JP2013129496A - Elevator car device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress the generation noise caused by an increase in airflow speed around an elevator car.SOLUTION: The elevator car has an air register cover at least at one of the elevator cars which lifts in a hoistway and upper and lower part of the elevator car. In the elevator car, a plurality of airflow speed control members which have shapes expanded from one end to the other end seen from a normal line direction of an outer wall surface of the elevator car and defining the other end as an opened end apart from the outer wall surface of the elevator car are provided on the outer wall surface of the elevator car.

Description

  The present invention relates to an elevator car apparatus that moves up and down in a hoistway at high speed.

  When an elevator travels at a high speed in a hoistway, wind noise is generated due to air turbulence, which may cause discomfort to the passenger. For this reason, various cage apparatuses that reduce wind noise generated by such air turbulence have been proposed. Patent Document 1 discloses a covering material having a brushed surface made of dense soft hair on the outer wall surface of a car room constituted by a car room main body and a wind regulation cover mounted on each of the upper and lower parts of the car room. It is described that the wind noise generated during traveling is reduced.

In such a configuration, the airflow generated by the car device that moves up and down in the hoistway flows so as to push down the bristles of the rectifying layer at a position near the end of the windbreak cover. And it flows along a wind regulation cover surface, and the flow velocity increases gradually. Due to the behavior of the air flow, the fluff is swayed along the air flow to be peeled and the posture is changed, so that the generation of vortices in the air flow can be suppressed, the generation of noise is reduced, and the elevator The ride comfort can be improved.

JP 2001-278570 A

  However, in such a car apparatus described in Patent Document 1, although the wind noise is reduced, the fur is swaying, and therefore, the fur may break when used for a long time in a high-speed elevator. Concerned. As the soft hair, a hard material that is not easily broken can be used, but this reduces the effect of reducing wind noise. Further, in a high-speed elevator, the speed of the car device changes in a wide speed range from low speed to high speed, and thus it has been difficult for the fur to sway moderately over such a wide speed range to reduce wind noise.

  The present invention has been made in view of the circumstances as described above, and an object of the present invention is to obtain a car device that can reduce wind noise due to air turbulence that occurs during traveling of the car device. By reducing the speed change between the outer wall surface of the cab running in the hoistway and the surrounding air, it is possible to reduce the wind noise generated from the air turbulence caused by the speed difference The purpose is to obtain a car device for a simple elevator.

  The elevator cab apparatus according to the present invention is an elevator cab that moves up and down a hoistway, or an elevator cab that has a conditioned cover in at least one of the upper and lower portions of the elevator cab, and the normal direction of the outer wall surface of the cab A plurality of airflow speed control members having an opening extending from one end side to the other end as viewed from the other end and having the other end as an open end spaced from the outer wall surface of the cab is provided on the outer wall surface of the cab Is.

  According to this invention, the noise generated from the airflow around the elevator can be reduced by reducing the speed change of the airflow from the vicinity of the wall surface of the traveling cab to the stationary ambient air.

It is a figure which illustrates the running direction cross section of the elevator car apparatus to which the airflow speed control member by this invention is applied. 3 is a cross-sectional view illustrating an airflow speed control member according to Embodiment 1. FIG. FIG. 4 is a top view illustrating the airflow speed control member according to the first embodiment. 6 is a top view illustrating an airflow speed control member of a second embodiment. FIG. 6 is a perspective view illustrating an airflow speed control member of a second embodiment. FIG. FIG. 10 is a top view illustrating an airflow speed control member according to a third embodiment.

Embodiment 1
FIG. 1 is a diagram illustrating a cross section in the traveling direction of an elevator car apparatus to which the present invention is applied. Reference numeral 1 denotes an elevator hoistway, 2 denotes a cab that is suspended by a rope 3 and moves up and down the hoistway 1. The car room 2 has a main body portion 8 of the car room 2 and a wind regulation cover 4 provided at each of an upper end portion and a lower end portion of the car room 2. The wind regulation cover 4 is attached to the outer edges of the upper end portion and the lower end portion of the main body portion 8 of the cab 2, respectively, and has a tapered shape in which the cross section 9 in the direction perpendicular to the traveling direction decreases toward the tip. A door 5 is provided in the main body portion 8 of the cab 2 and is opened and closed when it arrives at the landing.

