JP7327670B2 - Elevator lifting body displacement control device - Google Patents

Description

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

Patent Literature 1 discloses an example of an elevator. In elevators, the car is provided with seismic plates. The seismic plate cooperates with the guide rails to restrain lateral displacement of the car.

WO2005/035419

However, in the elevator disclosed in Patent Literature 1, the guide rail may be bent by a reaction force received from an elevator such as a car.

The present disclosure relates to solving such problems. The present disclosure provides a device for suppressing displacement of a lifting body of an elevator in which a guide rail is less likely to be deflected by a reaction force received from the lifting body.

A displacement suppression device for an elevator body according to the present disclosure includes a stopper unit provided in an elevator body that travels along a guide rail having a plurality of restraint portions and stops at one of a plurality of stop positions during normal operation. The stopper unit includes a stopper facing the guide rail, a first driving section that moves the relative position of the stopper with respect to the elevator in the traveling direction of the elevator and causes the stopper to face one of the plurality of restraint sections, and the stopper. a second driving unit that changes the clearance between the guide rail and the stopper by moving the second driving unit that suppresses the displacement of the elevator by the stopper narrowing the clearance between the guide rail and the stopper.

With the displacement suppressing device according to the present disclosure, the guide rail is less likely to bend due to the reaction force received from the lifting body.

1 is a configuration diagram of an elevator according to Embodiment 1; FIG. 1 is a front view of a car according to Embodiment 1; FIG. 4 is a top view of the stopper unit according to Embodiment 1; FIG. 4 is a side view of the stopper unit according to Embodiment 1; FIG. 4 is a configuration diagram of a stopper unit according to Embodiment 1. FIG. 4 is a configuration diagram of a stopper unit according to Embodiment 1. FIG. 4 is a top view of the stopper unit according to Embodiment 1; FIG. 4 is a flow chart showing an example of the operation of the elevator according to Embodiment 1; FIG. FIG. 4 is a diagram showing an example of operation timings of an elevator according to Embodiment 1; FIG. 4 is a diagram showing an example of operation timings of an elevator according to Embodiment 1; 4 is a top view of the stopper unit according to Embodiment 1; FIG. 4 is a top view of the stopper unit according to Embodiment 1; FIG. FIG. 5 is a diagram showing an example of operation timings of the elevator 1 according to a modification of the first embodiment; 2 is a hardware configuration diagram of main parts of the displacement suppressing device according to Embodiment 1. FIG. FIG. 10 is a flow diagram showing an example of the operation of the elevator according to Embodiment 2; FIG. 10 is a diagram showing an example of operation timings of an elevator according to Embodiment 2; FIG. 13 is a diagram showing an example of timing of elevator operation according to Embodiment 3; FIG. 11 is a top view of a stopper unit according to Embodiment 4; FIG. 11 is a top view of a stopper unit according to Embodiment 4;

DETAILED DESCRIPTION OF THE INVENTION Embodiments for implementing the present disclosure will be described with reference to the accompanying drawings. In each figure, the same or corresponding parts are denoted by the same reference numerals, and overlapping descriptions are appropriately simplified or omitted.

Embodiment 1.
FIG. 1 is a configuration diagram of an elevator 1 according to Embodiment 1. As shown in FIG.

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

The elevator 1 comprises a hoisting machine 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 hoisting machine 6 is a device that drives the sheave of the hoisting machine 6 to rotate. The hoist 6 is provided in the machine room 4, for example.

The main rope 7 is wound around the sheave of the hoist 6 . One end of main rope 7 is connected to car 8 . The other end of main rope 7 is connected to counterweight 9 . Elevator 1 may comprise 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 counterweight 9 is a device that balances the load on both sides of the sheave of the hoisting machine 6 with the car 8 through the main rope 7 . The car 8 and counterweight 9 are suspended in the hoistway 3 by main ropes 7 . The car 8 and the counterweight 9 travel in opposite directions in the hoistway 3 by the hoisting machine 6 hoisting the main rope 7 . Each of the cage 8 and the counterweight 9 are examples of elevators.

In the hoistway 3, a pair of car guide rails 10, a pair of counterweight guide rails 11 and a plurality of brackets 12 are provided.

A pair of car guide rails 10 are a pair of guide rails that guide the travel of the car 8 in the hoistway 3 . Each car guide rail 10 is arranged along the vertical direction in the hoistway 3 . One car guide rail 10 is arranged on the left side of the car 8 . The other car guide rail 10 is arranged on the right side of the car 8 .

A pair of counterweight guide rails 11 are a pair of guide rails that guide the movement of the counterweight 9 in the hoistway 3 . Each counterweight guide rail 11 is arranged along the vertical direction in the hoistway 3 . One counterweight guide rail 11 is arranged on the left side of the counterweight 9 . The other counterweight guide rail 11 is arranged to the right of the counterweight 9 .

A lifting body such as a car 8 or a counterweight 9 runs vertically along a guide rail such as a car guide rail 10 or a counterweight guide rail 11 . Each guide rail that guides the travel of the elevator is fixed to the hoistway 3 by a plurality of brackets 12 . Each guide rail has a plurality of restraining portions 13 . Each restraining portion 13 is a portion where the horizontal displacement of the guide rail is restrained. The restraining portion 13 is, for example, a portion of the guide rail that is fixed by the bracket 12 . The vertical spacing of the brackets 12 in the hoistway 3 is less than the height of the car 8, for example. Alternatively, each bracket 12 may be arranged corresponding to one of the stop positions of the elevator.

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

The seismic sensor 14 is a part that senses the occurrence of an earthquake. The seismic sensor 14 is provided in the pit 5, for example. At this time, the seismic sensor 14 is a P-wave sensor that senses an earthquake by, for example, a P-wave (Primary wave). Alternatively, the seismic sensor 14 is provided in the machine room 4, for example. At this time, the seismic sensor 14 is, for example, an S-wave sensor that senses an earthquake by means of S-waves (secondary waves). The seismic detectors 14 may be provided in both the pit 5 and the machine room 4.

