JP2020083544A - Elevator car inside air pressure control device and method therefor - Google Patents

Abstract

To provide an elevator car inside air pressure control device that is able to reduce noise leaking from a car by obtaining a difference between the inside and outside air pressure at the highest speed even if there is a change in highest speed, and is able to eliminate unpleasant feeling of ear stuffing by inducing a passenger to swallow.SOLUTION: An elevator car inside air pressure control device comprises: a suction/exhaust unit configured for suction/exhaust with respect to inside of a car; an air pressure measurement device capable of measuring an air pressure difference P, N between inside and outside the car; and a control unit that controls the suction/exhaust unit such that the air pressure difference P, N between inside and outside, measured by the air pressure measurement device becomes close to a pattern set in advance in correspondence with an operation of an elevator. The pattern not only gradually changes the air pressure difference P, N between inside and outside during a lifting/lowering time T from start of lifting/lowering of the car to end of the lifting/lowering by arrival at a target floor, but also applies first pressure to the car such that negative pressure or positive pressure is determined at a point in time closer to the start of lifting/lowering than a half of the lifting/lowering time T and, if necessary, a second pressure opposite the application of the first pressure is applied to offset the application of the first pressure right before the end of lifting/lowering to make it equal to air pressure outside the car.SELECTED DRAWING: Figure 2

Description

The present invention relates to an elevator car internal pressure control device and method, and more particularly, to an elevator car internal pressure control device and method for improving riding comfort.

In elevator car internal pressure control devices that have a car that elevates and lowers a long stroke used in high-rise buildings, etc., a sudden change in air pressure in the car is likely to occur, which may cause passengers to feel uncomfortable due to ear blockage. .. In order to improve such inconvenience, various measures have been conventionally proposed.

Patent Document 1 discloses an elevator air pressure control unit that can simplify the configuration and control method of the control unit and can induce passengers to swallow to eliminate the discomfort of ear clogging. Specifically, in the elevator car internal pressure control device, during the first operation period (first half), the internal pressure of the car changes stepwise within a range where the positive pressure is higher than the external pressure of the car. The pressurization control is executed, and in the second operation period (second half), the depressurization control is executed so that the internal pressure changes stepwise within a range where the negative pressure is lower than the external pressure. Furthermore, by setting a car internal pressure control section that is shorter than the operation time from the operation start time of the lifting operation to the operation end time, pressurization control and decompression control are executed in the car internal pressure control section. is there.

Further, in Patent Document 2, in an elevator for a skyscraper, the atmospheric pressure in the car is changed stepwise in accordance with the elevation of the car, so that the passenger in the car is surely induced to swallow, and the ear abnormality occurs. An elevator car internal pressure control device for preventing or alleviating the feeling is disclosed. The elevator car inside air pressure control device of Patent Document 2 has an air pressure detector that detects the air pressure inside and outside the car, a pressurizing device that pressurizes the inside of the car, and a pressurizing adjustment that includes a microcomputer that controls the pressurizing device. A device is provided.

The microcomputer has a function of comparing means for comparing atmospheric pressures inside and outside the car and a function of pressurizing control means for controlling the pressurizing device according to the comparison, from the start (operation start) to the stop (operation end) of the car. The atmospheric pressure in the car is changed stepwise within a predetermined value range. In the elevator car internal pressure control device of Patent Document 2, the passenger can recognize the change in atmospheric pressure by changing the atmospheric pressure in the car of the elevator in a step-like manner, and the swallowing will surely cause the abnormal ears to be heard. Can be relaxed. According to the atmospheric pressure control methods proposed in Patent Document 1 and Patent Document 2, since the swallowing time is given to the passenger, the ear blockage is eliminated.

Further, although there is no disclosure by the cited document, the concept of reducing the sound leakage from the outside of the car by controlling the atmospheric pressure change pattern in the car based on the traveling time of the car, that is, adjusting it in the direction of the time T axis. There was also. More specifically, it finds the maximum speed based on the designated destination floor and the traveling time of the car toward it, and the preset atmospheric pressure pattern is used so that the atmospheric pressure difference occurs inside and outside the car at the maximum speed. Control as per. In this way, by controlling the air pressure inside the car, the valve structure that maintains the airtightness of the car by utilizing the obtained internal and external air pressure difference (hereinafter, also referred to as "differential pressure airtight valve structure") allows The concept is to block the leak noise from the outside of the car by closing the (hereinafter, also referred to as "silent car concept utilizing differential pressure").

