JP2616527B2 - Elevator device and control method thereof - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an elevator apparatus and a control method thereof, and more particularly to an elevator apparatus capable of reducing a lateral displacement of a car and a control method thereof.

[0002]

2. Description of the Related Art As a conventional elevator apparatus, a change in a gap between a vertical reference line and a car is detected by a sensor, and the attraction force of an electromagnet arranged opposite to a guide rail is controlled to move the car in the vertical direction. For example, Japanese Patent Application Laid-Open No. 63-87482 discloses a guide device that moves up and down along a reference line to improve the riding comfort by eliminating the lateral movement of the car.

[0003]

In the above-mentioned prior art, since the guide load acting on the car, such as the eccentric load and the lateral vibration due to the bending of the guide rail, is reduced by one guide device, the guide device is large. There is a problem that no consideration is given to the form and the loss of the guidance function due to a power failure during traveling.

[0004] It is an object of the present invention to provide an elevator apparatus capable of reducing the size of a guide device.

Another object of the present invention is to provide an elevator apparatus capable of reducing external force acting on a car with low power consumption.

It is still another object of the present invention to provide an elevator apparatus capable of providing guidance without giving a shock to a car even when a power failure occurs during traveling.

[0007]

Means for Solving the Problems The object of the present invention, moth
The guide device that guides the car along the
The elevator device provided in the car, wherein the guide device
Is always attached to the guide rail mounted on the car.
A contact-type guide device for guiding the car by touching the car;
Is fixed to the car and faces the guide rail without contact
This is achieved by a non-contact type guide device that guides the car .

[0008]

As described above, since the guide load acting on the car is shared between the contact type and the non-contact type guide device as described above, each of the guide devices is reduced in size, and the entire guide device is reduced in size. be able to. Further, since the non-contact type guide device is operated exclusively for the unbalanced load, the control thereof is simple and the power consumption is reduced. Further, at the time of a power failure during traveling, guidance can be continuously provided by the contact type guidance device, so that the guidance function of the car is not lost.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to FIGS. The elevator car 1 includes a car frame 2 formed in a rectangular shape, a car room 3 supported by the car frame 2 and having an entrance 3a, and guide devices 4 attached to the upper, lower, left and right sides of the car frame 2. 5, 6, and 7. The car 1 is suspended by being connected to one end of a rope 9 via a connector 8 penetrating the upper beam of the car frame 2. The rope 9 is wound around a drive sheave 10 of a hoisting machine installed in a machine room (not shown) at the top of the hoistway, and a balance weight 11 is connected to the other end. The guide devices 4, 5, 6, and 7 have two types of guide devices having different frequency characteristics to be reduced, that is, a first guide device 12 and a second guide device 13, respectively. Second guiding device 1
2 and 13 are engaged with a pair of guide rails 14A and 14B erected in the hoistway to guide the car 1 so as to be movable only in the vertical direction. The hanging center of the car 1 is
The car 1 is biased toward the counterweight 11 with respect to the center of gravity W, and an eccentric load is generated in the car 1, and the upper side of the car 1 falls in the direction A of the entrance 3a around the center of gravity W (FIG. 2).

Incidentally, the first guide device 12 is a contact type guide device, and three guide elements facing the three guide surfaces 14a to 14c of the guide rail 14, respectively, that is, the guide rail 14 is used for the car. A pair of guide rollers 15a and 15b sandwiched from a direction along the depth direction, and the guide rails 14 from a direction perpendicular to the depth direction of the car;
(FIG. 3). The guide rollers 15a to 15c are respectively supported by support arms 16a.
To the supporting arms 16a to 16c.
The other end of c is rotatably supported by a bearing 17 on a mount 18 fixed to the car frame 2. The support arms 16a to 16c are connected to the guide rollers 15 with respect to the guide surfaces 14a, 14b and 14c of the guide rail 14.
support spring 2 which is an elastic member in the direction of pressing a to 15c
0a to 20c. This support spring 2
0a to 20c are support members 18a to 18a provided on the mounting base 18.
One end is connected to 18c, and it is attached to the other end penetrating the support arms 16a to 16c. If necessary, a vibration damper, a so-called damper, may be mounted in parallel with the support springs 20a to 20c. In addition, the supports 18a to 18
In c, displacement sensors 21 and 22 such as, for example, optical sensors and eddy current sensors, which oppose the support arms 16a to 16c via a minute gap, are installed. This displacement sensor 2
1 and 22 need not be provided on all the supports 18a to 18c as long as the directions and magnitudes of displacement of the guide devices 4 to 7 with respect to the guide rail 14 are known as described later.

