JP2006315796A - Multi-car elevator device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a multi-car elevator device capable of safely stopping cars by reducing speed at the predetermined deceleration when the cars run in directions coming close to each other at a speed more than the rated speed, and capable of stopping both the cars in vertically adjacent stories at the same time by operating both the cars to come close to each other in the normal operation that the cars run at the rated speed. <P>SOLUTION: This multi-car elevator device is provided with a governor roller 41' for detecting relative speed of both the cars coming close to each other when the cars 21a and 21b move in the coming-close direction and come close to each other at the predetermined distance, a brake mechanism 44 for applying braking force to one of the cars coming close to each other to reduce the speed at the predetermined deceleration or less when relative speed of both the cars detected by the governor roller 41' exceeds the predetermined speed, and shock absorbing devices 34 and 27 for reducing speed of both the cars at the predetermined deceleration or less when both the cars come close to each other more, while reducing speed with operation of the brake mechanism 44. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a multicar elevator apparatus in which at least two cars are provided on one hoistway in the vertical direction, and each car is individually driven to move up and down.

  Various proposals have been made for multi-car elevator devices. One example is shown in FIG. In this multi-car elevator apparatus, two elevator cars 2a and 2b are arranged vertically on one hoistway 1, and these elevator cars 2a and 2b are respectively independently provided in the hoistway 1 with guide rails 3 And move up and down along.

  Each of the cars 2a and 2b includes a car frame 5 and a car room 6 installed inside the car frame 5. The car frame 5 includes an upper beam 5a, an upright frame 5b, and a lower beam 5c. The chamber 6 is installed on the lower beam 5c.

  A shock absorber (buffer) 7 is attached to the upper beam 5a of the car frame 5 in the lower car 2b, and the lower beam 5c of the car frame 5 in the upper car 2b is received corresponding to the shock absorber 7. A plate 8 is attached. The shock absorber 7 is provided in the middle part of the upper beam 5a, and the receiving plate 8 is provided in the middle part of the lower beam 5c.

  Each of the cars 2a and 2b travels up and down independently. Therefore, it is assumed that both of the cars 2a and 2b travel and come in contact with each other. When both the cars 2a and 2b come into contact with each other, the shock absorber 7 and the receiving plate 8 come into contact with each other, and by this operation, the shock absorber 7 is elastically contracted and its energy is absorbed, and an impact applied to the cars 2a and 2b. Is alleviated.

  FIG. 9 shows a multi-car elevator apparatus having another configuration. In this multi-car elevator device, both ends of the lower beam 5c of the car frame 5 in each car 2a, 2b arranged up and down in the hoistway 1 protrude on both sides, and the lower car 2b has The shock absorbers 7 are attached to the protruding portions on both sides of the lower beam 5c.

When both the cars 2a and 2b are about to come into contact with each other, the shock absorber 7 of the lower car 2b and the protrusions on both sides of the lower beam 5c of the upper car 2a come into contact with each other. Is elastically reduced and its energy is absorbed, and the impact applied to the cars 2a and 2b is alleviated.
9 is a shock absorber provided in the lowermost pit of the hoistway 1, and the shock absorber 9 prevents the car 2b from being lowered too much.

  FIG. 10 shows a further different configuration of the multi-car elevator apparatus. In this multi-car elevator device, safety devices 12a and 12b and link levers 13a and 13b for interlocking the safety devices 12a and 12b are provided on the upper and lower portions of the passenger cars 2a and 2b, respectively.

  Each safety device 12a, 12b is slidably engaged with a guide rail 3 that guides the traveling of the cars 2a, 2b in a normal state, and when a predetermined operating force is input via the link levers 13a, 13b. The guide rail 3 is gripped by a wedge action to stop the cars 2a and 2b.

