 71 and the speed of the lower car 72 are provided. In the hoistway 1, an upper car position sensor 75 and a lower car position sensor 76, which are car position detecting means for detecting the position of the upper car 71 and the position of the lower car 72, are provided.

  The car operation detecting means includes an upper car speed sensor 73, a lower car speed sensor 74, an upper car position sensor 75, and a lower car position sensor 76.

  On the lower portion of the upper car 71, an upper car emergency stop device 77 which is a braking means having the same configuration as that of the emergency stop device 33 used in the second embodiment is mounted. A lower car emergency stop device 78, which is a braking means having the same configuration as the upper car safety device 77, is mounted below the lower car 72.

  An output unit 79 is mounted in the control panel 13. An upper car speed sensor 73, a lower car speed sensor 74, an upper car position sensor 75, and a lower car position sensor 76 are electrically connected to the output unit 79. In addition, the battery 12 is connected to the output unit 79 via the power cable 14. Upper car speed detection signal from upper car speed sensor 73, lower car speed detection signal from lower car speed sensor 74, upper car position detection signal from upper car position sensor 75, and lower car position from lower car position sensor 76 The detection signal is input to the output unit 79. That is, information from the car operation detecting means is input to the output unit 79.

  The output unit 79 is connected to the upper car safety device 77 and the lower car safety device 78 via the safety wire 17. Further, the output unit 79 determines whether there is a collision with the end of the hoistway 1 of the upper car 71 or the lower car 72 and whether there is a collision between the upper car 71 and the lower car 72 based on information from the car operation detecting means. The operation signal is output to the upper car safety device 77 and the lower car safety device 78 when a collision is predicted. The upper car safety device 77 and the lower car safety device 78 are actuated by the input of an actuation signal.

  The monitoring unit includes a car operation detection unit and an output unit 79. The running state of the upper car 71 and the lower car 72 is monitored by the monitoring unit. Other configurations are the same as those of the second embodiment.

  Next, the operation will be described. In the output unit 79, whether or not there is a collision with the end of the hoistway 1 of the upper car 71 or the lower car 72, and the upper car 71 and the lower car 72 are inputted by inputting information from the car operation detecting means to the output unit 79. Presence or absence of collision is predicted. For example, when a collision between the upper car 71 and the lower car 72 is predicted by the output unit 79 by cutting the first main rope that suspends the upper car 71, the upper car emergency stop device 77 and the lower car are output from the output unit 79. An operation signal is output to the emergency stop device 78. As a result, the upper car safety device 77 and the lower car safety device 78 are actuated, and the upper car 71 and the lower car 72 are braked.

  In such an elevator apparatus, the monitoring unit detects the actual movement of the upper car 71 and the lower car 72 moving up and down in the same hoistway 1 and the information from the car operation detecting means. It has an output unit 79 that predicts the presence or absence of a collision between the car 71 and the lower car 72 and outputs an operation signal to the upper car safety device 77 and the lower car safety device 78 when a collision is predicted. Therefore, even if the respective speeds of the upper car 71 and the lower car 72 do not reach the set overspeed, when the collision between the upper car 71 and the lower car 72 is predicted, the upper car emergency stop device 77 and the lower car The car safety device 78 can be actuated, and the collision between the upper car 71 and the lower car 72 can be avoided.

  Further, since the car operation detecting means includes the upper car speed sensor 73, the lower car speed sensor 74, the upper car position sensor 75, and the upper car position sensor 76, the actual movements of the upper car 71 and the lower car 72, respectively. Can be easily detected with a simple configuration.

  In the above example, the output unit 79 is mounted in the control panel 13, but the output unit 79 may be mounted in each of the upper car 71 and the lower car 72. In this case, as shown in FIG. 12, the upper car speed sensor 73, the lower car speed sensor 74, the upper car position sensor 75 and the lower car position sensor 76 include an output unit 79 mounted on the upper car 71, and a lower car 72. Are electrically connected to both of the output units 79 mounted on the.

  In the above example, the output unit 79 outputs the operation signal to both the upper car emergency stop device 77 and the lower car emergency stop device 78. Accordingly, the operation signal may be output to only one of the upper car safety device 77 and the lower car safety device 78. In this case, the output unit 79 predicts the presence or absence of a collision between the upper car 71 and the lower car 72, and also determines whether or not there is an abnormality in the movements of the upper car 71 and the lower car 72. The operation signal is output from the output unit 79 only to the emergency stop device mounted on the upper car 71 or the lower car 72 that moves abnormally.

Embodiment 7 FIG.
FIG. 13 is a configuration diagram schematically showing an elevator apparatus according to Embodiment 7 of the present invention. In the figure, an upper car output unit 81 as an output unit is mounted on the upper car 71, and a lower car output unit 82 as an output unit is mounted on the lower car 72. An upper car speed sensor 73, an upper car position sensor 75, and a lower car position sensor 76 are electrically connected to the upper car output unit 81. A lower car speed sensor 74, a lower car position sensor 76, and an upper car position sensor 75 are electrically connected to the lower car output unit 82.

  The upper car output unit 81 is electrically connected to an upper car emergency stop device 77 via an upper car emergency stop wiring 83 which is a transmission means installed in the upper car 71. Also, the upper car output unit 81 is based on information from the upper car speed sensor 73, the upper car position sensor 75, and the lower car position sensor 76 (hereinafter referred to as "upper car detection information" in this embodiment). The presence or absence of a collision with the lower car 72 of the upper car 71 is predicted, and an operation signal is output to the emergency stop device 77 for the upper car when a collision is predicted. Furthermore, the upper car output unit 81 assumes that the lower car 72 is traveling toward the upper car 71 at the maximum speed during normal operation when the upper car detection information is input. Presence or absence of collision with the lower car 72 is predicted.

  The lower car output unit 82 is electrically connected to a lower car emergency stop device 78 via a lower car emergency stop wiring 84 which is a transmission means installed in the lower car 72. Further, the lower car output unit 82 is based on information from the lower car speed sensor 74, the lower car position sensor 76, and the upper car position sensor 75 (hereinafter referred to as "lower car detection information" in this embodiment). The presence or absence of a collision with the upper car 71 of the lower car 72 is predicted, and an operation signal is output to the emergency stop device 78 for the lower car when a collision is predicted. Further, the lower car output unit 82 assumes that the upper car 71 is traveling toward the lower car 72 at the maximum speed during normal operation when the lower car detection information is input. Presence or absence of a collision with the upper car 71 is predicted.

  The upper car 71 and the lower car 72 are normally operated and controlled at a sufficient interval so that the upper car safety device 77 and the lower car safety device 78 do not operate. Other configurations are the same as those of the sixth embodiment.

  Next, the operation will be described. For example, when the upper car 71 falls to the lower car 72 side by cutting the first main rope that suspends the upper car 71, and the upper car 71 approaches the lower car 72, the upper car 71 in the upper car output unit 81. And the lower car 72 is predicted, and the lower car output unit 82 predicts a collision between the upper car 71 and the lower car 72. Thus, an operation signal is output from the upper car output unit 81 to the upper car emergency stop device 77 and from the lower car output unit 82 to the lower car emergency stop device 78. As a result, the upper car safety device 77 and the lower car safety device 78 are actuated, and the upper car 71 and the lower car 72 are braked.