JP, 2016-20274, A JP, 07-112879, A

However, the focus of the above-mentioned concept of the quiet cage utilizing differential pressure is the control based on the time T axis. That is, since the maximum speed in the operation of the elevator is detected or predicted to control the difference P between the internal and external atmospheric pressures of the car, if the time T axis that is the maximum speed is distorted, the purpose of control cannot be achieved. For example, when the vehicle is decelerated for some reason, the maximum speed and the time T-axis are misaligned, which causes a problem that the sound leaked from the outside of the car cannot be reduced.

The present invention has been made to solve the above problems, and an object of the present invention is not to limit the time T axis as a reference for executing control according to a pattern, but to secure a difference between internal and external pressures. The air pressure change axis (hereinafter also referred to as "atmospheric pressure Y axis" or simply "Y axis") is taken into consideration, and even if the maximum speed is changed, the difference between the internal and external atmospheric pressure is obtained at the maximum speed. An object of the present invention is to provide an elevator car internal pressure control device that can reduce leakage noise from the outside of the car and can induce passengers to swallow and eliminate the discomfort of ear clogging.

The present invention for achieving the above object is an elevator car internal pressure control device having a valve structure for maintaining an airtightness in a car of an elevator by utilizing an internal and external atmospheric pressure difference between an inside and an outside of the car. With respect to the intake/exhaust unit that arbitrarily adjusts the inside pressure by sucking/exhausting the inside and outside, and an atmospheric pressure measuring device capable of measuring the internal/external atmospheric pressure difference while discriminating which is higher, the inside/outside atmospheric pressure is measured by the atmospheric pressure measuring device. And a control unit that controls the intake and exhaust units so that the internal and external pressure difference approaches a preset pattern corresponding to the operation of the elevator, the pattern arriving at the destination floor from the start of raising and lowering the car. During the ascending/descending time T up to the end of ascending/descending, not only the internal/external air pressure difference is changed stepwise, but also negative or positive pressure is applied to the car at a point closer to the ascending/descending start than half of the ascending/descending time. The first pressurization is determined and, if necessary, the second pressurization opposite to the first pressurization is performed to cancel the first pressurization just before the end of the ascending/descending and to match the outside pressure of the car.

According to the present invention, even when the maximum speed is changed, the sound pressure difference between the outside and the outside of the car is reduced by obtaining the difference between the internal pressure and the external pressure at the maximum speed, and the passengers are swallowed to eliminate the discomfort of ear clogging. It is possible to provide an elevator car internal air pressure control device that can be operated.

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

FIG. 1 is a configuration diagram of an elevator car internal pressure control device (hereinafter, also referred to as “this device”) according to an embodiment of the present invention. 3 is a graph showing a typical example of the atmospheric pressure control pattern adopted in the present apparatus of FIG. 1 (hereinafter, also referred to as “representative pattern”), in which the first pressurization is positive pressure, the positive pressure at maximum speed, and the second pressurization is negative. It is pressure. 3 is a flowchart showing a procedure of an elevator car internal pressure control method (hereinafter, also referred to as “present method”) executed by the present apparatus of FIG. 1. It is a graph which shows the modification of the typical pattern of FIG. 2, and is an initial positive pressure pattern which makes positive pressure a 1st pressurization, a weak negative pressure at the time of maximum speed, and a 2nd pressurization is unnecessary. 3 is a graph showing a modified example of the representative pattern of FIG. 2, in which the first pressurization is switched from negative pressure to negative pressure at the highest speed, and the positive pressure in the second half and the second pressurization are set appropriately. It is a Goyo pattern. It is a graph which shows the modification which combined the pattern of FIG. 4 and FIG. 5, and switches a 1st pressurization to a negative pressure and after a maximum speed from a negative pressure to a weak positive pressure, and a 2nd pressurization is unnecessary. It is a pattern of anterior-posterior weak Yang.

The system and the method will be described below with reference to the drawings. This system and the method are for an ultra-high-speed and long-stroke elevator equipped with a car having a differential pressure-tight valve structure, and by obtaining the internal/external pressure difference P (see FIG. 2) when the car is moving up and down at the maximum speed. The gap of a door or the like is closed to reduce the sound leakage from the outside of the car, and the passenger is swallowed to eliminate the discomfort of ear clogging.