  When both the cars 2a and 2b are about to collide, the link lever 13a of the safety device 12a provided at the lower part of the upper car 2a hits the lower car 2b, and the upper part of the lower car 2b. The link lever 13b of the safety device 12b provided on the vehicle hits the upper car 2a. With this operation, the safety devices 12a and 12b are operated, and the car 2a and 2b are decelerated and stopped by this operation. Can be avoided.

  By the way, in the case of a normal single car elevator device in which one car is arranged for one hoistway and only one car travels in the hoistway, it is buffered in the pit at the bottom of the hoistway. When a car is lowered to the pit at the bottom of the hoistway without properly operating the car brake mechanism, the car is decelerated and stopped by the shock absorber. Yes.

The design standard of such a shock absorber is to decelerate and stop the car at an average deceleration of 1 G or less with respect to 115% of the rated speed of the car. The buffer device operation stroke h required for, when the weight acceleration g, the rated speed of the car and V _0, is represented by the following formula.

h = (1.15 × V ₀ ) ² / (2 × g)
Now, assuming that the rated speed of the car is 180 m / min, the operation stroke h required for stopping is about 0.6 m. As can be seen from the above equation, the stop stroke of the car necessary for this deceleration operation is proportional to the square of the speed, and increases exponentially as the descending speed increases.

  Next, consider the case of a multi-car elevator device. When two cars move in the direction of approaching each other in one hoistway, the required stop stroke between the two cars is 0. 0 when the rated speed of the car is 180 m / min. 6 m × 2 = 1.2 m.

  The distance (floor height) between the upper and lower floors of the building where the elevator is installed is about 3 m, and the height from the car floor to the ceiling is about 2.5 m. When the car of the multi-car elevator device stops between adjacent upper and lower floors, the height of the space generated between the lower car and the upper car is 3 m-2.5 m = 0. It is about 5m. That is, the distance required for the stop is 0.7 m short with respect to the above-mentioned stop stroke of 1.2 m. Actually, since various structural materials and equipment are arranged on the ceiling and under the floor of the car, the substantial space height generated between the two cars is further reduced.

  Considering this, when operating an actual multi-car elevator system, the distance between the two upper and lower cars must always be controlled to be higher than the floor height of the building. For example, it is not possible to stop the upper car on the third floor and the lower car on the second floor at the same time.

  In addition, it requires complicated and troublesome control to keep the two cars traveling at regular intervals, and the two cars cannot be stopped on the adjacent floor at the same time. Unnecessary waiting time is given to passengers on the floor.

  On the other hand, apart from such operational problems, in the multi-car elevator device shown in FIG. 8, the shock absorber 7 provided in the lower car 2 b is an intermediate portion of the upper beam 5 a in the car frame 5. Therefore, the upper beam 5a needs to be strong enough to withstand the impact when the shock absorber 7 hits the receiving plate 8 of the upper car 2a, and accordingly, the size of the upper beam 5a. , Increase the weight.

  Even when the upper beam 5a has sufficient strength, the force acting on the car frame 5 is applied to both ends of the lower beam 5c, so that the position of the shock absorber 7 is shifted, and the load on the upper and lower cars 2a, 2b is offset. If this occurs, an uneven load is applied to the left and right standing frames 5b, and the car frame 5 may be deformed.

  In the multi-car elevator apparatus shown in FIG. 9, both ends of the lower beam 5c of the car frame 5 in each of the cars 2a and 2b protrude on both sides, and the both sides of the lower beam 5c on the lower car 2b. The shock absorber 7 is provided adjacent to the side surface of the car 2b, so that the overall lateral width of each car 2a, 2b is increased.

  In the case of a multi-car elevator device, there are many items such as ropes, governor devices, various switches, etc. installed in the hoistway as compared with a single car elevator device, and it is a problem that the lateral width of the cars 2a, 2b is increased. There is. As a countermeasure, if the cab 6 is made smaller, serviceability for passengers is lowered.

  In the multi-car elevator device shown in FIG. 10, the link levers 13a and 13b of the cars 2a and 2b need to be installed at positions away from the guide rail 3, so that the link levers 13a and 13b are hoistways. There is a risk of interference with other devices inside.