  In such an elevator apparatus, the same effects as in the sixth embodiment are obtained, the upper car speed sensor 73 is electrically connected only to the upper car output unit 81, and the lower car speed sensor 74 is used as the lower car output unit. Since it is electrically connected only to 82, it is necessary to provide electrical wiring between the upper car speed sensor 73 and the lower car output unit 82 and between the lower car speed sensor 74 and the upper car output unit 81. Therefore, the installation work of the electric wiring can be simplified.

Embodiment 8 FIG.
FIG. 14 is a block diagram schematically showing an elevator apparatus according to Embodiment 8 of the present invention. In the figure, an upper car 71 and a lower car 72 are mounted with an inter-car distance sensor 91 which is a car-to-car distance detecting means for detecting the distance between the upper car 71 and the lower car 72. The inter-car distance sensor 91 has a laser irradiation part mounted on the upper car 71 and a reflecting part mounted on the lower car 72. The distance between the upper car 71 and the lower car 72 is determined by the inter-car distance sensor 91 based on the reciprocation time of the laser light between the laser irradiation part and the reflection part.

  An upper car speed sensor 73, a lower car speed sensor 74, an upper car position sensor 75, and an inter-car distance sensor 91 are electrically connected to the upper car output unit 81. An upper car speed sensor 73, a lower car speed sensor 74, a lower car position sensor 76, and an inter-car distance sensor 91 are electrically connected to the lower car output unit 82.

  The upper car output unit 81 includes information from the upper car speed sensor 73, the lower car speed sensor 74, the upper car position sensor 75, and the inter-car distance sensor 91 (hereinafter referred to as “upper car detection information in this embodiment”). )), The presence or absence of a collision with the lower car 72 of the upper car 71 is predicted, and an operation signal is output to the emergency stop device 77 for the upper car when a collision is predicted.

  The lower car output unit 82 includes information from the upper car speed sensor 73, the lower car speed sensor 74, the lower car position sensor 76, and the inter-car distance sensor 91 (hereinafter referred to as “lower car detection information in this embodiment”). )), The presence or absence of a collision with the upper car 71 of the lower car 72 is predicted, and when a collision is predicted, an operation signal is output to the emergency stop device 78 for the lower car. Other configurations are the same as those of the seventh embodiment.

  In such an elevator apparatus, the output unit 79 predicts the presence or absence of a collision between the upper car 71 and the lower car 72 based on information from the inter-car distance sensor 91. The prediction of the presence or absence of a collision can be further ensured.

  It should be noted that the door opening / closing sensor 58 according to the third embodiment may be applied to the elevator apparatus according to the sixth to eighth embodiments so that the opening / closing detection signal is input to the output unit, or the disconnection according to the fourth embodiment. The detection conductor 61 may be applied so that a rope cutting signal is input to the output unit.

  In the second to eighth embodiments, the drive unit is driven using the electromagnetic repulsion force or the electromagnetic attraction force of the first electromagnetic unit 49 and the first electromagnetic unit 50. For example, the conductive repulsion plate It may be driven by using eddy current generated in the circuit. In this case, as shown in FIG. 15, a pulse current is supplied as an operation signal to the electromagnetic magnet 48, and the interaction between the eddy current generated in the repulsion plate 51 fixed to the movable portion 40 and the magnetic field from the electromagnetic magnet 48. Thus, the movable part 40 is displaced.

  Moreover, in the said Embodiments 2-8, although the cage | basket | car speed detection means is provided in the hoistway 1, you may mount in the cage | basket | car. In this case, the speed detection signal from the car speed detection means is transmitted to the output unit via the control cable.

Embodiment 9 FIG.
FIG. 16 is a plan sectional view showing an emergency stop device according to Embodiment 9 of the present invention. In the drawing, the emergency stop device 155 includes a wedge 34, an actuator portion 156 connected to the lower portion of the wedge 34, and a guide portion 36 disposed above the wedge 34 and fixed to the car 3. The actuator portion 156 can move up and down together with the wedge 34 with respect to the guide portion 36.

  The actuator portion 156 includes a pair of contact portions 157 that can be brought into and out of contact with the car guide rail 2, a pair of link members 158 a and 158 b respectively connected to the contact portions 157, and each contact portion 157 including the car guide rail 2. An operating mechanism 159 for displacing one link member 158a with respect to the other link member 158b in the direction of contact with and away from the other, and a support portion 160 that supports each contact portion 157, each link member 158a, 158b, and the operation mechanism 159. Have. A horizontal shaft 170 passed through the wedge 34 is fixed to the support portion 160. The wedge 34 can be displaced back and forth with respect to the horizontal axis 170 in the horizontal direction.

  The link members 158a and 158b intersect each other at a portion from one end to the other end. Further, the support portion 160 is provided with a connecting member 161 that rotatably connects the link members 158a and 158b at the intersecting portions of the link members 158a and 158b. Furthermore, one link member 158a is provided so as to be rotatable around the connecting portion 161 with respect to the other link member 158b.

  Each contact portion 157 is displaced in a direction in contact with the car guide rail 2 by displacing the other end portions of the link members 158a and 158b toward each other. Further, each contact portion 157 is displaced in a direction away from the car guide rail 2 when each other end portion of the link members 158a and 158b is displaced in a direction away from each other.

  The operating mechanism 159 is disposed between the other end portions of the link members 158a and 158b. The operating mechanism 159 is supported by the link members 158a and 158b. Further, the operating mechanism 159 has a rod-like movable portion 162 connected to one link member 158a, and a drive portion 163 fixed to the other link member 158b and reciprocally moving the movable portion 162. The actuating mechanism 159 is rotatable about the connecting member 161 together with the link members 158a and 158b.

  The movable part 162 includes a movable iron core 164 housed in the drive part 163, and a connecting rod 165 that couples the movable iron core 164 and the link member 158a to each other. Further, the movable portion 162 can be reciprocally displaced between a contact position where each contact portion 157 contacts the car guide rail 2 and a separation position where each contact portion 157 is separated from the car guide rail 2. .

  The drive unit 163 includes a pair of restricting portions 166a and 166b that restrict the displacement of the movable iron core 164 and a side wall portion 166c that connects the restricting portions 166a and 166b to each other. The fixed iron core 166 surrounds the movable iron core 164, and the fixed iron core 166. The movable coil core 164 is accommodated in the fixed iron core 166 and energized in the direction of contact with the other restricting portion 166b. And a second permanent magnet 169 disposed between the first coil 167 and the second coil 168.

  One restricting portion 166a is arranged so that the movable iron core 164 contacts when the movable portion 162 is in the open position. The other restricting portion 166b is arranged so that the movable iron core 164 contacts when the movable portion 162 is in the contact position.

  The first coil 167 and the second coil 168 are annular electromagnetic coils that surround the movable portion 162. The first coil 167 is disposed between the permanent magnet 169 and the one restricting portion 166a, and the second coil 168 is disposed between the permanent magnet 169 and the other restricting portion 166b.

  In a state where the movable iron core 164 is in contact with one restricting portion 166a, a space serving as a magnetic resistance exists between the movable iron core 164 and the other restricting portion 166b. The number is increased on the first coil 167 side than on the two-coil 168 side, and the movable iron core 164 is held in contact with the one restricting portion 166a.

  Further, in a state where the movable iron core 164 is in contact with the other restricting portion 166b, a space serving as a magnetic resistance exists between the movable iron core 164 and the one restricting portion 166a. More than the first coil 167 side, the second coil 168 side increases, and the movable iron core 164 is held in contact with the other restricting portion 166b.

