JPWO2003050029A1 - Elevator equipment - Google Patents

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JPWO2003050029A1
JPWO2003050029A1 JP2003551058A JP2003551058A JPWO2003050029A1 JP WO2003050029 A1 JPWO2003050029 A1 JP WO2003050029A1 JP 2003551058 A JP2003551058 A JP 2003551058A JP 2003551058 A JP2003551058 A JP 2003551058A JP WO2003050029 A1 JPWO2003050029 A1 JP WO2003050029A1
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car
hoistway
governor
speed
overspeed
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JP3944482B2 (en
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峰夫 岡田
峰夫 岡田
岡本 健一
健一 岡本
琢夫 釘谷
琢夫 釘谷
湯村 敬
敬 湯村
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Mitsubishi Electric Corp
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Mitsubishi Electric Corp
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B66HOISTING; LIFTING; HAULING
    • B66BELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/04Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions for detecting excessive speed
    • B66B5/044Mechanical overspeed governors
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B66HOISTING; LIFTING; HAULING
    • B66BELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00Control systems of elevators in general
    • B66B1/24Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/28Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
    • B66B1/32Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on braking devices, e.g. acting on electrically controlled brakes
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B66HOISTING; LIFTING; HAULING
    • B66BELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/08Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions for preventing overwinding

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)

Abstract

昇降路(1)を昇降するかご(8)の速度が第一過速度に達したときに、昇降路(1)に吊設された調速機ロープ(13)の循環移動を拘束して、案内レールに係合する非常止め装置(10)を制動動作させる第一調速機(121)を設ける。また、かご(8)に第二調速機(42)を設けてかご速度が第一過速度よりも低速の第二過速度に達したときに非常止め装置(10)を制動動作させる。さらに、昇降路(1)に終端領域駆動手段(55)を設けてかご(8)が終端領域を昇降するときに第二調速機(42)を駆動する。このような構成により、かご(8)の過速下降時に昇降路(1)の終端領域では、昇降路(1)の中間領域における非常制動過速度よりも低速の過速度により非常止め装置(10)が制動動作する。これにより、かご(8)の昇降路終端における昇降余裕距離を短縮できて、昇降路(1)の構築費、緩衝器(111)の製作費を節減する。When the speed of the car (8) moving up and down the hoistway (1) reaches the first overspeed, the circulating movement of the governor rope (13) suspended in the hoistway (1) is restricted, A first speed governor (121) for braking the emergency stop device (10) engaged with the guide rail is provided. Further, the second speed governor (42) is provided in the car (8), and the emergency stop device (10) is braked when the car speed reaches the second overspeed which is lower than the first overspeed. Furthermore, a termination region driving means (55) is provided in the hoistway (1) to drive the second governor (42) when the car (8) moves up and down the termination region. With such a configuration, when the car (8) is excessively lowered, the emergency stop device (10) in the terminal region of the hoistway (1) is detected by an overspeed that is lower than the emergency braking overspeed in the intermediate region of the hoistway (1). ) Brakes. Thereby, the raising / lowering margin distance in the hoistway terminal of a cage | basket | car (8) can be shortened, and the construction cost of a hoistway (1) and the manufacturing cost of a buffer (111) are reduced.

Description

技術分野
この発明は、かごの昇降速度が定格速度を超えた過速度に達したときに調速機が動作し、この調速機の動作を介して非常止め装置が制動動作してかごの運転が制動されるエレベーター装置に関する。
背景技術
図8〜図14は、従来のエレベーター装置を示す図で、図8は概念的に示す縦断面図、図9は図8のかご箇所の拡大図、図10は図8のエレベーター装置に設けられた調速機の正面図、図11は図10の側面図、図12は図10の調速機の動作状態を示す図10相当図、図13は図8のエレベーター装置の運転速度特性を示すグラフ、図14は図8のエレベーター装置の緩衝器の動作状態を示す図8相当図である。
図において、1はエレベーター装置の昇降路、2は昇降路1の頂部、201〜203はそれぞれ頂部2寄りに設けられた終端階乗場で、201は最上部に設けられた第一頂部乗場、202は第一頂部乗場201の下に設けられた第二頂部乗場、203は第二頂部乗場202の下に設けられた第三頂部乗場である。
3は昇降路1の底部、301〜303はそれぞれ底部3寄りに設けられた終端階乗場で、301は最下部に設けられた第一底部乗場、302は第一底部乗場301の上に設けられた第二底部乗場、303は第二底部乗場202の上に設けられた第三底部乗場である。
4は昇降路1の上方に設けられた機械室、5は機械室4に設けられた制御盤、6は機械室4に設けられた巻上機、7は巻上機6に巻掛けられた主索で、一端にかご8、他端につり合おもり9が連結されている。10はかご8の下部に設けられた非常止め装置で、要時に動作して昇降路1に立設されてかご8の昇降を案内する案内レール100に係合して制動動作する。
101はかご8の下面に設けられた軸受け台、102はレバーで、一端が軸受け台101に枢持され他端には案内レール100に対向して配置された非常止め装置10の制動片103が装着されている。11は昇降路1底部3に立設されてかご8に対向して配置された緩衝器である。12は機械室4に設けられた調速機であって詳細は後述する。
13は無端状に形成されて調速機12に巻掛けられて昇降路1に吊下され、一側がかご8、すなわちレバー102の長手中間に保持された調速機ロープ、14は張り車で、昇降路1底部3に設けられて調速機ロープ13の下垂湾曲部に跨装されて調速機ロープ13に張力を付与する。
