KR20040080006A - Overspeed governor apparatus for elevator system - Google Patents

Abstract

An overspeed adjustment device of an elevator system for detecting an overspeed of an elevator car moving up or down by operating a safety gear up or down. Overspeed is detected as a function of the position of the elevator car. Overspeed can be prevented with high reliability.

Description

OVERSPEED GOVERNOR APPARATUS FOR ELEVATOR SYSTEM}

In elevator systems, excess speed adjusting devices are generally used. The overspeed adjustment device functions as an independent safety system in parallel with the drive system of the elevator car.

Currently known overspeed adjustment devices operate in the event of two situations described below.

(1) situation 1

When a fault occurs in the drive system of the elevator system, the elevator car tends to travel at high speeds.

The overspeed adjustment device is designed to detect such overspeed and stop or shut down the drive system. In this case, if the shutdown operation of the drive system is not appropriate, the overspeed adjusting device in conjunction with the safety device (also called the safety gear) reliably stops the movement or driving down the elevator car.

In the case of an elevator system in which a counterweight is employed in conjunction with an elevator car driven to travel upwards, lift safety devices or gears are used.

In the conventional elevator systems known to date, for example, a lower safety gear provided in connection with a brake or a lift safety gear mounted on an elevator car or a counterweight is used for the purpose of controlling the above speed.

(2) situation 2

If a fault or failure occurs in the suspension system of the elevator car, the elevator car will travel down.

In this case, the excess speed adjusting device detects the overspeed of the car at this time by using the lower safety gear installed in the elevator car.

In the specification of US Pat. No. 6,173,813, a governing device of a structure designed to enhance the response or response speed of a safety gear system is disclosed. More specifically, an electronic governor incorporating an accelerometer attached to an elevator car is disclosed in this publication.

More specifically, in the event of a fault or failure of the suspension device, the lower safety gear does not wait for the car to reach the excess speed upon detection of over-acceleration, but rather operates immediately. In this case, the excess velocity is determined by integrating the measured acceleration with respect to the velocity. Accordingly, the electronic governor opens a separately provided safety circuit comprising an electromagnet. As a result, the electric power supplied to the electromagnet is cut off, and the lower safety gear is operated.

Up to now, improvement of a mechanical governor is proposed. As an example, there is a device in which the operation of an overspeed adjustment device is prevented, for example, by a pin being pulled out or retracted by an electromagnet.

More specifically, when the controller issues the drive command of the elevator car to the drive system, the pin must be pulled out. In this case, if the elevator car does not move according to the command, the traction sheave of the traction sheave is insufficient, or the elevator car is moved due to the braking force of the brake, the movement of the uncontrollable elevator car is stopped. Is suppressed or prevented by operating the rising safety gear or the falling safety gear.

The disadvantages of the mechanical overspeed adjusting device known to date and the electronic overspeed adjusting device described in US Patent Publication No. 6,173,813 on the governing device are, as can be seen in some of the known mechanical overspeed adjusting devices, of the elevator system. It only works when overspeed based on the rated speed or when the speed is zero.

When the moving elevator car reaches a position close to one end of the car path, the overspeed adjusting device will only respond to the preset overspeed. As a result, unwanted situations such as the elevator car crashing into the shock absorber before the overspeed adjustment device trips can occur.

In addition, counterweights will impact the shock absorber if a rising elevator car breaks down and also if no lift safety device or gear is installed or the lift safety gear cannot stop the elevator car in time.

In this case, the jump of the elevator car may occur depending on the speed of the elevator car. Therefore, it is necessary to provide a space on the top of the elevator shaft for accommodating the jump of the elevator car. Incidentally, the shock absorber for the elevator car and the counterweight is designed based on the rated speed of the elevator car in consideration of a range of excess speeds.

The accompanying FIG. 6 shows a pendulum-type overspeed adjusting device (also referred to simply as a pendulum governor) so far known. In addition, the pendulum type governor schematically shown in FIG. 6 is commercially available.

