JP7435780B2 - Elevator displacement control device - Google Patents

Description

The present disclosure relates to a displacement suppressing device for a lifting body of an elevator.

Patent Document 1 discloses an example of an elevator. In elevators, the car is provided with a seismic plate. The seismic plate cooperates with the guide rail to suppress lateral displacement of the car.

International Publication No. 2005/035419

However, in the elevator of Patent Document 1, the seismic plate is provided at one location on the top of the car for one guide rail. For this reason, when an elevating object such as a car is tilted due to an unbalanced load, the effect of suppressing displacement may vary.

The present disclosure relates to solving such problems. The present disclosure provides a displacement suppressing device for an elevator elevating body that can stably suppress displacement even when the elevating body tilts due to an uneven load.

The displacement suppressing device according to the present disclosure includes a first stopper that is provided at a first position in the center in the vertical direction of an elevating body that runs along a guide rail of an elevator, and that faces the guide rail with a first gap. , a second stopper provided at a second position of the elevating body vertically away from the first position and facing the guide rail with a second gap larger than the first gap; A symmetrical stopper is provided at a symmetrical position of the vertically symmetrical elevating body and faces the guide rail with a gap the same size as the second gap.

With the displacement suppressing device according to the present disclosure, even when the elevating object is tilted due to an unbalanced load, the displacement of the elevating object can be stably suppressed.

1 is a configuration diagram of an elevator according to Embodiment 1. FIG. FIG. 3 is a diagram showing an example of an unbalanced load in the car according to the first embodiment. FIG. 3 is a diagram showing an example of displacement due to an unbalanced load in the car according to the first embodiment. 1 is a front view of a cage according to Embodiment 1. FIG. 1 is a horizontal cross-sectional view of the cage according to Embodiment 1. FIG. FIG. 3 is a horizontal cross-sectional view of the stopper according to the first embodiment. FIG. 3 is a diagram showing an example of a gap in the displacement suppressing device according to the first embodiment. FIG. 3 is a diagram showing an example of an unbalanced load in the car according to the first embodiment. FIG. 3 is a diagram showing an example of an unbalanced load in the car according to the first embodiment. FIG. 7 is a diagram illustrating an example of inclination due to unbalanced load in a car according to Embodiment 2; FIG. 7 is a diagram illustrating an example of displacement due to an unbalanced load in a car according to Embodiment 2; FIG. 7 is a diagram showing an example of a gap in the displacement suppressing device according to the second embodiment. FIG. 7 is a top view of a stopper according to Embodiment 3; FIG. 3 is a configuration diagram of a displacement suppressing device according to a third embodiment. FIG. 7 is a configuration diagram of a displacement suppressing device according to a first modification of Embodiment 3; FIG. 7 is a configuration diagram of a displacement suppressing device according to a second modification of the third embodiment. FIG. 7 is a hardware configuration diagram of main parts of a displacement suppressing device according to a third embodiment.

Modes for carrying out the present disclosure will be described with reference to the accompanying drawings. In each figure, the same or corresponding parts are given the same reference numerals, and overlapping explanations are simplified or omitted as appropriate.

Embodiment 1.
FIG. 1 is a configuration diagram of an elevator 1 according to the first embodiment.

An elevator 1 is provided in a building 2 having multiple floors. In the building 2, a hoistway 3 is provided. The hoistway 3 is a space spanning multiple floors. In the building 2, a machine room 4 is provided above the hoistway 3. In the building 2, a pit 5 is provided at the bottom of the hoistway 3.

The elevator 1 includes a hoist 6, a main rope 7, a car 8, and a counterweight 9.

The hoist 6 includes a sheave and a motor. The motor of the hoist 6 is a device that rotationally drives the sheave of the hoist 6. The hoist 6 is provided in the machine room 4, for example.

The main rope 7 is wound around a sheave of the hoist 6. One end of the main rope 7 is connected to a car 8. The other end of the main rope 7 is connected to a counterweight 9. The elevator 1 may include a plurality of main ropes 7.

The car 8 is a device that transports users and the like between a plurality of floors by running vertically in the hoistway 3. The car 8 includes a car door 10 that opens and closes so that users can get on and off the car. The counterweight 9 is a device that balances the load applied to both sides of the sheave of the hoist 6 through the main rope 7 with respect to the car 8. The car 8 and the counterweight 9 are suspended in the hoistway 3 by the main rope 7. The car 8 and the counterweight 9 travel in opposite directions on the hoistway 3 as the hoist 6 winds up the main rope 7 . Each of the car 8 and the counterweight 9 is an example of an elevating body.

In the hoistway 3, a pair of car guide rails 11, a pair of counterweight guide rails 12, and a plurality of brackets 13 are provided.

The pair of car guide rails 11 are a pair of guide rails that guide the travel of the car 8 in the hoistway 3. Each car guide rail 11 is arranged along the vertical direction in the hoistway 3. One car guide rail 11 is arranged on the left side of the car 8. The other car guide rail 11 is arranged on the right side of the car 8.

The pair of counterweight guide rails 12 are a pair of guide rails that guide the travel of the counterweight 9 in the hoistway 3. Each counterweight guide rail 12 is arranged along the vertical direction in the hoistway 3. One counterweight guide rail 12 is arranged on the left side of the counterweight 9. The other counterweight guide rail 12 is arranged on the right side of the counterweight 9.

An elevating body such as the car 8 or the counterweight 9 runs vertically along a guide rail such as the car guide rail 11 or the counterweight guide rail 12. Each of the guide rails that guide the movement of the elevating body is fixed to the hoistway 3 by a plurality of brackets 13.

The elevator 1 includes an earthquake sensor 14 and a control panel 15.

