JP6062009B2 - Elevator equipment - Google Patents

Description

  The present invention relates to an elevator apparatus in which an excessive speed detection level that changes according to a car position is set in an excessive speed monitoring unit.

In the conventional elevator apparatus, the car shock absorber and the counterweight shock absorber are installed at the lowermost part of the hoistway. These shock absorbers have a role to stop the lifting body when the lifting body (cage or counterweight) cannot be braked to the bottom of the hoistway by the brake device and the emergency stop device. Yes. When the average deceleration during braking by these shock absorbers is d, the speed when the lifting body collides with the shock absorber is Vc, and the deceleration time is t, the braking distance L is expressed by the following equation.
L = (1/2) d × t ² (1)

Here, the deceleration time t is given by the following equation as t = Vc / d from Vc−d × t = 0.
L = (1/2) d × t ² = (1/2) d × (Vc / d) ² = Vc ² / 2d (2)

  An upper limit is defined for the average deceleration d in order to suppress the impact received by passengers in the car when braking is stopped. For this reason, it is necessary to lengthen the braking distance L as the speed Vc at which the lifting body collides with the shock absorber increases, and it is necessary to secure a shock absorber stroke that is equal to or greater than this braking distance.

For example, in the European standard EN standard (EN81-1: 1998 (10.4.1.3.1)), the shock absorber collision speed Vc [m / s] is 115% of the rated speed Vr [m / s], and the average deceleration The upper limit of d [m / s ² ] is under the condition of gravitational acceleration g (= 9.81 m / s ² ), and a shock absorber stroke is required to brake and stop the car. Therefore, from equation (2), the shock absorber stroke Lst [m] is represented by the following equation.
Lst ≧ L = Vc ² / 2g
= (1.15 ² × Vr ² ) / (2 × 9.81)
≈ 0.0674 Vr ² [m] (3)
Also, in the Japanese Building Standard Law, shock absorber strokes are stipulated in the same manner as EN standards.

  Here, in the conventional mechanical speed governor, when the car speed reaches the first overspeed detection level (Vos), the overspeed switch is operated, the energization to the hoisting machine motor is cut off, and the brake device Is braked. As a result, the rotation of the drive sheave is braked and the car is stopped. When the car speed reaches the second overspeed detection level (Vtr) higher than the first overspeed detection level, the governor rope is gripped and the emergency stop device is activated. As a result, the braking force is applied directly to the car and the car is brought to an emergency stop.

  In such a mechanical governor, the overspeed switch is operated or the governor rope is gripped by using the centrifugal force generated in proportion to the square of the car speed. (Vos, Vtr) is constant throughout the hoistway. For this reason, the excessive speed detection level (Vos, Vtr) is set to a level exceeding the rated speed Vr even at the upper and lower end portions of the hoistway where the car decelerates during normal traveling. Therefore, it is necessary to design the shock absorber stroke so that “the shock absorber collision speed is higher than the rated speed and increases as the rated speed increases”.

  For example, when the shock absorber strokes at the rated speeds of 5 m / s (300 m / min) and 10 m / s (600 m / min) are respectively obtained by the equation (3), 1.485 m (rated speed 5 m / s), 6. 74 m (rated speed 10 m / s).

  In particular, in a high-speed elevator device, as the rated speed increases, the length of the shock absorber becomes prominent, and the accompanying increase in hoistway space has been a problem.

  As a method for solving this problem, a terminal floor forced reduction device is conventionally accepted. An excessive speed detection level (Vets) that decreases stepwise at the end of the hoistway where the car decelerates during normal traveling is set in the terminal floor forced deceleration device. Thereby, the abnormal speed of the car can be detected at the early stage of the hoistway, the shock absorber collision speed can be reduced, and the shock absorber stroke can be shortened.

  In recent years, a technique for continuously (steplessly) lowering the excessive speed detection level (Vets) has also been proposed (see, for example, Patent Document 1).

  However, in the conventional terminal forced deceleration device as described above, when the abnormal speed is detected, the car is emergency stopped by the brake device, so the main rope that suspends the car and the counterweight is In the unlikely event that they break, the braking force of the brake device does not act on the car, and the car speed reaches the second overspeed detection level (Vtr) in the mechanical governor until the emergency stop device is activated. , The car does not slow down.

  For this reason, even when the conventional terminal floor forced deceleration device is applied and the shock absorber stroke is shortened, the shortening rate relative to the standard shock absorber stroke is limited, and the shock absorber stroke increases as the rated speed increases. The relationship of becoming longer has not changed.