15は調速機12のフレーム、16はフレーム15に水平軸を介して枢持されて調速機ロープ13が巻掛けられた調速車、17はフレーム15に枢着された鉛直軸、18は調速車16の回転を鉛直軸17に伝動するかさ歯車機構、19は鉛直軸17にすきまばめされてフレーム15の上側に配置された摺動筒、191は応動筒で、鉛直軸17にすきまばめされて摺動筒19に対して相対回転可能に保持されて、摺動筒19と共に上下変位する。
20は鉛直軸17の上端に固定された支持腕、21は上端が支持腕20の端部に枢着されて支持腕20の両側に設けられた回動腕、22は回動腕21の下端に装着された錘、23は一端が回動腕21の長手中間に枢着され他端は摺動筒19の上端に枢着された連結腕、24は鉛直軸17にすきまばめされて摺動筒19と支持腕20の間に配置された圧縮コイルばねからなる付勢体である。
25は長手中間が応動筒191の側面に枢着された作動腕、26は下端に鉤27が設けられ上側の図10における左側がフレーム15に枢着された鉤金具、28は一端がフレーム15の上端寄りに枢着され他端は作動腕25の一端部に枢着された支持リンク、29は一端が作動腕25の他端部に枢着され他端は鉤金具26の上側の図10における右側に枢着された作動リンクである。
30はフレーム15の下部外側寄りに設けられて調速機ロープ13と対向して配置されたロープ受け体、31はフレーム15の下部に設けられて両側の調速機ロープ13の間に配置されて長手が水平に配置された回動軸32を枢持した軸受体である。33はフレーム15の下部に配置されて両側の調速機ロープ13の間に配置され一側の調速機ロープ13を介してロープ受け体30に対向して配置されたロープ抑え体である。
34はロープ抑え体33の上部に形成されて鉤27と掛合する掛合部、35は長手が水平に配置されてロープ抑え体33に枢持された支持軸、36は長手が支持軸35の長手に直交して配置され一端が支持軸35に固定され他端は軸受体31の回動軸32にすきまばめされた連結棒である。
37は連結棒36にすきまばめされた圧縮コイルばねからなる制動ばねで、両端にそれぞれ設けられて連結棒36にすきまばめされたばね受け具38を介して軸受体31とロープ抑え体33の間に配置されている。39はロープ受け体30、軸受体31、ロープ抑え体33、制動ばね37を主要部材として構成された調速機ロープ13の拘束機構である。
また、図13において、40は第三頂部乗場203位置よりも下方に設定された頂部減速位置、Aは頂部減速位置40と第一頂部乗場201位置の間に形成された頂部の所定終端領域、Bは所定終端領域Aにおける所定減速特性線である。41は第三底部乗場303位置よりも上方に設定された底部減速位置、Cは底部減速位置41と第一底部乗場301位置の間に形成された底部の所定終端領域、Dは所定終端領域Cにおける所定減速特性線である。
また、VOはエレベーターの定格速度、Vsはエレベーター装置に異常が発生してかご8が定格速度を超えた超過速度で昇降したときに、調速機12の動作を介して非常止め装置10が制動動作するときのかご8速度で、超過速度Vsは一般的に定格速度VOの130%程度に設定される。
従来のエレベーター装置は上記のように構成され、通常時は調速機12の拘束機構39における掛合部34が、鉤金具26の鉤27と掛合してロープ抑え体33が図8に示すように上昇位置に保持される。この状態では調速機ロープ13がロープ受け体30及びロープ抑え体33の両者の間にこれら両者に接触することなく配置される。
そして、制御盤5の動作によって巻上機6が付勢されると、主索7が駆動されてかご8及びつり合おもり9が互いに反対方向へ昇降し、例えば頂部減速位置40と底部減速位置41の間を停止することなく昇降する場合は定格速度VOによって昇降する。また、所定終端領域A,Cにおいて第一頂部乗場201又は第一底部乗場301の方向へ、すなわち終端方向へ運転されるときには所定減速特性線B,Dによって減速制御される。
また、かご8の昇降によって調速機ロープ13が駆動されて、調速機12の調速車16が回転する。これにより、鉛直軸17が回転して錘22が鉛直軸線の回りを回転する。そして、鉛直軸17の回転速度が増すことによる遠心力に応じて錘22が上昇変位する。この錘22の上昇変位による回動腕21の回動を介し、付勢体24の付勢力に抗して摺動筒19及び応動筒191が上昇変位する。
そして、かご8の下降速度が超過速度Vsに達することによる応動筒191の上昇変位、すなわち所定位置を超えた摺動筒19の上昇変位により作動腕25が図10において時計方向に回動する。この作動腕25の回動により作動リンク29を介して鉤金具26が図10において反時計方向に回動する。これにより、鉤27とロープ抑え体33の掛合部34との掛合が解除されて、ロープ抑え体33が自重によって下降して図12に示す状態となる。
この状態において、調速機ロープ13がロープ受け体30及びロープ抑え体33により制動ばね37の押圧力によって挟圧されて、調速機ロープ13の移動が拘束される。しかし、引き続いてかご8が下降するのでかご8に設けられて調速機ロープ13を保持したレバー102が図9において時計方向に回動する。
このレバー102の回動変位によって、詳細な説明を省略するが非常止め装置10の制動片103が案内レール100に係合して制動動作する。これによって、かご8の超過速度Vsによる下降が制動されて停止する。
なお、非常止め装置10の制動動作によるかご8の停止距離SAは、およそ停止距離SA=超過速度Vs/(2×9.8m/s)である。また、かご8が超過速度Vsで緩衝器11に衝突したときの緩衝器11の緩衝作動行程SBも、非常止め装置10の制動動作によるかご8の停止距離SAとほぼ同じである。
また、かご8が下降運転され所定終端領域Cにおいて第一底部乗場301の方向へ運転されるときには所定減速特性線Dによって減速制御される。このため、通常状態において調速機12が動作することはなく、制御盤5及び巻上機6の電源が遮断されたり、非常止め装置10が制動動作したりすることもない。したがって、緩衝器11の緩衝作動行程SBをさらに短くすることもできる。
しかし、巻上機6の制動機(図示しない)の故障を想定して、所定終端領域Cにおいてもかご8が超過速度Vs直前の速度によって緩衝器11に衝突する事態を考慮し、前述の緩衝作動行程SBを有する緩衝器11が設けられている。このため、例えば高速エレベーターの場合であって緩衝作動行程SBが10mを超えるときに、緩衝器11の自由高さが20mを超える。したがって、第一底部乗場301から昇降路1の底部3面までの深さが20mを超えることになる。
また、故障によってかご8が緩衝器11が衝突して緩衝器11を圧縮した状態では、図14に示すように第一底部乗場301から緩衝作動行程SBに対応した距離につき下方へかご8が下降する。また、この状態において図14に示すようにつり合おもり9が通常状態における上昇位置からさらに緩衝作動行程SBに対応した距離につき上昇する。
上記のような従来のエレベーター装置において、エレベーターの定格速度の高速化に対応して背丈の高い緩衝器11が必要になる。そして、緩衝器11の背丈に応じて第一底部乗場301から昇降路1の底部3面までの深さ、すなわち昇降路1のピット深さが殊の外深くなる。また、昇降路1のピット深さに応じて昇降路1頂部2におけるつり合おもり9の上昇余裕高さも高く設定することが必要となる。
したがって、昇降路1の構築費、緩衝器11の製作費が嵩むという問題点があった。また、昇降路1頂部2におけるつり合おもり9の上昇余裕が得にくくなることのために、第一頂部乗場201ないし第二頂部乗場202が設置不能となってエレベーターが設置される建物の計画に差し支えが生じるという問題点があった。
この発明は、かかる問題点を解消するためになされたものであり、高速運転されるエレベーターにおいてかごの昇降路終端における昇降余裕距離を短縮できるエレベーター装置を得ることを目的とする。
発明の概要
この発明は、案内レールに案内されて昇降するかごの速度が定格速度を超えた第一過速度に達したときに、昇降路に吊設された調速機ロープの循環移動を拘束して案内レールに係合する非常止め装置を制動動作させる第一調速機を設ける。また、かごに第二調速機を設けてかご速度が定格速度を超え第一過速度よりも低速の第二過速度に達したときに非常止め装置を制動動作させる。さらに、昇降路の終端領域に終端領域駆動手段を設けてかごが終端領域を昇降するときに第二調速機を駆動するものである。
このような構成により、かごの昇降速度が定格速度を超えたときに、昇降路の終端領域では昇降路の中間領域における非常制動過速度よりも低速の過速度により非常止め装置が制動動作する。これによって、かごの昇降路終端における昇降余裕距離を短縮できて、昇降路の構築費、緩衝器の製作費を節減し、またエレベーターが設置される建物計画における制約を減少するものである。
発明を実施するための最良の形態
この発明をより詳細に説述するために、添付の図面によってこれを説明する。
図1〜図5は、この発明の第1の実施の形態を示す図で、図1は概念的に示す縦断面図、図2は図1のエレベーター装置の運転速度特性を示すグラフ、図3は図1のかご箇所の拡大図、図4は図3における調速機の動作状態を示す図3相当図、図5は図1のかごが昇降路の中間領域を昇降する状態を示す図3相当図である。
図において、1はエレベーター装置の昇降路、2は昇降路1の頂部、201〜203はそれぞれ頂部2寄りに設けられた終端階乗場で、201は最上部に設けられた第一頂部乗場、202は第一頂部乗場201の下に設けられた第二頂部乗場、203は第二頂部乗場202の下に設けられた第三頂部乗場である。
3は昇降路1の底部、301〜303はそれぞれ底部3寄りに設けられた終端階乗場で、301は最下部に設けられた第一底部乗場、302は第一底部乗場301の上に設けられた第二底部乗場、303は第二底部乗場202の上に設けられた第三底部乗場である。
