JP4292215B2 - Elevator governor device - Google Patents

Description

  The present invention relates to a speed governor device for an elevator having a speed governor sheave that is rotated as a car moves.

  In a conventional elevator governor, in order to detect that the speed of the car has reached a predetermined overspeed, the flyweight provided on the governor sheave is caused by the centrifugal force generated by the rotation of the governor sheave. It may be rotated. The car is equipped with an emergency stop device for preventing the car from falling. A governor rope connected to an emergency stop device is wound around the governor sheave. Therefore, the governor sheave is rotated at a speed according to the speed of the car.

  In this conventional elevator governor, when the rotational speed of the governor sheave reaches the first overspeed, the car stop switch is activated by the rotation of the flyweight. By the operation of the car stop switch, the power source of the elevator driving device is cut off, and the car is stopped by the brake device of the driving device. Further, when the rotational speed of the governor sheave reaches the second overspeed, the flyweight is further rotated, and a braking mechanism for braking the governor rope is operated. The governor rope is braked by the operation of the braking mechanism, and the emergency stop device is operated by the braking of the governor rope (see Patent Document 1).

JP 2001-106454 A

  However, in such a conventional elevator governor, the settings of the first and second overspeeds cannot be adjusted during operation of the elevator. Therefore, the overspeed set for the governor is constant regardless of the position of the car. This prevents the governor from operating until the speed of the car is extremely high, even when the car is moving up and down the hoistway where the speed of the car is normally low. . Therefore, it is impossible to reduce the size of the shock absorber for buffering the impact on the car, and it is impossible to reduce the depth dimension of the pit portion of the hoistway where the shock absorber is installed. Moreover, the overhead dimension for allowing the car to overshoot and jump up becomes large, and the overhead dimension cannot be reduced.

  The present invention has been made to solve the above-described problems, and provides an elevator governor device that can easily and more reliably adjust a set overspeed for emergency stop of a car. For the purpose.

  The speed governor device for an elevator according to the present invention includes a sheave shaft that is rotatably supported by a base mounted on a car, a sheave shaft that can rotate together with the sheave shaft, and that is stretched vertically in a hoistway. A speed governor sheave that is wound around a speed rope and rotated according to the movement of the car, provided on the speed governor sheave, and at the normal position and radially outside the speed governor sheave from the normal position The flyweight, which is displaceable with respect to the governor sheave between the trip position located in the center and the flyweight that is displaced from the normal position to the trip position by the centrifugal force caused by the rotation of the governor sheave, A braking mechanism that is actuated by the displacement of the weight to the trip position and restrains the governor rope, can rotate in the circumferential direction of the governor sheave with respect to the sheave shaft, and the flyweight is displaced by rotation with respect to the sheave shaft Adjustment lever to adjust the normal position, An operating member that can be displaced in the axial direction of the sheave shaft relative to the axle, an interlocking mechanism that converts the displacement of the operating member into rotation of the adjusting lever by interlocking the operating member and the adjusting lever, and is provided in the hoistway A cam member that is inclined with respect to the direction in which the car is moved, an engagement part that is engaged with the operation member in the axial direction of the sheave shaft, and that is connected to the engagement part and moves along the cam member by the movement of the car And an operating force transmission member that displaces the operating member in the axial direction of the sheave shaft by displacing the engaging portion by guidance of the cam member of the driven portion.

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram which shows the elevator apparatus by Embodiment 1 of this invention. It is a front view which shows the governor of FIG. It is a rear view which shows the governor of FIG. It is a fragmentary sectional view which shows the principal part of the governor of FIG. It is a disassembled perspective view which shows the principal part of the governor of FIG. It is a principal part top view which shows the elevator apparatus of FIG. It is a principal part side view which shows the elevator apparatus of FIG. It is a principal part front view which shows the lower part of the cage | basket | car of FIG. It is sectional drawing along the IX-IX line of FIG. 2 is a graph showing a relationship between a car speed, a first overspeed, a second overspeed, and a distance from a terminal floor to a car during normal operation of the elevator of FIG. 1. It is principal part sectional drawing which shows the governor apparatus of the elevator by Embodiment 2 of this invention. It is a principal part block diagram which shows a governor apparatus when it sees along the radial direction of the governor sheave of FIG.

Preferred embodiments of the present invention will be described below with reference to the drawings.
Embodiment 1 FIG.
1 is a block diagram showing an elevator apparatus according to Embodiment 1 of the present invention. In the figure, a driving device 2 is installed in the upper part of the hoistway 1. The drive device 2 has a drive sheave 2a. A main rope 3 is wound around the driving sheave 2a. A car 4 and a counterweight 5 are suspended from the main rope 3 in the hoistway 1. In addition, a pair of car guide rails 6 for guiding the raising and lowering of the car 4 are installed in the hoistway 1, and a pair of counterweight guide rails (not shown) for guiding the raising and lowering of the counterweight 5 are installed. ing.