  The present invention has been made to solve such a problem, and when a car traveling independently above and below travels in a direction approaching each other beyond the rated speed, the car is reduced by a predetermined amount. It can be stopped safely while decelerating at speed, and during normal operation when the car is traveling at the rated speed, both cars should be brought close to each other and stopped simultaneously on the adjacent upper and lower floors. Another object of the present invention is to provide a multi-car elevator device that can increase the strength of a car equipped with a shock absorber, suppress an increase in lateral width, and prevent interference with devices in a hoistway.

  According to the first aspect of the present invention, there is provided at least two cars that are provided vertically on one hoistway and are individually driven to move up and down, and the cars move in a direction approaching each other to be predetermined. A speed detecting mechanism for detecting a relative speed at which the two cars approach each other when approaching the distance, and when the relative speed of the two cars detected by the speed detecting mechanism exceeds a predetermined speed. A brake mechanism that applies braking force to at least one of the approaching cars and decelerates at a deceleration below a predetermined speed, and both cars are decelerated by the operation of the brake mechanism. Furthermore, when approaching, it is characterized by including a shock absorber that decelerates both of the cars at a deceleration below a predetermined value.

  The invention according to claim 2 is characterized in that the speed detection mechanism is provided between counterweights corresponding to the respective cars.

  The invention according to claim 3 is characterized in that the brake mechanism is provided between a counterweight of a car and a guide rail for guiding the counterweight.

  The invention of claim 4 is characterized in that the brake mechanism is provided in a hoisting machine that drives a car.

  The invention according to claim 5 is characterized in that the shock absorber is provided in a car and a counterweight of the car.

  The invention according to claim 6 is characterized in that the shock absorbers are provided on a car, a counterweight of the car, and an end of a rope that suspends the car together with the counterweight.

  The invention according to claim 7 is characterized in that the shock absorber is provided at an upper portion of the car frame in the car and at a position in the vicinity of the upright frame of the car frame.

  The invention of claim 8 is characterized in that the shock absorber is constituted by a spring.

  The invention of claim 9 is characterized in that the shock absorber is made of rubber or polystyrene foam.

  The invention of claim 10 is characterized in that the shock absorber is formed of a member capable of buckling deformation.

  According to the present invention, when the cars traveling independently up and down travel in the direction approaching each other beyond the rated speed, the cars can be safely stopped while decelerating at a predetermined deceleration, During normal driving when the car is traveling at the rated speed, both cars can be brought close to each other and stopped simultaneously on the upper and lower floors adjacent to each other.

  A first embodiment of the present invention will be described with reference to FIGS.

FIG. 1 shows the overall configuration of the multicar elevator. In one hoistway 11, two cars 21a and 21b are arranged vertically, and these cars 21a and 21b are independently driven along guide rails (not shown). Move up and down.

  In the hoistway 11, two counterweights 22a and 22b are arranged in the vertical direction. The upper car 21a is suspended in the hoistway 11 so as to be balanced with the lower counterweight 22a via the rope 23a. When the car 21a moves up, the counterweight 22a moves down, and the car 21a When the counterweight moves downward, the counterweight 22a moves upward.

  The lower car 21b is suspended in the hoistway 11 so as to balance with the upper counterweight 22b via the rope 23b, and when the car 21b moves up, the counterweight 22b moves down, and the car 21b. When the counterweight moves downward, the counterweight 22b moves upward. Each counterweight 22a, 22b travels along a guide rail 24 that is different from the guide rails of the cars 21a, 21b.

  Each of the passenger cars 21a and 21b includes a car frame 25 and a car room 26 installed inside the car frame 25. The car frame 25 includes an upper beam 25a, an upright frame 25b, and a lower beam 25c. The chamber 26 is installed on the lower beam 25c. A shock absorber 27 is attached to the lower car 21b at both ends of the upper beam 25a in the car frame 25, that is, at a position in the vicinity of the standing frame 25B.

