JP6415699B2 - Elevator equipment - Google Patents

Description

  The present invention relates to an elevator apparatus in which an emergency stop device is provided in a car.

  Conventionally, to prevent the emergency brake mounted on the car from operating due to the inertial force of the speed governing cable when the car decelerates while moving upward, a weight is connected to the emergency brake operating member. There is known an elevator apparatus in which an inertial force of a weight is applied to an operation member of an emergency brake as a compensation force that counteracts an inertial force of a speed governing cable. In such a conventional elevator apparatus, when the speed of the car becomes excessive, the speed governing cable is bound by the speed governor, and the emergency brake is operated (see, for example, Patent Document 1).

JP-A-53-71445

  However, in the conventional elevator apparatus disclosed in Patent Document 1, even when the rope for suspending the car breaks and the car falls, the emergency brake cannot be operated unless the speed of the car is excessive. .

  In addition, in the conventional elevator apparatus, the malfunction of the emergency brake can be suppressed by the inertia force of the weight when the car moving upward is decelerated. For example, the direction of suppressing the operation of the emergency brake even when the car falls. There is a risk that the inertia force of the weight will act and the emergency brake will become difficult to operate.

  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 operate an emergency stop device early and more reliably in the event of an abnormality.

  The elevator apparatus according to the present invention includes a car that is moved up and down while being guided by a car guide rail, and a car between a release position that is separated from the car guide rail and a braking position that contacts the car guide rail above the release position. A braking member displaceable with respect to the brake member, an interlocking mechanism portion interlocked with the braking member, an emergency stop device provided in the car, a mass body connected to the interlocking mechanism portion, a braking member, and an interlocking mechanism A mass body having an additional weight, which is arranged below a receiving portion provided in any of the sections and held by an elastic body in a cage, and the cage is accelerated downward with an acceleration exceeding a set value. And an abnormal acceleration detector that displaces the braking member from the release position to the braking position by the upward inertial force generated by the additional weight, the upward inertial force generated by the additional weight, and the elastic restoring force of the elastic body. .

  According to the elevator position detection device of the present invention, even if the speed of the car is not an abnormal speed, the emergency stop device can be operated early if the acceleration of the car becomes abnormal. Further, since the braking member can be displaced to the braking position using not only the inertial force of the mass body but also the elastic restoring force of the elastic body, the displacement of the braking member can be accelerated. As a result, the emergency stop device can be operated more reliably in the event of an abnormality.

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram which shows the elevator apparatus by Embodiment 1 of this invention. It is a typical block diagram which shows the emergency stop apparatus of FIG. It is a graph which shows the time waveform of relative displacement distance D ( _beta ) _{= 1} (t) and D ( _beta ) _{= 0.5} (t) with respect to the receiving part of the additional weight of FIG. FIG. 3 is a graph showing a temporal change in a relative displacement distance y _{2 with} respect to the wedge cage when the acceleration of the cage in FIG. 2 is β = 1. It is a typical block diagram which shows the emergency stop apparatus of the elevator apparatus by Embodiment 2 of this invention. 6 is a graph for comparing the relative displacement distance y ₂ with respect to the cage of the wedge in FIG. 5 when β = 1 and when β = 0.5. The temporal change in the relative displacement distance y ₂ with respect to the car of a wedge of the elevator apparatus according to Embodiment 3 of the present invention, in the case of beta = 1, is a graph comparing between the case of beta = 0.5. It is a typical block diagram which shows the other example of the emergency stop apparatus of the elevator apparatus by Embodiment 2 and 3 of this invention.

Preferred embodiments of the present invention will be described below 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. The machine room 2 is provided with a hoisting machine 3 that is a driving device, a deflecting wheel 4, and a control device 5. The hoisting machine 3 includes a drive sheave 6, a hoisting machine motor that rotates the driving sheave 6, and a hoisting machine brake that is a brake device that brakes the rotation of the driving sheave 6.

  A suspension body 7 is wound around the drive sheave 6 and the deflecting wheel 4. As the suspension body 7, for example, a rope or a belt is used. A car 8 is connected to the first end of the suspension 7 and a counterweight 9 is connected to the second end of the suspension 7. The car 8 and the counterweight 9 are suspended in the hoistway 1 by the suspension body 7.

  The car 8 and the counterweight 9 are moved up and down in the hoistway 1 by the driving force of the hoisting machine motor of the hoisting machine 3. In addition, a braking force is applied to the car 8 and the counterweight 9 via the suspension body 7 by the braking operation of the hoisting machine brake of the hoisting machine 3.

