JP2014181100A - Atmospheric pressure control device of elevator - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an atmospheric pressure control device of an elevator, capable of controlling with favorable responsiveness atmospheric pressure (an atmospheric pressure difference between the inside and the outside of an elevator car) in an elevator car.SOLUTION: An atmospheric pressure control device of an elevator comprises: an air blower; an air supply pipe that has an electric opening/closing valve provided in the middle and supplies air into an elevator car from the air blower; an exhaust pipe that has an electric opening/closing valve provided in the middle and exhausts air from the elevator car toward the air blower side; and a branching pipe which has a flow-control valve provided in the middle and is connected to the air supply pipe or the exhaust pipe. A portion of air flowing from the air blower through the air supply pipe into the elevator car is extracted through the branching pipe and the flow control valve when air is supplied (blown) to the elevator car, and air is injected through the branching pipe and the flow control valve to the air flowing from the elevator car through the exhaust pipe toward the air blower side when air is exhausted (sucked) from the elevator car.

Description

  The present invention relates to an elevator air pressure control device that controls the air pressure in an elevator car.

  When an elevator is used in a high-rise building, the atmospheric pressure in the car changes as the car moves up and down, and a feeling of blockage in the ear may be felt. In order to alleviate the feeling of occlusion of the ear, several pressure control devices that control the pressure in the car have been proposed. For example, in Patent Document 1 and Patent Document 2, the pressure control device is simplified, a single blower is used, and a plurality of electromagnetic valves are opened or closed or a switching valve to increase or decrease the pressure according to the raising or lowering of the car. , An atmospheric pressure control device that controls pressure reduction to pressurization is disclosed.

  Further, Patent Document 2 discloses that the rotation speed of a motor that drives a blower is controlled by an inverter in order to make the change in the air pressure inside the car more linear, and that the size and energy saving of the blower can be reduced. It is described that an open / close electromagnetic valve for adjusting the air density is provided. When increasing the pressure difference between the inside and outside of the car, the open / close solenoid valve is closed, and when reducing or eliminating the pressure difference between the inside and outside of the car, the open / close solenoid valve is opened.

JP 2008-260606 A (paragraph number 0007, FIG. 1) JP-A-10-182039 (paragraph numbers 0028 to 0035, FIGS. 6 to 12)

  According to the examination by the present applicants, a plurality of atmospheric pressure change patterns for reducing the feeling of ear obstruction are considered, and the appropriate air pressure pattern for the ear occlusion feeling of the long stroke / ultra-high speed elevator is the skew shown in FIG. It is thought to be stepped. The rate of change in atmospheric pressure before and after the turning point varies greatly. In order to realize an atmospheric pressure change pattern (target atmospheric pressure) in which the atmospheric pressure change rate changes greatly in this way, an atmospheric pressure control device that can change the atmospheric pressure rapidly, that is, has good response is desired.

  However, it is difficult for the atmospheric pressure control devices described in Patent Literature 1 and Patent Literature 2 to realize such atmospheric pressure control with good responsiveness.

  In the atmospheric pressure control device described in Patent Document 1, the change rate of the atmospheric pressure in the car depends on the intake / exhaust performance of the blower. When the pressure inside the car is brought close to the target value, the intake / exhaust speed of the blower cannot be changed, and a plurality of solenoid valves must be opened and closed so that the pressure difference between the inside and outside of the car becomes the target value. For this reason, it is difficult to continuously control the atmospheric pressure in the car, it is difficult to realize pressure control with good responsiveness, and it is difficult to realize the atmospheric pressure change pattern as shown in FIG.

  Moreover, in the atmospheric pressure control apparatus described in Patent Document 2, the air supply / exhaust speed of the blower is changed when the atmospheric pressure in the car is brought close to the target value by controlling an inverter that changes the rotation speed of the motor. Can do. However, it is physically difficult to rapidly change the rotational speed of a high-speed fan.

