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EP1604935B1 - Aufzugsgerät und not-aus-vorrichtung für den aufzug - Google Patents

Aufzugsgerät und not-aus-vorrichtung für den aufzug Download PDF

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Publication number
EP1604935B1
EP1604935B1 EP04721325.1A EP04721325A EP1604935B1 EP 1604935 B1 EP1604935 B1 EP 1604935B1 EP 04721325 A EP04721325 A EP 04721325A EP 1604935 B1 EP1604935 B1 EP 1604935B1
Authority
EP
European Patent Office
Prior art keywords
car
contact
braking
speed
guide rail
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.)
Expired - Lifetime
Application number
EP04721325.1A
Other languages
English (en)
French (fr)
Other versions
EP1604935A1 (de
EP1604935A4 (de
Inventor
Ken-Ichi Mitsubishi Denki K. K. OKAMOTO
Takuo Mitsubishi Denki K. K. KUGIYA
Hiroshi Mitsubishi Denki K. K. KIGAWA
Hideaki Mitsubishi Denki K. K. KODERA
Akinari c/o Inaryo Technica Co. Ltd. KAJITA
Yasushi c/o Mitsubishi Denki K. K. CHADANI
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
Application filed by Mitsubishi Electric Corp filed Critical Mitsubishi Electric Corp
Priority to EP12180047A priority Critical patent/EP2522614A1/de
Priority to EP12180048A priority patent/EP2522615A1/de
Publication of EP1604935A1 publication Critical patent/EP1604935A1/de
Publication of EP1604935A4 publication Critical patent/EP1604935A4/de
Application granted granted Critical
Publication of EP1604935B1 publication Critical patent/EP1604935B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • 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
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces
    • 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
    • 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

Definitions

  • the present invention relates to an elevator apparatus in which a car ascends and descends in a hoistway, and to a safety device for an elevator which forcibly stops a car that is ascending or descending at abnormal speed.
  • a speed governor is often used in conventional elevator apparatuses to actuate a safety device mounted on an elevator car.
  • Japanese Patent Application No. 2001-80840 discloses a speed governor which detects abnormalities in the speed at which a car is ascending or descending, and a safety device which presses a wedge against a car guide rail that guides the car to thereby keep the car from falling.
  • a governor rope which moves in synchronism with the raising and lowering of the car, is wound around the sheave of the speed governor.
  • Mounted on the car is a safety link which is connected to the governor rope and operatively coupled to the wedge of the car safety device.
  • the speed governor Upon detecting a car speed abnormality, the speed governor locks up the governor rope. This lockup of the governor rope actuates the safety link, and the wedge is pressed against the car guide rail. The braking force generated by this pressing action keeps the car from falling.
  • the time from the car speed abnormality detection to the braking force generation may become rather long due to, for example, a delay in the governor rope lockup operation, expansion or contraction of the governor rope, a delay in the operation of the safety link, and the like. Therefore, the speed of the car rises even higher by the time the braking force is generated, which means that even greater impact acts on the car upon braking. Further, this also results in an increase in the braking distance traveled by the car until it comes to a halt.
  • WO 00/37348 A1 refers to a ropeless governor mechanism for an elevator car.
  • the ropeless governor system is provided for governing the speed of an elevator car in the event of an overspeed condition.
  • An actuator for a safety device is positioned in close proximity to an elevator rail and activated to come into contact and provide a dragging force against the rail in the event of an overspeed condition.
  • the ropeless governor is coupled to an elevator safety braking system such that the dragging force activates the safety brakes.
  • a safety controller is used to determine if the speed of the elevator car has exceeded a predetermined threshold level and to produce a triggering signal to operate the ropeless governor.
  • the present invention is made to solve the problems described above. Therefore, it is an object of the invention to provide an elevator apparatus which is capable of reducing the time it takes from the occurrence of an abnormality in the elevator apparatus to the generation of a braking force while preventing erroneous actuation.
  • an elevator apparatus includes the features of claim 1. Further embodiments are mentioned in the dependent claims.
  • Fig. 1 is a schematic diagram showing an elevator apparatus according to the present invention.
  • a pair of car guide rails 2 are arranged within a hoistway 1.