  In the hoistway 1, a pair of car guide rails 10 for guiding the movement of the car 8 and a pair of counterweight guide rails 11 for guiding the movement of the counterweight 9 are respectively installed in the vertical direction. A car buffer 12 and a counterweight buffer 13 are installed at the bottom of the hoistway 1. When the car 8 collides with the bottom of the hoistway 1 via the car shock absorber 12, the shock to the car 8 is mitigated by the shock absorbing operation of the car shock absorber 12. When the counterweight 9 collides with the bottom of the hoistway 1 via the counterweight buffer 13, the shock to the counterweight 9 is mitigated by the buffering operation of the counterweight buffer 13. A pair of emergency stop devices 14 are provided at the lower part of the car 8 to make an emergency stop of the car 8 by individually contacting each car guide rail 10 when the elevator is abnormal.

  Here, FIG. 2 is a schematic configuration diagram showing the safety device 14 of FIG. Each emergency stop device 14 guides displacement of the wedge 21 with respect to the car 8, a wedge 21 that is a brake member that can be displaced with respect to the car 8, an interlocking mechanism portion 22 that is connected to the wedge 21 and interlocks with the wedge 21. And a guide member 23.

  The guide member 23 is fixed to the car 8. The guide member 23 is provided with an inclined portion 24 that is inclined with respect to the car guide rail 10. The horizontal distance between the inclined portion 24 and the car guide rail 10 is continuously reduced upward.

  The wedge 21 is guided along the inclined portion 24, so that the wedge 21 is located between the release position away from the car guide rail 10 and the braking position that contacts the car guide rail 10 above the release position. Can be displaced. When the wedge 21 reaches the braking position, the wedge 21 is engaged between the car guide rail 10 and the guide member 23, and a braking force for stopping the car 8 is applied to the car 8. When the wedge 21 is disengaged from the braking position toward the release position, the wedge 21 is separated from the car guide rail 10 and the braking force is not applied to the car 8.

  The interlocking mechanism portion 22 includes a link 25 connected to the wedge 21 and a connection member 26 attached to the link 25.

  The link 25 is rotatable with respect to the car 8 about a link shaft 27 provided horizontally on the car 8. The wedge 21 is connected to the end of the link 25. The wedge 21 is displaced between the release position and the braking position while being guided by the guide member 23 by the rotation of the link 25 with respect to the car 8. The wedge 21 is slidably connected to the link 25 so that the displacement of the wedge 21 between the release position and the braking position is allowed.

  The connection member 26 is attached to a portion of the link 25 between the link shaft 27 and the wedge 21. The link 25 of one emergency stop device 14 and the link 25 of the other emergency stop device 14 are connected to each other by a connecting shaft (not shown). Thereby, each emergency stop device 14 is operated in conjunction with each other.

  The car 8 is provided with a stopper (not shown) that prevents the rotation of the link 25 in the direction in which the wedge 21 is displaced downward from the release position (that is, the clockwise rotation of the link 25 in FIG. 2). . The wedge 21 is held at the release position with the stopper receiving the link 25.

  As shown in FIG. 1, a speed governor 31 is provided in the machine room 2. The governor 31 has a governor sheave 32. A tension wheel 33 is arranged at the lower part of the hoistway 1. An endless governor rope 34 is wound around the governor sheave 32 and the tension wheel 33. The governor rope 34 is stretched in a loop surrounding the governor sheave 32 and the tension wheel 33.

  As shown in FIG. 2, the governor rope 34 is connected to the connection member 26 of one emergency stop device 14. When the car 8 moves in the vertical direction, the wedge 21, the link 25 and the connecting member 26 are also moved in the vertical direction, and the governor rope 34 is circulated and moved in accordance with the movement of the wedge 21, the link 25 and the connecting member 26. At the same time, the governor sheave 32 and the tension wheel 33 are rotated according to the movement of the wedge 21, the link 25, and the connecting member 26, respectively. Thereby, the governor sheave 32, the tension wheel 33, and the governor rope 34 constitute a mass body 35 that is interlocked with the wedge 21 and the interlocking mechanism portion 22 when the car 8 moves in the vertical direction.

  When the speed of the car 8 reaches a first set excessive speed (for example, an abnormal speed set to about 1.3 times the rated speed) higher than the rated speed, the speed governor 31 sends a speed abnormality signal to the control device 5. send. When the control device 5 receives the speed abnormality signal from the speed governor 31, the power supply to the hoisting machine 3 is stopped by the control of the control device 5, the hoisting machine brake is operated, and the rotation of the drive sheave 6 is stopped. Further, the governor 31 adjusts when the speed of the car 8 reaches a second set excessive speed (for example, an abnormal speed set to about 1.4 times the rated speed) that is higher than the first set excessive speed. The machine rope 34 is restrained and the movement of the governor rope 34 is stopped. When the movement of the governor rope 34 is stopped during the downward movement of the car 8, the link 25 of the emergency stop device 14 is pulled up with respect to the car 8, and the wedge 21 is displaced from the release position to the braking position. As a result, a braking force is applied to the car 8 and the car 8 is brought to an emergency stop.

