KR20070069127A - Elevator apparatus - Google Patents

Abstract

In an elevator apparatus, operation of an elevator car is controlled by an operation control section. Further, the speed of the car is monitored by an overspeed monitor section, a separate section from the operation control section. The overspeed monitor section detects the position and speed of the car and compares an overspeed that is set according to the position of the car and the speed of the car. The overspeed monitor section generates a braking command signal for stopping the car when the speed of the car reaches the overspeed. Further, the overspeed monitor section sets an overspeed independent of the operation control section and sets, when the car is near a final floor, a different overspeed according to the direction of travel of the car.

Description

Elevator device {ELEVATOR APPARATUS}

The present invention relates to monitoring whether or not the running speed of a car has reached an overspeed.

In a conventional elevator apparatus, it is monitored by a governor whether a traveling speed of a car does not reach overspeed. In the governor, the overspeed to be determined to be abnormal is set from the information of the car speed pattern and the car call registration information, and the actual car speed and the set overspeed are compared (for example, a patent). See Document 1).

Patent Document 1: Japanese Patent Application Laid-Open No. 2003-10468

Problem to be solved by invention

However, in the conventional elevator apparatus, since the governor obtains the information of the traveling speed pattern of the car and the car registration information from the control panel, when the car is congested due to an abnormality of the control panel, There is a possibility that the information may be abnormal, and the overspeed in the governor may not be detected, or the braking device may be operated unnecessarily.

This invention is made | formed in order to solve the above subjects, and an object of this invention is to obtain the elevator apparatus which can detect more accurately that the traveling speed of a car reached overspeed.

Means for solving the problem

The elevator apparatus according to the present invention detects a car that moves up and down in a hoistway, a driving control unit that controls the operation of a car, a car position and a car speed, and at the same time, an overspeed and a car set according to the car position. Comparing the speed, an overspeed monitoring unit for generating a braking command signal for stopping the car when the car speed reaches an overspeed, and a brake unit for braking the car according to the braking command signal from the overspeed monitoring unit; The overspeed monitoring unit sets the overspeed independently from the running control unit, and sets another overspeed according to the running direction of the car when the car is located near the terminal floor.

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram which shows the elevator apparatus by Embodiment 1 of this invention.

FIG. 2 is a block diagram showing main parts of FIG. 1.

FIG. 3 is a graph showing a traveling speed pattern and first and second overspeeds when the car of FIG. 1 normally travels from an upper end layer to a lower end layer.

It is a block diagram which shows the elevator apparatus by Embodiment 2 of this invention.

FIG. 5 is a block diagram showing an essential part of FIG. 4.

6 is a graph showing the traveling speed pattern and the first and second overspeeds when the car of FIG. 4 travels normally from the upper end layer to the lower end layer.

It is a block diagram which shows the elevator apparatus by Embodiment 3 of this invention.

FIG. 8 is a graph showing the traveling speed pattern and the first and second overspeeds when the car of FIG. 7 travels normally from the upper end layer to the lower end layer.

Preferred Mode for Carrying Out the Invention

EMBODIMENT OF THE INVENTION Hereinafter, preferred embodiment of this invention is described with reference to drawings.

Embodiment 1.

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram which shows the elevator apparatus by Embodiment 1 of this invention. In the figure, the car 1 and the balance weight 2 are suspended in the hoistway by the main rope 3. Moreover, the cage | basket | car 1 and the balance weight 2 raise and lower the inside of a hoistway by the drive force of the drive device (winder) 4.

The drive device 4 brakes rotation of the drive sheave 5 in which the main rope 3 is wound, the motor portion 6 for rotating the drive sheave 5, and the drive sheave 5. It has the brake part 7 which brakes the running of the cage | basket | car 1 by this. As the brake part 9, the electromagnetic brake apparatus is used, for example. In the electromagnetic brake device, the brake shoe is pushed to the braking surface by the spring force of the braking spring to brake the rotation of the drive sheave 5, and simultaneously brake the electromagnetic magnet by exciting the magnet. It is opened from the braking surface and the braking is released.

The drive device 4 is controlled by the travel control unit 8. That is, the running of the car 1 is controlled by the running control part 8. The operation control unit 8 also has a computer (not shown) having an arithmetic processing unit (CPU), a storage unit (R0M, RAM, a hard disk, etc.), and a signal input / output unit.