  • a car 3 is guided by the car guide rails 2 as it is raised and lowered in the hoistway 1.
  • a hoisting machine (not shown) for raising and lowering the car 3 and a counterweight (not shown).
  • a main rope 4 is wound around a drive sheave of the hoisting machine.
  • the car 3 and the counterweight are suspended in the hoistway 1 by means of the main rope 4.
  • Mounted to the car 3 are a pair of safety devices 5 opposed to the respective guide rails 2 and serving as braking means.
  • the safety devices 5 are arranged on the underside of the car 3. Braking is applied to the car 3 upon actuating the safety devices 5.
  • a governor 6 serving as a car speed detecting means for detecting the ascending/descending speed of the car 3.
  • the governor 6 has a governor main body 7 and a governor sheave 8 rotatable with respect to the governor main body 7.
  • a rotatable tension pulley 9 is arranged at a lower end portion of the hoistway 1. Wound between the governor sheave 8 and the tension pulley 9 is a governor rope 10 connected to the car 3.
  • the connecting portion between the governor rope 10 and the car 3 undergoes vertical reciprocating motion as the car 3 travels. As a result, the governor sheave 8 and the tension pulley 9 are rotated at a speed corresponding to the ascending/descending speed of the car 3.
  • the governor 6 is adapted to actuate a braking device of the hoisting machine when the ascending/descending speed of the car 3 has reached a preset first overspeed. Further, the governor 6 is provided with a switch portion 11 serving as an output portion through which an actuation signal is output to the safety devices 5 when the descending speed of the car 3 reaches a second overspeed (set overspeed) higher than the first overspeed.
  • the switch portion 11 has a contact 16 which is mechanically opened and closed by means of an overspeed lever that is displaced according to the centrifugal force of the rotating governor sheave 8.
  • the contact 16 is electrically connected to a battery 12, which is an uninterruptible power supply capable of feeding power even in the event of a power failure, and to a control panel 13 that controls the drive of an elevator, through a power supply cable 14 and a connection cable 15, respectively.
  • a control cable (movable cable) is connected between the car 3 and the control panel 13.
  • the control cable includes, in addition to multiple power lines and signal lines, an emergency stop wiring 17 electrically connected between the control panel 13 and each safety device 5.
  • an emergency stop wiring 17 electrically connected between the control panel 13 and each safety device 5.
  • Each guide portion 21 has an inclined surface 22 inclined with respect to the car guide rail 2 such that the distance between it and the car guide rail 2 decreases with increasing proximity to its upper portion.
  • the wedge 19 is displaced along the inclined surface 22.
  • Each actuator portion 20 includes a spring 23 serving as an urging portion that urges the wedge 19 upward toward the guide portion 21 side, and an electromagnet 24 which, when supplied with electric current, generates an electromagnetic force for displacing the wedge 19 downward away from the guide member 21 against the urging force of the spring 23.
  • the spring 23 is connected between the support member 18 and the wedge 19.
  • the electromagnet 24 is fixed to the support member 18.
  • the emergency stop wiring 17 is connected to the electromagnet 24.
  • Fixed to each wedge 19 is a permanent magnet 25 opposed to the electromagnet 24.
  • the supply of electric current to the electromagnet 24 is performed from the battery 12 (see Fig. 1 ) by the closing of the contact 16 (see Fig. 1 ).
  • the safety device 5 is actuated as the supply of electric current to the electromagnet 24 is cut off by the opening of the contact 16 (see Fig. 1 ). That is, the pair of wedges 19 are displaced upward due to the elastic restoring force of the spring 23 to be pressed against the car guide rail 2.
  • the contact 16 remains closed during normal operation. Accordingly, power is supplied from the battery 12 to the electromagnet 24.
  • the wedge 19 is attracted and held onto the electromagnet 24 by the electromagnetic force generated upon this power supply, and thus remains separated from the car guide rail 2 ( Fig. 2 ).
  • the wedges 19 are displaced further upward as they come into contact with the car guide rail 2, to become wedged in between the car guide rail 2 and the guide portions 21. A large frictional force is thus generated between the car guide rail 2 and the wedges 19, braking the car 3 ( Fig. 3 ).
