CN113526280A

CN113526280A - Elevator with a movable elevator car

Info

Publication number: CN113526280A
Application number: CN202110405548.4A
Authority: CN
Inventors: 森和久; 大沼直人
Original assignee: Hitachi Ltd
Current assignee: Hitachi Ltd
Priority date: 2020-04-16
Filing date: 2021-04-15
Publication date: 2021-10-22
Anticipated expiration: 2041-04-15
Also published as: JP2021169357A; CN113526280B

Abstract

The invention provides an elevator, which can easily detect the position and the speed of a car in a section with a change in the moving direction. The elevator is provided with a car (10), a first sensor (14) and a second sensor (15), wherein the car (10) can move in a moving channel along a linear section, namely a first section and a second section with a moving direction changing from the first section. The first sensor (14) detects the position and speed of the car (10) when the car (10) moves in the first zone. The second sensor (15) is provided on the car (10) and detects the position and speed of the car (10) when the car (10) moves in the second zone.

Description

Elevator with a movable elevator car

Technical Field

The present invention relates to an elevator in which a car moves in a moving passage.

Background

Generally, an elevator detects a position and a speed of a car in order to move the car safely. In recent years, circulation-type elevators have been proposed in which the car is moved not only linearly upward and downward but also in a manner such that the direction of movement of the car is reversed from upward to downward, and the direction of movement is continuously changed. A conventional elevator of this kind is described in patent document 1, for example.

Patent document 1 describes a technique including: an in-tower input device which is arranged on the measuring side of the first sound signal conductor and generates a sound signal; and an in-tower detector which is provided on the measurement side of the second acoustic signal conductor and detects an acoustic signal. Patent document 1 describes a technique including: an on-car detector provided to the car, and an on-car input device provided to the car. In the technique described in patent document 1, a call signal is generated by an in-tower input device, and after the call signal is detected by an on-car detector, a response signal is generated from the on-car input device to the second acoustic signal conductor, and the position of the car is determined.

Documents of the prior art

Patent document

Patent document 1: japanese laid-open patent publication No. 2008-13326

Disclosure of Invention

Problems to be solved by the invention

However, in the technique described in patent document 1, it is necessary to provide the acoustic signal conductor having an arc shape in the moving path not only in the first section, which is the straight section, but also in the second section, which is the reverse section. Therefore, in the technique described in patent document 1, the operation of providing the acoustic signal conductor at the uppermost portion and the lowermost portion of the moving passage is required, and the structure for detecting the position and the speed of the car in the second zone is very complicated.

In view of the above problems, an object of the present invention is to provide an elevator capable of easily detecting a position and a speed of a car in a section in which a moving direction changes.

Means for solving the problems

In order to solve the above problem and achieve the object, an elevator includes a car, a first sensor, and a second sensor, and the car is movable in a moving passage along a first section that is a linear section and a second section in which a moving direction changes from the first section. The first sensor detects a position and a speed of the car when the car moves in the first zone. The second sensor is provided to the car and detects a position and a speed of the car when the car moves in the second zone.

ADVANTAGEOUS EFFECTS OF INVENTION

According to the elevator with the structure, the position and the speed of the car in the section with the changed moving direction can be easily detected.

Drawings

Fig. 1 is a schematic configuration diagram showing an elevator according to a first embodiment.

Fig. 2 is an explanatory view showing the structure of the car and the second zone of the elevator according to the first embodiment.

Fig. 3 is a connection diagram showing a structure of a connection mechanism of an elevator according to the first embodiment.

Fig. 4 is a block diagram showing a configuration of an elevator car side safety control unit according to the first embodiment.

Fig. 5 is a block diagram showing a configuration of a drive control unit of an elevator according to the first embodiment.

Fig. 6 is a section determination flowchart when the car of the elevator of the first embodiment moves in the second section.

Fig. 7 is an explanatory view showing a movement operation of the car of the elevator in the second zone in the first embodiment.

Fig. 8 is an explanatory diagram showing an operation of detecting the position and speed of the car of the elevator in the second zone in the first embodiment.

Fig. 9 is a schematic configuration diagram showing an elevator according to a second embodiment.

