JP2020121816A - Static elimination system of elevator - Google Patents

Abstract

To provide a technique realizing static elimination with a simple configuration for an elevator car.SOLUTION: A static elimination system 5 performs static elimination for a car 1 at the time of stop of the car 1 at a landing hall H in a contactless power supply elevator and comprises a closing part 50, a car side contact point 51, and a landing side contact point 52. The closing part 50 is provided in the car 1 and closes a gap G between the car and the landing hall at the time of stop of the car 1 at the landing hall H. The car side contact point 51 is a contact point for grounding and is provided at a tip 50a of the closing part 50. The landing hall side contact point 52 is a contact point for grounding provided at the landing hall H. The car side contact point 51 comes into contact with the landing side contact point 52 when the gap G is closed by the closing part 50.SELECTED DRAWING: Figure 2

Description

The present invention relates to a technique applicable to a contactless power feeding type elevator.

Conventionally, a transmission cable for supplying electric power from a building has been connected to an elevator car. In such an elevator, by providing a ground wire in the power transmission cable, unnecessary static electricity generated in electric equipment installed in the car is released to the building side through the ground wire.

In recent years, an elevator has been proposed that supplies electric power to a car by a non-contact power supply method without providing a power transmission cable (see, for example, Patent Document 1). In a non-contact power feeding type elevator, a power transmission unit is provided in the hoistway and a power receiving unit is provided in the car, and electric power is transmitted and received between the power transmission unit and the power receiving unit using electromagnetic induction or electromagnetic resonance. ..

Japanese Utility Model Publication No. 4-84261 Japanese Unexamined Patent Application Publication No. 2018-52705

However, since the above-mentioned non-contact power supply type elevator does not have a power transmission cable, it is not possible to provide a ground wire connecting the car and the building, and it is not possible to dissipate unnecessary static electricity generated in the car to the building side. There is such a problem.

In order to solve this problem, a static elimination technology has been proposed in which static electricity is released to the building side when the car at the hall is stopped by using the engagement device between the car door and the hall door (for example, see Patent Document 2). .. However, in the proposed static elimination technology, in order to secure a conductive path for grounding from the car door to the landing door, it is necessary to use a conductive component as a component of the engaging device, and this constraint As a result, the degree of freedom in designing the engagement device may be limited, or the configuration of the engagement device may be complicated.

Then, the objective of this invention is providing the technique which implement|achieves the static elimination with respect to the elevator car with a simple structure.

A static elimination system according to the present invention, in a contactless power feeding type elevator, is a system for eliminating static electricity to the car at the time of stopping the car at the landing, a blocking portion, a car side contact, and a landing side contact, Prepare The blocking portion is provided in the car and closes a gap generated between the car and the car when the car stops at the landing. The car side contact is a contact for grounding and is provided at the tip of the closing part. The landing-side contact is a grounding contact provided in the landing, and the car-side contact comes into contact with the landing-side contact when the above-mentioned gap is closed by the closing portion.

According to the above charge removal system, the tip of the blocking portion approaches or contacts the landing when the blocking portion closes the gap. Therefore, by providing a car-side contact, which is a grounding contact, at the tip of such a closed portion, the car-side contact can be brought into contact with the landing-side contact by utilizing the closed portion that is close to or in contact with the landing. You can The contact between them makes it possible to form a grounding conductive path between the car and the landing.

In the static elimination system, the closing part is a movable part that moves from the open position where the gap is opened to the closing position where the gap is closed when the car at the landing is stopped, and by moving the closing part to the closing position. The car side contact may contact the landing side contact. According to this configuration, when the car at the landing is not stopped, the closed part is moved to the open position so that the car side contact can come into contact with the landing side contact when the car passes through the landing. Can be avoided. Then, the car side contact can be brought into contact with the hall side contact by moving the closing part to the closing position only when the car at the landing is stopped. Therefore, it is possible to avoid unnecessary contact between the car-side contact and the landing-side contact, and thus it is possible to prevent wear of the closed portion and the contact.

In the above static elimination system, at least one of the car-side contact and the landing-side contact may have an elastic structure capable of elastically deforming itself when the car-side contact and the landing-side contact are in contact with each other.