The above-mentioned "differential pressure airtight valve structure" refers to a valve structure that holds the car airtight by pressing a seal member against a gap such as a door due to an atmospheric pressure difference generated inside and outside the car. The above-mentioned "silent car concept utilizing differential pressure" related to this is a concept for reducing the leakage noise from the outside of the car by closing the internal car gap of the differential pressure airtight valve structure. The concept is as follows. In an ultra-high-speed and long-stroke elevator, the difference in air pressure between the inside and outside of the car is controlled so as to approach a preset pattern. By controlling the pattern so that the car during ascending/descending can obtain the internal/external air pressure difference P at the maximum speed, the leakage sound from the outside of the large car generated at the maximum speed is closed by closing the internal clearance of the car. The leakage noise from outside the car can be reduced. As a result, passengers in the car can be quiet.

FIG. 1 is a configuration diagram of an elevator car internal pressure control device (hereinafter, also referred to as “this device”) according to an embodiment of the present invention. As shown in FIG. 1, the present apparatus 10 includes a car 1, one or a plurality of intake/exhaust units (blowers) 2 for increasing/decreasing the pressure in the car 1, and a pipe connecting the car 1 and the intake/exhaust unit 2. 4, an atmospheric pressure measuring device 3 for measuring the atmospheric pressure in the car 1 or a differential pressure between the inside and outside of the car 1, and a control unit 5 for controlling the intake/exhaust unit 2. The pipe 4 communicates with the car 1 and the intake/exhaust unit 2, and the intake/exhaust unit 2 supplies/exhausts air to/from the car 1 via the pipe 4 to pressurize or depressurize the inside of the car 1.

The present device 10 controls the intake/exhaust unit 2 so that the control unit 5 brings the internal/external air pressure difference P of the car 1 closer to a pattern preset corresponding to the operation of the elevator. This pattern has two purposes, first and second. First, during the ascending/descending time T from the start of the ascending/descending of the car 1 to the end of the ascending/descending at the arrival at the destination floor, the difference in internal and external air pressure is changed step by step to induce swallowing to passengers and cause discomfort due to ear blockage. The purpose is to eliminate it.

In order to achieve the second object, the present device 10 has a valve structure attached to the door of the car 1, that is, a valve structure for maintaining airtightness by utilizing the internal/external pressure difference P between the inside and outside of the door (difference). The pressure-tight valve structure) closes the inner clearance of the car 1 to reduce the sound leakage from the outside of the car. Although not shown in detail, the differential pressure airtight valve structure is a valve structure that maintains airtightness by pressing and closing the seal member with the internal/external pressure difference P in the gap of the door. The internal/external pressure difference P will be described later with reference to FIG. Here, the atmospheric pressure inside the car 1 is also referred to as the car internal pressure or the internal atmospheric pressure. Further, the atmospheric pressure immediately outside of the car 1 at the same altitude as that of the car 1 is also referred to as car external pressure, external pressure, or simply atmospheric pressure.

For the second purpose, the largest leakage sound from the outside of the car is generated outside the car 1 at the maximum speed. Therefore, the control unit 5 controls the intake/exhaust unit to obtain the internal/external air pressure difference P at the maximum speed for sealing. 2 pattern control. At this time, the atmospheric pressure measuring device 3 can measure the internal/external atmospheric pressure difference P while determining which of the internal and external atmospheric pressures of the car 1 is higher. The control unit 5 controls the intake/exhaust unit 2 so that the internal/external atmospheric pressure difference measured by the atmospheric pressure measurement device 3 approaches a preset pattern corresponding to the operation of the elevator.

FIG. 2 is a graph showing a typical example (hereinafter, also referred to as “representative pattern”) of the atmospheric pressure control pattern adopted in the present apparatus in FIG. 1, in which the first pressurization (hereinafter, also referred to as “offset”) positive pressure. The positive pressure at the maximum speed and the second pressurization (also called "offset") are the negative pressures. The graph of FIG. 2 shows the atmospheric pressure Y and the speed of the car 1 on the vertical axis, and the time T on the horizontal axis. The outside pressure of the car when the elevator (car 1) rises (loose S-shaped thin line) and the inside pressure of the car (Thick polygonal line) with time. When the elevator (car 1) is descending, the inclination of FIG. 2 is inverted upside down and it is obvious to those skilled in the art, and therefore the description thereof is omitted.

