Derailment detection device and elevator

Abstract

To provide a derailment detection device that can be easily installed and an elevator equipped with the derailment detection device.SOLUTION: A derailment detection device 20 comprises distance sensors 22A and 22B and a safety controller 21 (control unit). The distance sensors 22A and 22B are installed in a car 110 and detect a distance to a counterweight 120. The safety controller 21 determines whether the counterweight 120 has derailed based on the detection results of the distance sensors 22A and 22B.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a derailment detection device and an elevator.

Background Art

[0002] Conventionally, an elevator includes a car, a counterweight, a guide rail for the car, and a guide rail for the counterweight. The car is guided by the guide rail for the car and moves up and down in the hoistway. The counterweight is guided by the guide rail for the counterweight and moves up and down in the hoistway.

[0003] For example, when an earthquake occurs or an external force is applied to the guide rail, the guide rail may bend. Then, the car or the counterweight engaged with the guide rail may come off the guide rail. Hereinafter, the situation where the car or the counterweight comes off the guide rail is referred to as "derailment". When the elevator is operated in a derailed state, the car or the counterweight may sway, or the car and the counterweight may come into contact with each other. Therefore, when derailment occurs, it is necessary to stop the operation of the elevator.

[0004] Patent Document 1 discloses a derailment detection device for detecting derailment. The derailment detection device disclosed in Patent Document 1 includes a conductive wire provided in the hoistway parallel to the up-and-down direction of the lifting body, a magnetic field measuring device capable of measuring the intensity of the magnetic field generated by the current flowing through the conductive wire, and a control device. The control device detects that the lifting body has come off the guide rail when the magnetic field intensity output from the magnetic field measuring device is not within the allowable range.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0006] However, the derailment detection device described in Patent Document 1 requires the arrangement of conductive wires in the hoistway, which results in a large-scale device.

[0007] An object of the present invention is to provide a derailment detection device that can be easily installed and an elevator equipped with the derailment detection device in consideration of the above problems.

Means for Solving the Problems

[0008] In order to solve the above problems and achieve the object, a derailment detection device reflecting one aspect of the present invention includes a distance sensor and a control unit. The distance sensor is installed on the car or the counterweight, and detects the distance to the counterweight or the car. The control unit determines the presence or absence of derailment of the counterweight based on the detection result of the distance sensor. In addition, an elevator reflecting one aspect of the present invention includes a main rope, a hoisting machine that winds up the main rope, a counterweight and a car that are connected via the main rope. Further, the elevator includes a car guide rail that guides the ascending and descending of the car, a counterweight guide rail that guides the ascending and descending of the counterweight, and a derailment detection device that detects derailment of the counterweight or the car.

Effects of the Invention

[0009] According to the derailment detection device having the above configuration, it can be easily installed.

Brief Description of the Drawings

[0010]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Embodiments for Carrying Out the Invention

[0011] Hereinafter, the derailment detection device and the elevator according to the embodiment example will be described with reference to FIGS. 1 to 9. In each figure, common members are denoted by the same reference numerals.

[0012] 1. First Embodiment [Configuration of Elevator] First, the configuration of the elevator according to the first embodiment will be described with reference to FIGS. 1 to 2. FIG. 1 is a schematic configuration diagram showing the elevator according to the first embodiment. FIG. 2 is a plan view showing the elevator according to the first embodiment.

[0013] As shown in FIG. 1, the elevator 1 is a so-called machine-roomless elevator that does not have a machine room above the hoistway 100 formed within a building structure. Note that the elevator according to the present invention is not limited to a machine-roomless elevator, and may have a machine room above the hoistway 100.

[0014] The elevator 1 includes a car 110, a counterweight 120, a hoisting machine 130, car guide rails 140, counterweight guide rails 150, a main rope 160, a control panel 170, a speed governor 180, and an emergency stop device 190.

[0015] The car guide rails 140 are installed in the hoistway 100. The car 110 has a car lower pulley 111 (see FIG. 2) and guide shoes 112 (see FIG. 5). The car lower pulley 111 is disposed at the lower part of the car 110. The main rope 160 is wound around the car lower pulley 111. The guide shoes 112 are slidably engaged with the car guide rails 140. The car 110 is guided by the car guide rails 140 and moves up and down within the hoistway 100. Hereinafter, the direction in which the car 110 moves up and down is referred to as the up-and-down direction.