  • the car 3 is raised while supplying electric current to the electromagnet 24 by the closing of the contact 16. As a result, the wedges 19 are displaced downward, thus separating from the car guide rail 2.
  • the switch portion 11 connected to the battery 12 and each safety device 5 are electrically connected to each other, whereby an abnormality in the speed of the car 3 detected by the governor 6 can be transmitted as an electrical actuation signal from the switch portion 11 to each safety device 5, making it possible to brake the car 3 in a short time after detecting an abnormality in the speed of the car 3.
  • the braking distance of the car 3 can be reduced.
  • synchronized actuation of the respective safety devices 5 can be readily effected, making it possible to stop the car 3 in a stable manner.
  • each safety device 5 is actuated by the electrical actuation signal, thus preventing the safety device 5 from being erroneously actuated due to shaking of the car 3 or the like.
  • each safety device 5 has the actuator portions 20 which displace the wedge 19 upward toward the guide portion 21 side, and the guide portions 21 each including the inclined surface 22 to guide the upwardly displaced wedge 19 into contact with the car guide rail 2, whereby the force with which the wedge 19 is pressed against the car guide rail 2 during descending movement of the car 3 can be increased with reliability.
  • Fig. 4 is a schematic diagram showing an elevator apparatus according to the preferred Embodiment of the present invention.
  • the car 3 has a car main body 27 provided with a car entrance 26, and a car door 28 that opens and closes the car entrance 26.
  • a car speed sensor 31 serving as car speed detecting means for detecting the speed of the car 3.
  • Mounted inside the control panel 13 is an output portion 32 electrically connected to the car speed sensor 31.
  • the battery 12 is connected to the output portion 32 through the power supply cable 14. Electric power used for detecting the speed of the car 3 is supplied from the output portion 32 to the car speed sensor 31.
  • the output portion 32 is input with a speed detection signal from the car speed sensor 31.
  • each safety device 33 Mounted on the underside of the car 3 are a pair of safety devices 33 serving as braking means for braking the car 3.
  • the output portion 32 and each safety device 33 are electrically connected to each other through the emergency stop wiring 17.
  • an actuation signal which is the actuating power, is output to each safety device 33.
  • the safety devices 33 are actuated upon input of this actuation signal.
  • Fig. 5 is a front view showing the safety device 33 of Fig. 4
  • Fig. 6 is a front view showing the safety device 33 of Fig. 5 that has been actuated.
  • the safety device 33 has a wedge 34 serving as a braking member and capable of moving into and away from contact with the car guide rail 2, an actuator portion 35 connected to a lower portion of the wedge 34, and a guide portion 36 arranged above the wedge 34 and fixed to the car 3.
  • the wedge 34 and the actuator portion 35 are capable of vertical movement with respect to the guide portion 36. As the wedge 34 is displaced upward with respect to the guide portion 36, that is, toward the guide portion 36 side, the wedge 34 is guided by the guide portion 36 into contact with the car guide rail 2.
  • the actuator portion 35 has a cylindrical contact portion 37 capable of moving into and away from contact with the car guide rail 2, an actuating mechanism 38 for displacing the contact portion 37 into and away from contact with the car guide rail 2, and a support portion 39 supporting the contact portion 37 and the actuating mechanism 38.
  • the contact portion 37 is lighter than the wedge 34 so that it can be readily displaced by the actuating mechanism 38.
  • the actuating mechanism 38 has a movable portion 40 capable of reciprocating displacement between a contact position where the contact portion 37 is held in contact with the car guide rail 2 and a separated position where the contact portion 37 is separated from the car guide rail 2, and a drive portion 41 for displacing the movable portion 40.
  • the support portion 39 and the movable portion 40 are provided with a support guide hole 42 and a movable guide hole 43, respectively.
  • the inclination angles of the support guide hole 42 and the movable guide hole 43 with respect to the car guide rail 2 are different from each other.
  • the contact portion 37 is slidably fitted in the support guide hole 42 and the movable guide hole 43.
  • the contact portion 37 slides within the movable guide hole 43 according to the reciprocating displacement of the movable portion 40, and is displaced along the longitudinal direction of the support guide hole 42.
