JPH09194162A - Prevention device for collision of counter weight - Google Patents

Abstract

PROBLEM TO BE SOLVED: To eliminate a fear of collision of a counter weight with a car from occurring. SOLUTION: The prevention device is provided with the rails 5 of an elevator counter weight(CWT) 14, which are provided for both the side walls 1 of a hoistway, and guide the up and down movement of the counter weight 14, and with conductive guide shoes 13 which allow the aforesaid counter weight 14 to be slid along the CWT rails 5, and feed a CWT signal to one of the CWT rails 5. Furthermore, a control part 15 is provided, which judges it as normal that the CWT signal is detected from the other one of the CWT rails 5, and judges it as abnormal that the CWT signal is not detected from the other one of the CWT rails 5 where the aforesaid conductive guide shoes 13 come off from each aforesaid CWT rail 5, and thereby outputs an elevator suspension command.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention automatically detects that an elevator counterweight (hereinafter referred to as "CWT") is disengaged from a CWT rail when an earthquake occurs, and stops the elevator to stop the elevator. The present invention relates to a counterweight collision prevention device that prevents a collision of a room.

[0002]

2. Description of the Related Art A conventional elevator system will be described with reference to FIGS. FIG.
[Fig. 6] is a view of the positional correlation between the conventional cab and CWT as viewed from the side. FIG. 20 is a view of the positional correlation between the conventional cab and the CWT seen from above. FIG. 21 shows the conventional cab and CWT when the guide shoe is disengaged from the CWT rail.
It is the figure which looked at the position correlation of from the side. FIG. 22 is a view of the positional correlation between the conventional cab and the CWT when the guide shoe is disengaged from the CWT rail, as viewed from above.

In FIGS. 19 and 21, 14 is a CWT.
(Balanced weight), 19 is a car room, and 23 is a rope that suspends the CWT 14 and the car room 19.

In FIGS. 20 and 22, the CWT 14 is guided by the CWT rail 5 by a CWT guide shoe 29. Further, the car room 19 is guided by a car rail 21 by a car guide shoe 21.

In normal times, as shown in FIGS. 19 and 20, the CWT 14 is guided by a CWT guide shoe 29 and is moved up and down along the CWT rail 5. Further, the car room 19 is guided by the car guide shoe 20 and moves up and down along the car rail 21.

When an earthquake occurs, the CWT 14 is shaken and the CW
The space between the T-rails 5 widens locally. In that case, as shown in FIG. 22, the CWT guide shoe 29 is disengaged from the CWT rail 5. If you continue running in this state, CWT1
There is a possibility that the clearance between the car 4 and the cab 19 disappears, and as shown in FIG. 21, the CWT 14 and the cab 19 collide.

Conventionally, there is seismic control operation, but it cannot be detected that the CWT guide shoe 29 is off the CWT rail 5. In addition, the seismic control operation is C because the nearest floor is stopped.
The WT 14 and the cab 19 may collide.

[0008]

In the conventional elevator system as described above, when an earthquake occurs, the CWT
14 may be shaken and the CWT guide shoe 29 may come off the CWT rail 5.
There is a problem that the WT 14 may collide with the cab 19.

At a site equipped with an earthquake detector, the elevator is stopped at the nearest floor upon sensing an earthquake, but there is a risk of collision before stopping at the nearest floor. If not, it cannot be prevented.

The present invention has been made to solve the above-mentioned problems, and it is an object of the present invention to provide a counterweight collision prevention device capable of preventing the possibility of collision between the CWT and the cab in the event of an earthquake. To aim.

[0011]

A counterweight collision prevention device according to the present invention is provided on both side walls of a hoistway, and is provided on both sides of a CWT rail for guiding the lifting of the counterweight and both sides of the counterweight. The balance weight is the CW
A conductive guide shoe that slides along the T-rail and a CWT signal is supplied to one CWT rail and the other CWT rail.
If the CWT signal is detected from the rail, it is determined to be normal, and if the CWT signal is not detected from the other CWT rail, it is determined that the conductive guide shoe is abnormal from the CWT rail, and an elevator stop command is issued. And a control unit for outputting.