In the figure:

1-an elevator; 2-a first sheave; 3-a second sheave; 4-a first lower sheave; 5-a second lower pulley; 6-a drive control section; 8. 9-main rope; 10. 10A, 10B, 10C — car; 11. 12-a connecting mechanism; 14. 14A, 14B — first sensor; 15 — a second sensor; 17. 18, 17A, 18A — the subject; 30-a car side safety control section (control section); 31 — a safety determination section; 33-overspeed determination section; 34-section determination unit; 35 — a first section position deriving unit; 36 — a first section velocity derivation section; 37-a second section position derivation section; 38 — a second section velocity deriving unit; 41-a connecting part; 42-rotation axis (rotator); 43-a bearing; 50-a determination section; 100-moving the channel; 100A-ascending channel (first interval); 100B-descending channel (first interval); 100C-first reversal path (second interval); 100D-second reverse path (second interval).

Detailed Description

An elevator according to an embodiment will be described below with reference to fig. 1 to 9. In the drawings, the same reference numerals are used for common components.

1. Examples of the embodiments

1-1. Example of Elevator construction

First, the structure of an elevator according to an embodiment (hereinafter referred to as "the present example") will be described with reference to fig. 1 and 2.

Fig. 1 is a schematic configuration diagram showing an elevator of this example.

An elevator 1 shown in fig. 1 is a so-called multi-car elevator, and a plurality of cars 10 move in a moving passage 100 formed in a building structure. The plurality of cars 10 are controlled to be stopped in an elevator hall 120 provided at each floor of the building structure.

The elevator 1 includes a plurality of pairs (three pairs in this example) of

cars

10A, 10B, and 10C for carrying people and freight, and a drive control unit 6, and the drive control unit 6 controls the operation of the

cars

10A, 10B, and 10C. The elevator 1 includes a first sheave 2, a second sheave 3, a first lower sheave 4, a second lower sheave 5, a first main rope 8, and a second main rope 9.

The moving path 100 includes an ascending path 100A for ascending the car 10 in the vertical direction and a descending path 100B for descending the car. The rising channel 100A and the falling channel 100B are adjacent in a second direction orthogonal to the first direction, i.e., the up-down direction, i.e., the horizontal direction. Hereinafter, the vertical direction is referred to as a first direction, and the horizontal direction intersecting the vertical direction is referred to as a second direction.

Further, a first reversing path 100C is provided at the upper end portion of the ascending path 100A and the descending path 100B of the moving path 100 in the first direction, that is, in the vicinity of the ceiling wall 110 of the moving path 100, to reverse the direction of movement of the car 10 from ascending to descending. Further, a second reversing path 100D for reversing the direction of movement of the car 10 from descending to ascending is provided at the lower end portion in the first direction of the ascending tunnel 100A and the descending tunnel 100B of the moving tunnel 100, that is, in the vicinity of the floor 111 of the moving tunnel 100.

The ascending path 100A and the descending path 100B are first sections in which the car 10 moves up and down in the first direction. The first reversal path 100C and the second reversal path 100D are second sections in which the car 10 moves in a direction different from the first direction.

A pair of

cars

10A, 10A of the plurality of cars 10 are connected to the first main rope 8 and the second main rope 9. The first main rope 8 and the second main rope 9 are formed in a loop shape, and both ends thereof are connected by

connection mechanisms

11 and 12 provided in the car 10A. The car 10A is connected to the first main rope 8 via a first coupling mechanism 11, and connected to the second main rope 9 via a second coupling mechanism 12.

The first main rope 8 is wound around the first sheave 2 and the first lower sheave 4, which represent one example of the driving unit. The first sheave 2 is provided on a first reversal path 100C which is an upper portion of the moving passage 100 in the first direction, and the first lower sheave 4 is provided on a second reversal path 100D which is a lower portion of the moving passage 100 in the first direction.