In the hoistway, a pair of car guide rails 9 for guiding the lifting and lowering of the car 1 and a pair of counterweight guide rails (not shown) for guiding the lifting and lowering of the balance weight 2 are installed. It is. In the lower part of the cage | basket | car 1, the emergency stop device 10 which engages with the cage | basket | car guide rail 9 and emergency-stops the cage | basket | car 1 is mounted. The emergency stop device 10 has a braking piece (wedge member) which is operated by mechanical operation and pushed onto the car guide rail 9.

In the lower part of the hoistway, the car shock absorber 11 and the counterweight shock absorber 12 which alleviate the impact of the collision of the cage | basket | car 1 and the balance weight 2 to the hoistway bottom part are provided. As these buffers 11 and 12, an inflow type or a spring type buffer is used, for example.

In the upper part of the hoistway, a governor (mechanical governor) 13 which mechanically monitors the traveling speed of the cage | basket | car 1 is provided. The governor 13 detects that the traveling speed of the car 1 has reached the second overspeed (Trip speed). The upper pulley 14 is provided in the governor 13. The detection rope 15 is wound around the upper pulley 14. Both ends of the detection rope 15 are connected to the operation mechanism of the emergency stop device 10. The lower end of the detection rope 15 is wound around the lower pulley 16 disposed below the hoistway.

When the car 1 is elevated, the detection rope 15 is circulated, and the upper pulley 14 is rotated at a rotational speed corresponding to the running speed of the car 1. When it is detected by the governor 13 that the traveling speed of the car 1 has reached the second overspeed, the detection rope 15 is gripped by the rope catch of the governor 13, and the detection rope 15 ) Circulation is stopped. In conjunction with this, the emergency stop device 10 is braked.

The governor 13 is equipped with a rotation detector 17 which generates a detection signal according to the rotation of the upper pulley 14. As the rotation detector 17, for example, a dual sense type encoder which simultaneously outputs two detection signals is used.

In the vicinity of the upper terminal floor of the hoistway, an upper terminal floor switch 18 for detecting the terminal floor running of the car 1 is provided. In the vicinity of the lower end floor of the hoistway, a lower end floor switch 19 for detecting the end floor travel of the car 1 is provided. The car 1 is equipped with a cam 20 for operating the terminal floor switches 18 and 19 to open and close.

Information from the rotation detector 17 and the terminal floor switches 18 and 19 is input to the overspeed monitoring unit 21 for monitoring whether or not the running speed of the car 1 has reached the first overspeed. The overspeed monitoring unit 21 sets the first overspeed independently of the driving control unit 8 without using the information of the driving control unit 8 and at the same time the running speed of the car 1 is the first. Detects overspeed. In addition, the overspeed monitoring part 21 is comprised by the computer different from the operation control part 8. The power supply of the overspeed monitoring unit 21 and the rotation detector 17 is separate from the power supply of the travel control unit 8.

The first overspeed is set at a speed lower than the second overspeed set by the governor 13. The overspeed monitoring unit 21 monitors the traveling speed of the car 1, and outputs a braking command signal to the brake unit 7 when the speed of the car 1 reaches the first overspeed. The rotation of the sheave 5 is braked to emergency stop the car 1.

FIG. 2 is a block diagram showing main parts of FIG. 1. In the figure, the overspeed monitoring unit 21 includes a car position detecting unit 22, a traveling direction detecting unit 23, a car speed detecting unit 24, an overspeed setting unit 25, and a comparison determining unit 26. And a braking command unit 27.

The car position detection unit 22 detects the position of the car 1 based on the information from the rotation detector 17 and the end floor switches 18 and 19. In addition, the car speed detection unit 24 signals the detection error of the rotation detector 17 due to slippage between the upper pulley 14 and the detection rope 15 from the end floor switches 18 and 19. Correct by

The travel direction detection unit 23 detects the travel direction of the car 1 based on the information from the rotation detector 17. In addition, in the travel direction detection unit 23, for example, a small change in the travel direction is caused by disturbance force applied to the car 1 due to, for example, riot of passengers in the car 1, and so on. By providing a hysteresis element in the process, the detection result of the traveling direction is not unnecessarily reversed. In other words, the traveling direction detection unit 23 ignores the minute change in the traveling direction.

The car speed detection unit 24 detects the traveling speed of the car 1 based on the information from the rotation detector 17. Specifically, the car speed detector 24 converts the information from the rotation detector 17 into information of a temporal change in the amount of rotation of the upper pulley 14 to detect the traveling speed of the car 1. .

