Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B66—HOISTING; LIFTING; HAULING
  • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
  • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
  • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
  • B66B5/04—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions for detecting excessive speed
  • B66B5/06—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions for detecting excessive speed electrical
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B66—HOISTING; LIFTING; HAULING
  • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
  • B66B1/00—Control systems of elevators in general
  • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
  • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
  • B66B1/285—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical with the use of a speed pattern generator
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B66—HOISTING; LIFTING; HAULING
  • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
  • B66B1/00—Control systems of elevators in general
  • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
  • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
  • B66B1/32—Control 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
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B66—HOISTING; LIFTING; HAULING
  • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
  • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
  • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions

Definitions

• the present invention relates to an elevator apparatus in which a shock absorber for reducing an impact on a force is provided at the bottom of a hoistway.
• Patent Document 1 Japanese Unexamined Patent Publication No. 2000-110868
• the force when the brake or emergency stop device of the lifting machine is activated is used.
• the speed of the car when it collides with a shock absorber installed at the bottom of the hoistway differs depending on the position of the hoistway. Therefore, the allowable collision speed of the shock absorber must be set to the maximum value of the speed of the car when it collides with the shock absorber, and the shock absorber becomes large. This makes it impossible to reduce the ascending and descending path.
• An object of the present invention is to solve the above-described problems, and an object of the present invention is to provide an elevator apparatus that can be reduced in size.
• An elevator apparatus includes a car that is raised and lowered in a hoistway, a shock absorber provided at the bottom of the hoistway, a braking device for braking the movement of the force, and a force Speed of
• the safety device is equipped with a safety device that operates the braking device when the degree is abnormal and reduces the speed of the cage below the allowable impact speed of the shock absorber until the force reaches the position of the shock absorber.
• the overspeed detection level is set according to the position of the car, and the safety device starts the operation of the braking device when the speed of the car exceeds the overspeed detection level.
• Positional force of the shock absorber The value of the overspeed detection level in a predetermined section is set so that the speed of the force becomes a predetermined value at the position of the shock absorber by braking the car by the braking device.
• FIG. 1 A configuration diagram illustrating an elevator apparatus according to Embodiment 1 of the present invention.
• FIG. 2 is a graph showing the relationship between the braking torque applied to the drive sheave after the safety device of FIG. 1 detects the first overspeed of the force and the time.
• [3] A graph showing the relationship between the speed of the force and the time determined based on the relationship between the braking torque and the time in FIG.
• FIG. 4 is a graph showing simultaneously the relationship between the braking torque and time in FIG. 2 and the relationship between the approximate braking torque and time.
• FIG. 5 is a graph showing the relationship between the speed of a car and time determined based on the relationship between approximate braking torque and time in FIG.
• FIG. 6 is a graph showing the relationship between the acceleration of the car and time determined based on the relationship between the approximate braking torque and time in FIG.
• FIG. 7 is a graph showing the relationship between the first overspeed detection level and the position of the car determined based on the relationship between the approximate braking torque and time in FIG.
• FIG. 10 is a graph showing the relationship between the speed of the force and the time obtained based on the relationship between the braking force and time in FIG.
• FIG. 12 is a graph showing the relationship between the speed of the force and the time determined based on the relationship between the approximate braking force and time in FIG.
• FIG. 13 is a graph showing the relationship between car acceleration and time determined based on the relationship between approximate braking force and time in FIG. 11.
• FIG. 14 is a graph showing the relationship between the second overspeed detection level and the position of the car determined based on the relationship between the approximate braking force and time in FIG.
• FIG. 1 is a configuration diagram showing an elevator apparatus according to Embodiment 1 of the present invention.
• a pair of force guide rails 3 for guiding a force 2 and a pair of counterweight guide rails 5 for guiding a counterweight 4 are installed in the hoistway 1.