Referring to this figure, a governor rope (not shown) drives the sheave 3. The cam 26 is firmly fixed to the side of the sheave 3. As the sheave 3 rotates, a cam follower wheel 27 follows the profile of the cam 26. The cam follower wheel 27 is mounted at one end of the pendulum member 4. The cam follower wheel 27 is rebounded by the spring member 15 to contact the cam 26. The pendulum member 4 has a hook 4a at its other empty end and rotates about a pivot shaft 4b defining a support point.

As the speed of the sheave 3 increases, the pendulum member 4 reaches a point where the cam follower wheel 27 no longer follows the cam 27 due to the inertia of the pendulum member 4. The point at which the cam follower wheel 27 no longer follows the cam 27 is mainly determined by the spring member 15.

When a spring with a high stiffness is used as the spring member 15, or when the compressibility of the spring member 15 increases by decreasing its mounting length, the cam follower wheel 27 no longer follows the cam 27. The speed at which it does not increase accordingly.

As the rotational speed of the sheave 3 further increases, the movement of the pendulum member 4 is such that the level at which one of the notches 11 integrally formed in the cam 26 is caught by the hook 4a of the pendulum member 4. Will increase until. Then, rotation of the sheave 3 is prevented, and a traction force is generated between the sheave 3 and the rope. By using this traction force, the ascending or descending safety device attached to the rope of the governor is operated.

In the case of the pendulum-type governing device shown in FIG. 6, the pin 21 can be used to prevent the movement of the pendulum member 4 regardless of the rotational speed of the sheave 3. In the state shown in FIG. 6, the pin 21 is in a retracted position. More specifically, the pin 21 is held in this retracted state by a spring (not shown) and can be operated by the electromagnet 22. This machine is used for testing purposes. Operation of the governor can be inhibited by remote control with an array of push buttons.

It is noted at this point that the function of the pin 21 may be reversed. For example, while holding the pin 21 in a retracted state by the electromagnet 22, when the power supply to the electromagnet 22 is interrupted, the pin 21 can be protruded outward.

The aforementioned machine can be used, for example, to prevent uncontrolled movement of the elevator car. When the door of the elevator car or elevator shaft is opened, the power supply to the electromagnet 22 is cut off. If, for whatever reason, the elevator car starts to move, the lift or lower safety device is activated and the operation of the governor is prevented.

The above-described conventional excess speed adjusting device is configured such that a tripping operation is performed according to the speed regardless of the position of the elevator car. Because of this, a shock absorber must be installed to prevent the car from passing through the terminal floor.

For example, a brake device (safety gear) provided in an elevator car is designed to operate at a trip speed of 1.25 times the rated speed and to operate the brake at a trip speed of 1.15 times the rated speed.

As a result, in the case of the conventional excess speed adjusting device, the operation takes place at a preset speed regardless of the position of the elevator car. Therefore, it is necessary not only to provide a shock absorber in each of the termination layers, but also to secure a free space in each of the termination layers for accommodating the jump of the elevator car in the termination layer.

As is evident from the above, the conventional overspeed adjusting device known so far is effective only in the case of a defect or failure in the shock absorber at the end of the path of the car. However, in other situations where the deceleration is not sufficient at the end of the car path, the conventional excess speed adjusting device has a problem that it cannot prevent or suppress overspeed.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, and by reducing the size of the shock absorber by lowering the operating speed of the governor as the distance to the end of the lift / lower course of the elevator car is reduced, the overspeed is increased with high reliability. It is an object to provide an overspeed adjustment device of an elevator system that can be prevented or suppressed.

The present invention relates to an overspeed adjustment device (also simply referred to as a "speed governor") of an elevator system.

The following figure shows an overspeed adjusting device or governor according to five different embodiments of the invention.

1 is a front view showing an overspeed adjusting device having a variable trip speed implemented as a mechanical governor according to Embodiment 1 of the present invention.

2 is a block diagram showing an overspeed adjusting device and a safety gear system provided with an electronic governor based on the acceleration measurement principle according to Embodiment 2 of the present invention.

3 is a block diagram showing an overspeed adjusting device and a safety gear system provided with an electronic governor based on a distance measuring principle according to Embodiment 3 of the present invention.