The second coil 168 is configured to receive power that is an operation signal from the output unit 32. Further, the second coil 168 is configured to generate a magnetic flux that opposes the force that holds the movable iron core 164 in contact with the one restricting portion 166a by the input of an operation signal. In addition, the first coil 167 receives power as a return signal from the output unit 32. Further, the first coil 167 generates a magnetic flux against a force for holding the movable iron core 164 in contact with the other restricting portion 166b by inputting a return signal.
Other configurations are the same as those of the second embodiment.

  Next, the operation will be described. During normal operation, the movable portion 162 is located at the open position, and the movable iron core 164 is in contact with one of the restricting portions 166a by the holding force of the permanent magnet 169. In a state where the movable iron core 164 is in contact with one of the restricting portions 166a, the wedge 34 is kept spaced from the guide portion 36 and is separated from the car guide rail 2.

  Thereafter, as in the second embodiment, the operation signal is output from the output unit 32 to each emergency stop device 155, whereby the second coil 168 is energized. Thereby, magnetic flux is generated around the second coil 168, and the movable iron core 164 is displaced in a direction approaching the other restricting portion 166b, and is displaced from the separation position to the contact position. At this time, the contact portions 157 are displaced in a direction approaching each other and come into contact with the car guide rail 2. Thereby, the wedge 34 and the actuator part 155 are braked.

  Thereafter, the guide portion 36 continues to be lowered and approaches the wedge 34 and the actuator portion 155. As a result, the wedge 34 is guided along the inclined surface 44, and the car guide rail 2 is sandwiched between the wedge 34 and the contact surface 45. Thereafter, the car 3 is braked by operating in the same manner as in the second embodiment.

  At the time of return, a return signal is transmitted from the output unit 32 to the first coil 167. Thereby, magnetic flux is generated around the first coil 167, and the movable iron core 164 is displaced from the contact position to the open position. Thereafter, as in the second embodiment, the pressing of the wedge 34 and the contact surface 45 against the car guide rail 2 is released.

  In such an elevator apparatus, since the operating mechanism 159 is configured to displace the pair of contact portions 157 via the link members 158a and 158b, the same effect as that of the second embodiment can be obtained and the pair of contacts The number of operating mechanisms 159 for displacing the part 157 can be reduced.

Embodiment 10 FIG.
FIG. 17 is a partially broken side view showing an emergency stop device according to Embodiment 10 of the present invention. In the drawing, the emergency stop device 175 includes a wedge 34, an actuator portion 176 connected to the lower portion of the wedge 34, and a guide portion 36 disposed above the wedge 34 and fixed to the car 3.

  The actuator unit 176 includes an operation mechanism 159 having the same configuration as that of the ninth embodiment, and a link member 177 that is displaced by the displacement of the movable unit 162 of the operation mechanism 159.

  The operating mechanism 159 is fixed to the lower part of the car 3 so that the movable part 162 is reciprocally displaced in the horizontal direction with respect to the car 3. The link member 177 is rotatably provided on a fixed shaft 180 fixed to the lower portion of the car 3. The fixed shaft 180 is disposed below the operation mechanism 159.

  The link member 177 has a first link portion 178 and a second link portion 179 that extend in different directions from the fixed shaft 180 as a starting point, and the overall shape of the link member 177 is substantially U-shaped. In other words, the second link portion 179 is fixed to the first link portion 178, and the first link portion 178 and the second link portion 179 are integrally rotatable about the fixed shaft 180.

  The length of the first link part 178 is longer than the length of the second link part 179. In addition, a long hole 182 is provided at the distal end portion of the first link portion 178. A slide pin 183 that is slidably passed through the long hole 182 is fixed to the lower portion of the wedge 34. That is, the wedge 34 is slidably connected to the distal end portion of the first link portion 178. A distal end portion of the movable portion 162 is rotatably connected to the distal end portion of the second link portion 179 via a connecting pin 181.

  The link member 177 reciprocates between an opening position where the wedge 34 is opened below the guide portion 36 and an operating position where the wedge 34 is engaged between the car guide rail and the guide portion 36. Displaceable. The movable part 162 protrudes from the driving part 163 when the link member 177 is in the open position, and is retracted to the driving part 163 when the link member 177 is in the operating position.

  Next, the operation will be described. During normal operation, the link member 177 is located at the open position due to the retraction of the movable portion 162 toward the drive portion 163. At this time, the wedge 34 is kept spaced from the guide portion 36 and is separated from the car guide rail.

  Thereafter, as in the second embodiment, an operation signal is output from the output unit 32 to each emergency stop device 175, and the movable unit 162 is advanced. As a result, the link member 177 is rotated about the fixed shaft 180 and displaced to the operating position. As a result, the wedge 34 comes into contact with the guide portion 36 and the car guide rail, and bites between the guide portion 36 and the car guide rail. As a result, the car 3 is braked.

At the time of return, a return signal is transmitted from the output part 32 to the safety device 175, and the movable part 162 is urged in the backward direction. In this state, the car 3 is lifted to release the wedge 34 from being caught between the guide portion 36 and the car guide rail.
Even such an elevator apparatus can achieve the same effects as those of the second embodiment.

Embodiment 11 FIG.
FIG. 18 is a configuration diagram schematically showing an elevator apparatus according to Embodiment 11 of the present invention. In the figure, a hoisting machine 101 that is a driving device and a control panel 102 that is electrically connected to the hoisting machine 101 and controls the operation of the elevator are installed in the upper part of the hoistway 1. The hoisting machine 101 includes a driving device main body 103 including a motor, and a driving sheave 104 around which a plurality of main ropes 4 are wound and rotated by the driving device main body 103. In the hoisting machine 101, there is a deflecting wheel 105 around which each main rope 4 is wound, and a hoisting machine braking device (braking for deceleration) that is a braking means for braking the rotation of the drive sheave 104 to decelerate the car 3 Device) 106. The car 3 and the counterweight 107 are suspended in the hoistway 1 by the main ropes 4. The car 3 and the counterweight 107 are moved up and down in the hoistway 1 by driving the hoisting machine 101.

  The emergency stop device 33, the hoisting machine brake device 106, and the control panel 102 are electrically connected to a monitoring device 108 that constantly monitors the state of the elevator. The monitoring device 108 detects a car position sensor 109 that detects a position of the car 3, a car speed sensor 110 that detects a speed of the car 3, and an acceleration of the car 3. A car acceleration sensor 111 which is a car acceleration detecting unit is electrically connected to each other. The car position sensor 109, the car speed sensor 110, and the car acceleration sensor 111 are provided in the hoistway 1.

  The detection means 112 for detecting the state of the elevator includes a car position sensor 109, a car speed sensor 110, and a car acceleration sensor 111. As the car position sensor 109, an encoder that detects the position of the car 3 by measuring the amount of rotation of the rotating body that rotates following the movement of the car 3, and by measuring the amount of linear movement displacement. A linear encoder that detects the position of the car 3 or, for example, a projector and a light receiver provided in the hoistway 1 and a reflector provided in the car 3, from light projection of the light projector to light reception of the light receiver. An optical displacement measuring instrument that detects the position of the car 3 by measuring the time can be used.

