WO2007034587A1

WO2007034587A1 - Elevator device

Info

Publication number: WO2007034587A1
Application number: PCT/JP2006/307085
Authority: WO
Inventors: Takuo Kugiya
Original assignee: Mitsubishi Denki Kabushiki Kaisha
Priority date: 2005-09-21
Filing date: 2006-04-04
Publication date: 2007-03-29
Also published as: KR100909304B1; EP1927567B1; EP1927567A4; EP1927567A1; CN101151202B; JP2007084239A; KR20080014732A; JP4403123B2; CN101151202A

Abstract

An elevator device in which a car damper is installed at the inside bottom part of a hoistway. A brake device for a hoist for braking the movement of a car is installed on the hoist. When the speed of the car is abnormal, a safety device controls the operation of the brake device for the hoist so that the speed of the car can be reduced to the allowable impact speed of the damper or less before the car reaches the position of the damper. When the speed of the car exceeds an overspeed detection level, the safety device starts to operate the brake device for the hoist. The value of the overspeed detection level in a predetermined district starting at the position of the damper is set according to the position of the car so that the speed of the car can be reduced to the value of the allowable impact speed of the damper at the position of the damper by braking applied by the brake device for the hoist to the car.

Description

Elevator equipment

Technical field

TECHNICAL FIELD [0001] 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. Background art

[0002] Conventionally, when the speed of the force exceeds the first overspeed detection level, the brake of the lifting machine is operated, and when the speed of the force exceeds the second overspeed detection level, the emergency stop is performed. An elevator device for operating the device has been proposed. In such a conventional elevator apparatus, in order to reduce the length of the hoistway in the height direction, the values of the first and second overspeed detection levels continuously decrease as they approach the end of the hoistway. Is set to Further, the first and second overspeed detection levels are created based on a traveling speed pattern that is traveled during normal operation of the elevator (see, for example, Patent Document 1).

[0003] Patent Document 1: Japanese Unexamined Patent Publication No. 2000-110868

Disclosure of the invention

Problems to be solved by the invention

[0004] However, conventionally, since the first and second overspeed detection levels are created based on the traveling speed pattern of the car, 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.

[0005] 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.

Means for solving the problem

[0006] An elevator apparatus according to the present invention 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.

Brief Description of Drawings

圆 1] A configuration diagram illustrating an elevator apparatus according to Embodiment 1 of the present invention.

[2] 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.

8] A configuration diagram illustrating an elevator apparatus according to Embodiment 2 of the present invention.

9] A graph showing the relationship between the braking force applied to the car and the time after the safety device of FIG. 8 detects the second overspeed of the force.

[10] 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.

[11] This is a graph that simultaneously shows the relationship between the braking force and time in FIG. 9 and the relationship between the approximate braking force and time. 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.

BEST MODE FOR CARRYING OUT THE INVENTION

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

Embodiment 1.

FIG. 1 is a configuration diagram showing an elevator apparatus according to Embodiment 1 of the present invention. In the figure, 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. In the upper part of 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.

[0011] 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.

[0012] At the bottom of the hoistway 1, there are a force buffer and a counterweight 4 that prevent the car 2 from directly colliding with the bottom of the hoistway 1 and soften the impact on the force 2. A shock absorber for a counterweight that prevents a direct collision with the bottom of the hoistway 1 and softens the shock to the counterweight 4 is installed (not shown). Note that force 2 collides with the force buffer. The maximum allowable speed of the force 2 is set as the allowable collision speed, and the counterweight shock absorber has a maximum speed of the counterweight 4 allowed when the counterweight 4 collides. The value is set as the allowable collision speed!

In addition, 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.

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. When the governor rope 15 is gripped by the governor 14, the connecting rod 16 is pulled up against the force S car 2, and each emergency stop device 12 is braked. By the braking operation of each emergency stop device 12, each wedge comes into contact with the car guide rail 3, and the force 2 is forcibly stopped. [0018] 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. That is, when the speed of the car 2 is abnormal, 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. Thus, each of the lifting device brake device 10 and the speed governor 14 is controlled.

Next, the operation will be described. During the operation of the elevator, the speed of the force 2 is constantly detected by the speed detector 17. When the speed of the force 2 exceeds the first overspeed detection level, 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.

[0020] 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.