[0016] The counterweight guide rails 150 are installed in the hoistway 100. The counterweight 120 has a weight-side pulley 121 (see FIG. 2) and guide shoes 122A and 122B (see FIG. 5). The weight-side pulley 121 is disposed at the upper part of the counterweight 120. The main rope 160 is wound around the weight-side pulley 121. The guide shoes 122A and 122B are slidably engaged with the counterweight guide rails 150. The counterweight 120 is guided by the counterweight guide rails 150 and moves up and down within the hoistway 100.

[0017] The hoisting machine 130 and the control panel 170 are arranged on the lower side of the hoistway 100. The main rope 160 is wound around the hoisting machine 130. The hoisting machine 130 hoists and lowers the car 110 and the counterweight 120 in a suspended manner via the main rope 160. The control panel 170 controls the drive of the hoisting machine 130.

[0018] The speed governor 180 has a speed governor rope that moves in a circulating manner in accordance with the ascent and descent of the car 110. The speed governor 180 detects the ascent and descent speed of the car 110 from the moving speed of the speed governor rope. When the ascent and descent speed of the car 110 reaches the first overspeed (for example, 1.3 times the rated speed), the speed governor 180 sends a stop signal to the control panel 170. When the ascent and descent speed of the car 110 reaches the second overspeed (for example, 1.4 times the rated speed), the speed governor 180 operates the emergency stop device 190 via the operating lever.

[0019] The emergency stop device 190 is attached to the car 120. The emergency stop device 190 grips the car guide rail 140 and mechanically stops the ascending and descending movement of the car 110.

[0020] At the uppermost part of the hoistway 100, a first return pulley 210 and a second return pulley 220 are rotatably attached. The main rope 160 is mounted from the weight-side pulley 121 of the counterweight 120 to the first return pulley 210. Then, the main rope 160 is wound around the hoisting machine 130, the second return pulley 220, and the under-car pulley 111 of the car 110 in this order. The car 110 and the counterweight 120 ascend and descend in the hoistway 100 when the hoisting machine 130 is driven.

[0021] A buffer 240 is installed at the lowermost part of the hoistway. The buffer 240 collides with the car 110 and alleviates the impact in the event that the car 110 accidentally falls.

[0022] On each floor of the building structure, a landing 101 where the car 110 stops is provided. The landing 101 is provided with an entrance / exit 102 for people and objects to enter and exit the car 110, a pair of landing doors 103A and 103B, and a landing operation panel 104. The landing operation panel 104 has call buttons. A passenger who wants to board the car 110 of the elevator 1 presses the call button on the landing operation panel 104. Thereby, the car 110 stops at the floor where the call button is pressed.

[0023] Above the entrance / exit 102 in the hoistway 100, a landing-side door unit 105 is arranged. Below the entrance / exit 102 in the hoistway 100, a landing-side door sill (not shown) is arranged. The pair of landing doors 103A and 103B are slidably supported by the landing-side door unit 105 and the landing-side door sill. The pair of landing doors 103A and 103B open and close the entrance / exit 102.

[0024] [Car and derailment detection device] Next, the configuration of the car 110 and the derailment detection device will be described. As shown in FIG. 1, the car 110 has a car compartment 10 for people and objects to get on and off, a pair of car doors 11A and 11B, a car-side door unit 12, and a car-side door sill 13. An opening that is opened and closed by the pair of car doors 11A and 11B is formed on one side of the car compartment 10. People and objects enter and exit through this opening.

[0025] The car-side door unit 12 is arranged at the upper part of the opening of the car compartment 10. The car-side door sill 13 is arranged at the lower end of the opening of the car compartment 10. The pair of car doors 11A and 11B are slidably supported by the car-side door unit 12 and the car-side door sill 13.

[0026] When the car 110 stops at an arbitrary floor, a pair of car doors 11A and 11B of the car 110 engage with a pair of landing doors 103A and 103B on the arbitrary floor. Thereby, the pair of landing doors 103A and 103B move in the door-opening direction and the door-closing direction together with the pair of car doors 11A and 11B.

[0027] As shown in FIG. 2, a derailment detection device 20 is attached to the car 110. The derailment detection device 20 detects derailment of the balance weight 120. The derailment detection device 20 includes a safety controller 21 and a plurality of distance sensors 22A, 22B, 23A, and 23B. Further, power is supplied to the safety controller 21 and the plurality of distance sensors 22A, 22B, 23A, and 23B from a power supply device installed in the car 110.