According to the above configuration, in the case where the width of the gap may differ depending on the landing where the car stops, the car side contact can be brought into contact with the landing side contact even when the width becomes maximum. By constructing the elastic structure so as to be possible, the car side contact and the hall side contact can be surely brought into contact with each other in any hall. Moreover, in any landing, since at least one of the car side contact and the landing side contact can be elastically deformed according to the width of the gap generated in the landing, the car side contact and the landing side contact It is possible to mitigate (smaller) the impact that occurs when touching and the accompanying collision noise. Further, when the car-side contact and the landing-side contact are in contact with each other, an elastic force can be applied to the car-side contact and the landing-side contact so as to press them. Therefore, the contact area between the car-side contact and the landing-side contact increases, and as a result, a good connection state with low contact resistance can be obtained.

In the above static elimination system, the closed portion may be elongated in the width direction of the entrance/exit of the car. Further, one car-side contact may be provided at least at two positions in the width direction of the tip of the closing part. According to this configuration, even when the movement amount of the closed portion is different at different positions in the width direction, the car side contact can be brought into contact with the corresponding landing side contact at at least one of the positions.

In the above static elimination system, a recess may be provided in the hall where the car side contact enters when the gap is closed by the closing part, and the hall side contact may be arranged in the recess. Unlike this configuration, when the landing-side contact is provided on the flat surface of the landing and the car-side contact is brought into contact with the landing-side contact, the car-side contact is placed between the landing and the closed portion when the gap is closed. It will be pinched, leaving a gap for the car side contact. On the other hand, according to the above-described configuration in which the concave portion is provided, the car-side contact enters into the concave portion and is stored when the gap is closed, so that the gap generated between the landing and the closed portion is reduced or there is no gap. Can be in a state.

In the static eliminator system, an inclined surface that is directed to the inside of a hoistway through which a car passes and that is obliquely directed downward may be provided in the hall, and the hall-side contact may be disposed on the inclined surface. In this configuration, it is preferable that the closing portion closes the gap by moving in translation from the car to the landing. As a result, in the process in which the closing portion closes the gap, the closing portion or the car-side contact contacts the surface of the landing-side contact from an oblique direction, and then the car-side contact slides along the surface. According to this configuration, when the car side contact and the landing side contact are in contact with each other, the car side contact slides on the surface of the landing side contact, and therefore the sliding can be used to remove dirt and rust on the contact surface. You can

According to the present invention, static elimination of an elevator car is realized with a simple configuration.

It is a conceptual diagram which illustrated the elevator of the non-contact electric power feeding system which can apply the static elimination system which concerns on this invention. It is the conceptual diagram which showed the static elimination system which concerns on embodiment, (A) The state which the closed part opened the clearance gap, and (B) The state which the closed part closed the clearance gap, respectively is shown. It is a front view of the car in which the closing part was provided. It is the conceptual diagram which showed the static elimination system which concerns on a 1st modification, (A) The state which the closure part opened the clearance gap, and (B) shows the state which closed the clearance gap, respectively. (A) (B) It is a conceptual diagram which showed two examples of the car side contact 51 as a 2nd modification. It is a conceptual diagram which showed the static elimination system which concerns on a 4th modification, Comprising: (A) The state which the closure part opened the clearance gap, and (B) the state which the closure part closed the clearance gap, respectively. It is the conceptual diagram which showed the static elimination system which concerns on a 5th modification, Comprising: (A) The state which the obstruction part opened the clearance gap, and (B) the state which the obstruction part obstruct|occluded the clearance gap, respectively. It is a conceptual diagram which showed the static elimination system which concerns on a 6th modification, Comprising: (A) The state before the arrival of the car to a hall, and (B) The state at the time of the arrival of the car to a hall is shown, respectively.

FIG. 1 is a conceptual diagram exemplifying a non-contact power feeding type elevator to which the static elimination system according to the present invention can be applied. The contactless power feeding type elevator includes a car 1, a non-contact power supply device 2, and a car control device 3.

