JP2011057318A - Elevator device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce aerodynamic noise generated when a car travels. <P>SOLUTION: A cross-sectional area of the car 31 in a horizontal direction with respect to a traveling direction has a shape which is partially different. For example, a tip end of a fall preventing plate 32 provided on a lower end of the car 31 traveling in an elevator shaft 35 is formed into a protruded shape. Thereby, when the car 31 is about to come to a hole sill 36, air flow at that time is dispersed therearound without stopping once at the tip. Thus, the air flow is suppressed to abruptly flow into a front face of the car, reducing the aerodynamic noise. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an elevator apparatus that can reduce aerodynamic noise during traveling.

  As the number of buildings rises, the demand for elevators, which are vertical transportation, is increasing. One of these is speeding up the elevator. The rated speed of the elevator is stipulated by the Building Standard Law as “the maximum speed when the elevator is lifted by applying a load to the car”. By classifying elevators according to speed, elevators with rated speed of 45m / min or less are "low speed", elevators with 60m to 105m / min are "medium speed", elevators with 120m / min or more are "high speed", 360m / min These elevators are defined as "ultra-high speed".

  As the rated speed of the elevator becomes 400 m / min or more, aerodynamic noise generated by the airflow around the car has become a problem in connection with the comfort of the elevator (for example, Non-Patent Document 1). In order to reduce the aerodynamic noise of such an ultra-high speed elevator, for example, the installation of an air conditioning cover as shown in Patent Document 1 has been realized and has been effective.

  However, in an elevator that travels at a high speed on a narrow hoistway, there is a narrow part such as a hole sill in the hoistway according to the hoisting floor, so local aerodynamic noise every time it passes through this narrow part. (Buffing) is generated, and there remains a problem of causing uncomfortable feeling as a large noise source not only for passengers in the car but also for passengers waiting on the passing floor.

  Therefore, in order to cope with further increase in the speed of the elevator, a technique for attaching a wind-control spoiler on the wind-control cover has been developed (see, for example, Patent Document 2), and the world's fastest elevator (see, for example, Non-Patent Document 2) has also been developed. It has been successfully applied.

JP-A-4-333486 Japanese Patent Laid-Open No. 2005-16496

Proceedings of the Japan Society of Mechanical Engineers (B), Volume 59, 564 (1993-3), Paper No. 92-1876. World's fastest 1010m / min elevator, Toshiba review, vol. 57, no. 6, (2002).

  With the recent barrier-free operation, it is required to further reduce the gap between the elevator floor and the car so that the wheelchair and baby stroller tires do not come off. For this reason, the narrow gap inside the hoistway is further reduced, and even in low-to-high speed elevators that have not been a problem in the past, local aerodynamic noise (buff noise) is generated when passing through the narrow section in the hoistway. It has become.

  In low to high speed elevators, a fall prevention plate called “apron” is attached to the lower end of the car. This fall prevention plate is a member for preventing objects from falling from the gap between the hall sill of the hall and the car door, and has a predetermined length from the edge of the car door toward the descending direction. It has been extended.

  As a result of observing the aerodynamic noise of the low-to-high speed elevator having such a shape while measuring the position of the car when descending, when the tip of the fall prevention plate approaches the narrow part in the hoistway It became clear that a big noise was generated. Similarly, when the car is lifted, a large noise is generated when the front end of the car reaches a narrow part in the hoistway.

  However, regarding such aerodynamic noise, there is no effective countermeasure at present, and there has been no choice but to improve the hoistway structure, for example, by flattening a plate over the entire travel path in order to eliminate the narrow portion.

  In general, an elevator travels while a counterweight (suspension weight) having the same weight as the car body is balanced. For this reason, when the counterweight and the car body pass at a high speed near the intermediate floor, a large aerodynamic noise is generated around the car, just as the car passes through the narrow part.

  The present invention has been made in view of the above points, and an object of the present invention is to provide an elevator apparatus that can reduce aerodynamic noise generated when a car travels.

  An elevator apparatus according to the present invention is installed in at least one of an upper end and a lower end of a car that travels in a hoistway and has a cross-sectional area in a horizontal direction with respect to the traveling direction of the car. And a conditioned plate having a partially different shape.

  Further, an elevator apparatus according to the present invention includes a car traveling in a hoistway, a counterweight that travels in a sliding manner in the hoistway in conjunction with the car, and an upper end portion and a lower end portion of the counterweight. And a wind regulation plate having a shape in which the cross-sectional area in the horizontal direction is partially different from the running direction of the counterweight.

  The elevator apparatus according to the present invention is installed in at least one of an upper end and a lower end of a car that travels in a hoistway, and is in a horizontal direction with respect to the traveling direction of the car. A first air conditioning plate having a partially different cross-sectional area, and at least an air flow that is installed on the first air conditioning plate and that rectifies the flow of air that flows into the front of the car during traveling. One first airflow generating device, a counterweight that travels in a slidable manner in the hoistway in conjunction with the car, and is installed on at least one of an upper end portion and a lower end portion of the counterweight, A second air conditioning plate having a shape with a partially different cross-sectional area in the horizontal direction with respect to the traveling direction of the counterweight, and the second air conditioning plate installed on the second air conditioning plate; Characterized by comprising at least one second air flow generating device for generating an air flow for rectifying the flow of air flowing into the opposed surfaces of the cage.

  According to the present invention, abrupt inflow to the front of the car is suppressed when the car passes through the narrow part in the hoistway by the action of the wind regulation plate provided on the car, and aerodynamic noise is reduced. Can do.

  In addition, due to the effect of the shape of the air conditioning plate provided on the counterweight, the abrupt inflow of the counterweight to the opposite surface of the car when the car and the counterweight rub against each other can be suppressed to reduce aerodynamic noise. Can do.