On the other hand, the second guide device 13 is installed near the first guide device 12 having the above configuration. The second guide device 13 is a non-contact type guide device, and, like the guide rollers 15a and 15b, a pair of electromagnets 23 facing the three guide surfaces 14a to 14c of the guide rail 14 at an interval. , 24 and the pair of electromagnets 2
The electromagnets 25 to 25 have three guide elements consisting of electromagnets 25 which are orthogonal to the positions 3 and 24. Each of the electromagnets 23 to 25 has a Y-shaped yoke 26a to 26c,
It is composed of coils 27a to 27c and coils 28a to 28c wound around a to 26c. As shown in FIG. 4, these electromagnets 23 to 25 are controlled by one control device 29 to 32 as a set of electromagnets 23 and 24 facing each other in each of the guide devices 4 to 7. Guiding device 4
7, the electromagnets 25 in the upper guide devices 4 and 6 and the electromagnets 25 in the lower guide devices 5 and 7 form a set and are controlled by one control device 33 and 34, respectively.
The coils 28a to 28c of the guide devices 4 to 7 are connected to a DC power supply 35. Therefore, these electromagnetic
The stones 23 to 25 are connected to the second guide device 13 and the guide.
Generates force (suction force) to maintain a gap between rail 14
Control means 29 to 34 which will be described in detail later.
Is a means for changing the gap maintaining force, and this means
The attractive force of each of the electromagnets 23 to 25, in other words, the magnetic force.
Control to change the gap with the guide rail 14.
It is.

The yoke 26a, 26b is connected to the guide surface 14 of the guide roller 15a, 15b of the guide rail 14.
The two ends of the U-shaped legs are disposed so as to oppose the gaps a and 14b with a gap, and the yoke 26c is opposed to the guide surface 14c of the guide roller 15c with the ends of the U-shaped legs having a gap. The support 18
It is fixed on a~18 c. Configured like this
Three guide rollers 15a to 15c and three electromagnets 23
25 are three consecutive three of the guide rails 14, respectively.
Guiding force when traveling in the car facing the guide surfaces 14a to 14c
Are generated as three guide elements.

Next, an example of the operation when the car 1 guided by the first guide device 12 and the second guide device 13 having the above structure is raised and lowered will be described with reference to the guide device 6. When the drive sheave 10 of the hoist rotates, the car 1 is moved up and down via the rope 9. Now, when the suspension center is eccentric as shown in FIG. 2 with respect to the position W of the center of gravity of the car 1 (FIG. 2), the support spring 20a of the first guide device 12 shown in FIG. Spring 20b will extend. Therefore, the mounting base 18 approaches the guide rail 14, so that the support springs 20a and 20b are provided with the emergency stop provided on the mounting base 18 and the car 1 against an assumed eccentric load. A certain rigidity value is required so that a brake (not shown) or the like does not contact the guide surfaces 14a and 14b of the guide rail 14. As a result, if the guide rail 14 has a bend (bend at a joint between the guide rails) during traveling of the car 1, the guide rollers 15a and 15b are displaced by the amount of the bend displacement.
The lateral vibration force is a force corresponding to a force P = kr · Sr obtained by multiplying the relative displacement amount Sr between the guide rollers 15a and 15b and the mounting table 18 by a spring constant kr obtained by combining the spring constants of the support springs 20a and 20b. And transmitted to the car 1 to vibrate in the lateral direction.