Next, the relationship between the air flow (hereinafter referred to as airflow) when the car room 2 travels and the noise generated from the airflow will be described. When the car room 2 rises, the car room 2 is pulled upward by the rope 3. As the car room 2 rises, air in the upper part 10 of the car room 2 is pushed to the rear side 6 of the car room 2, the side surface 7 of the car room 2, and the door side 21 of the car room 2. The pushed air tends to flow in the vicinity of the car room 2 and the car room 2 has a speed in the upward direction. Therefore, when the air flow is considered from the car room 2, the air current in the vicinity of the outer wall surface of the car room 2. The speed is very large. Generally, turbulence (vortices) is generated in a high-speed air current, and if there is a wall surface near the turbulence, a large noise is generated from the air current. Therefore, when the car room 2 travels, noise is generated where the velocity of the airflow near the outer wall surface of the car room 2 is high.

As described above, in order to reduce the noise, it is necessary to reduce the velocity of the airflow in the vicinity of the outer wall surface of the cab 2. The noise generated in the vicinity of the outer wall surface of the cab 2 is proportional to the sixth power of the airflow velocity. Therefore, a slight decrease in the air velocity in the vicinity of the outer wall surface greatly leads to noise reduction.

Further, the upper or lower air 10 of the car room 2 that is pushed away by raising and lowering the car room 2 is distributed as evenly as possible around the car room 2 above and below the car room 2 to increase the local air velocity. A wind regulation cover 4 is provided for reduction. However, in the actual cab 2, there are cases where various devices are arranged inside the conditioned cover 4, and the length of the cab 2 may be limited. Only the conditioned cover 4 increases the local air velocity. It is difficult to completely eliminate

In view of such circumstances, in the embodiment according to the present invention, in order to suppress noise generation due to an increase in the airflow velocity around the cab, a fixed end is provided on the wall surface in the vicinity where the airflow velocity with respect to the cab 2 is increased. A plurality of air velocity control members having a shape that widens from one end side to the other end side that is an open end are arranged.

  2 and 3 are diagrams illustrating airflow speed control means provided in the elevator car apparatus according to the present embodiment. FIG. 2 is a cross-sectional view in the normal direction of the wall surface of the car room 2, and FIG. It is the top view seen from the normal line direction. 2 is a cross-sectional view taken along the line BB in FIG.

Here, the air velocity control means 11 shown in FIG. 2 and FIG. 3 is provided on the outer wall surface of the air conditioning cover 4 provided on the main body portion 8 of the car room 2 and the upper and lower parts of the car room 2. The airflow speed control means 11 provided above the center of the direction determines the direction of the airflow direction generated when the car room 2 travels upward, and the airflow speed control means 11 provided below the center is The description will be made assuming that the direction of the airflow generated when the chamber 2 travels downward is determined.

As shown in FIG. 2, in the present embodiment, one airflow speed control member 11 configured by bundling a plurality of fibers (linear members) made of a hard material such as resin is provided on the wall surface of the cab 2. In addition, a plurality of the airflow directions 12 generated by the traveling of the car room 2 are arranged in parallel with each other. The plurality of fibers constituting one airflow speed control member 11 are bundled at the base 13 side (one end side) and fixed to the wall surface of the car room 2, and the tip 14 (other end) is the wall surface of the car room 2. It is away from.

The direction of the root 13 of the airflow velocity control member 11 substantially coincides with the normal direction of the wall surface of the cab 2 and gradually becomes the same direction as the airflow direction 12 near the wall surface of the cab 2 toward the tip 14. So as to be inclined. As shown in FIG. 3, the plurality of fibers constituting one airflow speed control member 11 form a substantially fan shape as a whole by gradually increasing the distance between adjacent fibers from the root 13 toward the tip 14. ing.

Further, the direction of the center line 15 from the base 13 side to the tip end 14 side of the airflow speed control member 11 has a slight angle with respect to the airflow direction 12 due to traveling of the cab 2 and is adjacent to the airflow direction 12. The center lines 15 of the airflow velocity control members 11 are arranged so as to alternately face each other at substantially the same angle with the airflow direction 12 as the axis of symmetry. Further, for each of the plurality of airflow speed control members 11 arranged in the airflow direction 12, a plurality of airflow speed control members 11 having the same direction of the center line 15 are arranged in a direction perpendicular to the airflow direction 12. Has been placed.