4は昇降路1の上方に設けられた機械室、5は機械室4に設けられた制御盤、6は機械室4に設けられた巻上機、7は巻上機6に巻掛けられた主索で、一端にかご8、他端につり合おもり9が連結されている。10はかご8の下部に設けられた非常止め装置で、詳細な説明を省略するが要時に動作して昇降路1に立設されてかご8の昇降を案内する案内レール100に係合して制動動作する。
101はかご8の下面に設けられた軸受け台、102はレバーで、一端が軸受け台101に枢持され他端には案内レール100に対向して配置された非常止め装置10の制動片103が装着されている。121は機械室4に設けられた第一調速機であって、前述の図10に示す調速機12と同様な構造のものであるので詳細な説明を省略する。
111は昇降路1底部3に立設されてかご8に対向して配置された緩衝器、13は無端状に形成されて第一調速機121に巻掛けられて昇降路1に吊下され、一側がかご8、すなわちレバー102の長手中間に保持された調速機ロープ、14は張り車で、昇降路1底部3に設けられて、調速機ロープ13の下垂湾曲部に跨装されて調速機ロープ13に張力を付与する。
42はかご8に装着された第二調速機で、取付板43の軸44に枢持された摩擦車からなる調速車45、調速車45の側面に軸44に対して対称位置にピン46により枢着されたフライウエイト47、両端がそれぞれ対向したフライウエイト47に枢着されて一方のフライウエイト47の回動を他方のフライウエイト47へ伝動するリンク48、軸44にすきまばめされて調速車45の側面に配置されてフライウエイト47の端部に設けられたラッチ49に対応する爪車50が設けられる。
また第二調速機42には、爪車50に一端が固定されてかご8側方向に突設された作動腕51、両端が作動腕51の突出端及びレバー102の反制動片103側の端部に枢着された連結棒52、圧縮コイルばねからなり両端がフライウエイト47のラッチ49側の端部及び調速車45の側面に保持されてラッチ49を爪車50から離れる方向に付勢する付勢体53が設けられる。
54は摩擦条体で、下端が昇降路1底部3から立設されて上端は第三底部乗場303と第二底部乗場302の間に配置されている。55は終端領域駆動手段で、調速車45及び摩擦条体54によって構成され、昇降路1の終端領域に設けられてこの終端領域において調速車45が摩擦条体54に接触し、かご8の昇降によって調速車45が回転し第二調速機42を駆動する。
なお、フライウエイト47は通常時において付勢体53の付勢力によってラッチ49を爪車50から離れた所定位置に保持され、調速車45の回転によって調速車45と共に公転する。そして、かご8の昇降速度が後述する第二過速度に達すると付勢体53の付勢力に抗して自転し、ラッチ49が爪車50に係合する。これにより、作動腕51の回動し、すなわち第二調速機42の動作によって非常止め装置10が制動動作する。
また、図2において、40は第三頂部乗場203位置よりも下方に設定された頂部減速位置、Aは頂部減速位置40と第一頂部乗場201位置の間に形成された頂部の所定終端領域、Bは所定終端領域Aにおける所定減速特性線である。41は第三底部乗場303位置よりも上方に設定された底部減速位置、Cは底部減速位置41と第一底部乗場301位置の間に形成された底部の所定終端領域、Dは所定終端領域Cにおける所定減速特性線である。
Eは昇降路1における終端領域駆動手段55の摩擦条体54の上端位置、VOはエレベーターの定格速度である。また、Vsは第一過速度でエレベーター装置に異常が発生してかご8が定格速度を超えた第一過速度Vsで昇降したときに、第一調速機121の調速機ロープ13を拘束する拘束機構39の動作を介し、非常止め装置10が制動動作するときのかご8速度である。なお、第一過速度Vsは定格速度VOの130%程度に設定される。
また、Vtは第二過速度でエレベーター装置に異常が発生してかご8が定格速度を超えた過速度によって終端領域を昇降したとき、すなわち所定減速特性線Dに示される速度を超えた速度で下降したときに、終端領域駆動手段55によって駆動された第二調速機42のラッチ49と爪車50との係合を介して非常止め装置10が制動動作するときのかご8速度である。そして、第二過速度Vtは第一過速度Vsよりも低い速度に設定されている。
上記のように構成されたエレベーター装置において、通常時は第一調速機121の拘束機構39における掛合部34が、鉤金具26の鉤27と掛合してロープ抑え体33が前述の図10に示すように上昇位置に保持される。この状態では調速機ロープ13がロープ受け体30及びロープ抑え体33の両者の間にこれら両者に接触することなく配置される。また、第二調速機42のフライウエイト47は通常時において、付勢体53によりラッチ49が爪車50に接触しない位置に保持される。
そして、制御盤5の動作によって巻上機6が付勢されると、主索7が駆動されてかご8及びつり合おもり9が互いに反対方向へ昇降し、例えば頂部減速位置40と底部減速位置41の間を停止することなく昇降する場合は定格速度VOによって運転される。また、かご8が所定終端領域A,Cにおいて第一頂部乗場201又は第一底部乗場301の方向へ、すなわち終端方向へ運転されるときには所定減速特性線B,Dによって減速制御される。
また、かご8の昇降路1における昇降位置に関わらずかご8の昇降によって調速機ロープ13が駆動されて、第一調速機121の調速車16が回転する。これにより、鉛直軸17が回転して錘22が鉛直軸線の回りを回転し、また鉛直軸17の回転速度が増すことによる遠心力に応じて錘22が上昇変位する。この錘22の上昇変位による回動腕21の回動を介し、付勢体24の付勢力に抗して摺動筒19及び応動筒191が上昇変位する。
そして、かご8の下降速度が第一過速度Vsに達することによる応動筒191の上昇変位、すなわち所定位置を超えた応動筒191の上昇変位により作動腕25が前述の図10において時計方向に回動する。この作動腕25の回動により作動リンク29を介して鉤金具26が図10において反時計方向に回動する。これにより、鉤27とロープ抑え体33の掛合部34との掛合が解消されて、ロープ抑え体33が自重によって下降して前述の図12に示す状態となる。
この状態において、調速機ロープ13がロープ受け体30及びロープ抑え体33により、制動ばね37の押圧力によって挟圧されて調速機ロープ13の移動が拘束される。しかし、引き続いてかご8が下降するのでかご8に設けられて調速機ロープ13を保持したレバー102が前述の図9において時計方向に回動する。このレバー102の回動変位によって、詳細な説明を省略するが非常止め装置10の制動片103が案内レール100に係合して制動動作する。これによって、かご8の第一過速度Vsによる下降が制動されて停止する。
また、昇降路1の所定終端領域Cにおいて第二調速機42が終端領域駆動手段55によって駆動される範囲をかご8が昇降中である場合に、所定減速特性線Dによって終端方向運転されているかご8が故障等のために、かご8の下降速度が第二過速度Vtを超えたときには次に述べるようにして第二調速機42が動作する。
すなわち、所定終端領域Cにおけるかご8の昇降速度が第二過速度Vtを超えるとフライウエイト47が付勢体53の付勢力に抗して、調速車45に対して自転しラッチ49が爪車50に係合する。これにより、作動腕51が回動し、すなわち第二調速機42が動作して非常止め装置10が制動動作する。これによって、かご8の第二過速度Vtによる下降が制動されて停止する。
要するに、かご8の昇降位置が終端領域駆動手段55の上端よりも上方、すなわち昇降路1の中間領域である場合には、第二調速機42が駆動されることがない。この状態において、かご8の速度が第一過速度Vsを超えたときに第一調速機121が動作して非常止め装置10が制動動作する。
また、かご8の昇降位置が終端領域駆動手段55の上端よりも下方、すなわち昇降路1の終端領域であるときには、第二調速機42が駆動される。これにより、かご8の速度が第一過速度Vsよりも低速である第二過速度Vtを超えたときには第二調速機42が動作して非常止め装置10が制動動作する。
そして、終端領域駆動手段55の摩擦条体54の上端位置を次に述べるように設定する。すなわち、第二調速機42の調速車45が摩擦条体54の上端に対向したときのかご8の位置と、かご8の下部が緩衝器111に当たるときのかご8の位置との高さの差をLaとし、La=(第一過速度Vs−第二過速度Vt)/(2×9.8m/s)とする。
これにより、かご8が摩擦条体54の上端位置のすぐ上で、第一過速度Vsに達して、第一調速機121が動作することにより非常止め装置10が制動動作する場合においても、下降するかご8が緩衝器111を押圧するまでにかご8を第二過速度Vtに減速させることができる。
したがって、緩衝器111は第一過速度Vsに対応した機能を有するものではなく、それよりも低速である第二過速度Vtに対応した機能を有するもの、すなわち第一過速度Vs対応機能のものよりも前述の図14における緩衝作動行程SBの短い緩衝作動行程のものの使用が可能になる。このため、第一底部乗場301から昇降路1の底部3面までの深さ、すなわち昇降路1のピット深さを浅くすることができる。
また、かご8が緩衝器111に接するときの速度が低くなり、緩衝作動行程SBも短縮できるので、昇降路1頂部2におけるつり合おもり9の上昇余裕高さも少なくすることができる。したがって、昇降路1の構築費、緩衝器11の製作費を節減することができる。
また、昇降路1頂部2におけるつり合おもり9の上昇余裕が少なくなるので、第一頂部乗場201ないし第二頂部乗場202を容易に設置でき、エレベーターが設置される建物の計画の自由度を向上させることができる。さらに、第二調速機42の動作のために外部からの何らの給電も要しないので、停電の場合においても支障なく過速度が検出でき、また非常止め装置10を制動動作させることができる。