The overspeed setting unit 25 sets the first overspeed based on the car position information from the car position detection unit 22 and the travel direction information from the travel direction detection unit 23. The comparison judging unit 26 compares the first overspeed set by the overspeed setting unit 25 with the car speed detected by the car speed detecting unit 24, so that there is an abnormality, that is, the car speed is the first overspeed. Judge whether or not to reach. When abnormality is detected by the comparison determination unit 26, the braking command unit 27 generates a braking command signal and outputs it to the brake unit 7.

Here, the block shown in the overspeed monitoring unit 21 in FIG. 2 is a block representing a function, and this function is realized by a computer constituting the overspeed monitoring unit 21. That is, the computer of the overspeed monitoring unit 21 has an arithmetic processing unit (CPU), a storage unit (R0M, RAM, a hard disk, etc.), and a signal input / output unit. In the storage unit, functions of the car position detecting unit 22, the driving direction detecting unit 23, the car speed detecting unit 24, the overspeed setting unit 25, the comparison determining unit 26 and the braking command unit 27 are provided. A program for realizing this is stored. Based on the program, the calculation processing unit includes a car position detecting unit 22, a driving direction detecting unit 23, a car speed detecting unit 24, an overspeed setting unit 25, a comparison determining unit 26, and a braking command unit. An arithmetic process relating to the function of (27) is executed.

Next, a specific setting method of the first overspeed is described. 3 is a graph showing the traveling speed pattern and the first and second overspeeds when the car 1 of FIG. 1 normally travels from the upper end layer to the lower end layer. In the figure, the maximum value of the traveling speed pattern when the car 1 runs from the upper terminal layer to the lower terminal layer is the maximum speed pattern 31 (solid line ABCDE). In addition, the first overspeed is set in the same manner as the first overspeed pattern 32 (the dashed-dotted line IJK). The second overspeed is set in the same manner as the second overspeed pattern 33 (two dashed-dotted lines LM).

The maximum speed pattern 31 is calculated | required so that the acceleration curve after a start of driving may become the maximum value of the acceleration assumed in the vicinity of an upper terminal layer, and the deceleration curve before stopping may become the maximum value of the deceleration assumed in the vicinity of a lower terminal layer.

However, in the case of traveling (falling) toward the lower terminal floor, the collision speed V ₁ (V ₁ = K ₁ ) of the car 1 to the car shock absorber 11 can be reduced in the vicinity of the lower terminal floor. The magnitude of the deceleration rate (slope at each point on the curve DE: 0.6 m / s ² , for example) and the magnitude of the acceleration in the vicinity of the upper termination layer (the slope at each point on the curve ABC: 0.9 m / s ² ) may be smaller. The speed in the constant speed drive region (line CD), there is obtained a maximum value V ₂ (for example 1.5m / s) is assumed to be in that region. In addition, in the highest speed pattern 31, deceleration is started from the position of the lower termination layer switch 19. Such a maximum speed pattern 31 is obtained independently in the overspeed monitoring unit 21 without depending on the information from the travel control unit 8.

In addition, in FIG. 3, the short-range speed pattern 34 (broken line ABFG) is a speed pattern which accelerates at the maximum acceleration and decelerates before reaching the maximum speed. This short-range speed pattern 34 has a short running time when traveling to a relatively close floor. On the other hand, the long-distance speed pattern 35 (dashed line HDE) is a speed pattern that accelerates at a lower acceleration than the short-range speed pattern 34, reaches a maximum speed, and then decelerates at a deceleration lower than the short-range speed pattern 34. . This long-distance speed pattern 35 has a short running time when traveling to a relatively distant floor.

The driving control unit 8 controls the running of the car 1 at a variable maximum speed and variable speed according to the car load and the travel distance. The highest speed pattern 31 is the maximum value of these various assumed speed patterns. Therefore, the traveling speed of the cage | basket | car 1 does not normally exceed the maximum speed pattern 31. FIG.

The first overspeed when the car position is between the upper end floor and the lower end floor switch position is a predetermined margin relative to the highest speed (travel speed in the constant speed travel area) in the highest speed pattern 31. It is set by taking the margin (for example 1.3 times the maximum speed). The first overspeed when the car position is between the lower end floor switch position and the lower end floor is set by taking a predetermined margin with respect to the maximum speed pattern 31 (for example, 1.3 of the traveling speed). Times).