The second main rope 9 is wound around the second sheave 3 and the second lower sheave 5, which represent one example of the driving unit. The second sheave 3 is provided on the first reversal path 100C, which is the upper portion of the travel path 100 in the first direction, and the second lower sheave 5 is provided on the second reversal path 100D, which is the lower portion of the travel path 100 in the first direction. The pair of

cars

10A and 10A are disposed at symmetrical positions in a state where the first main rope 8 and the second main rope 9 are gripped, and function as counterweights for each other.

Three sets of first main ropes 8 and second main ropes 9 are provided in correspondence with the pairs of the cars 10. In addition, three sets of the first sheave 2, the second sheave 3, the first lower sheave 4, and the second lower sheave 5 are also provided in correspondence with the pair of cars 10.

The three sets of the first sheave 2 and the second sheave 3 are connected to three

circulation controllers

7A, 7B, and 7C provided in the drive control unit 6, respectively. The drive control unit 6 drives the first sheave 2 and the second sheave 3 to control the movement or stop of the car 10.

The three pairs of cars 10 provided as described above are configured to circulate and stop on the same track in the moving passage 100 at a predetermined moving speed by driving the three first sheaves 2 and the three second sheaves 3, respectively. For example, the three pairs of cars 10 ascend along the ascending path 100A, and the direction of movement thereof is reversed from ascending to descending in the first reversing path 100C. In addition, the moving direction of the three pairs of cars 10 in the first reversing path 100C is continuously changed from the first direction toward the second direction, so that the three pairs of cars 10 move from the ascending path 100A to the descending path 100B.

Then, the three pairs of cars 10 descend along the descent passage 100B, and the direction of movement thereof is reversed from descending to ascending on the second reversal path 100D. In addition, the moving directions of the three pairs of cars 10 are continuously changed from the first direction to the second direction in the second reversal path 100D, so that the three pairs of cars 10 move from the descent path 100B to the ascent path 100A. Thereby causing the three pairs of cars 10 to move circularly in the moving passage 100.

Fig. 2 is an explanatory diagram showing the configuration around the car 10 and the first reversing path 100C. Further, the first sheave 2 and the second sheave 3 are not shown in fig. 2.

As shown in fig. 2, the elevator 1 includes a first subject 17 and a second subject 18. The first object 17 extends along the ascending path 100A. The second subject 18 extends along the descent passage 100B. That is, the first detected body 17 and the second detected body 18 are arranged in parallel to the first direction, which is the moving direction of the car 10 in the first zone. The

objects

17 and 18 are easier to be set in the moving path 100 than in the case where the objects are set in the second section in which the moving direction changes continuously. The first object 17 and the second object 18 are formed with graduations and barcodes that can be detected by the first sensor 14, which will be described later.

The detection objects 17 and 18 may be provided on guide rails that guide the car 10 in the first direction. This makes it possible to easily perform the operation of installing the

objects

17 and 18.

The car 10 is provided with a first sensor 14 and two second sensors 15. The first sensor 14 is provided at, for example, an upper end portion in a first direction, which is a vertical direction of the car 10. When the car 10 moves in the first zone, the first sensor 14 faces the first detected body 17 or the second detected body 18. Specifically, when the car 10 moves in the ascending path 100A, the first sensor 14 faces the first detected body 17, and when the car 10 moves in the descending path 100B, the first sensor 14 faces the second detected body 18.

The first sensor 14 reads the scale or the barcode provided on the first object 17 or the second object 18. The first sensor 14 outputs the detected information to a car side safety control unit 30 (see fig. 4) described later.

As the first sensor 14 and the objects to be detected 17 and 18, for example, an incremental (relative position) type detection sensor may be used, or an absolute (absolute position) type detection sensor may be used. When an incremental detection sensor is used as the first sensor 14 and the objects to be detected 17 and 18, it is preferable to provide a reference point indicating a reference position in the first object to be detected 17 and the second object to be detected 18.

In addition, when an absolute detection sensor is used as the first sensor 14 and the detected objects 17 and 18, the position of the car 10 in the first zone can be easily detected at the time of reset after the power supply is stopped.

The second sensor 15 is provided in the first coupling mechanism 11 and the second coupling mechanism 12.