The outside air pressure of the car follows a gentle S-shaped descending line from the atmospheric pressure ys = 1010 hPa (for example, the ground floor is at an altitude of 28 m) at the start of ascending and descending, and finally 0 = 990 hPa on the Y axis (for example, the top 40 floors). Changes up to an altitude of 203 m). If the device 10 is not operated, the car 1 is not in a sealed state with respect to the outside air, and there is no difference between the inside and outside pressures, and if the inside pressure of the car is also equal to the outside pressure of the car, the descending line with a gentle S-shape To follow. This is a level at which some measure is required to eliminate the discomfort to passengers' ears with respect to the speed of changes in atmospheric pressure caused by high-speed elevators in recent years, which causes this situation.

On the other hand, it is for the above-mentioned first purpose to operate the device 10 to change the car internal pressure stepwise in a polygonal line. It should be noted that the degree to which the atmospheric pressure changes according to the altitude change when going up and down in the vertical direction of a 40-story building by an elevator in several tens of seconds is illustrated by using the numerical values of 1010 hPa to 990 hPa, but the numerical values will be omitted hereinafter. Only the changes will be explained.

Further, for the above-described second purpose, the relationship between the speed of the car 1 (thick broken line of the trapezoid) and the set internal/external pressure difference P can also be directly read from this graph. For this second purpose, a negative pressure or a positive pressure is determined and first pressure is applied to the car 1 at a time closer to the start of lifting than the half of the lifting time T. The pattern is set so as to obtain the internal/external pressure difference P or N in the middle of the rising time T indicated by T1 and T2 on the horizontal axis. In the graphs of FIG. 2, FIG. 4, FIG. 5, and FIG. 6 described below, the pressure difference inside the car is higher than atmospheric pressure is P, and the pressure inside the car is lower than atmospheric pressure is N. Is displayed. Regarding the internal and external atmospheric pressure differences P and N, the relationship with a threshold value y described later is P≧y, N≦(−y), and when this condition is satisfied, the internal and external atmospheric pressure differences P and N exceeding the threshold value are obtained. To do.

On the Y-axis of FIG. 2, when the car internal pressure was the same as the atmospheric pressure ys at the start of ascending/descending, the device 10 was made to differ, and a positive pressure was applied to the yu level as the first pressurization. There is. As a result, a pressure difference between the inside and outside of the car is obtained by the positive pressure of the offset P at the timing of times T1 and T2. As a result, the second purpose of preventing the largest noise generated outside the car 1 from entering the car 1 at the maximum speed is realized. That is, the valve structure that keeps airtight by closing the seal member by pressing the seal member against the gap of the door is operated by the difference P between the inside and outside pressures.

In FIG. 2, a thick broken line that draws a trapezoid close to a mountain is the speed of the car 1. Regarding this speed, first, as shown in the left leg of the trapezoid, the speed increases at a constant acceleration until time T1. Next, during the period of time T1 to T2 shown on the upper base of the trapezoid, the maximum speed is maintained. Next, as shown in the right leg of the trapezoid, from time T2 to time T, the vehicle is stopped at time T while the speed decreases with a constant negative acceleration. Almost high-speed moving bodies carrying passengers are speed-controlled in a similar manner to ensure safety. These are not limited to FIG. 2 and are similar in the similar graphs shown in FIGS. 4, 5 and 6, so the description of the same contents will be omitted and only the differences between the drawings will be described later.

FIG. 3 is a flowchart showing a procedure of an elevator car internal pressure control method (hereinafter, also referred to as “this method”) executed by the present apparatus of FIG. The operation control of the elevator (car 1) is performed by an elevator operation control unit (not shown). Another control unit 5 attached to this and having an additional function becomes the execution subject, and the present method shown in FIG. 3 is executed. In the following description, the control unit 5 is the main subject of the description without subject. The method has steps S1 to S11 shown in FIG.

First, it is confirmed whether or not the elevator door is closed (step S1). If it is not closed (No in S1), the confirmation is continued until it is closed. If Yes in S1, the process proceeds to S2, and it is confirmed whether the elevator has started traveling (step S2). If the traveling has not started (No in S2), the confirmation is continued until the traveling starts.

If Yes in S2, the process proceeds to S3 to start atmospheric pressure control (step S3). The atmospheric pressure control will be described later with reference to the graphs shown in FIGS. 2, 4, 5 and 6 so as to approach a pattern preset to achieve the above first and second objects. Next, it is confirmed whether or not the atmospheric pressure non-control period has ended (step S4). If it is not completed (No in S4), the confirmation is continued until it is completed. If Yes in S4, the process proceeds to S5, and the atmospheric pressure pattern is controlled to the negative pressure or positive pressure side (step S5).