  • the contact portion 37 is moved into and away from contact with the car guide rail 2 at an appropriate angle.
  • braking is applied to the wedge 34 and the actuator portion 35, displacing them toward the guide portion 36 side.
  • the wedge 34 is slidably fitted in the horizontal guide hole 47. That is, the wedge 34 is capable of reciprocating displacement in the horizontal direction with respect to the support portion 39.
  • the guide portion 36 has an inclined surface 44 and a contact surface 45 which are arranged so as to sandwich the car guide rail 2 therebetween.
  • the inclined surface 44 is inclined with respect to the car guide rail 2 such that the distance between it and the car guide rail 2 decreases with increasing proximity to its upper portion.
  • the contact surface 45 is capable of moving into and away from contact with the car guide rail 2.
  • the wedge 34 and the actuator portion 35 are displaced upward with respect to the guide portion 36, the wedge 34 is displaced along the inclined surface 44.
  • the wedge 34 and the contact surface 45 are displaced so as to approach each other, and the car guide rail 2 becomes lodged between the wedge 34 and the contact surface 45.
  • Fig. 7 is a front view showing the drive portion 41 of Fig. 6 .
  • the drive portion 41 has a disc spring 46 serving as an urging portion and attached to the movable portion 40, and an electromagnet 48 for displacing the movable portion 40 by an electromagnetic force generated upon supply of electric current thereto.
  • the movable portion 40 is fixed to the central portion of the disc spring 46.
  • the disc spring 46 is deformed due to the reciprocating displacement of the movable portion 40.
  • the urging direction of the disc spring 46 is reversed between the contact position (solid line) and the separated position (broken line).
  • the movable portion 40 is retained at the contact or separated position as it is urged by the disc spring 46. That is, the contact or separated state of the contact portion 37 with respect to the car guide rail 2 is retained by the urging of the disc spring 46.
  • the electromagnet 48 has a first electromagnetic portion 49 fixed to the movable portion 40, and a second electromagnetic portion 50 opposed to the first electromagnetic portion 49.
  • the movable portion 40 is displaceable relative to the second electromagnetic portion 50.
  • the emergency stop wiring 17 is connected to the electromagnet 48.
  • the first electromagnetic portion 49 and the second electromagnetic portion 50 Upon inputting an actuation signal to the electromagnet 48, the first electromagnetic portion 49 and the second electromagnetic portion 50 generate electromagnetic forces so as to repel each other. That is, upon input of the actuation signal to the electromagnet 48, the first electromagnetic portion 49 is displaced away from contact with the second electromagnetic portion 50, together with the movable portion 40.
  • the output portion 32 outputs a recovery signal during the recovery phase. Input of the recovery signal to the electromagnet 48 causes the first electromagnetic portion 49 and the second electromagnetic portion 50 to attract each other.
  • the urging direction of the disc spring 46 reverses to that for retaining the movable portion 40 at the contact position.
  • the contact portion 37 is pressed into contact with the car guide rail 2, thus braking the wedge 34 and the actuator portion 35.
  • the guide portion 36 Since the car 3 and the guide portion 36 descend with no braking applied thereon, the guide portion 36 is displaced downward towards the wedge 34 and actuator 35 side. Due to this displacement, the wedge 34 is guided along the inclined surface 44, causing the car guide rail 2 to become lodged between the wedge 34 and the contact surface 45. As the wedge 34 comes into contact with the car guide rail 2, it is displaced further upward to wedge in between the car guide rail 2 and the inclined surface 44. A large frictional force is thus generated between the car guide rail 2 and the wedge 34, and between the car guide rail 2 and the contact surface 45, thus braking the car 3.
  • the recovery signal is transmitted from the output portion 32 to the electromagnet 48.
  • This causes the first electromagnetic portion 49 and the second electromagnetic portion 50 to attract each other, thus displacing the movable portion 40 to the separated position.
  • the contact portion 37 is displaced to be separated away from contact with the car guide rail 2.
  • the urging direction of the disc spring 46 reverses, allowing the movable portion 40 to be retained at the separated position.