  The monitoring device 108 includes a storage unit (memory unit) 113 in which a plurality of types (two types in this example) of abnormality determination criteria (setting data) serving as a reference for determining the presence or absence of an elevator abnormality are stored in advance. An output unit (arithmetic unit) 114 that detects the presence / absence of an abnormality in the elevator based on the information of the unit 112 and the storage unit 113 is provided. In this example, a car speed abnormality judgment standard that is an abnormality judgment standard for the speed of the car 3 and a car acceleration abnormality judgment standard that is an abnormality judgment standard for the acceleration of the car 3 are stored in the storage unit 113.

  FIG. 19 is a graph showing the car speed abnormality determination criteria stored in the storage unit 113 of FIG. In the figure, in the lifting / lowering section of the car 3 in the hoistway 1 (the section between one terminal floor and the other terminal floor), the car 3 is accelerated / decelerated in the vicinity of one and the other terminal floor. A section and a constant speed section in which the car 3 moves at a constant speed between the acceleration / deceleration sections are provided.

  In the car speed abnormality determination standard, three stages of detection patterns are set corresponding to the position of the car 3. That is, the car speed abnormality determination criteria include a normal speed detection pattern (normal level) 115 that is the speed of the car 3 during normal operation, and a first abnormal speed detection pattern (a value that is larger than the normal speed detection pattern 115). A first abnormal level) 116 and a second abnormal speed detection pattern (second abnormal level) 117 having a value larger than that of the first abnormal speed detection pattern 116 are set corresponding to the position of the car 3, respectively. Yes.

  The normal speed detection pattern 115, the first abnormal speed detection pattern 116, and the second abnormal speed detection pattern 117 are continuously reduced toward the final floor in the acceleration / deceleration section so as to have a constant value in the constant speed section. Each is set. Further, the difference between the first abnormal speed detection pattern 116 and the normal speed detection pattern 115 and the difference between the second abnormal speed detection pattern 117 and the first abnormal speed detection pattern 116 are substantially constant at all positions in the ascending / descending section. Each is set to be.

  FIG. 20 is a graph showing car acceleration abnormality determination criteria stored in the storage unit 113 of FIG. In the figure, in the car acceleration abnormality determination standard, three stages of detection patterns are set corresponding to the position of the car 3. That is, the car acceleration abnormality determination standard includes a normal acceleration detection pattern (normal level) 118 that is the acceleration of the car 3 during normal driving, and a first abnormal acceleration detection pattern (a value that is larger than the normal acceleration detection pattern 118). A first abnormal level) 119 and a second abnormal acceleration detection pattern (second abnormal level) 120 having a larger value than the first abnormal acceleration detection pattern 119 are set in correspondence with the position of the car 3, respectively. Yes.

  The normal acceleration detection pattern 118, the first abnormal acceleration detection pattern 119, and the second abnormal acceleration detection pattern 120 have a zero value in the constant speed section and a positive value in one acceleration / deceleration section. Each acceleration / deceleration section is set to have a negative value. In addition, the difference between the first abnormal acceleration detection pattern 119 and the normal acceleration detection pattern 118 and the difference between the second abnormal acceleration detection pattern 120 and the first abnormal acceleration detection pattern 119 are substantially constant at all positions in the lifting section. Each is set to be.

  That is, the storage unit 113 stores the normal speed detection pattern 115, the first abnormal speed detection pattern 116, and the second abnormal speed detection pattern 117 as car speed abnormality determination criteria, and the normal acceleration detection pattern 118 and the first abnormal acceleration detection A pattern 119 and a second abnormal acceleration detection pattern 120 are stored as car acceleration abnormality determination criteria.

  The emergency stop device 33, the control panel 102, the hoisting brake device 106, the detection means 112, and the storage unit 113 are electrically connected to the output unit 114, respectively. Further, the position detection signal from the car position sensor 109, the speed detection signal from the car speed sensor 110, and the acceleration detection signal from the car acceleration sensor 111 are input to the output unit 114 over time. . In the output unit 114, the position of the car 3 is calculated based on the input of the position detection signal, and the speed of the car 3 and the acceleration of the car 3 are plural types (based on the respective inputs of the speed detection signal and the acceleration detection signal). In this example, two types of abnormality determination elements are calculated.

The output unit 114 operates to the hoisting machine brake device 104 when the speed of the car 3 exceeds the first abnormal speed detection pattern 116 or when the acceleration of the car 3 exceeds the first abnormal acceleration detection pattern 119. A signal (trigger signal) is output. Further, the output unit 114 outputs a stop signal for stopping the driving of the hoisting machine 101 to the control panel 102 simultaneously with the output of the operation signal to the hoisting machine brake device 104. Further, when the speed of the car 3 exceeds the second abnormal speed detection pattern 117, or when the acceleration of the car 3 exceeds the second abnormal acceleration detection pattern 120, the output unit 114 outputs the hoisting machine brake device 104. An operation signal is output to the emergency stop device 33. That is, the output unit 114 determines the braking means that outputs the operation signal according to the degree of abnormality of the speed and acceleration of the car 3.
Other configurations are the same as those of the second embodiment.

  Next, the operation will be described. When the position detection signal from the car position sensor 109, the speed detection signal from the car speed sensor 110, and the acceleration detection signal from the car acceleration sensor 111 are input to the output unit 114, the output unit 114 inputs each detection signal. Based on the above, the position, speed, and acceleration of the car 3 are calculated. Thereafter, the output unit 114 compares the car speed abnormality determination standard and the car acceleration abnormality determination standard acquired from the storage unit 113 with the speed and acceleration of the car 3 calculated based on the input of each detection signal. The presence / absence of each abnormality in the speed and acceleration of the car 3 is detected.

  During normal operation, the speed of the car 3 has almost the same value as the normal speed detection pattern, and the acceleration of the car 3 has almost the same value as the normal acceleration detection pattern. It is detected that there is no abnormality in each of the speed and acceleration, and the normal operation of the elevator is continued.

  For example, when the speed of the car 3 is abnormally increased and exceeds the first abnormal speed detection pattern 116 for some reason, the output unit 114 detects that the speed of the car 3 is abnormal, and an operation signal is wound. A stop signal is output from the output unit 114 to the upper unit brake device 106 and to the control panel 102, respectively. As a result, the hoisting machine 101 is stopped, the hoisting machine brake device 106 is operated, and the rotation of the drive sheave 104 is braked.

  Also, when the acceleration of the car 3 abnormally increases and exceeds the first abnormal acceleration set value 119, the operation signal and the stop signal are output from the output unit 114 to the hoisting machine brake device 106 and the control panel 102, respectively. The rotation of the drive sheave 104 is braked.

  When the speed of the car 3 further increases after the operation of the hoisting machine brake device 106 and exceeds the second abnormal speed set value 117, the output of the operation signal to the hoisting machine brake device 106 is maintained. An output signal is output from the output unit 114 to the emergency stop device 33. As a result, the emergency stop device 33 is actuated, and the car 3 is braked by the same operation as in the second embodiment.

  Further, after the operation of the hoisting machine brake device 106, even when the acceleration of the car 3 further increases and exceeds the second abnormal acceleration set value 120, the output of the operation signal to the hoisting machine brake device 106 is maintained. In this state, an operation signal is output from the output unit 114 to the emergency stop device 33, and the emergency stop device 33 is operated.