FIG. 1 is a diagram illustrating an observation result of aerodynamic noise generated when an elevator travels. FIG. 2 is a diagram showing the relationship between the traveling speed of the elevator and the noise when passing through the narrow part. FIG. 3 is a diagram showing a result of examining the flow around the car when the elevator car passes through the hall sill in the hoistway by numerical fluid analysis, and shows a state immediately before the car passes. FIG. 4 is a diagram showing the result of examining the flow around the car when the elevator car passes through the hall sill in the hoistway by means of numerical fluid analysis, and shows a state during the passage. FIG. 5 is a diagram showing the configuration of the elevator apparatus according to the first embodiment of the present invention. FIG. 5 (a) is a side view of a car traveling in a hoistway, and FIG. It is the front view which looked at the car from the A direction. FIG. 6 is a diagram showing a result of examining the flow in front of the car when the car passes through the hall sill in the hoistway by the numerical fluid analysis in the embodiment, and shows a state immediately before the car passes. FIG. 7 is a view showing the result of examining the flow in the front of the car when the car passes through the hall sill in the hoistway by the numerical fluid analysis in the same embodiment, and shows a state during the passage. FIG. 8 shows the result of examining the pressure fluctuation on the wall surface of the hole sill in the hoistway in the same embodiment. FIG. 9 is a diagram illustrating a configuration of the front of the car when the tip shape of the fall prevention plate is changed as a first modification of the embodiment. FIG. 10 is a diagram showing a configuration of the front surface of the car when the tip shape of the fall prevention plate is changed as a second modification of the embodiment. FIG. 11 is a diagram showing a configuration of the front of the car when the tip shape of the fall prevention plate is changed as a third modification of the embodiment. FIG. 12 is a diagram showing a configuration of the front of the car when the tip shape of the fall prevention plate is changed as a fourth modification of the embodiment. FIG. 13 is a diagram showing a front configuration of a car when the tip shape of the fall prevention plate is changed as a fifth modification of the embodiment. FIG. 14 is a diagram showing a configuration of the front surface of the car when the tip shape of the fall prevention plate is changed as a sixth modification of the embodiment. FIG. 15 is a diagram showing a front configuration of the car when the tip shape of the fall prevention plate is changed as a seventh modification of the embodiment. FIG. 16 is a diagram showing a configuration of the front of the car when the tip shape of the fall prevention plate is changed as a modified example 8 of the embodiment. FIG. 17 is a diagram showing a configuration of the front of the car when the tip shape of the fall prevention plate is changed as a ninth modification of the embodiment. FIG. 18 is a diagram showing a configuration of an elevator apparatus according to the second embodiment of the present invention, in which FIG. 18 (a) is a side view of a car traveling in a hoistway, and FIG. 18 (b) is a diagram. It is the front view which looked at the car from the A direction. FIG. 19 is a diagram showing a configuration of the front surface of the car when the tip shape of the air conditioning plate is changed as a modification of the embodiment. FIG. 20 is a diagram showing a configuration of an elevator apparatus according to a third embodiment of the present invention, in which FIG. 20 (a) is a side view of a car traveling in a hoistway, and FIG. 20 (b) is a diagram. It is the front view which looked at the car from the A direction. FIG. 21 is a block diagram showing a configuration of a control system of the airflow generation device in the same embodiment. FIG. 22 is a diagram showing a configuration of an elevator apparatus according to the fourth embodiment of the present invention, in which FIG. 22 (a) is a view of a car traveling in a hoistway as viewed from the side, and FIG. It is the front view which looked at the car from the A direction. FIG. 23 is a flowchart showing drive control of the airflow generation device during traveling of the car in the embodiment. FIG. 24 is a diagram showing the configuration of the car when the end shape and the arrangement / number of airflow generators are changed as a modification of the embodiment. FIG. 25 is a diagram showing a configuration of an elevator apparatus according to a fifth embodiment of the present invention, and FIG. 25 (a) is a side view of the configuration of a car and a counterweight traveling in a hoistway. FIG. 2B is a front view of the counterweight as viewed from the A direction. FIG. 26 is a diagram showing a front configuration of the counterweight when the tip shape of the air conditioning plate is changed as a modification of the embodiment. FIG. 27 is a diagram showing a configuration of an elevator apparatus according to a sixth embodiment of the present invention, and FIG. 27 (a) is a view of a car and a counterweight running in a hoistway as seen from the side, b) is a front view of the counterweight as viewed from the A direction. FIG. 28 is a diagram showing a configuration of an elevator apparatus according to a seventh embodiment of the present invention, and FIG. 28 (a) is a view of a car and a counterweight running in a hoistway as seen from the side, (b) is a front view of the car as viewed from the direction A1, and (c) is a front view of the counterweight as viewed from the direction A2.

  First, before describing the embodiment of the present invention, the generation mechanism of aerodynamic noise (buff noise) during traveling of the elevator will be described in detail by taking a low to high speed elevator as an example.

  In a low to high speed elevator, a fall prevention plate called “apron” is attached to a landing side at a lower end portion of a car having a box shape. The fall prevention plate extends from the edge of the car door with a predetermined length in the downward direction.

  FIG. 1 shows the result of observing the aerodynamic noise generated during traveling while measuring the car position for a low to high speed elevator having such a shape. In FIG. 1, the horizontal axis represents time, and the vertical axis represents the magnitude of noise. When the car is lowered at a predetermined speed, a large pressure fluctuation occurs and aerodynamic noise is generated at the moment when the tip of the fall prevention plate reaches a narrow part such as a hole sill (see arrows in the figure).

  Here, FIGS. 3 and 4 show the results of investigating the air flow around the car during traveling of the elevator by computational fluid dynamics (CFD).

  3 and 4 show the flow around the car when the elevator car passes through the hall sill in the hoistway by means of numerical fluid analysis. FIG. 3 shows the state immediately before passing, and FIG. Indicates the state. In the figure, 31 is a car, 32 is a fall prevention plate (apron), and 33 is a hole sill.

  When the tip of the fall prevention plate 32 reaches a narrow part such as the hole sill 36 when the car 31 is lowered, the flow is blocked by the tip of the fall prevention plate 32, which causes a large pressure fluctuation. Causes aerodynamic noise.

  In particular, it has been clarified by numerical fluid analysis that peeling bubbles are present at the tip portion of the fall prevention plate 32 and this promotes pressure fluctuation.

  That is, the pressure loss in the gap between the car 31 and the hall sill 36 is increased by the peeling bubbles generated at the tip portion of the fall prevention plate 32, and the damming effect is promoted. As a result, as shown in FIG. 4, the vertical vortex 2 rapidly grows and enters from both sides of the fall prevention plate 32, and the vertical vortex 2 causes the flow from the front end portion to be concentrated in the central portion of the front of the car 31, This accelerates as a contracted and accelerated flow 1. The longitudinal vortex 2 and the contracted flow-accelerated flow 1 abruptly reduce the pressure in front of the car according to Bernoulli's theorem and cause a large pressure fluctuation.

On the other hand, aerodynamic noise generated during traveling of an elevator or a vehicle is generated due to unsteady motion of vortices existing in the air current disturbed by traveling, and increases rapidly as the traveling speed increases. Such aerodynamic noise can be obtained from a wave equation (Lighthill equation) obtained by modifying the Navier-Stokes equation, which is a basic equation of fluid. This wave equation is shown in equation (1).

  In the above equation (1), c is the speed of sound, p is the pressure, ρ is the density, x is the coordinate, v is the velocity, μ is the viscosity coefficient, F is the external force, δij is the Kronegger delta, and Tij is the Lighttil acoustic tensor. . Note that i represents a row component, i = 1, 2, 3, and j represents a column component, and j = 1, 2, 3.

By further modifying the above equation (1) and performing a dimensional analysis to evaluate the order of each term, the radiated sound from the aerodynamic noise source can be expressed as follows.

In the above equation (2), the sound pressure p = c ² ρ, ρ ₀ is the average density, r is the distance from the sound source, l is the vortex scale, and u is the velocity.

  The first term of the above equation (2) indicates that aerodynamic noise accompanied by volume change of the air flow such as springing out or suctioning flow is generated in proportion to the fourth power of the speed. The second term is that the noise generated by the change in momentum, such as automobile and Shinkansen noise during high-speed driving, is proportional to the sixth power of the speed, and the third term is the unsteady state of turbulence like the jet sound of the jet engine. It shows that noise due to motion is generated in proportion to the eighth power of the speed.

  Here, when the aerodynamic noise at the time of passing through the narrow portion was measured while changing the traveling speed of the elevator, it was found that the aerodynamic noise increased in proportion to the fourth power of the traveling speed as shown in FIG. This is because the aerodynamic noise when passing through the narrow part is a change in the volume of the air flow due to a sudden suction flow when the tip of the fall prevention plate 32 of the car 31 reaches the hall sill 36 as shown in FIG. This is due to pressure fluctuation. Therefore, it is considered effective to reduce the pressure fluctuation in order to reduce the aerodynamic noise.

  Hereinafter, a specific method for reducing aerodynamic noise will be described in detail.

(First embodiment)
FIG. 5 is a diagram showing the configuration of the elevator apparatus according to the first embodiment of the present invention. FIG. 5 (a) is a side view of a car traveling in a hoistway, and FIG. It is the front view which looked at the car from the A direction.

  The elevator apparatus according to the present embodiment includes a box-shaped car 31 mainly used for a low-speed elevator. The car 31 moves up and down in the hoistway 35 via a rope 34 by driving a hoisting machine (not shown).