For example, in European standard EN81-1: 1998, it is recognized that the shock absorber stroke can be shortened to 1/3 of the standard stroke when the terminal floor forced reduction device is applied to a high-speed elevator exceeding the rated speed of 4 m / s. ing. That is, as shown in equation (3), although the standard buffer stroke is 0.0674Vr ^2, when applying the terminal landing force reduction gear shock absorber stroke, 0.0674Vr ^2/3 or more It becomes.

  Regarding the problem of main rope breakage, countermeasure techniques have been proposed such as stopping the operation of the elevator apparatus when even one main rope breaks. Furthermore, a technique for detecting the breakage of the main rope and operating the emergency stop device has also been proposed (see, for example, Patent Document 2).

Japanese Patent No. 4575076 Japanese Patent No. 4292203

  In recent years, the speed of elevators has increased with the rise of buildings, so even if the conventional terminal floor forced reduction device is applied, the shock absorber stroke becomes several meters, and "further reduction of shock absorber stroke" It has been demanded. On the other hand, in the conventional elevator apparatus as shown in Patent Document 2, even if the brake device operated by the terminal floor forced reduction device becomes invalid due to the main cable break, the emergency stop device operates immediately. However, it is difficult to realize “further shortening of shock absorber stroke”.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to obtain an elevator apparatus that can sufficiently shorten the shock absorber stroke while ensuring safety.

  An elevator apparatus according to the present invention includes a hoisting machine having a drive sheave, suspension means wound around the drive sheave, a car suspended by the suspension means and lifted and lowered by the hoisting machine, and the car via the suspension means. A brake device that applies braking force, an overspeed detection level that changes according to the car position is set, and an overspeed monitoring unit that brakes the brake device when the car speed reaches the overspeed detection level is provided in the car And an abnormal acceleration detection mechanism that operates the emergency stop device when an acceleration exceeding a preset value is generated in the car.

  In the elevator apparatus of the present invention, the overspeed detection level that changes according to the car position is set in the overspeed monitoring unit, and when the car speed reaches the overspeed detection level, the braking device is braked by the overspeed monitoring unit. Also, if the car acceleration exceeds the set value, the emergency stop device is activated by the abnormal acceleration detection mechanism, so even if the suspension means breaks, the car can be stopped by the emergency stop device, The shock absorber stroke can be sufficiently shortened while securing the above.

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram which shows the elevator apparatus by Embodiment 1 of this invention. It is a block diagram which expands and shows the cage | basket | car of FIG. It is a block diagram which shows the state by which the action | operation lever of FIG. 2 was rock | fluctuated. It is a graph which shows the relationship between the equivalent overspeed detection level by the abnormal acceleration detection mechanism of FIG. 2, and a car position. It is a graph which shows an example of the setting state of the overspeed detection level in the elevator apparatus of FIG. It is a graph which shows the behavior of emergency braking at the time of excessive speed detection by the terminal floor forced deceleration device of FIG. It is a graph which shows the behavior of emergency braking at the time of excessive acceleration detection by the abnormal acceleration detection mechanism of FIG. It is a graph which shows the relationship between the rated speed and shock absorber stroke in the elevator apparatus of FIG. It is a front view which shows the tension wheel of FIG. It is sectional drawing of the tension wheel of FIG. FIG. 10 is a front view showing a tensioned vehicle having a thickness greater than that of the tensioned vehicle in FIG. 9. It is sectional drawing of the tension wheel of FIG. It is a front view which shows the example which added the flywheel to the tension vehicle of FIG. It is sectional drawing of the tension wheel and flywheel of FIG. It is a block diagram which shows the cage | basket | car of the elevator apparatus by Embodiment 2 of this invention. It is a block diagram which shows the state by which the action | operation lever of FIG. 15 was rock | fluctuated. It is a block diagram which shows the cage | basket | car of the elevator apparatus by Embodiment 3 of this invention. It is a block diagram which shows the state by which the action | operation lever of FIG. 17 was rock | fluctuated. It is a block diagram which shows the cage | basket | car of the elevator apparatus by Embodiment 4 of this invention. It is a block diagram which shows the state by which the action | operation lever of FIG. 19 was rock | fluctuated.

Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.
Embodiment 1 FIG.
1 is a block diagram showing an elevator apparatus according to Embodiment 1 of the present invention. In the figure, a machine room 2 is provided in the upper part of the hoistway 1. In the machine room 2, a hoisting machine (drive device) 3, a deflector 4, and an operation control device 5 are installed. The hoisting machine 3 includes a drive sheave 6, a hoisting machine motor that rotates the drive sheave 6, and a brake device (electromagnetic brake) 41 that brakes the rotation of the drive sheave 6.

