Elevator arrangement

Abstract

In an elevator device, a tension type action device acts the emergency stop device in accordance with a tension variation of a detected body. Further, the tension type action device has a frequency filter, and acts the emergency stop device in accordance with a tension variation of the detected body after passing through the frequency filter. The frequency filter reduces an amplitude of the tension variation in the detected body whose frequency is equal to or higher than a first set value, and reduces an amplitude of the tension variation in the detected body whose frequency is lower than the first set value and equal to or lower than a second set value.

Description

Technical Field

[0001] This disclosure relates to elevator installations. Background Technology

[0002] In existing elevator systems, the car is suspended by ropes. A rod is installed at the bottom of the car. A tension detection roller is installed on the rod. A rope is suspended from the tension detection roller. When the rope breaks, the rod rotates downwards, causing the emergency stop device to activate (see, for example, Patent Document 1).

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 11-209022 Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] In the existing elevator system described above, the emergency stop device is activated by a large change in the tension of the rope. Therefore, there is a concern that the emergency stop device may malfunction, for example, when the tension of the rope changes significantly when the traction brake is activated.

[0008] This disclosure was made to solve the aforementioned problems, and its purpose is to provide an elevator device capable of suppressing malfunctions of the emergency stop device.

[0009] Methods for solving problems

[0010] The elevator device disclosed herein includes: a lifting body; an emergency stop device disposed on the lifting body; a traction machine having a traction brake and causing the lifting body to move up and down; a detected body connected to the lifting body and having flexibility, the tension of the detected body changing with the movement of the lifting body; and a tension-type actuation device that actuates the emergency stop device according to the tension change of the detected body, the tension-type actuation device having a frequency filter that reduces the amplitude of tension changes in the detected body with a frequency of a first set value or higher, and reduces the amplitude of tension changes in the detected body with a frequency of a second set value or lower than the first set value, the tension-type actuation device actuating the emergency stop device according to the tension change of the detected body after passing through the frequency filter.

[0011] Furthermore, the elevator device disclosed herein includes: a lifting body; an emergency stop device disposed on the lifting body; and an acceleration-type actuation device disposed on the lifting body, which actuates the emergency stop device according to the acceleration of the lifting body. The acceleration-type actuation device includes: a detection counterweight that moves in the vertical direction according to the change in acceleration of the lifting body; and a stop mechanism that restricts the upward displacement of the detection counterweight when the lifting body rises, thereby suppressing the actuation of the emergency stop device, and allows the upward displacement of the detection counterweight when the lifting body descends, thereby allowing the actuation of the emergency stop device.

[0012] Invention Effects

[0013] The elevator device disclosed herein can suppress malfunctions of the emergency stop device. Attached Figure Description

[0014] Figure 1 This is a schematic structural diagram of the elevator device according to Embodiment 1.

[0015] Figure 2 It is shown Figure 1 A front view of the relationship between the car guide rails and the emergency stop device.

[0016] Figure 3 It is along Figure 2 A cross-sectional view along line III-III.

[0017] Figure 4 It is shown Figure 1 A front view of the state of the emergency stop device when it is activated.

[0018] Figure 5 It is along Figure 4 A cross-sectional view of the VV line.

[0019] Figure 6 It is shown Figure 1 The structural diagram of the lower part of the car.

[0020] Figure 7 It shows the use of Figure 6 The diagram shows the state of the emergency stop device after the tension-type actuation device is activated.

[0021] Figure 8 It is a graph showing the change in tension of the compensator on the first spring as the car travels from the lowest floor to the highest floor.

[0022] Figure 9 It is a graph showing the change in the amount of displacement of the movable plate as the car travels from the lowest floor to the highest floor.

[0023] Figure 10 It is shown schematically. Figure 6An explanatory diagram of a tension-type actuation device.

[0024] Figure 11 This is a schematic diagram illustrating the state of the tension-type actuation device as the car travels from the lowest level to the highest level.

[0025] Figure 12 It is a graph showing the change in position of the first transmission component as the car travels from the lowest floor to the highest floor.

[0026] Figure 13 It is a graph showing the change in position of the first transmission component as the car travels from the top floor to the bottom floor.

[0027] Figure 14 It is a graph showing the change in tension of the compensator on the first spring when the traction machine brake is activated.

[0028] Figure 15 It is a graph showing the change in position of the movable plate when the traction machine brake is activated.

[0029] Figure 16 This is an illustrative diagram schematically showing the state of the tension-type actuation device when the suspension body breaks.

[0030] Figure 17 It is a graph showing the change in downward acceleration of the car when the traction machine brake is activated while the car is traveling in the upward direction, and the change in downward acceleration of the car when the suspension breaks.

[0031] Figure 18 It is a graph showing the change in tension of the first spring when the traction brake is activated while the car is moving upwards, and the change in tension of the first spring when the suspension breaks.

[0032] Figure 19 It is a graph showing the change in position of the first transmission component when the traction machine brake is activated while the car is traveling in the upward direction, and the change in position of the first transmission component when the suspension body breaks.

[0033] Figure 20 This is a structural diagram showing the lower part of the elevator car of the elevator device according to Embodiment 2.

[0034] Figure 21 This is a structural diagram showing the lower part of the elevator car of the elevator device according to Embodiment 3.

[0035] Figure 22 This indicates when the emergency stop device is activated. Figure 21 A structural diagram of the tension-type actuation device.

[0036] Figure 23 It is shown schematically. Figure 21 An explanatory diagram of a tension-type actuation device.

[0037] Figure 24 It is a graph showing the change in tension of the first spring when the car is near the top floor, with the traction brake activated, and when the suspension breaks.

[0038] Figure 25 It is a graph showing the change in tension of the first spring when the car is near the lowest floor, with the traction brake activated, and when the suspension breaks.

[0039] Figure 26 It is a graph showing the change in position of the first transmission component when the car in Embodiment 3 is near the top floor, the traction mechanism brake is activated, and the suspension body breaks.

[0040] Figure 27 It is a graph showing the change in position of the first transmission component when the car in Embodiment 3 is near the lowest floor, the traction mechanism brake is activated, and the suspension body breaks.

[0041] Figure 28 This is a structural diagram showing the lower part of the elevator car of the elevator device according to Embodiment 4.

[0042] Figure 29 This indicates when the emergency stop device is activated. Figure 28 A structural diagram of the state of an acceleration-type action device.

[0043] Figure 30 It is a graph showing the changes in car acceleration when the car is near the lowest floor, with the traction brake engaged, and when the suspension breaks.

[0044] Figure 31 It is a graph showing the changes in car acceleration when the car is near the top floor, with the traction brake activated, and when the suspension breaks.

[0045] Figure 32 It is a graph showing the change in position of the second transmission component when the car in Embodiment 4 is near the lowest floor, the traction mechanism brake is activated, and the suspension body breaks.

[0046] Figure 33 It is a graph showing the change in position of the second transmission component when the car in Embodiment 4 is near the top floor, the traction mechanism brake is activated, and the suspension body breaks.