  The car 4 is equipped with a pair of emergency stop devices 7 for forcibly stopping the movement of the car 4. Further, the car 4 includes a speed governor 8 for detecting the overspeed of the car 4 and operating each emergency stop device 7, and a rotatable return wheel 9 provided in the vicinity of the speed governor 8. It is installed. Each emergency stop device 7, the speed governor 8, and the return wheel 9 are disposed in the lower portion of the car 4.

  The governor 8 and the return wheel 9 are wound around a governor rope 10 stretched in the vertical direction in the hoistway 1. An upper fixing member 11 is fixed to the upper part of the car guide rail 6, and a lower fixing member 12 is fixed to the lower part of the car guide rail 6. The upper end portion of the governor rope 10 is connected to the upper fixing member 11 via a spring (elastic body), and the lower end portion of the governor rope 10 is connected to the lower fixing member 12 via a spring (elastic body). Has been. That is, the governor rope 10 is wound from the lower fixing member 12 in the order of the governor 8 and the return wheel 9 to the upper fixing member 11. Tension is applied to the governor rope 10 by the elastic force of each spring.

  FIG. 2 is a front view showing the governor 8 of FIG. FIG. 3 is a rear view showing the governor 8 of FIG. In the figure, a base 13 is fixed to the lower part of the car 4. A horizontally extending sheave shaft 14 is rotatably supported on the base 13. A speed governor sheave 15 around which the speed governor rope 10 is wound is fixed to the sheave wheel shaft 14. The governor sheave 15 is rotated integrally with the sheave shaft 14.

  On the side surface of the governor sheave 15, a pair of flyweights 17 that are rotatable around a pin 16 are provided. Each flyweight 17 can be displaced between a normal position and a trip position located radially outside the governor sheave 15 with respect to the normal position by rotation about the pin 16. Each flyweight 17 is rotated from the normal position to the trip position by the centrifugal force generated by the rotation of the governor sheave 15. The flyweights 17 are connected to each other by links 18.

  An operating claw 19 is fixed to one end of one flyweight 17. The operating claw 19 is displaced outward in the radial direction of the governor sheave 15 by the rotation of the flyweight 17 from the normal position to the trip position.

  A car stop switch 20 for stopping power supply to the drive device 2 and operating a brake device (not shown) of the drive device 2 is attached to the base 13. The car stop switch 20 includes a switch main body 21 and a switch lever 22 provided on the switch main body 21 and operated by the operating claw 19. The switch lever 22 is operated by the operating claw 19 when the flyweight 17 is rotated to the stop operation position located between the normal position and the trip position. The flyweight 17 is rotated to the stop operation position when the speed of the car 4 reaches the first overspeed (usually about 1.3 times the rated speed), and the speed of the car 4 becomes the second overspeed. When it reaches (usually about 1.4 times the rated speed), it is rotated to the trip position.

  The governor sheave 15 is provided with a trip lever 24 that can rotate about a shaft 23 parallel to the pin 16. A part of the trip lever 24 is in contact with one flyweight 17. The trip lever 24 is rotated around the shaft 23 by the rotation of the flyweight 17. The shaft 23 is provided with a torsion spring (not shown) for urging the trip lever 24 in a direction in which the trip lever 24 is brought into contact with the flyweight 17.

  The base 13 is provided with a ratchet 25 that can rotate around the sheave shaft 14 (FIG. 3). The ratchet 25 is rotated with respect to the sheave shaft 14. A plurality of teeth are provided on the outer periphery of the ratchet 25.

  One pin 16 is rotatably provided with an engaging claw 26 that selectively engages either the trip lever 24 or the ratchet 25. The engaging claw 26 is biased in a direction to engage with the ratchet 25 by a pulling spring (not shown). The engaging claw 26 is engaged with the trip lever 24 and separated from the ratchet 25 when the flyweight 17 is in the normal position. Further, when the flyweight 17 is rotated to the trip position, the engagement claw 26 is disengaged from the trip lever 24 and is rotated by the spring force of the pull spring to engage the ratchet 25.

  An arm 27 is rotatably attached to the base 13. A shoe 28 that is pressed against the governor sheave 15 via the governor rope 10 is rotatably attached to the arm 27. A spring shaft 29 is passed through the tip 27a of the arm 27 so as to be displaceable. A connection link 30 that is pivotally connected to the ratchet 25 is fixed to one end of the spring shaft 29. A spring receiving member 31 is provided at the other end of the spring shaft 29. A pressing spring 32 for pressing the shoe 28 against the governor rope 10 is provided between the distal end portion 27 a of the arm 27 and the spring receiving member 31.

