ELEVATOR

Abstract

Elevator comprising: a wedge-shaped damper (19) attached to a lifting body (7) and designed to grip a guide rail (9); and a control rope (17) installed within a shaft parallel to a suspension body (6) for the lifting body (7), the elevator comprising: - a first preload area (24) that engages the control cable (17) with a speed controller (16) to push the damper (19) upwards when the lifting body (7) is abnormally accelerated; - a second preload area (29) which uses a movement generated by a fall of the lifting body (7) in the event of a break in the suspension body (6) to push the damper (19) upwards; and - a mechanism that locks at least one, i.e. the damper (19) and / or the second preload area (29) in a starting position while the lifting body (7) moves normally, wherein at least one, the first preload area (24) and / or the second preload area (29) is separated from the damper (19).

Description

TECHNICAL AREA

[0001] The present invention relates to an elevator. STATE OF THE ART

[0002] In a cable-operated elevator, a cabin and a counterweight are connected by a main cable, with a hoist installed at the top of a shaft or in a machine room in the upper part of the shaft, similar to a well-bucket. The rotation of the hoist moves the cabin vertically. The hoist is equipped with a brake. If an anomaly is detected, such as abnormal acceleration, the hoist brake is activated to bring the cabin to a safe stop.

[0003] Furthermore, as a safety device in case the lifting device brake fails and the cabin is accelerated downwards due to the breaking of the main rope or the occurrence of slippage between the lifting device and the main rope, a safety device is provided which is designed to engage with a guide rail to decelerate the cabin.

[0004] To actuate the safety device, a control cable is installed in a loop around two pulleys, one positioned at the top and one at the bottom of the shaft, so that they run parallel to the main cable. The control cable is connected to the cabin via the safety device and, under normal conditions, moves vertically in contact with the cabin. The pulley attached to one end of the control cable acts as a speed regulator.

[0005] A mechanism designed to limit the movement of the governor cable when the speed governor is turned at an abnormal speed is incorporated into the speed governor. Therefore, if the cabin speed reaches an abnormal level due to this mechanism, a difference arises between the governor cable and the cabin's movement, and the safety device operates based on this difference to decelerate the cabin.

[0006] A buffer is provided in a pit at the bottom of the shaft. The buffer has a mechanism for decelerating the cabin if the required deceleration cannot be achieved by the emergency stop. A standard speed controller operates based on the detection of a given speed, regardless of the cabin's position. Therefore, the assumed speed at which the cabin impacts the buffer increases according to a nominal speed, and the problem arises that the size of the buffer must be increased, which in turn increases the dimensions of the shaft pit.

[0007] To overcome the problem described above, a safety device utilizes the inertial force of the control cable itself, which increases proportionally to the cabin's acceleration. This allows the safety device to operate independently of the cabin's speed during free fall. In the event of a cable break, the safety device is activated by the aforementioned mechanism when the cabin is near the ground level before it reaches its rated speed. This reduces the assumed speed at which the cabin impacts the buffer. Consequently, it is anticipated that the size of the buffer and the dimensions of the pit can be reduced.

[0008] There is a safety device which, according to a procedure for operating the safety device, operates independently of the cabin speed using the inertial force of the speed controller if the main rope breaks near the ground floor (see JP 2012 - 162 374 A).

[0009] The safety device, which relies on the rotational inertia of the speed controller, is problematic because the inertial force varies depending on the vibration of the controller cable. The influence of this change in inertial force becomes particularly noticeable in elevators with long travel distances. Therefore, under certain conditions, shortening the buffer can be difficult.

[0010] Another method involves using a structure (slip type) that detects the breaking of the main rope not by the fall of the cabin, but by a change in tension at a connection area between the cabin and the main rope to operate the safety device (see JP 2011 - 209 022 A).

[0011] For further information on the state of the art, reference should be made to JP S57 - 170 371 A, which describes an emergency stop device for an elevator. BRIEF DESCRIPTION OF THE INVENTION Problems to be solved with the invention

[0012] There is an example where the procedure for operating the safety device based on the detection of a decrease in tension in the main rope is applied to a short-shaft elevator. However, when the safety device is used in combination with a speed control system, the problem arises that the inertial force of the speed control system becomes a lifting resistance when the safety device is raised, as the tension is reduced, which adversely increases the time until the safety device is activated.

[0013] The present invention was designed to solve the problems described above and has the objective of providing an elevator which has two types of pretensioning mechanisms designed to actuate a damper of a safety device and which are able to prevent an extension of the time required to start the operation of the safety device. Means of solving the problems

[0014] The problem underlying the invention is solved by an elevator with the features of independent claim 1. Advantageous embodiments of the invention are specified in dependent claims 2 to 14. Effect of the invention

[0015] In one embodiment of the present invention, the two types of pre-tensioning mechanisms designed to actuate the damper of the safety device operate independently of each other. When the damper is pushed upwards by a pre-tensioning action of the speed controller and a pre-tensioning action performed based on the detection of a tension, a further pre-tensioning mechanism is disconnected from the damper and does not act as a resistance. This prevents an increase in the time between a cable break and the activation of the safety device. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a general representation of an elevator in a first embodiment of the present invention; Fig. 2 is an enlarged view of a cabin while the cabin is moving normally; Fig. Figure 3 is an enlarged view of the cabin when a cruise control is in operation; Fig. Figure 4 is an enlarged view of the cabin when the rope broke; Fig. Figure 5 is an enlarged view of the cabin and its surroundings when a 2:1 cable routing configuration is used in the first embodiment; Fig. Figure 6 is an enlarged view of the cabin and its surroundings when using a beam suspension in the first embodiment; Fig. Figure 7 is an enlarged view of a damper mounting area of ​​a second embodiment of the present invention; Fig. Figure 8 is an enlarged view of the damper mounting area of ​​the second embodiment; Fig. Figure 9 is an enlarged view of the preload part receiving area with a configuration for moving a block with a cabin-side groove area by compression in the second embodiment; Fig. Figure 10 is an enlarged view of the preload part receiving area with the configuration of the displacement of the block with the cabin-side groove area by compression in the second embodiment; Fig. 11 is an enlarged view of a preload part receiving area with an engagement mechanism in a third embodiment of the present invention; Fig. 12 is an enlarged view of the preload part receiving area with the locking mechanism in the third embodiment; Fig. Figure 13 is an enlarged view of the cabin and its surroundings to illustrate the operation of a limiting part in a fourth embodiment of the present invention; Fig. Figure 14 is an enlarged view of the cabin and its surroundings to illustrate the operation of the operation-restricting part in the fourth embodiment; Fig. Figure 15 is an enlarged view of the cabin and its surroundings to illustrate the operation of the operation-restricting part in the fourth embodiment; Fig. 16 is an enlarged view of the cabin and its surroundings in a fifth embodiment of the present invention; Fig. 17 is an enlarged view of the cabin and its surroundings in a sixth embodiment of the present invention; Fig. Figure 18 is an enlarged view of the cabin and its surroundings in a seventh embodiment of the present invention; Fig. Figure 19 is an enlarged view of the cabin and its surroundings in a modification of the seventh embodiment; Fig. Figure 20 is an enlarged view of the cabin and its surroundings in an eighth embodiment of the present invention; Fig. Figure 21 is a representation of an elevator in a ninth embodiment of the present invention; Fig. Figure 22 is a representation of the elevator in the ninth embodiment; Fig. Figure 23 is a drawing to illustrate the process in the ninth embodiment when the cabin falls freely into; Fig. Figure 24 is a drawing to illustrate the process when the speed controller detects an abnormal speed in the ninth embodiment; Fig. Figure 25 is a representation of the elevator in the ninth embodiment; Fig. 26 is a representation of an elevator in a tenth embodiment of the present invention; Fig. Figure 27 is a drawing to illustrate the process when the cabin falls freely according to the tenth embodiment; Fig. Figure 28 is a drawing to illustrate the process when the speed controller detects an abnormal speed in the tenth embodiment; Fig. Figure 29 is a representation of an elevator in the tenth embodiment; Fig. Figure 30 is a representation of an elevator in an eleventh embodiment of the present invention and Fig. Figure 31 is a drawing to illustrate the process when the speed controller detects an abnormal speed in the eleventh embodiment. Description of the embodiments