[0047] Figure 34 This is a schematic diagram illustrating the structure of the mechanism that activates the emergency stop device of the elevator device in Embodiment 5.

[0048] Figure 35 This indicates the state where the emergency stop device has not activated. Figure 34 A side view showing the relationship between the first actuating lever, the first transmission component, and the second transmission component.

[0049] Figure 36 This illustrates the state in which the emergency stop device is activated using a tension-type actuation device. Figure 34 A side view showing the relationship between the first actuating lever, the first transmission component, and the second transmission component.

[0050] Figure 37 This is a schematic diagram illustrating the structure of the mechanism that activates the emergency stop device of the elevator device in Embodiment 6. Detailed Implementation

[0051] The embodiments will now be described with reference to the accompanying drawings.

[0052] Implementation method 1.

[0053] Figure 1 This is a schematic structural diagram of the elevator device according to Embodiment 1. In the diagram, a machine room 2 is provided above the hoistway 1. The traction machine 3, the deflector sheave 4, and the control device 5 are provided in the machine room 2.

[0054] The traction machine 3 includes a drive sheave 6, a traction machine motor (not shown), and a traction machine brake 7. The traction machine motor rotates the drive sheave 6. The traction machine brake 7 keeps the drive sheave 6 stationary. Furthermore, the traction machine brake 7 brakes the rotation of the drive sheave 6. An electromagnetic brake is used as the traction machine brake 7.

[0055] A suspension body 8 is wound around the drive sheave 6 and the deflector sheave 4. The suspension body 8 is flexible. Multiple ropes or belts are used as the suspension body 8. The car 9, which serves as the lifting body, is connected to the first end of the suspension body 8. The counterweight 10 is connected to the second end of the suspension body 8.

[0056] The car 9 and counterweight 10 are suspended within the hoistway 1 by the suspension body 8. Furthermore, the car 9 and counterweight 10 are raised and lowered by rotating the drive sheave 6. The control device 5 controls the operation of the car 9 by controlling the traction machine 3.

[0057] A pair of car guide rails 11 and a pair of counterweight guide rails 12 are installed in the hoistway 1. The pair of car guide rails 11 guide the raising and lowering of the car 9. The pair of counterweight guide rails 12 guide the raising and lowering of the counterweight 10.

[0058] A car buffer 13 and a counterweight buffer 14 are installed in the pit 1a of the hoistway 1. The pit 1a is part of the hoistway 1 and is located below the lowest floor level.

[0059] An emergency stop device 15 and a tension-type actuation device 16 are mounted on the lower part of the car 9. The emergency stop device 15 brings the car 9 to an emergency stop by holding a pair of car guide rails 11. A progressive emergency stop device is used as the emergency stop device 15. Typically, progressive emergency stop devices are used in elevators with a rated speed exceeding 45 m / min.

[0060] Between the lower part of the car 9 and the lower part of the counterweight 10, a compensator 17, which serves as the object being tested, is suspended. The compensator 17 compensates for the weight imbalance of the suspension body 8 between one side and the other side of the drive pulley 6.

[0061] The compensator 17 is flexible. For example, multiple compensating ropes or balancing chains are used as the compensator 17. The compensator 17 is connected to the tension-type actuation device 16 at the lower part of the car 9.

[0062] A balance wheel 18 is provided in the pit 1a. A compensator 17 is suspended around the balance wheel 18. The balance wheel 18 is suspended by the compensator 17. Thus, the balance wheel 18 applies tension to the compensator 17. In the compensator 17, the tension at the lower part of the car 9 and the lower part of the counterweight 10 varies with the rise and fall of the car 9.

[0063] The tension-type actuation device 16 activates the emergency stop device 15 based on the tension variation of the compensator 17.

[0064] A speed detector 19 is installed in the car 9. The speed detector 19 generates a signal corresponding to the speed of the car 9. The signal from the speed detector 19 is transmitted to the control device 5 via a control cable (not shown). An excessive speed is set in the control device 5. The excessive speed is set to a speed faster than the rated speed of the car 9, for example, 1.3 times the rated speed.

[0065] When the speed of the car 9 becomes excessive, the power supply to the traction machine 3 is cut off by the control device 5. As a result, the traction machine brake 7 is activated, the rotation of the drive sheave 6 is braked, and the car 9 comes to an emergency stop.

[0066] Alternatively, when the speed detector 19 detects an excessive speed, a safety circuit (not shown) can be immediately cut off, thereby cutting off the power supply to the traction machine 3.

[0067] Electrical sensors, optical sensors, mechanical sensors, etc., can be used as speed detectors 19. In addition, absolute value sensors that detect the absolute value of the displacement of the car 9 can be used as speed detectors 19.

[0068] Mechanical sensors include, for example, a detection rotating body, a centrifugal mechanism, and an overspeed detection switch. The detection rotating body rotates while in contact with the car guide rail 11. The centrifugal mechanism is located on the detection rotating body and shifts according to the rotational speed of the detection rotating body. The overspeed detection switch is operated by the centrifugal mechanism when the speed of the car 9 becomes excessive. When the overspeed detection switch is operated, the power supply to the traction machine 3 is cut off.

[0069] Figure 2 It is shown Figure 1 Front view of the relationship between the car guide rail 11 and the emergency stop device 15. Figure 3 It is along Figure 2 A cross-sectional view along line III-III. Figure 4 It is shown Figure 1 A front view of the state of the emergency stop device 15 when it is activated. Figure 5 It is along Figure 4 A cross-sectional view of the VV line.

[0070] The emergency stop device 15 has a frame 21 and a pair of grips 22. One of the grips 22 corresponds to one of the pair of car guide rails 11. The other grip corresponds to the other of the pair of car guide rails 11. Furthermore, the pair of grips 22 are disposed within the frame 21. Figures 2-5 In the image, only one of the two gripping parts 22 is shown.

[0071] Each gripping part 22 has a pair of wedge components 23, a pair of wedge guides 24, and a plurality of wedge guide springs 25.

[0072] A pair of wedge components 23 are respectively positioned opposite to the corresponding car guide rails 11. Each wedge guide 24 is provided with an inclined surface 24a. The inclined surface 24a approaches the car guide rail 11 as it moves upward.

[0073] Each wedge component 23 can move up and down relative to the frame 21 along the inclined surface 24a of the corresponding wedge guide 24. The wedge guide spring 25 is disposed between the frame 21 and the wedge guide 24.

[0074] Normally, such as Figure 2 As shown, each wedge component 23 is positioned opposite the corresponding car guide rail 11 with a gap between them. In contrast, when the emergency stop device 15 is activated, each wedge component 23 moves upward. At this time, each wedge component 23 is guided by the inclined surface 24a to approach the car guide rail 11 and come into contact with it.

[0075] As each wedge component 23 moves further upward, it pushes the wedge guide 24 horizontally while compressing the wedge guide spring 25, and moves upward simultaneously. The frictional force generated between each car guide rail 11 and the corresponding holding part 22 increases according to the amount of rise of each wedge component 23 relative to the frame 21. As a result, each car guide rail 11 is held by the corresponding holding part 22, and the car 9 comes to an emergency stop.