  Further, a fall prevention plate 32 called “apron” is attached to the landing side of the lower end portion of the car 31. The fall prevention plate 32 is a plate-like member for preventing an object from falling from the gap between the hall sill 36 and the car door 33 at the landing, and is directed downward from the edge of the car door 33. It is extended with a predetermined length.

  On the other hand, in the hoistway 35, a hall sill 36 is provided for each landing on each floor, and a hold door 38 is provided on the hall sill 36 so as to be freely opened and closed. A car door 33 is provided in front of the car 31 so that it can be opened and closed. When the car 31 stops at the landing on each floor, it engages with the landing door 38 and opens and closes. Reference numeral 37 in the figure denotes a narrow portion formed by a hole sill 36 in the hoistway 35.

  In such a configuration, when the car 31 is lowered, local aerodynamic noise (buffing sound) is generated when the lower end of the car 31, that is, the tip of the fall prevention plate 32 passes through the narrow part 37 in the hoistway 35. ) Occurs, and there is a problem of giving discomfort to passengers in the car 31 and passengers waiting at the landing.

  Therefore, in the present embodiment, by devising the shape of the fall prevention plate 32 provided at the lower end of the car 31, the aerodynamic noise is reduced by using it as a “wind regulating plate” during traveling.

  Specifically, as shown in FIG. 5B, a convex portion 32 a is formed in the vicinity of the center of the tip portion of the fall prevention plate 32 in the downward direction. By adopting such a shape, when the tip of the fall prevention plate 32 reaches the narrow part 37 such as the hole sill 36 when the car 31 is lowered, the damming phenomenon at the tip is alleviated, and the car Abrupt inflow to the front can be suppressed.

This state is shown in FIG. 6 and FIG.
FIGS. 6 and 7 are views showing the results of examining the flow in the front of the car 31 when the car 31 passes through the hall sill 36 in the hoistway 35 by numerical fluid analysis. FIG. FIG. 7 shows a state in which the leading end portion of the plate 32 reaches the hole sill 36, and FIG. 7 shows a state in the middle of passing, that is, a state in which the entire fall prevention plate 32 passes through the hole sill 36.

  Here, if the tip of the fall prevention plate 32 has a convex shape, when the car 31 reaches the hall sill 36, the flow at that time may be blocked by the tip of the fall prevention plate 32 at once. It will disappear and diffuse around. As a result, a rapid flow into the front of the car (the surface facing the landing) is suppressed, and the pressure fluctuation is mitigated accordingly.

  FIG. 8 shows the result of examining the pressure fluctuation on the wall surface of the hole sill 36 in the hoistway 35. Time 0 in the figure indicates the time when the tip of the fall prevention plate 32 reaches the hole sill 36. Further, the dotted line indicates the conventional type and the solid line indicates the convex type characteristic.

  The inventors' research has shown that the rapid increase in pressure seen before and after time 0 and the subsequent rapid pressure drop phenomenon have a strong correlation with the generation of aerodynamic noise when passing through narrow spaces. Yes. Therefore, the effect of reducing aerodynamic noise can be evaluated by examining the magnitude of this pressure fluctuation.

Compared with the conventional type in which the tip of the fall prevention plate 32 is flat, in the case of the convex type, the pressure fluctuation when the tip of the fall prevention plate 32 reaches the hole sill 36 is alleviated. Therefore, it can be seen that aerodynamic noise due to pressure fluctuation is reduced.
In this way, by using the fall prevention plate 32 of the car 31 as a wind regulation plate and making its tip end convex, it is possible to suppress a rapid flow into the front of the car when passing through a narrow part and reduce pressure fluctuations. Can do. Therefore, the aerodynamic noise during traveling can be reduced without providing the car 31 with special equipment for suppressing pressure fluctuations or taking a major measure such as improving the structure of the hoistway.

  Note that the protrusion width of the protrusion 32a formed at the tip of the fall prevention plate 32 is optimal by experiments and numerical analysis in advance so that the flow received at the tip of the fall prevention plate 32 can be efficiently diffused. Designed to value.

  In the first embodiment, the tip portion of the fall prevention plate 32 is convex. However, the horizontal cross-sectional area may be partially different from the traveling direction of the car 31. For example, similar effects can be obtained with other shapes.

  Below, the modification of the said 1st Embodiment is demonstrated.

(Modification 1)
FIG. 9 is a view showing the configuration of the front of the car when the tip shape of the fall prevention plate is changed as a first modification of the first embodiment.

  In Modification 1 of FIG. 9, an example is shown in which a convex member 32 b is provided later on the tip of the fall prevention plate 32. The convex member 32b may be made of the same material as that of the fall prevention plate 32 or may be constituted by using a different material. The convex portion 32b is fixed by using a rivet or the like in addition to an adhesive or welding.

  Thus, even if it is the structure which provided the convex member 32b in the front-end | tip part of the fall prevention board 32 by retrofitting, the effect similar to the said 1st Embodiment is acquired. Furthermore, if the convex member 32b is retrofitted, there is an advantage that the existing fall prevention plate 32 can be used as it is.

(Modification 2)
FIG. 10 is a diagram showing a front configuration of the car when the tip shape of the fall prevention plate is changed as a second modification of the first embodiment.

  In Modification 2 of FIG. 10, an example in which the tip of the fall prevention plate 32 protrudes in a trapezoidal shape is shown. The projecting portion 32 c has a lateral width (width in the horizontal direction) gradually narrowed in the downward direction of the car 31. It should be noted that the inclination angle of the protrusion 32c is designed to an optimum value in advance by experiments or numerical analysis so that the flow received at the tip of the fall prevention plate 32 can be efficiently diffused.

  As described above, even when the tip of the fall prevention plate 32 protrudes in a trapezoidal shape, the flow when reaching the hole sill 36 is changed to the tip of the fall prevention plate 32 as in the first embodiment. Can diffuse. In addition, the trapezoidal shape allows the flow received at the tip of the fall prevention plate 32 to escape smoothly to the outside of the car 31. As a result, a rapid flow into the front of the car can be further suppressed, and the pressure fluctuations at that time can be effectively mitigated to reduce aerodynamic noise.

(Modification 3)
FIG. 11 is a view showing the configuration of the front of the car when the tip shape of the fall prevention plate is changed as a third modification of the first embodiment.

  In Modification 3 of FIG. 11, an example in which the tip of the fall prevention plate 32 protrudes in a triangular shape is shown. The projecting portion 32d has a lateral width (width in the horizontal direction) gradually narrowed in the downward direction of the car 31. It should be noted that the inclination angle of the projecting portion 32d is designed to an optimum value in advance through experiments, numerical analysis, or the like so that the flow received at the tip of the fall prevention plate 32 can be efficiently diffused.

  As described above, even when the tip of the fall prevention plate 32 protrudes in a triangular shape, the flow when reaching the hole sill 36 is changed to the tip of the fall prevention plate 32 as in the first embodiment. Can diffuse. Moreover, similarly to the trapezoidal protrusion 32c, the flow received at the tip of the fall prevention plate 32 can be smoothly released to the outside of the car 31. As a result, a rapid flow into the front of the car can be further suppressed, and the pressure fluctuations at that time can be effectively mitigated to reduce aerodynamic noise.

(Modification 4)
FIG. 12 is a view showing the configuration of the front of the car when the tip shape of the fall prevention plate is changed as a fourth modification of the first embodiment.

  In Modification 4 of FIG. 12, an example in which the tip of the fall prevention plate 32 protrudes in an arc shape is shown. The projecting portion 32 e has an arc shape toward the descending direction of the car 31. It should be noted that the curvature of the protrusion 32e is designed to an optimum value in advance by experiments, numerical analysis, or the like so that the flow received at the tip of the fall prevention plate 32 can be efficiently diffused.

