JP5653231B2 - Elevator equipment - Google Patents

Description

  Embodiments described herein relate generally to an elevator apparatus including an air conditioning plate.

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

  As the rated speed of the elevator becomes 400 m / min or more, aerodynamic noise generated by the airflow around the car has become a problem in connection with the comfort of the elevator. In order to reduce the aerodynamic noise of such an ultra-high speed elevator, the installation of a windbreak cover has been realized and has been effective.

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

  Therefore, in order to cope with the further increase in the speed of the elevator, a technology for attaching a wind-control spoiler on the wind-control cover has been developed and has been successfully applied to the world's fastest elevator.

JP-A-4-333486 Japanese Patent Laid-Open No. 2005-16496 JP 2001-19321 A JP 2006-124142 A JP 7-137972 A Japanese Patent No. 4023871

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

  In recent years, it has been required to further reduce the gap between the elevator floor and the car so that tires of wheelchairs and baby strollers are not removed as the barrier becomes free. For this reason, the narrow gap inside the hoistway is further reduced, and even in low-to-high speed elevators that have not been a problem in the past, local aerodynamic noise (buff noise) is generated when passing through the narrow section in the hoistway. It has become.

  In the current situation where comfort is increasingly demanded, it is desired to reduce aerodynamic noise during traveling for such low to high speed elevators. However, there is no currently effective countermeasure for such aerodynamic noise. For example, in order to eliminate the narrow portion of the hoistway, there is no choice but to improve the structure such as pasting a plate over the entire travel path.

  Therefore, there is a need for an elevator apparatus that can effectively reduce aerodynamic noise generated during travel without requiring significant structural improvements.

An elevator apparatus according to an embodiment includes a first air conditioning plate provided at a lower end portion of a front surface of a car that moves up and down in a hoistway, and at least one end portion of upper and lower end portions of the first air conditioning plate. And at least one first airflow dispersion member having a thickness for dispersing the airflow flowing into the front surface of the car when the car passes through the narrow portion. The first airflow dispersion member has an inclined portion, with the mountain side of the inclined portion facing the lower end of the first air conditioning plate and the valley side facing the upper end of the first air conditioning plate. The first air conditioning plate is provided near the center of the lower end of the first air conditioning plate.
Moreover, the elevator apparatus which concerns on other embodiment is at least one of the 1st wind regulation board provided in the lower end part of the front of the car which raises / lowers the inside of a hoistway, and the up-and-down both ends of this 1st wind regulation board And at least one first airflow dispersion member having a thickness for dispersing the airflow flowing into the front of the car when the car passes through the narrow part. The first airflow dispersion member has an inclined portion, with the mountain side of the inclined portion facing the upper end portion of the first air conditioning plate and the valley side facing the lower end portion of the car. , Provided near the center of the upper end of the first air conditioning plate.

FIG. 1 is a diagram illustrating an observation result of aerodynamic noise generated when an elevator travels. FIG. 2 is a diagram that reproduces the air flow around the car during traveling of the elevator by numerical fluid analysis, and shows the air flow when the lower end portion of the apron reaches the narrow portion in the hoistway. . FIG. 3 is a diagram that reproduces the air flow around the car during traveling of the elevator by numerical fluid analysis, and is another diagram showing the air flow when the lower end portion of the apron reaches the narrow portion in the hoistway. It is. FIG. 4 is a diagram showing the relationship between the traveling speed of the elevator and the noise when passing through the narrow part. FIG. 5 is a diagram showing the configuration of the elevator apparatus according to the first embodiment, in which FIG. 5 (a) is a side view of the car traveling in the hoistway, and FIG. 5 (b) is the car. It is the front view which looked at from A direction. FIG. 6 is a view showing another installation example of the airflow dispersion member provided in the apron of the car. FIG. 7 is a view showing another installation example of the air flow dispersion member provided in the apron of the car. FIG. 8 is a view showing another installation example of the airflow dispersion member provided in the apron of the car. FIG. 9 is a diagram showing a configuration of an elevator apparatus according to the second embodiment, in which FIG. 9A is a side view of a car traveling in a hoistway, and FIG. 9B is the car. It is the front view which looked at from A direction. FIG. 10 is a diagram showing the configuration of the elevator apparatus according to the third embodiment. FIG. 10 (a) is a side view of a car traveling in the hoistway, and FIG. 10 (b) is the car. It is the front view which looked at from A direction. FIG. 11 is a view showing a configuration of an airflow dispersion member provided at the lower end portion of the apron of the car in the embodiment. FIG. 12 is a diagram showing the configuration of the elevator apparatus according to the fourth embodiment, in which FIG. 12 (a) is a side view of a car traveling in a hoistway, and FIG. 12 (b) is the car. It is the front view which looked at from A direction. FIG. 13 is a diagram showing the configuration of the elevator apparatus according to the fifth embodiment, in which FIG. 13 (a) is a side view of a car traveling in a hoistway, and FIG. 13 (b) is the car. It is the front view which looked at from A direction. FIG. 14 is a view showing a configuration of a grooved airflow dispersion member provided at an upper end portion of a car apron in the embodiment. FIG. 15 is a diagram showing the configuration of an elevator apparatus according to the sixth embodiment, in which FIG. 15 (a) is a side view of a car traveling in a hoistway, and FIG. 15 (b) is the car. It is the front view which looked at from A direction. FIG. 16 is a diagram showing a configuration of an elevator apparatus according to the seventh embodiment, in which FIG. 16 (a) is a side view of a car traveling in a hoistway, and FIG. 16 (b) is its car. It is the front view which looked at from A direction. FIG. 17 is a view showing the configuration of an elevator apparatus according to the eighth embodiment. FIG. 17 (a) is a side view of a car traveling in a hoistway, and FIG. 17 (b) is the car. It is the front view which looked at from A direction. FIG. 18 is a diagram showing the configuration of an elevator apparatus according to the ninth embodiment, in which FIG. 18 (a) is a side view of a car traveling in a hoistway, and FIG. 18 (b) is the car. It is the front view which looked at from A direction. FIG. 19 is a diagram showing the configuration of the elevator apparatus according to the tenth embodiment. FIG. 19 (a) is a view of a ride car and a counterweight running from the side of a hoistway, and FIG. It is the front view which looked at the counterweight from A direction. FIG. 20 is a diagram showing the configuration of the elevator apparatus according to the eleventh embodiment. FIG. 20 (a) is a side view of the car traveling in the hoistway, and FIG. 20 (b) is the car. It is the front view which looked at from A direction. FIG. 21 is a diagram showing a configuration of an airflow generation device using discharge plasma. FIG. 22 is a diagram showing an example of a speed change of the induced flow generated by the airflow generation device of FIG. FIG. 23 is a diagram showing another configuration of an airflow generation device using discharge plasma. FIG. 24 is a diagram showing an example of a change in velocity of the induced flow generated by the airflow generation device of FIG. FIG. 25 is a diagram showing an example of a change in velocity of the induced flow generated by the airflow generation device of FIG. FIG. 26 is a diagram showing the configuration of an elevator apparatus according to the twelfth embodiment. FIG. 26 (a) is a side view of the car traveling in the hoistway, and FIG. 26 (b) is the car. It is the front view which looked at from A direction. FIG. 27 is a block diagram showing a configuration of a control system of the airflow generation device in the same embodiment. FIG. 28 is a diagram showing the configuration of the elevator apparatus according to the thirteenth embodiment. FIG. 28 (a) is a view of the car and the counterweight running from the side of the hoistway, and FIG. The front view which looked at the passenger car from A direction, the figure (c) is the front view which looked at the counterweight from B direction. FIG. 29 is a block diagram showing a configuration of a control system of the airflow generation device in the same embodiment. FIG. 30 is a diagram showing the configuration of the elevator apparatus according to the fourteenth embodiment. FIG. 30 (a) is a view of a car and a counterweight running in a hoistway from the side, and FIG. It is the front view which looked at the riding car and the hold door from the A direction. FIG. 31 is a diagram showing the configuration of the elevator apparatus according to the fifteenth embodiment. FIG. 31 (a) is a view of a car and a counterweight as viewed from the side, and FIG. It is the front view which looked at the riding car and the hold door from the A direction. FIG. 32 is a diagram showing the configuration of the elevator apparatus according to the sixteenth embodiment. FIG. 32 (a) is a view of the ride weight and the counterweight running in the hoistway from the side, and FIG. It is the front view which looked at the riding car and the hold door from the A direction. FIG. 33 is a view showing the configuration of an elevator apparatus according to the seventeenth embodiment. FIG. 33 (a) is a view of a ride weight and a counterweight running in a hoistway from the side, and FIG. It is the front view which looked at the riding car and the hold door from the A direction. FIG. 34 is a view showing the shape of the airflow dispersion member provided on the hole sill in the same embodiment. FIG. 35 is a diagram showing a configuration of an elevator apparatus according to the eighteenth embodiment. FIG. 36 is a diagram showing the noise reduction effect when the airflow dispersion member is provided in the apron of the car. FIG. 37 is a diagram showing a noise reduction effect when an airflow dispersion member is provided in the hall sill of the hoistway.

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

  In a low to high speed elevator, a wind regulation plate called an “apron” is attached to the landing side at the lower end of a car having a box shape. This apron has a function of preventing an object from falling from a gap between the hall sill of the hall and the car door and rectifying the airflow flowing into the front of the car.

  FIG. 1 shows the result of observing the aerodynamic noise generated during traveling while measuring the car position for a low to high speed elevator having such a shape. In FIG. 1, the horizontal axis represents time, and the vertical axis represents the magnitude of noise. When the car was lowered at a predetermined speed, it became clear that a large pressure fluctuation occurred and aerodynamic noise was generated at the moment when the lower end of the apron approached a narrow part such as a hole sill (see arrows in the figure). .

  Here, FIG. 2 and FIG. 3 show the results of investigating the air flow around the car during traveling of the elevator by numerical fluid analysis (CFD: Computational Fluid Dynamics). In the figure, 1 is a car, 2 is an apron, and 3 is a narrow part in the hoistway. When the lower end portion of the apron 2 reaches the narrow portion 3 while the car 1 is traveling in the descending direction, the air flow is blocked at the lower end portion of the apron 2 and a sudden entrainment flow is generated. This causes a large pressure fluctuation to generate aerodynamic noise and vibration.

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

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

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

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

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

  FIG. 4 shows the result of measuring the noise when passing through the narrow part while changing the traveling speed of the low to high speed elevator. The horizontal axis represents the moving speed of the car, and the vertical axis represents the noise level.

  From this figure, it can be seen that the noise at the time of passing through the narrow portion increases substantially in proportion to the fourth power of the traveling speed. This indicates that the noise when passing through the narrow portion is caused by a change in the volume of the air flow due to a rapid flow of air when the front end of the car approaches the narrow portion. Therefore, in order to reduce aerodynamic noise when passing through the buttocks, it is considered effective to mitigate the volume change of the air flow, that is, the pressure fluctuation at that time.

  Below, the specific method for reducing the aerodynamic noise at the time of a buttock passage is demonstrated in detail.

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

  The elevator apparatus according to the present embodiment includes a box-shaped car 11 mainly used for a low-speed elevator. The car 11 moves up and down in the hoistway 13 via the rope 12 by driving a hoisting machine (not shown).