4 is a block diagram showing an electronic governor configured to directly operate a lift / fall safety gear based on an acceleration measurement principle according to Embodiment 4 of the present invention.

Fig. 5 is a block diagram showing an electronic governor designed to directly operate a lift / fall safety gear by using a distance measurement according to embodiment 4 of the present invention.

FIG. 6 is a front view and a side view of a pendulum-type overspeed adjustment device known to date, providing a basis for the device according to embodiments 1 to 3 of the present invention shown in FIGS.

The overspeed adjustment device of the elevator system according to the invention is an improvement of the overspeed adjustment device so that the tripping speed of the governor is gradually reduced in the region located near the end of the car path.

Basically, regardless of the installation position of the governor and mechanical or electronic, the operating speed of the governor is lowered at the upper and lower ends of the elevator shaft, so that the jump height of the elevator car and the size of the shock absorber at each end region of the elevator shaft. To reduce

With the configuration as described above, the trip speed of the excess speed adjusting device can be reduced based on the minimum guaranteed deceleration and the working distance for the rising and falling safety devices.

Normally, the normal car operating speed curve should be within the area defined by the speed characteristic curve of the overspeed adjustment device. As an example, the minimum guaranteed deceleration of a rising / falling safety device is 0.2 g (g represents gravity acceleration). The maximum acceleration / deceleration of the drive system is approximately 0.1 g. This means that a regular operating speed pattern has enough margin and is always within the range of the overspeed pattern.

As a result, the overspeed adjustment device will never trip during normal operation. However, if the elevator car speed exceeds the speed curve of the overspeed adjustment device, the overspeed adjustment device trips, and thus the operation of the elevator system stops.

In the excess speed adjustment device of the type described above, generally three trigger points are used where possible. In this case, it is possible to issue a warning to the control system at the first trigger point of the overspeed adjusting device that the speed of the elevator car exceeds the nominal speed allowed for the position of the elevator car in the elevator shaft.

In addition, at the second trigger point corresponding to the higher speed, an overspeed switch, which forms part of the safety circuit of the elevator system, is opened. When this overspeed switch is opened, the power supply to the electric motor and brake is cut off without interference or support from the control system.

If the function implemented at the second trigger point is insufficient, the rising or falling safety device is activated at the third trigger point.

By means of a modified overspeed adjustment device having a variable trip speed, it is possible to protect the elevator car over the entire travel route. More specifically, the overspeed adjustment device ensures that the elevator car is always decelerated before reaching the end of the path. Since the elevator car decelerates before reaching the top level, the counterweight will crash the shock absorber at a low speed in an emergency. In this case, due to the low speed of the elevator car, the space provided for accommodating the jump of the elevator car can be made smaller. In addition, the shock absorber can be implemented in a small size because it is designed based on the speed of the elevator car at the end of the run.

As long as the braking distance of the lifting / lowering safety device is sufficient and the deceleration stays within 1 g, no jump of the elevator car occurs. Thus, the possibility of the counterweight impinging on the buffer can also be avoided. In this case, the space provided to accommodate the jump of the elevator car can be eliminated. Of course, the buffer itself is also unnecessary.

In order to realize the excess speed adjusting device of the above-mentioned aspect, several methods can be considered like the example demonstrated below.

Mechanically, a pendulum-type governor is mounted on the elevator car and the rope is securely fixed to the elevator shaft and wound onto the governor. As the elevator car moves up or down, the sheave of the overspeed adjusting device starts to rotate accordingly. Embodiment 1 of the present invention for a mechanical governing device of this type will be described later with reference to FIG. 1.

US Patent No. 6,173, 813 describes an apparatus, i.e., an electronic governor, which measures excess acceleration using an accelerometer provided in conjunction with an elevator car and determines the excess speed by integrating the acceleration signal.

However, in the conventional electronic governor as mentioned above, the capability and the function are not fully utilized. In other words, the electronic governor is used only when the elevator car descends. By integrating the speed signal, the traveling distance of the car can be derived. By combining this distance with one or more reference points set in the elevator shaft, the actual position of the elevator car in the elevator shaft can be found.