図6及び図7は、この発明の第2の実施の形態を示す図で、図6はかごが昇降路の中間領域を昇降する状態を示す図であり前述の図5相当図、図7は図6におけるかごが昇降路の終端領域を昇降する状態を示す図であり前述の図3相当図である。なお、図6及び図7の他は前述の図1〜図5の実施の形態と同様にエレベーター装置が構成されている。
図において、図1〜図5と同符号は相当部分を示し、56は第二調速機42の調速車で、取付板43の軸44に枢持されたピニオンによって構成されている。57は長手が鉛直方向に配置されて調速車56と噛み合うラック棒、58はラック棒57の上端に設けられた阻止体である。
59は支持腕で、一端がかご8に固定されて突出し二本が上下方向に互いに離れて配置され他端によりラック棒57を上下方向に摺動可能に保持する。60は緩衝材で、昇降路1底部3面に設けられてラック棒57の下端に対向して配置されている。
61は終端領域駆動手段で、調速車56及びラック棒57を主要部材として構成され、かご8が昇降路1の中間領域を昇降する場合は、図6に示すように阻止体58が支持腕59に当たってかご8に対してラック棒57が下降位置に保持される。そして、かご8が昇降路1の中間領域を昇降するときには、図6に示す状態でラック棒57がかご8の昇降と共に昇降するので、調速車56に対して相対変位することはなく調速車56が駆動されることはない。
また、かご8が昇降路1の底部3寄りの終端領域Cを下降すると、ラック棒57が緩衝材60に当たって支持される。そして、かご8が下降を続けると図7に示す状態によって、ラック棒57が調速車56に対して相対変位し調速車56を駆動する。
上記のように構成されたエレベーター装置において、終端領域駆動手段61のラック棒57が緩衝材60に支持されない状態でかご8が昇降する場合、すなわちかご8の昇降位置が昇降路1の中間領域であるときには、第二調速機42が駆動されることがない。
また、終端領域駆動手段61のラック棒57が緩衝材60に支持された状態でかご8の昇降する場合、すなわちかご8の昇降位置が昇降路1の底部3寄りの終端領域Cを下降するときには、第二調速機42の調速車56がラック棒57に対して相対変位する。
これによって調速車56が駆動され、かご8の速度が第二過速度Vtを超えたときに非常止め装置10が制動動作する。したがって、詳細な説明を省略するが図6及び図7の実施の形態においても図1〜図5の実施の形態と同様な作用が得られる。
また、かご8の下降によってラック棒57が昇降路1底部3面の緩衝材60に当たる。このため、ラック棒57が昇降路1底部3面に接触するときの振動を減衰することができ、第二調速機42の第二過速度Vtの検出精度を向上することができる。
なお、ラック棒57が緩衝材60に支持された状態からかご8が上昇する場合には、図7に示す状態からラック棒57が調速車56を回転させてかご8に対して下降する。そして、阻止体58が支持腕59に当たることによってラック棒57のかご8に対する下降が阻止されてかご8と共に上昇する。
産業上の利用可能性
以上のように、この発明にかかるエレベーター装置は昇降路に立設した案内レールによりかごの昇降を案内し、また無端状をなしかごの昇降と共に所定経路を循環移動する調速機ロープを昇降路に吊設する。そして、要時に動作して案内レールに係合して制動動作する非常止め装置をかごに設けて、非常止め装置に調速機ロープの一側を連結する。
また、かご速度が定格速度を超えた第一過速度に達したときに調速機ロープの循環移動を拘束し、非常止め装置を制動動作させる第一調速機を設ける。さらに、かごに第二調速機を設けかご速度が定格速度を超えて第一過速度よりも低速の第二過速度に達したときに、調速機ロープの循環移動を拘束して非常止め装置を制動動作させる。また、昇降路の終端領域に終端領域駆動手段を設けて終端領域において第二調速機を駆動する。
これによって、かごの昇降速度が定格速度を超えたときに、昇降路の終端領域では昇降路の中間領域における非常制動過速度よりも低速の過速度により非常止め装置が制動動作する。このため、かごの昇降路終端における昇降余裕距離を短縮できて、昇降路の高さを低くすることができ昇降路の構築費、緩衝器の製作費を節減する効果を実現するエレベーター装置の構成に適している。
【図面の簡単な説明】
図1は、この発明の第1の実施の形態を示す図で、概念的に示す縦断面図。
図2は、図1のエレベーター装置の運転速度特性を示すグラフ。
図3は、図1のかご箇所の拡大図。
図4は、図3における調速機の動作状態を示す図3相当図。
図5は、図1のかごが昇降路の中間領域を昇降する状態を示す図3相当図。
図6は、この発明の第2の実施の形態を示す図で、かごが昇降路の中間領域を昇降する状態を示す図であり前述の図5相当図。
図7は、図6におけるかごが昇降路の終端領域を昇降する状態を示す図であり前述の図3相当図。
図8は、従来のエレベーター装置を示す図で、概念的に示す縦断面図。
図9は、図8のかご箇所の拡大図。
図10は、図8のエレベーター装置に設けられた調速機の正面図。
図11は、図10の側面図。
図12は、図10の調速機の動作状態を示す図10相当図。
図13は、図8のエレベーター装置の運転速度特性を示すグラフ。
図14は、図8のエレベーター装置の緩衝器の動作状態を示す図8相当図。
Technical field
In the present invention, the speed governor operates when the speed of raising and lowering the car reaches an overspeed exceeding the rated speed, and the emergency stop device performs a braking operation through the operation of the speed governor, so that the operation of the car is braked. Related to the elevator apparatus.
Background art
FIGS. 8 to 14 are views showing a conventional elevator apparatus, FIG. 8 is a longitudinal sectional view conceptually, FIG. 9 is an enlarged view of a car portion of FIG. 8, and FIG. 10 is provided in the elevator apparatus of FIG. 11 is a front view of the governor, FIG. 11 is a side view of FIG. 10, FIG. 12 is an equivalent view of FIG. 10 showing the operating state of the governor of FIG. 10, and FIG. FIG. 14 is a graph corresponding to FIG. 8 showing the operation state of the shock absorber of the elevator apparatus of FIG.
In the figure, 1 is a hoistway of an elevator apparatus, 2 is the top of the hoistway 1, 201 to 203 are terminal floor landings provided near the top 2, 201 is a first top landing provided at the top, 202 Is a second top landing provided below the first top landing 201, and 203 is a third top landing provided below the second top landing 202.
3 is the bottom of the hoistway 1, 301 to 303 are terminal floor landings provided near the bottom 3, 301 is a first bottom landing provided at the bottom, and 302 is provided on the first bottom landing 301. The second bottom landing 303 is a third bottom landing provided on the second bottom landing 202.
4 is a machine room provided above the hoistway 1, 5 is a control panel provided in the machine room 4, 6 is a hoisting machine provided in the machine room 4, and 7 is wound around the hoisting machine 6. In the main rope, a car 8 is connected to one end and a counterweight 9 is connected to the other end. Reference numeral 10 denotes an emergency stop device provided at a lower portion of the car 8, which operates when necessary and engages with a guide rail 100 which is erected on the hoistway 1 and guides the raising and lowering of the car 8 to perform a braking operation.