A control panel 15 is a device for controlling the operation of the elevator 1 . The control panel 15 is provided in the machine room 4, for example. The control panel 15 controls running of the car 8 and the counterweight 9 by controlling the operation of the hoist 6, for example. Also, the control panel 15 manages the operation mode of the elevator 1 . The operation mode of the elevator 1 includes normal operation and earthquake control operation. Normal operation is an operation mode in which the car 8 runs so as to respond to calls registered by users. In normal operation, the car 8 stops at one of a plurality of floors. Each floor position is an example of a stop position in normal operation for car 8 . Also, when the car 8 stops at any floor, the counterweight 9 stops at a position corresponding to that floor. The positions at which the counterweight 9 stops corresponding to each floor are examples of stop positions of the counterweight 9 during normal operation. The control operation at the time of earthquake is an operation mode when the occurrence of an earthquake is detected by the earthquake sensor 14 or the like in the elevator 1 . In the earthquake control operation, the control panel 15 stops the running car 8, for example, at the nearest floor. Note that the elevator 1 may sense the occurrence of an earthquake based on information such as an earthquake early warning or other information provided from outside the elevator 1 such as a forecast or warning of the occurrence of an earthquake. Alternatively, the elevator 1 may sense the occurrence of an earthquake by, for example, receiving an earthquake sensing signal from a seismic sensor installed in a building closer to the epicenter than the building 2 .

FIG. 2 is a front view of the car 8 according to Embodiment 1. FIG.

The car 8 includes a car frame 16 , a plurality of guide shoes 17 and a displacement restraint device 18 .

The car frame 16 includes an upper beam 19, a lower beam 20, and a pair of vertical pillars 21. - 特許庁The upper beam 19 is a member arranged over the upper portion of the car 8 between the left end and the right end. For example on the upper beam 19 the main rope 7 is attached. The lower beam 20 is a member arranged between the left end and the right end in the lower part of the car 8 . A pair of vertical columns 21 are members arranged between the upper beam 19 and the lower beam 20 . One vertical post 21 is arranged at the left end of the car 8 . The other vertical post 21 is arranged at the right end of the car 8 . The left vertical post 21 is arranged along the left car guide rail 10 of the car 8 . The right vertical post 21 is arranged along the right car guide rail 10 of the car 8 .

A plurality of guide shoes 17 are portions guided by the pair of car guide rails 10 . Each guide shoe 17 faces one of the car guide rails 10 . Each guide shoe 17 is attached to the car frame 16, for example. Each guide shoe 17 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 18 is a device that suppresses horizontal displacement of the elevator such as the car 8 . The displacement suppression device 18 includes a plurality of stopper units 22 and a controller 23 .

Each stopper unit 22 is a portion that restricts displacement of the car 8 by the car guide rail 10 . Each stopper unit 22 is attached, for example, to the top or bottom of any vertical column 21 .

The control section 23 is a section that controls the operation of each stopper unit 22 . The control unit 23 is mounted on the control panel 15 of the elevator 1, for example. Alternatively, the control unit 23 may be provided, for example, in the upper part of the car 8 or the like. Alternatively, the displacement suppressing device 18 may include individual control units 23 corresponding to the respective stopper units 22 on a one-to-one basis. The control section 23 includes a storage section 24 and a command section 25 . The storage unit 24 is a part that stores information. The storage unit 24 stores, for example, the positions of the plurality of restraint portions 13 on the car guide rail 10 . The command section 25 is a section that outputs a command signal to each stopper unit 22 based on input information and information stored in the storage section 24 .

FIG. 3 is a top view of the stopper unit 22 according to Embodiment 1. FIG.
In FIG. 3, a cross-sectional view along AA in FIG. 2 is shown.

In this example, three stopper units 22 are attached to the top of each vertical post 21 . Similarly, three stopper units 22 are provided below each vertical column 21 . In FIG. 3, the upper three stopper units 22 are shown. Each stopper unit 22 operates independently of each other.

Each stopper unit 22 has a stopper 26 . The stopper 26 is a member facing the surface of the car guide rail 10 . In one of the three stopper units 22 , the stopper 26 faces the front surface of the car guide rail 10 . In the other one of the three stopper units 22 , the stopper 26 faces the rear surface of the car guide rail 10 . In the remaining one of the three stopper units 22 , the stopper 26 faces the left and right inner side surfaces of the car guide rail 10 . Here, the left and right inner side surfaces are side surfaces on the car 8 side.

4 is a side view of the stopper unit 22 according to Embodiment 1. FIG.
In FIG. 4, a cross-sectional view taken along line BB in FIG. 3 is shown.

Each stopper unit 22 includes a first drive section 27 and a second drive section 28 .

The first driving portion 27 is a portion that moves the relative position of the stopper 26 with respect to the car 8 in the vertical direction. The second driving portion 28 is a portion that changes the gap between the car guide rail 10 and the stopper 26 by moving the stopper 26 .

The second drive section 28 has a frame 29 . The frame 29 is a portion that holds the stopper 26 . A screw hole 30 is provided in the frame 29 in the vertical direction.

The first drive section 27 includes a pair of bearings 31, a guide shaft 32, a drive motor 33, and a ball screw . The pair of bearings 31 are arranged above and below the moving range of the relative position of the stopper 26 by the first driving portion 27 . The guide shaft 32 is arranged parallel to the vertical column 21 between the pair of bearings 31 . The first driving section 27 may include a plurality of guide shafts 32 parallel to each other. A drive motor 33 is attached to one bearing 31 . A ball screw 34 is arranged parallel to the guide shaft 32 between the other bearing 31 and the drive motor 33 . The ball screw 34 is passed through the screw hole 30 of the frame 29 of the second driving section 28 . The first drive section 27 rotates the ball screw 34 with the drive motor 33 under the control of the control section 23 , thereby vertically moving the stopper 26 together with the second drive section 28 . Note that the first driving section 27 may move the relative position of the stopper 26 in the vertical direction by another method. For example, the first drive unit 27 may have a linear motor, a hydraulic or pneumatic cylinder, or the like for moving the frame 29 or the like in the vertical direction.