Therefore, if the deflection-load characteristics of the support springs 20a and 20b are changed as shown in FIG.
Assuming that the spring constant kr is small in the amount of deflection −δ ₁ to + δ ₁ near the center set value of 2, the lateral vibration force P can be made sufficiently small, and some bending of the guide rail 14 can be tolerated. Become. For this purpose, the guide roller 15
It is necessary to reduce an eccentric load component due to eccentricity between the center of gravity position W and the suspension center among the guide loads received at a and 15b. Note that this eccentric load component is caused by the variation of the load load in the car 1 and the fluctuating load of the tail cord (not shown) connected to the car 1 without decentering the center of gravity position W and the suspension center. It also changes due to a change in the position W of the center of gravity of the car 1. Therefore, the eccentric load component of the guide load acting on the first guide device 12 is reduced by the second guide device 13. The direction of the eccentric load is shown in FIG.
, Or in the opposite direction, but it is necessary to reduce in both directions.
The electromagnets 23 and 24 arranged opposite the guide surfaces 14a and 14b of the guide rail 14 are operated. In the present embodiment, since the suspension center of the car 1 is eccentric with respect to the center of gravity W of the car 1, the guide load of one of the guide rollers 15a and 15b is always large. Therefore, if the unbalanced load component acting on the guide roller receiving the large guide load is reduced, the bias of the guide load acting on both guide rollers 15a and 15b can be prevented. Now, in FIG. 2, when an eccentric load that causes the car 1 to fall in the direction A is applied, the support spring 20a on the guide roller 15a side of the first guide device 12 is compressed. At this time, the yoke 26a of the electromagnet 23 of the second guide device 13 approaches the guide rail 14, and the yoke 26b tends to move away. The displacement of the gap with the guide rail 14 is detected by the change sensor 21, and the coil 27 b wound on the yoke 26 b which is going to be separated from the guide rail 14 is excited according to the amount of the displacement to change the coil 27 b to the yoke 26 b. That is, a suction force is generated, and a gap between the guide rail 14 is reduced. The reduction in the gap with the guide rail 14 means that the first guide device 12 is replaced with a reduced eccentric load acting on the car 1 and the overturn in the direction A is suppressed. Here, by energizing the coil 27a in the opposite direction to widen the gap between the yoke 26a and the guide rail 14, the uneven load can be reduced quickly.

From the above, the support spring of the first guide device 12
20a to 20c reduce lateral vibration acting on the car 1
And the electromagnets 23 to 25 of the second guide device 13
Is a means for maintaining the gap with the guide rail 14.
To reduce the unbalanced load acting on the car 1
It is. In addition, as shown in FIG. 7, when the amount of deflection of the spring is not less than the value δ2 which is appropriately determined, in order to prevent some of the components of the yoke 26 a and 26 b and the car 1 from contacting the guide rail 14. It is better to increase the support spring constant kr.

Next, the suspension center of the car 1 in the above embodiment is
Another effect caused by the deviation from the center of gravity position W will be described with reference to FIG.

In the conventional elevator apparatus, since the suspension center of the car 1 substantially coincides with the center of gravity W, the distance between the suspension center of the counterweight 11 and the suspension center of the car 1 is determined by the diameter of the drive sheave 10. A rope 9 that is larger than C and hangs down
In addition to the drive sheave 10, a deflecting wheel is used in order to adjust the distance.

On the other hand, in the above-described embodiment, the suspension center of the car 1 is positioned closer to the suspension center side of the counterweight 11, and the eccentric load caused by this is reduced by the second guide device 13. The distance C between the suspension center of the counterweight 11 and the suspension center of the car 1 can be reduced, and can be substantially the same as the diameter C of the drive sheave 10. As a result, a deflector can be dispensed with, and the installation space for the hoist can be reduced. further,
In the above embodiment, the angle C (the wrap angle) at which the rope 9 is wound around the drive sheave 10 is set by setting the distance C between the suspension center of the car 1 and the balance weight 11 substantially equal to the diameter C of the drive sheave 3. Rope 9 and drive sheave 1
The frictional force with 0 can be increased, and the car 1 can be stably moved up and down.