  Moreover, in the atmospheric pressure control apparatus described in Patent Literature 2, an open / close electromagnetic valve for adjusting the air density is provided in the car, and the atmospheric pressure in the car is controlled. However, since the pressure difference between the inside and outside of the car is 10 hPa at the maximum, a large opening area is required to allow the air in the car to naturally flow in and out with this minute pressure difference. Further, the method of opening and closing the open / close solenoid valve cannot continuously control the atmospheric pressure in the car.

  Therefore, even with the atmospheric pressure control device shown in Patent Document 2, it is difficult to realize atmospheric pressure control with good responsiveness, and it is difficult to realize an atmospheric pressure change pattern as shown in FIG.

  An object of the present invention is to provide an elevator air pressure control device capable of controlling the air pressure in a car (pressure difference between inside and outside the car) with high responsiveness.

  The present invention includes a blower, an air supply pipe that is provided with an electric on-off valve in the middle and supplies air into the car from the fan, an exhaust pipe that is provided with an electric on-off valve in the middle and exhausts from the car to the fan side, and a flow rate in the middle A control valve is provided and has a branch pipe connected to the air supply pipe or the exhaust pipe, and a part of the air flowing from the blower through the air supply pipe to the car when supplying air (air blowing) to the car is supplied to the branch pipe and the flow control valve. The air is extracted through a branch pipe, and air is injected into the air flowing from the inside of the car to the blower side through the exhaust pipe during the exhaust (suction) from the car through the branch pipe and the flow control valve.

  According to the present invention, it is possible to control the pressure inside the car (the pressure difference between inside and outside the car) with good responsiveness.

  Problems, configurations, and effects other than those described above will be clarified by the following description of embodiments.

It is a graph which shows an example of an atmospheric | air pressure change pattern suitable for an occlusion feeling of an ear. It is a block diagram which shows the 1st Example of this invention. It is explanatory drawing which shows the flow of the air when pressurizing the atmospheric pressure in a car in 1st Example. It is explanatory drawing which shows the flow of the air when pressure-reducing a cage | basket | car internal pressure in 1st Example. It is an operation | movement time chart figure of each apparatus of 1st Example. It is a block diagram which shows the 2nd Example of this invention. It is a block diagram which shows the 3rd Example of this invention.

Embodiments of the present invention will be described below with reference to the drawings.
(First embodiment)
First, the atmospheric pressure change pattern that changes in an oblique staircase shape realized by applying the present invention will be described with reference to FIG. FIG. 1 shows changes over time in the pressure change P ₁ in the car, that is, the target pressure change pattern P ₁ and the pressure change P ₂ outside the car when the car descends. In the present specification, these changes in the atmospheric pressure may be simply abbreviated as the car internal pressure P ₁ and the car external pressure P ₂ .

The car outside air pressure P ₂ changes according to the height change of the car during traveling. If the height of the car is x [m], the atmospheric pressure is P ₀ [hPa], and the temperature is T ₀ [° C.], the outside air pressure P ₂ [hPa] can be calculated from the rationalized chronological table by the following equation.

When the car descends, the value of the position x in Equation (1) becomes small, so the car outside pressure P ₂ becomes large.

Since the elevator accelerates and decelerates when starting and stopping and the speed gradually changes, the waveform of the car outside air pressure P ₂ changes in a curve at the beginning and end. Then, the section where the car is traveling at a constant speed, the car outside pressure P ₂ varies linearly. If not the air pressure control of the car, air pressure in the non-hermetic cage coincides with the basket outside the pressure P _2. Further, the car internal pressure (target pressure change pattern) P ₁ is positive in the first half of the descent and negative in the second half of the descent with respect to the car external pressure P ₂ .

In this embodiment, the car is hermetically sealed to control the atmospheric pressure. As shown in FIG. 1, the target pressure change pattern P ₁ in the car alternately repeats a section in which pressurization is performed at a higher pressure change rate and a section in which pressurization is performed at a lower pressure change rate.

  FIG. 2 shows an embodiment of an atmospheric pressure control apparatus for realizing such a target atmospheric pressure change pattern.