  As described above, even when the tip of the fall prevention plate 32 protrudes in the shape of an arc, the flow when approaching the hole sill 36 is changed to the tip of the fall prevention plate 32 as in the first embodiment. Can diffuse. In addition, since a gentle curved surface is formed from the tip of the projecting portion 32e toward the outside of the car 31, the flow received at the tip can be smoothly released to the outside of the car 31. As a result, a rapid flow into the front of the car can be further suppressed, and the pressure fluctuations at that time can be effectively mitigated to reduce aerodynamic noise.

(Modification 5)
FIG. 13 is a view showing the configuration of the front of the car when the tip shape of the fall prevention plate is changed as a fifth modified example of the first embodiment.

  In Modification 5 of FIG. 13, an example is shown in which a plurality of convex portions 32 f are formed at the tip of the fall prevention plate 32. It should be noted that the number of protrusions 32f, the protruding width, and the like are designed to be optimal values in advance through experiments and numerical analysis so that the flow received at the tip of the fall prevention plate 32 can be efficiently diffused. Moreover, these convex parts 32f are comprised by another member, and it is good to fix to the front-end | tip part of the fall prevention plate 32 with an adhesive agent, welding, a rivet, etc.

  Thus, by forming the plurality of convex portions 32 f at the tip of the fall prevention plate 32, the flow when approaching the hole sill 36 can be diffused more efficiently than the configuration of FIG. 5. As a result, a sudden flow into the front of the car can be further suppressed, and the pressure fluctuation at that time can be effectively relieved and aerodynamic noise can be reduced.

(Modification 6)
FIG. 14 is a diagram showing the configuration of the front of the car when the tip shape of the fall prevention plate is changed as a sixth modification of the first embodiment.

  In Modification 6 of FIG. 14, an example is shown in which the tip of the fall prevention plate 32 is inclined from one side of the car 31 to the other side. It should be noted that the inclination angle of the inclined portion 32g is designed to an optimum value in advance by experiments or numerical analysis so that the flow received at the tip of the fall prevention plate 32 can be efficiently diffused.

  As described above, even when the tip of the fall prevention plate 32 is inclined to one side of the car 31, the flow when it hits the hole sill 36 is the same as in the first embodiment. It can diffuse at the tip of. In addition, since the flow received at the tip of the fall prevention plate 32 can be smoothly released to one side of the car 31, the sudden flow into the front of the car can be further suppressed, and the pressure fluctuation at that time can be reduced. Thus, aerodynamic noise can be reduced.

(Modification 7)
FIG. 15 is a view showing the configuration of the front of the car when the tip shape of the fall prevention plate is changed as a modified example 7 of the first embodiment.

  In Modification 7 of FIG. 15, an example is shown in which a plurality of notches 32 h are formed at the tip of the fall prevention plate 32. It should be noted that the number and depth of the notches 32h are designed to be optimum values in advance by experiments and numerical analysis so that the flow received at the tip of the fall prevention plate 32 can be efficiently diffused. .

  As described above, even when the plurality of cutout portions 32h are formed at the tip of the fall prevention plate 32, the flow when reaching the hole sill 36 is prevented from falling off the fall prevention plate 32 as in the first embodiment. It can diffuse at the tip of. Therefore, it is possible to suppress abrupt inflow into the front of the car, relieve pressure fluctuation at that time, and reduce aerodynamic noise.

(Modification 8)
FIG. 16 is a view showing the configuration of the front of the car when the tip shape of the fall prevention plate is changed as a modified example 8 of the first embodiment.

  In Modification 8 of FIG. 16, an example is shown in which a plurality of small holes 32 i are formed at the tip of the fall prevention plate 32. Note that the number and size of the small holes 32i are designed to be optimal values in advance through experiments and numerical analysis so that the flow received at the tip of the fall prevention plate 32 can be efficiently diffused.

  In this way, by forming the plurality of small holes 32i at the tip of the fall prevention plate 32, the flow when approaching the hole sill 36 can be released to the other direction through the small holes 32i. In particular, it is possible to suppress abrupt inflow to the front of the car, reduce pressure fluctuations at that time, and reduce aerodynamic noise.

(Modification 9)
FIG. 17 is a view showing the configuration of the front of the car when the tip shape of the fall prevention plate is changed as a ninth modification of the first embodiment.

  17 shows an example in which a convex portion 32a similar to that of the first embodiment is provided near the center of the tip portion of the fall prevention plate 32, and a small hole portion 32j is formed in the convex portion 32a. Has been. The protruding width of the convex portion 32a, the size of the small hole portion 32j, and the like are designed to optimal values in advance by experiments and numerical analysis so that the flow received at the tip of the fall prevention plate 32 can be efficiently diffused. Has been.

  As described above, even when the convex portion 32a having the small hole portion 32i is formed at the tip of the fall prevention plate 32, the flow when approaching the hole sill 36 is dropped as in the first embodiment. It can diffuse at the tip of the prevention plate 32. Moreover, since the small hole portion 32i is formed in the convex portion 32a, the dammed flow at the tip portion of the fall prevention plate 32 can be released to the other direction through the small hole portion 32j. Thereby, the rapid inflow to the front of the car can be further suppressed, the pressure fluctuation at that time can be reduced, and aerodynamic noise can be reduced.

  In the first embodiment, a case is described in which the car 31 is provided with a fall prevention plate 32 called “apron” as standard equipment, and the fall prevention plate 32 is used as a “wind conditioning plate”. If the car does not have a fall prevention plate, a noise reduction effect similar to the above can be achieved by attaching a plate-like member applying one of the above-mentioned various shapes to the landing side surface of the lower end of the car as a “wind conditioning plate”. Can be obtained.

(Second Embodiment)
Next, a second embodiment of the present invention will be described.

  In the second embodiment, not only when the car is lowered, but also aerodynamic noise at the time of ascent is reduced.

FIG. 18 shows the configuration.
FIG. 18 is a diagram showing a configuration of an elevator apparatus according to the second embodiment of the present invention, in which FIG. 18 (a) is a side view of a car traveling in a hoistway, and FIG. 18 (b) is a diagram. It is the front view which looked at the car from the A direction. In addition, the same code | symbol is attached | subjected to the part same as FIG. 5 in the said 1st Embodiment, and the description shall be abbreviate | omitted.

  The difference from the first embodiment is that a plate-like air conditioning plate 39 is attached to the landing side edge of the upper end portion of the box-shaped car 31 in a pair with the fall prevention plate 32 attached to the lower end portion. This is the point. The wind control plate 39 has a predetermined length from the edge on the landing side at the upper end of the car 31 and extends in the upward direction.

  Here, in 2nd Embodiment, the convex part 39a is formed toward the raise direction near the center of the front-end | tip part of this wind regulation board 39. As shown in FIG. This convex portion 39 a is, like the convex portion 32 a formed on the fall prevention plate 32, when the upper end portion of the car 31 passes through the narrow portion 37 such as the hole sill 36 in the hoistway 35. Has the effect of suppressing the separation flow generated in the part.

  According to such a configuration, even when the car 31 is raised, the flow when approaching the hole sill 36 can be diffused at the tip of the wind regulation plate 39 with the same reason as when the car is lowered. Abrupt inflow to the front can be suppressed, pressure fluctuations at that time can be reduced, and aerodynamic noise can be reduced.

  In general, the pressure fluctuation is larger at the time of lowering than at the time of rising. Although this depends on the structure of the building, normally, air is blown from the bottom to the top in the hoistway 35, and when the car 31 descends there, the narrow part 37 such as the hall sill 36 and the like of the car 31 This is because the force of the air current received by the tip is large.