As described above, the weight 11 is balanced with the car 1.
It is particularly effective for a small elevator apparatus to make the distance C between the suspension centers of the drive sheave approximately equal to the diameter C of the drive sheave 3.

By controlling the attraction of the electromagnets 23 and 24, the offset load can be reduced. The control of the attraction force can be performed by controlling the current flowing through the coils 27a and 27b. The current control is performed by supporting springs 20a,
In other words, the support 18b and the support arm 16b
The control is performed based on a signal from the displacement sensor 21 that detects a change in the gap between the control signal and the control signal. Thereby, the guide roller 15
The control of equalizing the guide load can be performed by reducing the unbalanced load component acting on a and 15b.

Here, due to the unbalanced load, the guide roller 1
Assuming that the guide roller 15a (15b) has a larger guide load than the guide roller 5b (15a), this will be described with reference to FIG. First, the output voltage of the displacement sensor 21 attached to the support 18b in FIG.
When the gaps δa, δb of the electromagnets 23, 24 with respect to the left and right are equal to each other on the left and right, zero is set. The spring 20a (20
When the gap b) is extended and displaced in a direction in which the gap δb (δa) becomes smaller, a plus (minus) is set. In this state, the support spring 20a (2) of the guide roller 15a (15b)
0b) is compressed due to the unbalanced load, the gap δb (δ
a) becomes large, the output voltage of the displacement sensor 21 becomes negative and becomes smaller (larger) than the reference voltage 36,
The output voltage of the adder 37 becomes positive (negative), and the signal is supported by the current amplifier 38 so that the current flows in the direction of the output terminal 39a to the coil 27a to the coil 27b to the output terminal 39b. With this current, the attractive force of the pair of electromagnets 23 and 24 on the guide rail 7 can be controlled. This will be described specifically. The pair of electromagnets 23 and 24 are connected to each other by the guide rail 7 by a constant magnetic flux Φ _c generated by the coils 28 a and 28 b connected to the DC power supply 35.
And there is an equilibrium point near the unstable but equal gaps δa, δb. Under such a condition, if the gaps δa, δb become, for example, δa <δb due to the unbalanced load,
For example, the output voltage of the displacement sensor 21 installed facing the guide surface 14b of the guide rail 14 is equal to the reference voltage 36.
Smaller, indicating to the current amplifier 38 the direction and amount of output current. For example, when the output current i of the current amplifier 38 flows from the output terminal 39a in the direction of the arrow, the gap δb
The winding direction of each of the coils 27a and 27b is determined so that the magnetic flux of the coil increases and the magnetic flux of the gap δa decreases, and accordingly, the pair of electromagnets 2 depends on the magnitude and direction of the current.
It is possible to control the magnitude of the suction force and the suction direction on the guide rails 3 and 24. That is, the size of the suction force of the pair of electromagnets 23 and 24 of the above configuration, the magnetic flux output current i makes a [Phi _i, the magnetic flux [Phi _i the coil 2
| Φ _i | <| Φ _{c with} respect to the magnetic flux Φ _c generated by 8a and 28b
|, In the electromagnet 24, the coil 2
Flux [Phi _c of the magnetic flux [Phi _i make the 7b make the coil 28b
, The resultant magnetic flux becomes Φ _c + Φ _i . On the other hand, in the electromagnet 23, the magnetic flux Φ _i produced by the coil 27a subtracts the magnetic flux Φ _{c produced} by the coil 28a, so that the composite magnetic flux becomes Φ _c.
−Φ _i . As described above, the magnitude of the attraction force and the attraction direction of the pair of electromagnets 23 and 24 with respect to the guide rail 14 can be controlled by one current amplifier 38.
Control with a small current capacity becomes possible.