[0028] The safety controller 21 and the plurality of distance sensors 22A and 22B are arranged outside at the upper part of the car room 10. The safety controller 21 corresponds to the control unit according to the present invention. The safety controller 21 controls the braking of the car 110 by brake operation and power-off independently of the control panel 170.

[0029] The safety controller 21 has a CPU (Central Processing Unit) that executes processing as a main component, and has a ROM (Read Only Memory), a RAM (Random Access Memory), and the like. The ROM stores a program for executing calculations by the CPU. The RAM serves as a work area when the CPU executes the program. The safety controller 21 determines whether or not the balance weight 120 has derailed based on the detection results of the plurality of distance sensors 22A, 22B, 23A, and 23B. The safety controller 21 transmits the determination result to the control panel 170.

[0030] The distance sensors 22A and 22B are arranged side by side along the wall surface facing the balance weight 120 in the car cabin 10. The distance sensors 22A and 22B are directed obliquely upward. The distance sensors 22A and 22B face both sides in the width direction of the balance weight 120. The distance sensors 22A and 22B non - contact detect the distance to an object obliquely above the car 110. The distance sensors 22A and 22B transmit the detection result to the safety controller 21.

[0031] The distance sensors 23A and 23B are arranged outside at the lower part of the car cabin 10 (see Fig. 3). The distance sensors 23A and 23B are arranged side by side along the wall surface facing the balance weight 120 in the car cabin 10. The distance sensors 23A and 23B are directed obliquely downward. The distance sensors 23A and 23B face both sides in the width direction of the balance weight 120. The distance sensors 23A and 23B non - contact detect the distance to an object obliquely below the car 110. The distance sensors 23A and 23B transmit the detection result to the safety controller 21.

[0032] For the plurality of distance sensors 22A, 22B, 23A, and 23B, for example, laser distance sensors, ultrasonic distance sensors, etc. can be adopted.

[0033] [Derailment Detection When the Car Ascends] Next, the case of detecting whether the descending balance weight 120 derails when the car 110 ascends will be described with reference to Fig. 3. Fig. 3 is a diagram for explaining derailment detection when the car 110 ascends and the balance weight 120 descends.

[0034] When detecting derailment of the balance weight 120, the car 110 is moved up and down at a diagnostic speed slower than normal. When the position of the car 110 in the ascending and descending direction is below the position of the balance weight 120 in the ascending and descending direction, the car 110 is ascended to approach the balance weight 120. When the car 110 is ascended, the plurality of distance sensors 22A and 22B detect the distance to an object obliquely above and transmit the detection result to the safety controller 21.

[0035] As shown in FIG. 3, when the ascending car 110 reaches the first predetermined position, the counterweight 120 is positioned diagonally above the car 110. At this time, it is assumed that the distance sensors 22A and 22B detect distances L1 respectively. The safety controller 21 detects from the position information sent from the control panel 170 that the car 110 has reached the first predetermined position. The safety controller 21 determines whether the distances L1 detected by the plurality of distance sensors 22A and 22B at the first predetermined position are within a predetermined first determination range.

[0036] The distance L1 is a value within the first determination range. Therefore, the safety controller 21 determines that the distance L1 is within the first determination range and determines that the counterweight 120 has not derailed. The safety controller 21 transmits the determination result regarding derailment to the control panel 170.

[0037] The first determination range is determined in advance in consideration of the distance between the car 110 at the first predetermined position and the non-derailed counterweight 120, environmental conditions, errors in the installation positions of the car 110 and the counterweight 120, etc. The first determination range is stored, for example, in the ROM of the safety controller 21.

[0038] On the other hand, when the counterweight 120 has derailed, the distance sensors 22A and 22B detect distances L2 respectively. The distance L2 is not a value within the first determination range. Therefore, the safety controller 21 determines that the distance L2 is not within the first determination range and determines that the counterweight 120 has derailed. In FIG. 3, the distance L2 is shorter than the distance L1. However, the distance detected when derailed may also be longer than the distance detected when not derailed.