[0016] Embodiments of the present invention will now be described with reference to the accompanying drawings. In the drawings, the same reference numerals represent the same or corresponding parts. Design 1

[0017] Fig. Figure 1 is a representation illustrating an elevator according to a first embodiment of the present invention. Fig. In the upper part of shaft 1, a machine room 2 is provided. A lifting device 3 and a deflection roller 4 are installed in machine room 2. The lifting device 3 has a drive roller, a lifting motor for rotating the drive roller, and a lifting device brake for braking the rotation of the drive roller.

[0018] The lifting device brake has a brake wheel (drum or disc) coupled coaxially with the drive roller, brake shoes that can be brought into contact with and separated from the brake wheel, brake springs designed to press the brake shoes against the brake wheel to exert braking forces on the brake wheel, and electromagnetic magnets designed to separate the brake shoes from the brake wheel against the brake springs to cancel the braking forces.

[0019] A suspension body 6 is looped over the lifting device 3 and the deflection pulley 4. A variety of ropes or straps are used as the suspension body 6. A cabin 7, acting as the lifting body, is connected to one end of the suspension body 6, while a counterweight 8, also acting as the lifting body, is connected to the other end of the suspension body 6.

[0020] The cabin 7 and the counterweight 8 are suspended within the shaft 1 by the suspension body 6 and raised and lowered by the lifting device 3 in the shaft 1. A control unit 5 controls the rotation of the lifting device 3 to raise and lower the cabin 7 at a set speed.

[0021] Inside shaft 1, a pair of cabin guide rails 9 are installed to guide the ascent and descent of the cabin 7, and a pair of counterweight guide rails 10 are installed to guide the counterweight 8. A cabin buffer 11 and a counterweight buffer 12 are installed at the bottom of shaft 1. The cabin buffer 11 is designed to cushion a collision of the cabin 7 with the bottom of the shaft, and the counterweight buffer 12 is designed to cushion a collision of the counterweight 8 with the bottom of the shaft.

[0022] A safety device 13 is mounted on the cabin 7, designed to engage with the cabin guide rail 9 to bring the cabin 7 to an emergency stop. A progressive safety device is used as the safety device 13 (progressive safety device types are generally used in elevators where the rated speed exceeds 45 m / min).

[0023] Furthermore, a stress detection mechanism 15 with an elastic element 27 is provided on the cabin 7, which changes according to the stress between the suspension body 6 and the cabin 7.

[0024] In engine room 2, a speed controller 16 is provided for detecting overspeed of the cabin 7. The speed controller 16 has a control disc 16a, an overspeed detection switch, a cable lock, and other components. A control cable 17 is wound around the control disc 16a.

[0025] The control cable 17 is installed in a ring-shaped loop inside the shaft 1 and connected to the cabin 7. Furthermore, the control cable 17 is looped around a tension pulley 18, which is located in a lower part of the shaft 1. When the cabin 7 is raised and lowered, the control cable 17 is moved in a loop to rotate the control disc 16a of the speed governor 16 at a rotational speed corresponding to the movement speed of the cabin 7.

[0026] The speed controller 16 mechanically detects when the cabin 7's travel speed has reached an overspeed. The overspeeds to be detected are set as a first overspeed Vos, which is higher than the nominal speed Vo, and a second overspeed Vtr, which is higher than the first overspeed.

[0027] When the travel speed of cabin 7 reaches the first overspeed Vos, the overspeed detection switch is activated. Activating the overspeed detection switch interrupts the power supply to the lifting device 3. Cabin 7 is then abruptly stopped by the lifting device brake.

[0028] When the descent speed of cabin 7 reaches the second overspeed Vtr, the governor rope 17 is caught by the rope lock to stop the governor rope 17 from circulating.

[0029] Fig. Figure 2 is an enlarged view of cabin 7 during normal driving. Fig. Figure 3 is an enlarged view of cabin 7 when the cruise control is in operation. Fig. 3 and Fig. Figure 4 shows views illustrating the operation of the safety device 13 when operating a first preload area 24 or a second preload area 29. The safety device 13 has a wedge-shaped clamp 19 and a guide 20.

[0030] As it moves upwards, the clamp 19 is pushed from the guide 20 to the cabin guide rail 9 to grip the cabin guide rail 9. Furthermore, the clamp 19 is attached to a connecting element 21, which rotates around a shaft located on an inner side of the cabin. The rotation of the connecting element 21 and the vertical movement of the clamp 19 are linked.

[0031] A vibration damping spring 22 with a small spring constant is provided between the connecting element and the cabin 9 to suppress upward displacement of the clamp 19 and is designed to suppress vibration of the clamp 19 caused by vibration of the cabin. Furthermore, a preload element receiving area 23 is assigned to a lower part of the clamp 19, so that the first preload area 24 and the second preload area 29 are held in contact with it.

[0032] The first pre-tension section 24 is attached to the governor cable 17 and is connected to the cabin via a malfunction-prevention spring 25. The malfunction-prevention spring 25 has a larger spring constant than the spring constant of the vibration damping spring 22 of the safety device 13. The malfunction-prevention spring 25 pre-tensions the first pre-tension section 24 downwards and holds it in place so that the governor cable 17 and the cabin 7 operate integrally in the vertical direction, except when the cable is caught by the speed governor 16 to stop the rotation of the governor cable 17.

[0033] The tension detection mechanism 15 is located at a connection point between the suspension body 6 and the cabin 7 and has a spring mounting plate 26 as a spring retainer, which is directly and vertically displaceably connected to a terminal end of the suspension body 6. The spring mounting plate 26 is attached to the cabin by the elastic element 27. The spring mounting plate 26 is subject to the action of the elastic element 27, which is displaced further upwards as the tension of the suspension body 6 increases.

[0034] A stress-detection connector 28 is provided on one side of the spring mounting plate 26 in contact with the spring mounting plate 26 and is rotatable about a fixed point on the cabin 7. The second preload area 29 is located on the side of the stress-detection connector 28 opposite the side to which the spring mounting plate 26 is connected. If the spring mounting plate 26 is displaced downwards by the action of the elastic element 27 in the event of a failure of the suspension body 6, the second preload area 29 is displaced upwards.

[0035] The first preload area 24 and the second preload area 29 are arranged in parallel at positions where the first preload area 24 and the second preload area 29 are brought into contact with the preload part receiving area 23 provided below the terminal 19 and both are in a contact state under normal conditions.