[0021] Next, a method for deriving the value of the first overspeed detection level will be described. 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.

0 1

Torque is not generated. The braking torque is generated at time τ and continues as time passes.

1

Rises. After this, the braking torque reaches its maximum value at time τ. Maximum

2

After reaching the value, the braking torque is maintained as it is.

[0022] 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.

1

Since the braking torque given to 9 is not generated, the speed of the force 2 continues to increase. Time T is

After 1 elapses, 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.

2

Since the braking torque generated continuously increases over time, the deceleration of the force 2 also increases continuously. After time Τ has elapsed, the braking torque is maintained at the maximum value.

2

Thus, the deceleration of the force 2 is constant, and the movement of the car 2 is stopped when the time Τ is reached.

Three

[0024] In order to derive the first overspeed detection level, first, 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. As shown in the figure, in the relation 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.

1 4 4

After the time τ elapses, the maximum value is maintained (broken line in the figure). That is, operation delay

Four

At time T when time t has passed, the braking torque is increased from 0 to the maximum value instantly.

14

Find the relationship between similar braking torque and time. 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.

[0026] Thereafter, the speed and acceleration of the car 2 are determined in relation to time based on the relationship between the approximate braking torque and time. 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. As shown in the figure, 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.

Ascends linearly at 1 4 1, and after a lapse of time T, descends linearly at a constant acceleration a. After this

4 2

When time t has passed and time T is reached, car 2 stops. [0027] After obtaining the relationship between the speed and acceleration of the force 2 and time, the speed when the force 2 reaches the position of the car shock absorber is the allowable collision speed of the force shock absorber (predetermined value). The first excess t

Find the speed detection level V as a function of car 2 position X.

0 0

[0028] Specifically, when the car 2 collides with the car shock absorber between the time when the safety device 18 detects the first overspeed of the car 2 and the time when the driving sheave 9 generates the braking torque. This is divided into the case where the force 2 collides with the car shock absorber after the braking torque is generated in the drive sheave 9.

[0029] When the car 2 collides with the car shock absorber before the braking torque is generated in the drive sheave 9, the car 2 collides with the force shock absorber without being braked. Therefore, the position and speed of the force 2 when the first overspeed of the safety device 18 force S car 2 is detected is (X, ν), and the safety device

01 01

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.

1

[0030] (X — (V -t '+ l / 2-a -t' ² ), v + a -t ') = (0, ν) ·' · (1)

01 01 1 1 1 01 1 1 t

[0031] When t ′ in equation (1) is eliminated and v is obtained as a function of X, equation (2) is obtained.

1 01 01

[0032] V (X) = (-2-a · χ + ν ² ) ° · ⁵ · '· (2)

01 01 1 01 t

[0033] Further, when the force 2 collides with the car shock absorber after the braking torque is generated in the drive sheave 9, the time from when the braking torque is generated until the force 2 collides with the car shock absorber is set. t 'and

2 Then, the relationship of Formula (3) is established.

[0034] (x-(v -t '+ l / 2-a -t' ² ), v + a -t ') = (0, v) ·' · (3)

1 1 2 2 2 1 2 2 t

[0035] Further, the position and speed of the force 2 when the safety device 18 detects the first overspeed of the force 2 is (X, ν), and the position and speed of the car 2 when the braking torque is generated. Is (χ, ν), the equation (4

02 02 1 1

) Relationship holds.

[0036] (x, v) = (x-(v -t + l / 2-a -t ² ), v + a -t) "-(4)

1 1 02 02 1 1 1 02 1 1

[0037] From Equation (3) and Equation (4), t 'and (x, ν) are eliminated, and V is obtained as a function of X, then Equation (5)

2 1 1 02 02

become that way.

[0038] V (X) = (a 2 -t 2 -2-a · χ -a -a t 2 + v 2.) ° - 5 + a t -. A -t · '· (5)

02 02 2 1 2 02 2 1 1 t 2 1 1 1

[0039] From the above, the first overspeed detection level v is obtained as a function of the position X of the car 2,

0 0

This is expressed by equation (6). [0040] v (x) = Max {v (x), v (x)} "-(6)

0 0 01 0 02 0

[0041] However, Equation (6) means a difference or a value of v (x) and v (x).