• a lifting machine (driving device) 6 for raising and lowering the car 2 and the counterweight 4 in the hoistway 1 there is a lifting machine (driving device) 6 for raising and lowering the car 2 and the counterweight 4 in the hoistway 1, and a sled wheel 7 arranged in the vicinity of the hoisting machine 6. Is provided.
• the hoisting machine 6 has a hoisting machine main body 8 including a motor, and a drive sheave 9 rotated by the hoisting machine main body 8.
• the lifting machine main body 8 is provided with a lifting machine brake device (braking device) 10 for braking the rotation of the drive sheave 9.
• a plurality of main ropes 11 are wound around the drive sheave 9 and the deflector wheel 7.
• the car 2 and the counterweight 4 are suspended in the hoistway 1 by the main ropes 11.
• the force 2 and the counterweight 4 are moved up and down in the hoistway 1 by rotating the drive sheave 9.
• the car 2 is mounted with a pair of emergency stop devices (braking devices) 12 disposed to face the car guide rails 3 respectively.
• Each emergency stop device 12 has a wedge (braking member) that can be brought into and out of contact with the force guide rail 3.
• the car 2 is forcibly braked when each wedge comes into contact with the car guide rail 3.
• a speed governor 14 including a speed governor sheave 13 is provided above the hoistway 1.
• a tension wheel (not shown) is provided at the lower part of the hoistway 1.
• a governor rope 15 is wound around the governor sheave 13 and the tensioning vehicle. One end and the other end of the governor rope 15 are connected to the emergency stop device 12 via a connecting rod 16. Thus, the governor rope 15 is moved as the force 2 moves, and the governor sheave 13 is rotated according to the speed of the force 2.
• the speed governor 14 is provided with a speed detector (for example, a rotary encoder) 17 that generates a signal corresponding to the rotation of the speed governor sheave 13. Information from the speed detector 17 is transmitted to the elevator safety device 18.
• a speed detector for example, a rotary encoder
• the safety device 18 obtains the speed of the force 2 based on information from the speed detector 17.
• the safety device 18 includes a first overspeed detection level for detecting the first overspeed of the cage 2, a second overspeed detection level for detecting the second overspeed of the force 2, However, the force is set according to the position of the force 2.
• the second overspeed detection level is larger than the first overspeed detection level.
• the safety device 18 outputs an operation signal to the lifting device brake device 10 when the speed force of the force 2 exceeds the first overspeed detection level, and adjusts when the second overspeed detection level is exceeded. An operation signal is output to the speed machine 14.
• the hoisting machine brake device 10 performs a braking operation when receiving the operation signal from the safety device 18.
• the rotation of the drive sheave 9 is controlled by the braking operation of the lifting device brake device 10.
• the speed governor 14 performs an operation of gripping the speed governor rope 15 when receiving an operation signal from the safety device 18.
• the connecting rod 16 is pulled up against the force S car 2, and each emergency stop device 12 is braked.
• each wedge comes into contact with the car guide rail 3, and the force 2 is forcibly stopped.
• the speed of the cage 2 depends on at least one of braking of the drive sheave 9 by the lifting device brake device 10 and braking of the cage 2 by each emergency stop device 12. By the time, the car crash speed is less than the permissible speed.
• the safety device 18 causes the speed of the car 2 to be less than the allowable collision speed of the car shock absorber before the force 2 reaches the position of the car shock absorber.
• each of the lifting device brake device 10 and the speed governor 14 is controlled.
• the speed of the force 2 is constantly detected by the speed detector 17.
• the braking operation of the lifting device brake device 10 is performed under the control of the safety device 18. Thereby, the rotation of the drive sheave 9 is braked.
• the speed of the car 2 further increases after exceeding the first overspeed detection level, and when the speed exceeds the second overspeed detection level, the governor rope 15 is controlled by the safety device 18 under control. Gripped by machine 14. As a result, the connecting rod 16 is pulled up, and the braking operation of each emergency stop device 12 is performed. As a result, force 2 is forcibly stopped.