For example, the first overspeed pattern 32 is x deceleration distance until the car 1 starts deceleration and stops at the lower floor termination layer, and V ₂ (m / s), When the collision speed of the car 1 to the car shock absorber 11 is set to V ₁ (m / s), it can be determined from the deceleration γ ₁ (m / s ² ) that can be calculated by the formula (1).

γ ₁ = (V ₁ ² -(1.3V ₂ ) ² ) / (2x). (One)

In addition, in Formula (1), you may add the distance (DELTA) x from the terminal layer to the car collision surface of the shock absorber 11 to the deceleration distance x. In addition, a margin (-ΔV ₁ ) may be added to the collision speed V ₁ in anticipation of an operation delay of the braking device. That is, according to Formula (2), the more accurate 1st overspeed pattern 32 can be set.

γ ₂ = ((V ₁ -ΔV ₁ ) ^2- (1.3V ₂ ) ² ) / (2 (x + Δx)). (2)

The highest speed pattern 31 and the first overspeed pattern 32 as described above are stored in the storage unit (memory) of the overspeed monitoring unit 21.

As mentioned above, although the cage | basket | car 1 is falling, the 1st overspeed is set similarly also when the cage | basket | car 1 is raising. That is, when the cage | basket | car 1 is located in the area | region between the upper terminal floor switch position to the upper terminal layer, and the area | region from the lower terminal layer switch position to the lower terminal layer, the overspeed setting part 25 is The first overspeed is set in accordance with the detection result by the travel direction detection unit 23.

In other words, when the car 1 is traveling from the lower end floor switch position toward the lower end floor, the first overspeed is set according to the first overspeed pattern 32 as described above. On the contrary, when the car 1 is traveling from the lower terminal floor side to the lower terminal floor switch position, the first overspeed is set by taking a predetermined margin with respect to the highest speed in the highest speed pattern 31. .

Moreover, when the cage | basket | car 1 is traveling toward the upper terminal floor from the upper terminal floor switch position, it sets by taking a predetermined margin with respect to the highest speed pattern in an ascending operation. When the car 1 is traveling from the upper end floor side to the upper end floor switch position, the first overspeed takes a predetermined margin with respect to the highest speed in the highest speed pattern in the ascending operation. Is set.

In addition, the second overspeed pattern 33 set by the governor 13 is set by taking a predetermined margin between the maximum value of the first overspeed (for example, about 1.1 times the maximum value of the first overspeed). ). The second overspeed is a constant speed V ₃ regardless of the car position.

In such an elevator apparatus, since the overspeed monitoring part 21 sets overspeed independently from the travel control part 8, the traveling speed of the cage | basket | car 1 does not depend on the state of the travel control part 8, and the overspeed does not depend on the overspeed. The earlier one can be detected more accurately.

Moreover, when the cage | basket | car 1 is located in the vicinity of a terminal floor, the 1st overspeed can be changed according to the running direction of the cage | basket | car 1. Therefore, when the cage | basket | car 1 starts running from a terminal floor, it can drive the cage | basket | car 1 by making acceleration high, and running efficiency can be improved. In addition, when the car 1 is traveling toward the terminal floor from the terminal floor switch position to the terminal floor, the first overspeed is set based on the first overspeed pattern having a predetermined deceleration rate. The abnormality of the car speed can be detected earlier.

In addition, since the car position detection unit 22 corrects the detection error of the car position based on the information from the terminal floor switches 18 and 19, the detection position of the car position is improved, and the car braking operation can be improved. It can be done correctly.

Furthermore, the overspeed monitoring unit 21 is arranged so as to ignore the minute change in the running direction of the car 1 by providing a hysteresis element in the signal processing for detecting the running direction of the car 1. By doing so, the change in the running direction due to disturbance can be eliminated, and the running direction can be judged more accurately.

In addition, the car in a collision allow the speed of the counterweight (2) to the counterweight buffer 12, a first speed (V ₁ of Fig. 3) also, counterweight buffer 12 and the top portion clearance dimension (uppermost position By selecting (1) (the distance from the top of the elevator car to the top of the hoistway), the balance weight buffer 12 can be miniaturized. At this time, the car shock absorber 11 and the pit depth dimension may select the collision allowable speed of the car 1 to the car shock absorber 11 as 2nd overspeed (V3 of FIG. ₃ ). .

Embodiment 2.

4 is a block diagram which shows the elevator apparatus by Embodiment 2 of this invention. In the figure, the car 1 is equipped with the emergency stop device 41 which receives an emergency stop operation command signal from the overspeed monitoring part 21, and brakes. The emergency stop device 41 has a braking piece (wedge member) which is operated by the input of the emergency stop operation command signal and pushed onto the car guide rail 9.