Reference numeral 101 denotes a bearing base provided on the lower surface of the car 8, and 102 denotes a lever. One end is pivotally supported by the bearing base 101, and the other end is provided with a braking piece 103 of the emergency stop device 10 disposed opposite to the guide rail 100. It is installed. Reference numeral 11 denotes a shock absorber that is erected on the bottom 3 of the hoistway 1 and disposed opposite to the car 8. A speed governor 12 is provided in the machine room 4 and will be described in detail later.
13 is formed endlessly, is wound around the governor 12 and is suspended in the hoistway 1, and the governor rope is held on one side of the car 8, that is, in the middle of the lever 102. The tension rope 13 is tensioned by being provided on the bottom 3 of the hoistway 1 and straddling the drooping curved portion of the governor rope 13.
15 is a frame of the speed governor 12, 16 is a speed governor that is pivotally mounted on the frame 15 via a horizontal shaft, and a speed governor rope 13 is wound around, 17 is a vertical shaft that is pivotally attached to the frame 15, 18 Is a bevel gear mechanism that transmits the rotation of the speed governor 16 to the vertical shaft 17, 19 is a sliding cylinder that is loosely fitted to the vertical shaft 17 and arranged above the frame 15, 191 is a response cylinder, and the vertical shaft 17 And is held so as to be relatively rotatable with respect to the sliding cylinder 19 and is displaced up and down together with the sliding cylinder 19.
Reference numeral 20 is a support arm fixed to the upper end of the vertical shaft 17, 21 is a pivot arm provided at both ends of the support arm 20 with the upper end pivotally attached to the end of the support arm 20, and 22 is a lower end of the pivot arm 21. The weight 23 is attached to one end of the pivot arm 21 and the other end is a connecting arm pivotally attached to the upper end of the sliding cylinder 19, and 24 is loosely fitted to the vertical shaft 17 to slide. It is an urging body comprising a compression coil spring disposed between the moving cylinder 19 and the support arm 20.
25 is an operating arm whose longitudinal middle is pivotally attached to the side surface of the responding cylinder 191, 26 is a saddle fitting provided with a collar 27 at the lower end and the left side in FIG. The other end is pivotally attached to one end of the actuating arm 25 and the other end is pivotally attached to the other end of the actuating arm 25. It is the operation link pivotally attached to the right side.
30 is a rope receiver provided near the outer side of the lower portion of the frame 15 and arranged to face the governor rope 13, and 31 is provided at a lower portion of the frame 15 and is arranged between the governor ropes 13 on both sides. Thus, the bearing body is pivotally supported by a rotation shaft 32 whose longitudinal length is horizontally arranged. Reference numeral 33 denotes a rope restraining body which is disposed at the lower part of the frame 15 and is disposed between the governor ropes 13 on both sides and is opposed to the rope receiver 30 via the governor rope 13 on one side.
34 is a hook portion formed on the top of the rope restraining body 33 and engages with the flange 27, 35 is a support shaft that is horizontally disposed in the longitudinal direction and supported by the rope restraining body 33, and 36 is a longitudinal length of the support shaft 35. One end of the connecting rod 35 is fixed to the support shaft 35, and the other end is a connecting rod that is loosely fitted to the rotating shaft 32 of the bearing body 31.
Reference numeral 37 denotes a braking spring composed of a compression coil spring that is fitted to the connecting rod 36. The spring 31 is provided at both ends and is fitted to the connecting rod 36, and the bearing body 31 and the rope restraining body 33 are connected to each other. Arranged between. Reference numeral 39 denotes a restraining mechanism for the governor rope 13, which includes the rope receiver 30, the bearing body 31, the rope restraining body 33, and the braking spring 37 as main members.
In FIG. 13, 40 is a top deceleration position set below the third top landing 203 position, A is a predetermined end region of the top formed between the top deceleration position 40 and the first top landing 201 position, B is a predetermined deceleration characteristic line in the predetermined termination region A. 41 is a bottom deceleration position set above the position of the third bottom landing 303, C is a predetermined termination region at the bottom formed between the bottom deceleration position 41 and the first bottom landing 301 position, and D is a predetermined termination region C. Is a predetermined deceleration characteristic line.
Also, VO is the rated speed of the elevator, and Vs is the emergency stop device 10 that brakes through the operation of the governor 12 when the elevator 8 goes up and down at an excess speed exceeding the rated speed due to an abnormality in the elevator apparatus. When the car is operating at 8 speeds, the overspeed Vs is generally set to about 130% of the rated speed VO.
The conventional elevator apparatus is configured as described above. Normally, the hook 34 of the restraining mechanism 39 of the governor 12 is hooked with the hook 27 of the bar 26 and the rope restraining body 33 is as shown in FIG. Held in the raised position. In this state, the governor rope 13 is disposed between the rope receiver 30 and the rope restraining body 33 without contacting both of them.
When the hoisting machine 6 is energized by the operation of the control panel 5, the main rope 7 is driven and the car 8 and the counterweight 9 are moved up and down in opposite directions, for example, the top deceleration position 40 and the bottom deceleration position. When moving up and down between 41 without stopping, it moves up and down at the rated speed VO. Further, when the vehicle is driven in the direction of the first top landing 201 or the first bottom landing 301 in the predetermined terminal areas A and C, that is, in the terminal direction, deceleration control is performed by the predetermined deceleration characteristic lines B and D.
Further, the governor rope 13 is driven by the raising and lowering of the car 8, and the governor 16 of the governor 12 rotates. Thereby, the vertical shaft 17 rotates and the weight 22 rotates around the vertical axis. Then, the weight 22 is displaced upward according to the centrifugal force due to the increase in the rotational speed of the vertical shaft 17. The sliding cylinder 19 and the response cylinder 191 are displaced upwardly against the urging force of the urging body 24 through the rotation of the rotating arm 21 due to the upward displacement of the weight 22.
Then, the operating arm 25 is rotated in the clockwise direction in FIG. 10 by the upward displacement of the responding cylinder 191 when the descending speed of the car 8 reaches the excess speed Vs, that is, the upward displacement of the sliding cylinder 19 exceeding a predetermined position. As the operating arm 25 rotates, the metal fitting 26 rotates counterclockwise in FIG. Thereby, the engagement between the hook 27 and the engagement portion 34 of the rope restraining body 33 is released, and the rope restraining body 33 is lowered by its own weight to be in the state shown in FIG.
In this state, the governor rope 13 is clamped by the pressing force of the braking spring 37 by the rope receiver 30 and the rope restraining body 33, and the movement of the governor rope 13 is restrained. However, since the car 8 continues to descend, the lever 102 provided on the car 8 and holding the governor rope 13 rotates clockwise in FIG.
Although the detailed description is omitted, the braking piece 103 of the safety device 10 engages with the guide rail 100 to perform a braking operation due to the rotational displacement of the lever 102. As a result, the descent of the car 8 due to the excess speed Vs is braked and stopped.
The stopping distance SA of the car 8 due to the braking operation of the emergency stop device 10 is approximately the stopping distance SA = the excess speed Vs. 2 /(2×9.8 m / s 2 ). Further, the buffer operation stroke SB of the shock absorber 11 when the car 8 collides with the shock absorber 11 at the overspeed Vs is also substantially the same as the stop distance SA of the car 8 due to the braking operation of the emergency stop device 10.
Further, when the car 8 is lowered and driven in the direction of the first bottom landing 301 in the predetermined terminal area C, the deceleration control is performed by the predetermined deceleration characteristic line D. For this reason, the speed governor 12 does not operate in a normal state, and the power source of the control panel 5 and the hoisting machine 6 is not shut off, and the emergency stop device 10 does not perform a braking operation. Therefore, the buffer operation stroke SB of the shock absorber 11 can be further shortened.
However, in consideration of the failure of the brake (not shown) of the hoisting machine 6, the above-described buffering in consideration of the situation in which the car 8 collides with the shock absorber 11 at the speed immediately before the overspeed Vs in the predetermined end region C. A shock absorber 11 having an operating stroke SB is provided. For this reason, for example, in the case of a high-speed elevator, when the buffer operation stroke SB exceeds 10 m, the free height of the shock absorber 11 exceeds 20 m. Therefore, the depth from the first bottom landing 301 to the bottom 3 surface of the hoistway 1 exceeds 20 m.