• FIG. 2 is a graph showing the relationship between the braking torque applied to the drive sheave 9 and the time after the safety device 18 of FIG. 1 detects the first overspeed of the car 2 (that is, the temporal change of the braking torque). It is. As shown in the figure, when the safety device 18 detects the first overspeed of the force 2, the braking operation of the lifting device brake device 10 is started. After this, until the operation delay time t elapses and time T is reached, braking is performed.
• Torque is not generated.
• the braking torque is generated at time ⁇ and continues as time passes.
• the braking torque is maintained as it is.
• FIG. 3 is a graph showing the relationship between the speed of the car 2 and time (that is, the temporal change in the speed of the force 2) obtained based on the relationship between the braking torque and time in FIG. It is. As shown in the figure, after the safety device 18 detects the first overspeed of the force 2, the drive sheave until the time T is reached.
• the braking torque applied to the drive sheave 9 is generated and the force 2 starts to decelerate. [0023] At this time, it is applied to the drive sheave 9 until time T when the braking torque reaches the maximum value.
• the time-dependent change in the braking torque as shown in Fig. 2 is obtained from the mechanical specifications such as the weight of the lifting device 10 and the car 2 for the hoisting machine. Is calculated. At this time, the time variation of the braking torque is calculated under the load condition of the car 2 where the force 2 is most difficult to decelerate. After this, a simplified relationship between approximate braking torque and time (i.e., approximate braking torque time) by a method set in advance based on the calculated temporal change in braking torque. Change).
• FIG. 4 is a graph showing simultaneously the relationship between the braking torque and time in FIG. 2 and the relationship between the approximate braking torque and time.
• the braking torque is calculated after the operation delay time t has elapsed since the safety device 18 detected the first overspeed of the car 2. It is 0 until time T, and it instantaneously increases from 0 to the maximum value at time T.
• the method for obtaining the relation between the approximate braking torque and time is not limited to the method shown by the broken line in FIG.
• the torque may be increased instantaneously.
• FIG. 5 is a graph showing the relationship between the speed of the car 2 and the time determined based on the relationship between the approximate braking torque and the time in FIG.
• FIG. 6 is a graph showing the relationship between the acceleration of the car 2 and time determined based on the relationship between the braking torque for approximation in FIG. 4 and time.
• the speed of the force 2 is constant acceleration a from the time when the safety device 18 detects the first overspeed of the car 2 to the time T after the operation delay time t elapses.
• Equation (1) Assuming that the time from when the device 18 detects the first overspeed of the car 2 to when the force car 2 collides with the car shock absorber, the relationship of Equation (1) holds.
• V (X) (-2-a ⁇ ⁇ + ⁇ 2 ) ° ⁇ 5 ⁇ ' ⁇ (2)
• the position and speed of the force 2 when the safety device 18 detects the first overspeed of the force 2 is (X, ⁇ ), and the position and speed of the car 2 when the braking torque is generated. Is ( ⁇ , ⁇ ), the equation (4
• Equation (3) From Equation (3) and Equation (4), t 'and (x, ⁇ ) are eliminated, and V is obtained as a function of X, then Equation (5)
• V (X) (a 2 -t 2 -2-a ⁇ ⁇ -a -a t 2 + v 2.) ° - 5 + a t -.
• the first overspeed detection level v is obtained as a function of the position X of the car 2,
• Equation (6) means a difference or a value of v (x) and v (x).
• Predetermined added value is set to the first overspeed detection level V
• FIG. 7 is a graph showing the relationship between the first overspeed detection level and the position of the car 2 obtained based on the relationship between the approximate braking torque and time in FIG.
• an overspeed detection value change section predetermined section
• the overspeed detection value constant section that is adjacent to the detection value change section and in which the value of the first overspeed detection level 30 is constant regardless of the position of the car 2.