As described above, here, the displacement sensor 2
1, 22, control devices 29 to 32 including a current amplifier 38,
Electromagnets 23 to 25 are connected to the second guiding device 13 and the
It is a means for changing the gap maintaining force between the guide rails 14.
You. Further, the second guide device 13 and the guide rail
Another embodiment of the means for varying the gap maintaining force between the 14 is
It will be described later with reference to FIGS. Incidentally, the coil 28a constituting the constant magnetic flux generating unit has been energized to perform DC excitation of 28b in one of the DC power source, as shown in FIG. 4, each coil 28a of the guiding device 4 to 7, 28b Is excited by the common DC power supply 35 to simplify the system.

In FIG. 6, the coils 28a and 28b of DC excitation are used as the constant magnetic flux generating section. However, as shown in FIG. 8, the constant magnetic flux generating section can be formed by using a permanent magnet. That is, the guide surfaces 14a, 1 of the guide rail 14
The pair of electromagnets 40a, 40b facing the upper side 4b are formed in a U-shape by permanent magnets 41a, 41b for generating a constant magnetic flux and yokes 42a, 42b and 43a, 43b joined to both ends thereof. Iron 42a, 42b and 43
coils 44a, 44b and 45a, 45b
And connected in series to form a variable magnetic flux generator. When no current flows through the coils 44a, 44b and 45a, 45b, the magnetic flux generated by the permanent magnets 41a, 41b causes the magnetic flux generated between the opposed yoke 42a, 42b end and 43a, 42b.
The magnetic poles of the permanent magnets 41a and 41b are opposite to each other so that the guide rail 14 located between the ends of the permanent magnets 43b flows as a part of the magnetic path. Electromagnet 4 having such a configuration
0a, 40b, the output terminal 39 of the current amplifier 38
a, 39b with the coils 44a, 44b and 45a, 4
5b, a pair of electromagnets 40a, 40b
Can be controlled.

FIG. 9 shows that the signal of the adder 37 is supplied to a positive / negative discriminating circuit 47 via a phase compensating circuit 49 to operate a positive voltage / current converter 48 (negative voltage / current converter 49). The current corresponding to the output voltage of the coil 27b
(27a) is excited to exert an attractive force, and the gap between the expanded electromagnet 24 (23) and the guide rail 14 is narrowed and returned to the original position, thereby reducing the unbalanced load acting on the guide roller 15a (15b). As described above, by supplying a current to the coil only when there is an unbalanced load and selecting one of the pair of coils 27a and 27b to control the exciting current, the power consumed by the system can be reduced.

In the above-described configuration, the output voltage of the displacement sensor 21 is set to zero when the left and right displacement amounts are equal, so that the adder 37 as well as the reference voltage 36 may be omitted. A bias current is applied to the positive voltage / current converter 48 and the negative voltage / current converter 49 so that the attraction force of the electromagnets 23 and 24 is constantly exerted.
Although it is conceivable to make the 24 operate differentially, the attraction force due to the bias current becomes an internal force between the pair of electromagnets 23 and 24, so that power is wasted.

FIG. 10 shows another example in which one of the pair of coils 27a and 27b is selected to control the exciting current and reduce the power consumption, and the positive and negative voltage signals of the phase compensator 46 are changed to positive and negative. A single current converter 50 for converting current is provided. One of the output terminals 50a and 50b of the current converter 50 is connected to the output terminals 50a and the coils 27a and 27b.
Between the diodes 51a and 51a, respectively.
The same effects as described above can be obtained by connecting the output terminal b in the opposite direction and connecting the output terminal 50b on the other side to the other terminal of each of the coils 27a and 27b to form the positive / negative discriminating circuit 51. In addition, one current converter 50 per guide device
It is economical because only one is needed. Note that other configurations are shown in FIG.
Is the same as

By the way, when controlling the pair of electromagnets, if the response speed of the attraction force is changed between when the car is moving up and down, that is, when the car is stopped, and when the car is stopped, the ride comfort is reduced for the following reasons. Good elevator equipment can be obtained.