The earthquake sensor 14 is a part that detects the occurrence of an earthquake. The earthquake sensor 14 is provided in the pit 5, for example. At this time, the earthquake sensor 14 is a P-wave sensor that detects earthquakes using, for example, P waves (Primary waves). Alternatively, the earthquake sensor 14 is provided in the machine room 4, for example. At this time, the earthquake sensor 14 is, for example, an S wave sensor that detects earthquakes using S waves (Secondary waves). Earthquake sensor 14 may be provided in both pit 5 and machine room 4.

The control panel 15 is a device that controls the operation of the elevator 1. The control panel 15 is provided in the machine room 4, for example. The control panel 15 controls the travel of the car 8 and the counterweight 9 by controlling the operation of the hoist 6, for example. Further, the control panel 15 manages the operation mode of the elevator 1. The operation modes of the elevator 1 include normal operation and earthquake control operation. The normal operation is an operation mode in which the car 8 is run so as to respond to calls registered by the user. The earthquake control operation is an operation mode when the earthquake sensor 14 in the elevator 1 detects the occurrence of an earthquake. In the earthquake control operation, the control panel 15 stops the running car 8 at the nearest floor, for example.

FIG. 2 is a diagram showing an example of an unbalanced load in the car 8 according to the first embodiment.
In FIG. 2, the car 8 is shown seen from the front.

In the car 8, an unbalanced load may occur when the user or a heavy object brought by the user rides at a position away from the center of gravity of the car 8. In the example shown in FIG. 2, a load is applied to the right side of the car 8. At this time, the car 8 tilts due to the unbalanced load. Here, since the car 8 is suspended by the main rope 7, the car 8 is tilted so as to rotate about its center due to the unbalanced load. Here, the central portion is, for example, a portion at a height that includes the center of gravity of the car 8. In this example, the car 8 leans to the right due to the unbalanced load.

FIG. 3 is a diagram showing an example of displacement due to an unbalanced load in the car 8 according to the first embodiment.
In FIG. 3, the vertical axis indicates the vertical position in the car 8. In FIG. 3, the horizontal axis indicates the horizontal displacement of the car 8 due to the unbalanced load.

Since the car 8 is tilted to rotate around the center, the horizontal displacement due to the unbalanced load at the center of the car 8 is small. On the other hand, the horizontal displacement due to the unbalanced load increases as the distance from the center of the car 8 increases. The upper and lower parts of the car 8 are displaced in opposite directions.

For example, when the car 8 is significantly displaced due to an earthquake or the like, equipment mounted on an elevating body such as the car 8 may be affected by the shaking. At this time, if equipment is damaged due to the effects of shaking, the operation of the elevator 1 may be affected. In order to avoid such a situation, a displacement suppressing device 16 is provided in the elevating body of the elevator 1. The displacement suppressing device 16 is a device that suppresses displacement of the elevating body in the horizontal direction. When the elevating body is tilted due to an unbalanced load, the upper and lower parts of the elevating body are displaced more than the center portion, as shown in FIG. For this reason, even if the displacement of the elevating body is suppressed at one point in the vertical direction, such as the center, the displacement may become excessive at the upper or lower part of the elevating body. For this reason, the displacement suppressing device 16 is provided in consideration of the influence of displacement due to the tilt caused by the uneven load so that it can also cope with earthquake shaking that occurs when the elevating body is tilted due to the uneven load.

FIG. 4 is a front view of the car 8 according to the first embodiment.

The displacement suppressing device 16 is provided in the car 8. The car 8 includes a car frame 17 and a plurality of guide shoes 18.

The car frame 17 includes an upper beam 19, a lower beam 20, and a pair of vertical columns 21. The upper beam 19 is a member disposed at the upper part of the car 8 between the left end and the right end. For example, the main rope 7 is attached to the upper beam 19. The lower beam 20 is a member disposed at the lower part of the car 8 between the left end and the right end. The pair of vertical columns 21 are members arranged between the upper beam 19 and the lower beam 20. One vertical column 21 is arranged at the left end of the car 8. The other vertical column 21 is arranged at the right end of the car 8. The left vertical column 21 is arranged along the left car guide rail 11 of the car 8. The right vertical column 21 is arranged along the right car guide rail 11 of the car 8.

The plurality of guide shoes 18 are portions that are guided by the pair of car guide rails 11. Each guide shoe 18 faces one of the car guide rails 11. Each guide shoe 18 is attached to the car frame 17, for example. Each guide shoe 18 is arranged, for example, at the left end or right end of the upper beam 19 or the lower beam 20.

The displacement suppressing device 16 includes a plurality of stoppers 22 . Each stopper 22 is a portion that restricts displacement of the car 8 by the car guide rail 11. Each stopper 22 has, for example, a mutually similar shape. Each stopper 22 is attached to one of the vertical columns 21. For example, the same number of stoppers 22 are attached to each vertical column 21. In each vertical column 21, a plurality of stoppers 22 are arranged at regular intervals in the vertical direction. In each vertical column 21, a plurality of stoppers 22 are vertically symmetrically arranged with respect to the center portion. Five stoppers 22 are attached to each vertical column 21 as a plurality of stoppers 22. Note that an even number of stoppers 22 may be attached to each vertical column 21 as the plurality of stoppers 22. Further, any of the stoppers 22 may be arranged outside the guide shoe 18 in the vertical direction. That is, one of the stoppers 22 is arranged above the guide shoe 18 arranged above the car 8 such as the upper beam 19 or below the guide shoe 18 arranged below the car 8 such as the lower beam 20. may have been done. At this time, the vertical column 21 may extend to the outside of the guide shoe 18 in the vertical direction. Alternatively, the car 8 may be provided with a support that supports the stopper 22 on the outside of the guide shoe 18.

