JP6193781B2 - Elevator equipment - Google Patents

Description

  The present invention relates to an elevator apparatus for transporting passengers and luggage to different floors of a building, and more particularly to an elevator apparatus having a counterweight connected to a car via a main rope.

  In general, many elevator apparatuses are called traction systems. In this traction method, a hoistway formed in a building is provided with a counterweight having a mass approximately equal to that of the car and the hoisting machine in a state where the car and the counterweight are suspended by the main rope. By lifting the main rope, the car and the counterweight are lifted up and down in the opposite direction.

  In such an elevator apparatus, when the car moves up or down, the air in the hoistway in front of the car passes through the gap between the outer peripheral surface of the car and the inner wall surface of the hoistway. It flows to circulate in the rear hoistway. Since this air flow flows in a direction opposite to the moving direction of the car, the air flows at a relatively high speed with respect to the car.

  In such an elevator apparatus, when the car and the counterweight pass each other, it is known that the car sways and noises are generated due to air turbulence between the car and the counterweight. Yes. For example, JP 2004-196533 A (Patent Document 1) employs the following configuration in order to reduce the shaking and noise of the car when the car and the counterweight pass each other.

  That is, the unevenness formed on the side surface of the counterweight is smoothed by covering the side surface of the counterweight with the flat cover. A general counterweight is configured by laminating a plurality of unit weights constituting the counterweight. In this case, since the end faces of the unit weights are uneven between the unit weights, the air flow is disturbed by the unevenness, and noise is generated as wind noise. For this reason, it is set as the structure which eliminates an unevenness | corrugation by covering a counterweight with a flat cover, and suppresses generation | occurrence | production of a noise.

  In addition, an air deflection plate that hangs diagonally on the opposite side of the car is provided on the upper and lower end faces of the counterweight, and when the car and the counterweight pass each other, the air flow is deflected to the opposite side of the car. By reducing the airflow that enters between the car and the counterweight, the sway of the car due to the turbulence of the airflow is reduced.

JP 2004-196533 A

  By the way, in the elevator apparatus used for the recent super high-rise building, in order to shorten raising / lowering time, it is requested | required that a passenger car may move a hoistway at high speed. And in the elevator apparatus used for this super high-rise building, it is set so that the rising speed when the car ascends is faster than the descending speed when the car descends. For example, in a certain elevator apparatus, the ascending speed is set to 1000 m / min, while the descending speed is set to 600 m / min. For this reason, when the counterweight and the car pass each other, the speed of the air passing between the counterweight and the car becomes faster than in the conventional case.

  In addition, the ascending speed at which the car ascends is set to be considerably faster than the descending speed at which the car descends as described above. Therefore, the outer peripheral surface of the car and the side surface of the counterweight opposite to the car As a result, the pressure between the counterweight and the car suddenly changed, resulting in a new phenomenon that the car shook greatly.

  With respect to such a problem, in the counterweight described in Patent Document 1, an air deflection plate is provided in the traveling direction of the counterweight, and the air present on the end surface in the traveling direction of the counterweight is on the car and the counterweight. It is the structure which reduces getting in between. Since the counterweight described in Patent Document 1 reduces the air that enters between the car and the counterweight, thereby reducing the influence of air flow turbulence between the counterweight and the car. A sufficient effect cannot be expected for the above-described problems.

  As mentioned above, in recent years, the rising speed of the car has become high, and thus there is a tendency for the shaking and noise that occur when the car and the counterweight are passing each other to appear prominently. Since passengers in the car feel uncomfortable due to noise and noise, it is becoming increasingly important to suppress the car from shaking and noise.

  It is an object of the present invention to provide a novel elevator device that reduces the swaying of a car, or both the swaying and noise, which occurs when at least a rising car and a counterweight pass each other.

  The feature of the present invention is that at least the side of the counterweight above the counterweight (the rear side in the advancing direction), when the car and the counterweight pass each other, from the space between the hoistway and the counterweight, An air supply opening for supplying air toward the space between them is formed. More preferably, a flat cover is provided on the side surface of the counterweight facing the car.

  According to the present invention, when the car and the counterweight pass each other, the air in the space between the counterweight and the hoistway is supplied to the space between the counterweight and the car by the air supply opening. The pressure in the space between the car and the counterweight can be increased, thereby reducing the car's sway. Furthermore, by providing a flat cover on the side surface of the counterweight, it is possible to reduce the wind noise of the air.

1 is a configuration diagram showing a schematic configuration of an elevator apparatus to which the present invention is applied. It is the figure which showed typically the time change of the force which acts on a cage | basket | car when the riding car and the balance weight pass each other. It is a front view of the counterweight which becomes the 1st Embodiment of this invention. It is a front view of the counterweight used as the modification of 1st Embodiment shown in FIG. It is sectional drawing which shows the positional relationship at the time of passing each other when the counterweight shown in FIG. 4 is used. It is a front view of the counterweight which becomes the 2nd Embodiment of this invention. It is sectional drawing which shows the positional relationship at the time of passing each other when the counterweight shown in FIG. 6 is used. It is a front view of the counterweight which becomes the 3rd Embodiment of this invention. It is a front view of the counterweight which becomes the 4th Embodiment of this invention. It is a front view of the counterweight which becomes the 5th Embodiment of this invention. It is a front view of the counterweight which becomes the 6th Embodiment of this invention. It is a front view of the counterweight which shows 7th Example of this invention. It is a front view of the counterweight used as the modification of 7th Embodiment shown in FIG. It is a front view of the counterweight which becomes the 8th Embodiment of this invention. It is a front view of the counterweight which becomes the 9th Embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. However, the present invention is not limited to the following embodiments, and various modifications and application examples are included in the technical concept of the present invention. Is also included in the range.

