JPWO2018122942A1 - Elevator equipment - Google Patents

Abstract

It is providing the elevator apparatus provided with the atmospheric | air pressure control apparatus which can reduce the noise in a passenger car. An elevator apparatus according to the present invention is provided in a car and a car, and controls the atmospheric pressure inside the car so as to be negative or positive with respect to the air pressure outside the car, and The car has a member that operates by the pressure difference between the inside and outside of the car to reduce the gap of the car, and the air pressure control device has a pressure inside the car inside the car while the car is running. The negative pressure and the positive pressure are switched between before and after a predetermined period when the speed of the car reaches the maximum speed in one driving stroke. The air pressure in the car room is controlled to be either negative pressure or positive pressure.

Description

  The present invention relates to an elevator apparatus in which the atmospheric pressure in a car is controlled.

  In recent years, an elevator apparatus has a tendency to increase the elevating speed in order to shorten the travel time as the length of a building increases. In such a high-speed elevator device with a long stroke, a sudden change in atmospheric pressure in the car may give passengers discomfort such as a feeling of ear closure (ear clogging). In order to reduce passenger discomfort associated with sudden pressure fluctuations, the air pressure in the car is controlled after the car is airtight.

  As conventional techniques related to such an elevator apparatus, techniques described in Patent Document 1 and Patent Document 2 are known.

  In the technique described in Patent Document 1, a member such as a valve including a seal member (hereinafter referred to as “valve structure”) is provided in either the door panel or the cab. When the atmospheric pressure inside the car is controlled to be increased or decreased, the valve structure closes the gap between the car door panel and the car room due to the pressure difference between the inside and outside of the car. As a result, the car becomes airtight.

  In the technique described in Patent Document 2, during the traveling of the car, control is performed so as to step up or step down the air pressure in the car room in accordance with the air pressure outside the car. Thereby, a passenger's ear closure feeling is relieved.

JP 2003-81561 A Japanese Patent No. 5970362

  In the elevator apparatus according to the above-described prior art, the pressurization control of the air pressure in the car is switched to the pressure reduction control in the middle part of one travel of the car. At the time of switching, since the magnitude of the pressure difference between the inside and outside of the car becomes small, a gap is generated in the valve structure. Further, in the intermediate part of one traveling stroke of the car, the car generally reaches the maximum speed, so that the noise accompanying the traveling of the elevator is increased. For this reason, noise propagates from the outside of the car through the gap generated in the valve structure into the car, and the noise in the car increases.

  Then, this invention is providing the elevator apparatus provided with the atmospheric | air pressure control apparatus which can reduce the noise in a passenger car.

  In order to solve the above-described problems, an elevator apparatus according to the present invention is provided in a car and a car so that the air pressure inside the car becomes negative or positive with respect to the air pressure outside the car. A pressure control device that controls the vehicle, and the car has a member that is displaced by a differential pressure inside and outside the car to reduce a gap in the car. The air pressure control device switches between negative pressure and positive pressure in the passenger compartment of the car, and the air pressure control device can change the speed of the car before or after a predetermined period when the car speed reaches the maximum speed in one driving stroke. The negative pressure and the positive pressure of the indoor air pressure are switched, and the air pressure in the passenger compartment is controlled to be either a negative pressure or a positive pressure in a predetermined period.

  In order to solve the above problems, an elevator apparatus according to the present invention is provided in a car and controls the air pressure inside the car to be negative or positive with respect to the air pressure outside the car. An atmospheric pressure control device, and the car has a member that is displaced by a differential pressure inside and outside the car to reduce a gap of the car. The pressure control device switches the negative pressure and the positive pressure of the air pressure in the passenger compartment of the car, and the air pressure control device controls the negative pressure of the air pressure in the passenger compartment of the car in a predetermined period in which the speed of the car is the highest speed in one traveling stroke. An elevator device characterized by not switching between positive pressure and positive pressure.

  According to the present invention, a pressure difference is generated between the interior and exterior of the car during the period when the speed of the car is the maximum speed, so that the gap between the cars can be reduced. Thereby, the noise in a car can be reduced.

  Problems, configurations, and effects other than those described above will become apparent from the following description of embodiments.

