Patent Grant
9546074
The present invention relates to an elevator apparatus in which an excessive speed detection level that changes in response to car position is set by an excessive speed monitoring portion.
In conventional elevator apparatuses, a car buffer and a counterweight buffer are installed in a hoistway lowermost portion. These buffers have a role of braking and stopping a hoisted body (a car or a counterweight) when the hoisted body could not be braked and stopped before the hoistway lowermost portion by braking apparatuses and safety devices. If we let d be the average deceleration during braking by these buffers, Vc be the speed when the hoisted body collides with a buffer, and t be the deceleration time, then braking distance L is expressed by the following expression:
L=(1/2)d×t2 (1)
Now, from Vc−d×t=0, we can assume that the deceleration time t is t=Vc/d to obtain the following expression:
L=(1/2)d×t2=(1/2)d×(Vc/d)2=Vc2/2d (2)
An upper limit is prescribed for the average deceleration d in order to suppress mechanical shock to which the passengers inside the car are subjected during braking and stopping. For this reason, it is necessary to lengthen the braking distance L as the speed Vc at which the hoisted body collides with the buffer increases, and it is necessary to ensure a buffer stroke that is greater than or equal to this braking distance.
In the European Standards (ENs) (EN 81-1:1998 (10.4.3.1)), for example, a buffer stroke that is sufficient to brake and stop a car is required under conditions in which the buffer impact speed Vc (m/s) is 115 percent of the rated speed Vr (m/s), and the upper limit of the average deceleration d (m/s2) is gravitational acceleration g (=9.81 m/s2). Consequently, from Expression (2), the buffer stroke Lst (m) is given by the following expression:
A buffer stroke is also prescribed in Japanese building standards laws with similar aims to the ENs.
Now, in conventional mechanical governors, if car speed reaches a first excessive speed detection level (Vos), an overspeed switch is operated such that passage of electric current to a hoisting machine motor is interrupted and a braking apparatus is activated to brake. Rotation of a driving sheave is thereby braked and stopped, making the car perform an emergency stop. If the car speed reaches a second excessive speed detection level (Vtr) that is higher than the first excessive speed detection level, a speed governor rope is gripped to activate a safety device. A braking force is thereby applied directly to the car to make the car perform an emergency stop.
In mechanical governors of this kind, since the overspeed switch is operated, and the speed governor rope is gripped, etc., using a centrifugal force that is generated in proportion to the square of the car speed, the excessive speed detection levels (Vos and Vtr) are constant throughout the hoistway. Because of that, the excessive speed detection levels (Vos and Vtr) are set to levels that exceed the rated speed Vr even in upper and lower terminal portions of the hoistway where the car decelerates during normal running. Consequently, it has been necessary to design the buffer stroke such that “the buffer impact speed is a speed that is higher than the rated speed, and increases as the rated speed increases.”
The buffer strokes found using Expression (3) for cases in which the rated speed is 5 m/s (300 m/min) and 10 m/s (600 m/min), for example, are 1.685 m (for the rated speed 5 m/s) and 6.74 m (for the rated speed 10 m/s), respectively.
In high-speed elevator apparatuses, enlargement of the buffer strokes becomes particularly pronounced as the rated speed increases, and the accompanying increases in hoistway space have been problematic.
Conventionally, emergency terminal speed limiting devices have been considered as a method for solving these problems. In emergency terminal speed limiting devices, an excessive speed detection level (Vets) that becomes progressively lower is set in hoistway terminal portions in which a car decelerates during normal running. An anomalous car speed in the hoistway terminal portions early can thereby be detected to enable the buffer stroke to be shortened by reducing buffer impact speed.
In recent years, techniques have also been proposed in which excessive speed detection levels (Vets) are lowered continuously (steplessly) (see Patent Literature 1, for example).