[0039] When the determination result of the safety controller 21 indicates that derailment has occurred, the control panel 170 stops the upward movement of the car 110. Further, when the remaining distance until the car 110 reaches the first predetermined position reaches a first specific position which is a specific distance, the control panel 170 changes the speed of the car 110 to a derailment detection speed slower than the diagnostic speed. Thereby, when stopping the upward movement of the car 110, the distance until the car 110 stops can be shortened.

[0040] As described above, the plurality of distance sensors 22A and 22B are directed obliquely upward. Therefore, derailment of the counterweight 120 can be detected before the car 110 and the counterweight 120 face each other in the horizontal direction. As a result, it is possible to surely prevent the counterweight 120 and the car 110 from colliding.

[0041] Note that when the positions where the counterweight 120 and the car 110 are installed are sufficiently separated, even if the counterweight 120 derails, the counterweight 120 and the car 110 may not collide. However, when aiming to reduce the size of the hoistway 100 and the elevator 1 as a whole, it is effective to arrange the counterweight 120 and the car 110 closer to each other. In such a case, there is a risk that the derailed counterweight 120 may collide with the car 110. Therefore, the derailment detection device 20 of the present embodiment can prevent the derailed counterweight 120 from colliding with the car 110 even when aiming to reduce the size of the entire elevator 1.

[0042] The derailment detection device 20 of the present embodiment is arranged on the car 110. Thereby, the derailment detection device 20 can be easily installed in the elevator 1. Further, the derailment detection device 20 does not arrange a distance sensor on the counterweight 120. Therefore, it is not necessary to mount a power supply device for the distance sensor on the counterweight 120. Thereby, the number of parts of the elevator 1 can be reduced. Also, it is possible to prevent the installation of the derailment detection device 20 from becoming large-scale.

[0043] [Derailment Detection During Carriage Descent] Next, with reference to FIG. 4, a case where it is detected whether the counterweight 120 that ascends derails when the carriage 110 is lowered will be described. FIG. 4 is a diagram for explaining derailment detection when the carriage 110 descends and the counterweight 120 ascends.

[0044] When the position of the carriage 110 in the ascending and descending direction is above the position of the counterweight 120 in the ascending and descending direction, the carriage 110 is lowered to approach the counterweight 120. When the carriage 110 is lowered, the plurality of distance sensors 23A and 23B detect the distance to an object diagonally below and transmit the detection results to the safety controller 21.

[0045] As shown in FIG. 4, when the descending carriage 110 reaches the second predetermined position, the counterweight 120 is positioned diagonally below the carriage 110. At this time, it is assumed that the distance sensors 23A and 23B respectively detect the distance L3. The safety controller 21 detects from the position information sent from the control panel 170 that the carriage 110 has reached the second predetermined position. The safety controller 21 determines whether the distance L3 detected by the plurality of distance sensors 23A and 23B at the second predetermined position is a value within a predetermined second determination range.

[0046] The distance L3 is a value within the second determination range. Therefore, the safety controller 21 determines that the distance L3 is a value within the second determination range and determines that the counterweight 120 has not derailed. The safety controller 21 transmits the determination result regarding derailment to the control panel 170.

[0047] The second determination range is determined in advance in consideration of the distance between the carriage 110 at the second predetermined position and the non-derailed counterweight 120, environmental conditions, errors in the installation positions of the carriage 110 and the counterweight 120, etc. The second determination range is stored, for example, in the ROM of the safety controller 21.

[0048] On the other hand, when the balance weight 120 has derailed, the distance sensors 23A and 23B detect distances L4 respectively. The distance L4 is not a value within the second determination range. Therefore, the safety controller 21 determines that the distance L4 is not a value within the second determination range and judges that the balance weight 120 has derailed. In FIG. 4, the distance L4 is shorter than the distance L3. However, the distance detected when derailed may be longer than the distance detected when not derailed.

[0049] When the judgment result of the safety controller 21 is that derailment has occurred, the control panel 170 stops the descent of the car 110. Further, when the remaining distance until the car 110 reaches the second predetermined position reaches the second specific position which is a specific distance, the control panel 170 changes the speed of the car 110 to a derailment detection speed slower than the diagnostic speed. Thereby, when stopping the descent of the car 110, the distance until the car 110 stops can be shortened.

[0050] As described above, the plurality of distance sensors 23A and 23B are directed obliquely downward. Therefore, derailment of the balance weight 120 can be detected before the car 110 and the balance weight 120 face each other in the horizontal direction. As a result, it is possible to surely prevent the balance weight 120 and the car 110 from colliding.