The center of the car 8 is an example of the first position. A position above the first position in the car 8 is an example of the second position. A position further above the second position in the car 8 is an example of the third position. In this example, the spacing between the second and third positions is equal to the spacing between the first and second positions. A position that is vertically symmetrical to the second position with respect to the center of the car 8 is an example of a symmetrical position.

Each stopper 22 faces the surface of the car guide rail 11 with a gap between them. Note that the size of the gap shown in FIG. 5 and the like is exaggerated for the sake of explanation. The gap between each stopper 22 and the surface of the car guide rail 11 is set according to the position of the car 8 where the stopper 22 is provided.

In this example, the stopper 22 located at the center is an example of a first stopper located at the first position. The stopper 22 adjacent above the stopper 22 located at the center is an example of a second stopper located at the second position. The stoppers 22 that are adjacent below the stopper 22 located at the center are examples of symmetrical stoppers that are located at symmetrical positions. The stopper 22 disposed at the uppermost position in the car 8 is an example of a third stopper disposed at the third position.

The first stopper faces the surface of the car guide rail 11 with a first gap therebetween. The second stopper faces the surface of the car guide rail 11 with a second gap. The third stopper faces the surface of the car guide rail 11 with a third gap. The second gap is larger than the first gap. The third gap is larger than the second gap.

FIG. 5 is a horizontal sectional view of the car 8 according to the first embodiment.
In FIG. 5, a cross-sectional view taken along a horizontal plane passing through the center of the car 8 is shown.

Each vertical column 21 is provided at the center of the left and right ends of the car 8 in the front-rear direction.

Each stopper 22 faces each of the three surfaces of the car guide rail 11: the front surface, the rear surface, and the left and right inner surfaces. Here, the left and right inner surfaces are the sides on the car 8 side.

FIG. 6 is a horizontal sectional view of the stopper 22 according to the first embodiment.
In FIG. 6, a cross-sectional view taken along a horizontal plane passing through one of the stoppers 22 is shown as a representative.

In each stopper 22, the size of the gap between the front surface of the car guide rail 11 and the stopper 22 is smaller than the size of the gap between the left and right inner surfaces of the car guide rail 11 and the stopper 22. Further, the size of the gap between the rear surface of the car guide rail 11 and the stopper 22 is smaller than the size of the gap between the left and right inner surfaces of the car guide rail 11 and the stopper 22.

In each stopper 22, the size of the gap between the front surface of the car guide rail 11 and the stopper 22 is equal to the size of the gap between the rear surface of the car guide rail 11 and the stopper 22. Moreover, in the stoppers 22 arranged at the same height of each of the left and right vertical columns 21, the sizes of the gaps between the left and right inner surfaces of the car guide rail 11 and the stoppers 22 are equal to each other.

Note that an unbalanced load on the car 8 may occur regardless of the user or the heavy objects brought by the user. Unbalanced loads on the car 8 can be caused by roping, such as the main rope 7, for example. Alternatively, an unbalanced load on the car 8 may be caused by, for example, an unbalanced position at which a control cable or a compensation rope is attached. In this case, the size of the gap between the front surface of the car guide rail 11 and the stopper 22 may be different from the size of the gap between the rear surface of the car guide rail 11 and the stopper 22. Moreover, in the stoppers 22 arranged at the same height of each of the left and right vertical columns 21, the sizes of the gaps between the left and right inner surfaces of the car guide rail 11 and the stoppers 22 may be different from each other.

FIG. 7 is a diagram showing an example of a gap in the displacement suppressing device 16 according to the first embodiment.
In FIG. 7, the vertical axis indicates the vertical position in the car 8. In FIG. 7, the horizontal axis indicates the size of the gap between the car guide rail 11 and the stopper 22. In FIG. 7, the relationship between the gap between the front surface of the car guide rail 11 and the stopper 22 and the vertical position of the stopper 22 in the car 8 is shown.

The difference in size between the gap between the stoppers 22 disposed at a position away from the center of the car 8 and the gap between the stoppers 22 disposed at the center is proportional to the distance from the center. The distance from the center is, for example, the absolute value of the difference in height from the center. That is, the sizes of the first gap, the second gap, and the third gap are related, for example, by a linear function of the distance from the center of the car 8. Further, the relationship between the gap between the front surface of the car guide rail 11 and the stopper 22 and the vertical position of the stopper 22 in the car 8 is symmetrical with respect to the center, as shown in FIG.

In this example, the relationship between the gap between the rear surface of the car guide rail 11 and the stopper 22 and the vertical position of the stopper 22 in the car 8 is also the same as the relationship shown in FIG. 7 . Further, the relationship between the left and right inner surfaces of the car guide rail 11 and the gap between the stopper 22 and the vertical position of the stopper 22 in the car 8 is also the same as the relationship shown in FIG. 7 .

By having a plurality of stoppers 22 with such gaps set, the displacement suppressing device 16 can suppress displacement of the upper part of the car 8 or the lower part of the car 8 even when the car 8 is tilted due to an unbalanced load. . Thereby, the displacement suppressing device 16 can stably suppress the displacement of the car 8 due to shaking caused by an earthquake, even when the car 8 is tilted due to an unbalanced load.

FIGS. 8 and 9 are diagrams showing examples of unbalanced loads in the car 8 according to the first embodiment.
In Figures 8 and 9, the car 8 is shown seen from above.

In FIG. 8, an unbalanced load in the left-right direction is occurring. When an unbalanced load occurs in the left-right direction, the car 8 tilts in the left-right direction. At this time, the displacement suppressing device 16 suppresses displacement of the car 8 due to shaking or the like through one of the left and right car guide rails 11.