  In such an elevator apparatus, the monitoring device 108 acquires the speed of the car 3 and the acceleration of the car 3 based on the information from the detecting means 112 that detects the state of the elevator, and the acquired speed of the car 3 and the acceleration of the car 3 are acquired. Since an operation signal is output to at least one of the hoisting machine brake device 106 and the emergency stop device 33 when any abnormality is determined, the monitoring device 108 detects the abnormality of the elevator. It is possible to make it earlier and more reliably, and it is possible to further shorten the time required from when the elevator abnormality occurs until the braking force to the car 3 is generated. That is, the presence or absence of abnormality of the plurality of types of abnormality determination elements such as the speed of the car 3 and the acceleration of the car 3 is separately determined by the monitoring device 108, so that the monitoring device 108 can detect the abnormality of the elevator earlier and more. This can be ensured, and the time required from when the abnormality of the elevator occurs until the braking force to the car 3 is generated can be shortened.

  The monitoring device 108 stores a car speed abnormality judgment standard for judging whether or not the speed of the car 3 is abnormal, and a car acceleration abnormality judgment standard for judging whether or not the car 3 has an acceleration abnormality. Since the storage unit 113 is included, it is possible to easily change the determination criteria for the presence or absence of each of the speed and acceleration of the car 3, and it is possible to easily cope with an elevator design change or the like.

  Further, the car speed abnormality determination standard includes a normal speed detection pattern 115, a first abnormal speed detection pattern 116 having a larger value than the normal speed detection pattern 115, and a value larger than the first abnormal speed detection pattern 116. When the speed of the car 3 exceeds the first abnormal speed detection pattern 116, an operation signal is output from the monitoring device 108 to the hoisting machine brake device 106. When the speed of the car 3 exceeds the second abnormal speed detection pattern 117, an operation signal is output from the monitoring device 108 to the hoisting machine brake device 106 and the emergency stop device 33. The car 3 can be braked stepwise according to the magnitude of the speed abnormality. Accordingly, it is possible to reduce the frequency of giving a large impact to the car 3 and to more reliably stop the car 3.

  Further, the car acceleration abnormality determination criteria include a normal acceleration detection pattern 118, a first abnormal acceleration detection pattern 119 having a larger value than the normal acceleration detection pattern 118, and a value larger than the first abnormal acceleration detection pattern 119. When the acceleration of the car 3 exceeds the first abnormal acceleration detection pattern 119, an operation signal is output from the monitoring device 108 to the hoisting machine brake device 106. When the acceleration of the car 3 exceeds the second abnormal speed detection pattern 120, an operation signal is output from the monitoring device 108 to the hoisting machine brake device 106 and the emergency stop device 33. The car 3 can be braked stepwise in accordance with the magnitude of the acceleration abnormality. Usually, since an abnormality occurs in the acceleration of the car 3 before the abnormality occurs in the speed of the car 3, the frequency of giving a large impact to the car 3 can be further reduced, and the car 3 can be stopped more reliably. be able to.

  Further, since the normal speed detection pattern 115, the first abnormal speed detection pattern 116, and the second abnormal speed detection pattern 117 are set corresponding to the position of the car 3, the first abnormal speed detection pattern 116 and the second abnormal speed detection pattern 117 are set. Each of the speed detection patterns 117 can be set in correspondence with the normal speed detection pattern 115 at all positions in the elevator section of the car 3. Accordingly, since the value of the normal speed detection pattern 115 is small particularly in the acceleration / deceleration section, each of the first abnormal speed detection pattern 116 and the second abnormal speed detection pattern 117 can be set to a relatively small value, and the car due to braking can be set. The impact on 3 can be reduced.

  In the above example, the car speed sensor 110 is used for the monitoring device 108 to acquire the speed of the car 3, but the car 3 detected by the car position sensor 109 without using the car speed sensor 110. The speed of the car 3 may be derived from this position. That is, the speed of the car 3 may be obtained by differentiating the position of the car 3 calculated from the position detection signal from the car position sensor 109.

  In the above example, the car acceleration sensor 111 is used for the monitoring device 108 to acquire the acceleration of the car 3, but the car 3 detected by the car position sensor 109 without using the car acceleration sensor 111. The acceleration of the car 3 may be derived from this position. That is, the acceleration of the car 3 may be obtained by differentiating the position of the car 3 calculated based on the position detection signal from the car position sensor 109 twice.

  In the above example, the output unit 114 determines the braking means for outputting the operation signal according to the abnormality degree of the speed and acceleration of the car 3 which is each abnormality determination element. The braking means for outputting a signal may be determined in advance for each abnormality determination element.

Embodiment 12 FIG.
FIG. 21 is a configuration diagram schematically showing an elevator apparatus according to Embodiment 12 of the present invention. In the figure, a plurality of hall call buttons 125 are installed at halls on each floor. Further, a plurality of destination floor buttons 126 are installed in the car 3. Further, the monitoring device 127 has an output unit 114. The output unit 114 is electrically connected to an abnormality determination standard generation device 128 that generates a car speed abnormality determination standard and a car acceleration abnormality determination standard. The abnormality determination reference generation device 128 is electrically connected to each hall call button 125 and each destination floor button 126. A position detection signal is input from the car position sensor 109 to the abnormality determination reference generation device 128 via the output unit 114.

  The abnormality determination standard generating device 128 stores a plurality of car speed abnormality determination standards and a plurality of car acceleration abnormality determination standards that are abnormality determination standards for all cases in which the car 3 moves up and down between the floors (memory unit). ) 129, and a car speed abnormality determination criterion and a car acceleration abnormality determination criterion are selected one by one from the storage unit 129, and the selected car speed abnormality determination criterion and the car acceleration abnormality determination criterion are output to the output unit 114. have.

  In each car speed abnormality determination criterion, the same three-stage detection pattern as the car speed abnormality determination criterion shown in FIG. 19 of the eleventh embodiment is set corresponding to the position of the car 3. Further, in each car acceleration abnormality determination criterion, the same three-stage detection pattern as the car acceleration abnormality determination criterion shown in FIG. 20 of the eleventh embodiment is set corresponding to the position of the car 3.

The generation unit 130 calculates the detection position of the car 3 based on information from the car position sensor 109, and calculates the destination floor of the car 3 based on information from at least one of the hall call button 125 and the destination floor button 126. It has become. In addition, the generation unit 130 selects a car speed abnormality determination criterion and a car acceleration abnormality determination criterion one by one with the calculated detection position and destination floor as one and the other terminal floor.
Other configurations are the same as those of the eleventh embodiment.

  Next, the operation will be described. A position detection signal is constantly input from the car position sensor 109 to the generation unit 130 via the output unit 114. When any one of the hall call buttons 125 and the destination floor button 126 is selected by, for example, a passenger, and a call signal is input from the selected button to the generation unit 130, the generation unit 130 receives the position detection signal and the call signal. Based on the input, the detection position and the destination floor of the car 3 are calculated, and the car speed abnormality judgment standard and the car acceleration abnormality judgment standard are selected one by one. Thereafter, the generation unit 130 outputs the selected car speed abnormality determination criterion and the car acceleration abnormality determination criterion to the output unit 114.

  The output unit 114 detects the presence / absence of each abnormality in the speed and acceleration of the car 3 as in the eleventh embodiment. The subsequent operation is the same as in the ninth embodiment.

  In such an elevator apparatus, the abnormality determination criterion generation device generates a car speed abnormality determination criterion and a car acceleration determination criterion based on information from at least one of the hall call button 125 and the destination floor button 126. Therefore, it is possible to generate a car speed abnormality judgment standard and a car acceleration abnormality judgment standard corresponding to the destination floor, and even when a different destination floor is selected, from when the elevator abnormality occurs until braking force is generated. It is possible to shorten the time required for.