  First, a general configuration of an elevator apparatus to which the present invention is applied will be described. As is well known, an elevator apparatus is housed in a hoistway provided in a building. The elevator apparatus of the present invention is particularly suitable for a high-speed elevator apparatus used for a high-rise building.

  In FIG. 1, in an elevator apparatus, a hoisting machine is generally placed on the top portion of a hoistway 10, and is fixed to a floor surface by a fixing means such as a bolt. Although not shown in detail in FIG. 1, the hoisting machine has a sheave 12 for suspending a plurality of traction ropes 11. One end of the traction rope 11 is connected to the upper end of the car 13, and the other end is connected to the upper end of the counterweight 14. The counterweight 14 is formed by laminating a plurality of unit weights, and generally has an elongated rectangular parallelepiped shape. Further, the lower end of the car 13 and the counterweight 14 are connected by a compen- sion rope 16 via a lower pulley 15.

  Next, the movement of each part during operation of the elevator apparatus will be described. When the hoisting machine is operated and the sheave 12 rotates in the rotation direction indicated by the arrow AR1, the traction rope 11 suspended on the sheave 12 is indicated by the arrow AR2 due to friction between the traction rope 11 and the sheave 12 at that time. Move up along the rope travel direction. Then, the car 13 is moved up by the movement of the traction rope 11. In this case, the counterweight 14 moves so as to descend. Further, when the car 13 descends, the counterweight 14 moves so as to rise. Although not shown in FIG. 1, in order to make the car 13 move up and down smoothly, in an actual elevator apparatus, the side surfaces of the car 13 and the counterweight 14 are guided by guide parts called guide rails. It has become.

  In such an elevator apparatus, an operation command is given to a motor or a braking mechanism of a hoisting machine by a controller (not shown), and the car 13 is moved up and down toward a predetermined level of the building by the operation command. It is. Although the elevator apparatus has been described in a simplified manner as described above, actually, various components are further added. Since the present invention is characterized by the counterweight 14, further description thereof is omitted.

  In such an elevator apparatus, the present embodiment will be described with respect to a time when the speed of the car 13 is increased. Since the speed of the car 13 is relatively small when descending, the car 13 does not sway so much. Basically, it is sufficient to cope with the car 13 ascending.

  The cross-sectional area of the gap between the car 13 and the hoistway 10 is balanced until the rising car 13 and the lowering counterweight 14 start passing operation and end the passing operation. Since the weight 14 is located, it becomes narrower. Accordingly, as the car 13 and the counterweight 14 move, the air pressure between the car 13 and the counterweight 14 changes. The force acting on the car 13 is generated by a relative differential pressure between the pressure of air between the car 13 and the counterweight 14 and the pressure of air around the car 13 outside this region. Actually, since the pressure on the side where the entrance / exit of the car 13 opposite to the counterweight 14 is located is high, the pressure between the car 13 and the counterweight 14 and the side where the entrance / exit is located are high. Due to the difference in pressure between the car 13 and the wall surface of the hoistway 10, a force that causes the car 13 to swing is applied.

  The force acting on the car 13 when the car 13 and the counterweight 14 pass each other behaves as shown in FIG. In this case, the relative expression that the pressure between the car 13 and the counterweight 14 is high or the pressure is low with reference to the pressure when the car 13 and the counterweight 14 do not pass each other. doing.

  First, when the counterweight 14 descends and enters the gap between the ascending car 13 and the hoistway 10 so that the car 13 and the counterweight 14 start to pass each other, the traveling direction of the counterweight 14 Since the top of the car has a flat shape, a high pressure is generated in the vicinity of the head as seen from the traveling direction side of the car 13. For this reason, at this time, this high pressure acts on the car 13 so as to keep the car 13 away from the counterweight 14.

  Next, as the passing between the car 13 and the counterweight 14 progresses, the pressure in the gap between the car 13 and the counterweight 14 decreases according to the flow rate of air due to the influence of separation or the like. Therefore, a large attraction force is generated between the car 13 and the counterweight 14 while the car 13 and the counterweight 14 are passing each other. At this time, the attraction force acts to bring the car 13 and the counterweight 14 closer to each other. According to the simulation results of the inventors, it has been found that the pressure is lowest when both the car 13 and the counterweight 14 are all overlapped. Furthermore, it has been found that the pressure is lowest near the upper side of the counterweight 14 (near the rear side when viewed from the traveling direction) in a state where both the car 13 and the counterweight 14 are overlapped. Therefore, it can be understood that it is important to compensate for the pressure drop in this portion.

  In this state, a large force acts on the car 13 toward the counterweight 14 side. In general, a boarding / exit opening provided with a boarding door is disposed on a surface opposite to the surface of the car 13 facing the counterweight 14. Therefore, when the car 13 is viewed from the side, the surface with the entrance / exit is not a continuous plane from the upper end to the lower end of the car 13 but is recessed inside the car 13 due to the presence of the entrance / exit. ing. For this reason, since the distance from the entrance / exit to the wall surface of the hoistway 10 is increased by this concave shape, the pressure in this portion tends to be high.

  Therefore, when both the car 13 and the counterweight 14 overlap, the pressure between the car 13 and the counterweight 14 is the lowest, and the vicinity of the entrance / exit with the highest pressure is located. Therefore, a large force that presses the car 13 toward the counterweight 14 side acts.