Further, when the car 8 collides with the shock absorber 11 due to a failure and the shock absorber 11 is compressed, the car 8 descends downward from the first bottom landing 301 by a distance corresponding to the buffer operation stroke SB as shown in FIG. To do. Further, in this state, as shown in FIG. 14, the counterweight 9 is further lifted by a distance corresponding to the buffer operation stroke SB from the lift position in the normal state.
In the conventional elevator apparatus as described above, the shock absorber 11 having a high height is required in response to the increase in the rated speed of the elevator. The depth from the first bottom landing 301 to the bottom 3 surface of the hoistway 1, that is, the pit depth of the hoistway 1 becomes particularly deep according to the height of the shock absorber 11. In addition, it is necessary to set the rising height of the counterweight 9 at the top portion 2 of the hoistway 1 high according to the pit depth of the hoistway 1.
Therefore, there is a problem that the construction cost of the hoistway 1 and the production cost of the shock absorber 11 are increased. In addition, since it is difficult to obtain a rising margin for the counterweight 9 at the top 2 of the hoistway 1, the first top landing 201 or the second top landing 202 cannot be installed, and the plan for the building in which the elevator is installed. There was a problem that there was a problem.
The present invention has been made to solve such a problem, and an object of the present invention is to obtain an elevator apparatus capable of shortening a lifting margin at the end of a car hoistway in an elevator operated at high speed.
Summary of the Invention
The present invention restricts the circulating movement of the governor rope suspended in the hoistway when the speed of the car that is guided by the guide rail reaches the first overspeed exceeding the rated speed. A first speed governor for braking the emergency stop device engaged with the rail is provided. Also, a second speed governor is provided in the car, and the emergency stop device is braked when the car speed exceeds the rated speed and reaches a second overspeed that is lower than the first overspeed. Furthermore, a termination area driving means is provided in the termination area of the hoistway to drive the second governor when the car moves up and down the termination area.
With such a configuration, when the raising / lowering speed of the car exceeds the rated speed, the emergency stop device performs a braking operation in the terminal region of the hoistway by an overspeed that is lower than the emergency braking overspeed in the intermediate region of the hoistway. As a result, the lifting allowance distance at the end of the car hoistway can be shortened, the hoistway construction cost and the shock absorber manufacturing cost can be reduced, and the restrictions on the building plan where the elevator is installed are reduced.
BEST MODE FOR CARRYING OUT THE INVENTION
In order to describe the present invention in more detail, it will be described with reference to the accompanying drawings.
1 to 5 are views showing a first embodiment of the present invention, FIG. 1 is a conceptual longitudinal sectional view, FIG. 2 is a graph showing operating speed characteristics of the elevator apparatus of FIG. 1 is an enlarged view of the car portion of FIG. 1, FIG. 4 is a view corresponding to FIG. 3 showing the operation state of the governor in FIG. 3, and FIG. 5 is a view showing a state where the car of FIG. It is an equivalent figure.
In the figure, 1 is a hoistway of an elevator apparatus, 2 is the top of the hoistway 1, 201 to 203 are terminal floor landings provided near the top 2, 201 is a first top landing provided at the top, 202 Is a second top landing provided below the first top landing 201, and 203 is a third top landing provided below the second top landing 202.
3 is the bottom of the hoistway 1, 301 to 303 are terminal floor landings provided near the bottom 3, 301 is a first bottom landing provided at the bottom, and 302 is provided on the first bottom landing 301. The second bottom landing 303 is a third bottom landing provided on the second bottom landing 202.
4 is a machine room provided above the hoistway 1, 5 is a control panel provided in the machine room 4, 6 is a hoisting machine provided in the machine room 4, and 7 is wound around the hoisting machine 6. In the main rope, a car 8 is connected to one end and a counterweight 9 is connected to the other end. Reference numeral 10 denotes an emergency stop device provided at the lower part of the car 8, which is not described in detail, but operates when necessary and engages with a guide rail 100 that is erected on the hoistway 1 and guides the raising and lowering of the car 8. Brakes.
Reference numeral 101 denotes a bearing base provided on the lower surface of the car 8, and 102 denotes a lever. One end is pivotally supported by the bearing base 101, and the other end is provided with a braking piece 103 of the emergency stop device 10 disposed opposite to the guide rail 100. It is installed. Reference numeral 121 denotes a first speed governor provided in the machine room 4 and has the same structure as the speed governor 12 shown in FIG.
111 is a shock absorber provided on the bottom 3 of the hoistway 1 so as to face the car 8, and 13 is formed in an endless shape, wound around the first governor 121, and hung on the hoistway 1. , One side of the car 8, that is, the governor rope held in the middle of the lever 102, 14 is a tension wheel, and is provided on the bottom part 3 of the hoistway 1 and straddles the drooping curved part of the governor rope 13. Thus, tension is applied to the governor rope 13.
Reference numeral 42 denotes a second speed governor mounted on the car 8. The speed governor 45 is composed of a friction wheel pivoted on the shaft 44 of the mounting plate 43, and the side surface of the speed governor 45 is symmetrical with respect to the shaft 44. A flyweight 47 pivotally attached by a pin 46, and a link 48 and a shaft 44 that are pivotally attached to a flyweight 47 whose ends are opposed to each other and transmit the rotation of one flyweight 47 to the other flyweight 47, are fitted. Then, the ratchet wheel 50 corresponding to the latch 49 disposed on the side surface of the governor wheel 45 and provided at the end of the flyweight 47 is provided.
The second speed governor 42 has an operating arm 51 fixed at one end to the ratchet wheel 50 and projecting in the direction of the car 8, and both ends at the projecting end of the operating arm 51 and the anti-braking piece 103 side of the lever 102. The connecting rod 52 is pivotally attached to the end, and is composed of a compression coil spring. Both ends are held by the end of the flyweight 47 on the latch 49 side and the side surface of the governor wheel 45, and the latch 49 is attached in a direction away from the claw wheel 50. A biasing body 53 is provided.
54 is a friction strip, the lower end is erected from the bottom 3 of the hoistway 1, and the upper end is disposed between the third bottom landing 303 and the second bottom landing 302. Reference numeral 55 denotes a terminal area driving means, which is constituted by a speed governor 45 and a friction strip 54, and is provided in the terminal area of the hoistway 1. The speed governor 45 contacts the friction strip 54 in this terminal area, and the car 8 The speed governor 45 rotates by driving up and down to drive the second speed governor 42.
Note that the flyweight 47 is normally held at a predetermined position away from the claw wheel 50 by the biasing force of the biasing body 53 and revolves together with the governor 45 by the rotation of the governor 45. Then, when the ascending / descending speed of the car 8 reaches a second overspeed described later, the car 8 rotates against the urging force of the urging body 53, and the latch 49 is engaged with the claw wheel 50. Thereby, the emergency stop device 10 is braked by the rotation of the operating arm 51, that is, by the operation of the second governor 42.
In FIG. 2, 40 is a top deceleration position set below the third top landing 203 position, A is a predetermined end region of the top formed between the top deceleration position 40 and the first top landing 201 position, B is a predetermined deceleration characteristic line in the predetermined termination region A. 41 is a bottom deceleration position set above the position of the third bottom landing 303, C is a predetermined termination region at the bottom formed between the bottom deceleration position 41 and the first bottom landing 301 position, and D is a predetermined termination region C. Is a predetermined deceleration characteristic line.
E is the upper end position of the friction strip 54 of the terminal area driving means 55 in the hoistway 1, and VO is the rated speed of the elevator. In addition, Vs restrains the governor rope 13 of the first governor 121 when the elevator apparatus is abnormal at the first overspeed and the car 8 moves up and down at the first overspeed Vs exceeding the rated speed. This is the speed of the car 8 when the emergency stop device 10 performs a braking operation through the operation of the restraining mechanism 39. The first overspeed Vs is set to about 130% of the rated speed VO.