However, in conventional emergency terminal speed limiting devices such as that described above, because the car is made to perform an emergency stop using a braking apparatus when an anomalous speed is detected, in the rare event that the main ropes suspending the car and the counterweight all break, the braking force from the braking apparatus does not act on the car, and the car is not decelerated until the car speed reaches the second excessive speed detection level (Vtr) in the mechanical governor and safety devices are activated.
Because of that, even if conventional emergency terminal speed limiting devices are used to shorten the buffer stroke, the amount of reduction compared to standard buffer strokes is limited, and there is also no change in the relationship that the buffer stroke is lengthened as the rated speed increases.
In European Standard EN 81-1:1998, for example, it is recognized that the buffer stroke is shortened by up to ⅓ of the standard stroke when an emergency terminal speed limiting device is applied to a high-speed elevator that has a rated speed in excess of 4 m/s. In other words, as shown in Expression (3), the standard buffer stroke is 0.0674 Vr2, but when an emergency terminal speed limiting device is used, the buffer stroke becomes 0.0674 Vr2/3 or greater.
Regarding problems such as breakage of the main ropes, countermeasure techniques have been proposed such as stopping operation of the elevator apparatus when even a single main rope breaks. In addition, techniques have also been proposed in which safety devices are activated upon detecting breakage of a main rope (see Patent Literature 2, for example).
[Patent Literature 1]
Japanese Patent No. 4575076 (Gazette)
[Patent Literature 2]
Japanese Patent No. 4292203 (Gazette)
In recent years, since increases in elevator speed are advancing together with increases in building heights, buffer strokes have become several meters even if conventional emergency terminal speed limiting devices are used, and “further shortening of buffer strokes” is being sought. Although in answer to that, in conventional elevator apparatuses such as that shown in Patent Literature 2, safety devices are activated immediately if the braking apparatus that is activated by the emergency terminal speed limiting devices is disabled by breakage of the main ropes, “further shortening of buffer strokes” is difficult to achieve.
The present invention aims to solve the above problems and an object of the present invention is to provide an elevator apparatus that can shorten buffer stroke amply while ensuring safety.
In order to achieve the above object, according to one aspect of the present invention, there is provided an elevator apparatus including: a hoisting machine including a driving sheave; a suspending means that is wound around the driving sheave; a car that is suspended by the suspending means so as to be raised and lowered by the hoisting machine; a braking apparatus that applies a braking force to the car by means of the suspending means; an excessive speed monitoring portion in which is set an excessive speed detection level that changes in response to car position, and that makes the braking apparatus perform a braking operation when car speed reaches the excessive speed detection level; a safety device that is disposed on the car; and an anomalous acceleration detecting mechanism that activates the safety device if acceleration that exceeds a preset set value arises in the car.
In an elevator apparatus according to the present invention, because the excessive speed detection level that changes in response to car position is set in the excessive speed monitoring portion, and the braking apparatus is activated to brake by the excessive speed monitoring portion if the car speed reaches the excessive speed detection level, and the safety device is activated by the anomalous acceleration detecting mechanism if the car acceleration exceeds the set value, the car can be stopped by the safety device in the rare event that the suspending means breaks, enabling the buffer stroke to be shortened amply while ensuring safety.
Preferred embodiments of the present invention will now be explained with reference to the drawings.
Embodiment 1
The braking apparatus 41 has: a brake wheel (a drum or a disk) that is coupled coaxially to the driving sheave 6; a brake shoe that is placed in contact with and separated from the brake wheel; a brake spring that presses the brake shoe against the brake wheel to apply a braking force; and an electromagnet that separates the brake shoe from the brake wheel in opposition to the brake spring to release the braking force.
A suspending means 7 is wound around the driving sheave 6 and the deflecting sheave 4. A plurality of ropes or a plurality of belts are used as the suspending means 7. A car 8 is connected to a first end portion of the suspending means 7. A counterweight 9 is connected to a second end portion of the suspending means 7.