1 is a side sectional view showing an overall outline of an elevator apparatus according to an embodiment of the present invention. It is a perspective view which shows the structure of the passenger car in this embodiment. An example of the valve structure in this embodiment is shown. It is explanatory drawing which shows the 1st example of the pressure control pattern in this embodiment. It is explanatory drawing which shows the 2nd example of the pressure control pattern in this embodiment. It is explanatory drawing which shows the 3rd example of the pressure control pattern in this embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In each figure, the same reference numerals indicate the same constituent elements or constituent elements having similar functions.

  FIG. 1 is a side sectional view showing an overall outline of an elevator apparatus according to an embodiment of the present invention.

  As shown in FIG. 1, the elevator apparatus 1 includes a car 3 and a counterweight 4 that move up and down in the hoistway 2, a main rope 5 that holds the car 3 and the counterweight 4 in the hoistway 2, It has a hoisting machine (not shown) having a sheave 6 around which the rope 5 is wound, and a curling wheel 7 around which the main rope 5 is wound. In the present embodiment, the hoisting machine (including the sheave 6) and the curling wheel 7 are provided in a machine room 8 disposed at the upper part of the hoistway 2. In the elevator apparatus 1 configured as described above, when the main rope 5 is driven by the rotation of the sheave 6 of the hoist, the car 3 and the counterweight 4 move up and down in the hoistway 2 in opposite directions. To do. The main rope 5 is connected to a car frame that supports the car room in the car 3 and is connected to a frame body that supports a plurality of weight pieces in the counterweight 4.

  In FIG. 1, the lowermost floor 9 and the uppermost floor 10 of the building in which the elevator apparatus 1 is installed are schematically shown. However, the number of floors in the building may be any number of floors above the second floor. A landing door 11 is provided on each floor. When the car 3 stops, the landing door 11 is engaged with a car door 12 provided on the car 3 so as to be opened and closed together with the car door 12 by a door driving device provided on the car 3.

  FIG. 2 is a perspective view showing the configuration of the car 3 in the present embodiment. The car frame is not shown.

  As shown in FIG. 2, the car room of the car 3 has a rectangular parallelepiped shape that is long in the vertical direction, a side panel 14 provided in four lateral directions, a floor 15 that supports the side panel 14 at the bottom, A car door 12 is provided on the side panel 14 provided on the front side (front side) of the car 3.

  The car 3 operates (for example, displacement) between the car door 12, the side panel 14, the floor 15, the ceiling 16, and between the car door 12 and the front side panel 14 due to a pressure difference between the inside and outside of the car 3. Airtightness is maintained by the valve structure that closes the gaps between the parts. As such a valve structure, for example, the one described in Patent Document 1 can be applied. An example of the valve structure in this embodiment will be described later.

  In order to control the air pressure inside the car interior of the car 3 having airtightness, an air pressure control device (13, 17, 18) is provided outside the car room and on the ceiling 16 which is the upper part of the car 3 in this embodiment. Provided. The air pressure control device includes a blower 13 that pumps air outside the car 3 into the car room and discharges air inside the car room to the outside. By adjusting the amount of air to be taken into and out of the car 3 of the car 3 by the blower 13, the pressure inside the car room is pressurized or controlled to be reduced.

  The atmospheric pressure control device further includes a blower control device 18 that controls the blower 13 and a differential pressure gauge 17 that detects a differential pressure between the atmospheric pressure inside and outside the passenger car. The blower control device 18 and the differential pressure gauge 17 are provided on the ceiling 16 similarly to the blower 13. The blower control device 18 feeds back the detection signal of the differential pressure gauge 17 and controls the supply / exhaust amount of the blower so that the differential pressure detected by the differential pressure gauge 17 follows the target value of the differential pressure based on the pressure control pattern described later. To do.

  In addition, in this embodiment, as shown in FIG. 2, although the air blower 13 is 1 unit | set, you may install multiple units | sets. Further, the blower 13, the differential pressure gauge 17 and the blower control device 18 are not limited to the upper part of the car 3, but may be installed on the side surface or the back surface of the car, the lower part of the floor 15, or the like.