  As shown in FIG. 2, a support fitting 41 is fixed to the lower portion of the car 8. A holding spring 42 that is an elastic body is connected to the support fitting 41. An additional weight 43 is connected to the holding spring 42. Thereby, the additional weight 43 is held at the lower part of the car 8 via the holding spring 42. In a state where the car 8 is stopped, the holding spring 42 is elastically deformed by the weight of the additional weight 43, and an elastic restoring force against the weight of the additional weight 43 is generated in the holding spring 42. In this example, the additional weight 43 is placed on the support fitting 41 via the holding spring 42. As a result, in this example, when the car 8 is stopped, the holding spring 42 is contracted between the additional weight 43 and the support bracket 41, and the distance between the support bracket 41 and the additional weight 43 is increased. The spring 42 generates an elastic restoring force.

  The additional weight 43 is disposed below the receiving portion 28 provided in either the wedge 21 or the interlocking mechanism portion 22. In this example, a receiving portion 28 is provided at a portion of the link 25 between the link shaft 27 and the wedge 21. When the car 8 is stopped, a gap is generated as an initial gap between the additional weight 43 and the receiving portion 28. The mass body 35, the holding spring 42, and the additional weight 43 constitute an abnormal acceleration detection unit.

  When the car 8 is accelerated downward, and the car 8 is decelerated while moving upward, an upward inertia force as seen from the car 8 is generated in the wedge 21, the mass body 35 and the additional weight 43. When an upward inertia force is generated in the wedge 21 and the mass body 35, the wedge 21 is displaced from the release position toward the braking position while the link 25 rotates with respect to the car 8. When an upward inertia force is generated in the additional weight 43, at least a part of the weight of the additional weight 43 is canceled by the upward inertia force, and the additional weight 43 is directed toward the receiving portion 28 by the elastic restoring force of the holding spring 42. Ascends to cage 8

  When the suspension body 7 breaks and the car 8 falls, the car 8 is accelerated downward with a gravitational acceleration 1 [G] exceeding a preset value P. When the acceleration of the car 8 when accelerating downward exceeds the set value P, the wedge 21 is displaced from the release position to the braking position by the upward inertia force generated in the wedge 21 and the mass body 35, and the additional weight 43 Due to the upward inertia force generated and the elastic restoring force of the holding spring 42, the additional weight 43 rises with respect to the car 8 and collides with the receiving portion 28 to accelerate the displacement of the wedge 21. That is, when the car 8 is accelerated downward at an acceleration exceeding the set value P, the upward inertia force generated in the wedge 21 and the mass body 35, the upward inertia force generated in the additional weight 43, and the elastic recovery of the holding spring 42 are performed. The wedge 21 is displaced from the release position to the braking position by the force.

  On the other hand, when the car 8 moves upward and is decelerated by the braking force of the hoisting machine brake, the car 8 is at a deceleration lower than the set value P (in this example, 0.5 [G]). Decelerated. At this time, since the magnitude of the upward inertia force generated in each of the wedge 21, the mass body 35 and the additional weight 43 is small, the wedge 21 does not reach the braking position, and the additional weight 43 is caused by the elastic restoring force of the holding spring 42. Does not collide with the receiving portion 28.

Here, the value of acceleration when the car 8 is accelerated downward or the value of deceleration when the car 8 is decelerated while moving upward is β [G], and the acceleration of gravity is g [m / s ² ]. When the time is t [s] and the initial speed is −v ₀ [m / s], the absolute displacement x ₁ of the car 8 is expressed by the following equation (1).

x ₁ = −v ₀ × t + β × g / 2 × t ² (1)

Further, the mass of the wedge 21 is m ₂ [kg], and the inertial mass of the mass body 35 (that is, the total mass of the rotational inertial mass of the governor sheave 32 and the tension wheel 33 and the mass of the governor rope 34). Is M [kg], the absolute displacement x ₂ of the wedge 21 is expressed by the following equations (2) and (3).

x ₂ = −v ₀ × t + R × g / 2 × t ² (2)
R = m ₂ / (m ₂ + M) (3)

From the equations (1) to (3), the relative displacement distance of the wedge 21 with respect to the car 8 (that is, the lifting amount of the wedge 21) y ₂ is expressed by the following equation (4).

y ₂ = x ₁ −x ₂
= (Β-R) × g / 2 × t ² (4)