  The air pressure control device of the present embodiment monitors the air pressure in the car 1, the pipe 10, such as the air supply pipe, the air supply pipe, the exhaust pipe, the bypass pipe, the motor operated valves 3 to 6 and the flow control valve 7 provided in the middle of the pipe 10. And a control device 12 that receives the measurement result of the atmospheric pressure measurement device 9 and controls the blower 1, the electric valves (electromagnetic valves) 3 to 6, and the flow rate control valve 7.

  The blower 1 sucks air from the intake port 1-1 and discharges it to the exhaust port 1-2. That is, the blower 1 is configured to blow air in one direction.

  The motor-operated valve 3 is provided in the middle of the pipe connecting the intake port 1-1 and the car 2 of the blower. The motor-operated valve 4 is provided in the middle of a pipe connecting the exhaust port 1-2 of the blower and the outside air. The motor-operated valve 5 is provided in the middle of a pipe connecting the intake port 1-1 of the blower and the outside air. The electric valve 6 is provided in the middle of the pipe connecting the exhaust port 1-2 of the blower and the car 2. Note that the piping connecting the air intake 1-1 and the car 2 of the blower and the piping connecting the air intake 1-1 and the outside air of the air blower are part of the common piping, and the exhaust air outlet 1-2 of the air blower The piping connecting the outside air and the piping connecting the exhaust port 1-2 and the car 2 of the blower are partially common piping. Further, the pipe connecting the air inlet 1-1 of the blower 1 and the car 2 functions as an exhaust pipe for discharging the air in the car 2 to the blower 1 side, as will be described later. The piping connecting the exhaust port 1-2 of the blower 1-2 and the car 2 functions as an air supply pipe for sucking air from the blower 1 into the car 2 as described later. The air pressure control device of the present embodiment uses a single blower, switches the air flow path by opening and closing the motorized valves 3 to 6, and supplies air into the car and exhausts air from the car. Yes.

  The flow control valve 7 is provided in the middle of a pipe (bypass pipe) that bypasses the intake port 1-1 and the exhaust port 1-2 of the blower. The bypass pipe is a pipe that connects a pipe connecting the intake port 1-1 and the car 2 of the blower and a pipe connecting the exhaust port 1-2 and the car 2 of the blower. As will be described later, the bypass pipe is used to extract a part of the air flowing from the blower into the car through the pipe connecting the exhaust outlet 1-2 and the car 2 of the blower when supplying air to the car. Functions as a trachea. Also, as will be described later, the bypass piping, when exhausting the air in the car, injects air into the air flowing from the car to the fan side through the pipe connecting the air inlet 1-1 and the car 2 of the fan. Acts as a tube. As the flow control valve 7, a proportional control valve in which the opening degree of the valve is proportional to the flow rate is used.

  The atmospheric pressure measuring device 9 is provided in the car 2 and monitors the atmospheric pressure in the car. In this embodiment, the pressure difference between the inside and outside of the car is measured, and the measured value is transmitted to the control device 12.

The control device 12 receives the detection signal of the atmospheric pressure in the car from the atmospheric pressure measuring device 9, and controls the blower 1, the motor operated valves 3 to 6, and the flow control valve 7. The motorized valves 3 to 6 and the flow rate control valve 7 constitute an air flow rate control unit. Further, the control device 12 stores a target atmospheric pressure change pattern P ₁ shown in FIG. Target pressure change pattern P ₁ is created in accordance with the departure floor and the target floor.

  FIG. 3 shows the air flow when the air pressure in the car 2 is increased. The motor-operated valve 4 on the pipe connecting the outside air and the blower inlet 1-1 is opened, the motor-operated valve 6 on the pipe connecting the fan exhaust 1-2 and the car 2 is opened, and the motor-operated valve 3 and motor-operated valve 4 are opened. Is closed. As a result, outside air is sucked into the blower 1 through the motor-operated valve 5, and is sent into the car through the motor-operated valve 6 from the exhaust port 1-2 of the fan.