  The ratchet 25 is rotated in the same direction as the governor sheave 15 by engagement with the engaging claw 26 when the governor sheave 15 is rotated. As a result, the arm 27 is rotated in the direction in which the shoe 28 is pressed against the governor sheave 15. The governor rope 10 is restrained when the shoe 28 is pressed against the governor sheave 15 via the governor rope 10.

  The braking mechanism 33 for restraining the governor rope 10 includes a trip lever 24, a ratchet 25, an engaging claw 26, an arm 27, a shoe 28, a spring shaft 29, a connection link 30, a spring receiving member 31, and a pressing spring. 32.

  The sheave shaft 14 is provided with an adjustment lever 34 that can rotate in the circumferential direction of the governor sheave 15 with respect to the sheave shaft 14. The adjustment lever 34 is provided with a lever main body 35 including a cylindrical portion 35 a through which the sheave shaft 14 is passed, and an elongated hole 36 that extends in the circumferential direction of the governor sheave 15. And a lever piece 38 provided on the outer peripheral portion of the lever main body 35 and extending radially outward of the lever main body 35.

  A pin 39 passed through the long hole 36 is fixed to the side surface of the governor sheave 15. The pin 39 can slide in the elongated hole 36 in the longitudinal direction of the elongated hole 36. The rotation restricting portion 37 is slid with respect to the pin 39 by the rotation of the adjusting lever 34 with respect to the sheave shaft 14. Thereby, the rotation amount of the adjustment lever 34 is regulated.

  The lever piece 38 is displaced in the circumferential direction of the governor sheave 15 by the rotation of the lever body 35. A connecting body 40 that connects the flyweight 17 and the adjustment lever 34 is connected between the other end of one flyweight 17 and the lever piece 38. The connecting body 40 is provided on the telescopic rod 41 and the telescopic rod 41 connected between the flyweight 17 and the lever piece 38, and is connected to the flyweight 17 in a direction against the centrifugal force caused by the rotation of the governor sheave 15. And a balance spring 42 for energizing.

  The flyweight 17 and the adjustment lever 34 are interlocked with each other by the connecting body 40. Therefore, the normal position of the flyweight 17 can be adjusted in the direction approaching or leaving the trip position by the rotation of the adjustment lever 34. That is, the turning angle (turning distance) of the flyweight 17 until it is displaced from the normal position to the trip position can be adjusted by the adjusting lever 34. The magnitudes of the first and second overspeeds for emergency stop of the car 4 can be adjusted by turning the adjustment lever 34.

  FIG. 4 is a partial cross-sectional view showing a main part of the governor 8 of FIG. FIG. 5 is an exploded perspective view showing a main part of the governor 8 of FIG. The sheave shaft 14 is provided with an operation member 43 that can be displaced in the axial direction of the sheave shaft 14. The operation member 43 includes a pipe part 44 surrounding the sheave shaft 14 and a plate-like disk part 45 provided on the outer periphery of the pipe part 44. The disk portion 45 is disposed perpendicular to the axis of the sheave shaft 14.

  An interlocking mechanism 46 that interlocks the operation member 43 and the adjustment lever 34 is provided between the sheave wheel shaft 14 and the lever main body 35. The interlocking mechanism 46 converts the displacement of the operation member 43 relative to the sheave shaft 14 into rotation of the adjustment lever 34 relative to the sheave shaft 14. In this example, the interlocking mechanism 46 rotates the adjustment lever 34 in a direction in which the normal position of the flyweight 17 moves away from the trip position by the operation member 43 being displaced in a direction approaching the governor sheave 15. When the operation member 43 is displaced in a direction away from the governor sheave 15, the adjustment lever 34 is rotated in a direction in which the normal position of the flyweight 17 approaches the trip position.

  The interlocking mechanism 46 is provided on the outer peripheral surface of the sheave shaft 14 and the displacement body 47 that is integrated with the operation member 43. When the displacement body 47 is displaced with respect to the sheave shaft 14, the displacement body 47 is moved to the sheave shaft. When the displacement body 47 is displaced with respect to the sheave shaft 14 and provided on the inner peripheral surface of the sheave shaft side spline portion 48 that is a first guide portion that is rotated with respect to the sheave 14 and the cylindrical portion 35a, the sheave shaft A lever-side spline portion 49 that rotates the cylindrical portion 35a with respect to the displacement body 47 in a direction opposite to the rotation direction of the displacement body 47 by the side spline portion 48 is provided.