On the other hand, in FIG. 9, an unbalanced load in the front-rear direction is occurring. When an unbalanced load occurs in the front-rear direction, the car 8 tilts in the front-rear direction. At this time, the displacement suppressing device 16 suppresses displacement of the car 8 due to shaking etc. through both the left and right car guide rails 11. Therefore, the gap between the surface of the car guide rail 11 and the stopper 22 for suppressing displacement in the front-rear direction can be made smaller than the gap between the surface of the car guide rail 11 and the stopper 22 for suppressing displacement in the left-right direction.

Note that the displacement suppressing device 16 may include a member that continuously connects the end portion of the side facing the car guide rail 11 in the vertical direction, for example, between the first stopper and the second stopper. Alternatively, in the displacement suppressing device 16, some or all of the plurality of stoppers 22 may be part of a member continuously provided on the vertical column 21 in the vertical direction.

Further, the displacement suppressing device 16 may be provided on the counterweight 9, which is an elevating body. At this time, the displacement suppressing device 16 provided on the counterweight 9 acts in the same manner as the displacement suppressing device 16 provided on the car 8, thereby suppressing the displacement of the counterweight 9. Unbalanced loads on the counterweight 9 can be caused by roping, such as the main rope 7, for example. Alternatively, the unbalanced load on the counterweight 9 may be caused by, for example, the position where the compensation rope is unbalanced.

As described above, the elevating body displacement suppressing device 16 according to the first embodiment includes a first stopper, a second stopper, and a symmetrical stopper . The elevating body runs along the guide rail of the elevator 1. The first stopper is provided at a first position in the center of the elevating body in the vertical direction . The first stopper faces the guide rail with a first gap therebetween. The second stopper is provided at a second position of the elevating body. The second position is separated from the first position in the vertical direction. The second stopper faces the guide rail with a second gap in between. The second gap is larger than the first gap. The symmetrical stoppers are provided at symmetrical positions on the elevating body. The symmetrical position is a position that is symmetrical to the second position in the vertical direction with respect to the first position. The symmetrical stopper faces the guide rail with a gap the same size as the second gap.

With this configuration, the displacement suppressing device 16 suppresses horizontal displacement due to shaking, etc. of the upper or lower part of the elevating object, which is displaced more than the center of the elevating object due to the inclination, even when the elevating object is tilted due to an unbalanced load. can. Thereby, the displacement suppressing device 16 can stably suppress the displacement of the elevating object due to shaking such as an earthquake, even when the elevating object is tilted due to an unbalanced load. That is, at the first position where the displacement due to the unbalanced load is smaller than the second position, the first gap is smaller than the second gap, so the displacement of the elevating body due to shaking such as an earthquake is stably suppressed. In addition, at the second position where the displacement due to the unbalanced load is larger than the first position, the second gap is larger than the first gap, so even if the elevating body is tilted due to the unbalanced load, the guide rail of the second stopper in normal operation contact with is suppressed. This suppresses the occurrence of abnormal noise, vibration, impact, etc. due to contact between the guide rail and the stopper 22. Therefore, the comfort of the users riding in the car 8 is less likely to be impaired. Therefore, even if the elevating object is tilted due to an unbalanced load, the displacement suppressing device 16 can simultaneously suppress the displacement of the elevating object due to shaking such as an earthquake, and suppress contact between the guide rail and the stopper 22 during normal operation. Ru.

The displacement suppressing device 16 also includes a symmetrical stopper. The symmetrical stoppers are provided at symmetrical positions on the elevating body. The symmetrical position is a position that is symmetrical to the second position in the vertical direction with respect to the central portion of the elevating body. The symmetrical stopper faces the guide rail with a gap the same size as the second gap.

With such a configuration, the displacement suppressing device 16 can stably suppress the displacement of the elevating body due to shaking caused by an earthquake, even if either the upper or lower part is displaced to approach the guide rail due to tilt due to unbalanced load. .

Further, the displacement suppressing device 16 includes a third stopper. The third stopper is provided at the third position. The third position is further away from the center of the elevating body than the second position in the vertical direction. The third stopper faces the guide rail with a third gap in between. The third gap is larger than the second gap. The size of the first gap, the size of the second gap, and the size of the third gap are related by a linear function of distance from the center.

With such a configuration, the displacement suppressing device 16 can suppress displacement of the elevating body due to shaking or the like along the surface of the linear guide rail. Therefore, the displacement suppressing device 16 can more stably suppress the displacement of the elevating body due to shaking such as an earthquake.

Further, the first stopper faces each of the three surfaces, the front surface, the rear surface, and the left and right inner surfaces of the guide rail. The second stopper faces each of the three surfaces, the front surface, the rear surface, and the left and right inner surfaces of the guide rail. The second gap with the front surface of the guide rail is larger than the first gap with the front surface of the guide rail. The second gap with the rear surface of the guide rail is larger than the first gap with the rear surface of the guide rail. The second gap between the left and right inner surfaces of the guide rail is larger than the first gap between the left and right inner surfaces of the guide rail.

With such a configuration, the displacement of the elevating body is suppressed from three directions by the guide rail. Thereby, displacement can be suppressed more stably.

Moreover, at least one of the first gap with the front surface of the guide rail and the first gap with the rear surface of the guide rail is smaller than the first gap with the inner surface of the guide rail.
Furthermore, at least one of the second gap between the guide rail and the front surface of the guide rail and the second gap between the guide rail and the rear surface of the guide rail is smaller than the second gap between the guide rail and the inner surface of the guide rail.