Fig. 3 is an explanatory diagram showing the first coupling mechanism 11 and the second coupling mechanism 12. Since the first coupling mechanism 11 and the second coupling mechanism 12 have the same structure, the first coupling mechanism 11 will be described here.

As shown in fig. 3, the first coupling mechanism 11 includes: a coupling portion 41, a rotation shaft 42, a bearing 43, and a second sensor 15. The bearing 43 is provided at an upper end portion in the vertical direction of the car 10. The bearing 43 rotatably supports the rotary shaft 42. The rotation shaft 42 protrudes from the bearing 43 toward the first main rope 8.

A coupling portion 41 is provided at an end of the rotary shaft 42 opposite to the bearing 43. The connecting portion 41 connects both end portions of the main rope 8. When the car 10 moves in the first reversal path 100C or the second reversal path 100D, which is the second section, the connection portion 41 and the rotation shaft 42 rotate along the circumference of the first sheave 2 or the first lower sheave 4. When the car 10 moves in the first reversal path 100C or the second reversal path 100D, which is the second section, the connection portion 41 and the rotation shaft 42 of the second connection mechanism 12 rotate along the circumference of the second sheave 3 or the second lower sheave 5.

The second sensor 15 is provided on the rotation shaft 42. The second sensor 15 detects the rotation angle of the rotary shaft 42. The second sensor 15 outputs the detected information to a car side safety control unit 30 (see fig. 4) described later.

Further, the rotary shaft 42 may be provided with a slider that slides on an arc-shaped reversing guide rail provided in the second section. When the car 10 moves in the second zone, the slider rotates along the circumference of the counter guide rail together with the rotating shaft 42.

1-2. Control system for elevator

Next, the configuration of the control system of the elevator 1 having the above-described configuration will be described with reference to fig. 4 and 5.

Fig. 4 is a block diagram showing the car-side safety control unit 30 provided in the car 10.

Each of the plurality of

cars

10A, 10B, and 10C is provided with a car-side safety control unit 30. The car-side safety control unit 30 determines the safety of the car 10. As shown in fig. 4, the car side safety control unit 30 includes: a safety determination unit 31 for performing safety determination, an overspeed determination unit 33, a section determination unit 34, a first section position derivation unit 35, a first section speed derivation unit 36, a second section position derivation unit 37, a second section speed derivation unit 38, and a change-over switch 39.

The first section position derivation unit 35 and the first section velocity derivation unit 36 acquire information detected by the first sensor 14. The first zone position derivation section 35 calculates the position of the car 10 in the first zone based on the detection information from the first sensor 14. The first zone position deriving unit 35 then outputs the calculated position information of the car 10 to the zone determining unit 34.

The first zone speed deriving unit 36 calculates the speed of the car 10 in the first zone based on the detection information from the first sensor 14. The first zone speed deriving unit 36 outputs the calculated speed information of the car 10 to the overspeed determination unit 33 and the safety determination unit 31 via the change-over switch 39.

The second section position derivation section 37 and the second section speed derivation section 38 acquire information detected by the second sensor 15. The second zone position derivation section 37 calculates the position of the car 10 in the second zone based on the detection information from the second sensor 15. The second zone position deriving unit 37 outputs the calculated position information of the car 10 to the zone determining unit 34.

The second zone speed deriving unit 38 calculates the speed of the car 10 in the second zone based on the detection information from the second sensor 15. The second section speed deriving unit 38 stores the diameters of the sheaves and the

pulleys

2, 3, 4, and 5. The second zone speed deriving unit 38 outputs the calculated speed information of the car 10 to the overspeed determining unit 33 and the safety determining unit 31 via the change-over switch 39. The method of calculating the position and the speed by the second section position derivation section 37 and the second section speed derivation section 38 will be described later.

The zone determination unit 34 determines whether the car 10 is located in the first zone or the second zone based on the position information of the car 10 acquired from the first zone position derivation unit 35 and the second zone position derivation unit 37. The section determination unit 34 outputs the determination information and the position information of the car 10 to the safety determination unit 31.