  An internal spline portion 50 fitted to the sheave shaft side spline portion 48 is provided on the inner peripheral surface of the displacement body 47, and an external tooth spline fitted to the lever side spline portion 49 on the outer peripheral surface of the displacement body 47. A part 51 is provided. That is, the displacement body 47 is spline-coupled to each of the lever main body 35 and the sheave shaft 14. Accordingly, the displacement body 47 can be displaced while being rotated in the axial direction of the sheave shaft 14 with respect to the sheave shaft 14 and the cylindrical portion 35a.

  Each tooth of the sheave shaft side spline portion 48 and the lever side spline portion 49 is inclined with respect to the axial direction of the sheave shaft 14. That is, the sheave shaft side spline portion 48 and the lever side spline portion 49 are helical spline portions. Further, the inclination direction (torsion direction) of the tooth trace of the sheave shaft side spline part 48 is opposite to the inclination direction (torsion direction) of the tooth line of the lever side spline part 49. Furthermore, the inclination angle (torsion angle) of the tooth trace of the sheave shaft side spline part 48 is different from the inclination angle (torsion angle) of the tooth line of the lever side spline part 49.

  When the displacement body 47 is displaced in the axial direction of the sheave shaft 14 with respect to the sheave shaft 14, the rotation of the displacement body 47 with respect to the sheave shaft 14 and the rotation of the cylindrical portion 35a with respect to the displacement body 47 are simultaneously performed. The direction of rotation of the displacement body 47 relative to the sheave shaft 14 and the direction of rotation of the cylindrical portion 35a relative to the displacement body 47 are opposite to each other. Therefore, when the displacement body 47 is displaced in the axial direction of the sheave shaft 14, the adjustment lever 34 has an angular difference between the rotation angle of the displacement body 47 with respect to the sheave shaft 14 and the rotation angle of the cylindrical portion 35 a with respect to the displacement body. Only the sheave shaft 14 is rotated.

  FIG. 6 is a plan view of an essential part showing the elevator apparatus of FIG. FIG. 7 is a side view of an essential part showing the elevator apparatus of FIG. Moreover, FIG. 8 is a principal part front view which shows the lower part of the cage | basket | car 4 of FIG. Further, FIG. 9 is a cross-sectional view taken along line IX-IX in FIG. In the figure, operation guide rails (cam members) 55 that are inclined with respect to the car guide rail 6 are provided at the upper and lower portions in the hoistway 1. That is, the operation guide rail 55 is inclined with respect to the moving direction of the car 4. The operation guide rail 55 is inclined with respect to the car guide rail 6 so that the distance from the car guide rail 6 in the horizontal direction decreases as the distance from the terminal of the hoistway 1 decreases. The operation guide rail 55 is fixed to the car guide rail 6. Further, the operation guide rail 55 is disposed outside the area of the car 4 when the hoistway 1 is vertically projected.

  The base 13 is provided with a rotating shaft 56 that extends in the vertical direction. On the base 13, an operation arm (operation force transmission member) 57 that is rotatable about a rotation shaft 56 is supported. The operation arm 57 is provided with a rod-like arm portion 58 that is rotatably provided on the rotation shaft 56, and an engagement portion that is provided at one end portion of the arm portion 58 and that is engaged with the disk portion 45 in the axial direction of the sheave shaft 14. It has a joint portion 59 and a driven roller (driven portion) 60 provided at the other end of the arm portion 58 and guided along the operation guide rail 55 by the movement of the car 4. The rotating shaft 56 is provided with an intermediate portion of the arm portion 58.

  The operation arm 57 is rotated about the rotation shaft 56 when the driven roller 60 is guided along the operation guide rail 55. In this example, the engaging portion 59 is displaced in a direction approaching the speed governor sheave 15 when the driven roller 60 is guided in a direction away from the car guide rail 6, and the driven roller 60 approaches the car guide rail 6. By being guided in the direction, it is displaced in a direction away from the governor sheave 15.

  The operation member 43 is displaced in the axial direction of the sheave shaft 14 by the displacement of the engaging portion 59 due to the rotation of the operation arm 57. That is, the operation member 43 is displaced in the direction away from the governor sheave 15 when the car 4 is moved in the direction approaching the terminal end of the hoistway 1 in the upper and lower parts in the hoistway 1. When 4 is moved in a direction away from the end portion of the hoistway 1, it is displaced in a direction approaching the governor sheave 15.

  A support shaft 61 parallel to the sheave shaft 14 is provided on the base 13. A link member 62 is rotatably provided on the support shaft 61. A return wheel 9 is rotatably provided at the distal end portion of the link member 62. The return wheel 9 is rotated about a return wheel shaft 63 that extends horizontally. That is, the return wheel 9 is displaced with respect to the car 4 by the rotation of the link member 62 around the support shaft 61.