Next, it is confirmed whether or not the atmospheric pressure pattern exceeds the threshold value y and is displaced (step S6). If not (No in S6), the confirmation is continued until the threshold y is exceeded. It should be noted that the threshold value y is defined as follows, although not shown in detail. That is, the threshold value y here is necessary to realize the second purpose at the practical level to prevent the largest noise generated outside the car 1 from entering the car 1 during the maximum speed T1 to T2. Minimize the internal/external pressure difference. In other words, it is sufficient if the gap of the car 1 is closed to such an extent that passengers can feel quietness. Note that the description using numerical values for that purpose is omitted.

Thus, for the second purpose of the pattern, the negative or positive pressure is determined for the car 1 at a time point closer to the start of lifting than half of the lifting time T, that is, between times T0 and T1. 1 pressurize. By this first pressurization input, a differential pressure with respect to the car outside air pressure can be provided. Due to this pressure difference, the valve structure is kept airtight even at the maximum speed. As a result, the loudest sound from the outside of the car generated at the maximum speed does not enter the car 1, so that passengers of the car 1 can quietly wait until they reach the destination floor. If Yes in S6, the process proceeds to S7, and the atmospheric pressure pattern is controlled stepwise (step S7). S7 is for the above-mentioned first purpose.

Next, it is confirmed whether or not the staircase pattern is completed when the difference between the internal and external atmospheric pressures of the car 1 is zero (step S8). If not completed (No in S8), the confirmation is continued until it is completed. At time T in FIG. 2, the door of the car 1 is opened to allow passengers to get on and off. At this time, it is important to slowly bring the difference between the internal and external atmospheric pressures to zero so that the human body is not uncomfortable.

On the other hand, if the differential pressure due to the first pressurization remains when arriving at the destination floor, the differential pressure is canceled instantly when the door of the car 1 is opened, so that the atmospheric pressure change is large and the passengers are May cause discomfort. Depending on the level of the remaining differential pressure, if necessary, it is advisable to apply the second pressurization opposite to the first pressurization before opening the door of the car 1, that is, immediately before the end of lifting. As a result, the first pressurization is canceled out, and the car internal pressure is adjusted to the car external pressure, so that the discomfort that damages the passengers' ears due to the atmospheric pressure change in which the differential pressure disappears instantaneously is alleviated.

If the atmospheric pressure pattern controlled stepwise for the first purpose and the offsets P and N of the internal/external atmospheric pressure difference for the second purpose are both eliminated to zero (Yes in S8). , S9, the atmospheric pressure control is terminated, and a non-control section is set (step S9).

FIG. 4 is a graph showing a modified example of the representative pattern of FIG. 2, which is an initial positive pressure pattern in which the first pressurization is positive pressure, weak negative pressure at the maximum speed, and the second pressurization is unnecessary. As described above, the internal and external atmospheric pressure differences P and N have a relationship with a threshold value y described later as P≧y and N≦(−y), and when this condition is satisfied, the internal and external atmospheric pressure differences P and N that exceed the threshold value are obtained. And achieve the second purpose. The difference between FIG. 4 and FIG. 2 is that the offset maintained during the time T1 to T2 when the elevator travel reaches the maximum speed is positive pressure or negative pressure, whether this offset is strong positive pressure or weak negative pressure, or the first pressurization. Whether or not the second pressurization for offsetting is necessary.

In the representative pattern of FIG. 2, the strong first pressurization is maintained from time T1 to T2, but not in the pattern of FIG. In FIG. 4, as a result of the strong first pressurization being controlled stepwise for the first purpose before the time T1, as a result, the atmospheric pressure pattern is weakly depressed as a whole (N≦(−y)). Is maintained until time T1 to T2 is reached. In such a weak offset state, the inside pressure of the car reaches the front of the target floor while slightly repeating the vertical relationship with respect to the S-line of the atmospheric pressure. Here, since there is no difference between the internal pressure and the external pressure before the door is opened, the second pressurization for slowly offsetting the offset state over a predetermined time is unnecessary.