Further, the counterweight collision prevention device according to the present invention is provided on both side walls of a hoistway, and is provided on both sides of the counterweight and a CWT rail for guiding the lifting and lowering of the counterweight. A guide shoe for sliding the counterweight along the CWT rail, a conductive brush provided on the counterweight so as to energize the CWT rail, and a CWT signal supplied to one CWT rail and the other CWT rail. If the CWT signal is detected from the rail, it is determined to be normal, and if the CWT signal is not detected from the other CWT rail, it is determined that the conductive guide shoe is abnormal from the CWT rail, and an elevator stop command is issued. And a control unit for outputting.

Further, the counterweight collision prevention device according to the present invention outputs an elevator stop command when the position where the cab is traveling is in the collision section based on the car position signal when the CWT signal is not detected. A control unit that outputs a nearest floor stop command when not in the collision section is provided.

Further, the counterweight collision prevention device according to the present invention outputs an elevator stop command when the position where the cab is traveling is in the collision section based on the car position signal when the CWT signal is not detected. When a call in the car room is registered, or when an operation button in the car room is pressed, a control unit is provided for traveling at a slow speed in the opposite direction and stopping at the nearest floor.

The counterweight collision prevention device according to the present invention further comprises a ripple analyzer for analyzing the state of the CWT signal detected from the other CWT rail and outputting the result.

Further, the counterweight collision preventing device according to the present invention is provided on both side walls of the hoistway, and is provided on the CWT rail for guiding the lifting of the counterweight and on the car side along the CWT rail. And a disengagement prevention plate.

[0017]

BEST MODE FOR CARRYING OUT THE INVENTION

Embodiment 1. Embodiment 1 of the present invention will be described with reference to FIGS. 1 to 5. 1 is a view of the entire configuration of a first embodiment of the present invention as seen from above. FIG. 2 is a diagram showing how the CWT rail according to the first embodiment is attached. FIG. 3 is a diagram showing an enlarged view of part A of FIG. FIG. 4 is a diagram showing the configuration of the control unit according to the first embodiment. FIG. 5 is a view of the entire configuration of the first embodiment viewed from above. In the drawings, the same reference numerals indicate the same or corresponding parts.

In FIG. 1, 1 is a hoistway wall, 4a and 4
b is a bracket, 5 is a CWT rail, 13 is a conductive guide shoe, and 14 is a CWT (counterweight). Further, 15 is a control unit installed in, for example, a machine room, and 16 is a signal processing unit having a power source. Note that the CWT 14 has 2
There is a book CWT rail 5, but one CWT as shown
Rail 5 is grounded and the other is not grounded.

In FIG. 2, the bracket 4a is attached to the hoistway wall 1 with anchor bolts 2 and nuts 3. Further, the CWT rail 5 is attached to the bracket 4a via a clip 6 with a nut 7 and a bolt 8.

In FIG. 3, although the procedure is not to be grounded, when mounting the bracket 4a, the anchor bolt 2
Is mounted so as not to come into contact with the bolt hole 9 of the bracket 4a, and the insulating washer 10 is inserted between the bracket 4a and the spring washer 11 for treatment.

In FIG. 4, 17 is a CWT signal and 18 is an elevator stop command.

In FIG. 5, the CWT 14 is guided on the CWT rail 5 by a CWT guide shoe 29. In addition, the car room 19 has a car rail 21 and a car guide shoe 2
Guided by 1.

As shown in FIG. 1, a signal current is supplied from a signal processing unit 16 having a power source between the grounded bracket 4b and the ungrounded bracket 4a. The signal current flows through the brackets 4a and 4b, the CWT rail 5, the conductive guide shoe 13, and the CWT 14, and is detected by the signal processing unit 16 as a signal. Hereinafter, this signal is referred to as a CWT signal 17.

The conductive guide shoe 13 is the CWT rail 5
When traveling along, the signal processing unit 16 can detect the CWT signal 17 and continue normal operation.