When the ratio of the distance from the center of the link shaft 27 to the receiving portion 28 to the distance from the center of the link shaft 27 to the wedge 21 (hereinafter referred to as “receiving portion position setting ratio”) is h (0 <h <1), The relative displacement distance y ₄ of the receiving portion 28 with respect to the car 8 is expressed by the following equation (5).

y ₄ = h × y ₂
= H × (β−R) × g / 2 × t ² (5)

On the other hand, since the additional weight 43 is held by the car 8 via the holding spring 42, when the mass of the additional weight 43 is m ₃ and the spring constant of the holding spring 42 is k ₃ , the following equation (6) is satisfied. Vibrates at a constant frequency ω ₃ that satisfies the relationship.

ω ₃ ² = k ₃ / m ₃ (6)

Accordingly, the relative displacement distance y ₃ of the additional weight 43 with respect to the car 8 is expressed by the following equation (7).

y ₃ = x ₁ −x ₃
= Β × g / ω ₃ ² × {1-cos (ω ₃ × t)} (7)

  Therefore, when the dimension of the initial gap between the additional weight 43 and the receiving portion 28 when the car 8 is stopped is a, the relative displacement distance D (t) of the additional weight 43 with respect to the receiving portion 28 is expressed by the following equation. It is represented by (8).

D (t) = y ₃ −y ₄ −a
= Β × g / ω ₃ ² × {1-cos (ω ₃ × t)} − h × (β−R) × g / 2 × t ² −a
... (8)

  The movement of the relative displacement distance D (t) near time 0 can be evaluated by Taylor expansion of Equation (8) to Equation (9).

D (t) = - β × g × ω 3 2/24 × t 4 + g / 2 × {(1-h) × β + h × R} × t 2 -a
... (9)

The time t _p when the relative displacement distance D (t) becomes the maximum value is expressed by the following formula (10) depending on the condition satisfying dD (t) / dt = 0 in the formula (9).

t _p ² = 6 / β × {(1−h) × β + h × R} / ω ₃ ² (10)

Accordingly, the relative displacement distance D (t _p ) at time t _p is given as a function of the acceleration / deceleration β of the car 8.

The acceleration when the suspension body 7 breaks and the car 8 falls is β = 1 [G], and the deceleration when the car 8 is decelerated by the braking force of the hoisting machine brake while moving upward is β = when 0.5 [G], from equation (9), and time waveforms of the distance relative displacement when _{β = 1 D β = 1 (} t), the relative displacement distance when β ₌ 0.5 D β = A time waveform of _0.5 (t) is obtained, and from the equation (10), the time t _p1 when the relative displacement distance D _{β = 1} (t) becomes the maximum value and the relative displacement distance D _{β = 0.5} (t) are obtained. The time t _p2 when the maximum value is obtained is obtained.

FIG. 3 is a graph showing time waveforms of relative displacement distances D _{β = 1} (t) and D _{β = 0.5} (t) with respect to the receiving portion 28 of the additional weight 43 in FIG. As shown in FIG. 3, when β = 1, the additional weight 43 collides with the receiving portion 28 when time t _c elapses after the suspension body 7 is broken and the downward acceleration of the car 8 is started. Thereby, the upward displacement of the wedge 21 is accelerated, and the time t ₁ (that is, the emergency stop operation time) until the wedge 21 reaches the braking position from the release position is shortened. The time until the wedge 21 reaches the braking position from the release position is the time from when the suspension body 7 is broken when the car 8 is stopped until the speed of the car 8 reaches the allowable collision speed V _buff of the car shock absorber 12. It is shorter than t ₀ (that is, t ₀ = V _buff / g). For this purpose, the collision time t _c of the additional weight 43 must be equal to or less than the time t ₁ until the wedge 21 reaches the braking position from the release position. That is, the collision time t _c of the additional weight 43 is set to be t ₀ or less.

On the other hand, when β = 0.5, as shown in FIG. 3, even if the relative displacement distance D _{β = 0.5} (t) becomes the maximum value at time t _p2 , the additional weight 43 and the receiving portion 28 The gap between the two is not 0, and the state where the additional weight 43 is separated from the receiving portion 28 is maintained. Therefore, at this time, the wedge 21 is not accelerated by the collision of the additional weight 43, and the wedge 21 does not reach the braking position.

That is, if the additional weight 43 collides with the receiving portion 28 when β = 0.5, the emergency stop device 14 may malfunction when the car 8 is decelerated by the braking force of the hoisting machine brake. Thus, in the present embodiment, the initial gap a, the receiving portion position setting ratio h, and the spring constant of the holding spring 42 are set so that the collision between the additional weight 43 and the receiving portion 28 is avoided when β = 0.5. Each value of k ₃ and the mass m ₃ of the additional weight 43 is set.