Deceleration start point can be set as the reference point. Based on this deceleration starting point, the maximum allowable speed based on the position determined by the accelerometer can be calculated using the processor.

Alternatively, instead of calculating the maximum speed, you can use a lookup table stored in memory. The electronic governor can be further improved by having a structure capable of detecting the distance at which the elevator car travels without command from the controller, thereby reliably preventing "uncontrolled movement".

In the event of overspeed or over acceleration or uncontrolled movement, the safety gear of the up / down movement is moved in the manner described in US Patent No. 6,173,813 or Japanese Patent Publication No. 1992-66491 (JP-A-4-66491). You can operate it directly. Two embodiments of the present invention relating to this type of overspeed adjustment device will be described later with reference to FIGS. 4 and 5.

According to yet another possible embodiment 2, 3 of the present invention, the electronic governor may be used in parallel with a conventional mechanical overspeed adjusting device operating as a flyweight or pendulum member.

When overspeed or excess acceleration occurs, a spring force is normally applied to the pin retracted by the action of the electromagnet, thereby tripping the governor. Thereafter, the rising / lowering safety gear is put into operation by the governor described above. Two embodiments of the invention in which this structure is indicated will be described later with reference to FIGS. 2 and 3.

According to the present invention, there are advantages described below.

It is possible to ensure the deceleration of the elevator car at the end of travel of the elevator car.

The space to accommodate the jump height of the elevator car can be reduced or eliminated entirely.

The stroke size of the shock absorber can be reduced or the shock absorber itself can be eliminated.

(Example 1)

1 shows a mechanical overspeed governor apparatus or a governor apparatus according to Embodiment 1 of the present invention.

Referring to FIG. 1, a pendulum-type overspeed adjusting device 2 (hereinafter simply referred to as a governor 2) is disposed above the elevator car 1. One end of the governor rope 5 is fixed to the ceiling of the elevator shaft. This governor rope 5 is wound around the governor sheave 3 via diverting pulleys 6a and 6b, the other end of which is connected to the counterweight 7 and thereby to the governor rope 5. Tension works. The diverting pulleys 6a and 6b are mounted on the elevator car 1 for guiding the rope 5.

When rotation of the sheave 3 is prevented by the pendulum member 4, torque is applied to the entire excess speed adjusting device under the action of the traction force. In this case, the governor 2 may rotate about a pivot point 12. At this point, the spring 13 prevents the governor 2 from falling to its own weight even when the sheave 3 is free to rotate.

If the elevator car 1 is traveling downwards, the governor 2 in the blocked state rotates in a counterclockwise direction, and the safety gear rod 10 is pulled accordingly, and as a result, the safety gear lowering (not shown) Becomes an operating state (see, for example, Japanese Patent Laid-Open No. 1991-211181 (JP-A-3-211181)).

On the other hand, when the elevator car 1 is traveling upward, the governor rotates clockwise, and the safety gear rod 10 is pushed by this, and the rising safety gear is in an operating state.

The pendulum member 4 cooperates with the spring member 15 to determine the trip speed. In this connection, in the case of a conventional governor, the spring member 15 has a fixed fixed end point (see FIG. 6). As described above, as the force of the spring member 15 increases, the trip speed will increase accordingly. In the case of the conventional excess speed adjusting device, the force of the spring member 15 is set in consideration of the rated speed of the elevator car.

In the excess speed adjusting device according to Embodiment 1 of the present invention, the spring member 15 is not fixed at one end thereof, but as shown in FIG. 1, the cam follower wheel 14 following the cam member 8 is provided. It differs from the conventional excess speed adjusting device in that it is attached to one end of the spring member 15.

When the cam follower wheel 14 is pressed toward the governor, the spring member 15 is compressed, as a result of which the force of the spring member 15 is increased, thereby increasing the trip speed.

On the other hand, when the height of the cam member 8 decreases, since the cam follower wheel 14 follows the contoured surface of the cam member under the action of the spring member 15, the length of the spring member 15 becomes longer or longer. . As a result, the force of the spring member 15 decreases, and the tripping speed becomes low.