The pressure difference between the inside and outside of the car 2 is monitored by the pressure measuring device 9 and the measured value is transmitted to the control device 12. The control device 12 compares the target value (the pressure difference between the target car internal pressure P _{1 and} the car external pressure P ₂ shown in FIG. 1). When the target value is exceeded, the controller 12 sends an opening command to the flow control valve 7. As a result, the intake port 1-1 and the exhaust port 1-2 of the blower are connected. Since the pressure at the exhaust port 1-2 of the blower is always greater than the pressure at the intake port 1-1, some air is returned to the intake port 1-1 of the blower. When the exhaust performance of the blower 1 is made constant, the amount of air sent into the car by the blower 1 is reduced, so that the pressure difference between the inside and outside of the car can be lowered and brought close to the target value. Further, when the value falls below the target value, the control device 12 sends a command for closing (reducing the opening) to the flow control valve 7. As a result, the amount of air returned to the air inlet 1-1 of the blower is reduced, and the amount of air sent into the car by the blower 1 is increased, so that the pressure difference between the inside and outside of the car can be increased to approach the target value.

  When air is fed into the car (at the time of air supply), the control by the flow control valve 7 is, in other words, a part of the air flowing from the fan 1 into the car 2 is transferred to the air inlet 1-1 and the air outlet 1-2 of the fan. It can be said that air is extracted via a pipe (bypass pipe) that bypasses the air and the amount of air extracted is controlled.

  In this embodiment, extraction is performed quickly by using the pressure difference between the intake port 1-1 and the exhaust port 1-2 of the blower. In addition, pressure loss occurs due to the length and bending of the piping and the motor-operated valve. Therefore, the pressure difference between the exhaust port and the intake port of the blower is larger than the pressure difference between the inside and outside of the car. By utilizing this high pressure difference, the opening formed in the car 2 to allow the air in the car to flow in and out can be made small.

  FIG. 4 shows the air flow when the pressure in the car 2 is reduced. The motorized valve 3 on the pipe connecting the car 2 and the air inlet 1-1 of the blower is opened, and the motorized valve 4 on the pipe connecting the air outlet 1-2 of the blower and the outside air is opened, and the motorized valve 5 and motorized valve 6 are opened. Is closed. As a result, the air in the car 2 is sucked into the blower 1 through the motor-operated valve 3, and is discharged to the outside air from the exhaust port 1-2 of the fan through the motor-operated valve 4.

The pressure difference between the inside and outside of the car 2 is monitored by the pressure measuring device 9 and the measured value is transmitted to the control device 12. The control device 12 compares the target value shown in FIG. 1 (the pressure difference between the target car internal pressure P _{1 and} the car external pressure P ₂ shown in FIG. 1). When the target value is exceeded, the controller 12 sends an opening command to the flow control valve 7. As a result, the intake port 1-1 and the exhaust port 1-2 of the blower are connected. Since the pressure at the exhaust port 1-2 of the blower is always greater than the pressure at the intake port 1-1, some air is returned to the intake port 1-1 of the blower. When the air intake performance of the blower 1 is constant, the amount of air in the car sucked into the blower 1 is reduced, so that the pressure difference between the inside and outside of the car can be lowered to approach the target value. Further, when the value falls below the target value, the control device 12 sends a command for closing (reducing the opening) to the flow control valve 7. As a result, the amount of air returned to the air inlet 1-1 of the blower is reduced, and the amount of air in the car sucked into the blower 1 is increased, so that the pressure difference between the inside and outside of the car can be increased to approach the target value. .

  When the air in the car is sucked (exhaust), the control by the flow rate control valve 7 is, in other words, bypassing the air intake 1-1 and the air exhaust 1-2 of the fan to the air flowing from the car 2 to the fan 1 side. It can be said that air is injected through a pipe (bypass pipe) to control the injection amount. In this embodiment, air is quickly injected by using the pressure difference between the intake port 1-1 and the exhaust port 1-2 of the blower.