  Each emergency stop device 7 is mounted on an emergency stop frame 64 fixed to the lower portion of the car 4. Each emergency stop device 7 has a wedge 65 that can be brought into and out of contact with the car guide rail 6, and a clamp 66 that guides the wedge 65 in a direction to come in and out of the car guide rail 6. Each emergency stop device 7 is operated by the wedge 65 coming into contact with the car guide rail 6 and being caught between the guard 66 and the car guide rail 6. The movement of the car 4 is forcibly braked by the operation of each emergency stop device 7. The operation of each emergency stop device 7 is released when the wedge 65 is separated from the car guide rail 6.

  An interlocking shaft 67 for interlocking the emergency stop devices 7 with each other is pivotally supported on the emergency stop frame 64. The interlocking shaft 67 is arranged in parallel to a straight line connecting the emergency stop devices 7. At both ends of the interlocking shaft 67, emergency stop levers 68 are provided for displacing the wedge 65 in the direction of contacting and separating from the car guide rail 6. One end of an emergency stop lever 68 is fixed to the interlocking shaft 67. Thereby, each emergency stop lever 68 is rotated around the axis of the interlocking shaft 67 in synchronization with each other. A wedge 65 is slidably provided at the other end of each emergency stop lever 68. Each wedge 65 is engaged between the clamp 66 and the car guide rail 6 by turning the emergency stop lever 68 upward.

  A connecting member 69 fixed to the link member 62 is pivotally connected by a pin 70 to an intermediate portion of one emergency stop lever 68. As a result, each emergency stop lever 68 is displaced in a direction in which each wedge 65 contacts and separates from the car guide rail 6 by the rotation of the link member 62. Each emergency stop device 7 is operated by rotating the link member 62 upward. The operation of each emergency stop device 7 is released when the link member 62 is rotated downward.

  In the hoistway 1, an elevator control device (not shown) for controlling the operation of the elevator is provided. Further, the drive device 2 is provided with an encoder (not shown) which is a detection unit for detecting the position and speed of the car 4. The encoder generates a signal corresponding to the rotation of the driving sheave 2a and sends the generated signal to the elevator control device. The elevator control device controls the operation of the elevator based on information from the encoder.

  FIG. 10 is a graph showing the relationship between the speed of the car 4, the first overspeed, the second overspeed, and the distance from the terminal floor to the car 4 during the normal operation of the elevator shown in FIG. In the figure, the hoistway 1 has an acceleration / deceleration section in which the car 4 is accelerated / decelerated in the vicinity of one and the other terminal floors, and a constant speed section in which the car 4 moves at a constant speed between the acceleration / deceleration sections. Is provided.

  The speed, the first overspeed, and the second overspeed of the car 4 during normal operation are changed to the normal speed pattern 71, the first overspeed pattern 72, and the second overspeed pattern 73, respectively, due to the change in the position of the car 4. It is supposed to change along.

  The second overspeed pattern 73 has a larger value than the first overspeed pattern 72, and the first overspeed pattern 72 has a larger value than the normal speed pattern 71. In addition, the normal speed pattern 71, the first overspeed pattern 72, and the second overspeed pattern 73 are respectively set to be constant in the constant speed section and continuously decreased toward the final floor in the acceleration / deceleration section. Is set.

  A normal speed pattern 71 is set in the elevator control device. The elevator control device controls the operation of the elevator so that the car 4 is moved in the hoistway 1 along the normal speed pattern 71.

  The operation guide rail 55 is provided in the acceleration / deceleration section. Further, the operation guide rail 55 guides the driven roller 60 so that the first and second overspeeds continuously decrease as the car 4 approaches the terminal floor in the acceleration / deceleration section. As a result, the first overspeed changes along the first overspeed pattern 72, and the second overspeed changes along the second overspeed pattern 73.

  Next, the operation will be described. When the car 4 is moved in the constant speed section, the driven roller 60 is placed at a predetermined position with respect to the car 4, and the magnitudes of the first overspeed and the second overspeed are as follows. It is constant regardless of the position.

  When the car 4 is moved in the acceleration / deceleration section toward the final floor, the driven roller 60 is displaced in the direction approaching the car guide rail 6 according to the position of the car 4 by the guidance of the operation guide rail 55. . As a result, the operation arm 57 is rotated about the rotation shaft 56, and the engaging portion 59 is displaced in a direction away from the governor sheave 15 according to the displacement amount of the driven roller 60. Thereby, the operation member 43 is displaced with respect to the sheave shaft 14 in the direction away from the governor sheave 15 according to the displacement amount of the engaging portion 59.