Normally, when the car is stopped at the landing, the car rolls due to the reaction force caused by the passenger getting on and off. In order to reduce the roll, it is necessary to increase the support spring rigidity of the guide device to counteract it. But,
When the support spring rigidity of the guide device is increased, the car can easily follow the bending of the guide rail during traveling as described above, and this contributes to lateral vibration and reduces ride comfort. Therefore, it is desired to install the guide rail without bending, but there is a limit to this. On the other hand, the guide device may absorb the bending of the guide rail so that the lateral vibration due to the rail bending is not transmitted to the car, but this is to reduce the support spring rigidity of the guide device and increase the support spring rigidity. That would be contrary to what you want to do. The attraction force of the electromagnet is used to reduce both the roll of the car while stopped and the lateral vibration of the car as described above.
It is necessary to change the response speed of (magnetic force) . Therefore, in the embodiment of the present invention, by changing the response speed of the current flowing through the coil of the electromagnet constituting the magnetic guide device , the magnetic plan is changed.
It changes the response speed of the suction force (magnetic force) of the internal device . More specifically, when the car is stopped, the current response speed is made faster than during traveling so that the attraction force of the electromagnet quickly becomes a predetermined value, and when the car is traveling, the current response speed is increased. Is made slower than during stoppage so that the attraction force of the electromagnet gradually becomes a predetermined value. This magnet
Means for changing the response speed of the suction force of the guide device will be described with reference to FIG. The current flowing through the pair of coils of the electromagnet constituting the second guide device 52 is supplied to the current sensor 5.
Detected by 3, by feeding back the current amplifier 55 via a current feedback element 54, the response current, immediately
The response speed of the magnetic force can be increased, the gain of the current feedback element 54 can be reduced, and the output voltage of the current amplifier 55 can be detected by the voltage sensor 56 to operate the voltage feedback element 57, thereby improving the response of the current. , That is, the response speed of magnetic force
The degree can be slowed down. The current feedback element 54
The switching between the voltage feedback element 57 and the voltage feedback element 57 is performed by gradually increasing the gain of the voltage feedback element 57 while gradually decreasing the gain of the current feedback element 54 by the interlocking variable resistors 58a and 58b. Sudden change can be eliminated.

As described above, by using the current feedback system or the voltage feedback system as the feedback system of the current amplifier 55, the response speed of the electromagnet can be switched in response to the current response speed. The first to reduce the supporting spring rigidity
The guide device reduces lateral vibration force, and at the time of a stop, mainly reduces the unbalanced load by the attraction force of the electromagnet switched to increase the response speed of current. it can.

If the response speed of the above-mentioned suction force is changed so as to decrease as the traveling speed increases when the car is traveling and increase as the traveling speed decreases, fine control can be performed. I can do it.

Further, as another method, a current amplifier 55
Of the current feedback method or the voltage feedback method, the gain element 60 of the displacement sensor 59 for detecting the deflection of the support spring of the guide device or the relative displacement between the second guide device 46 and the guide rail, and the phase of the current. The response speed of the current can be switched by setting the gain of the compensating element 61 higher while the car is stopped than during traveling. The switching of the current response speed can also be performed by switching the gain of the gain element 63 of the speed sensor 62 provided in parallel with the displacement sensor 59.

Further, the absolute acceleration of the car is detected by the acceleration sensor 64, the gain of the gain element 65 is switched, and the output signal of the acceleration sensor 64 is converted into a speed signal by the integrator 66. By switching the gain, the response speed of the current can be switched.

As the second non-contact type guide device of the above embodiment, an example using an electromagnet has been described. For example, the device operates when an eccentric load acts on the contact type guide device to reduce the eccentric load. It is not limited to a non-contact type electromagnet as long as it can be reduced. In the above embodiment, the pair of electromagnets 23 and 24 of the second guide devices 13 and 46 in each of the guide devices 4 to 7 is described, but the electromagnets in each of the guide devices 4 to 7 shown in FIG. 25, guide rail 14
With respect to the electromagnets 25 facing in the direction between A and 14B, the same control is performed by pairing them, so that
The displacement of the car in the direction between the guide rails 14A and 14B can be reduced. However, in some cases, the electromagnet 25 may be omitted from each of the guide devices 4 to 7.