The car 8 and the counterweight 9 are suspended inside the hoistway 1 by the suspending means 7, and are raised and lowered inside the hoistway 1 by the hoisting machine 3. The operation controlling apparatus 5 raises and lowers the car 8 at a set speed by controlling rotation of the hoisting machine 3.
A pair of car guide rails 10 that guide raising and lowering of the car 8 and a pair of counterweight guide rails 11 that guide raising and lowering of the counterweight 9 are installed inside the hoistway 1. A car buffer 12 that buffers collision of the car 8 into a hoistway bottom portion, and a counterweight buffer 13 that buffers collision of the counterweight 9 into the hoistway bottom portion are installed on the bottom portion of the hoistway 1.
A plurality of (in this case, three) upper car position switches 14 are disposed so as to be spaced apart from each other vertically in a vicinity of an upper terminal floor of the hoistway 1. A plurality of (in this case, three) lower car position switches 15 are disposed so as to be spaced apart from each other vertically in a vicinity of a lower terminal floor of the hoistway 1.
A cam (an operating member) 16 that operates the car position switches 14 and 15 is mounted onto the car 8. The upper car position switches 14 are operated by the cam 16 when the car 8 reaches the vicinity of the upper terminal floor. The lower car position switches 15 are operated by the cam 16 when the car 8 reaches the vicinity of the lower terminal floor.
A safety device 17 that functions as a braking apparatus that makes the car 8 perform an emergency stop by engaging with a car guide rail 10 is mounted onto a lower portion of the car 8. A gradual safety is used as the safety device 17 (gradual safeties are generally used in elevator apparatuses in which rated speed exceeds 45 m/min).
The safety device 17 has: a gripper; a sliding member that generates a braking force by being pushed in between the car guide rail 10 and the gripper; and an activating lever 18 for pushing the sliding member in between the car guide rail 10 and the gripper.
A speed governor 19 that detects an overspeed (an anomalous speed) of the car 8 is installed in the machine room 2. The speed governor 19 has a speed governor sheave, an overspeed detecting switch, a rope catch, etc. An endless speed governor rope 20 is wound around the speed governor sheave. The speed governor rope 20 is set up in a loop inside the hoistway 1. The speed governor rope 20 is wound around a tensioning sheave 21 that is disposed in a lower portion of the hoistway 1.
The speed governor rope 20 is connected to the activating lever 18. Thus, the speed governor rope 20 is cycled when the car 8 is raised and lowered to rotate the speed governor sheave at a rotational speed that corresponds to the running speed of the car 8. A mass 22 according to Embodiment 1 is constituted by the speed governor 19, the speed governor rope 20, and the tensioning sheave 21.
The running speed of the car 8 reaching the overspeed is detected mechanically by the speed governor 19. A first excessive speed detection level Vos that is higher than a rated speed Vr and a second excessive speed detection level Vtr that is higher than the first excessive speed detection level are set in the speed governor 19.
The overspeed detecting switch is operated if the running speed of the car 3 reaches the first excessive speed detection level Vos. When the overspeed detecting switch is operated, power supply to the hoisting machine 3 is interrupted to stop the car 8 urgently using the braking apparatus 41.
If the descent speed of the car 8 reaches the second excessive speed detection level Vtr, the speed governor rope 20 is gripped by the rope catch to stop the cycling of the speed governor rope 20. When the cycling of the speed governor rope 20 is stopped, the activating lever 18 is operated, and the car 8 is made to perform an emergency stop by the safety device 17.
A rotation detector 42 that generates a signal that corresponds to rotation of the speed governor sheave is disposed on the speed governor 19. The signal from the rotation detector 42 is input into an emergency terminal speed limiting device (an ETS device) 43 that functions as an excessive speed monitoring portion. The emergency terminal speed limiting device 43 computes car position and car speed independently from the operation controlling apparatus 5 based on the signal from the rotation detector 42.