  When the operation member 43 is displaced in the direction away from the governor sheave 15, the adjustment lever 34 rotates in the direction in which the normal position of the flyweight 17 is displaced radially outward according to the amount of displacement of the operation member 43. Moved. As a result, the normal position of the flyweight 17 approaches the stop operation position and the trip position by an amount corresponding to the amount of rotation of the adjustment lever 34, and the magnitudes of the first and second overspeeds become smaller according to the position of the car 4. Become.

  When the car 4 is moved in the acceleration / deceleration section in a direction away from the terminal floor, the reverse operation is performed, and the magnitudes of the first and second overspeeds increase according to the position of the car 4.

  During normal operation, the car 4 is moved in the hoistway 1 along the normal speed pattern 71 under the control of the elevator control device. At this time, the flyweight 17 receives a centrifugal force that is not displaced to the stop operation position by the rotation of the governor sheave 15.

  For some reason, when the speed of the car 4 further increases and the speed of the car 4 reaches the value of the first overspeed pattern 71, the flyweight 17 is rotated to the stop operation position, and the switch lever 22 is moved to the operating claw 19. Is operated by. Thereby, the electric power feeding to the drive device 2 is stopped by the control of the elevator control device, the brake device is operated, and the car 4 is stopped.

  For example, when the driving device 2 stops, such as when the main rope 3 is broken, the car 4 is moved without stopping, and when the speed of the car 4 reaches the value of the second overspeed pattern 73, the flyweight 17 Is further rotated by the centrifugal force generated by the rotation of the governor sheave 15 and reaches the trip position. Thereby, the engagement claw 26 is disengaged from the trip lever 24 and rotated, and is engaged with the ratchet 25. As a result, the ratchet 25 is slightly rotated in the rotational direction of the governor sheave 15.

  The rotational force of the ratchet 25 is transmitted to the arm 27 via the connection link 30, the spring shaft 29, the spring receiving member 31, and the pressing spring 32. Thereby, the arm 27 is rotated, and the shoe 28 is pressed against the governor rope 11 by the pressing spring 32 after contacting the governor rope 10. Thereby, the governor rope 10 is restrained between the governor sheave 15 and the shoe 28.

  When the car 4 continues to descend while the governor rope 10 is restrained, the governor rope 10 is pulled downward and the return wheel 9 is displaced upward with respect to the car 4. As a result, the link member 62 is rotated upward with respect to the car 4.

  When the link member 62 is rotated upward with respect to the car 4, each emergency stop lever 68 fixed to the common interlocking shaft 67 is simultaneously rotated upward, and each wedge 65 is moved with respect to the clamp 66. Displaced upward. As a result, each wedge 65 is caught between the car guide rail 6 and the clamp 66, and each emergency stop device 7 is operated. As a result, a braking force is applied to the car 4 and the car 4 is forcibly stopped.

  When returning, the operation of each emergency stop device 7 is released by releasing the restraint of the governor rope 10 and raising the car 4.

  In such an elevator governor device, an operation guide rail 55 that is inclined with respect to the direction in which the car 4 is moved is provided in the hoistway 1, and the operation arm 57 is arranged in the axial direction of the sheave shaft 14. An engagement portion 59 that is engaged with the operation member 43, and a driven roller 60 that is connected to the engagement portion 59 and is guided along the operation guide rail 55 by the movement of the car 4. Since the engaging portion 59 is displaced by the guide by the operation guide rail 55, the operation member 43 is displaced in the axial direction of the sheave shaft 14, and the magnitudes of the first and second overspeeds are adjusted. Even when the governor sheave 15 is rotating, the magnitudes of the first and second overspeeds can be easily adjusted according to the position of the car 4. Moreover, since the operation member 43 is displaced by the kinetic energy of the car 4, the magnitudes of the first and second overspeeds can be adjusted more reliably even during a power failure.

  Therefore, by adjusting the installation position and the inclination direction of the operation guide rail 55, in the acceleration / deceleration section provided in the vicinity of the terminal floor, the magnitudes of the first and second overspeeds are reduced toward the terminal floor. In the constant speed section, the magnitudes of the first and second overspeeds can be made constant. Therefore, in the vicinity of the terminal floor, the first and second overspeeds can be made smaller than in the constant speed section, and the braking distance when the car 4 is in an emergency stop can be shortened. Thereby, size reduction of the buffer provided in the pit part of the hoistway 1 can be achieved, and the depth dimension of a pit part can be made small. Further, it is possible to reduce the overhead size for allowing the car 4 to overshoot and jump. That is, the size of the hoistway 1 in the height direction can be reduced.