Further, the airflow velocity control members 11 in each row of the airflow velocity control members 11 that are adjacent to each other in a direction perpendicular to the airflow direction 12 are arranged so that the end portions 17 and 18 at the tips thereof overlap each other when viewed from the airflow direction. In addition, a linear flow path is not formed between the rows of the adjacent airflow speed control members 11. Further, the centers of the roots 13 of the plurality of airflow speed control members 11 arranged in the airflow direction 12 are arranged substantially in a straight line.

  Next, the noise reduction effect by the multiple arrangement of the airflow speed control member 11 will be described. Since the root 13 of the airflow speed control member 11 is small and the tip 14 is radially spread, the tip 14 that has spread radially becomes resistance to the airflow, and the tip of the airflow speed control member 11 that is slightly away from the wall surface of the car room 2. At the position 14, air can also move in the vertical direction of the wall surface of the car room 2, and a layer in which air hardly flows can be formed. Since the air velocity between the layer in which the air hardly flows and the wall surface of the car room 2 becomes very small, the turbulence of the air current in the vicinity of the car room 2 becomes small, and the noise generated in the vicinity of the wall surface of the car room 2 becomes small. However, if there is a solid surface in the layer in which air is difficult to flow, the position where noise is generated only moves from the wall surface of the cab 2 to the solid surface in the layer in which air does not flow easily. The air velocity control member 11 of the layer in which the air does not easily flow is fibrous, and since the area of the solid surface is very small so that the air can move in the normal direction of the cab 2, the radiation of noise generated from the turbulence of the air flow Low efficiency and no loud noise.

  In addition, as shown in FIG. 2, the fiber axial direction of the airflow velocity control member 11 is configured to gradually become parallel to the airflow direction 12 toward the tip 14 in order to reduce resistance to the airflow. Even if it is configured to be inclined in the direction opposite to the airflow direction, noise can be similarly reduced if the flow between the tip 14 and the wall surface of the cab 2 can be reduced.

Further, in the plurality of airflow speed control members 11 arranged in the airflow direction as shown in FIG. 3, by alternately changing the direction of the center line 15, the layer of the channel communicating from the upstream side to the downstream side can be eliminated, The speed of the vicinity of the wall surface of the car room 2 is increased due to the communication, and the increase in noise can be suppressed.

  Further, by forming the airflow speed control member 11 over the entire surface of the car room 2 and the wind regulation cover 4, noise generated around the car room 2 can be greatly reduced. However, when the car room 2 is raised, a high-speed air current is generated around the wind-control cover 4 at the upper part of the car room 2, and the area around the lower air-conditioning cover 4 is a low-speed air current area (separation area). A high-speed air current is generated around the wind-defining cover 4 at the lower part of the cab 2, and the area around the upper air-conditioning cover 4 is a low-speed air current region. Therefore, the axial direction of the tip 14 of the airflow speed control member 11 is arranged toward the lower part of the cab 2 on the surface of the upper wind regulation cover 4, and the axial direction of the tip 14 is arranged on the surface of the lower conditioned cover 4. Arrange to face the upper part of the room.

In addition, although the airflow speed control member 11 is configured on the entire surface of the cab 2 and the wind regulation cover 4 here, it is sufficient to provide the airflow speed control member 11 only where the airflow speed is significantly increased. Noise reduction effect can be obtained. Although the place where the airflow speed increases greatly differs depending on the shape of the air conditioning cover 4 and the shape of the hoistway 1, generally, the upper and lower air conditioning covers 4 travel from the center of the traveling direction of the car room 2 toward the car room 2. The surface and the entire surface of the cab 2 may be sufficient.

Moreover, although the case where the one airflow speed control member 11 was comprised using a some fiber here was described, it replaced with fiber and the airflow speed control member 11 was used using linear members other than a fiber, such as metal wires. May be configured.

In addition, as a method of bundling a plurality of fibers, one end of each fiber may be disposed so as to be close to the wall surface of the cab 2 and one end of each fiber may be fixed to the wall surface of the cab 2. A string-like or sheet-like binding member may be bundled together and fixed to the wall surface of the cab 2.