FIG. 5 is a configuration diagram of the stopper unit 22 according to the first embodiment.
FIG. 5 shows a side view of the internal structure of the second driving section 28 .

The stopper 26 faces the surface of the car guide rail 10 in a vertical plane parallel to the surface. The stopper 26 has a vertical surface and a first slope 35 on the opposite side of the car guide rail 10 . The first slope 35 is a surface that is inclined with respect to the surface of the car guide rail 10 . The first slope 35 is, for example, a surface that slopes downward. The first slope 35 is provided below the vertical surface on the opposite side of the car guide rail 10 . The stopper 26 is movably held so that the gap with respect to the car guide rail 10 can be changed by the guidance of the frame 29 . The stop 26 is guided to move downward when leaving the car guide rail 10 . FIG. 5 shows a state in which the gap between the stopper 26 and the car guide rail 10 is widened.

The second driving section 28 includes a moving piece 36 , a push-up spring 37 and an actuator 38 . The moving piece 36 is a portion that is held movably in the vertical direction by the guidance of the frame 29 . The moving piece 36 has a second slope 39 at its upper end. The second slope 39 is a plane parallel to the first slope 35 . The second slope 39 contacts the first slope 35 when the gap between the car guide rail 10 and the stopper 26 is widened. The moving piece 36 has a vertical surface extending downward from the stopper 26 side of the second slope 39 . The push-up spring 37 is arranged in contact with the lower end of the moving piece 36 . The central axis of the push-up spring 37 is oriented vertically. When the gap between the car guide rail 10 and the stopper 26 is widened, the push-up spring 37 is compressed. The actuator 38 is a part that changes the gap between the car guide rail 10 and the stopper 26 by moving the moving piece 36 in the vertical direction under the control of the control section 23 .

When widening the gap between the car guide rail 10 and the stopper 26 , the actuator 38 pushes down the moving piece 36 vertically against the elastic force of the push-up spring 37 . Due to the movement of the moving piece 36 , a space is created inside the frame 29 on the opposite side of the stopper 26 to the car guide rail 10 . The stopper 26 moves away from the car guide rail 10 by its own weight, for example. Alternatively, a magnet or the like may be provided in the stopper 26 and the moving piece 36 or the frame 29 to move the stopper 26 away from the car guide rail 10 by magnetic force.

FIG. 6 is a configuration diagram of the stopper unit 22 according to the first embodiment.
FIG. 6 shows a side view of the internal structure of the second driving section 28 .

When narrowing the gap between the car guide rail 10 and the stopper 26, the actuator 38 releases the moving piece 36 that has been pushed down. At this time, the push-up spring 37 pushes up the moving piece 36 in the vertical direction. The second slope 39 of the moving piece 36 contacts and slides the first slope 35 of the stopper 26 . The stopper 26 moves toward the car guide rail 10 while being pushed by the moving piece 36 and guided by the frame 29 . Before the stopper 26 contacts the car guide rail 10, the vertical surface of the stopper 26 on the opposite side of the car guide rail 10 and the vertical surface of the moving piece 36 come into contact with each other. As a result, movement of the stopper 26 away from the car guide rail 10 is restricted by the moving piece 36 . Therefore, even when a horizontal seismic load or the like is applied to the car 8 through the car guide rails 10, displacement of the car 8 is suppressed.

FIG. 7 is a top view of the stopper unit 22 according to Embodiment 1. FIG.
FIG. 7 shows a state in which the gap between the stopper 26 and the car guide rail 10 in each stopper unit 22 is narrowed.

Since each stopper unit 22 suppresses the displacement of the car 8 from three directions, ie, the front and rear sides and the left and right inner sides, the displacement of the car 8 in the horizontal plane is suppressed.

Next, an example of the operation of the elevator 1 during an earthquake will be described with reference to FIGS. 8 to 12. FIG.
FIG. 8 is a flow diagram showing an example of the operation of the elevator 1 according to Embodiment 1. FIG.
9 and 10 are diagrams showing examples of operation timings of the elevator 1 according to the first embodiment.
11 and 12 are top views of stopper unit 22 according to the first embodiment.

As shown in FIG. 8, when the seismic sensor 14 of the elevator 1 senses the occurrence of an earthquake, the seismic sensor 14 outputs a signal representing the sensing of an earthquake to the control panel 15 . At this time, the control panel 15 shifts the operation mode of the elevator 1 from normal operation to earthquake control operation. While the car 8 is running, the control panel 15 calculates the nearest floor on which the car 8 can stop. The control panel 15 outputs a control signal to the hoisting machine 6 so as to stop the car 8 at the calculated floor. Incidentally, when the car 8 is stopped on any floor, the control panel 15 causes the car 8 to wait on that floor.

The control unit 23 of the displacement suppressing device 18 refers to the storage unit 24 to obtain the stop position where the car 8 stops or the position of the restraining unit 13 closest to the stop position where the car 8 has already stopped. The control unit 23 calculates the relative position of the restraining unit 13 with respect to the car 8 stopped at the stop position. Command unit 25 of control unit 23 outputs command signals to first drive unit 27 and second drive unit 28 based on the calculated relative positions.

FIG. 9 shows an example of the operation of the elevator 1 when an earthquake occurs while the car 8 is running.

The seismic detector 14 senses the occurrence of an earthquake after the earthquake has occurred. The seismic detector 14 outputs a signal representing the sensing of an earthquake to the control panel 15 . The control panel 15 shifts the operation mode to an earthquake control operation. The control panel 15 starts decelerating the car 8 so as to move the car 8 to the nearest floor.