FIG. 5 is a graph showing a modified example of the representative pattern of FIG. 2, in which the first pressurization is switched to negative pressure and negative pressure to positive pressure before the highest speed, and the latter half positive pressure and the second pressurization are appropriately set. It is a pattern of Yin and Yin. In FIG. 5, it is assumed that there is a timing at which the vertical relationship between the car interior pressure and the atmospheric pressure S-shaped line is reversed. It is desirable that the vertical inversion timing be set in a pattern so as to avoid the times T1 and T2 when the elevator travel reaches the maximum speed.

At the upside-down reversal timing, the pressure difference between the inside and the outside becomes zero, so the valve structure is opened, and the sound leaking from the outside of the car 1 to the inside cannot be blocked. If the upside-down inversion timing is likely to occur at any of the times 0 to T, it is not so difficult to set the pattern so as to avoid the times T1 to T2. Therefore, if the pattern of FIG. 5 is set, the valve structure is closed during the time T1 to T2 when the elevator travels at maximum speed and the loudest noise is generated, and the leakage noise from the outside of the car 1 to the inside is shut off. it can. It should be noted that the same effect can be obtained even if the vertical inversion timing is set in the range from time T2 to time T, and therefore it is illustrated in FIG.

FIG. 6 is a graph showing a modified example in which the patterns of FIGS. 4 and 5 are combined, in which the first pressurization is negative pressure, and the second pressurization is performed by switching from negative pressure to weak positive pressure after the highest speed. It is a weak-yang pattern before and after the yin. As shown in FIG. 6, when the first pressurization is negative pressure, the car internal pressure is largely offset to the S-shaped line of the atmospheric pressure to the negative pressure in the process of reaching T2 which exceeds the highest speed pass. Keep it in the open state. Next, in the process of decelerating from the highest speed T2, the vertical relationship is reversed with respect to the S-shaped line in which the car internal pressure is atmospheric pressure. In this case, the control unit 5 of the device 10 controls the intake/exhaust unit 2 so as to approach a control pattern in which the car internal pressure is increased from negative pressure to positive pressure.

According to the control pattern shown in FIG. 6, at time 0 to T2, the strong first pressurization by negative pressure is applied. This strong first pressurization is maintained before time T2. Therefore, the loud noise from the time T1 to T2 is shut off by closing the valve structure so that it cannot enter the car 1. In addition, in the process of decelerating from T2, which exceeds the highest speed pass, the car interior pressure tends to increase relatively slowly from negative pressure to positive pressure. In this tendency, as a result of being controlled stepwise for the first purpose, the car interior pressure reaches the front of the target floor while slightly repeating the vertical relationship with respect to the S-line of the atmospheric pressure. Here, since there is no difference between the internal pressure and the external pressure before the door is opened, the second pressurization for slowly offsetting the offset state over a predetermined time is unnecessary. In this regard, the pattern of FIG. 6 is similar to the pattern of FIG.

It should be noted that the present invention is not limited to the above-described embodiment, and various modifications are included. For example, the above-described embodiments have been described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all configurations. Further, it is possible to add/delete/replace other configurations with respect to a part of the configurations of the embodiment.

Hereinafter, the essential points of the present invention will be described with reference to the claims.
[1] The present device 10 is attached to an elevator car 1 equipped with a valve structure for maintaining airtightness by utilizing the internal and external atmospheric pressure differences P and N between the inside and outside, and controls the atmospheric pressure inside the car 1. It is suitable for. The device 10 includes an intake/exhaust unit 2, an atmospheric pressure measuring device 3, and a control unit 5. The intake/exhaust unit 2 intakes/exhausts the inside of the car 1 to arbitrarily adjust the inside air pressure. The atmospheric pressure measuring device 3 can measure the internal and external atmospheric pressure differences P and N while discriminating which is higher, inside or outside. The control unit 5 controls the intake/exhaust unit 2 so that the internal/external atmospheric pressure difference P, N measured by the atmospheric pressure measuring device 3 approaches a preset pattern corresponding to the operation of the elevator.

The present apparatus 10 controls the intake/exhaust unit 2 so that the control unit 5 brings the internal and external atmospheric pressure differences P and N of the car 1 closer to a pattern preset corresponding to the operation of the elevator. This pattern has two purposes, first and second. Firstly, by gradually changing the inner and outer air pressure differences P and N during the ascending/descending time T from the start of the ascending/descending of the car 1 to the end of the ascending/descending at the arrival at the destination floor, swallowing is induced in the passengers to prevent clogging of the ear The purpose is to eliminate discomfort.