Further, instead of directly fixing each of the plurality of fibers constituting one airflow speed control member 11 to the wall surface of the car room 2, an indirect member such as a sheet-like member in which each end of the plurality of fibers is fixed. A plurality of fibers may be indirectly fixed to the wall surface of the car room 2 by being attached to the wall surface of the car room 2. At that time, the plurality of fibers and the indirect member may be individually molded with resin or the like, and may be bonded and fixed to each other by a known bonding means, or the plurality of fibers and the indirect member may be integrally formed with resin or the like. It may be fixed.

Further, not only a plurality of fibers constituting one airflow speed control member 11, but also a plurality of fibers of the plurality of airflow speed control members 11 are fixed to an indirect member such as one sheet-like member, and the indirect member is bonded to an adhesive sheet. Alternatively, it may be fixed to the wall surface of the cab 2 by using any means such as an adhesive and screwing.

Further, when each fiber constituting the airflow velocity control member 11 is directly or indirectly fixed to the wall surface of the cab 2, each fiber is elastically attached to the wall surface or indirect member of the cab 2 with an adhesive or the like. You may make it fix to.

Here, the fibers of the airflow speed control member 11 are inclined so that the fixed end 13 side substantially coincides with the normal direction of the wall surface of the cab 2 and the open end 14 side is in the same direction as the airflow direction 12. Although the case has been described, the fixed end 13 side may be inclined with respect to the normal direction of the wall surface of the cab 2, and the open end 14 side may be inclined with respect to the airflow direction. Moreover, you may comprise so that the inclination of one part or all of several fibers of one airflow speed control member may mutually differ.

Here, the direction of the airflow speed control member 11 has been described with reference to the airflow direction 12 generated by the traveling of the cab 2, but the airflow direction here is the mainstream direction of the airflow, for example, the cab 2 Parallel to the wall surface and facing upward or downward.

Here, when viewed from the normal direction of the wall surface of the cab 2, the shape of one airflow speed control member 11 is substantially symmetric with the center line from the fixed end 13 side to the open end 14 side as the axis of symmetry. Although the case has been described, it may be asymmetrical.

Moreover, although the case where the fixed end of the some linear member which comprises the one airflow speed control member 11 was very near was demonstrated here, compared with the other end (open end) side of these some linear member. Thus, the fixed end 13 side may be close to each other and have a shape that widens from the fixed end 13 side toward the open end 14 side.

Further, the spread angle from the fixed end 13 side to the open end 14 side of one airflow speed control member 11 is set to 60 ° or more, preferably 90 ° or more in order for the radially-expanded tip 14 to function as airflow resistance. Is good.

  In addition, here, when a plurality of air velocity control members adjacent to each other in the air flow direction are opposed to each other with the air flow direction as the target axis when viewed from the normal direction of the outer wall surface of the car room 2, noise reduction is performed. Although it demonstrated especially as an example with a big effect, what is necessary is just to arrange | position some of several airflow speed control members so that the direction of the centerline may mutually differ.

Embodiment 2
In the first embodiment, the case where the airflow speed control member 11 is configured using a linear member such as a fiber has been described. However, the airflow speed control member 11 that has the same effect even if a planar member and a columnar member are used. Can be configured.

  FIG. 4 is a top view illustrating the airflow speed control member 11 according to the second embodiment. Here, one airflow velocity control member 11 is configured by using a substantially fan-shaped planar member 19, and the planar member 19 has a radial substantially rectangular shape from the fan-shaped root 13 toward the tip 14. The ventilation opening 16 is provided in the thickness direction. The direction of the center line 15 of the plurality of airflow speed control members 11 arranged in the direction perpendicular to the airflow direction 12 is the same direction, and the airflow speed control member 11 adjacent to the airflow direction 12 is parallel to the airflow direction 12. Are arranged so as to alternately face each other about the axis of symmetry.

Further, the airflow velocity control members 11 in each row of the airflow velocity control members 11 that are adjacent to each other in a direction perpendicular to the airflow direction 12 are arranged so that the end portions 17 and 18 at the tips thereof overlap each other when viewed from the airflow direction. In addition, a linear flow path is not formed between the rows of the adjacent airflow speed control members 11. Further, the centers of the roots 13 of the plurality of air velocity control members 11 arranged in the air flow direction 12 are arranged in a substantially straight line.