  Two car sheaves 30 are rotatably provided at the lower part of the car frame 25 in each of the car 21a and 21b, and ropes 23a and 23b are wound around the car sheave 30.

  A shock absorber 34 is attached to the lower counterweight 22a so as to extend vertically upward from the side portion thereof.

  The upper counterweight 22 b is provided with a receiving portion 35 at a portion corresponding to the shock absorber 34. The receiving portion 35 is provided with a plurality of adjustment plates 36 for adjusting the distance from the shock absorber 34. Further, a rod-shaped guide element 38 is attached to the upper counterweight 22b. The guide element 38 is supported so as to extend vertically downward from the lower side surface of the counterweight 22b.

  A plurality of guide rollers 41 are rotatably provided as guide portions 40 on the lower counterweight 22b. The plurality of guide rollers 41 are arranged in two rows in the vertical direction, and the guide element 38 enters between the parallel guide rollers 41 in accordance with the approach of the upper counterweight 22b and the lower counterweight 22a. It is supposed to be.

  Here, the guide section 40 is provided with a speed detection governor roller 41 ′ along with the guide roller 41 so as to be rotatable. The governor roller 41 ′ rotates in contact with the guide 38 when the guide 38 enters the guide portion 40, and the upper counterweight 22 b and the lower counterweight 22 a are moved based on the rotation speed. Detect the approaching relative speed.

  A brake mechanism 44 is provided on the lower counterweight 22a. The brake mechanism 44 is slidably engaged with the guide rail 24 that guides the counterweight 22a when not operated, and presses against the guide rail 24 when applied to apply a braking force to the counterweight 22a.

  The speed detection governor roller 41 ′ is connected to the brake mechanism 44 via a link 45. The brake mechanism 44 is actuated via the link 45 when the governor roller 41 'rotates at a predetermined rotational speed or higher.

  Next, the operation of the present embodiment will be described with reference to FIG. FIG. 2 shows a state in which the two counterweights 22a and 22b move in a direction approaching each other.

Above the elevator car 21a is downward, the case where the lower side of the car 21b travels at a speed V ₀ which same rating respectively upward. At this time, the lower side of the counterweight 22a that links the upper car 21a in the upper direction, the upper counterweight 22b that links the lower car 21b travels at speed V _0, respectively downward.

  When the two cars 21a and 21b are separated by a sufficient distance, the two counterweights 22a and 22b are also separated by a sufficient distance, and as shown in FIG. The guide 38 and the guide portion 40 of the counterweight 22a are kept out of contact with each other.

  On the other hand, if the two cars 21a and 21b move toward each other at a speed V exceeding the rated speed and approach a predetermined distance for some reason, as shown in FIG. 2B, the counterweight 22b The guide 38 enters the guide portion 40 of the counterweight 22a.

  The governor roller 41 ′ is rotated by contact between the guide 38 and the governor roller 41 ′. The speed of this rotation corresponds to the relative speed at which the two cars 22a and 22b approach each other. At this time, the counterweights 22a and 22b are approaching each other at a speed exceeding the rated speed, so that the governor roller 41 'rotates at a rotational speed higher than a predetermined speed, and an abnormality in the moving speed of the cars 22a and 22b is detected. The

  In response to detection of this abnormality, the brake mechanism 44 is driven via the link 45, the brake mechanism 44 is crimped to the guide rail 24, a braking force is applied to the counterweight 22a, and the counterweight 22a is decelerated. The distance h1 between the counterweights 22a and 22b at this time is set to be longer than the distance necessary for the cars 21a and 21b to stop at a deceleration of 1G or less. The braking force by the brake mechanism 44 is set so that the upper car 21a decelerates at a deceleration of 1G or less.