A car door 14 is provided at the front of the car 11 so as to be openable and closable, and an apron 16 is attached to a lower portion of a car sill 15 that supports the car door 14. The apron 16 is extended from the lower part of the car sill 15 with a predetermined length in the vertical direction, and prevents an object from falling from the gap between the landing and the car 11. The apron 16 is also used as an air conditioning plate that rectifies the airflow flowing into the front of the car 11.

  On the other hand, a hall sill 17 is provided in the hoistway 13 to support the hold door 19 at the landing on each floor. A hold door 19 is provided on the ruched door 17 so as to be freely opened and closed. When the car 11 reaches the landing on each floor, the car door 14 engages with the hold door 19 and opens and closes. In the figure, 18 is a narrow portion formed by a hole sill 17 in the hoistway 13.

  Here, in the first embodiment, a plate-like (plane is rectangular) airflow distribution member 21 is provided on the front side of the car 11 at the lower end of the apron 16 (the surface facing the landing side of the hoistway 13). It has been. The airflow dispersion member 21 has a predetermined thickness for dispersing the airflow that flows into the front of the car 11 when passing through the narrow portion, and the apron 16 has a predetermined range of the width W in the opening / closing direction of the car door 14. Provided near the center of the lower end.

  Note that the airflow dispersion member 21 may be attached to the apron 16 by screwing, bonding, welding, rivets, or the like. Or you may make it the structure which can be attached or detached with respect to the apron 16, such as making the airflow dispersion member 21 into a fitting type. The apron 16 itself may be processed to have a thickness similar to that of the airflow dispersion member 21 by pressing or other methods.

  Moreover, the material of the airflow dispersion member 21 may be the same material as the apron 16 or a different material as long as it can withstand the wind force during traveling.

  Of course, the apron 16 provided with such an airflow dispersion member 21 also has the same safety mechanism as the conventional apron. The airflow dispersion member 21 is provided at the lower end of the apron 16. Thereby, when the lower end portion of the apron 16 approaches the narrow portion 18 such as the hall sill 17 when the car 11 is lowered, the air flow is dispersed and flows through the air flow dispersion member 21, so that the air flow is generated at the lower end portion of the apron 16. Can be prevented from being dammed at a time, and the volume of the airflow can be prevented from being instantaneously compressed. That is, the thickness of the airflow dispersion member 21 breaks the uniformity of the flow path in the front direction of the car formed between the lower end portion of the apron 16 and the protruding portion of the hall sill 17, and as a result, the volume change of the airflow is changed. It is alleviated and the aerodynamic noise when passing through the narrow part is reduced.

  The airflow dispersion member 21 is provided in the range of the width W in the opening / closing direction of the car door 14. Therefore, by dispersing the airflow through the airflow dispersion member 21, it is possible to reduce noise generated when the airflow directly hits the car sill 15 existing as a protrusion in front of the car.

  As described above, according to the first embodiment, the noise at the time of passing through the narrow portion is effectively reduced with a simple structure in which the airflow dispersion member having a thickness capable of dispersing the airflow is provided at the lower end portion of the apron. can do. Therefore, in a low to high speed elevator, a comfortable traveling environment can be provided without providing an expensive rectifier such as a conditioned capsule or a rectifying wedge.

  For example, as shown in FIG. 6, it is conceivable to provide an airflow dispersion member 21 at the central portion instead of the lower end portion of the apron 16. However, since the airflow cannot be blocked at the lower end portion of the apron 16, There is a possibility that an accelerated flow will occur once entering.

  Further, as in the example of FIG. 7, in the configuration in which the airflow dispersion member 22 having a length from the lower end portion of the apron 16 to the car sill 15 is provided, an accelerated flow is generated along both edges of the airflow dispersion member 22. Therefore, there is a possibility that aerodynamic noise is generated by hitting the car sill 15. Further, as shown in the example of FIG. 8, in the configuration in which the apron 16 is provided with the inverted triangular airflow dispersion member 23, the volume change at the lower end portion of the apron 16 does not occur, so aerodynamic noise is generated.

(Second Embodiment)
Next, a second embodiment will be described.
In the said 1st Embodiment, although the airflow dispersion | distribution member was provided in the lower end part of the apron, in the 2nd Embodiment, the airflow dispersion | distribution member was provided in the upper end part of the apron.

  FIG. 9 is a diagram showing a configuration of an elevator apparatus according to the second embodiment, in which FIG. 9A is a side view of a car traveling in a hoistway, and FIG. 9B is the car. It is the front view which looked at from A direction. In addition, the same code | symbol is attached | subjected to the part same as the structure of FIG. 5 in the said 1st Embodiment, and the description shall be abbreviate | omitted.

  A car door 14 is provided at the front of the car 11 so as to be openable and closable, and an apron 16 is attached to a lower portion of a car sill 15 that supports the car door 14. Here, in the second embodiment, a plate-like airflow dispersion member 21 is provided at the upper end of the apron 16.

  Similar to the first embodiment, the airflow dispersion member 21 has a predetermined thickness for dispersing the airflow flowing into the front surface of the car 11 when passing through the narrow portion. The airflow dispersion member 21 is provided near the center of the upper end portion of the apron 16 with reference to the range of the width W in the opening / closing direction of the car door 14.

  For example, the airflow dispersion member 21 may be fixed to the apron 16 by screwing, bonding, welding, rivets, or the like, or may be a structure that can be attached to and detached from the apron 16. The apron 16 itself may be processed to have a thickness similar to that of the airflow dispersion member 21 by pressing or other methods.

  Moreover, the material of the airflow dispersion member 21 may be the same material as the apron 16 or a different material as long as it can withstand the wind force during traveling.

  In such a configuration, the apron 16 is not exactly flush with the car door 14, and is installed with a slight gap by the car sill 15. For this reason, when the protruding part of the car sill 15 reaches the narrow part 18 such as the hole sill 17 when the car 11 is lowered, the airflow may be compressed at that part to generate noise.

  Therefore, as shown in FIG. 9, the airflow dispersion member 21 is provided at the upper end portion of the apron 16 to change the thickness so that the protruding portion of the car sill 15 reaches the narrow part 18 such as the hole sill 17 when the car 11 is lowered. The airflow can be dispersed through the airflow dispersion member 21 to prevent the airflow volume from being compressed instantaneously. That is, the thickness of the airflow dispersion member 21 breaks the uniformity of the flow path in the front direction of the car formed between the protruding part of the car sill 15 and the protruding part of the hall sill 17, and as a result, the volume change of the airflow Is mitigated, and aerodynamic noise when passing through a narrow part is reduced.

  Thus, according to the second embodiment, even when an airflow dispersion member having a thickness capable of dispersing the airflow is provided at the upper end portion of the apron, the noise when passing through the narrow portion as in the first embodiment is reduced. It can be effectively reduced.

(Third embodiment)
Next, a third embodiment will be described.
In the third embodiment, a wedge-shaped airflow dispersion member is provided at the lower end of the apron of the car.

  FIG. 10 is a diagram showing the configuration of the elevator apparatus according to the third embodiment. FIG. 10 (a) is a side view of a car traveling in the hoistway, and FIG. 10 (b) is the car. It is the front view which looked at from A direction. In addition, the same code | symbol is attached | subjected to the part same as the structure of FIG. 5 in the said 1st Embodiment, and the description shall be abbreviate | omitted.

  A car door 14 is provided at the front of the car 11 so as to be openable and closable, and an apron 16 is attached to a lower portion of a car sill 15 that supports the car door 14. Here, in 3rd Embodiment, the wedge-shaped airflow dispersion | distribution member 24 is provided in the front side (surface facing the landing side of the hoistway 13) of the passenger car 11 of the lower end part of the apron 16. FIG.

  FIG. 11 is a view showing the configuration of the airflow dispersion member 24 provided at the lower end of the apron 16 of the car 11.

  The airflow dispersion member 24 is formed with an inclined portion 25 that is inclined at a predetermined angle. With the mountain side of the inclined portion 25 facing the lower end of the apron 16 and the valley side facing the upper end of the apron 16, the center of the lower end of the apron 16 is based on the range of the width W in the opening / closing direction of the car door 14. It is provided in the vicinity.

  For example, the airflow dispersion member 24 may be fixed to the apron 16 by screwing, bonding, welding, rivets, or the like, or may be structured to be detachable from the apron 16. The apron 16 itself may be processed to have a thickness similar to that of the airflow dispersion member 24 by pressing or other methods.

  Further, the material of the airflow dispersion member 24 may be the same material as the apron 16 or a different material as long as it can withstand the wind force during traveling.

  In such a configuration, as in the first embodiment, the airflow dispersion member 24 is provided at the lower end portion of the apron 16, so that the lower end portion of the apron 16 is narrow such as the hole sill 17 when the car 11 is lowered. When reaching the portion 18, the airflow is dispersed and flows through the airflow dispersion member 24. Further, the airflow dispersion member 24 has a wedge shape and descends from the lower end portion of the apron 16 toward the upper end portion. Accordingly, since the airflow that has passed through the thickness portion of the airflow dispersion member 24 is smoothly rectified, abrupt pressure fluctuation is suppressed, and aerodynamic noise when passing through the narrow portion is reduced.

  As described above, according to the third embodiment, by providing the wedge-shaped airflow dispersion member at the lower end portion of the apron and partially changing the thickness, it is possible to more effectively reduce the noise when passing through the narrow portion. .

(Fourth embodiment)
Next, a fourth embodiment will be described.
In the fourth embodiment, a wedge-shaped airflow dispersion member is provided at the upper end of the apron.

  FIG. 12 is a diagram showing the configuration of the elevator apparatus according to the fourth embodiment, in which FIG. 12 (a) is a side view of a car traveling in a hoistway, and FIG. 12 (b) is the car. It is the front view which looked at from A direction. In addition, the same code | symbol is attached | subjected to the part same as the structure of FIG. 5 in the said 1st Embodiment, and the description shall be abbreviate | omitted.

  A car door 14 is provided at the front of the car 11 so as to be openable and closable, and an apron 16 is attached to a lower portion of a car sill 15 that supports the car door 14. Here, in 4th Embodiment, the wedge-shaped airflow dispersion | distribution member 24 is provided in the front side (surface facing the landing side of the hoistway 13) of the cage | basket | car 11 of the upper end part of the apron 16. FIG.

  The airflow dispersion member 24 has an inclined portion 25 as in the third embodiment. However, the direction of the inclined portion 25 is opposite to that of the third embodiment. That is, with the mountain side of the inclined portion 25 facing the upper end portion of the apron 16 and the valley side facing the lower end portion of the apron 16, the upper end portion of the apron 16 is defined based on the range of the width W in the opening / closing direction of the car door 14. It is provided near the center.

  For example, the airflow dispersion member 24 may be fixed to the apron 16 by screwing, bonding, welding, rivets, or the like, or may be structured to be detachable from the apron 16. The apron 16 itself may be processed to have a thickness similar to that of the airflow dispersion member 24 by pressing or other methods.

  Further, the material of the airflow dispersion member 24 may be the same material as the apron 16 or a different material as long as it can withstand the wind force during traveling.

  In such a configuration, the apron 16 is not exactly flush with the car door 14, and is installed with a slight gap by the car sill 15. For this reason, when the protruding part of the car sill 15 reaches the narrow part 18 such as the hole sill 17 when the car 11 is lowered, the airflow may be compressed at that part to generate noise.