[0076] Figure 6 It is shown Figure 1 The diagram shows the lower part of the car 9. In addition to the frame 21 and a pair of handles 22, the emergency stop device 15 also has a first actuating lever 26a, a second actuating lever 26b, and a linkage mechanism 27.

[0077] The first actuating lever 26a and the second actuating lever 26b are respectively connected to a pair of corresponding wedge components 23. The emergency stop device 15 is activated by the rotation of the first actuating lever 26a and the second actuating lever 26b.

[0078] The linkage mechanism 27 transmits the motion of the first action lever 26a to the second action lever 26b, and links the second action lever 26b with the first action lever 26a.

[0079] The tension-type actuation device 16 includes a movable plate 31, a filtering mechanism 32 as a frequency filter, and a first transmission component 33. The movable plate 31 is fixed to the connecting rod 28.

[0080] The filtering mechanism 32 has a low-pass filter 34 and a high-pass filter 35. The filtering mechanism 32 functions as a band-pass filter. The tension-type actuation device 16 actuates the emergency stop device 15 based on the tension of the compensator 17 after passing through the filtering mechanism 32.

[0081] The low-pass filter 34 has a first spring 36 and a first damper 37. The first spring 36 is disposed between the movable plate 31 and the frame 21, that is, between the movable plate 31 and the car 9. The first damper 37 is disposed in parallel with the first spring 36 between the movable plate 31 and the frame 21.

[0082] The compensator 17 is connected to the lower part of the car 9 via a connecting rod 28 and a first spring 36. The first spring 36 supports the tension of the compensator 17. That is, the first spring 36 expands and contracts according to the tension of the compensator 17.

[0083] The greater the tension of the compensator 17, the greater the compression of the first spring 36, and the greater the downward displacement of the movable plate 31.

[0084] The low-pass filter 34 reduces the amplitude of tension fluctuations in the compensator 17 at frequencies higher than a first set value. That is, the cutoff frequency of the low-pass filter 34 is a frequency higher than or equal to the first set value. The first set value is a value lower than or equal to the frequency of tension fluctuations in the compensator 17 when the traction brake 7 operates.

[0085] The high-pass filter 35 and the first damper 37 are arranged in parallel between the movable plate 31 and the frame 21. In addition, the high-pass filter 35 is arranged between the low-pass filter 34 and the emergency stop device 15.

[0086] In addition, the high-pass filter 35 has a second damper 38 and a second spring 39. The second spring 39 is disposed below the second damper 38 and is connected in series with the second damper 38.

[0087] The high-pass filter 35 reduces the amplitude of tension fluctuations in the compensator 17 at frequencies below a second set value. That is, the cutoff frequency of the high-pass filter 35 is a frequency below the second set value. The second set value is a value lower than the first set value. Furthermore, the second set value is a value above the frequency that can remove the time-varying DC component, i.e., the direct current component, contained in the tension fluctuations of the compensator 17 caused by the normal travel of the car 9.

[0088] The cutoff frequency of the low-pass filter 34 is determined by the ratio k1 / c1 of the spring constant k1 of the first spring 36 and the attenuation coefficient c1 of the first damper 37. The cutoff frequency of the high-pass filter 35 is determined by the ratio k2 / c2 of the spring constant k2 of the second spring 39 and the attenuation coefficient c2 of the second damper 38.

[0089] Furthermore, the spring constant k1 of the first spring 36 is sufficiently greater than the spring constant k2 of the second spring 39. That is, the stiffness value of the second spring 39 is sufficiently less than the stiffness value of the first spring 36. Therefore, the second spring 39 will not affect the displacement of the first spring 36.

[0090] The first transmission component 33 is connected between the portion of the high-pass filter 35 between the second damper 38 and the second spring 39 and the first actuating lever 26a. Furthermore, the first transmission component 33 transmits the movement of the high-pass filter 35 to the first actuating lever 26a.

[0091] Figure 7 It shows the use of Figure 6 The diagram shows the structure of the tension-type actuation device 16 activating the emergency stop device 15. When the suspension body 8 breaks, causing the car 9 to fall, the tension of the compensator 17 decreases sharply. As a result, the first spring 36 extends, and the movable plate 31 and the first transmission member 33 move upward. Then, the first actuation lever 26a and the second actuation lever 26b rotate simultaneously, causing a pair of wedge members 23 in each of the grips 22 to move upward.

[0092] Figure 8 This is a graph showing the change in tension of the first spring 36 on the compensator 17 as the car 9 travels from the lowest floor to the highest floor. Let the mass of the compensator 17 from the car 9 to the balance wheel 18 be the effective mass of the compensator 17. The length and effective mass of the compensator 17 increase proportionally with the height of the car 9. Therefore, as the car 9 travels from the lowest floor to the highest floor, the tension on the first spring 36 gradually increases.

[0093] Figure 9 This is a graph showing the change in the downward displacement of the movable plate 31 as the car 9 travels from the lowest floor to the highest floor. When the car 9 travels from the lowest floor to the highest floor, the first spring 36 is compressed proportionally to the height of the car 9, and the downward displacement of the movable plate 31 also continuously increases.

[0094] Figure 10 It is shown schematically. Figure 6 Explanation diagram of tension-type actuation device 16. Figure 11 This is an explanatory diagram schematically showing the state of the tension-type actuation device 16 when the car 9 travels from the lowest level to the highest level. Figure 12 It is a graph showing the change in position of the first transmission component 33 as the car 9 travels from the lowest floor to the highest floor.

[0095] The greater the tension of the compensator 17 on the first spring 36, the greater the compression of the first spring 36, the compression of the first damper 37, and the compression of the second damper 38. However, if... Figure 8 As shown, the tension variation of the compensator 17 during normal travel of the car 9 is smooth and is a DC component variation without vibration.

[0096] Therefore, through action and Figure 8 The force is proportional to the rate of change of the DC component of the slope, and the second damper 38 is compressed over time. However, since this rate of change is very small, the force acting on the second damper 38 is a constant, small value. Because the second damper 38 is configured in series with the second spring 39, the force acting on the second damper 38 acts directly on the second spring 39. Therefore, the first transmission component 33 connected to the second spring 39... Figure 12 As shown, after being pressed slightly, it maintains a constant displacement.

[0097] Figure 13 It is a graph showing the change in position of the first transmission component 33 as the car 9 travels from the top floor to the bottom floor. Figure 13 The vertical axis represents the displacement in the direction of the extension of the second spring 39.

[0098] As the car 9 travels from the top floor to the bottom floor, the tension of the compensator 17 gradually decreases. In this situation, the first spring 36 exhibits a movement in the extension direction, and therefore, the first spring 36 and the movable plate 31 shift upward. Through the upward movement of the movable plate 31, the second damper 38 also undergoes a stretching movement, and the second spring 39 is also stretched upward.