Further, in the above-described embodiment, a contact type guide device using a guide roller has been described as the first guide device 12, but as shown in FIGS. 12 and 13, a guide slide is used instead of the guide roller. As a contact type guide device using a moving element,
It is possible to reduce the unbalanced load component similarly to the guide roller. In FIG. 12, the guide slider 71 of the guide device 70 which engages with the three guide surfaces of the guide rail 14 from three sides is formed in a U-shape, and rubber rubbers 72a and 72b as elastic bodies are provided on the outer surface thereof. The mounting frame 73 is fixed to the mounting frame 73, and the mounting frame 73 is mounted on the car, so that a contact-type first guiding device that is always in contact with the guide rail 14 is obtained.

In such a contact type guide device 70, as shown in FIG. 13, the yoke 75a, 75b and the coil 7
6a, 76b and a second electromagnet composed of a pair of electromagnets.
By attaching the guide device 74 to the attachment frame 73, the same operation and effect as in the above embodiment can be achieved.

As described above, according to the embodiment of the present invention, the two types of guide devices share and reduce the guide load acting on the car. The mounting area on the car can be reduced. In addition, since one of the guide devices is operated exclusively for the unbalanced load, the control is simple and power consumption is reduced. Furthermore, even if a power failure occurs during traveling and one guide function of the guide device is lost, the car is guided by the guide device that is constantly in contact with the other guide rail, so that the constituent members of the car are Direct contact with the guide rail can be prevented.

[0037]

As described above, according to the present invention, the size of the guide device can be reduced, the guide load acting on the car can be reduced with low power consumption, and the car can be impacted by a power failure during traveling. It is possible to obtain an elevator device that can guide without giving.

[Brief description of the drawings]

FIG. 1 is a schematic perspective view showing an embodiment of an elevator apparatus according to the present invention.

FIG. 2 is a schematic side view showing an embodiment of the elevator apparatus according to the present invention.

FIG. 3 is a schematic perspective view showing one embodiment of a guide device used for the elevator device according to the present invention.

FIG. 4 is a wiring block diagram of a guide device used in the elevator device according to the present invention.

FIG. 5 is a schematic view taken along line VV in FIG. 2;

FIG. 6 is a block diagram showing a control system of a guide device used in the elevator device according to the present invention.

FIG. 7 is a characteristic diagram showing a relationship between deflection of a support spring of a guide device used in the elevator device according to the present invention and spring force.

FIG. 8 is a block diagram showing another control system of the guide device used in the elevator device according to the present invention.

FIG. 9 is another block diagram showing still another control system of the guide device used in the elevator device according to the present invention.

FIG. 10 is a block diagram showing a control system of another guide device used in the elevator device according to the present invention.

FIG. 11 is a block diagram showing a control system of still another guide device used in the elevator device according to the present invention.

FIG. 12 is a schematic plan view showing another embodiment of the guide device used for the elevator device according to the present invention.

FIG. 13 is a schematic side view showing a combination of another embodiment of the guide device used in the elevator device according to the present invention.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Car, 4-5 ... Guide device, 12 ... First guide device, 13 ... Second guide device, 14 ... Guide rail, 15
a, 15b, 15c ... guide rollers, 23, 24, 25 ...
electromagnet.

Continued on the front page (72) Inventor Ichiro Nakamura 502 Kandachicho, Tsuchiura-shi, Ibaraki Pref. Machinery Research Laboratory, Hitachi, Ltd. Engineering Co., Ltd. (56) References JP-A-56-149965 (JP, A) JP-A-4-121387 (JP, A) JP-B-49-37381 (JP, B1) JP-B-40-8979 (JP-A) , Y1)

Claims (12)