[0051] [Derailment Detection in Different Directions of Deviating from the Guide Rail] Next, derailment detection when the two guide shoes 122A and 122B deviate from the balance weight guide rail 150 in different directions will be described with reference to FIG. 5. FIG. 5 is a plan view for explaining derailment detection according to the first embodiment.

[0052] As shown in FIG. 5, when the balance weight 120 is not derailed, the two guide shoes 122A and 122B of the balance weight 120 are slidably engaged with the two balance weight guide rails 150. At this time, at the first predetermined position, the distance sensors 22A and 22B detect distances L1 respectively.

[0053] The two guide shoes 122A and 122B of the balance weight 120 may come off from the two balance weight guide rails 150 in different directions respectively. As shown in FIG. 5, the guide shoe 122A has come off from one of the balance weight guide rails 150 and is displaced in a direction approaching the car 110. The guide shoe 122B has come off from the other balance weight guide rail 150 and is displaced in a direction away from the car 110. At the first predetermined position, the distance sensor 22A detects the distance L5, and the distance sensor 22B detects the distance L6.

[0054] The distance L5 is shorter than the distance L1 and is not a value within the first determination range. Also, the distance L6 is longer than the distance L1 and is not a value within the first determination range. Therefore, the safety controller 21 determines that the distances L5 and L6 are not values within the first determination range and judges that the balance weight 120 is derailed. Furthermore, the safety controller 21 can discriminate the posture of the derailed balance weight 120 from the distances L5 and L6.

[0055] In this embodiment, the distance sensors 22A and 22B and the distance sensors 23A and 23B are arranged so as to face both sides in the width direction of the balance weight 120 (the direction in which the two balance weight guide rails 150 face each other). Therefore, even when one of the guide shoes of the balance weight 120 has come off from the balance weight guide rail 150, the derailment of the balance weight 120 can be accurately detected. Also, even when one of the distance sensors 22A and 22B fails, the derailment of the balance weight 120 can be detected from the detection result of the non-failed distance sensor.

[0056] In this embodiment, two distance sensors are arranged at the upper and lower parts in the car body 10 of the car 110. However, as the derailment detection device according to the present invention, one distance sensor may be arranged at the upper and lower parts, respectively. For example, when the distance sensor can detect a wide range of distances, one distance sensor may be arranged at the upper and lower parts of the car 110, respectively. In this case, the distance sensors may be arranged so as to face the central part in the width direction of the balance weight 120 to detect the distances to both sides in the width direction of the balance weight 120.

[0057] [Detection of weight shift] Next, the detection of the weight shift of the balance weight 120 will be described with reference to FIG. 6. FIG. 6 is a plan view for explaining the detection of the weight shift of the balance weight 120.

[0058] As shown in FIG. 6, the balance weight 120 has a plurality of weight pieces 123 and a weight frame for holding the plurality of weight pieces 123. For example, when an external force is applied to the balance weight 120, the weight pieces 123 may shift. The derailment detection device 20 can detect the shift of the weight pieces 123.

[0059] When the car 110 rises slightly from, for example, the first predetermined position, it reaches the weight piece detection position. At the weight piece detection position, the distance sensors 22A and 22B detect the distances to the weight pieces 123 of the balance weight 120. When the weight pieces 123 are shifted, for example, the distance sensor 22A detects the distance L7, and the distance sensor 22B detects the distance L8.

[0060] The safety controller 21 detects from the position information sent from the control panel 170 that the car 110 has reached the weight piece detection position. The safety controller 21 determines whether the distances L7 and L8 detected by the plurality of distance sensors 22A and 22B at the weight piece detection position are within a predetermined determination range for the weight pieces.

[0061] The distances L7 and L8 are not within the range for determining the use of a single weight piece. Therefore, the safety controller 21 determines that the distances L7 and L8 are not within the range for determining the use of a single weight piece, and judges that the weight piece 123 of the balance weight 120 is displaced. When the determination result of the safety controller 21 is that the weight piece 123 is displaced, the control panel 170 stops the downward movement of the car 110. Note that the displacement of the weight piece 123 can also be detected when the car 110 is lowered and approached to the balance weight 120.

[0062] The range for determining the use of a single weight piece is determined in advance in consideration of the distance between the car 110 at the third predetermined position and the non-displaced weight piece 123, environmental conditions, errors in the installation positions of the car 110 and the balance weight 120, etc. The range for determining the use of a single weight piece is stored, for example, in the ROM of the safety controller 21.