[0099] Therefore, as Figure 13 As shown, although the first transmission component 33 connected to the second spring 39 also moves slightly upward, the pull-up amount is not greater than a certain amount due to the high-pass filter 35. Therefore, as Figure 13 As shown, the first transmission component 33 will not reach the position that causes the emergency stop device 15 to activate, i.e., the activation position P1.

[0100] Therefore, the emergency stop device 15 can be prevented from malfunctioning due to tension fluctuations in the DC component that are not accompanied by vibrations of the compensator 17 caused by the normal travel of the car 9.

[0101] Figure 14 It is a graph showing the change in tension of the first spring 36 on the compensator 17 when the traction brake 7 is activated. Figure 15 It is a graph showing the change in position of the movable plate 31 when the traction brake 7 is activated.

[0102] When the traction mechanism brake 7 actuates at time t1, the car 9 decelerates at a constant deceleration. At this time, the tension on the first spring 36 is as follows: Figure 14 It changes as shown.

[0103] Furthermore, when the traction mechanism brake 7 is activated, the movable plate 31 changes by the average amount of the tension on the first spring 36. Since the first damper 37 is configured in parallel with the first spring 36, the tension variation of the compensator 17 is absorbed by the first damper 37. As a result, the extension and retraction of the first spring 36 and the vertical movement of the movable plate 31 are suppressed, as well as the vertical vibration of the first transmission member 33.

[0104] Therefore, it can suppress the malfunction of the emergency stop device 15 caused by tension fluctuations accompanying the vibration of the compensator 17 when the traction brake 7 is activated.

[0105] Figure 16This is an explanatory diagram schematically showing the state of the tension-type actuation device 16 when the suspension 8 breaks. When the suspension 8 breaks, the first spring 36 and the first damper 37 extend, and the movable plate 31 shifts upward. At this time, the second damper 38 cannot follow the stepped upward displacement of the movable plate 31 and does not extend, but the second spring 39 extends, and the first transmission component 33 shifts upward. As a result, the first actuating lever 26a and the second actuating lever 26b rotate, causing the emergency stop device 15 to activate.

[0106] Figure 17 It is a graph showing the change in downward acceleration of the car 9 when the traction brake 7 is activated while the car 9 is traveling in the upward direction, and the change in downward acceleration of the car 9 when the suspension 8 breaks.

[0107] Whether the traction brake 7 is activated at time t1 or the suspension 8 breaks at time t1, the acceleration of the car 9 changes in a stepwise manner. However, the acceleration of the car 9 when the suspension 8 breaks is greater than the acceleration of the car 9 when the traction brake 7 is activated.

[0108] Figure 18 It is a graph showing the change in tension of the first spring 36 when the traction brake 7 is activated while the car 9 is moving upward, and the change in tension of the first spring 36 when the suspension 8 breaks.

[0109] The change in tension when the traction brake 7 is activated is the product of the effective mass of the compensator 17 and the acceleration of the car 9. Furthermore, the change in tension when the suspension 8 breaks is the product of the effective mass of the compensator 17 and the acceleration of the car 9, plus half the weight of the balance wheel 18.

[0110] Figure 19 This is a graph showing the change in position of the first transmission member 33 when the traction brake 7 is activated during upward travel of the car 9, and the change in position of the first transmission member 33 when the suspension 8 breaks. Additionally, in Figure 19 In the middle, ignore Figure 15 The vibration components shown.

[0111] When the position of the movable plate 31 changes in a stepped manner, the first transmission member 33 shifts upward with a time delay due to the effect of the second damper 38. Then, since the acceleration is constant, the damping force of the second damper 38 is released, and the first transmission member 33 returns to the initial position of the second spring 39.

[0112] When the traction machine brake 7 is activated, the acceleration of the car 9 is smaller than when the suspension 8 breaks. Therefore, the reduction in tension of the compensator 17 when the traction machine brake 7 is activated is less than the reduction in tension of the compensator 17 when the suspension 8 breaks. Furthermore, the upward displacement of the first transmission member 33 when the traction machine brake 7 is activated is less than the upward displacement of the first transmission member 33 when the suspension 8 breaks.

[0113] Here, let Δxe be the displacement of the first transmission member 33 when the traction machine brake 7 actuates, Δxr be the displacement of the first transmission member 33 when the suspension 8 breaks, and Δxs be the displacement of the first transmission member 33 to the actuation position P1. By setting the actuation position P1 such that Δxe < Δxs < Δxr, the emergency stop device 15 can be activated immediately when the suspension 8 breaks. Furthermore, the malfunction of the emergency stop device 15 when the traction machine brake 7 actuates can be more reliably suppressed.

[0114] In this elevator system, the filter mechanism 32 reduces the amplitude of tension fluctuations in the compensator 17 at frequencies above a first set value. Furthermore, the filter mechanism 32 reduces the amplitude of tension fluctuations in the compensator 17 at frequencies below a second set value. Then, the tension-type actuation device 16 activates the emergency stop device 15 based on the tension fluctuations in the compensator 17 after passing through the filter mechanism 32.

[0115] Therefore, the effects of tension fluctuations other than those that would cause the emergency stop device 15 to activate can be reduced, and malfunctions of the emergency stop device 15 can be suppressed. Furthermore, the emergency stop device 15 can be activated immediately in the event of a breakage of the suspension body 8.

[0116] Furthermore, the first setting value is a value below the frequency of tension fluctuations in the compensator 17 when the traction machine brake 7 operates. Therefore, it is possible to more reliably suppress the malfunction of the emergency stop device 15 caused by tension fluctuations in the compensator 17 when the traction machine brake 7 operates.

[0117] Furthermore, the second setting value is a value above the frequency at which the DC component that varies with time and is included in the tension variation of the compensator 17 caused by the normal travel of the car 9 is removed. Therefore, it is possible to more reliably suppress the malfunction of the emergency stop device 15 caused by the tension variation of the compensator 17 caused by the normal travel of the car 9.

[0118] The low-pass filter 34 has a first spring 36 and a first damper 37, and the high-pass filter 35 has a second damper 38 and a second spring 39. Therefore, the filter mechanism 32 can be constructed solely of mechanical elements, thereby enabling the emergency stop device 15 to operate without the use of electricity.

[0119] Furthermore, the speed limiter and speed limiter cable can be omitted, thereby reducing equipment costs and enabling space-saving design of shaft 1.

[0120] Furthermore, by omitting the governor cable, there is no risk of the governor cable getting caught on shaft equipment during earthquakes or strong winds. This allows for faster recovery after an earthquake.

[0121] Furthermore, tension-type actuation devices 16 can be easily applied to high-lift elevator systems where it is difficult to use speed governor ropes.

[0122] Implementation method 2.

[0123] Next, Figure 20 This is a structural diagram showing the lower part of the elevator car 9 of the elevator device according to Embodiment 2. Figure 20 The linkage mechanism 27, the second actuating lever 26b, and the wedge component 23 corresponding to the second actuating lever 26b are omitted.