[0036] When a preload area, the first preload area 24 and the second preload area 29, is moved upwards, the moved preload area and the terminal 19 lock together to actuate the safety device 13. However, another preload area is not subjected to a force from the terminal 19 and therefore moves independently of the terminal 19.

[0037] When the governor cable 17 is gripped due to the detection of a deviation in cabin speed by the speed governor 16, the first pretensioning section 24 is moved upwards to operate the safety device 13, as shown in Fig. Figure 3 shows that in this case, the second preload area 29 is independent of an upward displacement of the safety device 13. Therefore, an inertial force of the second preload area 29 does not impede the operation of the safety device 13.

[0038] If the suspension body 6 now breaks and the spring mounting plate 26 of the tension detection mechanism 15 is displaced downwards, the second preload area 29 for operating the safety device 13 is displaced upwards, as shown in Fig. 4 shown. In this case, the inertial forces of the first pretensioning area 24 and the regulator cable 17 do not impede the operation of the safety device 13.

[0039] The preload element receiving area 23, with which the first preload area 24 and the second preload area 29 can come into contact, can also be designed such that the connecting element 21, which is operatively connected to the clamp 19, is brought into contact with it instead of being provided below the clamp 19. The vibration damping spring 22 for suppressing the vibrations of the clamp 19 can be provided such that it is directly connected to the clamp 19.

[0040] Furthermore, the spring mounting plate 26 of the tension detection mechanism 15 can also be designed to be displaced according to the total tension of the suspension body 6, including the plurality of ropes or straps. Alternatively, the spring mounting plate 26 can be designed to be displaced according to a change in tension of a part of the suspension body 6.

[0041] Furthermore, it is not necessary for the spring mounting plate 26 to be moved downwards due to a reduction in tension of the suspension body 6. For example, the following configuration can also be used. Specifically, a pulley is attached to the cabin 7, and the spring mounting plate 26 is moved based on the reduction in tension of the suspension body 6 such that the second preload area 29 is moved directly upwards.

[0042] As in Fig. As shown in Figure 5, the same effects can be achieved in a 2:1 rope-guided elevator by attaching the elastic element 27 between a suspension pulley 30 on the cabin 7 and the cabin 7. Furthermore, the elevator can be configured as shown in Figure 5. Fig. Figure 6 shows a beam elevator in which the suspension body 6 passes under the cabin 7. In this case, the same effects can be achieved by providing a contact area 32 which is kept in contact with the suspension body 6 between the suspension rollers 31 below the cabin 7, so that the contact area 32 engages with the spring mounting plate 26.

[0043] According to the first embodiment described above, an emergency stop operation is carried out by the speed controller 16 and by the safety device 13, which are based on the detection of a cable break or the detection of acceleration, without interfering with each other. This allows for rapid operation. Furthermore, the vibration damping spring 22 is provided between the clamp 19 and the lifting body 7 to hold the clamp 19 in a home position during normal operation.

[0044] Therefore, the vibration of terminal 19 is suppressed during normal driving operation to reduce malfunctions and noise. At the same time, the vibration damping spring 22 has a sufficiently small spring force so as not to create resistance when the damper is pushed upwards through the preload area 24, 29.

[0045] This allows the lifting process to be carried out smoothly. Furthermore, a movement generated by a fall of the cabin 7, which drives the second pretensioning section 29, is a movement of the spring mounting plate 26 that is generated when the suspension body 6 breaks. Therefore, the safety device 13 is operated by detecting the tension of the cable for the second pretensioning section 29 at the time of cable breakage. Design 2

[0046] Next, a second embodiment of the present invention will be described. The second embodiment is the same as the first embodiment described above, except for the configurations described below. Fig. Figure 7 is an enlarged view and a representation of a locked state of a preload part receiving area with a configuration in which, in the second embodiment, a distal end 34 of a connecting element is retracted by compression. Fig. Figure 8 is an enlarged view and is a representation of an unlocked state of the preload part receiving area with the configuration in which the distal end 34 of the connecting element is retracted by compression in the second embodiment.

[0047] Instead of mounting the vibration damping spring 22 for the connecting element 21, which in the first embodiment is operatively connected to the damper, a locking mechanism 33 is provided within the preload element receiving area 23. When the first preload area 24 and the second preload area 29 are both in their initial positions, the distal end 34 of the connecting element is brought into a protruding state by the weight of a connecting element of the locking mechanism 33, so that it engages with a groove 35 on the side of the cabin 7. At this point, even if an inertial force is generated in the clamp 19, the vertical movement of the clamp 19 can be suppressed by its fixation in the groove 35.

[0048] If, as in Fig. As shown in Figure 8, when the first preload area 24 is moved upwards, the distal end 34 of the connecting element is retracted towards the cabin guide rail 9 by deformation of the connecting element in an initial phase of a lifting movement of the first preload area 24, so that the engagement state with the groove 35 formed on the cabin 7 is released. Likewise, when the second preload area 29 is moved upwards, the locking mechanism is released in an initial phase of a lifting movement of the second preload area 29.

[0049] This makes the clamp 19 vertically movable. The clamp 19 is pushed further upwards by the action of the preload area to operate the safety device 13.

[0050] In the mechanism described above, the preload part receiving area 23 can also be provided below the connecting element that is operatively connected to the terminal 19, instead of being provided on the underside of the terminal 19.

[0051] As in Fig. 9 and Fig. As shown in Figure 10, a configuration for moving a block with a cabin-side groove area can also be used. Fig. 9 and Fig. Figure 10 shows enlarged views of the prestressing part receiving area with a configuration in which, in the second embodiment, the block with a cabin-side groove area is displaced by compression. Fig. 9 is a representation of a locked state and Fig. 10 represents an unlocked state. As in Fig. 9 and Fig. As shown in Figure 10, the groove 35 on the side of the cabin 7 is formed in a block 37 which is held by an elastic element 36.

[0052] A groove engagement area 38 remains unchanged. A connecting element 39 is deformed by approaching the preload area 24, 29 in order to push the block 37 forward so that the engagement with the groove 35 is released. Any connecting element configuration such as the one described above can be used as long as the engagement state can be released by a change in position between the preload area 24, 29 and the clamp 19.

[0053] In the second embodiment, the vibration of the clamp 19 is suppressed by the locking mechanism, which is designed to fix the clamp 19 in its initial position during normal travel, thus reducing malfunction and noise generation. Simultaneously, a mechanism is provided for easily unlocking the clamp when the clamp 19 is raised by the preload area 24, 29. This allows the lifting process to be carried out smoothly. embodiment 3

[0054] Next, a third embodiment of the present invention is described. The third embodiment is the same as the first embodiment or the second embodiment, except for the configurations described below. Fig. Figure 11 is an enlarged view of the preload part receiving area 23 of the third embodiment and shows a representation of a state before the intervention. Fig. Figure 12 is an enlarged view of the pretension part receiving area 23 of the third embodiment and illustrates a state in which the pretension area is pushed upwards on the side of the regulator cable (a state in which an engagement mechanism is actuated).

[0055] Grooves 41 are formed in a contact area between the terminal 19 and the preload areas 24, 29 of the first embodiment. Connecting elements 40 are designed and positioned to hold the preload areas 24, 29 such that they are freely displaceable from an initial state. The connecting element 40 is designed to rotate when one of the preload areas 24, 29 is moved upwards and connects one of the preload areas 24, 29 and the terminal 19. If the preload area 24, 29 is moved downwards after being connected to the terminal 19, the engaged terminal 19 is also moved downwards.