  FIG. 3 shows an example of a valve structure in the present embodiment. In addition, this figure shows the valve structure for plugging up the gap between the car door 12 and a sill (sill) for the car door adjacent to the floor of the car as an example.

  As shown in FIG. 3, a valve structure is provided in the sill groove 20 of the sill 19 for the car door 12 provided in the car. The valve structure includes a support body 21 provided in the lower end portion of the car door 12 and located in the sill groove, and an elastic body 22 such as rubber connected to the support body and facing the inner wall side surface of the sill groove 20. . When the interior of the car is pressurized or depressurized by the atmospheric pressure control device, the car door 12 is pressed due to the pressure difference between the interior and the exterior of the car. In this case, the car door 12 is displaced with respect to the sill 19 in the direction toward the outside of the car room or in the direction toward the car room (the left-right direction in FIG. 3). As a result, the elastic body 22 is displaced together with the car door 12 and comes into contact with the inner wall side surface of the sill groove 20, so that the clearance between the car door 12 and the sill 19 is closed and reduced by the elastic body 22. .

  When the car stops and the pressure difference between the inside and outside of the car becomes zero, the elastic body 22 is separated from the side surface of the inner wall of the sill groove 20, and a gap is interposed therebetween. For this reason, the valve structure does not hinder the opening and closing of the car door 12. Also, when the pressure control in the car room is switched from reduced pressure to increased pressure or from increased pressure to reduced pressure while the car is running, the pressure difference between the inside and outside of the car can decrease and become zero. At this time, if a gap is generated between the elastic body 22 and the inner wall side surface of the sill groove 20, noise can propagate from the outside of the car room to the inside of the car room via the gap. Therefore, in the present embodiment, the atmospheric pressure control device controls the atmospheric pressure in the car room by a pressure control pattern as described below, thereby reducing noise.

  Hereinafter, pressure control in the passenger compartment in the present embodiment will be described with reference to FIGS.

  FIG. 4 is an explanatory diagram showing a first example of a pressure control pattern in the present embodiment. In this figure, the time variation of the atmospheric pressure (atmospheric pressure) outside the car at the height of the car and the pressure control pattern, that is, the atmospheric pressure inside the car when the car is moving up (UP). Show. Note that the vertical axis uses the atmospheric pressure on the arrival floor (for example, the top floor) as a reference (0). In addition, the speed pattern of the car is also shown, but in this figure, the car travels one way (departs from the stop floor, accelerates to a constant speed (maximum speed), further decelerates, arrives In the period from time T1 to time T2, which is an intermediate part of (until landing on the floor), the traveling speed of the car becomes the maximum speed. In addition, according to a predetermined speed pattern as illustrated, the electric motor included in the hoisting machine is controlled by a known speed control device.

  As shown in FIG. 4, the air pressure outside the passenger compartment decreases along a substantially S-shaped pressure curve in accordance with a change in the ascent speed of the car until the car leaves, rises and stops. . Here, if the atmospheric pressure in the passenger compartment is not controlled, the atmospheric pressure in the passenger compartment changes along the same substantially S-shaped pressure curve. At this time, the passenger is likely to experience discomfort such as a feeling of ear closure (ear clogging).

  Therefore, in this embodiment, in order to relieve discomfort such as an ear-closed feeling (ear-clogged feeling), the air pressure in the passenger compartment is controlled according to a pressure control pattern that changes with time in a polygonal line. In other words, as indicated by “car internal pressure” in FIG. 4, the pressure control pattern in this embodiment changes linearly at a predetermined first rate of change (<0: pressure reduction rate) after the car departs. And a period that varies linearly at a predetermined second rate of change (<0: decompression rate) that is smaller than the first rate of change. Until the car stops, the air pressure in the passenger compartment gradually decreases. For this reason, a passenger's discomfort can be relieved. In addition, since the air pressure in the car compartment changes with time like a polygonal line, the passenger can be surely recognized the change in the car air pressure and induce swallowing. Pleasure can be eliminated.

  In addition, it is good also as a pressure control pattern which sets the magnitude | size of a 1st and 2nd change rate suitably, and carries out time change in a step shape.