  With this operation, the upper car 21a decelerates, but during this time, the lower car 21b continues to run upward at a speed V, and the distance between the car 21a and 21b and the counterweight 22a, The distance between 22b shrinks more and more. When the distance between the counterweights 22a and 22b reaches h2, as shown in FIG. 2C, the receiving portion 35 of the upper counterweight 22b abuts against the shock absorber 34 of the lower counterweight 22a.

  In response to this contact, the shock absorber 34 is elastically compressed, and the counterweight 22a is decelerated together with the car 21a. When the distance between the cars 21a and 21b is further reduced, the upper car 21a hits the shock absorber 27 of the lower car 21b, the shock absorber 27 is elastically compressed, and the car 21a is further decelerated. And finally stop. The deceleration of the car 21b during this series of deceleration operations is set to be 1G or less.

  When the cars 21a and 21b move in the direction approaching each other at the rated speed or less and the guide 38 of the counterweight 22b enters the guide portion 40 of the counterweight 22a, the governor roller 41 'rotates at a predetermined speed or less. Therefore, the brake mechanism 44 does not operate, and no braking force is applied to the counterweight 22a.

  Thus, when the speed of the movement when the cars 21a and 21b move toward each other exceeds the rated speed, it is necessary for the cars 21a and 21b to stop at a deceleration of 1G. Before approaching the minimum distance, the speed of movement is detected by the governor roller 41 '. Based on this detection, braking force is applied to the counterweight 22a linked to one of the cars 21a by the brake mechanism 44 to decelerate, and after that, the two cars 21a and 21b are buffered in accordance with the approaching action. Devices 34 and 27 are activated sequentially. For this reason, finally, the cars 21a and 21b can be safely stopped at a deceleration of 1G or less.

  Therefore, during normal operation in which the two cars 21a and 21b travel at the rated speed, the two cars 21a and 21 can be brought closer to a distance smaller than the distance between the floors. The cars 21a and 21b can be stopped simultaneously on the upper and lower floors adjacent to each other. Therefore, the serviceability for passengers is improved, and the operation control is facilitated.

  FIG. 3 shows a second embodiment of the present invention. In this embodiment, as in the case of the first embodiment, the upper car 21a is connected to the lower counterweight 22a via the rope 23a, and the lower car 21b is connected to the rope. It connects so that it may balance with the upper balance weight 22b via 23b.

  The rope 23b routed between the lower car 21b and the upper counterweight 22b is wound around a sheave 51 of a hoisting machine 50 installed in the upper part of the hoistway 11. One end of the rope 23 b is connected to a shock absorber 52 installed at the upper part of the hoistway 11, and the other end is directly connected to the upper part of the hoistway 11.

  The sheave 51 is rotated by driving the hoisting machine 50, and the rotation of the sheave 51 causes the lower car 21 b and the upper counterweight 22 b to travel up and down. The hoisting machine 50 is provided with a brake mechanism 53 that applies a braking force to the sheave 51.

  As in the case of the first embodiment, the upper counterweight 22b is provided with a guide 38 and a receiving portion 35, and the lower counterweight 22a is provided with a guide portion 40, a governor roller 41 ', and a brake mechanism 44. A shock absorber 34 is provided.

  Next, the operation of this embodiment will be described.

  When the two cars 21a and 21b travel in a direction approaching each other, if for some reason the two cars 21a and 21b approach a predetermined distance at a speed V exceeding the rated speed, the counterweight 22b The guide 38 enters the guide portion 40 of the counterweight 22a, and the governor roller 41 'detects an abnormality in the relative speed of the cars 21a, 21b. In response to this, the brake mechanism 44 is actuated, a braking force is applied to the counterweight 22a, and the lower counterweight 22a and the upper car 21a are decelerated.

  When the governor roller 41 'detects an abnormality in the relative speed of the cars 21a and 21b, the signal is sent to the brake mechanism 53 of the hoisting machine 50, the brake mechanism 53 is activated, and a braking force is applied to the sheave 51, With this braking force, the upper counterweight 22b and the lower passenger car 21b are decelerated. The braking force by the brake mechanism 53 is set so that the deceleration of the lower car 21b is 1G or less.