  Moreover, in the said 2nd Embodiment, although the front-end | tip part of the wind regulation board 39 showed the example which made convex shape, if the cross-sectional area of a horizontal direction is partially different with respect to the running direction of the car 31, it is a shape. The same effect can be obtained with other shapes.

  Below, the modification of the said 2nd Embodiment is demonstrated.

(Modification)
FIG. 19 is a view showing the configuration of the front surface of the car when the shape of the tip of the air conditioning plate is changed as a modification of the second embodiment.

  In the modification of FIG. 19, an example is shown in which the tip portion of the air conditioning plate 39 is inclined from one side of the car 31 to the other side. Note that the inclination angle of the inclined portion 39a is designed to an optimum value in advance by experiments, numerical analysis, or the like so that the flow received at the tip portion of the air conditioning plate 39 can be efficiently diffused.

  As described above, even when the tip of the air conditioning plate 39 is inclined to one side of the car 31, the flow when approaching the hole sill 36 is the same as in the first embodiment. It can be diffused in the part. In addition, since the flow received at the tip of the air conditioning plate 39 can be released to one side of the car 31, it is possible to further suppress a sudden flow into the front of the car, and to reduce the pressure fluctuation at that time and to reduce the aerodynamics Noise can be reduced.

  In addition, although the example at the time of inclining the front-end | tip part of the air conditioning board 39 was shown here, you may apply a shape as shown to FIGS. 9-13 and FIGS. Furthermore, you may comprise combining various shapes in the upper end part side and lower end part side of the passenger car 31.

(Third embodiment)
Next, a third embodiment of the present invention will be described.

  In the third embodiment, in addition to the configuration of the second embodiment, an airflow generation device is provided at the lower end of the car to cope with a descent when the gap noise when passing through the narrow portion is large. is there.

FIG. 20 shows the configuration.
FIG. 20 is a diagram showing a configuration of an elevator apparatus according to a third embodiment of the present invention, in which FIG. 20 (a) is a side view of a car traveling in a hoistway, and FIG. 20 (b) is a diagram. It is the front view which looked at the car from the A direction. In addition, the same code | symbol is attached | subjected to the same part as FIG. 18 in the said 2nd Embodiment, and the description shall be abbreviate | omitted.

  Similar to the second embodiment, a convex drop-preventing plate 32 having a function as an “air-conditioning plate” is provided at the lower end portion of the car 31, and the upper-end portion is paired with the fall-preventing plate 32. A convex air conditioning plate 39 is provided. Thereby, when the car 31 descends and rises, a rapid inflow to the front of the car is suppressed, and aerodynamic noise accompanying pressure fluctuation at that time is reduced.

  Here, in the third embodiment, the airflow generation devices 10 a and 10 b are further installed on the fall prevention plate 32 at the lower end of the car 31. The airflow generators 10a and 10b generate the induced flow 25 in a predetermined direction (in this case, the upward direction) using discharge plasma.

  In addition, since the airflow generation apparatus using discharge plasma is well-known in Unexamined-Japanese-Patent No. 2007-317656, Unexamined-Japanese-Patent No. 2008-1354, etc., detailed description is abbreviate | omitted here.

  Since the airflow generation devices 10a and 10b can be configured with a module structure based on an insulator such as ceramic, the module portion can be easily fixed to the fall prevention plate 32 with screws or an adhesive.

  The airflow generation devices 10a and 10b are driven at a predetermined timing by the driving device 11 when the car 31 is traveling. Specifically, the predetermined timing is when the lower end portion of the car 31 passes through the hall sill 36 when the car 51 is lowered.

  That is, the airflow generators 10 a and 10 b provided on the fall prevention plate 32 are driven when the tip of the fall prevention plate 32 passes through the hall sill 36 when the car 31 is lowered, and what is the traveling direction of the car 31? The induced flow 25 is generated in the opposite direction, that is, in the upward direction.

  FIG. 21 is a block diagram showing the configuration of the control system of the airflow generation device.

  The drive device 11 is installed on the car 31, and includes a battery for supplying electric power necessary for driving the airflow generation devices 10a and 10b. The drive device 11 is driven by supplying power to the airflow generation devices 10a and 10b based on a drive signal output from the control device 12.

  The control device 12 is installed in a machine room of a building. The control device 12 is constituted by a computer equipped with a CPU, ROM, RAM, and the like. The control device 12 controls the operation of the entire elevator by starting a predetermined program, and controls the airflow generation devices 10a and 10b. The control device 12 and the driving device 11 on the car 31 are electrically connected by a tail cord (not shown) or wirelessly.

  The car position detection device 13 detects the position of the car 31 traveling in the hoistway 35 in real time based on a pulse signal output in synchronization with the rotation of the hoisting machine from a pulse encoder (not shown).

  In such a configuration, when the car 31 is lowered, the control device 12 detects the position of the car 31 through the car position detecting device 13, and the tip of the fall prevention plate 32 of the car 31 is a hole sill 36 or the like. The airflow generation devices 10a and 10b are driven at the timing of reaching the narrow portion 37. Thereby, the induced flow 25 is injected toward the ascending direction from the airflow generation devices 10a and 10b.

  The induced flow 25 suppresses the separation flow at the tip of the fall prevention plate 32 and weakens the generation of vertical vortices. As a result, the turbulence of the airflow generated when passing through the narrow portion is rectified, and the pressure fluctuation can be suppressed more effectively and aerodynamic noise can be reduced.

  Note that air flow control using discharge plasma has been studied for use in the field of aircraft and the like. However, it is usually used to reduce air resistance during movement, and it is general that plasma is always in an ON state.

  On the other hand, in an elevator apparatus, unlike a moving body such as an aircraft, a car 31 moves at a high speed in a limited space such as a hoistway 35. Aerodynamic noise is generated due to excessive pressure fluctuations. Therefore, in order to reduce such aerodynamic noise, drive control peculiar to the elevator is required such that the plasma is turned on at a predetermined timing while detecting the car position in the hoistway.

  Further, ON / OFF control of the plasma during traveling is also recommended from the viewpoint of energy saving.

  In addition, the plasma-induced flow is generated with a power of only a few watts. Therefore, it is easy to provide driving power from the car 31. Since the driving device 11 may be small, it can be easily installed in the car 31.

  As described above, the tip portion of the fall prevention plate 32 has a convex shape, and further includes the airflow generation devices 10a and 10b, so that the noise reduction effect when descending can be increased, and the traveling environment of the elevator can be made more comfortable. .

  In addition, in the example of FIG. 20, although the case where the front-end | tip part was made into convex shape was shown in both the lower end part and upper end part of the passenger car 31, you may make it a shape as shown in FIGS. Furthermore, you may comprise combining various shapes in the upper end part side and lower end part side of the passenger car 31. Further, the arrangement and the number of the airflow generation devices 10a and 10b are not limited to the example of FIG. 20 and can be changed as appropriate.

(Fourth embodiment)
Next, a fourth embodiment of the present invention will be described.

  In the fourth embodiment, in order to cope with aerodynamic noise when the car is lowered and raised, an airflow generator is provided at the lower end and the upper end of the car.

FIG. 22 shows the configuration.
FIG. 22 is a diagram showing a configuration of an elevator apparatus according to the fourth embodiment of the present invention, in which FIG. 22 (a) is a view of a car traveling in a hoistway as viewed from the side, and FIG. It is the front view which looked at the car from the A direction. In addition, the same code | symbol is attached | subjected to the same part as FIG. 18 in the said 2nd Embodiment, and the description shall be abbreviate | omitted.