[0056] In this case, the other preload area 24, 29 is not connected to terminal 19. Therefore, the other preload area 24, 29 has no influence on the function of the damper.

[0057] When terminal 19 and the preload section 24, 29 are brought into a connected state, terminal 19 can be gently returned to its initial position by moving the driven preload section 24, 29 downwards when the safety device is returned to its initial state after operation. The position at which the safety device operates within shaft 1 cannot be specified. In some cases, during overhaul work, it is difficult to access the safety device from its surroundings, i.e., from the outside.

[0058] If, at this point, the clamp 19, the first pretensioning section 24, and the control cable 17 are connected, the clamp 19 is forcibly returned to its initial position by the control cable 17, thus enabling vertical movement of the cabin 7. Work on the connection mechanism to release the engagement state is only required if the cabin has been moved to a position accessible from its surroundings.

[0059] If the connection mechanism is only provided at the first pretensioning area 24 on the side of the regulator cable 17, the regulator cable 17 is moved manually to allow work to be carried out on connecting the connection mechanism to the clamp 19 after the cabin has been stopped by the second pretensioning area 29. In this way, the overhaul work can be carried out.

[0060] Furthermore, the connection mechanism can be used in combination with a device designed to eliminate the restriction of the damper's operation due to a relative displacement between the clamp 19 and the preload areas 24, 29, as described in the second embodiment.

[0061] In the third embodiment, the contact area between the terminal 19 and the first preload area 24 or the second preload area 29 has a mechanism that connects the preload area, which acts upwards on the terminal 19, to the terminal 19 when the lifting process for the terminal 19 is initiated. Therefore, during maintenance work after operation of the safety device, the terminal 19 can be easily returned to its initial position by pulling on the control cable 17 or on the tension detection mechanism 15. Design 4

[0062] Next, a fourth embodiment of the present invention is described. The fourth embodiment is the same as the first to third embodiments described above, except for the configurations described below. Fig. 13, Fig. 14 to Fig. Figure 15 shows a lift according to the fourth embodiment.

[0063] Similar to the first embodiment, the first preload area 24 and the second preload area 29 are designed to remain in contact with the preload part receiving area 23 below the clamp 19. When one of the preload areas, the first preload area 24 and the second preload area 29, is moved upwards, the clamp 19 engages the cabin guide rail 9.

[0064] In this case, the stress detection mechanism 15 has an operating limit plate 42 designed to limit the downward movement of the spring mounting plate 26. The operating limit plate 42 is connected to an operating prevention link 43 that rotates about a point on the cabin. The operating limit plate 42 can be moved into a horizontal position by rotating the operating prevention link 43, in which the vertical displacement of the spring mounting plate 26 is not restricted.

[0065] One end of the operational prevention connection 43 is located outside cabin 7 and is designed to be brought into contact with a shaft-side projecting area 45, which is continuously formed below an operational limitation release position 44 near the bottom floor in shaft 1. Fig. Figure 13 is a representation of the state in which the end of the operational prevention connection 43, which protrudes outwards from the cabin 7, is not in contact with the shaft-side projecting area 45, and Fig. Figure 14 is a representation of a state in which the end is in contact with the shaft-side projecting area 45.

[0066] As in Fig. As shown in Figure 15, the operating prevention connection 43 comes into contact with the shaft-side projecting area 45 when the cabin 7 crosses the operating limitation release position 44, in order to eliminate the restriction of operation.

[0067] On the other hand, if cabin 7 moves upwards from the ground floor and is moved upwards past the operating limit release position 44, the operating prevention connection 43 is rotated in the opposite direction by gravity to limit the downward movement of the spring mounting plate 26.

[0068] If the structure described above is present, the mechanism activates the safety device 13, based on a stress reduction of the suspension body 6, only when the cabin 7 is near ground level. Thus, a malfunction of the safety device 13, which could be caused by the stress detection mechanism 15 in a case where the cabin is in a high position, can be suppressed.

[0069] Furthermore, the structure can also be configured as follows. In particular, the position of the operational prevention connection 43 is maintained, and the shaft-side projecting areas 45 are positioned above and below the operational limitation release position 44, so that the operational prevention connection 43 switches between an operational limitation position and an operational limitation release position each time it passes through the operational limitation release position 44.

[0070] Even if a spring is installed between the suspension pulley on the cabin and the cabin in a 2:1 rope-running elevator, or if a structure that can be moved by a tension upon contact with a main rope installed under the cabin is designed in a beam elevator in which the main rope is to pass under the cabin, the restriction of the operation of the spring mounting plate 26 below the operating limit release position 44 can be solved by installing the spring mounting plate 26 and using a connecting element that can be moved by contact with the shaft-side projecting area 45.

[0071] By operating the voltage detection mechanism 15 only in the lower part of the shaft, a malfunction is suppressed. Furthermore, the lower area of ​​the shaft in which the voltage detection mechanism 15 can be operated can be limited to a position below the point at which deceleration from the nominal speed begins. Design 5

[0072] Next, a fifth embodiment of the present invention is described. The fifth embodiment is the same as the first through fourth embodiments described above, except for the configurations described below.

[0073] Fig. Figure 16 is an enlarged view of the cabin and its surroundings in the fifth embodiment.

[0074] As in Fig. As shown in Figure 16, in an elevator with a long shaft, a compensating rope 46 is sometimes installed next to the suspension body 16 and the control rope 17 to connect the car 7 and a lower part of the counterweight 8 via a compensating pulley 47 at the lower end of the shaft, in order to suppress an imbalance between the loads on both sides of the lifting device. When the car is in the top floor position, the compensating rope 46 on the car 7 side becomes longer, and the load on that side increases. When the car 7 is in the ground floor position, the compensating rope 46 on the counterweight 8 side becomes longer, and the load on that side decreases.

[0075] Therefore, a stress applied to a suspension position 48 on the side of cabin 7 changes according to the position of cabin 7.

[0076] Instead of using the shaft-side projecting area 45 of the fourth embodiment, tension can be applied between the compensating cable 46 and the cabin 7. A pulley is mounted on top of the cabin, a compensating cable connection area 49 is formed in the tension detection mechanism 15, an elastic element 50 is attached between the compensating cable connection area 49 and the cabin, and the operating limit plate 42 for the spring mounting plate 26 is in operation. When the cabin 7, with the configuration described above, is located below the operating limit release position 44, the operating restriction can be lifted.

[0077] When cabin 7 is in a high position and the tension on the compensating cable 46 is high, the operation of the tension detection mechanism 15 is prevented. Therefore, the tension detection mechanism 15 is only active when the cabin is in the lower part of the shaft, thus suppressing malfunctions. Furthermore, operation is switched by utilizing the tension on the compensating cable 46. Thus, the safety device, which detects a drop in cable tension, can only be operated when the cabin is at ground level, without requiring the shaft to be equipped with an additional mechanism.

[0078] The mechanism described above does not require the shaft-side protruding area 45 and is therefore easy to install in existing elevator systems.

[0079] In some cases, the imbalance is suppressed by a chain without a compensating pulley 47 instead of the compensating cable 46. The same design can be used in this case as well. Furthermore, by using a U-shaped control cable laid between the building and the cabin for power supply purposes instead of the compensating cable 46, the tension of the control cable also changes according to the position of the cabin 7. Therefore, the control cable can be used as an operating limitation mechanism for the spring mounting plate 26. Design 6

[0080] Next, a sixth embodiment of the present invention is described. The sixth embodiment is the same as the first through fifth embodiments described above, except for the configurations described below. Fig. Figure 17 is a representation of an elevator according to the sixth embodiment.