As shown in FIG. 5, when the conductive guide shoe 13 comes off the CWT rail 5 due to an earthquake or the like, the CWT signal 17 is interrupted. Thereby, the signal processing unit 16 detects an abnormality and issues an elevator stop command 18, stops the elevator, and prevents the CWT 14 and the cab 19 from colliding with each other. Thereby, it is possible to reliably detect that the conductive guide shoe 13 is disengaged from the CWT rail 5, and it is possible to prevent the damage from spreading.

Embodiment 2 FIG. The second embodiment of the present invention will be described with reference to FIG. FIG. 6 is a diagram showing a mounting portion of the bracket according to the second embodiment of the present invention and corresponds to FIG. The other structure is the same as that of the first embodiment.

Although the insulating washer 10 is used to insulate the bracket 4a in the first embodiment, it is difficult to mount the bolt 4 so that the bolt hole 9 and the anchor bolt 2 do not come into contact with each other. Insulation washer 1
2 is used so that the bracket 4a and the anchor bolt 2 do not come into contact with each other. The insulating method is not limited to the mounting portion of the bracket 4a, but may be the mounting portion of the clip 6.

Embodiment 3. A third embodiment of the present invention will be described with reference to FIG. FIG. 7 is a diagram showing the configuration of the control unit according to the third embodiment of the present invention. The other structure is the same as that of the first embodiment.

The CWT signal 17 of the above-mentioned first and second embodiments
Is supplied by the conductive guide shoe 13 coming into contact with the CWT rail 5, but the signal is not always continuous. Therefore, in the third embodiment, as shown in FIG. 7, a mask timer 22 is provided for the output of the CWT signal 17, and even if the CWT signal 17 is discontinuous, it is output continuously if the signal interruption time does not continue for a predetermined time. Is. As a result, the ripple due to the contact between the conductive guide shoe 13 and the CWT rail 5 does not affect the signal processing.

Fourth Embodiment A fourth embodiment of the present invention will be described with reference to FIGS. 8 to 10. FIG. 8 is a diagram showing a collision section according to the fourth embodiment of the present invention. FIG. 9 is a diagram showing the configuration of the control unit according to the fourth embodiment. FIG. 10 is a flowchart showing the operation of the control unit according to the fourth embodiment. The other structure is the same as that of the first embodiment.

Up to the third embodiment, the signal processing section 16
Detects that the CWT signal 17 has disappeared, it issues an elevator stop command 18 to stop the elevator, but this causes an earthquake and the conductive guide shoes 13
When comes off from CWT rail 5, the elevator stops,
If there are passengers in the car room 19, they will be confined in the car room 19.

Therefore, in the fourth embodiment, as shown in FIG. 8, a section where the CWT 14 and the cab 19 collide with each other when the conductive guide shoe 13 continues to run while being separated from the CWT rail 5 is defined as a collision section 24. Set. In addition, 2
5 is a hall.

When the CWT signal 17 is shut off for a predetermined time (step 40), it is judged whether the position where the car room 19 is traveling is in the collision section 24 (step 41). If there is, an elevator stop command 18 is issued to stop the elevator (step 42). If it is outside the collision section 24, the nearest floor stop command 27 is issued to stop at the nearest floor (step 4
3) It is to prevent passengers from being trapped in the cab 19 as much as possible.

Embodiment 5. Embodiment 5 of the present invention will be described with reference to FIGS. 11 and 12. FIG.
FIG. 1 is a diagram showing the configuration of the control unit according to the fifth embodiment. FIG. 12 is a flowchart showing the operation of the control unit according to the fifth embodiment. The other structure is the same as that of the first embodiment.

In the fourth embodiment, the conductive guide shoe 13 is suddenly stopped if the position separated from the CWT rail 5 is within the collision section 24, but at this time, if there is a passenger in the cab 19, it is trapped. Therefore, in this fifth embodiment, when the position where the conductive guide shoe 13 deviates from the CWT rail 5 is in the collision section 24 and the elevator suddenly stops, thereafter, the elevator travels at a slight speed in the opposite direction (steps 50 to 53), and the The passengers in the cab 19 are rescued by stopping at the floor (step 54).