  In the above example, the generation unit 130 selects the car speed abnormality judgment criterion and the car acceleration abnormality judgment criterion one by one from the plurality of car speed abnormality judgment criteria and the plurality of car acceleration abnormality judgment criteria stored in the storage unit 129. However, the abnormal speed detection pattern and the abnormal acceleration detection pattern may be directly generated based on the normal speed pattern and the normal acceleration pattern of the car 3 generated by the control panel 102, respectively.

Embodiment 13 FIG.
FIG. 22 is a configuration diagram schematically showing an elevator apparatus according to Embodiment 13 of the present invention. In this example, each main rope 4 is connected to the upper part of the car 3 by a rope stopping device 131. The monitoring device 108 is mounted on the upper part of the car 3. The output unit 114 includes a car position sensor 109, a car speed sensor 110, a plurality of rope sensors 132 that are provided in the rope stopping device 131 and are rope breakage detection units that detect whether or not each main rope 4 is broken. Are electrically connected to each other. The detection means 112 includes a car position sensor 109, a car speed sensor 110, and a rope sensor 132.

  Each rope sensor 132 outputs a break detection signal to the output unit 114 when the main rope 4 is broken. Further, the storage unit 113 stores a car speed abnormality determination criterion similar to that of the eleventh embodiment as shown in FIG. 19 and a rope abnormality determination criterion that is a criterion for determining whether the main rope 4 is abnormal. ing.

  In the rope abnormality determination criteria, a first abnormality level in which at least one main rope 4 is broken and a second abnormality level in which all main ropes 4 are broken are set.

  In the output unit 114, the position of the car 3 is calculated based on the input of the position detection signal, and the speed of the car 3 and the state of the main rope 4 are plural types (based on the respective inputs of the speed detection signal and the break signal). In this example, two types of abnormality determination elements are calculated.

  When the speed of the car 3 exceeds the first abnormal speed detection pattern 116 (FIG. 19), or when at least one main rope 4 is broken, the output unit 114 outputs an operation signal to the hoisting machine brake device 104. (Trigger signal) is output. Further, the output unit 114 detects the hoisting machine brake device 104 and the emergency stop when the speed of the car 3 exceeds the second abnormal speed detection pattern 117 (FIG. 19) or when all the main ropes 4 are broken. An operation signal is output to the device 33. That is, the output unit 114 determines a braking unit that outputs an operation signal according to the degree of abnormality of the speed of the car 3 and the state of the main rope 4.

  FIG. 23 is a configuration diagram showing the leashing device 131 and the rope sensors 132 of FIG. FIG. 24 is a configuration diagram showing a state in which one main rope 4 of FIG. 23 is broken. In the figure, the leashing device 131 has a plurality of rope connecting portions 134 for connecting each main rope 4 to the car 3. Each rope connecting portion 134 has an elastic spring 133 interposed between the main rope 4 and the car 3. The position of the car 3 with respect to each main rope 4 can be displaced by the expansion and contraction of each elastic spring 133.

The rope sensor 132 is installed in each rope connection part 134. Each rope sensor 132 is a displacement measuring device that measures the amount of elongation of the elastic spring 133. Each rope sensor 132 constantly outputs a measurement signal corresponding to the amount of extension of the elastic spring 133 to the output unit 14. A measurement signal when the elongation amount due to the restoration of the elastic spring 133 reaches a predetermined amount is input to the output unit 114 as a break detection signal. In addition, you may install in each rope connection part 134 as a rope sensor the scale apparatus which measures the tension | tensile_strength of each main rope 4 directly.
Other configurations are the same as those of the eleventh embodiment.

  Next, the operation will be described. When the position detection signal from the car position sensor 109, the speed detection signal from the car speed sensor 110, and the break detection signal from each rope sensor 131 are input to the output unit 114, the output unit 114 inputs each detection signal. Based on the above, the position of the car 3, the speed of the car 3, and the number of breaks of the main rope 4 are calculated. Thereafter, in the output unit 114, the car speed abnormality determination standard and the rope abnormality determination standard acquired from the storage unit 113, and the speed of the car 3 calculated based on the input of each detection signal and the number of breaks of the main rope 4 are obtained. And the presence / absence of each abnormality of the speed of the car 3 and the state of the main rope 4 is detected.

  During normal operation, the speed of the car 3 is almost the same value as the normal speed detection pattern, and the number of breaks of the main rope 4 is zero. Therefore, the output unit 114 outputs the speed of the car 3 and the state of the main rope 4. It is detected that there is no abnormality in each of these, and the normal operation of the elevator is continued.

  For example, if for some reason the speed of the car 3 abnormally increases and exceeds the first abnormal speed detection pattern 116 (FIG. 19), the output unit 114 detects that the speed of the car 3 is abnormal. An operation signal is output from the output unit 114 to the hoisting machine brake device 106 and a stop signal is output to the control panel 102. As a result, the hoisting machine 101 is stopped, the hoisting machine brake device 106 is operated, and the rotation of the drive sheave 104 is braked.

  Even when at least one main rope 4 breaks, an operation signal and a stop signal are output from the output unit 114 to the hoisting machine brake device 106 and the control panel 102, respectively, and the rotation of the drive sheave 104 is braked. The

  After the operation of the hoisting machine brake device 106, when the speed of the car 3 further increases and exceeds the second abnormal speed set value 117 (FIG. 19), an operation signal is output to the hoisting machine brake device 106. The operation signal is output from the output unit 114 to the emergency stop device 33 while maintaining the above. As a result, the emergency stop device 33 is actuated, and the car 3 is braked by the same operation as in the second embodiment.

  Further, even when all the main ropes 4 are broken after the hoisting machine brake device 106 is operated, the emergency stop device is output from the output unit 114 while maintaining the output of the operation signal to the hoisting machine brake device 106. An activation signal is output to 33, and the safety device 33 is activated.

  In such an elevator apparatus, the monitoring device 108 acquires the speed of the car 3 and the state of the main rope 4 based on information from the detection means 112 that detects the state of the elevator, and the acquired speed of the car 3 and the main rope 4 are acquired. When it is determined that there is an abnormality in any of the states, an operation signal is output to at least one of the hoisting machine brake device 106 and the emergency stop device 33. As a result, not only an abnormality in the speed of the car 3 but also an abnormality in the state of the main rope 4 can be detected, and an abnormality in the elevator by the monitoring device 108 can be detected earlier and more reliably. Accordingly, it is possible to further shorten the time required from when the elevator abnormality occurs until the braking force to the car 3 is generated.

  In the above example, the rope sensor 132 is installed in the rope stopping device 131 provided in the car 3, but the rope sensor 132 may be installed in the rope stopping device provided in the counterweight 107.

  In the above example, an elevator apparatus of a type in which one end and the other end of the main rope 4 are connected to the car 3 and the counterweight 107, respectively, and the car 3 and the counterweight 107 are suspended in the hoistway 1 is used. Although the present invention is applied, the car 3 and the balance are obtained by winding the main rope 4 having one end and the other end connected to the structure in the hoistway 1 on the car suspension car and the counterweight suspension car, respectively. The present invention may be applied to an elevator apparatus that suspends the weight 107 in the hoistway 1. In this case, the rope sensor is installed in a rope stopping device provided in a structure in the hoistway 1.