  The brake device 41 includes a brake wheel (drum or disk) that is coaxially coupled to the drive sheave 6, a brake shoe that is brought into contact with and separated from the brake wheel, a brake spring that presses the brake shoe against the brake wheel and applies a braking force, And an electromagnetic magnet for releasing the braking force by releasing the brake shoe from the brake wheel against the spring.

  A suspension means 7 is wound around the drive sheave 6 and the deflecting wheel 4. As the suspension means 7, a plurality of ropes or a plurality of belts are used. A car 8 is connected to the first end of the suspension means 7. A counterweight 9 is connected to the second end of the suspension means 7.

  The car 8 and the counterweight 9 are suspended in the hoistway 1 by the suspension means 7 and are raised and lowered in the hoistway 1 by the hoisting machine 3. The operation control device 5 moves the car 8 up and down at a set speed by controlling the rotation of the hoisting machine 3.

  In the hoistway 1, a pair of car guide rails 10 that guide the raising and lowering of the car 8 and a pair of counterweight guide rails 11 that guide the raising and lowering of the counterweight 9 are installed. At the bottom of the hoistway 1, a car buffer 12 that buffers the collision of the car 8 with the hoistway bottom and a counterweight buffer 13 that buffers the collision of the counterweight 9 with the hoistway bottom are installed. ing.

  In the vicinity of the upper terminal floor of the hoistway 1, a plurality (three in this case) of upper car position switches 14 are arranged at intervals in the vertical direction. Near the lower terminal floor of the hoistway 1, a plurality (three in this case) of lower car position switches 15 are arranged at intervals in the vertical direction.

  A cam (operation member) 16 for operating the car position switches 14 and 15 is attached to the car 8. When the car 8 reaches the vicinity of the upper terminal floor, the upper car position switch 14 is operated by the cam 16. When the car 8 reaches the vicinity of the lower terminal floor, the lower car position switch 15 is operated by the cam 16.

  An emergency stop device 17 serving as a braking device that engages with the car guide rail 10 and stops the car 8 in an emergency is mounted below the car 8. As the emergency stop device 17, a progressive emergency stop is used (generally, an emergency emergency stop is used in an elevator device having a rated speed exceeding 45 m / min).

  The emergency stop device 17 is for pushing the sliding member between the cage guide rail 10 and the retainer, and the sliding member that generates a braking force by being pushed between the cage guide rail 10 and the retainer. The operating lever 18 is provided.

  In the machine room 2, a governor 19 that detects an overspeed (abnormal speed) of the car 8 is installed. The governor 19 includes a governor sheave, an overspeed detection switch, a rope catch, and the like. An endless governor rope 20 is wound around the governor sheave. The governor rope 20 is laid in a ring shape in the hoistway 1. The governor rope 20 is wound around a tension wheel 21 arranged at the lower part of the hoistway 1.

  The governor rope 20 is connected to the operating lever 18. Thus, when the car 8 is raised and lowered, the governor rope 20 is circulated, and the governor sheave is rotated at a rotational speed corresponding to the traveling speed of the car 8. Further, the mass body 22 of the first embodiment includes a governor 19, a governor rope 20, and a tension wheel 21.

  The governor 19 mechanically detects that the traveling speed of the car 8 has reached an overspeed. The governor 19 is set with a first overspeed detection level Vos that is higher than the rated speed Vr and a second overspeed detection level Vtr that is higher than the first overspeed detection level.

  When the traveling speed of the car 3 reaches the first overspeed detection level Vos, the overspeed detection switch is operated. When the overspeed detection switch is operated, the power supply to the hoisting machine 3 is cut off, and the car 8 is suddenly stopped by the brake device 41.

  When the descending speed of the car 8 reaches the second overspeed detection level Vtr, the governor rope 20 is gripped by the rope catch, and the circulation of the governor rope 20 is stopped. When the circulation of the governor rope 20 is stopped, the operation lever 18 is operated, and the car 8 is emergency stopped by the emergency stop device 17.

  The speed governor 19 is provided with a rotation detector 42 that generates a signal corresponding to the rotation of the speed governor sheave. A signal from the rotation detector 42 is input to a terminal floor forced reduction device (ETS device) 43 as an overspeed monitoring unit. The terminal floor forced deceleration device 43 calculates the car position and the car speed independently of the operation control device 5 based on the signal from the rotation detector 42.

  In the terminal floor forced deceleration device 43, an overspeed detection level Vets that changes according to the car position is set. The excessive speed detection level Vets is set to change steplessly with respect to the position in the car deceleration section of the hoistway terminal.