[0063] [Elevator operation process] Next, the operation process of the elevator 1 during an earthquake will be described with reference to FIG. 7. FIG. 7 is a flowchart showing an example of the operation process of the elevator 1.

[0064] When an earthquake occurs, the control panel 170 determines whether the P-wave sensor has operated (S1). In step S1, when it is determined that the P-wave sensor has not operated (when S1 is NO), the control panel 170 operates the elevator 1 in normal operation (S2). On the other hand, in step S1, when it is determined that the P-wave sensor has operated (when S1 is YES), the control panel 170 determines whether the long-period sensor (swing height) has operated (S3).

[0065] In step S3, when it is determined that the long-period sensor has operated (when S3 is YES), the control panel 170 determines whether the operation result of the long-period sensor is drive permission (S4).

[0066] In step S4, when it is determined that the operation result of the long-period sensor is not drive permission (when S4 is NO), the control panel 170 pauses the operation of the elevator 1 (S5). After the process of step S5, the control panel 170 proceeds to the process of step S18. In step S4, when it is determined that the operation result of the long-period sensor is drive permission (when S4 is YES), the control panel 170 proceeds to the process of step S8.

[0067] In step S3, when it is determined that the long-period sensor (vibration amplitude) is not operating (when S3 is NO), the control panel 170 determines whether the low-g acceleration sensor has operated (S6). In step S6, when it is determined that the low-g acceleration sensor is not operating (when S6 is NO), the control panel 170 operates the elevator 1 in normal operation after a certain period of time has elapsed (S7).

[0068] In step S6, when it is determined that the low-g acceleration sensor has operated (when S6 is YES), or when S4 is YES, the control panel 170 determines whether the high-g acceleration sensor has operated (S8). In step S8, when it is determined that the high-g acceleration sensor has operated (when S8 is YES), the control panel 170 pauses the operation of the elevator 1 (S5).

[0069] In step S8, when it is determined that the high-g acceleration sensor is not operating (when S8 is NO), the control panel 170 pauses the operation of the elevator 1 (S9) and continues the pause of the operation (S10). Then, the control panel 170 determines whether a predetermined time has elapsed since the low-g acceleration sensor operated (S11). In step S11, when it is determined that the predetermined time has not elapsed since the low-g acceleration sensor operated (when S11 is NO), the control panel 170 returns to the process of step S10. That is, the control panel 170 continues to pause the operation of the elevator 1 until a predetermined time has elapsed since the bottom sensor operated.

[0070] In step S11, when it is determined that a predetermined time has elapsed since the low-voltage sensor started operating (when the determination in S11 is YES), the control panel 170 determines whether an abnormality has been detected (S12). In step S12, when it is determined that an abnormality has been detected (when the determination in S12 is YES), the control panel 170 stops the operation of the elevator 1 (S5).

[0071] In step S12, when it is determined that no abnormality has been detected (when the determination in S12 is NO), the control panel 170 determines whether there is a passenger in the car 110 (S13). In step S13, when it is determined that there is a passenger in the car 110 (when the determination in S13 is YES), the control panel 170 returns to the process of step S10.

[0072] In step S13, when it is determined that there is no passenger in the car 110 (when the determination in S13 is NO), the control panel 170 starts a diagnostic operation (S14). In the process of step S14, the control panel 170 operates the car 110 at a low speed to the top floor, or operates the car 110 at a low speed to the bottom floor, or operates the car 110 at a high speed and stops at each floor. When the car 110 is operated at a low speed, the safety controller 21 performs the above-mentioned derailment detection.

[0073] Next, the control panel 170 determines whether an abnormality has been detected (S15). In step S15, when it is determined that an abnormality has been detected (when the determination in S15 is YES), the control panel 170 stops the operation of the elevator 1 (S5).

[0074] In step S15, when it is determined that no abnormality has been detected (when the determination in S15 is NO), the control panel 170 determines whether the diagnostic operation has ended (S16). In step S16, when it is determined that the diagnostic operation has not ended (when the determination in S16 is NO), the control panel 170 returns to the process of step S15.