FIG. 5 shows an operation time chart of each device when the atmospheric pressure in the car 2 is increased or decreased. Target pressure change pattern P _1, as shown in FIG. 1, becomes positive pressure in descending first half with respect to the car outside pressure P _2, the negative pressure in the latter drops. Accordingly, the air pressure of the car 2 is increased in the first half of the descent, and the air pressure of the car 2 is reduced in the second half of the descent.

  In the first half of the descent, that is, when the air pressure of the car 2 is increased, the motor-operated valve 5 and the motor-operated valve 6 are opened and the motor-operated valve 3 and the motor-operated valve 4 are closed in order to blow air into the car 2. Further, as shown in FIG. 1, the target air pressure P1> the car outside air pressure P2, and the difference between the target air pressure P1 and the car outside air pressure P2 increases and then decreases to zero. Therefore, the blower 1 increases the rotational speed from 0 Hz to, for example, a maximum of 60 Hz and then decreases it to 0 Hz by inverter control. By such control, the pressure inside the car becomes the dotted line pressure P3 shown in FIG. Since the difference between the target pressure P1 and the dotted line pressure P3 repeats increasing, decreasing, increasing and decreasing, the pressure of the car 2 is increased to the target pressure by increasing / decreasing / increasing / decreasing the flow control valve 7 from 0%. P1.

  In the latter half of the descent, that is, when the pressure in the car 2 is reduced, the motor-operated valve 3 and the motor-operated valve 4 are opened and the motor-operated valve 5 and the motor-operated valve 6 are closed in order to blow air into the car 2. Further, as shown in FIG. 1, the car outside air pressure P2> the target air pressure P1, and the difference between the car outside air pressure P2 and the target air pressure P1 increases and then decreases to zero. Therefore, the blower 1 increases the rotational speed from 0 Hz to, for example, a maximum of 60 Hz and then decreases it to 0 Hz by inverter control. By such control, the pressure inside the car becomes the dotted line pressure P3 shown in FIG. Since the difference between the target pressure P1 and the dotted line pressure P3 repeats increasing, decreasing, increasing and decreasing, the pressure of the car 2 is increased to the target pressure by increasing / decreasing / increasing / decreasing the flow control valve 7 from 0%. P1.

  According to the present embodiment, by controlling the opening and closing of the flow rate control valve 7 with a simple device configuration, the amount of air flowing from the blower 1 into the car 2 (the amount of supplied air / the amount of blown air) or the inside of the car 2 The amount of air flowing to the blower 1 side (exhaust amount / air suction amount) can be changed rapidly, that is, with good responsiveness, and the target atmospheric pressure change pattern in the car shown in FIG. 1 can be realized. In particular, in this embodiment, since the pressure difference between the intake port 1-1 and the exhaust port 1-2 of the blower is used to quickly perform the extraction or air injection, there is no need to use a special device. Furthermore, the responsiveness can be improved.

  In the above-described embodiment, the amount of air flowing from the blower 1 into the car 2 (supply air) by providing a pipe (bypass pipe) that bypasses the intake port 1-1 and the exhaust port 1-2 of the blower and a flow control valve 7 is provided. Volume / air flow) or the air flow (exhaust volume / air suction volume) flowing from the inside of the car 2 to the fan 1 side, but without the bypass pipe and the flow control valve 7, the motorized valve 4, 5 may be a flow control valve. In this case, when the pressure of the car 2 is increased, the amount of extraction is controlled by controlling the opening degree of the flow control valve provided at the position of the motor operated valve 4. When the pressure of the car 2 is reduced, the injection amount is controlled by controlling the opening degree of the flow control valve provided at the position of the motor-operated valve 5. Further, in this case, it is desirable to connect a pipe provided with a flow rate control valve (a valve in place of the motor operated valves 4 and 5) near the intake port 1-1 and the exhaust port 1-2 of the blower. In other words, the pressure difference between the air inlet 1-1 and the outside air of the blower, and the pressure difference between the air outlet 1-2 and the outside air can be effectively used. It is possible to control the amount of air supplied (the amount of blown air) or the amount of exhaust from the cage (the amount of air sucked).