  Therefore, as shown in FIG. 12, the airflow dispersion member 24 is provided at the upper end of the apron 16 to change the thickness, so that the protruding portion of the car sill 15 reaches the narrow part 18 such as the hole sill 17 when the car 11 is lowered. The airflow is dispersed and flows through the airflow dispersion member 24. Further, the air flow dispersion member 24 has a wedge shape and rises toward the car door 14. Therefore, it is possible to prevent the airflow that has passed through the thickness portion of the airflow dispersion member 24 from being guided to the car sill 15 and directly hitting it. As a result, rapid pressure fluctuations in the car sill can be suppressed, and aerodynamic noise when passing through a narrow space can be reduced.

  As described above, according to the fourth embodiment, even when the wedge-shaped airflow dispersion member is provided at the upper end portion of the apron and the thickness is partially changed, the noise when passing through the narrow portion can be effectively reduced.

(Fifth embodiment)
Next, a fifth embodiment will be described.
In the fifth embodiment, a wedge-shaped airflow dispersion member having a plurality of grooves is used.

  FIG. 13 is a diagram showing the configuration of the elevator apparatus according to the fifth embodiment, in which FIG. 13 (a) is a side view of a car traveling in a hoistway, and FIG. 13 (b) is the car. It is the front view which looked at from A direction. In addition, the same code | symbol is attached | subjected to the part same as the structure of FIG. 5 in the said 1st Embodiment, and the description shall be abbreviate | omitted.

  A car door 14 is provided at the front of the car 11 so as to be openable and closable, and an apron 16 is attached to a lower portion of a car sill 15 that supports the car door 14. Here, in 5th Embodiment, the wedge-shaped grooved airflow dispersion member 26 is provided in the front side (surface facing the landing side of the hoistway 13) of the cage | basket | car 11 of the upper end part of the apron 16. FIG.

  FIG. 14 is a view showing a configuration of the grooved airflow dispersion member 26 provided at the upper end portion of the apron 16 of the car 11.

  The grooved airflow dispersion member 26 has an inclined portion 27, and a plurality of grooves 28 having a semicylindrical cross section are formed on the surface of the inclined portion 27 in the ascending / descending direction. This grooved airflow dispersion member 26 is based on the range of the width W in the opening / closing direction of the car door 14 with the mountain side of the inclined portion 27 facing the upper end of the apron 16 and the valley side facing the lower end of the apron 16. , Provided near the center of the upper end of the apron 16.

  The grooved airflow dispersion member 26 may be fixed to the apron 16 by screwing, bonding, welding, rivets, or the like, or may be a structure that can be attached to and detached from the apron 16. Moreover, the material of the airflow dispersion member 25 may be the same material as the apron 16 or a different material as long as it can withstand the wind force during traveling.

  In such a configuration, by providing a grooved airflow dispersion member 26 at the upper end of the apron 16 and changing the thickness, the car sill 15 protrudes when the car 11 is lowered, as in the fourth embodiment. It is possible to disperse the air flow when the portion reaches the narrow portion 18 such as the hole sill 17. In this case, the grooved airflow dispersion member 26 has a wedge shape, rises toward the car door 14, and a groove 28 is formed on the surface thereof. Therefore, the airflow that has passed through the thickness portion of the airflow dispersion member 24 is guided more smoothly on the car sill 15 through the groove 28. As a result, rapid pressure fluctuations in the car sill can be suppressed, and aerodynamic noise when passing through a narrow space can be reduced.

  As described above, according to the fifth embodiment, noise at the time of passing through the narrow portion can be effectively reduced by providing the wedge-shaped grooved airflow dispersion member at the upper end of the apron.

  Although not particularly shown, a wedge-shaped grooved airflow dispersion member may be provided at the lower end of the apron. In this case, by installing the inclined portion with the mountain side facing the lower end of the apron and the valley side facing the upper end of the apron 16, the rectifying effect is further improved and the noise when passing through the narrow portion is effectively reduced. be able to.

  Further, the shape of the groove formed in the inclined portion is not limited to the semi-cylindrical shape as shown in FIG. 14, and may be other shapes such as a corrugated plate shape and a sawtooth wave shape.

  Further, a groove may be formed on the surface of the plate-like airflow dispersion member described in the first and second embodiments to increase the rectification effect.

(Sixth embodiment)
Next, a sixth embodiment will be described.
In the sixth embodiment, wedge-shaped airflow dispersion members are provided at both upper and lower ends (lower end and upper end) of the apron.

  FIG. 15 is a diagram showing the configuration of an elevator apparatus according to the sixth embodiment, in which FIG. 15 (a) is a side view of a car traveling in a hoistway, and FIG. 15 (b) is the car. It is the front view which looked at from A direction. In addition, the same code | symbol is attached | subjected to the part same as the structure of FIG. 5 in the said 1st Embodiment, and the description shall be abbreviate | omitted.

  A car door 14 is provided at the front of the car 11 so as to be openable and closable, and an apron 16 is attached to a lower portion of a car sill 15 that supports the car door 14. Here, in the sixth embodiment, wedge-shaped airflow distribution members 24a and 24b are provided on the front side of the car 11 at the lower end and the upper end of the apron 16 (the surface facing the landing side of the hoistway 13). Yes.

  The airflow dispersion members 24a and 24b have inclined portions 25a and 25b, respectively. The airflow dispersion member 24 a is installed with the mountain side of the inclined portion 25 a facing the lower end of the apron 16 and the valley side facing the upper end of the apron 16. The airflow dispersion member 24 b is installed with the mountain side of the inclined portion 25 b facing the upper end of the apron 16 and the valley side facing the lower end of the apron 16. Further, each is provided in a range of a width W in the opening / closing direction of the car door 14.

  It is assumed that the airflow dispersion member 24a provided at the lower end portion of the apron 16 and the airflow dispersion member 24b provided at the upper end portion of the apron 16 are regulated so as not to contact each other. This is because when the airflow dispersion member 24a and the airflow dispersion member 24b are connected in the up-and-down direction of the car 11, as described with reference to FIG. 7, the airflow dispersion member 24a and the airflow dispersion member 24b increase along the both edges of the airflow dispersion members 24a and 24b. This is because a fast flow is generated and noise may be generated by hitting the car sill 15.

  In such a configuration, the airflow dispersion members 24a and 24b are provided at the lower end and the upper end of the apron 16 to change the thickness, so that the lower end of the apron 16 is a narrow portion such as a hole sill 17 when the car 11 is lowered. 18 and when the projecting portion of the car sill 15 reaches the narrow portion 18, the volume of the airflow can be prevented from being instantaneously compressed, and the volume change can be mitigated. .

  In addition, since the airflow dispersion members 24a and 24b are wedge-shaped, the airflow that has passed through the thickness of the airflow dispersion members 24a and 24b flows smoothly, thereby suppressing the occurrence of pressure fluctuations and noise when passing through the narrow portion. Can be reduced.

  As described above, according to the sixth embodiment, by providing the wedge-shaped airflow dispersion members on both the lower end portion and the upper end portion of the apron, it is possible to further effectively reduce the noise when passing through the narrow portion. .

  In the example of FIG. 15, wedge-shaped airflow dispersion members are provided at the lower end and the upper end of the apron. However, the plate-like airflow dispersion member described in the first and second embodiments and the fifth implementation described above. You may use the grooved airflow dispersion | distribution member demonstrated by the form.

(Seventh embodiment)
Next, a seventh embodiment will be described.
In the seventh embodiment, a plurality of wedge-shaped grooved airflow dispersion members are provided at the lower end of the apron.

  FIG. 16 is a diagram showing a configuration of an elevator apparatus according to the seventh embodiment, in which FIG. 16 (a) is a side view of a car traveling in a hoistway, and FIG. 16 (b) is its car. It is the front view which looked at from A direction. In addition, the same code | symbol is attached | subjected to the part same as the structure of FIG. 5 in the said 1st Embodiment, and the description shall be abbreviate | omitted.

  A car door 14 is provided at the front of the car 11 so as to be openable and closable, and an apron 16 is attached to a lower portion of a car sill 15 that supports the car door 14. Here, in the seventh embodiment, two wedge-shaped grooved airflow distribution members 26a and 26b are horizontally provided on the front side of the car 11 at the lower end of the apron 16 (the surface facing the landing side of the hoistway 13). Are installed side by side.

  As shown in FIG. 14, the grooved airflow dispersion member 26a has an inclined portion 27a, and a plurality of grooves 28a having a semicylindrical cross section are formed on the surface of the inclined portion 27a in the ascending / descending direction. The slope 27 a is installed with the mountain side facing the lower end of the apron 16 and the valley side facing the upper end of the apron 16. The same applies to the grooved airflow dispersion member 26b, which has an inclined portion 27b, and a plurality of semi-cylindrical grooves 28b are formed on the surface of the inclined portion 27b along the moving direction of the car 11. And it installs in the state which orient | assigned the mountain side of the inclination part 27b to the lower end part of the apron 16, and faced the trough side to the upper end part of the apron 16. FIG.

  The grooved airflow dispersion members 26a and 26b are arranged with a space near the center of the lower end portion of the apron 16 with reference to the range of the width W in the opening / closing direction of the car door 14.

  In such a configuration, even if two grooved airflow dispersion members 26a and 26b are provided at the lower end portion of the apron 16 and the thickness thereof is changed, the protruding portion of the car sill 15 can be moved to the hole sill 17 or the like when the car 11 is lowered. It is possible to disperse the airflow when it reaches the narrow portion 18 and prevent the airflow volume from being instantaneously compressed.

  Further, since the two grooved airflow dispersion members 26a and 26b are provided at the lower end portion of the apron 16, since the airflow dispersion efficiency is increased, the volume change of the airflow is further relaxed, and the aerodynamic force when passing through the narrow portion Noise will be reduced.

  In the example of FIG. 16, two grooved airflow dispersion members 26a and 26b are provided at the lower end portion of the apron 16. However, three or more grooved airflow dispersion members may be provided. Since the airflow at the lower end of the is further dispersed, the noise reduction effect is also enhanced.

  As described above, according to the seventh embodiment, by arranging a plurality of grooved airflow dispersion members in parallel at the lower end portion of the apron, the rectification effect is further increased, and the noise when passing through the narrow portion is effectively reduced. be able to.

  In the example of FIG. 16, a plurality of grooved airflow dispersion members are provided at the lower end portion of the apron, but a plurality of grooved airflow dispersion members are similarly provided at the upper end portion which is the other end portion of the apron. Also good.

  The grooved airflow dispersion member has been described as an example, but the plate-like airflow dispersion member described in the first and second embodiments and the wedge-shaped airflow dispersion member described in the third and fourth embodiments. May be used.

  Further, in the present embodiment, the purpose is to make the flow path in the front direction of the car non-uniform, and the number of airflow dispersion members is not limited.

(Eighth embodiment)
Next, an eighth embodiment will be described.
In the eighth embodiment, a plurality of airflow dispersion members are provided on both the lower end and the upper end of the apron.

  FIG. 17 is a view showing the configuration of an elevator apparatus according to the eighth embodiment. FIG. 17 (a) is a side view of a car traveling in a hoistway, and FIG. 17 (b) is the car. It is the front view which looked at from A direction. In addition, the same code | symbol is attached | subjected to the part same as the structure of FIG. 5 in the said 1st Embodiment, and the description shall be abbreviate | omitted.