Vt is the second overspeed, and when the elevator apparatus malfunctions and the car 8 moves up and down the end region due to the overspeed exceeding the rated speed, that is, the speed exceeding the speed indicated by the predetermined deceleration characteristic line D. The car 8 speed when the emergency stop device 10 performs a braking operation through the engagement between the latch 49 of the second speed governor 42 and the ratchet wheel 50 driven by the terminal area driving means 55 when the vehicle descends. The second overspeed Vt is set to a speed lower than the first overspeed Vs.
In the elevator apparatus configured as described above, the hooking portion 34 of the restraining mechanism 39 of the first speed governor 121 is normally hooked with the hook 27 of the metal fitting 26 so that the rope restraining body 33 is shown in FIG. As shown, it is held in the raised position. In this state, the governor rope 13 is disposed between the rope receiver 30 and the rope restraining body 33 without contacting both of them. Further, the flyweight 47 of the second governor 42 is held at a position where the latch 49 does not come into contact with the claw wheel 50 by the urging body 53 in a normal state.
When the hoisting machine 6 is energized by the operation of the control panel 5, the main rope 7 is driven and the car 8 and the counterweight 9 are moved up and down in opposite directions, for example, the top deceleration position 40 and the bottom deceleration position. When moving up and down without stopping between 41, the vehicle is operated at the rated speed VO. Further, when the car 8 is driven in the direction of the first top landing 201 or the first bottom landing 301 in the predetermined terminal areas A and C, that is, in the terminal direction, the car 8 is controlled to be decelerated by the predetermined deceleration characteristic lines B and D.
Regardless of the lift position of the car 8 in the hoistway 1, the governor rope 13 is driven by the raising and lowering of the car 8, and the governor 16 of the first governor 121 rotates. As a result, the vertical shaft 17 rotates and the weight 22 rotates around the vertical axis, and the weight 22 is displaced upward according to the centrifugal force due to the increase in the rotational speed of the vertical shaft 17. The sliding cylinder 19 and the response cylinder 191 are displaced upwardly against the urging force of the urging body 24 through the rotation of the rotating arm 21 due to the upward displacement of the weight 22.
Then, the operating arm 25 rotates clockwise in FIG. 10 due to the upward displacement of the response cylinder 191 due to the lowering speed of the car 8 reaching the first overspeed Vs, that is, the upward displacement of the response cylinder 191 exceeding a predetermined position. Move. As the operating arm 25 rotates, the metal fitting 26 rotates counterclockwise in FIG. As a result, the engagement between the rod 27 and the engaging portion 34 of the rope restraining body 33 is eliminated, and the rope restraining body 33 is lowered by its own weight to be in the state shown in FIG.
In this state, the governor rope 13 is clamped by the pressing force of the brake spring 37 by the rope receiver 30 and the rope restraining body 33, and the movement of the governor rope 13 is restrained. However, since the car 8 continues to descend, the lever 102 provided on the car 8 and holding the governor rope 13 rotates clockwise in FIG. Although the detailed description is omitted, the braking piece 103 of the safety device 10 engages with the guide rail 100 to perform a braking operation due to the rotational displacement of the lever 102. As a result, the lowering of the car 8 due to the first overspeed Vs is braked and stopped.
Further, when the car 8 is moving up and down in a range where the second governor 42 is driven by the termination region driving means 55 in the predetermined termination region C of the hoistway 1, it is operated in the termination direction by the predetermined deceleration characteristic line D. When the lowering speed of the car 8 exceeds the second overspeed Vt because the car 8 is out of order, the second governor 42 operates as described below.
That is, when the ascending / descending speed of the car 8 in the predetermined terminal area C exceeds the second overspeed Vt, the flyweight 47 rotates against the governing wheel 45 against the urging force of the urging body 53, and the latch 49 engages the claw. Engage with the car 50. As a result, the operating arm 51 rotates, that is, the second speed governor 42 operates and the emergency stop device 10 performs a braking operation. As a result, the lowering of the car 8 due to the second overspeed Vt is braked and stopped.
In short, the second speed governor 42 is not driven when the raising / lowering position of the car 8 is above the upper end of the terminal area driving means 55, that is, in the intermediate area of the hoistway 1. In this state, when the speed of the car 8 exceeds the first overspeed Vs, the first speed governor 121 operates and the emergency stop device 10 performs a braking operation.
Further, when the raising / lowering position of the car 8 is below the upper end of the termination region driving means 55, that is, the termination region of the hoistway 1, the second governor 42 is driven. Thereby, when the speed of the car 8 exceeds the second overspeed Vt, which is lower than the first overspeed Vs, the second governor 42 operates and the emergency stop device 10 performs a braking operation.
Then, the upper end position of the friction strip 54 of the terminal area driving means 55 is set as described below. That is, the height between the position of the car 8 when the speed governor 45 of the second governor 42 faces the upper end of the friction strip 54 and the position of the car 8 when the lower part of the car 8 hits the shock absorber 111. And La = (first overspeed Vs 2 -Second overspeed Vt 2 ) / (2 × 9.8 m / s 2 ).
Thus, even when the car 8 reaches the first overspeed Vs just above the upper end position of the friction strip 54 and the first speed governor 121 operates to cause the emergency stop device 10 to perform a braking operation, The car 8 can be decelerated to the second overspeed Vt before the descending car 8 presses the shock absorber 111.
Therefore, the shock absorber 111 does not have a function corresponding to the first overspeed Vs, but has a function corresponding to the second overspeed Vt that is lower than that, that is, a function corresponding to the first overspeed Vs. In addition, it is possible to use the shock absorbing stroke having a short buffering stroke SB in FIG. For this reason, the depth from the first bottom landing 301 to the bottom 3 surface of the hoistway 1, that is, the pit depth of the hoistway 1 can be reduced.
Moreover, since the speed at which the car 8 contacts the shock absorber 111 is reduced and the buffer operation stroke SB can be shortened, the lifting margin height of the counterweight 9 at the top 2 of the hoistway 1 can be reduced. Therefore, the construction cost of the hoistway 1 and the production cost of the shock absorber 11 can be reduced.
Moreover, since the lift margin of the counterweight 9 at the top 2 of the hoistway 1 is reduced, the first top landing 201 or the second top landing 202 can be easily installed, and the degree of freedom in planning the building where the elevator is installed is improved. Can be made. Further, since no external power supply is required for the operation of the second governor 42, overspeed can be detected without any trouble even in the event of a power failure, and the emergency stop device 10 can be braked.
6 and 7 are views showing a second embodiment of the present invention. FIG. 6 is a view showing a state in which the car moves up and down the intermediate region of the hoistway. FIG. It is a figure which shows the state which the cage | basket | car in FIG. 6 raises / lowers the terminal area | region of a hoistway, and is the above-mentioned FIG. 3 equivalent view. Except for FIGS. 6 and 7, the elevator apparatus is configured in the same manner as the above-described embodiments of FIGS. 1 to 5.
In the figure, the same reference numerals as those in FIGS. 1 to 5 denote corresponding parts, and reference numeral 56 denotes a speed governor of the second governor 42, which is constituted by a pinion pivoted on the shaft 44 of the mounting plate 43. Reference numeral 57 denotes a rack bar whose longitudinal length is arranged in the vertical direction and meshes with the speed governor 56, and 58 denotes a blocking body provided at the upper end of the rack bar 57.
Reference numeral 59 denotes a support arm, one end of which is fixed to the car 8 and protrudes, the two are spaced apart from each other in the vertical direction, and the other end holds the rack bar 57 so as to be slidable in the vertical direction. Reference numeral 60 denotes a cushioning material which is provided on the surface of the bottom 3 of the hoistway 1 and is disposed to face the lower end of the rack bar 57.
Reference numeral 61 denotes a terminal area drive means, which is mainly composed of a speed governor 56 and a rack bar 57. When the car 8 moves up and down the intermediate area of the hoistway 1, the blocking body 58 is supported by a support arm as shown in FIG. 59, the rack bar 57 is held in the lowered position with respect to the car 8. When the car 8 moves up and down the intermediate region of the hoistway 1, the rack bar 57 moves up and down with the car 8 in the state shown in FIG. 6, so that the speed control is not performed relative to the speed control wheel 56. The car 56 is not driven.