  Further, the car 4 is equipped with a return wheel 9 around which the governor rope 10 is wound and which can be displaced with respect to the car 4, and a pair of emergency stop devices 7 operated by the displacement of the return wheel 9 with respect to the car 4. Since the return wheel 9 is displaced with respect to the car 4 due to the restraint of the governor rope 10 by the braking mechanism 33, the operation of the governor 8 is controlled by each emergency stop device 7. It is possible to transmit reliably, and each emergency stop device 7 can be operated more reliably.

  The interlock mechanism 46 is provided on the outer peripheral surface of the sheave shaft 14 and the displacement body 47 integrated with the operation member 43. When the displacement body 47 is displaced with respect to the sheave shaft 14, the displacement body 47 is moved. When the displacement body 47 is displaced with respect to the sheave shaft 14 provided on the inner peripheral surface of the sheave shaft side spline portion 48 that rotates with respect to the sheave shaft 14 and the cylindrical portion 35a of the adjustment lever 34, the sheave shaft. Since it has the lever side spline part 49 which rotates the cylindrical part 35a with respect to the displacement body 47 in the direction opposite to the rotation direction of the displacement body 47 by the side spline part 48, it is to the axial direction of the sheave shaft 14. A predetermined resistance force can be generated by the sheave shaft side spline portion 48 and the lever side spline portion 49 against the displacement of the displacement body 47, and the displacement body 47 is caused by the centrifugal force and vibration caused by the rotation of the governor sheave 15. Against the sheave axle 14 It is possible to prevent that the location is shifted.

  The displacement body 47 is spline-coupled to the sheave shaft 14 by a sheave-side spline portion 48 whose teeth are inclined with respect to the axial direction of the sheave shaft 14. Since the lever-side spline portion 49 is splined to the cylindrical portion 35a, the displacement body 47 is more reliably connected to the sheave shaft 14 by the displacement of the displacement body 47 in the axial direction of the sheave shaft 14. The cylindrical portion 35a can be rotated more reliably with respect to the displacement body 47.

  In the above example, the displacement body 47 is coupled to the cylindrical portion 35a and the sheave shaft 14 by spline coupling. However, the displacement body 47 is rotated by the displacement of the displacement body 47 in the axial direction of the sheave shaft 14. It is not necessary to limit to spline connection as long as it can be moved.

Embodiment 2. FIG.
FIG. 11 is a cross-sectional view of a main part showing a speed governor device for an elevator according to Embodiment 2 of the present invention. Moreover, FIG. 12 is a principal part block diagram which shows a governor apparatus when it sees along the radial direction of the governor sheave 15 of FIG. In the drawing, a slide pin 81 extending in the radial direction of the governor sheave 15 is fixed to the displacement body 47 in a state where it penetrates. The slide pin 81 has a first protrusion 81 a that protrudes from the inner peripheral surface of the displacement body 47 and a second protrusion 81 b that protrudes from the outer peripheral surface of the displacement body 47.

  On the outer peripheral surface of the sheave shaft 14, a sheave shaft side groove 82 into which the first projecting portion 81 a is slidably inserted is provided. The sheave shaft side groove 82 is inclined with respect to the axial direction of the sheave shaft 14. The first projecting portion 81 a is guided along the sheave shaft side groove portion 82 by the displacement of the displacement body 47 in the axial direction of the sheave shaft 14. Thereby, the displacement body 47 is displaced in the axial direction of the sheave shaft 14 while being rotated with respect to the sheave shaft 14.

  A lever side groove 83 into which the second protrusion 81b is slidably inserted is provided on the inner peripheral surface of the cylindrical portion 35a. The lever side groove 83 is inclined with respect to the axial direction of the sheave shaft 14 in the direction opposite to the inclination direction of the sheave shaft side groove 82. The second projecting portion 81 b is guided along the lever side groove 83 by the displacement of the displacement body 47 in the axial direction of the sheave shaft 14. The cylindrical portion 35a is rotated with respect to the displacement body 47 in the direction opposite to the rotation direction of the displacement body 47 by the sheave shaft side groove portion 82 due to the displacement of the sheave shaft 14 in the axial direction.

  The inclination angle of the sheave shaft side groove portion 82 with respect to the axial direction of the sheave shaft 14 is different from the inclination angle of the lever side groove portion 83 with respect to the axial direction of the sheave shaft 14. When the displacement body 47 is displaced in the axial direction of the sheave shaft 14 with respect to the sheave shaft 14, the rotation of the displacement body 47 with respect to the sheave shaft 14 and the rotation of the cylindrical portion 35a with respect to the displacement body 47 are simultaneously performed. The direction of rotation of the displacement body 47 relative to the sheave shaft 14 and the direction of rotation of the cylindrical portion 35a relative to the displacement body 47 are opposite to each other. Therefore, when the displacement body 47 is displaced in the axial direction of the sheave shaft 14, the adjustment lever 34 has an angular difference between the rotation angle of the displacement body 47 with respect to the sheave shaft 14 and the rotation angle of the cylindrical portion 35 a with respect to the displacement body. Only the sheave shaft 14 and the governor sheave 15 are rotated.