  A car door 14 is provided at the front of the car 11 so as to be openable and closable, and an apron 16 is attached to a lower portion of a car sill 15 that supports the car door 14. Here, in the eighth embodiment, three air flow dispersion members 21a to 21c are spaced apart from each other on the front side of the car 11 at the lower end of the apron 16 (the surface facing the landing side of the hoistway 13). In addition, two airflow dispersion members 21d and 21e are installed at the upper end of the apron 16 with a predetermined interval.

  Three airflow dispersion members 21 a to 21 c provided at the lower end of the apron 16 have a predetermined thickness for dispersing the airflow flowing into the front surface of the car 11 when passing through the narrow portion, and are arranged in the opening / closing direction of the car door 14. Based on the range of the width W, the apron 16 is provided near the center of the lower end. Similarly, the two airflow dispersion members 21d and 21e at the upper end of the apron 16 have a predetermined thickness for dispersing the airflow flowing into the front of the car 11 when passing through the narrow portion, and the opening / closing direction of the car door 14 The apron 16 is provided near the center of the upper end of the apron 16 with reference to the range of the width W of the apron 16.

  As described in the sixth embodiment, the airflow dispersion members 21a to 21c provided at the lower end portion of the apron 16 and the airflow dispersion members 21d and 21e provided at the upper end portion of the apron 16 are in contact with each other. It is assumed that the length is restricted.

  In such a configuration, the apron 16 is provided with the airflow dispersion members 21a to 21c at the lower end portion thereof and the airflow dispersion members 21d and 21e at the upper end portion thereof, and the apron 16 is lowered when the car 11 is lowered. The volume of the airflow is prevented from being instantaneously compressed both when the lower end of the car slid into the narrow part 18 such as the hole sill 17 and when the protruding part of the car sill 15 reaches the narrow part 18. Thus, the volume change can be reduced.

  Moreover, since the airflow can be dispersed by the three airflow dispersion members 21a to 21c at the lower end portion of the apron 16 and further the airflow can be dispersed by the two airflow dispersion members 21d and 21e at the upper end portion, the occurrence of pressure fluctuation is further suppressed. Noise when passing through narrow spaces.

  As described above, according to the eighth embodiment, by providing a plurality of airflow dispersion members on both the lower end and the upper end of the apron, it is possible to effectively reduce noise when passing through the narrow portion.

  In the example of FIG. 17, three airflow dispersion members are provided at the lower end portion of the apron and two airflow dispersion members are provided at the upper end portion, which is the other end portion of the apron. However, the number is not particularly limited. These can be changed as appropriate. That is, in this embodiment, the purpose is to make the flow path in the front direction of the car non-uniform, and the number of airflow dispersion members is not limited.

  In addition, the plate-like airflow dispersion member has been described as an example, but the wedge-like airflow dispersion member described in the third and fourth embodiments and the grooved airflow dispersion member described in the fifth embodiment are used. May be.

(Ninth embodiment)
Next, a ninth embodiment will be described.
The ninth embodiment shows an example in which the noise is improved not only when the vehicle is lowered but also when it is raised, and a wind control plate similar to the apron is installed on the upper end of the car, An airflow dispersion member is provided to change the thickness.

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

  A wind-conditioning plate 31 for rectifying the traveling airflow is attached to the edge on the landing side at the upper end of the front of the box-shaped car 11 in the same manner as the apron 16 at the lower end. On the front side of the car 11 at the lower end and the upper end of the apron 16 (the surface facing the landing side of the hoistway 13), wedge-shaped airflow dispersion members 24a and 24b are provided as in the sixth embodiment. The thickness at that part is changed. In addition, wedge-shaped airflow dispersion members 32a and 32b are also provided on the lower end portion and the upper end portion of the air conditioning plate 31, and the thicknesses thereof are changed.

  The airflow dispersion members 24a and 24b have inclined portions 25a and 25b, respectively. The airflow dispersion member 24 a is installed with the mountain side of the inclined portion 25 a facing the lower end of the apron 16 and the valley side facing the upper end of the apron 16. The airflow dispersion member 24 b is installed with the mountain side of the inclined portion 25 b facing the upper end of the apron 16 and the valley side facing the lower end of the apron 16. Further, the apron 16 is provided in the vicinity of the center of the lower end portion and the upper end portion, respectively, based on the range of the width W in the opening / closing direction of the car door 14.

  It is assumed that the airflow dispersion member 24a provided at the lower end portion of the apron 16 and the airflow dispersion member 24b provided at the upper end portion of the apron 16 are regulated so as not to contact each other. This is because when the airflow dispersion member 24a and the airflow dispersion member 24b are connected in the up-and-down direction of the car 11, as described with reference to FIG. 7, the airflow dispersion member 24a and the airflow dispersion member 24b increase along the both edges of the airflow dispersion members 24a and 24b. This is because a fast flow is generated and noise may be generated by hitting the car sill 15.

  Similarly, the air flow dispersion members 32a and 32b installed on the air conditioning plate 31 also have inclined portions 33a and 33b, respectively. The air flow dispersion member 32 a is installed with the mountain side of the inclined portion 33 a facing the lower end portion of the air conditioning plate 31 and the valley side facing the upper end portion of the air conditioning plate 31. The airflow dispersion member 32 b is installed with the mountain side of the inclined portion 33 b facing the lower end of the air conditioning plate 31 and the valley side facing the upper end of the air conditioning plate 31. Further, each is provided near the center of the upper end portion and the lower end portion of the air conditioning plate 31 with reference to the range of the width W in the opening / closing direction of the car door 14.

  It is assumed that the airflow dispersion member 32a and the airflow dispersion member 32b provided at both ends of the air conditioning plate 31 are also restricted to lengths that do not contact each other.

  According to such a configuration, not only when the car 11 is lowered, but also when the car 11 is raised, the air flow when the tip of the car 11 passes through the narrow part 18 such as the hole sill 17 By dispersing according to the thickness, generation of abrupt pressure fluctuation can be suppressed and aerodynamic noise can be reduced.

  As described above, according to the ninth embodiment, the narrow portion at the time of ascending is provided by providing the air conditioning plate at the upper end portion of the car and changing the thickness by providing the airflow dispersion member at both the upper end portion and the lower end portion thereof. The noise at the time of passing can also be reduced effectively.

  In addition, in the example of FIG. 18, although the airflow dispersion member was provided in both the upper end part and lower end part of the wind regulation board provided in the upper end part of the passenger car, you may provide only in one or several airflow dispersion members are provided. It may be arranged side by side.

  Further, although the wedge-shaped airflow dispersion member has been described as an example, the plate-like airflow dispersion member described in the first and second embodiments and the grooved airflow dispersion member described in the fifth embodiment are used. May be.

(Tenth embodiment)
Next, a tenth embodiment will be described.

  In the first to ninth embodiments, the example in which the airflow dispersion member is installed in the car has been described. However, the airflow dispersion member may be provided in a counterweight that moves up and down with the car in the hoistway.

  That is, when the counter weight and the car pass at high speed, a large aerodynamic noise is generated around the car due to a rapid pressure fluctuation, just as the car passes through the narrow part. Therefore, by providing an airflow dispersion member on the opposite surface of the counterweight at the tip of the counterweight and changing the thickness, abrupt pressure fluctuation can be suppressed and aerodynamic noise can be reduced.

Hereinafter, a specific example will be illustrated and described.
FIG. 19 is a diagram showing the configuration of the elevator apparatus according to the tenth embodiment. FIG. 19 (a) is a view of a ride car and a counterweight running from the side of a hoistway, and FIG. It is the front view which looked at the counterweight from A direction. In addition, the same code | symbol is attached | subjected to the part same as the structure of FIG. 5 in the said 1st Embodiment, and the description shall be abbreviate | omitted.

  A car door 14 is provided at the front of the car 11 so as to be openable and closable, and an apron 16 is attached to a lower portion of a car sill 15 that supports the car door 14. The counterweight 41 is attached to the other end of the rope 12 and moves up and down in the direction opposite to the car 11 in the hoistway 13 by driving a hoisting machine (not shown).

  Here, when the tip of the counterweight 41 approaches the car 11 near the intermediate floor of the hoistway 13, a local separation flow occurs at the tip of the counterweight 41, causing a large pressure fluctuation and aerodynamics. There are problems that noise is generated and the car 11 is vibrated.

  Accordingly, plate-like airflow dispersion members 42a and 42b are provided on the surfaces of the counterweight 41 facing the car 51 at the upper end and the lower end, respectively. The airflow dispersion members 42a and 42b have a predetermined thickness similar to that of the airflow dispersion member 21 described in the first and second embodiments, and are disposed near the center of the upper end portion and the lower end portion of the counterweight 41. Is done.

  The airflow dispersion members 42 a and 42 b may be fixed to the counterweight 41 by screws, adhesion, welding, rivets, or the like, or may be detachable from the counterweight 41. The counterweight 41 itself may be processed to a thickness like the airflow dispersion members 42a and 42b by press working or other methods.

  Moreover, the material of the airflow dispersion members 42a and 42b may be the same material as the counterweight 41 or a different material as long as it can withstand the wind force during traveling.

  In such a configuration, the airflow dispersion members 32a and 32b are provided at the upper end portion and the lower end portion of the counterweight 41 to change the thickness, so that when the car 11 and the counterweight 41 pass each other, the airflow dispersion member 42a, Airflow is dispersed and flows through 42b. That is, the airflow flowing into the surface facing the car 11 is dispersed by the thickness of the airflow dispersion members 42a and 42b, and the airflow is not blocked at a time. As a result, the volume change of the airflow is mitigated, and aerodynamic noise and vibration generated when passing each other can be reduced.

  As described above, according to the tenth embodiment, by providing the airflow dispersion members at the upper end and the lower end of the counterweight to change the thickness, it is possible to effectively reduce noise when passing between the car and the counterweight. can do.

  In the example of FIG. 19, one airflow dispersion member is provided at the upper end and lower end of the counterweight, but a plurality of airflow dispersion members may be provided in parallel.

  In addition, the plate-like airflow dispersion member has been described as an example, but the wedge-like airflow dispersion member described in the third and fourth embodiments and the grooved airflow dispersion member described in the fifth embodiment are used. May be.

(Eleventh embodiment)
Next, an eleventh embodiment will be described.

  The eleventh embodiment is a combination of the ninth embodiment and the tenth embodiment. That is, the airflow dispersion member is provided at the upper end portion and the lower end portion of the car, and the airflow dispersion member is also provided at the upper end portion and the lower end portion of the counterweight.

  FIG. 20 is a diagram showing the configuration of the elevator apparatus according to the eleventh embodiment. FIG. 20 (a) is a side view of the car traveling in the hoistway, and FIG. 20 (b) is the car. It is the front view which looked at from A direction. In addition, the same code | symbol is attached | subjected to the part same as the structure of FIG. 5 in the said 1st Embodiment, and the description shall be abbreviate | omitted.

  A wind regulation plate 31 for wind regulation similar to the apron 16 at the lower end is attached to the edge on the landing side of the upper end of the box-shaped car 11. On the front side of the car 11 at the lower end and the upper end of the apron 16 (the surface facing the landing side of the hoistway 13), wedge-shaped airflow dispersion members 24a and 24b are provided as in the sixth embodiment. The thickness at that part is changed. In addition, wedge-shaped airflow dispersion members 32a and 32b are also provided on the upper and lower ends of the air conditioning plate 31, and the thicknesses at these portions are changed.