The first drive unit 27 moves the stopper 26 in the vertical direction to the relative position of the restraining unit 13 calculated by the control unit 23 as an operation based on the command signal from the command unit 25 . The second driving section 28 moves the stopper 26 so as to narrow the gap between the car guide rail 10 and the stopper 26 as an operation based on the command signal from the command section 25 .

After that, the car 8 stops at the nearest floor under the control of the control unit 23 . At this time, the first driving section 27 moves the stopper 26 to the relative position calculated by the control section 23 . At this relative position, the stopper 26 faces the restraining portion 13 of the car guide rail 10 . Further, the gap between the car guide rail 10 and the stopper 26 is narrowed by the second driving portion 28 .

After that, the main shock of the generated earthquake reaches the building 2 . At this time, the gap between the stopper 26 and the restricting portion 13 is narrowed. Therefore, even when a horizontal seismic load or the like is applied to the car 8 through the car guide rails 10, displacement of the car 8 is suppressed. Further, since the car guide rail 10 receives a reaction force from the car 8 at the constraining portion 13 that constrains horizontal displacement, the car guide rail 10 is less likely to bend due to the reaction force from the car 8 .

After that, the earthquake that occurred converges. Convergence of the earthquake is sensed by the seismic sensor 14, for example. The control unit 23 outputs a command signal for canceling the operation to the first driving unit 27 and the second driving unit 28 when the earthquake subsides. The first drive section 27 shifts to the standby state based on the command signal from the command section 25 . In the standby state, the first drive unit 27 maintains the relative position of the moved stopper 26 as it is until the occurrence of the next earthquake is sensed. The second drive section 28 moves the stopper 26 so as to widen the gap between the car guide rail 10 and the stopper 26 based on the command signal from the command section 25 .

Thereafter, the control panel 15 returns the operation mode to normal operation unless an abnormality occurs in the elevator 1, such as when the sensed seismic tremor is smaller than a preset threshold value.

FIG. 10 shows an example of the operation of the elevator 1 when an earthquake occurs while the car 8 is stopped.

Even when the car 8 is stopped, the displacement suppressing device 18 operates in the same way. That is, the first drive section 27 moves the stopper 26 in the vertical direction to the relative position of the restraining section 13 calculated by the control section 23 as an operation based on the command signal from the command section 25 . At this relative position, the stopper 26 faces the restraining portion 13 of the car guide rail 10 . The second driving section 28 moves the stopper 26 so as to narrow the gap between the car guide rail 10 and the stopper 26 as an operation based on the command signal from the command section 25 .

After that, the main shock of the generated earthquake reaches the building 2 . At this time, the gap between the stopper 26 and the restricting portion 13 is narrowed. Therefore, even when a horizontal seismic load or the like is applied to the car 8 through the car guide rails 10, displacement of the car 8 is suppressed. Further, since the car guide rail 10 receives a reaction force from the car 8 at the constraining portion 13 that constrains horizontal displacement, the car guide rail 10 is less likely to bend due to the reaction force from the car 8 .

After that, the earthquake that occurred converges. Control unit 23 outputs a command signal to first drive unit 27 and second drive unit 28 when the earthquake subsides. The first drive section 27 shifts to the standby state based on the command signal from the command section 25 . The second drive section 28 moves the stopper 26 so as to widen the gap between the car guide rail 10 and the stopper 26 based on the command signal from the command section 25 .

11 and 12 are top views of stopper unit 22 according to the first embodiment.

Here, when the car 8 and the guide rails are affected by shaking such as an earthquake before the gap between the car guide rails 10 and the stoppers 26 is narrowed, as shown in FIG. may come close to the car guide rail 10 . At this time, the stopper 26 of the stopper unit 22 comes into contact with the car guide rail 10 . Also in this case, the three stopper units 22 operate independently of each other, so that the stoppers 26 of the other two stopper units 22 move to positions close to the car guide rails 10 .

During this period, the relative positions of the car guide rails 10 and the car 8 fluctuate due to shaking caused by an earthquake or the like. Therefore, as shown in FIG. Move away from the guide rail 10. At this time, since the movement of the stopper 26 of the stopper unit 22 is not hindered by the car guide rail 10, the stopper 26 can move close to the car guide rail 10 to suppress the displacement. In this way, the displacement suppressing device 18 can place the car 8 at a normal position between the pair of car guide rails 10 without pushing back the car guide rails 10 with a large force by the stopper unit 22 or the like in an earthquake or the like. After that, the displacement suppressing device 18 suppresses the displacement of the car 8 at that position.

In addition, the displacement suppressing device 18 may be provided on the counterweight 9 which is an elevating body. At this time, the displacement suppressing device 18 provided on the counterweight 9 suppresses the displacement of the counterweight 9 by operating in the same manner as the displacement suppressing device 18 provided on the car 8 . In this case, the balance weight 9 may be connected to wiring for power supply to the displacement suppressing device 18 and signal communication. Alternatively, the counterweight 9 may be equipped with a battery or the like that supplies power to the displacement suppression device 18 . The displacement restraint device 18 may also be powered and signaled, for example, wirelessly.

Also, the restraining portion 13 of the guide rail may be a portion to which a connecting frame that horizontally connects a pair of guide rails is attached, for example. A connecting frame is a device that increases the rigidity of a pair of guide rails. The connection frame may be a frame that collectively connects two pairs of guide rails, that is, the pair of car guide rails 10 and the pair of counterweight guide rails 11 . At this time, the connection frame is, for example, a frame that surrounds the car 8 and the counterweight 9 in the horizontal projection plane when the hoistway 3 is viewed from the vertical direction.

