JP6597351B2 - Elevator governor equipment - Google Patents

Description

  The present invention relates to a governor device that detects an overspeed of a lifting body such as an elevator car or a counterweight, and more particularly to an elevator governor device that can perform different overspeed detection in an ascending operation and a descending operation of a car.

  In general, an elevator includes a governor device that stops a car when the car performs an ascending operation or a descending operation at a set speed or higher. Usually, since the set speed of the governor device during the ascending operation and the descending operation of the car is set to be the same, only one governor device is required. However, in a high-speed elevator installed in a skyscraper, there may be a demand for setting the governor device to have a higher set speed during the ascending operation than that set during the descending operation.

The reason is that in high-speed elevators, passengers may experience discomfort in their ears due to pressure fluctuations in the car due to high-speed operation, but they tend to feel more discomfort during descent than in ascending. .
Therefore, in order to alleviate such a problem, there has been considered an apparatus in which the set speed of the governor device is changed during the ascending operation and the descending operation. An example of this apparatus will be described with reference to the drawings (see Patent Document 1).

  FIG. 10 is an overall schematic diagram of the elevator. In the figure, 1 is a machine room installed in the upper part of the hoistway 2, 3 is a main sheave of the hoisting machine 4 arranged in the machine room 1, 5 is a deflecting sheave, and 6 is a control device. Reference numeral 7 denotes a main rope wound around the main sheave 3 and the deflecting sheave 5 with a car 8 at one end and a counterweight 9 at the other end.

Reference numeral 10 denotes a governor device arranged in the machine room 1, and 11 denotes a governor pulley constituting the governor device 10. An endless governor rope 12 is wound around a governor pulley 11 and a tension pulley 13.
20 is an emergency stop provided on the car 8, and 21 is an arm connected to the governor rope 12. When the car 8 is lowered relative to the governor rope 12, the emergency stop 20 is operated from the arm 21 via the rod 22. The car 8 is mechanically stopped.

  FIG. 11 is a longitudinal sectional view showing details of the governor device 10. In the figure, reference numeral 30 denotes a support body installed in the machine room 1, and 31 denotes a horizontal shaft pivotally supported by the support body 30, which is fixed to the governor pulley 11 and serves as a rotation shaft of the governor pulley 11. Reference numeral 32 denotes a first vertical axis, and 33 denotes a second vertical axis, both of which are connected and separated by a clutch mechanism 34. The clutch mechanism 34 connects both the vertical shafts 32 and 33 when the car 8 is in the descending operation, and connects both the vertical shafts 32 and 33 when the car 8 is in the ascending operation. To separate. Reference numeral 35 denotes a driving side bevel gear fixed to the horizontal shaft 31, and 36 denotes a driven side bevel gear fixed to the first vertical shaft 32.

  Reference numeral 40 denotes a flyball type governor mechanism provided on the second vertical shaft 33. Reference numeral 41 denotes a pair of arms having one end pivotally attached to the upper end 33a of the second vertical shaft 33, and a flyball 42 is fixed to the other end. 43 is a sliding tube fitted to the second vertical shaft 33, and 44 is a link having both ends pivoted to the arm 41 and the sliding tube 43, respectively. A spring 45 is disposed between the upper end 33a of the second vertical shaft 33 and the sliding cylinder 43, and biases the sliding cylinder 43 downward.

  Reference numeral 46 denotes a driven cylinder fitted to the second vertical shaft 33 and pivotally attached to the sliding cylinder 43. The driven cylinder 46 can be displaced up and down with the vertical movement of the sliding cylinder 43, but does not rotate. Reference numeral 47 is a stop switch attached to the support 30, 48 is an operating portion of the stop switch 47, and 49 is an operation lever that is fixed to the driven cylinder 46 and operates the operating section 48 by raising the driven cylinder 46. Reference numeral 70 denotes a flyweight type governor mechanism provided on the governor pulley 11.

  FIG. 12 is a view showing a mechanism for operating the safety device 20 by the flyball type governor mechanism 40. In the figure, 51 is a first link whose one end is connected to the driven cylinder 46, 52 is a second link connected to the other end of the first link, and is pivotally attached to the support 30 by a shaft 53. Reference numeral 54 denotes a rotating lever pivotally attached to the support 30 by a shaft 55, and a roller 56 is pivotally attached to one end.

