Elevator and elevator control method

Abstract

The present invention provides an elevator and an elevator control method that allow for easy installation of a component for detecting the derailment of the counterweight, and that can reliably detect the derailment of the counterweight. [Solution] The elevator 100 comprises a car 1, a main rope, a counterweight 2, a hoisting machine 4, a counterweight-side guide rail 14, a string-shaped derailment detection member 21, and a control unit 16. The derailment detection member 21 is positioned in a direction intersecting the direction of travel of the counterweight 2. The control unit 16 determines whether the counterweight 2 has come off the counterweight-side guide rail 14 based on torque information from the hoisting machine 4 or information that the derailment detection member 21 has been cut.

Description

Technical Field

[0001] The present invention relates to an elevator and a method for controlling an elevator.

Background Art

[0002] Conventionally, an elevator includes a car, a counterweight, a rope connecting the car and the counterweight, and a hoist for winding the rope. Further, at the time of the recovery operation after an earthquake, it is necessary to detect whether or not the counterweight has come off the weight side guide rail.

[0003] As a technique for detecting whether or not the counterweight has come off the weight side guide rail, for example, there is one described in Patent Document 1. Patent Document 1 describes a technique in which supports are provided at the upper and lower ends of a guide rail for guiding an elevating body, and a conductive wire arranged in parallel with the guide rail and connected to a derailment detection circuit is stretched between these supports via springs provided at both ends thereof. Then, when the conductive wire comes into contact with the counterweight which is an elevating body, it detects a so-called derailment in which the counterweight has come off the weight side guide rail.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] However, in the technique described in Patent Document 1, it is necessary to perform an operation of installing a conductive wire from the top of the hoistway to the pit. Therefore, the installation work of the conductive wire has been very complicated. Further, there is a risk that the conductive wire is swayed by the wind flowing in the hoistway and gets caught on other members in the hoistway. ​

[0006] The objective of this invention is to provide an elevator and an elevator control method that can easily install a component for detecting the derailment of the counterweight, taking into consideration the above-mentioned problems, and that can reliably detect the derailment of the counterweight. [Means for solving the problem]

[0007] To solve the above problems and achieve the objective, the elevator comprises a car that moves up and down in a hoistway, a main rope connected to the car, a counterweight connected to the main rope that moves up and down in the hoistway, and a hoisting machine around which the main rope is wound. The elevator also comprises a pair of counterweight-side guide rails that movably support the counterweight, a string-shaped derailment detection member arranged in a direction intersecting the direction of travel of the counterweight, and a control unit. The control unit determines whether the counterweight has come off the counterweight-side guide rails based on torque information from the hoisting machine or information that the derailment detection member has been cut.

[0008] Furthermore, the elevator control method includes the processes shown in (1) and (2). (1) A process to drive the hoisting machine during the recovery operation and move the elevator car and the counterweight up and down. (2) A process to determine whether the counterweight has come off the counterweight-side guide rail based on torque information from the hoisting machine or information from the rail detachment detection member that the counterweight has been cut when the counterweight moves up or down. [Effects of the Invention]

[0009] According to the elevator and elevator control method described above, a component for detecting the derailment of the counterweight can be easily installed, and the derailment of the counterweight can be reliably detected. [Brief explanation of the drawing]