The cam member 8 is fixedly mounted to the side wall of the elevator shaft (that is, the path of the elevator car 1). As can be seen above, the trip speed of the governor 2 varies along the geometric shape or profile of the cam member 8. At the position where the cam member 8 has the thickest thickness (as shown in FIG. 1), the highest tripping speed can be obtained. When the cam follower wheel 14 falls off the cam member 8, the trip speed becomes zero.

Here, the arm of the pendulum member 4, in which the pendulum member 4 is executed and attached to the end portion where the cam follower wheel 27 is empty, is another arm of the pendulum member 4 in which the hook 4a is formed. Note that the pendulum member 4 is configured to be heavier (see FIG. 1). Thus, the hook 4a follows the path of the notch 11 formed in the cam 26. By this structure, tripping of the excess speed adjusting device 2 is performed. At the end of the run of the elevator car 1, the thickness or height of the cam member 8 gradually decreases to zero. As a result, the trip speed gradually decreases accordingly.

By setting the cam member 8 as shown in FIG. 1, the trip speed of the governor 2 becomes zero at least in a region where the cam member 8 is not present.

(Example 2)

2 is a block diagram illustrating a speeding speed control system according to Embodiment 2 of the present invention. The overspeed governing system according to the second embodiment of the present invention is in the form of a combination of an electronic governor provided in addition to the conventional overspeed adjusting device known to date.

The conventional part of the overspeed governing system shown in FIG. 2 consists of an tensioning sheave 19 with an elevator car 16, an overspeed adjusting device 17, a governor rope 18 and a suspended tension weight 20 (the governor is May be located in the machine room or car roof within the shaft).

The governor rope 18 is fixed to a safety gear mounted to the elevator car 16. When the moving speed of the elevator car 16 reaches the overspeed of the preset governor 17, the governor 17 trips, and the governor rope 18 is pulled by the governor 17, and the elevator car 16 Activate the ascending or descending safety gear. As the governor 17, a conventional governor having a governor trigger composed of an electromagnet 22 and a pin 21 may be used as described above with reference to FIG.

In the case of the excess speed adjusting device according to the second embodiment of the present invention shown in FIG. 2, the electromagnet 22 is configured to keep the pin 21 in a retracted state against the force of the spring.

More specifically, power is continuously supplied from the uninterruptible power supply UPS through the electric circuit 23 to the electromagnet 22 to keep the pin 21 in the retracted state.

On the other hand, if the power supply to the electromagnet 22 is interrupted by the contact opening of the relay 24 (i.e., by the power interruption of the relay 24), the excess speed adjusting device (the governor 17) trips, As a result, the rising or falling safety gear is activated.

The relay 24 described above is configured to be controlled via an electrical circuit provided in association with the controller 100. More specifically, the contact of the relay 24 is closed by the output signal "H level" output from the AND gate circuit 25 only when all three conditions to be described later are met. Thus, power is supplied from the uninterruptible power supply UPS to the electromagnet 22.

In contrast, if at least one of the three conditions is not satisfied, the contact of the relay 24 is opened (i.e., turned off), and the governor 17 is tripped accordingly.

The three conditions described above are basically determined by measuring the acceleration α of the elevator car 16 by the accelerometer 31. The measurement acceleration α is used as input information of the electric circuit.

The above-described electrical circuit includes an integration circuit 32 configured to integrate the measurement acceleration α to determine the speed Vt. The electrical circuit further includes an integrator 33 configured to integrate the speed Vt to determine the relative travel distance Lt.

Based on the relative travel distance Lt determined in this way and one or two reference points (switches) Pr inside the elevator shaft, the exact position of the elevator car 16 in the elevator shaft can be known. That is, the absolute value La of the measured distance can be determined.

Further, the first excess speed value Vs1 and the second excess speed value Vs2 can be determined based on the position of the elevator car 16 indicated by the absolute value La. In practical applications, these first and second excess speed values Vs1, Vs2 can be calculated based on the position of the elevator car 16 (absolute value La) or by a microprocessor or microcomputer. Alternatively, it may be determined by referring to the lookup table in which the excess speed values Vs1 and Vs2 are stored in the memory (storage unit).

