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EP1864936B1 - Aufzugsvorrichtung - Google Patents

Aufzugsvorrichtung Download PDF

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Publication number
EP1864936B1
EP1864936B1 EP05727783.2A EP05727783A EP1864936B1 EP 1864936 B1 EP1864936 B1 EP 1864936B1 EP 05727783 A EP05727783 A EP 05727783A EP 1864936 B1 EP1864936 B1 EP 1864936B1
Authority
EP
European Patent Office
Prior art keywords
car
overspeed
speed
counterweight
hoistway
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Revoked
Application number
EP05727783.2A
Other languages
English (en)
French (fr)
Other versions
EP1864936A1 (de
EP1864936A4 (de
Inventor
Takaharu c/o Mitsubishi Denki K. K. Ueda
Takuo c/o Mitsubishi Denki K. K. Kugiya
Kenichi c/o Mitsubishi Denki K. K. Okamoto
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsubishi Electric Corp
Original Assignee
Mitsubishi Electric Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Family has litigation
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Application filed by Mitsubishi Electric Corp filed Critical Mitsubishi Electric Corp
Publication of EP1864936A1 publication Critical patent/EP1864936A1/de
Publication of EP1864936A4 publication Critical patent/EP1864936A4/de
Application granted granted Critical
Publication of EP1864936B1 publication Critical patent/EP1864936B1/de
Revoked legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • B66B1/32—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 which monitors whether or not a running speed of a car has reached an overspeed.
  • An elevator according to the preamble of claim 1 is already known e.g. from EP-A-1431229 .
  • a speed governor monitors whether or not a running speed of a car has reached an overspeed.
  • an overspeed as a criterion of abnormality is set on the basis of information on a running speed pattern of the car and information on registration of car calls, and an actual running speed of the car is compared with the set overspeed (e.g., see Patent Document 1).
  • Patent Document 1 JP 2003-10468 A
  • the speed governor obtains the information on the running speed pattern of the car and the information on registration of car calls from a control panel. Therefore, when the car runs out of control due to abnormality in the control panel, the information from the control panel may also be irregular. As a result, the speed governor may become unable to detect overspeed, or a braking device may be actuated unnecessarily.
  • the present invention has been made to solve the problems as discussed above, and it is therefore an object of the invention to obtain an elevator apparatus capable of more accurately detecting that the running speed of a car has reached an overspeed.
  • An elevator apparatus includes: a car for being raised/lowered within a hoistway; an operation control portion for controlling operation of the car; an overspeed monitoring portion for detecting a position of the car and a speed of the car, comparing an overspeed set in accordance with the position of the car with the speed of the car, and generating a braking command signal for stopping the car when the speed of the car reaches the overspeed; and a brake portion for braking the car in accordance with the braking command signal from the overspeed monitoring portion, and in the elevator apparatus, the overspeed monitoring portion sets the overspeed independently from the operation control portion , and sets the overspeed differently depending on a running direction of the car when the car is located in a vicinity of a terminal floor.
  • Fig. 1 is a schematic diagram showing an elevator apparatus according to Embodiment 1 of the present invention.
  • a car 1 and a counterweight 2 are suspended within a hoistway by a main rope 3.
  • the car 1 and the counterweight 2 are raised/lowered within the hoistway by a driving force of a drive device (hoisting machine) 4.
  • a driving apparatus 4 includes: a drive sheave 5 around which the main rope 3 wound; a motor portion 6 which rotates the drive sheave 5; a brake portion 9 that brakes the rotation of the drive sheave 5 to brake the running of the car 1.
  • the brake portion 9 is, for example, an electromagnetic brake apparatus.
  • a spring force of a braking spring is used to push a brake shoe against a braking surface to brake the rotation of the drive sheave 5, and an electromagnetic magnet is excited to separate the brake shoe from the braking surface to cancel the braking.
  • the drive device 4 is controlled by an operation control portion 8. That is, the operation of the car 1 is controlled by the operation control portion 8.