As described above, the displacement suppressing device 18 according to Embodiment 1 includes the stopper unit 22 . The stopper unit 22 is provided on the lifting body. The lifting body travels along the guide rails. The guide rail has a plurality of restraining portions 13 . The elevator stops at one of a plurality of stop positions during normal operation. The stopper unit 22 includes a stopper 26 , a first driving section 27 and a second driving section 28 . The stopper 26 faces the guide rail. The first drive unit 27 moves the relative position of the stopper 26 with respect to the elevator in the traveling direction of the elevator. The first driving portion 27 causes the stopper 26 to face one of the restraining portions 13 . The second driving section 28 changes the gap between the guide rail and the stopper 26 by moving the stopper 26 . The second driving section 28 suppresses the displacement of the lifting body by a stopper 26 narrowing the gap with one of the restraining sections 13 .

In such a configuration, the stopper 26, whose gap with the guide rail is narrowed by the second driving section 28, suppresses displacement of the car 8 through the guide rail when a horizontal seismic load or the like is applied. At this time, the stopper 26 is moved to a relative position facing the restraining portion 13 by the first driving portion 27 . Since the guide rail receives a reaction force from the car 8 at the constraining portion 13 where displacement in the horizontal direction is constrained, the reaction force from the car 8 does not easily bend the guide rail. Further, since the first driving portion 27 can move the relative position of the stopper 26 in accordance with the restraining portion 13, the arrangement of the restraining portion 13 is not restricted by the stop position of the elevator. In addition, the stopper 26 whose gap with the guide rail is widened by the second moving part hardly interferes with the travel of the elevator and the movement of the relative position of the stopper 26 with respect to the elevator. The second driving section 28 may have an actuator that directly moves the stopper 26 in the horizontal direction, for example.

Further, the first driving section 27 starts moving the stopper 26 to a relative position facing any of the restraining sections 13 when the occurrence of an earthquake is detected in the elevator 1 .

In such a configuration, the first driving section 27 operates when it is necessary to suppress displacement of the relative position. Therefore, the energy for driving the first driving section 27 is saved.

After the earthquake sensed in the elevator 1 has subsided, the first drive unit 27 senses the occurrence of the next earthquake in the elevator 1 at the relative position to which the stopper 26 was moved when the earthquake occurred. Stopper 26 is made to stand by until it is finished.

In such a configuration, the first driving section 27 causes the stopper 26 to stand by at the relative position to which it was moved when the previous earthquake occurred. In the building 2, the structure of each floor is often similar. Therefore, the relative position of the restraining part 13 closest to the stop position with respect to the elevator stopped at the stop position is often similar on each floor. That is, the relative position of the stopper 26 when the previous earthquake occurred is often close to the relative position to which the first driving section 27 moves in the next earthquake. Therefore, there is a high possibility that the moving distance of the stopper 26 will be short when the next earthquake occurs. As a result, the displacement suppressing device 18 can more quickly exhibit the effect of suppressing the displacement of the lifting body.

Also, the stopper 26 has a first slope 35 on the opposite side of the guide rail, which is inclined with respect to the surface of the guide rail. The second driving section 28 has a moving piece 36 . The moving piece 36 has a second slope 39 in contact with the first slope 35 and parallel to the first slope 35 . The second drive unit 28 changes the gap between the guide rail and the stopper 26 by moving the moving piece 36 in the moving direction of the elevator and sliding the first slope 35 with respect to the second slope 39 .

In such a configuration, the stroke of the actuator 38 or the like in the second drive section 28 can be directed vertically, so the size of the second drive section 28 in the horizontal direction can be made compact. Therefore, the stopper unit 22 can be accommodated in the vertical column 21 or the like.

Further, the second driving section 28 narrows the gap between the guide rail and the stopper 26 when an earthquake is detected in the elevator 1 .

In such a configuration, the second driving section 28 operates when it is necessary to suppress displacement of the relative position. Therefore, the energy for driving the second driving section 28 is saved. In addition, since the gap between the guide rail and the stopper 26 is widened during normal operation, travel of the elevator and movement of the relative position of the stopper 26 with respect to the elevator are less likely to be hindered.

Further, the displacement suppressing device 18 includes three stopper units 22 . The three stopper units 22 operate independently of each other. In one of the three stopper units 22, the stopper 26 faces the front surface of the guide rail. In the other one of the three stopper units 22, the stopper 26 faces the rear surface of the guide rail. In the remaining one of the three stopper units 22, stoppers 26 face the left and right inner side surfaces of the guide rail.

In such a configuration, the displacement of the lifting body is suppressed from three directions by the guide rails. Thereby, suppression of displacement is performed more stably. In addition, since each stopper unit 22 operates independently, the car 8 can be placed at a normal position between the pair of guide rails without pushing back the guide rails with a large force by utilizing shaking due to an earthquake. Therefore, the size of each stopper unit 22 in the horizontal direction can be made compact. Therefore, the stopper unit 22 can be accommodated in the vertical column 21 or the like.

FIG. 13 is a diagram showing an example of operation timings of the elevator 1 according to the modification of the first embodiment. In this variant, the first drive unit 27 initiates the movement of the stopper 26 to the preset standby position after the earthquake sensed in the elevator 1 subsides. The standby position is a relative position preset based on the moving distance of the stopper 26 to the relative position facing the nearest restraining portion 13 among the plurality of restraining portions 13 at each stop position. The control unit 23 outputs a command signal for canceling the operation to the first driving unit 27 when the stopper 26 has moved to the standby position. The first drive section 27 shifts to the standby state based on the command signal from the command section 25 . In the standby state, the first drive unit 27 causes the stopper 26 to wait at the standby position until the occurrence of the next earthquake is detected in the elevator 1 . The standby position is set, for example, as follows. First, the moving distance that the first drive unit 27 moves the stopper 26 when the elevator stops at each stop position is calculated for each relative position with respect to the elevator. At this time, for example, the standby position is set to the relative position where the average value or the total value of the moving distances for each floor is minimized. Alternatively, for example, a relative position that minimizes the maximum value of the movement distance for each floor may be set as the standby position. Since the moving distance of the stopper 26 becomes smaller when the next earthquake occurs, the displacement suppressing device 18 can exhibit the effect of suppressing the displacement of the lifting body more quickly.