Embodiment 14 FIG.
FIG. 25 is a configuration diagram schematically showing an elevator apparatus according to Embodiment 14 of the present invention. In this example, the rope sensor 135 as a rope breakage detection unit is a conductive wire embedded in each main rope 4. Each conducting wire extends in the length direction of the main rope 4. One end and the other end of each conductive wire are electrically connected to the output unit 114, respectively. A weak current is passed through each conductor. In the output unit 114, each interruption of energization to each conducting wire is input as a breakage detection signal.
Other configurations and operations are the same as those in the thirteenth embodiment.

  In such an elevator apparatus, since the breakage of each main rope 4 is detected by cutting off the energization of the conducting wire embedded in each main rope 4, the tension of each main rope 4 due to the acceleration / deceleration of the car 3 is detected. The presence or absence of breakage of each main rope 4 can be more reliably detected without being affected by the change.

Embodiment 15 FIG.
FIG. 26 is a block diagram schematically showing an elevator apparatus according to Embodiment 15 of the present invention. In the figure, the output unit 114 is electrically connected to a car position sensor 109, a car speed sensor 110, and a door sensor 140 that is an entrance / exit opening / closing detection unit that detects an open / closed state of the car entrance 26. The detection means 112 includes a car position sensor 109, a car speed sensor 110, and a door sensor 140.

  The door sensor 140 outputs a door closing detection signal to the output unit 114 when the car doorway 26 is in the door closing state. Further, in the storage unit 113, the same car speed abnormality judgment standard as that of the eleventh embodiment as shown in FIG. Is stored. The entrance / exit state abnormality determination criterion is an abnormality determination criterion that determines that the state in which the car 3 is raised and lowered and the door is not closed is abnormal.

  In the output unit 114, the position of the car 3 is calculated based on the input of the position detection signal, and the speed of the car 3 and the state of the car entrance 26 are plural based on the respective inputs of the speed detection signal and the door closing detection signal. It is calculated as an abnormality determination element of each type (2 types in this example).

  The output unit 114 is a hoisting machine when the car 3 is moved up and down without the car doorway 26 being closed, or when the speed of the car 3 exceeds the first abnormal speed detection pattern 116 (FIG. 19). An operation signal is output to the brake device 104 for use. Further, when the speed of the car 3 exceeds the second abnormal speed detection pattern 117 (FIG. 19), the output unit 114 outputs an operation signal to the hoisting machine brake device 104 and the emergency stop device 33. ing.

  FIG. 27 is a perspective view showing the car 3 and the door sensor 140 of FIG. FIG. 28 is a perspective view showing a state where the car doorway 26 of FIG. 27 is open. In the figure, the door sensor 140 is disposed at the upper part of the car entrance 26 and at the center of the car entrance 26 with respect to the frontage direction of the car 3. The door sensor 140 detects a displacement of each of the pair of car doors 28 to the door closing position, and outputs a door closing detection signal to the output unit 114.

Examples of the door sensor 140 include a contact sensor that detects a door closed state by contacting a fixed portion fixed to each car door 28, or a proximity sensor that detects a door closed state without contact. The landing doorway 141 is provided with a pair of landing doors 142 that open and close the landing doorway 141. Each landing door 142 is engaged with each car door 28 by an engagement device (not shown) and is displaced together with each car door 28 when the car 3 is landed on the landing floor.
Other configurations are the same as those of the eleventh embodiment.

  Next, the operation will be described. When the position detection signal from the car position sensor 109, the speed detection signal from the car speed sensor 110, and the door closing detection signal from the door sensor 140 are input to the output unit 114, the output unit 114 inputs each detection signal. Based on this, the position of the car 3, the speed of the car 3, and the state of the car doorway 26 are calculated. Thereafter, in the output unit 114, the car speed abnormality determination standard and the entrance / exit abnormality determination standard acquired from the storage unit 113, and the speed of the car 3 and the state of each car door 28 calculated based on the input of each detection signal. And the presence / absence of each abnormality of the speed of the car 3 and the state of the car entrance / exit 26 is detected.

  During normal operation, the speed of the car 3 has almost the same value as the normal speed detection pattern, and the car entrance 26 when the car 3 is moving up and down is in a door-closed state. It is detected that there is no abnormality in each of the speed and the state of the car entrance 26, and the normal operation of the elevator is continued.

  For example, if for some reason the speed of the car 3 abnormally increases and exceeds the first abnormal speed detection pattern 116 (FIG. 19), the output unit 114 detects that the speed of the car 3 is abnormal. An operation signal is output from the output unit 114 to the hoisting machine brake device 106 and a stop signal is output to the control panel 102. As a result, the hoisting machine 101 is stopped, the hoisting machine brake device 106 is operated, and the rotation of the drive sheave 104 is braked.

  In addition, even when the car entrance 26 is not closed when the car 3 is raised and lowered, an abnormality of the car entrance 26 is detected by the output unit 114, and the operation signal and the stop signal are hoisted. The output is output from the output unit 114 to the machine brake device 106 and the control panel 102, and the rotation of the drive sheave 104 is braked.

  After the operation of the hoisting machine brake device 106, when the speed of the car 3 further increases and exceeds the second abnormal speed set value 117 (FIG. 19), an operation signal is output to the hoisting machine brake device 106. The operation signal is output from the output unit 114 to the emergency stop device 33 while maintaining the above. As a result, the emergency stop device 33 is actuated, and the car 3 is braked by the same operation as in the second embodiment.

  In such an elevator apparatus, the monitoring device 108 acquires the speed of the car 3 and the state of the car entrance 26 based on information from the detecting means 112 that detects the state of the elevator, and the acquired speed of the car 3 and the car entrance 26 are acquired. When it is determined that there is an abnormality in any of the states, an operation signal is output to at least one of the hoisting machine brake device 106 and the emergency stop device 33. As the number increases, it is possible to detect not only the abnormality of the speed of the car 3 but also the abnormality of the state of the car entrance 26, and the abnormality of the elevator by the monitoring device 108 can be detected earlier and more reliably. Accordingly, it is possible to further shorten the time required from when the elevator abnormality occurs until the braking force to the car 3 is generated.

  In the above example, only the state of the car entrance 26 is detected by the door sensor 140, but each state of the car entrance 26 and the landing entrance 141 may be detected by the door sensor 140. In this case, the displacement of each landing door 142 to the door closing position is detected by the door sensor 140 together with the displacement of each car door 28 to the door closing position. In this way, for example, even when the engagement device that engages the car door 28 and the landing door 142 with each other breaks down and only the car door 28 is displaced, the abnormality of the elevator can be detected. .

Embodiment 16 FIG.
FIG. 29 is a block diagram schematically showing an elevator apparatus according to Embodiment 16 of the present invention. FIG. 30 is a block diagram showing the upper part of the hoistway 1 of FIG. In the figure, a power supply cable 150 is electrically connected to the hoisting machine 101. Driving power is supplied to the hoisting machine 101 through the power supply cable 150 under the control of the control panel 102.

  The power supply cable 150 is provided with a current sensor 151 that is a drive device detection unit that detects the state of the hoisting machine 101 by measuring a current flowing through the power supply cable 150. The current sensor 151 outputs a current detection signal (drive device state detection signal) corresponding to the current value of the power supply cable 150 to the output unit 114. The current sensor 151 is disposed on the upper part of the hoistway 1. Examples of the current sensor 151 include a current transformer (CT) that measures an induced current generated according to the magnitude of the current flowing through the power supply cable 150.