  The terminal floor forced deceleration device 43 monitors whether or not the car speed reaches the overspeed detection level Vets. When the car speed reaches the overspeed detection level Vets, the brake device 41 is braked. Further, the terminal floor forced deceleration device 43 detects that the car 8 has reached the vicinity of the terminal floor when the car position switches 14 and 15 are operated by the cam 16. Further, the terminal floor forced deceleration device 43 corrects the car position information obtained from the rotation detector 42 based on the absolute position information obtained from the car position switches 14 and 15.

  The function of the terminal floor forced reduction device 43 can be realized by a microcomputer, for example. Further, the function of the operation control device 5 can be realized by a microcomputer different from the terminal floor forced deceleration device 43.

  FIG. 2 is an enlarged view of the car 8 shown in FIG. The swinging shaft of the operating lever 18 is provided with a torsion spring 23 that applies a torque in the direction opposite to the direction in which the safety device 17 is operated (clockwise in the figure) to the operating lever 18. The spring force of the torsion spring 23 is set so that the emergency stop device 17 does not operate in a normal lifting state. The abnormal acceleration detection mechanism 44 according to the first embodiment includes the mass body 22 and the torsion spring 23.

  The actuating lever 18 faces the torque of the torsion spring 23 and the weight of the actuating lever 18 and other parts (not shown) of the emergency stop device 17 at a position where the governor rope 20 is attached. When a force having a magnitude exceeding Fs [N] is applied, it is swung (lifted) counterclockwise as shown in FIG. 3, thereby adjusting the emergency stop device 17 to operate.

Further, the mass of the governor rope 20 is Mr [kg], the inertia mass at the diameter around which the governor rope 20 of the governor 19 is wound is Mg [kg], and the governor rope of the tension wheel 21 is The inertial mass at the diameter around which 20 is wound is Mh [kg]. That is, the inertial mass Mt [kg] at the position of the operating lever 18 of the mass body 22 is
Mt = Mr + Mg + Mh (4)
It is.

Here, if the suspension means 7 is broken and the car 8 is accelerated at an acceleration g [m / s ² ], the car 8 is moved from the mass body 22 by the operating lever 18 Fp = Mt × g (5)
An inertial force Fp [N] having a magnitude of is received upward. When the suspension means 7 breaks and the car 8 falls by setting the inertial force Fp [N] to be equal to or greater than the force Fs [N] required for operating the safety device 17. Even if the speed governor 19 does not detect a speed equal to or higher than the second overspeed detection level Vtr, the emergency stop device 17 can be operated. The following equation is a condition for operating the safety device 17 by the inertial force acting on the mass body 22.
Fp = Mt × g> Fs (6)

  As described above, the abnormal acceleration detection mechanism 44 uses the force generated in the mass body 22 when acceleration exceeding the preset set value occurs in the car 8 due to breakage of the suspension means 7 or the like. The stopping device 17 is operated without power supply, and braking force is directly applied to the car 8. Further, when the emergency stop device 17 is operated by the abnormal acceleration detection mechanism 44, the power supply to the hoisting machine 3 is also cut off.

In the first embodiment, the acceleration for generating the inertial force has been described assuming the gravitational acceleration g when the car 8 freely falls when the suspension means 7 is broken, but in order to operate the emergency stop device 17. It is also possible to adjust the car acceleration α at which the emergency stop device 17 operates by adjusting the setting of the necessary force Fs and the setting of the inertia mass Mt that generates the inertial force Fp. The conditions for operating the safety device 17 at this time are as follows.
Fp = Mt × α> Fs (6 ′)

Next, the car acceleration abnormality detection operation by the abnormal acceleration detection mechanism 44 will be described. If the suspension means 7 breaks and the car 8 falls freely (acceleration g) while the car 8 is traveling at the speed V0, if the time delay until the emergency stop device 17 is operated _is Δtis, the suspension means 7 The speed increase ΔVis of the car 8 between the break and the operation of the safety device 17 can be expressed by the following equation.
ΔVis = g × Δt _is (7)

  Here, FIG. 4 is a graph showing the relationship between the equivalent overspeed detection level Vis and the car position by the abnormal acceleration detection mechanism 44 of FIG. A solid line Vn is a normal traveling pattern (normal speed pattern) of the car 8 when the vehicle travels normally from the upper terminal floor to the lower terminal floor with the maximum speed as the rated speed Vr. The equivalent excessive speed detection level Vis is obtained by replacing the abnormal acceleration detected by the abnormal acceleration detection mechanism 44 with the abnormal detection speed.