Next, an example of the hardware configuration of the displacement suppressing device 18 will be described with reference to FIG. 14 .
FIG. 14 is a hardware configuration diagram of main parts of the displacement suppressing device 18 according to the first embodiment.

Each function of the displacement suppression device 18 can be realized by a processing circuit. The processing circuitry comprises at least one processor 100a and at least one memory 100b. The processing circuitry may comprise at least one piece of dedicated hardware 200 in conjunction with or in place of processor 100a and memory 100b.

When the processing circuit includes the processor 100a and the memory 100b, each function of the displacement suppression device 18 is implemented by software, firmware, or a combination of software and firmware. At least one of software and firmware is written as a program. The program is stored in memory 100b. The processor 100a realizes each function of the displacement suppressing device 18 by reading and executing a program stored in the memory 100b.

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

Where the processing circuitry comprises dedicated hardware 200, the processing circuitry may be implemented, for example, in single circuits, multiple circuits, programmed processors, parallel programmed processors, ASICs, FPGAs, or combinations thereof.

Each function of the displacement suppression device 18 can be implemented by a processing circuit. Alternatively, each function of the displacement suppressing device 18 can be collectively realized by a processing circuit. A part of each function of the displacement suppressing device 18 may be realized by dedicated hardware 200 and the other part may be realized by software or firmware. Thus, the processing circuit implements each function of the displacement restraint device 18 with dedicated hardware 200, software, firmware, or a combination thereof.

Embodiment 2.
In the second embodiment, the differences from the example disclosed in the first embodiment will be described in detail. Any feature of the example disclosed in the first embodiment may be employed for features not described in the second embodiment.

When the car 8 is stopped, the position of the restraining part 13 closest to the stop position of the car 8 and the relative position of the restraining part 13 with respect to the car 8 are determined before the earthquake occurs. Therefore, every time the car 8 stops at the stop position even during normal operation, the first drive unit 27 moves the stopper 26 to a relative position corresponding to the stop position in advance. The effect of restraining the displacement of the car 8 is exhibited more quickly. In Embodiment 2, a configuration in which the first driving portion 27 moves the stopper 26 in normal operation in this manner will be described.

FIG. 15 is a flow diagram showing an example of the operation of the elevator 1 according to Embodiment 2. FIG.

In normal operation, the control panel 15 calculates the next floor to which the running car 8 will stop, based on, for example, call information to which the car 8 is to respond.

The control unit 23 of the displacement suppressing device 18 refers to the storage unit 24 to acquire the position of the restraining unit 13 closest to the stop position where the car 8 stops. The control unit 23 calculates the relative position of the restraining unit 13 with respect to the car 8 stopped at the stop position. The command unit 25 of the control unit 23 outputs a command signal to the first drive unit 27 based on the calculated relative position and the like when the car 8 stops at the stop position. Also, the command section of the control section 23 outputs a command signal to the second drive section 28 when the earthquake detector 14 senses the occurrence of an earthquake.

FIG. 16 is a diagram showing an example of operation timings of the elevator 1 according to the second embodiment.
FIG. 16 shows an example of the operation of elevator 1 when an earthquake occurs after car 8 has stopped.

The command unit 25 outputs a command signal to the first drive unit 27 when starting deceleration of the car 8 so that the control panel 15 stops the car 8 at the stop position in normal operation. The first drive unit 27 moves the stopper 26 in the vertical direction to the relative position of the restraining unit 13 calculated by the control unit 23 as an operation based on the command signal from the command unit 25 . After that, the car 8 stops at the stop position. At this time, the first driving section 27 moves the stopper 26 to the relative position calculated by the control section 23 .

After that, the seismic detector 14 senses the occurrence of an earthquake after the earthquake has occurred. The seismic detector 14 outputs a signal representing the sensing of an earthquake to the control panel 15 . The control panel 15 shifts the operation mode to an earthquake control operation. Command unit 25 outputs a command signal to second drive unit 28 . The second driving section 28 moves the stopper 26 so as to narrow the gap between the car guide rail 10 and the stopper 26 as an operation based on the command signal from the command section 25 .

After that, the main shock of the generated earthquake reaches the building 2 . At this time, the gap between the stopper 26 and the restricting portion 13 is narrowed. Therefore, even when a horizontal seismic load or the like is applied to the car 8 through the car guide rails 10, displacement of the car 8 is suppressed. Further, since the car guide rail 10 receives a reaction force from the car 8 at the constraining portion 13 that constrains horizontal displacement, the car guide rail 10 is less likely to bend due to the reaction force from the car 8 .

After that, the earthquake that occurred converges. The control unit 23 outputs a command signal for canceling the operation to the first driving unit 27 and the second driving unit 28 when the earthquake subsides.

As described above, the first driving portion 27 of the displacement suppressing device 18 according to Embodiment 2 faces any restraint portion 13 when the lifting body stops at any stop position during normal operation. The stopper 26 is moved to the relative position where

In such a configuration, every time the lifting body stops at the stop position even during normal operation, the first driving section 27 moves the stopper 26 to a relative position corresponding to the stop position in advance. As a result, the effect of suppressing the displacement of the lifting body when the occurrence of an earthquake is sensed is exhibited more quickly. Note that the first drive unit 27 may start moving the stopper 26 before the elevator decelerates. Alternatively, the first driving section 27 may start moving the stopper 26 after the lifting body stops.

Embodiment 3.
In the third embodiment, points different from the examples disclosed in the first or second embodiment will be described in detail. For features not described in the third embodiment, features of any of the examples disclosed in the first embodiment or the second embodiment may be employed.