  FIG. 5 shows a perspective view of the airflow speed control member 11 shown in FIG. Near the base 13 of the planar member 19 of the airflow speed control member 11, one end of a substantially columnar columnar member 20 is connected, and the other end of the columnar member 20 is fixed to the surface of the cab 2. The planar member 19 and the columnar member 20 may be integrally formed with a resin or the like, or may be formed by bonding individually molded members with an adhesive or the like.

The columnar member 20 should be as thin as possible so as not to resist airflow, but it is necessary to ensure the thickness (diameter) necessary for strength. Moreover, in order to ensure strength while reducing the resistance of the airflow, it is only necessary to form a streamline shape in the airflow direction and point the tip in the airflow direction. For example, the columnar member 20 may have a substantially rhombus shape with a long axis in the airflow direction.

  Next, the noise reduction effect by the multiple arrangement of the airflow speed control member 11 of the second embodiment will be described. Since the root 13 of the airflow velocity control member 11 is small and the tip 14 is radially spread, the radially spread tip 14 becomes a resistance to the airflow, and the airflow velocity control member 11 slightly separated from the outer wall surface of the cab 2 is provided. At the position of the tip 14, air can also move in the direction perpendicular to the wall surface of the car room 2, and a layer in which air hardly flows can be formed. Since the airflow velocity between the layer in which the air does not easily flow and the outer wall surface of the car room 2 becomes very small, the turbulence of the airflow in the vicinity of the car room 2 is reduced, and the noise generated in the vicinity of the wall surface of the car room 2 is reduced. However, if there is a solid surface in the layer where it is difficult for air to flow, the position where noise is generated only moves from the outer wall surface of the cab 2 to the solid surface present in the layer where it is difficult for air to flow. The airflow velocity control member 11 of the layer in which the air does not easily flow has the vent 16 and the area of the solid surface is very small so that the air can move in the normal direction of the cab 2, so that the noise generated from the turbulence of the airflow The radiation efficiency is small and it does not make a loud noise.

  The airflow speed control member 11 of the second embodiment can be arranged in the same manner as the airflow speed control member 11 shown in the first embodiment. For example, as shown in FIG. 4, the direction of the center line 15 of the plurality of airflow speed control members 11 arranged in the airflow direction is alternated with the airflow direction as the symmetry axis, thereby eliminating the layer communicating from the upstream side to the downstream side. It is possible to suppress the increase in noise due to the increase in speed near the wall surface of the car room 2 due to communication. In the present embodiment, the ventilation port 16 is formed in the rectangular shape, but the same effect can be obtained by providing a plurality of the circular shapes.

  Further, by forming the airflow speed control member 11 over the entire surface of the car room 2 and the wind regulation cover 4, noise generated around the car room 2 can be greatly reduced. However, when the car room 2 is raised, a high-speed air current is generated around the wind-control cover 4 at the upper part of the car room 2, and the area around the lower air-conditioning cover 4 is a low-speed air current area (separation area). A high-speed air current is generated around the wind-defining cover 4 at the lower part of the cab 2, and the area around the upper air-conditioning cover 4 is a low-speed air current region. Therefore, the axial direction of the tip 14 of the airflow speed control member 11 is arranged toward the lower part of the cab 2 on the surface of the upper wind regulation cover 4, and the axial direction of the tip 14 is arranged on the surface of the lower conditioned cover 4. Arrange to face the upper part of the room.

  In addition, although the airflow speed control member 11 is configured on the entire surface of the cab 2 and the wind regulation cover 4 here, it is sufficient to provide the airflow speed control member 11 only where the airflow speed is significantly increased. Noise reduction effect can be obtained. Although the place where the airflow speed increases greatly differs depending on the shape of the air conditioning cover 4 and the shape of the hoistway 1, generally, the upper and lower air conditioning covers 4 travel from the center of the traveling direction of the car room 2 toward the car room 2. The surface and the entire surface of the cab 2 may be sufficient.

Embodiment 3
In the first embodiment and the second embodiment, the central axis 15 of the airflow speed control member 11 arranged in the airflow direction 12 is arranged so as to be alternately left and right with the airflow direction 12 as a symmetry axis, and communicates from upstream to downstream. In this embodiment, the center axis 15 of the airflow speed control member 11 substantially matches the airflow direction 12, and the space communicating from the upstream to the downstream is extinguished. Will be described.