• the value of the first overspeed detection level 30 in the overspeed detection value change section is the value obtained by the above method.
• Curves 20 to 23 show changes in the speed of the car 2 when the speed of the car 2 exceeds the first overspeed detection level 30 at four different positions in the overspeed detection value change section. All curves 20 to 23 show the value of the car impact permissible speed of the force shock absorber at the position of the car shock absorber. Therefore, when the car 2 reaches the position of the car shock absorber, the speed of the force car 2 becomes the value of the allowable car collision speed of the force shock absorber.
• the first overspeed detection level for starting the braking operation of the hoisting machine brake apparatus 10 is preliminarily set in the safety apparatus 18 according to the position of the car 2. Therefore, the value of the first overspeed detection level in the predetermined section of the force shock absorber force is set so that the speed of the force 2 becomes the allowable car collision speed at the position of the car shock absorber! It is possible to prevent variations in speed when the force 2 collides with the car shock absorber. Accordingly, the capacity of the force shock absorber can be exhibited efficiently, and the car collision allowable speed of the car shock absorber can be set low. This allows you to relax The impactor can be reduced in size and the hoistway 1 can be reduced.
• the cage 2 is braked by braking the cage 2 with the existing braking device. At this position, the speed of the car 2 can be suppressed to the allowable collision speed of the car shock absorber.
• FIG. 8 is a block diagram showing an elevator apparatus according to Embodiment 2 of the present invention.
• the car 2 is provided with a speed detector 31 (for example, a linear encoder) for detecting the speed of the force 2.
• Information (electrical signal) from the speed detector 31 is transmitted to the safety device 18.
• the safety device 18 obtains the speed of the force 2 based on information from the speed detector 31.
• the safety device 18 includes a first overspeed detection level obtained in the same manner as in the first embodiment, a second overspeed detection level that is greater than the first overspeed detection level, and a force cage. It is preset according to the position of 2. Further, the safety device 18 outputs an operation signal to the lifting device brake device (first braking device) 10 when the speed of the force 2 exceeds the first overspeed detection level, and detects the second overspeed detection. When the level is exceeded, an operation signal is output to each emergency stop device (second braking device) 12.
• the lifting device brake device 10 performs a braking operation when receiving the operation signal from the safety device 18.
• the rotation of the drive sheave 9 is controlled by the braking operation of the lifting device brake device 10.
• Each emergency stop device 12 performs a braking operation when receiving an operation signal from the safety device 18.
• each wedge comes into contact with the car guide rail 3, and the force 2 is forcibly stopped. That is, the hoisting machine brake device 10 and the emergency stop device 12 start the braking operation at different overspeed detection levels, and brake the car 2 by different methods.
• Other configurations and operations are the same as those in the first embodiment.
• Figure 9 shows the 6 is a graph showing a relationship between braking force applied to the force 2 after the entire device 18 detects the second overspeed and time (that is, temporal change of braking force with respect to the force 2).
• the safety device 18 detects the second overspeed of the force 2
• the braking operation of the lifting device brake device 10 is started. After this, until the operation delay time t elapses until time T,
• the braking force is generated at time ⁇ and continuously increases with time.
• FIG. 10 is a graph showing the relationship between the speed of the car 2 and time (that is, the temporal change in the speed of the force 2) obtained based on the relationship between the braking force and time in FIG. is there. As shown in the figure, until the time T comes after the safety device 18 detects the second overspeed of the car 2,
• a temporal change in braking force as shown in FIG. 9 is calculated from the mechanical specifications such as the weight of each emergency stop device 12 and car 2. .
• the time change of braking force at this time is calculated under the load condition of force 2 where car 2 is most difficult to decelerate.
• FIG. 11 is a graph showing simultaneously the relationship between the braking force and time in FIG. 9 and the relationship between the approximate braking force and time. As shown in the figure, in the relation between the approximate braking force and time, the braking force is the operation delay time t after the braking operation of each emergency stop device 12 is started.