01 0 02 0

[0042] Then, the difference between the normal speed pattern of the car 2 that normally runs toward the car stop position on the lowest floor and the first overspeed detection level V obtained by the above method is small. 2

0

When there is a possibility that the lifting device brake device 10 may malfunction due to an increase in speed due to the shaking of the aircraft or a detection error caused by the speed detector 17, in order to prevent malfunctioning of the lifting device brake device 10, Predetermined added value is set to the first overspeed detection level V

Add to 0 to obtain the final first overspeed detection level.

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. As shown in the figure, in the hoistway 1, there is an overspeed detection value change section (predetermined section) in which the value of the first overspeed detection level 30 decreases as it approaches the position of the car shock absorber, and the overspeed There is an 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.

[0044] 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.

In such an elevator apparatus, 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.

[0046] Further, since the force 2 is braked by the braking operation of the lifting device brake device 10, 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.

[0047] Moreover, the force 2 is braked by the braking operation of the emergency stop device 12.

For example, even when the main rope 11 that suspends the car 2 breaks, the force 2 can be stopped more reliably.

[0048] Embodiment 2.

FIG. 8 is a block diagram showing an elevator apparatus according to Embodiment 2 of the present invention. In the figure, 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. In addition, 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.

[0050] 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. By the braking operation of each emergency stop device 12, 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.

[0051] Next, a method for deriving the value of the second overspeed detection level will be described. 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). As shown in the figure, when 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,

10 11

No problem occurs. The braking force is generated at time τ and continuously increases with time.

11

To rise. After this, the braking force reaches its maximum value at time τ. Maximum value reached

12

After that, the braking force is maintained as it is.

[0052] 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,

11

Since no braking force is generated, the speed of the car 2 continues to increase. After time T has passed

11

, The braking force to force 2 is generated, and force 2 begins to decelerate rapidly.

[0053] At this time, until time T is reached, the braking force on the car 2 is continuously increased with time.

12

Because of this, the deceleration of the car 2 also increases continuously. After time T has passed

12

Since the braking force is maintained at the maximum value, the deceleration of force 2 is constant and reaches time T.

13 Car 2 stops moving.

In order to derive the second overspeed detection level, first, 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. After this, based on the temporal change of the calculated braking force, the relationship between the approximate braking force and time (ie, the temporal change in the approximate braking force) is simplified by a preset method.匕)

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.

11 until time T is reached, and at time T, the time instantly increases from 0 to the maximum value.

After 14 14 14 elapses, the maximum value is maintained (dashed line in the figure). That is, the operation delay time t

11 Approximate braking force that instantaneously increases the braking force from 0 to the maximum value at the time τ The relationship between time and time. Note that the method for obtaining the relationship between the approximate braking force and time is not limited to the method shown by the broken line in FIG. 11, and for example, the braking force is divided into a plurality of stages until the braking force reaches 0 to the maximum value. May be raised instantaneously.

[0056] Thereafter, the speed and acceleration of the car 2 are determined in relation to time based on the relationship between the approximate braking force and time. 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. As shown in the figure, 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.

11 14 11 Ascends linearly at time 11, and after time T, descends linearly at a constant acceleration a. This

14 12

Car 2 stops when time t passes after time t.

12 13

[0057] After determining the relationship between the speed and acceleration of the cage 2 and time, the velocity when the cage 2 reaches the position of the car shock absorber is the allowable car collision speed (predetermined value) V

Find the second overspeed detection level V as a function of the position X of the car 2 so that it becomes t.

10 10

Specifically, the case where the car 2 collides with the car shock absorber between the time when the safety device 18 detects the second overspeed of the car 2 and the time when the braking force is generated on the force 2. This is divided into the case where the force 2 collides with the car shock absorber after the braking force is generated on the force 2.

[0059] 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, ν), and each emergency stop device 12

011 011

Let t 'be the time from when braking operation starts until force 2 collides with the car shock absorber.

11 Then, the relationship of Formula (7) is established.

[0060] (X — (V -t '+ l / 2' a -t ' ² ), v + a -t') = (0, ν) · '· (7)

on on 11 n n on n n t

[0061] When t 'in equation (7) is eliminated and v is obtained as a function of x, equation (8) is obtained.