  When the car 8 freely falls due to the breakage of the suspension means 7 and the car acceleration becomes equal to or higher than the set value, the inertial force Fp becomes larger than Fs, and the emergency stop device 17 is activated. As shown in FIG. 4, the abnormality detection speed at this time is a pattern that substantially follows the normal travel pattern Vn at an interval of the basket speed increase ΔVis with respect to the normal travel pattern.

  The final floor forced deceleration device 43 is set with an excessive speed detection level Vets in which the first excessive speed detection level (Vos) by the mechanical governor 19 is changed at the end of the hoistway according to the car position. In contrast, the equivalent overspeed detection level Vis shown in FIG. 4 changes the second overspeed detection level (Vtr) in the mechanical governor 19 according to the car position at the end of the hoistway (Vis). ) Has the same effect.

  Further, in the mechanical governor 19, the relationship between Vos and Vtr is always Vos <Vtr, whereas the magnitude relationship between Vets and Vis does not necessarily have to be Vets <Vis.

  FIG. 5 is a graph showing an example of the setting state of the overspeed detection level in the elevator apparatus of FIG. In FIG. 5, the equivalent excessive speed detection level Vis by the abnormal acceleration detection mechanism 44 intersects with the excessive speed detection level Vets by the terminal floor forced deceleration device 43. However, even if the equivalent excessive speed detection level Vis is lowered, the abnormal acceleration detection mechanism 44 operates only when a certain acceleration level is exceeded. For example, when the car speed increases due to control runaway of the hoist motor. In the state where the braking by the brake device 41 is effective, the abnormal acceleration detection mechanism 44 does not operate prior to the terminal floor forced deceleration device 43.

  For this reason, it is preferable that the abnormal acceleration detection level of the abnormal acceleration detection mechanism 44 is set to be higher than the acceleration due to the control runaway of the hoisting machine motor and lower than the acceleration when the suspension means 7 is broken. . As a result, even if the excessive speed detection level Vis and the excessive speed detection level Vets intersect as shown in FIG. 5, the excessive speed detection level Vis is the second excessive value by the mechanical governor 19. Even when the level is lower than the speed detection level Vtr, the emergency stop device 17 is unnecessarily operated in a state where braking can be performed by the brake device 41 as well as in the normal traveling state, so that it takes time to return. There is nothing.

  FIG. 6 is a graph showing the behavior of emergency braking when an excessive speed is detected by the terminal floor forced deceleration device 43 of FIG. When the car speed is abnormal due to the control runaway of the hoisting motor, when the car speed reaches the overspeed detection level Vets, the energization to the hoisting motor is cut off by the terminal floor forced reduction device 43 and the brake is applied. The device 41 is braked and the car 8 is emergency stopped.

  At this time, since there is a slight time delay until the braking force of the brake device 41 is applied, the car speed is not reduced immediately even after the overspeed detection level Vets is exceeded. Further, as the occurrence of the car speed abnormality approaches the rated speed traveling section in the middle of the hoistway, the excessive speed detection level Vets increases, while the distance increases until the shock absorber upper surface (position on the vertical axis in FIG. 6) is reached. Become. For this reason, when the speed at the time of abnormality detection becomes more than a certain speed, it turns out that the buffer collision speed at the time of emergency braking becomes small.

  Next, FIG. 7 is a graph showing the behavior of emergency braking when excessive acceleration is detected by the abnormal acceleration detection mechanism 44 of FIG. If the suspension means 7 breaks and an acceleration exceeding the threshold level is generated, deceleration by the emergency stop device 17 is started by the inertial force at that time. The equivalent excessive speed detection level Vis indicates the operation start timing of the abnormal acceleration detection mechanism 44. Similarly to the emergency braking behavior at the time of detecting the excessive speed by the terminal floor forced deceleration device 43, the equivalent excessive speed detection level Vis becomes higher as the occurrence of the car speed abnormality approaches the rated speed traveling section in the middle of the hoistway. On the other hand, the distance becomes long until it reaches the upper surface of the shock absorber. For this reason, when the speed at the time of abnormality detection becomes more than a certain speed, it turns out that the buffer collision speed at the time of emergency braking becomes small.

  In such an elevator apparatus, in addition to the terminal floor forced deceleration apparatus 43, the emergency stop apparatus 17 using the force generated in the mass body 22 when an acceleration exceeding a preset set value is generated in the car 8. Therefore, even if the suspension means 7 is broken, it is possible to apply a braking force to the car 8 to stop the vehicle at a reduced speed.