Further, when the car 8 descends the terminal area C near the bottom 3 of the hoistway 1, the rack bar 57 hits the cushioning material 60 and is supported. When the car 8 continues to descend, the rack bar 57 is displaced relative to the speed governor 56 according to the state shown in FIG.
In the elevator apparatus configured as described above, when the car 8 moves up and down in a state where the rack bar 57 of the terminal area driving means 61 is not supported by the cushioning material 60, that is, the raising / lowering position of the car 8 is in the intermediate area of the hoistway 1. In some cases, the second governor 42 is not driven.
Further, when the car 8 moves up and down with the rack bar 57 of the terminal area driving means 61 supported by the cushioning material 60, that is, when the car 8 moves up and down in the terminal area C near the bottom 3 of the hoistway 1. The speed governor 56 of the second speed governor 42 is displaced relative to the rack bar 57.
As a result, the speed governor 56 is driven, and the emergency stop device 10 performs a braking operation when the speed of the car 8 exceeds the second overspeed Vt. Therefore, although the detailed description is omitted, the same operation as the embodiment of FIGS. 1 to 5 can be obtained also in the embodiment of FIGS.
Further, as the car 8 is lowered, the rack bar 57 comes into contact with the cushioning material 60 on the bottom surface 3 of the hoistway 1. For this reason, the vibration when the rack bar 57 contacts the bottom surface 3 of the hoistway 1 can be attenuated, and the detection accuracy of the second overspeed Vt of the second governor 42 can be improved.
When the car 8 rises from the state where the rack bar 57 is supported by the cushioning material 60, the rack bar 57 rotates from the state shown in FIG. Then, when the blocking body 58 hits the support arm 59, the rack bar 57 is prevented from descending with respect to the car 8 and is lifted together with the car 8.
Industrial applicability
As described above, the elevator apparatus according to the present invention guides the raising and lowering of the car by the guide rails erected on the hoistway, and the governor rope that circulates and moves along the predetermined path along with the raising and lowering of the endless car Hanging on. Then, an emergency stop device that operates when necessary and engages with the guide rail to perform a braking operation is provided in the car, and one side of the governor rope is connected to the emergency stop device.
In addition, a first speed governor is provided that restrains the circulating movement of the speed governor rope when the car speed reaches the first overspeed exceeding the rated speed and brakes the emergency stop device. In addition, a second speed governor is installed in the car, and when the car speed exceeds the rated speed and reaches the second overspeed, which is lower than the first overspeed, the circulating movement of the speed governor rope is restrained to make an emergency stop. The device is braked. Moreover, a termination area drive means is provided in the termination area of the hoistway to drive the second governor in the termination area.
As a result, when the raising / lowering speed of the car exceeds the rated speed, the emergency stop device performs a braking operation in the terminal region of the hoistway by an overspeed that is lower than the emergency braking overspeed in the intermediate region of the hoistway. For this reason, the structure of the elevator apparatus which can shorten the hoisting margin distance at the end of the hoistway of the car, can reduce the height of the hoistway, and realizes the effect of reducing the hoistway construction cost and the shock absorber manufacturing cost. Suitable for
[Brief description of the drawings]
FIG. 1 is a longitudinal sectional view conceptually showing a first embodiment of the present invention.
FIG. 2 is a graph showing the operating speed characteristics of the elevator apparatus of FIG.
FIG. 3 is an enlarged view of the car portion of FIG.
4 is a view corresponding to FIG. 3 showing an operating state of the governor in FIG.
FIG. 5 is a view corresponding to FIG. 3 showing a state where the car of FIG. 1 moves up and down the intermediate region of the hoistway.
FIG. 6 is a view showing a second embodiment of the present invention, and is a view showing a state in which a car moves up and down an intermediate region of the hoistway and is equivalent to FIG. 5 described above.
FIG. 7 is a view showing a state in which the car in FIG. 6 moves up and down the terminal region of the hoistway, and corresponds to FIG. 3 described above.
FIG. 8 is a longitudinal sectional view conceptually showing a conventional elevator apparatus.
FIG. 9 is an enlarged view of the car portion of FIG.
FIG. 10 is a front view of a speed governor provided in the elevator apparatus of FIG.
11 is a side view of FIG.
12 is a view corresponding to FIG. 10 showing an operating state of the governor of FIG.
FIG. 13 is a graph showing the operating speed characteristics of the elevator apparatus of FIG.
FIG. 14 is a view corresponding to FIG. 8 illustrating an operation state of the shock absorber of the elevator apparatus of FIG. 8.

Claims (4)

昇降路に立設された案内レールに案内されて上記昇降路を昇降するかごと、このかごに設けられて要時に動作して上記案内レールに係合して制動動作する非常止め装置と、無端状をなし上記昇降路に吊設され一側が上記非常止め装置に連結されて、上記かごの昇降と共に所定経路を循環移動する調速機ロープと、上記かごの速度が定格速度を超えた第一過速度に達したときに上記調速機ロープの循環移動を拘束し、上記非常止め装置を制動動作させる第一調速機と、上記かごに設けられてこのかごの速度が定格速度を超え上記第一過速度よりも低速の第二過速度に達したときに、上記調速機ロープの循環移動を拘束して上記非常止め装置を制動動作させる第二調速機と、上記昇降路の終端領域に設けられてこの終端領域において上記第二調速機を駆動する終端領域駆動手段とを備えたエレベーター装置。An emergency stop device that is provided on the car and is operated when necessary by being guided by a guide rail standing on the hoistway so as to move up and down the hoistway. A governor rope that is suspended in the hoistway and one side is connected to the emergency stop device and circulates along a predetermined path as the car is raised and lowered, and the speed of the car exceeds the rated speed. The first speed governor that restrains the circulating movement of the governor rope when the overspeed is reached, and brakes the emergency stop device, and the speed of the car exceeds the rated speed and is A second speed governor that restrains the circulating movement of the governor rope to brake the emergency stop device when a second overspeed lower than the first overspeed is reached, and an end of the hoistway Provided in the region and the second governor in the terminal region. Elevator system that includes a termination region driving means for driving. 終端領域駆動手段を、昇降路底部から立設された摩擦条体と、第二調速機の調速車を構成し昇降路の終端領域において上記摩擦条体に接し、かごの昇降によって駆動される摩擦車とによって形成されたものとしたことを特徴とする請求の範囲第1項記載のエレベーター装置。The end region driving means comprises a friction strip standing from the bottom of the hoistway and a governor of the second governor, and is in contact with the friction strip in the end region of the hoistway and is driven by raising and lowering the car. The elevator apparatus according to claim 1, wherein the elevator apparatus is formed by a friction wheel. 終端領域駆動手段を、第二調速機の調速車を構成するピニオンと、長手が鉛直方向に配置されて上記ピニオンと噛み合い、かごから突設された支持腕に上下方向に摺動可能に保持されて上記第二調速機に対して下降位置に配置され、上記かごの昇降路終端領域下降により下端が昇降路底部に支持されて、上記第二調速機に対して上昇して上記ピニオンを駆動するラック棒とによって形成されたものとしたことを特徴とする請求の範囲第1項記載のエレベーター装置。The end region drive means is slidable in the vertical direction on the support arm projecting from the car, with the pinion constituting the speed governor of the second governor and the longitudinally arranged pinion engaging with the pinion. The lower end of the car is supported by the hoistway bottom by the lowering of the hoistway end region of the car, and is raised relative to the second speed governor. The elevator apparatus according to claim 1, wherein the elevator apparatus is formed by a rack bar that drives a pinion. 昇降路底部に設けられてラック棒の下端対向位置に配置された緩衝材を備えたことを特徴とする請求の範囲第3項記載のエレベーター装置。The elevator apparatus according to claim 3, further comprising a cushioning material provided at the bottom of the hoistway and disposed at a position opposite to the lower end of the rack bar.
JP2003551058A 2001-12-11 2001-12-11 Elevator equipment Expired - Fee Related JP3944482B2 (en)

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