FIG. 4 is a graph showing temporal changes in the relative displacement distance y ₂ of the wedge 21 with respect to the car 8 when the acceleration of the car 8 in FIG. 2 is β = 1. In FIG. 4, additional relative temporal variation of the displacement distance y ₂ when the weight 43 impinges on the receiving portion 28 (solid line), the temporal relative displacement distance y ₂ when additional weight 43 does not collide with the receiving portion 28 The change (one-dot chain line) is shown in comparison. As shown in FIG. 4, the time for the wedge 21 to displace the distance d from the release position to the braking position is when the additional weight 43 collides with the receiving portion 28 than when the additional weight 43 does not collide with the receiving portion 28. It can be seen that is shorter by time Δt.

  Next, the operation of the elevator apparatus will be described. When the speed of the car 8 increases to the first set excessive speed, a speed abnormality signal is sent from the governor 31 to the control device 5. Thereby, the power supply to the hoisting machine 3 is stopped, and the hoisting machine brake is operated.

  Thereafter, when the speed of the car 8 further increases for some reason and becomes the second set excessive speed, the governor rope 34 is restrained by the governor 31 and the movement of the governor rope 34 is stopped. The If the movement of the governor rope 34 is stopped while the car 8 is moving downward, the link 25 of the emergency stop device 14 is pulled up with respect to the car 8, and the wedge 21 is displaced from the release position to the braking position. Is done. As a result, a braking force is applied to the car 8.

When the suspension body 7 breaks, the car 8 is accelerated downward with an acceleration β = 1 [G] exceeding the set value P. As a result, an upward inertia force as seen from the car 8 is generated in the wedge 21, the mass body 35 and the additional weight 43, and the wedge 21 is braked from the release position even if the speed of the car 8 does not reach the second set excessive speed. While being displaced upward toward the position, the additional weight 43 is raised relative to the car 8 by the elastic restoring force of the holding spring 42. At this time, the additional weight 43 is displaced faster than the receiving portion 28 by the elastic restoring force of the holding spring 42, and the additional weight 43 is applied to the receiving portion 28 in a time t _c shorter than the time until the wedge 21 reaches the braking position. collide.

  When the additional weight 43 collides with the receiving portion 28, the receiving portion 28 is pushed upward through the additional weight 43 by the elastic restoring force of the holding spring 42, and the upward displacement of the wedge 21 is accelerated. Thereafter, the wedge 21 reaches the braking position, and a braking force is applied to the car 8. The other emergency stop device 14 connected to one emergency stop device 14 by a connecting shaft also operates in conjunction with the one emergency stop device 14.

  On the other hand, when the braking force of the hoisting machine brake is given to the car 8 while the car 8 moves upward, the deceleration is lower than the set value P (in this example, β = 0.5 [G]). The car 8 is decelerated. At this time, an upward inertia force as seen from the car 8 is generated in each of the wedge 21, the mass body 35, and the additional weight 43. However, since each inertia force is small, the wedge 21 does not reach the braking position. The weight 43 does not collide with the receiving portion 28. Thereby, malfunction of the emergency stop device 14 is prevented.

  In such an elevator apparatus, the mass body 35 is connected to the interlocking mechanism portion 22, the additional weight 43 is held by the car 8 via the holding spring 42, and the car 8 accelerates downward with an acceleration exceeding the set value P. The wedge 21 is displaced from the release position to the braking position by the inertia force generated in the mass body 35, the inertia force generated in the additional weight 43, and the elastic restoring force of the holding spring 42. Even if the speed is not an abnormal speed, if the acceleration of the car 8 becomes abnormal, the emergency stop device 14 can be operated early. Further, since the wedge 21 can be displaced to the braking position using not only the inertia force of the mass body 35 but also the elastic restoring force of the holding spring 42, the displacement of the wedge 21 can be accelerated. Thereby, the emergency stop device 14 can be operated more reliably, and the operating speed of the emergency stop device 14 can be increased.

  Further, when the car 8 is stopped, an initial clearance is generated between the receiving portion 28 provided on the link 25 and the additional weight 43, so that, for example, when the braking force of the hoisting machine brake is applied to the car 8 or the like. When the car 8 decelerates at a deceleration lower than the set value P while moving upward, and when the car 8 is accelerated downward at an acceleration lower than the set value P, the additional weight 43 is separated from the receiving portion 28. Thus, the elastic restoring force of the holding spring 42 can be prevented from being transmitted to the receiving portion 28. Thereby, the malfunction of the emergency stop device 14 can be prevented more reliably.