  Further, a plurality of excessive speed detection levels are set in the terminal floor forced deceleration device 43, braking means corresponding to at least one excessive speed detection level is applied, and braking means for directly applying braking force to the car 8 (emergency stop device 17 or the like) ), The car 8 can be decelerated and stopped even when the suspension means 7 is broken. However, the abnormal acceleration detection mechanism 44 according to the first embodiment can detect an abnormality at an earlier stage by detecting excessive acceleration instead of excessive speed, and can decelerate and stop the car 8.

  That is, when a plurality of excessive speed detection levels are set for the terminal floor forced deceleration device 43, the second excessive speed detection level that directly applies the braking force to the car 8 is the first level that applies the braking force via the suspension means 7. A speed level higher than the overspeed detection level is set. For this reason, the detection delay of the car speed abnormality increases.

  On the other hand, when an abnormal acceleration is detected by the abnormal acceleration detection mechanism 44 of the first embodiment, the abnormality can be detected before the car speed becomes high, for example, when the suspension means 7 is broken. For this reason, the detection delay is reduced and the deceleration operation is started early. Accordingly, the speed of the car when reaching the upper surface of the shock absorber can be further reduced, and a larger effect of shortening the shock absorber stroke can be obtained.

  Furthermore, several methods have been proposed in the past for adding a function to the terminal floor forced deceleration device 43 to detect the acceleration or main cable break and operate the emergency stop device. However, all of them detect the car acceleration or a similar signal, and electrically determine whether or not the threshold level is exceeded, and do not function during a power failure. There is no need to assume the hoist of the hoist motor at the time of a power failure, but the probability of occurrence of a malfunction such as a main rope breakage is not zero.

  On the other hand, according to the abnormal acceleration detection mechanism 44 of the first embodiment, the emergency stop device 17 that directly applies the braking force to the car 8 can be mechanically operated even during a power failure.

  Furthermore, by using the abnormal acceleration detection mechanism 44 of the first embodiment, the shock absorber stroke can be made constant if the rated speed of the car 8 becomes higher than a certain speed.

  FIG. 8 is a graph showing the relationship between the rated speed and the shock absorber stroke in the elevator apparatus of FIG. 1, and compares the standard shock absorber stroke with an example of the shock absorber stroke shortened by the configuration of the first embodiment. Show. As shown in FIG. 8, according to the configuration of the first embodiment, the shock absorber stroke can be sufficiently shortened while ensuring safety, and the shock absorber stroke is constant when the rated speed exceeds a certain speed. Can be. Moreover, the space saving of the hoistway 1 can be achieved by shortening a shock absorber stroke.

  Here, in a state where the suspension means 7 for suspending the car 8 and the counterweight 9 is not broken, when the excessive speed is detected by the terminal floor forced reduction device 43 and the brake device 41 is operated, the car 8 is The maximum collision speed when reaching the upper surface of the shock absorber 12 is V1. Further, when the emergency stop device 17 is operated by the abnormal acceleration detection mechanism 44 with the suspension means 7 broken, the maximum collision speed V2 when the car 8 reaches the upper surface of the car shock absorber 12 is set. At this time, (1) the shock absorber stroke is determined based on the larger collision speed of V1 and V2.

  Also, (2) the acceleration α at which the abnormal acceleration detection mechanism 44 operates is the total mass M of the car 8 (and its load mass) + the suspension means 7 + the counterweight 9 (and its load weight), and the hoisting machine motor The relationship between the acceleration β (= M / T) determined by the driving force T during the runaway is set such that α> β. That is, the emergency stop device 17 is designed not to operate even if the car 8 runs away while the suspension means 9 is not broken.

  And the restriction | limiting of shortening of a shock absorber stroke is determined in consideration of said (1) (2).

  Further, the equivalent excessive speed detection level Vis can be arbitrarily set by adjusting the force Fs [N] required for operating the safety device 17 and the inertia mass Mt [kg] of the mass body 22. Can be set to

  Here, a method for adjusting the inertial mass Mt of the mass body 22 to an appropriate size will be described. 9 is a front view showing the tensioning wheel 21 of FIG. 1, and FIG. 10 is a cross-sectional view of the tensioning wheel 21 of FIG. The inertial mass Mt can be adjusted by using, for example, the tension wheel 24 having an increased thickness as shown in FIGS. 11 and 12 instead of the tension wheel 21.

  Further, for example, as shown in FIGS. 13 and 14, the inertial mass Mt can also be adjusted by adding a flywheel 25 that rotates coaxially with the tension wheel 21.