  Furthermore, as the passing of the car 13 and the counterweight 14 nears the end of the passing from this state, the counterweight 14 comes out of the gap between the car 13 and the hoistway 10, so the pressure in this region increases. For this reason, the pressure between the counterweights 14 that has acted to bring the car 13 closer to the counterweight 14 is restored toward the pressure side that is the reference.

  For this reason, the difference between the pressure between the entrance / exit of the car 13 and the wall surface of the hoistway 10 and the pressure between the car 13 and the counterweight 14 are reduced. Therefore, the car 13 that has been pushed by the force acting from the entrance / exit side of the car 13 until now acts on the car 13 so that the car 13 is moved away from the counterweight 14 again by the pressure during the return. To do.

  Due to such a pressure change at the time of passing between the car 13 and the counterweight 14, the car 13 is shaken, which causes discomfort to passengers in the car. The present invention provides an elevator apparatus that can reduce a change in pressure that occurs when a car and a counterweight pass each other with a simple configuration, and thereby can reduce the shaking of the car. Examples will be described in detail.

  FIG. 3 shows a front view of the counterweight 14 according to the first embodiment of the present invention, and FIG. 4 shows a front view of the counterweight 14 according to a modification of the first embodiment. In FIG. 3, a counterweight 14 is formed by stacking a necessary number of unit weights 18 between a pair of opposing vertical frames 17A and 17B to form a weight body, and the weight body is an elongated rectangular parallelepiped and has a desired weight. Is. The pair of vertical frames 17A and 17B are connected by a lower connecting horizontal frame 19, an intermediate connecting horizontal frame 20, and an upper connecting horizontal frame 21 to ensure the assembly strength of the counterweight 14. Guide members 22 are provided in the lower frames of the lower connecting horizontal frame 19 and the vertical frames 17A and 17B at the upper end of the upper connecting horizontal frame 21, and slide with a guide rail (not shown) to move the counterweight 14 in the vertical direction. I try to guide you.

  An air supply opening 23 which is a feature of the present embodiment is formed between the intermediate connecting horizontal frame 20 and the upper connecting horizontal frame 21 which are the upper side surfaces of the counterweight 14. Here, the upper side surface of the counterweight 14 means the upper side of the unit weights 18 stacked on the basis of the state where the counterweight 14 is installed in the hoistway 10.

  This air supply opening 23 has an opening having a length L1 in the vertical direction (vertical direction), and compensated air for compensating for a pressure drop from the hoistway 10 side to the car 13 side with the counterweight 14 as a boundary. And a function of adjusting the pressure between the car 13 and the counterweight 14. The length L1 in the vertical direction of the air supply opening 23 is appropriately selected so as to adjust the pressure between the car 13 and the counterweight 14 to be adjusted. Therefore, the length L1 of the air supply opening 23 differs depending on the specifications of the elevator apparatus.

  Further, as shown in FIG. 4 as a modification of the first embodiment, the unevenness on both side surfaces (the side facing the wall surface of the hoistway 10 and the side facing the car 13) of the stacked unit weights 18 is eliminated. Further, both side surfaces of the unit weight 18 are covered with a planar planar connecting horizontal frame 24. The plane connection horizontal frame 24 serves as the lower connection horizontal frame 19 and the intermediate connection horizontal frame 20 of FIG. 3. By making both side surfaces of the counterweight 14 flat in this way, both sides of the unit weight 18 are formed. It has a function to suppress the generation of wind noise caused by surface irregularities.

  Since the rest of the configuration is the same as that shown in FIG. 3, detailed description thereof will be omitted, but the operation and effect of the present embodiment will be described below using the modification shown in FIG.

  As shown in FIG. 1, the car 13 is connected to one end of the traction rope 11 across the hoisting machine, and the counterweight 4 is connected to the other end. The car 13 and the counterweight 4 move in opposite directions. For this reason, there is always a place where the car 13 and the counterweight 14 pass each other during the ascent process. In general, the place where the car 13 and the counterweight 14 pass each other is at a height that is approximately half of the total length of the hoistway 10, and the traveling speed of the car 13 and the counterweight 14 is the highest in the ascending stroke. Position.

  In particular, in a high-speed elevator with a high speed, the traveling speed when ascending exceeds 1000 m / min as described above, and the car 13 and the counterweight 14 receive the greatest force during the travel when passing each other. The force acting on the car 13 at this time is as described in FIG.

  As shown in FIG. 5, the counterweight 14 passes between the wall of the hoistway 10 and the car 13. As described above, when both the car 13 and the counterweight 14 overlap each other. Since the pressure is the lowest, this state is shown in FIG. In this embodiment, the air supply opening 23 provided on the upper end side of the counterweight 14 suppresses pressure fluctuation between the car 13 and the counterweight 14.

  In FIG. 5, an upper rectifying cowl 25U and a lower rectifying cowl 25B are provided on the upper and lower surfaces of the car 13. These rectifying cowls 25U and 25B have an arcuate inclination in the direction away from the wall surface of the hoistway 10, and the air in the traveling direction of the car 13 flows toward the counterweight 14 side. The rectifying cowls 25U and 25B are provided to reduce the air resistance when the car 13 ascends at high speed, but can be omitted if the rectifying cowls 25U and 25B are not required. . Therefore, although it is not an essential component in the present embodiment, it is advantageous to be adopted for the car 13 that moves at high speed. Hereinafter, the car 13 having the upper rectification cowl 25U and the lower rectification 25B will be described.