  Reference numeral 57 denotes a spring that urges the rotation lever 54 in the counterclockwise direction of FIG. 12. During normal operation, the roller 56 is pressed against the second link 52 by the spring 57, so that the rotation lever 54 rotates. Is blocked. Reference numeral 58 denotes a movable shoe pivotally attached to the support 30 by a shaft 59, and reference numeral 60 denotes a fixed shoe fixed to the support 30. Normally, as shown in FIG. 12, since the rotary lever 54 is engaged with the movable shoe 58, the movable shoe 58 is held at a position away from the governor rope 12.

  FIG. 13 is a view showing the flyweight type governor mechanism 70. In the figure, 71 and 72 are fly weights pivotally attached to the governor pulley 11 by shafts 73 and 74, 75 is a link having both ends pivotally attached to the fly weights 71 and 72, and 76 is a link between the governor pulley 11 and the fly weight 71. 13 is a spring disposed between them, and the flyweight 71 is biased clockwise in FIG. 13 about the shaft 73, and the flyweight 72 is centered on the shaft 74 via the link 75 in FIG. It is energized clockwise. Reference numeral 77 denotes an actuator fixed to the flyweight 71. Reference numeral 78 denotes a stop switch attached to the support 30, and 79 denotes an operating portion of the stop switch 78, which is disposed at a position where it can be operated by the operating element 77.

  Because of the above configuration, when the car 8 is lowered, the clutch mechanism 34 is connected, so that both the flyball type governor mechanism 40 and the flyweight type governor mechanism 70 are effective. Further, when the car 8 performs the ascending operation, since the clutch mechanism 34 is separated, the flyball type governor mechanism 40 becomes invalid and only the flyweight type governor mechanism 70 becomes valid.

Further, when the descending speed becomes the first overspeed (normally 1.3 times the rated speed) V1 during the descending operation of the car 8, the stop switch 47 is activated, and the descending speed further decreases to the first overspeed V1. When the second overspeed (normally 1.4 times the rated speed) V2 is exceeded, the governor rope 12 is restrained by the movable shoe 58 and the fixed shoe 59 and the emergency stop device 20 is operated.
Further, when the car 8 is in the ascending operation, the stop switch 78 is activated when the ascending speed reaches the third overspeed V3. In this prior art, V3>V2> V1 is set.

Next, the operation of the prior art will be described.
When the car 8 descends, as shown in FIG. 11, since the clutch mechanism 34 is connected, both the flyball type governor mechanism 40 and the flyweight type governor mechanism 70 are effective.
Here, when the car 8 is lowered, the governor pulley 11 is rotated via the governor rope 12, the flyball 42 is raised by the centrifugal force, and the sliding cylinder 43, the driven cylinder 46 and the operation lever 49 are also raised. Further, when the lowering speed of the car 8 increases and reaches the first overspeed V1, the operating lever 49 operates the operating portion 48 to operate the stop switch 47, thereby shutting off the power supply of the driving device.

  When the car 8 continues to descend further and the descending speed reaches the second overspeed V2, the actuating cylinder 46 rises as shown in FIG. 12, and the second link 52 moves the shaft 53 through the first link 51. Rotates counterclockwise around the center. Thereby, the engagement between the second link 52 and the roller 56 is released, and the rotating lever 54 is rotated counterclockwise around the shaft 55 by the spring 57. As a result, the rotation lever 54 and the movable shoe 58 are disengaged, and the movable shoe 58 rotates counterclockwise about the shaft 59 to restrain the governor rope 12 together with the fixed shoe 60.

As a result, as shown in FIG. 10, the emergency stop device 20 is operated via the arm 21 and the rod 22 by the relative movement of the descending car 8 and the stopped governor rope 12 to stop the car 8.
As already described, the third overspeed V3 of the stop switch 78 of the flyweight governor mechanism 70 is larger than the second overspeed V2, so the stop switch 78 does not operate.