  Similar to the second embodiment, a convex drop-preventing plate 32 having a function as an “air-conditioning plate” is provided at the lower end portion of the car 31, and the upper-end portion is paired with the fall-preventing plate 32. A convex air conditioning plate 39 is provided. Thereby, when the car 31 descends and rises, a rapid inflow to the front of the car is suppressed, and aerodynamic noise accompanying pressure fluctuation at that time is reduced.

  Here, in the fourth embodiment, the airflow generation devices 10 a and 10 b are further installed on the fall prevention plate 32 at the lower end of the car 31. In addition, similar airflow generation devices 10 c and 10 d are installed on the air conditioning plate 39 at the upper end of the car 31.

  These airflow generation devices 10a, 10b, 10c, and 10d generate an induced flow 25 in a predetermined direction using discharge plasma. In this case, the airflow generation devices 10a and 10b generate the induced flow 25 in the upward direction, and the airflow generation devices 10c and 10d generate the induced flow 25 in the downward direction.

  These airflow generators 10a, 10b, 10c, and 10d are driven at a predetermined timing by the control device 12 shown in FIG. Specifically, the predetermined timing is when the lower end of the car 31 passes through the hall sill 36 when the car 31 is lowered and when the upper end of the car 31 passes through the hall sill 36 when the car 31 is raised. Is the time.

  FIG. 23 is a flowchart showing drive control of the airflow generation device during car travel.

  It is assumed that the car 31 is moving in the upward direction at a predetermined speed (Yes in step S11). The control device 12 detects the position of the car 31 based on the position signal output from the car position detection device 13 (step S12), and the front end of the air conditioning plate 39 attached to the upper end of the car 31 is the hole sill. Immediately before passing through 36 (Yes in step S13), the airflow generation devices 10c and 10d are driven through the drive device 11 for a predetermined time (step S14). The predetermined time is the time until the tip of the car 31 passes through the hall sill 36, and is about 0.3 to 0.5 seconds depending on the speed of the car 31.

  On the other hand, when the car 31 is moving in the downward direction at a predetermined speed (No in step S11), the control device 12 determines the position of the car 31 based on the position signal output from the car position detection device 13. (Step S16), immediately before the tip of the fall prevention plate 32 attached to the lower end of the car 31 passes through the hole sill 36 (Yes in step S17), the airflow generators 10a and 10b are passed through the drive unit 11. Is driven for a predetermined time (step S18).

  Thus, in addition to making the upper and lower ends of the car 31 convex, the airflow generators 10a and 10b are provided at the lower end of the car 31, and the airflow generators 10c and 10d are provided at the upper end of the car 31. By individually driving the valve 31 when it is lowered and when it is raised, pressure fluctuations that occur when passing through the narrow portion can be reliably mitigated by the action of the plasma air flow, and aerodynamic noise can be reduced.

  In the fourth embodiment, an example is shown in which both the lower end portion and the upper end portion of the car 31 have convex ends. However, the shapes shown in FIGS. Furthermore, you may comprise combining various shapes in the upper end part side and lower end part side of the passenger car 31. Further, the arrangement and the number of the airflow generation devices 10a, 10b, 10c, and 10d are not limited to the example in FIG. 22 and can be changed as appropriate.

  Below, the modification of 4th Embodiment is demonstrated.

(Modification)
FIG. 24 is a diagram showing the configuration of a car when the end shape and the arrangement / number of airflow generators are changed as a modification of the fourth embodiment.

  24, the tip of the fall prevention plate 32 provided at the lower end of the car 31 has a triangular shape, and the tip of the air conditioning plate 39 provided at the upper end of the car 31 is inclined to one side. Make the shape.

  Further, the three air flow generation devices 10a, 10b, and 10c are arranged on the fall prevention plate 32 on the lower end side so as to generate the induced flow 25 in the upward direction. Three air flow generators 10d, 10e, and 1fc are arranged on the air conditioning plate 39 on the upper end side so as to generate the induced flow 25 in the downward direction.

  The airflow generation devices 10a, 10b, and 10c and the airflow generation devices 10d, 10e, and 1fc are driven at a predetermined timing by the control device 12 illustrated in FIG. Specifically, the predetermined timing is when the lower end of the car 31 passes through the hall sill 36 when the car 31 is lowered and when the upper end of the car 31 passes through the hall sill 36 when the car 31 is raised. Is the time.

  In this way, even when the end shape and the arrangement / number of the airflow generators are changed, as in the third embodiment, the pressure fluctuation generated when passing through the narrow portion is added to the end shape, and the plasma The aerodynamic noise can be reduced by surely mitigating by the action of the airflow.

(Fifth embodiment)
Next, a fifth embodiment of the present invention will be described.

  In the first to fourth embodiments, the shape of the front end portion of the car is devised to reduce aerodynamic noise when passing through the narrow portion. In the fifth embodiment, the front end portion of the counterweight is used. By devising the shape, the aerodynamic noise and vibration generated when the counterweight and the car pass each other are reduced.

  FIG. 25 is a diagram showing a configuration of an elevator apparatus according to a fifth embodiment of the present invention, and FIG. 25 (a) is a side view of the configuration of a car and a counterweight traveling in a hoistway. FIG. 2B is a front view of the counterweight as viewed from the A direction. In FIG. 25, the same parts as those in the configuration of FIG. 18 in the second embodiment (the configuration in which the lower end and the upper end of the car 31 are convex) are denoted by the same reference numerals, and the description thereof is omitted. Shall.

  FIG. 25 shows a state where the car 31 and the counterweight 41 rub against each other when the car 31 is lowered. The counterweight 41 is attached to the other end of the rope 34, and moves in a lifting manner along the hoistway 35 together with the car 31 by driving a hoisting machine (not shown).

  Here, when the counterweight 41 rubs against the car 31 on the intermediate floor of the hoistway 35, a local separation flow occurs at the tip of the counterweight 41, and a large pressure fluctuation occurs, resulting in aerodynamic noise. There is a problem of giving vibration to the car 31.

  Therefore, as shown in FIG. 25 (b), the air conditioning plate 42 having the convex portion 43a protruding in the lowering direction is provided at the lower end portion of the counter weight 41, and the upper end portion of the counter weight 41 is protruded in the upward direction. An air conditioning plate 43 having a convex portion 43a is provided. The convex portions 42a and 43a formed at the front end portions of the air conditioning plates 42 and 43 are for suppressing the separation flow generated at the front end portions of the air conditioning plates 42 and 43 when the car 31 and the counterweight 41 are rubbed against each other. Has an effect. The air conditioning plates 42 and 43 are fixed by adhesion, welding, screwing or the like.

  In this way, the upper end portion and the lower end portion of the counterweight 41 are made convex so that when the counterweight 41 rubs against the car 31 on the intermediate floor of the hoistway 35, it is received by the front end portion. The flow can be diffused. As a result, the rapid flow of the counterweight 41 to the surface facing the car 31 is suppressed, and the pressure fluctuation is mitigated accordingly. As a result, it is possible to reduce aerodynamic noise and vibration during rubbing.

  In the fifth embodiment, the tip portions of the air conditioning plates 42 and 43 provided at both ends of the counterweight 41 are convex, but the cross-sectional area in the horizontal direction with respect to the running direction of the counterweight 41 is used. As long as these are partially different shapes, the same effect can be obtained with other shapes. Specifically, as described as a modified example of the car 31, the shape shown in FIGS. 9 to 17 may be used, or various shapes may be combined on the upper end side and the lower end side. good.

  Below, the modification of the said 5th Embodiment is demonstrated.