The car 1 has a floor 11 which is a base of the car 1 and a car door 12 which opens and closes an entrance/exit. The floor 11 is provided with a car-side sill 13 along the bottom of the entrance/exit (see FIG. 3 ), and the car-side sill 13 defines a guide groove 13 a (FIG. 3) that defines the opening/closing direction of the car door 12. 2(A)) is formed. On the other hand, the hall H is provided with a hall door 61 that opens and closes the entrance/exit in conjunction with the car door 12. In addition, the hall H is provided with a hall-side sill 62 along the bottom of the entrance/exit, and the hall-side sill 62 has a guide groove 62a (FIG. 2A) that defines the opening/closing direction of the hall door 61. (See) is formed. Then, between the car 1 and the hall H (specifically, between the car-side sill 13 and the hall-side sill 62) so that they do not interfere with each other when the car 1 stops at the hall H. ) Is provided with a gap G.

The contactless power supply device 2 includes a power transmission unit Pc and a power reception unit Pd that receives power from the power transmission unit Pc in a contactless manner using electromagnetic induction or electromagnetic resonance. The power transmission unit Pc is provided in the hoistway R, and the power receiving unit Pd is provided in the car 1. Power is supplied to the car 1 by transmitting and receiving power between the power transmission unit Pc and the power receiving unit Pd. To be done.

In FIG. 1, the power receiving unit Pd is installed behind the ceiling of the car 1, and the power transmitting unit Pc moves up and down to enable transmission and reception of electric power with the power receiving unit Pd when the car 1 is stopped at the landing H. It is installed at a position within the road R (as an example, a position facing the power receiving unit Pd). The power transmission unit Pc may be provided at a position in the hoistway R corresponding to all the halls H where the car 1 stops, or in the hoistway R corresponding to one or several halls H. It may be provided only at the position. Alternatively, the power transmission unit Pc may be provided in the hoistway R such that the power transmission/reception with the power reception unit Pd is always possible regardless of the position of the car 1. Further, the power receiving unit Pd is not limited to being placed in the ceiling of the car 1 and may be installed under the floor of the car 1. Furthermore, the installation position of the power transmission unit Pc may be appropriately changed depending on the installation position of the power reception unit Pd, the position at which transmission and reception are performed, and the like.

The car control device 3 controls opening and closing of car doors, control of lighting and air conditioning, control of operation panel (interface including buttons operated by the user, touch panel, etc.), communication with an elevator control device (not shown), and the like. To do. The elevator may be provided with a plurality of cars 1. In such an elevator, a car control device 3 and an elevator control device are provided so as to correspond to each of the plurality of car 1 one by one, and a group management for centrally managing and controlling the plurality of elevator control devices is provided. A control device (not shown) is further provided.

Next, an embodiment of the static elimination system according to the present invention will be specifically described.

[1] Configuration of Static Elimination System FIGS. 2A and 2B are conceptual diagrams showing the static elimination system 5 according to the embodiment. The static elimination system 5 is a system that eliminates static electricity to the car 1 when the car 1 is stopped at the hall H in the above-mentioned non-contact power feeding type elevator, and includes the blocking portion 50, the car side contact 51, and the hall side. And a contact point 52.

<Occlusion part>
The blocking portion 50 is provided in the car 1 and closes a gap G generated between the car 1 and the car 1 when the car 1 stops at the hall H. 2A shows a state in which the closing portion 50 opens the gap G, and FIG. 2B shows a state in which the closing portion 50 closes the gap G.

In the present embodiment, the closing portion 50 is formed in an elongated shape in the width direction D1 of the entrance/exit of the car 1 (see FIG. 3 ). Further, as shown in FIGS. 2(A) and 2(B), the closing portion 50 is in a direction from the car 1 toward the hall H (hereinafter, referred to as “moving direction D2”. In the present embodiment, it is horizontal. Translation). Specifically, the car-side sill 13 is provided with an elongated recess 13b that opens in the moving direction D2, and the closing portion 50 can protrude from the recess 13b into the recess 13b. It is stored in the state. The closing portion 50 is housed in the recess 13b to open the gap G, and the closing portion 50 projects from the recess 13b to close the gap G. In this way, the closing portion 50 translates between the open position P1 where the gap G is opened and the closing position P2 where the gap G is closed.

Then, when the car 1 at the hall H is stopped, the closing part 50 moves from the open position P1 to the closing position P2, so that the closing part 50 closes the gap G. This prevents the belongings of the user from falling into the hoistway R from the gap G.