Sixth Embodiment A sixth embodiment of the present invention will be described with reference to FIG. FIG. 13 is a flowchart showing the operation of the control unit according to the sixth embodiment of the present invention. The other structure is the same as that of the first embodiment.

In the fifth embodiment, if the position where the conductive guide shoe 13 deviates from the CWT rail 5 is within the collision section 24, it suddenly stops, and regardless of whether there are passengers in the car room 19, the direction is reversed. Although the vehicle traveled at a low speed and was stopped at the nearest floor, if there are no passengers in the car room 19, it is not necessary to drive at a low speed to prevent the spread of damage.

Therefore, in the sixth embodiment, if the position where the conductive guide shoe 13 deviates from the CWT rail 5 is within the collision section 24, it suddenly stops (steps 60 to 62).
However, when the call in the car is registered at this time, it is determined that there is a passenger in the car room 19, and the vehicle runs at a slow speed in the opposite direction and is stopped at the nearest floor (steps 63 to 65). Even if the call in the car is not registered, even if the passenger in the car room 19 pushes one of the pushbuttons in the car after the car is stopped, it is determined that there is a passenger in the car room 19, and the vehicle runs at the slow speed in the opposite direction. Then, stop at the nearest floor (steps 66, 64, 65). Otherwise, it is determined that there are no passengers in the cab 19, and the vehicle is not driven as it is to prevent the damage from spreading.

Embodiment 7. The seventh embodiment of the present invention will be described with reference to FIG. FIG. 14 is a diagram showing the configuration of the control unit according to the seventh embodiment of the present invention. The other structure is the same as that of the first embodiment.

In the sixth embodiment, the mask timer 22 prevents the malfunction even if the CWT signal 17 has a ripple. However, when the magnitude of the ripple changes or the frequency changes, the conductive guide shoe 13 and It is conceivable that dirt has accumulated between the CWT rails 5.

Therefore, in the seventh embodiment, the ripple analyzer 32 is provided at the output of the CWT signal 17. While traveling at the rated speed, the ripple analyzer 32 analyzes the ripple state and frequency of the output of the CWT signal 17, and if there is a ripple change or frequency change above a predetermined level, it is determined to be abnormal and control is performed. The indicator 33 provided on the section 15 is turned on or blinked to perform maintenance during maintenance work or the like. As a result, it is possible to prevent malfunction due to dirt on the conductive guide shoe 13 and the CWT rail 5.

Embodiment 8 FIG. Embodiment 8 of the present invention will be described with reference to FIG. FIG. 15 is a diagram showing the configuration of the control unit according to the eighth embodiment of the present invention. The other structure is the same as that of the first embodiment.

In the seventh embodiment, the ripple analyzer 3 is used.
Even if 2 detects an abnormality and turns on the display 33, it cannot be confirmed until the next maintenance work.

Therefore, in the eighth embodiment, when the ripple analyzer 32 detects an abnormality, an abnormality signal is issued to the external receiver 35 through the external alarm device 34. As a result, the conductive guide shoe 13 and the CWT rail 5 can be cared for by temporary care without waiting for the next maintenance work by checking the external receiver 35 for an abnormal signal.
Malfunction due to dirt can be prevented.

Ninth Embodiment The ninth embodiment of the present invention will be described with reference to FIG. 16 is a view of the entire configuration of the ninth embodiment of the present invention as seen from above. The other structure is the same as that of the first embodiment.

Up to the eighth embodiment, the CWT signal 17 was sent by the conductive guide shoe 13, but the conductivity is lowered by the lubricating oil or the like due to the sliding surface.

Therefore, in the ninth embodiment, a general guide shoe is used as the CWT guide shoe 29, a conductive brush 30 is attached for energization, and as shown in FIG.
The surface other than the sliding surface of the T-rail 5 is moved by the conductive brush 30 to improve the electricity supply.

Embodiment 10 FIG. Embodiment 1 of the present invention
0 will be described with reference to FIG. FIG.
It is the figure which looked at the whole structure of Embodiment 10 of this invention from the upper part. The other structure is the same as that of the first embodiment.