An excessive speed detection level Vets that changes in response to car position is set in the emergency terminal speed limiting device 43. The excessive speed detection level Vets is set so as to change steplessly relative to position inside car deceleration zones in hoistway terminal portions.
The emergency terminal speed limiting device 43 monitors whether car speed reaches the excessive speed detection level Vets, and makes the braking apparatus 41 perform a braking operation when car speed reaches the excessive speed detection level Vets. The emergency terminal speed limiting device 43 detects that the car 8 has reached a vicinity of a terminal floor by the car position switches 14 and 15 being operated by the cam 16. The emergency terminal speed limiting device 43 corrects car position information that is obtained from the rotation detector 42 based on absolute position information that is obtained from the car position switches 14 and 15.
The functions of the emergency terminal speed limiting device 43 can be implemented by a microcomputer, for example. The functions of the operation controlling apparatus 5 can be implemented by a microcomputer that is separate from that of the emergency terminal speed limiting device 43.
The activating lever 18 is pivoted counterclockwise (lifted) as shown in
The mass of the speed governor rope 20 is Mr (kg), the inertial mass of the speed governor 19 at the diameter around which the speed governor rope 20 is wound is Mg (kg), and the inertial mass of the tensioning sheave 21 at the diameter around which the speed governor rope 20 is wound is Mh (kg). That is, the inertial mass Mt (kg) of the mass 22 at the position of the activating lever 18 is:
Mt=Mr+Mg+Mh (4)
Now, if the suspending means 7 breaks and the car 8 accelerates at an acceleration g (m/s2), then the car 8 is subjected to an inertial force Fp (N) from the mass 22 that has a magnitude of:
Fp=Mt×g (5)
upward at the activating lever 18. Thus, by setting this inertial force Fp (N) so as to be greater than or equal to the force Fs (N) that is required to activate the safety device 17, it is possible to activate the safety device 17 if the suspending means 7 breaks and the car 8 falls, even if the speed governor 19 has not detected a speed that is greater than or equal to the second excessive speed detection level Vtr. The following expression is the condition for activating the safety device 17 by the inertial force that acts on the mass 22:
Fp=Mt×g>Fs (6)
Thus, if acceleration that exceeds a preset set value arises in the car 8 due to breakage of the suspending means 7, etc., the anomalous acceleration detecting mechanism 44 activates the safety device 17 without supplying electricity using the force that is generated by the mass 22, to apply a braking force to the car 8 directly. Power supply to the hoisting machine 3 is also interrupted when the safety device 17 is activated by the anomalous acceleration detecting mechanism 44.
Moreover, in Embodiment 1, the acceleration that generates the inertial force has been explained assuming gravitational acceleration g when the car 8 free-falls due to breakage of the suspending means 7, but a car acceleration a at which the safety device 17 is activated can also be adjusted by adjusting the setting of the force Fs that is required to activate the safety device 17 or the setting of the inertial mass Mt that generates the inertial force Fp. The conditions for activating the safety device 17 in that case are given by the following expression:
Fp=M×α>Fs (6′)
Next, a car acceleration anomaly detecting operation by the anomalous acceleration detecting mechanism 44 will be explained. If the suspending means 7 breaks and the car 8 free-falls (at acceleration g) while the car 8 is moving at speed V0, acceleration ΔVis of the car 8 from breakage of the suspending means 7 until the safety device 17 is activated can be expressed by the following expression, where Δtis is the delay until the safety device 17 is activated:
ΔVis=g×Δtis (7)
Now,
If the car 8 free-falls due to breakage of the suspending means 7, and the car acceleration becomes greater than or equal to a set value, the above inertial force Fp becomes greater than Fs, and the safety device 17 is activated. As shown in
An excessive speed detection level Vets to which a first excessive speed detection level (Vos) by the mechanical governor 19 is changed in response to car position in hoistway terminal portions is set in the emergency terminal speed limiting device 43. In contrast to that, the equivalent excessive speed detection level Vis that is shown in
Whereas the relationship between Vos and Vtr in the mechanical governor 19 is always Vos<Vtr, the magnitude relationship between Vets and Vis does not necessarily have to be Vets<Vis.