  The interlocking mechanism 84 that interlocks the operation member 43 and the adjustment lever 34 includes a displacement body 47, a slide pin 81, a sheave shaft side groove portion 82, and a lever side groove portion 83. Other configurations are the same as those in the first embodiment.

  In such an elevator apparatus, the sheave shaft side groove portion 82 that rotates the displacement body 47 with respect to the sheave shaft 14 by guiding the first projecting portion 81 a that projects from the inner peripheral surface of the displacement body 47 is provided on the sheave shaft 14. A lever-side groove portion 83 is provided on the inner peripheral surface of the cylindrical portion 35a. The lever-side groove portion 83 is provided to guide the second protruding portion 81b protruding from the outer peripheral surface of the displacement body 47 to rotate the cylindrical portion 35a with respect to the displacement body 47. Therefore, the structure of the interlocking mechanism 84 can be simplified, and the manufacturing cost can be reduced.

  In the above example, the sheave shaft side groove portion 82 is provided in the sheave shaft 14, but the sheave shaft side groove portion 82 may be a long hole. In the above example, the lever side groove 83 is provided in the cylindrical portion 35a. However, the lever side groove 83 may be a long hole.

Further, in each of the above embodiments, the operation guide rail 55 is provided only in the acceleration / deceleration section, and the driven roller 60 is not guided by the rail in the constant speed section, but is parallel to the car guide rail 6. Is provided in the constant speed section, along the operation guide rail 55 when the car 4 is in the acceleration / deceleration section, and along the parallel guide rail 60 when the car 4 is in the constant speed section. You may make it guide each.

Claims (5)

A sheave axle that is rotatably supported by a base mounted on the car,
A governor sheave that is rotatable integrally with the sheave shaft and that is wound around a hoistway in a hoistway and is rotated according to the movement of the car;
Displaceable with respect to the governor sheave between the normal position and the trip position that is located radially outside the governor sheave with respect to the normal position. A flyweight that is displaced from the normal position to the trip position by centrifugal force due to rotation of the governor sheave,
A braking mechanism mounted on the car and operated by displacement of the flyweight to the trip position to restrain the governor rope;
An adjustment lever that is rotatable in the circumferential direction of the governor sheave with respect to the sheave shaft, and that adjusts the normal position by displacing the flyweight by rotation with respect to the sheave shaft;
An operation member displaceable in the axial direction of the sheave shaft with respect to the sheave shaft;
An interlocking mechanism that interlocks the operation member and the adjustment lever with each other to convert displacement of the operation member into rotation of the adjustment lever;
A cam member provided in the hoistway and inclined with respect to a direction in which the car is moved; an engagement portion engaged with the operation member in the axial direction of the sheave shaft; and the engagement portion And a driven portion that is guided along the cam member by the movement of the cage, and the engaging portion is displaced by the guide of the driven portion by the cam member to move in the axial direction of the sheave shaft. An elevator governor device comprising: an operating force transmission member that displaces the operating member. The speed governor rope is wound around the car, the return wheel is displaceable with respect to the car, and the car is operated by the displacement of the return wheel with respect to the car, for forcibly stopping the movement of the car. Equipped with an emergency stop device,
The elevator speed governor according to claim 1, wherein the return wheel is displaced with respect to the car by restraining the governor rope by the braking mechanism. apparatus.   The interlock mechanism is provided on an annular displacement body integrated with the operation member, and an outer peripheral surface of the sheave shaft, and when the displacement body is displaced with respect to the sheave shaft, the displacement body is A first guide portion that rotates with respect to the sheave shaft, and a rotation direction of the displacement body that is provided on the adjustment lever and that is displaced by the first guide portion when the displacement body is displaced with respect to the sheave shaft. The elevator governor device according to claim 1, further comprising: a second guide portion that rotates the cylindrical portion with respect to the displacement body in a direction opposite to the direction. At least one of the first guide part and the second guide part is a spline part in which a tooth line is inclined with respect to the axial direction of the sheave shaft,
The elevator governor device according to claim 3, wherein the displacement body is spline-coupled to the cylindrical portion and / or the sheave shaft by the spline portion. At least one of the first guide part and the second guide part is a groove part inclined with respect to the axial direction of the sheave shaft,
The elevator governor device according to claim 3, wherein the displacement body is provided with a protrusion inserted into the groove.

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