  In the pressure control pattern of FIG. 4, the pressure in the car room is lower than the pressure outside the car room until the running speed of the car reaches the maximum speed in the speed pattern after the car has departed ( Reduce pressure). That is, the inside of the passenger compartment is set to a negative pressure with respect to the outside of the passenger compartment. Then, before reaching the maximum speed, the rate of change of the atmospheric pressure in the car is switched from the first rate of change to the second rate of change, and immediately before reaching the maximum speed, The pressure control is switched from the pressure reduction control to make the pressure in the passenger compartment higher than the pressure outside the passenger compartment. That is, at this time, the inside of the car is switched from negative pressure to positive pressure. Thereafter, the pressurization control is maintained, and the change rate of the atmospheric pressure in the car is switched from the second change rate to the first change rate during the maximum speed period. One rate of change is maintained. After the maximum speed period and entering the deceleration period, pressurization control, that is, while maintaining the positive pressure, as described above, a period that changes linearly at the first change rate and a straight line at the second change rate. The air pressure in the passenger compartment decreases until the passenger car stops while alternately repeating periods of time change.

  In the present embodiment, the air blower control device 18 (FIG. 2) uses the differential pressure between the control pattern of the air pressure inside the broken line passenger compartment and the air pressure outside the substantially S-shaped passenger compartment as the control target value. Is preset. The blower control device 18 controls the supply / exhaust amount of the blower 13 (FIG. 2) so that the detected value of the differential pressure inside and outside the passenger car detected by the differential pressure gauge 17 (FIG. 2) matches the target value. . Instead of the differential pressure gauge 17, a barometer may be provided inside and outside the car, and the detection value of the differential pressure may be calculated from the detection values of both barometers.

  In the above pressure control pattern, switching between the pressure reduction control and the pressure control, that is, switching between the negative pressure and the positive pressure is performed only once in one travel of the car. Thereby, the structure of a pressure control apparatus and a control program can be simplified. Furthermore, before reaching the maximum speed, the pressure reduction control is switched to the pressure control. That is, at this time, the passenger compartment is switched from negative pressure to positive pressure, and pressurization control is maintained during the maximum speed period. That is, switching between the negative pressure and the positive pressure is not executed during the maximum speed period. Therefore, during the maximum speed period, the passenger compartment is kept at a positive pressure, and there is a pressure difference between the passenger compartment and the outside of the passenger compartment. As a result, while the car is running, the valve structure for keeping the car in an airtight state operates and the gap in the door part of the car is closed to keep the airtight state. Noise propagation into the room is prevented. Therefore, noise in the passenger compartment can be reduced.

  In the pressure control pattern of FIG. 4, the rate of change in the pressure in the passenger compartment in the maximum speed period, that is, the value of the first rate of change is set to be approximately equal to the rate of change in the pressure outside the passenger compartment in the maximum speed period. Is done. Therefore, during the maximum speed period, the pressure difference between the pressure inside and outside the passenger compartment is kept substantially constant. As a result, the valve structure is in a substantially constant operating state during the maximum speed period, so that noise penetration from the outside of the passenger compartment into the passenger compartment is stably prevented. In addition, before the maximum speed period, the control may be switched to the pressurization control, that is, the positive pressure in the second change rate period, and then to the first change rate period immediately before the maximum speed period. As a result, the pressure difference between the outside and inside of the passenger compartment is kept substantially constant throughout the maximum speed period, so that noise intrusion from outside the passenger compartment into the passenger compartment can be stably prevented.

  As described above, the noise in the car can be reduced by controlling the differential pressure inside and outside the car to be maintained at a positive pressure during a predetermined period during which the vehicle travels at the maximum speed. Further, according to the study by the present inventor, the magnitude of noise also depends on the magnitude of the differential pressure. Therefore, in the present embodiment, as will be described below, the differential pressure is within a predetermined range (between a predetermined lower limit and an upper limit) in a predetermined period where the maximum speed during one traveling stroke is reached. It is controlled to be a value. That is, the magnitude of the differential pressure is controlled to be equal to or greater than the minimum necessary for closing the gap between the door portions of the car by operating the valve structure. Further, in a predetermined period in which the maximum speed during one traveling stroke is reached, the magnitude of the differential pressure is controlled to be equal to or less than the maximum value of the differential pressure before and after the predetermined period. This reduces noise in the car.