  Next, when the car 8 is in the ascending operation, the clutch mechanism 34 is separated, so the flyball type governor mechanism 40 is disabled, and only the flyweight type governor mechanism 70 is enabled.

When the car 8 is raised, as shown in FIG. 13, the flyweights 71 and 72 rotate counterclockwise about the shafts 73 and 74, respectively, by centrifugal force. Further, when the rising speed of the car 8 reaches the third overspeed V3, the actuator 77 hits the operating portion 79, operates the stop switch 78, and cuts off the power supply of the driving device.
In this prior art, the emergency stop device 20 is operated only when the car 8 is in a descending operation. Therefore, the flyweight type governor mechanism 70 detects an overspeed of the third overspeed V3 or more. There is no device to do.

  Thereby, the set speed of the governor device during the ascending operation and during the descending operation can be changed.

JP 2000-327241 A

  In the above prior art, the clutch mechanism 34 needs to be provided, and the clutch mechanism 34 needs to be switched by raising and lowering the car 8. The present invention eliminates the need for a clutch mechanism.

  The present invention detects a governor rope, a governor pulley around which the governor rope is wound and rotated by the movement of the governor rope, and a rotational speed in a descending direction of the governor pulley being a first overspeed and a second overspeed. In a governor device having a first governor mechanism and a second governor mechanism for detecting that the rotational speed in the upward direction of the governor pulley has reached the third overspeed, the first governor mechanism is configured to rotate the governor pulley. A wind generator that rotates according to the wind generator, a movable body that moves in the pipeline by the wind from the wind generator, and a plurality of detectors that detect the position of the movable body. The governor pulley is configured to detect that the rotational speed of the governor pulley has reached the first overspeed and the second overspeed.

In the invention, it is preferable that the pipe has a cylindrical cross section, and the movable body is a sphere movable in the pipe.
Further, the present invention is characterized in that the pipe has a valve capable of sucking air outside the pipe.

Furthermore, the present invention is characterized in that the second governor mechanism is a flyweight type governor mechanism or a flyball type governor mechanism.
Further, the present invention is characterized in that the first overspeed is smaller than the third overspeed.

  According to the present invention, the clutch mechanism can be omitted.

It is a schematic sectional drawing of the governor apparatus by embodiment of this invention. It is explanatory drawing which shows the 1st overspeed detection part by embodiment of this invention. It is explanatory drawing which shows the 1st overspeed detection part by embodiment of this invention. FIG. 3 is a plan sectional view of FIG. 2. It is explanatory drawing which shows the 2nd overspeed detection part by embodiment of this invention. It is explanatory drawing which shows the 2nd overspeed detection part by embodiment of this invention. FIG. 6 is a plan sectional view of FIG. 5. It is operation | movement explanatory drawing at the time of the 2nd overspeed detection. It is a figure which shows other embodiment of this invention. It is the whole elevator schematic. It is a longitudinal cross-sectional view which shows the detail of the conventional governor apparatus. It is a figure which shows the mechanism which operates an emergency stop apparatus with the conventional flyball type | mold governor mechanism. It is a figure which shows the conventional flyweight type governor mechanism.

  Embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a schematic cross-sectional view of a governor device according to this embodiment, and the same reference numerals as those in FIG. 11 denote the same parts.

  In the figure, 101 is a wind generator that generates wind by the rotation of the propeller 102 fixed to the horizontal shaft 31, and generates an amount of wind according to the rotational speed of the governor pulley 11, that is, the speed of the car 8. In this case, a wind in the direction of the arrow in FIG. 1 is generated when the car 8 is lowered, and a reverse wind is generated when the car 8 is raised.

  103 is a conduit through which the wind generated by the wind generator 101 passes, 104 is a sphere that moves up and down in the conduit 103 by the wind, 105 is a support that supports the sphere 104 when there is no wind, and 106 is a first overspeed. A detection unit 107 is a second overspeed detection unit 108, and a stopper 108 prevents the sphere 104 from popping out. Therefore, wind is sent into the pipe 103 when the car 8 is lowered, and wind is sucked out of the pipe 103 when the car 8 is raised.

  2 to 4 are explanatory views showing the first overspeed detection unit 106, FIG. 2 shows a state before the first overspeed detection, and FIG. 3 shows a state after the first overspeed detection. 4 is a cross-sectional plan view of FIG.