Even when the car 8 is running, if an earthquake were to occur, the stop position at which the car 8 would be stopped, the position of the restraint part 13 closest to the stop position, and the relative position of the restraint part 13 with respect to the car 8 are: , can be calculated before an earthquake occurs. Therefore, even in normal operation, the first drive unit 27 constantly moves the stopper 26 to a relative position corresponding to the stop position in advance, thereby suppressing the displacement of the car 8 when the occurrence of an earthquake is detected. manifest more quickly. In Embodiment 3, a configuration in which the first driving section 27 always moves the stopper 26 in normal operation will be described.

FIG. 17 is a diagram showing an example of operation timings of the elevator 1 according to the third embodiment.

In normal operation, the control panel 15 calculates the nearest floor to stop the car 8 in the event of an earthquake, based on the position and speed of the car 8, for example.

The control unit 23 of the displacement suppressing device 18 refers to the storage unit 24 to acquire the position of the restraining unit 13 closest to the stop position where the car 8 stops. The control unit 23 calculates the relative position of the restraining unit 13 with respect to the car 8 stopped at the stop position. For example, when the calculated relative position changes, the command section 25 of the control section 23 outputs a command signal to the first drive section 27 . The command unit 25 constantly outputs a command signal to the first drive unit 27 regardless of whether or not the occurrence of an earthquake is detected. The first drive unit 27 moves the stopper 26 in the vertical direction to the relative position of the restraining unit 13 calculated by the control unit 23 as an operation based on the command signal from the command unit 25 .

The seismic detector 14 senses the occurrence of an earthquake after the earthquake has occurred. The seismic detector 14 outputs a signal representing the sensing of an earthquake to the control panel 15 . The control panel 15 shifts the operation mode to an earthquake control operation. Command unit 25 outputs a command signal to second drive unit 28 . The second driving section 28 moves the stopper 26 so as to narrow the gap between the car guide rail 10 and the stopper 26 as an operation based on the command signal from the command section 25 .

After that, the main shock of the generated earthquake reaches the building 2 . At this time, the gap between the stopper 26 and the restricting portion 13 is narrowed. Therefore, even when a horizontal seismic load or the like is applied to the car 8 through the car guide rails 10, displacement of the car 8 is suppressed. Further, since the car guide rail 10 receives a reaction force from the car 8 at the constraining portion 13 that constrains horizontal displacement, the car guide rail 10 is less likely to bend due to the reaction force from the car 8 .

After that, the earthquake that occurred converges. The control unit 23 outputs a command signal for canceling the operation to the second driving unit 28 when the earthquake subsides.

As described above, the first drive unit 27 of the displacement suppressing device 18 according to the third embodiment is set to the relative position corresponding to the current position of the elevator while the elevator is running in normal operation. Move the stopper 26 . Here, the relative position to which the stopper 26 is moved is determined so that the moving distance of the stopper 26 to the relative position facing the closest restraining portion 13 among the plurality of restraining portions 13 when the lifting body stops from the current position is the smallest. is a relative position.

With such a configuration, the first drive unit 27 always moves the stopper 26 in advance to a relative position corresponding to the current position of the elevator even during normal operation. As a result, the effect of suppressing the displacement of the lifting body when the occurrence of an earthquake is sensed is exhibited more quickly. At this time, the displacement of the elevator can be more effectively suppressed even in an epicenter earthquake where the time from the detection of the occurrence of the earthquake to the arrival of the main shock is short.

Embodiment 4.
In the fourth embodiment, the differences from the examples disclosed in the first to third embodiments will be described in particular detail. Any of the features disclosed in the first to third embodiments may be employed for features not described in the fourth embodiment.

If the gap between the car guide rails 10 and the stoppers 26 is narrowed even during normal operation, the effect of suppressing the displacement of the car 8 when an earthquake is detected will be exhibited more quickly. On the other hand, if the stoppers 26 come into contact with the car guide rails 10, there is a possibility that the running of the car 8 will be hindered. At this time, by measuring the gap between the car guide rail 10 and the stopper 26, the gap can be adjusted so that the car 8 is not hindered. In Embodiment 4, a configuration for measuring and adjusting the gap between the car guide rail 10 and the stopper 26 in this way will be described.

18 and 19 are top views of stopper unit 22 according to the fourth embodiment.

As shown in FIG. 18 , the displacement suppression device 18 includes a measuring section 40 . The measuring part 40 is a part that measures the gap between the car guide rail 10 and the stopper 26 . In this example, the measurement unit 40 includes a sensor that measures the gap in the front-rear direction and a sensor that measures the gap in the left-right direction. The measurement unit 40 measures the gap between one of the front and rear surfaces of the car guide rail 10 and the stopper 26 facing the front and rear surfaces of the car guide rail 10 and the other front or rear surface of the car guide rail 10 and the corresponding surface. You may calculate the clearance with the stopper 26 which opposes. The measurement unit 40 measures the gap using, for example, a non-contact distance sensor. Note that the measuring section 40 may include individual sensors corresponding to the respective stopper units 22 on a one-to-one basis.

The storage unit 24 of the control unit 23 stores the first threshold and the second threshold. The first threshold is a preset threshold for the gap between the car guide rail 10 and the stopper 26 so as to prevent contact between the car guide rail 10 and the stopper 26 . The second threshold is a preset threshold for the gap between the car guide rail 10 and the stopper 26 so as to suppress displacement of the car 8 . The value of the second threshold is greater than or equal to the value of the first threshold.

In each stopper unit 22, the second drive 28 has an actuator 41 that directly moves the stopper 26 in the horizontal direction. The gap between the car guide rail 10 and the stopper 26 is adjusted by the actuator 41 of the second driving section 28, for example. The configuration of the second driving section 28 may be the same as the configuration shown in the first embodiment or the like.

Next, an example of the operation of the displacement suppressing device 18 will be described with reference to FIG. 19 .