In such a configuration, the size of the gap that suppresses displacement is adjusted depending on how easily the elevating body is inclined. Therefore, it is possible to avoid displacement being insufficiently suppressed due to the gap being too large. Furthermore, it is possible to avoid contact between the stopper 22 and the guide rail due to the gap being too small. This suppresses the occurrence of abnormal noise, vibration, impact, etc. due to contact between the guide rail and the stopper 22. Therefore, the comfort of the users riding in the car 8 is less likely to be impaired.

In addition, the plurality of stoppers 22 arranged in the vertical direction in an elevating object such as the car 8 may be arranged at unequal intervals. For example, the plurality of stoppers 22 may be arranged such that the distance between adjacent stoppers in the vertical direction becomes smaller as the distance from the center of the elevating body increases. At this time, with respect to the stopper 22 disposed above the center, the distance in the vertical direction from the stopper 22 adjacent to the upper side is smaller than the distance in the vertical direction from the stopper 22 adjacent to the lower side. Further, regarding the stopper 22 disposed below the center portion, the distance in the vertical direction between the stopper 22 and the stopper 22 adjacent to the lower side is smaller than the distance in the vertical direction between the stopper 22 and the stopper 22 adjacent to the upper side.

Since the upper end of the vertical column 21 is connected to the upper beam 19 and the lower end of the vertical column 21 is connected to the lower beam 20, the rigidity of the vertical column 21 in the horizontal direction increases as the distance from the center increases. At a position where the rigidity is high, the vertical column 21 is difficult to deform even if it receives a reaction force from the guide rail through the stopper 22. Since the vertical column 21 is difficult to deform to escape from the guide rail, the effect of suppressing displacement of the elevating body is less likely to decrease in the stopper 22 provided at a position with high rigidity. Therefore, the displacement of the elevating body can be effectively suppressed at the position where the vertical column 21 has high rigidity by the plurality of stoppers 22 arranged so as to become denser as the distance from the center increases.

Embodiment 2.
In Embodiment 2, points that are different from the example disclosed in Embodiment 1 will be explained in particular detail. As for the features not described in the second embodiment, any of the features in the examples disclosed in the first embodiment may be adopted.

FIG. 10 is a diagram showing an example of inclination due to an unbalanced load in the car 8 according to the second embodiment.
In FIG. 10, the car 8 is shown seen from the front.

When the car 8 is tilted due to an unbalanced load, the car guide rail 11 may undergo deformation such as deflection due to the reaction force from the car 8.

FIG. 11 is a diagram showing an example of displacement due to an unbalanced load in the car 8 according to the second embodiment.
In FIG. 11, the vertical axis indicates the vertical position in the car 8. In FIG. 11, the horizontal axis indicates the horizontal displacement of the car 8 due to unbalanced loads and the displacement due to deformation of the car guide rail 11.

The gap between the car guide rail 11 and the stopper 22 changes depending on the difference between the displacement due to the inclination of the car 8 and the displacement due to the deformation of the car guide rail 11 due to the inclination. Here, the car guide rail 11 can be deformed into a curve in the vertical direction.

FIG. 12 is a diagram showing an example of a gap in the displacement suppressing device 16 according to the second embodiment.
In FIG. 12, the vertical axis indicates the vertical position in the car 8. In FIG. 12, the horizontal axis indicates the size of the gap between the car guide rail 11 and the stopper 22. In FIG. 12, the relationship between the gap between the front surface of the car guide rail 11 and the stopper 22 and the vertical position of the stopper 22 in the car 8 is shown.

The difference in size between the gap between the stoppers 22 located away from the center of the car 8 and the gap between the stoppers 22 located at the center follows a monotonically increasing function of the distance from the center. Here, the function is a nonlinear function that is preset based on the inclination of the car 8 caused by the unbalanced load and the amount of deformation of the car guide rail 11 due to the inclination. The function is, for example, a convex function or a concave function regarding distance from the center. That is, when the displacement suppressing device 16 has a first stopper, a second stopper, and a third stopper, the sizes of the first gap, the second gap, and the third gap are determined by the function from the center of the car 8. It is associated with the distance of

In this example, the relationship between the gap between the rear surface of the car guide rail 11 and the stopper 22 and the vertical position of the stopper 22 in the car 8 may be the same as the relationship shown in FIG. 12. Further, the relationship between the left and right inner surfaces of the car guide rail 11 and the gap between the stopper 22 and the vertical position of the stopper 22 in the car 8 may be the same as the relationship shown in FIG. 12.

As explained above, the displacement suppressing device 16 according to the second embodiment includes the third stopper. The third stopper is provided at the third position. The third position is further away from the center of the elevating body than the second position in the vertical direction. The third stopper faces the guide rail with a third gap in between. The third gap is larger than the second gap. The size of the first gap, the size of the second gap, and the size of the third gap are related by a function of distance from the center. This function is a nonlinear function based on the inclination caused by the unbalanced load of the elevating body and the amount of deformation of the guide rail due to the inclination.

In such a configuration, the displacement suppressing device 16 can suppress the displacement of the elevating body due to shaking, etc., taking into account the deformation of the guide rail. Therefore, even when the guide rail is deformed, the displacement suppressing device 16 can stably suppress the displacement of the elevating body due to shaking such as an earthquake.

Embodiment 3.
In Embodiment 3, points that are different from the examples disclosed in Embodiment 1 or Embodiment 2 will be explained in particular detail. For features not described in Embodiment 3, any of the features disclosed in Embodiment 1 or Embodiment 2 may be adopted.

FIG. 13 is a top view of the stopper 22 according to the third embodiment.
In FIG. 13, the stopper 22 is shown seen from above.