The section determination unit 34 switches the switch 39 based on the determination result. Thus, the speed information input to the overspeed determination unit 33 and the safety determination unit 31 is switched to the speed information calculated by the first section speed derivation unit 36 or the speed information calculated by the second section speed derivation unit 38. Specifically, when the car 10 is located in the first zone, the speed information calculated by the first zone speed derivation unit 36 is input to the overspeed determination unit 33 and the safety determination unit 31. When the car 10 is located in the second zone, the speed information calculated by the second zone speed derivation unit 38 is input to the overspeed determination unit 33 and the safety determination unit 31.

In the present example, the description has been given of an example in which the section determination unit 34 is provided and the changeover switch 39 is switched based on the position information output from the first section position derivation unit 35 and the second section position derivation unit 37, but the present invention is not limited to this.

For example, when the car 10 moves in the first zone, the angle of the rotating shaft 42 of the car 10 does not change, and therefore the detection information from the second sensor 15 does not change. When the car 10 moves in the second zone, the first sensor 14 does not face the detected objects 17 and 18, and therefore the detection information is not output from the first sensor 14. In this way, it is possible to determine whether the car 10 is moving in the first zone or the second zone based on the change in the detection information of the first sensor 14 and the second sensor 15 and the presence or absence of an output.

However, if the first sensor 14 is displaced from the detection objects 17 and 18, an error signal is output from the first sensor 14. Therefore, when the error signal is output from the first sensor 14, it is difficult to determine that the car 10 is in the second zone or that an abnormality has occurred in the first sensor 14. Thus, by providing the section determination unit 34 as in this example, it is possible to prevent erroneous detection and accurately determine the position of the car 10.

The overspeed determining section 33 receives speed information of the car 10 from the first zone speed deriving section 36 or the second zone speed deriving section 38. The overspeed determining section 33 determines whether the speed of the car 10 exceeds a predetermined speed. The overspeed determination unit 33 outputs the determination result to the safety determination unit 31.

The safety determination unit 31 receives not only the overspeed determination result information and the position information of the car 10 received from the overspeed determination unit 33 but also the opening/closing information of the car door and the like. The safety determination unit 31 determines whether the car 10 is currently operating safely based on the overspeed determination result information, the position information, the door opening/closing information, and the like. The safety determination unit 31 outputs the determined safety determination information and the position information of the car 10 to the drive control unit 6 via the determination unit 50 that determines the safety of the elevator 1.

In the present example, the example in which the first zone position derivation part 35 and the first zone speed derivation part 36 calculate the position and speed of the car 10 in the first zone has been described, but the present invention is not limited to this, and the first sensor 14 may detect the position and speed of the car 10 in the first zone. Further, although the example in which the second zone position derivation part 37 and the second zone speed derivation part 38 calculate the position and the speed of the car 10 in the second zone has been described, the second sensor 15 may detect the position and the speed of the car 10 in the second zone.

[ drive control section ]

Next, the configuration around the drive control unit 6 will be described with reference to fig. 5.

Fig. 5 is a block diagram showing the configuration of the drive control unit 6.

As shown in fig. 5, the drive control unit 6 includes: position control unit 61, speed control unit 62, motor control unit 63, current detector 64, and speed detector 65. Further, the drive control unit 6 includes: a brake circuit 22 connected to the brakes 21 provided on the first sheave 2 and the second sheave 3, and a power supply circuit 23. The drive control unit 6 also has a power supply interruption unit 24 and a power converter 25 connected to the electric motor 20 provided on the first sheave 2 and the second sheave 3.

Electric power is supplied to the motor 20 from an external power supply 26 via the power converter 25 and the power supply interruption unit 24. Further, a breaker 27 is provided between the power source 26 and the power source breaking unit 24.

The position control unit 61 is connected to the operation control unit 51 and the determination unit 50. The determination unit 50 is connected to the car-side safety control unit 30 of the plurality of

cars

10A, 10B, and 10C so as to be capable of transmitting and receiving information. The determination unit 50 determines whether or not the plurality of

cars

10A, 10B, and 10C are closer than a predetermined interval based on the safety determination information and the position information output from the car-side safety control unit 30 of each of the

cars

10A, 10B, and 10C. The determination unit 50 outputs the determination result to the position control unit 61.