  The airflow dispersion members 24a and 24b have inclined portions 25a and 25b, respectively. The airflow dispersion member 24 a is installed with the mountain side of the inclined portion 25 a facing the lower end of the apron 16 and the valley side facing the upper end of the apron 16. The airflow dispersion member 24 b is installed with the mountain side of the inclined portion 25 b facing the upper end of the apron 16 and the valley side facing the lower end of the apron 16. Further, each is provided near the center of the lower end portion of the apron 16 with reference to the range of the width W in the opening / closing direction of the car door 14.

  It is assumed that the airflow dispersion member 24a provided at the lower end portion of the apron 16 and the airflow dispersion member 24b provided at the upper end portion of the apron 16 are regulated so as not to contact each other. This is because when the airflow dispersion member 24a and the airflow dispersion member 24b are connected in the up-and-down direction of the car 11, as described with reference to FIG. 7, the airflow dispersion member 24a and the airflow dispersion member 24b increase along the both edges of the airflow dispersion members 24a and 24b. This is because a fast flow is generated and noise may be generated by hitting the car sill 15.

  Similarly, the air flow dispersion members 32a and 32b installed on the air conditioning plate 31 also have inclined portions 33a and 33b, respectively. The airflow dispersion member 32 a is installed with the mountain side of the inclined portion 33 a facing the upper end portion of the air conditioning plate 31 and the valley side facing the lower end portion of the air conditioning plate 31. The airflow dispersion member 32 b is installed with the mountain side of the inclined portion 33 b facing the lower end of the air conditioning plate 31 and the valley side facing the upper end of the air conditioning plate 31. Further, each is provided near the center of the upper end portion of the air conditioning plate 31 with reference to the range of the width W in the opening / closing direction of the car door 14.

  It is assumed that the airflow dispersion member 32a and the airflow dispersion member 32b provided at both ends of the air conditioning plate 31 are also restricted to lengths that do not contact each other.

  On the other hand, plate-like airflow dispersion members 42 a and 42 b are also provided on the upper and lower surfaces of the counterweight 41 facing the car 51. The airflow dispersion members 42a and 42b have a predetermined thickness similar to that of the airflow dispersion member 21 described in the first and second embodiments, and are disposed near the center of the upper end portion and the lower end portion of the counterweight 41. Is done.

  According to such a configuration, not only when the car 11 is lowered, but also when the car 11 is raised, the air flow when the tip of the car 11 passes through the narrow part 18 such as the hole sill 17 By dispersing according to the thickness, generation of abrupt pressure fluctuation can be suppressed and aerodynamic noise can be reduced.

  In addition, even when the car 11 and the counterweight 41 pass each other, the airflow generated at the tip of the counterweight 41 at that time is dispersed by the thickness of the airflow dispersion members 42a and 42b, thereby suppressing sudden pressure fluctuations. Aerodynamic noise can be reduced.

  As described above, according to the eleventh embodiment, it is possible to effectively reduce noise when passing through a narrow portion when the car is raised and lowered, and also effectively reduce noise when the car and the counterweight pass each other. can do.

  In addition, in the example of FIG. 20, although the airflow dispersion | distribution member was provided in both the upper end part and lower end part of the wind regulation board provided in the upper end part of the car, you may provide only in one or several airflow dispersion | distribution members may be provided. It may be arranged side by side. Further, the plate-like airflow dispersion member described in the first and second embodiments and the grooved airflow dispersion member described in the fifth embodiment may be used.

  As for the upper end portion and the lower end portion of the counterweight, one airflow dispersion member is provided in the example of FIG. 20, but a plurality of airflow dispersion members may be provided in parallel. The wedge-shaped airflow dispersion member described in the third and fourth embodiments and the grooved airflow dispersion member described in the fifth embodiment may be used.

(Twelfth embodiment)
Next, a twelfth embodiment will be described.

  In the twelfth embodiment, an airflow generator is used in combination. Airflow generators include devices that eject a two-dimensional jet from a blower and devices that use synthetic jets, but considering the downsizing and controllability of devices, airflow generators that use discharge plasma are optimal. it is conceivable that.

  In addition, since the airflow generation apparatus using discharge plasma is described in JP2007-317656A or JP2008-1354A, only the basic configuration will be described here.

  FIG. 21 is a diagram showing a configuration of an airflow generation device using discharge plasma.

  As shown in FIG. 21, the airflow generation device 50 includes the first electrode 61 embedded in the dielectric 60, the same distance from the surface of the electrode 61 and the dielectric 60, and the surface of the dielectric 60. And a second electrode 62 embedded in the dielectric 60, and a discharge power source 64 for applying a voltage between the electrodes 61 and 62 via the cable 63. .

  As the dielectric 60, an electrically insulating material such as glass, polyimide, or rubber is used. Moreover, since a general copper plate can be used for the electrodes 61 and 62, it is possible to easily configure the thickness of the device itself to be several hundreds of μm or less.

  In such a configuration, when a voltage is applied between the first electrode 61 and the second electrode 62 from the discharge power source 64 and a potential difference equals or exceeds a certain threshold value, the first electrode 61 and the second electrode A discharge occurs during 62, and an induced flow (airflow) 65 is generated near the electrode. The magnitude and direction of the induced flow 65 can be controlled by changing the current-voltage characteristics such as the voltage, frequency, current waveform, and duty ratio applied to the electrodes 61 and 62.

  In addition, as shown in FIG. 22, by applying an alternating voltage or an alternating voltage between the electrodes 61 and 62, it is possible to generate the induced current 65 continuously. In the example of FIG. 22, the induced flow toward the electrode 61 side (induced flow toward the left side in FIG. 21) and the induced flow toward the electrode 62 side (induced flow toward the right side in FIG. 21) are generated in contrast. The state is shown. Moreover, the flow velocity toward each is a substantially equal value.

  The airflow generation device 50 can also be configured as shown in FIG.

  In FIG. 23, the airflow generation device 50 differs from the first electrode 61 exposed on the same plane as the surface of the dielectric 60, the distance from the surface of the electrode 61 and the dielectric 60, and the dielectric 60. The second electrode 62 is spaced apart from the surface in a horizontal direction and embedded in the dielectric 60, and a discharge power source 64 that applies a voltage between the electrodes 61 and 62 via the cable 63. Yes. That is, the configuration of FIG. 20 is different in that the first electrode 61 is exposed on the same plane as the surface of the dielectric 60.

  In such a configuration, when an AC voltage or an alternating voltage having a frequency equal to or lower than a predetermined value is applied between the electrodes 61 and 62 by the discharge power source 64, as shown in FIG. It is possible to generate an induced flow 65 in which the flow direction along the surface of the body 60 is reversed and the flow velocity in each direction is different and vibrates. In the example of FIG. 24, the direction of the induced flow toward the electrode 62 (the induced flow toward the right side in FIG. 23) is a positive value. In this case, an induced flow toward the electrode 61 side (induced flow toward the left side in FIG. 23) and an induced flow toward the electrode 62 side (induced flow toward the right side in FIG. 23) are generated. Is different.

  Further, by adjusting the voltage value to be applied, as shown in FIG. 25, it is possible to generate an induced flow 65 that flows in one direction on a time average basis.

  In addition, the following literature describes that the flow on the blade surface can be accelerated and controlled by such induced flow. In addition, it has been confirmed that the control of the flow around the blade can be performed more effectively by controlling the discharge unsteadyly.

"The Japan Society of Mechanical Engineers 85th Fluid Engineering Division Lecture, No. 07-16, ISSN 1348-2882, (2007), OS5-1-503"
“The Transactions of the Japan Society of Mechanical Engineers (B), Vol. 74, No. 744, (2008-8), Paper No. 08-7006”
Next, a specific configuration when the above-described airflow generation device 50 is used in combination will be described.

  FIG. 26 is a diagram showing the configuration of an elevator apparatus according to the twelfth embodiment. FIG. 26 (a) is a side view of the car traveling in the hoistway, and FIG. 26 (b) is the car. It is the front view which looked at from A direction. In addition, the same code | symbol is attached | subjected to the part same as the structure of FIG. 5 in the said 1st Embodiment, and the description shall be abbreviate | omitted.

  A car door 14 is provided at the front of the car 11 so as to be openable and closable, and an apron 16 is attached to a lower portion of a car sill 15 that supports the car door 14. Wedge-shaped airflow dispersion members 24a and 24b are provided on the front side of the apron 16 at the lower end and the upper end of the car 11 (the surface facing the landing side of the hoistway 13).

  The airflow dispersion members 24a and 24b have inclined portions 25a and 25b, respectively. The airflow dispersion member 24 a is installed with the mountain side of the inclined portion 25 a facing the lower end of the apron 16 and the valley side facing the upper end of the apron 16. The airflow dispersion member 24 b is installed with the mountain side of the inclined portion 25 b facing the upper end of the apron 16 and the valley side facing the lower end of the apron 16. Further, the apron 16 is provided in the vicinity of the center of the lower end portion and the upper end portion, respectively, based on the range of the width W in the opening / closing direction of the car door 14.

  It is assumed that the airflow dispersion member 24a provided at the lower end portion of the apron 16 and the airflow dispersion member 24b provided at the upper end portion of the apron 16 are regulated so as not to contact each other. This is because when the airflow dispersion member 24a and the airflow dispersion member 24b are connected in the up-and-down direction of the car 11, as described with reference to FIG. 7, the airflow dispersion member 24a and the airflow dispersion member 24b increase along the both edges of the airflow dispersion members 24a and 24b. This is because a fast flow is generated and noise may be generated by hitting the car sill 15.

  Here, in the twelfth embodiment, apart from such a structural noise reduction measure, the airflow generation devices 50a and 50b using the discharge plasma described above are used. The airflow generation devices 50a and 50b are attached to the front side of the car 11 at the lower end of the apron 16 (the surface facing the landing side of the hoistway 13). In the example of FIG. 26 (b), airflow generators 50a and 50b are attached to both sides of an airflow dispersion member 24a installed near the center of the lower end of the apron 16.

  Since the airflow generation devices 50a and 50b can be configured with a module structure based on an insulator such as ceramic, the module portion can be easily fixed to the apron 16 with screws or an adhesive.

  The airflow generation devices 50a and 50b have a structure as shown in FIG. 21 or FIG. 23, and are driven at a predetermined timing by the driving device 51 when the car 11 is traveling. Specifically, the predetermined timing is when the lower end of the car 11 (that is, the lower end of the apron 16) passes through the narrow part 18 such as the hole sill 17 when the car 11 is lowered.

  That is, the airflow generators 50a and 50b provided in the apron 16 are driven when the tip of the airflow dispersion member 32b passes through the hall sill 36 when the car 11 is lowered, and are in the direction opposite to the moving direction of the car 11. An induced flow 65 is generated toward (in this case, the upward direction).

  FIG. 27 is a block diagram showing the configuration of the control system of the airflow generation devices 50a and 50b.

  The driving device 51 is installed on the car 11, and includes a battery for supplying electric power necessary for driving the airflow generation devices 50a and 50b. The driving device 51 is driven by supplying electric power to the airflow generation devices 50 a and 50 b based on the driving signal output from the control device 52.