Embodiment 2. FIG.
FIG. 15 is a block diagram showing a car 8 of an elevator apparatus according to Embodiment 2 of the present invention. In the second embodiment, a weight (mass body) 26 having a mass Mm [kg] is attached to the tip of the operating lever 18. The abnormal acceleration detection mechanism 45 of the second embodiment has a torsion spring 23 and a weight 26.

  The length from the swing center of the operating lever 18 to the position where the governor rope 20 is attached is Lr [m], and the length to the center of gravity of the weight 26 is Lm [m]. In addition, the inertial mass Mt [kg] of the governor 19, the governor rope 20, and the tension wheel 21 is very small compared to the mass Mm [kg] of the weight 26. Other configurations are the same as those in the first embodiment.

Here, if the suspension means 7 is broken and the car 8 is accelerated at an acceleration g [m / s ² ], the car 8 is removed from the weight 26 at the position where the governor rope 20 is attached to the operating lever 18 Fq = Mm × ( Lm / Lr) × g
Inertial force Fq [N] of the magnitude of

When the inertial force Fq [N] exceeds the force Fs [N] necessary for operating the safety device 17, that is, Fs <Mm × (Lm / Lr) × g
In this case, the operating lever 18 is swung counterclockwise as shown in FIG. 16, and the emergency stop device 17 is operated.

  Therefore, the suspension means 7 is broken by adjusting the force Fs [N] necessary for operating the safety device 17, the mass Mm [kg] of the weight 26, the mounting position Lm [m] of the weight 26, and the like. When the cage 8 falls freely, the emergency stop device 17 can be operated even if the speed governor 19 does not detect a speed equal to or higher than the second overspeed detection level Vtr. Therefore, without complicating the structure of the governor 19, the stroke of the shock absorber can be sufficiently shortened with a simple configuration, and the space of the hoistway 1 can be saved.

In the second embodiment, the case where the weight 26 is attached to the operating lever 18 to which the governor rope 20 is attached has been described, but the same operation is performed even if the governor rope 20 is not attached.
In the second embodiment, the inertial mass Mt is very small compared to the mass Mm. However, the inertial mass Mt is increased to some extent, and the mass body 22 of the first embodiment and the weight 26 of the second embodiment are used. May be combined to adjust the set value of the abnormal acceleration.
Further, in the configuration of the second embodiment, the torsion spring 23 may be omitted.

Embodiment 3 FIG.
Next, FIG. 17 is a block diagram showing a car 8 of an elevator apparatus according to Embodiment 3 of the present invention, and FIG. 18 is a block diagram showing a state where the operating lever 18 of FIG. 17 is swung. In the figure, a guide body 27 is provided on the car 8. A weight (mass body) 28 that can move up and down along the inner wall of the guide body 27 is inserted into the guide body 27.

  The weight 28 is connected to the operating lever 18 via a connecting rod (connector) 29. It is assumed that the inertial mass Mt [kg] of the governor 19, the governor rope 20, and the tension wheel 21 is extremely smaller than the mass Mm [kg] of the weight 26. The abnormal acceleration detection mechanism 46 according to the third embodiment includes a torsion spring 23 and a weight 28. Other configurations are the same as those in the first embodiment.

  In such an elevator apparatus, when the car 8 freely falls due to the breakage of the suspension means 7, the weight 28 applies an upward inertia force to the operating lever 18 via the connecting rod 29, as shown in FIG. The emergency stop device 17 is activated.

  Therefore, by adjusting the force Fs [N] necessary for operating the safety device 17 and the mass Mm [kg] of the weight 28, the suspension means 7 is broken and the car 8 is dropped. Even if the speed machine 19 does not detect a speed equal to or higher than the second overspeed detection level Vtr, the emergency stop device 17 can be operated. Therefore, without complicating the structure of the governor 19, the stroke of the shock absorber can be sufficiently shortened with a simple configuration, and the space of the hoistway 1 can be saved.

In the third embodiment, the case where the weight 28 is connected to the operating lever 18 to which the governor rope 20 is attached is shown, but the same operation is performed even if the governor rope 20 is not attached.
In the third embodiment, the inertial mass Mt is very small compared to the mass Mm. However, the inertial mass Mt is increased to some extent, and the mass body 22 of the first embodiment and the weight 28 of the third embodiment are used. May be combined to adjust the set value of the abnormal acceleration.
Furthermore, the weight 28 of the third embodiment and the weight 26 of the second embodiment can be used in combination.
Furthermore, in order to adjust the force Fs necessary for operating the safety device 17, the torsion spring 23 can be provided or omitted as in the second embodiment.