  A car position sensor 109, a car speed sensor 110, and a current sensor 151 are electrically connected to the output unit 114, respectively. The detection means 112 includes a car position sensor 109, a car speed sensor 110, and a current sensor 151.

  The storage unit 113 includes a car speed abnormality determination criterion similar to that of the eleventh embodiment as shown in FIG. 19 and a drive device abnormality determination criterion that is a criterion for determining whether or not there is an abnormality in the state of the hoisting machine 101. It is remembered.

  Three stages of detection patterns are set for the drive device abnormality determination criteria. That is, the drive apparatus abnormality determination criteria include a normal level that is a current value flowing through the power supply cable 150 during normal operation, a first abnormality level that is greater than the normal level, and a value that is greater than the first abnormality level. The second abnormality level is set.

  In the output unit 114, the position of the car 3 is calculated based on the input of the position detection signal, and the speed of the car 3 and the state of the hoisting machine 101 are plural based on the respective inputs of the speed detection signal and the current detection signal. It is calculated as an abnormality determination element of each type (2 types in this example).

When the speed of the car 3 exceeds the first abnormal speed detection pattern 116 (FIG. 19) or the magnitude of the current flowing through the power supply cable 150 is the value of the first abnormal level in the drive apparatus abnormality determination standard. Is exceeded, an operation signal (trigger signal) is output to the hoisting machine brake device 104. Further, the output unit 114 outputs a second abnormality level when the speed of the car 3 exceeds the second abnormal speed detection pattern 117 (FIG. 19) or when the magnitude of the current flowing through the power supply cable 150 is the driving apparatus abnormality determination criterion. When this value is exceeded, an operation signal is outputted to the hoisting machine brake device 104 and the emergency stop device 33. That is, the output unit 114 determines the braking means that outputs the operation signal according to the degree of abnormality of the speed of the car 3 and the state of the hoisting machine 101.
Other configurations are the same as those of the eleventh embodiment.

  Next, the operation will be described. When the position detection signal from the car position sensor 109, the speed detection signal from the car speed sensor 110, and the current detection signal from the current sensor 151 are input to the output unit 114, the output unit 114 inputs each detection signal. Based on this, the position of the car 3, the speed of the car 3, and the magnitude of the current in the power supply cable 150 are calculated. Thereafter, in the output unit 114, the speed of the car 3 and the power supply cable 150 calculated based on the car speed abnormality determination criterion and the drive device state abnormality determination criterion respectively acquired from the storage unit 113 and the input of each detection signal. And the presence or absence of each abnormality in the speed of the car 3 and the state of the hoisting machine 101 is detected.

  During normal operation, the speed of the car 3 is almost the same value as the normal speed detection pattern 115 (FIG. 19), and the magnitude of the current flowing through the power supply cable 150 is a normal level. It is detected that there is no abnormality in each of the speed of the car 3 and the state of the hoisting machine 101, and the normal operation of the elevator is continued.

  For example, if for some reason the speed of the car 3 abnormally increases and exceeds the first abnormal speed detection pattern 116 (FIG. 19), the output unit 114 detects that the speed of the car 3 is abnormal. An operation signal is output from the output unit 114 to the hoisting machine brake device 106 and a stop signal is output to the control panel 102. As a result, the hoisting machine 101 is stopped, the hoisting machine brake device 106 is operated, and the rotation of the drive sheave 104 is braked.

  Further, when the magnitude of the current flowing through the power supply cable 150 exceeds the first abnormality level in the drive apparatus state abnormality determination standard, the operation signal and the stop signal are output to the hoisting machine brake device 106 and the control panel 102. The rotation of the drive sheave 104 is braked by each output from the section 114.

  After the operation of the hoisting machine brake device 106, when the speed of the car 3 further increases and exceeds the second abnormal speed set value 117 (FIG. 19), an operation signal is output to the hoisting machine brake device 106. The operation signal is output from the output unit 114 to the emergency stop device 33 while maintaining the above. As a result, the emergency stop device 33 is actuated, and the car 3 is braked by the same operation as in the second embodiment.

  Further, after the operation of the hoisting machine brake device 106, also when the magnitude of the current flowing through the power supply cable 150 exceeds the second abnormal level in the drive device state abnormality determination standard, the hoisting machine brake device 106 The operation signal is output from the output unit 114 to the emergency stop device 33 while the output of the operation signal is maintained, and the emergency stop device 33 is operated.

  In such an elevator apparatus, the monitoring device 108 acquires the speed of the car 3 and the state of the hoisting machine 101 based on information from the detection means 112 that detects the state of the elevator, and the acquired speed and hoisting of the car 3 are obtained. When it is determined that any of the states of the machine 101 is abnormal, an operation signal is output to at least one of the hoisting machine brake device 106 and the emergency stop device 33. The number of detection targets increases, and the time required from when the elevator abnormality occurs to when the braking force to the car 3 is generated can be further shortened.

  In the above example, the state of the hoisting machine 101 is detected using the current sensor 151 that measures the magnitude of the current flowing through the power supply cable 150, but the temperature of the hoisting machine 101 is measured. The state of the hoisting machine 101 may be detected using a temperature sensor that performs the above.

  In Embodiments 11 to 16, the output unit 114 outputs the operation signal to the hoisting machine brake device 106 before outputting the operation signal to the emergency stop device 33. 3 is mounted separately from the emergency stop device 33, and is mounted on the counterweight brake 107 and the counterweight 107 for braking the car 3 by sandwiching the car guide rail 2, and the counterweight guide rail for guiding the counterweight 107 is provided. The output unit 114 outputs an operation signal to a counterweight brake that brakes the counterweight 107 by pinching, or a rope brake that is provided in the hoistway 1 and brakes the main rope 4 by restraining the main rope 4. You may do it.

  Moreover, in the said Embodiment 1-16, although the electrical cable is used as a transmission means for the electric power supply from an output part to an emergency stop apparatus, the transmitter and emergency stop mechanism provided in the output part are used. You may use the radio | wireless communication apparatus which has the receiver provided. Moreover, you may use the optical fiber cable which transmits an optical signal.

  Moreover, in the said Embodiments 1-16, although the emergency stop apparatus brakes against the overspeed (movement) of a cage | basket | car downward direction, this emergency stop apparatus was turned upside down. May be mounted on the car to brake against overspeed (movement) in the upward direction.

Claims (3)

A car operation detecting means for detecting actual movements of the first car and the second car moving up and down in the same hoistway, and a collision between the first car and the second car according to information from the car operation detecting means. A monitoring unit having an output unit that predicts the presence or absence and outputs an operation signal when a collision is predicted,
A brake member that can be moved toward and away from a car guide rail that guides the raising and lowering of the first car and the second car, and is mounted on the first car and the second car, respectively, and by input of the operation signal; Braking means for pressing the braking member against the car guide rail to brake at least one of the first car and the second car; and transmission means for transmitting the operation signal from the output unit to the braking means. Elevator equipment.   The car operation detecting means includes car position detecting means for detecting the positions of the first car and the second car, and car speed detecting means for detecting the speeds of the first car and the second car. The elevator apparatus according to claim 1.   The car operation detecting means detects car distance detecting means for detecting the distance between the first car and the second car, and car speed detection for detecting the speeds of the first car and the second car. The elevator apparatus according to claim 1, further comprising: means.

Images