In the displacement suppressing device 16, each of the plurality of stoppers 22 including a first stopper, a second stopper, a third stopper, a symmetrical stopper, etc. includes one or more sets of a shoe 23 and an actuator 24. In this example, the stopper 22 includes three pairs of shoes 23 and actuators 24. In any one of the three sets, the shoe 23 faces the front surface of the car guide rail 11. In the other one of the three pairs, the shoe 23 faces the rear surface of the car guide rail 11. In the remaining one of the three pairs, the shoes 23 face the left and right inner surfaces of the car guide rail 11. In each set, the actuator 24 changes the gap between the car guide rail 11 and the shoe 23 by moving the shoe 23. Note that in some or all of the plurality of stoppers 22, one or two of the pairs of shoe 23 and actuator 24 may be omitted.

Each set of shoes 23 in the first stopper is an example of a first shoe. The car guide rail 11 and the first shoe face each other with a first gap in between. Each set of actuators 24 in the first stop is an example of a first actuator. Each set of shoes 23 in the second stopper is an example of a second shoe. The car guide rail 11 and the second shoe face each other with a second gap in between. Each set of actuators 24 in the second stop is an example of a second actuator.

FIG. 14 is a configuration diagram of the displacement suppressing device 16 according to the third embodiment.
In FIG. 14, the car 8 is shown seen from the front.

In the car 8, a weighing device 25 is provided. The weighing device 25 is provided at the bottom of the car 8. The weighing device 25 is an example of an unbalanced load measuring section that measures the unbalanced load on the car 8. The weighing device 25 is equipped with a function of outputting the measured unbalanced load to an external device.

The displacement suppressing device 16 includes a control section 26 . The control unit 26 is a part that controls the operation of the actuator 24 in each stopper 22. The control unit 26 is provided, for example, at the top of the car 8. Alternatively, the control unit 26 may be mounted on the control panel 15 of the elevator 1, for example. Alternatively, the displacement suppressing device 16 may include an individual control section 26 corresponding to each stopper 22 on a one-to-one basis. Alternatively, the displacement suppressing device 16 may include an individual control section 26 corresponding to each actuator 24 on a one-to-one basis. The control unit 26 is connected to an unbalanced load measuring unit such as a weighing device 25 so as to obtain the measurement result of the unbalanced load of the car 8.

Next, an example of the operation of the displacement suppressing device 16 will be explained.

During normal operation, the weighing device 25 measures the unbalanced load on the car 8. The weighing device 25 outputs the measured unbalanced load to the control unit 26.

The control unit 26 calculates the inclination of the car 8 based on the unbalanced load input from the weighing device 25. The control unit 26 calculates a change in the gap between each stopper 22 and the car guide rail 11 according to the calculated inclination of the car 8. Based on the calculated change in the gap, the control unit 26 operates each actuator 24 so that the gap between each stopper 22 and the car guide rail 11 falls within a preset range. This range is a range set in advance so that the car guide rail 11 can suppress displacement of the car 8 due to shaking such as an earthquake.

On the other hand, in the earthquake control operation, each actuator 24 maintains the gap between the car guide rail 11 and each shoe 23 in a narrow state regardless of the measurement result of the unbalanced load by the scale device 25. As a result, displacement of the car 8 due to earthquake shaking or the like is suppressed through the car guide rail 11.

Note that the car 8 may be provided with an inclination measuring section (not shown). The inclination measuring section is a part that measures the inclination of the car 8. The inclination measuring section is arranged, for example, at the top or bottom of the car 8. The tilt measurement unit includes, for example, a tilt sensor, an acceleration sensor, or a gyro sensor. The inclination measuring section is equipped with a function of outputting the measurement result of the inclination of the car 8.

During normal operation, the control unit 26 calculates a change in the gap between each stopper 22 and the car guide rail 11 according to the inclination of the car 8 input from the inclination measurement unit. Based on the calculated change in the gap, the control unit 26 operates each actuator 24 so that the gap between each shoe 23 of each stopper 22 and the car guide rail 11 falls within a preset range.

On the other hand, in the earthquake control operation, each actuator 24 maintains the gap between the car guide rail 11 and each shoe 23 in a narrow state regardless of the measurement result of the inclination by the inclination measuring section. As a result, displacement of the car 8 due to earthquake shaking or the like is suppressed through the car guide rail 11.

Furthermore, the car 8 may be provided with a load meter such as a load cell (not shown). The load meter is provided on at least one of the guide shoes 18, for example. The load meter is a device that measures the horizontal reaction force from the car guide rail 11 that the guide shoe 18 receives. Since the horizontal reaction force that the guide shoe 18 receives depends on the inclination of the car 8, the inclination of the entire car frame 17 is measured by a load meter. That is, the load meter functions as another example of the inclination measuring section. Since the inclination of the entire car frame 17 is measured by the load system, inclinations caused by, for example, deviations in the positions where control cables or compensation ropes are attached can also be measured with high precision.

FIG. 15 is a configuration diagram of a displacement suppressing device 16 according to a first modification of the third embodiment.
In FIG. 15, the car 8 is shown seen from the front.

A camera 27 is provided in the car 8. Camera 27 is provided inside car 8. The camera 27 calculates the unbalanced load on the car 8 by image recognition of the photographed image of the inside of the car 8. In this example, the camera 27 is an example of an unbalanced load measuring section that measures the unbalanced load in the car 8. The control unit 26 calculates the inclination of the car 8 based on information on the unbalanced load input from the camera 27, which is an example of an unbalanced load measuring unit. The control unit 26 operates each actuator 24 according to the calculated inclination of the car 8.

FIG. 16 is a configuration diagram of a displacement suppressing device 16 according to a second modification of the third embodiment.
In FIG. 16, the stopper 22 is shown seen from above.