[0010] [Figure 1] This is a schematic diagram showing an elevator according to the first embodiment. [Figure 2]This is a plan view showing the elevator shaft according to the first embodiment. [Figure 3] This is a side view showing the elevator car and counterweight in an elevator according to the first embodiment. [Figure 4] This is a front view showing the counterweight in an elevator according to the first embodiment. [Figure 5] This figure shows other examples of arrangements for the rail derailment detection member. [Figure 6] Figures 6A to 6C show examples of the placement locations of the rail derailment detection member in an elevator according to the first embodiment. [Figure 7] This is a plan view of the counterweight in an elevator according to the first embodiment, as seen from above. [Figure 8] Figures 8A to 8C are plan views from above of an elevator according to the first embodiment, showing the state in which the counterweight has come off the counterweight-side guide rail. [Figure 9] This is a plan view showing the state in which the counterweight in the elevator according to the first embodiment has come off the counterweight-side guide rail. [Figure 10] This is a side view showing the state in which the counterweight in the elevator according to the first embodiment has come off the counterweight-side guide rail. [Figure 11] This is a plan view showing the state in which the counterweight in the elevator according to the first embodiment has come off the counterweight-side guide rail. [Figure 12] This is a side view showing the state in which the counterweight in the elevator according to the first embodiment has come off the counterweight-side guide rail. [Figure 13] This is a flowchart showing the recovery operation in an elevator according to the first embodiment. [Figure 14] This graph shows the torque of the hoisting machine in an elevator according to the first embodiment, indicating that the counterweight is caught on the rail detachment detection member. [Figure 15]Graph showing the torque of the hoisting machine indicating the state where the counterweight in the elevator according to the first embodiment example is caught by the derailment detection member. [Figure 16] It is a plan view showing the hoistway of the elevator according to the second embodiment example. [Figure 17] It is a plan view showing the hoistway of the elevator according to the third embodiment example. [[ID=,8]]

Embodiments for Carrying out the Invention

[0011] Hereinafter, an elevator according to an embodiment example will be described with reference to FIGS. 1 to 17. In each figure, common members are denoted by the same reference numerals.

[0012] 1. First Embodiment Example 1-1. Configuration of Elevator First, the configuration of the elevator according to the first embodiment example (hereinafter referred to as "this example") will be described with reference to FIGS. 1 to 3. FIG. 1 is a schematic configuration diagram showing the elevator of this example. FIG. 2 is a plan view showing the hoistway of the elevator of this example. FIG. 3 is a side view showing the car 1 and the counterweight 2.

[0013] The elevator 100 of this example is a so-called machine roomless elevator having a hoisting machine 4 in a hoistway (6) formed in a building structure and not provided with a machine room above the hoistway (6). As shown in FIGS. 1 and 2, the elevator 100 of this example includes a car 1, a counterweight 2, a main rope 3, a hoisting machine 4, a compensating rope 5, and a control panel 〔16〕 showing an example of a control unit. Further, the elevator 100 has a derailment detection member 21 for detecting derailment of the counterweight 2.

[0014] [Car] The elevator car 1 is for carrying people and luggage. A car-side pulley 8 is provided at the bottom of the elevator car 1 in the vertical direction. The main rope 3 is wound around the car-side pulley 8. The elevator car 1 is supported by the main rope 3 and is guided by a pair of car-side guide rails 13, 13 erected in the elevator shaft 6, and moves vertically within the elevator shaft 6.

[0015] Furthermore, elevator car 1 has a car door on its side. Landing doors 6a are provided at the floors where elevator car 1 stops within the building structure. When elevator car 1 stops at each floor, the car door on elevator car 1 faces the landing door 6a. When the car door and landing door 6a open, people and luggage can board and alight from elevator car 1.

[0016] [Balance weight] The counterweight 2 is provided to balance the elevator car 1. A weight-side pulley 11 is provided on the upper part of the counterweight 2. The main rope 3 is wound around the weight-side pulley 11. The counterweight 2 is then housed in the elevator shaft 6, supported by the main rope 3. The counterweight 2 is also movably supported by a pair of weight-side guide rails 14 erected in the elevator shaft 6, and moves vertically within the elevator shaft 6.

[0017] The weight-side guide rail 14 is erected within the elevator shaft 6 by rail brackets 17 installed within the elevator shaft 6.

[0018] [Main rope] The main rope 3 is wound around the weight-side pulley 11 and the car-side pulley 8. The main rope 3 is also wound around a sheave installed on the hoisting machine 4. When the hoisting machine 4 is driven, the elevator car 1 and the counterweight 2 move up and down within the hoistway 6.