During normal operation, the gap between the car guide rail 10 and the stopper 26 is narrowed by the second driving section 28 . Here, during normal operation, the gap between the car guide rail 10 and the stopper 26 may fluctuate due to vibrations accompanying travel of the car 8 and the like. When the measurement unit 40 measures a gap smaller than the first threshold, the second driving unit 28 widens the gap between the car guide rail 10 and the stopper 26 by using the actuator 41 or the like. This avoids contact between the car guide rails 10 and the stoppers 26 . Further, when the gap larger than the second threshold value is measured by the measuring unit 40, the second driving unit 28 narrows the gap between the car guide rail 10 and the stopper 26 by using the actuator 41, for example. As a result, the gap between the car guide rail 10 and the stopper 26 that can suppress the displacement of the car 8 is maintained during normal operation.

On the other hand, in the earthquake control operation, the second drive unit 28 keeps the gap between the guide rail and the stopper 26 narrow in the car 8 regardless of the measurement by the measurement unit 40 . As a result, the displacement of the car 8 due to shaking of an earthquake or the like is suppressed through the car guide rails 10 .

As described above, the displacement suppressing device 18 according to Embodiment 4 includes the measuring section 40 . A measuring unit 40 measures the gap between the guide rail and the stopper 26 . The second drive unit 28 widens the gap between the guide rail and the stopper 26 when the gap measured by the measurement unit 40 is smaller than a preset first threshold during normal operation. When the occurrence of an earthquake is detected in the elevator 1, the second drive unit 28 adjusts the position of the stopper 26 with the narrowed gap to the guide rail regardless of the size of the gap measured by the measuring unit 40. maintain.

In such a configuration, the clearance is adjusted during normal operation based on the measurement result of the clearance between the guide rail and the stopper 26 so that the traveling of the elevator is not hindered. As a result, the gap between the guide rail and the stopper 26 can be narrowed in advance even during normal operation. Therefore, the effect of suppressing the displacement of the lifting body when the occurrence of an earthquake is sensed is exhibited more quickly.

A displacement suppressing device according to the present disclosure can be applied to an elevator body.

1 elevator 2 building 3 hoistway 4 machine room 5 pit 6 hoisting machine 7 main rope 8 car 9 counterweight 10 car guide rail 11 counterweight guide rail 12 bracket 13 restraint , 14 seismic detector, 15 control panel, 16 car frame, 17 guide shoe, 18 displacement control device, 19 upper beam, 20 lower beam, 21 vertical pillar, 22 stopper unit, 23 control section, 24 storage section, 25 command section . 38 actuator, 39 second slope, 40 measurement unit, 41 actuator, 100a processor, 100b memory, 200 dedicated hardware

Claims (10)

A stopper unit provided in an elevator body that travels along a guide rail having a plurality of restraint portions and stops at one of a plurality of stop positions during normal operation,
The stopper unit is
a stopper facing the guide rail;
a first driving unit that moves the relative position of the stopper with respect to the elevator in the traveling direction of the elevator and causes the stopper to face one of the plurality of restraint units;
a second driving unit that changes the gap between the guide rail and the stopper by moving the stopper, and suppresses displacement of the elevator by the stopper that narrows the gap with any one of the plurality of restraint units;
A displacement suppressing device for a lifting body of an elevator, comprising: 2. The elevator according to claim 1, wherein the first drive unit starts moving the stopper to a relative position facing one of the plurality of restraint units when an earthquake is detected in the elevator. A device for suppressing displacement of a lifting body. After the earthquake sensed in the elevator converges, the first driving unit senses the occurrence of the next earthquake in the elevator at the relative position to which the stopper was moved when the earthquake occurred. 3. The apparatus for suppressing displacement of a lifting body of an elevator according to claim 2, wherein the stopper is kept on standby until. The first drive unit moves the stopper to a relative position facing the nearest restraint of the plurality of restraints at each of the plurality of stop positions after the earthquake sensed in the elevator converges. 3. The apparatus for suppressing displacement of a lifting body of an elevator according to claim 2, wherein the stopper stands by at a standby position preset based on the distance until occurrence of the next earthquake is sensed in the elevator. 2. The first drive unit moves the stopper to a relative position facing one of the plurality of restraint units when the elevator stops at one of the plurality of stop positions during normal operation. 2. A displacement suppressing device for an elevator lifting body according to 1. The first drive unit is positioned so as to face the closest restraint unit among the plurality of restraint units when the lift unit stops from its current position while the lift unit is traveling during normal operation. 2. The apparatus for suppressing displacement of a lifting body of an elevator according to claim 1, wherein the stopper is moved to a relative position in which the moving distance of the stopper to and from the stopper is the smallest. the stopper has a first slope on the opposite side of the guide rail that is inclined with respect to the surface of the guide rail;
The second driving section includes a moving piece having a second slope that is in contact with the first slope and parallel to the first slope, and moves the moving piece in a moving direction of the elevator to move the first slope. The apparatus for suppressing displacement of the elevator body according to any one of claims 1 to 6, wherein a gap between the guide rail and the stopper is changed by sliding the second slope. The elevator lifting body according to any one of claims 1 to 7, wherein the second drive unit narrows the gap between the guide rail and the stopper when an earthquake is detected in the elevator. Displacement suppressor. a measuring unit for measuring the gap between the guide rail and the stopper,
The second driving unit expands the gap between the guide rail and the stopper when the gap measured by the measuring unit is smaller than a preset threshold value in normal operation, and when an earthquake is detected in the elevator. 8. The elevator according to any one of claims 1 to 7, wherein the position of the stopper is maintained in a state where the gap with the guide rail is narrowed regardless of the size of the gap measured by the measuring unit. displacement suppressing device for the lifting body. Equipped with three stopper units that operate independently of each other,
In one of the three stopper units, the stopper faces the front surface of the guide rail,
In another one of the three stopper units, the stopper faces the rear surface of the guide rail,
The displacement of the elevator lifting body according to any one of claims 1 to 8, wherein in the remaining one of the three stopper units, the stopper faces left and right inner side surfaces of the guide rail. suppressor.

Images