[0124] The tension-type actuation device 16 of Embodiment 2 includes a spring support 41, a support spring 42, a tension sensor 43, a bandpass filter 44 as a frequency filter, and an actuator 45.

[0125] Spring support 41 is fixed to connecting rod 28. Support spring 42 is disposed between spring support 41 and frame 21. In addition, support spring 42 supports the tension of compensator 17.

[0126] Tension sensor 43 is disposed between spring support 41 and support spring 42. Furthermore, tension sensor 43 generates an electrical signal corresponding to the tension of compensator 17. For example, a load sensor can be used as tension sensor 43.

[0127] The electrical signal from the tension sensor 43 is transmitted to the actuator 45 via a bandpass filter 44. The bandpass filter 44 reduces the amplitude of tension fluctuations in the compensator 17 with a frequency higher than a first set value, and reduces the amplitude of tension fluctuations in the compensator 17 with a frequency lower than a second set value. In Embodiment 2, the bandpass filter 44 processes the electrical signal from the tension sensor 43 to remove tension fluctuations in the compensator 17 with frequencies higher than the first set value and frequencies lower than the second set value.

[0128] The actuator 45 rotates the first actuating lever 26a based on the electrical signal after passing through the bandpass filter 44, thereby activating the emergency stop device 15. That is, the actuator 45 activates the emergency stop device 15 based on the tension change of the compensator 17 after passing through the bandpass filter 44.

[0129] remove Figure 20 The structure of the elevator device outside the tension-type actuation device 16 shown is the same as that in embodiment 1.

[0130] With this structure, the same effect as in Embodiment 1 can be achieved. Furthermore, by using the combination of tension sensor 43, bandpass filter 44, and actuator 45, the tension-type actuation device 16 can be miniaturized.

[0131] Implementation method 3.

[0132] Next, Figure 21 This is a structural diagram showing the lower part of the elevator car 9 of the elevator device according to Embodiment 3. Figure 22 This shows the emergency stop device 15 in action. Figure 21 A structural diagram showing the state of the tension-type actuation device 16. Figure 21 and Figure 22 In the original text, all wedge components 23, linkage mechanism 27, and second actuating lever 26b are omitted. Figure 23 It is shown schematically. Figure 21 Explanation diagram of tension-type actuation device 16.

[0133] In addition to having the same structure as in Embodiment 1, the tension-type actuation device 16 of Embodiment 3 also has a stop mechanism 51.

[0134] When the car 9 rises, the stop mechanism 51 restricts the upward displacement of the first transmission member 33, thereby restricting the displacement of the first actuating lever 26a in the direction of actuation of the emergency stop device 15. Furthermore, when the car 9 descends, the stop mechanism 51 allows the upward displacement of the first transmission member 33, thereby allowing the displacement of the first actuating lever 26a in the direction of actuation of the emergency stop device 15.

[0135] The stop mechanism 51 includes a roller 52, a ratchet 53, a claw component 54, and a stop body 55.

[0136] Roller 52 is rotatably mounted on frame 21. Furthermore, roller 52 rotates while in contact with one of the car guide rails 11 as the car 9 rises and falls. Ratchet 53 is mounted on the same axis as roller 52. Moreover, ratchet 53 rotates integrally with roller 52.

[0137] The claw component 54 is rotatably mounted on the frame 21. Furthermore, one end of the claw component 54 engages with the teeth of the ratchet 53.

[0138] The stop body 55 is connected to the claw component 54. In addition, the stop body 55 is in contact with the first transmission component 33.

[0139] As the car 9 rises, roller 52 and ratchet 53 move towards... Figure 21Rotate clockwise. At this time, the claw component 54 rotates... Figure 21 The clockwise rotation is stopped by the ratchet 53. As a result, the first transmission member 33 is pressed by the stop body 55, thereby limiting the upward displacement of the first transmission member 33.

[0140] On the other hand, as the car 9 descends, roller 52 and ratchet 53 move towards Figure 21 Rotate counterclockwise. In this state, the claw component 54 is allowed to rotate... Figure 21 A clockwise rotation. Therefore, as Figure 22 As shown, when the first transmission member 33 is subjected to an upward force, the stop body 55 moves upward, and the claw member 54 rotates clockwise, allowing the first transmission member 33 to move upward.

[0141] remove Figure 21 The structure of the elevator device outside the stop mechanism 51 shown is the same as that in Embodiment 1.

[0142] Figure 24 It is a graph showing the change in tension of the first spring 36 when the car 9 is near the top floor, the traction brake 7 is activated, and the suspension 8 is broken. Figure 25 It is a graph showing the change in tension of the first spring 36 when the car 9 is near the lowest floor, the traction brake 7 is activated, and the suspension 8 is broken.

[0143] With the car 9 near the lowest level, the effective mass of the compensator 17 is approximately zero. Therefore, the tension before the suspension 8 breaks is approximately 1 / 2 × 1G of the weight of the balance wheel 18. When the suspension 8 breaks from this state, the tension is approximately zero.

[0144] In contrast, when the car 9 is near the top floor, the tension before the suspension 8 breaks is increased by the effective mass of the compensator 17 × 1G. When the suspension 8 breaks from this state, the tension decreases by the product of the acceleration of the car 9 and the effective mass of the compensator 17. Furthermore, half the weight of the balance wheel 18 also disappears as it falls.

[0145] For example, if the suspension 8 breaks near the counterweight 10 when the car 9 is at the top floor, most of the suspension 8 remains on the side opposite to the car 9 relative to the drive pulley 6. Therefore, the acceleration of the car 9 is less than 1G, and the tension on the first spring 36 will not become zero.

[0146] Furthermore, when the car 9 is near the lowest level, the effective mass of the compensator 17 is close to zero. Therefore, when the traction brake 7 is activated when the car 9 is near the lowest level, the tension on the first spring 36 hardly changes.

[0147] On the other hand, when the car 9 is near the top floor, the effective mass of the compensator 17 is relatively large. Therefore, when the traction brake 7 is activated when the car 9 is near the top floor, the tension on the first spring 36 changes by an amount determined by the product of the effective mass of the compensator 17 and the deceleration of the car 9.

[0148] Therefore, if the operating position P1 is set so that the emergency stop device 15 will not malfunction due to the action of the traction brake 7 when the car 9 is near the top floor, the emergency stop device 15 may not operate properly when the car 9 is near the bottom floor.

[0149] On the other hand, if the operating position P1 is set so that the emergency stop device 15 operates properly when the car 9 is near the lowest floor, the emergency stop device 15 may malfunction when the traction brake 7 operates when the car 9 is near the highest floor.

[0150] The phenomenon described above occurs when the mass of the compensator 17 is greater than the mass of the balance wheel 18. Therefore, for high-lift elevator systems, it is preferable to take countermeasures against the aforementioned non-operation and malfunction.