As the second purpose of this pattern, the largest noise is generated outside the car 1 at the maximum speed, so there is a purpose to seal the inside and outside of the car 1 so as to prevent the sound leaking from outside the car from entering the car 1. .. Therefore, with respect to the valve structure that uses the inside and outside pressure differences P and N between the inside and outside to maintain airtightness, the inside and outside pressure differences P and N are obtained and sealed at the maximum speed.

For the second purpose of the pattern, the first pressurization that determines negative pressure or positive pressure is applied to the car 1 at a time point closer to the start of elevating than half of the elevating time T. By this first pressurization input, a differential pressure with respect to the car outside air pressure can be provided. Due to this pressure difference, the valve structure is kept airtight even at the maximum speed. As a result, the loudest noise generated at the maximum speed does not enter the car 1, so that passengers of the car 1 can quietly wait until they reach the destination floor.

Furthermore, if the differential pressure due to the first pressurization remains when arriving at the destination floor, the differential pressure is canceled instantly when the door of the car 1 is opened, so that the change in atmospheric pressure is large and the passengers are uncomfortable. It may give a pleasant feeling. Depending on the level of the remaining differential pressure, if necessary, it is advisable to apply the second pressurization opposite to the first pressurization before opening the door of the car 1, that is, immediately before the end of lifting. As a result, the first pressurization is offset and adjusted to the outside atmospheric pressure of the car, so that the discomfort of instantly eliminating the differential pressure is alleviated.

[2] In the pattern, the internal and external atmospheric pressure differences P and N are set so that the valve structure is kept airtight for a predetermined time T1 to T2 before and after the half elapsed time including the half elapsed time after half the elevating time T has elapsed. Is preferably provided.
[3] The pattern is preferably set so that the rate of change in atmospheric pressure is the same on the inside and the outside of the car 1 over a predetermined time T1 to T2.
[4] The pattern is preferably set so as to keep the internal and external atmospheric pressure differences P and N substantially constant over a predetermined time T1 to T2.
According to the requirements of [2] to [4], the valve structure is kept airtight when the speed of the car 1 is the highest at the time when half the elevating time T has elapsed. As a result, the effect of preventing the loudest noise generated at the maximum speed from entering the car 1 is obtained.

[5] The pattern is set so that the negative pressure and the positive pressure are reversed inside and outside the car 1 only once in one traveling stroke of the car 1 at times other than the predetermined time T1 and T2. Preferably. By the way, as described above, the first purpose of this pattern is to cause the passenger to swallow by changing the internal and external atmospheric pressure differences P and N stepwise during the ascending/descending time T of the car 1 to prevent the ear clogging. The purpose is to eliminate discomfort.

On the other hand, if the timing at which the relationship between the negative pressure and the positive pressure reverses is included within the predetermined time T1 to T2 due to the stepwise change, the internal and external differential pressure may become zero during the reverse rotation. At that time, since the valve structure eliminates the airtightness, a large noise is introduced into the car 1. In order to achieve the second purpose of avoiding such an undesired phenomenon, a preset control pattern is used, and only once during one traveling stroke of the car 1, at a time other than the predetermined time T1 and T2, the car 1 is driven. It is preferable to reverse the negative and positive pressures inside and outside.

[6] In this method, the inside/outside of the car 1 is sucked/exhausted by the intake/exhaust part 2 attached to the car 1 provided with a valve structure for keeping airtightness by utilizing the difference P, N between the inside and outside pressures. This is a method for controlling the internal pressure of an elevator car, in which the air pressure is adjusted to an arbitrary atmospheric pressure. In this method, the control unit 5 controls the intake/exhaust unit 2 according to the following procedure (steps S3 to S5).

Based on the result of measuring the pressure difference P, N between the inside and outside while the atmospheric pressure measuring device 3 determines which of the inside and outside of the car 1 is higher, the control is performed so as to approach a preset pattern corresponding to the operation of the elevator. The part 5 controls the intake/exhaust part 2 (steps S3 to S5). First, the pattern determines whether negative pressure or positive pressure is applied to the car 1 at a time point closer to the start of ascending/descending than half the ascending/descending time T required for one traveling stroke, and the first pressurization is performed (step S6).