  • the pressing contact of the wedge 34 and the contact surface 45 with the car guide rail 2 is released.
  • the above-described elevator apparatus includes the car speed sensor 31 provided in the hoistway 1 to detect the speed of the car 3. There is thereby no need to use a speed governor and a governor rope, making it possible to reduce the overall installation space for the elevator apparatus.
  • the actuator portion 35 has the contact portion 37 capable of moving into and away from contact with the car guide rail 2, and the actuating mechanism 38 for displacing the contact portion 37 into and away from contact with the car guide rail 2. Accordingly, by making the weight of the contact portion 37 smaller than that of the wedge 34, the drive force to be applied from the actuating mechanism 38 to the contact portion 37 can be reduced, thus making it possible to miniaturize the actuating mechanism 38. Further, the lightweight construction of the contact portion 37 allows increases in the displacement rate of the contact portion 37, thereby reducing the time required until generation of a braking force.
  • the drive portion 41 includes the disc spring 46 adapted to hold the movable portion 40 at the contact position or the separated position, and the electromagnet 48 capable of displacing the movable portion 40 when supplied with electric current, whereby the movable portion 40 can be reliably held at the contact or separated position by supplying electric current to the electromagnet 48 only during the displacement of the movable portion 40.
  • Fig. 8 is a schematic diagram showing an elevator apparatus according to Embodiment 2 of the present invention.
  • a door closed sensor 58 which serves as a door closed detecting means for detecting the open or closed state of the car door 28.
  • An output portion 59 mounted on the control panel 13 is connected to the door closed sensor 58 through a control cable.
  • the car speed sensor 31 is electrically connected to the output portion 59.
  • a speed detection signal from the car speed sensor 31 and an open/closed detection signal from the door closed sensor 58 are input to the output portion 59.
  • the output portion 59 can determine the speed of the car 3 and the open or closed state of the car entrance 26.
  • the output portion 59 is connected to each safety device 33 through the emergency stop wiring 17. On the basis of the speed detection signal from the car speed sensor 31 and the opening/closing detection signal from the door closed sensor 58, the output portion 59 outputs an actuation signal when the car 3 has descended with the car entrance 26 being open. The actuation signal is transmitted to the safety device 33 through the emergency stop wiring 17. Otherwise, this embodiment is of the same construction as the preferred Embodiment.
  • the car speed sensor 31 that detects the speed of the car 3, and the door closed sensor 58 that detects the open or closed state of the car door 28 are electrically connected to the output portion 59, and the actuation signal is output from the output portion 59 to the safety device 33 when the car 3 has descended with the car entrance 26 being open, thereby preventing the car 3 from descending with the car entrance 26 being open.
  • Fig. 9 is a schematic diagram showing an elevator apparatus according to Embodiment 3 of the present invention.
  • a break detection lead wire 61 serving as a rope break detecting means for detecting a break in the rope 4.
  • a weak current flows through the break detection lead wire 61.
  • the presence of a break in the main rope 4 is detected on the basis of the presence or absence of this weak electric current passing therethough.
  • An output portion 62 mounted on the control panel 13 is electrically connected to the break detection lead wire 61.
  • a rope break signal which is an electric current cut-off signal of the break detection lead wire 61, is input to the output portion 62.
  • the car speed sensor 31 is also electrically connected to the output portion 62.
  • the output portion 62 is connected to each safety device 33 through the emergency stop wiring 17. If the main rope 4 breaks, the output portion 62 outputs an actuation signal on the basis of the speed detection signal from the car speed sensor 31 and the rope break signal from the break detection lead wire 61. The actuation signal is transmitted to the safety device 33 through the emergency stop wiring 17. Otherwise, this embodiment is of the same construction as in the preferred Embodiment.
  • the car speed sensor 31 which detects the speed of the car 3 and the break detection lead wire 61 which detects a break in the main rope 4 are electrically connected to the output portion 62, and, when the main rope 4 breaks, the actuation signal is output from the output portion 62 to the safety device 33.
  • Fig. 10 is a schematic diagram showing an elevator apparatus according to Embodiment 4 of the present invention.
  • a car position sensor 65 serving as car position detecting means for detecting the position of the car 3.