[0151] The emergency stop device 15 malfunctions when the traction mechanism brake 7 actuates during the ascent of the car 9. On the other hand, if the suspension 8 breaks, the car 9 will inevitably descend. Therefore, in embodiment 3, the upward displacement of the first transmission member 33 is restricted when the car 9 is ascending.

[0152] Figure 26 It is a graph showing the change in position of the first transmission member 33 when the car 9 in embodiment 3 is near the top floor, the traction brake 7 is activated, and the suspension 8 breaks. Figure 27 It is a graph showing the change in position of the first transmission member 33 when the car 9 in embodiment 3 is near the lowest floor, the traction brake 7 is activated, and the suspension 8 breaks.

[0153] like Figure 26 and Figure 27 As shown, when the traction mechanism brake 7 is activated while the car 9 is rising, the upward displacement of the first transmission component 33 is limited by the stop mechanism 51 to the stop position Ps.

[0154] Therefore, by setting the operating position P1 so that the emergency stop device 15 operates appropriately when the car 9 is near the lowest floor, the possibility of the emergency stop device 15 malfunctioning when the traction machine brake 7 operates can be suppressed regardless of the position of the car 9. Furthermore, regardless of the position of the car 9, the emergency stop device 15 operates appropriately in the event of a breakage of the suspension 8.

[0155] Furthermore, the structure of the stop mechanism 51 is not limited to the examples described above. For instance, it could be a combination of a sensor and an actuator for detecting the travel direction of the car 9. In this case, the actuator either prevents or allows the first transmission member 33 to move upward based on the signal from the sensor.

[0156] In addition, the stop mechanism 51 can also restrict the movement of the first actuating lever 26a, the second actuating lever 26b, or the linkage mechanism 27 when the car 9 rises.

[0157] In addition, the stop mechanism 51 of embodiment 3 can also be applied to the tension-type actuation device 16 of embodiment 2.

[0158] Furthermore, in embodiments 1 to 3, the object being tested may also be the suspended body 8. In this case, the compensator 17 may not be used in the elevator device.

[0159] Furthermore, in embodiments 1 to 3, the lifting body can also be a counterweight 10. That is, an emergency stop device and a tension-type actuation device 16, different from the emergency stop device 15, can be mounted on the counterweight 10. In this case, the excessive speed monitoring of the car 9 and the operation of the emergency stop device 15 mounted on the car 9 can also be performed by a conventional speed limiter.

[0160] Implementation method 4.

[0161] Next, Figure 28 This is a structural diagram showing the lower part of the elevator car 9 of the elevator device in Embodiment 4. Figure 28 In this embodiment, all wedge components 23, linkage mechanism 27, and second actuating rod 26b are omitted. In embodiment 4, an acceleration-type actuating device 61 is used instead of the tension-type actuating device 16 in embodiment 3.

[0162] An acceleration-type actuation device 61 is installed at the lower part of the car 9. Furthermore, the acceleration-type actuation device 61 activates the emergency stop device 15 according to the acceleration of the car 9.

[0163] In addition, the acceleration-type actuation device 61 includes a detection counterweight 62, a counterweight spring 63, a second transmission component 64, and a stop mechanism 51.

[0164] The detection counterweight 62 is suspended by a counterweight spring 63. The counterweight spring 63 extends and retracts in the vertical direction according to the change in acceleration of the car 9. That is, the detection counterweight 62 shifts vertically according to the change in acceleration of the car 9. A counterweight guide (not shown) is provided on the frame 21. The counterweight guide guides the vertical movement of the detection counterweight 62.

[0165] The second transmission component 64 is connected between the detection weight 62 and the first actuating lever 26a. Furthermore, the second transmission component 64 and the detection weight 62 move up and down together to transmit the motion of the detection weight 62 to the first actuating lever 26a.

[0166] The structure of the stop mechanism 51 is the same as that of Embodiment 3. The stop body 55 of Embodiment 4 contacts the second transmission member 64. Therefore, the stop mechanism 51 restricts the upward displacement of the detection counterweight 62 when the car 9 rises, thereby suppressing the operation of the emergency stop device 15. Furthermore, the stop mechanism 51 allows the upward displacement of the detection counterweight 62 when the car 9 descends, thereby allowing the emergency stop device 15 to operate.

[0167] Figure 29 This shows the emergency stop device 15 in action. Figure 28 The diagram shows the structure of the acceleration-type actuation device 61. When the suspension 8 breaks, the car 9 begins to fall, and the acceleration of the car 9 changes drastically. As a result, the detection counterweight 62 shifts upward significantly, pulling up the first actuation lever 26a via the second transmission component 64, thus activating the emergency stop device 15.

[0168] remove Figure 28 and Figure 29 The structure of the elevator device outside the acceleration-type actuation device 61 shown is the same as that in embodiment 3.

[0169] Figure 30 It is a graph showing the changes in the acceleration of the car 9 when the car 9 is near the lowest floor and the traction brake 7 is activated, and when the suspension 8 breaks. Figure 31 It is a graph showing the changes in the acceleration of the car 9 when the car 9 is near the top floor and the traction brake 7 is activated, and when the suspension 8 breaks.

[0170] When the car 9 is near the lowest level, and the suspension 8 breaks near the counterweight 10, the mass of the car 9 side relative to the drive sheave 6 is significantly greater than the mass of the counterweight 10 side. The mass difference between the car 9 side and the counterweight 10 side is greater than the frictional force between the drive sheave 6 and the suspension 8; therefore, the acceleration of the car 9 immediately after falling is approximately 1G.

[0171] On the other hand, when the car 9 is near the top floor and the suspension 8 breaks near the counterweight 10, the difference between the mass of the suspension 8 on the side of the drive sheave 6 near the counterweight 10 and the mass of the suspension 8 and the compensator 17 on the side of the car 9 sometimes becomes smaller.

[0172] In this situation, the mass difference between the side near the car 9 and the side near the counterweight 10 is not greater than the frictional force between the drive sheave 6 and the suspension body 8, and the acceleration of the car 9 immediately after falling becomes very small. That is, as Figure 31 As shown, when the car 9 is near the top floor, the acceleration of the car 9 is small, so sometimes the upward displacement of the counterweight 62 and the second transmission component 64 is small.

[0173] In this regard, in embodiment 4, the upward displacement of the detection counterweight 62 and the second transmission component 64 is restricted when the car 9 rises.

[0174] Figure 32 It is a graph showing the change in position of the second transmission member 64 when the car 9 in embodiment 4 is near the lowest floor, the traction brake 7 is activated, and the suspension 8 breaks. Figure 33 It is a graph showing the change in position of the second transmission component 64 when the car 9 in embodiment 4 is near the top floor, the traction brake 7 is activated, and the suspension 8 breaks.

[0175] like Figure 32 and Figure 33 As shown, when the traction mechanism brake 7 is activated while the car 9 is rising, the upward displacement of the second transmission member 64 is limited by the stop mechanism 51 to the stop position Ps. That is, when the traction mechanism brake 7 is activated while the car 9 is rising, the second transmission member 64 will not reach the position that activates the emergency stop device 15, i.e., the operating position P1.