  When the two cars 21a and 21b further approach each other, the receiving portion 35 of the counterweight 22b hits the shock absorber 34 of the counterweight 22a, and the cars 21a and 21b further decelerate due to this hit. When the cars 21a and 21b approach each other without stopping even at this deceleration, the upper car 21a hits the shock absorber 27 of the lower car 21b, and the shock absorber 27 is activated and lifted by the tension of the rope 23b. The shock absorber 52 at the top of the road 11 is operated, and the cars 21a and 21b are further decelerated by the operation of the shock absorbers 27 and 52, and finally stop.

  In the case of this embodiment, the speed of movement is detected by the governor roller 41 ′ before the cars 21a and 21b approach the minimum distance required for stopping at a deceleration of 1G. The cars 21a and 21b are decelerated by a braking force applied by the brake mechanism 44 of the counterweight 22a and the brake mechanism 53 of the hoisting machine 50, and thereafter, the cars 21a and 21b are further moved closer to each other. Thus, the shock absorbers 34, 27, 52 are sequentially operated. For this reason, the cars 21a and 21b can be finally stopped safely at a deceleration of 1G or less without causing serious damage.

  Thus, when the cars 21a and 21b move with each other at a speed exceeding the rated speed, the abnormality is detected and before the cars 21a and 21b approach the minimum distance necessary for stopping at a deceleration of 1G. Since the cars 21a and 21b are decelerated by the brake mechanisms 44 and 52, during normal operation in which the two cars 21a and 21b travel at the rated speed, the two cars 21a and 21 are brought close to each other. Can approach. Thereby, the cars 21a and 21b can be stopped simultaneously on the upper and lower floors adjacent to each other, and the serviceability for passengers is improved. In addition, the operation can be easily controlled.

  FIG. 4 shows a modification of the speed detection mechanism that detects the relative speed of the counterweights 22a and 22b that approach each other (the relative speed of the approaching cars 21a and 21b).

  In this speed detection mechanism, a guide portion 40, a governor roller 41 ′, and a brake mechanism 44 are provided on the upper counterweight 22 b, and the governor roller 41 ′ and the brake mechanism 44 are connected by a link 45. A guide 38 is inserted through the guide portion 40 and is provided on the upper counterweight 22b so as to be movable up and down. The guide 38 is normally supported by the support portion 55 and is held so that the lower side thereof protrudes greatly below the counterweight 22b.

  The lower counterweight 22a is provided with a receiving portion 56 on the upper end surface facing the guide element 38. The receiving portion 56 is provided with a plurality of adjustment plates 57 for adjusting the distance from the guide 38.

  In the case of this speed detection mechanism, the guide 38 of the counterweight 22b is supported so as to hang down from the support portion 55 as shown in FIG. Then, when the counterweights 22a and 22b move toward each other and approach a predetermined distance, the lower end of the guide 38 abuts against the receiving portion 56 of the counterweight 22a as shown in FIG. As the counterweights 22a and 22b further approach, the guide element 38 moves upward relative to the upper counterweight 22b as shown in FIG. 4C.

  As the guide 38 moves, the governor roller 41 'in contact with the guide 38 rotates at a speed corresponding to the relative speed between the counterweights 22a and 22b, and detects the relative speed of the counterweights 22a and 22b. .

  When the counterweights 22a and 22b approach at a speed V exceeding the rated speed, the governor roller 41 'rotates at a rotational speed corresponding to the speed and detects the abnormality. In response to the detection of this abnormality, the brake mechanism 44 is activated, a braking force is applied to the counterweight 22a, and the counterweight 22a is decelerated together with the upper car.

  Note that the speed detection mechanism for detecting the relative speed of the approaching cars 21a and 21b can be provided between the countercars 21a and 21b in addition to being provided between the counterweights 22a and 22b.