[0019] Furthermore, while this example describes a 2:1 roping elevator with a car-side pulley 8 on the elevator car 1 and a counterweight-side pulley 11 on the counterweight 2, the elevator is not limited to this configuration. For example, 1:1 roping elevators and various other types of elevators can also be used.

[0020] [Hoisting machine] The hoisting machine 4 is positioned at the top of the hoistway 6. Also, as shown in Figure 2, in the elevator 100 of this example, the hoisting machine 4 is positioned above the counterweight 2 in the vertical direction. The hoisting machine 4 and the counterweight 2 are positioned on one side in the width direction perpendicular to the direction in which the car-side door and landing door 6a of the elevator car 1 face each other within the hoistway 6.

[0021] The hoisting machine 4 has a sheave around which the main rope 3 is wound. The hoisting machine 4 raises and lowers the elevator car 1 and the counterweight 2 by frictionally driving the main rope 3 via the sheave. In this example, the hoisting machine 4 is described as being located at the top of the elevator shaft 6, but it is not limited to this. It may also be located at the bottom. [Compen Rope] As shown in Figure 3, the compensation rope 5 constitutes the compensation device. One end of the compensation rope 5 is connected to the lower part of the elevator car 1, and the other end is connected to the lower part of the counterweight 2. The middle section of the compensation rope 5 is folded back and positioned within the elevator shaft 6. This compensation rope 5 corrects the balance of the weight of the main rope 3 that is applied to the hoisting machine 4 when the elevator car 1 moves up and down.

[0022] [Rail derailment detection component] Next, Figure 4 will be explained regarding the rail derailment detection member 21. Figure 4 is a front view showing the counterweight 2.

[0023] As shown in Figure 4, the rail derailment detection member 21 is made of a string-like material such as wire or binding wire. Both ends of the rail derailment detection member 21 in the longitudinal direction are fixed to the rail bracket 17 that supports the weight-side guide rail 14. The rail derailment detection member 21 extends along a horizontal direction perpendicular to the vertical direction, which is the direction of movement of the counterweight 2. Furthermore, by using the rail bracket 17 as the member for installing the rail derailment detection member 21, it becomes unnecessary to provide a new member to support the rail derailment detection member 21. This makes the installation of the rail derailment detection member 21 easier and reduces the number of parts.

[0024] Furthermore, as shown in Figure 2, the rail derailment detection member 21 is positioned on the side of the counterweight 2 opposite to the side facing the elevator car 1. Here, if the counterweight 2 derails from the counterweight-side guide rail 14 and moves toward the elevator car 1, the rail derailment of the counterweight 2 can be detected when the counterweight 2 and the elevator car 1 come into contact during recovery operation. For this reason, it is preferable to position the rail derailment detection member 21 on the side of the counterweight 2 opposite to the side facing the elevator car 1, that is, on the wall side of the elevator shaft 6.

[0025] Figure 5 shows another example of the arrangement of the rail derailment detection member. In the example shown in Figure 5, the rail derailment detection member 22 is fixed to the rail bracket 17, similar to the rail derailment detection member 21 shown in Figure 4. The rail derailment detection member 22 is positioned with its longitudinal direction inclined with respect to the horizontal direction. Furthermore, the longitudinal direction of the rail derailment detection member 22 intersects with the vertical direction, which is the direction of movement of the counterweight 2. Moreover, the two rail derailment detection members 22 intersect each other.

[0026] The rail derailment detection members 21 and 22 shown in Figures 4 and 5 are described in an example of being fixed to the rail bracket 17, but are not limited to this and may be fixed to other members in the elevator shaft 6. The rail derailment detection members 21 and 22 are positioned so as to intersect at least the direction in which the counterweight 2 moves up and down.