  • the operation control portion 8 has a computer (not shown) having a calculation processing portion (a CPU), a storage portion (a ROM, a RAM, a hard disk, and the like), and signal input/output portions.
  • the hoistway includes a pair of car guide rails 9 that guide raising/lowering of the car 1 and a pair of counterweight guide rails (not shown) that guide raising/lowering of the counterweight 2.
  • a safety device 10 that engages with the car guide rails 9 to stop in an emergency is provided.
  • the safety device 10 has a pair of braking pieces (wedge members) that are operated by mechanical operation and pushed toward the car guide rails 9.
  • a car buffer 11 for absorbing a shock of a collision of the car 1 with a bottom portion of the hoistway and a counterweight buffer 12 for absorbing a shock of a collision of the counterweight 2 with the bottom portion of the hoistway are installed in a lower portion within the hoistway.
  • Buffers 11 and 12 employ, for example, oil-filled or spring-loaded buffers.
  • a speed governor (a mechanical speed governor) 13 for mechanically monitoring a running speed of the car 1 is installed in an upper portion of the hoistway.
  • the speed governor 13 detects that the running speed of the car 1 has reached a second overspeed (a Trip speed).
  • the speed governor 13 is provided with an upper pulley 14.
  • a detection rope 15 is wound around the upper pulley 14.
  • the detection rope 15 is connected at both ends thereof to an operating mechanism of a safety device 10.
  • the lower end of the detection rope 15 is wound around a lower pulley 16 disposed in the lower portion of the hoistway.
  • a detection rope 15 is moved in circulation, so the upper pulley 14 is rotated at a rotational speed corresponding to a running speed of the car 1.
  • the speed governor 13 detects that the running speed of the car 1 has reached the second overspeed, the detection rope 15 is gripped by a rope catch of the speed governor 13 to stop the circulation of the detection rope 15.
  • the safety device 10 performs a braking operation.
  • the speed governor 13 is fitted with a rotation detector 17 for generating a detection signal corresponding to the rotation of the upper pulley 14.
  • a rotation detector 17 for generating a detection signal corresponding to the rotation of the upper pulley 14.
  • the rotation detector 17 is, for example, a dual-sense type encoder for outputting detection signals for two systems simultaneously.
  • An upper terminal floor switch 18 for detecting that the car 1 is running in the vicinity of an upper terminal floor is provided in the vicinity of the upper terminal floor in the hoistway.
  • a lower terminal floor switch 19 for detecting that the car 1 is running in the vicinity of a lower terminal floor is provided in the vicinity of the lower terminal floor in the hoistway.
  • the car 1 is mounted with a cam 20 for operating the terminal floor switches 18 and 19 to open/close them.
  • Information from the rotation detector 17 and the terminal floor switches 18 and 19 is input to an overspeed monitoring portion 21 for monitoring whether or not the running speed of the car 1 has reached a first overspeed.
  • the overspeed monitoring portion 21 sets the first overspeed and detects that the running speed of the car 1 has reached the first overspeed, independently operating from the operation control portion 8 and without utilizing information obtained therefrom.
  • the overspeed monitoring portion 21 is constituted by a computer different from the computer of the operation control portion 8.
  • the overspeed monitoring portion 21 and the rotation detector 17 are supplied with electric power from a power source different from a power source of the operation control portion 8.
  • the first overspeed is set lower than the second overspeed set in the speed governor 13.
  • the overspeed monitoring portion 21 monitors a running speed of the car 1. When the running speed of the car 1 reaches the first overspeed, the overspeed monitoring portion 21 outputs a braking command signal to the brake portion 7 to brake rotation of the drive sheave 5, thereby stopping the car 1 as an emergency measure.
  • Fig. 2 is a block diagram showing an essential part of Fig. 1 .
  • the overspeed monitoring portion 21 has a car position detecting portion 22, a running direction detecting portion 23, a car speed detecting portion 24, an overspeed setting portion 25, a comparison/determination portion 26, and a braking command portion 27.