[0081] Similar to the first to fifth embodiments, the clamp 19 is pressed against the cabin guide rail 9 by the action of the guide 20 when pushed upwards, so that the cabin is decelerated by the friction between the clamp 19 and the cabin guide rail 9. Although in Fig. Not shown in Figure 17, the clamp 19 is mounted on the connecting element 21, which, as in the first to fifth embodiments, rotates about a point on the cabin 7 (see Figure 17). Fig. 6) To prevent vertical movement of the clamp 19 due to vibrations of the cabin, the vibration damping spring 22 is arranged between the cabin 7 and the connecting element 21.

[0082] Furthermore, the control cable 17 is arranged parallel to the cabin 7. If the speed controller 16 detects an abnormal speed, the control cable 17 is gripped to pull the first pretensioning section 24 upwards.

[0083] The second pretensioning section 29 is connected to an acceleration detection unit 51. The acceleration detection unit has a weight 52 and an elastic element 53. In the normal state, the elastic element 53 is compressed by the force of gravity exerted on the weight 52. The second pretensioning section 29 is directly connected to the weight 52 and is displaced vertically with the vertical displacement of the weight 52. When the cabin 7 falls freely due to the breaking of the suspension body 6, the weight 52 is displaced upwards relative to the cabin 7 by the inertial force of the weight 52. Through the process described above, the second pretensioning section 29 pushes the clamp 19 upwards.

[0084] The first preload area 24 and the second preload area 29 are arranged in parallel such that they are in contact with the preload part receiving area 23 below the terminal 19 and remain in contact with it in the normal state.

[0085] When the governor cable 17 is gripped by the speed governor 16 to move the first pretensioning section 24 upwards, the first pretensioning section and the clamp 19 engage with each other to actuate the safety device 13. At this point, the second pretensioning section 29 is disconnected from the pretensioning section receiving area 23. Therefore, the lifting action of the clamp 19 is not affected. Conversely, when the deceleration of the cabin 7 is detected to move the second pretensioning section 29 upwards, the inertial forces of the first pretensioning section 24 and the governor cable 17 connected to the first pretensioning section 24 have no effect on the lifting action of the clamp 19.

[0086] Therefore, only one of the preload areas 24, 29 is required to exert a force against the self-weight of the clamp 19 and the vibration damping spring 22 on the connecting element 21, which is operatively connected to the clamp 19. The inertial force of the other preload area 24, 29 does not impede operation.

[0087] In the sixth embodiment, by using the inertial force of the weight 52 for the second preload range 29, the inertia of the speed controller system 16 does not become a resistance when the safety device 13 is operated in accordance with the acceleration of the cabin 7.

[0088] As in the second embodiment, the mechanism for attaching the clamp 19 to the cabin in the preload element receiving area 23 and the mechanism for releasing the clamp 19 due to the displacement of the preload element 24, 29 can be used together. Furthermore, as in the third embodiment, the structure of the connection between the clamp 19 and the preload element 24, 29 can be additionally designed when the preload element 24, 29 pushes the clamp 19 upwards. Model 7

[0089] Next, a seventh embodiment of the present invention is described. The seventh embodiment is the same as the first through sixth embodiments described above, except for the configurations described below.

[0090] Fig. Figure 18 is a representation of an elevator according to the seventh embodiment.

[0091] Similar to the sixth embodiment, the first preload area 24 and the second preload area 29 are designed to be in contact with the preload part receiving area 23 below the clamp 19. When a preload area, the first preload area 24 or the second preload area 29, is moved upwards, the clamp 19 engages the cabin guide rail 9.

[0092] A weight displacement locking plate 54 is positioned to prevent the upward displacement of the weight 52 from its initial position. The weight displacement locking plate 54 can be moved horizontally by the operational prevention connection 43. One end of the operational prevention connection 43 extends outside the cabin 7 to contact the shaft-side projecting section 45 located in the shaft. The shaft-side projecting section 45 extends continuously below the operational limitation release position 44, which is located near the lowest floor holding position.

[0093] When cabin 7 descends from the top floor and enters the operating limit release position 44, the operating prevention link 43 is rotated to move the weight displacement locking plate 54 into a position where the upward displacement of the weight 52 is not restricted.

[0094] On the other hand, when the cabin moves upwards from the lowest floor holding position and passes the operating limit release position 44 above it, the operating prevention connection 43 is rotated under the effect of its own weight to move the weight displacement locking plate 54 into a position in which the upward displacement of the weight 52 is restricted.

[0095] With the effects described above, the first overspeed and the second overspeed can be detected by the speed controller 16, which is connected to the first pretensioning area 24, in order to decelerate the cabin at any point other than near the ground floor. Before the cabin 7 is accelerated to the first overspeed after the start of a fall near the ground floor, the acceleration based on the vibration / inertial force of the weight 52 is detected by the second pretensioning area 29 to operate the safety device.

[0096] In this way, the collision speed against the buffer can be reduced. In this example, the vibration / inertial force of the weight is used, and operation is restricted to the vicinity of the ground floor, thus reducing the probability of a malfunction. Furthermore, operation near the ground floor is switched by utilizing the shaft-side projecting area 45, thereby limiting the area in which the safety device 13 operates.

[0097] As in Fig. As shown in Figure 19, the same effects can be achieved with the structure for moving the weight-displacement locking plate 54 by using the tension of the compensating cable 46 or the control cable, as in the fifth embodiment. In this case, operation in the ground floor is activated by the tension of the compensating cable 46 or the control cable. The area in which the safety device 13 operates can therefore be restricted without the need for an additional device in the shaft. Design 8

[0098] Next, an eighth embodiment of the present invention is described. The eighth embodiment is the same as the first through seventh embodiments described above, except for the configurations described below. Fig. Figure 20 shows a representation of an elevator according to the eighth embodiment.

[0099] Similar to the first to fifth embodiments, when pushed upwards, the clamp 19 is pressed against the cabin guide rail 9 by the action of the guide 20, so that the cabin 7 is decelerated by the friction between the clamp 19 and the cabin guide rail 9. Although in Fig. Unless otherwise shown in Figure 20, the clamp 19 is mounted on the connecting element 21, which, as in the first to fifth embodiments, rotates about a point on the cabin 7. To prevent vertical movement of the clamp 19 due to vibrations of the cabin 7, the vibration damping spring 22 is installed between the cabin 7 and the connecting element 21.

[0100] The first preload area 24 and the second preload area 29 are arranged in parallel such that they are in contact with the preload part receiving area 23 below the terminal 19 and are kept in contact with it in the normal state.

[0101] Furthermore, the control cable 17 is installed parallel to the cabin 7. If the speed controller 16 detects an abnormal speed, the control cable 17 is grabbed to pull the first pretensioning section 24 upwards.

[0102] The second preload section 29 is connected to an actuator 55. In the normal state, the actuator 55 is fixed in such a position that the terminal 19, which is in its initial position, and the second preload section 29 are in contact with each other. The acceleration of the cabin 7 is then calculated by an acceleration sensor 56, which is mounted on the top of the cabin 7. If an abnormal acceleration is detected, a signal is output to the actuator 55. Upon receiving the signal, the actuator 55 is controlled so that the second preload section 29 is moved upwards.