  110 is a detection body protruding into the pipe 103, 103 a is a housing portion of the detection body 110 formed in the pipe 103, 111 is a shaft fixed to the detection body 110, and 112 is fixed to the shaft 111. The actuating body that rotates at the same time, 113 is a spring disposed between the actuating body 112 and the support 30, and before the first overspeed is detected, the actuating body 112 is maintained at the position shown in FIG. After the detection, the operating body 112 is maintained at the position shown in FIG. Reference numeral 114 denotes a stop switch that shuts off the power source of the driving device when activated.

  5 to 8 are explanatory diagrams showing the second overspeed detection unit 107, FIG. 5 shows a state before the second overspeed detection, and FIG. 6 shows a state after the second overspeed detection. FIG. 7 is a plan sectional view of FIG. 5, and FIG. 8 is a diagram for explaining the operation at the time of detecting the second overspeed, and corresponds to FIG.

  In the figure, the same reference numerals as those in FIGS. 2 to 4 and 12 denote the same components. The second overspeed detection unit 107 includes an operating body 121 having a cam portion 120 at the tip instead of the operating body 112 of the first overspeed detection unit 106. Reference numeral 122 denotes a lever. The spring 113 maintains the actuating body 121 and the lever 122 at the position shown in FIG. 5 before detecting the second overspeed, and after detecting the second overspeed, the actuating body 121 is brought to the position shown in FIG. Is maintained. As a result, the lever 122 can move to the upper position in FIG.

  8, 123 is a shaft for pivotally attaching the lever 122 to the support 30, and the right end of the lever 122 in FIG. 8 is the lever 122 in FIGS. Reference numeral 130 denotes a protrusion provided on the movable shoe 58, which is locked to the left end of the lever 122. FIG. 8 shows a state before the second overspeed detection.

Next, the operation of the present embodiment will be described.
When the car 8 is lowered, the governor pulley 11 and the horizontal shaft 31 are rotated through the governor rope 12 and the propeller 102 is rotated. Thereby, a wind is sent from the wind generator 101 to the pipe line 103, and the spherical body 104 rises.

Further, when the descending speed of the car 8 increases and reaches the first overspeed V1, the spherical body 104 pushes up the detection body 110 as shown in FIGS. Therefore, the detection body 110 rotates against the spring 113 around the shaft 111 in the clockwise direction of FIG. 2 and enters the state of FIG. The state shown in FIG. 3 is maintained by the spring 113.
Thereby, the operating body 112 moves away from the stop switch 114, operates the stop switch 114, and shuts off the power supply of the drive device.

When the car 8 further increases and continues to descend, the sphere 104 further rises. When the second overspeed V2 is reached, the sphere 104 pushes up the detection body 110 as shown in FIGS. Therefore, the detection body 110 rotates around the shaft 111 against the spring 113 in the clockwise direction of FIG. 5 and enters the state of FIG. The state shown in FIG. 6 is maintained by the spring 113.
As a result, the lever 122 rises as indicated by the arrow, and rotates about the shaft 123 in the counterclockwise direction of FIG. By this rotation, the protrusion 130 and the lever 122 are unlocked, and the movable shoe 58 rotates counterclockwise about the shaft 59 to restrain the governor rope 12 together with the fixed shoe 60.

For this reason, as shown in FIG. 10, the emergency stop device 20 is operated via the arm 21 and the rod 22 by the relative movement between the stopped governor rope 12 and the descending car 8 to stop the car 8.
As in the conventional apparatus, the third overspeed V3 of the stop switch 78 of the flyweight governor mechanism 70 is larger than the second overspeed V2, so the stop switch 78 does not operate.

Next, when the car 8 performs the ascending operation, the governor pulley 11 rotates in the direction opposite to the above, so the propeller 102 also rotates in the direction opposite to the above and sucks out the air in the pipe 103. Therefore, since the sphere 104 maintains the state supported by the support unit 105, the first overspeed detection unit 106 and the second overspeed detection unit 107 do not operate.
Therefore, since only the flyweight type governor mechanism 70 is effective, the same operation as described in FIG. 13 is performed.