  The control device 52 is installed in a machine room of a building. The control device 52 is constituted by a computer equipped with a CPU, ROM, RAM, and the like, and controls the operation of the entire elevator by starting a predetermined program, and here controls the driving of the airflow generation devices 50a and 50b. The control device 52 and the driving device 51 on the car 11 are electrically connected by a tail cord (not shown) or wirelessly.

  The car position detection device 53 detects the position of the car 11 traveling in the hoistway 13 in real time based on a pulse signal output in synchronization with the rotation of the hoisting machine from a pulse encoder (not shown).

  In such a configuration, when the lower end portion of the apron 16 approaches the narrow portion 18 such as the hall sill 17 when the car 11 is lowered, the airflow generators 50a and 50b are driven to determine the moving direction of the car 11 An induced flow 65 is generated in the reverse direction, that is, in the upward direction. Thereby, the dispersion | distribution effect | action by the airflow dispersion | distribution member 24a increases, it can prevent that the volume of airflow is compressed instantaneously, and can relieve a volume change. As a result, noise when the lower end portion of the apron 16 passes through the narrow portion 18 can be reduced.

  The same is true when the protruding portion of the car sill 15 reaches the narrow portion 18, and the volume of the airflow is instantaneously compressed by the action of the induced flow 65 launched in the upward direction from the airflow generation devices 50a and 50b. This can prevent the change in volume. As a result, noise generated when the car sill 15 passes through the narrow portion 18 can also be reduced.

  In this case, since the airflow generators 50a and 50b can be driven intermittently according to the position of the car 11, and a plasma airflow generator with good response characteristics is used, the lower end of the apron 16 is used. There is an advantage that the plasma airflow (induced flow 65) can be appropriately generated and rectified at the timing when the gas reaches the narrow portion 18 such as the hole sill 17.

  As described above, according to the twelfth embodiment, it is possible to more effectively reduce the noise when passing through the narrow portion by using the airflow generation device in combination.

  In the example of FIG. 26, the wedge-shaped airflow dispersion member is provided at the lower end and the upper end of the apron. However, the plate-like airflow dispersion member described in the first and second embodiments and the fifth implementation described above. You may use the grooved airflow dispersion | distribution member demonstrated by the form.

(13th Embodiment)
Next, a thirteenth embodiment will be described.
In the thirteenth embodiment, the airflow dispersion member and the airflow generation device are provided at the upper end portion and the lower end portion of the car, and the airflow dispersion member and the airflow generation device are provided also at the upper end portion and the lower end portion of the counterweight. It is a thing.

  FIG. 28 is a diagram showing the configuration of the elevator apparatus according to the thirteenth embodiment. FIG. 28 (a) is a view of the car and the counterweight running from the side of the hoistway, and FIG. The front view which looked at the passenger car from A direction, the figure (c) is the front view which looked at the counterweight from B direction. In addition, the same code | symbol is attached | subjected to the part same as the structure of FIG. 5 in the said 1st Embodiment, and the description shall be abbreviate | omitted.

  A wind regulation plate 31 for wind regulation similar to the apron 16 at the lower end is attached to the edge on the landing side of the upper end of the box-shaped car 11. Wedge-like airflow dispersion members 24a and 24b are provided on the front side of the apron 16 at the lower end and the upper end of the car 11 (the surface facing the landing side of the hoistway 13). It is changing. In addition, wedge-shaped airflow dispersion members 32a and 32b are also provided on the upper and lower ends of the air conditioning plate 31, and the thicknesses at these portions are changed.

  The airflow dispersion members 24a and 24b have inclined portions 25a and 25b, respectively. The airflow dispersion member 24 a is installed with the mountain side of the inclined portion 25 a facing the lower end of the apron 16 and the valley side facing the upper end of the apron 16. The airflow dispersion member 24 b is installed with the mountain side of the inclined portion 25 b facing the upper end of the apron 16 and the valley side facing the lower end of the apron 16. Further, each is provided near the center of the upper end portion and the lower end portion of the air conditioning plate 31 with reference to the range of the width W in the opening / closing direction of the car door 14.

  It is assumed that the airflow dispersion member 24a provided at the lower end portion of the apron 16 and the airflow dispersion member 24b provided at the upper end portion of the apron 16 are regulated so as not to contact each other. This is because when the airflow dispersion member 24a and the airflow dispersion member 24b are connected in the up-and-down direction of the car 11, as described with reference to FIG. 7, the airflow dispersion member 24a and the airflow dispersion member 24b increase along the both edges of the airflow dispersion members 24a and 24b. This is because a fast flow is generated and noise may be generated by hitting the car sill 15.

  Similarly, the air flow dispersion members 32a and 32b installed on the air conditioning plate 31 also have inclined portions 33a and 33b, respectively. The airflow dispersion member 32 a is installed with the mountain side of the inclined portion 33 a facing the upper end portion of the air conditioning plate 31 and the valley side facing the lower end portion of the air conditioning plate 31. The airflow dispersion member 32 b is installed with the mountain side of the inclined portion 33 b facing the lower end of the air conditioning plate 31 and the valley side facing the upper end of the air conditioning plate 31. Further, each is provided near the center of the upper end portion and the lower end portion of the air conditioning plate 31 with reference to the range of the width W in the opening / closing direction of the car door 14.

  It is assumed that the airflow dispersion member 32a and the airflow dispersion member 32b provided at both ends of the air conditioning plate 31 are also restricted to lengths that do not contact each other.

  On the other hand, plate-like airflow dispersion members 42 a and 42 b are also provided on the upper and lower surfaces of the counterweight 41 facing the car 51. The airflow dispersion members 42a and 42b have a predetermined thickness similar to that of the airflow dispersion member 21 described in the first and second embodiments, and are disposed near the center of the upper end portion and the lower end portion of the counterweight 41. Is done.

  Here, in the thirteenth embodiment, apart from such a structural noise reduction measure, the air flow generation devices 50a to 50d using the discharge plasma and the air flow generation devices 54a to 54d using the discharge plasma as well. Is used.

  The airflow generation devices 50a and 50b are attached to the front side of the car 11 at the lower end of the apron 16 (the surface facing the landing side of the hoistway 13). The airflow generation devices 50c and 50d are attached to the front side of the car 11 at the upper end portion of the air conditioning plate 31 (the surface facing the landing side of the hoistway 13). In the example of FIG. 28 (b), airflow generators 50 a and 50 b are attached to both sides of the airflow dispersion member 24 a installed near the center of the lower end portion of the apron 16, and installed near the center of the upper end portion of the air conditioning plate 31. Airflow generators 50c and 50d are attached to both sides of the airflow dispersion member 32a.

  Since the airflow generation devices 50a to 50d can be configured with a module structure based on an insulator such as ceramic, the module portion can be easily fixed to the apron 16 or the air conditioning plate 31 with screws or an adhesive.

  The airflow generation devices 50a to 50d have a structure as shown in FIG. 21 or FIG. 23 and are driven by the driving device 51 at a predetermined timing when the car 11 is traveling. Specifically, the predetermined timing refers to when the lower end of the car 11 (that is, the lower end of the apron 16) passes through a narrow part 18 such as a hole sill 17 when the car 11 is lowered, and the car 11 is raised. Sometimes the upper end of the car 11 (that is, the upper end of the air conditioning plate 31) passes through the narrow portion 18 such as the hole sill 17.

  That is, the airflow generators 50a and 50b provided in the apron 16 are driven when the lower end portion of the apron 16 passes through the hall sill 36 when the car 11 is lowered, and are opposite to the moving direction of the car 11 (here Then, the induced flow 65 is generated in the upward direction. On the other hand, the airflow generators 50 c and 50 d provided on the air conditioning plate 31 are driven when the upper end of the air conditioning plate 31 passes through the hall sill 36 when the car 11 is lifted, and are in a direction opposite to the moving direction of the car 11. An induced flow 65 is generated in the direction (here, the downward direction).

  On the other hand, the airflow generation devices 54 a and 54 b are attached to the surface of the upper end portion of the counterweight 41 that faces the car 11. The airflow generators 54 c and 54 d are attached to a surface of the lower end portion of the counterweight 41 that faces the car 11. In the example of FIG. 28C, airflow generators 54 a and 54 b are attached to both sides of the airflow dispersion member 42 a installed near the center of the upper end portion of the counterweight 41, and installed near the center of the lower end portion of the counterweight 41. Airflow generators 54c and 54d are attached to both sides of the airflow dispersion member 42b.

  Since the airflow generation devices 54a to 54d can be configured with a module structure based on an insulator such as ceramic, the module portion can be easily fixed to the counterweight 41 with screws or an adhesive.

  Further, the airflow generation devices 54a to 54d have a structure as shown in FIG. 21 or FIG. 23 and are driven at a predetermined timing by the driving device 51 when the car 11 is traveling. Specifically, the predetermined timing is when the upper end of the counterweight 41 passes the car 11 when the car 11 is lowered, and the lower end of the counterweight 41 passes the car 11 when the car 11 is raised. Is the time.

  That is, the airflow generators 54a and 54b provided at the upper end of the counterweight 41 are driven when they pass the counterweight 41 when the car 11 is lowered, and are in a direction opposite to the moving direction of the counterweight 41 (here, the lowering) Direction) to generate an induced flow 65. On the other hand, the airflow generators 54 c and 54 d provided at the lower end of the counterweight 41 are driven when the lower end of the counterweight 41 passes the passenger car 11 when the car 11 is raised, Generates the induced flow 65 in the opposite direction (in this case, the upward direction).

  FIG. 29 is a block diagram showing the configuration of the control system of the airflow generation devices 50a to 50d and 54a to 54d.

  The driving device 51 is installed on the car 11, and includes a battery for supplying electric power necessary for driving the airflow generation devices 50a to 50d. The driving device 51 is driven by supplying electric power to the airflow generation devices 50 a to 50 d based on a driving signal output from the control device 52.

  The drive device 55 is installed on the counterweight 41 and includes a battery for supplying electric power necessary for driving the airflow generation devices 54a to 54d. The driving device 55 is driven by supplying electric power to the airflow generation devices 54 a to 54 d based on a driving signal output from the control device 52.

  The control device 52 is installed in a machine room of a building. The control device 52 is constituted by a computer equipped with a CPU, ROM, RAM, and the like, and controls the operation of the entire elevator by starting a predetermined program, and here controls the driving of the airflow generation devices 50a and 50b. The control device 52 and the drive devices 51 and 55 are electrically connected by a tail cord (not shown) or wirelessly.

  The car position detection device 53 detects the position of the car 11 traveling in the hoistway 13 in real time based on a pulse signal output in synchronization with the rotation of the hoisting machine from a pulse encoder (not shown).

  In such a configuration, as in the twelfth embodiment, when the lower end portion of the apron 16 reaches the narrow portion 18 such as the hole sill 17 when the car 11 is lowered, the airflow generation devices 50a and 50b are driven. Thus, by generating the induced flow 65 in the direction opposite to the moving direction of the car 11, that is, in the ascending direction, the dispersion action by the airflow dispersion members 24a and 24b is enhanced, and the noise when passing through the narrow portion can be reduced.

  Even when the car 11 is raised, when the upper end of the car 11 (the upper end of the air conditioning plate 31) reaches the narrow part 18 such as the hole sill 17, the airflow generators 50c and 50d are driven to By generating the induced flow 65 in the direction opposite to the moving direction of the car 11, that is, in the descending direction, the dispersing action by the airflow dispersing members 32a and 32b is enhanced, and the noise when passing through the narrow portion can be reduced.