  A passenger entrance 26 is formed in the passenger car 13, and a passenger door 27 is accommodated therein. The distance between the entrance / exit 26 and the entrance / exit door 27 and the wall surface of the hoistway 10 is configured to be larger than the distance between the car 13 other than the entrance / exit 26 and the entrance / exit door 27 and the wall surface of the hoistway 10. Therefore, the pressure between the entrance 26, the entrance door 27, and the wall surface of the hoistway 10 becomes higher than the pressure of an area | region other than this.

  The counterweight 14 is configured to travel between the surface of the car 13 opposite to the entrance 26 and the wall surface of the hoistway 10. Therefore, basically, the car 13 is caused by the pressure difference between the air pressure between the entrance 26 of the car 13 and the wall surface of the hoistway 10 and the air pressure between the car 13 and the counterweight 14. The force acting like shaking is determined. For this reason, if the pressure of the air between the car 13 and the counterweight 14 is increased, the pressure difference is reduced, and shaking of the car 13 can be suppressed.

  FIG. 5 shows a state where the car 13 is moving upward. Then, as the counterweight 14 enters between the car 13 and the wall surface of the hoistway 10 and the passing between the car 13 and the counterweight 14 proceeds, air is separated in the gap between the car 13 and the counterweight 14. As a result, the pressure decreases in accordance with the air flow rate. The pressure is lowest when both the car 13 and the counterweight 14 are overlapped. Furthermore, in this state, the pressure in the region P near the connection surface between the car 13 and the rectifying cowl 25U is the lowest.

  That is, the air above the upper rectifying cowl 25U when the car 13 is rising flows out into the narrow gap between the counterweight 14 and the car 13 along the wall surface of the upper rectifying cowl 25U. In the vicinity of the connection portion between the cowl 25U and the car 13, the air flow is separated from the car surface of the car 13 at a high speed, so that the pressure rapidly decreases. Therefore, when the upper side of the counterweight 14 reaches the area P, the decrease in pressure between the car 13 and the counterweight 14 can be compensated by compensating for the decrease in pressure in the area P. it can.

  Therefore, as shown in FIG. 5, the air between the counterweight 14 and the hoistway 10 is the passage of the air supply opening 23 as the compensation air SA in a state where both the car 13 and the counterweight 14 are overlapped. It will be supplied to the area P between the counterweight 14 and the car 13. Thus, the compensation air SA flowing into the region P between the car 13 and the counterweight 14 is supplied to the air MA flowing between the car 13 and the counterweight 14, so that the car The pressure of the air in the region P between 13 and the counterweight 14 can be higher than that of the conventional one. As a result, the force for bringing the car 13 close to the counterweight 14 can be reduced.

  Thus, the air supply opening 23 provided in the counterweight 14 increases the pressure of the air between the car 13 and the counterweight 14, so that the entrance / exit 26 of the car 13 and the wall surface of the hoistway 10. The pressure difference between the air pressure between the car 13 and the air pressure between the car 13 and the counterweight 14 becomes small, and the car 13 can be prevented from shaking.

  As described above, according to the counterweight 14 shown in the first embodiment, the force acting to induce the sway in the car 13 can be reduced simply by providing the air supply opening 23. Therefore, the sway of the car 13 can be reduced. A reduced and comfortable car 13 can be provided.

  Further, since the end surface portion of the unit weight 18 is covered with the flat planar connecting horizontal frame 24 so as to eliminate the unevenness on both sides of the stacked unit weight 18, the wind due to the unevenness on both sides of the unit weight 18 The generation of cutting noise can be suppressed.

  Next, a second embodiment of the present invention will be described with reference to FIG. The difference from the first embodiment is that the air supply opening 23 is provided on the side surface in the vertical direction with the unit weight 18 on which the counterweight 14 is stacked as a boundary.

  In FIG. 6, a pair of opposed vertical frames 17 </ b> A and 17 </ b> B are connected by a lower connecting horizontal frame 19, an intermediate connecting horizontal frame 28, and an upper connecting horizontal frame 21. The intermediate connecting horizontal frame 28 covers the stacked unit weights 18 and has the same configuration as that shown in FIG. 4 and has the same functions and effects. An upper air supply opening 29 is formed between the intermediate connection horizontal frame 28 and the upper connection horizontal frame 21 that are the upper side surface of the counterweight 14, and the intermediate connection horizontal frame that is the lower side surface of the counterweight 14. A lower air supply opening 30 is formed between 28 and the lower connecting horizontal frame 19. These air supply openings 29 and 30 have openings of the same length L1 in the vertical direction, and supply and circulate air from the hoistway 10 side to the car 13 side with the counterweight 14 as a boundary, A function of adjusting the pressure between the car 13 and the counterweight 14 is provided. Similar to the first embodiment, the length L1 of the air supply opening 23 is appropriately selected so that the pressure between the car 13 and the counterweight 14 is desired to be adjusted.

  Thus, the reason why the air supply opening 23 is provided on the side surface in the vertical direction with the unit weight 18 on which the counterweight 14 is stacked as a boundary is as follows. As shown in FIG. 5, since the car 13 moves at a high speed, an upper rectifying cowl 25U and a lower rectifying cowl 25B for reducing air resistance are provided on the upper side and the lower side of the car 13. It has been. As shown in FIG. 6, when the car 13 is rising at a high speed, the air flow is separated around the connection between the upstream upper rectifying cowl 25U and the downstream lower rectifying cowl 25B and the car 13. A low pressure region P and a region Q are generated.