[0027] Figures 6A to 6C show the locations of the rail derailment detection member 21 within the elevator shaft 6. As shown in Figure 6A, the building structure is provided with multiple boarding / alighting floors 101, 102, 103, and 104 where the elevator car 1 stops. When an earthquake occurs, the elevator 100 generally stops the elevator car 1 at the top floor 101 or the bottom floor 104 of the multiple boarding / alighting floors 101, 102, 103, and 104, as shown in Figures 6B and 6C. Then, when performing recovery operations, the elevator car 1 is moved up or down from the top floor 101 or the bottom floor 104. For this reason, it is preferable that the derailment detection member 21, which detects when the counterweight 2 has come off the counterweight-side guide rail, be positioned near the top floor 101 or the bottom floor 104 of the hoistway 6, as shown in Figure 6A.

[0028] Alternatively, rail derailment detection members 21 may be provided at intervals from the pit to the top of the elevator shaft 6. However, as shown in Figure 6A, by providing rail derailment detection members 21 only on the top floor 101 or the bottom floor 104 of the elevator shaft 6, and omitting them in the middle section of the elevator shaft 6, the number of parts can be reduced.

[0029] As described above, if the counterweight 2 detaches from the counterweight-side guide rail 14 and moves toward the elevator car 1, the detachment of the counterweight 2 can be detected when the counterweight 2 and the elevator car 1 come into contact during recovery operation. The point where the elevator car 1 and the counterweight 2 come into contact is in the middle of the hoistway 6. Therefore, there is no need to install a detachment detection member 21 in the middle of the hoistway 6, and the detachment of the counterweight 2 can be detected by the contact between the counterweight 2 and the elevator car 1.

[0030] Next, the state in which the counterweight 2 has come off the guide rail 14 on the weight side (rail detachment) will be explained with reference to Figures 7 to 12. Figures 7 to 8C are plan views of the counterweight 2 as seen from above, showing the state in which it has not derailed from the weight-side guide rail 14. Figures 8A to 8C show the state in which the counterweight 2 has derailed from the weight-side guide rail 14.

[0031] As shown in Figure 7, sliders 2a are provided at both ends of the counterweight 2 in the width direction. The sliders 2a are slidably supported on the counterweight-side guide rail 14. In contrast, as shown in Figures 8A to 8C, when the counterweight 2 derails from the counterweight-side guide rail 14, the sliders 2a detach from the counterweight-side guide rail 14.

[0032] Figure 8A shows a state in which one of the two sliders 2a has come off the weight-side guide rail 14. Figures 8B and 8C show a state in which both sliders 2a have come off the weight-side guide rail 14. Figure 8B shows a state in which the two sliders 2a have come off in different directions from each other, and Figure 8C shows a state in which the two sliders 2a have come off in the same direction. Then, as shown in Figures 8A to 8C, when the counterweight 2 comes off the rail, the counterweight 2 shifts from its normal vertical movement position in a direction perpendicular to the vertical movement direction.

[0033] Figures 9 and 11 are plan views showing the counterweight detached from the weight-side guide rail. Figures 10 and 12 are side views showing the counterweight detached from the weight-side guide rail. Figures 9 and 10 show the state shown in Figure 8C, and Figures 11 and 12 show the state shown in Figure 8B.

[0034] Here, as shown in Figures 8A to 8C, when the counterweight 2 derails, it shifts from its normal position for vertical movement in a direction perpendicular to the vertical direction. In this state, when the elevator car 1 and the counterweight 2 move vertically, the counterweight 2 gets caught on the derailment detection member 21, as shown in Figures 9 to 12.

[0035] 1-2. Elevator recovery procedure Next, the recovery operation of the elevator 100 having the above-described configuration after an earthquake will be explained with reference to Figures 13 to 15. Figure 13 is a flowchart showing the elevator's recovery operation.

[0036] As shown in Figure 13, the control panel 16 determines whether it is OK to start a diagnostic operation for temporary recovery operation (step S11). If it is determined in step S11 that it is OK to start a diagnostic operation (Yes determination in step S11), the control panel 16 starts an automatic diagnostic operation (step S12). In step S12, the control panel 16 drives the hoisting machine 4 to raise and lower the elevator car 1 and the counterweight 2.