  • the car position sensor 65 and the car speed sensor 31 are electrically connected to an output portion 66 mounted on the control panel 13.
  • the output portion 66 has a memory portion 67 storing a control pattern containing information on the position, speed, acceleration/deceleration, floor stops, etc., of the car 3 during normal operation.
  • Inputs to the output portion 66 are a speed detection signal from the car speed sensor 31 and a car position signal from the car position sensor 65.
  • the output portion 66 is connected to the safety device 33 through the emergency stop wiring 17.
  • the output portion 66 compares the speed and position (actual measured values) of the car 3 based on the speed detection signal and the car position signal with the speed and position (set values) of the car 3 based on the control pattern stored in the memory portion 67.
  • the output portion 66 outputs an actuation signal to the safety device 33 when the deviation between the actual measured values and the set values exceeds a predetermined threshold.
  • the predetermined threshold refers to the minimum deviation between the actual measurement values and the set values required for bringing the car 3 to a halt through normal braking without the car 3 colliding against an end portion of the hoistway 1. Otherwise, this embodiment is of the same construction as in the preferred Embodiment.
  • the output portion 66 outputs the actuation signal when the deviation between the actual measurement values from each of the car speed sensor 31 and the car position sensor 65 and the set values based on the control pattern exceeds the predetermined threshold, making it possible to prevent collision of the car 3 against the end portion of the hoistway 1.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)

Claims (5)

  1. Aufzugsvorrichtung umfassend:
    eine Fahrkorbgeschwindigkeit-Erfassungseinrichtung (6, 31) zum Erfassen der Geschwindigkeit eines Fahrkorbs (3);
    einen Ausgangsabschnitt (11, 32), der ein Betätigungssignal ausgibt, wenn die durch die Fahrkorbgeschwindigkeit-Erfassungseinrichtung (6, 31) erfasste Geschwindigkeit des Fahrkorbs (3) eine vorgegebene Übergeschwindigkeit erreicht;
    eine Bremseinrichtung (5, 33), die an dem Fahrkorb (3) angebracht ist, und ein Bremselement (19, 34) aufweist, das in der Lage ist, mit einer Fahrkorbführungsleiste (2), die die nach oben Fahrt/nach unten Fahrt des Fahrkorbs (3) führt, in Kontakt und von diesem weg bewegbar ist, einen Führungsabschnitt (21, 36), der in der Lage ist, das Bremselement (19,34) in Kontakt mit der Fahrkorbführungsschiene (2) und von diesem weg zu führen, und einen Aktuatorabschnitt (20, 35), zum Verschieben des Bremselements (19,34) derart, dass das Bremselement (19,34) von dem Führungsabschnitt (21, 36) geführt wird, zum Bremsen des Fahrzeugs (3) durch Pressen des Bremselements (19, 34) gegen die Fahrkorbführungsschiene (2), nach Eingang des Betätigungssignals; und
    eine Übertragungseinrichtung (17), zum Übertragen des Betätigungssignals von dem Ausgangsabschnitt (11,32) zu der Bremseinrichtung (5,33)
    dadurch gekennzeichnet, dass der Betätigungsabschnitt (35) einen Kontaktabschnitt (37) aufweist, der leichter ist als das Bremselement (19, 34), und in Kontakt mit der Fahrkorbführungsschiene (2) und von diesem weg bewegbar ist, und einen Betätigungsmechanismus (38) zum Verschieben des Kontaktabschnitts (37) in Kontakt mit der Fahrkorbführungsschiene (2) und von diesem weg, wobei Bremsen, das durch Kontakt des Kontaktabschnitts (37) mit der Fahrkorbführungsschiene (2), eine Verschiebung des Bremselements (34) in Richtung des Führungsabschnitts (36), der sich zusammen mit dem Fahrkorb (3) bewegt, bewirkt, und
    wobei der Betätigungsmechanismus (38) einen Druckabschnitt (46) aufweist, der dazu eingerichtet ist, dass er seine Druckrichtung ändert, um einen Kontakt/Trennzustand des Kontaktabschnitts (37) in Bezug auf die Fahrkorbführungsschiene (2) aufrechtzuerhalten.