  That is, the air above the upper rectifying cowl 25U when the car 13 is rising flows out into the narrow gap between the counterweight 14 and the car 13 along the wall surface of the upper rectifying cowl 25U. In the vicinity of the connection portion between the cowl 25U and the car 13, since the air flow is separated from the car surface of the car 13 at a high speed, the pressure is rapidly lowered and a low pressure region P is formed.

  Then, the air separated from the car surface of the car 13 is reattached to the wall surface of the car 13 again. Subsequently, the air on the wall surface of the car 13 flows down along the wall surface of the car 13, but the downstream side of the connecting portion between the car 13 and the lower lower rectifying cowl 25B is rectified downward due to the influence of air inertia. It peels without being along the wall surface of the cowl 25B, and the low pressure area | region Q is formed.

  Therefore, by compensating for the pressure drop in these low pressure regions P and Q, the pressure drop between the car 13 and the counterweight 14 can be compensated. For this reason, as shown in FIG. 6, the upper air supply opening 29 and the lower air supply opening 30 are provided on the side surface in the vertical direction with the unit weight 18 on which the counterweight 14 is stacked as a boundary. Compensation for a decrease in the pressure of Q is made.

  As shown in FIG. 7, the air between the counterweight 14 and the hoistway 10 passes through the upper air supply opening 29 as the compensation air SA1 under the state where both the car 13 and the counterweight 14 overlap. It will be supplied to the region P between the counterweight 14 and the car 13. In this way, the compensation air SA1 flowing into the region P between the car 13 and the counterweight 14 is supplied to the air MA flowing between the car 13 and the counterweight 14, so that the car The pressure of the air in the region P between 13 and the counterweight 14 can be higher than that of the conventional one.

  In addition, under the state where both the car 13 and the counterweight 14 overlap, the air between the counterweight 14 and the hoistway 10 passes through the lower air supply opening 30 as the compensation air SA2 and the counterweight 14. It will be supplied to the area Q between the cars 13. In this way, the compensation air SA2 flowing into the region P between the car 13 and the counterweight 14 is supplied to the air MA flowing between the car 13 and the counterweight 14, so that the car The air pressure in the region Q between 13 and the counterweight 14 can be higher than that of the conventional one.

  In this manner, the air pressure between the car 13 and the counterweight 14 is increased by the air supply openings 29 and 30 provided in the counterweight 14, so the entrance 26 and the hoistway 10 of the car 13 are increased. The pressure difference between the air pressure between the car wall and the air pressure between the car 13 and the counterweight 14 is reduced, and the car 13 can be prevented from shaking.

  Here, as shown in FIG. 6, the length L2 of the connecting portion between the rectifying cowls 25U, 25B and the car 13, the center of the upper air supply opening 29 and the center of the lower air supply opening 30 of the counterweight 14 are shown. The length L3 is determined to be substantially the same length. Thus, the compensation air SA1 and SA2 for pressure compensation can be supplied to the low pressure regions P and Q in a state where the car 13 and the counterweight 14 are all overlapped.

  As described above, according to the counterweight 14 shown in the second embodiment, the force acting to induce the sway in the car 13 can be reduced simply by providing the air supply openings 29 and 30. Thus, a comfortable car 13 can be provided.

  Next, a third embodiment of the present invention will be described with reference to FIG. The difference from the second embodiment is that the length of the lower air supply opening 30 formed in the counterweight 14 is longer than the length of the upper air supply opening 29.

  In FIG. 8, the length L4 of the lower air supply opening 30A is set longer than the length L1 of the upper air supply opening 29. Since the other configuration is the same as that of the second embodiment, description thereof is omitted. The reason why the length L4 of the lower air supply opening 30A is set longer in this way is as follows.

  Returning to FIG. 7, when the rectifying cowls 25U and 25B are provided on the upper side and the lower side of the car 13, as described above, the flow separation occurs in the vicinity of the connecting part between the rectifying cowls 25U and 25B and the car 13. Low pressure regions P and Q are generated. It has been found that the pressures in the low pressure areas P and Q are different in magnitude between the upper side and the lower side of the car 13.

  The air above the car 13 flows down along the rectifying cowl 25U, and after the flow is separated from the car surface in the vicinity of the connecting portion between the rectifying cowl 25U and the car 13, the air again adheres to the wall surface of the car. On the other hand, the air below the passenger car 13 flows down along the wall surface of the passenger car 13, but the downstream of the connecting part between the passenger car 13 and the rectifying cowl 25B is the wall surface of the rectifying cowl 25B due to the influence of air inertia. It peels without being along.

  Therefore, the low pressure region Q below the car 13 is wider than the low pressure region P above the car 13. In this embodiment, the length L4 in the longitudinal direction of the lower air supply opening 30A is made longer than the length L1 in the longitudinal direction of the upper air supply opening 29 in accordance with the magnitude of the pressure in the low pressure regions P and Q. Thus, the pressure in the low pressure region Q is increased by supplying more compensation air SA2 to the low pressure region Q.

  Therefore, according to the counterweight 14 shown in the third embodiment of FIG. 8, the force acting to induce the sway in the car 13 can be reduced simply by providing the air supply openings 29 and 30A. As a result, the comfortable car 13 can be provided. In addition, by supplying more compensation air SA2 to the low-pressure region Q, it is possible to further suppress the swaying of the car 13 as compared with the second embodiment.

  Next, a fourth embodiment of the present invention will be described with reference to FIG. The feature of the present embodiment is that the shape of the air supply opening 23 is made easy to introduce compensation air.