The first and second overspeeds are set in the overspeed monitoring unit 21, and when the car speed reaches the first overspeed, the brake command signal is output to the brake unit 7, and the car speed is second. When the overspeed is reached, the emergency stop operation command signal is output to the emergency stop device 41. The detection rope 15 is not connected to the emergency stop device 41 but to the car 1.

FIG. 5 is a block diagram showing an essential part of FIG. 4. The overspeed setting unit 25 sets the first overspeed and the second overspeed based on the car position information from the car position detecting unit 22 and the driving direction information from the driving direction detecting unit 23. do. The comparison judging unit 26 compares the first overspeed and the second overspeed set by the overspeed setting unit 25 with the car speed detected by the car speed detecting unit 24 to determine whether there is an abnormality, that is, the car speed. It is determined whether is the first overspeed and the second overspeed.

When the car speed reaches the first overspeed, the braking command unit 27 generates a braking command signal and outputs it to the brake unit 7. When the car speed reaches the second overspeed, the braking command unit 27 generates an emergency stop operation command signal and outputs it to the emergency stop device 41.

Next, a method of setting the second overspeed is described. The first overspeed setting method is the same as that in the first embodiment. FIG. 6 is a graph showing the traveling speed pattern and the first and second overspeeds when the car 1 of FIG. 4 travels normally from the upper terminal layer to the lower terminal layer. The second overspeed is set like the second overspeed pattern 36 (two dashed-dotted line LMN). The second overspeed pattern 36 is set by taking a predetermined margin with respect to the first overspeed pattern 32 (for example, about 1.1 times the first overspeed pattern).

At this time, the first overspeed decreases toward the lower termination layer at a predetermined deceleration rate, so that the second overspeed decreases toward the lower termination layer. Thus, the second car collision speed allowed to the shock absorber 11 of the car 1 set speed road, and the _{V 4 (V 4 <V 3} ).

The highest speed pattern 31, the first overspeed pattern 32, and the second overspeed pattern 36 as described above are stored in the storage unit (memory) of the overspeed monitoring unit 21.

In such an elevator apparatus, when the cage | basket | car 1 is located in the vicinity of the terminal floor, since the 2nd overspeed is set low, abnormality of a cage | basket | car speed can be detected earlier.

The collision allowable speed of the car 1 to the car shock absorber 11 and the collision allowable speed of the balance weight 2 to the balance weight buffer 12 as the second overspeed (V _{4 in} FIG. 6). The car shock absorber 11 and the balance weight shock absorber 12 can be miniaturized by selecting the car shock absorber 11, the pit depth dimension, the counterweight shock absorber 12, and the top clearance size. Moreover, while the installation space of an elevator apparatus can be made small, the maximum speed and the acceleration / deceleration speed of the cage | basket | car 1 can be made high in the space similar to the conventional one.

Embodiment 3.

Next, FIG. 7: is a block diagram which shows the elevator apparatus by Embodiment 3 of this invention. In the figure, the governor 13 is provided with an overspeed detector (overspeed detection switch) 42. The overspeed detector 42 mechanically operates when the car speed reaches a preset first overspeed, and outputs a braking command signal.

The braking command signals from the overspeed detector 42 and the overspeed monitoring unit 21 are output to the brake unit 7 via an OR circuit 43. That is, when the braking command signal is output from at least one of the overspeed detector 42 and the overspeed monitoring unit 21, the braking command signal is input to the brake unit 7. The other configuration is the same as that in the first embodiment.

FIG. 8 is a graph showing the traveling speed pattern and the first and second overspeeds when the car 1 of FIG. 7 travels normally from the upper terminal layer to the lower terminal layer. The setting of the first overspeed in the overspeed detector 42 is constant throughout the lifting and lowering stroke, similar to a normal governor (one-dot chain line UO).

In such an elevator apparatus, since the first overspeed is monitored not only by the overspeed monitoring unit 21 but also by the governor 13 (overspeed detector 42), the power supply of the overspeed monitoring unit 21 is Even when shut off, the braking operation can be performed more accurately.

In addition, in the above example, although the running control part 8 which controls the running of the cage | basket | car 1 at the variable maximum speed and the variable acceleration / deceleration speed according to the cage | basket | car load and the traveling distance was shown, the maximum speed and the acceleration / deceleration speed diagram are changed. The present invention can also be applied to an elevator apparatus that is not allowed to.