The operation control unit 51 determines which car 10 among the plurality of

cars

10A, 10B, and 10C is assigned according to an operation of a call button provided in the elevator hall 120 at each floor, and outputs the determined operation information to the drive control unit 6. The position control unit 61 calculates the height between the cars 120, the distance to the stopped car 120, and generates a speed command based on the travel information, the position information of the determination unit 50, and the determination result. Then, the position control unit 61 outputs the generated speed command to the speed control unit 62.

The speed control unit 62 performs feedback control on the speed command received from the position control unit 61 based on the speed information of the motor 20 detected by the speed detector 65, and generates a torque command. Then, the speed control unit 62 outputs the generated torque command to the motor control unit 63. Further, the current information on the motor 20 detected by the current detector 64 is transmitted to the motor control unit 63.

The motor control unit 63 performs feedback control of the torque command based on the current information detected by the current detector 64 and outputs the current command to the power converter 25. The power converter 25 controls the value of the current supplied to the motor 20 based on the received current command. Thereby, the motor 20 is controlled to rotate at a desired torque and speed.

When the safety determination information from the safety determination unit 31 and the determination unit 50 is determined to be unsafe, the drive control unit 6 disconnects the power supply disconnection unit 24 and the brake circuit 22. Thereby, the power to the motor 20 is turned off, and the brake 21 is operated, so that the car 10 is stopped.

1-3. Example of operation of Elevator

Next, the operation of the elevator 1 having the above-described configuration will be described with reference to fig. 6 to 8. In the following description, an example in which the car 10 moves from the ascending shaft 100A to the descending shaft 100B via the first reversing path 100C, that is, an example in which the car moves in the second section will be described.

Fig. 6 is a flowchart showing the section determination and detection operation when the second section moves. Fig. 7 to 8 are explanatory views showing the movement operation of the car 10 in the second zone.

First, the position of the car 10 is detected by the first sensor 14 provided in the car 10 (step S11). Specifically, the first section position deriving unit 35 calculates the position of the car 10 based on the detection information from the first sensor 14. Next, the car-side safety control unit 30 determines whether or not the car 10 is located in the second zone (step S12). In the processing of step S12, the zone determination unit 34 determines the position of the car 10 based on the position information output from the first zone position derivation unit 35 and the second zone position derivation unit 37.

As shown in fig. 7, when the car 10 moves from the ascending tunnel 100A, which is the first section, to the first reversing path 100C, which is the second section, the first sensor 14 does not face the first detected body 17 and the second detected body 18. Therefore, the detection information is not output from the first sensor 14. Further, the rotating shaft 42 provided in the car 10 rotates, and the detection information from the second sensor 15 changes. Thus, the section determination unit 34 can determine that the car 10 is located in the first reversal path 100C, which is the second section.

Note that marks indicating the end positions of the linear sections may be provided at the end portions of the scale marks and the bar codes provided on the first object 17 and the second object 18. This makes it possible to determine the zone in which the car 10 is located based on the position information of the first sensor 14. Absolute detection sensors are used as the first sensor 14 and the detected objects 17 and 18, and the section in which the car 10 is located can be easily determined.

In the process of step S12, when the zone determination unit 34 determines that the car 10 is located in the second zone (yes determination of step S12), the angle of the rotating shaft 42 is detected by the second sensor 15 (step S13). Further, the detection operation may be performed by the second sensor 15 when the car 10 is located in the first zone.

Next, the second zone position derivation section 37 and the second zone speed derivation section 38 calculate the position and the moving speed of the car 10 in the second zone based on the detection information of the second sensor 15 (step S14). As shown in fig. 8, when the car 10 moves in the second zone, the rotary shaft 42 rotates 180 degrees corresponding to the position of the car 10. The rotation angle of the rotary shaft 42 at this time is detected by the second sensor 15. Thus, the second section speed deriving unit 38 can calculate the angular speed from the angular change per unit time, and can calculate the speed of the car 10 from the diameters of the

pulleys

2, 3, 4, and 5 stored in advance.