  • the car position detecting portion 22 detects a position of the car 1 based on information from the rotation detector 17 and the terminal floor switches 18 and 19.
  • the car speed detecting portion 24 corrects a detection error in the rotation detector 17 resulting from a slip or the like between the upper pulley 14 and the detection rope 15, using signals from the terminal floor switches 18 and 19.
  • the running direction detecting portion 23 detects a running direction of the car 1 based on the information from the rotation detector 17.
  • a signal processing is provided with a hysteretic element for minor changes in the running direction of the car 1 resulting from an external force as disturbance, which is applied to the car 1 due to, for example, a violent behavior or the like of a passenger in the car 1, so a detected result of the running direction is prevented from being reversed unnecessarily.
  • the running direction detecting portion 23 ignores the minor changes in the running direction of the car 1.
  • the car speed detecting portion 24 detects a running speed of the car 1 based on the information from the rotation detector 17. More specifically, the car speed detecting portion 24 converts the information from the rotation detector 17 into the information on temporal changes in the rotation amount of the upper pulley 14, thereby detecting a running speed of the car 1.
  • the overspeed setting portion 25 sets the first overspeed based on pieces of information on the position of the car and the running direction of the car, which are obtained from the car position detecting portion 22 and the running direction detecting portion 23 respectively.
  • a comparison/determination portion 26 compares the first overspeed set by the overspeed setting portion 25 with a speed of the car detected by the car speed detecting portion 24, and determines whether or not there is abnormality, namely, whether or not the speed of the car has reached the first overspeed.
  • the braking command portion 27 When the comparison/determination portion 26 detects abnormality, the braking command portion 27 generates a braking command signal and outputs the signal to the brake portion 7.
  • Blocks illustrated in the overspeed monitoring portion 21 of Fig. 2 indicate functions, which are implemented by the computer constituting the overspeed monitoring portion 21. That is, the computer of the overspeed monitoring portion 21 has a calculation processing portion (a CPU), a storage portion (a ROM, a RAM, a hard disk, and the like), and signal input/output portions. Programs for realizing the functions of the car position detecting portion 22, the running direction detecting portion 23, the car speed detecting portion 24, the overspeed setting portion 25, the comparison/determination portion 26, and the braking command portion 27 are stored in the storage portion.
  • the calculation processing portion performs calculation processings regarding the functions of the car position detecting portion 22, the running direction detecting portion 23, the car speed detecting portion 24, the overspeed setting portion 25, the comparison/determination portion 26, and the braking command portion 27 based on the programs.
  • Fig. 3 is a graph showing a running speed pattern, the first overspeed, and the second overspeed during normal running of the car 1 of Fig. 1 from the upper terminal floor to the lower terminal floor.
  • a maximum value of the running speed pattern in the case where the car 1 runs from the upper terminal floor to the lower terminal floor is indicated by a maximum speed pattern 31 (a solid line ABCDE).
  • the first overspeed is set according to a first overspeed pattern 32 (chain single-dashed lines IJK).
  • the second overspeed is set according to a second overspeed pattern 33 (chain double-dashed lines LM).
  • the maximum speed pattern 31 is calculated such that an acceleration curve after the start of the running of the car 1 represents a maximum value of an acceleration expected in the vicinity of the upper terminal floor, and that a deceleration curve before stoppage of the car 1 represents a maximum value of a deceleration expected in the vicinity of the lower terminal floor.
  • a speed in a constant-speed running range (straight line CD) is set for calculation to a maximum value V 2 expected in this range (e.g., 1.5m/s).
  • V 2 maximum value
  • deceleration of the car 1 starts from a position of the lower terminal floor switch 19.
  • the maximum speed pattern 31 as described above is independently calculated inside the overspeed monitoring portion 21, without recourse to the information from the operation control portion 8.