In the ninth embodiment, the conductive brush 30 is a CW.
Moves on the surface of the T-rail 5, but the CWT 14 is left and right (on the figure)
When moved to, the pressure of the conductive brush 30 in contact with the CWT rail 5 changes.

Therefore, in the tenth embodiment, the conductive plate 31 is attached to the brackets 4a and 4b, and the conductive brush 30 is attached.
By moving the surface of the conductive plate 31, a stable output is provided.

Embodiment 11 FIG. Embodiment 1 of the present invention
0 will be described with reference to FIG. Figure 18
It is the figure which looked at the whole structure of Embodiment 11 of this invention from the upper part.

In the tenth embodiment, the conductive plate 31 is used, but in the eleventh embodiment, the detachment prevention plate 36 in which the conductive plate 31 is elongated is provided on the cab 19 side. Thus, even if the CWT signal 17 used in the tenth embodiment is not used, by providing the detachment prevention plate 36, the CWT
Even if the guide shoe 29 comes off the CWT rail 5, the CWT
There is no possibility of collision between 14 and the cab 19.

[0053]

As described above, the counterweight collision prevention device according to the present invention is provided on both side walls of a hoistway, and has a CWT rail for guiding the lifting of the counterweight and both sides of the counterweight. A conductive guide shoe provided to slide the counterweight along the CWT rail and a CWT signal to one of the CWT rails and detect the CWT signal from the other CWT rail are judged to be normal. However, when the CWT signal is not detected from the other CWT rail, it is determined that the conductive guide shoe is out of the CWT rail and outputs an elevator stop command. It is possible to prevent the possibility of collision with the room.

As described above, the counterweight collision preventing device according to the present invention is provided on both side walls of the hoistway, and has a CWT rail for guiding the lifting of the counterweight.
Guide shoes provided on both sides of the counterweight for sliding the counterweight along the CWT rail, a conductive brush provided on the counterweight so as to energize the CWT rail, and one of C to CWT rail
The WT signal is supplied to the CWT rail from the other CWT rail.
When a signal is detected, it is determined to be normal, and the other CWT
When the CWT signal is not detected from the rail, the conductive guide shoe determines that the conductive guide shoe is out of the CWT rail and outputs an elevator stop command. Therefore, the CWT collides with the cab. It is possible to prevent the fear.

As described above, the counterweight collision prevention device according to the present invention is an elevator when the position where the car room is traveling based on the car position signal is in the collision section when the CWT signal is not detected. Since the control unit that outputs the stop command and outputs the nearest floor stop command when it is not the collision section is provided, it is possible to prevent the passengers from being trapped in the cab.

Further, as described above, the counterweight collision prevention device according to the present invention is an elevator when the position where the car room is traveling based on the car position signal is in the collision section when the CWT signal is not detected. Since a stop command is output, and when a call inside the car room is registered or when an operation button inside the car room is pressed, a control unit for traveling at a slow speed in the opposite direction and stopping at the nearest floor is provided. Thus, it is possible to prevent the passengers from being trapped in the car room.

As described above, the counterweight collision preventing device according to the present invention further includes the other C.
Since the ripple analyzer that analyzes the state of the CWT signal detected from the WT rail and outputs the result is provided, it is possible to prevent malfunction.

Further, as described above, the counterweight collision prevention device according to the present invention is provided on both side walls of the hoistway, and the CWT rail for guiding the lifting of the counterweight and the car along the CWT rail. Since the detachment prevention plate provided on the side is provided, it is possible to prevent the possibility that the CWT and the cab may collide.

[Brief description of the drawings]

FIG. 1 is a diagram showing an overall configuration of a first embodiment of the present invention.

FIG. 2 is a diagram showing a mounting portion of the CWT rail according to the first embodiment of the present invention.

FIG. 3 is a diagram showing a mounting portion of the bracket according to the first embodiment of the present invention.

FIG. 4 is a diagram showing a configuration of a control unit according to the first embodiment of the present invention.

FIG. 5 is a diagram showing an overall configuration of a first embodiment of the present invention.