As the second sensor 15, for example, a rotary encoder can be used. As the second sensor 15, an incremental (relative position) type detection sensor or an absolute (absolute position) type detection sensor may be used, as in the case of the first sensor 14.

The incremental detection sensor can detect the amount of change in the angle of the rotary shaft 42. The speed of the car 10 is detected by detecting the number of pulses or the pulse width in a constant time by an incremental detection sensor. The angle of the rotating shaft 42, that is, the position of the car 10 in the second zone can be calculated by accumulating the number of pulses from the reference point.

In contrast, the angle of the rotary shaft 42 can be directly detected by using an absolute type detection sensor. Therefore, the speed of the car 10 can be detected from the amount of change in the constant time. In addition, the angle of the rotating shaft 42 can be easily detected at the time of resetting after the power supply is stopped, and the position of the car 10 in the second zone can be easily detected.

In addition, a potentiometer whose resistance value changes with angle may be used as the second sensor 15. Further, when a potentiometer is used as the second sensor 15, there is an insensitive region and an angle at which the output changes rapidly. On the other hand, since the car 10 is provided with two coupling mechanisms, i.e., the first coupling mechanism 11 and the second coupling mechanism 12, the mounting angle of the second sensor 15 can be displaced and arranged by the first coupling mechanism 11 and the second coupling mechanism 12. Thereby, the two second sensors 15 can be prevented from being simultaneously in the insensitive region.

Next, the car side safety control unit 30 determines whether or not the first sensor 14 detects the second subject 18 (step S15). When the car 10 moves from the ascending path 100A to the descending path 100B of the first reversing path 100C, the first sensor 14 faces the second object 18, and the second object 18 can be detected by the first sensor 14.

When the car-side safety control unit 30 determines in the process of step S15 that the second detected body 18 is detected by the first sensor 14 (yes determination in step S15), the car-side safety control unit 30 recognizes that the route is moving, that is, the car 10 has moved from the second zone to the first zone (step S16). As a result, the movement operation of the car 10 of the elevator 1 of this example in the second zone is completed.

As described above, in the elevator 1 of this example, the second sensor 15 is provided on the car 10, and the position and speed of the car 10 in the second zone in which the moving direction changes continuously can be easily detected. This eliminates the need to provide a detection body for detecting the position and speed in the second section in the moving path 100, and facilitates the installation work of the elevator 1.

2. Second embodiment example

Next, an elevator according to a second embodiment will be described with reference to fig. 9.

The elevator of the second embodiment differs from the elevator 1 of the first embodiment in the configuration of the first sensor and the detected body. Therefore, the first sensor and the detected object will be described here, and the same reference numerals are given to parts common to the elevator 1 according to the first embodiment, and redundant description will be omitted.

As shown in fig. 9, the first object 17A is disposed on the ascending path 100A side of the moving path 100, and the second object 18A is disposed on the descending path 100B side of the moving path 100. The first detected body 17A and the second detected body 18A are disposed on the wall surface side of the moving path 100, compared with the moving trajectory of the car 10 during movement. That is, the first object 17A and the second object 18A are arranged outside the movement locus of the car 10. This prevents the first subject 17A and the second subject 18A from interfering with the sheave, the

pulleys

2, 3, 4, 5, and the like, and thus a large space for installing the first subject 17A and the second subject 18A can be secured.

The car 10 is provided with: a first ascending sensor 14A, a first descending sensor 14B, and two second sensors 15, which represent first sensors. The first ascending sensor 14A is disposed at one end of the car 10 in the second direction, and the first descending sensor 14B is disposed at the other end of the car 10 in the second direction.

When the car 10 moves in the ascending path 100A, the first ascending sensor 14A faces the first detected body 17A, and when the car 10 moves in the descending path 100B, the first descending sensor 14B faces the second detected body 18A. When the car 10 moves in the ascending path 100A, the position and speed of the car 10 are detected by the first ascending sensor 14A, and when the car 10 moves in the descending path 100B, the position and speed of the car 10 are detected by the first descending sensor 14B.

The other configurations are the same as those of the elevator 1 according to the first embodiment, and therefore, the description thereof will be omitted. With the elevator having such a configuration, the same operational effects as those of the elevator 1 according to the first embodiment can be obtained.