[0037] Next, the control panel 16 determines whether or not it has obtained a detection signal for the counterweight 2 getting stuck from the torque signal of the hoisting machine 4 (step S13). As shown in Figures 9 to 12 above, if the counterweight 2 gets off the rail, the counterweight 2 gets caught on the rail-detachment detection member 21 when it moves up and down.

[0038] Figures 14 and 15 are graphs showing the torque of the hoisting machine 4 when the counterweight 2 is caught on the rail derailment detection member 21. Figure 14 shows the state when the elevator car 1 is rising, i.e., when the counterweight 2 is falling and caught on the rail derailment detection member 21. Figure 15 shows the state when the elevator car 1 is falling, i.e., when the counterweight 2 is rising and caught on the rail derailment detection member 21.

[0039] As shown in the graphs in Figures 14 and 15, when the counterweight 2 gets caught on the rail detachment detection member 21, the torque of the hoisting machine 4 changes. When the torque of the hoisting machine 4 exceeds a preset threshold, the control panel 16 acquires a signal indicating that the counterweight 2 has gotten caught.

[0040] In step S13, if it is determined that a jamming detection signal for the counterweight 2 has been acquired (a Yes determination in step S13), the control panel 16 proceeds to step S19, which will be described later. Conversely, in step S13, if it is determined that a jamming detection signal for the counterweight 2 has not been acquired (a No determination in step S13), the control panel 16 uses other sensors and limit switches installed in the elevator shaft 6 and elevator car 1 to determine whether a state other than derailment of the counterweight 2 is normal (step S14).

[0041] In step S14, for example, the open / closed state of the elevator car side door and landing door 6a, and the condition of the shielding plate are diagnosed. If it is determined that everything is normal in step S14 (Yes judgment in step S14), the control panel 16 determines whether all diagnostic items have been completed (step S15). If it is determined in step S15 that not all diagnostic items have been completed (No judgment in step S15), the process returns to step S12.

[0042] Furthermore, if an abnormal item is detected during the processing in step S14 (No determination in step S14), the control panel 16 stops the drive of the hoisting machine 4 and cancels the automatic diagnostic operation (step S17). Next, the control panel 16 notifies each of the access floors 101, 102, 103, and 104 of the building structure, as well as an external monitoring center, that temporary restoration operation is not permitted (step S18). After the processing in step S18 is completed, the process proceeds to step S22, which will be described later.

[0043] Furthermore, if it is determined in step S16 that all diagnostic items have been completed (a Yes judgment in step S16), the control panel 16 grants permission for temporary recovery operation (step S16). Once the process in step S16 is completed, the process proceeds to step S22, which will be described later.

[0044] Furthermore, in the process of step S13, if it is determined that a snagging detection signal for the counterweight 2 has been acquired (a Yes determination in step S13), the control panel 16 detects that the counterweight 2 has come off the rail (step S19). The control panel 16 then stops the drive of the hoisting machine 4 and suspends the operation of the elevator car 1 and the counterweight 2 to move up and down (step S20). The control panel 16 then continues the suspension of operation (step S21) and proceeds to the process of step S22, which will be described later. As shown in the process of step S21, by continuing the suspension of operation, it is possible to prevent the counterweight 2 from moving up and down while it is off the rail, and to prevent the counterweight 2 from coming into contact with other components.

[0045] In step S22, a specialist technician inspects the entire elevator 100. Once the specialist technician's inspection in step S22 is complete, the control panel 16 outputs a recovery signal (step S23), and the recovery operation of the elevator 100 is completed.