  Thereby, the set speed of the governor device during the ascending operation and the descending operation can be changed without using a conventional clutch mechanism.

  In the above-described embodiment, the setting for overspeed detection is V3> V2> V1 as in the conventional case, but V2> V3> V1 may be used. This is because, after the first overspeed V1 is detected during the descent operation, if the car 8 is further accelerated and lowered, before the second overspeed V2 is detected and the car 8 is stopped by the emergency stop device 20, This is because the power supply of the driving device may be shut off by detecting the third overspeed V3.

Further, since the load of the movable shoe 58 is applied to the left side of the lever 122 in FIG. 8, the lever 122 is strongly urged counterclockwise in FIG. Therefore, in FIGS. 5 and 6, since the lever 122 is strongly pressed against the cam portion 120, the detection body 110 may not be able to rotate smoothly unless the lifting force of the sphere 104 is strong.
Therefore, as shown in FIG. 8, the counterclockwise biasing force acting on the lever 122 is reduced by moving the shaft 123 of the lever 122 to the left. Furthermore, a weight may be provided on the right side of the lever 122 in order to reduce the counterclockwise biasing force.

  In the above-described embodiment, when the car 8 performs the ascending operation, the propeller 102 rotates in the reverse direction and sucks out the air in the conduit 103. At this time, the pressure in the conduit 103 is reduced. There is a possibility that the rotation resistance of the propeller 102 increases due to a decrease with respect to the external air pressure, and a slip occurs between the governor pulley 11 and the governor rope 12.

The configuration shown in FIG. 9 is a measure for alleviating the pressure drop in the pipe 103. In the figure, reference numeral 140 denotes a vent opening in the pipe 103, and 141 denotes a valve made of a flexible body provided in the pipe 103 so as to close the vent 140. This valve 141 opens the vent 140 as shown in FIG. 9 only when the pressure in the pipe 103 is low with respect to the outside air pressure, and allows the inflow of air from the vent 140 into the pipe 103. Is.
With this configuration, even if the propeller 102 rotates in the reverse direction and sucks out the air in the pipe 103, the pressure drop in the pipe 103 can be reduced.

In the above description, the sphere 104 may not be a perfect sphere, and may have another shape such as a cylindrical shape.
Moreover, in the said embodiment, when the cage | basket | car 8 carries out a raise operation, although the overspeed is detected using the flyweight type governor mechanism 70, a flyball type governor mechanism can also be used. Furthermore, this apparatus can be applied not only to an elevator with a machine room but also to an elevator without a machine room.

8 Car 11 Governor pulley 12 Governor rope 20 Emergency stop device 40 Flyball type governor mechanism 70 Flyweight type governor mechanism 101 Wind generator 102 Propeller 103 Pipe line 104 Sphere (movable body)
105 Support Unit 106 First Overspeed Detection Unit 107 Second Overspeed Detection Unit 140 Ventilation Port 141 Valve

Claims (5)

With governor rope,
A governor pulley around which the governor rope is wound and rotated by movement of the governor rope;
A first governor mechanism for detecting that the rotational speed of the governor pulley in the descending direction has reached the first overspeed and the second overspeed;
In a governor device provided with a second governor mechanism for detecting that the rotational speed in the ascending direction of the governor pulley has reached a third overspeed,
The first governor mechanism includes a wind generator that rotates according to the rotation of the governor pulley, a movable body that moves in the pipeline by the wind from the wind generator, and a plurality of positions that detect the position of the movable body. An elevator governor device characterized in that the detection unit detects that the rotation speed of the governor pulley has reached the first overspeed and the second overspeed. .   The elevator governor device according to claim 1, wherein the pipe has a cylindrical shape in cross section, and the movable body is a sphere movable in the pipe.   The elevator governor apparatus according to claim 1 or 2, wherein the pipe has a valve capable of sucking air outside the pipe.   The elevator governor device according to any one of claims 1 to 3, wherein the second governor mechanism is a flyweight governor mechanism or a flyball governor mechanism.   The elevator governor device according to any one of claims 1 to 4, wherein the first overspeed is smaller than the third overspeed.