  FIG. 5 shows an example of a specific structure of the shock absorber provided on the upper part of the lower car.

  In the shock absorber shown in FIG. 5A, a coil spring 27a is used as a shock absorbing member. In this example, immediately before the upper car and the lower car approach each other and collide with each other, the upper car comes into contact with the coil spring 27a as a buffer member, and the coil spring 27a is elastically compressed. The elastic compression absorbs the kinetic energy of the lower car and the upper car, reduces the relative speed thereof, and both the cars are safely stopped.

  In the shock absorber shown in FIG. 5 (B), a rubber or polystyrene block 27b is used as the shock absorber. In this example, immediately before the upper car and the lower car approach each other and collide with each other, the upper car comes into contact with the block 27b of rubber or polystyrene foam as a buffer member, and the block 27b becomes elastic. This elastic compression absorbs the kinetic energy of the lower car and the upper car, reduces its relative speed and stops both cars safely.

  In the shock absorber shown in FIG. 5C, a buckling metal member, for example, a hollow pipe 27c, having a groove-like uneven portion 28 along the circumferential direction is used as a shock absorber. Yes. In this example, immediately before the upper car and the lower car approach each other and collide with each other, the car comes into contact with the metal pipe 27c serving as a buffer member, and the metal pipe 27c becomes the circumferential surface. The bumps and buckles are compressed in the axial direction so as to compress the concavo-convex portion 28, and the kinetic energy of the lower car and the upper car is absorbed by this crushing, the relative speed is reduced, and both cars are safely stopped. To do.

  The shock absorber having such a structure can also be used in the shock absorbers 34 and 52 provided on the counterweight 22a and the upper part of the hoistway shown in FIGS. In addition to the shock absorber having such a structure, a damper system using a hydraulic cylinder may be used.

  FIG. 6 shows a modification of the lower car 21b. In the car 21b, a buckling deformed portion 29 is provided in the middle of the vertical frames 5b on both sides of the car frame 5.

  In the car 21b having such a configuration, when the lower car 21b collides with the upper car, the buckling deformed portion 29 is crushed so as to be buckled and compressed. The kinetic energy of the car 21b and the car on the upper side is absorbed, the relative speed thereof is reduced, and both cars are safely stopped.

  FIG. 7 shows a modification of the upper car 21a and the lower car 21b. In the passenger cars 21a and 21b of this example, a sheave frame 31 having a car sheave 30 is disposed below the car frame 5, and a pair of shock absorbers 32 is provided between the sheave frame 31 and the lower beam 5c of the car frame 5. The car frame 25 and the sheave frame 31 are connected to each other by these shock absorbers 32. The pair of shock absorbers 32 are disposed at positions in the car frame 25 in the vicinity of the upright frame 25b.

  In the cars 21a and 21b having such a configuration, when the upper car 21a and the lower car 21b move and collide with each other, the kinetic energy is absorbed by the shock absorber 32. As a result, the relative speed of the two cars 21a and 21b is safely stopped.

  As shown in FIG. 1 and FIG. 3, the shock absorber 27 provided in the lower car 21b is provided at both ends of the upper beam 25a in the car frame 25, that is, in the vicinity of the standing frame 25b. Therefore, the load when the upper car 21 a hits the shock absorber 27 can be received by the standing frame 25 b, and the load is equally applied to the standing frames 25 b on both sides of the car frame 25.

  Therefore, the strength of the car 21b can be increased, and deformation of the car frame 25 can be prevented. Since the shock absorbers 27 are arranged at both ends of the upper beam 25a, the lateral width of the car 21b is not increased, and the shock absorber 27 interferes with other devices in the hoistway 11. Nor.

  In the car 21b shown in FIG. 6, since the buckling deformation part 29 functioning as a shock absorber is provided in the middle of the standing frame 5b in the car frame 5, a separate shock absorber is unnecessary, and the cost can be reduced. Further, the width of the car 21b does not increase.