[0046] In this example, the torque of the hoisting machine 4 was used to detect that the counterweight 2 had caught on the rail-detachment detection member 21, thereby detecting the rail detachment of the counterweight 2. However, this is not the only method. For example, a sensor or limit switch could be provided to detect the cutting of the rail-detachment detection member 21. The rail detachment of the counterweight 2 could then be detected by the sensor or limit switch detecting that the counterweight 2 has caught on the rail-detachment detection member 21 and that the rail-detachment detection member 21 has been cut.

[0047] Furthermore, according to the method for detecting the derailment of the counterweight 2 in this example, the derailment of the counterweight 2 can be detected before it collides with other components such as the elevator car 1. This reduces the time required for equipment replacement. In addition, since the derailment of the counterweight 2 can be detected from sensors and limit switches that detect the torque and breakage of the hoisting machine 4, the derailment can be detected remotely. This reduces the time that maintenance personnel need to spend on-site to make a judgment without having to go to the actual site. As a result, the recovery time can be shortened, and customer service can be improved.

[0048] Furthermore, since the rail detachment detection member 21, which detects when the counterweight 2 has come off the rail, is a string-like material such as wire or binding wire, costs can be reduced. Also, even if the counterweight 2 comes into contact with the rail detachment detection member 21, the counterweight 2 will not be damaged.

[0049] Furthermore, the rail derailment detection member 21 is positioned to run in a direction intersecting the direction of travel of the counterweight 2 (the direction of vertical movement). This ensures that the counterweight 2 and the rail derailment detection member 21 make reliable contact when the counterweight 2 derails. In addition, this prevents the rail derailment detection member 21 from being swayed by the wind in the hoistway 6 during normal operation and getting caught on other components in the hoistway 6.

[0050] Furthermore, the recovery operation involves moving the elevator car 1 and counterweight 2 from the lowest floor 104 to the highest floor 101. Therefore, as shown in Figure 6A, the rail derailment detection member 21 only needs to be installed on the highest floor 101 and the lowest floor 104 of the elevator shaft 6, allowing the rail derailment detection member 21 to make contact with the derailed counterweight 2. This reduces the number of parts and simplifies the installation of the rail derailment detection member 21.

[0051] 2. Second Embodiment Example Next, with reference to Figure 16, an elevator according to a second embodiment will be described. Figure 16 is a plan view showing an elevator according to a second embodiment.

[0052] The difference between the elevator 100B in this second embodiment and the elevator 100 in the first embodiment lies in the position where the counterweight 2 and the hoisting machine 4 are arranged. Therefore, here, the same reference numerals are used for parts common to the elevator 100 in the first embodiment, and redundant explanations are omitted.

[0053] As shown in Figure 16, elevator 100B comprises a car 1, a counterweight 2, a main rope 3, a hoisting machine 4, a rail derailment detection member 21, and a control panel 16. Elevator 100B also includes a top pulley 9 and a bottom pulley 10. The top pulley 9 is located at the top of the hoistway 6, and the bottom pulley 10 is located at the bottom of the hoistway 6. The main rope 3 is wound in order from one end to the car-side pulley 8 of the car 1, the top pulley 9, the bottom pulley 10, the sheave of the hoisting machine 4, and the counterweight-side pulley 11 located at the top of the counterweight 2.

[0054] In the elevator 100B according to this second embodiment, the counterweight 2 and the hoisting machine 4 are located on the rear side of the elevator shaft 6, opposite to the front side where the elevator car 1 faces the landing door 6a. Therefore, the derailment detection member 21 is also located on the rear side of the elevator shaft 6, opposite to the front side where the elevator car 1 faces the landing door 6a. Furthermore, the derailment detection member 21 is located on the opposite side of the counterweight 2 from the side facing the elevator car 1, that is, on the wall side of the elevator shaft 6.

[0055] The other configurations are the same as those of the elevator 100 according to the first embodiment described above, so their description will be omitted. The elevator 100B according to this second embodiment can also be made to have the same operation and effects as the elevator 100 according to the first embodiment described above.

[0056] 3. Third Embodiment Example Next, with reference to Figure 17, an elevator according to a third embodiment will be described. Figure 17 is a plan view showing an elevator according to a third embodiment.