  2. Aufzugsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass eine Vielzahl von Bremseinrichtungen (5, 33) an der Kabine angebracht ist, und
    wobei derAusgangsabschnitt (11, 32) das Betätigungssignal derart ausgibt, dass die Vielzahl von Bremseinrichtungen (5, 33) gleichzeitig betätigt wird.
  3. Aufzugsvorrichtung nach Anspruch 1, ferner umfassend eine Tür-Offen/Geschlossen-Erfassungseinrichtung (58) zum Erfassen eines offenen oder geschlossenen Zustands eines Fahrkorbeingangs (26),
    wobei basierend auf Informationen von der Fahrkorbgeschwindigkeit-Erfassungseinrichtung (31) und derTür-Offen/Geschlossen-Erfassungseinrichtung (58) der Ausgangsabschnitt (59) das Betätigungssignal zu der Bremseinrichtung (33) ausgibt, wenn der Fahrkorb (3) mit offenem Fahrkorbeingang (26) nach oben/unten bewegt wurde.
  4. Aufzugsvorrichtung nach Anspruch 1, ferner umfassend eine Hauptseilbruch-Erfassungseinrichtung (61), die an einem Hauptseil (4) vorgesehen ist, an dem der Fahrkorb (3) aufgehängt ist, zum Erfassen des Vorhandenseins eines Bruchs in dem Hauptseil (4),
    wobei basierend auf einer Information von der Hauptseilbruch-Erfassungseinrichtung (61) der Ausgangsabschnitt (59) das Betätigungssignal zu der Bremseinrichtung (33) ausgibt, wenn in dem Hauptseil (4) ein Bruch auftritt.
  5. Aufzugsvorrichtung nach Anspruch 1, ferner umfassend eine Fahrkorbposition-Erfassungseinrichtung (65) zum Erfassen einer Position des Fahrkorbs (2),
    wobei der Ausgabeabschnitt (59) einen Speicherabschnitt (67) aufweist, der ein Steuerungsmuster speichert, das Positionen und Geschwindigkeiten des Fahrkorbs (3) während Normalbetrieb enthält, und
    wobei basierend auf Informationen von der Fahrkorbposition-Erfassungseinrichtung (65) und der Fahrkorbgeschwindigkeit-Erfassungseinrichtung (31), der Ausgangsabschnitt (66) das Betätigungssignal zu der Bremseinrichtung (33) ausgibt, wenn eine Abweichung zwischen der Position und der Geschwindigkeit des Fahrkorbs (3) und dem Steuerungsmuster einen vorbestimmten Grenzwert überschreitet.
EP04721325.1A 2003-03-18 2004-03-17 Aufzugsgerät und not-aus-vorrichtung für den aufzug Expired - Lifetime EP1604935B1 (de)

Priority Applications (2)

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EP12180047A EP2522614A1 (de) 2003-03-18 2004-03-17 Aufzugvorrichtung und Sicherheitsvorrichtung für einen Aufzug
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PCT/JP2003/003263 WO2004083090A1 (ja) 2003-03-18 2003-03-18 エレベータの非常止め装置
WOPCT/JP03/03263 2003-03-18
PCT/JP2004/003557 WO2004083091A1 (ja) 2003-03-18 2004-03-17 エレベータ装置、及びエレベータの非常止め装置

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EP1604935B1 true EP1604935B1 (de) 2016-11-30

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CN1701033A (zh) 2005-11-23
EP1604935A1 (de) 2005-12-14
CN1701033B (zh) 2010-05-12
CN101229893B (zh) 2012-04-04
WO2004083091A1 (ja) 2004-09-30
WO2004083090A1 (ja) 2004-09-30
JPWO2004083091A1 (ja) 2006-06-22
EP2522615A1 (de) 2012-11-14
CN101229892B (zh) 2011-04-06
JP4607011B2 (ja) 2011-01-05
CN101229893A (zh) 2008-07-30
CN101229892A (zh) 2008-07-30
KR100752886B1 (ko) 2007-08-28
KR20050072781A (ko) 2005-07-12
EP1604935A4 (de) 2011-07-13
EP2522614A1 (de) 2012-11-14

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