  • a short-distance speed pattern 34 is a speed pattern according to which the car 1 accelerates at a maximum acceleration and decelerates before reaching a maximum speed. This short-distance speed pattern 34 is assumed to ensure a short running time when the car 1 runs to a relatively near floor.
  • a long-distance speed pattern 35 is a speed pattern according to which the car 1 accelerates at an acceleration lower than that of the short-distance speed pattern 34 and decelerates at a deceleration lower than that of the short-distance speed pattern 34 after having reached the maximum speed.
  • This long-distance speed pattern 35 is assumed to ensure a short running time when the car 1 runs to a relatively far floor.
  • the operation control portion 8 controls the running of the car 1 at a variable maximum speed and a variable acceleration/deceleration in accordance with a load applied to the car and a running distance thereof.
  • the maximum speed pattern 31 represents a maximum value of various speed patterns assumed as described above. Accordingly, the running speed of the car 1 does not exceed the maximum speed pattern 31 in a normal case.
  • the first overspeed is set to a value having a predetermined margin with respect to the maximum speed (the running speed in the constant-speed running range) of the maximum speed pattern 31 (e. g. , about one and three-tenths of the maximum speed) when the position of the car 1 is located between the upper terminal floor and the position of the lower terminal floor switch.
  • the first overspeed is set to a value having a predetermined margin with respect to the maximum speed pattern 31 (e.g., about one and three-tenths of the running speed) when the position of the car is located between the position of the lower terminal floor switch and the lower terminal floor.
  • the first overspeed pattern 32 can be determined from a deceleration ⁇ 1 (m/s 2 ), which can be calculated according to an equation (1).
  • ⁇ 1 V 1 2 - 1.3 ⁇ V 2 2 / 2 ⁇ x
  • a distance Ax from a terminal floor to a face of the car buffer 11 with which the car collides may be added to the deceleration distance x.
  • a margin (- ⁇ V 1 ) may be added to the collision speed V 1 in anticipation to an operational delay of the braking device. That is, the first overspeed pattern 32, which offers higher accuracy, can be set according to an equation (2).
  • ⁇ 2 V 1 - ⁇ ⁇ V 1 2 - 1.3 ⁇ V 2 2 / 2 ⁇ x + ⁇ x
  • the maximum speed pattern 31 and the first overspeed pattern 32 as described above are stored in the storage portion (a memory) of the overspeed monitoring portion 21.
  • the overspeed setting portion 25 sets the first overspeed in accordance with a detected result in the running direction detecting portion 23 when the car 1 is located in a range between a position of the upper terminal floor switch and the upper terminal floor or in a range between the position of the lower terminal floor switch and the lower terminal floor.
  • the first overspeed is set according to the first overspeed pattern 32 as described above.
  • the first overspeed is set to a value having a predetermined margin with respect to the maximum speed of the maximum speed pattern 31.
  • the first overspeed is set to a value having a predetermined margin with respect to a maximum speed pattern for an operation of raising the car 1.
  • the first overspeed is set to a value having a predetermined margin with respect to a maximum speed in the maximum speed pattern for the operation of raising the car.
  • the second overspeed pattern 33 set in the speed governor 13 is set to a value having a predetermined margin with respect to the maximum value of the first overspeed (e. g. , about one and one-tenth of the maximum value of the first overspeed). Further, the second overspeed is a constant speed (V 3 ) regardless of the position of the car.
  • the overspeed monitoring portion 21 sets the overspeed independently from an operation control portion 8, it is possible to detect more accurately that the running speed of the car 1 has reached the overspeed, regardless of the state of the operation control portion 8.
  • the first overspeed can be changed in accordance with the running direction of the car 1. In starting to run from a terminal floor, therefore, the car 1 can be caused to run at an increased acceleration, thereby achieving enhancement in operational efficiency.
  • the first overspeed is set based on the first overspeed pattern, which has a predetermined deceleration. Therefore, abnormality in the speed of the car can be detected earlier.