  According to the study of the present inventor, the upper limit of the magnitude of the differential pressure may be set as follows in a predetermined period in which the maximum speed during one traveling stroke is obtained. That is, the pressure difference between the outdoor air pressure of the car in FIG. 4 and a known approximate straight line approximating an S-shaped pressure curve indicating the outdoor air pressure of the car (see, for example, Patent Document 2 above). The maximum value is the upper limit. In FIG. 4, this approximate straight line is a virtual straight line connecting both ends (start point and end point) of the S-shaped pressure curve.

  In this way, the noise in the car during the predetermined period is reduced by controlling the magnitude of the differential pressure inside and outside the car within a predetermined range during the predetermined period during which the maximum speed during one driving stroke is reached. The same applies to the pressure control in FIGS. 5 and 6 described later.

  FIG. 5 is an explanatory diagram showing a second example of the pressure control pattern in the present embodiment. In this figure, as in FIG. 4, the pressure outside the car cabin (atmospheric pressure) at the height of the car and the pressure control pattern, that is, the air pressure inside the car cabin, when the car is moving up (UP). Shows the change over time and the speed pattern of the car. Hereinafter, differences from the pressure control pattern of FIG. 4 will be described.

  As shown in FIG. 5, as in the first example of FIG. 4, the pressure control pattern of the second example is linear at a predetermined first rate of change (<0: pressure reduction rate) after the departure of the car. While alternately repeating a period of change and a period of linear change at a predetermined second change rate (<0: decompression rate) in which the magnitude (absolute value) of the change rate is smaller than the first change rate Until the car stops, the air pressure in the car gradually decreases. Furthermore, unlike the first example, in the second example, the pressure in the passenger compartment is lower than the pressure outside the passenger compartment after the departure of the car and immediately after the period when the traveling speed of the passenger car is at the maximum speed. (Depressurize). That is, the air pressure in the passenger compartment is controlled to be reduced, and the passenger compartment is kept at a negative pressure. Then, before reaching the maximum speed, the rate of change of the atmospheric pressure in the passenger compartment is switched from the first rate of change to the second rate of change. When the maximum speed period is entered, the first rate of change is maintained, and immediately before the end of the maximum speed period, the first rate of change is switched to the second rate of change described above. After switching to the second rate of change, within the period of the second rate of change, immediately after the end of the maximum speed period, the pressure in the passenger compartment is reduced from the pressure outside the passenger compartment from the pressure outside the passenger compartment. Switch to pressurization control to increase the pressure. That is, switching between the negative pressure and the positive pressure is not executed during the maximum speed period. That is, at this time, the passenger compartment is switched from negative pressure to positive pressure. After that, during the deceleration period, while maintaining the pressurization control, that is, the positive pressure, the period of linear change at the first rate of change and the period of linear change at the second rate of change are alternately repeated. Until the car stops, the air pressure in the passenger compartment decreases.

  In the pressure control pattern of the second example of FIG. 5, as in the first example of FIG. 4, switching between the pressure reduction control and the pressure control, that is, switching between the negative pressure and the positive pressure is the same in one travel of the car. Since it is only once, the configuration and control program of the pressure control device can be simplified. Further, immediately after the maximum speed period ends, the pressure reduction control is switched to the pressure control, and the negative pressure is switched to the positive pressure. That is, the decompression control is maintained during the maximum speed period. Therefore, during the maximum speed period, the passenger compartment is kept at a negative pressure, and there is a pressure difference between the passenger compartment and the outside of the passenger compartment. As a result, the valve structure for keeping the car in an airtight state operates while the car is running, and the gap between the door portions of the car is closed to keep the airtight state. Noise propagation intrusion is prevented. Therefore, noise in the passenger compartment can be reduced.

  In the pressure control pattern of the second example of FIG. 5, as in the first example, the rate of change of the atmospheric pressure in the cab inside the maximum speed period, that is, the value of the first rate of change is the value outside the cab inside the maximum speed period. It is set to be approximately equal to the rate of change in atmospheric pressure. Therefore, as in the first example, noise intrusion from outside the passenger compartment to the passenger compartment is stably prevented. Note that the first rate of change may be maintained throughout the maximum speed period, and the period may be switched to the second rate of change immediately after the end of the maximum speed period. As a result, the pressure difference between the outside and inside of the passenger compartment is kept substantially constant throughout the maximum speed period, so that noise intrusion from outside the passenger compartment into the passenger compartment can be stably prevented.