[0075] In step S16, when it is determined that the diagnostic operation has ended (when S16 is a YES determination), the control panel 170 performs a temporary restoration operation on the elevator 1 (S17). After the process of step S17 or after the process of step S5, an inspection by a professional technician is performed (S18). In step S18, if the professional technician confirms an abnormality, necessary repairs and adjustments are made to the elevator 1 to make the elevator 1 operable. After the process of step S18, the control panel 170 operates the elevator 1 in normal operation (S19).

[0076] 2. Second Embodiment [Car and derailment detection device] Next, the configuration of the car and derailment detection device according to the second embodiment will be described with reference to FIG. 8. FIG. 8 is a diagram for explaining the car and derailment detection device according to the second embodiment.

[0077] As shown in FIG. 8, the car 115 according to the second embodiment has a car compartment 10 where people and objects get on and off, a pair of car doors (not shown), a car-side door unit, and a car-side door sill. A derailment detection device 25 is attached to the car 115. The derailment detection device 25 detects the derailment of the balance weight 120.

[0078] The derailment detection device 25 has a safety controller (not shown) and a plurality of distance sensors 22A, 22B, 23A, 23B. The safety controller and the plurality of distance sensors 22A, 22B are arranged outside at the upper part of the car compartment 10. The safety controller is the same as the safety controller 21 of the first embodiment.

[0079] The distance sensors 22A and 22B are arranged side by side along the wall surface facing the balance weight 120 in the car cabin 10. The distance sensors 22A and 22B are facing the balance weight 120 side in the horizontal direction. The distance sensors 22A and 22B are opposed to both sides in the width direction of the balance weight 120. The distance sensors 22A and 22B detect the distance to an object on the balance weight 120 side in the horizontal direction in a non-contact manner. The distance sensors 22A and 22B transmit the detection result to the safety controller.

[0080] The distance sensors 23A and 23B are arranged outside at the lower part of the car cabin 10. The distance sensors 23A and 23B are arranged side by side along the wall surface facing the balance weight 120 in the car cabin 10. The distance sensors 23A and 23B are facing the balance weight 120 side in the horizontal direction. The distance sensors 23A and 23B are opposed to both sides in the width direction of the balance weight 120. The distance sensors 23A and 23B detect the distance to an object on the balance weight 120 side in the horizontal direction in a non-contact manner. The distance sensors 23A and 23B transmit the detection result to the safety controller.

[0081] [Detection of derailment when the elevator car ascends] Next, a case of detecting whether the descending balance weight 120 is derailed when the elevator car 115 ascends will be described with reference to FIGS. 8 and 9. FIG. 9 is a diagram for explaining the derailment detection when the elevator car 115 ascends and the balance weight 120 descends.

[0082] When detecting derailment of the balance weight 120, the elevator car 115 is moved up and down at a speed slower than normal. When the position of the elevator car 115 in the up and down direction is below the position of the balance weight 120 in the up and down direction, the elevator car 115 is ascended to approach the balance weight 120. The plurality of distance sensors 22A and 22B detect the distance to an object facing in the horizontal direction and transmit the detection result to the safety controller.

[0083] As shown in FIG. 8, when the plurality of distance sensors 22A and 22B are not facing the counterweight 120, they detect the distance L20 to the wall surface of the hoistway 100 that they face. As shown in FIG. 9, when the ascending car 115 reaches the third predetermined position, the distance sensors 22A and 22B face the lower part of the counterweight 120. At this time, the distance sensors 22A and 22B each detect a distance L21, and the distance sensors 23A and 23B each detect a distance L21.

[0084] The safety controller detects that the car 115 has reached the third predetermined position when the detection results of the distance sensors 23A and 23B change from the distance L20 to the distance L21. Note that the safety controller may detect that the car 115 has reached the third predetermined position from the position information sent from the control panel 170. The safety controller determines whether the distance L21 detected by the plurality of distance sensors 22A and 22B is a value within a predetermined third determination range.

[0085] The distance L21 is a value within the third determination range. Therefore, the safety controller determines that the distance L21 is a value within the third determination range and determines that the counterweight 120 has not derailed. The safety controller transmits the determination result regarding derailment to the control panel 170.

[0086] The third determination range is determined in advance in consideration of the distance between the car 115 at the third predetermined position and the non-derailed counterweight 120, environmental conditions, errors in the installation positions of the car 115 and the counterweight 120, and the like. The third determination range is stored, for example, in the ROM of the safety controller.