11 011 011

[0062] V (X) = (-2-a · χ + ν ² ) ° · ⁵ · '· (8)

Oil Oil 11 on t

[0063] Also, in the case of collision with the force shock absorber after the braking force is generated on the force 2, the time from when the braking force is generated until the force 2 collides with the car shock absorber is expressed as t ' Then, the relationship of equation (9)

12

Holds. [0064] (x — (v -t '+ l / 2-a -t' ² ), v + a -t ') = (0, ν) ·' · (9)

11 11 12 12 12 11 12 12 t

[0065] Further, the position and speed of the car 2 when the safety device 18 detects the second overspeed of the car 2 is (X, ν), and the position and speed of the car 2 when the braking force is generated are ( X, ν), the formula (1

012 012 11 11

0) holds.

[0066] (X, ν) = (x — (v -t + l / 2-a -t ² ), v + a -t) --- (10)

11 11 012 012 11 11 11 012 11 11

[0067] From Equation (9) and Equation (10), t ′ and (x, v) are eliminated and v is obtained as a function of X.

12 11 11 012 012

Equation (11) is obtained.

[0068] V (X) = (a 2 -t 2 -2-a · χ -a -a -t 2 + v 2) ° - 5 a -t ~ (11)

012 012 12 11 12 012 12 11 11 t 12 11 11 11

[0069] From the above, the first overspeed detection level v is obtained as a function of the position X of the car 2,

10 10

It is represented by the following formula (12).

[0070] V (X) = Max {v (x), v (x)} --- (12)

10 10 Oil 10 012 10

[0071] However, Expression (12) means a larger value of v (X) and V (X).

011 10 012 10

[0072] Then, the first acceleration setting pattern and the second overspeed detection level V obtained by the above method

When each emergency stop device 12 may malfunction due to an increase in speed due to shaking of the car 2 or a detection error by the speed detector 31, etc. In order to prevent this, the predetermined added value is set to the second overspeed detection level V.

Add 10 to obtain the final second overspeed detection level.

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. As shown in the figure, in the hoistway 1, there is an overspeed detection value change section (predetermined section) in which the value of the second overspeed detection level 40 decreases as it approaches the position of the car shock absorber, and 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.

[0074] 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.

[0075] In such an elevator apparatus, 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.

[0076] Since the braking of the cage 2 is performed by the lifting device brake device 10 and the emergency stop device 12, 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.

Claims

The scope of the claims

[1] a car that is raised and lowered in the hoistway,

A shock absorber for the car provided at the bottom of the hoistway;

A braking device for braking the movement of the car; and

A safety device which operates the braking device when the speed of the force cage is abnormal and keeps the speed of the cage below the allowable collision speed of the shock absorber until the force reaches the position of the shock absorber.

With

In the safety device, the overspeed detection level is preset according to the position of the car,

The safety device is configured to start the operation of the braking device when the speed of the car exceeds the overspeed detection level.

The value of the overspeed detection level in a predetermined section from the position of the shock absorber is set so that the speed of the car becomes a predetermined value at the position of the shock absorber by braking the car by the braking device. An elevator apparatus characterized by that.

[2] A driving sheave around which a main rope for suspending the force is wound is further provided, and a hoisting machine that raises and lowers the force by the rotation of the driving sheave is further provided.

The elevator device according to claim 1, wherein the braking device is a lifting device braking device that brakes rotation of the drive sheave.

[3] The brake device is an emergency stop device that is mounted on the car and brakes the movement of the force by bringing a brake member into contact with a guide rail that guides the force. Item 2. The elevator apparatus according to item 1.

[4] The braking device includes a first braking device and a second braking device that brake the force by different methods.

The overspeed detection level is composed of a first overspeed detection level and a second overspeed detection level that is greater than the first overspeed detection level.

The safety device starts the operation of the first braking device when the speed of the car exceeds the first overspeed detection level, and the speed of the car reaches the second overspeed detection level. The elevator apparatus according to claim 1, characterized in that the operation of the second braking device is started when exceeding.

A driving sheave around which a main rope for suspending the force is wound, and further comprising a lifting machine that raises and lowers the force by the rotation of the driving sheave;

The first braking device is a lifting device brake device for braking the rotation of the drive sheave,

The second brake device is an emergency stop device that is mounted on the car and brakes the movement of the force by bringing a control member into contact with a guide rail that guides the force. 4. The elevator apparatus according to 4.