The first excess speed value Vs1 and the second excess speed value Vs2 determined in this way are compared with the actual speed Vt by the comparators 41 and 42, respectively.

During operation, if the speed Vt is greater than or equal to the first excess speed value Vs1 (ie, Vt ≧ Vs1), the comparator 41 issues a warning signal to the controller 100.

The first of the three conditions described above is determined by checking the actual velocity Vt derived from the acceleration α. That is, if the speed Vt is less than the second excess speed value Vs2 (ie, Vt <Vs2), the comparator 42 generates an output signal of a high (H) level, while the speed Vt is greater than the second excess speed value Vs2. If not small (ie, Vt ≧ Vs2), the comparator 42 generates a low (L) level output signal for tripping the governor 17.

The second condition is determined by checking the traveling distance in which the elevator car 16 travels uncontrolled. To this end, the integrator 43 integrates the speed Vt to determine the relative travel distance Lt1 the elevator car 16 has traveled in the absence of the drive command C issued from the controller 100. In this regard, when the drive command C is issued from the controller 100, the relative travel distance Lt1 is kept at zero.

Subsequently, the comparator 44 compares the relative travel distance Lt1 with the "uncontrolled maximum travel distance Lmax". If Lt1 &lt; Lmax, the comparator 44 generates an output signal of a high (H) level.

On the other hand, when the condition of Lt1 ≥ Lmax is satisfied, that is, when the elevator car 16 moves farther than the uncontrolled maximum travel distance, the comparator 44 generates an output signal of a low (L) level so that the governor ( Trip 17).

The third condition is determined by checking the measurement acceleration α. More specifically, the comparator 45 compares the measured acceleration α with the excess acceleration value α s. If the measured acceleration α is less than the excess acceleration αs (ie α <αs), the comparator 45 generates an output signal of high (H) level. On the contrary, if?>? S, the comparator 45 generates an output signal of a low (L) level, thereby tripping the governor 17.

If it is detected by the comparators 42, 44, 45 that all three conditions are satisfied, the AND gate circuit 25 generates an output signal of a high (H) level. As a result, electric power is supplied to the relay 24, that is, it is electrically conductive, whereby electric power is supplied to the electromagnet 22 through the normally open contact of the relay 24.

On the other hand, if it is detected by the comparators 42, 44, 45 that at least one of the three conditions is not satisfied, the AND gate circuit 25 generates an output signal of a low (L) level, and thus the relay 24 The normally open contact of is opened and, as a result, the governing device 17 trips.

(Example 3)

3 is a block diagram schematically showing the configuration of an elevator system with an excess speed adjusting device according to Embodiment 3 of the present invention. In Fig. 3, the same or corresponding components as those described above with reference to Fig. 2 are denoted by the same reference numerals and the description thereof is omitted.

In the case of this system, the electric circuit directly uses the measurement distance L output from the distance measuring sensor 51 without using the measurement acceleration α (see FIG. 2) as input information. Except for this difference, the system according to Embodiment 3 of the present invention is largely similar to the system according to Embodiment 1 described above (see Fig. 1).

The distance L can be measured, for example, by laser or radar technology. The electrical circuit is configured to directly determine the first excess speed value Vs1 and the second excess speed value Vs2 based on the measurement distance L.

The measurement distance L is also used to derive the relative travel distance Lt1 the elevator car 16 has traveled in a state where the drive command C does not come out of the controller 100.

The derivative 52 can derive the velocity Vt by differentiating the measurement distance L as a function of time. On the other hand, the measurement acceleration α can be derived by differentiating the velocity Vt by the differentiator 53.

As described above, the derived speed value Vt is used in the comparators 41 and 42 together with the first excess speed value Vs1 and the second excess speed value Vs2, respectively.

On the other hand, the relative travel distance Lt1 is used together with the uncontrolled maximum travel distance Lmax in the comparator 44, while the acceleration a is used in the comparator 45 together with the excess acceleration value [alpha] _s .