The displacement suppressing device 16 includes a gap measuring section 28 . The gap measuring section 28 is a part that measures the gap between the car guide rail 11 and the stopper 22. The gap measurement unit 28 measures the gap for at least one of the plurality of stoppers 22 including a first stopper, a second stopper, a third stopper, a symmetrical stopper, and the like. In this example, the gap measurement unit 28 measures the gap between the first stopper and the second stopper.

The gap measurement section 28 has a plurality of distance sensors 29. In this example, two distance sensors 29 correspond to the first stop. One distance sensor 29 measures the gap between the shoe 23 facing the front surface of the car guide rail 11 and the front surface. The other distance sensor 29 measures the gap between the inner surface and the shoe 23 that faces the left and right inner surfaces of the car guide rail 11 . The plurality of distance sensors 29 of the gap measuring section 28 include two distance sensors 29 corresponding to the second stopper and similarly measuring the gap. The gap measurement unit 28 outputs the size of each gap measured by the plurality of distance sensors 29 to the control unit 26.

The control unit 26 adjusts each shoe 23 of each stopper 22 so that the gap with the car guide rail 11 falls within a preset range according to the size of the gap input from the gap measurement unit 28. Actuator 24 is operated. The control unit 26 controls, in at least one of the stoppers 22, the shoe 23 facing the front surface of the car guide rail 11, based on the measured value of the gap between the front surface and the shoe 23 facing the front surface of the car guide rail 11. The size of the gap between 23 and the rear surface may be estimated. At this time, the control unit 26 controls each actuator 24 so that the gap between each shoe 23 of each stopper 22 and the car guide rail 11 falls within a preset range according to the estimated gap size. make it work. Further, the control unit 26 may estimate the inclination of the car 8 based on the size of the gap measured by the distance sensor 29 provided in one of the stoppers 22. At this time, the control unit 26 operates each actuator 24 based on the estimated inclination. Here, the control unit 26 may operate each actuator 24 based on the estimated inclination even for the stoppers 22 for which the gap measurement unit 28 has not measured the size of the gap.

On the other hand, in the earthquake control operation, each actuator 24 maintains the gap between the car guide rail 11 and each shoe 23 in a narrow state regardless of the gap measurement result by the gap measurement section 28. As a result, displacement of the car 8 due to earthquake shaking or the like is suppressed through the car guide rail 11.

Note that the control cable or compensation rope attached to the car 8 varies depending on the position of the car 8. Therefore, if an uneven load is generated in the car 8 due to, for example, an uneven position where a control cable or the like is attached, the uneven load on the car 8 also varies depending on the position of the car 8. At this time, the control unit 26 may estimate the unbalanced load and inclination of the car 8, the gap between the car guide rail 11 and the stopper 22, etc. based on the position of the car 8. The control unit 26 operates each actuator 24 according to the result of estimating the position of the car 8.

Further, when the displacement suppressing device 16 is provided on the counterweight 9 which is an elevating body, wiring for supplying power to the displacement suppressing device 16, signal communication, etc. may be connected to the counterweight 9. Alternatively, the counterweight 9 may be equipped with a battery or the like that supplies power to the displacement suppressing device 16. Further, the displacement suppressing device 16 may receive power supply and signal communication, for example, wirelessly.

As described above, in the displacement suppressing device 16 according to the third embodiment, the first stopper includes the first shoe and the first actuator. The first shoe faces the guide rail with a first gap therebetween. The first actuator changes the size of the first gap by moving the first shoe. The second stopper includes a second shoe and a second actuator. The second shoe faces the guide rail with a second gap in between. The second actuator changes the size of the second gap by moving the second shoe.

In such a configuration, the size of the gap is variable depending on the position of the elevating object, unbalanced load, inclination, etc., so the size of the gap can be adjusted during normal operation so that the movement of the elevating object is not hindered. is adjusted. As a result, even when the state of the elevating object changes due to unbalanced loads due to users getting on and off, etc., the displacement of the elevating object due to earthquake shaking is suppressed in accordance with the changed state of the elevating object.

Moreover, the unbalanced load measurement unit measures the unbalanced load of the elevating body. The first actuator changes the size of the first gap in accordance with the inclination of the elevating body caused by the unbalanced load measured by the unbalanced load measuring section. The second actuator changes the size of the second gap in accordance with the inclination of the elevating body caused by the unbalanced load measured by the unbalanced load measuring section.
Further, the inclination measurement unit measures the inclination of the elevating body. The first actuator changes the size of the first gap according to the inclination of the elevating body measured by the inclination measuring section. The second actuator changes the size of the second gap according to the inclination of the elevating body measured by the inclination measuring section.
Further, the displacement suppressing device 16 includes a gap measuring section 28. The gap measurement unit 28 measures the size of at least one of the first gap and the second gap. The first actuator changes the size of the first gap according to the size of the gap measured by the gap measuring section 28. The second actuator changes the size of the second gap according to the size of the gap measured by the gap measurement section 28.

In such a configuration, the size of the gap is variable according to the actually measured state of the elevating body, so the size of the gap can be adjusted with higher precision during normal operation. In particular, when the gap between the guide rail and the stopper 22 is measured, the size of the gap can be adjusted to reflect conditions such as deformation of the guide rail.

Next, an example of the hardware configuration of the displacement suppressing device 16 will be described using FIG. 17.
FIG. 17 is a hardware configuration diagram of the main parts of the displacement suppressing device 16 according to the third embodiment.

Each function of the displacement suppressing device 16 can be realized by a processing circuit. The processing circuit includes at least one processor 100a and at least one memory 100b. The processing circuitry may include at least one dedicated hardware 200 along with or in place of the processor 100a and memory 100b.