[0176] Therefore, by setting the operating position P1 so that the emergency stop device 15 operates appropriately when the car 9 is near the top floor, the possibility of the emergency stop device 15 malfunctioning when the traction machine brake 7 operates can be suppressed regardless of the position of the car 9. Furthermore, regardless of the position of the car 9, the emergency stop device 15 operates appropriately in the event of a breakage of the suspension 8.

[0177] Furthermore, the structure of the stop mechanism 51 is not limited to the examples described above; for instance, it could be a combination of a sensor and an actuator for detecting the travel direction of the car 9. In this case, the actuator either prevents or allows the second transmission member 64 to move upward based on the signal from the sensor.

[0178] Furthermore, the stop mechanism 51 can also directly restrict the upward displacement of the detection counterweight 62 when the car 9 rises. Additionally, the stop mechanism 51 can also restrict the movement of the first actuating lever 26a, the second actuating lever 26b, or the linkage mechanism 27 when the car 9 rises.

[0179] In addition, the acceleration-type actuation device 61 can also be installed in a location other than the lower part of the car 9, such as the upper part.

[0180] Furthermore, in embodiment 4, the lifting body can also be the counterweight 10. That is, an emergency stop device and an acceleration-type actuation device 61, different from the emergency stop device 15, can be mounted on the counterweight 10. In this case, the excessive speed monitoring of the car 9 and the operation of the emergency stop device 15 mounted on the car 9 can also be performed by a conventional speed limiter.

[0181] Implementation method 5.

[0182] Next, Figure 34 This is a schematic structural diagram illustrating the mechanism that activates the emergency stop device 15 of the elevator device in Embodiment 5, showing the state when the emergency stop device 15 is activated.

[0183] In Embodiment 5, the tension-type actuation device 16 of Embodiment 1 and the acceleration-type actuation device 61 of Embodiment 4 are used. However, the acceleration-type actuation device 61 does not have a stop mechanism 51. Furthermore, the detection counterweight 62 is supported on the counterweight spring 63.

[0184] The tension-type actuation device 16 and the acceleration-type actuation device 61 can operate independently of each other. Figure 34 This shows the state when the emergency stop device 15 is activated by the acceleration-type actuation device 61.

[0185] The first transmission member 33 is provided with a first upward push part 33a. The first upward push part 33a contacts the first actuating rod 26a and pushes the first actuating rod 26a upward when the first transmission member 33 moves upward.

[0186] The second transmission member 64 is provided with a second upward push part 64a. The second upward push part 64a contacts the first actuating rod 26a and pushes the first actuating rod 26a upward when the second transmission member 64 moves upward.

[0187] Figure 35 This indicates that the emergency stop device 15 is not activated. Figure 34 A side view showing the relationship between the first actuating lever 26a, the first transmission component 33, and the second transmission component 64. Figure 36 This illustrates the state in which the emergency stop device 15 is activated using the tension-type actuation device 16. Figure 34A side view showing the relationship between the first actuating lever 26a, the first transmission component 33, and the second transmission component 64.

[0188] Normally, the first upward pushing part 33a and the second upward pushing part 64a are in contact with the lower surface of the first actuating rod 26a. For example... Figure 36 As shown, when the first transmission component 33 moves upward from this state, the first actuating lever 26a is pushed upward by the first upward push part 33a, causing the emergency stop device 15 to activate.

[0189] Whether the first transmission member 33 does not shift but only the second transmission member 64 shifts upward, or both the first transmission member 33 and the second transmission member 64 shift upward in both directions, the first actuating lever 26a is pushed upward.

[0190] remove Figure 34 The structure of the elevator device outside the structure shown is the same as that in Embodiment 1.

[0191] When the suspension 8 breaks near the lowest floor of the car 9, the tension variation of the compensator 17 decreases, and therefore the displacement of the first transmission member 33 decreases. On the other hand, as the acceleration of the car 9 at the start of its descent increases, the displacement of the second transmission member 64 increases. Therefore, the first actuating lever 26a is pushed upward by the second upward pusher 64a.

[0192] That is, if the suspension 8 breaks when the car 9 is near the lowest floor, the emergency stop device 15 will immediately activate due to the change in the acceleration of the car 9.

[0193] When the suspension 8 breaks when the car 9 is near the top floor, the displacement of the first transmission component 33 is greater than the displacement of the second transmission component 64, and the first actuating lever 26a is pushed upward by the first upward pusher 33a.

[0194] That is, if the suspension body 8 breaks when the car 9 is near the top floor, the emergency stop device 15 will immediately activate due to the tension change of the compensator 17.

[0195] In this way, the first actuating lever 26a is pushed upward by the one with the greater displacement between the first transmission component 33 and the second transmission component 64, regardless of the position of the car 9, so that the emergency stop device 15 can operate normally when the suspension 8 breaks.

[0196] The position P1 at which the emergency stop device 15 is activated by the first transmission member 33 or the second transmission member 64 is set such that, regardless of the position of the car 9, the emergency stop device 15 will not malfunction when the traction brake 7 is activated. Therefore, malfunction of the emergency stop device 15 can be suppressed without using the stop mechanism 51.

[0197] Alternatively, similar to Embodiment 5, the tension-type actuation device 16 of Embodiment 1, Embodiment 2 or Embodiment 3 and the acceleration-type actuation device 61 of Embodiment 4 can be used.

[0198] Implementation method 6.

[0199] Next, Figure 37 This is a schematic structural diagram illustrating the mechanism that activates the emergency stop device 15 of the elevator device in Embodiment 6. In addition to the detection counterweight 62, counterweight spring 63, and second transmission member 64, the acceleration-type actuation device 61 of Embodiment 6 also includes a counterweight stop member 65.

[0200] A counterweight stop 65 is provided on the frame 21. Normally, the detection counterweight 62 is placed on the counterweight stop 65. Normally, the counterweight spring 63 is compressed due to the weight of the detection counterweight 62. As a result, the counterweight spring 63 applies an upward force to the detection counterweight 62.

[0201] The acceleration-type actuation device 61 is configured such that when the downward acceleration of the car 9 becomes excessive, the detection counterweight 62 moves upward from the counterweight stop 65, and the movement of the detection counterweight 62 causes the emergency stop device 15 to activate.

[0202] Normally, the counterweight stop 65 supports a portion of the weight of the detection counterweight 62. Furthermore, even when subjected to the weight of the detection counterweight 62, the counterweight stop 65 will not shift or deform in the vertical direction.

[0203] The inherent vibration frequency, determined by the mass of the detection counterweight 62 and the rigidity of the counterweight spring 63, is preferably set to be below the lowest vibration frequency among the vibration frequencies of the vertical vibration generated in the car 9 due to the action of the traction mechanism brake 7. This more reliably suppresses resonance between the detection counterweight 62 and the car 9.