(Modification)
FIG. 26 is a diagram showing a front structure of the counterweight when the tip shape of the air conditioning plate is changed as a modification of the fifth embodiment.

  In the modification of FIG. 26, an example is shown in which the tip portion of the air conditioning plate 43 provided on the upper end side of the counterweight 41 is triangular. The protruding portion 43b is formed in a triangular shape by gradually narrowing the lateral width (horizontal width) in the upward direction of the counterweight 41. It should be noted that the inclination angle of the protruding portion 43b is designed to an optimum value in advance by experiments, numerical analysis, or the like so as to effectively suppress a sudden flow when the friction with the car 31 is different.

  As described above, even when the upper end portion of the air-conditioning plate 39 is inclined to one side, the flow when it is different from the car 31 on the intermediate floor can be diffused at the front end portion. In addition, since the flow received at the tip can be released to one side of the counterweight 41, it is possible to further suppress a sudden flow into the surface facing the car 31, and to reduce the aerodynamic noise accompanying the pressure fluctuation at that time. And vibration can be reduced.

  In addition, although the example at the time of inclining the front-end | tip part of the air conditioning board 39 was shown here, you may apply a shape as shown to FIGS. 9-13 and FIGS. Further, the upper end portion and the lower end portion of the counterweight 41 may be configured by combining various shapes.

(Sixth embodiment)
Next, a sixth embodiment of the present invention will be described.

  In the sixth embodiment, in order to cope with aerodynamic noise when the car is descending and rising, airflow generators are provided at the lower end and the upper end of the car.

FIG. 27 shows the configuration.
FIG. 27 is a diagram showing a configuration of an elevator apparatus according to a sixth embodiment of the present invention, and FIG. 27 (a) is a view of a car and a counterweight running in a hoistway as seen from the side, b) is a front view of the counterweight as viewed from the A direction. In addition, the same code | symbol is attached | subjected to the same part as FIG. 25 in the said 5th Embodiment, and the description shall be abbreviate | omitted.

  Similar to the fifth embodiment, a convex air conditioning plate 42 is provided at the lower end portion of the counterweight 41, and a convex air conditioning plate 43 is also provided at the upper end portion. Thereby, when it is rubbing against the car 31 on the intermediate floor, a rapid inflow to the surface facing the car 31 is suppressed, and aerodynamic noise accompanying pressure fluctuation at that time is reduced.

  Here, in the sixth embodiment, the airflow generation devices 10 a and 10 b are further installed on the air conditioning plate 42 at the lower end of the counterweight 41. Further, similar airflow generation devices 10c and 10d are installed on the air conditioning plate 43 at the upper end of the car 31.

  These airflow generation devices 10a, 10b, 10c, and 10d generate an induced flow 25 in a predetermined direction using discharge plasma. In this case, the airflow generation devices 10a and 10b generate the induced flow 25 in the upward direction, and the airflow generation devices 10c and 10d generate the induced flow 25 in the downward direction. As described above, since the airflow generators 10a, 10b, 10c, and 10d can be configured with a module structure based on an insulator such as ceramic, the module portion can be easily fixed to the counterweight 41 with screws or an adhesive. Can do.

  These airflow generators 10a, 10b, 10c, and 10d are driven at a predetermined timing by the control device 12 shown in FIG. Specifically, the predetermined timing is when the lower end of the counterweight 41 passes the car 31 when the car 31 is raised, and when the upper end of the counterweight 41 passes the car 31 when the car 31 is lowered. Is the time.

  The driving device 11 is installed on the counterweight 41. The control device 12 shown in FIG. 21 detects the position of the car 31 based on the position signal output from the car position detection device 13, and passes through the driving device 11 at a timing when the car 31 and the counterweight 41 pass each other. The airflow generators 10a and 10b and the airflow generators 10c and 10d are driven and controlled. The control device 12 and the drive device 11 on the counterweight 41 are electrically connected by a cable (not shown) or wirelessly.

  In such a configuration, when the lower end portion of the counterweight 41 passes the car 31 when the car 31 is raised, the airflow generators 10a and 10b are driven, and the direction opposite to the running direction of the counterweight 41 (the ascending direction) ) To generate an induced flow 25. On the other hand, when the upper end portion of the counterweight 41 passes the car 31 when the car 31 is lowered, the airflow generators 10c and 10d are driven, and the counterweight 41 is directed in the opposite direction (downward direction). An induced flow 25 is generated.

  Thus, in addition to making the upper and lower ends of the counterweight 41 convex, the airflow generators 10a and 10b are provided at the lower end of the counterweight 41, and the airflow generators 10c and 10d are provided at the upper end of the counterweight 41. By driving individually when the car 31 is lowered and when the car is lifted, pressure fluctuations that occur when the car 31 and the counterweight 41 pass each other are reliably mitigated by the action of the plasma airflow, thereby suppressing aerodynamic noise and vibration. Can do.

  In the example of FIG. 27, the case where both the lower end portion and the upper end portion of the counterweight 41 are convex at the tip ends is shown, but the shape as shown in FIGS. Further, the upper end portion and the lower end portion of the counterweight 41 may be configured by combining various shapes. Further, the arrangement and the number of the airflow generation devices 10a, 10b, 10c, and 10d are not limited to the example in FIG. 22 and can be changed as appropriate.

(Seventh embodiment)
Next, a seventh embodiment of the present invention will be described.

  In the seventh embodiment, an airflow generation device is provided on both the car and the counterweight.

FIG. 28 shows the configuration.
FIG. 28 is a diagram showing a configuration of an elevator apparatus according to a seventh embodiment of the present invention, and FIG. 28 (a) is a view of a car and a counterweight running in a hoistway as seen from the side, (b) is a front view of the car as viewed from the direction A1, and (c) is a front view of the counterweight as viewed from the direction A2. In addition, the same code | symbol is attached | subjected to the same part as FIG. 25 in the said 5th Embodiment, and the description shall be abbreviate | omitted.

  In the seventh embodiment, airflow generators are provided on both the car 31 and the counterweight 41. That is, for the car 31, the airflow generators 10a and 10b are opposed to the fall prevention plate 32 at the lower end, and the airflow generators 10c and 10d are opposed to the wall on the landing side of the hoistway 35, respectively. It is provided to let you.

  For the counterweight 41, airflow generating devices 10e and 10f are provided on the airflow adjusting plate 42 at the lower end, and airflow generating devices 10g and 10h are provided on the airflow adjusting devices 43 on the upper airflow adjusting plate 43, respectively. Yes.

  The airflow generators 10a, 10b, 10c, and 10d provided in the car 31 are driven at a predetermined timing by the first driving device 11a when the car 31 is traveling. Specifically, the predetermined timing is when the tip of the air conditioning plate 39 passes through the hole sill 36 when the car 31 is raised, and when the tip of the fall prevention plate 32 passes through the hole sill 36 when the car 31 is lowered. It is time to do.

  The first driving device 11 a is installed on the car 31. The control device 12 shown in FIG. 21 detects the position of the car 31 based on the position signal output from the car position detection device 13 as the first control means, and the car 31 passes a predetermined position. Sometimes, the airflow generators 10a and 10b and the airflow generators 10c and 10d are driven and controlled through the first driving device 11a.

  In such a configuration, when the leading end of the air-conditioning plate 39 passes through the hole sill 36 when the car 31 is raised, the airflow generators 10 c and 10 d are driven to generate the induced flow 25 in the downward direction of the car 31. appear. On the other hand, when the leading end of the fall prevention plate 32 passes through the hole sill 36 when the car 31 is lowered, the airflow generators 10 a and 10 b are driven to generate the induced flow 25 in the upward direction of the car 31.