FIG. 6 is a diagram showing a mounting portion of a CWT rail according to a second embodiment of the present invention.

FIG. 7 is a diagram showing a configuration of a control unit according to a third embodiment of the present invention.

FIG. 8 is a diagram showing an overall configuration of a fourth embodiment of the present invention.

FIG. 9 is a diagram showing a configuration of a control unit according to a fourth embodiment of the present invention.

FIG. 10 is a flowchart showing the operation of the control unit according to the fourth embodiment of the present invention.

FIG. 11 is a diagram showing a configuration of a control unit according to a fifth embodiment of the present invention.

FIG. 12 is a flowchart showing an operation of a control unit according to the fifth embodiment of the present invention.

FIG. 13 is a flowchart showing the operation of the control unit according to the sixth embodiment of the present invention.

FIG. 14 is a diagram showing a configuration of a control unit according to a seventh embodiment of the present invention.

FIG. 15 is a diagram showing a configuration of a control unit according to an eighth embodiment of the present invention.

FIG. 16 is a diagram showing an overall configuration of a ninth embodiment of the present invention.

FIG. 17 is a diagram showing an overall configuration of a tenth embodiment of the present invention.

FIG. 18 is a diagram showing an overall configuration of an eleventh embodiment of the present invention.

FIG. 19 is a diagram showing a positional correlation between a conventional cab and a CWT.

FIG. 20 is a diagram showing a positional correlation between a conventional cab and a CWT.

FIG. 21 is a diagram showing a positional correlation between a conventional cab and a CWT.

FIG. 22 is a diagram showing a positional correlation between a conventional cab and a CWT.

[Explanation of symbols]

1 hoistway wall, 4a, 4b bracket, 5 CWT rail, 13 conductive guide shoe, 14 CWT, 15
Control part, 16 signal processing part, 19 car room, 20 car guide shoe, 21 car rail.

Claims (6)

[Claims] 1. A CWT rail provided on both side walls of a hoistway to guide lifting and lowering of a counterweight, and slides the counterweight provided on both sides of the counterweight along the CWT rail. Conductive guide shoe and one C
When the CWT signal is supplied to the WT rail and the CWT signal is detected from the other CWT rail, it is determined to be normal, and when the CWT signal is not detected from the other CWT rail, the conductive guide shoe causes the CWT signal to be detected. An equilibrium counterweight collision prevention device, comprising: a control unit that outputs an elevator stop command when it is determined that the rail is out of rail. 2. CWT rails provided on both side walls of the hoistway to guide lifting and lowering of a counterweight, and the counterweights provided on both sides of the counterweight and sliding the counterweight along the CWT rail. A guide shoe, a conductive brush provided on the counterweight so as to energize the CWT rail, and a CWT signal supplied to one of the CWT rails,
When the CWT signal is detected from the other CWT rail, it is determined to be normal, and the CW signal is detected from the other CWT rail.
A counterweight collision preventive device, comprising: a control unit which, when not detecting a T signal, determines that the conductive guide shoe is out of the CWT rail and outputs an elevator stop command. 3. The control unit, when not detecting the CWT signal, outputs an elevator stop command when the position where the cab is traveling is a collision section based on the car position signal, and outputs the maximum command when it is not the collision section. 3. The counterweight collision prevention device according to claim 1 or 2, which outputs a stop-by-floor command. 4. The control unit, when not detecting the CWT signal, outputs an elevator stop command when the position where the car room is traveling is a collision section based on the car position signal, and the call in the car room is 4. The counterweight collision preventive apparatus according to claim 3, wherein when the vehicle is registered or when an operation button in the car room is pressed, the vehicle is traveling at a slow speed in the opposite direction and stopped at the nearest floor. 5. The counterweight collision according to claim 1, further comprising a ripple analyzer that analyzes the state of the CWT signal detected from the other CWT rail and outputs the result. Prevention device. 6. A CWT rail, which is provided on both side walls of the hoistway and which guides lifting and lowering of a counterweight, and a disengagement prevention plate provided on the car side along the CWT rail. Counterweight counteracting device.