The movement of the closing unit 50 is executed by a driving unit (not shown) connected to the closing unit 50. As an example, the drive unit is an opening/closing mechanism that opens/closes the car door 12. By connecting the closing part 50 to the opening/closing mechanism, the closing part 50 is moved in association with the opening/closing of the car door 12. Specifically, the closing part 50 moves from the open position P1 to the closed position P2 in conjunction with the door opening operation of the car door 12 (see FIG. 2(B)), and interlocks with the door closing operation of the car door 12. And moves from the closed position P2 to the open position P1 (see FIG. 2A).

The movement of the closing unit 50 may be controlled individually without interlocking with the opening and closing of the car door 12. Further, the closing portion 50 is not limited to the one formed in the elongated shape, and may be divided into a plurality in the width direction D1 and may move integrally in translation.

<Car side contact>
The car-side contact 51 is a grounding contact and is provided at the tip end portion 50a of the closing portion 50 in the moving direction D2 (see FIGS. 2A and 2B). The car-side contact 51 is connected to an electric device installed in the car 1 (car control device 3 or operation panel) via a ground wire 53A.

In the present embodiment, the car-side contact 51 is provided on the tip end surface 50b of the tip end portion 50a of the closing portion 50 that faces the closing position P2 (corresponding to the moving direction D2) (FIG. 2( See A)). Further, the car-side contacts 51 are provided one at each of two positions in the width direction D1 of the tip end portion 50a of the closing portion 50 (see FIG. 3 ). More specifically, the car-side contacts 51 are provided one at a position near both left and right ends in the width direction D1.

<landing point contact>
The landing-side contact 52 is a grounding contact provided in the landing H corresponding to the car-side contact 51, and is arranged so that the car-side contact 51 contacts when the gap G is closed by the closing portion 50. The hall-side contact point 52 is connected (grounded) to the ground (including a building or the like) via the ground wire 53B.

In the present embodiment, the landing side contacts 52 are arranged so that the car side contacts 51 can come into contact with each other when the closing part 50 moves to the closing position P2. Specifically, the hall-side contact 52 is a cage-side contact provided on the tip end surface 50b of the closed portion 50 on the inner surface 62b of the hall-side sill 62 (that is, the surface facing the inside of the hoistway R). It is arranged at a position facing 51.

According to the static elimination system 5, the tip portion 50a (the tip surface 50b in the present embodiment) of the closed portion 50 has the landing H (the landing side in the present embodiment when the closed portion 50 closes the gap G). It will approach or contact the inner surface 62b) of the sill 62. Therefore, by providing the car-side contact 51, which is a contact for grounding, at the tip portion 50a of the closed portion 50, the car-side contact 51 can be accessed by using the closed portion 50 that is close to or in contact with the hall H. The side contact 52 can be contacted. Then, due to their contact, a conductive path for grounding can be formed between the car 1 and the hall H. As a result, the electric equipment installed in the car 1 is grounded through the ground line 53A, the car side contact 51, the hall side contact 52, and the ground line 53B, and as a result, the car 1 is destaticized. As described above, according to the static elimination system 5, static elimination for the car 1 is realized with a simple configuration using the blocking portion 50.

The static elimination of the car 1 is performed after the car 1 arrives at the hall H and before the user gets on and off (that is, when the user crosses the gap G, the user forms a conductive path for grounding). It is preferable that it is performed before). For example, by interlocking the movement of the closing portion 50 with the opening and closing of the car door 12 as described above, it is possible to realize static elimination before getting on and off the car 1. Because the car side contact 51 comes into contact with the landing side contact 52 in conjunction with the door opening operation of the car door 12, when the car door 12 is in the fully opened state and the user starts getting on and off, the conductive material for grounding is already present. This is because the car 1 has been completely neutralized through the path.

In addition, in the present embodiment, the closing portion 50 is a movable portion that moves between the open position P1 and the closing position P2. Therefore, by moving the closing portion 50 to the open position P1 except when the car 1 is stopped at the hall H, the car side contact 51 is changed to the hall side contact 52 when the car 1 passes through the hall H. It is possible to avoid contact with. Then, only when the car 1 at the hall H is stopped, the car side contact 51 can be brought into contact with the hall side contact 52 by moving the closing portion 50 to the closing position P2. Therefore, unnecessary contact between the car-side contact 51 and the landing-side contact 52 can be avoided, and thus the wear of the blocking portion 50 and the contact (the car-side contact 51 and the landing-side contact 52) can be prevented.