  Further, the additional distance 43 of the additional weight 43 with respect to the car 8 when the car 8 is decelerated by the braking force of the hoisting machine brake is smaller than the initial clearance dimension a. Can be more reliably prevented from colliding with the receiving portion 28, and malfunction of the emergency stop device 14 can be further reliably prevented.

Embodiment 2. FIG.
FIG. 5 is a schematic configuration diagram showing an emergency stop device for an elevator apparatus according to Embodiment 2 of the present invention. In the present embodiment, the additional weight 43 is in contact with the lower surface of the receiving portion 28 when the car 8 is stopped. The additional weight 43 is merely in contact with the receiving portion 28 and is not connected to the receiving portion 28. Further, the holding spring 42 when the car 8 is stopped is contracted more than the amount of contraction due to the weight of the additional weight 43 because the receiving portion 28 is placed on the additional weight 43.

  When the car 8 is accelerated downward and the car 8 is decelerated while moving upward, an upward inertial force as viewed from the car 8 is generated in each of the wedge 21, the mass body 35 and the additional weight 43. At this time, since the additional weight 43 is in contact with the receiving portion 28, the wedge 21, the link 25, and the connecting member 26 are displaced relative to the car 8 together with the additional weight 43. At this time, since the holding spring 42 is an elastic body, the wedge 21, the link 25, the connecting member 26, and the additional weight 43 vibrate with respect to the car 8 at a constant frequency.

Here, when the reaction force at the receiving portion 28 with respect to the elastic restoring force of the holding spring 42 when the car 8 is stopped is f × g and the frequency when the additional weight 43 vibrates is ω, the car of the wedge 21 The relative displacement distance (ie, the lifting amount of the wedge 21) y _{2 with} respect to 8 is expressed by the following equation (11).

y ₂ = x ₁ −x ₂
= {(M ₂ + M + h × m ₃ ) × β− (m ₂ −h × f)} × g / (k ₃ × h ² ) × {1−cos (ω × t)} (11)

  Further, the frequency ω satisfies the relationship of the following formula (12).

ω ² = k ₃ × h ² / (m ₂ + M + h ² × m ₃ ) (12)

  When the amplitude of the additional weight 43 is A, the expression (11) can be rewritten as the following expression (13).

y ₂ = A × {1−cos (ω × t)} (13)

Thus, the maximum value of the relative displacement distance y ₂ of the wedge 21 with respect to the car 8 is expressed by 2 × A, and the time t _p until y ₂ becomes 0 to the maximum value is π / ω regardless of β. expressed.

In the present embodiment, the amplitude of y _{2 (β = 1)} when the acceleration β = 1 exceeding the set value P is A ₁ , and y ₂ when the deceleration β is lower than the set value P = 0.5 ₍ 0.5 _{). If} the amplitude of _{β = 0.5)} is A ₂ and the distance from the release position of the wedge 21 to the braking position is d, the maximum value of y _{2 (β = 1)} is larger than the distance d (2 × A ₁ > d ), And the maximum value of y _{2 (β = 0.5)} is smaller than the distance d (2 × A ₂ <d), so that the receiving portion position setting ratio h, the mass m _{3 of} the additional weight 43, The respective values of the spring constant k ₃ of the holding spring 42 and the reaction force f × g with respect to the holding spring 42 at the receiving portion 28 are set.

  As a result, the additional weight 43 and the rising distance of the wedge 21 relative to the car 8 when the car 8 is accelerated downward at an acceleration exceeding the set value P are larger than the distance d, and the car 8 moving upward is wound. The rising distance of the additional weight 43 and the wedge 21 relative to the car 8 when the vehicle is decelerated by the braking force of the upper machine brake is smaller than the distance d.

FIG. 6 is a graph comparing the relative displacement distance y ₂ of the wedge 21 of FIG. 5 with respect to the car 8 when β = 1 and when β = 0.5. As shown in FIG. 6, from the time 0 when acceleration or deceleration of the car 8 is started, each of the relative displacement distances y _{2 (β = 1)} and y _{2 (β = 0.5)} is maximized. time is the same time t _p, and the time t _p is the π / ω. The wedge 21 reaches the braking position at a time t _c shorter than the time t _p . By doing in this way, when the acceleration of the car 8 is abnormal, the operation of the emergency stop device 14 is more reliably performed, and the malfunction of the emergency stop device 14 is more reliably prevented. The time t _c when the wedge 21 is displaced by the distance d when β = 1 is the time t ₀ from when the car 8 stops until the speed of the car 8 reaches the allowable collision speed V _buff of the car shock absorber 12. Is shorter. Other configurations are the same as those in the first embodiment.