When the processing circuit includes a processor 100a and a memory 100b, each function of the displacement suppressing device 16 is realized by software, firmware, or a combination of software and firmware. At least one of the software and firmware is written as a program. The program is stored in memory 100b. The processor 100a implements each function of the displacement suppressing device 16 by reading and executing programs stored in the memory 100b.

The processor 100a is also referred to as a CPU (Central Processing Unit), a processing device, an arithmetic device, a microprocessor, a microcomputer, or a DSP. The memory 100b is configured of a nonvolatile or volatile semiconductor memory such as RAM, ROM, flash memory, EPROM, and EEPROM.

When the processing circuitry comprises dedicated hardware 200, the processing circuitry is implemented, for example, in a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC, an FPGA, or a combination thereof.

Each function of the displacement suppressing device 16 can be realized by a processing circuit. Alternatively, each function of the displacement suppressing device 16 can be realized collectively by a processing circuit. Regarding each function of the displacement suppressing device 16, some parts may be realized by the dedicated hardware 200, and other parts may be realized by software or firmware. In this way, the processing circuit realizes each function of the displacement suppressing device 16 using dedicated hardware 200, software, firmware, or a combination thereof.

The displacement suppressing device according to the present disclosure can be applied to an elevating body of an elevator.

1 elevator, 2 building, 3 hoistway, 4 machine room, 5 pit, 6 hoisting machine, 7 main rope, 8 car, 9 counterweight, 10 car door, 11 car guide rail, 12 counterweight guide rail, 13 bracket , 14 earthquake sensor, 15 control panel, 16 displacement suppressor, 17 car frame, 18 guide shoe, 19 upper beam, 20 lower beam, 21 vertical column, 22 stopper, 23 shoe, 24 actuator, 25 weighing device, 26 control section, 27 camera, 28 gap measurement section, 29 distance sensor, 100a processor, 100b memory, 200 dedicated hardware

Claims (11)

a first stopper provided at a first position in the center in the vertical direction of an elevating body running along a guide rail of the elevator, and facing the guide rail with a first gap;
a second stopper provided at a second position of the elevating body vertically away from the first position and facing the guide rail with a second gap larger than the first gap;
a symmetrical stopper provided at a symmetrical position of the elevating body that is symmetrical to the second position in the vertical direction with respect to the first position, and facing the guide rail with a gap the same size as the second gap;
A displacement suppressing device for an elevator lifting body. a third stopper provided at a third position of the elevating body vertically away from the first position and from the second position, and facing the guide rail with a third gap larger than the second gap;
The elevator lift according to claim 1, wherein the size of the first gap, the size of the second gap, and the size of the third gap are related by a linear function of distance from the center. Body displacement suppression device. a third stopper provided at a third position of the elevating body vertically away from the first position and from the second position, and facing the guide rail with a third gap larger than the second gap;
The size of the first gap, the size of the second gap, and the size of the third gap are determined based on the inclination caused by the unbalanced load of the elevating body and the amount of deformation of the guide rail due to the inclination. The displacement suppressing device for an elevator elevating body according to claim 1, wherein the displacement suppressing device is related by a nonlinear function of distance from the elevator. A plurality of stoppers including the first stopper and the second stopper,
The plurality of stoppers are provided in line in the vertical direction on the elevating body, and are arranged such that the distance between the stoppers in the vertical direction becomes smaller as the distance from the first position increases. The displacement suppressing device for an elevator elevating body according to any one of the items. The first stopper is
a first shoe that faces the guide rail with the first gap therebetween;
a first actuator that changes the size of the first gap by moving the first shoe;
Equipped with
The second stopper is
a second shoe that faces the guide rail with the second gap therebetween;
a second actuator that changes the size of the second gap by moving the second shoe;
The displacement suppressing device for an elevator elevating body according to any one of claims 1 to 4 . The first actuator changes the size of the first gap according to the inclination of the elevating body caused by the unbalanced load measured by an unbalanced load measuring unit that measures the unbalanced load of the elevating body,
The second actuator changes the size of the second gap according to the inclination of the elevating body caused by the unbalanced load measured by the unbalanced load measuring section.
The displacement suppressing device for an elevator elevating body according to claim 5 . The first actuator changes the size of the first gap according to the inclination of the elevating body measured by a tilt measuring unit that measures the inclination of the elevating body,
The second actuator changes the size of the second gap according to the inclination of the elevating body measured by the inclination measurement unit.
The displacement suppressing device for an elevator elevating body according to claim 5 . A gap measuring unit that measures the size of at least one of the first gap and the second gap,
The first actuator changes the size of the first gap according to the size of the gap measured by the gap measurement unit,
The second actuator changes the size of the second gap according to the size of the gap measured by the gap measurement section.
The displacement suppressing device for an elevator elevating body according to claim 5 . The first stopper faces each of three surfaces of the guide rail, the front surface, the rear surface, and the left and right inner surfaces,
The second stopper faces each of the front, rear, and left and right inner surfaces of the guide rail,
The second gap with the front surface of the guide rail is larger than the first gap with the front surface of the guide rail,
The second gap with the rear surface of the guide rail is larger than the first gap with the rear surface of the guide rail,
The second gap between the left and right inner surfaces of the guide rail is larger than the first gap between the left and right inner surfaces of the guide rail. Elevator displacement control device. At least one of the first gap with the front surface of the guide rail or the first gap with the rear surface of the guide rail is smaller than the first gap with the left and right inner surfaces of the guide rail.
The displacement suppressing device for an elevator elevating body according to claim 9 . At least one of the second gap with the front surface of the guide rail or the second gap with the rear surface of the guide rail is smaller than the second gap with the left and right inner surfaces of the guide rail.
The displacement suppressing device for a lifting body of an elevator according to claim 9 or 10 .

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