The present invention is not limited to the above-described and illustrated embodiments, and various modifications can be made without departing from the scope of the invention as set forth in the claims.

Although the elevator described above has been described as an elevator in which a plurality of cars 10 circulate in one direction, the present invention is not limited to this. For example, the present invention can also be applied to an elevator in which a plurality of cars are configured to be movable in both ascending and descending directions in the moving passage 100.

In addition, as a method of driving the car of the elevator, a method of driving a car provided with a sheave and a hoisting machine; a driving method for generating a driving force (thrust) by a main rope itself by providing a linear driving portion and passing an induced current through the main rope connected to a car. Further, the present invention is also applicable to a self-driven elevator in which a driving portion is provided in a car.

The number of cars provided in the elevator 1 is not limited to six, and the number of cars may be only one, five or less, or seven or more.

In the above-described embodiment, the vertical direction, that is, the vertical direction is used as the first direction in which the car moves. For example, a horizontal direction orthogonal to the vertical direction, and an inclined direction inclined from the horizontal direction, the vertical direction, and the horizontal direction may be the first direction. As the elevator, at least an elevator in which the car is movable in a first direction and a second direction intersecting the first direction can be used.

The elevator is not limited to an elevator in which a car is provided along the first direction. For example, the present invention is also applicable to an elevator in which a moving passage extends in a first direction and a second direction and a car is provided in both the first direction and the second direction. At this time, the second sensor detects the speed and position of the car when the car moves at a corner portion that turns from the first direction to the second direction of the moving passage.

Further, as an example of a rotating body for detecting the rotation angle by the second sensor 15, an example of using the rotating shaft 42 of the

coupling mechanisms

11 and 12 has been described, but the present invention is not limited to this. As the rotating body, any one that rotates in accordance with the movement of the car when the car moves in the second zone may be used, and for example, a slider that slides on a second zone guide rail provided in the second zone may be used.

Further, although the example in which the car-side safety control unit 30 provided in the car 10 is used as the control unit that calculates the position and speed of the car 10 has been described, the present invention is not limited to this, and the position and speed of the car 10 may be calculated by a control unit that controls the entire elevator 1.

In the present specification, terms such as "parallel" and "orthogonal" are not intended to mean "parallel" and "orthogonal" strictly, and may be in a state of "substantially parallel" or "substantially orthogonal" within a range including "parallel" and "orthogonal" and capable of functioning.

Claims

1. An elevator, characterized by comprising:

a car that can move in a moving passage along a first section that is a linear section and a second section that changes in a moving direction from the first section;

a first sensor that detects a position and a speed of the car when the car moves in the first zone; and

and a second sensor that is provided in the car and detects a position and a speed of the car when the car moves in the second zone.

2. Elevator according to claim 1,

a control unit that calculates a position and a speed of the car based on detection information from the first sensor or the second sensor,

the control part switches a sensor for detecting the position and the speed of the car between the first sensor and the second sensor according to the interval where the car is located.

3. Elevator according to claim 2,

the control unit includes a section determination unit that determines whether the car is located in the first section or the second section based on detection information from the first sensor and the second sensor.

4. Elevator according to claim 1,

in the second zone, the moving direction of the car is continuously changed,

a rotating body is provided on the car, the rotating body rotates along with the movement of the car when the car moves in the second zone,

the second sensor detects a rotation angle of the rotating body.

5. Elevator according to claim 4,

includes a main rope connected to the car via a connecting mechanism,

the coupling mechanism includes:

a bearing provided to the car;

a rotating shaft rotatably supported by the bearing; and

a connecting portion connected to the main rope and provided to the rotary shaft,

the rotating body is the rotating shaft.

6. Elevator according to claim 5,

a pulley around which the main rope is wound,

and calculating the position and speed of the car in the second section based on the diameter of the sheave and the rotation angle of the rotating shaft detected by the second sensor per unit time.

7. Elevator according to claim 1,

the first sensor and the second sensor are absolute position sensors.

8. Elevator according to claim 1,

a plurality of the cars move within the moving walkway.