  In FIG. 9, an inclined portion 23 </ b> A that is inclined downward in the flow direction of the compensation air is formed in the passage of the air supply opening 23. When viewed from the side of the counterweight 14, the inclined portion 23 </ b> A has a shape that hangs obliquely downward from the hoistway 10 side toward the car 13 side with the counterweight 14 as a boundary.

  Accordingly, the compensation air SA can be smoothly introduced between the counterweight 14 and the car 13, so that the pressure between the car 13 and the counterweight 14 can be increased efficiently. become. As a result, it is possible to reduce the force that induces shaking in the car 13, so that it is possible to provide a comfortable car 13 in which shaking of the car 13 is reduced. Furthermore, since the compensation air is directed by the inclined portion 23A in the flow direction of the air MA flowing between the car 13 and the counterweight 14 shown in FIG. Since it becomes difficult to peel off and the turbulence of the air is reduced, noise can be suppressed.

  Next, a fifth embodiment of the present invention will be described with reference to FIG. A feature of the present embodiment is that the shape of the air supply opening 23 is made such that noise can be reduced by slowing the flow rate of the compensation air.

  In this embodiment, it is proposed to reduce noise by continuously increasing the passage cross-sectional area of the air supply opening 23 in the flow direction. For example, as shown in FIG. 10, a widened portion 23 </ b> B is formed that widens in four directions toward the flow direction of the compensation air flowing through the air supply opening 23. As viewed from the side surface of the counterweight 14, one side of the expanded portion 23 </ b> B is inclined obliquely upward from the hoistway 10 side toward the car 13 side, and the other is below the counterweight 14. The widened portion 23B can be formed by forming the cross-sectional area obliquely on the side.

  By forming such an enlarged portion 23B, the speed of the air flowing through the air supply opening 23 is reduced, thereby reducing the speed of the air flowing out from the outlet of the air supply opening 23 and suppressing noise. Can do. When there is no expansion part 23B, the high-speed airflow that flows out from the outlet of the air supply opening 23 may collide with the car 13, and the noise in the car 13 may increase. On the other hand, in this modification, the speed of the air flowing out from the outlet of the air supply opening 23 can be reduced to suppress noise.

  Next, a sixth embodiment of the present invention will be described with reference to FIG. The feature of this embodiment is that the cross-sectional shape of the passage of the air supply opening 23 is made to have a shape that suppresses the separation of compensation air.

  In FIG. 11, the air supply opening 23 includes an arc-shaped portion 23 </ b> C in which the cross-sectional shape in the flow direction of the compensation air is formed in an arc shape. The arcuate portion 23C has a cross-sectional area that continuously decreases from the hoistway 10 side toward the car 13 side with the counterweight 14 as a boundary when viewed from the side surface of the counterweight 14, and compensates for the air supply opening 23. It has an arcuate shape in which the cross-sectional area continuously increases from the vicinity of the central portion of the passage when viewed in the air flow direction. The arc-shaped portion 23C can be formed by cutting, but can also be formed by separately manufacturing the arc-shaped portion 23C and press-fitting and fixing it to the air supply opening 23.

  Then, by forming the arc-shaped portion 23 </ b> C in the air supply opening 23, an effect of reducing the separation region of the air flowing out from the outlet of the air supply opening 23 is produced. As a result, separation of air at the outlet of the air supply opening 23 is suppressed, so that the negative pressure near the outlet of the air supply opening 23 is relieved. As a result, the pressure between the car 13 and the counterweight 4 can be increased to reduce the force that attracts the car 13. Moreover, since the separation of the air flow is suppressed, the generation of vortices is reduced, and an effect that noise based on this can be suppressed can also be achieved.

  For example, when there is no arcuate portion 23C, separation may occur due to high-speed air flowing out from the outlet of the air supply opening 23 to reduce the pressure in this portion, and the pressure compensation action of compensation air may be hindered. Furthermore, when the flow is separated, various eddies may be generated, which may cause noise. In this embodiment, by forming the arc-shaped portion 23C in the air supply opening 23, the separation of air at the outlet of the air supply opening 23 is suppressed, so that the above-described problems can be solved. .

  Here, although the arc-shaped portion 23C has an arc shape, the shape is not limited to this, and the arc-shaped portion 23C only needs to have a shape in which air separation is difficult to occur.

  Next, a seventh embodiment of the present invention will be described with reference to FIG. A feature of the present embodiment is that an air deflection portion 31 having a sharp (tapered) shape toward the lower side is provided at the lower end portion of the counterweight 14.

  In FIG. 12, an air deflection portion 31 that is tapered when the counterweight 14 is viewed from the front is attached to the lower end surface of the counterweight 14. In this embodiment, as an example of the tapered shape, the shape is determined to be a triangle when viewed from the front. The reason why such an air deflection unit 31 is provided is as follows.

  As described above, the present invention is intended for the case where the car 13 is rising at a high speed, so the counterweight 14 is lowered downward at a high speed. Therefore, as shown in FIG. 2, when the counterweight 14 descends and enters the gap between the rising car 13 and the hoistway 10, the head of the counterweight 14 in the traveling direction has a planar shape. Therefore, a high pressure is generated near the top when viewed from the traveling direction side of the car 13. For this reason, at this time, this high pressure acts on the car 13 so as to keep the car 13 away from the counterweight 14.

  For this reason, in this embodiment, by changing the lower end surface of the counterweight 14 from a planar shape to a pointed shape, the counterweight 14 is lowered so as to cut the air, and the car 13 and the hoistway 10 are The generation of high pressure when the counterweight 14 enters the gap is suppressed. Thereby, it is possible to suppress an increase in pressure at the start of passing between the car 13 and the counterweight 14 shown in FIG. 2, and as a result, it is possible to suppress the shaking of the car 13 at this time.