Because of that, it is preferable for the anomalous acceleration detection level of the anomalous acceleration detecting mechanism 44 to be set so as to be higher than acceleration due to control runaway of the hoisting machine motor, and lower than acceleration during breakage of the suspending means 7. In this manner, even if the excessive speed detection level Vis and the excessive speed detection level Vets have a relationship that intersects as shown in
At this point, because there is a slight delay before the braking force from the braking apparatus 41 is applied, car speed is not decelerated immediately even after the excessive speed detection level Vets is exceeded. The closer the occurrence of the car speed anomaly is to a rated speed running zone midway along the hoistway, the higher the excessive speed detection level Vets, but the longer the distance to reach a buffer upper surface (a position on the vertical axis in
Next,
In an elevator apparatus of this kind, because an anomalous acceleration detecting mechanism 44 that uses force that is generated by a mass 22 to make a safety device 17 perform a braking operation if acceleration that exceeds a preset set value arises in a car 8 is used in addition to the emergency terminal speed limiting device 43, it is possible to apply a braking force to decelerate and stop the car even in the rare event that the suspending means 7 breaks.
If a plurality of excessive speed detection levels are set in the emergency terminal speed limiting device 43, and a braking means that corresponds to at least one excessive speed detection level is a braking means (a safety device 17) that applies a braking force directly to the car 8, then the car 8 can be decelerated and stopped even when the suspending means 7 is broken. However, the anomalous acceleration detecting mechanism 44 according to Embodiment 1 detects anomalies earlier by detecting excessive acceleration instead of excessive speed, enabling the car 8 to be decelerated and stopped.
In other words, if a plurality of excessive speed detection levels are set in the emergency terminal speed limiting device 43, then a second excessive speed detection level at which braking force is applied directly to the car 8 is set to a speed level that is higher than a first excessive speed detection level at which braking force is applied by means of the suspending means 7. Because of that, car speed anomaly detection delay is increased.
In contrast to that, if an acceleration anomaly is detected by the anomalous acceleration detecting mechanism 44 according to Embodiment 1, anomaly detection is enabled before the car speed becomes high when the suspending means 7 is broken, etc. Because of that, detection delay is reduced, and decelerating operation is started early. Consequently, the car speed on arrival at a buffer upper surface can be kept lower, enabling shortening effects on larger buffer strokes to be achieved.
In addition, several methods for adding a function to the emergency terminal speed limiting device 43 to activate a safety device upon detecting acceleration or main rope breakage have also been proposed conventionally. However, all of these detect car acceleration or a signal that is similar thereto, and determine electrically whether a threshold level is exceeded, and do not function during power outages. It is not necessary to anticipate running away of the hoisting machine motor during power outages, but the probability that problems such as main rope breakage might occur is not zero.
In contrast to that, according to the anomalous acceleration detecting mechanism 44 according to Embodiment 1, the safety device 17, which applies a braking force directly to the car 8, can be activated mechanically even during power outages.
Furthermore, by using the anomalous acceleration detecting mechanism 44 according to Embodiment 1, the buffer stroke can be kept constant even if the rated speed of the car 8 is increased to greater than or equal to a given speed.
Now, let V1 be the maximum impact speed when the car 8 reaches the upper surface of the car buffer 12 if excessive speed is detected and the braking apparatus 41 is activated by the emergency terminal speed limiting device 43 when the suspending means 7 that suspends the car 8 and the counterweight 9 is not broken. Let V2 be the maximum impact speed when the car 8 reaches the upper surface of the car buffer 12 if the safety device 17 is activated by the anomalous acceleration detecting mechanism 44 when the suspending means 7 is broken. Then, (1) the buffer stroke is determined by the larger of the impact speeds, V1 and V2.