Next, the pattern is to change the internal and external atmospheric pressure differences P and N stepwise during the ascending/descending time T after the car 1 reaches the target floor after the ascending/descending start and ends ascending/descending (steps S3 to S5). Finally, the pattern cancels the first pressurization by the second pressurization opposite to the first pressurization if the influence of the first pressurization remains inside the car 1 immediately before the end of the lifting. And adjust to the outside pressure of the car (steps S8 to S9). According to this method, an operation effect substantially the same as the operation effect of the present apparatus 10 shown in the above [1] can be obtained.

1...Car, 2...Intake/exhaust part (blower), 3...Atmospheric pressure measuring device, 4...Piping, 5...Control part, 10...Elevator car inside air pressure control device (this device), N...Inside/outside air pressure difference due to negative pressure, P... Internal/external atmospheric pressure difference due to positive pressure, T... Ascent/descent time, Y... Atmospheric pressure, yd... First pressurization due to negative pressure, ys... Atmospheric pressure at the start of ascending/descending, yu... First pressurization due to positive pressure

Claims (10)

An elevator car internal pressure control device comprising a valve structure for maintaining airtightness in an elevator car by utilizing an internal and external pressure difference between the inside and outside,
An intake/exhaust unit that arbitrarily adjusts the air pressure inside the car by performing intake/exhaust with respect to the inside of the car,
An atmospheric pressure measuring device capable of measuring the internal and external pressure difference while determining which is higher, inside or outside,
A control unit that controls the intake and exhaust units so that the internal and external atmospheric pressure differences measured by the atmospheric pressure measuring device approach a preset pattern corresponding to the operation of the elevator;
Equipped with
The pattern is
During the ascending/descending time from the start of the ascending/descending of the car to the end of the ascending/descending at the arrival at the destination floor, not only the internal/external pressure difference is changed stepwise
A first pressurization that determines negative pressure or positive pressure is applied to the car at a time closer to the start of elevating than half of the elevating time, and
If necessary, the second pressurization opposite to the first pressurization is applied to cancel the first pressurization just before the end of the ascending/descending so as to match the outside pressure of the car.
Elevator cage internal pressure control device. The pattern includes the half elapsed time after half of the ascending/descending time, and the internal/external pressure difference is set so that the valve structure maintains the airtightness for a predetermined time before and after the half elapsed time.
The elevator car internal pressure control device according to claim 1. In the pattern, the rate of change in atmospheric pressure is the same on the inside and the outside of the car over the predetermined time.
The elevator car internal pressure control device according to claim 2. The pattern holds the internal-external pressure difference substantially constant over the predetermined time,
The elevator car internal pressure control device according to claim 2. In the pattern, the negative pressure and the positive pressure are reversed inside and outside the car only once during one traveling stroke of the car, at a time other than the predetermined time.
The elevator car internal pressure control device according to claim 2. Elevator cage internal pressure control that can adjust to any pressure by sucking and exhausting the inside of the car with the intake and exhaust part attached to the car equipped with a valve structure that keeps airtightness by utilizing the internal and external atmospheric pressure difference between the inside and the outside Method,
The intake and exhaust section is
Based on the result of measuring the pressure difference between the inside and outside while determining whether the inside or outside of the car is higher, the atmospheric pressure measuring device is controlled by the control unit so as to approach a preset pattern corresponding to the operation of the elevator. Controlled,
The pattern is
For the car, the negative pressure or the positive pressure is determined at a point closer to the start of lifting than the half of the lifting time required for one traveling stroke, and the first pressurization is performed,
During the ascending/descending time until the car reaches the destination floor after the ascending/descending start and ends ascending/descending, the internal/external pressure difference is changed stepwise,
If the influence of the first pressurization remains inside the car 1 immediately before the end of the ascent/descent, the second pressurization opposite to the first pressurization cancels the first pressurization. Adjust to the cage outside air pressure,
Elevator cage internal pressure control method. The pattern includes a half elapsed time after half the elevating time has elapsed, and the internal/external atmospheric pressure difference is set such that the valve structure maintains the airtightness for a predetermined time before and after the half elapsed time.
The elevator car internal pressure control method according to claim 6. The pattern matches the rate of change of atmospheric pressure inside and outside the car over the predetermined time,
The elevator car internal pressure control method according to claim 7. The pattern holds the internal-external pressure difference substantially constant over the predetermined time,
The elevator car internal pressure control method according to claim 7. In the pattern, the negative pressure and the positive pressure are reversed inside and outside the car only once in one traveling stroke of the car 1 at times other than the predetermined time.
The elevator car internal pressure control method according to claim 7.

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