With the system configuration shown in FIG. 3, the basic trip operation of the governor 17 is the same as described above with reference to FIG. 2. It goes without saying that an effect similar to the advantageous effect (Fig. 2) of the system described above can be achieved in the system shown in Fig. 3 as well.

(Example 4)

Fig. 4 schematically and generally shows the configuration of an elevator system provided with an electronic overspeed adjusting device (also referred to as an electronic governor) according to Embodiment 4 of the present invention. In Fig. 4, the same components as those described above (Fig. 2) are denoted by the same reference numerals, and a description thereof will be omitted.

In the case of the system according to Embodiment 4 of the present invention, the electronic governor (not shown) has a pin 21U and an electromagnet 22U working together to form a rising governor trigger and work together to form a descending governor trigger. The pin 21D and the electromagnet 22D are provided, and are configured to directly operate the rising safety gear or the falling safety gear.

By power supply via the electric circuit 23U or the electric circuit 23D, the rising safety gear or the falling safety gear is directly triggered by the electromagnet 22U or the electromagnet 22D coupled to the spring.

In the absence of a power supply, the aforementioned safety gear is actuated by a spring. To avoid such a situation, power is always supplied normally to the electromagnets 22U and 22D. This normal power supply circuit is divided into two electrical circuits 23U and 23D. The electric circuit 23U supplies power to the rising safety gear, and the electric circuit 23D supplies power to the falling safety gear. That is, the electric circuit 23 shown in FIG. 1 is expanded to identify the upward and downward motions, respectively.

The relay 24U for the electromagnet 22U is connected in parallel with the electrical circuit 23U, the relay 24D for the electromagnet 22D is connected in parallel with the electrical circuit 23D, and the relay 24U is a comparator The electrical conduction in response to the output signal of the AND gate circuit 25U associated with 44U, and the relay 24D electrically in response to the output signal of the AND gate circuit 25D supplied in association with the comparator 44D. It is conducting.

The AND gate circuit 25U has an input terminal to which the output signal of the comparator 62 is applied. Similarly, the AND gate circuit 25D has input terminals to which the output signals of the comparators 45 and 63 are respectively applied.

Referring to Fig. 4, in the system according to Embodiment 4 of the present invention, in addition to the above-mentioned first excess speed value Vs1 and the second excess speed value Vs2, the third excess speed values Vs3U and Vs3D are used.

The third excess speed value Vs3U of rise is input to the comparator 62 and compared with the actual speed Vt. Similarly, the falling third excess speed value Vs3D is input to the comparator 63 and compared with the actual speed Vt.

The third overspeed value Vs3U or Vs3D is used to operate the ascending moving safety gear or the descending safety gear in accordance with the driving direction (raising and lowering) of the elevator car (not shown).

In the case of the previous embodiment the first excess speed value Vs1 is used to issue a warning to the controller 100.

The second overspeed value Vs2 is used to open the contact of the relay 61 (safety circuit). A safety circuit comprising a relay 61 is used to cut off the power supply to the machine and the brake system.

The excess acceleration value αs is used only when a fault or failure occurs in the suspension system. Therefore, this value is used in the path of descent of the elevator.

In order to identify the safety gear to be operated, "uncontrolled movement" should be classified as uncontrolled movement of ascension and uncontrolled movement of descent.

In the system configuration shown in Fig. 4, the so-called "uncontrolled movement" can be reliably suppressed or prevented with high reliability.

(Example 5)

5 is a block diagram schematically and generally showing the configuration of an elevator system provided with an electronic overspeed adjusting device according to a fifth embodiment of the present invention. In Fig. 5, the same or corresponding components as those described above (Figs. 3 and 4) are denoted by the same reference numerals, and the description thereof is omitted.

In this system, the acceleration α is not measured, and the measurement distance L is used directly as in the case of Example 3 described above. Except for this difference, the system according to the present embodiment is essentially the same as the system of the fourth embodiment shown in FIG. 4 in terms of configuration and operation.