[0087] On the other hand, when the balance weight 120 has derailed, the distance sensors 22A and 22B detect distances L22 respectively. The distance L22 is not a value within the third determination range. Therefore, the safety controller determines that the distance L22 is not a value within the third determination range and judges that the balance weight 120 has derailed. In FIG. 9, the distance L22 is shorter than the distance L21. However, the distance detected when derailed may be longer than the distance detected when not derailed.

[0088] When the judgment result of the safety controller is that derailment has occurred, the control panel 170 stops the ascent of the car 115. Further, when the remaining distance until the car 110 reaches the third predetermined position reaches the third specific position which is a specific distance, the control panel 170 changes the speed of the car 115 to a derailment detection speed slower than the diagnostic speed. Thereby, when stopping the ascent of the car 115, the distance until the car 110 stops can be shortened.

[0089] When the vertical position of the car 115 is above the vertical position of the balance weight 120, the car 115 is lowered to approach the balance weight 120. When the car 115 is lowered, the plurality of distance sensors 23A and 23B detect the distance to an object facing in the horizontal direction and transmit the detection result to the safety controller. Thereby, it is possible to detect whether or not the balance weight 120 has derailed.

[0090] As described above, the derailment detection device and the elevator of the present invention have been described including their operational effects. However, the derailment detection device and the elevator of the present invention are not limited to the above-described embodiments, and various modifications can be made without departing from the gist of the invention described in the claims.

[0091] For example, in the above-described first and second embodiments, as an example of the control unit according to the present invention, the safety controller 21 was applied. However, as the control unit according to the present invention, for example, the control panel 170 may be used. In this case, the detection results of the plurality of distance sensors 22A, 22B, 23A, 23B are transmitted to the control panel 170.

[0092] Also, in the above-described first and second embodiments, a plurality of distance sensors 22A, 22B, 23A, 23B were arranged in the car rooms 10 of the cars 110, 115 to detect the distance to the balance weight 120. However, as the derailment detection device according to the present invention, a plurality of distance sensors may be arranged on the balance weight. In this case, the plurality of distance sensors detect the distance to the car.

[0093] In addition, in this specification, words such as "parallel" and "orthogonal" are used, but these do not mean only strict "parallel" and "orthogonal", and include "parallel" and "orthogonal", and further, within a range where their functions can be exerted, a state of "substantially parallel" or "substantially orthogonal" may be sufficient.

Explanation of Signs

[0094] 1... elevator, 10... car room, 11A, 11B... car door, 12... car side door unit, 13... car side door sill, 20, 25... derailment detection device, 21... safety controller, 22A, 22B, 23A, 23B... distance sensor, 100... hoistway, 101... landing, 102... entrance / exit, 103A, 103B... landing door, 104... landing operation panel, 105... landing side door unit, 111... car lower pulley, 112... guide shoe, 121... weight side pulley, 122A, 122B... guide shoe, 123... weight piece, 130... hoisting machine, 140... car guide rail, 150... balance weight guide rail, 160... rope, 170... control panel, 180... speed governor, 190... emergency stop device, 210... first return car, 220... second return car, 240... buffer

Claims

1. A distance sensor installed in a car or a counterweight, for detecting the distance to the counterweight or the car, and a control unit for determining the presence or absence of derailment of the counterweight based on the detection result of the distance sensor. A derailment detection device.

2. The distance sensor is installed at the upper and lower parts of the car or the counterweight. The derailment detection device according to Claim 1.

3. The distance sensor detects the distance to an object obliquely above or obliquely below. The derailment detection device according to Claim 1.

4. The distance sensor detects the horizontal distance. The derailment detection device according to Claim 1.

5. At least two distance sensors are installed, arranged side by side with an appropriate distance in the horizontal direction. The derailment detection device according to Claim 1.

6. The distance sensor is installed in the car. The derailment detection device according to Claim 1.

7. A main rope, a hoisting machine for hoisting the main rope, a counterweight and a car connected via the main rope, a car guide rail for guiding the lifting of the car, a counterweight guide rail for guiding the lifting of the counterweight, and a derailment detection device for detecting derailment of the counterweight or the car, comprising: The derailment detection device is a distance sensor installed in the car or the counterweight, for detecting the distance to the counterweight or the car, and a control unit for determining the presence or absence of derailment of the counterweight based on the detection result of the distance sensor. An elevator.

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