[0057] The elevator 100C according to this third embodiment is a modified version of the elevator 100B according to the second embodiment, in which the position of the rail derailment detection member 21 is changed. Therefore, the same reference numerals are used for parts common to the elevator 100 according to the first embodiment and the elevator 100B according to the second embodiment, and redundant explanations are omitted.

[0058] As shown in Figure 17, the derailment detection member 21 is positioned on the side of the counterweight 2 facing the elevator car 1. Therefore, if the counterweight 2 derails toward the elevator car 1, it will come into contact with the derailment detection member 21. In addition, in the elevator 100 according to the first embodiment, the derailment detection member 21 may also be positioned on the side of the counterweight 2 facing the elevator car 1, similar to the elevator 100C according to the third embodiment.

[0059] The other configurations are the same as those of the elevator 100 according to the first embodiment described above, so their description will be omitted. The elevator 100C according to this third embodiment can also be made to have the same operation and effects as the elevator 100 according to the first embodiment described above.

[0060] It should be noted that the present invention is not limited to the embodiments described above and shown in the drawings, and various modifications can be made without departing from the spirit of the invention as described in the claims.

[0061] In the above-described embodiment, a control panel 16 was used as the control unit for determining whether or not the counterweight 2 has derailed, but the system is not limited to this. For example, an external remote monitoring center may be used as the control unit. Torque information from the hoisting machine 4, information from sensors and switches that detect the cutting of the derailment detection member 21, and information from limit switches may be transmitted to the remote monitoring center, where the remote monitoring center may determine whether or not the counterweight 2 has derailed.

[0062] In this specification, although terms such as "parallel" and "orthogonal" are used, these do not mean only strictly "parallel" and "orthogonal," but may also refer to states that are "approximately parallel" or "approximately orthogonal," which include "parallel" and "orthogonal" and are within a range in which they can perform their functions. [Explanation of symbols]

[0063] 1…Elevator car, 2…Counterweight, 2a…Slider, 3…Main rope, 4…Hoisting machine, 4a…Sheave, 5…Compensation rope (compensation device), 6…Hoistway, 7, 12…Fixing devices, 8…Car-side pulley, 11…Counterweight-side pulley, 13…Counterweight-side guide rail, 14…Car-side guide rail, 16…Control panel (control unit), 17…Rail bracket, 21, 22…Derailment detection member, 100, 100B, 100C…Elevator

Claims

1. A car that moves up and down in an elevator shaft, The main rope connected to the aforementioned elevator car, A counterweight connected to the main rope and moving up and down the elevator shaft, A hoisting machine around which the main rope is wound, A pair of weight-side guide rails that movably support the aforementioned counterweight, A string-like rail-detachment detection member is arranged in a direction intersecting the direction of movement of the counterweight, A control unit that determines whether the counterweight has come off the counterweight-side guide rail based on the torque information of the hoisting machine or the information that the rail-detachment detection member has been cut, Elevators are available.

2. The aforementioned weight-side guide rail is equipped with a rail bracket that is fixed within the elevator shaft, The rail derailment detection member is fixed to the rail bracket. The elevator according to claim 1.

3. The rail derailment detection member is positioned at least on the top and bottom floors of the multiple boarding / alighting floors in the elevator shaft where the elevator car and counterweight stop. The elevator according to claim 1.

4. The rail derailment detection member is positioned on the side of the counterweight opposite to the side facing the elevator car. The elevator according to claim 1.

5. In an elevator control method equipped with a string-like derailment detection member positioned in a direction intersecting the direction of movement of the counterweight, The process involves driving the hoisting machine during the recovery operation to move the elevator car and the counterweight up and down, When the counterweight moves up and down, a process is performed to determine whether the counterweight has come off the counterweight-side guide rail based on the torque information of the hoisting machine or the information that the rail-detachment detection member has been cut. An elevator control method including...

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