  Further, when the car 11 is lowered, the airflow generators 54a and 54b are driven when passing the counterweight 41 to generate the induced flow 65 in the direction opposite to the movement direction of the counterweight 41, that is, in the downward direction. Further, the dispersion action by the airflow dispersion member 42a is enhanced, and the noise at the time of passing can be reduced.

  When the car 11 passes the counterweight 41 when the car 11 is raised, the airflow generators 54c and 54d are driven to generate the induced flow 65 in the direction opposite to the movement direction of the counterweight 41, that is, in the ascending direction. In addition, the dispersion action by the airflow dispersion member 42b is enhanced, and noise at the time of passing can be reduced.

  As described above, according to the thirteenth embodiment, the combined use of the airflow generation device can further effectively reduce the noise when passing through the narrow portion when the car is raised and lowered, and the car and the counterweight. Noise when passing each other can be further effectively reduced.

  In the example of FIG. 28, wedge-shaped airflow dispersion members are provided at the lower end and the upper end of the apron. However, the plate-like airflow dispersion member described in the first and second embodiments and the fifth implementation described above. You may use the grooved airflow dispersion | distribution member demonstrated by the form. Moreover, you may use the airflow dispersion | distribution member of another shape also with respect to a counterweight.

(Fourteenth embodiment)
Next, a fourteenth embodiment will be described.
In the fourteenth embodiment, the airflow dispersion member is provided in the header portion of the hold door. That is, the hold door portion protrudes into the hoistway, and a large aerodynamic noise (buff sound) is generated even when the tip of the elevator car reaches the header portion of the hold door. Therefore, by providing an airflow dispersion member in the door header portion, the uniformity of the flow path formed by the hold-a header portion and the front end portion of the car in the front direction of the car is broken, and generation of aerodynamic noise is suppressed.

Hereinafter, a specific example will be illustrated and described.
FIG. 30 is a diagram showing the configuration of the elevator apparatus according to the fourteenth embodiment. FIG. 30 (a) is a view of a car and a counterweight running in a hoistway from the side, and FIG. It is the front view which looked at the riding car and the hold door from the A direction. In addition, the same code | symbol is attached | subjected to the part same as the structure of FIG. 5 in the said 1st Embodiment, and the description shall be abbreviate | omitted.

  A car door 14 is provided at the front of the car 11 so as to be openable and closable, and an apron 16 is attached to a lower portion of a car sill 15 that supports the car door 14. Further, the counterweight 41 is attached to the other end of the rope 12 and moves in a hoistway manner in the hoistway 13 together with the car 11 by driving a hoisting machine (not shown).

  A hold door 19 is provided on the hall sill 17 formed at the landing so as to be freely opened and closed. When the car 11 reaches the landing, the car door 14 engages with the hold door 19 and opens and closes. In addition, 71 in the figure is a narrow portion formed between the holder 19 protruding into the hoistway 13 and the front surface of the car 11.

  Here, in the fourteenth embodiment, a plate-like airflow dispersion member 71 is provided on the surface of the upper end portion of the hold door 19 facing the car 11. The airflow dispersion member 71 has a predetermined thickness and is disposed at a position facing the car 11 at the upper end of the hold door 19.

  As a method for attaching the airflow dispersion member 71, for example, the airflow dispersion member 71 may be fixed to the holder 19 by screwing, bonding, welding, rivets or the like. Or you may make it the structure which can be attached or detached with respect to the apron 16, such as making the airflow dispersion member 21 into a fitting type. The apron 16 itself may be processed to have a thickness similar to that of the airflow dispersion member 21 by pressing or other methods.

  Moreover, the material of the airflow dispersion member 21 may be the same material as the apron 16 or a different material as long as it can withstand the wind force during traveling.

  According to such a configuration, when the front end of the car 11 reaches the narrow part 72 such as the protruding part of the hold door 19 when the car 11 is lowered or raised, the air current is dispersed via the air current dispersing member 71. Therefore, the airflow is not blocked at the tip of the car 11 at a time. That is, due to the thickness of the airflow dispersion member 71, the uniformity of the flow path in the front direction of the car formed between the front end portion of the car 11 and the protruding portion of the hold door 19 is broken. The change is alleviated and aerodynamic noise when passing through the narrow part is reduced.

  As described above, according to the fourteenth embodiment, even when the airflow dispersion member having a thickness capable of dispersing the airflow is provided at the upper end portion of the hold door, the noise when passing through the narrow portion can be effectively reduced. it can.

(Fifteenth embodiment)
Next, a fifteenth embodiment is described.
The number of the airflow dispersion members provided in the header portion of the hold door is not necessarily one, and may be plural. In the fifteenth embodiment, two air flow dispersion members are provided in the header portion of the hold door.

  FIG. 31 is a diagram showing the configuration of the elevator apparatus according to the fifteenth embodiment. FIG. 31 (a) is a view of a car and a counterweight as viewed from the side, and FIG. It is the front view which looked at the riding car and the hold door from the A direction. In addition, the same code | symbol is attached | subjected to the same part as the structure of FIG. 30 in the said 14th Embodiment, and the description shall be abbreviate | omitted.

  In the fifteenth embodiment, two plate-like airflow dispersion members 71a and 71b are arranged in parallel in the front side of the car 11 at the upper end of the hold door 19 (the surface facing the landing side of the hoistway 13). It is installed. The airflow dispersion members 71a and 71b have a predetermined thickness and are arranged at an interval near the center of the upper end portion of the hold door 19.

  According to such a configuration, similar to the fourteenth embodiment, when the front end of the car 11 reaches the narrow part 72 such as the protrusion of the hold door 19 when the car 11 is lowered or raised. Since the airflow is dispersed and flows through the airflow dispersion members 71a and 71b, the airflow is not blocked at a time, and the car is formed between the front end portion of the car 11 and the protruding portion of the hold door 19. The uniformity of the flow path in the front direction can be further broken. As a result, the volume change of the airflow is further relaxed, and aerodynamic noise when passing through the narrow portion is reduced.

  As described above, according to the fifteenth embodiment, by providing a plurality of airflow dispersing members having a thickness capable of dispersing the airflow at the upper end of the holder, noise during passage of the narrow portion is more effectively reduced. be able to.

  In the example of FIG. 31, two airflow dispersion members are provided at the upper end portion of the hold door. However, in this embodiment, the purpose is to make the flow path in the front direction of the car non-uniform, and the airflow dispersion member. The number of is not limited.

(Sixteenth embodiment)
Next, a sixteenth embodiment will be described.
As described above in the second embodiment, the aerodynamic noise (buff noise) of the elevator is generated not only at the time of interference between the front end of the car and the hall sill, but also at the car sill and the hall sill. In the sixteenth embodiment, an airflow dispersion member having a thickness is provided in the hole sill portion to reduce aerodynamic noise generated during traveling.

Hereinafter, a specific example will be illustrated and described.
FIG. 32 is a diagram showing the configuration of the elevator apparatus according to the sixteenth embodiment. FIG. 32 (a) is a view of the ride weight and the counterweight running in the hoistway from the side, and FIG. It is the front view which looked at the riding car and the hold door from the A direction. In addition, the same code | symbol is attached | subjected to the part same as the structure of FIG. 5 in the said 1st Embodiment, and the description shall be abbreviate | omitted.

  A car door 14 is provided at the front of the car 11 so as to be openable and closable, and an apron 16 is attached to a lower portion of a car sill 15 that supports the car door 14. Further, the counterweight 41 is attached to the other end of the rope 12 and moves in a hoistway manner in the hoistway 13 together with the car 11 by driving a hoisting machine (not shown).

  A hold door 19 is provided on the hall sill 17 formed at the landing so as to be freely opened and closed. When the car 11 reaches the landing, the car door 14 engages with the hold door 19 and opens and closes.

  Here, in the sixteenth embodiment, two plate-like airflow dispersion members 73a and 73b are arranged in parallel in the horizontal direction on the surface of the front end portion of the hole sill 17 that faces the car 11. The air flow dispersing members 73a and 73b have a predetermined thickness and are arranged at a distance near the center of the surface of the car 11 facing the car door 14 at the tip of the hall sill 17.

  According to such a configuration, when the front end portion of the car 11, that is, the lower end portion of the apron 16 approaches the hall sill 17 when the car 11 is lowered, the air flow is dispersed and flows through the air flow dispersing members 73a and 73b. . That is, the thickness of the airflow dispersion members 73a and 73b breaks the uniformity of the flow path in the front direction of the car formed between the lower end of the apron 16 and the protrusion of the hall sill 17, and as a result, the volume of the airflow The change is alleviated and aerodynamic noise when passing through the narrow part is reduced.

  Even when the car 11 is raised, the airflow is dispersed through the airflow dispersion members 73a and 73b when the front end of the car 11 reaches the hall sill 17, so that the aerodynamic noise generated at that time is generated. Can be reduced.

  As described above, according to the sixteenth embodiment, even if the airflow dispersion member is provided at the tip of the hall sill, the volume of the airflow is instantaneously compressed when the tip of the car approaches the hall sill. Can be prevented, and noise during passage of the narrow portion can be effectively reduced.

  In the example of FIG. 32, two airflow dispersion members are provided at the tip of the hole sill, but in this embodiment, the purpose is to make the flow path in the front direction of the car non-uniform. The number is not limited.

(Seventeenth embodiment)
Next, a seventeenth embodiment will be described.
In the seventeenth embodiment, by combining the fifteenth embodiment and the sixteenth embodiment, an airflow dispersion member is provided on both the hold door and the hole sill.

  FIG. 33 is a view showing the configuration of an elevator apparatus according to the seventeenth embodiment. FIG. 33 (a) is a view of a ride weight and a counterweight running in a hoistway from the side, and FIG. It is the front view which looked at the riding car and the hold door from the A direction. Moreover, FIG. 34 is a figure which shows the shape of the airflow dispersion | distribution member provided in the hole sill. In addition, the same code | symbol is attached | subjected to the same part as the structure of FIG. 31 in the said 15th Embodiment, and the description shall be abbreviate | omitted.

  On the front side of the car 11 at the upper end of the hold door 19 (the surface facing the landing side of the hoistway 13), two plate-like airflow dispersion members 71a and 71b (FIG. 33 shows only the airflow dispersion member 71a. ) Are juxtaposed in the horizontal direction. The airflow dispersion members 71a and 71b have a predetermined thickness and are arranged at an interval near the center of the upper end portion of the hold door 19.

  On the other hand, two corrugated airflow dispersion members 74a and 74b are also juxtaposed in the horizontal direction with respect to the car 11 facing the car 11 at the tip of the hole sill 17. The air flow dispersion members 74 a and 74 b have a predetermined thickness and are arranged at a distance near the center of the surface of the car 11 facing the car door 14 at the tip of the hall sill 17. As shown in FIG. 34, a plurality of semi-cylindrical grooves 75 are formed in the ascending / descending direction on the surfaces of the airflow dispersion members 74a and 74b.

  According to such a configuration, when the front end of the car 11 reaches the narrow part 72 such as the protruding part of the hold door 19 when the car 11 is lowered or raised, the airflow dispersing members 71a and 71b are interposed. Since the air flow is distributed, the air current is not blocked at a time, and the flow path uniformity in the front direction of the car formed between the front end portion of the car 11 and the protruding portion of the hold door 19 is prevented. Can be broken more. As a result, the volume change of the airflow is further relaxed, and aerodynamic noise when passing through the narrow portion is reduced.