  • the car position detecting portion 22 corrects a detection error in the position of the car based on the information from the terminal floor switches 18 and 19. Therefore, the accuracy in detecting the position of the car can be enhanced, so the operation of braking the car can be performed more accurately.
  • the overspeed monitoring portion 21 is provided with a hysteretic element for signal processing for detecting the running direction of the car 1 so as to ignore minor changes in the running direction of the car 1. Therefore, changes in the running direction of the car 1 resulting from disturbance can be removed, so a determination on the running direction of the car 1 can be made more accurate.
  • the counterweight buffer 12 By selecting the counterweight buffer 12 and a top clearance size (a distance from the top portion of the car 1 (including components on the car 1) at the position of the uppermost floor to the top portion of the hoistway) on the assumption that the first overspeed (V 1 in Fig. 3 ) represents a permissible speed of a collision of the counterweight 2 with the counterweight buffer 12, the counterweight buffer 12 can be reduced in size. In this case, it is appropriate to select the car buffer 11 and a pit depth dimension on the assumption that the second overspeed (V 3 in Fig. 3 ) represents a permissible speed of a collision of the car 1 with the car buffer 11.
  • Fig. 4 is a schematic diagram showing an elevator apparatus according to Embodiment 2 of the present invention.
  • the car 1 is mounted with a safety device 41 for performing a breaking operation upon receiving an emergency stop operation command signal from the overspeed monitoring portion 21.
  • the safety device 41 has a braking strip (a wedge member), which operates in response to the input of an emergency stop operation command signal to be pressed against the car guide rails 9.
  • a first overspeed and a second overspeed are set in the overspeed monitoring portion 21.
  • the overspeed monitoring portion 21 outputs a braking command signal to the brake portion 7.
  • the overspeed monitoring portion 21 outputs an emergency stop operation command signal to the safety device 41.
  • the detection rope 15 is connected to the car 1 instead of being connected to the safety device 41.
  • Fig. 5 is a block diagram showing an essential part of Fig. 4 .
  • the overspeed setting portion 25 sets the first overspeed and the second overspeed based on pieces of information on the position of the car and the running direction thereof, which are obtained from the car position detecting portion 22 and the running direction detecting portion 23 respectively.
  • the comparison/determination portion 26 compares the first overspeed and the second overspeed, which have been set by the overspeed setting portion 25, with the speed of the car detected by the car speed detecting portion 24, and determines whether or not there is abnormality, namely, whether or not the speed of the car has reached the first overspeed and the second overspeed.
  • the braking command portion 27 When the speed of the car reaches the first overspeed, the braking command portion 27 generates a braking command signal and outputs the signal to the brake portion 7. When the speed of the car reaches the second overspeed, the braking command portion 27 generates an emergency stop operation command signal and outputs the signal to the safety device 41.
  • FIG. 6 is a graph showing the running speed pattern, the first overspeed, and the second overspeed during normal running of the car 1 of Fig. 4 from the upper terminal floor to the lower terminal floor.
  • the second overspeed is set according to a second overspeed pattern 36 (chain double-dashed lines LMN).
  • the second overspeed pattern 36 is set to a value having a predetermined margin with respect to the first overspeed pattern 32 (e.g., about one and one-tenth of the first overspeed).
  • the permissible speed of a collision of the car 1 with the car buffer 11, which is set as the second overspeed is V 4 (V 4 ⁇ V 3 ).
  • the maximum speed pattern 31, the first overspeed pattern 32, and the second overspeed pattern 36 as described above are stored in the storage portion (the memory) of the overspeed monitoring portion 21.
  • the car buffer 11 and the counterweight buffer 12 can be reduced in size.
  • a space for installing the elevator apparatus can also be reduced, and the maximum speed and acceleration/deceleration of the car 1 can be increased using the same space as before.
  • Fig. 7 is a schematic diagram showing an elevator apparatus according to Embodiment 3 of the present invention.
  • the speed governor 13 is provided with an overspeed detector (an overspeed detecting switch) 42.