  FIG. 6 shows a top view of the airflow speed control member of the present embodiment. One airflow speed control member 11 is made of a plurality of fibrous resins as in the first embodiment. The roots 13 of the airflow speed control members 11 aligned in the direction perpendicular to the airflow direction are arranged in a substantially straight line, but the roots 13 of the airflow speed control members 11 aligned in the airflow direction are adjacent to the downstream side in the direction perpendicular to the airflow direction. The two airflow speed control members 11 are arranged substantially on the center line, and a plurality of airflow speed control members 11 are arranged in a staggered manner. By arranging the plurality of airflow speed control members 11 in a staggered manner in this way, the layer communicating from the upstream side to the downstream side can be eliminated, the speed in the vicinity of the wall surface of the car room 2 increases, and the noise increases. Can be suppressed.

  In the present embodiment, the airflow speed control member 11 is made of a plurality of fibrous resins. However, as described in the second embodiment, the airflow speed control member 11 is a planar member and a columnar member. The same effect can be obtained even when the planar member is provided with a plurality of ventilation openings, and an increase in noise can be suppressed.

DESCRIPTION OF SYMBOLS 1 Elevator hoistway, 2 cabs, 3 ropes, 4 wind regulation cover, 5 doors, 6 back side of cab 2, 7 side of cab 2, 8 main part of cab, 9 cross section line, 10 cab Upper air, 11 Airflow speed control member, 12 Airflow direction, 13 Root, 14 Tip, 15 Center line, 16 Ventilation port, 17, 18 One end, 19 Planar member, 20 Columnar member.

Claims (8)

In an elevator cab that moves up and down the hoistway, or an elevator cab that has a wind regulation cover on at least one of the upper and lower sides of the elevator cab, from one end to the other end when viewed from the normal direction of the outer wall surface of the cab An elevator car apparatus comprising a plurality of air velocity control members on the outer wall surface of the cab, each having an open end that has a shape that widens toward the open end, the other end being spaced apart from the outer wall surface of the cab . At least one of the plurality of airflow speed control members is composed of a plurality of linear members, one end of the plurality of linear members is fixed to the outer wall surface of the cage, and the other of the plurality of linear members An end is an open end spaced from the outer wall surface of the car room, the other end side of the plurality of linear members is inclined with respect to a normal direction of the outer wall surface of the car room, and the plurality of linear members are The elevator car apparatus according to claim 1, wherein the elevator car apparatus is arranged so as to expand from the one end side toward the open end side. At least one of the plurality of air velocity control members is composed of a planar member and a columnar member,
The columnar member has one end connected to the planar member and the other end fixed to the outer wall surface of the cage.
The planar member has a shape spreading from one end side to the other end side when viewed from the normal direction of the outer wall surface of the cage room, and the other end is an open end spaced from the outer wall surface of the cage room. 2. The elevator car apparatus according to claim 1, further comprising a plurality of ventilation openings penetrating in the thickness direction of the planar member.   The plurality of ventilation openings are provided so that a distance from each other increases from the one end side of the airflow speed control member toward the other end side of the airflow speed control member. Elevator car equipment.   When viewed from the normal direction of the outer wall surface of the car room, at least one of the plurality of airflow speed control members has a center line direction from the one end side to the other end side of the airflow speed control member. The elevator car apparatus according to any one of claims 1 to 5, wherein the direction of the center line of another airflow speed control member among the plurality of airflow speed control members is different.   When viewed from the normal direction of the outer wall surface of the car room, the plurality of airflow speed control members include a plurality of airflow speed control members arranged side by side in a flow direction of air generated by running of the car room, 6. The elevator car apparatus according to claim 5, wherein a plurality of airflow velocity control members adjacent to each other in an air flow direction have opposite directions to each other with the direction of the center line as an object axis. . 7. The direction of the center line of a plurality of airflow speed control members arranged adjacent to each other in the air flow direction is alternately opposite to each other with the air flow direction as a target axis. The elevator car apparatus described. The elevator car apparatus according to any one of claims 1 to 7, wherein the plurality of airflow speed control members are arranged in a staggered manner when viewed from a normal direction of an outer wall surface of the car room.

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