Further, in the present embodiment, the car-side contacts 51 are provided one at each of two positions in the width direction D1 of the tip end portion 50a of the closing portion 50. Therefore, even when the movement amount of the closing portion 50 is different at different positions in the width direction D1, the car side contact 51 can be brought into contact with the corresponding landing side contact 52 at at least one of the positions. The car-side contacts 51 are not limited to two locations, but may be provided one at three locations in the width direction D1. Further, when the movement amount of the closing portion 50 is almost the same in different positions in the width direction D1, the car side contact 51 may be provided only in one position of the tip end portion 50a of the closing portion 50. Furthermore, when the closed portion 50 is divided into a plurality in the width direction D1, the car side contact 51 may be provided in each divided portion.

[2] Modified Example [2-1] First Modified Example FIGS. 4A and 4B are conceptual diagrams showing a static elimination system 5 according to the first modified example. The closing portion 50 may be provided on the upper surface 13c of the car-side sill 13 and rotationally move between the open position P1 and the closed position P2 around the central axis 50c extending in the width direction D1. 4A shows a state in which the closing portion 50 opens the gap G, and FIG. 4B shows a state in which the closing portion 50 closes the gap G.

In the first modification, the closing portion 50 is configured such that the tip end portion 50a overlaps the upper surface 62c of the landing side sill 62 when the closing portion 50 moves to the closing position P2. In this case, the car-side contact 51 is provided on the lower surface 50d of the tip end portion 50a of the closing portion 50 that overlaps the upper surface 62c of the hall-side sill 62. The hall-side contact 52 is arranged on the upper surface 62c of the hall-side sill 62 at a position where the car-side contact 51 overlaps when the closing portion 50 moves to the closing position P2.

According to the static elimination system 5 of the first modified example, similar to the above-described embodiment, the contact between the car side contact 51 and the landing side contact 52 using the blocking portion 50 allows grounding between the car 1 and the landing H. Can be formed. Therefore, the static elimination of the car 1 can be realized with a simple configuration using the blocking unit 50. Further, since the closing portion 50 can be moved to the open position P1 except when the car 1 is stopped at the hall H, the closing portion 50 and the contacts (the car side contact 51 and the landing side contact 52) are worn. Can be prevented.

[2-2] Second Modification FIGS. 5A and 5B are conceptual diagrams showing two examples of the car-side contact 51 as a second modification. The car side contact 51 may have an elastic structure that allows the car side contact 51 to elastically deform itself when it contacts the hall side contact 52. In the example of FIG. 5A, the car side contact 51 is composed of a leaf spring. Further, in the example of FIG. 5B, the car-side contact 51 connects the contact portion 511 that contacts the landing-side contact 52 and the contact portion 511 when the contact portion 511 contacts the landing-side contact 52. And a compression spring 512 that urges the compression spring 512 toward. The ground wire 53A is connected to the contact portion 511. In this case, the compression spring 512 may be a non-conductive one.

According to the second modification, in the case where the width of the gap G may be different for each landing H where the car 1 stops, even if the width becomes maximum, the car side contact 51 is changed to the landing side contact. By constructing an elastic structure so that it can be brought into contact with 52 (for example, by adjusting the protrusion amount of the leaf spring or the length of the compression spring 512), the car side contact 51 and the landing place 51 can be contacted at any landing H. The side contact 52 can be reliably contacted. Moreover, since the car side contact 51 can be elastically deformed according to the width of the gap G generated in the hall H at any landing H, when the car side contact 51 and the landing side contact 52 are brought into contact with each other. It is possible to reduce (decrease) the impact that occurs and the sound of collision that accompanies it.

Further, when the car-side contact 51 and the landing-side contact 52 are in contact with each other, it is possible to impart an elastic force to the car-side contact 51 and the landing-side contact 52 so as to press them. Therefore, the contact area between the car-side contact 51 and the landing-side contact 52 increases, and as a result, a good connection state with low contact resistance can be obtained.