  Further, when the front end portion of the car 11, that is, the lower end portion of the apron 16 reaches the hall sill 17, the air flow is dispersed through the air flow dispersion members 74a and 74b. That is, the thickness of the airflow dispersion members 74 a and 74 b breaks the uniformity of the flow path in the front direction of the car formed between the lower end portion of the apron 16 and the protruding portion of the hole sill 17. In this case, as shown in FIG. 34, since a plurality of grooves 75 are formed on the surfaces of the airflow dispersion members 74a and 74b, the airflow is further dispersed through these grooves 75. As a result, the volume change of the airflow is alleviated and aerodynamic noise when passing through the narrow portion is reduced.

  As described above, according to the seventeenth embodiment, both aerodynamic noise generated due to the interference with the car and the hold door and the aerodynamic noise generated due to the interference with the car and the hall sill are further reduced. A comfortable driving environment can be provided.

  In the example of FIG. 33, two airflow dispersion members are provided at the upper end of the holder. However, in this embodiment, the purpose is to make the flow path in the front direction of the car non-uniform. The number of is not limited.

  Moreover, although the airflow dispersion member has a corrugated plate shape, it is not particularly limited to this shape, and may be another shape such as a sawtooth wave shape.

(Eighteenth embodiment)
Next, an eighteenth embodiment will be described.

  The eighteenth embodiment shows an example in which all of the previous embodiments are included, and a thick airflow dispersion member and an airflow generation device are provided above and below the car, and a thick airflow dispersion is also provided on the counterweight side. In addition to providing the member and the airflow generation device, the airflow dispersion member is also provided in the hold door and the hole sill.

  FIG. 35 is a diagram showing a configuration of an elevator apparatus according to the eighteenth embodiment. In addition, the structure of each part is the same as that of each embodiment mentioned above, Here, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

  According to such a configuration, when the front end portion of the car 11 reaches the front end portion of the hold door 19 or the hole sill 17, the car sill 15 portion reaches the narrow end portion of the hold door 19 or the hole sill 17. Further, even when the car 11 and the counterweight 41 pass each other, the airflow volume can be suppressed from being instantaneously compressed, so that it is possible to reduce the aerodynamic noise and provide a comfortable driving environment. Become.

  Here, with reference to FIG. 36 and FIG. 37, the effect of this embodiment is demonstrated.

  FIG. 36 is a diagram showing the noise reduction effect when the airflow dispersion member is provided in the apron of the car, and shows the change in noise when the car is traveling in the downward direction.

  The part surrounded by a circle represents the noise level generated when the lower end of the apron approaches the hole sill. A dotted line is a noise level without an airflow dispersion member. It was revealed that by attaching an airflow dispersion member to the lower end of the apron and partially changing the thickness, aerodynamic noise when passing through the narrow portion is reduced by about 15% compared to before attaching the airflow dispersion member.

  FIG. 37 is a diagram showing the noise reduction effect when the airflow dispersion member is provided in the hall sill of the hoistway, and shows the change in noise when the car is traveling in the downward direction.

  The part surrounded by a circle represents the noise level generated when the lower end of the apron approaches the hole sill. A dotted line is a noise level without an airflow dispersion member. It was found that by attaching an airflow dispersion member to the tip of the hole sill and partially changing the thickness, the aerodynamic noise when passing through the narrow portion is reduced by about 30% compared to before attaching the airflow dispersion member.

  That is, in both cases, the cross-sectional area of the flow path in the narrow portion is reduced by attaching the airflow dispersion member, and the aerodynamic noise is reduced although the flow velocity in the flow path is increased. In the case of a uniform flow path in the front direction of the car, when the front end of the car reaches the narrow part, the volume change of the air flow occurs instantaneously over the entire car front, resulting in large aerodynamic noise. However, if an airflow dispersion member is provided on the apron or hall sill and the flow area is changed in the front direction of the car, the cross section of the flow path will be affected even when the tip of the car reaches the narrow part. This is because the flow escapes to the recessed portion, so that the volume of the airflow is not instantaneously compressed over the entire front of the car, and the generation of aerodynamic noise that is a monopole sound source is suppressed.

  This embodiment is based on the knowledge obtained from such an actual machine test, and the airflow dispersion member is applied to the hole sill by attaching an airflow dispersion member having a thickness to the apron and making the thickness different in the front direction of the car. It is possible to reduce the volume change of the airflow at the time, and to reduce aerodynamic noise and vibration when passing through the narrow part.

  Also, by providing a similar airflow dispersion member on the counterweight, it is possible to reduce aerodynamic noise and vibration when the counterweight passes by the car. Furthermore, by using the plasma airflow generation device in combination and generating airflow at a predetermined timing, the volume change of the airflow is further mitigated, and aerodynamic noise and vibration can be further reduced. Moreover, the noise reduction effect is further improved by providing the same airflow dispersion member in the hold-a header portion or the hole sill.

  The main point of the present embodiment is that the volume of the airflow is not instantaneously compressed over the entire front of the car even when the elevator car approaches a hoistway narrow part such as a hall sill or when it passes the counterweight. As described above, the airflow dispersion member whose thickness is changed in the front direction of the car is provided in a narrow portion such as an elevator and a hold door header or a hole sill portion, and is not limited to the embodiments described above as they are. Of course, in the implementation stage, the constituent elements can be appropriately modified and embodied without departing from the scope of the invention. Of course, the shape, number, installation position, and control method of the airflow generation device can be appropriately combined.

  In short, several embodiments of the present invention have been described, but these embodiments are presented as examples and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

  DESCRIPTION OF SYMBOLS 11 ... Ride car, 12 ... Rope, 13 ... Hoistway, 14 ... Car door, 15 ... Car sill, 16 ... Apron, 17 ... Whole sill, 18 ... Narrow part, 19 ... Hold door, 21-23 ... Airflow dispersion member, 24, 24a, 24b ... Airflow dispersion member, 25, 25a, 25b ... Inclined portion, 26, 26a, 26b ... Airflow dispersion member, 27, 27a, 27b ... Inclined portion, 28, 28a, 28b ... Groove, 31 ... Air conditioning plate 32a, 32b ... Airflow dispersion member, 33a, 33b ... Inclined portion, 41 ... Counterweight, 42a, 42b ... Airflow dispersion member, 50a-50d ... Airflow generator, 51 ... Drive device, 52 ... Control device, 53 ... Car Position detecting device, 54a to 54d ... Airflow generating device, 55 ... Drive device, 60 ... Dielectric material, 61 ... First electrode, 62 ... Second electrode 62, 63 ... Cable, 64 ... Discharge power source 65 ... induced flow.

Claims (16)

A first air conditioning plate provided at the lower end of the front of the car that moves up and down in the hoistway;
In order to disperse the airflow that flows in the front of the car when the car passes through the narrow part, provided on the front side of the car at least one of the upper and lower ends of the first air conditioning plate. comprising at least one first air flow dispersing member having a thickness,
The first airflow dispersion member has an inclined part, and the mountain side of the inclined part faces the lower end of the first air conditioning plate and the valley side faces the upper end of the first air adjusting plate. An elevator apparatus provided near the center of the lower end of the first air conditioning plate . A first air conditioning plate provided at the lower end of the front of the car that moves up and down in the hoistway;
In order to disperse the airflow that flows in the front of the car when the car passes through the narrow part, provided on the front side of the car at least one of the upper and lower ends of the first air conditioning plate. And at least one first airflow dispersion member having a thickness of
The first airflow dispersion member has an inclined portion, and the first side of the inclined portion is directed to the upper end portion of the first air conditioning plate and the valley side is directed to the lower end portion of the car. An elevator apparatus characterized by being provided near the center of the upper end portion of the air conditioning plate. The first airflow dispersion member is provided in the vicinity of the center of the end portion of the first air conditioning plate on the basis of the range of the width in the opening / closing direction of the door of the car. The elevator apparatus according to 1 or 2 . The elevator apparatus according to claim 1 or 2 , wherein a plurality of grooves are formed on a surface of the inclined portion in the up-and-down direction of the car. A second air conditioning plate provided at the upper end of the front of the car;
In order to disperse the airflow that flows into the front of the car when the car passes through the narrow part, provided on the front side of the car at least one of the upper and lower ends of the second air conditioning plate. elevator apparatus according to claim 1, wherein, further provided with the at least one second air flow dispersing member having a thickness of. The second airflow dispersion member is provided in the vicinity of the center of the end portion of the second air conditioning plate with reference to the range of the width in the opening / closing direction of the door of the car. 5. The elevator apparatus according to 5 . The second airflow dispersion member has an inclined portion, and the mountain side of the inclined portion is directed to the upper end portion of the second air conditioner plate and the valley side is directed to the lower end portion of the second air conditioner plate. The elevator apparatus according to claim 5 , wherein the elevator apparatus is provided near a center of an upper end portion of the second air conditioning plate. The second airflow dispersion member has an inclined portion, and the second side of the inclined portion is directed to the lower end portion of the second air conditioning plate and the valley side is directed to the upper end portion of the car. The elevator apparatus according to claim 5 , wherein the elevator apparatus is provided near a center of a lower end portion of the air conditioning plate. The elevator apparatus according to claim 7 or 8 , wherein a plurality of grooves are formed on a surface of the inclined portion in a moving direction of the car. Provided on each surface of the upper end of the counterweight that moves up and down in the hoistway in the reverse direction of the car and on the surface facing the car of the lower end of the counterweight, 2. The apparatus according to claim 1, further comprising at least one third airflow dispersion member having a thickness for dispersing an airflow flowing into an opposite surface of the car when the counterweight passes by the car. Or the elevator apparatus of 2 . It is provided on the surface of the holder installed at the landing on each floor in the hoistway so as to oppose the car and for dispersing the airflow flowing into the front of the car when the car passes through the narrow part. at least one fourth of the elevator apparatus according to claim 1, wherein in that further comprising an air flow dispersion member having a thickness. Located on the face of the hall sill that supports the hold door installed at the landing on each floor in the hoistway, and disperses the airflow that flows into the front of the car when the car passes through the narrow part At least one of the fifth elevator apparatus according to claim 1, wherein, further provided with the air flow dispersion member having a thickness to. Provided on the front side of the car at at least one of the upper and lower ends of the first air conditioning plate, the airflow flowing into the front of the car when the car passes through the narrow part is rectified. at least one elevator system according to claim 1, wherein in that first further comprising a flow generator for generating an air flow for. Provided on the front side of the car at least one of the upper and lower ends of the second air conditioning plate, and rectifies the airflow flowing into the front of the car when the car passes through the narrow part. The elevator apparatus according to claim 5 , further comprising at least one second airflow generation device that generates an airflow for generating the airflow. The car is provided on each of a surface facing the car at the upper end of the counterweight and a surface facing the car at the lower end of the counterweight, and the car is moved when the counterweight passes the car. The elevator apparatus according to claim 10 , further comprising at least one third airflow generation device that generates an airflow for rectifying an airflow flowing into a surface facing the airflow. 16. The elevator apparatus according to claim 13, 14 or 15 , wherein the first, second or third airflow generation device generates an airflow by the action of discharge plasma.

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