  Further, since the head of the conventional counterweight 14 in the traveling direction has a planar shape, a vortex due to separation is generated in this portion and noise is generated. According to this embodiment, however, separation is performed by the air deflection unit 31. Therefore, the generation of noise can be suppressed.

  Next, a modification of the present embodiment will be described with reference to FIG. The feature of this modification is that a reduced portion 33 having a tapered shape is provided at the lower end portion of the counterweight 14 toward the lower side. In FIG. 13, the lower end surface of the counterweight 14 is provided with a reduced portion 32 that tapers when the counterweight 14 is viewed from the side. In this embodiment, as an example of the tapered shape, a tapered arc shape is determined as viewed from the side. The reason why the shape of the side surface is tapered as described above is as follows.

  Compared with the length between the side surface of the counterweight 14 and the car 13, the length between the reduced portion 32 and the car 13 is longer. For this reason, at the moment when the counterweight 4 and the car 13 pass each other, the pressure generated is smaller than that of a conventional counterweight having a flat front end, and the force received by the car 13 becomes smaller. It is possible to suppress the vibration of the car 13 at the time.

  Thus, in this embodiment, there is an effect that it is possible to suppress the shaking of the car 13 at the start of the passing of the car 13 and the counterweight 14 shown in FIG. Of course, it is also possible to use a component having a shape (for example, a pyramid shape or the like) in which the air deflection unit 31 and the reduction unit 32 shown in FIGS. 12 and 13 are combined.

  Next, an eighth embodiment of the present invention will be described with reference to FIG. The feature of this embodiment is that a sound absorbing material having fine irregularities is provided on the surface of the counterweight 14.

  In FIG. 14, the sound absorbing material 33 having a large number of irregularities is attached to the surfaces of the vertical frames 17 </ b> A and 17 </ b> B, the plane connecting horizontal frame 24, and the upper connecting horizontal frame 21 that constitute the counterweight 4. There are various types of the sound absorbing material 33, and soft hair, nonwoven fabric, and the like can be used. Furthermore, since the speed of the air flowing near the surface is slowed by the fine unevenness of the sound absorbing material 33, it is possible to reduce noise.

  While individual embodiments have been described above, it goes without saying that the present invention can be implemented by combining one or more configurations of the embodiments. This representative embodiment will be described below as Example 9.

  Next, a ninth embodiment of the present invention will be described with reference to FIG. The feature of this embodiment is that the configuration shown in FIGS. 8 and 11 is combined.

  In FIG. 15, a pair of opposing vertical frames 17 </ b> A and 17 </ b> B are connected by a lower connecting horizontal frame 19, an intermediate connecting horizontal frame 28, and an upper connecting horizontal frame 21. The intermediate connecting horizontal frame 28 covers the stacked unit weights 18. An upper air supply opening 29 is formed between the intermediate connection horizontal frame 28 and the upper connection horizontal frame 21 that are the upper side surface of the counterweight 14, and the intermediate connection horizontal frame that is the lower side surface of the counterweight 14. A lower air supply opening 30 </ b> A is formed between 28 and the lower connecting horizontal frame 19. These air supply openings 29 and 30A are openings having different lengths in the vertical direction. The length L4 of the lower air supply opening 30A is set longer than the length L1 of the upper air supply opening 29 of the counterweight.

  Further, the upper air supply opening 29 is provided with an arc-shaped portion 29C in which the cross-sectional shape in the flow direction of the compensation air is formed in an arc shape. The arcuate portion 29C has a cross-sectional area that continuously decreases from the hoistway 10 side to the car 13 side with the counterweight 14 as a boundary when viewed from the side surface of the counterweight 14. It has an arcuate shape whose cross-sectional area continuously increases from the vicinity of the central portion when viewed in the flow direction of compensation air.

  Furthermore, the lower air supply opening 30A includes an arc-shaped portion 30C in which the cross-sectional shape in the flow direction of the compensation air is formed in an arc shape. The arcuate portion 30C has a cross-sectional area that continuously decreases from the hoistway 10 side toward the car 13 side with the counterweight 14 as a boundary when viewed from the side surface of the counterweight 14, and the lower air supply opening 30A. It has an arcuate shape whose cross-sectional area continuously increases from the vicinity of the central portion when viewed in the flow direction of compensation air.

  The counterweight 14 having such a configuration has basically the same functions and effects as the embodiment shown in FIGS. 8 and 11, but the effect is further enhanced by combining them. is there.

  As described above, the present invention is designed to change the car from the space between the hoistway and the counterweight when the car and the counterweight pass each other at least on the side surface above the counterweight (the rear side in the traveling direction). It was set as the structure which forms the air supply opening which supplies air toward the space between weights. According to this, when the car and the counterweight pass each other, the air in the space between the counterweight and the hoistway is supplied to the space between the counterweight and the car by the air supply opening. The pressure in the space between the counterweight and the counterweight can be increased, which can reduce the swaying of the car.

  Further, since the unit weights that are stacked are covered with the planar connecting horizontal frame, it is possible to suppress wind noise caused by unevenness on the end face of the unit weight.