  Next, the operation of the elevator apparatus will be described. When the speed of the car 8 becomes the first set excessive speed, the hoisting machine brake is operated in the same manner as in the first embodiment. When the braking force of the hoisting machine brake is applied to the car 8 while the car 8 moves upward, an upward inertia force as seen from the car 8 is generated in the wedge 21, the mass body 35, and the additional weight 43, so that the wedge 21 is in the braking position However, since each inertia force is small, the wedge 21 does not reach the braking position. Thereby, malfunction of the emergency stop device 14 is prevented.

  When the speed of the car 8 when moving downward is further increased to the second set excessive speed, the governor rope 34 is restrained by the governor 31 as in the first embodiment. The link 25 of the emergency stop device 14 is pulled up with respect to the car 8, and the wedge 21 is displaced from the release position to the braking position. As a result, a braking force is applied to the car 8. The receiving portion 28 may be designed so as to be separated from the additional weight 43 while the link 25 is pulled up.

  When the suspension body 7 breaks, the car 8 is accelerated downward with an acceleration β = 1 [G] exceeding the set value P. Thereby, an upward inertia force as seen from the car 8 is generated in the wedge 21, the mass body 35 and the additional weight 43, and the elastic restoring force of the holding spring 42 is obtained even if the speed of the car 8 does not reach the second set excessive speed. Accordingly, the wedge 21 is displaced from the release position to the braking position while the additional weight 43 pushes the receiving portion 28. As a result, a braking force is applied to the car 8. The other emergency stop device 14 connected to one emergency stop device 14 by a connecting shaft also operates in conjunction with the one emergency stop device 14.

  As described above, since the additional weight 43 is in contact with the receiving portion 28 when the car 8 is stopped, the elastic restoring force of the holding spring 42 can be more reliably transmitted to the receiving portion 28, and the acceleration of the car 8 becomes abnormal. When this happens, the wedge 21 can be more reliably displaced from the release position to the braking position.

  Further, when the car 8 moving upward decelerates by the braking force of the hoisting machine brake, the rising distance of the wedge 21 with respect to the car 8 is smaller than the distance d from the release position of the wedge 21 to the braking position. When the upper machine brake is operated, the wedge 21 can be prevented from reaching the braking position, and the malfunction of the emergency stop device 14 can be more reliably prevented.

Embodiment 3 FIG.
FIG. 7 compares temporal changes in the relative displacement distance y _{2 with} respect to the car 8 of the wedge 21 of the elevator apparatus according to Embodiment 3 of the present invention when β = 1 and when β = 0.5. It is a graph. The configuration of the elevator apparatus according to the present embodiment is the same as that of the second embodiment except that the value of the spring constant k ₃ of the holding spring 42 is much smaller than that of the second embodiment. In the present embodiment, the spring constant k ₃ of the holding spring 42 is very small compared to the holding spring 42 of the second embodiment, so that the wedge can be used at both β = 1 and β = 0.5. 21 is displaced from the release position to the braking position.

When the spring constant k ₃ of the holding spring 42 is very small, the equation (11) can be approximated as a quadratic function of time t, and the relative displacement distance y ₂ of the wedge 21 with respect to the car 8 is expressed by the following equation (14): It is represented by

y ₂ = x ₁ −x ₂
= {(M ₂ + M + h × m ₃ ) × β− (m ₂ −h × f)} / (m ₂ + M + h ² × m ₃ ) × g / 2 × t ² (14)

From the equation (14), the time t _c when the wedge 21 is displaced from the release position to the braking position is longer than when β = 0.5 (that is, when the car 8 is decelerated by the braking force of the hoisting machine brake). , Β = 1 (that is, when the suspension body 7 breaks and the car 8 falls).

On the other hand, the time from when the car 8 moving upward at the first set overspeed V _E starts to decelerate by the braking force of the hoisting machine brake until it stops (ie, up at the first set overspeed V _E (The time from when the car 8 moving to decelerates at the deceleration β = 0.5 and stops) is the deceleration continuation time t _E , the deceleration continuation time t _E is fixed from the first set overspeed V _E. It will be time.

In the present embodiment, the receiving portion position setting ratio h and the mass of the additional weight 43 are set so that the emergency stop operation time t _{c (β = 0.5)} when _{β = 0.5} is longer than the deceleration continuation time t _E. Each value of m ₃ and the reaction force f × g of the holding spring 42 at the receiving portion 28 is set. That is, when the car 8 moving upward decelerates by the braking force of the hoisting machine brake, the rising distance y ₂ of the wedge 21 with respect to the car 8 at the deceleration continuation time t _E is from the release position of the wedge 21 to the braking position. It becomes smaller than the distance d. Thus, when the car 8 is braked by the operation of the hoisting machine brake, as shown in FIG. 8, the car has a deceleration continuation time t _E shorter than the time t _{c (β = 0.5)} when the wedge 21 reaches the braking position. 8 stops, it is avoided that the wedge 21 bites between the guide member 23 and the car guide rail 10, and the malfunction of the emergency stop device 14 is avoided.