Embodiment 4 FIG.
Next, FIG. 19 is a block diagram showing a car 8 of an elevator apparatus according to Embodiment 4 of the present invention, and FIG. 20 is a block diagram showing a state where the operating lever 18 of FIG. 19 is swung. In the figure, an actuator 31 for operating the operating lever 18 and an acceleration detector 32 for controlling the actuator 31 in accordance with the acceleration of the car 8 are attached to the frame of the safety device 17. The acceleration detector 32 is connected to the actuator 31 via a signal line 33.

  The acceleration detection unit 32 is provided with an acceleration sensor, and outputs an operation command signal to the actuator 31 when the acceleration of the car 8 exceeds a preset set value. When the actuator 31 receives the operation command signal, the actuator 31 swings the operating lever 18 and operates the emergency stop device 17. The abnormal acceleration detection mechanism 47 according to the fourth embodiment includes an actuator 31, an acceleration detection unit 32, and a signal line 33. The configuration of the entire elevator apparatus is the same as that of the first embodiment.

The set value of the acceleration in the acceleration detection unit 32 is set to an acceleration g [9.8 m / s ² ] or less of the car 8 when the suspension means 7 is dropped due to breakage. As a result, if the suspension means 7 breaks and the car 8 is accelerated by gravitational acceleration, the actuator 31 can be moved as shown in FIG. 20 to operate the emergency stop device 17.

  The acceleration setting value in the acceleration detection unit 32 is set to a value higher than the acceleration during normal operation so that sudden acceleration of the car 8 due to an abnormality of the operation control device 5 can be detected. It is set to a value higher than the deceleration at the time of sudden stop (so-called E-Stop) due to a power failure or the like during the ascent. Such an abnormality detection acceleration setting condition can also be applied to the first to third embodiments.

  Even with such an elevator apparatus, even when the suspension means 7 is broken and the car 8 is free-falling, even if the speed governor 19 does not detect a speed equal to or higher than the second overspeed detection level Vtr, the safety device 17 Can be activated. Therefore, without complicating the structure of the governor 19, the stroke of the shock absorber can be sufficiently shortened with a simple configuration, and the space of the hoistway 1 can be saved.

In the fourth embodiment, the acceleration detection unit 32 is attached to the frame of the safety device 17. However, the acceleration detection unit 32 may be attached to the car 8 or another device fixed to the car 8.
In the first and second embodiments, the torsion spring 23 is used to adjust the force Fs necessary for operating the safety device 17. However, if an appropriate force Fs can be obtained, a spring or the like is not necessarily used. It is not necessary to add, and when adding, it is not limited to a torsion spring.
Further, the brake device 41 that applies a braking force to the car 8 via the suspension means 7 is not limited to the hoisting machine brake, and is, for example, a type that directly grips the suspension means 7 (so-called rope brake). May be.
Furthermore, although the 1: 1 roping elevator apparatus is shown in FIG. 1, the roping system is not limited to this, and the present invention can be applied to, for example, a 2: 1 roping elevator apparatus.
Further, the present invention can be applied to a machine room-less elevator without the machine room 2 and various types of elevator apparatuses.

Claims (5)

Hoisting machine with drive sheave,
Suspension means wound around the drive sheave;
A car suspended by the suspension means and raised and lowered by the hoisting machine;
A brake device for applying a braking force to the car via the suspension means;
An overspeed detection level that changes according to the car position is set, and an overspeed monitoring unit that brakes the brake device when the car speed reaches the overspeed detection level,
An emergency stop device provided in the car, and an abnormal acceleration detection mechanism for operating the emergency stop device when an acceleration exceeding a preset set value occurs in the car,
The abnormal acceleration detection mechanism has a mass body that operates in relation to the movement of the car, and uses an force generated in the mass body when acceleration exceeding the set value occurs in the car. Actuate the emergency stop device,
The mass body includes an rope connected to an operating lever of the safety device, a sheave around which the rope is wound, and a weight attached to the operating lever.   The elevator apparatus according to claim 1, wherein when the emergency stop device is operated by the abnormal acceleration detection mechanism, power supply to the hoisting machine is interrupted.   The elevator according to claim 1 or 2, wherein an acceleration at which the abnormal acceleration detection mechanism operates is set to be larger than an acceleration when the car runs away in a state where the suspension means is not broken. apparatus.   The overspeed monitoring unit is a terminal floor forced reduction device in which an overspeed detection level that changes steplessly with respect to a position in the car deceleration section of the hoistway terminal is set. The elevator apparatus as described in any one of Claims. Further comprising a governor for detecting an overspeed of the car;
The sheave on which the rope is wound is a governor sheave provided in the governor,
The elevator apparatus according to any one of claims 1 to 4, wherein the rope is a governor rope.

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