[0103] When the governor cable 17 is gripped by the speed governor 16 to move the first pretensioning section 24 upwards, the first pretensioning section and the clamp 19 come into operative contact to activate the safety device 13. The second pretensioning section 29 is separated from the pretensioning section receiving area 23. Therefore, the lifting operation of the clamp 19 is not affected. Conversely, when the actuator 55 is actuated by the signal from the control unit 5 to move the second pretensioning section 29 upwards, the inertial forces of the first pretensioning section 24 and the governor cable 17 connected to the first pretensioning section 24 have no influence on the lifting operation of the clamp 19.

[0104] Therefore, only one of the preload areas 24, 29 is required to exert a force against the self-weight of the clamp 19 and the vibration damping spring 22 on the connecting element 21 operatively connected to the damper. Thus, the inertial force of the other preload area 24, 29 is prevented from impeding operation. By using the actuator or control element 55 driven by the acceleration sensor as the second preload area 29, both the control element system and the speed control system can be used.

[0105] The acceleration at which the signal to actuate the actuator 55 is generated can be calculated from the velocity or displacement information of cabin 7, acquired by the controller 5, using either the acceleration sensor mounted on cabin 7 or the accelerometer. Alternatively, the acceleration can be calculated from absolute position information of cabin 7, acquired by measuring its distance from a fixed position in the shaft with a laser or ultrasonic sensor mounted on the top of cabin 7. Another option is to use any sensor, such as one that detects the rotation of a roller on cabin 7, which is rotated by contact with the cabin guide rail 9.

[0106] Furthermore, as in the fourth or fifth embodiment, a plate can be attached which is designed to prevent the upward displacement of the actuator 55. Through contact with a protruding area installed in the shaft or a change in tension of the compensating cable or the control cable, the restriction of the actuator 55's function is lifted by a mechanical mechanism only when the cabin is below the operating limit release position. In this way, the possibility of a malfunction of the safety device 13 due to a fault in the sensor information can be significantly reduced. Design 9

[0107] Subsequently, a ninth embodiment of the present invention is described with reference to Fig. 21, Fig. 22, Fig. 23 to Fig. 24 described. Fig. 21, Fig. 22, Fig. 23 to Fig. Figure 24 are drawings illustrating the configuration of the elevator according to the ninth embodiment. Fig. Figure 22 shows a positional relationship between the preload areas 24, 29 and the terminal 19 in the normal state. Fig. 21 is a drawing omitting the clamp 19, the cabin guide rail 9 and the control cable 17. Fig. 22.

[0108] One end of the first preload section 24 is attached to the control cable 17 via a coupling section 71, while its other end is supported on the guide 20 via a coupling section 60 so as to be freely rotatable. The second preload section 29 is formed below the first preload section 24. One end of the second preload section 29 is supported by a coupling rod 66 via a coupling section 65 so as to be freely rotatable, while its other end is attached to the guide 20 via a coupling section 63 so as to be freely rotatable.

[0109] The coupling rod 66 is guided by guides 61a and 61b, which are attached to the first preload area 24, so that it is not movable in the horizontal direction. A U-shaped support mechanism 67 is formed at one upper end of the coupling rod 66. A roller 68 is arranged inside the support mechanism 67. The roller 68 is movable in the horizontal direction. The roller 68 is connected to the elastic element 53. One upper end of the elastic element 53 is connected to the weight 52. The elastic element 53 is compressed by the force of gravity acting on the weight 52. The weight 52 is supported by a support plate 69, which is attached to the guide 20. A hole 70 is formed in the support plate 69, which allows the passage of the elastic element 53.

[0110] The wedge-shaped clamp 19 is freely rotatable on the second preload area 29 via an intermediate coupling area 72. The clamp 19 is vertically displaceable along an inclined surface of the guide 20.

[0111] Next, the function will be described for the case with reference to Fig. Figure 23 describes how the cabin 7 falls freely due to the breakage of the suspension body 6. When the cabin 7 falls freely, the weight 52 is lifted by its inertia and releases the compressive force of the elastic element 53, which was compressed by the weight of the weight 52 itself.

[0112] The second preload section 29 is normally subjected to the compressive force of the elastic element 53 via the coupling rod 66. When the compressive force of the elastic element 53 is released by the free fall of the cabin 7, the second preload section 29 is pushed upwards by an elastic element 64. The second preload section 29 then rotates upwards about the coupling section 63 as its pivot point. The clamp 19 moves upwards with its lower end coupled to the coupling section 72. As the clamp 19 moves upwards along the guide 20, it comes into contact with the cabin guide rail 9, generating a frictional force that decelerates the free fall of the cabin 7.

[0113] In the sequence of events described above, the first pre-tensioning section 24 has no influence on the action of the clamp 19. The control cable 17 also does not affect the action of the clamp 19. Therefore, the actuation of the second pre-tensioning section 29, which is independent of the first pre-tensioning section 24, allows the immediate actuation of the clamp 19 at the moment of failure of the suspension body 6. In this way, the free fall of the cabin 7 can be slowed.

[0114] Next, a process will be described with reference to Fig. 22 and Fig. 24 describes the procedure that is carried out when the speed controller 16 detects an abnormal speed of the cabin 7. As described in Fig. As shown in Figure 22, the weight 52 remains in contact with the support plate 69 in the normal state due to its own weight and the elastic element 53 is compressed.

[0115] If the speed controller 16 detects that the movement speed of the cabin 7 is abnormal, the controller cable 17 is captured by the speed controller 16 to stop its movement. Subsequently, a relative velocity variation in the vertical direction is generated between the coupling area 60 and the coupling area 71, and the first pre-tensioning area 24 is rotated upwards around the coupling area 60 as its pivot point, as shown in Fig. 24 are shown.

[0116] When the first preload section 24 is rotated upwards, the positions of the guides 61a and 61b, which control the horizontal movement of the coupling rod 66, are shifted in one direction away from the guide 20. Then the coupling rod 66 is, as shown in Fig. 24 shows a force in a horizontal direction through the guides 61a and 61b, inclined in the direction away from the guide 20.

[0117] When the coupling rod 66 is inclined away from the guide 20, the support mechanism 67 attached to the upper end of the coupling rod 66 is also moved away from the guide 20. Then the roller 68 supported in the support mechanism 67 disengages from the support mechanism 67.

[0118] The disengaged roller 68 is moved downwards by the restoring force of the elastic element 53. However, the roller 68 is disconnected from the coupling rod 66. Therefore, the force of the elastic element 53 is no longer exerted on the coupling rod 66. This releases the compressive force of the elastic element 53, which is exerted on the second preload area 29 by the coupling rod 66, and thus the second preload area 29 is moved upwards by the force of the elastic element 64.

[0119] In this way, the lower end of the clamp 19, which is coupled to the coupling area 72 with the second preload area 29, is moved upwards to come into contact with the cabin guide rail 9, thus braking the cabin 7, which is moving at an abnormal speed. In this way, upon detection of an abnormal speed of the cabin 7, the clamp 19 is actuated independently of the effect of the weight 52.

[0120] In the ninth embodiment, the clamp 19 is coupled only to the second preload section 29. The second preload section 29 is pushed upwards by the elastic element 64 and downwards by the elastic element 53 via the coupling rod 66. In the mechanism, the first preload section 24 is preloaded by the malfunction prevention spring 25 so that it cannot be easily moved upwards, while the compressive force of the elastic element 53, which is exerted on the coupling rod 66, is released by the movement of the control cable 17.