Furthermore, (2) the acceleration α at which the anomalous acceleration detecting mechanism 44 is activated is set such that a relationship with acceleration β is α>β, where β is determined by the total mass M of the car 8 (and the load mass thereon) plus the suspending means 7 plus the counterweight 9 (and the loaded weight thereon), and by the driving force T during running away of the hoisting machine motor (=M/T). In other words, the safety device 17 is designed so as not to be activated even if the car 8 runs away when the suspending means 9 is not broken.
Limitations on shortening of the buffer stroke are determined by allowing for (1) and (2) above.
The equivalent excessive speed detection level Vis can be set to any magnitude by adjusting the force Fs (N) that is required to activate the safety device 17 and the inertial mass Mt (kg) of the mass 22.
Methods for adjusting the inertial mass Mt of the mass 22 to an appropriate magnitude will now be explained.
As shown in
Embodiment 2
Next,
A length from a pivoting center of the activating lever 18 to a mounted position of a speed governor rope 20 is Lr (m), and a length to a center of gravity of the weight 26 is Lm (m). Inertial mass Mt (kg) of a speed governor 19, the speed governor rope 20, and a tensioning sheave 21 are extremely small compared to the mass Mm (kg) of the weight 26. The rest of the configuration is similar or identical to that of Embodiment 1.
Now, if the suspending means 7 breaks and the car 8 accelerates at an acceleration g (m/s2), then the car 8 is subjected to an inertial force Fq (N) that has a magnitude of:
Fq=Mm×(Lm/Lr)×g
upward from the weight 26 at the mounted position of the speed governor rope 20 on the activating lever 18.
If this inertial force Fq (N) exceeds the force Fs (N) that is required to activate the safety device 17, i.e., if
Fs<Mm×(Lm/Lr)×g,
then the activating lever 18 is pivoted counterclockwise as shown in
Thus, by adjusting the force Fs (N) that is required to activate the safety device 17, the mass Mm (kg) of the weight 26, the mounted position Lm (m) of the weight 26, etc., it becomes possible to activate the safety device 17 if the suspending means 7 breaks and the car 8 free-falls, even if the speed governor 19 does not detect a speed that is greater than or equal to the second excessive speed detection level Vtr. Consequently, the buffer stroke can be shortened amply, and space saving can be achieved in the hoistway 1 by a simple configuration without complicating the construction of the speed governor 19.
Moreover, in Embodiment 2, a case is shown in which the weight 26 is mounted to the activating lever 18 to which the speed governor rope 20 is mounted, but operation is similar or identical even if the speed governor rope 20 is not mounted.
In Embodiment 2, the inertial mass Mt is extremely small compared to the mass Mm, but the inertial mass Mt may also be enlarged to a certain extent, and the set value of the anomalous acceleration adjusted by combining the mass 22 according to Embodiment 1 and the weight 26 according to Embodiment 2.
In addition, the torsion spring 23 may also be omitted from the configuration according to Embodiment 2.
Embodiment 3
Next,
The weight 28 is linked to the activating lever 18 by means of a linking rod (a linking body) 29. Inertial mass Mt (kg) of a speed governor 19, a speed governor rope 20, and a tensioning sheave 21 is extremely small compared to the mass Mm (kg) of the weight 28. An anomalous acceleration detecting mechanism 46 according to Embodiment 3 includes a torsion spring 23 and the weight 28. The rest of the configuration is similar or identical to that of Embodiment 1.
In an elevator apparatus of this kind, if the car 8 free-falls due to breakage of the suspending means 7, then the weight 28 applies an upward inertial force to the activating lever 18 by means of the linking rod 29, as shown in
Thus, by adjusting the force Fs (N) that is required to activate the safety device 17, the mass Mm (kg) of the weight 28, etc., it becomes possible to activate the safety device 17 if the suspending means 7 breaks and the car 8 falls, even if the speed governor 19 does not detect a speed that is greater than or equal to the second excessive speed detection level Vtr. Consequently, the buffer stroke can be shortened amply, and space saving can be achieved in the hoistway 1 by a simple configuration without complicating the construction of the speed governor 19.