DESCRIPTION OF SYMBOLS 10 ... Hoistway, 11 ... Main rope, 12 ... Sheave, 13 ... Ride car, 14 ... Counterweight, 17A, 17B ... Vertical frame, 18 ... Unit weight, 19 ... Lower connection horizontal frame, 20 ... Intermediate connection horizontal frame 21 ... Upper connecting horizontal frame, 22 ... Guide member, 23 ... Air supply opening, 24 ... Planar connecting horizontal frame, 25U, 25B ... Rectification cowl, 26 ... Entrance / exit, 27 ... Entrance door, 28 ... Intermediate connecting horizontal frame, DESCRIPTION OF SYMBOLS 29 ... Upper air supply opening, 30, 30A ... Lower air supply opening, 23A ... Inclination part, 23B ... Expansion part, 23C ... Arc-shaped part, 31 ... Air deflection part, 32 ... Reduction part.

Claims (9)

A car that ascends or descends along a pair of guide rails provided in the hoistway to convey passengers, and a hoisting machine on which a main rope that moves the car is wound, and the car to face each other In an elevator apparatus comprising a counterweight that is arranged and moves in a direction opposite to the riding car by the main rope wound around the hoisting machine,
The counterweight includes a lower connecting horizontal frame that connects at least lower portions of a pair of vertical frames, an upper connecting horizontal frame that connects upper portions of the pair of vertical frames, the lower connecting horizontal frame, and the upper connecting horizontal frame, A weight body composed of a plurality of unit weights stacked between each other, and at least when the counterweight and the counterweight pass between the weight body and the upper connecting horizontal frame, From the space between the counterweights to the space between the car and the counterweight, an air supply opening for supplying compensation air that compensates for a drop in pressure is formed , and the air supply opening is formed The passage to be provided has a shape inclined downward, or the passage that forms the air supply opening has an arc-shaped portion in which a cross-sectional shape in the flow direction of compensation air is formed in an arc shape, The arcuate part is raised and lowered as seen from the side of the counterweight Sectional area toward the cab side from the side continuously decreases, the sectional area conversely from the vicinity of the central portion as viewed in the flow direction of the compensating air in the passage is provided with a continuously larger shape Elevator device characterized. The elevator apparatus according to claim 1,
The elevator apparatus according to claim 1, wherein the air supply opening is located near an upper surface of the car in a state where the car and the counterweight are all overlapped. The elevator apparatus according to claim 2,
A rectifying cowl that allows air to flow between the car and the counterweight is provided above the car, and when the car and the counterweight all overlap, the air supply opening is An elevator apparatus, wherein the elevator apparatus is located in the vicinity of a connecting portion of the rectifying cowl and the car. The elevator apparatus according to claim 1,
The air supply opening formed between the weight main body and the upper connection horizontal frame is used as an upper air supply opening, and the ride car and the fishing line are disposed between the weight main body and the lower connection horizontal frame. A lower air supply opening is formed for supplying air from the space between the hoistway and the counterweight to the space between the carriage and the counterweight when the counterweights pass each other. Elevator device. The elevator apparatus according to claim 4,
An upper rectifying cowl and a lower rectifying cowl that allow air to flow between the car and the counterweight are provided above and below the car, and the counterweight and the counterweight are all overlapped. The upper air supply opening is located in the vicinity of the connecting portion of the car and the upper rectifying cowl, and the lower air supply opening is lower than the car and the lower part when all the counterweights overlap. An elevator apparatus that is located near a connecting portion of a rectifying cowl. In the elevator apparatus of Claim 4 or Claim 5,
The elevator apparatus characterized in that the longitudinal length of the lower air supply opening is longer than the longitudinal length of the upper air supply opening. The elevator apparatus according to any one of claims 1 to 6,
  An elevator apparatus, wherein an air deflection portion having a tapered shape is provided below the lower connecting horizontal frame of the counterweight. A carriage that ascends or descends along a pair of guide rails provided in the hoistway to convey passengers, and a hoisting machine around which a main rope that moves the car is wound, and the carriage In an elevator apparatus comprising a counterweight that is arranged and moves in a direction opposite to the riding car by the main rope wound around the hoisting machine,
  The counterweight includes a lower connecting horizontal frame that connects at least lower portions of a pair of vertical frames, an upper connecting horizontal frame that connects upper portions of the pair of vertical frames, the lower connecting horizontal frame, and the upper connecting horizontal frame, A weight body composed of a plurality of unit weights stacked between,
  Between the weight main body and the upper connecting horizontal frame, the space between the carriage and the counterweight from the space between the hoistway and the counterweight when the counterweight and the counterweight pass each other. Forming an upper air supply opening for supplying air toward the body, and between the hoistway and the counterweight when the counterweight and the counterweight pass between the weight main body and the lower connecting lateral frame. A lower air supply opening for supplying air from the space toward the space between the car and the counterweight,
  An upper rectifying cowl and a lower rectifying cowl that allow air to flow between the car and the counterweight are provided above and below the car, and the counterweight and the counterweight are all overlapped. The upper air supply opening is located in the vicinity of the connecting portion of the car and the upper rectification cowl, and the lower air supply opening is in the state where the car and the counterweight are all overlapped. And located near the connection of the lower rectification cowl,
  Furthermore, the passages forming the upper air supply opening and the lower air supply opening include an arc-shaped portion in which a cross-sectional shape in the flow direction of compensation air is formed in an arc shape, and the arc-shaped portion is a side surface of the counterweight. The cross-sectional area continuously decreases from the hoistway side to the car side when viewed from the side, and the cross-sectional area continuously increases from the vicinity of the center as viewed in the flow direction of the compensation air in the passage. An elevator apparatus comprising the elevator apparatus. The elevator apparatus according to any one of claims 1 to 8,
  The elevator apparatus characterized in that the weight body is covered with a flat cover.

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