[0121] As described above, in the ninth embodiment, the mechanism for the first preload area 24 and the mechanism for the second preload area 29 are independent of each other. In this way, in each case where the cabin 7 is falling freely and the speed of movement of the cabin 7 is abnormal, the first preload area 24 and the second preload area 29 are activated independently of each other to actuate the clamp 19.

[0122] Instead of the guides 61a and 61b, which are attached to the first preload area 24, magnets 75 and 76 can each be arranged on the first preload area 24 and the coupling rod 66 such that they repel each other, as shown in Fig. Figure 25 illustrates this. In this case, the movement of the coupling rod 66 can be controlled without contact by the first preload area 24. This eliminates the effects of errors, positional displacements, and other disadvantages in the mechanism. As a result, the compressive force of the elastic element 53 can be stably resolved. Design 10

[0123] A tenth embodiment of the present invention is now described with reference to Fig. 26, Fig. 27 to Fig. 28. The tenth embodiment differs from the ninth embodiment in that the coupling rod 73 is elastic and formed from a rod-shaped element that undergoes bending deformation under compressive load, and that an upper end of the coupling rod 73 is permanently coupled to the elastic element 53 via a coupling area 74. The remaining configuration is the same as that of the ninth embodiment.

[0124] Fig. Figure 27 is an example of a case in which the cabin 7 falls freely due to the failure of the suspension body 6. As the cabin 7 falls freely, the weight 52 is lifted by inertia to release the compressive force of the elastic element 53, which is compressed by the weight of the weight 52 itself. This lifts the second preload area 29, and the clamp 19 acts on the cabin guide rail 9 to stop the fall of the cabin 7.

[0125] Fig. Figure 28 illustrates a case in which the speed controller 16 detects that the movement speed of the cabin 7 is abnormal. In this case, the movement of the controller cable 17 is stopped, and the first preload section 24 is rotated upwards about the coupling section 60, which is attached to the guide 20, as its pivot point. Then, the guides 61a and 61b on the first preload section 24 are displaced away from the guide 20. This subjects the coupling rod 73 to a force in the horizontal direction through the guides 61a and 61b, which causes the Fig. The bending deformation shown in 28 is caused.

[0126] If bending deformation occurs in the coupling rod 73, the compressive force of the elastic element 53, exerted in the axial direction of the coupling rod 73, cannot be transmitted to cause buckling deformation in the coupling rod 73. If buckling deformation occurs in the coupling rod 73, the compressive force from the elastic element 53 exerted on the second preload area 29 is reduced.

[0127] Thus, the second pretensioning area 29 is pushed upwards by the force of the elastic element 64. Then, by lifting the second pretensioning area 29, the clamp 19 is pushed upwards and comes into contact with the cabin guide rail 9, so that the movement of the cabin 7 is braked.

[0128] In the tenth embodiment, the action of the first preload area 24 and the action of the second preload area 29 are designed differently for each case, for the case in which the suspension body 6 breaks, and for the case in which the speed controller 16 detects that the movement speed of the cabin 7 is abnormal.

[0129] In this way, the terminal 19 can be actuated according to the type of anomaly. Furthermore, in contrast to the configuration of the ninth embodiment, in which the coupling rod 66 and the elastic element 53 are separated from each other, the coupling rod 73 and the elastic element 53 are permanently connected to each other in the tenth embodiment.

[0130] In the configuration described above, the normal state can only be restored by disconnecting terminal 19 from the cabin guide rail 9. This reduces the recovery time from the emergency stop state.

[0131] Instead of the guides 61a and 61b, which are attached to the first preload area 24, the magnets 75 and 76 can be used, as in Fig. As shown in Figure 29, the first preload area 24 and the coupling rod 73 are arranged such that they repel each other. In this case, the movement of the coupling rod 73 can be controlled without contact by the first preload area 24. This eliminates the effects of errors, positional displacements, and other disadvantages in the mechanism. As a result, the compressive force of the elastic element 53 can be released in a stable manner. Design 11

[0132] Subsequently, an eleventh embodiment is described with reference to Fig. 30 and Fig. 31 described. Fig. Figure 30 is a representation of a positional relationship between the preload areas and the damper in the normal state.

[0133] The eleventh embodiment differs from the ninth embodiment by a connection mechanism between the roller 68 and the weight 52 and by the connection between the clamp 19 and the first preload area 24. The configuration is otherwise the same as that of the ninth embodiment.

[0134] The coupling rod 66 is held by the guides 61a and 61b of the first preload section 24 to prevent horizontal movement. The U-shaped support mechanism 67 is formed at the upper end of the coupling rod 66. The roller 68 is arranged within the support mechanism 67. The roller 68 is movable in the horizontal direction.

[0135] The roller 68 is connected to the weight 52 via the coupling rod 79. The weight 52 is supported by elastic elements 53 on the support plate 69, which is attached to the guide 20. The elastic elements 53 are compressed by the force of gravity acting on the weight 52. Furthermore, the support plate 69 has a hole 70 that allows the coupling rod 79 to pass through it.

[0136] The wedge-shaped clamp 19 is rotatably mounted on the second preload area 29 through the coupling area 72. The clamp 19 is vertically displaceable along the inclination of the guide 20. An elongated slot 77 is formed in the clamp 19. A pin 78, attached to the first preload area 24, is arranged in the elongated slot 77.

[0137] The following case is described in which cabin 7 falls freely due to the failure of the suspension body 6. When cabin 7 falls freely, the weight 52 is lifted by inertia. This releases the compressive forces on the elastic elements 53, which were compressed under the weight of the weight 52.

[0138] The second preload section 29 is normally subjected to the compressive forces of the elastic elements 53 via the connecting rods 66 and 79. When the compressive forces of the elastic elements 53 disappear due to the free fall of the cabin 7, the second preload section 29 is pushed upwards together with the weight 52. As the second preload section 29 is pushed upwards about the connecting section 63 as its axis of rotation, the clamp 19 is also moved upwards via the connecting section 72. As the clamp 19 moves upwards along the guide 20, contact with the cabin guide rail 9 generates a braking force to decelerate the free fall of the cabin 7.

[0139] In the sequence of events described above, the first pre-tensioning section 24 has no influence on the action of the clamp 19. The control cable 17 also does not affect the action of the clamp 19. Therefore, the actuation of the second pre-tensioning section 29, which is independent of the first pre-tensioning section 24, allows the immediate actuation of the clamp 19 at the moment of failure of the suspension body 6. In this way, the free fall of the cabin 7 can be slowed.

[0140] Next, with reference to Fig. Figure 31 describes a process that is carried out when the speed controller 16 detects an abnormal speed of the cabin 7. If the speed controller 16 detects that the movement speed of the cabin 7 is abnormal, the controller cable 17 is captured by the speed controller 16 to stop its movement. Subsequently, a relative velocity variation in the vertical direction is generated between the coupling area 60 and the coupling area 71, and the first pretensioning area 24 is rotated upwards about the coupling area 60 as its pivot point, as shown in Figure 31. Fig. 31 shown.

[0141] When the first preload section 24 is rotated upwards, the positions of the guides 61a and 61b, which adjust the horizontal movement of the coupling rod 66, are shifted in one direction away from the guide 20. Then the coupling rod 66 is, as shown in Fig.31 shown, subjected to a force in the horizontal direction through the guides 61a and 61b and inclined in the direction away from the guide 20.