  In the passenger cars 21a and 21b shown in FIG. 7, the shock absorber 32 is provided in the car frame 5 at a position in the vicinity of the vertical frame 5b. Therefore, when a load is applied to the shock absorber 32, the shock is applied to the vertical frame 5b. Therefore, the strength of the cars 21a and 21b can be increased, and the shock absorber 32 is disposed between the car frame 5 and the sheave frame 31, so that the cars 21a and 21b can be received. And the shock absorber 32 does not interfere with other equipment in the hoistway.

1 is a configuration diagram of a multicar elevator apparatus according to a first embodiment of the present invention. Operation | movement explanatory drawing of the part of the balance weight in the multi-car elevator apparatus. The block diagram of the multi-car elevator apparatus which concerns on the 2nd Embodiment of this invention. Operation | movement explanatory drawing which shows the modification of the speed detection mechanism of a multi-car elevator apparatus. The block diagram which shows the specific structural example of the buffering device of a multi-car elevator apparatus. The block diagram which shows the modification of the passenger car of a multi-car elevator apparatus. The block diagram which shows the further different modification of the passenger car of a multi-car elevator apparatus. The block diagram which shows the conventional multi-car elevator apparatus. The block diagram which shows the other conventional multi-car elevator apparatus. The block diagram which shows the other further different multi-car elevator apparatus.

Explanation of symbols

21a. 21b ... car 22a. 22b ... counterweight 23a. 23b ... Rope 24 ... Guide rail 25 ... Car frame 25a ... Upper beam 25b ... Standing frame 25c ... Lower beam 26 ... Car room 27 ... Shock absorber 27.32.34.52 ... Buffer device 27b ... Block 27c ... Metal pipe 28 ... Uneven part 29 ... Buckling deformation part 38 ... Guide 40 ... Guide part 41 ... Guide roller 41 '... Governor roller 44.52.53 ... Brake mechanism 50 ... Hoisting machine 51 ... Sheave

Claims (10)

At least two rides that are provided on one hoistway up and down and are individually driven and moved up and down,
A speed detection mechanism for detecting a relative speed at which the two cars approach each other when the cars move in a direction approaching each other and approach a predetermined distance;
When the relative speed of both of the cars detected by the speed detection mechanism exceeds a predetermined speed, a braking force is applied to at least one of the cars approaching the car to a predetermined value or less. A brake mechanism that decelerates at a deceleration of
A shock absorber that decelerates both of the cars at a deceleration equal to or lower than a predetermined speed when both of the cars approach further while decelerating by the operation of the brake mechanism;
A multi-car elevator apparatus comprising:   The multi-car elevator apparatus according to claim 1, wherein the speed detection mechanism is provided between counterweights corresponding to the respective cars.   The multi-car elevator device according to claim 1, wherein the brake mechanism is provided between a counterweight of a car and a guide rail that guides the counterweight.   The multi-car elevator device according to claim 1, wherein the brake mechanism is provided in a hoisting machine that drives a car.   The multi-car elevator device according to any one of claims 1 to 4, wherein the shock absorber is provided on a car and a counterweight of the car.   5. The shock absorber according to claim 1, wherein the shock absorber is provided on a car, a counterweight of the car, and an end of a rope that suspends the car together with the counterweight. The multi-car elevator device described.   The multi-car elevator device according to claim 5, wherein the shock absorber is provided at an upper portion of a car frame in a car and at a position in the vicinity of a standing frame of the car frame.   The multi-car elevator device according to any one of claims 1 to 7, wherein the shock absorber is configured by a spring.   The multi-car elevator device according to any one of claims 1 to 7, wherein the shock absorber is made of rubber or polystyrene foam.   The multi-car elevator device according to any one of claims 1 to 7, wherein the shock absorber is formed of a member capable of buckling deformation.

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