  In the above-described embodiment, an air pressure measuring device for measuring the air pressure in the car is provided, and the degree of opening of the flow control valve is feedback-controlled based on the measurement result of the air pressure in the car. As described above, the flow control valve may be controlled to open and close in a predetermined pattern.

In the above-described embodiment, the atmospheric pressure control when the car descends has been described. However, the atmospheric pressure control device of the present embodiment can also be applied when the car rises.
(Second embodiment)
FIG. 6 shows the configuration of the atmospheric pressure control apparatus according to the second embodiment. The same components as those in FIG. 2 are denoted by the same reference numerals, and description thereof will be omitted.

  The air pressure control device of the present embodiment has a plurality of pipes (bypass pipes) that bypass the air inlet 1-1 and the air outlet 1-2 of the blower, and each pipe has a plurality of diameters instead of the flow control valve 7. A motorized valve (solenoid valve) 20 is provided.

  In the case of a limited pattern, the difference between the dotted line pressure (virtual pressure) P3 and the target pressure P1 generated by the rotation control of the blower 1 is different from the flow rate control valve 7 shown in the first embodiment in a plurality of diameters. A solenoid valve 20 can be used. By opening the solenoid valve 20, it is possible to connect the intake port 1-1 and the exhaust port 1-2 of the blower. Further, since the apertures of the solenoid valves 20 are different, the performance corresponding to the flow control valve shown in the first embodiment can be realized by combining opening and closing of these solenoid valves 20.

In the present embodiment as well, as in the first embodiment, the amount of air flowing from the fan 1 into the car 2 (supply amount / air amount) or the amount of air flowing from the car 2 toward the fan 1 side (exhaust amount / The air suction amount) can be changed with good responsiveness, and the target atmospheric pressure change pattern in the car shown in FIG. 1 can be realized.
(Third embodiment)
FIG. 7 shows the configuration of the atmospheric pressure control apparatus according to the third embodiment. The same components as those in FIG. 2 are denoted by the same reference numerals, and description thereof will be omitted.

  In this embodiment, instead of one blower 1, an exhaust (decompression) blower 21 and an air supply (pressurization) blower 22 are used. On the pipe branched from the pipe (exhaust pipe) connecting the intake port 21-1 and the car 2 of the blower 21, a flow control valve 23 is connected to the exhaust port 22-1 of the blower 22 and the car 2 (pipe supply pipe). The flow control valve 24 is provided on each of the pipes branched from (1). The position of the branch pipe is preferably in the vicinity of the intake port 21-1 and the exhaust port 22-1, and the flow rate control valves 23 and 24 are also preferably positioned close to the branch position. The pressure difference between the intake port 21-1 and the outside air of the blower 21 and the pressure difference between the exhaust port 22-1 and the outside air can be effectively used.

  When pressurizing the air pressure of the car 2, the air pressure of the car 2 rises by rotating the blower 22 and sending air into the car 2. The amount of air blown into the car 2 can be adjusted by controlling the rotational speed of the blower 22 and adjusting the degree of opening and closing of the flow control valve 24.

  When the pressure of the car 2 is reduced, the air pressure of the car 2 is lowered by rotating the blower 21 and sucking out air from the car 2. The amount of air sucked out from the car 2 can be adjusted by controlling the number of revolutions of the blower 21 and adjusting the degree of opening and closing of the flow control valve 23.

  According to the present embodiment, similarly to the above-described embodiment, the air supply amount (air flow amount) to the car or the air intake amount (air suction amount) from the car is controlled with good responsiveness by extraction or air injection. Thus, the target atmospheric pressure change pattern in the car shown in FIG. 1 can be realized.

  In place of the flow rate control valves 23 and 24 in the above-described embodiment, as in the embodiment of FIG. 6, a plurality of branch pipes are provided in each of the exhaust pipe and the supply pipe, and the solenoid valves having different diameters in each branch pipe And a plurality of solenoid valves may be controlled to open and close.