  The airflow generators 10e, 10f, 10g, and 10h provided on the counterweight 41 are driven at a predetermined timing by the second driving device 11b when the counterweight 41 is traveling. Specifically, the predetermined timing refers to when the lower end of the counterweight 41 passes the car 31 when the car 31 is raised and when the upper end of the counterweight 41 passes the car 31 when the car 31 is lowered. Is the time.

  The second drive device 11 b is installed on the counterweight 41. The control device 12 shown in FIG. 21 detects the position of the car 31 based on the position signal output from the car position detection device 13 as the second control means, and the car 31 and the counterweight 41 pass each other. At the timing, the airflow generation devices 10e and 10f and the airflow generation devices 10g and 10h are driven and controlled through the second drive device 11b. The control device 12 and the second driving device 11b on the counterweight 41 are electrically connected by a cable or a radio (not shown).

  In such a configuration, the airflow generators 10e and 10f are driven when the lower end of the counterweight 41 passes the car 31 when the car 31 is raised, and the direction opposite to the travel direction of the counterweight 41 (upward direction). An induced flow 25 is generated toward

  On the other hand, when the car 31 is lowered, the air flow generators 10g and 10h are driven when the upper end portion of the counterweight 41 passes the car 31, and the counterweight 41 is directed in the direction opposite to the traveling direction (downward direction). An induced flow 25 is generated.

  As described above, the airflow generators 10a to 10d and the airflow generators 10e to 10h are provided in both the car 31 and the counterweight 41, and the induced current 25 is appropriately generated at each timing, whereby the car 31 The aerodynamic noise generated when the vehicle passes through the narrow portion 37 such as the hole sill 36 and the aerodynamic noise and vibration generated when the car 31 and the counterweight 41 pass each other can be suppressed. Thereby, an always comfortable elevator apparatus can be provided.

  In the example of FIG. 28, the case where both the lower end portion and the upper end portion of the passenger car 31 and the counterweight 41 are formed with convex ends is shown, but the shapes shown in FIGS. Further, the car 31 and the counterweight 41 may be configured by combining various shapes on the upper end side and the lower end side. Further, the arrangement and the number of the airflow generation devices 10a to 10d and the airflow generation devices 10e to 10h are not limited to the example in FIG. 28 and can be changed as appropriate.

  In short, the present invention is not limited to the above-described embodiments as they are, and can be embodied by modifying the components without departing from the scope of the invention in the implementation stage. Moreover, various inventions can be formed by appropriately combining a plurality of constituent elements disclosed in the above embodiments. For example, some components may be deleted from all the components shown in the embodiment. Furthermore, constituent elements over different embodiments may be appropriately combined.

  DESCRIPTION OF SYMBOLS 10a-10h ... Airflow generator, 11 ... Drive apparatus, 11a ... 1st drive apparatus, 11b ... 2nd drive apparatus, 12 ... Control apparatus, 13 ... Car position detection apparatus, 25 ... Induced flow, 31 ... Car 32 ... Fall prevention plate, 32a ... convex part, 32b ... convex member, 32c ... trapezoidal projection part, 32d ... triangular projection part, 32e ... arc-shaped projection part, 32f ... convex part, 32g ... inclined part, 32h ... Notch portion, 32i ... small hole portion, 32j ... small hole portion, 33 ... car door, 34 ... rope, 35 ... hoistway, 36 ... hall sill, 37 ... narrow portion, 38 ... landing door, 39 ... air conditioning plate, 41 ... counter weight, 42 ... air conditioning plate, 42a ... convex part, 43 ... air conditioning plate, 43a ... convex part, 43b ... triangular protrusion.

Claims (16)

A car traveling in a hoistway,
A wind regulation plate installed on at least one of the upper end and the lower end of the car and having a shape with a partially different horizontal cross-sectional area with respect to the traveling direction of the car. Elevator equipment.   The elevator apparatus according to claim 1, wherein the air conditioning plate has a shape in which a front end part thereof partially protrudes in a traveling direction of the car.   2. The elevator apparatus according to claim 1, wherein the air conditioning plate has a shape in which a front end portion is partially cut out in a traveling direction of the car.   The elevator apparatus according to claim 1, wherein a small hole portion is formed at a tip portion of the air conditioning plate.   2. The elevator according to claim 1, wherein the air conditioning plate has a shape in which a front end part thereof partially projects in a traveling direction of the car, and a small hole is formed in the projecting part. apparatus.   The elevator apparatus according to claim 1, further comprising at least one airflow generating device that is installed on the air conditioning plate and generates an airflow for rectifying the flow of air flowing into the front of the car during traveling. . Position detecting means for detecting the position of the car;
Based on the position detected by the position detection means, control means for driving and controlling the airflow generation device at the timing when the front end of the car passes through the hall sill in the hoistway;
The elevator apparatus according to claim 6, further comprising: a driving unit that supplies electric power to the airflow generation device based on a driving signal output from the control unit. A car traveling in a hoistway,
A counterweight that travels in a lifting manner in the hoistway in conjunction with this car,
A wind control plate installed on at least one of the upper end and the lower end of the counterweight and having a shape in which the cross-sectional area in the horizontal direction is partially different from the running direction of the counterweight. Elevator equipment.   The elevator apparatus according to claim 8, wherein the air conditioning plate has a shape in which a tip part thereof partially projects in a running direction of the counterweight.   The elevator apparatus according to claim 8, wherein the air conditioning plate has a shape in which a front end portion is partially cut out in a running direction of the counterweight.   The elevator apparatus according to claim 8, wherein a small hole portion is formed at a tip portion of the air conditioning plate.   9. The elevator according to claim 8, wherein the air conditioning plate has a shape in which a tip part thereof partially projects in a running direction of the counterweight, and a small hole is formed in the projecting part. apparatus.   It is provided with at least one airflow generating device that is installed on the air conditioning plate and generates an airflow for rectifying the flow of air that flows into the facing surface of the counterweight of the counterweight when traveling. Item 5. The elevator apparatus according to item 4. Position detecting means for detecting the position of the car;
Based on the position detected by the position detecting means, a control means for driving and controlling the airflow generating device at a timing at which the tip of the counterweight passes the riding car,
The elevator apparatus according to claim 5, further comprising: a driving unit that supplies electric power to the airflow generation device based on a driving signal output from the control unit. A car traveling in a hoistway,
A first air conditioning plate that is installed on at least one of the upper end portion and the lower end portion of the car and has a shape in which a cross-sectional area in a horizontal direction is partially different from the traveling direction of the car;
At least one first airflow generating device installed on the first air conditioning plate and generating an airflow for rectifying the flow of air flowing into the front of the car during traveling;
A counterweight that travels in a lifting manner in the hoistway in conjunction with the car,
A second air conditioning plate that is installed on at least one of the upper end portion and the lower end portion of the counterweight and has a shape in which the cross-sectional area in the horizontal direction is partially different from the running direction of the counterweight;
And at least one second airflow generating device that is installed on the second air conditioning plate and generates an airflow for rectifying the flow of air that flows into the facing surface of the counterweight of the counterweight during traveling. An elevator apparatus characterized by that. Position detecting means for detecting the position of the car;
First control means for driving and controlling the first airflow generating device at a timing at which the front end of the car passes through the hall sill in the hoistway based on the position detected by the position detecting means;
First driving means for supplying power to the first airflow generation device based on a driving signal output from the first control means;
Second control means for driving and controlling the second airflow generation device at a timing at which the tip of the counterweight passes over the carriage based on the position detected by the position detection means;
The elevator apparatus according to claim 15, further comprising: a first drive unit that supplies electric power to the second airflow generation device based on a drive signal output from the second control unit.

Images