The car-side contact 51 is not limited to the two examples described above, and may have another elastic structure that allows the car-side contact 51 to elastically deform itself when contacting the landing-side contact 52. Further, in the example of FIG. 5B, the compression spring 512 is made conductive, and the ground wire 53A is connected to the compression spring 512, so that the contact portion 511 and the ground wire 53A are connected to each other by the compression spring 512. It may be electrically connected via. Further, the elastic structure may be constructed in the hall side contact 52 instead of the car side contact 51, or may be constructed in both the car side contact 51 and the hall side contact 52.

[2-3] Third Modified Example Instead of the second modified example (elastic structure), the operation of the closing part 50 (for example, the moving amount and moving speed of the closing part 50, the force applied to the closing part 50, etc.) is controlled. By doing so, the impact generated at the time of contact between the car side contact 51 and the hall side contact 52 and the accompanying collision noise may be reduced (decreased). Further, after the contact between the car side contact 51 and the hall side contact 52, a force in the moving direction D2 may be further applied to the closed portion 50 to press the car side contact 51 and the hall side contact 52 into pressure contact. .. As a result, the contact area between the car-side contact 51 and the landing-side contact 52 increases, and as a result, a good connection state with low contact resistance can be obtained.

[2-4] Fourth Modified Example FIGS. 6A and 6B are conceptual diagrams showing a static elimination system 5 according to a fourth modified example. In the configuration in which the closing part 50 moves in translation from the open position P1 to the closing position P2, the landing side sill 62 (that is, the landing H) has a recess 62d into which the car side contact 51 enters when the closing part 50 closes the gap G. It may be provided. In this case, the hall side contact 52 is arranged in the recess 62d. 6A shows a state in which the closing portion 50 opens the gap G, and FIG. 6B shows a state in which the closing portion 50 closes the gap G.

Different from the configuration of the fourth modified example, a configuration is provided in which the landing side contact 52 is provided on the inner surface 62b of the landing side sill 62, and the car side contact 51 is brought into contact with the landing side contact 52 (see FIGS. 2A and 2B). ), when the gap G is closed, the car-side contact 51 is sandwiched between the inner surface 62b of the landing side sill 62 and the tip surface 50b of the closing portion 50 (that is, between the landing H and the closing portion 50). A gap remains for the car side contact 51 (see FIG. 2B). On the other hand, according to the fourth modified example in which the concave portion 62d is provided, the car-side contact 51 enters the concave portion 62d and is stored when the gap G is closed, so that the gap generated between the landing H and the closed portion 50 is small. It can be done or there can be no gap.

[2-5] Fifth Modified Example FIGS. 7A and 7B are conceptual diagrams showing a charge eliminating system 5 according to a fifth modified example. In the configuration in which the closing part 50 moves in translation from the open position P1 to the closed position P2, the landing side sill 62 (that is, the landing H) has an inclined surface 62e directed toward the inside of the hoistway R and directed obliquely downward. It may be provided. And the hall side contact 52 may be arrange|positioned at this inclined surface 62e. 7A shows a state in which the closing portion 50 opens the gap G, and FIG. 7B shows a state in which the closing portion 50 closes the gap G.

In the configuration of the fifth modified example as described above, the car-side contact 51 obliquely contacts the surface 52a of the landing-side contact 52 in the process in which the closing portion 50 closes the gap G, and then along the surface 52a. It is preferable to slide. As a specific example, the closing portion 50 is a flexible tongue-like member, and is formed on the surface 50e that is bent when facing the closing position P2 and faces the surface 52a of the hall side contact 52. A car side contact 51 is provided. Then, in the process of the closing portion 50 moving to the closing position P2, after the closing portion 50 or the car side contact 51 comes into contact with the inclined surface 62e (including the surface 52a of the hall side contact 52) from an oblique direction, the closing portion 50 is By gradually bending, the car-side contact 51 slides along the surface 52a while being pressed against the surface 52a of the landing-side contact 52 by the bending of the closing portion 50.

According to the fifth modification, when the car-side contact 51 and the landing-side contact 52 are in contact with each other, the car-side contact 51 slides on the surface 52a of the landing-side contact 52. It can remove dirt and rust.

[2-6] Sixth Modification FIGS. 8A and 8B are conceptual diagrams showing a charge eliminating system 5 according to a sixth modification. The closing portion 50 is not limited to the one that moves (translates or rotates) from the open position P1 to the closed position P2, and may be fixed to the car side sill 13 (that is, the car 1). 8A shows the state before the arrival of the car 1 at the hall H, and FIG. 8B shows the state at the time of the arrival of the car 1 at the hall H.