Moreover, in Embodiment 3, a case is shown in which the weight 28 is linked to the activating lever 18 to which the speed governor rope 20 is mounted, but operation is similar or identical even if the speed governor rope 20 is not mounted.
In Embodiment 3, the inertial mass Mt is extremely small compared to the mass Mm, but the inertial mass Mt may also be enlarged to a certain extent, and the set value of the anomalous acceleration adjusted by combining the mass 22 according to Embodiment 1 and the weight 28 according to Embodiment 3.
In addition, it is also possible to use the weight 28 according to Embodiment 3 and the weight 26 according to Embodiment 2 in combination.
Furthermore, because the force Fs that is required to activate the safety device 17 is adjusted, the torsion spring 23 can also be disposed or omitted in a similar or identical manner to that of Embodiment 2.
Embodiment 4
Next,
An acceleration sensor is disposed on the acceleration detecting portion 32, and an operating command signal is output to the actuator 31 when acceleration of the car 8 exceeds a preset set value. The actuator 31 pivots the activating lever 18 to activate the safety device 17 when the operating command signal is received. An anomalous acceleration detecting mechanism 47 according to Embodiment 4 includes the actuator 31, the acceleration detecting portion 32, and the signal wire 33. Overall configuration of the elevator apparatus is similar or identical to that of Embodiment 1.
The set value of the acceleration in the acceleration detecting portion 32 is less than or equal to acceleration g (9.8 m/s2) of the car 8 during falling due to breakage of the suspending means 7. Thus, if the suspending means 7 breaks and the car 8 accelerates at gravitational acceleration, the safety apparatus 17 can be activated by moving the actuator 31 as shown in
The set value of the acceleration in the acceleration detecting portion 32 is set to a value that is higher than acceleration during normal operation such that rapid acceleration of the car 8 due to an anomaly in the operation controlling apparatus 5 can also be detected, and is also set to a value that is higher than deceleration rate when performing urgent stopping (also known as an “E-Stop”) due to a power outage during ascent of the car 8. Moreover, such anomaly detecting acceleration control settings can also be applied to Embodiments 1 through 3.
Using an elevator apparatus of this kind, it also becomes possible to activate the safety device 17 if the suspending means 7 breaks and the car 8 free-falls, even if the speed governor 19 does not detect a speed that is greater than or equal to the second excessive speed detection level Vtr. Consequently, the buffer stroke can be shortened amply, and space saving can be achieved in the hoistway 1 by a simple configuration without complicating the construction of the speed governor 19.
Moreover, in Embodiment 4, the acceleration detecting portion 32 is mounted onto the frame body of the safety device 17, but may also be mounted onto the car 8 or other equipment, etc., that is fixed to the car 8.
In Embodiments 1 and 2, a torsion spring 23 is used in order to adjust the force Fs that is required to activate the safety device 17, but a spring, etc., does not necessarily have to be added, provided that an adequate force Fs can be achieved and, if added, is not limited to a torsion spring.
In addition, the braking apparatus 41 that applies the braking force to the car 8 by means of the suspending means 7 is not limited to a hoisting machine brake, and may also be a type that grips the suspending means 7 directly (a “rope brake”), for example.
Furthermore, in
The present invention can also be applied to machine-roomless elevators that do not have a machine room 2, or to various other types of elevator apparatus, etc.
| Filing Document | Filing Date | Country | Kind | 371c Date |
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| PCT/JP2011/058431 | 4/1/2011 | WO | 00 | 6/21/2013 |
| Publishing Document | Publishing Date | Country | Kind |
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| WO2012/137279 | 10/11/2012 | WO | A |
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