  • the overspeed detector 42 is mechanically operated to output a braking command signal when the speed of the car reaches a preset first overspeed.
  • Braking command signals from the overspeed detector 42 and the overspeed monitoring portion 21 are output to the brake portion 7 through an OR circuit 43.
  • the braking command signal is input to the brake portion 7.
  • Other components are identical to those of Embodiment 1.
  • Fig. 8 is a graph showing the running speed pattern, the first overspeed, and the second overspeed during normal running of the car 1 of Fig. 7 from the upper terminal floor to the lower terminal floor.
  • the first overspeed is set constant in the overspeed detector 42 over the entire course of raising/lowering the car 1 (chain single-dashed lines IJO).
  • the first overspeed is monitored not only by the overspeed monitoring portion 21 but also by the speed governor 13 (the overspeed detector 42). Therefore, a braking operation can be performed with more accuracy even when the power source of the overspeed monitoring portion 21 is blocked.
  • the present invention is also applicable to an elevator apparatus designed to keep the maximum speed and the acceleration/deceleration of the car unchanged.
  • the brake portion 7 for braking rotation of the drive sheave 5
  • the brake portion should not be limited thereto.
  • the brake portion may be a car brake mounted on the car, a rope brake for gripping the main rope 3, or the like.

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

Claims (11)

  1. Aufzugsvorrichtung, aufweisend:
    eine Kabine (1) zum Anheben/Absenken innerhalb eines Aufzugschachts;
    einen Betriebssteuerabschnitt (8) zum Steuern des Betriebs der Kabine (1);
    einen Übergeschwindigkeits-Überwachungsabschnitt (21) zum Detektieren einer Position der Kabine und einer Geschwindigkeit der Kabine, der eine Übergeschwindigkeit, die in Übereinstimmung mit der Position der Kabine eingestellt wurde mit der Geschwindigkeit der Kabine vergleicht und ein Bremsbefehlssignal zum Stoppen der Kabine (1) erzeugt, wenn die Geschwindigkeit der Kabine die Übergeschwindigkeit erreicht; und
    einen Bremsabschnitt (7) zum Bremsen der Kabine (1) in Übereinstimmung mit dem Bremsbefehlssignal von dem Übergeschwindigkeits-Überwachungsabschnitt (21), wobei
    der Übergeschwindigkeits-Überwachungsabschnitt (21) die Übergeschwindigkeit unabhängig von dem Betriebssteuerabschnitt (8) einstellt,
    dadurch gekennzeichnet, dass
    der Übergeschwindigkeits-Überwachungsabschnitt (21) die Übergeschwindigkeit abhängig von einer Bewegungsrichtung der Kabine (1), wenn sich die Kabine (1) in der Nähe eines Endgeschosses befindet, unterschiedlich einstellt.
  2. Aufzugsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass
    der Übergeschwindigkeits-Überwachungsabschnitt (21) die Übergeschwindigkeit höher einstellt, wenn sich die Kabine (1) von dem Endgeschoss in der Umgebung davon wegbewegt als, wenn sich die Kabine (1) zu dem Endgeschoss in der Umgebung davon hinbewegt.
  3. Aufzugsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass
    der Übergeschwindigkeits-Überwachungsabschnitt (21) die Übergeschwindigkeit auf Grundlage eines Maximal-Geschwindigkeitsmusters einstellt, das einen Maximalwert eines Bewegungsmusters darstellt, der angenommen wird, wenn sich die Kabine (1) von einem Endgeschoss zu dem anderen Endgeschoss bewegt.