  In addition, this invention is not limited to an above-described Example, Various modifications are included. For example, the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described. Further, a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. Moreover, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment.

DESCRIPTION OF SYMBOLS 1 ... Blower, 2 ... Cage, 3-6 ... Motorized valve, 7 ... Flow control valve, 9 ... Barometric pressure measuring device, 10 ... Pipe, 12 ... Control device, 20 ... Solenoid valve, 21 ... Blower for exhaust, 22 ... Air supply blower, 23, 24 Flow control valve.

Claims (8)

A blower, an air supply pipe that is provided with an electric on-off valve in the middle and supplies air into the car from the exhaust port of the blower, and an exhaust pipe that is provided with an electric on-off valve in the middle and exhausts from the inside of the car to the inlet side of the blower An air opening / closing valve provided in the middle and connected to the air supply pipe to discharge the air from the exhaust port of the blower to the outside air; and an electric opening / closing valve provided in the middle and connected to the exhaust pipe to connect the blower An outside air supply pipe that supplies outside air to the intake port of the motor, and a control device that controls the opening and closing of the electric on-off valve, and the air intake from the fan to the car and the fan side from the car by the opening and closing control of the electric on-off valve In the elevator air pressure control device designed to exhaust to
A flow control valve is provided in the middle, and includes a branch pipe connected to the air supply pipe or the exhaust pipe,
The control device bleeds a part of the air flowing from the blower into the car through the air supply pipe when the air is supplied to the car through the branch pipe and the flow control valve, and exhausts the air from the car. Elevator air pressure characterized in that the flow control valve is controlled to be opened and closed so that air is sometimes injected from the inside of the car through the exhaust pipe into the blower side through the branch pipe and the flow control valve. Control device. In the elevator pressure control device according to claim 1,
The elevator air pressure control device according to claim 1, wherein the branch pipe is a bypass pipe that bypasses an intake port and an exhaust port of the blower. In the elevator pressure control device according to claim 1,
The outside air discharge pipe and the outside air supply pipe also serve as the branch pipe, and a flow rate control valve is used instead of the electric on-off valve provided in the outside air discharge pipe and the outside air supply pipe, respectively. Elevator barometric pressure control device. In the elevator atmospheric | air pressure control apparatus in any one of Claims 1-3,
A pressure measuring device for measuring the pressure in the car,
The said control apparatus controls the opening degree of the said flow control valve based on the measurement result of the said atmospheric | air pressure measuring apparatus, The elevator atmospheric | air pressure control apparatus characterized by the above-mentioned. In the elevator pressure control device according to claim 2,
An elevator air pressure control device, wherein a plurality of bypass pipes are provided, and electromagnetic valves having different diameters are provided in the plurality of bypass pipes in place of the flow rate control valves. In the elevator pressure control device according to claim 5,
A pressure measuring device for measuring the pressure in the car,
The elevator pressure control apparatus, wherein the control apparatus performs opening / closing control by combining opening and closing of the plurality of solenoid valves based on a measurement result of the pressure measuring apparatus. An air supply fan, an exhaust fan, an air supply pipe for supplying air into the car from the exhaust port of the fan, an exhaust pipe for exhausting air from the car to the air intake side of the fan, and the air supply In the elevator air pressure control device having a control device for controlling the rotation of the blower and the exhaust blower, respectively,
A flow control valve is provided in the middle and connected to the air supply pipe, and the air discharge branch pipe that discharges air from the exhaust port of the air supply blower to the outside air, and a flow control valve is provided in the middle and connected to the exhaust pipe. And an air supply branch pipe for supplying outside air to the intake port of the exhaust fan.
The control device controls opening and closing of the flow control valve provided in the air discharge branch pipe and the flow control valve provided in the air supply branch pipe. In the elevator pressure control device according to claim 7,
A plurality of the air discharge branch pipes and the air supply branch pipes are provided,
An elevator atmospheric pressure control device, wherein electromagnetic valves having different diameters are provided in each of the plurality of air discharge branch pipes and the plurality of air supply branch pipes in place of the flow rate control valve.

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