(57) [Claims] 1. An elevator apparatus in which a guide device for guiding a car along a guide rail is provided in the car, wherein the guide device is attached to the car and constantly contacts the guide rail. And a non-contact type guide device fixed to the car and non-contacting the guide rail to guide the car. 2. An elevator apparatus in which a guide device for guiding a car along a guide rail is provided on the car, wherein the guide device is attached to the car and constantly comes into contact with the guide rail so that the car can be moved. A contact-type guide device that guides in a pair, and a non-contact type guide device that is fixed to the car and faces the guide rail in a non-contact manner and guides the car in a pair, comprising a means for reducing the lateral vibration force acting on <br/> the passenger cage to the contact-type guide device
Elevator apparatus, characterized in that the. 3. An elevator apparatus in which a guide device for guiding a car along a guide rail is provided on the car, wherein the guide device is attached to the car and constantly comes into contact with the guide rail to allow the car to contact the car. A contact-type guide device that guides in a pair, and a non-contact type guide device that is fixed to the car and faces the guide rail in a non-contact manner and guides the car in a pair, The non-contact type guide device
Comprising a means for reducing the offset load acting on the passenger cage to
Elevator apparatus, characterized in that the. In the elevator apparatus provided in the passenger cage a guide device for guiding the 4. ride along the guide rails basket, said guiding device, always in contact with the mounting et been pre Symbol guide rails on the passenger cage the A contact-type guide device configured to reduce a lateral vibration force transmitted to a car; and a non-contact type guide device fixed to the car and configured to share a guide load acting on the contact-type guide device. An elevator apparatus characterized by comprising: 5. The contact-type guide device includes a roller that is constantly in contact with the guide rail by an elastic member, and the non-contact-type guide device is fixed to the car and has a magnetic force with respect to the guide rail. The elevator apparatus according to claim 1, 2, 3, or 4, wherein the elevator apparatus is a magnetic type guide apparatus that generates a force. 6. An elevator apparatus in which a guide device for guiding a car along a guide rail is provided on the car, wherein the guide device is attached to the car and comes into contact with the guide rail to allow the car to contact the guide rail. A first guide device for guiding, a second guide device fixed to the car and guiding the car in a non-contact manner with the guide rail, and the guide rail of the second guide device; An elevator device provided with a means for changing a gap maintaining force of the elevator. 7. An elevator apparatus wherein a guide is attached to a car via an elastic member, and the guide is brought into contact with a guide rail to guide the elevator up and down. at a position adjacent to the child, the have respective gaps with a pair of electromagnets and fixed facing opposing sides in the depth direction of the passenger cage guide rails, and provided with a control Gosuru means a magnetic force of the pair of electromagnets An elevator apparatus characterized by the above-mentioned. 8. An elastic force guiding device for guiding a car to a guide rail via an elastic member, and a magnet fixed to the car and guiding the car to the guide rail via a magnetic force. An elevator apparatus comprising: a force guiding device; and means for changing a response speed of a magnetic force of the magnetic force guiding device. 9. Guide the traveling of the car along the guide rails
To the elevator system installed in the car
In this case, the above-mentioned guide device is constituted by two kinds of guide devices adjacent to each other.
Form, wherein the two guiding device the respective said guide rails of the continuous three guide surfaces pair direction to that at the time of the passenger cage travel
Elevator apparatus, characterized in that it comprises three guiding elements for generating the guiding force between the guide rails. 10. The two guide device for multiplication guiding the car relative to the guide rail provided on each said passenger cage, and is one of the guiding device means for reducing lateral vibrations acting on the passenger cage
And the other guide device has means for reducing the unbalanced load acting on the car. 11. A contact type guide device mounted on a car and guiding the car by constantly bringing a guide into contact with a guide rail, and the contact type guide device fixed to the car and opposed to the guide rail without contacting the guide rail. A non-contact type guide device for guiding the car, wherein the support spring rigidity of the non-contact type guide device is controlled so as to be smaller during traveling of the car than when the car is stopped. Control method of elevator device. 12. An elastic force guide device mounted on a car for guiding the car through an elastic member with respect to a guide rail, and an elastic force guide device fixed to the car and using a magnetic force on the guide rail. A magnetic force guiding device for guiding the car, wherein the response speed of the magnetic force of the magnetic force guiding device is controlled so as to be reduced during traveling as compared to when the car is stopped. Control method.