  FIG. 6 is an explanatory diagram showing a third example of the pressure control pattern in the present embodiment. This figure shows the temporal change in the atmospheric pressure (atmospheric pressure) outside the passenger compartment at the height of the passenger car and the pressure control pattern, that is, the atmospheric pressure in the passenger compartment, during the descent (DN) operation of the passenger car. Note that the vertical axis uses the atmospheric pressure at the departure floor (for example, the top floor) as the reference (0). In addition, as in FIGS. 4 and 5, the speed pattern of the car is also shown.

  As shown in FIG. 6, the car outdoor pressure rises along a substantially S-shaped pressure curve in accordance with a change in the car descending speed until the car departs, descends and stops. Here, as in the case of the rising of the car, if the air pressure in the car room is not controlled, the passenger is likely to experience discomfort such as a feeling of ear closure (ear clogging).

  Therefore, also in the pressure control pattern of the third example of FIG. 6, the atmospheric pressure in the passenger compartment is controlled according to the pressure control pattern that changes with time in a polygonal line as in the rise (UP) (FIGS. 4 and 5). That is, as shown in “car internal pressure” in FIG. 6, the pressure control pattern of the third example is linear at a predetermined first rate of change (> 0: pressurization rate) after the car is started. A period of change and a period of change linearly at a predetermined second change rate (> 0: pressurization rate) in which the magnitude (absolute value) of the change rate is smaller than the first change rate, While repeating these periods alternately, the car internal pressure gradually rises until the car stops. For this reason, a passenger's discomfort can be relieved. In addition, since the air pressure in the passenger compartment changes over time in a stepwise manner like a polygonal line, it is possible for the passenger to reliably recognize the change in the passenger car pressure and induce swallowing. Pleasure can be eliminated.

  Further, in the pressure control pattern of FIG. 6, the air pressure in the passenger compartment is higher than the air pressure outside the passenger compartment until the running speed of the passenger car reaches the maximum speed in the speed pattern after the departure of the passenger car. (Pressurize). That is, the inside of the car is made positive pressure. Before the maximum speed is reached, the rate of change of the atmospheric pressure in the cab is switched from the first rate of change to the second rate of change described above. The control is switched from the pressurization control of the atmospheric pressure to the decompression control for lowering the atmospheric pressure in the passenger compartment to the atmospheric pressure outside the passenger compartment. That is, at this time, the passenger compartment is switched from positive pressure to negative pressure. After that, while maintaining the pressure reduction control, that is, the negative pressure, the rate of change of the atmospheric pressure in the car cabin is switched from the second rate of change to the first rate of change within the maximum speed period, and during the maximum speed period The first rate of change is maintained. That is, switching between the negative pressure and the positive pressure is not executed during the maximum speed period. After the maximum speed period and entering the deceleration period, while maintaining the decompression control, that is, the negative pressure, as described above, the period of linear change at the first rate of change and the linear rate of the second rate of change as described above. While the changing period is repeated alternately, the air pressure in the passenger compartment increases until the passenger car stops.

  In the pressure control pattern of the third example of FIG. 6, switching between pressurization control and decompression control, that is, switching between negative pressure and positive pressure is performed only once in one travel of the car. Thereby, the structure of a pressure control apparatus and a control program can be simplified. Furthermore, before reaching the maximum speed, the pressure control is switched to the pressure reduction control. That is, at this time, the passenger compartment is switched from the positive pressure to the negative pressure, and the decompression control is maintained during the maximum speed period. Therefore, during the maximum speed period, the passenger compartment is kept at a negative pressure, and there is a pressure difference between the passenger compartment and the outside of the passenger compartment. As a result, the valve structure for making the car airtight while the car is running operates, and the airtight state is maintained by closing the gap in the car door. Noise propagation into the room is prevented. Therefore, noise in the passenger compartment can be reduced.