[0142] When the coupling rod 66 is inclined away from the guide 20, the support mechanism 67 attached to the upper end of the coupling rod 66 is also moved away from the guide 20. The roller 68 supported in the support mechanism 67 is then released from the support mechanism 67. By releasing the coupling rod 66 together with the roller 68, the compressive forces of the elastic elements 53 are no longer exerted on the coupling rod 66. The release of the compressive forces of the elastic elements 53 via the coupling rod 66 makes the second preloading section 29 and the clamp 19 movable.

[0143] When the first preload section 24 is moved upwards, the pin 78 comes into contact with the upper end of the elongated hole 77 formed in the clamp 19. This causes the pin 78 and the first preload section 24 to push the clamp 19 upwards together. The clamp 19 then comes into contact with the cabin guide rail 9 to brake the cabin 7, which is traveling at an abnormal speed.

[0144] As described above, in the eleventh embodiment, the movement of the control cable 17, which is stopped due to the detection of the abnormal speed of the cabin 7, can be braked by the clamp 19 independently of the movement of the weight 52. Furthermore, in the eleventh embodiment, the elastic element 64 described in the ninth embodiment is not required, thus simplifying the configuration.

[0145] Although the details of the present invention have been expressly described above with reference to the preferred embodiments, it is obvious that various modifications can be made based on the basic technical concepts and teachings of the present invention. Reference symbol list 6 suspension bodies 7 Cabin (lifting body) 9 Cabin guide rail (guide rail) 13 Safety device 15 Voltage detection mechanism 16 speed controllers 17 Regulator cable 19 terminals 20 Leadership 21 Connecting element 22 Vibration damping spring (elastic element) 23 Preload part receiving area 24 first pre-tensioning area 25 Malfunction prevention spring 26 Spring mounting plate 27 elastic element 28 Voltage detection connector 29 second pre-tensioning area 46 Compensating cable 50 elastic element 52 weight 53 elastic element 55 Actuator 56 Accelerometer

Claims

[1] Lift comprising: a wedge-shaped damper (19) attached to a lifting body (7) designed to grip a guide rail (9); and a control rope (17) installed within a shaft parallel to a suspension body (6) for the lifting body (7), the lift comprising: - a first preload area (24) that engages the control cable (17) with a speed controller (16) to push the damper (19) upwards when the lifting body (7) is abnormally accelerated; - a second preload area (29) which uses a movement generated by a fall of the lifting body (7) in the event of a break in the suspension body (6) to push the damper (19) upwards; and - a mechanism that locks at least one, i.e. the damper (19) and / or the second preload area (29) in a starting position while the lifting body (7) moves normally, wherein at least one, the first preload area (24) and / or the second preload area (29) is separated from the damper (19). [2] Elevator according to claim 1, wherein the locking is released by the locking mechanism by means of a connecting element (21) formed on a preload part receiving area (23) in an initial phase of a lifting operation of the damper (19) when the first preload area (24) or the second preload area (29) is moved upwards. [3] Lift according to claim 1, further comprising a mechanism for connecting a preload area, the first preload area (24) or the second preload area (29), which preload the damper (19) upwards, and the damper (19) in a contact area between the damper (19) and the first preload area (24) or the second preload area (29) after the lifting process for the damper (19) has been started. [4] Elevator according to any one of claims 1 to 3, which furthermore has a spring retention area (26) which is attached to a connection area between the lifting body (7) and the suspension body (6) and is designed in such a way that it can be moved vertically depending on the displacement of an elastic element (27) which is deformed depending on a stress generated between the lifting body (7) and the suspension body (6), wherein the movement to control the second preload area (26) generated by the fall of the lifting body (7) includes a movement of the spring retention area (26) generated when the suspension body (6) breaks. [5] Elevator according to claim 4, which furthermore has an operating limitation mechanism attached to the lifting body (7) and designed to limit the displacement of the spring retention area (26) in a direction in which the tension of the suspension body (6) is reduced, wherein the operating restriction mechanism is released when the lifting body (7) is located below an operating restriction release position (44) arranged on an intermediate floor. [6] Lift according to claim 5, wherein the operating limit release position (44) is set such that it is within an interval between the start of the deceleration of the lifting body from a nominal speed while the lifting body (7) is traveling downwards and a lowest floor holding position. [7] Elevator according to claim 5, which furthermore has a shaft-side projecting area (45) which is formed in a positional plane in which the shaft-side projecting area can be contacted by a connecting element (43) attached to the lifting body (7), and which is located over part of the interval or the entire interval from the operating limit release position (44) in the shaft to the lowest floor holding position for the lifting body (7), wherein the operating restriction mechanism for the spring retention area (26) is released by the contact of the connecting element (43) provided on the lifting body (7) with the shaft-side projecting area (45). [8] Lift according to claim 5, wherein when the lifting body (7) is below the operating-limiting release position (44), the operating-limiting mechanism for the spring retention area is released by using an elastic element designed to pre-tension in a direction opposite to a direction of a tension exerted on a connection area between a compensating rope (46) or a control cable suspended from the lifting body (7) and the lifting body (7). [9] Lift according to claim 1, wherein the movement generated by a fall of the lifting body (7) for controlling the second preload area (29) includes a vertical displacement movement of a weight (52) which, by means of an elastic element (53) on the lifting body (7), is held vertically movable on the lifting body (7) by a pre-stored elastic energy of the elastic element (53) depending on an acceleration of the lifting body (7). [10] Elevator according to claim 9, which furthermore has an operating limitation mechanism designed to limit the upward movement of the weight (52) held by the elastic element (53), wherein the operating restriction mechanism is released when the lifting body (7) is located below an operating restriction release position (44) arranged on an intermediate floor. [11] Elevator according to claim 10, which furthermore has a shaft-side projecting area (45) which is formed in a positional plane in which the shaft-side projecting area (45) can be contacted by a connecting element (43) provided on the lifting body (7) and is located over part of the interval or the entire interval from the operating limit release position (44) in the shaft to the lowest floor holding position for the lifting body (7), wherein the operating restriction mechanism for the weight (52) is released by the contact of the connecting element (43) provided on the lifting body (7) with the shaft-side projecting area (45). [12] Lift according to claim 10, wherein when the lifting body (7) is below the operating-limiting release position (44), the operating-limiting mechanism for the weight (52) is released by using an elastic element (50) configured to pretension in a direction opposite to a direction of a tension applied to a connection area between a compensating rope (46) or a control cable suspended from the lifting body (7) and the lifting body (7). [13] Elevator according to claim 1, which furthermore has a weight (52) which is held on the lifting body (7) and which is connected to the second preloading area (29) by means of an elastic element (53) wherein the second preload area (29) coupled to the damper (19) is supported by another elastic element (25) designed to push the second preload area (29) upwards, and wherein the first preload area (24) separate from the damper (19) eliminates a force of the elastic element (53) which connects the weight (52) to the second preload area (29). [14] Elevator according to claim 1, which furthermore has a weight (52) which is carried on the lifting body (7) by means of an elastic element (53) and is connected to the second prestressing area (29), wherein, when the second preload area (29) is connected to the damper (19) and the first preload area (24) is separated from the damper (19), the first preload area (24) eliminates a force of the elastic element (53) designed to support the weight (52) from the second preload area (29) and pushes the damper (19) upwards.

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