  4. Aufzugsvorrichtung gemäß Anspruch 3, dadurch gekennzeichnet, dass
    der Übergeschwindigkeits-Überwachungsabschnitt (21) die Übergeschwindigkeit auf einen Wert einstellt, der eine vorbestimmte Toleranz bezüglich des Maximal-Geschwindigkeitsmusters aufweist, wenn sich die Kabine (1) zu dem Endgeschoss in der Umgebung davon hinbewegt, und
    die Übergeschwindigkeit auf einen Wert einstellt, der eine vorbestimmte Toleranz bezüglich einer Maximalgeschwindigkeit des Maximal-Geschwindigkeitsmusters aufweist, wenn sich die Kabine (1) in einem anderen Bereich als der Umgebung des Endgeschosses bewegt oder sich von dem Endgeschoss in der Umgebung davon wegbewegt.
  5. Aufzugsvorrichtung gemäß Anspruch 3, ferner aufweisend:
    ein Gegengewicht (2) zum Anheben/Absenken innerhalb des Aufzugschachts;
    einen Kabinenpuffer (11) zum Absorbieren eines Stoßes verursacht durch eine Kollision der Kabine (1) mit einem unteren Abschnitt des Aufzugschachts; und
    einen Gegengewichtspuffer (12) zum Absorbieren eines Stoßes verursacht durch eine Kollision des Gegengewichts (2) mit dem unteren Abschnitt des Aufzugschachts,
    dadurch gekennzeichnet, dass
    der Übergeschwindigkeits-Überwachungsabschnitt (21) die Übergeschwindigkeit basierend auf dem Maximal-Geschwindigkeitsmuster, einer zulässigen Kollisionsgeschwindigkeit der Kabine (1) mit dem Kabinenpuffer (11) und einer zulässigen Kollisionsgeschwindigkeit des Gegengewichts (2) mit dem Gegengewichtspuffer (12), einstellt.
  6. Aufzugsvorrichtung gemäß Anspruch 4, ferner aufweisend:
    ein Gegengewicht (2) zum Anheben/Absenken innerhalb des Aufzugschachts; und
    einen Gegengewichtspuffer (12) zum Absorbieren eines Stoßes verursacht durch eine Kollision des Gegengewichts (2) mit einem unteren Abschnitt des Aufzugschachts,
    dadurch gekennzeichnet, dass
    der Gegengewichtspuffer (12) und ein Abstand von einem oberen Abschnitt der Kabine (1) an einer Position eines obersten Geschosses zu einem oberen Abschnitt des Aufzugschachts unter der Annahme ausgewählt werden, dass die, durch den Übergeschwindigkeits-Überwachungsabschnitt (21) eingestellte Übergeschwindigkeit eine zulässige Kollisionsgeschwindigkeit des Gegengewichts (2) mit dem Gegengewichtspuffer (12), darstellt.
  7. Aufzugsvorrichtung gemäß Anspruch 1, ferner aufweisend:
    einen Geschwindigkeitsbegrenzer (13) zum mechanischen Detektieren, dass eine Geschwindigkeit der Kabine eine Übergeschwindigkeit erreicht hat; und
    eine Sicherheitseinrichtung (10) angebracht an der Kabine (1) zum Auslösen bei Detektion der Übergeschwindigkeit durch den Geschwindigkeitsbegrenzer (13),
    dadurch gekennzeichnet, dass:
    die, durch den Übergeschwindigkeits-Überwachungsabschnitt (21) detektierte Übergeschwindigkeit eine erste Übergeschwindigkeit ist; und
    die, durch den Geschwindigkeitsbegrenzer (13) detektierte Übergeschwindigkeit eine zweite Übergeschwindigkeit, höher als die erste Übergeschwindigkeit, ist.
  8. Aufzugsvorrichtung gemäß Anspruch 7, dadurch gekennzeichnet, dass:
    die erste Übergeschwindigkeit auch durch den Geschwindigkeitsbegrenzer (13) detektiert wird; und
    der Bremsabschnitt (7) einen Bremsbefehlssignalausgang daran empfängt, wenn der Geschwindigkeitsbegrenzer (13) und/oder der Übergeschwindigkeits-Überwachungsabschnitt (21) detektiert, dass die Geschwindigkeit der Kabine die erste Übergeschwindigkeit erreicht hat.