  In the pressure control pattern of FIG. 6, the change rate of the atmospheric pressure in the passenger compartment in the maximum speed period, that is, the value of the first change rate is set to be substantially equal to the change rate of the atmospheric pressure outside the passenger compartment in the maximum speed period. Is done. Therefore, during the maximum speed period, the pressure difference between the pressure inside and outside the passenger compartment is kept substantially constant. As a result, the valve structure is in a substantially constant operating state during the maximum speed period, so that noise penetration from the outside of the passenger compartment into the passenger compartment is stably prevented. It should be noted that before the maximum speed period, it is possible to switch to pressurization control, that is, positive pressure, during the second change rate period, and then switch to the first change rate period immediately before the maximum speed period. As a result, the pressure difference between the outside and inside of the passenger compartment is kept substantially constant throughout the maximum speed period, so that noise intrusion from outside the passenger compartment into the passenger compartment can be stably prevented.

  Similar to the relationship of the pressure control patterns of FIGS. 4 and 5, the pressure control pattern of FIG. 6 may be modified as follows as a modification of the third example of FIG. That is, the pressure in the passenger compartment is made higher (pressurized) than the pressure outside the passenger compartment until after the departure of the passenger car until immediately after the period when the traveling speed of the passenger car is the maximum speed. That is, the air pressure in the passenger compartment is pressurized and controlled, and the passenger compartment is maintained at a positive pressure. Then, before the maximum speed period, the change rate of the car cabin atmospheric pressure is switched from the second change rate to the first change rate. When the maximum speed period is entered, the first change rate is maintained, and the first change rate is switched to the second change rate immediately before the end of the maximum speed period. After switching to the second rate of change, within the period of the second rate of change, immediately after the end of the maximum speed period, the air pressure inside the car room is changed from the pressure control of the air pressure inside the car room to the pressure outside the car room. It switches to the decompression control which makes lower than. That is, at this time, the inside of the car is switched from positive pressure to negative pressure. After that, during the deceleration period, while maintaining the decompression control, i.e., the negative pressure, the car changes in a linear manner at the first rate of change and a period that changes linearly at the second rate of change alternately. Until the car stops, the air pressure inside the car rises.

  Also in the present modification, as in the third example of FIG. 6, the propagation of noise from outside the passenger compartment to the passenger compartment is prevented. Therefore, noise in the passenger compartment can be reduced. Similarly to the pressure control pattern of FIG. 6, the rate of change of the atmospheric pressure in the passenger compartment in the maximum speed period, that is, the value of the first rate of change is substantially equal to the rate of change of the atmospheric pressure outside the passenger compartment in the maximum speed period. It may be set to be. Further, as in the second example of FIG. 5, the first change rate period may be switched immediately after the maximum speed period.

  In addition, this invention is not limited to embodiment mentioned above, Various modifications are included. For example, the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described. Further, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment.

  For example, in the above-described embodiment, the control amount of the air pressure control device including the air blower and the air blower control device is the differential pressure between the air pressure inside and outside the passenger compartment, but is not limited to this. It is also good.

  Further, the elevator apparatus may be a so-called machine room-less elevator in which a hoisting machine, a warp pulley, and the like are installed in a hoistway without including a machine room.

DESCRIPTION OF SYMBOLS 1 ... Elevator apparatus, 2 ... Hoistway, 3 ... Ride car, 4 ... Counterweight, 5 ... Main rope, 6 ... Sheave, 7 ... Warpage car, 8 ... Machine room, 9 ... Bottom floor, 10 ... Top floor, 11 ... landing door, 12 ... car door, 13 ... blower, 14 ... side panel, 15 ... floor, 16 ... ceiling, 17 ... differential pressure gauge, 18 ... blower control device, 19 ... sill, 20 ... sill groove, 21 ... support Body, 22 ... Elastic body

Claims (15)