Moreover, although the brake part 7 which brakes rotation of the drive sheave 5 was shown in the said example, the brake part is not limited to this, For example, the cage | brake brake and the main rope which are mounted in the cage | basket | car. It may be a rope brake or the like.

As described above, the present invention can be used to monitor whether or not the running speed of the car has reached an overspeed.

Claims (11)

An elevator car that moves up and down the hoistway, A driving control unit for controlling the operation of the car; The car position and car speed are detected, and the braking command signal for stopping the car is generated when the car speed reaches the overspeed by comparing the overspeed set according to the car position with the car speed. Overspeed Monitor, An elevator apparatus comprising a brake unit for braking the car in accordance with a braking command signal from the overspeed monitoring unit, The overspeed monitoring unit sets overspeed independently from the driving control unit, and sets another overspeed in the traveling direction of the car when the car is located near the terminal floor. Elevator device characterized by the above. The method of claim 1, When the car is traveling near the terminal floor in a direction opposite to the terminal floor, the overspeed monitoring unit sets the overspeed higher than when the car is traveling toward the terminal floor near the terminal floor. Elevator device characterized by the above. The method of claim 1, The overspeed monitoring unit sets the overspeed based on the maximum speed pattern which is the maximum value of the traveling pattern assumed when the car runs from one end floor to the other end floor. Elevator device. The method of claim 3, wherein When the car is traveling toward the terminal floor near the terminal floor, the overspeed monitoring unit sets an overspeed by taking a predetermined margin with respect to the maximum speed pattern, and the car is near the terminal floor. The elevator apparatus characterized in that the overspeed is set by taking a predetermined margin with respect to the highest speed in the highest speed pattern when traveling other than the vehicle and traveling near the terminal floor in a direction opposite to the terminal floor. The method of claim 3, wherein A balance weight for elevating in the hoistway, An elevator shock absorber that mitigates an impact when the car collides with a lower portion of the hoistway, and A balance weight buffer for relieving the impact when the balance is added to the lower portion of the hoistway. Further provided, And wherein the overspeed monitoring unit sets an overspeed based on the maximum speed pattern and the allowable speed of collision of the car and the balance weight to the car shock absorber and the balance weight shock absorber. The method of claim 4, wherein A balance weight for elevating in the hoistway, and A balance weight buffer for relieving the impact when the balance is added to the lower portion of the hoistway. Further provided, The balance weight buffer and the distance from the top of the car at the top floor position to the top of the hoistway are based on the allowable collision speed of the balance weight to the balance weight buffer as the overspeed set by the overspeed monitoring unit. Elevator device, characterized in that selected. The method of claim 1, A governor for mechanically detecting that the car speed has reached an overspeed, and An emergency stop device mounted on the car and operating when an overspeed is detected by the governor; Further provided, The overspeed detected by the overspeed monitoring unit is a first overspeed, and the overspeed detected by the governor is a second overspeed higher than the first overspeed. The method of claim 7, wherein The first overspeed is also detected by the governor, and when at least one of the governor and the overspeed monitoring unit detects that the car speed reaches the first overspeed, a brake command signal is output to the brake unit. Elevator device. The method of claim 1, The overspeed monitoring unit disregards a slight change in the running direction of the car by providing a hysteresis element in the signal processing for detecting the running direction of the car. The method of claim 3, wherein An emergency stop device mounted on the car and operating according to an emergency stop operation command signal from the overspeed monitoring unit; Further provided, The overspeed monitoring unit sets a first overspeed as a criterion for the output of the braking command signal and a second overspeed as a criterion for the output of the emergency stop operation command signal. When the car is traveling near the terminal floor toward the terminal floor, the first overspeed is set by taking a predetermined margin with respect to the maximum speed pattern, and the second overspeed is the first overspeed. An elevator apparatus, characterized in that set to take a predetermined margin. The method of claim 10, A balance weight for elevating in the hoistway, A car shock absorber for alleviating an impact when the car collides with a lower part of the hoistway, and A balance weight buffer for relieving the impact when the balance is added to the lower portion of the hoistway. Further provided, The car buffer, the pit depth dimension of the hoistway, the counterweight shock absorber, and the distance from the top of the car at the top floor position to the top of the hoistway collide with the car to the car shock absorber. The elevator apparatus characterized by the above-mentioned. The allowable speed and the allowable collision speed of the said balance weight to the said balance weight shock absorber are selected as the 2nd overspeed set by the said overspeed monitoring part.

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