Referring to FIG. 5, the electric circuit includes the relative travel distance LtU, in which the elevator car 16 travels upward in the state where the drive command C is not issued, and the elevator car 16 runs downward in the state where the drive command C is not issued. Configured to determine the relative travel distance LtD.

Thus, the comparator 44U associated with the lift of the elevator car compares the relative travel distance LtU with the maximum travel distance Lmax, while the comparator 44D associated with the descending of the elevator car compares the relative travel distance LtU with the maximum travel distance Lmax. do.

Subsequently, the relays 24U and 24D are driven through the associated AND gate circuits 25U and 25D, whereby the safety gear is put into operation.

As is apparent from the foregoing description, the teachings of the present invention provide an overspeed adjustment device for an elevator system that can reliably prevent or suppress overspeed of an elevator car.

More specifically, with the configuration of the present invention, which reduces the trip speed as the elevator car approaches the termination layer, the speed of the elevator car that can collide with the shock absorber is theoretically zero. Therefore, in theory, it is not necessary to have a shock absorber.

Therefore, the deceleration of the elevator car can be ensured at least at a position near the end of travel of the elevator car. By this property, it is possible to obtain a great advantage of reducing or eliminating the space for accommodating the jump of the car (i.e., the free space generally provided at the top of the elevator shaft).

In addition, since the stroke of the shock absorber can be reduced, the size of the elevator shaft can also be reduced.

Claims (10)

An overspeed adjusting device of an elevator system for detecting an excess speed of an elevator car traveling upward or downward in an elevator system and operating a rising or falling safety device, And said excess speed value is determined as a function of the position of said elevator car. The method of claim 1, The excess speed adjusting device includes a memory for storing the excess speed value determined by the position function as a value associated with a cam fixedly disposed inside the elevator shaft of the elevator car, And the memory stores the excess speed value as a continuous profile of the cam or as a discrete value distinguishable by a mark. Excessive speed regulating device in the elevator system. The method according to claim 1 or 2, The excess speed adjusting device is implemented as a pendulum-type governing device equipped with a spring member for determining the trip speed (trip speed), The degree of compression of the spring member is varied by the cam fixedly disposed inside the elevator shaft of the elevator car. Excessive speed regulating device in the elevator system. The method of claim 3, wherein The speed governing device of the elevator system, wherein the speed governing device is disposed on the roof of the elevator car, one end of which is securely fixed and the other end of which is driven by a rope connected to a counterweight. The method of claim 1, The overspeed adjustment device is embodied as a mechanical governor which is tripped mechanically by means of an electronic governor additionally provided by means directly controlled by a safety device supplied respectively, or by means directly controlled by a separate safety circuit. , The separate safety device is controlled by the additionally provided electronic governor Excessive speed regulating device in the elevator system. The method of claim 1, Said rising or falling safety device is directly operated by said electronic governing device. The method of claim 1, The lift and lower safety devices are each controlled via a separate safety circuit comprising two independent loops, each controlled by the electronic governor. The method according to claim 5 or 6, The electronic governor derives the speed of the elevator car and the relative distance traveled by the elevator car using the measured acceleration of the elevator car, Combining the relative distance with one or more reference points marked inside the elevator shaft to derive an absolute distance, Instead of calculating or calculating an excess speed value at the current position of the elevator car, the table is configured to determine the excess speed value as a function of the position of the elevator car with a table lookup with reference to a table stored in memory. Excessive speed regulating device in the elevator system. The method according to claim 5 or 6, The electronic governor derives the speed and acceleration of the elevator car based on the measured distance of the elevator car, Calculate the excess speed value at the current position of the elevator car based on the measured distance, or instead of the calculation, determine the excess speed value as a function of the position of the elevator car with a table lookup. Excessive speed regulating device in the elevator system. The method according to claim 5 or 6, The speed of the elevator car is equal to or less than the excess speed value according to the position of the elevator car; The acceleration of the elevator car is lower than the excess acceleration value, If all the distance the elevator car has traveled without a command from the controller is shorter than the predetermined value, Prohibit the operation of the falling safety device An excess speed adjusting device of an elevator system, characterized in that.