Further, in the present embodiment, the emergency stop until the wedge 21 reaches the braking position when β = 1 than the time t ₀ until the speed of the car 8 reaches the allowable collision speed V _buff of the car shock absorber 12. The values of the receiving portion position setting ratio h, the mass m ₃ of the additional weight 43, and the reaction force f × g of the holding spring 42 at the receiving portion 28 are set so that the operation time t _{c (β = 1)} is shortened. Has been. This prevents the car 8 from colliding with the car shock absorber 12 at a speed exceeding the allowable collision speed V _buff of the car shock absorber 12.

Thus, even when the spring constant k ₃ of the holding spring 42 is very small, the rising distance y ₂ of the wedge 21 with respect to the car 8 during the deceleration continuation time t _E of the car 8 is determined from the release position of the wedge 21. By making the distance d smaller than the distance d to the braking position, the car 8 can be stopped before the wedge 21 reaches the braking position, and malfunction of the emergency stop device 14 during operation of the hoisting machine brake can be prevented. it can.

  In the second and third embodiments, the receiving portion 28 is provided on the link 25. However, the receiving portion 28 may be provided below the wedge 21 as shown in FIG. That is, the receiving portion position setting ratio h may be h = 1. In this case, the additional weight 43 and the holding spring 42 are disposed below the receiving portion 28, and the additional weight 43 contacts the lower surface of the receiving portion 28. In this way, the wedge 21 can be pushed directly with the additional weight 43, and the elastic restoring force of the holding spring 42 can be more easily transmitted to the wedge 21.

  In each of the above embodiments, the link 25 may be urged by a malfunction prevention spring (that is, an elastic body) in the direction in which the wedge 21 is displaced to the release position. In this case, the malfunction prevention spring may be a torsion spring provided on the link shaft 27 or an extension spring connected between the end of the link 25 opposite to the wedge 21 and the car 8. In this manner, for example, even when the lifting / lowering stroke of the car 8 becomes longer and the mass body 35 becomes larger, it is possible to more reliably prevent the emergency stop device 14 from malfunctioning. Even in this case, the behavior of the additional weight 43 until it collides with the receiving portion 28 is the same as the above example, and when the car 8 is accelerated downward at an acceleration exceeding the set value P, the additional weight 43 43 can be made to collide with the receiving portion 28 to accelerate the displacement of the wedge 21, and the emergency stop device 14 can be operated early and more reliably in the event of an abnormality.

  Further, in each of the above embodiments, the additional weight 43 is provided only below one of the pair of safety devices 14, but each link 25 of the pair of safety devices 14 is provided. An additional weight 43 may be provided below. In this case, each additional weight 43 is held at the lower part of the car 8 via the holding spring 42.

  Further, in each of the above embodiments, the additional weight 43 is placed on the support fitting 41 via the holding spring 42, but the support fitting 41 is provided at a position higher than the receiving portion 28, and the holding spring 41 extends from the holding fitting 41. The additional weight 43 may be held below the receiving portion 28 in a state in which the additional weight 43 is suspended via 42.

  Moreover, in each said embodiment, although the mass body 35 is comprised by the governor sheave 32, the tension wheel 33, and the governor rope 34, it is not limited to this.

Claims (2)

A car that is moved up and down while being guided by a car guide rail,
A brake member that is displaceable with respect to the car between a release position that is separated from the car guide rail and a brake position that contacts the car guide rail above the release position, and an interlocking mechanism that is linked to the brake member An emergency stop device provided on the car, a mass body connected to the interlocking mechanism, and a receiving part provided on either the braking member or the interlocking mechanism. An additional weight that is disposed and held on the cage via an elastic body, and the upward inertia force generated in the mass body when the cage is accelerated downward with an acceleration exceeding a set value; An abnormal acceleration detector that displaces the braking member from the release position to the braking position by an upward inertial force generated in a weight and an elastic restoring force of the elastic body ;
An elevator apparatus in which a gap is generated as an initial gap between the receiving portion and the additional weight when the car is stopped . A brake device for applying a braking force to the car via a suspension body that suspends the car;
Increasing distance to the car of the additional weight when the car moves upward is decelerated by the braking force of the braking device, an elevator apparatus according to claim 1 which is smaller than the size of the initial gap.

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