• time T is reached, and at time T, the time instantly increases from 0 to the maximum value.
• FIG. 12 is a graph showing the relationship between the speed of the car 2 and time obtained based on the relationship between the approximate braking force and time in FIG.
• FIG. 13 is a graph showing the relationship between the acceleration of the force 2 and the time determined based on the relationship between the braking force for approximation and the time in FIG.
• the speed of the force 2 is constant acceleration a from the time when the safety device 18 detects the second overspeed of the car 2 to the time T after the operation delay time t elapses.
• Car 2 stops when time t passes after time t.
• each emergency stop device 12 If the car 2 collides with the car shock absorber before the braking force is generated, the car 2 collides with the power shock absorber without being controlled. Therefore, the position and speed of the force 2 when the braking operation of each emergency stop device 12 is started is (X, ⁇ ), and each emergency stop device 12
• V (X) (-2-a ⁇ ⁇ + ⁇ 2 ) ° ⁇ 5 ⁇ ' ⁇ (8)
• Equation (9) and Equation (10) From Equation (9) and Equation (10), t ′ and (x, v) are eliminated and v is obtained as a function of X.
• Equation (11) is obtained.
• V (X) (a 2 -t 2 -2-a ⁇ ⁇ -a -a -t 2 + v 2) ° - 5 a -t ⁇ (11)
• the first overspeed detection level v is obtained as a function of the position X of the car 2,
• V (X) Max ⁇ v (x), v (x) ⁇ --- (12)
• Expression (12) means a larger value of v (X) and V (X).
• the predetermined added value is set to the second overspeed detection level V.
• FIG. 14 is a graph showing the relationship between the second overspeed detection level and the position of the car 2 obtained based on the relationship between the approximate braking force and time in FIG.
• an overspeed detection value change section predetermined section
• the overspeed An overspeed detection value constant section is set adjacent to the detection value change section, where the value of the second overspeed detection level 40 is constant regardless of the position of the car 2.
• the value of the second overspeed detection level 40 in the overspeed detection value change section is a value obtained by the above method.
• Curves 50 to 53 show changes in the speed of the car 2 when the speed of the car 2 exceeds the second overspeed detection level 40 at four different positions in the overspeed detection value change section. All curves 50-53 show the value of the car impact permissible speed of the force shock absorber at the position of the car shock absorber. Therefore, car 2 is the car When the position of the shock absorber is reached, the speed of the force 2 becomes the value of the allowable car collision speed of the force shock absorber. That is, the speed of the force 2 is such that the car 2 where the braking operation of each emergency stop device 12 is started is allowed to collide with the car shock absorber at a car collision allowable speed. It has become.
• the first and second overspeed detection levels are set in advance in the safety device 18, and when the speed of the force 2 exceeds the first overspeed detection level.
• the elevator brake device 10 that starts the braking operation and the emergency stop device 12 that starts the braking operation when the speed of the car 2 exceeds the second overspeed detection level are different from each other in the car. 2 is braked, so that the car 2 can be braked by different braking methods according to the abnormal level of the speed of the car 2, and the force 2 can be braked more reliably. It is out.
• the cage 2 can be braked by the existing braking device, and the speed of the cage 2 can be increased. At the position of the shock absorber, it can be easily suppressed below the force collision allowable speed.

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

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• 2005
  • 2005-09-21 JP JP2005273993A patent/JP4403123B2/ja active Active
• 2006
  • 2006-04-04 WO PCT/JP2006/307085 patent/WO2007034587A1/ja active Application Filing
  • 2006-04-04 KR KR1020077021195A patent/KR100909304B1/ko active IP Right Grant
  • 2006-04-04 EP EP06731033.4A patent/EP1927567B1/de active Active
  • 2006-04-04 CN CN2006800098893A patent/CN101151202B/zh active Active

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