  9. Aufzugsvorrichtung gemäß Anspruch 1, dadurch gekennzeichnet, dass:
    der Übergeschwindigkeits-Überwachungsabschnitt (21) eine Signalverarbeitung zum Delektieren der Bewegungsrichtung der Kabine (1) mit einem Hystereseelement bereitstellt, um geringe Änderungen in der Bewegungsrichtung der Kabine (1) zu vernachlässigen.
  10. Aufzugsvorrichtung gemäß Anspruch 3, ferner aufweisend:
    eine Sicherheitseinrichtung (41) angebracht an der Kabine (1) zum Auslösen in Übereinstimmung mit einem Notstopp-Betriebsbefehlssignal von dem Übergeschwindigkeits-Überwachungsabschnitt (21),
    dadurch gekennzeichnet, dass:
    der Übergeschwindigkeits-Überwachungsabschnitt (21) eine erste Übergeschwindigkeit einstellt, die als Kriterium zur Ausgabe des Bremsbefehlssignals dient und eine zweite Übergeschwindigkeit einstellt, die als Kriterium zum Ausgeben des Notstopp-Betriebsbefehlssignals dient; und
    die erste Übergeschwindigkeit und die zweite Übergeschwindigkeit auf einen Wert mit einer vorbestimmten Toleranz bezüglich des Maximal-Geschwindigkeitsmusters bzw. auf einen Wert mit einer vorbestimmten Toleranz bezüglich der ersten Übergeschwindigkeit eingestellt werden, wenn sich die Kabine (1) zu dem Endgeschoss in der Umgebung davon hinbewegt.
  11. Aufzugsvorrichtung gemäß Anspruch 10, ferner aufweisend:
    ein Gegengewicht (2) zum Anheben/Absenken innerhalb des Aufzugschachts;
    einen Kabinenpuffer (11) zum Absorbieren eines Stoßes, verursacht durch eine Kollision der Kabine (1) mit einem unteren Abschnitt des Aufzugschachts; und
    einen Gegengewichtspuffer (12) zum Absorbieren eines Stoßes verursacht durch eine Kollision des Gegengewichts (2) mit dem unteren Abschnitt des Aufzugschachts,
    dadurch gekennzeichnet, dass
    der Kabinenpuffer (11), eine Schachttiefendimension des Aufzugschachts, der Gegengewichtspuffer (12) und ein Abstand von einem oberen Abschnitt der Kabine (1) an einer Position eines obersten Geschosses zu einem oberen Abschnitt des Aufzugschachts unter der Annahme ausgewählt werden, dass die, durch den Übergeschwindigkeits-Überwachungsabschnitt (21) eingestellte zweite Übergeschwindigkeit eine zulässige Kollisionsgeschwindigkeit der Kabine (1) mit dem Kabinenpuffer (11) und eine zulässige Kollisionsgeschwindigkeit des Gegengewichts (2) mit dem Gegengewichtspuffer (12), darstellt.
EP05727783.2A 2005-03-30 2005-03-30 Aufzugsvorrichtung Revoked EP1864936B1 (de)

Applications Claiming Priority (1)

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PCT/JP2005/006109 WO2006103768A1 (ja) 2005-03-30 2005-03-30 エレベータ装置

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EP1864936A1 EP1864936A1 (de) 2007-12-12
EP1864936A4 EP1864936A4 (de) 2012-07-11
EP1864936B1 true EP1864936B1 (de) 2014-10-01

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JP4896873B2 (ja) 2012-03-14
KR100969047B1 (ko) 2010-07-09
EP1864936A1 (de) 2007-12-12
EP1864936A4 (de) 2012-07-11
CN1950287B (zh) 2011-05-11
CN1950287A (zh) 2007-04-18
WO2006103768A1 (ja) 2006-10-05
ES2520866T3 (es) 2014-11-11
KR20090010253A (ko) 2009-01-29
JPWO2006103768A1 (ja) 2008-09-04

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