[0204] The aforementioned minimum vibration frequency is the vibration frequency of the portion of the car 9 extending upwards, which is part of the suspension body 8, at its longest length. Therefore, the aforementioned inherent vibration frequency is preferably set below the vibration frequency of the car 9 in the vertical direction when the traction brake 7 is activated and the car 9 is at the lowest level.

[0205] The structure of the elevator device, except for the counterweight stop 65, is the same as that in embodiment 5.

[0206] With this structure, when the car 9 is on the lower floor, the malfunction of the emergency stop device 15 caused by the action of the traction mechanism brake 7 can be more reliably suppressed, and the emergency stop device 15 can be operated properly.

[0207] Alternatively, in embodiments 5 and 6, the first transfer member 33 and the second transfer member 64 may be connected.

[0208] Furthermore, in embodiments 5 and 6, the tension-type actuation device 16 and the acceleration-type actuation device 61 may not be structures that push the first actuation rod 26a upward, but rather structures that pull the first actuation rod 26a up.

[0209] Furthermore, in embodiments 5 and 6, the configuration may be such that either the tension-type actuation device 16 or the acceleration-type actuation device 61 is activated depending on the position of the car 9.

[0210] Furthermore, in embodiments 5 and 6, the lifting body can also be a counterweight 10. That is, an emergency stop device, a tension-type actuation device 16, and an acceleration-type actuation device 61, different from the emergency stop device 15, can be mounted on the counterweight 10. In this case, the excessive speed monitoring of the car 9 and the operation of the emergency stop device 15 mounted on the car 9 can also be performed by a conventional speed limiter.

[0211] Furthermore, in embodiments 1 to 6, the emergency stop device 15 may also be installed on the upper part of the lifting body.

[0212] Furthermore, in embodiments 1 to 6, the overall layout of the elevator device is not limited to... Figure 1 The layout. For example, the rope winding method can also be a 2:1 rope winding method.

[0213] In addition, elevator systems can also be machine-room-less elevators, double-decker elevators, or single-shaft multi-car elevator systems. In a single-shaft multi-car system, the upper car and the lower car, located directly below the upper car, each move independently within a shared shaft.

[0214] Label Explanation

[0215] 3: Traction machine; 6: Drive rope pulley; 7: Traction machine brake; 8: Suspension body (detected object); 9: Car (lifting body); 15: Emergency stop device; 16: Tension-type actuation device; 17: Compensator (detected object); 26a: First actuating lever; 32: Filtering mechanism (frequency filter); 34: Low-pass filter; 35: High-pass filter; 36: First spring; 37: First damper; 38: Second damper; 39: Second spring; 43: Tension sensor; 44: Bandpass filter; 45: Actuator; 51: Stopping mechanism; 61: Acceleration-type actuation device; 62: Detection counterweight; 65: Counterweight stop.

Claims

1. An elevator device, wherein, The elevator device includes: Lifting body; An emergency stop device is installed on the lifting body; A traction machine having a traction brake that causes the lifting body to move up and down; The object being tested is connected to the lifting body and is flexible, and the tension of the object being tested varies with the lifting body as it rises and falls. as well as A tension-type actuation device that activates the emergency stop device based on tension changes in the object being detected. The tension-type actuation device has a frequency filter that reduces the amplitude of tension fluctuations in the detected object with a frequency higher than a first set value, and reduces the amplitude of tension fluctuations in the detected object with a frequency lower than a second set value (below the first set value). The tension-type actuation device activates the emergency stop device based on the tension change of the detected object after passing through the frequency filter.

2. The elevator device according to claim 1, wherein, The first set value is a value below the frequency of tension variation of the detected body when the traction mechanism brake is activated. The second setting value is a value above the frequency at which the time-varying DC component contained in the tension variation of the detected body caused by the normal movement of the lifting body is removed.

3. The elevator device according to claim 1, wherein, The frequency filter has a low-pass filter and a high-pass filter, wherein the high-pass filter is configured in parallel with the low-pass filter. The low-pass filter has a first spring and a first damper, the first damper being configured in parallel with the first spring. The high-pass filter has a second damper and a second spring, the second spring being configured in series with the second damper.

4. The elevator device according to claim 2, wherein, The frequency filter has a low-pass filter and a high-pass filter, wherein the high-pass filter is configured in parallel with the low-pass filter. The low-pass filter has a first spring and a first damper, the first damper being configured in parallel with the first spring. The high-pass filter has a second damper and a second spring, the second spring being configured in series with the second damper.

5. The elevator device according to claim 1, wherein, The tension-type actuation device has: A tension sensor that generates a signal corresponding to the tension of the object being detected; As a bandpass filter of the frequency filter, it processes the signal from the tension sensor; as well as An actuator that activates the emergency stop device based on a signal passing through the bandpass filter.

6. The elevator device according to claim 2, wherein, The tension-type actuation device has: A tension sensor that generates a signal corresponding to the tension of the object being detected; As a bandpass filter of the frequency filter, it processes the signal from the tension sensor; as well as An actuator that activates the emergency stop device based on a signal passing through the bandpass filter.

7. The elevator device according to any one of claims 1 to 6, wherein, The emergency stop device has an actuating lever. The tension-type actuation device has a stop mechanism. The stop mechanism restricts the displacement of the actuating rod in the direction of the emergency stop device when the lifting body rises, and allows the actuating rod to move in the direction of the emergency stop device when the lifting body descends.

8. The elevator device according to any one of claims 1 to 6, wherein, The elevator system also includes an acceleration-type actuation device, which is installed on the lifting body and activates the emergency stop device based on the acceleration of the lifting body. The acceleration-type actuation device has a detection counterweight that shifts vertically according to the change in acceleration of the lifting body.

9. The elevator device according to claim 7, wherein, The elevator system also includes an acceleration-type actuation device, which is installed on the lifting body and activates the emergency stop device based on the acceleration of the lifting body. The acceleration-type actuation device has a detection counterweight that shifts vertically according to the change in acceleration of the lifting body.

10. The elevator device according to claim 8, wherein, The acceleration-type actuation device also includes a counterweight stop, which is disposed on the lifting body. The detection counterweight is placed on the counterweight stop.

11. The elevator device according to claim 9, wherein, The acceleration-type actuation device also includes a counterweight stop, which is disposed on the lifting body. The detection counterweight is placed on the counterweight stop.

12. An elevator device, wherein, The elevator device includes: Lifting body; An emergency stop device, which is installed on the lifting body and has an actuating lever; and An acceleration-type actuation device is installed on the lifting body, which activates the emergency stop device based on the acceleration of the lifting body. The acceleration-driven actuation device has the following features: The counterweight is detected, and it shifts vertically according to the change in acceleration of the lifting body. The second transmission component is connected between the detection counterweight and the actuating lever; and A stop mechanism that restricts the upward displacement of the detection counterweight when the lifting body rises, thereby suppressing the activation of the emergency stop device, and allows the upward displacement of the detection counterweight when the lifting body descends, thereby allowing the activation of the emergency stop device. The stop mechanism simultaneously restricts the displacement of the detection counterweight and the displacement of the actuating rod by contacting the second transmission component.

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