As a specific example, the closing portion 50 is a flexible tongue-shaped member, and is fixed so as to be able to contact the inner surface 62b of the hall-side sill 62 and bend when the car 1 arrives at the hall H. To be done. The car-side contact 51 and the hall-side contact 52 are provided on the surfaces of the closing portion 50 and the hall-side sill 62 that face each other when the closing portion 50 bends.

According to the sixth modified example, similarly to the above-described embodiment and other modified examples, the contact between the car side contact 51 and the hall side contact 52 using the closing portion 50 causes the ground between the car 1 and the hall H. A conductive path can be formed. Therefore, the static elimination for the car 1 can be realized with a simple configuration using the blocking unit 50.

[2-7] Other Modifications In the above-described embodiment and modifications, the closing portion 50 may be provided on the hall H side, and the landing side contact 52 may be arranged at the tip end portion 50a of the closing portion 50. In this case, the configuration of the car-side contact 51 described above can be applied to the landing-side contact 52. Further, the configuration of the landing side contact 52 described above can be applied to the car side contact 51. Even with this configuration, a grounding conductive path can be formed between the car 1 and the hall H by the contact between the car-side contact 51 and the hall-side contact 52 utilizing the blocking portion 50. Therefore, the static elimination of the car 1 can be realized with a simple configuration using the blocking unit 50.

The above description of the embodiments should be considered as illustrative in all points and not restrictive. The scope of the invention is indicated by the claims rather than the embodiments described above. Further, the scope of the present invention is intended to include meanings equivalent to the claims and all modifications within the scope.

DESCRIPTION OF SYMBOLS 1 Car 2 Non-contact power feeding device 3 Car control device 5 Static elimination system G Gap H Landing R Hoistway 11 Floor 12 Car door 13 Car side sill 13a Guide groove 13b Recess 13c Upper surface 50 Block 50a Tip 50b Tip 50c Center axis 50d Lower surface 50e Surface 51 Car side contact 52 Landing side contact 52a Surfaces 53A, 53B Ground wire 61 Landing door 62 Landing side sill 62a Guide groove 62b Inner surface 62c Upper surface 62d Recess 62e Slope D1 Width D2 Moving direction P1 Open position P2 Closing position Pc Power transmission unit Pd Power reception unit 511 Contact unit 512 Compression spring

Claims (6)

In a contactless power supply type elevator, a static elimination system that eliminates static electricity from the car when the car is stopped at the hall,
A blocking portion provided in the car, for closing a gap between the car when the car stops at the landing, and
A basket side contact for grounding provided at the tip of the closing part,
A landing-side contact, which is provided at the landing and which the car-side contact contacts when the gap is closed by the closing portion,
A static elimination system for an elevator. The closing portion is a movable portion that moves from an open position where the gap is opened to a closing position where the gap is closed when the car to the landing is stopped.
The static elimination system for an elevator according to claim 1, wherein the cage-side contact comes into contact with the landing-side contact due to the movement of the closing portion to the closing position. At least one of the car-side contact and the landing-side contact has an elastic structure that enables elastic deformation of itself when the car-side contact and the landing-side contact are in contact with each other. 2. The elevator static elimination system according to 2. The closed portion is elongated in the width direction of the entrance/exit of the car,
The static elimination system for an elevator according to any one of claims 1 to 3, wherein one car-side contact is provided at each of at least two positions in the width direction of the tip portion of the closed portion. The said landing|hall is provided with the recessed part which the said car side contact enters at the time of the said block part closing|occluding the said clearance gap, The said landing side contact|contact is arrange|positioned in the said recessed part, Any one of Claims 1-4. Elevator static elimination system according to. The landing is provided with an inclined surface directed inward and obliquely downward while being directed to the inside of the hoistway through which the car passes, and the landing side contact is arranged on the inclined surface,
The closing portion closes the gap by translationally moving from the car toward the hall, and in the process of closing the gap by the closing portion, the closing portion or the car-side contact is the landing side. The static elimination system for an elevator according to any one of claims 1 to 4, wherein the surface of the contact is contacted from an oblique direction, and then the car-side contact slides along the surface.

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