The car,
An air pressure control device that is provided in the car and controls the air pressure inside the car to be negative or positive with respect to the air pressure outside the car;
With
The car has a member that operates by a differential pressure inside and outside the car to reduce a gap of the car,
In the elevator device for switching the negative pressure and the positive pressure of the atmospheric pressure in the cabin of the car during the traveling of the car,
The air pressure control device switches the negative pressure and the positive pressure of the air pressure in the cabin of the car before or after a predetermined period in which the speed of the car reaches a maximum speed in one traveling stroke. An elevator apparatus that controls the atmospheric pressure in a passenger compartment to be either negative pressure or positive pressure. In the elevator apparatus according to claim 1,
The pressure control device is configured to operate the member for reducing the gap between the car and the pressure difference between the air pressure inside the car and the air pressure outside the car during the predetermined period. An elevator apparatus characterized by being controlled so as to be more than that. In the elevator apparatus according to claim 2,
The air pressure control device controls the magnitude of the differential pressure to be equal to or less than a maximum value of the magnitude of the differential pressure before or after the predetermined period in the predetermined period. . In the elevator apparatus according to claim 2,
In the predetermined period, the atmospheric pressure control device is configured such that the magnitude of the differential pressure is the maximum value of the differential pressure between the atmospheric pressure outside the passenger car and an approximate straight line approximating the outdoor air pressure of the passenger car. An elevator apparatus controlled to be as follows. In the elevator apparatus according to claim 2,
The atmospheric pressure control device controls the atmospheric pressure in the passenger compartment of the car so that the rate of change of atmospheric pressure in the passenger compartment of the passenger car coincides with the change rate of atmospheric pressure outside the passenger compartment of the passenger car during the predetermined period. Elevator device characterized. In the elevator apparatus according to claim 1,
The said atmospheric | air pressure control apparatus controls the atmospheric | air pressure in the room | chamber interior of the said car so that it may change with time in a polygonal line, during the driving | running | working of the said car. In the elevator apparatus according to claim 6,
The time change of the air pressure in the cabin of the car alternately repeats a period having a first rate of change and a period having a second rate of change in which the magnitude of the rate of change is smaller than the first rate of change. Elevator device characterized by. The elevator apparatus according to claim 7,
The said atmospheric | air pressure control apparatus switches the negative pressure and the positive pressure of the atmospheric | air pressure of the said passenger compartment in the period which has said 2nd change rate, The elevator apparatus characterized by the above-mentioned. In the elevator apparatus according to claim 8,
The elevator apparatus characterized in that the atmospheric pressure control device switches the negative pressure and the positive pressure of the indoor pressure of the car only once during one travel of the car. In the elevator apparatus according to claim 1,
The elevator apparatus characterized in that the atmospheric pressure control device switches the negative pressure and the positive pressure of the indoor pressure of the car only once during one travel of the car. In the elevator apparatus according to claim 1,
The atmospheric pressure control device
A blower for supplying and exhausting air between indoors and outdoors of the car;
A differential pressure gauge for detecting a differential pressure inside and outside the car;
An elevator apparatus comprising a blower control device for controlling the blower based on a detection signal of the differential pressure gauge. In the elevator apparatus according to claim 11,
The blower control device
The detected value of the differential pressure detected by the differential pressure gauge is switched between a negative pressure and a positive pressure of the atmospheric pressure in the passenger compartment before or after the predetermined period when the speed of the passenger car reaches a maximum speed, The air supply / exhaust amount of the blower is controlled so that the air pressure in the cabin of the car matches a target value of a differential pressure set to be either a negative pressure or a positive pressure in a predetermined period. Elevator device. The car,
An air pressure control device that is provided in the car and controls the air pressure inside the car to be negative or positive with respect to the air pressure outside the car;
With
The car has a member that operates by a differential pressure inside and outside the car to reduce a gap of the car,
In the elevator device for switching the negative pressure and the positive pressure of the atmospheric pressure in the cabin of the car during the traveling of the car,
The elevator apparatus according to claim 1, wherein the atmospheric pressure control device does not switch between a negative pressure and a positive pressure of the atmospheric pressure in the passenger compartment in a predetermined period in which the speed of the car becomes a maximum speed in one traveling stroke. In the elevator apparatus according to claim 13,
The said atmospheric | air pressure control apparatus controls the atmospheric pressure in the said passenger compartment so that it may change with time in a polygonal line while the said passenger car is traveling. In the elevator apparatus according to claim 13 or claim 14,
The air pressure control device switches between the negative pressure and the positive pressure of the air pressure in the passenger compartment only once before or after the predetermined period during one travel of the car. .

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